Welcome to the eighth issue of Lloyd s Register s marine-focused technical publication, Horizons.

Transcription

1 Lloyd s Register Technical news and information for the marine industry Horizons June 2004 Issue 8 Welcome to the eighth issue of Lloyd s Register s marine-focused technical publication, Horizons. The international shipping industry will soon descend on Piraeus to attend the 19th Posidonia exhibition. The Greek maritime fraternity remains a strong and vital one at a time of great change. New legislation continues to impact the industry and, most especially, those workhorses of the sea, tankers and bulk carriers, both ship types which are particularly well represented in Greece. The International Maritime Organization recently met to decide the fate of bulk carriers, and Lloyd s Register, the American Bureau of Shipping and Det Norske Veritas are on the verge of launching the IACS Joint Tanker Project (JTP), a set of common Rules for tankers of 150 metres and above which will change not only the way that these ships are built but also potentially the role of class. JTP is an unparalleled achievement which will raise standards for new construction and eliminate competition on scantlings. Lloyd s Register looks forward to working with shipowners, operators and managers and shipyards, as well as legislative bodies, to help to ensure the swift and smooth implementation of these new Rules. We are ready to discuss this or any other issue which impacts your business; contact us or visit our stand at Posidonia, where you are sure to receive a warm welcome. Alan Gavin Marine Director 2 JTP implementation 4 The maintenance and operation of double-hull tankers 6 Guidance on CAS 8 Ice-class tankers in Korea I to VIII Shipbuilding in China supplement 10 P&O Princess Cruise reconstruction 12 FOBAS in industry study 14 Learning from the ISPS Code 16 On the Horizon the latest news Exhibitions and technical papers

2 JTP implementation Lloyd s Register helps owners implement The IACS Joint Tanker Project team of Lloyd s Register, ABS and DNV is set to deliver on schedule a complete set of new Rules for oil tankers of length greater than or equal to 150 metres on January 1, 2005 and will shortly be delivering the draft set of Rules to the industry for review and comment. Lloyd s Register has put into place the knowledge and the processes that will enable it to help shipowners and builders to implement the new Rules. The Joint Tanker Project (JTP) has proved to be a major undertaking. All sections of the JTP Rules have been developed, drafted, calibrated and tested in joint working groups, comprised of staff from Lloyd s Register, the American Bureau of Shipping (ABS) and Det Norske Veritas (DNV). The principal of joint working has been paramount, with full and open sharing of expertise, experience and technology. This fully integrated approach has been a major shift in culture in each society, but the result has been an outstanding success. The JTP Rules will be reviewed by the other members of the International Association of Classification Societies (IACS) and, following a process of technical harmonisation with the Joint Bulker Project, will form a key part of the IACS Common Rules Programme. Over 50 technical staff have been actively involved in JTP, and a total of around $15 million has been spent by the three societies. Continuous industry input has been provided by an external review group, comprised of shipyard personnel, tanker operators and independent consultants. JTP will deliver to the industry a new set of classification Rules which incorporate a new underlying philosophy of transparency and ease of application. The presentation of the Rules is now to be based throughout on a net scantling approach and will provide greater transparency by clearly demonstrating the link between structural capability and loads applied. The Rules will also provide a direct link between newbuilding requirements and the minimum thickness requirements in operation, which will allow the operator to determine maintenance requirements more easily. The net scantlings are now derived from an assessment of global and local strength criteria. A corrosion margin a wastage thickness plus a minimum corrosion allowance is then added to arrive at the gross scantlings. To make the design more durable, a 25-year design life has been assumed, and the loads applied are derived from a North Atlantic trading environment. Direct calculation methods have been harmonised between the three classification societies, such that the same finite element modelling and loads are used and the same techniques applied for fatigue and buckling assessment. The Rules will be applied identically by each society so that competition on scantlings is eliminated. 2 Horizons June 2004

3 and yards to common tanker Rules The Rules will ensure greater robustness and durability, paying particular attention to corrosion margins and fatigue. With proper, effective maintenance and good operational practices, the Rules will provide an owner with a tanker that has a longer effective life before steel renewal or repair are required and the potential for a greater residual value. The benefits extend to the shipbuilder who will no longer have to deal with several Rule sets. Work continues Lloyd s Register is currently working with ABS and DNV on a major programme of testing and calibration to ensure that the new Rules are consistent, coherent and credible. Lloyd s Register has evaluated a large number of tanker designs using the new Rules, using experienced plan approval staff, and this work continues with various leading tanker builders on a range of standard designs. As a result, a comprehensive understanding of the implications of the new Rules on the scantlings of typical oil tanker configurations has been gained, and Lloyd s Register s staff in its plan approval centres have acquired expertise in the application of the new Rules. This transfer of knowledge and understanding from the Rule development team to the front line staff to form a team of experts in the key tanker building countries, who deliver advice and service to clients, is a critical element of Lloyd s Register s implementation of JTP. We recognise that industry, both shipbuilders and shipowners, are faced with an unfamiliar set of Rules and that they will need to understand the impact on their business, says Vaughan Pomeroy, Lloyd s Register s Head of Research and Development. Lloyd s Register is well prepared, through investment in training and active involvement in the essential testing and calibration programme, to deliver high quality advice on the design of oil tankers to meet the new Rule requirements. The complete new Rule set, together with documents setting out in detail the technical background and the consequences of implementation, will be available to industry and the technical committees of Lloyd s Register in mid-june Full consultation with industry remains a key element of the development process. Internal and external training As well as establishing an expert network to enable designers and builders to get to grips with the detail of the application of the new Rules, and their effects, Lloyd s Register has invested in creating training courses for owners and builders and in training key staff in its local offices so that they can provide clients with face-to-face advice and guidance. The training courses have been compiled by subject experts and have benefited from the input of Lloyd s Register s plan approval staff involved in the extended testing of the Rules and their application to the many different standard oil tanker designs which currently exist in the shipbuilding industry. Lloyd s Register is well prepared to deliver high quality advice on the design of oil tankers to meet the new Rule requirements. Vaughan Pomeroy, Lloyd s Register s Head of Research and Development The courses cover issues such as the technical background to the Rules, prescriptive Rules and simplified fatigue and direct calculations. They include application of the Rules as well as the software tools used to expedite the process. The internal education process will help to ensure that Lloyd s Register is best able to help its clients to understand and to implement the new Rules. To help the industry to arrive at a fuller understanding of the basis of the new Rules, Lloyd s Register will be delivering a series of technical seminars for shipbuilders and shipowners in different parts of the world over the coming months. A frequently asked questions web page for the new tanker Rules can be found at: For further information contact Graham Marshall, Manager of Common Tanker Rules Implementation graham.marshall@lr.org Tel: +44 (0) Fax: +44 (0) Horizons June

4 Double-hull tankers A decade of double-hull tankers The industry has now had just over a decade of experience with double-hull tankers, with the shift to an entirely double-hull fleet due to take place within the next 10 years. A study conducted by Lloyd s Register shows that while some technical problems remain, their solutions are becoming clearer. While most participants in the single-hull versus double-hull debate accept that a second hull is not a panacea, it is acknowledged that it is an acceptable and costeffective way of preventing oil spills in certain types of tanker incidents, such as low energy groundings or collisions. Concerns have been growing, however, as the industry surpasses a decade of experience with double-hull tankers, particularly with respect to maintenance and survey in the void space between the hulls. Lloyd s Register is closely monitoring the situation and continues to advise owners and operators that carefully conducted maintenance is the best way of preventing incidents. A study recently conducted by Lloyd s Register based on a decade s worth of data on aspects of modern tanker design showed that different sizes of tanker exhibit differing modes and locations of failure and highlighted problems related to achieving satisfactory shaft alignment and propulsion configurations. Hull structure Lloyd s Register s database on damage to tanker structures was analysed over a ten-year period and partitioned according to tanker size as follows: product tankers 5,000 to 49,999 dwt panamax tankers 50,000 to 79,999 dwt aframax tankers 80,000 to 124,999 dwt suezmax tankers 125,000 to 199,999 dwt VLCCs/ULCCs over 200,000 dwt. A sample of 373 ships having an average service life of 7.3 years was examined, with the results showing that the three largest categories of ship have the least incidence of damage, averaging at around 47% of the total ships at risk. In the case of product and panamax tankers, this incidence statistic rose to about 71%. Overall, three modes of failure were defined: those deriving from mechanical loading, such as buckling or the setting in of plating, frames or bulkheads those related to fracture or cracking, due to dynamic or periodic loading, or to brittle or ductile tearing those related to corrosion, erosion or excessive wastage of structural elements. Mechanical loading was the primary cause of damage for all tanker sizes with the exception of aframaxes, most commonly manifesting itself as side or bottom shell or longitudinal or transverse bulkhead distortion. For the most part, when fractures or cracking occurred, they originated from either low or high cycle fatigue, with the three largest tanker sizes appearing to suffer most from this type of damage. In this instance, aframax tankers actually showed the greatest incidence of failure. Currently, the study is being extended to fully understand the reasons for this. Excessive wastage and corrosion was seen to affect panamax tankers at the highest rate, with a 57% incidence, a significantly higher percentage than for the other categories, which had incidences lying between 5% and 29%. It is known that these defect modes are influenced by the method of application and integrity of coatings, accessibility of certain areas of the ship for repair and maintenance, cargo heating practices and trade routes. Machinery systems In recent years, shaft alignment has been a major area of concern for tankers. The current solution to this problem combines relatively short intermediate and tail shafts directly coupled to the engine flywheel at the forward end, supported by an intermediate plummer bearing and passed through and supported by the forward and after stern tube journal bearings at the aft end. 4 Horizons June 2004

