May 2015 · Issue 43
04
Polar special
Lloyd’s Register specialists
pioneer icebreaker projects
LNG fuelled ferries
Canadian owners order
innovative vessels in Europe
Norway delivers
Newbuild projects that are
transforming Nordic yards
May 2015 · Issue 43
Contents
Horizons is the journal for Lloyd’s Register
Marine clients and employees, delivering news
and analysis on our global activities.
The Horizons team are:
Christopher Browne
Editor
chris.browne@lr.org
or +44 (0)330 414 0083
Nick Brown
Brand & External
Relations Manager
nick.brown@lr.org
or +44 (0)330 414 0080
Matt Bradford
Lloyd’s Register
Graphic Designer
matthew.bradford@lr.org
or +44 (0)330 414 0091
02
Comment
03
People news
04
News
Getting the balance right
Key staff changes in LR Marine
LR’s activities around the globe
Horizons is produced by Marine Communications.
Care is taken to ensure the information it contains
is accurate and up to date. However Lloyd’s
Register accepts no responsibility for inaccuracies
in, or changes to, such information.
Lloyd’s Register is a trading name of Lloyd’s Register
Group Limited and its subsidiaries and affiliates. For
further details please see www.lr.org/entities
© Lloyd’s Register 2015
Lloyd’s Register EMEA
T +44 (0)20 7709 9166
F +44 (0)20 7488 4796
E emea@lr.org
Photo credit: Michael Barber
71 Fenchurch Street, London
EC3M 4BS, UK
Lloyd’s Register Asia
T +852 2287 9333
F +852 2845 2616
E asia@lr.org
22nd Floor, Dah Sing Financial Centre,
108 Gloucester Road, Wanchai,
Hong Kong, SAR of PRC
P&O’s newest and largest cruise ship Britannia
arrives at the Port of Southampton before
being named by Her Majesty Queen Elizabeth II
on 9 March 2015.
Lloyd’s Register Americas, Inc
T +1 (1)281 675 3100
F +1 (1)281 675 3139
E americas@lr.org
(See news item on page 4).
1330 Enclave Parkway, Suite 200,
Houston, Texas 77077, USA
Cover shows an aerial photograph of
Norway’s Myklebust shipyard at Gursken
(see Norway delivers section on pages 16-19).
12
BP Shipping centenary
16
Norway delivers
20
Polar special
30
Silverstream® technology
Cutting edge technology
Latest developments in Norway
Icebreaker projects
Saving fuel on a carpet of bubbles
32
Stena Germanica
34
LNG-fuelled ferries
36
Cunard’s 175th anniversary
World’s first methanol-fuelled ferry
North American gas projects
Evolution of a cruise ship operator
Featured stories
20
12
16
2
May 2015 / Comment
People news / May 2015
People news
Comment
Getting the
balance right
Nick Brown, Lloyd’s Register’s
Marine Chief Operating Officer
The challenges in the marine
market are many. Our clients are
facing big challenges. Balancing
the near term and the longer
term is a constant challenge.
Remaining safe and financially
secure while enhancing
performance is a constant
challenge. At Lloyd’s Register
we are ready to offer support
as a trusted maritime advisor
and innovator.
We can see this in the development
of new technology. Some sectors are
embracing and driving new fuels and
new designs while others are moving
at a slower pace. This change in pace
reflects the regulatory and market
requirements. Shipowners can only
be expected to try and make the best
commercial decisions based on the best
technical advice available at the time –
and remain competitive. We are trying
our best day in and day out to deliver
that technical advice.
But how you see the world will vary
depending on what type of ships
you operate.
Lloyd’s Register is probably the
most diversified of the classification
societies, with a good market share
across all the major ship types as well
as leading positions in the LNG, LPG
and passenger ship sectors where
the technology, capital at stake and,
ultimately, the risks faced are perhaps
higher than in any other sectors.
Many of our clients are not looking for
cutting-edge new technology. In sectors
like bulk carriers and tankers what they
really want us to focus on is service
delivery and support with regulatory
compliance.
Despite the excitement of LNG as fuel,
no deep sea operator has yet built a
gas-fuelled bulker, tanker or deep-sea
container ship – even though many
might like the idea. LR’s industry-first
gas readiness notations are available for
those willing to, or who might want to,
incorporate different levels of readiness
into a newbuilding, or even retrofit,
project. If and when fleets of LNGfuelled bulkers and tankers are required
by the market we are ready.
Right now most technological
development is occurring in sectors
that are specialised. We are heavily
involved in some of the new projects
and concepts emerging. Some of these
may, in time, transfer to mainstream
deep-sea operations.
3
crew sizes today, UMS and electronic
main engines – automation has been
happening for years. But most clients
have a limited appetite for discussing
what’s going to happen in 2050 – or
even 2020. However, many clients are
really worried about problems they face
today – what they will do about ballast
water management systems? We still
have to think about short-, mediumand long-term timeframes and our
Strategic Research Department is very
active in horizon scanning.
Here are the key changes of personnel at Lloyd’s Register Marine –
from the UK to South Korea and Greece – since the beginning of 2015
Chris Craddock is the new Computer
Fluid Dynamics Manager for LR’s
Ship Performance Group in the
Technical Investigation Department
(TID). Chris, who is based at the
Southampton GTC, joined LR from
BMT Fluid Mechanics.
To reflect LR’s growing presence in
Asia, Jim Smith has been appointed
Area Manager for North Asia. Based
in Hong Kong and reporting to
Iain Wilson, LR’s Regional Marine
Manager for Asia, Jim is responsible
for operations in Greater China,
Japan and Korea. Jim was previously
LR’s Area Manager for North China.
Jin-Tae Lee (JT) has been appointed
Chief Representative and Marine
Manager for Korea. JT has been
with Lloyd’s Register since 1988 in
roles varying from Area Manager
for Koje, Okpo and Tongyeong to
Business Development Manager
in Korea. He also worked in the
London office as Asian Shipbuilding
Business Manager. Chung-Sik Hong
(CS), who is currently Lead Business
Development Specialist for Korea,
takes over JT’s role as Business
Development Manager.
Formerly Marine and Compliance
Operations Manager for Korea,
Alan Williams is LR’s new Global
Process Director for Resource
Management. Alan relocates to the
UK this month.
role as Marine and Compliance
Operations Manager for Korea.
Gary has spent nine years in Korea
and China in a variety of technical
and management roles. Gary will
work closely with Alan to ensure a
smooth transition.
