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HorizonsNews and Information for the Marine Industry.A Lloyds Register magazine

Is LNG the fuelof the future? STS transfer Regasication

Worlds largest LNG ferry

Major terminals

In this issue:When the sloshinghad to stopPage 20The sh that ies on acushion of airPages 2629

May 2011


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Our morecomplexworld

Contents

Horizons is the journal for Lloyds Register

Marine clients and staff, delivering news andanalysis on our global activities.

The Horizons team are:

Editor: Chris BrowneE: [email protected]: +44 (0)20 7423 2654

Marine Communications Manager: Nick Brown

Staff photographer: Mat Curtis

Design and production: Columns Design

Horizons is produced by MarineCommunications. Care is taken to ensure theinformation it contains is accurate and up todate. However Lloyds Register accepts noresponsibility for inaccuracies in, or changes to,such information.

Front cover:Excelerate Energy-operated LNG tankerExcelsiorperforms a regasicationoperation, transferring LNG to the UKnational grid, at Teessides GasPort nearMiddlesbrough, North-East England.

Equipment type approval andoperational risk analysis and simulationstudies were performed by LloydsRegister. Excelerate Energy, a developerof LNG transportation and regasicationinfrastructure, has just performed itshundredth ship-to-ship transfer of LNG.

A recurring theme in our analysis of the challenges andchanges that the shipping industry and world trade willhave to manage is that of complexity. The tragic events inJapan have drawn attention to the potential fragility ofglobal supply chains as well as halting, for the time being,the potential expansion in the use of nuclear power as an

almost zero carbon source of energy, writes Nick Brown,Lloyds Registers Marine Communications Manager.We are closely following developments in the global supply chain.Lloyds Register is involved from oil well to fuel tank and from farmgate to the breakfast table in helping commodity players, industryand society manage risk and complexity. There is a growingrealisation that the model of all manufacturing being offshore,a long way from consumption, may not necessarily be the future.Future efforts to reduce carbon emissions from both industry andshipping may lie in adjustments to our supply chains and changes inpatterns of consumption. Some companies may soon no longer feelit is necessary to manufacture in China it may, for example, beno more expensive to manufacture in the United States. Such adevelopment would have a signicant impact on global shipping.

Future fuelsThere are many competing approaches and agendas as the worldstruggles to plan for the future balancing a requirement forincreased amounts of energy with the need to reduceenvironmental impact. The dramatic introduction of shale gas as asource of affordable, clean energy might be viewed as bolsteringthose pushing gas as a fuel of the future and not just in shipping.But there is a growing realisation that while LNG can be used tomitigate SOx, NOx and particulate emissions, its contribution toreducing greenhouse gas emissions is unproven. Across the supplychain, from well to ue emissions, there may in fact be legitimate

concerns that LNG does not reduce CO2 emissions on a like-for-likebasis with other fossil fuels. Theres a lot more work to be done hereand hopefully we throw some light on the role gas will play as a fuelof the future with our focus on LNG in this issue of Horizons.Scrubbing or distillates are increasingly looking like themainstream, pragmatic route to complianceWith the huge bulge in the orderbook still being delivered into themarket and no likelihood of LNG applications for either retro-t orthe vast majority of newbuildings, heavy fuel oil (HFO) remains thefuel of today and of shippings medium-term future.

Logically, therefore, we are going to see either the widespreadadoption and tting of exhaust gas scrubbing technology or the useof distillates. We are not going to predict what that balance willbe, but we are ready to support the industry in helping ensure safeinstallation and safe operations predicated on our extensivetechnical competence.

The longer termWe feel that the longer-term future for ship propulsion is still wideopen. Despite Fukushima we cannot altogether dismiss the potentialof nuclear power, but its use is primarily a socio-political issue ratherthan a problem for engineers. LNG has local uses and may havewider relevance if CO

2abatement technologies emerge but perhaps,

as Maersk Lines Jacob Sterling has suggested in our most recentpublicationShipping and the environment, it could be a steppingstone to using biogas from renewables.

The world has to decide what risks it wants to manage. Forinstance, is global warming and the prospect of a dramaticrise in sea levels more of a threat than nuclear power?

The nuclear debate has demonstrated very clearly that the risksposed by our demand for energy, the damage we are doing tothe environment and the potential solutions remain all too poorlyunderstood by governments, those that they govern and themainstream media.

Nick BrownLloyds RegistersMarine Communications Manager

ntroduction: Our more complex world 1

Changing faces 2

News:Pilots of the Caribbean gain recognition 4

Trimming the fuel bill 4Dragging ships into saving fuel 5Power talk 5Show time 5Winning combination 5Shipping and the environment 5

Cover story: LNG fuel of the future? 6

Viking builds the worlds rst large LNGpassenger ferry 10

Why its good to talk about LNG projects 12

How GTT and Lloyds Register tackled amembrane problem 14

Failure investigation solves exhaust duct problem 17

Companies craft carbon capture carriers 19

When the sloshing had to stop 20

Greek stories:Day the ship came in 21Hellenic environment group tackles majorgreen issues 21

STS transfers the LR way 22

Flight of the gas-driven sh 26

Regulatory round-up:ECAs are more than just a sea change 30

Enhancing organisational integrity 34

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Horizons May 2011 Introduction


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1 HoustonTim ProtheroeHead of Energy and MarineCurrently Regional Marine

Manager (Americas), Tim is tocombine the role with leadingLloyds Registers Houston-based energy business fromJuly 1 this year. Our Houstonoperations are building on our100-year history in the USAby becoming a more activemember of the communitythrough local sponsorshipsand community-supportprojects, he said.

2 LondonKatharine PalmerEnvironmental SubjectMatter Team (SMT) Manager,

Marine Product DevelopmentKatharine, who wasEnvironmental Manager at BPShipping responsible for policy,strategy and framework is thenew head of environmentalmarine product development.Katharine has represented BPShipping on environmentalgroups at the Oil CompaniesInternational Marine Forum(OCIMF) and the UK Chamberof Shipping. She is Chair of theExecutive Committee ofShipping Emissions Abatementand Trading (SEAaT), whichencourages the reduction ofharmful emissions from ships.

3 CopenhagenBrian SrensenClient RelationshipManager for the A.P.

Moller-Maersk accountBrian is returning to theCopenhagen ofce aftertwo years as Senior Surveyorin charge of Lloyds RegistersAbu Dhabi ofce. He joinedus in 2007 as a surveyor, laterbecoming a senior surveyor.Brian has been a projectmanager with MaerskShip Design

4 LyonPierre de Chateau ThierryMarine BusinessDevelopment Manager,

FranceSince joining Lloyds Registersgraduate scheme eight yearsago, Pierre has worked in theUK and spent seven years inAsia, moving from the Ulsan siteofce and Busan DSO in Koreato the Shanghai BDT in China.

5 DubaiWillem MolkerArea Business DevelopmentManager for the Middle

East and AfricaWillem has been GeneralManager of the China MarineBusiness Development Team(BDT) in Shanghai for almostthree years helping LloydsRegister win 30% of Chinesenewbuilds or 249 ships andmaking us top Chineseclassication society in 2010.Willem, who will move to hisnew post on July 1, will beresponsible for a new area fromMorocco to South Africa andIran and Pakistan.

6 Vung TauLee Tuan PhongCountry and MarineManager for Vietnam

Formerly Ofce Manager andMarine Business DevelopmentManager at Vietnams Vung Tauofce, Lee is the new Countryand Marine Manager forVietnam. He reports directly toNigel Worsley, Marine Senior VPfor South East Asia.

7 ShanghaiThomas KlenumGeneral Manager of theChina Marine Business

Development Team (BDT)Thomas, who was Managerof the Marine BusinessDevelopment Team inCopenhagen, Denmark, replacesWillem Molker as GeneralManager, China Marine BusinessDevelopment Team (BDT). Hehas spent 17 years with LloydsRegister in Copenhagen,Shanghai and London and hasbeen a Principal Surveyor andManager since 2004.

Changingfaces

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Changing facesHorizons May 2011


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Trimmingthe fuel billA novel and inexpensive way forowners to trim their fuel bills has beendevised by Lloyds Registers TechnicalInvestigation Department (TID) aftertrials with pure car carriers (PCCs)operated by Hegh Autoliners.

A poster on the vessels bridge showsthe master or rst of cer the optimumtrims* they can use in varying sea andweather conditions on a voyage in somecases reducing fuel costs by up to 8%.The concept was achieved using a

Computational Fluid Dynamics (CFD)system instead of the traditional, andmore expensive, method of modeland test tank trials.

You can nd out more about LloydsRegisters trim optimisation andother CFD-based fuel savingservices from Dejan Radosavljevic([email protected])

* Every ship has an optimum trim which

usually stems from its draught and speed

Bottom: Lloyds Registers Marine ClientManager Matt Treadwell and HoeghFleet Services Vessel PerformanceEngineer Hans Anton Tvete

Top: A Hegh pure car carrier

Show time

Lloyds Registers Senior Design SupportSurveyor Joseph Morelos gave a talkentitled LNG Powered Ships at theGastech exhibition and conference inAmsterdam from March 21 to 24.