5 John Carlton, Global Technology Leader for Marine Technology and Investigations Within the constraints of contemporary tanker design, this arrangement makes for a very short, stiff shaft line arrangement. Two main problems present themselves: first deriving a satisfactory alignment through the stern tube bearings and secondly, attaining an acceptable level of shear forces and moments at the diesel engine coupling in order to achieve proper crankshaft alignment. At the forward end, engine builders prescribe envelopes of shear forces and bending moments. The thermal distortion of the engine also has to be taken into account, as well as the internal reactions of the loads within the engine. A further factor to be considered is that shaft alignment calculations frequently do not take account of hull deflection. It has been commonly found with large tankers that when the ship s draught increases, one or both of the following effects tend to occur: No. 2 crankshaft bearing (from aft) has a tendency to become unloaded or in some cases even top loaded, or excessive hogging of the crank web deflections of the No. 1 crank throw can take place. To overcome these problems, Lloyd s Register recommends a number of actions. It has been found that supporting the main engine bedplate at its four corners prior to chocking will permit it to sag, says John Carlton, Lloyd s Register s Global Technology Leader for Marine Technology and Investigations. After chocking and when in service, this deliberately induced sag, typically on the order of 0.2 to 0.4 mm, will be reduced by the thermal hogging characteristics of the engine, induced by the temperature difference between the cylinder blocks and the crankcase as it heats up to service conditions. Secondly, the builder might choose to realign the engine with the ship in an operational ballast condition. This could involve lowering the aft end of the engine by 3 to 5 mm and raising the forward end of the engine by a similar amount, says Carlton. Thirdly, fitting eccentrically bored bearing shells of 0.3mm or less to the Nos. 1, 2 and 3 bearings can sometimes be helpful. In the alternative case of aligning the shaft through the stern tube bearing, it has been found that design loads on the forward bearing have in some instances been specified at as low as 2 tonnes. Such values are surprising, since filling the ship s aft peak tank can reduce loading on this bearing by some 5 tonnes. Consequently, the forward bearing design loading to be used in the setting of the alignment should be in the region of at least 10 tonnes to avoid unforeseen circumstances which might unload this bearing. Carlton further points out that shaft alignment procedures should be carefully undertaken. The engine should be aligned with the ship afloat, in a normal service ballast condition, he says. The main engine, prior to chocking, should be supported at its four corners to induce a bedplate sag and, while in this condition, the loads on Nos. 1 and 2 bearings should be biased towards the No. 2 bearing. The alignment should then be checked at full load draught with the engine hot. Lloyd s Register also advises that the static shaft alignment be rechecked some months after the ship has entered service to ensure that the alignment hasn t changed as a result of structural shakedown. Propulsion Research in the 1960s and early 1970s concentrated on propellers in the propulsion environment. At that time, the wake field was a primary concern in balancing the after body lines so that unpleasant cavitation, radiated hull surface pressure effects and extreme U or V form hull shapes would not be experienced. There have been some instances in recent years where the inflow into the propeller disc has not been fully optimised. A particular cause of concern has been the after body transition from the full tanker body to the relatively slender form in way of and immediately ahead of the propeller station. If this transition is not correctly made, flow separation in the vicinity of the top of the propeller aperture can take place. When this occurs, very rapid changes of flow velocity can take place in the upper regions of the propeller disc. This may then manifest itself in unstable cavitation growth and collapse, which not only encourages premature propeller blade erosion, but also results in high radiated hull surface pressures. In light of these effects, flow characteristics should always be thoroughly investigated at model scale, cautions Carlton. For further information contact John Carlton, Global Technology Leader for Marine Technology and Investigations john.carlton@lr.org Tel: +44 (0) Fax: +44 (0) Horizons June

6 Condition Assessment Scheme Navigating the CAS timetable Diagram 1 - Ship built 1990 after 5th April (i.e. May) Diagram 2 - Ship built 1990 before 5th April (i.e. Jan) Diagram 3 - Ship built 1989 (i.e. May) AS The IMO and EU regulations governing the phase-out of single-hull tankers have yet to be harmonised, resulting in confusion for owners who are looking to apply the Condition Assessment Scheme to their tankers. Following the break-up and sinking of the Prestige in November 2002, the European Union (EU) introduced unilateral legislation which accelerated the phase-out of singlehull tankers and extended the application of the Condition Assessment Scheme (CAS) to Category 2 and 3 tankers. This legislation came into force on October 21, 2003 and prompted the International Maritime Organization (IMO), at an extra session of its Marine Environment Protection Committee, to adopt several amendments to MARPOL 73/78 Annex I regulation 13G, as well as a new regulation 13H and amendments to CAS, all of which will enter into force on April 5, The CAS requirements for Category 2 and 3 tankers in both regulation EU regs 21/10/03 Anniversary (15yrs) and SS(III) - CAS for EU/13G CAS report AS deadline AS SS(III) - CAS for EU MARPOL 13g 5/4/05 Anniversary (16yrs) and AS - no CAS 13G and the European phase-out legislation are identical, but their implementation dates are not. This has been a major source of confusion for owners who are perhaps already unclear on how to go about applying CAS to their tankers, or indeed, whether they should even apply it at all (as opposed to scrapping the tonnage altogether). Making matters worse, when an owner does opt for CAS, he is faced with the technical and administrative challenges associated with the process. CAS is renowned for its long lead times, with the regulations requiring that an owner notify his flag state administration eight months in advance of the CAS survey taking place. The fact that the IMO and EU implementation dates ITMS - CAS for 13G Survey CAS planning Survey window Anniversary (15yrs) and SS(III) - CAS for EU only ITMS - CAS for 13G only CAS report AS deadline AS AS AS AS AS AS are out of sync only serves to intensify the confusion surrounding the CAS procedures, especially for those owners planning special or intermediate surveys and drydockings in The problem lies in the relevant wording and start dates for the EU and MARPOL regulations. The EU legislation requires a CAS survey for a Category 2 or 3 tanker at the intermediate or special survey before the anniversary of date of building for ships of 15 years or older in MARPOL regulation 13G, however, requires CAS surveys for Category 2 and 3 tankers at the next intermediate or special survey for tankers of 15 years and older. Hypothetical cases Below are three hypothetical cases which clearly highlight the difficulties presented by the current timelines required by the EU regulations and regulation 13G. Ship delivered in May 1990, i.e. anniversary after April 5, 2005 (see diagram 1) On the face of it, it appears that the owner of this ship has no problem. CAS will be required at the third special survey, due on the anniversary of the ship. However, the class window for this special survey falls between the fourth annual survey and the third special survey. An owner intending to make use of this window by commencing surveys early might be looking to have some ballast and/or cargo tanks credited now (May-June 2004). However, the regulations state that the CAS planning process must begin eight months before the surveys commence, which would mean that this owner would have had to notify his flag state administration in the summer of Horizons June 2004

