May 2015 · Issue 43
Polar special Lloyd’s Register specialists pioneer icebreaker projects
LNG fuelled ferries Canadian owners order innovative vessels in Europe
Norway delivers Newbuild projects that are transforming Nordic yards
May 2015 · Issue 43
Horizons is the journal for Lloyd’s Register Marine clients and employees, delivering news and analysis on our global activities.
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P&O’s newest and largest cruise ship Britannia arrives at the Port of Southampton before being named by Her Majesty Queen Elizabeth II on 9 March 2015.
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Cover shows an aerial photograph of Norway’s Myklebust shipyard at Gursken (see Norway delivers section on pages 16-19).
Getting the balance right
Key staff changes in LR Marine
LR’s activities around the globe
BP Shipping centenary
Cunard’s 175th anniversary
Cutting edge technology
Latest developments in Norway
Saving fuel on a carpet of bubbles
World’s first methanol-fuelled ferry
North American gas projects
Evolution of a cruise ship operator
May 2015 / Comment
Getting the balance right Nick Brown, Lloyd’s Register’s Marine Chief Operating Officer The challenges in the marine market are many. Our clients are facing big challenges. Balancing the near term and the longer term is a constant challenge. Remaining safe and financially secure while enhancing performance is a constant challenge. At Lloyd’s Register we are ready to offer support as a trusted maritime advisor and innovator. We can see this in the development of new technology. Some sectors are embracing and driving new fuels and new designs while others are moving at a slower pace. This change in pace reflects the regulatory and market requirements. Shipowners can only be expected to try and make the best commercial decisions based on the best technical advice available at the time – and remain competitive. We are trying our best day in and day out to deliver that technical advice. But how you see the world will vary depending on what type of ships you operate. Lloyd’s Register is probably the most diversified of the classification societies, with a good market share across all the major ship types as well as leading positions in the LNG, LPG and passenger ship sectors where
the technology, capital at stake and, ultimately, the risks faced are perhaps higher than in any other sectors. Many of our clients are not looking for cutting-edge new technology. In sectors like bulk carriers and tankers what they really want us to focus on is service delivery and support with regulatory compliance. Despite the excitement of LNG as fuel, no deep sea operator has yet built a gas-fuelled bulker, tanker or deep-sea container ship – even though many might like the idea. LR’s industry-first gas readiness notations are available for those willing to, or who might want to, incorporate different levels of readiness into a newbuilding, or even retrofit, project. If and when fleets of LNGfuelled bulkers and tankers are required by the market we are ready. Right now most technological development is occurring in sectors that are specialised. We are heavily involved in some of the new projects and concepts emerging. Some of these may, in time, transfer to mainstream deep-sea operations. Big data, automation and nanotechnology are all things we are working on – and we need to keep exploring. Taking automation as an example, it’s not a new trend. Witness
crew sizes today, UMS and electronic main engines – automation has been happening for years. But most clients have a limited appetite for discussing what’s going to happen in 2050 – or even 2020. However, many clients are really worried about problems they face today – what they will do about ballast water management systems? We still have to think about short-, mediumand long-term timeframes and our Strategic Research Department is very active in horizon scanning. Naturally our organisation and our activities are focused on annual and five-year survey cycles and continuing to provide the service delivery day in and day out on ships and in shipyards wherever our clients require us to be to keep ships trading safely. This is why we are so proud of our lead in class- related port state control statistics, because it’s this factor, perhaps more than any other, which measures one class society against another in terms of quality and the key role of keeping ships trading safely in the toughest of markets.
People news / May 2015
People news Here are the key changes of personnel at Lloyd’s Register Marine – from the UK to South Korea and Greece – since the beginning of 2015
Chris Craddock is the new Computer Fluid Dynamics Manager for LR’s Ship Performance Group in the Technical Investigation Department (TID). Chris, who is based at the Southampton GTC, joined LR from BMT Fluid Mechanics. To reflect LR’s growing presence in Asia, Jim Smith has been appointed Area Manager for North Asia. Based in Hong Kong and reporting to Iain Wilson, LR’s Regional Marine Manager for Asia, Jim is responsible for operations in Greater China, Japan and Korea. Jim was previously LR’s Area Manager for North China. Jin-Tae Lee (JT) has been appointed Chief Representative and Marine Manager for Korea. JT has been
with Lloyd’s Register since 1988 in roles varying from Area Manager for Koje, Okpo and Tongyeong to Business Development Manager in Korea. He also worked in the London office as Asian Shipbuilding Business Manager. Chung-Sik Hong (CS), who is currently Lead Business Development Specialist for Korea, takes over JT’s role as Business Development Manager. Formerly Marine and Compliance Operations Manager for Korea, Alan Williams is LR’s new Global Process Director for Resource Management. Alan relocates to the UK this month.
role as Marine and Compliance Operations Manager for Korea. Gary has spent nine years in Korea and China in a variety of technical and management roles. Gary will work closely with Alan to ensure a smooth transition. In Europe, Anthi Miliou, formerly Area Consultancy Manager for Greece, the Eastern Mediterranean and the Adriatic (GEMA), is LR’s new Piraeus-based Greece and Cyprus Business Development Manager, while Elina Papageorgiou, who has held a number of finance and business roles at LR, is the Business Development Manager for the East Mediterranean and Adriatic.
LR’s UK&I Operations Manager, Gary Horrocks, takes over Alan’s
Jin-Tae Lee (JT)
Chung-Sik Hong (CS)
May 2015 / News
P&O’s Britannia is named by HM the Queen in the Port of Southampton P&O Cruises’ newest and largest cruise ship, Britannia, had a royal send-off when she was named by the UK head of state, HM Queen Elizabeth II, in Southampton in March this year. The 330m long vessel is also the biggest passenger vessel classed by Lloyd’s Register to comply with the new Safe Return to Port (SRtP) regulations and is the largest ship to be designed exclusively for the UK holiday market. Lloyd’s Register Graduate Surveyor, Mark McQuire, said: “The SrtP regulation has only recently been implemented so Lloyd’s Register’s site office at Monfalcone had to work closely with the shipyard, LR Plan Approval office and the UK flag administration during the build to agree an inspection and testing system. “The knowledge gained during this process will surely be invaluable during the testing of future passenger ships.”
The pre-delivery finishing touches are added to the Britannia
On Britannia’s bridge: (l-r) Mark McQuire, LR’s Steel Inspector, Nicola Pietro Villani, LR’s Team Leader, Monfalcone Sit Office, Paul Brown, Britannia’s Captain, Alessio Cendron, LR’s Project Manager for relationships with Fincantieri
The name Britannia also has special significance for the Queen as for more than 40 years the UK Royal Family used to enjoy cruises and taking part in state ceremonies on another vessel with the same name, the Royal Yacht Britannia, which was also classed by LR. The new Britannia has 1,837 cabins for 5,700 passengers and crew, has a power capacity of 62,400kW and cruises at 22 knots. LR’s Project Manager, Nicola Pietro Villani, said: “The first sight of the Union flag painted on the vessel’s bow was an indication she would be something special... Thanks to the hard work of Lloyd’s Register’s Monfalcone-based surveyors and LR’s Trieste Technical
“The knowledge gained during this process will surely be invaluable during the testing of future passenger ships” LR Surveyor Mark McQuire Support Office (TSO) specialists, something special was achieved.” The naming ceremony was attended by LR’s Marine Director, Tom Boardley, and LR’s P&O Cruises Client Manager, Natasha Pritchard.
News / May 2015
Briefs LR SERS team’s expertise helps with salvage of Höegh Osaka
Marine Technology Report out now
The speed and technical skill of Lloyd’s Register’s SERS (Ship Emergency Response Service) helped Höegh, owner of the stricken pure car carrier Höegh Osaka, salvage the vessel when it was grounded in Southampton earlier this year.
The report focuses on five key areas:
To help refloat and stabilise the listing vessel and salvage its cargo of 1,000-plus vehicles and construction equipment, the salvage company, Svitzer, needed the Höegh Osaka’s hull data to prepare a model to make calculations. The initial calculations were made using a model of a similar ship. Hoëgh and the vessel’s technical manager, Wallem, approached LR’s Southampton Global Technology Centre-based SERS team, even though the emergency response for the hull data was provided by an ERS team from another classification society. As the data is protected by intellectual property rights, and realising it would take at least five days or more to obtain this vital information from the vessel’s Japanese shipbuilder, SERS offered the owner an alternative solution, said Wijendra Peiris, LR’s SERS Manager. “We offered them our specialist expertise and the use of our model to rerun the salvors’ calculations/scenarios. One of Svitzer’s naval architects – accompanied by the special adviser for SOSREP (the UK Secretary of State for Transport’s representative) – came to our new offices at the Southampton GTC where a team of three SERS surveyors reran the calculations and the various scenarios of the salvors,” said Peiris. Thanks to the SERS team’s efficiency and flexibility, the Svitzer salvage team was able to re-confirm the accuracy of the modelling. The 51,000gt vessel was ultimately stabilised and thousands of tonnes of pure water were pumped overboard, while the mix of oil and water was pumped into one of the vessel’s empty fuel oil tanks to reduce the angle of its list once the vessel refloated on the high tide. Commented Peiris: “LR’s SERS team has had vast experience of similar emergencies in the past. It highlights our commitment and maturity in working with various stakeholders across the shipping industry to help our clients over and above classification. Our ultimate goal is to save the lives, reduce the environmental damage and safeguard the assets of our client companies.”