Joseph (centre, see picture above)later visited the DSME stand andmet W. G. Sagong, DSMEs Head ofOuttting Design (left), and JungHanLee, DSMEs Executive VP. Ship andOcean R&D Institute (right).

Winning combination

The Life Matters team from Lloyds Registerwon a special awareness award in the RoyalNational Lifeboat Institution (RNLI) BrawnLifeboat Challenge recently.

Pictured (left to right) are Jack Lewis, SpyrosHirdaris, Tom Boardley, Latifat Ajala, Ross Brawn,Ian Williams, Morgan Le Callet, Harry Blanchard(top), Ron Bishop (bottom), Paul Dilley.

Ross Brawn was owner of the Brawn teamthat won the F1 constructors and driverschampionship in 2009. The Lloyds Registerteam made just over 28,000 and was citedfor nding innovative ways of reaching new

audiences for the RNLI.

The Brawn Challenge raised a total of360,000 for a new Thames lifeboat.

Power talk

An animated talk on the challengesowners, operators and legislators faceon ECA compliance was given by PeterCatchpole, Lloyds Registers MarineEnvironmental Services Manager, atthe Green Ship Technology conference

in Oslo from March 2123.

In a highly attended breakfast briengsession, Vince Jenkins and TimWalters, Lloyds Registers Marine RiskAdviser and FOBAS Product Managerrespectively, discussed the merits ofalternative energy sources rangingfrom fuel cells, LNG and biofuels tonuclear, wind-farm and solar energy.

An insightful look at the environmental issuesthat are affecting the shipping industry.Issue02 /Spring 2011

Shipping andthe environment

Shipping and theenvironment

The latest edition of Lloyds RegistersShipping and the environment publicationis out now. Read about the regulatory andcommercial factors driving environmentalchange in todays Marine industry and thekey operational and technical solutions.You can also nd out how we and our

clients are responding to these challenges,through research, technology developmentand involvement in emerging legislation.

Once again the publication features anenvironmental roadmap, which showsthe forthcoming regulations from theIMO up to the end of 2017.

You can download a copyat www.lr.org/sate

The future is emerald

A 35,000 dwt bulkerdesign known as Emeraldthat exceeds all previousfuel efciency targets hasbeen devised by LloydsRegister and Shanghai-based Bestway MarineEngineering Design.

The concept is a performance-beater inseveral key areas. It reduces a Handysizebulkers steel weight by 12% (the targetwas a 10% reduction), freeing up spacefor more revenue-generating cargowithout increasing fuel consumption.It also reduces fuel consumption by19.5% (the target was 15%).

Both companies are going back tothe drawing board to seek out furtherenvironmental and fuel-efciencygains with 35,000 dwt bulkers andother ship designs.

Professor Liu Nan, Bestways Chairmanand General Manager, said: I am surethat with more co-operation our Emeraldseries and other bulk carrier ship-typeswill be optimised, and all these ship-typeswill satisfy a growing demand from theglobal shipowner community.

Lloyds Register (China), supported byour Strategic Support Group, is workingwith Bestway to provide training onthe application of our classication rulesand rule-change updates, as well asproviding Bestway staff with technical

training on the operational impact thesechanges will have on ship design.

Dragging ships into saving fuelA joint project between Lloyds Registers UK & Ireland Marine Business Teamand our Technical Investigation Department (TID) has achieved considerablefuel savings for a London/Greek client.

The team used Computational Fluid Dynamics (CFD) to model the air ow and asses swind drag on a 95,000 dwt bulk carrier. The tests included examining the effect ofadding fairings and repositioning deckhouse appendages.

The test ndings showed that large reductions in wind drag of up to 20% werepossible by attaching well-designed fairings to the ship and altering appendages onthe deckhouse and funnel. This equated to an estimated fuel saving of 2.5% whensailing at 14 knots into a 22-knot headwind. Smaller, but still signicant, fuel reductionswere also estimated for lower wind speeds.

We have since repeated the study on a 59,000 dw t bulk carrier. This achieved a similarfuel consumption reduction and showed that by applying the same techniques to classicbulk carrier designs there was potential for consistent fuel savings and a lower overallEnergy Efciency Design Index (EEDI) on vessels of the future.

For further information contact [email protected].

Image shows airowaround a bulkcarriers deckhouse

It also reducesfuel consumptionby 19.5%

Peter Catchpole

Pilots of theCaribbean gainrecognitionA group of marine pilots fromTrinidad and Tobago recentlyqualied for a new industry standard,the International Standard for PilotOrganisations (ISPO), which wasdeveloped by Lloyds Register andthe Dutch Pilots Association.

The Caribbean archipelagos pilots are thefth group to be awarded the standard,oining teams from Belgium, Bulgaria, theUK and the Netherlands. Lloyds Registerand DNV are the only class societiesauthorised to certify pilots against theSPO which is a relatively new safety andquality standard based on the ISM codeand the ISO s tandard.

The certication development is carried outfrom our Rotterdam ofce and ISM/ISPOauditors can carry out the audits with veryittle extra training. The recent audit wasused to help train Lloyds Registers Trinidadsurveyor Wendel George.

For further information [email protected] [email protected].

Top: Lloyds Registers Auditoran de Boaer (right) handing theSPO certicate to Kurt M. Duncan,Pilot Master of the Trinidad andTobago Pilots Association

The ISPO is a relatively newsafety and quality standardbased on the ISM code andthe ISO standard

Horizons May 2011

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News


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LNG fuel ofthe future?Interest in LNG is being driven by a need to comply withECA regulations to reduce SOx and NOx but with thegrowing availability of the gas many are also looking atwhether LNG offers global potential to power shippingbeyond limited applications in areas like the Baltic.Lloyds Registers Senior Surveyor Jesper Aagesen looksat some of the realities of LNG as a fuel.

Lloyds RegistersLNG track record

Lloyds Register has led the classication of LNGships since their inception in the late 1950s. Notableclassication rsts for Lloyds Register include:

First series built LNG ships (Shell Brunei G Class ships,since renamed B Class, built at Chantiers de LAtlantique,La Ciotat and CNIM, delivered from the early 1970s)

Northwest Shelf ships groundbreaking four-tank designMoss ships (Mitsubishi, Mitsui & Kawasaki, from 1989)

First LNG ship built in Korea(Moss, Hyundai Heavy Industries, 1994)

First LNG ship built in Finland(Moss, Kvaerner Masa Yards, from 1996)

First GTT NO96 vessel built in Japan(Mitsubishi & Mitsui, from 2002)

First conventional-sized MkIII ships built in Japan(Koyo Dockyard, from 2007)

First DFDE LNG ships built in Asia (HHI, from 2007) First Q-Flex size ships (NO96, DSME, from 2007) First Q-Max size ships (MkIII, SHI, from 2008) FEED stage of rst very large FLNG terminals (MkIII, SHI,

rst unit planned for Prelude eld off Western Australia,due to start production from around 2016)

LNG ship at the Bontang electricalpower plant in East Borneo, Indonesia

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Horizons May 2011 LNG fuel of the future?


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One of the key factors behind the dri veto LNG as fuel is the approach of year2015 when stricter rules under MARPOLAnnex VI enter into force in the worldsEmission Control Areas (ECAs).

Approximately 80 90% of merchant vesselswill enter an ECA during their lifetimes and,what makes the onsetof LNG even more relevant, is thatmore ECAs are expected particularlyn the Mediterranean and the Far East n the future.

Shipowners with vessels operating in theseareas must get their priorities absolutelyright. From 2015, the maximum allowablesulphur content in ship fuels is 0.1%.From 2020, a global requirement of 0.5%maximum will apply to all areas outsidethe ECAs which currently lie in northernEurope and around North America.

The LNG optionWith fossil fuels there are three mainoptions that comply with ECA rules.They are:

Operating on low sulphur fuels/distillates

Operating on heavy fuel oil (HFO) with ascrubber installed

Operating on LNG LNG fuelled shipsreduce the emission of NOx by 8590%and SOx by almost 100%

We at Lloyds Register believe that all

three of the above options are feasibleand some are more appropriate for certainvessel types than others. In other words,LNG operation is considered a solution;not the solution for everybody.

But LNG is indeed an option especiallyfor newbuild short-sea vessels and thoseoperating in trades with more-or-lessxed ports.

Operation on LNG opens up differentpossibilities. One option is to operateon dual-fuel engines, where the enginescan be switched to LNG fuel whenoperating in ECAs and then operatingon HFO outside ECAs. This is a very exiblesolution enabling vessels to operate globally.The newbuild price will of course increasebut the exible option may have a positiveinuence on the second-hand value.

Another option is pure LNG operationwith no heavy fuel back-up. This will meana simplied engine-room and tank layoutcompared to the dual-fuel concept, thoughwith less exibility. The latter has been

introduced for very short trades such asinland water ferries.

at IMO and is planned to be introducedtogether with the next revision of SOLASin 2014*. An IACS project team will workwith the IMO on the Code chaired byLloyds Registers Stuart Carpenter, Senior

Surveyor, LDSO Electrotechnical Systems.For now, IMO Res. MSC 285(86) is beingused for ongoing projects. Lloyds Registeris also working to replace the currentprovisional rules with a new rule set in 2012.