7 Owners who are looking to schedule CAS surveys over the next three years will have to navigate a complicated timetable. CAP, not CAS Not to be confused with CAS, the Condition Assessment Programme (CAP) offered by Lloyd s Register remains a key part of the vetting process of shipowners and charterers. Conversely, this means that an owner who is just beginning to apply to flag to plan CAS surveys will have to wait until February 2005 for the surveys to begin. This is uncomfortably close to the special survey anniversary, especially considering that the regulations stipulate that the final reports must be submitted two months prior to the anniversary date, to ensure sufficient time for processing and certificate production. Ship built in January 1990, i.e. anniversary before April 5, 2005 (see diagram 2) In the case of a ship built in early 1990, the owner is faced with a choice of carrying out CAS with the third special survey in 2005 in order to comply with the EU regulation or in in order to comply with regulation 13G. Since enhanced survey programme (ESP) requirements are now being raised to CAS levels, it would be wise for owners to satisfy all the requirements of CAS. However, this could be tricky, as the final reports must be submitted two months prior to the deadline. Allowing two to three months for all surveys, thickness measurement compilation and review and class and CAS reporting, as well as factoring in the eight-month planning period, this owner would have had to apply to his flag state administration in January or February of this year. Ship built mid-1989 (see diagram 3) By way of a last example, consider a ship which will not be undergoing its intermediate or special survey in In this case, the EU regulation requires CAS to be held at the preceding special survey. Regulation 13G, meanwhile, allows CAS surveys at the next intermediate survey, resulting in a difference of up to three years, not to mention considerable cost differences, as a CAS survey held now, before the new class ESP regulations enter force, will be considerably more onerous than current third special survey levels. Of course, for any CAS surveys required this year, the planning deadline is by now long past. This implies that EU-flagged ships, if trading to Europe, will fail to comply with their own regulations unless the CAS surveys are carried out separately from the required intermediate and special surveys. It is also possible that non-eu flagged ships will be banned from European offshore terminals, ports and anchorages unless their owners take similar measures. Harmonisation on the way? In view of the missed CAS surveys and planning deadlines which are now practically built into the process due to the differences between the EU and regulation 13G implementation timetables, the industry is looking to flag states and IMO to take a lead. The Lloyd s Register Group (Lloyd s Register) has issued extensive guidance to owners regarding CAS and the timelines involved and is prepared to help any owner wishing to implement the Scheme. In our experience, owners of single-hull tankers who have applied for exemption from the planning timelines have been for the most part successful, says Sam James, Lloyd s Register s MARPOL Co-ordinator. We can t assume that this will always be the case, but there are some who believe that the EU will fall into line with the IMO CAP remains a requirement for the owner of quality older tonnage making the commercial decision to seek business with the oil majors, says Graeme Blevins, Lloyd s Register s Head of Condition Assessment Services. Only a CAP report distinguishes and rates a ship s structural and operational quality over and above class and CAS standards, to the satisfaction of the market. Lloyd s Register has worked to integrate CAP with statutory and class surveys, which means that Lloyd s Register CAP surveys are easy to plan and schedule and are equivalent in extent to CAS and class ESP hull surveys. Blevins sounds a cautionary note, however. Even when MARPOL regulation 13G CAS surveys fall due as late as 2007 or 2008, owners of tankers of 15 years of age and older, this year or next, should remember that CAP surveys will still need to be scheduled. Whether IMO and the EU will harmonise their implementation dates for CAS is up for debate, but it will remain a certainty that charterers will be looking for CAP. MARPOL regulations. Along these lines, James points out that Malta, for one, has already adopted the IMO timetable for CAS. Lloyd s Register is ready to advise owners on the most efficient and effective way to go about implementing CAS, should they require it, and recommends that owners of affected tonnage contact their flag state administrations and classification societies at the earliest opportunity to discuss the options. For further information contact Sam James, Principal Surveyor and MARPOL Co-ordinator sam.james@lr.org Tel: +44 (0) Fax: +44 (0) Horizons June

8 Ice-class tankers in Korea Building bigger ice-strengthened tankers Like all other ship types, ice-strengthened tankers continue to increase in size as owners pursue economies of scale and the flexibility to take advantage of future market requirements. The Lloyd s Register Group has been deeply involved in finding solutions to the technical challenges that have arisen along the way. When it comes to building ships in Korea, size clearly matters. The largest container ships in the world, a series of 9,600 teu container ships for Seaspan and China Shipping Group, are to be built at Samsung Heavy Industries, while Daewoo Shipbuilding and Marine Engineering, along with other LNG builders, is looking into the possibility of 200,000 and 225,000 cu m LNG carrier designs. Icestrengthened tankers are no exception. The latest string of aframax and even suezmax tanker orders at Korean yards represent the largest ice-strengthened tankers to be built to date. Yards are carrying out ice model tests at special facilities in order to determine the propulsion requirements of larger icestrengthened tankers. The majority of these tankers are being built to the Finnish-Swedish Ice Class Rules, and most usually to the Finnish-Swedish Ice Class 1A. This type of tanker is suitable for operation in first-year ice thicknesses of up to 0.8 metres and has enough propulsive power to ensure 5 knots ahead speed in a brash ice fairway channel with an ice thickness of up to 1.0 metres. In practice, an Ice Class 1A vessel will be able to operate year round in the northern Baltic, in all but the most severe ice conditions that can be expected. Most of the ice-strengthened aframax and suezmax orders in Korea are specification upgrades, either of existing orders or of options, says Rob Tustin, Lloyd s Register Asia s Head of Busan Plan Approval Services. As a result of the developments in the Russian oil export market, owners are seeking the flexibility of being able to operate in those waters where ice strengthening or ice classes will be required. Although this tonnage costs more than normal tonnage, the costs of the extra steel and the specification upgrade are proving to be viable in the context of future earnings. Typically, these tankers are being built with conventional layouts and a single-screw, aft engine room. The hull forms are being optimised for open water performance, rather than exhibiting ice design, a further indicator of the speculative nature of the ordering currently taking place. Design ambient temperatures and special operating arrangements are being proposed for deck outfitting and equipment for low temperature operations. These ships also have a greater installed engine power, with an additional cylinder typically being specified on the main engine for the highest ice class, i.e. the Finnish-Swedish Ice Class 1AS. Teekay, BP Shipping, Essberger and Marmaras are just a few of the owners who have placed orders for large ice-class tankers or upgraded existing orders in Korean yards to Lloyd s Register class. Technical challenges There are inherent technical challenges in building tankers of these sizes to the Finnish-Swedish Rules, as they were based on formulations designed for smaller tankers. Two of the most prevalent challenges have been those associated with frame spacings and propulsion. Lloyd s Register Asia worked with the Finnish Maritime Administration (FMA) to apply its Tentative guidelines for application of direct calculation methods for longitudinally framed hull structure, which employ comparative non-linear finite element analyses for side shell structure under ice-pressure loading. continued on page 9 > 8 Horizons June 2004

9 New construction in China China, the driver of this year s buoyant freight market, is already on its way to becoming a major player in the shipbuilding industry. In this special eight-page supplement, Lloyd s Register reports on its experiences in the burgeoning shipbuilding nation. China is confidently striding onto the world shipbuilding stage, ready to play a leading role. The country continues to expand the range of its capabilities in all ship sectors and to add new capacity. Many foreign owners have taken advantage of the prices and flexibility that Chinese yards offer, with the generally positive reports from owners who have built in China allowing the country to gradually widen its international client base. The continuously improving reputation for quality is also driving a steady expansion of market share. With 4.1 million dwt of completions in 2003, China was responsible for 8% of the global total construction of 51.7 million dwt. In the same year, China captured 14.4 million dwt out of the total global orders of million dwt, which means that mainland yards signed a full 14% of the contracts placed by international shipowners last year. The growth in Chinese output has been helped along by investment in new capacity and facilities. Shanghai Waigaoqiao and New Century shipyards recently opened new drydocks, while Dalian New and Hudong- Zhonghua have increased the number or size of their drydocks. Commercial factors such as the scarcity of berths over the next three years in traditional shipbuilding countries such as Korea and Japan are contributing to the growth of China, as is the Chinese government, which has shown full support for the domestic shipbuilding industry. Growth drivers The story behind the statistics is rooted in the first wave of capacity expansions which took place between 1998 and 2004, during which time China opened no fewer than 10 large drydocks. This rapid rate of expansion is set to continue, with China aiming to up its output from the 4.3 million dwt it achieved in 2003 to 10 million dwt in 2005 and 24 million dwt in The government department responsible for the sector, the National Development and Reform Commission, is drafting a range of policies that will include preferential business income taxes, investment incentives for foreign suppliers and financial backing. Besides these incentives, the commission is also promising key support to the shipbuilding industry in the country s eleventh Five-Year Plan, running from 2006 to Capacity upgrades The next stage of capacity upgrades promises to be dramatic. China State Shipbuilding Corp (CSSC) has just broken ground in Shanghai on what it claims will be the world s largest shipyard when completed in The yard, which will cost $3.6 billion to build, is expected to have an annual shipbuilding capacity of around 12 million dwt by continued overleaf > Shipbuilding in China Horizons June 2004 I