The latest edition of Lloyd’s Register's Marine Technology Report is out now. It covers important areas of research and development, areas where LR is highly active and is helping to lead the way in understanding technology – and how to apply it – for all our industry stakeholders.
• • • • •
Computational fluid dynamics (CFD) Battery technology Polar technology Wind-powered shipping Lloyd’s Register’s Applied Technology Group in Halifax, Nova Scotia
LR’s marine consultancy wins lifecycle assessment for six LNG vessels Lloyd’s Register recently won a significant contract for our consultancy services with the Australian North West Shelf Ship Services Company (NWSSSC). NWSSSC operates six Moss-type LNG vessels that have been in service for 20 to 25 years. LR’s challenge was to ensure safe, efficient and reliable operation up to an age of 35 years, ensuring that future unknowns, operational costs and the vessels’ safety were effectively understood and controlled. A comprehensive assessment of the operational lifecycle of the vessels was necessary to mitigate any risks. John McKain, LR’s Regional Consultancy Project Manager, said: “This was a great success as we highlighted a number of areas they had not even considered, including potential changes to their future operability.” The lifecycle assessment on the LNG vessels is due to finish near the end of this year.
Winning with windpower “Wind-powered shipping” is the title of a recent Lloyd’s Register technical review of the commercial, regulatory and technical factors behind using wind-assisted propulsion to drive ships.
Working together for a safer world
Wind-powered shipping A review of the commercial, regulatory and technical factors affecting uptake of wind-assisted propulsion
• LNG-as-fuel • Methanol • Gas turbines
• Wind power • Hybrid propulsion • Biofuels • Fuel cells • Hydrogen • Solar
+ Other technology
DIESEL STEAM SAIL
May 2015 / News
Lloyd’s Register to class the world’s largest ever container ships for MOL
Computer-generated image of one of the giant container ships
Lloyd’s Register recently won a world first – a contract to class a series of six ultra-large 20,150teu container ships owned or long-chartered by Japan’s Mitsui O.S.K. Lines (MOL) to be built in Korea and Japan. Four of the ultra-large container ships will be constructed by Samsung Heavy Industries in South Korea and two by Imabari Shipbuilding in Japan. The six vessels will be launched and delivered in 2017 and operate on the Asia-toEurope service. This is a highly significant contract for both LR and MOL, and was achieved thanks to the strong relationship the two companies have forged. “These are the largest container ships ever to
be contracted. The evolutionary design will incorporate the latest technology for operational and environmental performance. Most of all we are delighted with the trust placed in LR by MOL to help ensure the safety and performance of these important ships,” said Luis Benito, LR’s Marine Marketing Director. As well as class, LR has been contracted by MOL to deliver ship design optimisation and additional bespoke structural analysis. LR’s global technical and business development teams are working with our local teams in Japan and Korea to handle the technical challenges of the contract. Added Benito: “To be chosen as the class society for the world’s largest container ship is a huge achievement
and not something that was won overnight. At a time of great financial risk, under a tight competitive market and when the stakes are high, MOL have chosen to put their faith in LR.” • Imabari Shipbuilding delivered its first LR-classed 14,000teu container ship – owned by Japanese shipowner Shoei Kisen Kaisha and chartered by "K"Line – on 31 March 2015. It was the first 14,000teu container ship to be built in Japan. Two LR-classed 14,000teu container ships, owned by Shoei and chartered by "K"Line, will be delivered by the middle of 2015.More than 20 LR-classed ships, including container ships, LNGTs and bulk carriers, are currently under construction at Imabari Shipbuilding-owned yards.
News / May 2015
Tom Boardley talks technology at CMA shipping conference and trade show Class societies must take a leading role in developing new technologies, Lloyd’s Register’s Marine Director, Tom Boardley, told delegates at the 2015 Connecticut Maritime Association (CMA) Shipping Conference and Trade Show in Stamford, Connecticut recently.
an over-used word – and decided to change that to survivability. Because I think over the next 10 years, as we have seen already, there are plenty of casualties in the shipping business and we anticipate that there will be quite a few more. People claim they were unlucky, but perhaps they made the wrong decisions along the way,” said Boardley.
Collaboration was increasing and LR has 20 to 30 ongoing technology research projects with governments, universities and research institutes, he said, pointing out that class societies have a key role in validating the technology and making sure it is fit for purpose.
Although the rising trend of more data provided to ships from the shore, especially in weather routing and remote operations, had benefited the shipping industry, Boardley cautioned delegates that the biggest failures are caused by humans.
If shipowners continue to make the right technical and commercial decisions, the shipping industry will survive, he said. “I think we sort of turned sustainability – which has been
“I would say that the vast majority of cases where we had human failure aboard the ship or casualties that resulted as a result of human failure, the management culture has been
LR produces container ship value proposition document The global boom in orders for very large and ultra-large container ships (VLCSs and ULCSs) and the need for owners to know what they are getting and what they need to look out for has prompted a Lloyd’s Register (LR) value proposition document.
which designs best meet the need to minimise capital expenditure (CAPEX) and operational expenditure (OPEX). LR has based the studies on 14,000teu VLCCs, comparing twin-screw with single-screw hulls, and vessels of up to 19,000-22,000teu, and the safety and navigability of using the Suez Canal.
Titled Container Ships Design and Innovation, LR has based the document on our own studies into vessel design and design optimisation, analysing
The studies can be used by owners at the pre-shipbuilding contract stage or as part of a shipbuilding or consultancy contract.
Tom Boardley speaking at the CMA conference
a key issue, and yet I don’t see a lot of money being spent in terms of training,” he said. With 130 exhibitors and 2,500 attendees, CMA’s annual shipping conference featured speakers on such topics as market changes, maritime labour, shipbuilding, LNG shipping and charter party disputes and solutions.
May 2015 / News
Clear Advantage tanker designs cut ballast water in VLCCs by up to 40% Clear Advantage, a joint industry project between Dalian Shipbuilding Industry Co Ltd (DSIC), Dalian Ocean Shipping Co and Lloyd’s Register has developed tanker designs that reduce ballast water requirements in VLCCs, Suezmaxes and Aframaxes by up to 40%. Once built, the new designs will provide substantial performance improvements over conventional tanker designs including significant reductions in energy consumption during ballast passages, a reduction in ballast water treatment capacity and the associated
time, energy and cost penalties incurred in treating ballast water and a reduction in the harmful effects of mud or silt. Mud and silt are significant operational realities in China where oil import terminals are located on major rivers. The intake of river water ballast during cargo discharge can result in substantial volumes of mud or silt accumulating after operations, leading to as much as 1,000 tonnes becoming “stuck” in a VLCC’s ballast water tanks. The combined impact of the loss of cargo capacity, the economic drain of transporting the mud during laden
Lloyd’s Register’s Marine COO, Nick Brown (right), with DSIC’s President, Yu Fengping
passages and the eventual cost of removing the muddy slurry as well as the strain on ballast water treatment systems have all been reduced in the new Clear Advantage designs.
LR-classed lifeboat wins Ship of the Year award The Netherlands Lifeboat Association’s newest lifeboat, NH 1816, was awarded the Royal Netherlands Society for Marine Engineering “Ship of the Year” award at the annual Maritime Awards Gala in Rotterdam. The building project was the work of a consortium made up of the Royal
Netherlands Sea Rescue Institution, Damen Shipyards, De Vries Lentsch yacht designers and naval architects and TU Delft. Lloyd’s Register (LR) joined the consortium to provide design and engineering expertise for the vessel, which is designed for extreme operational requirements and
presents a number of challenges during construction. LR was involved in a series of design innovations that set the vessel apart from its predecessors. These included the design of the deckhouse, with large windows that give the skipper an unobstructed view. Our experience with multi-layered glass panels proved particularly useful too. Reduction in vibration and noise was also an important factor that LR helped address. The lifeboat has self-righting capability, and the motor and propulsion management system have been designed so that propulsion will be available almost immediately should the boat capsize.
The award-winning lifeboat NH 1816
News / May 2015
LR keynote at Green Ship Technology Lloyd’s Register was the main sponsor of the 12th Green Ship Technology Conference – the maritime industry’s high profile environment event – in Copenhagen from 10 to 12 March. More than 100 major stakeholders, from shipowners and operators, technology providers and trade associations to regulators, participated in a diverse programme featuring such topical issues as ballast water management, SOx scrubbers and the future of wind-assisted propulsion – all projects where LR was able to demonstrate its technical leadership – i.e. dealing with today whilst planning for tomorrow. As a representative of the main sponsor, LR’s Kosta Petrov, Nordic Area Business Development Manager, delivered the
keynote address on the theme of innovation and technology and the role of class in the 21st century. Katharine Palmer, LR’s Manager of Environment and Sustainability, featured on two panels. In the first, on CO2 monitoring, reporting and verification for the shipping industry, she was able to debate with fellow panellists from Hapag-Lloyd, the Hong Kong Shipowners Association and the Norwegian Shipowners and Belgian Shipowners Associations. The second panel, led by Alastair Fischbacher from the Sustainable Shipping Initiative of which LR is a founding member, was on using sustainability as a business driver. Co-panellists from Wallenius, ABS, Calmac and the Cyprus Administration debated two issues on managing
Kosta Petrov, LR’s Nordic Area Business Development Manager
investment risks and embedding sustainability within the supply chain. Palmer concluded that this was more about systems change than trying to embed sustainability into the existing shipping system.