*The working group involves specialistsfrom many industries includingSIGGTO, Class, EUROMOT, IEC,Flag Administrations etc.

It will of course be very difcult to predictthe future uctuations of bunker prices.However most experts agree that the priceof fossil fuels in general will increase in thefuture. But the increase of LNG will be lessthan the increase of HFO (and distillates)and therefore the expected future pricingwill be in favour of LNG. An importantaspect is also the end bunker costmeaning the bunker cost the operatorswill have to pay. This will be very sensitiveand will depend on the number of suppliersof LNG in the port or place where bunkeringtakes place.

The bunkering question

Another key consideration for LNG isthe whole infrastructure and supply chainas it is seen as a signicant barrier to awider adoption of LNG as fuel. As manyin the industry are aware, there has beena kind of chicken-and-egg situation.The gas providers/oil majors are not tookeen to invest in the infrastructure neededto supply the merchant eet if demand fromshipowners is not there and will wait toinvest until sufcient demand is there.

On the other hand shipowners willnot wish to invest in LNG-operated vesselsif the LNG is too difcult to buy. This isalso why Lloyds Register regards LNGoperation as most relevant for shortsea

vessels with operation to and fromport is in a regular schedule.

It is highly unlikely that we will seethe adoption of LNG applications in

mainstream worldwide trading of tankersand containerships. Even Maersk Linesnew 18,000 teu ships are retaining HFO.

Today ships burning LNG are beingbunkered by a tank truck or a shore-basedtank plant, although LNG terminalsfor small-scale bunkering are expectedto be introduced in strategic ports inthe foreseeable future.

Furthermore, rules and standards forbunkering arrangements are lacking andthere is a strong demand in the industryto develop standards for the bunkering,interface, hose connections, couplingsand overall safety.

Lloyds Registers roleLloyds Register is currently involved inthe design approval of a newbuild forViking Line. This is a 57,000 gt cruiseferry intended for service in the Baltic Seabetween Stockholm and Turku and beingbuilt by STX Finland (see overleaf).This vessel will be equipped with dual-fuelengines for LNG operation. In addition to

this, Lloyds Register is involved in a numberof other projects involving LNG-operatedvessels. Some of them are joint industryprojects with shipyards and manufacturers.

We see a potential in LNG-operated vesselsin the next ve to 10 years, mainly inshortsea operations and developing froma very local fuel to a more regional one.What happens thereafter we still waitto see but the Viking application is anexcellent approach for the operators needs.

In order to share knowledge andhelp our clients to keep updated onthe development within this eld,Lloyds Register is facilitating a series

of global joint industry LNG as Fuelseminars with internal and externalspeakers from all sectors of the industry.

Conclusion

The conclusion is that on a short- andmedium-term basis LNG is expectedto become a more signicant fuel forshortsea shipping in certain conditionsand will full the regulatory requirementson SOx emissions in ECAs and alsocontribute to a signicant reductionof NOx and particulates. Lloyds Registeris pleased to be at the forefront of thisdevelopment and we are working witha number of industry partners to makethis happen. But the industry shouldbe cautious about claims for LNG asa global solution to the balance betweena growing demand for energy andreductions in CO

2.

The result of this unscientic vote wasthat more than 75% or three-quarters of attendees expected LNG as the fuelikely to make the most progress duringthe next 10 years.

We see a potential in LNG-operatedvessels in the next ve to 10 years,mainly in shortsea operations anddeveloping from a very local fuel toa more regional one.

A very hot topicIf you make an internet search onLNG-driven vessels, you will nd not lessthan three million hits have been logged,so this is indeed a very hot topic. A number

of shipowners are considering the LNGoption very seriously indeed. Up to nowabout 2025 vessels are operating onLNG and a number of vessels are in theorder-book with more expected to follow.

A vote on future fuels was polled amongdelegates who attended the Green ShipTechnology Conference in Oslo in March.The result of this unscientic vote wasthat more than 75% or three-quarters of attendees expected LNG as the fuellikely to make the most progress duringthe next 10 years.

One of the key merits of LNG operations isthe virtual elminination of harmful emissionsat a local level. LNG as fuel produces noSOx, particulate emissions are low andNOx emissions are reduced with the addedadvantage that control technologies can bemore readily applied to produce yet furtherreductions. CO2 is reduced by over 10% or to around 2.75 tonnes for every tonneused compared to heavy fuel oil (HFO),said Alasdair Anderson, TechnicalManager of Lloyds Registers LDSO

Electrotechnical Systems.

But LNGs potential to reduce carbondioxide (CO

2) emissions is doubtful.

The combination of methane escapeduring extraction and methane slip duringcombustion as well as the overall energyneeds of the LNG supply chain need tobe further investigated to adequately claimthat the LNG can reduce greenhouse gasemissions on a like-for-like comparisonwith HFO.

Rules for LNG as fuel already exist for gasships within the IGC Code currently underreview at the IMO. A new Code for LNGand similar fuels is also under development

Jesper AagesenLloyds Registers Design SupportSenior Surveyor

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LNG fuel of the future?


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The result will be the worlds rst largeferry to use liquid natural gas as itsmain source of power. The 56,850 gtferry will be built at Finlands STX Turkushipyard, one of Europes largest yardsand the source of the worlds biggestcruise liners,Allure of the Seas andOasis of the Seas. One of the optionsin the newbuild contract is for a sisterLNG ferry to be built.

The huge ferry which is due to be deliveredat the start of 2013 will be the worlds mostenvironmentally-friendly passenger shipwith minimal CO2 and virtually nil SOx andNOx emissions. Wave formation and noisegeneration on the 210m-long vessel willalso be negligible.

With a maximum speed of almost 22 knots,the ropax will be able to carry 2,800passengers and will have a hoistablecar-deck with a vehicle capacity of 1,100lane-metres (lm) and 1,300 lm of truckcapacity. It will operate between Turku andSwedens Stockholm and is being designedto cope with the comparatively sensitive andshallow waters of the Finnish archipelago.

LNG tends to suit ferries better thanother types of vessel as they follow xedroutes between ports with LNG terminalsin the neighbourhood which makesthem easy to bunker. The same bunkeringfacilities arent yet available for otherships including cruise ships, said projectmanager Matti Niskala, LRs Finnish MarineCountry Business Manager.

However with the innovative groundworkthat is being achieved on the currentproject, Niskala and his team believe othervessels should be able to make the switchto LNG in ve to 10 years time.

The ropax will be the rst newbuild tocomply with our provisional rules for LNGpropulsion although weve overseen andapplied the same set of rules to a numberof other vessels, notably theAccolade bulkcarrier which is the worlds rst LNG-fuelledship. Since the STX-Viking contract wassigned, we have also provided the STXtechnical team with assistance on issuessuch as developing LNG storage facilitiesand process piping, said Niskala.

We carried out a detailed risk analysis

for Viking Line on the bunkering processto identify and minimise risks associatedwith the movement of the bunker bargeand ship within the connes of the port,the risks associated with the simultaneousloading of passengers, cars, lorries andLNG, and to help ensure compatibilitybetween bunker barge capacity and theships systems.

The ropax ferry project poses many technicalchallenges for both owner and builder.As well as ensuring the safety of theLNG system, a key issue will be theintegration of both LNG and oil fuelinstallations and compliance with the newIMO safe return to port requirements,a procedure on which Lloyds Registeris a world leader, said Niskala.

With a maximum speed ofalmost 22 knots, the ropaxwill be able to carry 2,800passengers and will have ahoistable car-deck with avehicle capacity of 1,100lane-metres (lm)

Vikingbuilds

worldsrst largeLNGpassenger

ferryWhen Finnish owner-operatorsSTX Finland and Viking Line soughta technical partner to help designand classify a new ropax shipfuelled by LNG, they approachedLloyds Register with its renownedexpertise in LNG-as-a-fuel.

Main ParticularsLoa 214mB 31.8mGT 56,850Speed, service 21.8 knLSA 2,800 peopleDE power plant 4x8L DF, abt.30MW

CabinsPassenger 882Total 1,083

Lane MetresTrailers on Deck 31,275 lmCars on Deck 5 535 lm

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Viking LNG ferry


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Contacting third parties and localorganisations is absolutely essentialand can be pivotal to whether a schemesucceeds or not, said ScandpowersVice President, Liane Haefer. AndLiane should know. Her company hasjust acted as the chief risk, safety andenvironment adviser on Swedensrst-ever LNG terminal, owned byAGA Gas and based at Nynashamn,which opens for business onMay 27, 2011.

Liane, whose company carried out thequantitative risk analysis on the terminalsdesign and advised on permit procedures

and environmental court proceedings,explained: Too many companiesunderestimate the need to involveneighbours and other interested partieswhen planning potentially high-risk facilities[in certain countries including Swedensuch activities are required by law].

