2015 • A supplement to LNG World Shipping
Shipmanagers Bigger fleet, bigger challenges
“We have several projects in hand that we foresee will lead to an expansion in our technically managed LNG fleet”
Chris Clucas, group fleet director, Bernhard Schulte Shipmanagement, see page 20
Repair yards add new capacity Wärtsilä supports LNG carrier reliquefaction plants
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contents
2015
21
Propulsion systems are always a challenge for maintenance (Credit: Exmar)
regulars 5 COMMENT 10 REPAIR YARD DIRECTORY
repair yards 6 Navantia, the Atlantic Basin’s busiest LNGC repairer, is investigating LNG-powered
17
Methane Julia Louise, one of two 2010-built, tri-fuel diesel-electric vessels sold recently by BG
vessel conversions and LNG bunker vessel construction 8 The tight-knit LNG repair yard community is about to be swelled by growth at an existing ifacility n Malta and a new greenfield complex in Nigeria
ship managers 20 LNG carriers’ characteristics lead shipmanagers to take specific approaches to the lifecycle maintenance of these vessels 20 Bernard Schulte Shipmanagement (BSM) is among the leaders when it comes to LNG carriers. It provides crew management services for 20 LNG carriers
24 N-KOM’s yard at Ras Laffan was able to drydock two Q-flex ships simultaneously
20 Exmar Ship Management has 15 LNG carriers under technical management for four owners, including LNG regasification vessels 21 Keppel Shipyard in Singapore has secured a second floating liquefaction vessel conversion contract from Golar LNG. This follows shortly after securing the first such contract
equipment 24 Wärtsilä’s service package for its LNG carrier reliquefaction plants aims at preventing the amount of time they are unavailable 26 Conversion of one of Nakilat’s Q-series LNG carriers to dual-fuel is scheduled to take
20
place later this year, which could lead to more of its fleet being converted
Chris Clucas: BSM provides crew management services for 20 LNG carriers
28 Cryostar has servicing agreements and maintenance programmes in place for its fourstage fuel gas compressors
LNG Carrier Lifecycle Maintenance 2015
1
contents 30 Condition-based maintenance plays a greater role in assuring the performance of dual-
published March 2015
fuel diesel-electric LNG carriers 32 Propulsion Dynamics has developed a ship performance monitoring service to conserve fuel, reduce emissions and validate charter party performance 34 Class surveyors have reported on the inspection and operational experience of 25 LNGpowered ships that have mostly traded in Norwegian waters 36 Owners face difficult choices regarding the installation and possible retrofitting of ballast water treatment systems from the wide array of systems that are available
Editor: Steve Matthews t: +44 20 8370 1723 e: steve.matthews@rivieramm.com Sales Manager: Ian Pow t: +44 20 8370 7011 e: ian.pow@rivieramm.com Production Manager: Richard Neighbour t: +44 20 8370 1713 e: richard.neighbour@rivieramm.com
ship-shore interface 39 Technical and commercial challenges have not stopped a growing number of receiving terminal operators adding the ability to handle reloads
Subscriptions: Sally Church t: +44 20 8370 7018 e: sally.church@rivieramm.com Korean Representative: Chang Hwa Park Far East Marketing Inc t: +82 2730 1234 e: chpark@unitel.co.kr Japanese Representative: Shigeo Fujii Shinano Co., Ltd. t: +81 335 846 420 e: scp@bunkoh.com
39
Chairman: John Labdon Managing Director: Steve Labdon Editorial Director: Steve Matthews Finance Director: Cathy Labdon Head of Production: Hamish Dickie Executive Editor: Paul Gunton Portfolio Manager – Media & Event Sales: Ian Glen
Zeebrugge has been the busiest LNG cargo reload port in recent years
Published by: Riviera Maritime Media Ltd Mitre House 66 Abbey Road Enfield EN1 2QN UK
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ISSN 1746-0603 (Print) ISSN 2051-0616 (Online) ©2015 Riviera Maritime Media Ltd
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editor’s
foreword
Maintaining high standards is a lifetime obligation for LNGC operators Steve Matthews
T
he LNG carrier fleet may be among the best maintained ships in operation, as they have to be, but they face significant challenges in
keeping those high standards. This is assisted by the fact that the fleet is on average relatively young with a large number of newbuilds having been delivered in recent years. But with some LNG carriers continuing in operation for decades it is crucial that those standards are not allowed to slip. The management of LNG carriers requires specialist knowledge and skills and not many shipmanagers have the capability of doing so. This supplement highlights those shipmanagers that do so, including Exmar Ship Management that is using its accumulated experience in running its own ships to provide similar services for third party owners. Among the pressures on shipmanagers as the fleet expands is ensuring that they recruit, train and retain the necessary skilled seagoing and shore-based staff to maintain those standards.
Having managed its own ships, Exmar is using its
Condition-based maintenance systems are becoming
experience to work with third parties
a vital tool in ensuring maintenance procedures are followed and here we highlight one such system,
Environmental issues are moving ever higher up
offered by engine supplier Wärtsilä.
the agenda and LNG carrier owners are having
As the LNG carrier fleet expands the need for
to consider retrofitting of some systems to meet
suitable shipyard repair facilities accordingly also
new requirements and to enhance efficiency. For
increases. This supplement highlights how some of
example the supplement highlights a project to
the new and expanding facilities that offer these
convert an LNG carrier to dual-fuel propulsion, and
specialist services.
the choices facing LNG carriers for installing ballast
Terminals play a vital role in the overall LNG
water treatment systems.
supply chain and it is important therefore that they are
The LNG fleet will continue to expand in the
also maintained and modernised to a high standard.
next few years. It is therefore vital that all the
The issues involved in the operation of LNG reloading
experience and knowledge that has been gained so far
capability are described on page 37.
in maintaining LNG carriers at a high level is available
Of crucial importance is the maintenance of
for new vessels and owners. The indications are that
equipment onboard and any necessary upgrading
existing owners, managers and equipment suppliers are
to optimise vessels efficiency. In this supplement
more than willing to do that, as it is in all their interests
there are details of several examples of how this is
that the high reputation of the LNG carrier sector
being done, including on propellers and compressors.
continues for many years into the future. LNG
LNG Carrier Lifecycle Maintenance 2015
5
repair
yards
Navantia extends its LNG net Navantia, the Atlantic Basin’s busiest LNGC repairer, is investigating LNG-powered vessel conversions and LNG bunker vessel construction In September 2014, when Navantia was handling a record seven LNGCs simultaneously, four were at the Ferrol yard …
A
look at the service logbook of Navantia
Matthew, British Emerald, Meridian Spirit and LNG Port
Shiprepairs Ferrol Estuary (NSFE) shows that
Harcourt in for repairs while across the harbour Fene
the Spanish company repaired 87 different
had Cheikh El Mokrani in drydock and LNG Gemini and
LNG carriers over the 1992-2014 period on behalf of 32 shipowner/manager clients.
Five of the seven were membrane tank vessels,
Repeat business has become a strong feature of
with both the GTT No 96 and GTT Mark III systems
Navantia’s work programme. A couple of older LNGCs
represented in the complement. The yard has recently
visited the yard 13 times during the past two decades.
upgraded its in-house Gaz Transport & Technigaz
Admittedly some of those bookings were quick stops for
(GTT) membrane tank welding school with the
minor repairs.
provision of a new workshop/classroom complex. The
The logbook reveals that 223 individual LNG carrier
repairer has also been working closely with GTT,
repair projects were completed over the 1992-2014 span.
class societies and customers to define and implement
The focus on such ships has intensified over the past six
innovative solutions that tackle the new technical
years; some 137 of the service contracts, or more than 60
challenges involving membrane containment systems.
per cent of the overall total, have been fulfilled since 2009.
Among the key customers providing repeat LNGC
NSFE operates two separate yard facilities within the El
business for Navantia are BP, with which the repairer has a
Ferrol port complex, Ferrol and Fene. Between them the
strategic alliance, Nigeria LNG, Exmar, Hyproc Shipping,
two centres completed 20 LNG carrier repair projects in
BW Gas, NYK, Golar, Teekay and Knutsen. The yard
2014, representing around 50 per cent of all commercial
points out that its proven abilities with LNGC repairs also
vessel servicing work carried out by NSFE during the year.
continue to attract new customers. Breakthrough ships
A notable milestone was passed in early September
in this category over the past two years include Wilgas,
2014 when Meridian Spirit arrived for servicing. The
managed by Awilco, and Sonangol Sambizanga, which was
newcomer pushed the number of LNG carriers at the
built for Chevron’s Angola LNG project.
two NSFE yards to a record high of seven. Ferrol had
6
LNG Leo alongside its fitting-out jetties.
The Sonangol Sambizanga project involved alongside
LNG Carrier Lifecycle Maintenance 2015
repair
yards
servicing work following completion of a comprehensive
Winter. Extending beyond a straightforward repair and
technical and commercial audit of the vessel by
maintenance contract, the job was undertaken in 2013
Chevron, Sonangol and Angola LNG. The work marked
and involved modification work to get the ship ready for a
the first visit to the yard by a member of the fleet
new regas vessel role as Brazil’s third LNG import terminal
built to serve the new Angola LNG project. Although
at Bahia. The installation of marine loading arms on Golar
the Angola ships are comparatively new, the project
Winter’s main deck to enable STS transfers from LNG
partners developed a lifecycle maintenance programme
delivery tankers moored alongside was part of the package.
for the vessels during the design and construction phase
Navantia is keen to build on its involvement with
and its provisions have been rigorously followed since
the extension of the LNG supply chain that is currently
the fleet’s entry into service.
taking place. For a start the yard hopes to secure the
Another ongoing development project is the joint
newbuilding contract for any LNG feeder/bunker vessel
initiative with Gas Natural and Reganosa under which
that the TEN-T feasibility study for northwestern Spain
shipowners whose vessels have been serviced by Navantia
deems to be warranted.
can take on a volume of LNG at the Reganosa receiving
Secondly its vessel-conversion capabilities could be
terminal in the Ferrol estuary for tank cooldown purposes.
extended to encompass the modification work required
In this way the LNG carrier can proceed to its first
to provide a ship currently powered by a conventional
loading port and commence cargo transfer operations
propulsion system with the ability to run on gas. Such
on arrival without delay. The principals have recently
conversions would entail the modification or replacement
initialled another formal agreement with the aim of
of existing engines, the installation of LNG fuel tanks and
further improving this service.
bunker connections and the fitting of gas feed arrangements.
Another local LNG project with which Navantia
Navantia is expecting an even busier LNG carrier
is involved is a feasibility study on the potential for
repair year in 2015 as a result of the decline in the
establishing the Ferrol estuary as an LNG distribution
price of oil and a closing of that window of arbitrage
and bunkering hub for Spain’s northwestern Galicia
opportunity offered by the shipment of European cargoes
region. The scheme comes under the aegis of the
to Asia. With LNG prices in Asia and Europe now on
European Union’s Trans-European Network – Transport
a par, more cargoes and ships are expected to remain in
(TEN-T) programme and would be eligible for funding
the Atlantic Basin, a region where the repair yard is a
from Brussels if given the green light.
prime service provider.
The shiprepairer is part of a study team being led by
At the time of writing, with the year only a month
Reganosa. The other members are Ferrol Port Authority,
old, already four LNGCs graced the NSFE berths. LNG
the University of Santiago and the Galician Institute
Gemini was laid-up alongside, LNG Leo returned for
of Energy (INEGA). Amongst the elements of the
a drydocking and Excelsior has departed with repairs
investigation being undertaken by Navantia is the design
completed. In addition Barcelona Knutsen at the yard for
of an LNG bunker/feeder vessel which would have a
a routine service. LNG
capacity in the 3,500-7,000m3 range and be able to carry out ship-to-ship (STS) LNG transfers, including to LNG-
This article was written by Mike Corkhill
powered vessels needing to take on bunkers. Another aspect being considered in the study is the design of barges and floating LNG supply stations. The repair yard is utilising its knowledge and experience of LNG carrier structural design, propulsion and containment systems and shipboard equipment in its work for the project. NSFE has also analysed the possibility of converting four 15,500 dwt chemical tankers and an oil shuttle tanker to enable them to run on LNG. One particular LNG carrier repair project which is standing Navantia in good stead in its contribution to the proposed TEN-T initiative is that involving the floating storage and regasification unit (FSRU) Golar
… while across the harbour the Fene yard was accommodating three ships
LNG Carrier Lifecycle Maintenance 2015
7
repair
yards
New service centres in the offing The tight-knit LNG repair yard community is about to be swelled by an existing facility in Malta and a new greenfield complex in Nigeria
T
he network of repair yards worldwide engaged in the servicing and maintenance of LNG carriers is small. The dozen or so facilities have made
major commitments in terms of equipment investments and staff training to ensure the ability to meet the LNG shipping industry’s demanding standards. As applications for membership in this exclusive club are relatively rare, the recent announcement that two yards have such aspirations has caught the industry by surprise. One of the candidates, Palumbo Malta Shipyard, is an existing shiprepair facility while the second, Badagry Shipyard, is a proposed greenfield project. With the Badagry initiative Nigeria is hoping to
FSRU Toscana visits the Palumbo yard in Malta in July 2013 for some finishing-off work prior to going on station
follow the example set by Malaysia, Qatar and Oman. All three are LNG exporters with their own significant
carrying out repairs on LNG carriers that employ Gaz
gas carrier fleets, and all three have provided the
Transport & Technigaz (GTT) membrane containment
wherewithal to service these ships domestically.
systems. During GTT’s vetting process a rigorous
Nigeria LNG (NLNG) has proposed the construction of
assessment of the Palumbo Malta Shipyard demonstrated
the US$1.8 billion Badagry Shipyard at the new deepwater
its ability to meet the high standards of safety and quality
Badagry port complex, 70km to the west of Lagos near the
required for servicing membrane tank ships.
border with Benin. The chosen site has been endorsed by
Under the technical service agreement (TSA) signed
Royal HaskoningDHV, the Dutch engineering and project
by the two principals, Palumbo personnel will benefit
management consultants, following the project feasibility
from both dedicated training conducted by GTT experts
study it carried out. NLNG is now courting potential fellow
and its advisory services during preparations for each
investors in the scheme.
maintenance operation. The TSA will enable the repair
The Nigerian plan is set to benefit from support
yard to acquire the skills necessary to service membrane
from Korea. NLNG has recently ordered six 170,000m3
tank LNGCs visiting its drydock to the required standard.
