Gas Shipping Report
Gas shipping Technology Trends Challenges Market activities
October 2015
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Mark V technology approved by Lloyd’s Register GTT, the world leader in the design of membrane containment systems for the maritime transportation and storage of liquefied natural gas (LNG), received General Approval from Lloyd’s Register for its new Mark V containment system on 1 October, 2015. The validation by Lloyd’s Register (LR) of the Mark V technology is the culmination of a work programme following LR’s issuance of Approval in Principle (AiP) in 2013 and is a further major step towards its rapid commercialisation following two co-operation agreements GTT signed during the first half of 2015 with the shipbuilders Hyundai Heavy Industries and Samsung Heavy Industries to confirm the industrialisation of the system. After some years of research and development, the Mark V technology is an optimised version of the Mark III system and its sister Mark III Flex. As with the Mark III and Mark III Flex, the Mark V technology is composed of a double insulation with reinforced polyurethane foam. The new system also includes an innovative nickel-steel alloy corrugated secondary membrane and offers significant improvement of the warranted daily boil-off rate. To read more about GTT’s containment technology and LR’s role, go to pages 10–15 and page 24.
Philippe Berterottière, Chairman and CEO of GTT commented:
“This new milestone in the development of the Mark V system demonstrates the quality of GTT innovation as well as the close relationship established with class and particularly with Lloyd’s Register.”
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Tom Boardley, Lloyd’s Register’s Marine Director said:
“This is important news and we are very pleased to have been working with GTT in the ongoing development of their innovative gas containments systems.”
From innovation to trade Technical innovation to support next generations of gas ships, containment systems and the infrastructure for small-scale LNG needed for gas bunkering operations as the North American gas story unfolds. The LNG shipping market review on the following pages describes the growing demand for LNG and the developing story of the evolution of North America into a net gas exporting market. The map on page 6 illustrates the extent of potential development. As of September this year there were 27 proposed exporting terminals in various stages of development in North America. By comparison the United States’ Federal Energy Regulatory Commission currently lists 17 importing terminals in the United States, Canada and Mexico. The impact of this growth in the availability of gas is driving the development of a growing trade in LNG as well as, it is important to be aware, other gas products such as liquefied petroleum gas (LPG). The commercial goal posts have moved. Increasingly, LNG carriers are no longer designed for A to B trading but rather for flexible deployment world-wide. Many of the new ships are being ordered with this flexible approach in mind. As a consequence much of the focus remains on the development of containment systems that support the demand for greater efficiency – reducing the boil-off rate of LNG cargoes and supporting the increased flexibility that operators and charterers are looking for. While Moss-type containment systems have been evolving, it is perhaps in the membrane design systems, which dominate the market for ships ordered to trade world-wide, that we are seeing significant developments. This report describes the latest technology evolutions being brought to market by technology providers such as GTT – and the role played by Lloyd’s Register in supporting that development. LR is looking to continue to help support the development of safe gas shipping and gas infrastructure for bunkering. LR’s leadership in the classification of LNG carriers is now translating into the growth in the use of LNG as a fuel, the expansion in LPG trades and the opportunities to support the turn-around of the United States from gas importer to next exporter. LR’s exceptional performance in the United States Coast Guard metrics for ship safety performance, from port state control inspections, is an important indicator of dedication to supporting safe ship operations. For LR it is about helping industry make the best commercial and regulatory decisions based on the best available technical insight.
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LNG shipping market overview: a growing market focused on 150–180k cbm ships % of natural gas demand
Million tonnes 600
500
472.9
457.9
20 18 16 14
285.3
400
12
300
10 8
200
6 4
100
2
2025
2024
2023
2022
2021
2020
2019
2018
2017
2016
2015
2014
2013
2012
2011
2010
0 2009
0
Global LNG demand outlook – MnT (2008 – 2025) Data source: MSI Ltd; 2015 Q2 LNG cargo LNG cargo share of natural gas demand (RH Axis)
LNG shipping is becoming ever more important. The quantity of LNG traded by sea is set to continue to grow – roughly doubling by 2025 from today’s level of around 250 million tonnes annually. Meanwhile the percentage of LNG’s share of the overall, and growing, gas market is likely to grow as well from 8% to 16%. So, not only will there be more gas shipping but it will be more significant as an overall factor in meeting global gas demand. The big growth in exporting capacity will be in Australasia and North America as the graph on the opposite page demonstrates. Middle East exports are
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likely to remain stable but with expansion in exports from Australia and the development of North American exports, it will be these two areas that underpin the growth in seaborne LNG trades. Demand growth for LNG will continue to be in Asia. Increasingly the size of LNG shipments is in the 150–180k cbm band and deliveries of new tonnage, in what is a very challenging newbuilding outlook, will be predominantly in that size range. 61% of the current orderbook (as of June 2015) will be delivered by South Korean shipyards.