Very few people like having large-scaleindustrial facilities in close proximity andwill often emphasise the potentially highrisk these represent in arguments againstconstruction. And in Sweden, mostmembers of the public and stakeholdingauthorities are unfamiliar with LNG as itdoes not have the status of petrol and otherfuels, said the Scandpower executive.

Dont just send out invitations and papersabout LNG pointing out that it is notdangerous. It is very important to forgegood personal relations and to arrangeface-to-face meetings and discussions withlocal associations and companies to showthat you value their opinions and interests.You must also present detailed analyses ofthe situation and try to answer all theimportant questions, she said.

Failing to communicate early could leadto serious problems and in some casescancellations in the earlier as well as thelater stages of projects. Swedens rst LNGproject proposal was forced to an abrupt

halt due to the impact of public opinion,said Liane.

It was up to companies to canvass and speakto as many third parties as possible so theycould nd out about important local factors,the layout of the surrounding area and anykey environmental concerns that couldaffect the proposed LNG scheme, she s aid.

There was no substitute for effective publicrelations campaigns. Companies shouldcalm the sceptics by investing moneyin good public relations or hiring PRcompanies. By doing this, projects havea good chance of going ahead as plannedwith no delays and without incurringextra costs and problems, she said.

Why itsgood to talk

Liane HaeferVice President of [email protected]

Waterside view: Swedens Nynashamn LNG terminalwhich opens for business on May 27 this year

about LNGprojects

Communications and raising publicawareness should be the key

priorities for companies planningLNG projects. That is the view ofLiane Haefer, Vice President of riskassessment company Scandpower.

Photography by Gsta Rising

Horizons May 2011

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How GTT andLloyds Registertackled a membraneproblem

It follows GTTs earlierrecommendation to increase theprevious 1.5m level to 2m. Althougheven this was considered inadequate.Such a low lling level causedproblems to some owners, especiallythose undertaking longer ballast

passages with dual fuel ships, so thiswas always going to be a temporarymeasure, said Jim MacDonald,Principal Surveyor of Lloyds RegistersLondon Design Support Ofce.

After a full-scale investigation by GTTand several meetings with Mk III shipownersand the four class societies involvedincluding Lloyds Register, a HA ZID safetyassessment was made and GTT nowrecommends a 2.75m lling level forships under 155,000 m3.

Meanwhile for conventional NO96 vesselsof 138,000 m3 or more, the lower llingliquid level in the tanks can be maintainedup to a level of 10% of the tanks

height. Within weeks of the discoveryof deformed membranes in the LNGtanks of a Mark III ship in 2008, similardeformations were found in the tanksof several other Mark III vessels.

A key concern was whether the tank

lling levels should be adjusted to reducethe sloshing that was clearly at the rootof the problem. Another issue was whetherit was acceptable to allow permanentdeformations to exist for a ship inservice and if so what limits shouldbe put on the size of deformationsthat should be allowed to remain.

After consultations with Lloyds Register,GTT issued a temporary recommendationto limit the tanks lower lling level to1.5 metres heel (depth of cargo remainingduring ballast voyages). The company thenlaunched an investigation which includedfatigue tests on deformed membranes.

After two years of problem-solving and researchinto deformed membranes in LNG tanks on ships,Lloyds Register is backing a GTT decision to relaxrecommended lower tank lling levels to 2.75m onMark III vessels of 138,000 m3180,000 m3 capacity.

It was then that GTT relaxed the lowerlling level to 2m from 1.5m for Mark IIIships of up to 180,000 m3 capacity,a move supported by Lloyds Register.However this led to problems for someowners (see second paragraph above).Further investigations including a reviewand some parallel check investigationby Lloyds Register were completedby the end of 2009. The key issuesof GTTs ndings were:

1. The deformation of the corrugationwas not a strength or fatigue issueand hence not critical;

2. Under very high sloshing impactloads, it is possible for the reinforcedpolyurethane foam (RPUF) insulationpanels to suffer permanent crushingor cracking and this can lead to lossof support of and possible fatiguecracking in the primary membrane.This was considered a critical issue;

3. The level of deformation of themembrane gave a good indicationof the sloshing impact load thathad been experienced and couldbe used as a precursor forinvestigating whether crushingof the panel had occurred.

Jim MacDonaldPrincipal Surveyor, Lloyds RegistersLondon Design Support [email protected]

View from the bridge: SwedensNynashamn LNG terminal Photography by Gsta Rising

Scandpower, a member of theLloyds Register group, has advisedon at least 150 international oil andgas LNG projects, and was involvedn all stages of the assessment ofthe Nynashamn terminals planningand construction.

The environmental court proceedingsand permit-related processes with theSwedish authorities went smoothlyand we carried out the quantitativerisk analysis for design improvementpurposes and as part of the nalsafety report, said Liane

Scandpowers expertise covers onshoreand offshore production, transport,storage and re-gasication. Sincecompleting its rst LNG projectfor Statoil in 1984, the company hassupplied services to a wide range ofcustomers, including owners,

operators, engineering companies andvendors. In a number of projects, thecompany has been involved in theentire project life cycle, frompre-conceptual phases to operationand modication.

Mark III membrane shipsHorizons May 2011

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Lloyds Register concluded that thendings of GTTs investigations werevalid, although there was some debateabout the conclusions on the allowablemagnitude of deformations particularly inthe second nding. We accepted GT Tsproposal to further amend their lling levelrecommendation to 2.75m for ships up to155,000 m3 with a proviso that continueddeformations should be expected when thetanks were lled to levels approaching thisvalue. The GTT ndings also showed thatcrushing of the insulation panel was highlymprobable at this ll height, said Jim.

GTT decided, however, that they did notwish to amend their previous lling levelrecommendation until it had been acceptedby the other class societies with Mk IIIships (ABS, BV and DNV) of not only thenew lling level, but also the permissiblemagnitude of the deformations, and aprocedure for measuring them. Agreement

between all four class societies and GTTon deformation magnitudes proved to bea difcult task, and the Mk III owners setup a meeting in June 2010 with a viewto progressing this (and other matters).

A HAZID safety assessment attendedby GTT, the four class societies includingLloyds Register and shipowners establishedthat no major hazards had been missed inthe earlier investigations and there wasno credible risk of rapid failure fromthe deformations. Closer agreementwas forged between the different partieson the permissible deformationmagnitudes, said Jim.

Because there is a level of sloshing pressurewhen the insulation can fail beneath theprimary barrier, it was necessary to set twosets of criteria, a lower set in relation toinsulation damage and a higher set thatcould be tolerated by the corrugationsthemselves if it could be shown that theinsulation remained undamaged, he said.This has led to the development ofmethods, currently being reviewed byLloyds Register, that can check out boththe insulation and the corrugations remotely so that they can be used throughoutthe tank including the inaccessible upperregions using photometry and laserscanning techniques.

This is described in a procedure beingprepared by GTT, the rst and secondrevisions having been comprehensivelyreviewed by Lloyds Register. We expectthe permissible deformation magnitudesin the measurement procedure to align

closely with the values that owners ofrecently surveyed Lloyds Register classedMk III ships will already be familiar withbased on our recommendations to GTTmore than a year ago as derived fromthe investigations ndings.

On March 18, 2011, GTT issued a statementrecommending a new lower lling limit of2.75 metres for Mk III vessels in the capacityrange of 138,000 m3 to 180,000 m3 and forships greater than 180,000 m3 the llingshould be maintained presently below1.5 metres.

These recommendations, which LloydsRegister supports, are expected to be longterm for ships up to 18,000 m3 and weintend to adopt them by inclusion in theapproved loading manuals and any otherclass approved documents that referto lling levels on Lloyds Registerclassed ships.

The inside of aMark III LNG carriersmembrane tank

A HAZID safety assessment attended by GTT, thefour class societies including Lloyds Register andshipowners established that no major hazardshad been missed in the earlier investigations.

When a piece broke off the exhaustduct wall of the sgard B platformin the Norwegian Sea, venting 5,000hot exhaust gases into the nearby area,it was just the latest in a series ofrepetitive fatigue failures on theoating platforms exhaust ducts.The incident prompted Norway-basedoperator Statoil to carry out a fullinvestigation of the problem.

As part of Statoils troubleshootingteam, Lloyds Register ODS carried outa mechanical failure analysis to identifyand describe the physical mechanism at theroot of the problem and to ensure the newdesign wouldnt experience similar failures.

For this project, the ODS team took itsfailure analysis through ve interconnectingstages in just four short months. Thesewere: initial measurements; modelling &analyses; design evaluation; design

improvement; and nal measurements.

The nature of the failure indicated that itwas caused by excessive vibrations in theduct walls. Our job was to nd out whathad caused the duct to vibrate. A numberof tentative failure hypotheses wereproposed, relating to structural integrity,direct excitation by ow and excitation bypressure waves (sound) generated in thegas turbine. These hypotheses were usedto motivate a eld measurement campaignon the exhaust duct.

The measurements ruled out the hypothesesrelated to pure structural excitation andexcitation by noise as the frequencies

of the duct vibrations didnt match thefrequencies we would have expected ifthese hypotheses were valid.