LNG carriers at Hyundai Heavy Industries (HHI) and
The Palumbo Malta Shipyard had a brush with a
Samsung Heavy Industries (SHI) as part of a fleet renewal
Moss spherical tank LNG vessel in July 2013. The ship
programme. Under the terms of the contract the two
in question was FSRU Toscana, the former 137,500m3
shipbuilders have promised technical assistance for the
LNG carrier Golar Frost, which had been converted into
project, including training of up to 600 Nigerians in
a floating storage and regasification unit (FSRU) at the
various shipbuilding, repair and maintenance disciplines.
Drydocks World yard in Dubai.
NLNG envisages a six-year construction timetable
While being towed from Dubai to her mooring
and the startup of all the elements of a modern repair
position off the Italian coast near Livorno, FSRU
yard within the new Badagry MegaPort zone in 2021.
Toscana was brought to the Palumbo yard for some final,
The facility would be able to service the company’s full
scheduled mechanical work prior to onsite installation
LNGC fleet as well as offshore rigs and all other types
and testing. Commissioning crew and supplies were also
and sizes of vessel on behalf of third parties.
taken onboard at the Maltese yard. LNG
In November 2014 the Italian Palumbo Group’s shipyard at Valletta in Malta received accreditation for
8
This article was written by Mike Corkhill
LNG Carrier Lifecycle Maintenance 2015
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repair
yard
directory
LNGC repair specialists Jurong Shipyard Pte Ltd
Sembawang Shipyard Pte Ltd
29 Tanjong Kling Road, Singapore 628054
Admiralty Road West, Singapore 759956
t: +65 6 265 1766
t: +65 6 752 2222
e: commercial.jspl@sembmarine.com
e: sembship@sembmarine.com
www.jspl.com.sg
www.sembship.com Docks
Location
Length
Entrance width
Max depth over block
Capacity
Crane uplift
Type of dock
Premier
Sembawang
384m
64m
8.5m
400,000 dwt
100 tonnes
Graving
President
Sembawang
290m
48m
8.5m
150,000 dwt
35 tonnes
Floating
KG VI
Sembawang
303m
39.6m
13.1m
100,000 dwt
50 tonnes
Graving
Republic
Sembawang
202.3m
42m
10.3m
60,000 dwt
25 tonnes
Floating
KFD
Sembawang
230m
35m
7.3m
65,000 dwt
25 tonnes
Floating
Dock no 1
Jurong
270m
40m
10m
100,000 dwt
80 tonnes
Graving
Dock no 2
Jurong
350m
56m
12m
300,000 dwt
80 tonnes
Graving
Dock no 3
Jurong
380m
80.2m
14m
500,000 dwt
100 tonnes
Graving
DD5
Jurong
335m
56m
11m
200,000 dwt
150 tonnes
Graving
Services: repairs, conversions, shipbuilding, rig construction and offshore engineering. Certifications: OHSAS 18001 2007; ISO 9001 2000; ISPS. Infrastructure: 3,600m quay with 11m-15m draught, two cryogenic workshops at Sembawang. LNG containment system repair licences: GTT no 96; GTT Mark III; also services Moss tank ships. Number of LNG carriers repaired at Sembawang and Jurong in 2014: Sembawang 32, Jurong 3 Number of LNG carriers repaired at Sembawang and Jurong in 2013: Sembawang 27, Jurong 3 Number of LNG carriers repaired at Sembawang and Jurong in 2012: Sembawang 21, Jurong 2 Did you know? The two shipyards, Sembawang and Jurong, are part of Sembcorp Marine. Sembawang, in particular, specialises in LNG carriers. Mitsubishi Heavy Industries, Yokohama Ship
t +81 45 629 1331
Repair and Marine Engineering Department
contact the yard via website enquiry form at www.mhi-global.comÂ
12 Nishiki-cho, Naka-ku, Yokohama, Japan Docks
Length
Breadth
Draft
Capacity dwt
Type of dock
331m
55m
8.5m
135,000 dwt
Graving
No.1 Drydock No.2 Drydock
255m
55m
6.2m
96,000 dwt
Graving
No.3 Drydock
176m
26.5m
9.5m
21,000 dwt
Graving
Services: repairs, refurbishment, conversions including engineering work. Certifications: LRQA; ISO 14001; OHSAS 18001 and ISO 9001. Infrastructure: six wharves. LNG containment system repair licences: GTT technical service agreement and welders certification for membrane repair by direct employees. Number of LNG carriers repaired in 2014: 5 Number of LNG carriers repaired in 2013: 5 Number of LNG carriers repaired in 2012: 5 Did you know? MHI Yokohama, based in Tokyo Bay, has more than 40 years’ experience offering both membrane and Moss-type LNGC repair and refurbishment. Its membrane-repair team includes welders able to meet a wide range of repair requests. MHI Yokohama also provides technical solutions and advice on LNG carrier maintenance.
10
LNG Carrier Lifecycle Maintenance 2015
repair
yard
directory
Drydocks World Dubai
t: +971 4 345 0626
PO Box 8988,
e: drydocks@drydocks.gov.ae
Dubai, UAE Docks
www.drydocks.gov.ae Length
Breadth
Draught
Maximum ship size
Type of dock
Dock No 2
366m
66m
12m
350,000 dwt
Graving
Dock No 3
521m
100m
12m
1,000,000 dwt
Graving
Dock No 4
411m
80m
12m
150,000 dwt
Graving
Floating dock
205m
32m
–
–
Floating
Services: dry docking, fabrication, newbuildings, conversions and flying squad. Certifications: OHSAS 18001 2007; ISO 9001 2008. Infrastructure: ten repair berths totalling 3,130m, cryogenic workshop 320m² and a 50 ha yard site. LNG containment system repair licences: GTT no 96, GTT Mark III and also handles Moss tank ships. Number of LNG carriers repaired in 2014: 4 Number of LNG carriers repaired in 2013: 9 Did you know? In November, the British Safety Council awarded a five-star rating to Drydocks World. Drydocks World has repaired more than 7,500 vessels with an aggregate tonnage of more than 500 million dwt. Nakilat-Keppel Offshore & Marine Ltd (N-KOM)
t: +974 4 419 7300
Erhama bin Jaber Al Jalahma Shipyard,
e: commercial@nkom.com.qa
Southern Breakwater, Ras Laffan Industrial City,
www.nkom.com.qa
PO Box 28388, Doha, Qatar Docks
Length
Breadth
Draught
Maximum ship size
Lift capacity
Type of dock Graving
Dock No 1
360m
66m
11m
–
–
Dock No 2
400m
80m
12m
–
–
Graving
Dock No 3
405m
66m
–
–
125,000 tonnes
Floating
Services: ship repair and conversion, fabrication and maintenance of offshore and onshore structures. Certifications: API ISO 9001 2008; OHSAS 18001 2007; ISO 14001 2004, ISO/TS 29001, Spec Q1 (eighth edition), API 2B, API 4F, API 6A; -ASME (U, U2, PP, S) and National Board R Stamp. Infrastructure: six wet repair berths, floating quay and loading quay totalling 2,750m, 11m depth alongside and a yard covering 50.8 ha. LNG containment system repair licences: GTT no 96, GTT Mark III, also handles Moss tank ships. Number of LNG carriers repaired in 2014: 21 Number of LNG carriers repaired in 2013: 28 Number of LNG carriers repaired in 2012: 34 Damen Shiprepair Brest
t: +33 298 434343 e: dsb_sales@damen.com
Port de Commerce, BP 31 122,
www.damenshiprepairbrest.com
Brest Cedex 1, France Docks
Length
Breadth
Draft
Lift capacity
Maximum ship size
Dock No 1
225m
27m
7.3m
30 tonnes
40,000 dwt
Type of dock Graving
Dock No 2
338m
55m
10.3m
90 tonnes
280,000 dwt
Graving
Dock No 3
420m
80m
10.3m
150 tonnes
550,000 dwt
Graving
Services: repairs and conversions. Certifications: ISO 9001 2000; ISPS. Infrastructure: 1,200m of quay space at four berths, and a cryogenic workshop. LNG containment system repair licences: All GTT NO and Mark membrane system, and also handles Moss tank ships. Number of LNG carriers repaired in 2014: 3 Number of LNG carriers repaired in 2013: 7 Number of LNG carriers repaired in 2012: 2
LNG Carrier Lifecycle Maintenance 2015
11
repair
yard
directory
Navantia Shiprepairs Ferrol Estuary (Navantia SA-SEPI Group)
t: +34 981 331880
Taxonera s/n, 15403,
e: shiprepairs.ferrol@navantia.es
Ferrol, Spain Docks
www.navantia.es Length
Breadth
Depth over block
Lift capacity
Maximum ship size
Type of dock
Dock No 2
205m
26m
9m
25 tonnes
25,000 dwt
Graving
Dock No 3
335m
51m
14m
100 tonnes
230,000 dwt
Graving
Dock No 4
155m
24m
5.2m
15 tonnes
20,000 dwt
Graving
Dock No 5
265m
38m
9m
80 tonnes
80,000 dwt
Graving
Services: All types of naval repairs and conversions, LNG carrier repairs and refits. Certifications: IS 9001:2008 by LRQA; ISO 14001:2004 by BVQI; OHSAS 18001:2007 by BVQI; NATO PECAL/ AQAP 2110/2210 by Ministry of Defence, ISPS by the port authority and Ministry of Defence. Infrastructure: five repair berths with 4,000m of quay space, lifting capacity up to 100 tonnes, or up to 800 tonnes on request, cryogenic workshop and workshops for mechanical, steel, pipe, electrical and electronic repairs, coating cabins, depot store, in-house steam turbine factory, medical centre, fire brigade, local LNG terminal with gas-freeing station and supply facilities, including cool-down and gas-up services and a bunkering depot. LNG containment system repair licences: Fully approved for all types of GTT cargo containment systems and services Moss tank ships. Approved repair centre for FUKUI cryogenic and safety equipment Number of LNG carriers repaired in 2014: 20 Number of LNG carriers repaired in 2013: 22 Number of LNG carriers repaired in 2012: 25 Number of LNG carriers repaired in 2011: 20 Did you know? Navantia SA is a state-owned company through the State Society of Industrial Participation, which is active in industry, infrastructure, communications, logistics, broadcasting, environment, power and services and is affiliated with the Spanish Ministry of Finance and Public Administrations. Navantia SA, the largest naval group in Spain, inherited nearly 300 years of experience in shipbuilding and ship repairs from the Royal Docks, established in 1726. Its three main yards are in Ferrol Estuary in north-west Spain, at Cadiz Bay in the south-west and at Cartagena Port in the south-east. Keppel Shipyard Ltd (Tuas Yard)
Keppel Shipyard Ltd (Benoi Yard)
51 Pioneer Sector 1, Singapore 628437
15 Benoi Road, Singapore 629888
t: +65 6 861 4141
t: +65 6 861 6622
e: ks@keppelshipyard.com
e: ks@keppelshipyard.com
www.keppelshipyard.com Dock name
www.keppelshipyard.com
Location
Length
Breadth
Draft/depth over sill
Capacity
Type of dock
Tuas Dock
Tuas Yard
350m
66m
13.7m
360,000 dwt
Dry dock
Raffles Dock
Tuas Yard
400m
64m
13.6m
400,000 dwt
Dry dock
Temasek Dock
Tuas Yard
301m
52m
14.4m
150,000 dwt
Dry dock
Drydock No 1
Benoi Yard
350m
60m
12m
300,000 dwt
Dry dock
Drydock No 2
Benoi Yard
300m
60m
12m
170,000 dwt
Dry dock
Services: ship repair, conversions including LNGC to FSRU projects, offshore engineering. Keppel claims market leadership in FPSO, FSO, FSRU and FLNG conversions since 1981. It has an extensive track record in LNG repairs and conversions and in specialised newbuilding and integration projects such as drillship integration, derrick lay barge newbuildings and jumboisations, as well as fabrication of turrets and topsides modules. Certifications: Singapore OSHMS standard SS506 2009; ISO 14001 2004; ISO 9001 2008; ISPS. Infrastructure: Sixteen berths totalling 4,244m dock & wharf cranes up to 240 tonnes and floating cranes up to 3,200 tonnes. LNG containment system repair licences: all membrane LNG vessels and all Moss tank LNG vessels. Number of LNG carriers repaired in 2014: 20 Number of LNG carriers repaired in 2013: 13 Number of LNG carriers repaired in 2012: 12
12
LNG Carrier Lifecycle Maintenance 2015
repair
yard
directory
Oman Drydock Company SAOC
t: +968 2 452 0222
PO Box 3972,
e: iseom@omandrydock.com
112 Ruwi, Muscat, Oman Docks
www.omandrydock.com
Length
Breadth
Depth over block
Lift capacity
Maximum ship size
Type of dock
Graving Dock No 1
410m
95m
14.5m
100 tonnes
600,000 dwt
Graving
Graving Dock No 2
410m
80m
14.5m
100 tonnes
500,000 dwt
Graving
Floating dock (planned)
300m
70m
9m–10m
100 tonnes
80,000 dwt
Floating
Services: repairs of vessels up to ULCC size, conversions, fabrications of offshore structures and accommodation barges. Infrastructure: five berths, 3,600m of quay space. Waste reception: the shipyard plans to install slop-processing and wastewater treatment systems at Quay no 5 to position ODC to handle tank-cleaning work. Number of LNG carriers repaired in 2014: 2 Number of LNG carriers repaired in 2013: 5 Did you know? Oman Drydock Co, based on the south eastern edge of Arabia outside Duqm, is one of the world’s newest ship-repair players. The $1.5bn shipyard is managed by South Korea’s Daewoo Shipbuilding and Marine Engineering and sees LNG as a target niche. Malaysia Marine and Heavy Engineering Sdn Bhd (MMHE) PLO 3 Jalan Pekeliling, PO Box 77,
t: +60 7 268 2111 e: marketing@mmhe.com.my
81700 Pasir Gudang, Johor, Malaysia Docks
www.mmhe.com.my
Length
Breadth
Depth over sill
Maximum ship size
Type of dock
Drydock No 1
385m
80m
14m
450,000 dwt
Graving
Drydock No 2
270m
46m
12.5m
140,000 dwt
Graving