UltraShip signs 128-ship classification agreement with Lloyd’s Register Lloyd’s Register (LR) and UltraShip have agreed that 61 managed ships, and ships under construction, will join the 67 ships already classified with LR. UltraShip is the Copenhagen-based technical management company with overall responsibility for Ultranav Group’s fleet of LPG carriers. The LPG fleet includes semi-refrigerated, ethylene and pressurised gas ships. The agreement covers tankers, dry cargo ships and tugs which are technically operated in Chile, Peru, Brazil and Argentina.
LR’s Copenhagen-based Marine Client Manager, Flemming Kjeldsen, commented: “We are looking forward to building on the well-established relationship to support not only UltraShip but the whole Ultranav Group in their vision to grow and expand their business. LR is well placed to provide the technical support for Ultranav’s portfolio of different ships.” Contract signing: (l-r) Dave Barrow, Regional Marine Manager, LR EMEA, Kim Wiese, Marine Business Development Manager, LR, Nick Brown, LR’s Marine COO, Tom Boardley, LR’s Marine Director, Flemming Kjeldsen, Marine Client Manager, LR, Kaj Pilemand, CTO UltraShip, Carsten Haagensen, Board Member, Ultranav, Jesper A. Larsen, Head of Procurement, UltraShip.
May 2015 / News
Tom Boardley elected President of the UK Chamber of Shipping Lloyd’s Register’s Marine Director, Tom Boardley, was elected President of the UK Chamber of Shipping at the Chamber’s annual general meeting in March this year. At the London inauguration, Tom said the UK should be a global hub for shipping talent.“We have a brilliant, skilled British workforce, but to be a home for international industry we need international ideas – and that means being able to employ the brightest and best from around
the world.” Tom’s presidency marks the first time a classification society representative has fronted the UK’s leading shipowner association, and reflects moves to broaden the membership base to represent the full range of UK shipping activities. From 2012 to 2013, Tom was Chairman of the International Association of Classification Societies. After his inauguration, Tom told Horizons that he was “greatly honoured and privileged to take up the appointment.”
Tom Boardley: new Chamber President
A healthy cruise industry was the key message at Cruise Shipping Miami 2015 Lloyd’s Register Marine experts met with cruise industry executives who outlined strong growth, especially in Asia, as part of the activities for Cruise Shipping Miami 2015 held from 16 to 19 March. The largest cruise industry tradeshow brought together cruise line owners, operators from companies as well as buyers and suppliers for a week of networking, sourcing, and education. China was featured as the bright spot in Asia since it makes up almost half of the entire Asia cruise market, said Adam Goldstein, chief operating officer of Royal Caribbean Cruises Ltd. Despite the growth prospects in Asia, the Caribbean remains the biggest market in the world. John Hicks, LR Vice President of Global Passenger Ships and Americas
Business Development, says that cruise ship yields are up, and that many cruise lines are using their revenues from the Caribbean and Europe to expand into Asia. LR already has a strong presence in Australia and New Zealand and will build on this. “LR is positioning for Asia through training, resource management and ensuring that we have the right business alliances and partnerships to be ready to serve that market as it starts kick off,” he said. The cruise industry continues to address regulatory pressure and has to deal with ever-increasing environmental regulations while assessing the impacts of new technologies such as exhaust gas cleaning and ballast water treatment systems. “Our clients are very open and honest with us and that is a
result of the good relationships that we have with them. We have to continue to be that professional third party and provide an independent view of the ships and technology to support the industry in implementation and compliance,” said Hicks.
Bird’s eye view of the Cruise Shipping Miami exhibits Photo credit: The Photo Group 2015
News / May 2015
COSCO-owned VLCC naming ceremony held in China
LR signs transfer of certificates for 16 Hyproc vessels Lloyd’s Register (LR) won a substantial contract with the Algerian LNG shipping company, Hyproc, with a transfer of MMS/MLC 2006 and ISO 9001/14001/18001 certification. The transfer includes the company’s entire fleet of 16 vessels and demonstrates LR’s continuing growth of its business in Algeria. LR’s relationship with the client began in early 2008 when we were promoting our training services, concluding in a large external training contract. Over the course of two years, more than 1,400 Hyproc employees have trained with LR.
Naming ceremony: (l-r) Zhang Wen, LR’s Area Manager for North China, Gao Weijie, LR’s Chairman of China Operations, Tian Zhuang, Dalian SIC, Nick Brown, LR’s Marine COO, Nikolaos Skaribas, LR’s Operations Manager for Greater China, Yang Zhencai, DACKS Site Manager
Lloyd’s Register’s Marine COO, Nick Brown, and LR’s Chairman for China Operations, Gao Weijie, recently attended a naming ceremony for the first VLCC to be delivered from the Dalian Cosco KHI Ship Engineering (DACKS) shipyard in Dalian, China. The vessel, which was named Cosyflying Lake, is dual-classed to LR and CCS and owned by COSCO. “The construction of the vessel has been a strategic project for Lloyd’s Register given China’s increased demand to import oil and LR’s focus on working with the best shipowners and operators in China,” said Brown.
The innovative VLCC has a unique ballast tank arrangement which enables sediment extracted during ballast operations to be collected in one bay to make tank-cleaning easier. LR’s Design Development Team Manager for China, Ying Wei, said: “In order to reduce the mud sediment in the water ballast tanks, the tanks are divided into two parts – the side water ballast tank (SWBT) and the double bottom water ballast tank (DBWBT). “The two tanks are connected by an overflow hole, so the ballast water flows from the SWBT to the DBWBT via the overflow which includes much of the mud sediment.”
The contract was signed in the company’s headquarters in Oran by Tony Field, LR’s Area Manager for MEA, and Smain Ghomri, Hyproc’s Chairman. Salah Boudemala, LR’s Client Relations Manager, commented: “The recent win will secure LR’s presence and strengthen its position in the very promising Algerian shipping market in the coming years. We are currently studying the possibility of assigning a permanent surveyor in 2015 to cover LR services in the country.” • Hyproc is the most important state-owned shipping company in Algeria as well as the marine branch of the Algerian national oil and gas company, Sonatrach.
May 2015 / BP Shipping
BP Shipping celebrates
100 years of pioneering ship technology BPS's British Emerald, one of the world's first DFDE LNG carriers
BP Shipping / May 2015
BPS's Chris Bailey
From its origins as a tanker company founded in 1915 to carry products for the Anglo-Persian Oil Company until today, BP Shipping has been an industry leader in tanker expertise BP Shipping has pioneered some notable firsts in the 100 years since it was founded in 1915 – just a year after SOLAS was adopted at the shipping industry’s first international convention on safety. Known as the British Tanker Company of London, the company was launched to carry products for its parent company, the Anglo-Persian Oil Company. In 1954, the AngloIranian Oil Company (previously the Anglo-Persian Oil Company) was renamed British Petroleum and a year later the British Tanker Company became BP Tanker Company. One of the newly formed company’s earliest achievements was the adoption of inert gas systems (IGS) on its fleet to protect its vessels from explosions and their tanks from corrosion.
Then in partnership with the Chamber of Shipping, the BP Tanker Company’s initiative spread to an industry-wide study of tanker explosions, and in 1973, the initiative won the prestigious Samuel Baxter Prize from the Royal Institution of Naval Architects. IGS later became accepted industry practice and mandatory under IMO regulations. LR has continued to approve and class BP Shipping (BPS) vessels and to collaborate on shipping industry projects. Two of the most significant were the introduction of double-hulled
Chris Bailey, BPS's Vice President Operations, says: "BP Shipping and Lloyd's Register have enjoyed a close working relationship over the past 100 years, from the first BP tanker British Emperor in 1916 through to the six latest technology LNG carriers contracted by BP Shipping at DSME in South Korea. "Such collaboration during design, construction and in-service operational feedback has helped to enhance ship design and the ongoing pursuit of safer and more efficient operations."
tankers, which was a world first, in the 1990s and the fitting of one of the first dual-fuel, diesel-electric (DFDE) systems to the world’s four largest LNG carriers in 2007-2008. Both projects are featured overleaf. Lloyd’s Register’s relationship with BP Shipping (the name the tanker company adopted in 1981) dates back almost 100 years – to 1916, in fact, when we classed British Emperor, the first of a fleet of seven tankers. Interestingly the prefix “British” has been added to the names of all BPS's tankers since then.
Change of CEO BP Shipping is marking its 100th anniversary with a change of CEO. John Ridgway, who has led the company since 2008, retired on 1 May, handing over to his successor Susan Dio. Susan joined BP in 1984, and has held a variety of roles across the organisation with a strong focus on manufacturing. Since joining BP, Susan has worked in a variety of engineering, operations and commercial roles across BP’s downstream businesses. She was the Works General Manager at the Texas City Chemicals Site and the Business Unit Leader at the Bulwer Island Refinery in Brisbane, Australia. Susan holds a Bachelor of Science Degree in Chemical Engineering and is a registered Professional Engineer.