Billion cbm 700 600 500 400 Africa Americas Asia & Australasia Europe FSU Middle East Other
300 200 100
2025
2024
2023
2022
2021
2020
2019
2018
2017
2016
2015
2014
2013
2012
2011
2010
2009
0
LNG trade outlook by exporters (2009 – 2025) Data source: MSI Ltd; 2015 Q2
No. of vessels 60 50 40 30 <125k cbm 125k – 150k cbm 150k – 180k cbm 180k – 200k cbm 200k – 250k cbm 250k+ cbm
20 10
2018+
2018
2017
2016
2015
2014
2013
2012
2011
2010
2009
2008
2007
2006
2005
2004
2003
2002
2001
2000
1999
1998
1997
1996
1995
0
Global LNGC development by year of build (1995 – 2019) Data source: IHS-Fleet Database 2015 Q2
Billion cbm 700 600 500 400 Other Asia North East Asia North America Middle East Latin America Europe Caribbean
300 200 100
2025
2024
2023
2022
2021
2020
2019
2018
2017
2016
2015
2014
2013
2012
2011
2010
2009
0
LNG trade outlook by regional importers (2009 – 2025) Data source: MSI Ltd; 2015 Q2
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No. of vessels 70
60
50
40
30
20
<125k cbm 125k – 150k cbm 150k – 180k cbm 180k – 200k cbm 200k – 250k cbm 250k+ cbm
10
2015
2014
2013
2012
2011
2010
2009
2008
2007
2006
2005
2004
2003
2002
2001
2000
1999
1998
1997
1996
1995
0
Global LNGC contracting (1995 – 2015) Data source: IHS-Fleet Database 2015 Q2
Segment
No. of vessels Fleet
<125k cbm
OB / Fleet
Fleet
Orderbook
OB / Fleet
40
15
37.5%
1.7
0.3
125k – 150k cbm
226
0
0.0%
31.3
0.0
0.0%
150k – 180k cbm
113
138
122.1%
18.0
23.4
130.0%
180k – 200k cbm
-
5
-
0.9
200k – 250k cbm
31
0
0.0%
6.5
0.0
250k+ cbm
14
0
0.0%
3.6
0.0
0.0%
424
158
37.3%
61.2
24.7
40.4%
Total LNG fleet summary Data source: IHS-Fleet Database 2015 Q2
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Orderbook
Mn cbm
20.1%
0.0%
Lloyd’s Register: Gas shipping milestones • F irst series of LNG ships (Shell Brunei “G” class ships, since renamed “B” Class – constructed in Chantiers de L’Atlantique, France in the early 1970s) • F irst export contract LNG Ships built in Japan – for North West Shelf, ground breaking four-tank design Moss ships (Mitsubishi, Mitsui & Kawasaki, from 1989) • F irst LNG ship built in Korea – Moss (Hyundai Heavy Industries, 1994) • F irst GTT NO96 vessel built in Japan – first conventional-sized LNG membrane ship (Mitsubishi & Mitsui – Nagasaki) • F irst conventional-sized Mk III ships built in Japan (Koyo Dockyard – Imabari Group, from 2007) • F irst DFDE LNG ships built in Asia (Hyundai Heavy Industries, from 2007) • F irst Q-Flex size ships (NO96, DSME, from 2007) • F irst Q-Max size ships (MK III, SHI, from 2008) • F EED & EPCI stage of the world’s first very large FLNG (MKIII, SHI, consortium of Technip and SHI for Shell – first unit planned for Prelude field off Western Australia, due to start production from around 2016) • G TT’s Mark V cargo containment system General Approval (October 2015) • Approval in Principle of GTT membrane cargo containment systems for semi-pressurised use (October 2015) • First LNG bunkering vessel in Korea – Shell (STX, contracted in 2014) Unknown / Not classed
CCS 1.0% 0.1%
ABS 26.0%
DNV GL 16.5%
NK 10.3% BV 15.2%
LR 30.0% KR 0.9%
Global LNGC existing fleet and orderbook by class – mCbm Data source: IHS-Fleet Database 2015 Q2
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North American gas developments The big story in LNG shipping is the prospect that North America, having been import-led, will shortly emerge as a major exporter of LNG. The map illustrates the number of pre-filing and pending applications to the United States Federal Energy Regulatory Commission (FERC) for the development of LNG exporting facilities â&#x20AC;&#x201C; the vast majority of which are in the US Gulf. The map also illustrates the planned Canadian export facilities.
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PROPOSED TO FERC Pending applications: 1. Coos Bay, OR: 0.9 Bcfd (Jordan Cove Energy Project) (CP13-483) 2. Lake Charles, LA: 2.2 Bcfd (Southern Union – Lake Charles LNG) (CP14-120) 3. Astoria, OR: 1.25 Bcfd (Oregon LNG) (CP09-6) 4. Elba Island, GA: 0.35 Bcfd (Southern LNG Company) (CP14-103) 5. Lake Charles, LA: 1.07 Bcfd (Magnolia LNG) (CP14-347) 6. Sabine Pass, TX: 2.1 Bcfd (ExxonMobil – Golden Pass) (CP14-517) 7. Pascagoula, MS: 1.5 Bcfd (Gulf LNG Liquefaction) (CP15-521) 8. Freeport, TX: 0.34 Bcfd (Freeport LNG Dev) (CP15-518) 9. Cameron Parish, LA: 1.41 Bcfd (Venture Global Calcasieu Pass) (CP15-550) Projects in pre-filing: 10. Plaquemines Parish, LA: 1.07 Bcfd (CE FLNG) (PF13-11) 11. Plaquemines Parish, LA: 0.30 Bcfd (Louisiana LNG) (PF14-17) 12. Robbinston, ME: 0.45 Bcfd (Kestrel Energy – Downeast LNG) (PF14-19) 13. Jacksonville, FL: 0.075 Bcf/d (Eagle LNG Partners) (PF15-7) 14. Hackberry, LA: 1.4 Bcfd (Sempra - Cameron LNG) (PF15-13) 15. Brownsville, TX: 0.54 Bcfd (Texas LNG Brownsville) (PF15-14) 16. Brownsville, TX: 0.94 Bcfd (Annova LNG Brownsville) (PF15-15) 17. Port Arthur, TX: 1.4 Bcfd (Port Arthur LNG) (PF15-18) 18. Brownsville, TX: 3.6 Bcfd (Rio Grande LNG – NextDecade) (PF15-20) 19. Freeport, TX: 0.72 Bcfd (Freeport LNG Dev) (PF15-25) 20. Corpus Christi, TX: 1.4 Bcfd (Cheniere – Corpus Christi LNG) (PF15-26) 21. Plaquemines Parish, LA: 2.80 Bcfd (Venture Global LNG) (PF15-27) 22. Nikiski, AK: 2.55 Bcfd (ExxonMobil, ConocoPhillips, BP, TransCanada and Alaska Gasline) (PF14-21)
Safer ships for US trade
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United States Coast Guard (USCG) metrics: Lloyd’s Register is the highest performing classification society in USCG port state control recognised organisation safety performance inspections, with zero detentions in the last three years over 7,415 inspections. The high number of inspections reflects the high number of port calls made by LR classed ships serving the import and export needs of the United States economy.
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PROPOSED TO U.S.-MARAD/COAST GUARD 23. Gulf of Mexico: 1.8 Bcfd (Delfin LNG) PROPOSED CANADIAN SITES 24. Kitimat, BC: 1.28 Bcfd (Apache Canada Ltd.) 25. Douglas Island, BC: 0.23 Bcfd (BC LNG Export Cooperative) 26. Prince Rupert Island, BC: 2.74 Bcfd (Pacific Northwest LNG) 27. Squamish, BC: 0.29 Bcfd (Woodfibre LNG Ltd)
Nick Brown, LR’s Marine Chief Operating Officer commented:
“The USCG data is a key metric for us and provides important feedback on our actual and comparative performance. We will continue to work very hard to help ensure that ships trading into US ports are meeting required safety standards – or going well beyond”.