10 It will be the largest shipyard in the world, and it will also help CSSC become the world s top shipbuilder, CSSC general manager Chen Xiaojin says, explaining that the yard will quadruple CSSC s existing capacity of 3 million dwt annually. Steel cutting on the first ships will start by 2008, and CSSC will move its two existing yards in Shanghai - Jiangnan Shipyard and Hudong-Zhonghua Shipbuilding - to the new site by CSSC has also announced plans for a shipyard in deep waters near Guangzhou on the island of Longxue. The proposed $700 million shipyard will have two VLCC docks with a capacity of 2 to 3 million dwt per year, a substantial expansion when compared to the 400,000 dwt annual capacity at Guangzhou International Shipyard, which is currently the largest yard in South China. The exact timeline for opening Longxue is still not fixed, but the general plan is to complete the first ship by the end of 2008 at the latest. These government-controlled yards are not alone in their rush to expand. Provincial yards, particularly in the Yangtze River Basin, are also moving ahead with new facilities. Private investors are stepping in to take major shareholding positions in smaller yards, determined to take them into the top ranks of the international builders. Another important trend is that foreign shipbuilders are also clearly intending to position themselves in the Chinese market by either building their own facilities or taking equity stakes in existing yards. Ship sectors and types China is beginning to exhibit expertise across a wide range of ship types and sizes. Some of the more recently upgraded yards are targeting the dry bulk sector, attempting to capitalise on the main ship type that China s yards built when they entered the export market in the mid-1990s. Today, the country holds a good market share in all sizes from handysize to capesize. There has also been substantial progress in the tanker sector. In 2003, China completed 1.9 million dwt worth of tankers, which meant that it had a 6% share of global completions in the tanker sector. Of the new tanker orders placed in 2003, China won 6.1 million dwt or 13% of the 46.2 million dwt worth of contracts completed globally. Chinese yards have successfully built a range of tanker sizes from handymax to VLCC. After winning aframax and suezmax export orders in the late 1990s, Chinese yards continue to build these sizes as well as VLCCs for overseas clients. In fact, in 2003, four of the 37 VLCCs built globally were built in China, at Dalian New and Nantong. A range of yards are also responding to the market s demand for handymax and panamax tankers to replace tonnage that will be phased out under tougher international rules on single hulls. In the container ship sector, a wide range of mainland yards are building feederships, and China seems poised to enter the arena for larger container ships. China Shipping has placed orders for an extensive series of panamax and postpanamax ships at domestic yards and the foreign orders for the panamax bracket have already arrived, in the form of a series of four 4,250 teu ships for German owner Rickmers Reederi GmbH & Cie, with an option for a further four, and two 4,250 teu ships for Pacific International Lines of Singapore at Dalian New, all to Lloyd s Register class. China has also been tackling the challenges of export passenger and ro-ro ship construction in the form of the Gotland ro-pax ships built at Guangzhou and the Stena ro-ros built at Dalian. China is probably several years away from an export LNG order, but it has won its first membrane contracts for construction at Hudong-Zhonghua, and the Chinese shipbuilding industry is also poised to build Moss-type LNG ships. II Shipbuilding in China Horizons June 2004

11 Lloyd s Register Asia works with Chinese designer and yard on new bulk carrier design A Chinese handymax design has been modified to achieve a much sought after B-60 load-line designation that dramatically maximises cargo carrying capacity, bringing the deadweight tonnage up to 56,000 dwt. Victoria Steamship stepped across the crucial capacity threshold to the B-60 designation when it adopted and modified a design from the Shanghai Merchant Ship Design and Research Institute (SDARI) which was originally designated as a B freeboard ship. Discussions with both SDARI and Lloyd s Register Asia paved the way toward an upgrade which improved carrying capacity by adding a poop deck and adjusting the hold lengths to minimise Victoria Steamship worked with Lloyd s Register Asia and SDARI to maximise the cargo carrying capacity of its bulk carriers. deck immersion in the event of flooding of the holds and adjacent tanks. Contopoulos also credited SDARI with being very cooperative The double-side skin of the design was also modified to meet the International Maritime Organization s minimum clear access width requirements and was further upgraded to meet IACS Unified Requirement (UR) S25 which requires strengthening for high density cargoes. The ship is fully and helpful in developing a good and commercially successful design. He adds that his company hopes to work with SDARI and Lloyd s Register Asia in the future to develop a new generation of panamax doubleside skin vessels. compliant with URs S26 and S27 regarding foredeck fittings and securing. The design has been adopted for six ships for Victoria Steamship and two for Hallecousis at New Century, The B-60 designation is a striking achievement considering that only panamaxes and capesizes qualify under the 1966 while Pacific Basin has ordered two of the ships from Xiamen Shipyard. Load Line Convention, as a result of their greater number of holds and their shorter hold lengths (25 to 26 metres). A handymax, with hold lengths of 29 to 30 metres, has a more severe problem if its forward hold becomes flooded, as this hold These ships are emblematic of New Century s focus on bulk carriers and tankers of up to panamax size. Working from two drydocks, the yard is capable of building nine panamaxes a year is bigger in relative scale than that New Century facilities and intends to increase output to of a panamax or a capesize. In One building dock, 250 metres in 16 vessels by addition, a handymax has fewer non-flooded holds to provide length x 74 metres in width, 1 x 400 ton gantry crane Liu Haijin, Head of Business at buoyancy. One building dock, 360 metres in length x 76 metres in width, 2 x 600 New Century reveals that the yard would like to build a third The constructive involvement of ton gantry cranes drydock capable of building four Lloyd s Register Asia at all stages Tribon 3D software for production capesizes simultaneously. was paramount in developing a drawings Realisation of this expansion marketable ship, says Spiros total 1,500 metre outfitting jetty plan is subject to the market and Contopoulos, Technical Director of Victoria Steamship. Lloyd s Register Asia provided us with its knowledge and experience in overcoming a with 4 x 30 ton cranes, 12 vessels of up to panamax size can be accommodated simultaneously for outfitting after launching availability of investors, says Liu, adding that in the mean time the yard will continue to concentrate on panamax product number of obstacles. plan to invest in a third drydock of a tankers and bulkers. dimension capable of accomodating four capesize bulk carriers. Shipbuilding in China Horizons June 2004 III

12 Yards capable of building ships of Yard Name: Affiliation Main newbuilding facilities Expansion plans Dalian New CSIC drydock 540 m x 80 m, slipway 306 m x 50 m (170,000 dwt), slipway 200 m x 76.4 m (50,000 dwt) Dalian CSIC three slipways 199 m x 23.5 m (12,000 dwt), 255 m x 29 m (40,000 dwt), 290 m x 35.5 m (80,000 dwt), one drydock 400 m x 96 m (500,000 dwt) North Bohai Shipyard CSIC 260 m x 50 m drydock (150,000 dwt) larger drydock planned Shanhaiguan CSIC one 300,000 dwt repair drydock (340 x 64 x 12.8); one 60,000 dwt repair add new gantry to develop drydock (240 x 39 x 11.4) and one 15,000 dwt repair drydock(170 x 28 x 9.1) new construction abilities Xingang CSIC one 35,000 dwt (263 m) slipway, one 15,000 dwt (197 m) slipway Yantai Raffles 90% foreign owned 120 m x 430 m drydock Hudong-Zhonghua CSSC 380 m x 92 m drydock, five slipways for 20,000 to 105,000 dwt ships will move to Changxing Island Shipbuilding Shanghai Jiangnan Shipyard CSSC two slipways of 240 m x 24 m (35,000 dwt) and 275 m x 40 m (80,000 dwt), will move to Changxing Island two drydocks of 232 m x 37.5 m (80,000 dwt) and m x 30.2 m (25,000 dwt) Shanghai Shipyard CSSC 46 m x 300 m slipway, one 40,000 dwt and one 100,000 dwt floating dock 110 m x 500 m and 90 x (Chongming Island site) 450 m berths Shanghai Waigaoqiao CSSC two drydocks, 480 m x 106 m, 360 m x 76 m will add new gantry cranes Shanghai Edward CSSC (Hudong) slipway, 20,000 dwt Nantong Cosco KHI Ship COSCO/KAWASAKI Engineering (NACKS) 300,000 dwt (350 m) drydock New Century (Group) independent 360 m x 76 m drydock, 215 m x 63 m step-type drydock Shipyard Jinling Shipyard China Chanjiang 220 m x 68 m (up to 55,000 dwt) new drydock for four capesizes National Shipping Group Yangtse River Jiangdu Yahai (formerly independent 260 m x 39.5 m drydock new facility planned Jiangdu Yuehai) Jingjiang Traffic independent 190 m x 52 m semi-dock slipway (30,000 dwt) and longitudinal slipway (ex-jinjiang Sumec) (190 m x 33 m) for 20,000 dwt, one 260 m x 61 m slipway for 80,000 dwt and one 200 m x32 m for 20,000 dwt Dayang (ex-jiangyang independent two drydocks, 350 m x 60 m, 250 m x 30 m Shipbuilding) Jiangsu Yangzijiang independent three slipways, 220 m x 42 m, 190 m x 32 m, 140 m x 24 m Chengxi Shipyard CSSC 310 m x 39 m slipway Qingshan Shipyard China Chanjiang 10 horizontal berths up to 20,000 dwt National Shipping Group Wuhu CSSC m x 25 m drydock Kouan Shipyard independent three slipways, maximum up to 50,000 dwt Guangzhou Shipyard CSSC three slipways, maximum up to 50,000 dwt new facility at Longxue Island International Guangzhou Wenchong CSSC one 25,000 dwt drydock, one 25,000 dwt slipway new facility at Longxue Island South Xiamen Shipbuilding Fujian Province one 55,000 dwt slipway plans to extend slipway from 195 m Heavy Industry to 235 m for panamax capacity Zhejiang Shipyard Zhejiang Shipyard 198 m x 34 m slipway Fujian Mawei Fujian Province 35,000 dwt drydock, 20,000 dwt slipway, 15,000 dwt slipway Shipbuilding Ltd. IV Shipbuilding in China Horizons June 2004