Services: ship repairs, conversions and offshore engineering. Certifications: OHSAS 18001 2007; ISO 14001 2004; ISO 9001 2008; API Spec Q1 and 2B; ASME Codes. Infrastructure: one ship lift, two land berths, 750m²cryogenic workshop and invar welding training centre. LNG containment system repair licences: GTT No 96, and No 88, GT Mark III and Moss spherical tanks. Number of LNG carriers repaired in 2014: 13 Number of LNG carriers repaired in 2013: 15 Did you know? MMHE West yard is Malaysia’s largest fabrication yard and one of the largest dry docks in south east Asia. MSLNG, a sales and marketing joint venture between MMHE and Samsung Heavy Industries, carries out the shipyard’s LNG carrier repairs. Palumbo Malta Shipyard
t: +356 2 396 0000 e: maltashipyard@palumbo.it
The Docks, GhajnDwieli Road,
www.palumbo.it
Paola PLA, Malta Length
Breadth
Depth over block
Lift capacity
Maximum ship size
Type of dock
Dock 6
Docks
362m
62m
9.3m
150 tonnes
300,000 dwt
Graving
Dock 4
262m
40m
8.53m
50 tonnes
100,000 dwt
Graving
Dock 5
216m
27.4m
8.53m
50 tonnes
40,000 dwt
Graving
Services: repairs, conversions and refits. Certifications: ISO 9001 2008; ISPS code Infrastructure: More than 200,000 sq m equipped with shore services and dockside cranes, able to accommodate vessels up to 300,000 dwt and 1.3 km of berths. The yard also has workshops, storage and shore services. LNG containment system repair licences: GTT for membrane LNG carrier repairs and maintenance. Number of LNG carriers repaired in 2014: 4 Number of LNG carriers repaired in 2013: 2 Did you know? In November, France-based GTT signed a technical service agreement with Palumbo Malta Shipyard that enables the yard to carry out repairs to membrane tank ships. Palumbo Group has five shipyards in the Mediterranean, in Naples, Messina, Malta and Marseille. The group’s 14 docks repair some 400 vessels a year.
LNG Carrier Lifecycle Maintenance 2015
13
ballast
water
treatment
systems
Owners plan for ballast water treatment decisions With the BWM Convention likely to come into force in 2016 shipowners must decide what systems to install
T
he end of 2014 saw the IMO International
The International Chamber of Shipping (ICS)
Convention for the Control and Management
representing shipowners, expressed relief that the IMO
of Ships’ Ballast Water and Sediments (Ballast
Marine Environment Protection Committee (MEPC)
Water Management Convention – BWMC) inching
meeting in October 2014 responded to their concerns
tantalisingly closer towards the 35 per cent threshold
about the type-approval process for ballast water
of the world fleet that would trigger the starting gun on
treatment systems (BWTS). There will be a Study
a 12 month period before it comes into force.
on Implementing D-2 (the Convention standard)
There was a steady trickle of new ratifications
that is scheduled to be completed by 1 August 2015
during 2014 but none of them of sufficient fleet
considering how effectively already installed approved
size to take the total over the threshold, but it has
systems are operating.
reached almost 33 per cent and it is widely expected
There is recognition that some operators have
that the 35 per cent figure will be achieved early in
installed type-approved systems that might not meet
2015 so that the convention would come into force
the Convention requirements and that they should not
in early 2016.
be penalised when the Convention finally comes into
The other threshold, requiring 30 states to ratify it,
force. Proposals for identifying the affected ships are
was passed some time ago. By 22 December 2014 some
due to be submitted to the next meeting of the MEPC
43 states had ratified the convention, representing
in May 2015.
32.54 per cent of the world fleet.
The ICS has therefore changed its earlier position of discouraging states from ratifying and says that it will “no longer actively discourage those governments that have not yet done so from ratifying the Convention, in order that it might enter into force sooner rather than later”. The excruciatingly slow progress in bringing the Convention into force has posed problems for shipowners and equipment suppliers alike. Many systems have been developed but owners have been reluctant to make the necessary investments until the standards are finalised. The fact that the US has introduced its own type approval standard is an added complication that has led owners to be cautious. A few owners, including some LNGC operators, have gone ahead and ordered and installed BWTS. Most newbuilds not already fitted with BWTS are BWT ready in that they are designed for relatively straightforward retrofitting of BWTS when they are required to do so.
Coldharbour’s BWTS system being installed
14
The challenge for owners is that there is a wide
LNG Carrier Lifecycle Maintenance 2015
ballast
water
treatment
systems
array of suppliers and technologies but so far little
vessel types. We also see that filtration is a key point
experience of actual operations. For large LNGCs
of interest for our LNG clients. LNGCs normally have
the choice is relatively limited to those systems able
sufficient space and power available for the BWTS,
to meet the ballast volume and flow requirements of
so the challenge for vessel designers and OceanSaver
vessels and the needs of vessels to complete necessary
engineers is to optimise the installation both from cost
ballast treatment operations in line with their cargo
and operational point of view. For retrofit projects, we
handling timescales.
need to find solutions where the BWTS is properly
As implementation gets closer and more owners
installed, at same time as we work to limit the need
take decisions on BWTS, class societies have been
for interfering with existing equipment, cables and pipes.”
issuing and updating their guidelines to assist owners.
Coldharbour Marine has developed a Gas Lift
In August 2014 ABS published its latest Guide to
Diffusion (GLD) BWTS specifically for LNGCs. Chief
Ballast Water Treatment. It includes a section on
executive Andrew Marshall said: “Working closely
considerations for oil, gas and chemical carriers. ABS
with a number of LNG operators, Coldharbour has
offers a Ballast Water Management Systems Selection
developed options for both newbuild and retrofit
Service intended to “assist designers, shipyards, owners
installations that offer solutions to the specific
and operators in selecting the solution suited to the
requirements of LNG shipping.
unique needs of each vessel”.
“Unlike
most
systems
currently
available,
Speaking at the SMM event in Hamburg in
Coldharbour’s BWTS treats the water in ballast
September 2014, Ralf Plump, DNV GL’s lead on
tanks during the ballast voyage rather than in-line
environmental protection said that there are still
during loading or discharge operations. Treatment
several problems and issues to be clarified. These
is managed by way of a combination of ultra-low
include the safety issues of dealing with the active
oxygen inert gas and gas induced ultrasonic cell
substances that are used in some treatment systems,
disruption delivered via GLD units mounted in each
effective sampling and onboard self-monitoring,
ballast tank. This means that installing the system is
acceptance tests for systems whether on newbuild
extremely simple as no space is taken up by filtration
vessels or retrofits, and what alternative treatment
equipment and no changes to ballast pumps or ballast
methods are available in case of system failure, for
pipes are required and with no additional power
example shore based reception facilities.
generation capacity.”
DNV GL has been working with owners, including
US-based supplier Hyde Marine has signed a
LNGC owner Höegh LNG, in selecting an optimal
memorandum of understanding with Keppel Shipyard
BWTS for individual ships. Pål Gunnulfsen, vice
in Singapore and Hyde’s agent Seaquest Marine
president and head of fleet management at Höegh
Systems covering the installation of Hyde’s Guardian
LNG outlined the challenge facing owners. “We are a
Gold BWTS. Under the agreement Keppel will be able
relatively small organisation with limited resources, so
to carry out retrofit installations of Hyde’s systems
for us it was natural to enlist DNV GL as a technical
in Singapore. Hyde has also signed a partnership
partner to assist in the BWM vetting process.”
agreement with Grand Bahama Shipyard in Freeport
Norway-based BWTS supplier OceanSaver’s latest
for retrofit installations to be carried out there.
Mark II system uses filtration and disinfection using
In another agreement, with the Netherlands-
onboard generated oxidants delivered to the ballast
based engineering group Goltens Green Technologys,
water flow by side stream injection to eliminate unwanted
Goltens will offer shipowners advice and engineering
organisms. According to OceanSaver the process only
support on how best to fit Guardian Gold systems
requires a very small dosage of oxidants compared to
to existing vessels. A further partnership agreement
conventional electrolysis or oxidising disinfectants.
has been signed with UK-based shiprepair and are
engineering company Cardiff Craftsmen, which
continuously working to increase our presence in the
OceanSaver’s
Eirik
Lutnaes
said:
“We
will provide engineering support for BWTS retrofit
LNG market, as we see OceanSaver BWTS as a perfect
installations. LNG
fit for this type of vessel. Specifically the requirement for redundancy leads to tailor-made solutions, making
This is an edited version of an article that appeared
the installations on LNG vessels different from other
in LNG World Shipping Jan/Feb 2015
LNG Carrier Lifecycle Maintenance 2015
15
150226_LNGworldShipping_190_130_bleed.pdf 1 26.02.2015 11:41:02
C
M
Y
CM
MY
CY
CMY
K
charterers
BG builds on solid foundations Although less involved in vessel ownership than previously, BG Group is bringing its LNGC operating experience to bear on a growing charter fleet
B
G Group is one of the leading global players in the LNG industry and one of the leading users of LNG carrier tonnage. The UK’s Gas
Council, a BG forerunner, was involved with the first trial seaborne shipments of LNG in 1959, and in 2014 the organisation delivered 178 LNG cargoes to its customers, or 11 million tonnes. In recent years BG Group has sourced most of its LNG from Trinidad, Egypt, Equatorial Guinea and Nigeria through the long-term sales and purchase agreements (SPAs) it has with producers in these countries. The company also holds equity stakes in the LNG export plants in Trinidad and Egypt. Similar long-term agreements are in place covering the sale of LNG by the group to a range of customers. These are deals with Quintero LNG in Chile, Singapore LNG, China National Offshore Oil Corporation (CNOOC)
Methane Julia Louise, one of two 2010-built, tri-fuel
and Chubu Electric Power in Japan for the delivery of up
diesel-electric vessels sold recently by BG to GasLog
to 10 million tonnes per annum (mta) in aggregate. LNG output from BG’s Idku terminal in Egypt has
of 8.5 mta of LNG to be reached by mid-2016.
declined sharply in recent years due to a combination
BG has signed up for 5.5 mta of the output from
of the country’s rapidly rising domestic demand for
the first two Sabine Pass trains under a contract
gas and its dwindling reserves. Only one cargo was
which commences in 2016. This volume has been
loaded at the facility in 2014 and BG has turned to the
purchased by means of a tolling agreement under that
spot market to make up for the shortfall and meet the
the group is responsible for both lining up the gas to
requirements of its customers.
be processed at the Sabine Pass liquefaction facilities
The group has taken steps in recent years to build
and the shipping arrangements.
upon its solid LNG foundations by lining up new
The organisation has also finalised three more long-
sources of production and new customers, and new
term LNG supply contracts with customers and all are
vessels to link the two. Additional supplies will be
due to commence in 2015. Gujarat State Petroleum
provided by the BG-controlled Queensland Curtis
Corp (GSPC) and Tokyo Gas are new customers while
LNG (QCLNG) project and the Sabine Pass scheme
CNOOC has signed up for a second tranche, this time
in the US.
of 5 mta. The latter deal has boosted the total volume
The two-train QCLNG terminal at Gladstone in
that CNOOC will buy from BG to 8.6 mta and made
Australia loaded its first LNG cargo in December
the group the largest single supplier of LNG to China.