This left us with the hypothesis thatthe exhaust duct vibrations were excitedby uctuations in the ow at lowfrequencies exciting a natural (resonant)frequency of the duct walls.

Anatomy of an exhaust stack:The gas turbine exhaust stack directshot gases from the gas turbine andpower turbine upward to the wasteheat recovery unit or the bypass duct(dependent on diverter valve setting).The geometry of the stack is complexdue to the arrangement of the gas turbineand the existing ductwork and the needto minimise ow separation of the highvelocity gases.

Fluid Structure Interaction (FSI)modelling and analysesThe measurements exposed a very complexproblem, and to solve it we needed adeeper understanding of the physicalmechanisms behind it. First of all, wewanted to model the exhaust duct toknow how the ow and structure werebehaving in the current design. The ODSteam did this in three stages:

We carried out a set of 3D CFD analyses,both steady and unsteady, of the ow inthe exhaust duct. These gave a clearindication of large, unsteady uctuationsat relatively low frequencies;

We used FEM to model and analyse the

Failure investigationsolves exhaustduct problemRepetitive fatigue problems on one of the worlds largestoating gas platforms led operator Statoil to carry outa full mechanical failure investigation and a redesign

of the installations gas turbine exhaust ducts.

Exhaust Duct Layout

Diverter valve

Diverter cone

Silencer

Upper cone

Lower cone

Exhaust

collector

PowerTurbine

GT

CFD image showing unsteady ow velocitydistributions in an sgard B platformexhaust duct

Horizons May 2011

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ODS exhaust duct


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structure of the exhaust duct in relationto stress distribution, mode shapes andnatural frequencies. This showed thatpart of the duct walls had low naturalfrequencies within the same range asthe frequencies of the unsteady owuctuations.

We combined these two models in acoupled FSI calculation. By using thistechnique we were able to transfer theunsteady uid loading onto the vibratingduct structure. This gave us a clear pictureof exactly how and where the owaffected the structure.

The team then carefully veried andcalibrated the FSI model with themeasurement results to make it as accurateas possible. Our model conrmed our initialhypothesis that large uctuations in theow were exciting natural frequenciesof the duct walls. The consequent high

vibration levels led to correspondinglyhigh levels of stress which in turn causedthe fatigue failure.

Design evaluationHaving created a model that accuratelypredicted how the ow and structurebehaved in the current exhaust duct,we then used this to predict how theywould behave for the new design proposalsto ensure that the chosen design wouldn fact prevent future failures. Statoil wasconsidering two different design proposalsfor the new exhaust duct.

Based on the information from ourmodel, we were now able to evaluate

the design proposals and recommendthe one best suited. In the end Statoilchose the Mjrud design as this reducedboth the large and unsteady uctuationsin the ow and showed much fewerproblematic low frequency structuralmodes. However, our analysis had showna low frequency resonance problem thatrequired further design modicationsof the lower part of the exhaust duct.

Design improvementWe considered several design featuresto solve the low frequency resonanceproblem. Our main focus was to increasethe lowest natural frequencies of theduct walls so they wouldnt be excitedby the low frequency pressures createdby the unsteady uctuations in the ow.This was done by introducing a topcircular section of the lower transitioncore. We also discovered a new wayof improving the structural damping,

namely by compressing the thermalinsulation material that was used onthe cone. This reduced the amplitudeof the vibrations and thereby helped toreduce the stress on the duct walls.

Final measurementsAfter evaluating and improving thenal design, the exhaust ducts werenally installed on the sgard B Platform.To make sure the new design was in factbehaving as predicted, we carried outa nal measurement campaign on theexhaust ducts, similar to the initialmeasurement campaign. The results showedthat not only had the damping improved,but there had also been a very large

reduction in the vibration levels and, mostimportantly, the vibration levels at thenatural frequencies were dramaticallyreduced by a factor of more than 30.

For further information,please contact [email protected] www.lr-ods.com.

Over the past ve years LloydsRegister ODS has performed noiseprediction work on more than10 FPSOs, which are now in operationin various locations including theNorth Sea, Angola, Nigeria and Brazil,or else under construction. Our clientshave been major operators and EPCcontractors. Typically the design-phase prediction work is followedby verication measurements duringequipment Factory AcceptanceTests and vessel commissioning.

The results showed that not onlyhad the damping improved, butthere had also been a very largereduction in the vibration levels.

Custom-built ships are being plannedto carry CO2 waste from power stationsand other major industrial plants tounderground storage facilities.

Lloyds Register has worked on a number of

projects with owners and shipbuilders. Theships will need to be newbuilds as very fewexisting ships can carry CO2 efciently, saidJim MacDonald, Principal Surveyor at LloydsRegisters London Design Support Ofce.

The cargo tanks on LPG ships are builtfor carrying lesser specic (SG) liquids thanCO2, which can only exist as a liquid underpressure (which must be higher than 5.3bar to avoid snowing up at a carryingtemperature of around -500C). Its liquid

SG of 1.155 is signicantly higher thanmost other liqueed gases carried at sea,so existing LPG ships would not be ableto carry CO

2efciently as it would have to

be a part cargo to avoid the vessels tanksupports being overloaded, said Jim.

The ship designs LR has been workingon would be able to carry CO

2and other

types of liqueed gases. The vessels maybe designed to carry the other cargoeson the return legs of voyages or as partof triangular voyages.

We encourage owners and shipbuildersto contact us so that we can extendour services to companies exploring thepotential of building CO

2ships, said Jim.

Companies craft carboncapture carriers

CO2 carriers will resemble LPG carriers like this one

We encourage owners and shipbuilders to contactus so that we can extend our services to companiesexploring the potential of building CO2 ships.

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Membrane tanks


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When the sloshinghad to stopLloyds Registers Technical Investigation Departmentuses cutting edge technology to predict problems inthe tanks of LNG carriers.

Above: 3D sloshing simulation gridRight: Image of a pump tower tank

Sloshing and its effects on thehydrodynamic loads of large LNGtankers is the theme of a series ofdesign appraisal studies by LloydsRegister Technical InvestigationDepartment (TID).

Rising demand for larger LNG tankersand the need to accurately predict loadsmade the studies particularly timelyas they were aimed at helping marinearchitects and ship designers to adaptthe design of vessels liquid containmentsystems and pump towers to the sloshingcaused by a ships motions.

Although the traditional way to predictthese loads has been via experimentson scale models of cargo tanks, therehas been much debate about how toadjust sloshing loads from model to fullscale and on the coupling effect ofsloshing and ship motions.

Aided by advanced computationaltechniques and state-of-the-art hardware,increasing numbers of scientists are usingComputational Fluid Dynamics (CFD)to predict sloshing loads. In support ofthe design appraisal studies for the new,large LNG tankers, Lloyds Register initiatedits own model tests to determine cargosloshing motions, membrane impactpressures and pump tower forcesresulting from ship motions.

In the TID studies, a tank model wasconstructed with a vertical cylinderrepresenting the pump tower. Forcesat various locations on the pump towermodel cylinder were measured alongwith impact pressures at selected locationson the model tanks walls.

Results from the model tests were thenused within Lloyds Registers designappraisal procedures and as validationdata for CFD applications. The studiesinvestigated the feasibility of estimatinguid forces on a pump tower within acargo tank resulting from sloshing usingCFD techniques. These techniques weresuccessfully validated by the model testresults which conrmed that it is nowpossible to use CFD techniques to predictpump tower loads with condence.

For further information, pleasecontact [email protected]

Lesson: Using Computational FluidDynamics to predict uid forces actingon a pump tower provides a technicallyviable and cost-effective alternativeto model testing.

Horizons May 2011

2120

Energy efciency and BallastWater Management (BWM) systemswere the twin themes of the thirdLloyds Register Hellenic TechnicalEnvironmental Sub-Committee(HTESC) meeting in Piraeus onMarch 14 this year.

Dr Zabi Bazari, Lloyds Registers Ship EnergyServices Manager, gave an overview of thetechnical and regulatory aspects of IMOenergy efciency initiatives including theEnergy Efciency Design Index (EEDI), theShip Energy Efciency Management Plan(SEEMP) and the Efciency OperationalIndicator (EEOI). Mr Bazari also launched a

new Lloyds Register course on ship energy.

Another speaker George Ousantzopoulos,DPA of Greece-based Almi Tankers S.A.,discussed BWM treatment systems, whileStelios Symvoulides, Senior Project Managerat our Piraeus Design Support Ofce gavea brieng on recent IMO requirements onbilges and sludges following the recentlyenforced IMO Resolution MEPC.187(59).

The meeting, which was chaired by

Sokratis Dimakopoulos, HSQE Managerof Maran Tankers Management,proposed some innovative ideas aboutinformation-sharing and closer co-operationbetween members for the benet ofthe Greek shipping community.

Chairman Mr Dimakopoulos commented:The meeting covered some of the mostsignicant challenges that the shippingindustry faces at the current period suchas the GHG reduction measures and theballast water treatment systems.