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The best solutions for shipping ethane safely and efficiently
Chris Clucas, Corporate Expert – Liquefied Gas, BSM commented:
Ethane – what’s the right containment system for a growing trade? A growing ethane trade is expected to develop out of the United States. What might that mean for shipping and what types of ships and containment systems could be technically and commercial viable? BSM’s Chris Clucas at LR’s Global Technology Centre in October 2015. Initially graduating as a chemist he is also the holder of an MSc in Cryogenic Physics from Southampton University. For a long time he has been one of the foremost experts in seaborne gas transport and gas handling and today he is the Corporate Expert on Liquefied Gas at BSM. He is the Chairman of SIGTTO’s General Purposes Committee and sits on the committee of Gastech 2015 at which he is a keynote speaker.
Chris Clucas is the Corporate Expert – Liquefied Gas for Bernard Schulte Shipmanagement (BSM). During his recent visit to LR’s Global Technology Centre in Southampton, shipping ethane, safely and efficiently, was one of the subjects discussed.
“This new ship type will require significant hull structure re-design work by the shipyards, with strong support from the experts in this area – including the people in this room!”
Shipping ethane is nothing new, he says. “But until now it has been a smallscale trade in ‘semi-ref’ ethylene ships. To me, the perception that ethane can only be carried in semi-refrigerated ships or LNG carriers could limit the development of this sector as cargo volumes ramp up.” He believes that ethane could also be carried effectively in ships of the very large gas carrier (VLGC) size range i.e. up to about 84,000 cbm – rather than the smaller semi-refrigerated or LNG carrier tonnage that many think most ideal: “Ethane should go big. For the large long-haul business, it’s going to be more economical to have big ships discharging into smaller ships nearer the end user. If you go semi-refrigerated you may lose the benefits of bigger ships but if you go for an LNG carrier then you are restricted in the number of yards that can build the ships and, vitally, also exposed to higher vessel costs.
Exporting US ethane Ethane is to the gas trades what heavy oil was to the oil refining business – an essential co-product looking for a market. Ethane is recovered out of the natural gas stream at processing plants and used solely as a petrochemical feedstock. Its supplies have grown as a result of advanced drilling and extraction techniques used to remove oil and natural gas from shale plays, especially in the Marcellus and Utica fields in the US, where ethane production could rise significantly. Ethane does have the advantage over residual oils; it is more environment-friendly and can be used as cracker feedstock to make ethylene and other useful chemicals. As a result, domestic US petrochemicals companies will have more than enough ethane and other natural gas liquids (NGLs) to keep their plants running, prompting the industry to prepare for exports. With export terminals anticipated, and demand in Europe and Asia, demand for low-priced, U.S.-sourced ethane is being anticipated. At the moment, VLGC-sized ships cannot transit the Panama Canal, but when the large locks open next year then new trade routes and opportunities will develop in the Far East. 8
Lloyd’s Register report into the technology required for large ethane carriers Seaborne Ethane: a Report into the Commercial Need and Technical Requirements for Very Large Ethane Carriers, released by Lloyd’s Register, looks at the risks and challenges in developing a safe and efficient trade in ethane using larger ships and requiring ethane-specific technical solutions.
BV 3%
Unknown/ not classed
5%
DNV GL 22%
ABS 19%
However, low-pressure refrigerated tanks below -55ºC are required to have a complete double hull under IMO’s International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code), so VLGC-style ethane ships carrying the cargo at about -89ºC will need further development than simply changing the cargo tank material from low-temperature steel alloy to say 3.5% nickel steel. New ‘large ethane carrier’ designs offer rewards to those who can develop the concept, just as the cargo itself offers commercial opportunities for exporters and importers.”
NK 8% LR 42% KR1.0% RI 0% RS 0% IR 0% CR 0% Global LPGC orderbook by class – mCbm Data source: IHS-Fleet Database 2015 Q2 CCS 0% Rest of class 0%
% Change YoY
Million tonnes 140
12 10
120
8
100
6
80
4
60
2 0
40
-2
20
-4
0 2022
2021
2020
2019
2018
2017
2016
2015
2014
2013
2012
2011
2010
2009
2008
2007
2006
2005
2004
2003
2002
2001
-6
LPG Chemical gases Ammonia % Annual change (RH Axis)
LPG seaborne cargoes outlook (2001 – 2022) Data source: MSI Ltd; 2015 Q2
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NO96 membrane tank, designed by GTT
Gas containment GTT’s focus on continued evolution
Choosing your containment system
GTT (Gaztransport & Technigaz)
In 1978 Lloyd’s Register’s Alan Gavin wrote the seminal technical overview of containment options. But the industry has taken two principal alternative paths: either the independent type ‘B’ spherical Moss-Rosenberg tanks concept or membrane tanks – as designed by GTT. Fundamentally, the industry is still using the technology he described – but the evolutionary process continues.
Based near Paris, GTT is an engineering company formed in 1994 by the merger of the two major players in the field of LNG membrane containment systems: Gaztransport and S.N.Technigaz provide a combined experience of more than 60 years in the field of cryogenics and storage of liquefied gases.
In this report we look at developments at GTT, the company responsible for the existing membrane systems and their further evolution.
GTT’s two main areas of expertise are cargo containment systems (CCS) for LNG carriers and land storage of LNG. LNG carriers and tanks designed with GTT containment systems have also been used to carry and store other liquefied gases such as LPG and ethylene. GTT licences its technologies to world leading shipyards and EPCs for the construction of LNG carriers and land storage tanks. The GTT systems are approved by all the major classification societies.
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Flexible and more efficient containment systems for today and tomorrow’s LNG trades
GTT’s Commercial Director, David Colson, explains that ship operators’ demand for flexibility and maximising the value of delivery is driving the development of GTT’s containment technologies. ‘Through our in-service experience, we have learned to modify and adapt our technology to meet evolving market requirements, increasing the strength of our systems, and meeting that need for increased flexibility.’ Key to supporting flexibility and maximising the delivered cargo is reducing the guaranteed daily boil-off rate (BOR) of LNG during a voyage. GTT’s newer and latest containment systems are reducing daily boil-off to 0.00910% and now soon to 0.075% – down from the 0.15% rate of original NO96 and Mark III membrane containment systems (see facing page). Lower BORs support operators and charterers in providing the flexibility they demand. Less cargo is lost and longer voyages when laden become more economic while waiting time and vessel diversion can be built in as well. Another important factor is the development of new engines. Two-stroke (slow-speed) dual-fuel (gas burning) engine options are now available for owners of gas ships: MAN’s MEGI and WinGD’s RT-Flex50DF range of engines. These new engines provide a considerably lower rate of fuel consumption than the medium-speed dual-fuel diesel-electric and steam systems that have been installed in LNG carriers to date. Additionally, the two-stroke gas engines are very similar to other ships in the fleets of many of today’s owners of LNG carriers. This enables the sharing of engineering expertise across a fleet rather than requiring specialist capability for one of the ship types in a mixed fleet.