2014 and a further three commissioning cargoes were
The group’s overriding goal is to guarantee a
despatched in January 2015. The plan is to get the first
flexible supply portfolio. In this way BG aims not only
train to full production in the second quarter of this
to provide a steady stream of contracted consignments
year and to start Train No 2 operations in the third
on a long-term basis but also to enable cargoes to
quarter. This will enable QCLNG’s plateau production
be diverted at short notice when changes occur in
LNG Carrier Lifecycle Maintenance 2015
17
charterers
demand patterns and customer requirements.
Experience with multiple-engine, TFDE-powered
The shipping element is essential to the smooth
vessels can be worked to gain further vessel efficiency
functioning of supply chains that can be in a state of
improvements, not least in optimising engine sizing and
flux. Until a few years ago BG Group owned 12 LNG
cylinder arrangements to suit the variable operating
carriers, comprising eight with steam turbines and four
speeds likely to be encountered by the vessel. BG
with tri-fuel diesel-electric propulsion (TFDE) systems.
shipping staff work closely with the owners of the vessels
This fleet was technically managed by GasLog. More
it has on long-term charter to ensure its experience of the
recently, however, the company has sought to distance
reliquefaction, engine operation, engine arrangement
itself from direct LNG carrier ownership. Nine of the
and cargo tank insulation thickness factors in the ship
ships have been sold to GasLog and chartered back to
efficiency equation are brought to bear.
BG. All remain under the technical management of GasLog affiliate GasLog LNG Services.
The use of dual-fuel engines on LNG carriers over the past decade has pushed forward the boundaries
To ensure a supply of new tonnage to carry BG’s
of marine propulsion technology. The introduction of
QCLNG and Sabine Pass cargoes the company has
dual and tri-fuel diesel-electric propulsion systems has
agreed to take nine newbuildings currently under
provided efficiency and redundancy improvements as well
construction in Korea on long-term charters. Five
as reduced emissions compared with traditional steam
of the ships will be owned by Maran Gas and four
turbines. However, these power units have also posed
by GasLog. All will be delivered over the 2015-2016
challenges for shipowners and charterers, not least in terms
period. BG maintains a sizeable chartering position on
of the need for a more robust maintenance programme.
top of these long-term arrangements to cater for any
BG and GasLog have learned that making good use
mid-term and spot cargo opportunities that may arise.
of the remote diagnostics and online monitoring services
While
the
organisation’s
vessel
ownership
offered by key propulsion system equipment vendors
commitments may have lessened, BG places great
is an important tool in dealing with maintainability
emphasis on the monitoring and control of both the
issues. A critical part of this learning process, in
ships it has on charter and their management. The
the drive to secure ongoing reliability improvements
group’s shipping department is involved with the long-
in plant performance, is the detailed follow-up and
term charter vessels from the outset and is able to
troubleshooting of issues that do arise. Again this can be
bring its considerable experience to bear on ship design
carried out remotely in tandem with the vendors, with
features, equipment and management procedures.
the aim of introducing suitable remedial measures. LNG
The aim of this involvement is to secure improved safety levels, greater trading flexibility, enhanced
This article was written by Mike Corkhill
operating economics and optimised fleet maintenance arrangements over the life of the vessels. One of the features incorporated on the charter newbuildings is a small reliquefaction plant. BG also had this equipment fitted on a series of four 170,000m3 TFDE ships that were delivered to the group by Samsung Heavy Industries in 2010. The reliquefaction plants cater for those situations in which the ships are engaged in the increasingly prevalent short-term and spot trades. Because the vessels on variable, short-term voyages usually cannot maintain the high speeds common to long-term projects and dedicated shuttle routes, today’s more efficient engines are unable to consume all the cargo boil-off gas (BOG) that is generated. Excess BOG has to be directed to the ship’s gas combustion unit (GCU), where it is simply burned. In contrast the availability of a shipboard
18
reliquefaction plant enables surplus BOG to be processed
Dual-fuel engines have been stretching the marine
and returned to the cargo tank as revenue-earning LNG.
propulsion technology envelope over the past decade
LNG Carrier Lifecycle Maintenance 2015
The smallest
footprint on the market Hyde GUARDIAN Gold’s compact size and robust design make it ideal for newbuilds and retrofits. To learn more about how Hyde GUARDIAN Gold is a perfect fit for your ship, contact us at sales@hydemarine.com or 1.724.218.7001.
IMO TYPE APPROVED
USCG AMS APPROVED
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+1.724.218.7001 I sales@hydemarine.com I www.hydemarine.com
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shipmanagers
Growing fleet provides new challenges LNG carriers’ characteristics lead shipmanagers to take specific approaches to lifecycle maintenance
L
NG carriers typically have trading lives much longer than most commercial cargo carrying ships, often operating for as long as 40 years. During
such an extended period technology advances and commercial requirements and new legislation mean that the lifecycle management of LNG carriers is particularly important if they are to remain legally compliant and technologically and commercially efficient. For many years nearly all LNG carriers were owned and operated by the oil majors that used their services or by a handful of major shipowners. However, more LNG carriers have recently been built by independent owners, and their technical and crewing management contracted to in-house or third-party shipmanagers. These companies play a key role in the lifecycle management of the vessels and in advising the shipowners what upgrades are necessary to meet their operational requirements and maintain
Onboard maintenance is a key part of lifecycle management (Photo: Exmar)
the vessels to the high standards that are necessary and characteristic of the LNG shipping sector.
the supervision of highly experienced team,” he said, “so
among the leaders when it comes to LNG carriers.
the few actual problems experienced have been quite
Chris Clucas, responsible for LNGCs for the company,
minor and have not impacted the ship’s operations.”
said that BSM provides crew management services
One potential problem facing LNG ships is that as
for 20 LNG carriers, and full technical and crew
the global fleet increases, the availability of drydocks
management for two vessels owned by Thenamaris
able to carry out maintenance and repair work on such
LNG in Greece. The latter two ships have diesel-
specialised vessels could become limited, even though
electric propulsion and were recently delivered by
LNG carriers still comprise a small percentage of the
Samsung Heavy Industries in South Korea. Each has a
global fleet and dry dock intervals have increased.
TGZ Mk III cargo containment system.
20
manage were very well built in a top class shipyard under
Bernhard Schulte Shipmanagement (BSM) is
Mr Clucas commented: “Many LNGCs have the same
“We have several projects in hand that we foresee
types of specialised machinery, such as steam plants, gas/
will lead to an expansion in our technically managed
oil diesels, submerged cryogenic cargo pumps, and cargo
LNG fleet,” Mr Clucas told LNG World Shipping.
compressors. So it is important to organise dockings
Mr Clucas said that the main challenges specific
well in advance to ensure that specialist technicians are
to LNG carriers concerning their propulsion, cargo
available as and when required. In this respect, many
containment and cargo handling systems are often
LNG charters require notice periods of up to 12 months
related to the complexity of the design, especially in the
for maintenance of ships on project business, so it is
case of the integrated control systems. “The vessels we
possible to plan dockings in an orderly way.”
LNG Carrier Lifecycle Maintenance 2015
shipmanagers
With drydock intervals extending, the use of shipboard staff to maintain equipment and effect repairs becomes more important. Mr Clucas said that BSM’s normal policy is to use the ship staff to the maximum possible extent to maintain, troubleshoot and repair the equipment. “The staff on board are highly trained and experienced, plus they have the day-to-day familiarity with the systems,” he said. “In this respect LNGCs are no different to the rest of the fleet managed by BSM.” The growing LNG fleet has posed some challenges in terms of recruiting and retaining skilled shipboard and shore-based staff with the necessary specialist qualifications and experience. Mr Clucas said the LNG
Propulsion systems are always a challenge for
carriers are in demand among seafarers: “Our normal
maintenance (Credit: Exmar)
policy is to train and promote people from within our own resources, to the maximum extent possible, as our
economically viable or sometimes not available. Likewise
experienced staff are completely familiar with BSM
the condition of the hull steel, especially in the ballast
policies and procedures.
tanks, can influence the viability of any life-extension
“There can, however, be problems in complying
project. But LNG carriers are not unique in this respect.”
with the different experience matrices applied
Other particular aspects of LNG carriers are that
by various charterers. BSM will not take on the
the cargo spaces benefit from the dry, non-corrosive
management of additional vessels unless we can
and cryogenic nature of the cargo, so deterioration of
provide qualified and experienced staff to operate
the cargo containment systems is not the same problem
them to the client’s satisfaction.”
it is on some other ship types. And, if the cargo boil-off
Providing for the relatively long trading lives of LNG carriers poses particular challenges. Mr Clucas said:
is the main fuel, the propulsion system benefits from the clean alternative to heavy oil.
“In our experience with older vessels in general, the
These features mean that LNG carriers are good
major problems arise from obsolete equipment, which
candidates for conversion to floating storage or similar
simply has to be replaced when spares or repair are not
uses. With new, fuel-efficient vessels entering the
Keppel wins FLNG conversions Keppel Shipyard in Singapore has secured a
Keppel
is
providing
the
design,
second floating liquefaction vessel conversion
detailed engineering and procurement of
contract from Golar LNG. This follows shortly
the marine systems and all conversion-
after securing the first such contract. Following
related
the contract to convert the LNG carrier Hilli
Veatch will provide design, procurement
Keppel will also covert Gimi. Both Moss LNG
and commissioning support services for
carriers are being converted into FLNGVs.
the topsides and the liquefaction process
construction
services.
Black
&
Michael Chia, managing director marine
utilising its established Prico technology.
& technology of Keppel Offshore & Marine,
The project will take about 33 months to
said: “Together with Golar LNG and our
complete following the formal notice to
partner Black & Veatch we are confident that
proceed in 2015.
FLNGV conversion solutions are the answer
The Gimi conversion contract is the first of
to a need to bring small and mid-scale LNG
two options included in the original contract for
suppliers to market in a more timely and cost
the Hilli, so that one option to convert a further
efficient manner.”
unit is still outstanding.
LNG Carrier Lifecycle Maintenance 2015
21
shipmanagers
Teekay newbuilds reduce lifetime costs According to Teekay LNG its latest newbuild
engine complexity will also lower operating
vessels, installed with gas fuelled ME-GI engines,
costs and increase reliability. Teekay LNG has
will generate savings of over US$25,000 per
15 new vessels on order for delivery between
day compared with equivalent dual-fuel diesel-
2016 and 2020. “Long-term contracts with oil
electric vessels. Reduced boil-off gas with
and gas majors mean that vessel reliability and
reliquefaction will prevent LNG loss. The reduced
performance is crucial,” the company said.
world LNG fleet, it is likely that 2015 will see a number
company’s expertise and innovative approach to
of older ships withdrawn from trading and converted,
shipmanagement can add genuine value and contribute
despite being maintained in excellent condition.
to the customer’s business model.”
Belgium-based Exmar is a leading owner and operator
ESM’s LNG fleet manager said that the technical
of LNG and LPG carriers. Its Exmar Ship Management
challenges in lifecycle management vary according to
(ESM) unit provides technical management services
the specific characteristics and machinery of each vessel.
for the owned fleet but also for third party LNG and
Ships with steam turbine propulsion, which many LNG
LPG shipowners.
carriers still use, do not require much maintenance and
ESM has 15 LNG carriers under technical
use proven technology for many years, though with
management for four owners. The vessels include five
a relatively low level of efficiency. The high-pressure
conventional LNG carriers, eight LNG regasification
boilers mostly operate on gas and do not need much
vessels and two floating storage and regasification units
maintenance beyond regular classification inspections.
(FSRUs). All are fitted with membrane type cargo
“The latest generation of boilers has been designed
containment systems, while their propulsion systems
to operate at the limit of their capabilities in order to
can be steam turbine or dual-fuel diesel-electric.
increase efficiency,” he said. “Boiler components such
crewing
as economisers and superheater pipes operate at higher
management for vessels LNG Lerici and LNG
Exmar
handles
all
technical
and
temperatures, so we do employ sufficient methods
Portovenere of LNG Shipping, a fully owned
which anticipate repair needs during scheduled
subsidiary of Italian energy major ENI. It has an
drydocks in order to guarantee constant availability.”