The HTESC was originally launched byHellenic Lloyds S.A., the Greek subsidiary

of Lloyds Register in January, 2010 tobe an effective forum of promotion oftwo-way knowledge transfer with theHellenic maritime industry in order toenhance the industrys prole in theareas of environmental achievementand sustainability.

Theodosis Starnatellos, Marine BusinessCountry Manager for Greece, comments:Facilitating cross-industry discussionand debate at the very highest level,

the sub-committee aims to tackle someof the major challenges faced by theshipping community since its inception.Critical challenges in the environmentalsphere faced by the Hellenic shippingcommunity will be addressed by members,covering strategic issues surroundingoperational, technical, and commercialperformance, and providing criticalfeedback to Lloyds Registersenvironmental strategy and focus.

Memories of Karteria, the worlds rststeamship to go to war, were revived atthe 2011 Vassilopita cutting the cakeparty to celebrate the Greek new yearat Lloyds Register.

One of the traditions of this ancientceremony is to carry a model boat as asymbol of Greeces maritime legacy andduring the cake-cutting a group of carolsingers carried a model of the 1825-builtship specially sent over for the day byLondons Baltic Exchange. The ceremonywhich was attended by a large group ofour friends and colleagues in LondonsGreek shipping community marked oneof the rst appearances of Lloyds Registersnew chairman Thomas Thune Andersen.

The Karteria, which was built as a paddlesteamer in an English shipyard with thelaunch name of Perseverance, also hastwo more notable rsts to its name.It was not only the rst Greek steamshipever built but the rst of its kind to beclassied by Lloyds Register.

The ship went to war during the 18211829Greek War of Independence and,commanded by an Englishman CaptainFrank Abney Hastings, won a signicantvictory in the Gulf of Itea against a vastlysuperior force of Turkish ships in 1827.

Three of the nine Turkish ships were sunk,four were set on re and two taken ashostages. The Turkish shore guns weredestroyed and a garrison of 700 troops ed.Hastings and Karteria went on to win twomore battles. However during the secondthe intrepid English captain was killed inaction at the age of 34 and given a statefuneral in Greece. As Dimitri G. Capaitzissaid in a paper and talk he gave to the RoyalInstitute of Naval Architects (RINA): It wassaid that never probably was a braver manmore sincerely mourned by a veteran band

of strangers who, in a foreign land, grievedmore deeply for his untimely loss.

Dimitris paper, which was sponsored by theSociety of Hellenic History of Athens, waslater published by RINA.

Sokratis DimakopoulosHellenic Technical EnvironmentalSub-Committee Chairman

Hellenic environment grouptackles major green issues

Above: The scale model of Karteriathat was lent to Lloyds Register byLondons Baltic Exchange

Left: A copy of Lloyds Registers 1825entry for the Greek steamship Karteria

Greek stories

Day the shipcame in


13/21

As shipowners and operators seek fasterand more exible solutions to LNG-carrying and vessel refuelling operations,the benets of ship-to-ship (STS)transfers are winning over the market.

Recent techniques like LNG lighteringenable larger ships to transfer LNG viasmaller ships to terminals in relativelyshallow ports, estuaries, rivers and inshoreocations. While shuttle LNG carriers areable to supply regasication vessels (FRSUs)with spot market gas and so extend theexport of LNG in remoter or less developedareas for long periods. It wont be too longbefore the vessels that are able to carry LNG

will range from some of the worlds largestvlccs to the smallest coastal ferries.

Recently-issued guidelines from the Societyof International Gas Tankers and TerminalOperators (SIGTTO) are designed to helpcompanies involved in STS operations.SIGTTOs Technical Adviser Craig Jacksontold Horizons: Our previous guidelineswere mainly related to LPG carriage as LNGwasnt commonplace then. Now that it hasbeen accepted as an environmentally-friendly alternative, it has become acommercial consideration again. The newguidelines [issued at the end of March] areaimed to help newcomers to the industryand existing companies carrying out STS

operations for the rst time and enablethem to focus on what they can andcannot do.

Lloyds Register is the only classicationsociety to have served on SIGTTOs LNG STSworking group and has led the Risk Analysisand Emergency Shutdown (ESD) sub-groups.We are are very experienced at evaluatingand risk assessing STS operations, activitiesthat have given us direct involvement withLNG regasication terminal projects and alsowith the safety evaluation of currentbunkering operations, said ThanosKoliopulos, Lloyds Registers Special ProjectsManager for Energy.

The challenges and solutions:1. Port requirements individual projects need to identify

port authority requirements andpotential limitations.

2. Sloshing in case of emergency disconnections,

cargo plans are required for LNG carriersto prevent the effects of sloshing due topartial lling;

individual projects will establish thebest loading sequences to avoid sloshingeffects with input from GTT andclass societies;

operations aimed to maintain tanks inpartial load sloshing/barred lling zonesshould be as short as possible.

3. High tank pressure high vapour pressure within tanks has

an adverse effect on loading;

operations and speed of transfer hasto be drastically reduced;

operating safety and a thoroughunderstanding of how an LNGvessel works;

must be key priorities in LNG transfers

in port and terminal environments.

4. ESD system upgrades ESD equipment needs to be updated

to address the interconnection andoperation of ESD systems for bothFSRU and shuttle LNG carriers.

Lloyds Registers STS capabilities:Lloyds Register has carried out evaluationand classication services for some ofthe worlds rst LNG-related systemsand overseen the transformation ofships into FRSUs and bunkering vessels.We are currently working with clientsQatargas and STASCO to review andassess their Q-Max and Q-Flex eets.

STS transfer the LR wayAs the leading classication society for LNG shipping,Lloyds Register is right at the forefront of ship-to-ship (STS)transfer technology. STS is an increasingly important operationfor the LNG trade and Lloyds Register is leading the industryin helping ensure safety throughout the process.Thanos Koliopulos and Chris Browne report.

Horizons May 2011

Excelerate Energys regasication vessels ExpedientandExpress performing an LNG STS gas-up and cool-downoperation off the coast of Dubai

STS transfer

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65,000Estimated number of ships needing ballast watertreatment systems retrotting

20.8Rise in LNG cargo volumes(December 31, 2009December 31, 2010)50

Percentage of the eet tted with NOxcertied engines

Data sources: LNG Carriers statistics by IHS Fairplay;LNG Forecasts provided by MSI. Analysis compiled by Latifat Ajala,Lloyds Registers Marine Market Analyst ([email protected])

%

%

Nauticalnumbers

Current LNGcarrier eet sizes

and numbers


15/21

WIG ying objectFlight of thegas-driven sh

Is it a bird? Is it a plane? No, its a boat.Or, more specically, it is the M/V

Airsh 8-001, a Wing-In-Ground Effect or WIG vessel owned and run byWigetworks in Singapore.

The Airsh rides a few metres above the seaon an aerodynamic cushion of high-pressureair created between its wings and the sea,hence the name wing in ground.This technology allows it to cruise at almost100 knots (kn), the same speed as a basicturboprop aircraft but at a fraction ofthe cost.

When compared to planes or helicopters,the Airsh is far cheaper, greener and easierto operate and maintain. It runs on aconventional V8 car engine, uses standard92 octane gasoline and is operationallystraightforward. Its engine is mounted on

top of the vess el (unlike a conventional boatthat has its engine hidden below decks, it iseasy to access), it can land anywhere in thesea and in less than a minute, and is thusnever more than a few metres away fromits landing strip.

The Airsh is made of high-strengthcomposite carbon bre reinforced plastic,has a range of 300 nautical miles and cantypically carry eight people (or theequivalent in cargo). And, perhaps mostcrucially, the Airsh successfully registeredas a commercial maritime vessel with theSingapore Registry of Ships after complying

with the IMO guidelines on WIG vessels thatwas adopted by the Maritime and PortAuthority of Singapore a key requirementfor its technical and operational aspects ontop of the other criteria of being registeredas a Singapore vessel.

The Airshs international maritimeclassication means it can operate ona marine licence in any waters in theworld. And all the classication workwas carried out by Lloyds Register.

Lloyds Register has been just fantastic,says Kenneth Tan, General Manager ofWigetworks, with his trademark warmand wide smile. We knew right fromthe beginning that getting it internationallyclassied as a marine vessel and thengetting it registered and agged inSingapore as a commercial vessel wasparamount to our long-term success.

It means the operator/owner has theoption to register the WIG vessel withSingapore Registry of Ships.

Tan continues: Lloyds Register with theirreputation, professionalism and technicalknowledge accumulated over 250 years was the obvious choice and we have notbeen disappointed. Cleary there wererewards but also risks with this project anda Classication Society needed guts to comein here. It was not a clear path. Far from it.I am very appreciative of the work thatLloyds Register has put in here.

The Lloyds Register team included:Tim Hall, South Asia Design SupportManager, working together with theLondon Design Support Services team,Frans Verbaas and Ranko Petkovic in theRotterdam Design Support ofce, DavidGan, Marine Business DevelopmentManager SEA, and Kelvin Teng, MMSManager SEA. The M/V Airsh 8-001received its maritime registration a year ago,

just in time for it to be paraded in front ofthe worlds maritime press complete withits freshly painted Singaporean maritimeensign at a harbour-front namingceremony held during Singapores

Maritime Week in April, 2010.

