LNG Carrier Lifecycle Maintenance 2015 by Richard

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

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

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

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

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

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Zeebrugge has been the busiest LNG cargo reload port in recent years

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editor’s

foreword

Maintaining high standards is a lifetime obligation for LNGC operators Steve Matthews

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

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 …

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

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

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

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

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 yearsâ&#x20AC;&#x2122; 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.

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

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

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

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

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

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

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

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

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

150226_LNGworldShipping_190_130_bleed.pdf 1 26.02.2015 11:41:02

CMY

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

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

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

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

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shipmanagers

Growing fleet provides new challenges LNG carriers’ characteristics lead shipmanagers to take specific approaches to lifecycle maintenance

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.

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

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

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

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)

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

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

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

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

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

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

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

Cryostar’s four-stage fuel gas supply flow diagram

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

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

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

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

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.

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

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

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

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

Ship speed, knots

Presentation of results of fuel consumption against ship speed

LNG Carrier Lifecycle Maintenance 2015

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

recent study by DNV-GL has compared 25

societyâ&#x20AC;&#x2122;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

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 manufactureâ&#x20AC;&#x2122;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.Â 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

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

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

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

pub_2010.pdf

25/03/2010

11:19:51

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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

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

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

This article was written by Mike Corkhill

LNG Carrier Lifecycle Maintenance 2015

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