13 greater than 20,000 dwt Largest ship built to date Largest ship on orderbook Types of ships on order Extra comments VLCC VLCC VLCCs, aframax and panamax tankers, 4,350 recently expanded drydock teu and 5,668 teu container ships 72,000 dwt tanker 110,000 dwt tanker 45,000 dwt IMO type 3 panamax tankers, first drydock opened early 2004 aframax tankers 159,000 dwt tanker 174,000 dwt bulk carrier handymax, suezmax, capesize bulk carriers 30,000 ton lift capacity barge 30,000 dwt handysize handysize bulk carrier primarily repair yard 34,300 dwt bulk carrier 37,600 dwt bulk carrier handysize bulk carrier 6,500 dwt cement carrier, 400,000 barrel FSO 2,300 dwt offshore support vessel offshore tugs world's widest drydock 5,618 teu container ship 145,000m 3 LNG handymax bulk carrier, 4,250 teu and 5,618 teu merged with Zhonghua in 2002 container ships, 145,000m 3 LNG 74,000 dwt bulk carrier 74,000 dwt bulk carrier panamax ships, LPG tankers, small ro-ro passenger ships 50,000 dwt bulk carrier 3,500 teu container ships handy and handymax bulk carriers, 30,000 dwt new docks opening in 2008 bulk carriers, 3,500 teu container ships 175,000 dwt bulk carrier 175,000 dwt bulk carrier capesize bulk carriers and aframax tankers delivered first ship in ,500 dwt bulk carrier 25,000 dwt chemical tanker chemical tankers and bulk carriers VLCC VLCC (298,350 dwt) VLCCs, 5,000 unit car carriers, opened in 1999 handymax bulk carriers 52,300 dwt bulk carrier 73,400 dwt tanker handy to handymax bulk carriers, panamax tankers new dock opened in ,000 dwt chemical tanker 37,300 dwt chemical tanker 14,500 dwt to 37,300 dwt chemical tankers, ro-ros, 30,000 dwt heavylift ships, container ships 32,000 dwt bulk carrier 80,000 dwt bulk carrier handymax tankers, handy to panamax bulk carriers 519 teu container ship 80,000 dwt bulk carrier 12,000 dwt container ships and 7,600 dwt general cargo ships 1,300 teu container ship 53,800 dwt bulk carrier 47,000 dwt to 53,800 dwt handymax bulk carriers, restarted under new management 13,500 dwt chemical tanker 25,500 dwt bulk carrier 1,850 teu container ship container ships up to 1,850 teu 25,000 dwt chemical tanker 53,000 dwt bulk carrier 53,000 dwt double-hull handymax bulk carriers switching from repair to newbuilding 9,500 dwt multi-purpose carrier 18,500 dwt chemical tanker 3,000 dwt to 18,500 dwt chemical tankers, China's only maker of stainless 9,500 dwt multi-purpose carrier, small container ships steel chemical carriers 27,000 dwt handysize 27,000 handysize, offshore 25,000 dwt multi-purpose carrier 53,800 dwt bulk carrier small container ships, 10,000 dwt to 53,800 dwt bulk carriers 40,000 dwt tanker 40,000 dwt tanker 29,000 to 40,000 dwt tankers yard has built sophisticated ships, but entire orderbook focused on tankers 20,000 dwt multi-purpose carrier 1,700 teu container ship 27-type (27,000 dwt) bulk carriers and 1,700 teu primarily repair yard with container ships 200,000 dwt drydock and also building eight ships per year 30,000 dwt multi-purpose carrier 56,000 dwt bulk carrier optimised handymax design, 12,000 dwt car carriers, multi-purpose ships 51,000 dwt bulk carrier 53,000 dwt bulk carrier, handymax bulk carriers container ships 17,600 multi-purpose carrier 53,100 dwt bulk carrier handymax bulk carriers and 17,600 dwt multi-purpose carrier Shipbuilding in China Horizons June 2004 V

14 Dalian New aframax design finds success Dalian New s aframax design, developed in co-operation with Greek shipowner and manager Thenamaris, has found favour among many yards and owners. corrugations were designed with a flange angle such that cleaning could be maximised with the tank cleaning guns. The design allows easy conversion from a crude oil tanker to a clean products tanker. The ship was also ice-strengthened to Finnish-Swedish Ice Class 1D and had thruster units. One of the most successful vessels in China is the Dalian New Shipbuilding and Heavy Industries (Dalian New) aframax. The ship was first developed in 1995 with Lloyd s Register Asia involvement in the pre-approval process. To date there have been 12 deliveries, mostly to Lloyd s Register class, with another 18 ships on order, including 16 for A P Møller and six for Torm. The first orders placed were the trio of Thenamaris 105,000 dwt aframax product tankers delivered in as the first Greek newbuilding projects ever carried out in China. The design was later approved by other classification societies. Lloyd s Register Asia has worked with us for many years on these aframaxes, and now we also have a fluid co-operation on our 4,250 teu container ships and our VLCCs, says Richard Hu, Director and Senior Engineer at Dalian New. When it ordered back in 1996, Thenamaris was attracted to Dalian New s credentials as one of the few Chinese yards to have experience of building larger tankers. A P Møller followed in ordering four ships in 1997 for delivery between 1999 and The extensive foreign ordering of aframaxes in turn paved the way for Dalian New to become the first Chinese yard to build VLCCs. Thenamaris has been engaged in the tanker sector for 29 years, but only became involved with newbuildings in According to Dean Tseretopoulos, Technical Director at Thenamaris, the company had amassed a wealth of experience with its fleet of 33 ships all bought secondhand which it was able to bring to bear on the newbuilding process. The company was able to incorporate its ideas of what constituted a better tanker in the series of three 105,000 dwt aframax product tankers it ordered from Dalian New. These so-called Dalian New Easy Clean ships were designed to an in-house concept that Thenamaris developed in cooperation with the shipyard and We have been working closely with Lloyd s Register Lloyd s Register Asia. Asia since we first came to The smooth tank design, with China. The communication stiffeners and frames on deck, is and co-operation we common to chemical tankers, but not crude oil tankers. The design enjoy with them is truly reduces corrosion by allowing excellent. easy boundary drainage and cleaning. Both transverse John Gericke, General Manager, bulkhead corrugations and Maersk Ship Design AS centreline longitudinal bulkhead The attractiveness of the aframax design was a particular point of pride for Dalian New when A P Møller opted for an off-the-shelf design from the yard when it ordered a quartet of ships in The more basic design without the thruster units and the ice strengthening is the specification on which further newbuildings have been based. The Dalian New aframax design has been embraced by the market, with other yards in China having purchased the rights to it. At the time of the first aframax order, a Maersk executive said, The Dalian New Shipyard was chosen on the basis of good design specification and a competitive price. John Gericke, General Manager, Maersk Ship Design AS, added, We have been working closely with Lloyd s Register Asia since we first came to China. The communication and co-operation we enjoy with them is truly excellent. This co-operation between owner, yard and classification will continue, as A P Møller has just confirmed an order for a set of VLCCs with Dalian New. VI Shipbuilding in China Horizons June 2004