In Europe, Anthi Miliou, formerly
Area Consultancy Manager for
Greece, the Eastern Mediterranean
and the Adriatic (GEMA), is LR’s new
Piraeus-based Greece and Cyprus
Business Development Manager,
while Elina Papageorgiou, who
has held a number of finance and
business roles at LR, is the Business
Development Manager for the East
Mediterranean and Adriatic.
LR’s UK&I Operations Manager,
Gary Horrocks, takes over Alan’s
Naturally our organisation and our
activities are focused on annual and
five-year survey cycles and continuing
to provide the service delivery day in
and day out on ships and in shipyards
wherever our clients require us to be to
keep ships trading safely.
This is why we are so proud of our
lead in class- related port state control
statistics, because it’s this factor,
perhaps more than any other, which
measures one class society against
another in terms of quality and the key
role of keeping ships trading safely in
the toughest of markets.
Chris Craddock
Jim Smith
Elina Papageorgiou
Alan Williams
Jin-Tae Lee (JT)
Chung-Sik Hong (CS)
Big data, automation and
nanotechnology are all things we are
working on – and we need to keep
exploring. Taking automation as an
example, it’s not a new trend. Witness
Gary Horrocks
Anthi Miliou
4
May 2015 / News
Briefs
News section
P&O’s Britannia is named by HM the
Queen in the Port of Southampton
P&O Cruises’ newest and
largest cruise ship, Britannia,
had a royal send-off when she
was named by the UK head of
state, HM Queen Elizabeth II,
in Southampton in March
this year.
“The knowledge gained during this
process will surely be invaluable during
the testing of future passenger ships.”
The pre-delivery finishing touches
are added to the Britannia
LR SERS team’s expertise
helps with salvage of
Höegh Osaka
Marine Technology Report out now
The speed and technical skill of Lloyd’s Register’s SERS (Ship
Emergency Response Service) helped Höegh, owner of the
stricken pure car carrier Höegh Osaka, salvage the vessel when
it was grounded in Southampton earlier this year.
The report focuses on five key areas:
To help refloat and stabilise the listing vessel and salvage its
cargo of 1,000-plus vehicles and construction equipment, the
salvage company, Svitzer, needed the Höegh Osaka’s hull data
to prepare a model to make calculations. The initial calculations
were made using a model of a similar ship.
The 330m long vessel is also the
biggest passenger vessel classed
by Lloyd’s Register to comply with
the new Safe Return to Port (SRtP)
regulations and is the largest ship to
be designed exclusively for the UK
holiday market.
Lloyd’s Register Graduate Surveyor,
Mark McQuire, said: “The SrtP
regulation has only recently been
implemented so Lloyd’s Register’s
site office at Monfalcone had to
work closely with the shipyard, LR
Plan Approval office and the UK
flag administration during the build
to agree an inspection and testing
system.
5
News / May 2015
Hoëgh and the vessel’s technical manager, Wallem, approached
LR’s Southampton Global Technology Centre-based SERS team,
even though the emergency response for the hull data was
provided by an ERS team from another classification society.
As the data is protected by intellectual property rights, and
realising it would take at least five days or more to obtain this
vital information from the vessel’s Japanese shipbuilder, SERS
offered the owner an alternative solution, said Wijendra Peiris,
LR’s SERS Manager.
On Britannia’s bridge: (l-r) Mark McQuire, LR’s Steel Inspector, Nicola Pietro Villani,
LR’s Team Leader, Monfalcone Sit Office, Paul Brown, Britannia’s Captain,
Alessio Cendron, LR’s Project Manager for relationships with Fincantieri
The name Britannia also has special
significance for the Queen as for more
than 40 years the UK Royal Family used
to enjoy cruises and taking part in state
ceremonies on another vessel with the
same name, the Royal Yacht Britannia,
which was also classed by LR.
The new Britannia has 1,837 cabins
for 5,700 passengers and crew, has
a power capacity of 62,400kW and
cruises at 22 knots. LR’s Project
Manager, Nicola Pietro Villani, said:
“The first sight of the Union flag
painted on the vessel’s bow was an
indication she would be something
special... Thanks to the hard work of
Lloyd’s Register’s Monfalcone-based
surveyors and LR’s Trieste Technical
“The knowledge
gained during this
process will surely
be invaluable during
the testing of future
passenger ships”
LR Surveyor Mark McQuire
Support Office (TSO) specialists,
something special was achieved.” The
naming ceremony was attended by
LR’s Marine Director, Tom Boardley,
and LR’s P&O Cruises Client Manager,
Natasha Pritchard.
“We offered them our specialist expertise and the use of
our model to rerun the salvors’ calculations/scenarios. One
of Svitzer’s naval architects – accompanied by the special
adviser for SOSREP (the UK Secretary of State for Transport’s
representative) – came to our new offices at the Southampton
GTC where a team of three SERS surveyors reran the
calculations and the various scenarios of the salvors,” said
Peiris. Thanks to the SERS team’s efficiency and flexibility, the
Svitzer salvage team was able to re-confirm the accuracy of
the modelling.
The 51,000gt vessel was ultimately stabilised and thousands of
tonnes of pure water were pumped overboard, while the mix of
oil and water was pumped into one of the vessel’s empty fuel oil
tanks to reduce the angle of its list once the vessel refloated on
the high tide.
Commented Peiris: “LR’s SERS team has had vast experience of
similar emergencies in the past. It highlights our commitment
and maturity in working with various stakeholders across
the shipping industry to help our clients over and above
classification. Our ultimate goal is to save the lives, reduce
the environmental damage and safeguard the assets of our
client companies.”
The latest edition of Lloyd’s Register's Marine
Technology Report is out now. It covers important
areas of research and development, areas where
LR is highly active and is helping to lead the way in
understanding technology – and how to apply it –
for all our industry stakeholders.
•
•
•
•
•
Computational fluid dynamics (CFD)
Battery technology
Polar technology
Wind-powered shipping
Lloyd’s Register’s Applied Technology Group
in Halifax, Nova Scotia
LR’s marine consultancy wins lifecycle
assessment for six LNG vessels
Lloyd’s Register recently won a significant contract
for our consultancy services with the Australian
North West Shelf Ship Services Company (NWSSSC).
NWSSSC operates six Moss-type LNG vessels
that have been in service for 20 to 25 years. LR’s
challenge was to ensure safe, efficient and reliable
operation up to an age of 35 years, ensuring that
future unknowns, operational costs and the vessels’
safety were effectively understood and controlled.