Italian superintendent and Italian deputy marine
For (DFDE) systems, which have become more
superintendent based in Italy to provide technical
popular among owners as they increase fuel efficiency,
services and has adapted its shipmanagement system
the main challenge is that there is a lot of hi-tech
to meet ENI requirements.
equipment involved and a lot of electronics. ESM’s
ESM managing director Marc Nuytemans told LNG
LNG fleet manager said: “Maintenance needs to be
World Shipping: “Exmar Ship Management is interested
performed during drydocks by service engineers and,
in entering into long-term relationships where the
additionally, the systems are more complex in terms of troubleshooting onboard for the ships’ engineers and automation engineer. “Performing maintenance onboard during a voyage on the electric propulsion system or the dual-fuel engines presents a challenge as both are high-tech systems and are very sensitive. The suppliers of these engines have experienced a boom period in terms of demand and, consequently, there are quite a few teething problems with these engines that need to be addressed.” Normally the vessels have enough redundancy onboard for at least one engine to be taken out of service
Exmar Ship Management manages in-house and third party vessels (Photo: Exmar)
22
while the others are capable of ensuring propulsion. “The challenge faced with these propulsion systems
LNG Carrier Lifecycle Maintenance 2015
shipmanagers
is that much more assistance is required from service
must to guarantee this lifespan. Together with the owners,
engineers,” ESM’s LNG fleet manager said. “Not all
ESM has developed a master maintenance plan that takes
companies have service engineers available when needed.
into account all upgrades and renewal of vessel equipment
“Service engineers are very often required to solve
at their respective anticipated lifetimes. It allows owners to
problems, and suppliers require more time to train their
properly prepare their upgrade and maintenance budgets
service engineers. This can be a challenge when the
throughout the lifecycle of the vessel.
technicians that come onboard still need time to become
“With the increasing array of electronics present on
fully familiar with the products. Workload in the engineroom
board LNG vessels, operators are faced with components
can also rise due to the number of cylinders on board.”
and systems with a limited lifetime as suppliers are
Remote control access to the engine suppliers using the ship’s internet connection is becoming a new development may reduce the time to repair and generate cost savings in terms of travel time for engineers.
continuously improving them with the consequence that parts supply is available for a limited time period only.” ESM is implementing condition-based monitoring as an efficient and effective tool that permits operability while
Supply of electronic spare parts can often be a
ensuring that most of the maintenance work takes place
challenge. “At ESM an automated supply chain system
during drydock. “Repairs that can be performed by sea
is being designed using bar codes for spare parts with
staff will still be carried out by them but we see a tendency
regular inventories using rugged tablets on board to
towards either deploying riding squads or shore gangs.
ensure availability,” ESM’s LNG fleet manager said. “In
Many companies are also looking into service agreements
addition we are developing a comprehensive new online
with different suppliers to maintain their equipment,
maintenance system which will further improve efficiency.”
mainly for the hi-tech electronic equipment.”
He added that major shipyards now have cryogenic
He said that ESM selects crew at the level of
workshops to cope with the increasing number of LNG
cadets and junior officers and then trains and develops
vessels, and repairs to LNG vessels require an increasing
their careers, which ensures that it has not faced any
number of service engineers. But most work carried out
shortage of the engineers it needs.
at shipyards is similar to other ship types.
Conversion projects are a major part of ESM’s
He said that most LNG ship managers are focusing
work as part of its management of FSRUs. “Each
on fine-tuning their computer-based maintenance
regasification port has different requirements in terms of
programmes. “This requires more and more involvement
send-out capacity, regasification method, open or closed
from ships’ staff in performing maintenance while the
loop, efficiency, environmental requirements, etc.
vessel is in operation. Staggering running hours in terms
“We are currently involved in modifying five FSRUs
of operation will permit some maintenance jobs to take
this year. The modifications include adding four dual-
place later during the drydocking period.
fuel engines to a steam turbine vessel, adding a boiler
“LNG vessels are costly and usually built for a lifetime of 30-40 years. A master maintenance plan is an absolute
to a steam turbine vessel as an extra heat medium, and increasing cargo tank pressure modifications.” LNG
A new lease of life A pair of LNG carriers that are over 35 years
have also been lined up for a return to active
old have recently secured new employment
service having been laid up in Spain and
in a demonstration of the longevity of LNG
the Philippines, respectively, for more than
carriers and the importance of associated
12 months. They will be brought back up to
lifecycle management.
operational condition at the Spanish yard. The
The 1978-built 126,400m3 LNG Leo, operated
trio were part of an original eight-ship series
by General Dynamics in the US, was contracted
whose long-term charters ended in 2011. The
to carry a 100,000m3 part cargo from Rotterdam
other five ships have suffered varying fortunes.
to FSRU Toscana in Italy after having been
One is still trading, three have been or are
inactive at the Navantia yard in Spain.
being converted into floating storage units and
Two sisterships LNG Gemini and LNG Virgo
one has been scrapped.
LNG Carrier Lifecycle Maintenance 2015
23
reliquefaction
plants
Wärtsilä has its finger on the reliquefaction pulse The Wärtsilä service package for its LNG carrier reliquefaction plants aims at preventing downtime through remote support and monitoring N-KOM’s yard at Ras Laffan was able to drydock two Q-flex ships simultaneously
W
24
ärtsilä Oil & Gas Systems AS is building
Industries (SHI), and the ships were delivered between
upon the solid start it made in the provision
October 2007 and January 2010.
of reliquefaction plants for the LNG shipping
The other four LNGCs in service fitted with Wärtsilä
industry. Over the past year the engineering company
reliquefaction plants are a series of 170,000m3 ships built
has secured contracts to supply such equipment for eight
for BG Group by SHI and completed in 2010. These vessels
LNG carrier newbuildings. The new orders augment the
have tri-fuel diesel-electic (TFDE) propulsion systems, an
reliquefaction plants already supplied for 35 LNGCs
option that enables the use of either natural gas boil-off,
currently in service.
middle distillates or heavy fuel oil to propel the ship.
Of the existing vessels, 31 are Q-flex size ships of
The combination of the TFDE propulsion arrangement
210,000-216,000m3 built for charter to Qatargas and
and the reliquefaction system allows the shipowner to run
RasGas and the carriage of large volumes of LNG
the vessel almost exclusively on gas and to process any
produced at Qatar’s Ras Laffan industrial complex. Each
excess BOG not utilised by the engines for returning to
Q-flex LNG carrier is powered by a pair of traditional
the cargo tanks as LNG. It is up to the owner to decide
low-speed diesel engines that run on oil fuel.
which fuel to burn and his range of options is enhanced
As such the reliquefaction plant on each vessel is
by the fact that the partial reliquefaction plants of the
called upon to process all the cargo boil-off gas (BOG)
type fitted on the BG ships are still sized to process all the
generated during the course of normal operations and
cargo BOG generated on the vessels if required.
return it to the tanks as LNG. The arrangement enables
Over the 2012-2014 period all 31 Q-flex vessels
cargo losses to be minimised and outturns to be optimised.
were docked at the Nakilat-Keppel Offshore & Marine
Construction of the Q-flex fleet was shared between
(N-KOM) repair yard in Ras Laffan for their five-year
Daewoo Shipbuilding & Marine Engineering (DSME),
surveys and maintenance drydockings. Servicing of the
Hyundai Heavy Industries (HHI) and Samsung Heavy
reliquefaction plants on the ships was a key part of these
LNG Carrier Lifecycle Maintenance 2015
reliquefaction
plants
scheduled visits to the repair yard. Wärtsilä Oil & Gas Systems has developed a rigorous service package for these units which places emphasis on preventing downtime through the remote support and monitoring of the process plant. This helps the vessel operator to limit planned maintenance, beyond the routine servicing which can be carried out by the crew while the vessel is in employment, to the ship drydockings that take place every fifth year. The reliquefaction plant on a Q-flex ship comprises
The Operim traffic light reports make it easy to quickly assess the status of the reliquefaction plant
two BOG compressors, each able to handle 100 per cent of the maximum anticipated load; two 100 per cent
and control cabinets. After such a fault is tracked down by
companders; and one 100 per cent cold box. There is
our support team, it can be repaired by the crew on board.
also an auxiliary equipment complement which includes
More diffuse issues due to off-spec cargo tank conditions
nitrogen booster compressors, LNG pumps and a fully
have also been resolved by the support team.
automated control system that forms part of the ship’s
“In addition to fault-finding and support, the data
integrated automation system (IAS). The Wärtsilä
link is also used to collect operational data as part
reliquefaction plant’s compander, which is supplied
of a programme called Operational Performance
by Atlas Copco, is an integrated, three-stage turbo
Improvements (Operim). The collected process data is
compressor with expander stage, all mounted on one
not only used to detect operational issues in individual
gear and powered by either a 4.5MW or 5.5MW motor.
plants but also to look for fleetwide trends and patterns.
“The reliquefaction plant on the Q-flex ships is the
“After having analysed data from nearly 200 sessions,
primary pressure control system for the LNG cargo tanks,
a relatively small modification was implemented to the
and any downtime of the overall system will have major
reliquefaction plants on a number of the ships in order
consequences,” states Torgeir Paulsen, business unit
to improve the power efficiency and capacity and thus
director, aftermarket for Wärtsilä Oil & Gas Systems.
increase overall system efficiency. The effect of the
“Our plant design provides full redundancy with respect
modification is currently monitored by analysing new
to the rotating machinery which, in turn, contributes
Operim data.”
significantly to the high overall uptime of the plant.
The modification work was carried out during the
The large compressors normally only need maintenance
recent five-year surveys and drydockings of the Q-flex
during drydocking, while the rest of the plant consists of
vessels. It also encompassed modifications that ensure
standardised equipment that requires little maintenance
improved flexibility, including faster ramp-down of the
beyond what the crew is able to carry out.”
capacity, allowing the reliquefaction plant to run at
Leslie Fernandes, senior service engineer with
full capacity for a longer time when approaching the
the company’s Dubai support team, further explains:
unloading terminal. In addition the ability to seamlessly
“Wärtsilä has focused on providing operational support
switch from running the ship’s gas combustion unit
to the operators of ships with reliquefaction plants, as
(GCU) to running reliquefaction was provided, as were
system issues are more critical than any mechanical
improvements related to warm start-up.
faults that may occur in the redundant subcomponents.
Further modifications were made on some ships which
“Our LNG support team is based in Dubai, close
yielded improvements in free-flow operation during the
to the customers, and everyone in the reliquefaction
ballast voyage, ie, without running the BOG compressor.
plant supply chain has 24/7 access to Wärtsilä’s
This measure allows the carriers to keep the cargo tanks
expert engineers in Norway. This arrangement is
cold during the ballast voyage in a more efficient manner.
offered to all customers as part of a support contract.
During the drydocking maintenance work on all 31 Q-flex
On a number of ships our support team can connect
vessels at the N-KOM yard in Qatar the large compressors
remotely, giving them access to the same screens as
were overhauled by their manufacturer, Atlas Copco, under
those in front of the cargo control officers on board.
Wärtsilä supervision and project management. LNG
“Typical issues that can be resolved remotely,” continues Mr Fernandes, “include signal errors in instrumentation
This article was written by Mike Corkhill
LNG Carrier Lifecycle Maintenance 2015
25
conversion
Dual-fuel conversion project set to get underway A project to convert one of Nakilat’s Q-max vessels to dual-fuel propulsion using an MAN engine will take place in Qatar during drydocking
T
his summer the Nakilat Q-max vessel, the
emissions regulations, since the original decision to
266,000m3 Rasheeda, which was built in 2010,
power the vessels with conventional diesel propulsion.
will have its propulsion system converted from
Preparatory design work for the conversion of the
diesel to dual-fuel. If successful it could lead to the
engines has been completed and the manufacturing
similar conversions of more of Nakilat’s 45 Q-max and
of engineering components, suppliers’ equipment
Q-flex vessels.
and associated piping, electrical and safety systems
The conversion will take place during Rasheeda’s planned five-year drydocking and class survey this summer taking place in Qatar.
is under way. Rasheeda is due to arrive at the Nakilat-Keppel Offshore & Marine (N-KOM) yard at Ras Laffan in
The project to convert the Rasheeda followed an
Qatar, in early May 2015. During the estimated 60 day
agreement in January 2014 between Nakilat, charterers
project, the vessel’s two engines will be converted with
Qatargas and RasGas on the one hand and engine
completion planned by the end of July 2015.
supplier MAN Diesel & Turbo (MDT), which supplied the vessel’s original diesel engines.
The ME-GI engines will provide the same operational characteristics as the original diesel units, with no
All the Q-flex and Q-max ships are currently powered
reduction in performance or change in load response.
by twin low speed, two-stroke 7S70ME-C diesel engines,
Safety systems will ensure there is no escape of gas
producing a power output 43,539kW giving a service
into the machinery spaces and no unintentional gas
speed of 19.5 knots. The project will convert the engines
injection. The concept eliminates knocking and is not
into dual-fuel, gas-injection (ME-GI) units.
gas quality-sensitive.