15 GSI demonstrates ro-pax expertise Rederi AB Gotland was amply rewarded when it placed its faith in Guangzhou Shipyard International by ordering two highspeed ro-pax vessels from the Chinese yard. Sweden s Rederi AB Gotland (Gotland) built two of its new, high-speed vehicle and passenger ferries at Guangzhou Shipyard International (GSI) with delivery in To take the step directly from producing tankers and bulk carriers to such advanced ro-pax ferries would cause difficulties for any yard, but I must say that GSI adapted its production very well to cope with our demands. We are very satisfied with the performance and the quality we obtained from GSI, says Anders Larsson, Technical Manager at Gotland. The development and design for the new-concept vessels were generated by the company under the Swedish government mandate to find a long term solution that would revitalise transport links to the coastal city of Gotland. The company drew on its long term contacts with consulting marine engineers Knud E Hansen of Copenhagen and Horn Arkitekter MAA of Marstal to produce the requisite calculations and design drawings. GSI began the planning the work, together with Gotland, Knud E Hansen and Lloyd s Register Asia immediately after the contract was signed. The vessels were the first ro-pax projects ever to be built in China for western owners and required GSI to collaborate with several Scandinavian sub-contractors for the propulsion and electrical systems and the outfitting. subcontractors, Lloyd s Register and the Swedish Maritime Administration. The close co-operation between the Lloyd s Register EMEA plan approval office in Copenhagen, where all the basic designs had been approved, and the on-site Scandinavian surveyors was sublime, says Lind, explaining that knowing the people you talk to makes matters a lot easier especially when it comes to interpreting Rules and regulations when you are right in the middle of the production process. Lind adds that he believes any owner Lloyd s Register surveyors worked would have a hard time finding closely with the yard and the owner European shipyards that could do better to help to ensure that the vessels would be built to a high standard. steel, paint or accommodation jobs than those we saw from GSI. He is certain that in the next several years, there will be more passenger ships and even cruise ships from the major Chinese shipyards. Further work at GSI In addition to the Gotland ships, Lloyd s Register Asia has also been involved in the range of product tankers that now dominate the shipyard s orderbook. The tankers being built at GSI are winning praise from their owners and, importantly, are also making the yard a major supplier of handysize and handymax tankers. Four to five years ago, we were only focused on multi-purpose ships and dry bulk, says Xia Suijia, Vice-President of GSI. Then we graduated to semi-submersible ships and ro-paxes. We find the tankers are more suitable, and we insist on them as a new strategy. According to Xia, the yard s competitive advantage is its modern piping and paint shops. Kristian Lind of Knud E Hansen was designated the project co-ordinator, to act as a link between the yard s purchasing and technical departments and the European The Gotland ro-paxes, one of which is pictured below, represented the first time that a western owner had ordered this type of ship from a Chinese yard. A P Møller has built over 50 ships in China to date, and John Gericke, General Manager of Maersk Ship Design AS is enthusiastic. The development there has been amazing. You could actually feel the improvement everyday. They were very open-minded and willing to adjust themselves to the demands placed on them, he says. Gericke worked in the yard as a newbuilding supervisor at the beginning of the series and is now involved in overseas China projects in Dalian. Since first ordering in GSI in 1997, A P Møller has taken delivery of 16 ships from Guangzhou. Gericke says that the first two A P Møller ships, a pair of ro-ros, were completed to an excellent standard and that the current operator reports trouble-free sailing. Shipbuilding in China Horizons June 2004 VII

16 Lloyd s Register Asia in China For further information, contact any of the following offices: Shanghai Port Office 31st Floor, 283 Hua Hai Zhong Road, Hong Kong Plaza (South Tower), Shanghai , PR China Tel: Fax: shanghai@lr.org Nantong Office Room 519, Main Office Building, Nantong Ocean Shipping Engineering Co Ltd, South of Rengang Road, Nantong , PR China Tel: Fax: shanghai@lr.org Shanghai Plan Approval Services Tel: Fax: shanghai-plan-approval@lr.org Nanjing Office c/o Jinling Shipyard, 55, Yanjiang Road, Nanjing, , PR China Tel: Fax: nanjing@lr.org Wuhan Office Room 303, Zhongnan Electric Guest House, 688 Min Zhu Road, Wuchang, Wuhan, Tel: Fax: wuhan@lr.org Dalian Office 9th Floor, Block A, Chinabank Plaza, Renmin Road, Zhongshan District, Dalian , PR China Tel: Fax: dalian@lr.org Qingdao Office Jindu Gardens, Block C, Apt 32G, 18 Dong Hai Lu, Qingdao, Tel: Fax: qingdao@lr.org Guangzhou Office Room 1604, 16th Floor, Peace World Plaza, Huan Shi Dong Road, Guangzhou, Tel: Fax: guangzhou@lr.org When China embarked on reforms and introduced its open door policy in 1979, Lloyd s Register was the first foreign classification society invited to survey and class export ships at Chinese yards, effectively bringing the organisation back to China after it had first established a presence there in At the start of China s efforts to target the export Nearly a quarter of a century after restarting in market, the country had limited knowledge of China, Lloyd s Register retains its leading the Rules and regulations of foreign ship position.the range of ships for which Lloyd s classification societies. The design and drawings Register has been awarded class spans the range of of the first export ship, the 27,000 dwt bulk both specialised ships and series construction. carrier Regent Tampopo for Regent Shipping Specialised projects have included a Gotland ro-pax of Hong Kong, were supplied by the shipowner, ship built by GSI and a small diesel electric product who sourced them from a Japanese shipyard. tanker at Qingshan Shipyard for F T Everard. Modifications were made to the drawings to suit Chinese shipyard practices, and all the There is a general move to more sophisticated major materials and equipment were supplied ship types such as chemical tankers, LNG ships, ropaxes and others in some of the yards, says Iain by the Japanese shipyard. About 70% of the contracting value was spent on the importation Wilson, Marine Manager for China. of materials, equipment and drawings. The Regent Tampopo was completed by Dalian For series ships there are the 56,000 dwt doublehull bulk carriers at New Century Shipyard and Shipyard to Lloyd s Register class as scheduled, with both former Prime Minister Margaret Xiamen Shipyard, the 35,000 dwt tankers at GSI Thatcher and the late Sir Y K Pao in attendance and Dalian New Shipyard and the aframax tankers at the delivery ceremony. at Dalian New Shipyard. Lloyd s Register has also contributed to SDARI s development of the Odyssey The first yards to build to Lloyd s Register class double-hull handymax and panamax bulk carriers. included Jiangnan Shipyard, Hudong Shipyard, Dalian New Shipyard and Guangzhou With the increasing International Shipyard (GSI). workload in shipbuilding and other parts of the In 1985, Lloyd s Register assigned Pokam Wu, economy, Lloyd s Register now Principal Surveyor in Charge of Lloyd s plans to raise the number Register North America, Inc s Houston Port Office, of China staff to 270 as the first country manager to reside in China in the next year across after the Second World War. the marine, quality assurance and oil and By 1993, Lloyd s Register had opened its gas industry fields. representative office in Shanghai. A plan approval office was added in 1994 which has Lloyd s Register is become the foundation for Lloyd s Register responsible for classing operations for carrying out all surveys for new some 140 vessels totalling construction and ship repair. more than 4 million dwt on order and under construction in China. VIII Shipbuilding in China Horizons June 2004

17 Ice-class tankers in Korea The double-acting concept, such as that manifested in the Mastera, may well be the way forward for arctic operations. > continued from page 8 The objective of this work was to optimise the structural arrangements for ease of build and in-service maintenance with wide frame spacing longitudinals. These guidelines came into existence at the behest of shipbuilders in Korea who requested that they be able to build with wider frame spacings than those currently required by the Finnish-Swedish Rules as a means of making production easier and more efficient. The first application of these guidelines was carried out by Lloyd s Register Asia, in association with the FMA, in April 2003 for an ice-class 1C upgrade of an aframax design being built by Hyundai Samho Heavy Industries. Since then, Lloyd s Register Asia has carried out multiple applications of the methodology as part of an ongoing research project being conducted jointly by the International Association of Classification Societies and the FMA to update the Finnish-Swedish Rules for application to larger vessels. Propulsion requirements for larger sizes of ice-strengthened tankers are also of great concern to owners and builders. Assessing the requirements of larger tanker sizes with ice strengthening involves extensive ice model testing using open water hull forms, with the objective being to achieve the highest ice class possible with the minimum increase in installed power. These tests are necessary because applying the current formulations for minimum power requirements may possibly yield unreliable results, or stipulate propulsion requirements which may be both technically and economically unviable when applied to larger tankers than those on which the formulations are based. Korean shipyards such as Samsung Heavy Industries have been conducting ice model tests at special facilities in Europe. One such test, using an aframax hull form, determined that achieving the required installed power increase for ice class 1A would involve the specification of one additional cylinder unit, bringing the power output up to 14.3 MW from 12.3 MW. The ice-strengthened tanker of the future Over the years, the Lloyd s Register Group has had extensive involvement in ice-class issues and continues to actively participate in new research projects. The most recent of these is the Arctic Operational Platform (ARCOP) project, which is funded by the European Union. The project follows on from and is intended to utilise the findings of three previous projects: INSROP a Russian, Norwegian and Japanesefunded project to investigate the Northern Sea Route passage ICE ROUTES an EU-funded ice meteorology study for the Northern Sea Route passage ARCDEV an EU-funded arctic development voyage project which used a Fortum tanker assisted by Russian ice breakers in the Northern Sea Route passage in the Russian Arctic. The aim of the project is to find practical solutions to the major problems identified in the earlier projects to establish a system of ice operation and concepts for shipping solutions for the Northern Sea Route. The application of the arctic operational platform ship design concepts will probably result in a fleet of shuttle tankers for transferring oil to the western yearround ice-free port of Murmansk. Tustin finds it likely that the doubleacting concept, as embodied in the double-acting tankers (DATs), Tempera and Mastera, built by Japanese yard Sumitomo Heavy Industries for Fortum Shipping of Finland, will be the most important finding to fall out of the ARCOP study. The Fortum DATs are 106,000 dwt double-hull crude oil/product carriers which are capable of proceeding through light ice conditions ahead and heavy ice conditions astern, due to their azipod propulsion configuration, specially designed aft end and ability to turn through 180. The ultimate expression of the compromise in hull form design between open water and ice operation is the Fortum doubleacting tanker, where the design solution to achieve the best compromise between open water and ice operation is to operate the ship in a different mode, that is, astern in ice, says Tustin. It is very likely that the ARCOP project will reveal that, actually, this type of ship may be the best suited to the ice conditions found in the northern arctic. For further information contact Rob Tustin, Head of Busan Plan Approval Services, Lloyd s Register Asia robert.tustin@lr.org Tel: +82 (0) Fax: +82 (0) Horizons June