A comprehensive assessment of the operational
lifecycle of the vessels was necessary to mitigate
any risks. John McKain, LR’s Regional Consultancy
Project Manager, said: “This was a great success as
we highlighted a number of areas they had not even
considered, including potential changes to their
future operability.” The lifecycle assessment on the
LNG vessels is due to finish near the end of this year.
Winning with windpower
“Wind-powered shipping” is the
title of a recent Lloyd’s Register
technical review of the commercial,
regulatory and technical factors behind
using wind-assisted propulsion to
drive ships.
Working together
for a safer world
Wind-powered shipping
A review of the commercial, regulatory and technical
factors affecting uptake of wind-assisted propulsion
Understanding technology
• LNG-as-fuel
• Methanol
• Gas turbines
• Wind power
• Hybrid propulsion
• Biofuels
• Fuel cells
• Hydrogen
• Solar
+ Other technology
DIESEL
STEAM
SAIL
6
May 2015 / News
News / May 2015
News section
News section
Lloyd’s Register to class the world’s
largest ever container ships for MOL
Tom Boardley talks technology at CMA
shipping conference and trade show
Class societies must take a
leading role in developing
new technologies, Lloyd’s
Register’s Marine Director, Tom
Boardley, told delegates at the
2015 Connecticut Maritime
Association (CMA) Shipping
Conference and Trade Show in
Stamford, Connecticut recently.
Computer-generated image of one of the giant container ships
Lloyd’s Register recently won
a world first – a contract to
class a series of six ultra-large
20,150teu container ships
owned or long-chartered by
Japan’s Mitsui O.S.K. Lines
(MOL) to be built in Korea
and Japan.
Four of the ultra-large container ships
will be constructed by Samsung Heavy
Industries in South Korea and two by
Imabari Shipbuilding in Japan. The six
vessels will be launched and delivered
in 2017 and operate on the Asia-toEurope service.
This is a highly significant contract for
both LR and MOL, and was achieved
thanks to the strong relationship the
two companies have forged. “These
are the largest container ships ever to
7
be contracted. The evolutionary design
will incorporate the latest technology
for operational and environmental
performance. Most of all we are
delighted with the trust placed in
LR by MOL to help ensure the safety
and performance of these important
ships,” said Luis Benito, LR’s Marine
Marketing Director.
As well as class, LR has been
contracted by MOL to deliver ship
design optimisation and additional
bespoke structural analysis. LR’s global
technical and business development
teams are working with our local teams
in Japan and Korea to handle the
technical challenges of the contract.
Added Benito: “To be chosen as the
class society for the world’s largest
container ship is a huge achievement
and not something that was won
overnight. At a time of great financial
risk, under a tight competitive market
and when the stakes are high, MOL
have chosen to put their faith in LR.”
• Imabari Shipbuilding delivered its
first LR-classed 14,000teu container
ship – owned by Japanese shipowner
Shoei Kisen Kaisha and chartered by
"K"Line – on 31 March 2015. It was
the first 14,000teu container ship to
be built in Japan.
Two LR-classed 14,000teu container
ships, owned by Shoei and chartered
by "K"Line, will be delivered by
the middle of 2015.More than 20
LR-classed ships, including container
ships, LNGTs and bulk carriers, are
currently under construction at
Imabari Shipbuilding-owned yards.
an over-used word – and decided to
change that to survivability. Because
I think over the next 10 years, as we
have seen already, there are plenty of
casualties in the shipping business and
we anticipate that there will be quite
a few more. People claim they were
unlucky, but perhaps they made the
wrong decisions along the way,” said
Boardley.
Collaboration was increasing and LR
has 20 to 30 ongoing technology
research projects with governments,
universities and research institutes, he
said, pointing out that class societies
have a key role in validating the
technology and making sure it is fit
for purpose.
Although the rising trend of more
data provided to ships from the shore,
especially in weather routing and
remote operations, had benefited the
shipping industry, Boardley cautioned
delegates that the biggest failures are
caused by humans.
If shipowners continue to make
the right technical and commercial
decisions, the shipping industry will
survive, he said. “I think we sort of
turned sustainability – which has been
“I would say that the vast majority of
cases where we had human failure
aboard the ship or casualties that
resulted as a result of human failure,
the management culture has been
LR produces container ship
value proposition document
The global boom in orders for very
large and ultra-large container
ships (VLCSs and ULCSs) and the
need for owners to know what they
are getting and what they need
to look out for has prompted
a Lloyd’s Register (LR) value
proposition document.
which designs best meet the need to
minimise capital expenditure (CAPEX)
and operational expenditure (OPEX).
LR has based the studies on 14,000teu
VLCCs, comparing twin-screw with
single-screw hulls, and vessels of up to
19,000-22,000teu, and the safety and
navigability of using the Suez Canal.
Titled Container Ships Design and
Innovation, LR has based the document
on our own studies into vessel design
and design optimisation, analysing
The studies can be used by owners
at the pre-shipbuilding contract stage
or as part of a shipbuilding or
consultancy contract.
Tom Boardley speaking at the
CMA conference
a key issue, and yet I don’t see a lot
of money being spent in terms of
training,” he said.
With 130 exhibitors and 2,500
attendees, CMA’s annual shipping
conference featured speakers on such
topics as market changes, maritime
labour, shipbuilding, LNG shipping and
charter party disputes and solutions.
8
May 2015 / News
News / May 2015
News section
News section
Clear Advantage tanker designs cut ballast
water in VLCCs by up to 40%
Clear Advantage, a joint
industry project between
Dalian Shipbuilding Industry
Co Ltd (DSIC), Dalian Ocean
Shipping Co and Lloyd’s
Register has developed tanker
designs that reduce ballast
water requirements in VLCCs,
Suezmaxes and Aframaxes by
up to 40%.
Once built, the new designs will
provide substantial performance
improvements over conventional tanker
designs including significant reductions
in energy consumption during ballast
passages, a reduction in ballast water
treatment capacity and the associated
time, energy and cost penalties
incurred in treating ballast water and a
reduction in the harmful effects of
mud or silt.
Mud and silt are significant operational
realities in China where oil import
terminals are located on major rivers.
The intake of river water ballast during
cargo discharge can result in substantial
volumes of mud or silt accumulating
after operations, leading to as much as
1,000 tonnes becoming “stuck” in a
VLCC’s ballast water tanks.