The move has been prompted by advances in dual-
The main challenges for this conversion project
fuel engine technology, fuel price trends and the tougher
involve providing the necessary fuel gas supply system (FGSS) and injecting high-pressure gas into the engineroom and main engines safely. The FGSS for Rasheeda will be supplied by TGE Marine Gas Engineering GmbH in Germany. Two options were available for the FGSS design, gas compression or high-pressure liquid, positive displacement pumps in tandem with a forcing vapouriser. Using gas compression would enable Rasheeda to process cargo boil-off gas (BOG) for use in the engine, but the size and weight of the required compressor, as well as its high power consumption, made it uneconomic for a retrofit project. By using high-pressure liquid with positive displacement pumps, the vessel will draw off LNG from the cargo tanks and continue to process cargo boil off
Rasheeda is set to be the first LNGC with low-speed diesel propulsion able to run on gas
26
gas in its reliquefaction plant. TGE Marine will supply the FGSS in the form of a
LNG Carrier Lifecycle Maintenance 2015
conversion
skid-mounted unit for positioning on a cantilever deck on the starboard side forward of the cargo machinery room. The skid, complete with gas-handling equipment, will weigh about 30 tonnes. LNG for the ME-GI engines will be taken from Rasheeda’s Nos 4 and 5 cargo tanks using two electric submerged pumps. The feed pumps and piping will be secured to the existing cargo tank pump towers at the aft ends of the tanks while the necessary electric cables and piping will pass through the cargo tank domes. The LNG will then be transferred to a buffer tank on the skid which has internal booster pumps to transfer the cryogenic liquid fuel to the ACD gear-driven, highpressure, positive-displacement pumps. The FGSS can also take boil-off gas condensate from the cargo tank return of the ship’s reliquefaction plant if the liquid level in the cargo tanks is below the feed pump suction or a reduction in the nitrogen content of the cargo is required. The next stage will be to pass the LNG through an ACD forcing vapouriser to obtain the required delivery
The existing ME engines will require additional engine
temperature of 45°C.
components to transform them into ME-GI units
The FGSS skid also includes venting connections and piping loops to purge the system with nitrogen and to
across the control oil system.
provide water/glycol for the vapouriser. The high-pressure
In addition to manufacturing, supplying and
gas then passes through a fuel gas master valve (FGMV).
installing the mechanical engine components, MDT will
All fuel feed connections from the FGMV to the
provide supervision at N-KOM for the installation and
main engines are through double-walled pipe made from
commissioning. Comprehensive hazard identification
duplex stainless steel.
and hazard operability studies have been completed.
MDT has developed several new or modified
During Rasheeda’s post-conversion sea and gas trials an
components with additional operating systems for the
engine vibration measurement study will be undertaken.
engine conversion. They include cylinder covers, the gas
N-KOM will deliver engine system interface piping
control block, the gas injector valves sealing oil pumps,
and cabling as well as other interface components
and control systems.
such as gaskets, nuts/bolts and isolation modules. Gas
The fuel delivery system routes the high-pressure gas
and fire detection systems will be in place during the
through the gas combustion unit room to the gas valve train
conversion and the yard will also provide manpower and
block for each engine. This is mounted on the manoeuvring
supervision for the installation and commissioning. The
side of the cylinder cover. The gas is then passed through
Rasheeda conversion will require an estimated 1km of
bores in the cylinder cover to the gas injector valves, which
new piping and 2km of cabling.
are hydraulically controlled and electrically activated. The
Christian Ludwig, senior manager for retrofit
cylinder pressure and the gas accumulator pressures are
and upgrade with MAN PrimeServ, the engine
continuously monitored. Any detected pressure deviation
manufacturer’s servicing unit, said: “It is important that
will trigger a gas stop and the engines will switch seamlessly
our industry has shipowners like Nakilat who are willing
to the use of heavy fuel with no loss of power.
to be first movers. LNG
The gas tightness between the fuel gas and the control oil which activates the window valve and the gas
This article was written by Syd Harris
injectors is maintained using sealing oil. The sealing oil
This article is an edited version of an article that first
maintains a pressure between 25-50 barg (2,600-5,100
appeared in the November/December issue of LNG
kPa) above that of the fuel gas to ensure no gas leakage
World Shipping
LNG Carrier Lifecycle Maintenance 2015
27
BOG
compressor
servicing
Cryostar hits a century with four-stage fuel gas compressors Cryostar has servicing agreements and maintenance programmes in place for its four-stage fuel gas compressors for dual-fuel diesel-electric LNG carriers
After Cooler
Flow Control
Liquid Fuel
Inter Cooler
DFDE ENGINES
GCU OPV
Forcing Vaporizer
Vent Mast
Tank
Tank
Tank
Tank
Cryostar’s four-stage fuel gas supply flow diagram
E
arly in December 2014 Cryostar successfully tested its
100th
four-stage boil-off gas (BOG) compressor
at the company’s headquarters in Hésingue in
a few teething problems, the compressors have operated reliably and fulfilled the requirements of the operators.
France. A remarkable achievement considering that the
Extreme operating conditions have been well covered,
order for the first four-stage version was only made in
such as the high inlet temperatures experienced on ballast
December 2010.
passages and the very low fuel gas flows that occur
This first unit was one of a pair supplied to Samsung
when alongside terminals during loading or unloading.
Heavy Industries on Geoje Island in Korea for installation
Employing four-stage units means the long periods required
onboard the
155,000m3
Gaslog Shanghai, which was
delivered to owner GasLog in January 2013. The ship has
for cooldown of the two-stage compressor at start-up are also no longer required.
Wärtsilä dual-fuel diesel-electric (DFDE) propulsion in the
Cryostar operates maintenance agreements with major
form of three 12V50DF engines and one 8L50DF unit and
customers from Greece the UK, Malaysia and Japan under
would be expected to undergo it first planned dry-dock
which the fixed price of both major and minor Drydock Kits
maintenance after 60 months of operation.
is held for two years. After this time the costs are linked to
Currently there are 20 LNG carriers in service
28
vessels includes another 55 such ships. Apart from
official French inflation figures and are adjusted annually.
with Cryostar four-stage compressors – each with
Cryostar will supply a Drydock Kit for every type
two units – but the worldwide orderbook for such
of compressor included in the agreement at any time
LNG Carrier Lifecycle Maintenance 2015
BOG
compressor
and at contract cost. In addition this service agreement ensures the availability of Cryostar engineers for any preventative maintenance.
servicing
required the total BOG can be reduced, saving cargo losses. The DFDE fuel gas supply system requires a consistent, stable pressure of 6 barg (700 kPa) at the engine gas
Compressors are typically serviced on a planned basis
valve unit, where the pressure is regulated according to
depending on the ship’s drydocking scheduling, with
engine loading. This supply system has to cope with BOG
a maximum interval of five years. A system of minor
conditions that vary greatly across the entire voyage profile
and major overhauling is used with alternate redundant
and with different engine loads.
machines being serviced during each drydock. This
BOG is fed from the cargo tanks to the cargo machinery
programme results in a minor service every five years and a
room, where the compressors are installed. As the cargo
major overhaul every 10 years for each piece of equipment.
handling machinery is also tasked with tank pressure control,
The major service involves opening the gear box for
any surplus gas not consumed in the engine can be routed
inspection and exchange of the high-speed shaft bearings.
to the gas combustion unit (GCU) for disposal. As some
It is determined by the running hours of the compressors.
carriers generate more BOG than the engines will consume
Crew perform routine minor condition checks as part of
at normal operating speeds, the surplus cargo in the form
their normal duties, as well as monitoring of the condition
of BOG is lost. This has driven major efforts to reduce the
of the lube oil and calibration of instruments as required.
BOG rates in more recent LNG carrier tank designs.
Development of the four-stage BOG compressor took
In cases where the BOG is insufficient for the engine
place to meet a need from operators of LNG carriers whose
requirements, additional LNG can be pumped from the
vessels use DFDE propulsion. Early ships were equipped
tank and routed to the forcing vaporiser to make up the
with two-stage versions that were limited in their range
shortfall. Alternatively some engines are able to run on
of operating temperature. This necessitated a pre-cooling
heavy fuel oil (HFO) and gas simultaneously. The choice
of the inlet gas to a level that allowed the compressor
of fuel is a matter of economics but recently gas has been
to achieve the required pressure using the two available
preferred in most cases.
compression stages.
Cryostar co-operates with all the major classification
Since the vessels rely heavily on BOG for fuel, as dictated
societies for cargo handling machinery during project
by charter contracts, the operation was severely limited on
execution for plan approval submission as well as
the ballast passage in particular. This led to a need after the
component and material certification. All factory
cargo discharge for cargo engineers to retain more cargo
acceptance tests (FATs) before shipping are witnessed by
heel in the tanks to provide fuel gas. This was in addition to
a class representative, as is the process of installation on
providing sufficient LNG volume for the spray pre-cooling
board before the vessel sea trials. Numerous checks are
required for the intended return voyage. Commercially this
performed and overall certification provided.
was a disadvantage as, typically, it reduced the delivered cargo volume by some 200m3 for each round trip.
Neil Wilson, commercial manager at Cryostar’s LNG transport and terminals business unit, says: “Successes are
The natural solution was to develop a compressor
achieved when an owner, charterer or shipyard is engaged
that could provide the necessary pressure over the entire
with makers of key equipment before and during the vessel
operating range without the need for pre-cooling. Designing
definition phase. Understanding of the required operation
a non-cryogenic compressor would have resulted in an
modes and unique circumstances expected will allow a
oversized capacity during the laden voyage, when the BOG
collaborative effort in order to deliver the best possible
is cold. Under these conditions, a large amount of recycling
solution for both the propulsion and cargo handling.”
is required during the major part of the voyage and the
He adds: “If the result is a new machine design, then
efficiency is poor. A combination machine that could
the close co-operation during the first few months of
handle both warm and cold gas was developed as a more
operation is crucial to derive the best benefit from the
comprehensive solution that had greater flexibility while
optimal operation of the system.
still retaining relative simplicity. As no spray cooling is Service intervals for rotating machinery Timescale
5 years
10 years
15 years
20 years
Machine 1
Minor
Minor
Major
Minor
Machine 2
Minor
Major
Minor
Major
“After some years of operation, when the first servicing is necessary, early interaction between owner and vendors will allow a smooth drydocking process with the right parts and people meeting at the vessel.” LNG This article was written by Syd Harris
LNG Carrier Lifecycle Maintenance 2015
29
condition
based
maintenance
Wärtsilä improves efficiency of LNGC operations Condition-based maintenance plays a greater role in assuring performance of dual-fuel diesel-electric LNG carriers
L
NGC operators who have technical management agreements with Wärtsilä for the condition-based maintenance of dual-fuel diesel-electric (DFDE)
propulsion systems will double in number in 2015. Today nearly 60 vessels in service use some 200 of the manufacturer’s 50DF engines in total, with most of these ships under a service agreement. The company says that more and more customers are interested in having long-term maintenance agreements with a broad scope of services that ensure the optimal performance of the vessel, its maximised lifetime and reduced operational costs. Typical services include condition monitoring of the engines, technical support
Specialists at Wärtsilä’s global contact centre
and management of spare parts. Wärtsilä offers technical support and advice for the initial commissioning of the engines and during the
sampling and reporting.
first year of operation, after which an LNG technical
Examples of LNG carriers in service where the time
management agreement (TMA) for servicing by the
between overhaul (TBO) has been extended are growing
manfacturer and regular maintenance can be put in place.
in number. A typical extension can be from 18,000 to
The TMA includes a condition-based maintenance
24,000 running hours, and several LNG carriers have
(CBM) system to ensure planning for improved predictability
achieved this. It is vessel operators who make the decision
and optimised operation. The system enables engine
about whether to extend TBO with dynamic maintenance
parameters to be fed into a Wärtsilä database where they
planning or to retain the existing overhaul programme.
are evaluated by specialists at the engine-maker’s CBM
The condition evaluation by the specialists at the CBM
centre. CBM has the advantage of allowing early detection
centre is based on reports from on-line data and competent
of performance issues, reducing downtime, reducing costs
onboard inspectors. Wärtsilä points out that as the original
and assisting with planning for major overhauls.
equipment manufacturer, it has full control over component
Due to the constant monitoring, engine maintenance
design and material durability. The manufacturer also knows
requirements can be predicted and will be based on its actual
which components are critical from a safety point of view
condition. Wärtsilä sees possible savings in operational costs
and can set the correct safety limits. Critical components and
of up to 2 per cent due to reduced fuel consumption. It sees
their safety limits are determined from extensive experience
an overall reduction in maintenance costs of 10-20% and,
and component evaluation.
importantly, fewer unplanned stoppages.
30
condition monitoring, periodic inspections and crew
Good progress is being made with on-line support and
Wärtsilä has also developed a dynamic maintenance
direct assistance to the ship based on proven technology
planning (DMPTM) concept with the potential to extend
that is now available. One positive outcome has been a rise
maintenance intervals. In tandem with the continuous
in satisfaction experienced by onboard personnel. Another
measurement and analysis, operation can be optimised
is the increased ease of troubleshooting, the reduction in
and maintenance needs predicted. DMP is based on
time taken to carry it out and the cut in downtime.