May 2015 / BP Shipping
Four of the world’s largest and most fuel-efficient LNG carriers delivered BP Shipping made history in 2007 when one of the world’s first dual-fuel diesel-electric (DFDE) LNG carriers, British Emerald, was delivered. Three other LNG carriers, British Ruby, British Sapphire and British Diamond, followed in 2008 as part of the aptly titled GEM Class project. The four vessels, which were approved and classed by Lloyd’s Register and built by Hyundai Heavy Industries (HHI) in South Korea, were the world’s largest tankers at the time. The significance of the project was that global owners and operators had been vainly seeking more fuelefficient alternatives to HFO as oil prices continued to soar and the world economy remained notoriously sluggish. The DFDE technology on the giant tankers, which could each carry up to 155,000m² of LNG, allowed their diesel engines to run on boil-off gases from their cargo tanks or on conventional
diesel fuel. This meant they consumed about 40 tonnes a day less fuel than large LNG carriers with traditional steam turbine propulsion systems. LR’s Project Manager, José Navarro, says: “The vessels’ four Wärtsilä diesel-electric engines not only represented a significant improvement in propulsion efficiency compared with the steam boiler system, jumping from about 30% to nearly 45% efficiency. But also the vessels’ CO2, NOx and SOx emissions were significantly reduced compared with equivalent kWh unit energy installed on board other tankers.” Another significant feature was the new vessels’ increased cargo capacity. “As it was possible to reduce the length of the engine room, the cargo capacity of the vessels was increased per unit of displacement compared with previous conventional steam ships,” he says. Improved fuel efficiency and reduced environmental impact were built into
“every small detail of the ships’ design including fuel-efficiency devices to reduce the air drag at the front end of the trunk deck space and navigation bridge wings,” adds Navarro. However at the vessels’ design stage, there were no prescriptive rules for designers to develop the safety features of the DFDE engines and their engine arrangements. “The safety risk approach was used in order to set up the necessary safety goal standard requirements, representing some kind of cultural technology revolution for those designers and regulators who were trained to apply prescriptive rules,” says Navarro. Safety aspects such as double-wall gas fuel piping and gas detection systems in the engine generator room were also introduced for the first time on the GEM Class tankers. “I’ll never forget the British Emerald being described as the biggest and most environmentally friendly LNG tanker in history by BPS’s CEO John Ridgway in his address at the naming ceremony,” adds LR’s Navarro.
BPS and LR newbuild projects Lloyd’s Register is currently involved in the approval and classing of 28 new tankers being built in South Korea in two projects as part of BP Shipping’s fleet rejuvenation programme.
Delivery dates are scheduled for 2015 and 2016. Steel cutting of the first Suezmax took place at STX Goesung, South Korea, this month. The four tankers are due to be delivered in 2016.
The first project, which is called Project Neptune, is for 10 Aframax crude tankers and four Suezmax tankers. Steel cutting on the first of the Aframaxes, British Respect, was carried out at STX Jinhae, South Korea, in November 2014.
The second project, which is known as Project Triton, includes fourteen oil and chemical tankers sized between 40,000 dwt and 50,000 dwt, and scheduled for delivery at South Korea’s Hyundai Mipo (HMD) in 2016 and 2017.
The double-hulled British Harrier (see article on right-hand page)
BP Shipping / May 2015
Innovative performance monitoring fitted to three double-hulled tankers Photograph shows the British Emperor and (inset) the vessel’s Lloyd’s Register Class entry for 1916
One of the most significant projects LR and BP Shipping (BPS) have been involved with was the fitting of performance monitoring equipment to three of the world’s first doublehulled oil tankers in the 1990s. The LR-classed sister ships, British Hawk, British Harrier and British Hunter, three Suezmax tankers ordered by BPS, were equipped with condition monitoring systems to track the performance of the vessels’ machinery and hull conditions. The British Hunter also had an extensive stress and ship motion monitoring system fitted while she was being constructed at Samsung Heavy Industries’ Geoje shipyard in South Korea. The overriding aim of the seven-year project was to monitor and collect data on in-service hull loading and the structural performance of the vessels and so help to improve operational effectiveness and reduce the risk of structural damage.
“The project enabled LR to enhance our knowledge of the overall structural integrity and life durability of doublehull tanker designs. By gaining better knowledge of the performance of critical areas of the vessels’ structure enabled us to improve our hull inspection procedures for this type of vessel. It also enabled us to improve our ShipRight Structural Design Assessment (SDA) technology and our Fatigue Design Assessment (FDA) procedures,” said LR’s Project Manager Jimmy Tong, Marine Technology and Engineering Services. BPS used the measurements taken during the project to enhance its knowledge of the safe operational limits of its ships and to improve the planning of hull structure and machinery maintenance. “The research project was proposed by LR, and BP Shipping considered it very beneficial for both the participants
and the shipping industry to research into double-hull structure loadings,” said BP. The ships, which were delivered in 1997, were also fitted with stateof-the-art hull condition monitoring equipment – a system allowing shipowners and operators to plan inspections in accordance with class, enhanced survey programmes and their own requirements. At the same time they were able to keep a record of thickness measurements, protective coatings conditions, structural damage and subsequent repairs. LR also provided formal training for BPS staff on the use of the system. “The project gave LR invaluable in-service data and so enhanced the confidence level of its calculation procedures and classification rules. It also built up our confidence in the approval procedures we apply to our ships,” said Tong.
May 2015 / Norway focus
Norway delivers Lloyd’s Register’s local surveying teams are supervising an influx of new classification projects, particularly in the Kleven cluster of Norwegian shipyards, reports Leif Gunnar Sandvik
A significant increase in business from Norwegian and Norway-linked clients in 2015 has led to a Lloyd’s Register recruitment drive to support, give advice, class and approve the new projects we have won – particularly in the burgeoning Port of Ålesund area. Among the key projects LR’s surveying teams are involved with are: Two contracts at Kleven Verft in Ulsteinvik near Ålesund. The first is the building of a series of up to 10 Maersk-owned 95-metre anchor handling tug supply (AHTS) vessels. The second is a sub-sea, 112.8-metre-long vessel for the South African mining group De Beers. The ship will be used for diamond excavation off the coast of Namibia (see articles on the next four pages). Steel cutting for both projects will be carried out this year with delivery from 2016 onwards. “The projects are special in their own right and we are already well advanced with approval work. Hull blocks for both will be part-built in Poland, while the final erection of blocks, outfitting, testing and delivery has
Aerial view of the Kleven Verft Shipyard in the Norwegian town of Ulsteinvik
been contracted at Kleven Verft,” said Leif Gunnar Sandvik, LR’s Norwegian Business Development Manager. LR has classed a 100m-long superyacht for Rolls-Royce Marine in Ålesund. The yacht has been designed by the A Group/Vega Yachts, Monaco, and has been built at Kusch Yachts, Wewelsfleth, Germany. It is among the first vessels built to the new Passenger
Yacht Code. “The yacht sector is a very special area for us and we are very pleased to support our Norwegian engineers in this segment,” said Sandvik. LR has won a class agreement with Wilhelmsen Ship Management in Oslo for a new cruise ship Viking Star, owned by Viking Cruise Ships. The vessel was delivered to her home port of Bergen on
Norway focus / May 2015
Work starts on Maersk-owned anchor handling tug supply ships at Norway’s Kleven Werft
Computer-generated image of a group of AHTS vessels
Steel cutting of the first of six anchor handling tug supply (AHTS) vessels, with options for four more more, starts this year. The vessels, which will be classed by Lloyd’s Register (LR), are being built at Norway’s Kleven Ulsteinvik shipyard as part of a contract between Kleven Verft and LR. Owned by Maersk Supply Service, the vessels will be registered under the Danish flag. “They were designed by Salt Ship Design based in Stord, western Norway.
“All the companies LR has been involved with - many of which are Norwegian clients - have different challenges, so we aim to understand clients’ needs in order to help in the right way” LR’s Leif Gunnar Sandvik
Initial block assembly for the AHTS is being carried out in Poland but final erection of blocks, outfitting, testing and delivery will be at Kleven Werft in Ulsteinvik,” said Leif Gunnar Sandvik, LR’s Business Development Manager for Norway.
17 May (see article on page 19) after delivery from Fincantieri’s Marghera Shipyard. “Lloyd’s Register Norway has several key focus areas – within classification, management services, type approval and consultancy. Our clients are appreciating LR’s good service and we are privileged to be able to support them and help with their special requirements. All the companies we
“Lloyd’s Register sees this as a great opportunity to support shipyard industry in Norway and is looking forward to supporting Kleven, Salt Design and the owners Maersk throughout this project. We are grateful for the assignment and are looking forward to a long and successful co-operation with Kleven Verft,” he added. The size of the contract will provide a substantial workload for LR in Norway until 2018. “I am confident that we have the experience and willingness to prove that this project will be successful in strengthening our businesses leading to even more important and exciting projects in Norway,” said Sandvik. The first two AHTS vessels are due to be delivered at the end of 2016.
have been involved with many of which are Norwegian clients have different challenges, so we aim to understand clients’ needs in order to help in the right way. Our overall goal is to make operations safe, clients’ assets secure and for vessels to operate without pollution to the environment. We are really looking forward to welcoming our existing clients as well as potential new ones on our stand at Nor-Shipping 2015 in Oslo,” he added.