The combined impact of the loss of
cargo capacity, the economic drain
of transporting the mud during laden
Lloyd’s Register’s Marine COO, Nick
Brown (right), with DSIC’s President,
Yu Fengping
passages and the eventual cost of
removing the muddy slurry as well as
the strain on ballast water treatment
systems have all been reduced in the
new Clear Advantage designs.
LR-classed lifeboat wins Ship of the Year award
The Netherlands Lifeboat
Association’s newest lifeboat,
NH 1816, was awarded the Royal
Netherlands Society for Marine
Engineering “Ship of the Year”
award at the annual Maritime
Awards Gala in Rotterdam.
The building project was the work of
a consortium made up of the Royal
Netherlands Sea Rescue Institution,
Damen Shipyards, De Vries Lentsch
yacht designers and naval architects
and TU Delft.
Lloyd’s Register (LR) joined the
consortium to provide design and
engineering expertise for the vessel,
which is designed for extreme
operational requirements and
presents a number of challenges
during construction.
LR was involved in a series of design
innovations that set the vessel apart
from its predecessors. These included
the design of the deckhouse, with
large windows that give the skipper an
unobstructed view.
Our experience with multi-layered
glass panels proved particularly useful
too. Reduction in vibration and noise
was also an important factor that LR
helped address.
The lifeboat has self-righting capability,
and the motor and propulsion
management system have been
designed so that propulsion will be
available almost immediately should
the boat capsize.
The award-winning lifeboat NH 1816
9
LR keynote at Green Ship Technology
Lloyd’s Register was the main
sponsor of the 12th Green
Ship Technology Conference
– the maritime industry’s high
profile environment event –
in Copenhagen from 10 to
12 March.
More than 100 major stakeholders,
from shipowners and operators,
technology providers and trade
associations to regulators, participated
in a diverse programme featuring
such topical issues as ballast water
management, SOx scrubbers and the
future of wind-assisted propulsion
– all projects where LR was able to
demonstrate its technical leadership –
i.e. dealing with today whilst planning
for tomorrow.
As a representative of the main sponsor,
LR’s Kosta Petrov, Nordic Area Business
Development Manager, delivered the
keynote address on the theme of
innovation and technology and the role
of class in the 21st century.
Katharine Palmer, LR’s Manager
of Environment and Sustainability,
featured on two panels. In the first,
on CO2 monitoring, reporting and
verification for the shipping industry,
she was able to debate with fellow
panellists from Hapag-Lloyd, the Hong
Kong Shipowners Association and the
Norwegian Shipowners and Belgian
Shipowners Associations.
The second panel, led by Alastair
Fischbacher from the Sustainable
Shipping Initiative of which LR is a
founding member, was on using
sustainability as a business driver.
Co-panellists from Wallenius, ABS,
Calmac and the Cyprus Administration
debated two issues on managing
Kosta Petrov, LR’s Nordic Area Business
Development Manager
investment risks and embedding
sustainability within the supply chain.
Palmer concluded that this was more
about systems change than trying to
embed sustainability into the existing
shipping system.
UltraShip signs 128-ship classification
agreement with Lloyd’s Register
Lloyd’s Register (LR) and
UltraShip have agreed that
61 managed ships, and ships
under construction, will join
the 67 ships already classified
with LR.
UltraShip is the Copenhagen-based
technical management company with
overall responsibility for Ultranav
Group’s fleet of LPG carriers. The
LPG fleet includes semi-refrigerated,
ethylene and pressurised gas ships.
The agreement covers tankers, dry
cargo ships and tugs which are
technically operated in Chile, Peru,
Brazil and Argentina.
LR’s Copenhagen-based Marine
Client Manager, Flemming Kjeldsen,
commented: “We are looking forward
to building on the well-established
relationship to support not only
UltraShip but the whole Ultranav
Group in their vision to grow and
expand their business. LR is well
placed to provide the technical
support for Ultranav’s portfolio of
different ships.”
Contract signing: (l-r) Dave Barrow, Regional Marine Manager, LR EMEA, Kim Wiese,
Marine Business Development Manager, LR, Nick Brown, LR’s Marine COO, Tom
Boardley, LR’s Marine Director, Flemming Kjeldsen, Marine Client Manager, LR,
Kaj Pilemand, CTO UltraShip, Carsten Haagensen, Board Member, Ultranav,
Jesper A. Larsen, Head of Procurement, UltraShip.
10
May 2015 / News
News / May 2015
News section
News section
Tom Boardley elected President of the
UK Chamber of Shipping
Lloyd’s Register’s Marine
Director, Tom Boardley, was
elected President of the UK
Chamber of Shipping at the
Chamber’s annual general
meeting in March this year.
At the London inauguration, Tom said
the UK should be a global hub for
shipping talent.“We have a brilliant,
skilled British workforce, but to be
a home for international industry
we need international ideas – and
that means being able to employ
the brightest and best from around
COSCO-owned VLCC naming
ceremony held in China
the world.” Tom’s presidency marks
the first time a classification society
representative has fronted the UK’s
leading shipowner association,
and reflects moves to broaden the
membership base to represent the full
range of UK shipping activities. From
2012 to 2013, Tom was Chairman
of the International Association of
Classification Societies.
After his inauguration, Tom told
Horizons that he was “greatly
honoured and privileged to take up
the appointment.”
The largest cruise industry tradeshow
brought together cruise line owners,
operators from companies as well as
buyers and suppliers for a week of
networking, sourcing, and education.
China was featured as the bright
spot in Asia since it makes up almost
half of the entire Asia cruise market,
said Adam Goldstein, chief operating
officer of Royal Caribbean Cruises
Ltd. Despite the growth prospects
in Asia, the Caribbean remains the
biggest market in the world.
John Hicks, LR Vice President of
Global Passenger Ships and Americas
Business Development, says that
cruise ship yields are up, and that
many cruise lines are using their
revenues from the Caribbean and
Europe to expand into Asia. LR
already has a strong presence in
Australia and New Zealand and
will build on this. “LR is positioning
for Asia through training, resource
management and ensuring that we
have the right business alliances and
partnerships to be ready to serve
that market as it starts kick off,”
he said.
The cruise industry continues to
address regulatory pressure and
has to deal with ever-increasing
environmental regulations while
assessing the impacts of new
technologies such as exhaust gas
cleaning and ballast water treatment
systems. “Our clients are very open
and honest with us and that is a
LR signs transfer
of certificates
for 16 Hyproc
vessels
Lloyd’s Register (LR) won a
substantial contract with the
Algerian LNG shipping company,
Hyproc, with a transfer of
MMS/MLC 2006 and ISO
9001/14001/18001 certification.