Two different membrane technologies GTT offers two types of containment technology – MARK and NO96. Reflecting the company’s origins as two different companies the development of these systems has continued. Shipyards have generally specialised in either one or the other system. One of the differences in the shipyards required by the different systems is the extent to which the yard relies on specialist contractors to supply materials and components. The NO96 systems allows full on-site fabrication while the Mark types require the involvement of specialist contractors. In Korea, DSME and STX build NO96 containment as does CSSC’s Hudong shipyard in China, while Samsung and HHI in Korea and Imabari in Japan build the Mark systems. And Conrad shipyard in the United States is now licensed to build Mark systems. NO96 membrane system A cryogenic liner directly supported by the ship’s inner hull, this liner includes two identical metallic membranes and two independent insulation layers. NO96 evolution In order to meet the requirements for lower boil-off, as a first step, the perlite in the boxes has been replaced by glass wool (NO96 GW). For an even better thermal efficiency, NO96 l03 is proposed: within the usual NO96 thickness, three layers of boxes are assembled, two with glass wool and one with reinforced polyurethane foam (RPUF). In order to meet requirements for systems sustaining higher loads, a set of different boxes corresponding to different levels of reinforcements are proposed: standard, standard-reinforced, ultrareinforced, and now, the mega-reinforced. Boil-off and reinforcements can be optimised according to shipowner specifications.
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The Mark systems Mark III membrane system A cryogenic liner directly supported by the ship’s inner hull, this liner is composed of a primary metallic membrane positioned on top of a prefabricated insulation panel including a complete secondary membrane. Mark III Flex system Meets requirements for: • l ower boil-off; the insulation thickness of the Mark III system can be increased
GTT Mark III
• s ystems sustaining higher loads; the RPUF can be reinforced by adding more glass fibres. Boil-off and reinforcements can be optimised according to shipowner specifications. GTT anticipates that their newest generation of membrane systems – the NO96 MAX and MARK V – will be available by the end of the year. These systems will feature a boil-off rate of between 0.075% for Mark V and 0.09% for NO96 MAX. The latter technology’s BOR will be reduced to that of Mark V with a further on-going development. Lloyd’s Register is working on the ‘industrialisation’ of the NO96 MAX system and has been invited by GTT to be involved in Samsung and HHI’s ‘mock-ups’ – scale tank constructions – of the new Mark V system.
GTT Mark III Flex
The Mark V system represents, to some extent, a marriage of the NO96 technology with the Mark approach, using Invar® (in the secondary barrier), but with sheets and not strakes.
GTT Mark V
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INNOVATION / New evolutions of the Mark and NO96 containment systems GTT has developed the NO96 Max system in order to improve the historical NO96 concept, enhance the performance and increase the system flexibility. Shipowners and charterers are not only looking for low BOR, but also for increased CCS reinforcement to meet the strength requirements of new markets such as multi-gas carriers, offshore or LNG as a fuel. To meet these requirements, GTT has developed a new efficient internal box structure based on pillars, combined with a high-performance material already well known in the cryogenic industry: densified wood. A state-of-the-art validation approach is used, based on a predictive numerical model correlated with dedicated test campaigns. From this model, it is relatively simple to optimise the pillar cross-section or number within the box, to meet low BOR or increased reinforcement specification. The bearing structure can be reduced by 80% compared to NO96, for the same strength, to reach a low BOR. In the meantime, bigger pillars can be used to reach similar strength as HD foam (Mark III solution). Even though the internal structure has been completely revised, it was decided to keep the external box dimensions identical to satisfy the current practice for integration on board. In addition, the anchoring to the hull, the membranes, the corners and special areas also remain the same as they have demonstrated their high level of reliability in NO96-equipped vessels.
Continuing the development of the Mark systems, GTT has also developed a new CCS, the Mark V. The objective is to combine the advantages of the Mark systems and a new metallic secondary membrane with improved thermal performances (BOR equal to 0.075%/day). With small corrugations and an adapted low thermal coefficient material (Invar®), the integration of the new corrugated secondary membrane into the insulation panels is eased and has no impact on the global behaviour of the insulation panels. LR provided the Mark V with the critical technology qualification of Approval in Principle in November 2013. Since then work towards General Approval has been underway. After further studies and development, the whole qualification plan, which includes numerical and experimental validation of all areas of the Mark V CCS – i.e. flat wall areas, corner areas and special areas – received LR’s General Approval in October 2015. See inside front cover story.
Moreover, to optimize the industrialisation of Mark V, the appropriation of the design by Samsung Heavy Industries and Hyundai Heavy Industries is in progress in the framework of Mark V joint development projects. This phase includes the development of a new welding machine for the secondary membrane by both shipyards and adaptation of specific tools. The objective of all of these industrialisation studies is to be ready for Mark V commercialisation at the end of this year.
In addition to this General Approval stage, the erection of an open mock-up is in progress in GTT laboratories in order to validate the erection procedures of the system. An identical mock-up will also be erected by Hyundai Heavy Industries. Next, in order to assess the behaviour of this new CCS under the worst conditions, a large mock-up, ballasted and cryogenic, is under construction in a Samsung Heavy Industries shipyard. Tests are planned in October 2015 under LR’s oversight.
GTT is now working with shipyards and suppliers to finalise the industrialisation of the system through the adaption of existing manufacturing tools. The objective is to be ready for NO96 Max commercialisation at the end of this year. GTT NO96 L03
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David Colson , GTT’s Commercial Director commented:
GTT NO96
“What’s next for membrane systems? Could BORs be reduced further? GTT continues research into BOR optimisation and reduction. There will be a limit with current insulation technology based on glass wool or reinforced polyurethane foams (in spite of improvements via new blowing agents). GTT’s R&D team is constantly investigating new insulation systems and materials able to operate at cryogenic temperatures for the entire vessel lifetime (40 years). There will be a trade-off between performance and cost as the newer materials are not yet as competitive as those currently being used.”