May 2015 / Norway focus
LR signs contract with Kleven Verft to class diamond exploration vessel A project involving Lloyd’s Register teams from Germany, Poland and Norway is phased to be completed in 2016
Lloyd’s Register continues to develop its growing portfolio of newbuilds in Norway’s Ålesund area, having recently signed a new contract with Kleven Verft for the classification and statutory approval of a new subsea mineral sampling vessel. The diamond exploration vessel is being designed by Marinteknikk AS in Ulsteinvik, with whom LR already has a good working relationship from previous projects. The 112.8m-long vessel is being built for De Beers, the South African diamond mining company, which will use it in offshore Namibia. The diesel-electric-powered vessel is
“ We are very pleased that Kleven Verft, in conjunction with the owners, has chosen Lloyd’s Register" Leif Gunnar Sandvik, LR’s Business Development Manager
designed to remain in position for three years between returns to port. LR’s Technical Support Office (TSO) teams in Hamburg and Copenhagen, will perform the plan appraisal for the newbuild, which is planned to start before the end of this year. The construction of hull blocks starts this
year in Poland, with final erection of blocks, outfitting, testing and delivery planned at Kleven Verft by mid-2016. Construction of the vessel will be overseen by a pan-European LR team, with surveyors from Gdansk and Ålesund taking the lead. Having been involved in this project with Kleven Verft since mid-2014, support from a global LR team has been essential to making this contract a reality. LR’s Business Development Manager, Leif Gunnar Sandvik, commented: “We are very pleased that Kleven Verft, in conjunction with the owners, has chosen Lloyd’s Register. I am confident that, with good co-operation as the contract progresses, the project will be successful for all parties.”
Computer-generated image of the exploration vessel
Norway focus / May 2015
Lloyd's Register Norway classes Viking Star for Viking Ocean Cruises
The Viking Star shortly before she was delivered
Lloyd’s Register’s Norwegian team recently won a class agreement with Wilhelmsen Ship Management in Oslo for a new cruise ship, Viking Star, owned by Viking Ocean Cruises. The 227-metre-long vessel was christened in her home port of Bergen on 17 May after delivery from Fincantieri’s Marghera Shipyard in Italy in March this year. The Viking Star, which is the first cruise ship registered with the Norwegian International Ship Register (NIS) for 10 years, will have three sisterships, Viking Sea, Viking Sky and Viking Sun, all to be delivered in 2016-2017. The Viking Star is Viking Ocean Cruises’ first oceangoing cruise ship. She has 465 cabins which can accommodate 930 passengers. At just 47,800gt, the vessel is able to dock in prime locations that larger cruise ships cannot access. The vessel, which was approved and classed by LR, is fully
compliant with LR’s Safe Return to Port (SRtP) requirements. Another key feature is the vessel’s quiet performance. During the planning and building process, a team from LR Consulting carried out noise and vibration analyses, to remove any possible issues. The work included room acoustic calculations to ensure sound was kept to a minimum in the main entertainment venues. Richard Goodwin, Viking’s VP of Engineering, said: “Whether the ship is stationary or travelling at 20 knots you can't really tell she’s started moving. That to me is a very satisfying result.” The Viking Star is fitted with energyefficient hybrid engines and a hydrodynamically optimised streamlined hull and bow for maximum fuel efficiency. It also has solar panels fitted on board and equipment for minimising exhaust pollution.“Lloyd's Register has worked very closely with Viking Ocean Cruises’ technical team from concept
Specifications • • • • •
47,800 gt 227 metres long 930 passengers Speed: 20 knots 4 Man Diesel & Turbo engines producing 23,520kW
right through to delivery to ensure the ship not only complies with class and statutory requirements but also with Viking’s very high standards for environmental preservation, energy efficiency and passenger comfort. Extensive use was made of our Consultancy Services for these aspects, not least in the important areas of noise and vibration minimisation to enhance the cruise experience,” said Nigel Worsley, LR’s London-based Account Manager for Viking.
May 2015 / Polar special
LR teams pioneer series of global icebreakers
Lloyd’s Register is supporting the building of a series of polar icebreaker projects from Vancouver to Korea, reports Rob Hindley, LR’s Lead Specialist for Arctic Technology The Arctic ice cap in March this year was the lowest monthly average since satellite records began, figures from the National Snow and Ice Data Center (NSIDC) show. In the same month air temperatures reached record highs at two Antarctica stations in the warmest recorded spell in that continent. Such news stories have not been uncommon in recent years where records over a relatively short
measurement period continue to be broken. Real and apparent decreases in Arctic ice cover – particularly during the summer – continue to fuel speculation that the region is the next frontier for shipping, a potential shortcut between Asia and Europe and exposure to untapped oil, gas and mineral exportation projects. However the real situation is more complex. A recent report from the UK House of Lords Select Committee – which included expert evidence from Lloyd’s Register (LR) specialists – shows
Polar special / May 2015
that a very small number of ships use Arctic transits for voyages between the Pacific and Atlantic oceans as an alternative route to the Panama and Suez canals, and this only tends to happen during the summer season. Although shipping in the Arctic – and particularly the Russian Arctic – is likely to increase, it will be mainly export shipping for dedicated natural resources projects. What typically determines the use of shipping in Arctic sea ice is the balance between open water and ice efficiency. This is one a significant deciding factor when considering the overall economic viability of large Arctic projects. A ship passing through polar waters
Fleet renewals In the near future, Arctic shipping trends are seen as being associated with fleet renewals and expansions rather than a Gold Rush type revolution. The main two areas of growth in Arctic shipping are the export of oil and gas from the Russian Arctic and the renewal of the global icebreaking fleet – and LR continues to have a strong involvement in both.
need replacing or refitting in the near future. At the same time, polar science and research continues to grow – and new orders for Antarctic icebreakers are increasing.
LR continues to be at the forefront of these advances, supporting designers and owners in the development of designs and implementation of rules for ships operating in new areas.
In fact the extent of LR’s involvement with icebreakers designed and built to class and currently operating worldwide is significant.
In the last five years, LR has been involved with:
The new Noviy Port tankers (see article on page 29) represent the next step in a series of Russian destinational shipping projects supported by LR and follow the discovery of the Prirazlomnoye oilfield in Russia’s Pechora Sea in 1989. The first Arctic tankers serving this development, which are dual classed with LR and the Russian Register, went into service last year.
Of the estimated 127 icebreakers designed and built to class, 25% of the global fleet were built to LR class.
The average age of the icebreaker fleet is 28 years – an age profile that means a significant number of ships will
Through this fleet, LR has built up a considerable breadth of knowledge about icebreaker design and the through-life performance of their structures and systems. What characterises these trends is a pushing of the boundaries – incremental steps in terms of technological capability and the harshness of operating environments.
The delivery of the two latest icebreaking supply vessels for the Russian Sakhalin service. The acceptance into class of the Canadian Coast Guard’s flagship icebreaker, CCGS Louis St Laurent. This represents a longstanding involvement with the ship which was built to class in 1966. The approval of the design for the Canadian Coast Guard’s new icebreaker (see article on page 26) to Polar Class 2 – the highest Polar Class that is yet to be approved globally.
"The extent of LR’s involvement with icebreakers designed and built to class and currently operating worldwide is significant"
May 2015 / Polar special
LRF-funded research centre studies Arctic risk avoidance
A research centre to examine ways of improving safety and avoiding risks and hazards in the Arctic is being funded by Lloyd’s Register Foundation (LRF). Known as the LRF Research Centre of Excellence for Arctic Shipping and Operations, the project is led by Finland’s Aalto University with four partner universities, Helsinki University, the Norwegian University of Science and Technology, Canada’s Memorial University of Newfoundland and Germany’s Hamburg University of Technology.
in Arctic operations over a fiveyear period.“Arctic technology is a specialised field in which Finland intends to remain a global leader, as we have strong scientific achievements and considerable doctoral training,” said Project Chairman, Professor Pentti Kujala of Aalto University.
The centre is supporting 10 doctoral dissertations on risk management
The approval of the first dual-fuel LNG-powered icebreaker (see article on page 27). The approval of the first icebreaker/ Antarctic research vessel to be built in China. The approval of the three latest icebreaking Arctic tankers in Korea (see article on page 29). The Arctic business is growing more global. There has been a reinvigoration of the historic centres of excellence
“Of the estimated 127 icebreakers designed and built to class, 25% of the global fleet were built to LR class” LR Senior Specialist Rob Hindley
for icebreaker design and construction such as Finland and Russia and shipbuilding areas relatively new to the Arctic are taking up the challenge. Recent Arctic ship projects LR is involved with in China and Korea highlight this move.
Seven continents LR is currently involved in ice class ship projects designed, built or intended to operate from all of the world's seven continents. As well as classification, LR has undertaken a number of projects that support our clients and add value to their decision-making, namely: Supporting specification development for government projects. Icebreaker life extension surveys and studies. LR’s recent work on the development of ice class Rules and Regulations is also significant. Having been the first class society to fully adopt the new Polar Class Rules (IACS UR I), we have undertaken detailed analysis of these Rules to first validate and then expand
upon them – with particular focus on their application to icebreakers intended for use in more harsh and aggressive ice conditions. This has included the unique “Icebreaker(+)” notation, which enables a ship’s ice strengthening to be developed based on a rational evaluation of load scenarios. In effect it allows a bespoke level of ice strengthening to be specified by the owner and incorporated into the ship’s design. The new notation has been implemented on a number of recent designs. The first ship, a new icebreaker for the Finnish government (see article on page 27), is due for delivery at the end of 2015. LR is also the current International Association of Classification Societies (IACS) representative on the IMO Polar Code working group. We have also recently released the first dedicated set of Rules for Stern First Ice Class Ships, specific Fatigue Design Assessment Procedures for ships navigating in ice and Rules for Ice Load Structural Monitoring Systems.