The transfer includes the
company’s entire fleet of 16 vessels
and demonstrates LR’s continuing
growth of its business in Algeria.
Tom Boardley: new Chamber President
LR’s relationship with the client
began in early 2008 when we were
promoting our training services,
concluding in a large external
training contract. Over the course
of two years, more than 1,400
Hyproc employees have trained
with LR.
A healthy cruise industry was the key
message at Cruise Shipping Miami 2015
Lloyd’s Register Marine experts
met with cruise industry
executives who outlined
strong growth, especially in
Asia, as part of the activities
for Cruise Shipping Miami 2015
held from 16 to 19 March.
11
result of the good relationships
that we have with them. We have
to continue to be that professional
third party and provide an
independent view of the ships and
technology to support the industry
in implementation and compliance,”
said Hicks.
Bird’s eye view of the Cruise Shipping
Miami exhibits
Photo credit: The Photo Group 2015
Naming ceremony: (l-r) Zhang Wen, LR’s Area Manager for North China, Gao Weijie,
LR’s Chairman of China Operations, Tian Zhuang, Dalian SIC, Nick Brown, LR’s Marine
COO, Nikolaos Skaribas, LR’s Operations Manager for Greater China, Yang Zhencai,
DACKS Site Manager
Lloyd’s Register’s Marine COO,
Nick Brown, and LR’s Chairman
for China Operations, Gao
Weijie, recently attended a
naming ceremony for the first
VLCC to be delivered from
the Dalian Cosco KHI Ship
Engineering (DACKS) shipyard
in Dalian, China.
The vessel, which was named
Cosyflying Lake, is dual-classed to
LR and CCS and owned by COSCO.
“The construction of the vessel has
been a strategic project for Lloyd’s
Register given China’s increased
demand to import oil and LR’s focus on
working with the best shipowners and
operators in China,” said Brown.
The innovative VLCC has a unique
ballast tank arrangement which
enables sediment extracted during
ballast operations to be collected in
one bay to make tank-cleaning easier.
LR’s Design Development Team
Manager for China, Ying Wei, said: “In
order to reduce the mud sediment in
the water ballast tanks, the tanks are
divided into two parts – the side water
ballast tank (SWBT) and the double
bottom water ballast tank (DBWBT).
“The two tanks are connected by an
overflow hole, so the ballast water
flows from the SWBT to the DBWBT via
the overflow which includes much of
the mud sediment.”
The contract was signed in the
company’s headquarters in Oran
by Tony Field, LR’s Area Manager
for MEA, and Smain Ghomri,
Hyproc’s Chairman.
Salah Boudemala, LR’s Client
Relations Manager, commented:
“The recent win will secure LR’s
presence and strengthen its
position in the very promising
Algerian shipping market in the
coming years. We are currently
studying the possibility of assigning
a permanent surveyor
in 2015 to cover LR services in
the country.”
• Hyproc is the most important
state-owned shipping company
in Algeria as well as the marine
branch of the Algerian national
oil and gas company, Sonatrach.
12
May 2015 / BP Shipping
BP Shipping / May 2015
BPS's Chris Bailey
From its origins as a tanker company founded in
1915 to carry products for the Anglo-Persian Oil
Company until today, BP Shipping has been an
industry leader in tanker expertise
BP Shipping has pioneered
some notable firsts in the 100
years since it was founded in
1915 – just a year after SOLAS
was adopted at the shipping
industry’s first international
convention on safety.
BP Shipping celebrates
100 years
of pioneering ship
technology
Known as the British Tanker Company
of London, the company was
launched to carry products for its
parent company, the Anglo-Persian
Oil Company. In 1954, the AngloIranian Oil Company (previously the
Anglo-Persian Oil Company) was
renamed British Petroleum and a year
later the British Tanker Company
became BP Tanker Company. One of
the newly formed company’s earliest
achievements was the adoption of inert
gas systems (IGS) on its fleet to protect
its vessels from explosions and their
tanks from corrosion.
Then in partnership with the Chamber
of Shipping, the BP Tanker Company’s
initiative spread to an industry-wide
study of tanker explosions, and in
1973, the initiative won the prestigious
Samuel Baxter Prize from the Royal
Institution of Naval Architects. IGS later
became accepted industry practice and
mandatory under IMO regulations.
LR has continued to approve and
class BP Shipping (BPS) vessels and
to collaborate on shipping industry
projects. Two of the most significant
were the introduction of double-hulled
13
Chris Bailey, BPS's Vice President
Operations, says: "BP Shipping
and Lloyd's Register have enjoyed
a close working relationship over
the past 100 years, from the
first BP tanker British Emperor
in 1916 through to the six
latest technology LNG carriers
contracted by BP Shipping at
DSME in South Korea.
"Such collaboration during
design, construction and in-service
operational feedback has helped
to enhance ship design and the
ongoing pursuit of safer and more
efficient operations."
tankers, which was a world first, in the
1990s and the fitting of one of the
first dual-fuel, diesel-electric (DFDE)
systems to the world’s four largest LNG
carriers in 2007-2008. Both projects are
featured overleaf.
Lloyd’s Register’s relationship with BP
Shipping (the name the tanker company
adopted in 1981) dates back almost
100 years – to 1916, in fact, when we
classed British Emperor, the first of a
fleet of seven tankers. Interestingly the
prefix “British” has been added to the
names of all BPS's tankers since then.
Change of CEO
BP Shipping is marking its 100th anniversary
with a change of CEO. John Ridgway, who has
led the company since 2008, retired on 1 May,
handing over to his successor Susan Dio. Susan
joined BP in 1984, and has held a variety of roles
across the organisation with a strong focus on
manufacturing.
Since joining BP, Susan has worked in a variety of engineering,
operations and commercial roles across BP’s downstream businesses.
She was the Works General Manager at the Texas City Chemicals
Site and the Business Unit Leader at the Bulwer Island Refinery in
Brisbane, Australia.
Susan holds a Bachelor of Science Degree in Chemical Engineering and
is a registered Professional Engineer.
BPS's British Emerald, one of the world's first DFDE LNG carriers
14
May 2015 / BP Shipping
BP Shipping / May 2015
Four of the world’s largest and most
fuel-efficient LNG carriers delivered
BP Shipping made history in
2007 when one of the world’s
first dual-fuel diesel-electric
(DFDE) LNG carriers, British
Emerald, was delivered.