Since then the tests and trials havecontinued with further work on asecond prototype, which is a lighter,slicker and rened version of theAirfsh8-001. This prototype will be trialled andcommissioned before going into limitedcommercial production later in 2011.Lloyds Register has already startedplan approval work in preparation forclassing this second vessel.Continued

A reinforced plastic aeroplane that cruises on a cushion of air?

It sounds too odd to be true, but it exists, cruises at the samespeed as a turboprop aircraft, lands anywhere in the sea andwas classied by Lloyds Register, discovers Richard Cook,our Corporate Communications Manager for Asia.

We knew right from the beginning that gettingit internationally classied as a marine vessel andthen getting it registered and agged in Singaporeas a commercial vessel was paramount to ourlong-term success.

This prototype will betrialled and commissionedbefore going into limitedcommercial productionlater in 2011.

The Airsh can hover over the sea on a cushion of air

Richard CookLloyds Registers CorporateCommunications Manager for Asia

Horizons May 2011 Airsh 8-001

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The technology that underpins theWIG, it must be said, is not exactly new.It has been used in various guises formore than 50 years, most notably byGerman aeronautical engineer AlexanderLippisch and Russian ship designer RostislavAlexeev, who designed the 550-ton,300 kn Caspian Sea Monsterused by theSoviet military in the Cold War. And, whilethere have been many versions, none havemade it into successful commercialapplication. That is, until now.

We have not been in a hurry, says Tanemphatically. We are convinced of thecommercial opportunity here and we wantto ensure we get it right. We have linkedall components: funding, regulation,training and product development. We havethe right backers and we have worked

closely with Singapore government agenciessuch as the Maritime Port Authority ofSingapore and Economic DevelopmentBoard. In meeting the relevant standardsand operating under the appropriateregulatory framework.

We have learnt to appreciate the dilemmasinvolved in granting approvals and supportson novel convergence of aviation andmaritime transportation design fromthe regulators aspect. Wigetworks islooking to position Singapore as the centreof excellence for WIG in the area of ship

registry, port regulations and operations,manufacturing, sales and marketing,research and development, crew training,maintenance repair and overhaul etc.

We are working on the WIG Captaintraining program with the SingaporeMaritime Academy-Singapore Polytechnic,where we already have a working simulatorthat will provide training for future WIGCaptains, and Wigetworks has activeresearch programs running with theNational University of Singapore wherewe are looking at product developmentand s calability.

Once the second prototype isup-and-running and into commercialapplication, then we will look at bringingin 20- or 40-seater craft, probably in six

or seven years time, added WigetworksGeneral Manager.

Tan says that when they took the Airshonto the water at Singapore MaritimeWeek last year, there were a lot of pressthere and, soon after, as pictures appearedon the internet, then so started theenquiries. One was from a MiddleEastern prince who wanted to buy theAirsh on the spot. He asked me how muchI wanted for it. I told him it is not yet forsale. Another was from a small private islandthat has 12 very fancy villas. Presently theirguests take six hours by boat to get there.

On the WIG they could do the journey, fromany jetty to their own jetty, in 45 minutes.Mr Tan quickly lists a number of possibleusers. Tour operators, exclusive resortowners, offshore crew transfers for the oiland gas industry, military, tourist agencies,disaster response and rescue teams,coastguard patrols, sea-ambulancepersonnel and fresh seafood collectiongroups . the list goes on.

I reckon, all told, I could have sold300 of them so far. Even if I am 50%out in my calculations, we will still do verywell. Kenneth Tan smiles his wide smileonce more.

Once the secondprototype is up-and-

running and intocommercial application,then we will lookat bringing in20- or 40-seater craft,probably in six orseven years time.

(l-r) Kelvin Teng, Lloyds Register Marine Management Systems Manager for South East Asia(SEA); Kenneth Tan, General Manager, Wigetworks; Ken Huian Poh, test pilot of the Airsh;David Gan, Lloyds Register Marine Business Development Manager SEA

29

Ready-for-take-off: The Airsh mingles with some more conventional types of vessel

Horizons May 2011

28

Airsh 8-001


17/21

Notable legislationwhich has recentlybeen adopted:

1 Wider Caribbean Region specialarea for garbage discharge

The Wider Caribbean Region wasdesignated as a Special Area under

MARPOL Annex V back in 1991. The aimwas to place stringent requirements onships within the area for discharge ofgarbage, but its introduction wasconditional on adequate reception facilitiesat ports within the Special Area, so thatships could discharge their garbage ashore.

Only at MEPC 60 last year was it judgedthat the criteria had been met for provisionof adequate reception facilities. It wastherefore agreed that the Special Areacame into effect on May 1, 2011.The requirements apply to all ships, butare likely to have a particularly high impacton general cargo ships, bulk carriers andcruise ships.

For general cargo ships and bulk carriers,cargo hold washing water will have to bekept onboard while the ship is navigatingwithin the area, if it contains harmfulsubstances. For cruise ships in particular,it should be noted that reception facilitiesmay not yet be sufcient in Belize, Jamaicaand Nicaragua for large volumes of garbage.It may be necessary to investigate in advance

the availability of reception facilities.

MARPOL 73/78, Annex V, adopted byResolution MEPC.191(60)

Environmental protection is arguablythe strongest driving force behindnternational legislation at the moment.As fuel costs continue to rise steeply and sometimes unpredictably thepressure for ships to be more energy-efcient has never been greater, hencethe growing interest in gas as fuel.Water emissions are another signicantarea of environmental focus, with aparticular emphasis currently on ballastwater management and overboardgarbage discharge. MARPOL Annex VI sets limits on NO

x and SOx emissions. It allows Emission Control Areas (ECAs) to be established to control both types ofemission. This map shows existing and future ECAs and more are expected in future. A US-Caribbean ECA for both NOx and SOx iscurrently being considered at IMO.

ECAs are morethan just a

sea change

The requirements of the special area forgarbage discharge apply to all ships, butare likely to have a particularly highimpact on general cargo ships, bulkcarriers and cruise ships.

Horizons May 2011

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Regulatory round-up


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2 Carriage requirements for newnavigational watch equipment

Requirements are being introduced fortwo new items of navigational watchequipment to be carried. These are abridge navigational watch alarm system(BNWAS) and an electronic chart displayand information system (ECDIS).

A BNWAS is a device which triggers analarm if an ofcer of the watch becomesncapable of performing his or her duties.A type-approved BNWAS will be requiredfor new ships with a keel laying date onor after July 1, 2011. Existing ships will alsorequire a retrot, with a phased timescalefrom one to three years later than newships, depending on the size and typeof vessel.

Some ships have already installed a BNWASvoluntarily, so the IMO has granted agadministrations the discretion to exemptthese existing systems from full compliancewith the new standards.

ECDIS is currently an optional alternativeto paper charts, for planning and displayingthe ships intended route, and plottingand monitoring positions throughoutthe voyage. It will now be mandatory fornew ships in 2012 (passenger ships andoil tankers) or 2013/2014 (other ships).Existing ships will also be required toretrot it between 2014 and 2018 accordingto their size and type. Deck ofcers will

require appropriate training andfamiliarisation with this new system.

SOLAS 1974, Chapter V, Regulation 19,adopted by Resolution MSC.282(86)

3 Ballast water managementThe problem of harmful aquatic organismsbeing transferred via ships ballast waterwas rst raised at the IMO in 1988.At rst guidelines were developed, thenin 2004 a new mandatory conventionwas adopted. This has yet to enter intoforce as the ratication criteria have notbeen met, but there is still a need to pay

attention to its requirements now.

When it enters into force, the conventionwill require all ships to install and use anapproved ballast water treatment system.They will be required to:

manage ballast water and sediment;

have on board an approved ballast watermanagement plan;

mainta in a ballast water record book;

hold a valid ballast water managementcerticate; and

initially exchange ballast every voyagewith limited exceptions; eventuallytreating all ballast using an approvedballast water treatment system.

The delay in global ratication is partlydue to concerns about the availability ofthe systems needed to treat ballast water.The IMO granted a period of grace to shipsbuilt in 2009 with a ballast water capacity

of under 5,000m3 until their second annualsurvey, but no later than December 31,2011, because approved treatmenttechnologies were not available.Nonetheless, the IMO concluded in 2010that there are now sufcient type -approvedballast water treatment technologiesavailable to ships.

This leaves the requirements in an unusualposition. While the convention is not yet inforce, ballast water management systemsinstalled on ships constructed from 2010onwards will have to meet the requirementsof the convention once it enters into force.

For further information,visit www.lr.org/bwm

1 Lifeboat release hooksThere have been a number of incidentswhere crew members have been seriouslyinjured while taking part in drills for

lifeboats using on-load release gear.The IMO has been looking at ways toimprove this for both new and existinghooks, including the mandatory applicationof existing voluntary guidance, and morestringent requirements for hook design.