Polar special / May 2015
What owners and operators need to know about the Polar Code Heightened activity in the Arctic and Antarctic regions has made the Polar Code a crucial aid to vessel safety, says LR’s IACS representative Rob Hindley A ship operating in fully ice covered waters
While the Polar Code is due to be adopted at IMO’s MEPC68 this month – the safety element was endorsed last November – the next date in everyone’s calender is 1 January 2017. After this date all vessels carrying SOLAS certificates that intend to trade in the polar regions must comply with the Code and carry a Polar Ship Certificate. Lloyd’s Register has been actively involved with the IMO in the development of the Code, including representing IACS during the Polar Code working group discussions. “Our main role has been to identify to the working group challenges on how the Code will be implemented, as well as providing technical advice on areas such as ice class and temperature definitions,” says LR’s current IACS representative Rob Hindley.
What is the Polar Code? The Polar Code is a supplement to SOLAS and MARPOL and provides additional requirements to address the hazards relevant to operating in polar water. The structure of the Code reflects
this. Part 1, which follows a goal-based approach, contains requirements concerned with safety, while Part 2 addresses pollution prevention measures. While the Code provides prescriptive ways of meeting these functional requirements, alternative approaches are also acceptable. Although the Code’s text is complete, work across the industry to prepare for 1 January 2017 continues at a quickening pace. The safety part of the Code is function-driven and provides operators with a good range of flexibility, recognising there are alternative design and operational approaches that can meet the functional requirements that already exist. “The challenge for flag administrations and classification societies is how to ensure consistency of these approaches. Now the text is complete, this is an aspect we are working on, together with IACS and wider industry, to ensure we have consistent and applicable procedures before the Code comes into force,” adds Hindley. Central to the Code is an assessment to set up procedures for operating and environmental conditions and defined hazards found in polar waters. This
is directly linked to certification, as the outcome of the assessment – operational limitations – will be recorded on the Polar Ship Certificate. Apart from a Polar Ship Certificate, every ship will need to carry a Polar Water Operational Manual to provide her owner, operator, master and crew with sufficient information about the vessel’s operational capabilities and limitations to support the decisionmaking process. In the first of a number of industry initiatives, LR is taking a leading role in a three-day operators’ workshop in June this year with members from the Cruise Lines International Association (CLIA) and the International Association of Antarctica Tour Operators (IAATO). “The workshop aims to bring understanding of the Polar Code to our operators so that we are prepared in good time for the Code’s adoption,” says Dr Kim Crosbie, Executive Director of IAATO.
For more information about LR and the Polar Code go to: lr.org/codes
May 2015 / Polar special
Polar Code boundary line
Photo credit: Vard Marine Inc
CCGS John G. Diefenbaker
Most capable icebreaker designed to LR’s polar class rules to date. Able to break 2.5m of ice at 3 knots.
World’s first LNG-powered icebreaker and first with LR’s Icebreaker(+) notation. Replaces Voima (above).
Polar Code boundary line
Polar research vessel Arctic and Antarctic research and re-supply icebreaker for China’s Polar Research Institute. First China-built icebreaker.
Polar special / May 2015
The map shows the locations of the shipyards where icebreaker projects Lloyd’s Register is currently involved with are being built – from Vancouver in Canada to Shanghai in China. We have pinpointed the boundary line of the Polar Code.
Polar Code boundary line
St. Petersburg, Russia
Geoje, South Korea
Mikhail Ulyanov (above) and Kirill Lavrov
Vitus Bering and Alexey Chirikov
Arctic shuttle tankers for Russia’s Novy Port
Arctic shuttle tankers recently built for Sovcomflot (SCF). Dual-classed and largest commercial ships built in Russia.
Icebreaking AHTS for Russia’s Sakhalin Service. Delivered from Arctech Helsinki Shipyard for Sovcomflot (SCF).
Shallow draft Arctic tankers being built at Samsung Heavy Industries for Sovcomflot (SCF). Stern first ice class notation.
Polar Code boundary line
May 2015 / Polar special
Powerful icebreaker to be built for Canadian Coast Guard One of the largest and most powerful icebreakers in the world will be built in Vancouver as part of the Canadian government’s National Shipbuilding Procurement Strategy (NSPS). The vessel, John G. Diefenbaker, is named after the Canadian prime minister whose government founded the Canadian Coast Guard (CCG) in 1962. The 150m long icebreaker will be constructed by Seaspan Vancouver Shipyards to replace the CCG’s heavy icebreaker Louis S. St-Laurent. The design is a collaboration between the CCG, VARD Marine (previously STX Canada Marine), Aker Arctic Technology and Imtech. The ship’s design is based on the requirements of Lloyd’s Register’s polar class 2 requirements – the second highest ice class according to the IACS polar class rules. In addition the design is one of the first to hold the class notation ‘Icebreaker(+)’, where the ice-strengthening requirements are additionally validated with an analysis of the vessel’s operational profile and potential ice-loading scenarios. The National Research Council Canada (NRC) provided environmental data
Computer-generated image of the Diefenbaker Photo credit: Vard Marine Inc
and analyses for the definition of the Arctic conditions in which the ship will operate and the expertise and facilities for the physical model testing.
Open water range The Diefenbaker is designed for unrestricted autonomous operation in the Canadian Arctic and adjacent waters for nine months of the year with the capability of safely overwintering in high Arctic waters. She will be able to break 2.5m of snowcovered ice and will have an ice-breaking endurance greater than 25 days. The icebreaker has an open water range of 26,200 nautical
The Mastera double-acting tanker turning on ice. The vessel was the first to be built to Lloyd’s Register’s stern-first ice class rules.
miles and a logistical endurance of 270 days. She will be able to achieve a maximum speed of about 20 knots in open water, but her normal cruising speed is around 12 knots. The John G. Diefenbaker will be powered by a diesel-electric propulsion system of six diesel gensets in two engine rooms, with an installed power of 39.6MW. The generating plant will supply all the ship’s electrical needs, including two 11MW wing shafts and a 12MW azimuth thruster. The combined propulsion power of 34MW will make the John G. Diefenbaker one of the most powerful icebreakers in the world when built.
Polar special / May 2015
Finns build the world’s first LNG powered icebreaker 1.6m-thick ice and be able to create a 25m-wide channel in 1.2m-thick ice at a speed of 6 knots and reach 9 to 11 knots of average assistance speed in the Baltic Sea. Its speed in open water will be a minimum of 16 knots.
LR Senior Surveyor Juha Kojo (centre) takes part in a coin-sealing ceremony during the Finnish icebreaker’s steel cutting
Work has started on the world’s first LNG-powered icebreaker which is being classed and approved by Lloyd’s Register and when delivered will be able to perform oil spill response operations and emergency towing in the most demanding weather conditions of the northern Baltic Sea. The icebreaker is currently being built at Finland’s Arctech Helsinki Shipyard for the Finnish Transport Agency and is expected to be delivered at the end of this year. The 110m long, dual-fuelled vessel is being classed by Lloyd’s Register and meets the environmentally rigorous standards
and low sulphur emissions demanded by the Baltic Sea. The vessel will be powered by five Wärtsilä engines able to operate on both liquefied natural gas (LNG) and low sulphur diesel fuel with the arrangements of the vessel’s double hull protecting all her vital tanks aboard. The ship has three ABB azipod propulsion units, with one 6MW unit at bow and two 6.5MW units at stern for easy manoeuvrability and icebreaking performance, particularly in heavy-ridged and rafted ice. The icebreaker’s special hull form and unique propulsion means she will be able to move continuously through
“The fact that this ship is the world’s first LNG-powered icebreaker and that Lloyd’s Register was chosen as the classification partner for this project is a prime example of LR's strength in this area” Niklas Rönnberg, LR's Marine Client Manager
She will be fitted with special equipment to perform oil response operations and emergency towing under severe climatic conditions during winter and summer. She will be operational throughout the year to ensure the safe movement of vessels in the Baltic Sea – with sea endurance of up to 30 days. The LNG-fuelled icebreaker will have accommodation for 24 crew with provision for extra crew during oil spill response operations. The hull construction blocks are being built at Baltija Shipyard in Klaipeda, Lithuania. Once built they will be delivered to the Arctech Helsinki Shipyard for the vessel’s main construction. The project is particularly significant for the Helsinki shipyard as it is the first dedicated Baltic icebreaker to be built there for almost 30 years. LR’s Helsinki-based Marine Client Manager, Niklas Rönnberg, says: “The fact that this ship is the world’s first LNG-powered icebreaker and that Lloyd’s Register was chosen as the classification partner for this project is a prime example of Lloyd’s Register’s strength in this area. “The upcoming Polar Code (see page 23) together with the future utilisation of the polar areas will increase demand for ice-going and ice-breaking vessels and Lloyd’s Register is one of the key providers of classification and consultancy services in this field,” adds Rönnberg.