Three other LNG carriers, British Ruby,
British Sapphire and British Diamond,
followed in 2008 as part of the aptly
titled GEM Class project. The four
vessels, which were approved and
classed by Lloyd’s Register and built
by Hyundai Heavy Industries (HHI) in
South Korea, were the world’s largest
tankers at the time.
The significance of the project was
that global owners and operators
had been vainly seeking more fuelefficient alternatives to HFO as oil
prices continued to soar and the
world economy remained notoriously
sluggish.
The DFDE technology on the giant
tankers, which could each carry up to
155,000m² of LNG, allowed their diesel
engines to run on boil-off gases from
their cargo tanks or on conventional
diesel fuel. This meant they consumed
about 40 tonnes a day less fuel than
large LNG carriers with traditional
steam turbine propulsion systems.
LR’s Project Manager, José Navarro,
says: “The vessels’ four Wärtsilä
diesel-electric engines not only
represented a significant improvement
in propulsion efficiency compared with
the steam boiler system, jumping from
about 30% to nearly 45% efficiency.
But also the vessels’ CO2, NOx and
SOx emissions were significantly
reduced compared with equivalent
kWh unit energy installed on board
other tankers.”
Another significant feature was the
new vessels’ increased cargo capacity.
“As it was possible to reduce the
length of the engine room, the cargo
capacity of the vessels was increased
per unit of displacement compared
with previous conventional steam
ships,” he says.
Improved fuel efficiency and reduced
environmental impact were built into
“every small detail of the ships’ design
including fuel-efficiency devices to
reduce the air drag at the front end of
the trunk deck space and navigation
bridge wings,” adds Navarro.
Delivery dates are scheduled for
2015 and 2016. Steel cutting of
the first Suezmax took place at
STX Goesung, South Korea, this
month. The four tankers are due
to be delivered in 2016.
The first project, which is called
Project Neptune, is for 10 Aframax
crude tankers and four Suezmax
tankers. Steel cutting on the first
of the Aframaxes, British Respect,
was carried out at STX Jinhae,
South Korea, in November 2014.
The second project, which is
known as Project Triton, includes
fourteen oil and chemical tankers
sized between 40,000 dwt and
50,000 dwt, and scheduled for
delivery at South Korea’s Hyundai
Mipo (HMD) in 2016 and 2017.
Innovative performance monitoring
fitted to three double-hulled tankers
Photograph shows the British Emperor and (inset)
the vessel’s Lloyd’s Register Class entry for 1916
However at the vessels’ design stage,
there were no prescriptive rules
for designers to develop the safety
features of the DFDE engines and their
engine arrangements. “The safety risk
approach was used in order to set up
the necessary safety goal standard
requirements, representing some kind
of cultural technology revolution for
those designers and regulators who
were trained to apply prescriptive
rules,” says Navarro.
Safety aspects such as double-wall gas
fuel piping and gas detection systems
in the engine generator room were
also introduced for the first time on the
GEM Class tankers. “I’ll never forget
the British Emerald being described as
the biggest and most environmentally
friendly LNG tanker in history by BPS’s
CEO John Ridgway in his address at the
naming ceremony,” adds LR’s Navarro.
One of the most significant
projects LR and BP Shipping
(BPS) have been involved with
was the fitting of performance
monitoring equipment to three
of the world’s first doublehulled oil tankers in the 1990s.
The LR-classed sister ships, British
Hawk, British Harrier and British
Hunter, three Suezmax tankers ordered
by BPS, were equipped with condition
monitoring systems to track the
performance of the vessels’ machinery
and hull conditions. The British Hunter
also had an extensive stress and ship
motion monitoring system fitted while
she was being constructed at Samsung
Heavy Industries’ Geoje shipyard in
South Korea.
BPS and LR newbuild projects
Lloyd’s Register is currently
involved in the approval and
classing of 28 new tankers being
built in South Korea in two
projects as part of BP Shipping’s
fleet rejuvenation programme.
15
The double-hulled British Harrier
(see article on right-hand page)
The overriding aim of the seven-year
project was to monitor and collect
data on in-service hull loading and the
structural performance of the vessels
and so help to improve operational
effectiveness and reduce the risk of
structural damage.
“The project enabled LR to enhance
our knowledge of the overall structural
integrity and life durability of doublehull tanker designs. By gaining better
knowledge of the performance of
critical areas of the vessels’ structure
enabled us to improve our hull
inspection procedures for this type
of vessel.
It also enabled us to improve
our ShipRight Structural Design
Assessment (SDA) technology and
our Fatigue Design Assessment (FDA)
procedures,” said LR’s Project Manager
Jimmy Tong, Marine Technology and
Engineering Services.
BPS used the measurements taken
during the project to enhance its
knowledge of the safe operational
limits of its ships and to improve
the planning of hull structure and
machinery maintenance.
“The research project was proposed
by LR, and BP Shipping considered it
very beneficial for both the participants
and the shipping industry to research
into double-hull structure loadings,”
said BP.
The ships, which were delivered in
1997, were also fitted with stateof-the-art hull condition monitoring
equipment – a system allowing
shipowners and operators to plan
inspections in accordance with class,
enhanced survey programmes and
their own requirements.
At the same time they were able
to keep a record of thickness
measurements, protective coatings
conditions, structural damage and
subsequent repairs.
LR also provided formal training for
BPS staff on the use of the system.
“The project gave LR invaluable
in-service data and so enhanced the
confidence level of its calculation
procedures and classification rules.
It also built up our confidence in the
approval procedures we apply to our
ships,” said Tong.
16
May 2015 / Norway focus
Norway focus / May 2015
Norway delivers
17
Work starts on Maersk-owned
anchor handling tug supply
ships at Norway’s Kleven Werft
Lloyd’s Register’s local surveying
teams are supervising an influx
of new classification projects,
particularly in the Kleven cluster
of Norwegian shipyards, reports
Leif Gunnar Sandvik
Computer-generated image of a group of AHTS vessels
Steel cutting of the first of six anchor
handling tug supply (AHTS) vessels,
with options for four more more,
starts this year. The vessels, which
will be classed by Lloyd’s Register
(LR), are being built at Norway’s
Kleven Ulsteinvik shipyard as part
of a contract between Kleven Verft
and LR.