18 P&O Princess Cruise reconstruction Like new in Nagasaki The inside story of how proud craftsmanship, engineering and teamwork brought a cruise ship newbuilding back to life. door for the shipyard to work with its suppliers and to reach an agreement with the shipowner on how to proceed with delivery. On October 1, 2002, Mitsubishi Heavy Industries (MHI) hull number 2180, an 18-deck, 115,875 grt cruise ship being built for P&O Princess Cruises to Lloyd s Register class, caught fire and burned for over 18 hours. The fire was a devastating shock to the hopes of everyone involved in the project - the yard, the owner, the classification society and, significantly, the townspeople of Nagasaki, for whom MHI is a highly symbolic employer and a source of great civic pride. The fire-fighting water found its way through the HVAC duct system to distant corners away from the fire, as shown in this duct. The blow was particularly grievous because MHI had worked hard to win the prestigious contract for the two ships, the first cruise ships to be ordered by P&O Princess from an Asian yard. The shipbuilder was also eager to show that ships of this type could be built to as high a standard in the Far East as in the more frequently favoured European yards. The first of these prestigious ships, MHI hull number 2180, was to have been called the Diamond Princess, with its sister ship, MHI hull number 2181, to be christened the Sapphire Princess. As a result of the fire, it was decided that hull number 2181, the Sapphire Princess, which was to have been the second in the series, would be delivered first and take on the name of the Diamond Princess. This first ship was delivered on schedule in February MHI had never missed a delivery commitment in its 147-year history so there was tremendous energy devoted to a thorough assessment of how the shipbuilder could indeed repair and deliver the fire-damaged hull. The assessment carried out by the yard, its experts and Lloyd s Register Asia laid the groundwork for the ambitious reconstruction effort. The conclusion that the vessel could be rebuilt and completed as new was both significant and brave, says John Finch, Lloyd s Register Asia s Marine Business Manager for Japan. The assessment helped to show the way forward in terms of procedures and opened the Damage sustained The damage to the fire-ravaged vessel was substantial, and it was known by all those involved that recovering the ship and meeting the new delivery schedule would require a concerted and sustained effort. Immediately following the fire, the ship sat in the water listing from the tonnes of seawater sprayed to douse the tenacious fire, with water pouring out of the side shell doors on deck 4. Windows were blackened and broken from decks 4 to 15. Much of the steelwork above deck 5 was damaged so badly that it had to be removed. The wheel house was lost, together with some very expensive navigational and safety systems control equipment, but the fire stopped before the engine room and consequently the main propulsion and machinery were saved. Access to the ship was severely restricted as the police and fire authorities conducted a painstaking investigation. Rebuilding the ship The ships were being built in MHI s historic Tategami plant in Nagasaki s inner harbour, but after the fire, hull number 2180 was moved to the more modern dock at Koyagi, where large gantry cranes worked to remove the damaged steel superstructure. In the salvageable section of the ship, the vastly different levels of damage necessitated a segregation of the contaminated and decontaminated spaces. The hull in the structurally intact, but damaged dark grey zone was stripped of outfitting, shot blasted, cleaned by specialists and rinsed with fresh water. 10 Horizons June 2004

19 The Sapphire Princess was successfully delivered after a concerted joint effort from the yard, the owner and the classification society. In the light grey zone, all the stainless steel pipes were replaced while the steel was cleaned by specialists and rinsed with fresh water. Contamination of clean areas by fire products from the dirty areas was prevented by strictly segregating the clean areas, the partially damaged areas and the completely destroyed areas. Hundreds of swab samples were taken from all over the visibly undamaged areas to check for chloride and sulphur tetraoxide contamination. After decontamination, areas were checked again using a quick test to check for chlorine, to ensure that cleaning had been successful. Because the fire distorted the ship, its alignment was checked regularly during the reconstruction to ensure that the original alignment, or better, would be achieved. All the damaged material was cut away and the steel was cut back to sound material, with great care being taken to remove old welding at block connections. In one or two places, samples of steel were taken and tested to verify that only sound material remained. Full use was made of the massive crane capacity at the Koyagi facility to lift the block assemblies onboard. A scrapping policy was audited to ensure that condemned items could not find their way back onboard. Scrapped items were carefully segregated to minimise the risk of cross contamination. The recovery effort The progress of the recovery and the re-building were kept on time as a result of the dedication and organisation of the MHI management and workforce, says Richard Haslam-Jones, Project Manager for P&O Princess Cruises in Nagasaki. It has been a unique achievement and all those who took part should be recognised for their contributions, he says. There is no trace of the fire left, and the ship is truly as new again. It is ready for service, and I am sure it will have a long and successful career in the cruise business. Successful teamwork After the fire and following the decision to proceed with rebuilding the ship, MHI mobilised its engineering and logistical might in a spectacular way, says Finch. The yard is to be highly commended on the demonstration of its ability to deliver two very large cruise ships only three months apart, especially following such a devastating incident. Peter Ratcliffe, CEO of P&O Princess Cruises, says, We are greatly appreciative of the great efforts made by MHI, its workforce and its sub-contractors in achieving the successful delivery of both vessels, thus allowing them to be available for the important 2004 summer season. Sakao Fukuda, Manager for Cruise Ships, MHI explains that the shipbuilder was able to deliver the two cruise ships within three months of each other thanks to the extra surveying resources deployed by Lloyd s Register Asia. We saw quite a few new faces and everyone worked long hours to overcome the concentration of inspection requirements. We appreciate Lloyd s Register Asia s contribution to the smooth progress towards completion, he says. Fukuda adds, We were very happy with what Lloyd s Register Asia brought to the project for both the shipyard and the shipowner. We understand that this was the first implementation of Lloyd s Register s quality assurance scheme for cruise vessels and feel that this was a significant contribution. The successful management of the recovery work also involved reorganising and rescheduling the rest of the yard s work around the reconstruction. This was accomplished without losing an order or missing a delivery date, other than the first P&O Princess ship. It was a truly professional piece of work, concludes Haslam-Jones. For further information contact John Finch, Marine Business Manager for Japan, Lloyd s Register Asia john.finch@lr.org Tel: +81 (0) Fax: +81 (0) Horizons June

20 FOBAS involved in fuel ignition study Lloyd s Register FOBAS participates Lloyd s Register, along with a number of other industry organisations and companies, is taking part in a study which hopes to establish an authoritative test method for the ignition and combustion characteristics of residual fuels. Lloyd s Register s fuel oil advisory and bunker analysis service (FOBAS), along with a number of other companies involved in the bunker industry, is taking part in a study which aims to develop a reliable and repeatable test method for fuel ignition analysis against which fuel ignition analysis machines can be tested and approved by the Energy Institute (EI). It is hoped that a standard test method will prevent unnecessary damage to machinery; pictured, a piston damaged as a result of ignition quality problems. The Lloyd s Register FOBAS representative to the EI panel, Wanda Fabriek, International Fuel Executive for Intertek Caleb Brett, assisted in initiating the task force, which will be chaired by consultant Rinus Daane. The stated scope of the study is as follows: To provide for the definition and measurement of ignition and combustion characteristics of residual fuels with a standardised approach, with the aim of producing an international standard test method. The measurement of ignition and combustion characteristics will be based on constant-volume combustion chamber technology. Data produced by the test method could potentially be used to define ignition and combustion characteristics of residual fuel oils for possible specification use. Membership of the task force comprises representatives from oil companies BP Marine, Shell Global Solutions, Shell Marine Products and TotalFinaElf; engine manufacturers MAN B&W and Wärtsilä; testing service providers Lloyd s Register FOBAS, Intertek Caleb Brett, DNV Petroleum Services, Lintec, ViswaLab and Fueltech; and consultants Tharby & Associates. The determination of the ignition quality of residual fuels has been a problem since the late 1970s, according to Tim Wilson, FOBAS Service Manager. As has been widely documented, issues surrounding the quality and characteristics of ship s fuel arose at this time as a result of new refinery practices which resulted in heavier residues and required the use of blending processes, which consequently impacted fuel characteristics. Currently, fuel ignition characteristics are calculated using an empirical formula called the Calculated Carbon Aromaticity Index which gives an indication of the ignition quality of the fuel. However, in some cases, this formula is not able to predict the fuel s true ignition characteristics. As a result, the industry has, for a number of years, been seeking a test method which will assist in Devices such as this inductively coupled plasma machine can be used to assess metal content in marine fuels. 12 Horizons June 2004