May 2015 / Polar special
How an icebreaking tug is being converted into a polar superyacht
A 73m-long icebreaking tug that was used as an oceangoing salvage vessel and electronic eavesdropping tug by the Soviet Union in the 1970s and 1980s is being converted into the world’s first-ever icebreaking superyacht. The vessel, Legend, was originally built to icebreaking specifications at the IHC Holland shipyard in 1974 and after almost 20 years as a working tug was sold by her Russian owners and converted into a charter yacht. She was later withdrawn from the market and in 2014 sold to a new owner. Legend is being refitted at Icon Yachts in the Netherlands in collaboration with Dutch company Diana Yacht Designs, which is finalising the new engineering details with approval
and classification by Lloyd’s Register. The superyacht has two 3,400hp Smit-Bolnes engines driving a single 3.7m propeller which provides for a maximum speed of 16 knots, a cruising speed of 13 knots and a cruising range of 18,000 miles. The superyacht’s stern is being lengthened by 3.6 metres to accommodate a swimming pool and swim platform. The conversion, which is being supervised by the Netherlands company Verkerk Yachting Projects, includes a garage beneath the foredeck for a three-person submarine, an upgraded helipad and accommodation for 30 guests. When she is relaunched in the summer, Legend will retain her
icebreaking status and meet LR and SOLAS requirements when she starts operating as an adventure charter yacht visiting such polar regions as Greenland and Antarctica. LR’s Yacht Segment Manager Engeljan de Boer says: “Building an Ice Class passenger yacht from a 1974-built Ice Class tug is a unique achievement for all those involved, including the many LR experts who have worked passionately towards its success. “The project was a challenge from which we did not shy away. Pushing the boundaries of living the dream and visiting places rarely explored before and in extreme luxury and safety, required a tough approach by LR in terms of safety, yet flexibility in terms of solutions.”
“Building an Ice Class passenger yacht from a 1974 Ice Class tug is a unique achievement” Engeljan de Boer, LR’s Yacht Segment Manager
Polar special / May 2015
Three shuttle tankers built for SCF with LR’s stern-first ice class rule Three Arc 7 shuttle oil tankers being built at Samsung Heavy Industries shipyard at Geoje in South Korea and contracted to the Russian operator Sovcomflot are the first newbuild vessels to comply with Lloyd’s Register’s Provisional Rules for the Classification of Stern First Ice Class Ships. The 42,000dwt ships, which are dualclassed to Lloyd’s Register and the Russian Register, will be purpose-built for year-round shuttle operations for exporting oil from the Novoportovskoye oilfield in northern Russia via Ob Bay in Russia’s polar area. Their design is notable for a widebeam, shallow draught configuration with twin-podded propulsion units and a bow-loading system for offshore loading in the Ob Bay’s shallow waters.
" Lloyd’s Register has been involved in uninterrupted new construction activity in shipyards in Russia, Finland, China and Korea"
SCF’s Arc 6 oil shuttle tanker Mikhael Ulyanov
Compliance with the requirements of the Russian Northern Sea Route Administration (NSRA) will ensure a specification of sufficient ice strength for the likely environmental conditions the ships will encounter in year-round operations in Ob Bay, Kara Sea and Barents Sea. Compliance with LR’s Provisional Rules requirements will ensure the ships reflect best practice for stern-first operation in ice including, for example, appropriate extents of stern shoulder ice strengthening, best practices for navigation bridge watch layout and visibility, and consistent interpretations of international regulations when operating stern-first in ice. The tankers include LR’s stern-first ice class notation. Delivery of the first ship in 3Q 2016 will coincide with the 10th anniversary of the first agreement for dual-class co-operation during new construction between LR and the Russian Register.
The first ship delivered under the collaboration was another Sovcomflot tanker, Mikhael Ulyanov (see image above), which was built at the Admiralty shipyards in St Petersburg. She is the largest commercial ship to be built to date in Russia. She went into service with her sistership, Kirill Lavrov, in 2010 carrying the first oil exports from the Prirazlomnaya platform in the Pechora Sea. Since the first dual-class agreement with the Russian Register, LR has been continuously involved in uninterrupted new construction activity in shipyards in Russia, Finland, China and Korea. When the project is completed in 2017, a total of 20 vessels including eight Arctic shuttle tankers, four LNG carriers and two icebreaking offshore supply vessels, will have been delivered to dual class between the two registers for Russian interests.
May 2015 / Silverstream technology
Silverstream bubble technology could save more than 5% of fuel when optimised ®
A unique technology that enables vessels to travel on a carpet of bubbles has been tried and tested on a Danish-owned product tanker Sea trials of a novel fuel-saving system that funnels bubbles around a ship’s hull have shown energy efficiency savings of 4.3% and 3.8%* for the vessel in ballast and laden conditions, respectively. The trials, which were independently verified by Lloyd’s Register’s Ship Performance Team, were funded by Shell and carried out by the petrochemical company and the concept’s designer, Silverstream® Technologies, on MT Amalienborg,
a 40,000 dwt product tanker owned by Denmark’s Dannebrog Rederi. The Silverstream® System, as it is known, produces a thin layer of micro bubbles that creates a single “air carpet” for the full length of a flat-botttomed ship. This reduces the frictional resistance between the water and hull and improves the vessel’s operational efficiency, reducing fuel consumption and associated emissions. The system can be retrofitted to existing ships or fitted to newbuilds (see article on pages 26-27 of the
September 2013 issue of Horizons). Crispin Fetherstonhaugh, LR’s Senior Hydrodynamicist, said: “The sea trials were carried out in ideal conditions, therefore making them more accurate as no corrections were required for sea states, wind and general weather.” Nick Brown, LR’s Marine COO, said: “Shipowners and operators need to trust the savings and return on investment calculations that manufacturers claim. This trust can only be built by ensuring rigour and
Silverstream techonology / May 2015
“The two images show that when the air lubrication technology is switched on it is visible in the Amalienborg’s wake with the air flowing down the whole length of the hull – as it needs to for the technology to be efficient,” Crispin Fetherstonhaugh, LR’s Senior Hydrodynamicist
“Before and after” photographs of the Amalienborg’s wake during its recent trials
transparency within the trial process, to ensure the highest level of accuracy in the projected figures that are communicated to the market. The sea trials for the Silverstream® System have been conducted in such a way, with independence ensured throughout.” Shortly after the results of the LRverified sea trials were shared with the shipping world, the cruise company, Norwegian Cruise Line, announced the fitting of the Silverstream® System to its cruise vessel Norwegian Bliss, which is due to be delivered at Germany’s
Meyer Werft shipyard in 2017 – with an option to fit the system to two more NCL-owned vessels.
* The figures represent an average from all raw data captured during each trial, which included optimal and non-optimal air flows. Based on the trials both Silverstream® and Shell believe that a fully optimised system has the potential to deliver more than 5% efficiency savings on an ongoing basis when deployed on a full-bodied vessel with a large flat bottom.
“The sea trials were carried out in ideal weather conditions, making them more accurate as no corrections were required” LR’s Crispin Fetherstonhaugh
May 2015 / Methanol power
Methanol-fuelled Stena Germanica makes history Lloyd’s Register has classed and approved the world’s first dual-fuel ferry powered by methanol and diesel, writes Anders Hofnell, LR’s Marine Business Development Manager for Sweden
The recently converted Stena Germanica, the world’s first methanol-powered ferry, was given a rousing reception in both Gothenburg and Kiel – the two end-cities of its operating route – when it was delivered to her owner, the Swedish ferry operator Stena Line, at the end of March. By using methanol as its main fuel the revolutionary vessel will be able to reduce her emissions of sulphur by 99%, NOx by 60%, particulates by 95% and CO2 by 25% and so will comply with the latest ECA regulations on its Baltic Sea route. The launch follows a €22 million EU-funded refit overseen by surveyors from Lloyd’s Register (LR) at Rementowa shipyard in Gdansk, Poland, between January and March.
The project is a collaboration of Stena Line, Finnish engine-maker Wärtsilä, the ports of Gothenburg and Kiel, methanol specialist Methanex Corporation and ship designer ScandiNAOS. The work saw the ro-pax fitted with dual-fuel methanol and diesel injection nozzles on its Wärtsilä engines. Anders Hofnell, LR’s Marine Business Development Manager for Sweden, said: “It has been challenging, inspiring and a privilege to be a part of the world’s first project for methanolas-a-fuel. “During the refit a new common rail system with a high-pressure pump and double-walled high-pressure fuel pipes was installed. The Stena Germanica was also fitted with double-fuel tanks and it was possible to convert an existing water ballast
Methanol power / May 2015
tank in the vessel’s double bottom for storage. The tank is surrounded with a cofferdam and the tank is also inerted with nitrogen. As well as solving the rearrangement issue, this adds extra safety to the vessel as other water tanks surround the methanol tank.” When refuelling with methanol, the vessel uses a pump station, which was installed at the quayside at the Port of Gothenburg by Stena Line.“The ship can bunker about 120-180m³ every
second day. There will also be three very large tank trucks with trailers providing the fuel to the terminal,” said Hofnell. • You can find out more about LR’s role in the risk assessment of the Stena Germanica’s engines and LR’s role in Methaship, a threeyear study into the design and construction of a new generation of methanol-powered passenger ships, in the January 2015 Horizons.
Specifications: • • • • • • • • • •
“When refuelling with methanol, the vessel uses a pump station, which was installed at the quayside at the Port of Gothenburg by Stena Line.” The Stena Germanica with her sustainable technology logo
Length: 241 metres Beam: 29m Originally built: 2001 Car capacity: 300 Passenger capacity: 1,300 Gross tonnage: 51,837gt Speed: 21.5 knots Draught: 6.15m Flag: Swedish Engines: 4 × Wärtsilä-Sulzer
May 2015 / LNG-fuelled ferries
LR classes two innovative LNG fuelled ferries for Canadian owners Italy and Poland are the sources of a pair of cutting-edge, low emission ferries being built for the Canadian owner-operators STQ and BC Ferries
The STQ project was covered in detail in Lloyd’s Register’s November 2013 Gas Technology Report.