LNG Carrier Lifecycle Maintenance 2015
condition
based
Considerable savings can result when a speedier
maintenance
support, the vessel would not have been able to burn gas
solution is found to technical problems without the need
in its engines and continue its commercial operation.”
for unscheduled physical attendance and the associated
Mr Kortelainen highlighted the daily work of the
costs and travelling expenses. One case that perfectly
contact centre experts. “The co-operation between
illustrates the advantages gained from the availability of
different teams is excellent,” he said. “Remote support
online support for instant trouble-shooting, Wärtsilä says,
specialists, a technical maintenance team and automation
is that of a GasLog LNGC on which an onboard problem
experts sit next to each other. When we combine all this
occurred in 2014.
expertise our customers get the best possible service, no
The new ship had started operations by completing
matter how far away they are physically.”
the loading of LNG but departure failed to go as planned
Wärtsilä says the beneficiaries of its maintenance
as the DFDE engines would not operate in the gas mode.
agreements for DF engines in the case of LNGCs will
The onboard engineer contacted Wärtsilä’s global centre
include shipbuilders, owners with long-term charters,
in Finland to try to find a quick solution to the problem.
new build projects, fleet and maintenance managers,
The crew needed immediate support to identify the
and companies who want to reduce the numbers of their
reason for the malfunction and to return the engines back
shore-based technical staff.
into a gas mode working condition.
Demand for dual-fuel diesel-electric (DFDE) propulsion
Superintendent Petri Kortelainen received the support
using 50DF engines from Wärtsilä has been unprecedented,
request in Finland and logged into the LNGC’s engine
the manufacturer says, since the first LNG carrier order for
monitoring system. With the assistance of the ship’s engine
this type of arrangement in April 2002. It adds that the
staff and a service engineer on board, incorrect engine
success has resulted in a huge increase in service activity
settings were identified as the cause of the problem.
both now and planned for the future.
The settings were changed and the engines were able
Operators with Wärtsilä LNG service agreements already
to operate in gas mode. The ship set off without the need
in place include Dynagas Ltd (covering seven ships), GasLog
for any unscheduled onboard maintenance visits. GasLog
LNG Services Ltd (covering seven ships), Maran Gas
LNG Services fleet manager Miltos Zisis said at the time:
Maritime Inc (six vessels), Thenamaris (Ship Management)
“We would like to thank Wärtsilä’s remote support
Inc (four) and TMS Cardiff Gas Ltd (four). LNG
specialists for their support during the LNG loading This article was written by Syd Harris
operation of our new build vessel. Without the on-line
Vessel Operator
Chief Engineer On Off
Vessel / Fleet Manager
WOIS
Enable/disable Wärtsilä on-line support Physical switch with key
Automatic data
On-line data
Wärtsilä support team
Screen sharing including conference features (chat, voice etc)
Manual entry data CBM data via email
Teamviewer
CBM data
Contract Manager
Maintenance Planner
Remote Support Expert
Operations support on-line
CBM Expert Analysis & recommendations
Schematic of the online support system
LNG Carrier Lifecycle Maintenance 2015
31
hull
and
propeller
performance
analysis
CASPER ghosts in as LNGC shipowners’ friend Propulsion Dynamics has developed a ship performance monitoring service to conserve fuel, reduce emissions and validate charterparty performance
T
he Computerised Analysis of Ship PERformance
has surged in the past year owing to the fast speeds and
(CASPER®)
service from Propulsion Dynamics
long-term charter contracts for these ship types. Hull
provides shipowner’s technical and operations
and propeller cleanings at optimal intervals together
managers with the information needed to sustain
with the right cleaning technology are important in
propulsion efficiency. It allows decisions to be made on
order to sustain the highest propulsion efficiency and
planned maintenance relating to in-water or drydock hull
ensure ships are performing within charter party figures.”
cleaning, coating selection and propeller polishing. This
Hundreds of vessels are now making active use
is especially important for LNG ships operating at high
of the performance analysis produced. As well as
speeds and on long-term charter contracts, when hull
LNG and LPG carriers, these include oil tankers,
performance is critical.
containerships and bulkers, with the first shipowners
Within the gas transport sector, LNG carriers
having signed up for the service in 2003.
using the service range in size from 130,000-
CASPER focuses entirely on ship hydrodynamic
165,000m 3, with smaller LPG carriers capacities
analysis and begins by generating a performance
ranging from 57,000-85,000m 3.
model as the basis for a comparison between sea trial
More than 3,000 ship-years of operations and
performance and data recorded at sea. The model is
hydrodynamic analysis of ocean-going vessels have
based on the gathering of design information for each
been obtained for ships in all operations, under all deep
ship, including hull dimensions, propeller diameter,
sea navigational parameters, all hull coating systems
blades and data on area and pitch.
and all in-water maintenance technologies.
At intervals either the crew or auto-logging
Daniel Kane, vice president at Propulsion Dynamics,
monitoring systems record performance data while the
says, “Interest on the part of LNG owners and operators
ship is in service. These are forwarded to Propulsion Dynamics and are based on the company’s proprietary instructions. Data include a hydrodynamic snapshot of the performance of the vessel and can be collected at any speed and draught and in any weather, making the service suitable in an eco-speed environment. In the case of auto-logged data, filtering is used to acquire steady state datasets. The company’s naval architects analyse the data and adjust coefficients for variables such as wind, waves and wake resistance through a range of performance data for different speeds, weathers and draughts. All actual data is compared with the performance model to produce the important non-dimensional key performance indicator (KPI) called added resistance.
Naval architect Ditte Gundermann views separate information on resistance from hull and propeller
32
CASPER’s novel process of analysis involves three key areas: speed, weather and sea conditions, and hull
LNG Carrier Lifecycle Maintenance 2015
hull
and
propeller
performance
analysis
and propeller resistance. Calculation of speed through
hull coatings. Coating decisions can be based on past
water comes from from information on propeller
analysis results together with assessment of the effects
revolutions, power delivered to the propeller and
of new hull and propeller cleaning methodologies.
propeller characteristics, as onboard speed logs are not
LNG carrier owners need to consider four aspects of
always accurate enough. The actions of wind and waves
hull and propeller performance when predicting future
are corrected for up to Beaufort Scale 7, and CASPER
trading contracts:
calculates the increase in hull and propeller resistance to
• Permanent resistance. Ship performance can fall
distinguish the effects of resistance from these two areas.
because as ships age, the hull may deform or propellers wear
In the case of power readings for LNG ships, there
• Basic roughness. Older ships with many dockings
are nuances to consider. For example, for steam turbine
in which only spot blasting was conducted are prone
propulsion both fuel consumption and boil-off gas
to significant performance losses due to the resistance
(BOG) are reported with the corresponding fuel energy
caused by old hull coating systems, or macro-roughness
values. A corresponding power is calculated from the
• Hull fouling. Slime, light marine growth and barnacles
combined consumption. As this would normally include
all contribute to performance losses. Gentle cleaning of
power for purposes other than propulsion, the added
the vertical sides can reduce resistance by 5 per cent
resistance of the hull and propeller would therefore be
• Propeller fouling. The severity depends on propeller
based on power readings from gauges or a torsiometer.
composition and cathodic protection. Frequent propeller
These values allow the calculation of the amount of fuel
polishing can improve performance by 3 per cent. Super-
used for purposes other than propulsion.
polishing tends to give better results.
LNG carrier operators have established fleet
From the second quarter of 2015 users of the
technical policies based on the use of CASPER reports.
CASPER service will be able to make more technical
These have led to reported increased operational
and cost effective maintenance decisions about hull or
efficiencies in the range of 3-5 per cent within two
propeller separately as all CASPER reports will isolate
years of commencing analysis.
the effects caused by either area of a vessel. LNG
The
potential
also
exists
for
continuous This article was written by Syd Harris
improvement in later years through the selection of
PROGNOSES FOR FUEL CONSUMPTION IN SERVICE
100% MCR
190 180 170
85% MCR
Fuel consumption, t/24h
160 150 140
Actual loaded
CP figures
130
Trials loaded
120 110 100
50% MCR
90 80 70 60 25% MCR
50 40 12
13
14
15
16
17
18
19
20
21
Ship speed, knots
Presentation of results of fuel consumption against ship speed
LNG Carrier Lifecycle Maintenance 2015
33
classification
Hands-on LNG-powered feedback from Norway Class surveyors report on inspection and operational experience of 25 LNG-powered ships that trade DNV-GL classes the LNGC Arctic Discoverer
A
recent study by DNV-GL has compared 25
society’s in-house system records and describe, for
ships that have class notation gas-fuelled with
example, damaged components, missing equipment or
conventionally powered reference vessels of a
missing documentation.
similar type and age, including car ferries, offshore supply vessels and LNG carriers.
vessels that had been in service for more than two years
The study consisted of two parts, the first being
because vessels in operation during the warranty period
a statistical comparison of findings by surveyors on
often appear free of findings. In addition under normal
board the gas-fuelled ships, the second an overview
conditions class does not generally visit the ship until
of comments received from operators together with
the first annual survey. Another reason for the two
information obtained from LNG forums and surveys.
year limit was that most ships have teething problems,
In its first part the study considered findings, or
34
This part of the study considered only findings from
especially vessels that include new technology.
deviations from the rule requirements and defects
In an overall comparison the performance of 11 LNG-
in installed equipment. These are recorded by the
powered vessels was found to be above average while 14
LNG Carrier Lifecycle Maintenance 2015
classification
such ships performed less well than the conventional types. The second part of the study concerned operational
developed spark plugs of a better quality to give longer, more consistent intervals between replacement.
experience. It covered a wide range of topics and
However, the useful working life of the gas admission
included comments from operators. These provided
valves (GAV) on the various engine types has proved to be
food for thought about future improvements to the
shorter than expected. Worn GAVs can lead to a reduction
fuel supply and design of gas handling equipment for
in engine output well before reaching the manufacture’s
LNG-powered ships.
recommended time between overhauls (TBO).
With the exception of LNG carriers using cargo
Several vessels reported blackouts or partial losses
boil-off gas (BOG) as fuel, the gas-fuelled ships used
of power that occurred because lean burn and dual fuel
dedicated LNG fuel bunkered from barges, trucks
engines were unable to deal with large instantaneous
or shore terminals. Most of the vessels operate from
changes in engine load, especially at higher base loads.
Norwegian ports or were employed on coastal passages.
The load step response of various types of gas engine
LNG fuel quality was found to be stable and within the
differs from that of diesel engines, so it is important that
limits required by the various engine manufacturers.
the power management system (PMS) relates to a specific
LNG availability was reported as variable. Those
gas engine. Feedback has shown that large load steps are
vessels operating in the northern-most areas reported
not generally problematic but a high level of attention is
a poorer service.
necessary when selecting and adjusting the PMS.
There was only a single example of insufficient
Part of the study discovered cases in which the
fuel quality, when LNG was obtained from a different
crews of gas-powered ships were not fully aware of the
source. The off-specification fuel was not immediately
design principles or of cause and effect evaluations, nor
evident as the methane number (MN) had indicated
had they general knowledge of the gas handling system.
the correct quality. It turned out that the MN was
Among LNG carriers using BOG as fuel there were
based on a method of calculation different to the one
two reported fuel issues, one related to nitrogen, the
applicable to the installed engines. The subsequent use
other to ethane. At some export terminals the LNG
of this fuel led to an unexpected engine stop due to
after loading can be high in nitrogen, whose low liquid
excessive knocking.
boiling point means it can be the first component
When it came to LNG bunkering operators,
to evaporate. Its inert nature means it contributes
experiences varied significantly. Some reported a
nothing to the calorific value of the gas fuel, which
good standardisation of equipment but others found
reduces engine output.
problems with different hose and flange sizes. The
The heel left in the cargo tank for cooling and for fuel
absence of an international standard means that
can contain high contributions of ethane, depending on
bunkering procedures and risk assessment vary from
the composition of the LNG. Ethane has a lower auto-
location to location. This, in turn, makes it difficult
ignition temperature than methane, which can lead to
for vessels to develop their own standard procedures.
knocking of the engine. To avoid this engines need to be
There were no reports of any in-service problems
operated at a lower nominal load.
with onboard LNG fuel tanks. However, the monitoring
DNV GL concludes that the class rules for LNG-
of fuel levels and consumption has presented
powered ships can be perceived as safe and reasonable.
challenges. Some reports mentioned discrepancies
It points out that it constantly focuses on the clarity
in measurements of consumption flow between
and applicability of the rules and that the observations,
differential pressure (DP) cells and tank level systems.
suggestions and comments gathered as part of the study
Some minor and single problems were also reported
will be evaluated and implemented if found necessary.
relating to the gas fuel feed piping, generally relating to
For the first 13 years of operation the pioneering
piping supports, clamps or gaskets or small malfunctions
LNG-powered ships have all sailed in Norwegian
due to engine vibrations.
waters, a state of affairs in which DNV, before its
The study showed satifactory performances from lean
merger with GL, played a leading role. More than 50
burn and dual-fuel engines, for which the maintenance
LNG-powered ships are in service worldwide, of which
intervals for both types were anticipated based on
DNV GL has some 70 per cent in class. LNG
recommendations by the manufacturers. The operators highlighted how useful it would be if those companies
This article was written by Syd Harris
LNG Carrier Lifecycle Maintenance 2015
35
fuel
ready
vessels
LNG is being considered as a potential fuel for container ships
Gas-ready options for owners More shipowners are considering newbuild designs with an LNG fuel-ready provision
S
hipowners are increasingly considering the option
installing LNG tanks and associated systems and incurring
of using LNG as fuel for their vessels. In general,
the additional cost. In this way they are leaving open the
retrofitting for LNG fuel is difficult technically and
option to convert to dual-fuel if and when it is deemed
hard to justify financially for ships built with conventional
prudent, with minimal down time and cost. Such owners
diesel propulsion systems. There have been a few examples,
see themselves potentially prolonging vessel life, which could
including LNG carriers powered by diesel engines. Nakilat
otherwise be cut short if the fuel option were limited.