After many years of discussion, theIMOs Ship Design and Equipment (DE)Sub-Committee has nalised Guidelinesfor Evaluation and Replacement of LifeboatRelease and Retrieval Systems. Theseguidelines require a multi-stage evaluation:

initial design assessment of each releasemechanism type by the manufacturer;

a design review by the Administrationand/or Recognised Organisation againstrelevant parts of the L SA Code, followedby a performance test;

reporting of the results of the evaluationto the IMO; and

additionally, an onboard vericationwill be carried out (one-time follow-up

overhaul examination) for every operatingmechanism on every ship.

Subject to the decision of MSC 89 in May2011, it is expected that the requirementswill be implemented on July 1, 2014 for newships, and the rst scheduled dry dockingafter that date (but before July 1, 2019) forexisting ships. However it should be notedthat verication work including designappraisal of hooks should be completedwell before that date. These requirementsare expected to be adopted at MSC 89.

SOLAS Regulation III/1.5 and the LSA CodeChapter IV

2 Mandatory code for shipsusing gas as fuel

Technological advances and environmentaland nancial pressures are generatingincreasing interest in the use of gas asfuel for many types of ship. Work iscurrently underway at the IMO to developa mandatory code for gas fuelled ships(the IGF Code).

Recent discussions have led the code tobe renamed as the International Codeof Safety for Ships using Gases or otherLow-Flash Point Fuels. This change reectsan agreement that the code will cover allfuels with a low (i.e. below 60C) ashpoint.

While the details of the code are stillunder development, various s afety-relatedrequirements which would affect the designand build of affected ships are expected.These include emergency shut-downarrangements and the location of storagetanks for low ashpoint fuel.

There has been an agreement that theIGF Code will not apply to ships whichare already subject to the IGC Code,i.e. ships carrying gas as cargo.

3 New generation intactstability criteria

The IMO has recognised that the traditionalintact stability calculations do notadequately address all intact stabilityfailures. Its Stability, Load L ine and Fishing

Vessels (SLF) sub-committee has thereforebeen investigating some intact stabilityphenomena, with a view to developingcriteria for identifying at the design stagewhich ships are likely to suffer from them,and thus reduce their incidence. Thephenomena under consideration are deadship stability, parametric rolling, surf-ridingand broaching, pure loss of stability, andexcessive acceleration.

It is expected that three levels of assessmentwill be developed, with both complexity andaccuracy increasing through the levels ifextra assurance is required. A pass at therst or second level, with simpler criteria,would mean that the more complexremaining levels are automatically passed.However, in general, it is expected that thedesign stage for a ship will require more,

and potentially more complex, stabilitycalculations to be performed.

The nal criteria and the date of entryinto force have not yet been nalised,but the new intact stability criteria areexpected to apply to all new ships whichare required to comply with SOLAS orthe Load Line convention.

Further information:To nd out more about these or anyother upcoming regulatory changes,please contact your local LloydsRegister ofce, or use the links below.

For reports of each IMO meeting:http://www.lr.org/sectors/marine/Compliance/LRIMO.aspx

For RuleOutlookLive, our interactiveonline service for keeping youupdated on the regulatoryenvironment: http://www.lr.org/sectors/marine/Compliance/RuleOutlookLive.aspx

For information on legislation whichhas been adopted or is underdiscussion: http://www.lr.org/sectors/marine/documents/203196-ruleoutlook-live.aspx

There have been anumber of incidentswhere crew membershave been seriouslyinjured while taking partin drills for lifeboats usingon-board release gear.The IMO has been lookingat ways to improve thisfor both new and existinghooks and morestringent requirementsfor hook design.

Notable legislationwhich is currentlyunder development:

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Enhancing organisational integrityLloyds Registers Human Engineering Services consultancy has recently completedan organisational integrity culture assessment of Carnival UKs EngineeringDepartment. This project sets the scene on how Carnival UK is focusingon assuring the integrity of their operations by improving company processes,coaching and leadership, and by supporting the capabilities and limitations ofstaff through systematic work and job role design.

By Joanne Stokes Lloyds Register Human Engineering Services(Principal Human Factors Consultant)

2. SystemTechnology

Equipment

1. ProcessesProcedures

Risk assessment

Communications

3. PeopleRoles & responsibilities

Leadership

Competence

Culture

1. Processes:Human Engineering Servicesreviewed Carnival UKspolicies and proceduresto determine the desiredoperational practiceswithin the Engineeringdepartment. This informationwas used to determinethe baseline of whatthe business was tryingto achieve.

2. System:The incident database wasreviewed to determine whatcasualties were occurringand why. The disseminationprocess of lessons learnedacross the eet as a resultof these incidents wasalso assessed.

3. People:A series of interviews andobservations were carriedout with Engineering staffonboard Carnival UKs cruiseliners. Interviews centred onthe key challenges identiedby Carnival UK, but coveredall aspects of organisationalculture to identify underlyingroot causes.

Operational Practice Compliance AssessmentThe rst phase of work involved an assessment of the people, processes and operationsto establish why these challenges were present, and why they had occurred.

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The Carnival UK-operatedQueen Elizabeth berths in Sydney,Australia, shortly after her launch in October last year

Carnival UK

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Addressing the challengesFor each human element-relatedconcern identied in the assessment,mmediate, short, medium and longterm recommendations were made.A number of quick wins that wouldsee immediate improvements in retentionand compliance were identied andreported to Carnival UK. Strategic orong term recommendations were alsomade to provide rm building blocksupon which to improve complianceand retention, and reduce casualties.

mproving the culture of complianceAs a result of this organisationalanalysis, and the recommendations

made, Carnival UK and Lloyds RegisterHuman Engineering Services are currentlydeveloping the Engineering DepartmentsCompetency Management System.The following plan is in the processof being implemented:

Action: Create a competency assuranceprogramme that allows Carnival UKto track and assess individualscompetencies throughout their careers.This is in addition to qualications andtime served.

Output: A more effective streamlinedrecruitment, appraisal, and promotionprocess, proving competencies of staffthroughout their careers.

Benet:Competent staff fromrecruitment day one. A reduction inlikelihood that human errors will be madedue to premature promotion or lack ofskill or knowledge. Staff are happier asthey understand where they sit in theorganisation.

Once completed the competencymanagement system will be used byCarnival UK to ensure that staff are placedn positions where they can dischargetheir duties safely and efciently.

Future plans and expectationsIn the medium to long term, CarnivalUK expects to continue improving theorganisational structure of the Engineeringdepartment.

Reducing the likelihood of human errorIt is recognised that changes over timewithin an organisational structure canlead to different roles incurring too muchor too little workload. Too high a workloadcan lead to mistakes and maintenancedelays; too low and complacency can set in.

Based upon Lloyds Register recommendations,one future expectation is that Carnival UKwill build up a comprehensive picture of

current and future stafng requirements.LR have created an action plan to performthis work based upon business needs,eet size and operations, and assessmentof each roles responsibilities and workload.

Carnival UK and Lloyds Register recognisethat the long term gain for this work wouldbe an Engineering Department whereresponsibilities have been s ystematicallyallocated to roles according to humancapabilities and limitations. Thus, thisprocess would provide the assurance thatEngineers can perform the tasks requiredof their role safely and within an acceptabletimeframe. In addition, that maintenanceschedules remain on time and systemsremain serviced and operational.

Reducing the casualty costsOne can reduce casualty costs byunderstanding the root causes behind howand why incidents occur.

LR have put together a high level actionplan for Carnival UKs future consideration.

Action:Develop an underlying codingsystem that records the root cause ofan incident, especially where a causeis determined to be human error.Develop a reporting form, database,and information dissemination techniquethat supports the coding system.

Output: Engineering staff are aware ofthe bigger picture the outcomes of theiractions/mistakes. Trends in human erroracross the ship/eet can be understood.Clear action plans, dissemination oflessons learned, leadership and coaching

can be introduced to target and reducethese errors. Benet:Increase business knowledge

of the human error causes associatedwith casualty numbers (and thereforeimproved ability to plan). Increase inculture of compliance through lessonslearned and increased self awareness.Overall reduction in casualty rates andassociated costs.

Successful Co-operationThe successful co-operation on this projectprovides a clear indication that Carnival UKwant to remain at the top of their game,and that Lloyds Register has the capabilityto enable them to do so.

For further information, pleasecontact [email protected]

Incident databases are used effectively as a business and planning tool.However, the incident database can also be used pro-actively to understandroot causes, identify trends, and transmit lessons learned.

Sharing information directly with ship

Results of detailedtechnical investigation

ReportingForm

AnalysisReports

Database

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Lloyds Register EMEAT +44 (0)20 7709 9166F +44 (0)20 7423 2057E [email protected]

71 Fenchurch StreetLondon EC3M 4BSUK

Lloyds Register AsiaT +852 2287 9333F +852 2526 2921E [email protected]

Suite 3501China Merchants TowerShun Tak Centre168200 Connaught Road CentralHong Kong,

SAR of PRC

Lloyds Register Americas, IncT + 1 (1)281 675 3100F + 1 (1)281 675 3139E [email protected]

1401 Enclave ParkwaySuite 200HoustonTexas 77077USA

www.lr.orgMay 2011

Services are provided by members of the Lloyds Register Group

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