A 133m long LNG-fuelled ferry called F.-A.-Gauthier built by Fincantieri at its Italian shipyard Castellammare di Stabia entered service at the Canadian town of Matane in Quebec on 20 April.
The vessel is fitted with an ultracompliant, low emission, dual-fuel LNG and diesel system and is named after Felix-Adrien Gauthier, mayor of Matane from 1960 to 1963 and founder of the Matane-to-Godbout ferry route on which the ferry will operate.
The vessel, which is the first LNGpowered ferry to operate in North America, is one of a series of three gasfuelled vessels built for the Canadian operator Société des traversiers du Quebec (STQ).
“This hi-tech vessel meets all the maximum standards to deal with environmental pollution and is also certified as ice class in compliance with an integrated bridge system notation as well as a dynamic propulsion system,” said Claudio Percivale, LR’s Senior Surveyor in Charge for the project.
With capacity for 800 passengers and 180 vehicles and a service speed of 20 knots, the Gauthier is also the first LNG-powered ferry to be built in Italy.
What makes STQ’s vessel different from today’s conventional ferry is that
instead of a diesel-electric propulsion system she has four dual-fuel diesel power generators driven by liquid natural gas (LNG) and marine diesel. Gianpaolo Dalla Vedova, LR’s Marine Operations Manager for Italy and South East Europe, added: “Her propulsion system has counter-rotating and transverse propellers which makes her exceptionally manoeuvrable.” “Because of her innovative bow and stern and her Lloyd’s Register-approved Ice Class Notation, she will be very capable of breaking through the ice and will be able to operate in the Gulf of St. Lawrence, which is known for its adverse weather conditions.”
LNG-fuelled ferries / May 2015
Computer-generated image of an ICF ferry
“It’s the first time we’ve worked with BC Ferries and the Canadian flag in Poland” LR’s Tomasz Onoszko
The F.-A.-Gauthier during sea trials off the island of Capri
Poland’s Remontowa Shipbuilding held a steelcutting ceremony at its Gdansk shipyard in March to mark the start of construction of the first of three new LNG-fuelled intermediate class ferries (ICF) for Canada’s BC Ferries. The three ferries will be classed by Lloyd’s Register and will be the first dual-fuel ferries in the BC Ferries fleet. The first is scheduled to be delivered in Canada in August 2016.
“The Gauthier meets all the maximum standards to deal with environmental pollution” LR’s Claudio Percivale
“Today is an exciting day for BC Ferries as we officially commence the physical construction of the first ICF, which will replace the 50-year-old Queen of Burnaby on the Comox-Powell River route,” said Mark Wilson, BC Ferries’ Vice President, Engineering. The second ferry is scheduled to arrive in October 2016 and will replace the 51-year old Queen of Nanaimo, currently sailing on the Tsawwassen-
Southern Gulf Islands route. The third vessel is due to be delivered in February 2017 and will be used to augment peak and shoulder season services on the Southern Gulf Islands route, and provide refit relief around the BC Ferries fleet. The vessels are 107m-long and can carry 145 vehicles and up to 600 passengers and crew. They will be fitted with roll-on/roll-off vehicle decks that are capable of loading and unloading at the designated terminal berths. They will be built for a service life of approximately 40 years. Tomasz Onoszko, LR’s Gdansk-based Senior Surveyor, said: “This is an exciting project for us as it’s the first time we have worked with BC Ferries and the Canadian flag here in Poland. We are looking forward to building a successful relationship with the client and inspections for keel-laying will begin very soon.”
May 2015 / Cunard anniversary
Cunard’s 175 birthday – the passing of an era th
Ever since the launch of her first transatlantic vessel in 1840, Cunard has been at the forefront of cruise ship technology
Cunard celebrates its 175th anniversary in style this month when the three Queens – the royal sister cruise ships, Queen Mary 2, Queen Victoria and Queen Elizabeth – perform a sail-past in the UK Port of Liverpool – Cunard’s spiritual home and its former HQ for more than a century – to a tumultuous reception from industry specialists and local well-wishers on the banks of the River Mersey. Cunard’s flagship, QM2, will then recreate another unforgettable moment in history, the transatlantic crossing of Cunard’s first-ever vessel, the wooden paddle-steamer Britannia, in 1840, from Liverpool to Canada’s Halifax – the home town of Cunard’s founder Sir Samuel Cunard – before her cruise continues to Boston and then on to New York. Apart from approving and classing the three Queens, Lloyd’s Register’s association with Cunard has been a long and memorable one. In 1892 we classed our first Cunard vessel, Campania – the first ship in the world to be fitted with Marconi’s wireless telegraph. This momentous event was shortly followed by the approval and classification of the sister cruise
The QM2 - Cunard’s flagship and a design pioneer
ships Lusitania and Mauretania which simultaneously held the Blue Riband for the fastest Atlantic crossing at the start of the 20th century. As fitting a tribute to the memory of the iconic Mauretania, the bell of the famous vessel is currently displayed in the reception area of LR’s London offices at 71 Fenchurch Street. Every year on Remembrance Day on 11 November, members of LR staff observe two minutes’ silence and lay a wreath at the base of the bell as
a memorial to the servicemen and women who died in the two great world wars. Since then two of LR’s largest single projects have been the classification of Cunard’s two flagships, the QE2 and QM2 (see article on facing page). And if any staff member of either company needs to be reminded of our 175-year link, LR still has offices in the Cunard building, a world heritage site that overlooks the Port of Liverpool and Cunard’s former HQ.
“For the past 175 years, Cunard has symbolised the finest in cruising. We have a rich tradition in the maritime industry that began with Cunard and has continued to this day with our nine cruise lines and 101 ships” Micky Arison, Chairman Carnival Corporation
Cunard anniversary / May 2015
How the QM2 design team built a floating revolution When ocean liner and Cunard flagship, Queen Mary 2 (QM2), was delivered 11 years ago, she was not only the world’s largest passenger ship but also a design pioneer with two sets of stabilisers, bow thrusters that closed after harbour manoeuvres to reduce drag and four propulsion pods instead of the customary two. However if its chief designer Stephen Payne hadn’t happened to be watching the BBC television programme Blue Peter when he was five, the QM2 might never have been built. “I was enthralled when the TV presenters visited the old Cunard liner Queen Elizabeth... the size and grandeur of the ship completely captivated me. It wasn’t long after that that I knew that I wanted to grow up to design and build great liners." The rest, as they say, is history. After studying Ship Science at the University of Southampton, Payne joined Carnival’s shipbuilding team in 1985. Then shortly after the company was bought by Carnival in 1998, Payne was appointed Project Director for the design and construction of a new trans-Atlantic liner – the QM2. Payne and his team worked closely with a Lloyd’s Register team of surveyors on the design of the vessel. “The ship was a prototype and of a design that hadn’t been built since the QE2. She was also the largest passenger ship in the world by a considerable margin and media
interest in the project was intense,” says Payne. Payne and the QM2 project team opted to build the vessel’s hull and superstructure with steel because of its strength and durability and resistance to the notoriously stormy Atlantic Ocean. “With longevity in mind, we built a fatigue life of 40 years into our structural design calculations,” says the QM2's chief designer. “Where traditional cruise ships were only able to complete transatlantic crossings in fair weather, the QM2 could boast that it could sail in most weather conditions and still arrive safely in port and on time,” says Stephen Smith, LR’s Team Leader for Structures and Passenger Safety on the QM2. “It was a very high profile construction and LR’s surveyors had already built up a strong relationship with the shipyard (Chantiers de l’Atlantique in France) and the owners on previous building projects we had worked on. We held regular meetings with the shipyard’s Vice President so that we could discuss improvement ideas and best practice,” says Smith. The QM2 was the world’s first 150,000gt passenger ship and had two sets of stabilisers instead of the traditional one, something that the industry hadn’t seen since the QE2. The vessel also had four propulsion pods instead of the usual two, two of them fixed and two for steering. “Apart from six diesel engines, the QM2 had two additional gas turbines
The near-finished hull of Cunard’s QM2
for generating extra power for high-speed runs and for operating in environmentally sensitive regions like Alaska as an alternative to using shore power supplies,” says Smith. “The smooth running of the project, coupled with good relations between the owner, the classification society, Lloyd’s Register, and the shipyard all contributed to bringing the ship out on time and under budget,” adds Payne. The QM2’s keel was laid in July 2002, and the vessel delivered 18 months later in December 2003, before entering service and making her first voyage from Southampton to New York a month later.
Yildiz Williams, Senior Environmental Consultant at Lloyd’s Register, and Smart Green Shipping Alliance’s Diane Gilpin, at the University of Southampton’s wind tunnel where the innovative cargo ship model is being tested.
They’re inspiring change Here’s to today’s explorers.
Lloyd’s Register together with the Smart Green Shipping Alliance, Humphreys Yacht Design and University College London are on a journey to inspire change with 100% renewably powered hybrid cargo ships. These innovative vessels will feature sails able to deliver a significant proportion of the propulsion power. The design has the potential to reduce fuel costs and CO2 emissions by 50% compared to an equivalent conventional ship of the same size. Whatever technology or solution you’re exploring, we’re here to help you assess it, understand it and make it safe.
Discover more at www.lr.org/inspirechange
Working together for a safer world Lloyd’s Register and variants of it are trading names of Lloyd’s Register Group Limited, its subsidiaries and affiliates. Copyright © Lloyd’s Register Group Limited 2015. A member of the Lloyd’s Register group.