21 infuel ignition study defining the true nature of the ignition and combustion characteristics for a particular residual fuel. FOBAS has opened a new lab in Singapore for the benefit of its clients. Once the test method is completed, inclusive of acceptable precision data in accordance with ISO 4259, the industry will be better able to rate the ignition characteristics of fuel, says Wilson. Wilson points out that currently there is no existing standard test method to determine ignition and combustion characteristics of residual fuels. The task force hopes to reach a satisfactory conclusion which will give shipowners, operators, engine designers and builders an additional tool to help them to gain a better understanding of how their machinery will perform. The task force recently held its second meeting and aims to have a proposed method prepared for FOBAS enhances service Lloyd s Register s fuel oil and bunker advisory service (FOBAS) has added several new aspects to its already comprehensive marine-fuel related services, making it easier than ever for clients to take advantage of the value that the service offers. FOBAS offers in-depth technical evaluations of the many grades of marine fuels available on the market, using analysis procedures which are set to international quality standards and industry-recognised test methods. In addition, the FOBAS consultants who interpret the test results and provide advice are experienced professional marine engineers with first-hand knowledge of shipboard machinery. The service can be as basic or as comprehensive as the client wishes, according to his particular fuel risk management needs, ranging from a simple analysis package to the implementation of a fully integrated fuel management system. For further information contact Tim Wilson, FOBAS Service Manager timothy.wilson@lr.org Tel: +44 (0) Fax: +44 (0) In addition, the service will provide a sophisticated information management and reporting system through which will provide clients with instant access to analysis reports and sample statistics, customised searches and reports on fleet data, monthly bunker reports and technical bulletins, periodic trend graphs on key data and bottle tracking and stock control. FOBAS is unique in that it offers an engineering-based consultancy service, in addition to its fuel testing services, with the latter being provided in partnership with testing house Intertek, a market leader in the industry with a global reach. FOBAS unique emphasis on technical evaluation and fuel management support is an important feature for owners and operators. To a shipowner, the analysis from the lab is only one part of the solution, says Tim Wilson, Service Manager of FOBAS. What FOBAS does is to apply the results of the analysis specifically to the machinery plant onboard, to determine how the information obtained from the lab analysis should be put to use. We understand the machinery plant, and as we are marine engineers, we speak the same language as the people onboard who will have to take the necessary actions. Horizons June

22 ISPS Code implementation Learning from the ISPS Code The Minerva Astra was the first Greek-flagged ship to be issued an ISSC by Lloyd's Register EMEA. The ISPS Code learning curve has been steep for everyone and, as with the ISM Code, it is expected that the learning process will continue for years to come. Ships have been trading for centuries without an International Ship and Port Facility Security (ISPS) Code, but this does not necessarily mean that they were insecure. In advance of the adoption of the Code, a fair proportion of ships, as with the International Safety Management (ISM) Code and onboard safety aspects, had already been running effectively and taking many of the security measures detailed in the legislation. For these ships, the Code merely represented the need to formalise existing arrangements, such that the security management system could be reviewed and improved in a structured way and that operators could provide evidence of their compliance. The real challenge for owners has been co-ordinating their efforts with those of the flag states, the ports and other bodies, such as recognised security organisations (RSOs). Some flag state administrations have been proactive in assisting their fleets, while others have not provided the required support. Ports are also split, with some progressing well and others not even having begun. The main lesson to be learnt is that effort and commitment from all parties is required to enhance maritime security, says Tony Field, Lloyd s Register EMEA s Manager of Marine Management Systems in Piraeus. He points out that an understanding of what the Code requires and how compliance can be practically achieved has improved significantly since the approval and verification process began. As an RSO, the Lloyd s Register Group has continuously adapted its procedures based on concrete experience and has held seminars for the industry to discuss developments and known problems, he says. Problems encountered The ISPS certification process involves two steps: the ship security plan (SSP) approval and the verification audit. Problems have been encountered in both parts of the process and solutions have been identified. In terms of SSP approval, problems have been encountered when ship security assessments have not been carried out correctly. Often, the prescribed countermeasures do not correspond to the vulnerabilities identified and, in addition, some assessments do not address security in an emergency. Lloyd s Register EMEA has also found on occasion that when the ship security assessment has been carried out by a sub-contractor, and not the shipowning or operating company itself, the security measures proposed have been impractical. The personnel that deal with management systems hold a wealth of knowledge and are capable of injecting some much needed common sense into the process of carrying out ship security assessments and should be utilised in this manner. In terms of the verification audit, the physical condition of the vessel itself has been the main reason for failing to gain certification, with the conditions onboard not reflecting the requirements of the SSP. Sometimes even the simplest things, such as doors not locking or closing, and other physical requirements that are in the plan have not been complied with. Control of access to the vessel is another area which has proved to be problematic, often due to the company not complying with the requirements of its own SSP. Of great concern are non-user friendly SSPs which make the vessel extremely secure but are totally impractical to implement onboard a working vessel. A similar situation arose during the implementation of the ISM Code, when some companies incorporated nice to have requirements into their safety management systems. 14 Horizons June 2004

23 Tony Field, Lloyd's Register EMEA's Manager of Marine Management Systems Greece goes ahead In spite of the hiccups along the way, ISPS Code implementation has continued apace, especially in major shipping centres and hubs such as Singapore, Dubai and Greece. Lloyd s Register EMEA moved its centre for marine management systems to Piraeus from Rotterdam in January of this year in order to be closer to its significant client base in Greece and to assist in the process of ISPS Code implementation. In Greece, many shipping companies are well ahead of schedule in preparing their SSPs and in gaining certification, with Minerva Marine, Thenamaris Ship Management, Eletson Corporation, Avin International and Ceres Hellenic among the forerunners in gaining their ISSCs. Apostolos Poulovassilis, Manager of Lloyd s Register EMEA s Piraeus, East Mediterranean and Black Sea Area Office, points out that Minerva and Eletson were in fact the first companies to have their Greek-flagged fleets SSPs approved on behalf of the Greek government after Lloyd s Register EMEA had received its official authorisation to act as an RSO for the Hellenic Republic. In November 2003, Thenamaris became one of the first ship operators in Greece to have its SSPs approved, and in February 2004 became the first company in to be issued an ISSC by Lloyd s Register EMEA, for its tanker MT Ellina. Minerva Marine s double-hull tanker, Minerva Astra, in March 2004, became the first Greek-flagged vessel to be certified for ISPS Code compliance by Lloyd s Register EMEA. Avin International, a ship manager which looks after a fleet of 25 tankers, has taken advantage of a range of Lloyd s Register EMEA s maritime security-related services. Since the very beginning of our ISPS Code implementation, we have closely co-operated with Lloyd s Register EMEA on a large spectrum of issues, including company and ship security officer training, ship security assessment and plan approval and certification of vessels. This co-operation has proven to be valuable, productive and efficient, says V Kyrikos, Avin s Company Security Manager. Meanwhile, Lloyd s Register EMEA has also secured an ISPS contract for over 20 vessels from Ceres Hellenic. Upcoming challenges In order to help to ensure that clients can achieve compliance as efficiently as possible, the Lloyd s Register Group has invested a great deal in ensuring that its ISPS Code auditor network is as comprehensive as possible. As of April 2004, the Lloyd s Register Group had qualified nearly 95% of its ISM auditors to carry out ISPS Code work, creating a global network of over 200 ISPS Code auditors. The process does not conclude, however, once the deadline for compliance has passed. The next significant challenge will arise after the Code has been implemented. The industry will have to ensure that the systems put into place are a benefit to the vessels and the ports and not just a bureaucratic burden, says Field. Those companies which are committed to the spirit of the Code will continue to improve, but the ones that only pay lip service to the Code will struggle. He points out that this was precisely the situation with the implementation of the ISM Code. There will be many lessons learnt over the next 12 to 18 months, and companies should be prepared to make changes to their systems, he says. All companies should be looking to streamline their procedures and to ensure that their systems for safety and security are fully compatible. Field makes a final point about the importance of seafarers and their involvement in the process. It would really please seagoing staff if companies can show them that they are committed to reducing the administrative burden while maintaining operational effectiveness. For further information contact Tony Field, Marine Management Systems Manager, Lloyd s Register EMEA, Piraeus Office tony.field@lr.org Tel: Fax: Horizons June