is about to embark on a trial retrofit project for one of its
This LNG fuel-ready approach has practical implications
Q-max vessels, which could lead to conversions of more of
concerning not only the design of the vessel and its
its 45-strong fleet (see page 26).
equipment but also the need to devise technical standards
LNG carrier Coral Anthelia, owned by Anthony Veder,
At the end of 2014 class society DNV-GL introduced a
engine has been retrofitted to a 6M46 dual-fuel unit.
gas-ready notation that provides for this scenario. According
The work was carried out at a late stage in the vessel’s
to DNV GL it gives owners a framework for contracting,
construction process and took six weeks. It is believed to be
provides a clear picture of how prepared for LNG fuel their
the first such conversion to have taken place within the hull
vessels are and gives guidance on the scope of the work.
of a vessel and without the need for drydocking. As well as
Torill Grimstad Osberg, DNV-GL head of section for LNG
the owner and Caterpillar’s dealer Bolier, Damen Shiprepair
cargo handling & piping systems, said: “We developed the new
was involved in the transformation project.
gas-ready notation based on the experience we have gained
Mostly the adoption of dual-fuel gas propulsion is being applied in newbuilds. However, there are still many
36
for the design and future installation.
has completed conversion. Its Caterpillar/MaK 6M43C
from our LNG-Ready service as well as the 50 LNG fuelled vessels we already have in class with our gas-fuelled notation.
uncertainties about the economics – including the future
“This new notation enables owners to ensure that a future
price of different fuel options – and the availability of LNG
LNG fuelled version of their vessels comply with the relevant
fuel around the world. In this situation some owners are
safety and operational requirements while also being very
hedging their bets by designing and building ships that are
useful in helping owners specify and quantify the level of
designated ‘LNG ready’ without taking the final step of
investment they are making at the newbuilding stage.”
LNG Carrier Lifecycle Maintenance 2015
fuel
ready
vessels
The basic notation verifies that the vessel complies
In November DNV-GL signed a memorandum of
with the gas fuelled rules in terms of its overall design for
understanding (MoU) with Nakilat-Keppel Offshore &
future LNG fuel operations and that the main engine can
Marine (N-KOM) shipyard in Qatar. It is particularly aimed
be converted to run on gas. Additional options cover such
at future vessel conversions to LNG fuel.
aspects as structural reinforcements and the choice of
N-KOM chief executive Chandru Rajwani said: “N-KOM
correct materials to support future LNG tanks, preparations
has already established itself as a leading destination for
for future gas fuel systems, certification and installation of
gas carrier repairs in the region. With the signing of this
LNG fuel tanks, and the installation of main engines and
MoU, we take a significant step further in becoming the
auxiliary machinery, either those which can be converted to
preferred gas solutions provider on a global scale. Through
run on gas or which are already capable of doing so. This will
mutually sharing our knowledge on the latest technology
speed up and simplify any future conversion.
and environmental, safety and quality issues with DNV GL,
An example of this approach is the series of United Arab
we will be able to offer our customers an even wider range of
Shipping Co (UASC) container ships that have been designed
solutions and facilities for LNG as marine fuel and other gas
and accredited by DNV-GL as LNG-ready. The series covers
solutions.” Both organisations will offer project management
17 vessels of two designs, 11 ships of the A14 type and capacity
support to other yards for conversion projects. LNG
14,500 teu, and six larger A18 vessels of 18,800 teu. The latter ships will be 400m long with a beam of 58.6m. The designs were developed by UASC and shipbuilder Hyundai Heavy Industries and supported by design consultant Technolog Services and DNV GL. The use of
LR and ABS are LNG fuel ready
the DNV-GL gas-ready service showed that the vessels will
Lloyds Register (LR) also has a gas-fuelled
be capable of being converted to LNG fuel in a manner
readiness (GR) notation. The organisation’s global
efficient in cost and time.
strategic marine marketing manager Luis Benito
Tor Svensen, chief executive of DNV-GL Maritime,
said: “Working with shipyards and owners we have
clarified the definition of the LNG-ready notation: “It
developed this notation with clearly identifiable
means that the vessel has a dual-fuel engine and associated
levels to enable technical and contractual decisions
pipework but without the major investment which is the
about what different levels of gas readiness mean.”
LNG tanks that are the final step for LNG operation.”
LR identifies five options that owners need
According to Mohamed Zaitoun, assistant vice president
to follow when converting a vessel to LNG
for newbuilding technical projects at UASC, the lead time for
fuel: approval, structure, fuel tanks, piping, and
a project to convert the ships to LNG fuel is about 1.5 years,
engineering systems.
including detailed design, availability of components and the
ABS has published its Guide for LNG Fuel
installation. The actual conversion is estimated to take two
Ready Vessels, which outlines the process for
months. The ships have an estimated lifecycle of 25 years so
owners who want to plan for a future conversion
that conversion within six to eight years would still produce
by providing a detailed review and approval and an
an acceptable payback time. This conclusion is based on the
associated class notation.
global low-sulphur fuel limit coming into force in 2020.
The publication includes a basic level of concept
At the newbuilding stage the vessels have no provision
design approval, with a design review for approval
for gas as fuel. The A14 ships use MAN 9S90ME-C10.2
in principle (AIP) and two optional levels for general
dual-fuel main engines that can be retrofitted for gas
design approval and installed equipment, which
injection. The larger ships have a 10-cylinder version of
constitute a complete review and survey of the
the same propulsion unit. The estimated cost of any future
system to be installed on the ship.
conversion to LNG fuel is less than US$30 million plus
“The projects ABS has already worked on
the loss of revenue due to the cargo space taken up by the
demonstrate the variability from the designer’s
LNG fuel tanks. This is set against savings on fuel costs and
and owner’s perspectives of the requirements
reductions in port fees for reduced emissions.
associated with the term LNG-ready,” said
The first of the new LNG-ready ships was the 14,993 teu Sajir, delivered in November 2014, followed in January 2015
Patrick Janssens, ABS vice president of global gas solutions.
by sisterships Al Murabba and Salahuddin.
LNG Carrier Lifecycle Maintenance 2015
37
pub_2010.pdf
25/03/2010
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terminals
LNG import terminals and reloads – the retrofit equation Technical and commercial challenges have not stopped terminal operators adding the ability to handle reloads
T
he ability to re-export cargoes has provided a number of LNG receiving terminal operators with
Zeebrugge in Belgium has been the busiest LNG cargo reload port in recent years
a lifeline at times of slack local demand. In recent
years an LNG reload capability has been installed at a number of US and European facilities to enable advantage to be taken of not only shifts in the global balance of LNG supply and demand but also seasonal fluctuations in LNG prices between regions. The first country to explore the cargo re-export option was the US. Almost as soon as the string of new high-capacity LNG import terminals started to
earmarked for Europe were redirected to destinations
commission in the late 2000s, production of shale gas in
east of Suez. Many other cargoes delivered to European
that country began to skyrocket, essentially rendering
terminals under long-term contracts were re-exported
such facilities redundant. As a stopgap measure, before
to Asia, providing the original purchasers with
deciding to add worldscale liquefaction plants onsite to
attractive profit margins in the process. In more recent
support the continuous processing of LNG for export,
years Latin America has become another important
terminals such as Sabine Pass, Freeport and Cameron
destination for European re-exports. Reload operations
opted to modify their layouts to enable the occasional
have been facilitated by the fact that the majority of
loading of cargoes that had earlier been discharged.
LNG supplies into European terminals is contractually
The US re-exported 19 LNG cargoes in 2011, up from 12 in 2010 and one in 2009. The volume leaving
divertible, either as agreed in the original supply contract or as renegotiated by the buyer and seller.
US terminals was equal to about 30 per cent of the
Spain, with its numerous receiving terminals, quickly
inbound cargo. Since then, both US imports and
became Europe’s leading LNG re-export nation although
re-exports of LNG have virtually dried up as the shale
Belgium, with its busy Fluxys facility at Zeebrugge, was
gas revolution has gained further momentum. However,
a close second. In 2012 the LNG industry logged 70
the construction of liquefaction trains now underway,
re-export cargoes, a 60 per cent increase on the previous
including at the Sabine Pass, Freeport and Cameron
year. Spain and Belgium between them accounted for
terminals, will propel the US to near the top in the LNG
three-quarters of the reloads.
exporters’ league table over the next few years.
The portfolio of European import terminals with
Following the US flirtation with LNG re-exports,
the ability to load LNG has continued to grow. Recent
attention shifted to Europe. The Japanese earthquake
modification work at Barcelona means that all six Spanish
and tsunami of March 2011, and the subsequent
terminals can now reload while Gate in the Netherlands,
shutdown of the nation’s nuclear reactors, followed
Sines in Portugal and Montoir and Fosmax in France are
the financial crisis of September 2008 and the near-
similarly endowed. In 2013 Europe alone re-exported 80
collapse of several major European economies.
cargoes, about half of directed to Brazil and Argentina.
With local demand flat and Asian buyers willing
The dramatic fall in the price of oil over the past
to pay a high price for their imports, cargoes originally
six months has played havoc with interregional LNG
LNG Carrier Lifecycle Maintenance 2015
39
terminals
movements. With the disparity in European and Asian gas
high-high level alarm in a shore tank is activated, the
prices having all but disappeared, there is currently little
ESD-1 signal generated by the terminal’s system will
incentive to re-export LNG cargoes. Spain, which loaded
stop the cargo pumps on the ship discharge operations.
a record 64 cargoes at its terminals in 2014, reported no
Furthermore the control system at such a facility
reloads booked for February 2015. This is the first month
typically does not enable the shore tank transfer pumps
that has happened since 2011.
to receive a shutdown signal from the ship.
While prospects are dim for cargo reloads at
Therefore for receiving terminals seeking to load
European terminals in 2015, the practice will no doubt
ships, it will be necessary to have a flow control
re-emerge when economies recover and energy price
system that can be switched from the receiving to the
volatility subsides. No doubt further operators will
ship loading mode. In the latter mode the shore tank
consider adapting their facilities to temporarily store
transfer pumps will shut down if they receive a ship’s
imported LNG for later export when market arbitrage
cargo tank high-high level signal or any other ESD-1
opportunities present themselves. But what do such
signal from either the ship or the terminal’s own
adaptations entail?
system. Similarly it will be necessary to fit dual-purpose
For a start the replacement or modification of the
ESD-1 valves able to accommodate both the closing
non-return valves at the base of one or more of the
times recommended for receiving terminals and the
terminal’s jetty loading arms must be accomplished.
shorter shutdown times required at loading terminals.
The LNG pumps in shore storage tanks are sized to 4,000m3
LNG carrier compressors are sized to drive the
of LNG per hour,
cargo vapour generated during cargo loading to some
enough for the terminal’s regasification facilities to
location in the terminal. This is usually a marine flare
achieve an acceptable sendout rate.
close to the jetty. In contrast, receiving terminals do
transfer approximately
This volume of LNG can be safely transferred to
not have marine flares but, rather, process flares which
a ship through one 16in marine loading arm. If the
are generally located close to the regasification units.
terminal operator deems this rate to be sufficient,
Such equipment is generally not near the jetty.
then the non-return valve at only one arm would need
An import terminal operator wishing to provide a
modifying. If a higher transfer rate is required, the
reload capability would have to consider the options
shore tank transfer pumps would have to be upgraded
available for those cases where a ship’s compressors are
as appropriate and the non-return valves on further
unable to generate the pressure needed to deliver the
loading arms modified.
return gas to either the terminal’s process flare or gas
Surge pressures generated in pipelines by an
compression station for further processing. Solutions
emergency shutdown 1 (ESD-1) event constitute a
could include the installation of either a jettyside
key factor in the design of the ship/shore cargo transfer
compressor to boost the pressure of the ship’s return
system. Import terminals are configured so that if the
gas or, if permitted, a marine flare. In addition to these technical considerations the decision to retrofit a loading capability at a receiving terminal is impacted by commercial factors, not least the energy lost via cargo boil-off and the transfer of gas. Also cargo reloads can take 4-6 days, so there is the possibility of a cargo discharge operation being disrupted. In addition there are constraints around the scheduling of reloads and how long gas can be kept in terminal tanks before it needs to be either regasified or transferred to a loading LNG carrier. These logistics factors mean that the true cost of a reload is well above the fee levied by the terminal operator. As everyone in the gas supply chain is well
Retrofitting a reload capability requires consideration of
aware, time is money with LNG. LNG
a terminal’s pump, valve, vapour return and emergency shutdown arrangements
40
This article was written by Mike Corkhill
LNG Carrier Lifecycle Maintenance 2015
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