GTT NO96 L03
GTT NO96 MAX
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Nakilat-Keppel Offshore & Marine (N-KOM) offers a wide range of repair, conversion and fabrication services to the marine and offshore industry. The world-class shipyard has successfully undertaken the world’s first main engine gas injection (MEGI) conversion of a Q-Max liquefied natural gas carrier (LNGC) to run on LNG as fuel and completed more than 100 gas carrier repairs over the past four years in operation.
Another great day in dock September 2015 Location: Nakilat Keppel Offshore & Marine Ltd (N-KOM) ship repair and fabrication yard, Ras Laffan, Qatar – on board the LNG carrier Umm Bab Temperature: day time high, 42ºC high humidity
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Another great day in dock The 145,700 cbm LNG carrier Umm Bab, named for a city in southern Qatar, is at N-KOM for routine drydocking, maintenance and completion of its second special survey. While the docking programme is routine it is highly significant and requires effective planning to get all the required tasks ticked off so that the ship can get back into operation as fast as possible.
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N-KOMâ&#x20AC;&#x2122;s location could hardly be more convenient for gas carriers regularly loading at the Ras Laffan facility. At any time at least three to four LNG carriers can be seen to the north-west at the loading jetties. And the turnover is regular as ships complete cargo operations while empty ships arrive. As soon as Umm Bab has completed her docking programme she will cool down and proceed to load.
Maran’s Fleet Manager, Costas Stavropoulos
Sreekumar Nair, LR’s Senior Surveyor in Qatar briefing the Umm Bab’s crew
Her last port was Taichung, Taiwan. When not trading to Asia she is mostly discharging at North European ports such as Zeebrugge. She always loads at Ras Laffan.
Operated by Maran Gas Maritime Inc. (MGM), Umm Bab is one of Maran’s sixteen LNGCs in operation, with fourteen LNGCs currently on order. Thirteen out of the total thirty are joint ventures with Qatar Gas Transport Co. Ltd – known as ‘Nakilat’ which means carrier in Arabic. Greek flagged, Umm Bab is like a Greek island in the Arabian Gulf. Hospitality means a frappedaki (iced coffee) and Greek cakes are offered.
In charge of the docking is Maran veteran, Costas Stavropoulos. Through 2015 he has spent more than three months in Qatar overseeing three of the Maran ships docking at N-KOM. He has long days working with the crew, yard and contractors – as well as the Lloyd’s Register surveyor. The ship has now left the drydock and is alongside the docking quay, freshly coated in the distinctive deep maroon red of the Qatari national flag, for final jobs.
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Invar® Invar®, also known generically as FeNi36 (64FeNi in the US), is a nickel–iron alloy notable for its uniquely low coefficient of thermal expansion (CTE or α). The name Invar® comes from the word invariable, referring to its relative lack of expansion or contraction with temperature changes. It was invented in 1896 by Swiss scientist Charles Édouard Guillaume. He received the Nobel Prize in Physics in 1920 for this discovery, which enabled improvements in scientific instruments and is also used by GTT’s NO96 series of containment systems.
Inside cargo tank No. 4: Mark Haskell, Lloyd’s Register’s Senior Surveyor in Charge – GCC with Sreekumar Nair, Senior Surveyor, Qatar
Of great importance during the docking is checking the cargo tanks. Umm Bab was constructed at DSME in 2005. This is only the second time since then that the tanks have been opened. The ship’s cargo containment tanks are the GTT membrane NO96 system. Great care has to be taken when accessing the tanks as the membrane is both strong and fragile to be able to efficiently and securely contain LNG at -163ºC. Ventilated by dehumidified air being blown in at the bottom of the cargo tower, the atmosphere is considerably more comfortable than the midday Qatari summer conditions outside. 20
But great care has to be taken when accessing the tanks. Not only is it a good climb down the ladders, the primary concern is protecting the containment membrane surface: a 0.7mm layer of Invar®. Invar®, an alloy of iron and nickel, with a negligible coefficient of thermodynamic expansion, is used in the making of clocks, scientific instruments – and gas carrier membrane tanks (see box above). Laid in 500 mm wide strakes, the Invar® covers the surface of the entire primary barrier and is also used in the secondary barrier.
Because the layer of Invar® is so thin, nothing can be carried down into the tanks. Pockets, unless secure and zipped, need to be emptied. Tools must be lowered into the tank, down to the carefully secured wooden boarding at the bottom of the pump tower, and then secured by a leash when in use. Safety boots must be covered with cotton felt over-boots. The docking is the first time that the tanks have been accessible for five years and after completion of work they will be closed until 2020. Everything going in must be accounted for. Foreign objects are not wanted in the LNG discharge system and cannot be retrieved after cool down.
The final step before sealing will be a careful inspection and cleaning of t he tanks (see our GTT report on pages 10-15 for more on membrane containment systems). In the meantime the Lloyd’s Register surveyor assigned to Umm Bab will carefully survey the tanks, checking for damage and deformation. But the tanks are looking very good and he is not expecting to find anything significant – the inside of the cargo tanks look just like they did when delivered from the shipyard in Korea in 2005.
Maran has a strong track record in minimising down time – known as off-hire. In the last five years, since the last docking, only five maintenance days have been required. Getting back to business fast is what the docking is all about.
Soon Umm Bab will sail across to the loading jetty. After a 30 hour ‘cool down’ she’ll be ready to load a full cargo of LNG and be back at sea, southbound in the Gulf, leaving behind the clamour, heat and dust of the dockyard days.
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Korea focus Pioneering spirit in the development of new technology Innovation to trade experience in supporting the construction of gas ships. 68% of the world’s LNG carriers and 72% of LPG carriers on order in 2014 were orders in Korean yards and approximately one out of every three of these ships is classed by Lloyd’s Register. Lloyd’s Register has a major Technical Support Office in Busan with 70 staff. LR has 147 surveyors in Korean shipyards. JT Lee, Lloyd’s Register Chief Representative and Marine Manager, Korea said:
“Accumulating expertise through our leading market share, our local Busan Technical Support Office gives support and access to gas specialists providing independent plan approval and newbuilding supervision across the technology spectrum, helping bridge the gaps that appear in any project.”