A significant increase in
business from Norwegian and
Norway-linked clients in 2015
has led to a Lloyd’s Register
recruitment drive to support,
give advice, class and approve
the new projects we have won
– particularly in the burgeoning
Port of Ålesund area.
Owned by Maersk Supply Service,
the vessels will be registered
under the Danish flag. “They were
designed by Salt Ship Design based
in Stord, western Norway.
Among the key projects LR’s surveying
teams are involved with are:
Two contracts at Kleven Verft in
Ulsteinvik near Ålesund. The first
is the building of a series of up
to 10 Maersk-owned 95-metre
anchor handling tug supply (AHTS)
vessels. The second is a sub-sea,
112.8-metre-long vessel for the
South African mining group De
Beers. The ship will be used for
diamond excavation off the coast
of Namibia (see articles on the next
four pages). Steel cutting for both
projects will be carried out this year
with delivery from 2016 onwards.
“The projects are special in their own
right and we are already well advanced
with approval work. Hull blocks for
both will be part-built in Poland,
while the final erection of blocks,
outfitting, testing and delivery has
Aerial view of the Kleven Verft Shipyard
in the Norwegian town of Ulsteinvik
been contracted at Kleven Verft,” said
Leif Gunnar Sandvik, LR’s Norwegian
Business Development Manager.
LR has classed a 100m-long
superyacht for Rolls-Royce Marine
in Ålesund. The yacht has been
designed by the A Group/Vega
Yachts, Monaco, and has been
built at Kusch Yachts, Wewelsfleth,
Germany. It is among the first
vessels built to the new Passenger
Yacht Code. “The yacht sector
is a very special area for us and
we are very pleased to support
our Norwegian engineers in this
segment,” said Sandvik.
LR has won a class agreement with
Wilhelmsen Ship Management in
Oslo for a new cruise ship Viking
Star, owned by Viking Cruise Ships.
The vessel was delivered to her
home port of Bergen on
“All the companies
LR has been involved
with - many of which
are Norwegian clients
- have different
challenges, so we aim
to understand clients’
needs in order to help
in the right way”
LR’s Leif Gunnar Sandvik
Initial block assembly for the AHTS
is being carried out in Poland but
final erection of blocks, outfitting,
testing and delivery will be at Kleven
Werft in Ulsteinvik,” said Leif Gunnar
Sandvik, LR’s Business Development
Manager for Norway.
17 May (see article on page 19)
after delivery from Fincantieri’s
Marghera Shipyard.
“Lloyd’s Register Norway has several
key focus areas – within classification,
management services, type approval
and consultancy. Our clients are
appreciating LR’s good service and we
are privileged to be able to support
them and help with their special
requirements. All the companies we
“Lloyd’s Register sees this as a great
opportunity to support shipyard
industry in Norway and is looking
forward to supporting Kleven, Salt
Design and the owners Maersk
throughout this project. We are
grateful for the assignment and
are looking forward to a long and
successful co-operation with Kleven
Verft,” he added.
The size of the contract will provide
a substantial workload for LR in
Norway until 2018. “I am confident
that we have the experience and
willingness to prove that this project
will be successful in strengthening
our businesses leading to even more
important and exciting projects in
Norway,” said Sandvik.
The first two AHTS vessels are due to
be delivered at the end of 2016.
have been involved with many of which
are Norwegian clients have different
challenges, so we aim to understand
clients’ needs in order to help in the
right way. Our overall goal is to make
operations safe, clients’ assets secure
and for vessels to operate without
pollution to the environment. We are
really looking forward to welcoming
our existing clients as well as potential
new ones on our stand at Nor-Shipping
2015 in Oslo,” he added.
18
May 2015 / Norway focus
Norway focus / May 2015
LR signs contract with Kleven Verft
to class diamond exploration vessel
19
Lloyd's Register Norway classes
Viking Star for Viking Ocean Cruises
A project involving Lloyd’s Register teams from Germany, Poland and
Norway is phased to be completed in 2016
Lloyd’s Register continues to
develop its growing portfolio of
newbuilds in Norway’s Ålesund
area, having recently signed
a new contract with Kleven
Verft for the classification and
statutory approval of a new
subsea mineral sampling vessel.
The diamond exploration vessel is
being designed by Marinteknikk AS
in Ulsteinvik, with whom LR already
has a good working relationship from
previous projects.
The 112.8m-long vessel is being
built for De Beers, the South African
diamond mining company, which
will use it in offshore Namibia. The
diesel-electric-powered vessel is
“We are very pleased that Kleven Verft, in
conjunction with the owners, has chosen
Lloyd’s Register"
Leif Gunnar Sandvik,
LR’s Business Development Manager
designed to remain in position for
three years between returns to port.
LR’s Technical Support Office (TSO)
teams in Hamburg and Copenhagen,
will perform the plan appraisal for
the newbuild, which is planned to
start before the end of this year. The
construction of hull blocks starts this
year in Poland, with final erection of
blocks, outfitting, testing and delivery
planned at Kleven Verft by mid-2016.
Construction of the vessel will be
overseen by a pan-European LR team,
with surveyors from Gdansk and
Ålesund taking the lead.
Having been involved in this project
with Kleven Verft since mid-2014,
support from a global LR team has
been essential to making this contract
a reality.
LR’s Business Development Manager,
Leif Gunnar Sandvik, commented:
“We are very pleased that Kleven
Verft, in conjunction with the owners,
has chosen Lloyd’s Register. I am
confident that, with good co-operation
as the contract progresses, the project
will be successful for all parties.”
Computer-generated image of the exploration vessel
The Viking Star shortly before she was delivered
Lloyd’s Register’s Norwegian
team recently won a class
agreement with Wilhelmsen
Ship Management in Oslo for
a new cruise ship, Viking Star,
owned by Viking Ocean Cruises.
The 227-metre-long vessel was
christened in her home port of
Bergen on 17 May after delivery from
Fincantieri’s Marghera Shipyard in Italy
in March this year.
The Viking Star, which is the first cruise
ship registered with the Norwegian
International Ship Register (NIS) for 10
years, will have three sisterships, Viking
Sea, Viking Sky and Viking Sun, all to
be delivered in 2016-2017.
The Viking Star is Viking Ocean
Cruises’ first oceangoing cruise
ship. She has 465 cabins which can
accommodate 930 passengers. At just
47,800gt, the vessel is able to dock in
prime locations that larger cruise ships
cannot access. The vessel, which was
approved and classed by LR, is fully
compliant with LR’s Safe Return to Port
(SRtP) requirements.