LEGC Othoni
Hyundai Mipo builds its first ever LEG carrier The delivery of the 12,000 cbm liquid ethylene gas (LEG) ship marks Eletson’s debut in the niche ethylene market. The first in the series of five LEG carriers was named Othoni after a small Greek island in the northern Ionian Sea. LR played a key role in setting up the concept of the design plan approval, site survey during construction, commissioning and sea trials. Lloyd’s Register in Piraeus and Korea collaborated with gas specialists in the LR Southampton Global Technology Centre (GTC) to support Eletson with the technical challenges related to the design and operation of ethylene carriers. The unique design of the LEG carrier features a single bottom and double side structure which contributes to the vessel’s longitudinal strength, differentiating it from conventional LPG carriers. The cargo tank is made of 5% nickel steel material which can endure very low temperatures and it has a heat insulation structure to transport liquefied gas cargoes safely even at -104ºC. The main feature of the cargo handling system is the cascade system which uses refrigerant to condensate cargo vapour, while the cargo condenser is cooled by propylene. Propylene with a global-warming potential (GWP) equal to two complies with the latest LR ECO requirement as well as the latest GWP threshold introduced under REGULATION (EU) No 517/2014. Sang Il Kim, Surveyor in Charge at LR Mipo Office said: “Both the Site Manager and Technical Manager for Eletson praised the assistance they received from the LR
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surveyors involved. They said that our technical knowledge and expertise, as well as our prompt response to their inquiries, was noticeable.” Panayiotis Mitrou, Marine Technology & Innovation Manager at LR Piraeus said: “The success of this project is thanks to the strong team work between LR teams in Korea, Pireaus and the GTC, and Eletson Corporation. Building upon our long-standing relationship with Eletson, we have worked closely in addressing the challenges of this project.” Apostolos Poulovassilis, COO Eletson Corporation, said “We are very happy to take delivery of Othoni which represents a major milestone for Eletson, as our significant expansion programme in the gas segment starts its implementation. Her technologically advanced and commercially attractive design features, a very effective cargo handling system, as well as a large series of incorporated energy efficiency measures all make Othoni quite special. Furthermore, it is also extremely important to stress that Othoni has raised the Greek flag, as for all our managed vessels, and is manned by well trained and qualified Greek officers. We are also pleased to be working with Lloyd’s Register on this important project and thank them for their continued technical support throughout the design and construction phases.” Eletson Corporation is a key player in the marine transportation market. The fleet flies the Greek flag and is classed with Lloyd’s Register. Eletson strives to be at the edge of technological innovation that has always been reflected in the design aspects of their construction projects.
Kaprijke Exmar’s 38k LPG carrier – the first ever LPG carrier built by HHIC-Phil (Hanjin Philippines)
Kaprijke – Exmar’s 38k LPG carrier built at HHIC-Philippines
Delivered on 24 September, 2015, liquefied petroleum gas carrier (LPGC) Kaprijke is the first vessel built at HHIC-Phil of a total series of eight, which joins the pool of LPGC vessels managed and operated by Exmar under the agreement between Exmar and Teekay. Having similar technical specifications as the previous vessels delivered from Hyundai Mipo Dockyard in Korea, the vessel’s unique specifications include special features such as optimised hull form and propeller to increase fuel and speed efficiency. Additionally the design temperature for this vessel is -55ºC compared with the standard conventional LPG vessel design temperature of -48ºC or -50ºC. The lower minimum design temperature will allow the ship to load propane-ethane cargo mixtures produced from shale gas in the US.
HHIC-Phil (Hanjin Philippines) shipyard
“The success of the delivery of the first vessel built by HHIC-Phil, which is the first LPG built in Philippines, to a highly respected owner and class, is the result of the hard work of the shipyard with very good co-operation from Exmar and LR,” said Jan Joensen, Lloyd’s Register Project Manager. In preparation for the construction of the vessel, LR Principal Specialists (Gas ship and Welding & NDE) carried out a ‘Shipyard gap analysis and assessment in terms of LPGC construction’ for HHIC-Phil shipyard in order to diagnose the shipyard’s preparation for the LPGC construction and help the shipyard take corrective actions as required. The assessment was very effective for the shipyard and the result assisted in providing confidence to the owner for the successful completion of the project.
Kaprijke, a 38,000 cbm LPG carrier produces SMCR of 8,560 kW at 107 RPM to give the vessel a service speed of 16.00 knots at NCR (90% SMCR) with 15% sea margin on 10.00m draft. Fatigue analysis complying with the FDA Plus notation is applied to the hull structure based on a 30-year lifetime with North Atlantic wave conditions. She has three independent, prismatic IMO Type A cargo tanks and the cargo handling system is designed for carriage of anhydrous ammonia, butadiene, butane, propylene and propane.
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Under pressure? A new application for GTT membrane cargo containment systems Dariusz Boryszewski, Senior Specialist, Ship Structures said:
“The potential use of such applications in the gas as fuel and small-scale LNG market are many. This Approval in Principle opens the route to progress further with GTT towards project specific applications. This study carried out by our specialists and GTT’s was an effective marriage of our organisations’ capabilities. Getting to Approval in Principle (AiP) with the novel idea of pressurised membrane tanks is a real achievement. Our review identified areas that can be engineered to help ensure the ship’s structure effectively supports the CCS.” David Colson, Commercial Vice-President of GTT commented:
“Thanks to our extensive knowledge and experience, GTT, together with Lloyds Register, has been able to demonstrate the feasibility of operating membrane tanks at higher pressures. This is a significant step in increasing the use of membrane tanks in the LNG as fuel chain for fuel tanks and bunker vessels.”
Studies performed by GTT during this LNG bunkering project taking into consideration operation envelopes, port facilities, environmental conditions and structural details enabled Lloyd’s Register to perform a rigorous review for the purpose of Approval in Principle – issued on 9 October, 2015.
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Lloyd’s Register specialists have concluded and issued to GTT, at their request, Approval in Principle for a membrane cargo containment system (CCS) for bunker ships to allow an increase in vapour pressure of up to 2barg. A joint GTT and LR research and innovation programme has been investigating cargo containment behaviour from strength aspects in various applications, sizes and pressures. The close collaboration between Lloyd’s Register Southampton GTC specialists and GTT experts, through workshops using experimental and analytical results and data on internal pressures occurring in LNG tanks, studied the maximum compressive strength of the containment system on LNG carriers. Using a 4,000 cbm LNG bunker as a reference case, with two Mark III Flex membrane tanks and structural analysis – while considering navigation and operating conditions – in October 2015 LR issued Approval in Principle for a GTT Membrane CCS system for use in bunker ships with an increase in vapour pressure up to 2barg. The project required a clear engineering understanding of the membrane technology as well as the fundamental principles of applicable rules and regulations in order that the required safety and reliability levels are maintained, when implementation of membrane containment systems goes beyond atmospheric pressure applications. Why pressurise? Higher vapour pressures in CCS are relevant for gas-fuelled ships and small-scale LNGs – especially for LNG bunkering, to help manage boil-off gas. Strengthening the hull offers additional safety within the tank to withstand the boil-off gas generated.
More LNG more applications required Supply chain needs specialised, small scale LNG carriers. Increased demand for LNG is increasing the need for grid supply at a varying range of quantities, including in much smaller quantities to remote locations and those without large pipeline and receiving infrastructure. This new market cannot be served by traditional large LNG carriers on long point-to-point trades. At the same time, use of LNG as a marine fuel for ships is growing. As a consequence there is building momentum and activity in developing small-scale LNG ships (less than 40,000 cbm cargo capacity). These ships will complement the wider natural gas supply chain by: • d istributing LNG to remote locations that large LNG carriers cannot reach or where there is no large receiving and regasification infrastructure • s upplying LNG bunkers for marine gas-fuelled applications. While many aspects of their design and operation are new and innovative, we should not forget that the very first LNG carriers were also small scale. Experience gained from these and from the technology employed on largescale LNG carriers, is vital to the success of the new fleet. Safety, of course, is key. The new small-scale market, bringing with it new players and new applications, has the potential to introduce risks. The marine LNG industry has built an impressive safety and reliability record; the challenge for small-scale LNG trading will be to maintain it.
Establishing design and construction standards for the use of low-flashpoint fuels (LFPF) Lloyd’s Register’s notation for gas and non-gas carriers
Leo Karistios, LR’s Global Gas Technology Market Manager commented:
With the development of gas as a marine fuel going beyond LNG, LR has developed a notation to provide clarity and to ensure technology can be adopted effectively. In the last 12 months, the industry experienced two major changes in legislation with the revised IGC Code and the adoption of the International Code of Safety for Ships using Gases or other Lowflashpoint Fuels (IGF Code). The codes have broadened the horizons for gas applications, encompassing the use of low-flashpoint fuels for gas carriers and non-gas carriers. While the legislators have paved the way for the use of these low-flashpoint fuels, it is the classification society’s role to ensure clear standards, requirements and methodology are put in place, to help ensure the required levels of safety and reliability are achieved. Chapter 16 of the revised IGC Code has made provisions for alternative fuels other than LNG. The IGF Code for the use of natural gas has been adopted and phase two for other low-flashpoint fuels such as methanol and hydrogen is agreed and progresses at IMO. LNG carriers is a sector that focuses on sizes of 150–180k cbm. However, the small-scale LNG ships market is growing fast while the large Q-Flex and Q-Max LNG carriers are fully utilised. Lloyd’s Register’s response to this developing market is through Rules and Regulations applicable to all ships using low-flashpoint fuels under an overarching notation that is clearly structured, scalable and can evolve as the industry’s knowledge matures.
“It is our duty to use all the knowledge and experience we hold as a leading classification society and support future technological developments in the gas sector. The innovation in gas carriers and non-gas carriers using gas as a marine fuel has been tremendous over the last two years. Our new class notation LFPF is Lloyd’s Register’s response to the market’s evolution. The traditional approach in developing notations based on practical experience is not always the solution and in the gas sector all stakeholders are required to anticipate what the market needs to ensure that the best commercial The Lloyd’s Register machinery decisions can be made on the basis of notation Low-Flashpoint Fuels (LFPF), has the best technical understanding. IMO been developed to respond to the industry’s has proven this twice with the revised needs, allowing owners and ship yards to IGC Code and with the development of the IGF Code. Lloyd’s Register is demonstrate that their design and construction following closely the legislative and meet the agreed requirements. Effective technological developments so that we from 1 January, 2016, in Lloyd’s Register’s Rules and Regulations, the LFPF class notation can serve the market well. Our rules and regulations are evolving at the same pace (machinery special features) was presented so that classification’s role maintains its to LR’s Technical Committee in 2015. significance in the marine and gas market sectors.” LFPF is associated with low-flashpointfuelled vessels and assigned where the main propelling and/or auxiliary machinery is designed to operate using a low-flashpoint fuel in accordance with the applicable LR Rules and Regulations. The LFPF notation is to be appended by the associated characters GC or GF and one two-letter fuel identifier, and will be entered in column 4 of the Register Book as follows: GC: Assigned to gas carriers indicating that the gas-fuelled machinery has been constructed, arranged, installed and tested in accordance with the relevant requirements of Chapter 16 of LR’s Rules for Ships for liquefied gases, or is equivalent there to. GF: Assigned to ships other than gas carriers indicating that the lowflashpoint-fuelled machinery has been constructed, arranged, installed and tested in accordance with the LR Rules and Regulations applicable to the fuel(s) used. The low-flashpoint fuel (or fuels) that the ship is designed to use is indicated in the notation using a two letter identifier: NG Natural Gas EG Ethane Gas PG Liquid Petroleum Gas ML Methanol
LNG Carrier using BOG as fuel
LFPF (GC, NG)
LPG Carrier using BOG as fuel
LFPF (GC, PG)
LPG or VLEC using LNG as fuel
LFPF (GC, NG)
LFPF (GF, NG) or LFPF (GF, ML)
LFPF (GF, NG) or LFPF (GF, ML)
LFPF (GF, NG) or LFPF (GF, ML)
Development of a new class notation pertaining to low-flashpoint fuel
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Shell’s 6,500 cbm LNG bunker ship being built at STX, Korea
Small-scale gas ships Lloyd’s Register experience Lloyd’s Register has been closely following developments in small-scale LNG, particularly bunker, ships, through continued support to our clients and key sector stakeholders. Our engagement in the development of key LNG bunkering designs, all with different technical and operational challenges as a result of adopting different technologies, gives us a leading edge and strengthens our capability to support our clients with their projects. Many of the projects we have supported from an early stage are now moving from concept design to construction. Shell 6,500 cbm LNG bunker ship at STX At Shell’s request, Lloyd’s Register has provided technical support to this project, beginning with developing the concept design and specification. One ship is under construction for Shell at STX to Lloyd’s Register class. 26
Argos GL gas oil/LNG bunkering ship Lloyd’s Register has provided Argos with technical support as the classification society in developing the design to comply with applicable rules and requirements. Argos GL will operate as an inland water way vessel and will need to meet specific local authority requirements. Lloyd’s Register has supported the stakeholders of this project in receiving acceptance from the Central Commission for Navigation on the Rhine (CCNR) and meeting the requirements of the European Agreement Concerning the International Carriage of Dangerous Goods in Inland Waterways (ADN) for the choice of engines (pure gas engine technology), use of LNG cargo as fuel, application of the membrane technology and the loading bunkering arm technology.
FMC Technologies loading arm design
Wider operating envelopes for ship to ship transfer of LNG
Bernard Schulte 7,500 cbm gas fuel supply vessel Lloyd’s Register has been supporting Bernard Schulte’s gas fuel supply vessel project developed with BMT TITRON. This is an LNG bunker ship of 7,500 cbm using Type C technology for the cargo tanks, and developed to Lloyd’s Register’s Rules. The ship’s specification has been enhanced to allow simultaneous operations and features Azipod propulsion for increased manoeuvrability. Lloyd’s Register’s ShipRight Assessment of Risk Based Designs (ARBD) procedures have been applied, and LR has completed the hazard identification (HAZID) study. This novel design also takes an innovative approach to managing the boil-off gas generated from the cargo tanks, using compressed natural gas (CNG) technology to supply the gas to the Wärtsilä dual-fuel medium speed engines more efficiently.
Ship-to-ship transfers of LNG are carried out between large LNG carriers via flexible hoses. The ships’ design and compatibility, as well as the crew competency that results from the standardised process, have made this a successful way of transferring LNG cargo at large scale. A similar approach is suitable for smallscale LNG distribution tankers delivering LNG in small quantities to shore facilities. When it comes to LNG bunkering, flexible hoses have been used successfully in the past two years for specific ship-toship projects. An example is Viking Line’s Viking Grace, which uses 6-inch Gutteling hoses connected to the manifold via a dry coupling and a marine ‘quick connect disconnect’ (QC/DC) valve approved by LR. This is a successful methodology when flexibility is not required and the bunkering is project-specific. The developing market for LNG bunkers is creating wider operating envelopes, including the need to deliver LNG bunkers to non-identical ships. In the design of LNG bunker ships, this need can be met by adopting loading arm technologies. This is not a new technology, but historically it has been used at large
scale on FSRUs and FLNGs and at LNG terminals. Scaling down these loading arm designs to the needs of an LNG bunker ship requires expert engineering capabilities to adapt the arm to a smaller hull serving a large ship. LR is working together with Shell and FMC Technologies in order to achieve LNG bunkering through a smaller loading arm using cryogenic metallic pipes for delivering LNG and receiving gas. The arm has three axis freedom movements to adapt to a wide range of LNG fuelled ships’ bunkering stations and even ultra large container ships. The technology also has state-of-theart safety features. To ensure a safer and more efficient LNG bunkering transaction, the loading arm features: • two-stage emergency shutdown (ESD) • e mergency release systems (ERS) or alternatives such as quick closing dry breakaway coupling (QCDBC) • r emote operations from the LNG bunkering vessel side. Other arrangements with flexible hoses supported by mechanical appliances, or a combination of flexible hoses with steel transfer pipes, have been developed and approved by Lloyd’s Register. 27
Supporting shipyards expanding into the construction of gas carriers and gas-fuelled ships
The ‘Shipyards Diagnosis Assessment for Gas Ships’ service meets the needs of shipyards who want to expand their business portfolio into the gas carrier, LNG as fuel ship new construction, or LNG as fuel ship conversion markets. Lloyd’s Register is able to help the yards identify their technical development requirements. LR has long worked with all shipyards involved in gas projects and is continuing to support the emergence of further shipyard capability. Benefits to the shipbuilders The assessment examines over 20 elements of shipyard design, fabrication and construction control against Lloyd’s Register’s Rules, the IGC Code requirements, the IGF Code and shipbuilding best practice, in order to identify any areas that would benefit from improvement. Lloyd’s Register supports the shipyard in identifying any shortages and our shipyard site teams will work closely with the shipyard to implement their proposed improvement measures.
Assessment methodology At the request of the yards, Lloyd’s Register carries out the diagnosis assessment to examine elements of shipyard facilities, including fabrication, welding, NDE and quality control for the hull, engineering, outfitting and containment systems – all against Lloyd’s Register’s Rules, including the IGC and IGF Codes and best practices. This identifies areas that would benefit from improvement.
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The capability assessment is carried out under mutual agreement between Lloyd’s Register and the shipyard, with the fundamental aim of assessing their design and construction capability, quality and management systems, and competence of production and inspection personnel for successful delivery of a gas carrier or LNG as fuel project. During the assessment, the shipbuilder will: • g ain knowledge on the challenges to be overcome for the design and construction of gas projects • i dentify aspects to be addressed during design and construction • i dentify shortages in manning, knowledge or skills • i mplement actions plan to meet identified requirements.
The last two years have been very successful for Lloyd’s Register, working with key stakeholders including operators, charterers, shipbuilders and technology holders to help create the safest gas sector.
Comment from Leo Karistios, Gas Technology Manager
In the last few months, the sector has seen many changes in legislation, trading routes and technologies, while regional and international environmental requirements have come into force. Strong collaboration with industry stakeholders will continue to be necessary to understand gas trading requirements and help our clients future-proof their assets and investments. In this latest Gas Shipping Report, we have showcased some of the innovative projects and technologies that LR has helped to develop. We continue to apply our knowledge and expertise as new projects progress to the marketplace. Leonidas.Karistios@lr.org Nick Brown, Lloyd’s Register’s Brand & External Relations Manager and Managing Editor of this Gas Shipping Report on LNGC Umm Bab in Qatar.
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www.lr.org
Gas Shipping Report
From our origins in a London coffee house in 1760, Lloyd’s Register now has 9,000 employees throughout the world. We are engineers, and more: we’ve evolved from the original classification society supporting the shipping industry to a multi-industry compliance, assurance, risk and technical consultancy services organisation. With a truly global reach we can adapt our service offerings to suit businesses wherever needed. Our only shareholder is the Lloyd’s Register Foundation, but our stakeholders are many. We exist to help make the world a safer place.
Lloyd’s Register and variants of it are trading names of Lloyd’s Register Group Limited, its subsidiaries and affiliates. Copyright © 2015 Lloyd’s Register Group Limited. A member of the Lloyd’s Register Group. Marine Communications, Lloyd’s Register: Nick Brown, nick.brown@lr.org Designed by www.miura.gi
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