Another key feature is the vessel’s quiet
performance. During the planning
and building process, a team from
LR Consulting carried out noise and
vibration analyses, to remove any
possible issues. The work included room
acoustic calculations to ensure sound
was kept to a minimum in the main
entertainment venues.
Richard Goodwin, Viking’s VP of
Engineering, said: “Whether the ship is
stationary or travelling at 20 knots you
can't really tell she’s started moving.
That to me is a very satisfying result.”
The Viking Star is fitted with energyefficient hybrid engines and a
hydrodynamically optimised streamlined
hull and bow for maximum fuel
efficiency. It also has solar panels fitted
on board and equipment for minimising
exhaust pollution.“Lloyd's Register has
worked very closely with Viking Ocean
Cruises’ technical team from concept
Specifications
•
•
•
•
•
47,800 gt
227 metres long
930 passengers
Speed: 20 knots
4 Man Diesel & Turbo engines
producing 23,520kW
right through to delivery to ensure
the ship not only complies with class
and statutory requirements but also
with Viking’s very high standards for
environmental preservation, energy
efficiency and passenger comfort.
Extensive use was made of our
Consultancy Services for these aspects,
not least in the important areas of noise
and vibration minimisation to enhance
the cruise experience,” said Nigel
Worsley, LR’s London-based Account
Manager for Viking.
20
May 2015 / Polar special
Polar special / May 2015
LR teams pioneer series
of global icebreakers
21
that a very small number of ships use
Arctic transits for voyages between
the Pacific and Atlantic oceans as an
alternative route to the Panama and
Suez canals, and this only tends to
happen during the summer season.
Although shipping in the Arctic – and
particularly the Russian Arctic – is
likely to increase, it will be mainly
export shipping for dedicated natural
resources projects.
What typically determines the use of
shipping in Arctic sea ice is the balance
between open water and ice efficiency.
This is one a significant deciding factor
when considering the overall economic
viability of large Arctic projects.
A ship passing through polar waters
Fleet renewals
Lloyd’s Register is supporting the building of a series of polar icebreaker
projects from Vancouver to Korea, reports Rob Hindley, LR’s Lead
Specialist for Arctic Technology
The Arctic ice cap in March this
year was the lowest monthly
average since satellite records
began, figures from the
National Snow and Ice Data
Center (NSIDC) show.
In the same month air temperatures
reached record highs at two Antarctica
stations in the warmest recorded spell
in that continent.
Such news stories have not been
uncommon in recent years where
records over a relatively short
measurement period continue to be
broken. Real and apparent decreases
in Arctic ice cover – particularly
during the summer – continue to
fuel speculation that the region is the
next frontier for shipping, a potential
shortcut between Asia and Europe
and exposure to untapped oil, gas and
mineral exportation projects.
However the real situation is more
complex. A recent report from the UK
House of Lords Select Committee –
which included expert evidence from
Lloyd’s Register (LR) specialists – shows
In the near future, Arctic shipping
trends are seen as being associated
with fleet renewals and expansions
rather than a Gold Rush type
revolution. The main two areas of
growth in Arctic shipping are the
export of oil and gas from the Russian
Arctic and the renewal of the global
icebreaking fleet – and LR continues to
have a strong involvement in both.
need replacing or refitting in the near
future. At the same time, polar science
and research continues to grow – and
new orders for Antarctic icebreakers
are increasing.
LR continues to be at the forefront of
these advances, supporting designers
and owners in the development of
designs and implementation of rules
for ships operating in new areas.
In fact the extent of LR’s involvement
with icebreakers designed and built
to class and currently operating
worldwide is significant.
In the last five years, LR has been
involved with:
The new Noviy Port tankers (see article
on page 29) represent the next step
in a series of Russian destinational
shipping projects supported by LR
and follow the discovery of the
Prirazlomnoye oilfield in Russia’s
Pechora Sea in 1989. The first Arctic
tankers serving this development,
which are dual classed with LR and the
Russian Register, went into service
last year.
Of the estimated 127 icebreakers
designed and built to class, 25% of
the global fleet were built to LR class.
The average age of the icebreaker fleet
is 28 years – an age profile that means
a significant number of ships will
Through this fleet, LR has built up a
considerable breadth of knowledge
about icebreaker design and the
through-life performance of their
structures and systems.
What characterises these trends
is a pushing of the boundaries
– incremental steps in terms of
technological capability and the
harshness of operating environments.
The delivery of the two latest
icebreaking supply vessels for the
Russian Sakhalin service.
The acceptance into class of the
Canadian Coast Guard’s flagship
icebreaker, CCGS Louis St Laurent.
This represents a longstanding
involvement with the ship which
was built to class in 1966.
The approval of the design for
the Canadian Coast Guard’s new
icebreaker (see article on page 26)
to Polar Class 2 – the highest
Polar Class that is yet to be
approved globally.
"The extent of LR’s involvement with icebreakers designed and
built to class and currently operating worldwide is significant"
22
May 2015 / Polar special
LRF-funded
research centre
studies Arctic
risk avoidance
Polar special / May 2015
A research centre to examine ways
of improving safety and avoiding
risks and hazards in the Arctic is
being funded by Lloyd’s Register
Foundation (LRF). Known as the
LRF Research Centre of Excellence
for Arctic Shipping and Operations,
the project is led by Finland’s
Aalto University with four partner
universities, Helsinki University, the
Norwegian University of Science
and Technology, Canada’s Memorial
University of Newfoundland and
Germany’s Hamburg University
of Technology.
in Arctic operations over a fiveyear period.“Arctic technology
is a specialised field in which
Finland intends to remain a global
leader, as we have strong scientific
achievements and considerable
doctoral training,” said Project
Chairman, Professor Pentti Kujala
of Aalto University.
The centre is supporting 10 doctoral
dissertations on risk management
23
What owners and operators need
to know about the Polar Code
Heightened activity in
the Arctic and Antarctic
regions has made the
Polar Code a crucial aid
to vessel safety, says
LR’s IACS representative
Rob Hindley
A ship operating in fully ice covered waters
The approval of the first dual-fuel
LNG-powered icebreaker (see article
on page 27).
The approval of the first icebreaker/
Antarctic research vessel to be built
in China.
The approval of the three latest
icebreaking Arctic tankers in Korea
(see article on page 29).
The Arctic business is growing more
global. There has been a reinvigoration
of the historic centres of excellence
“Of the estimated
127 icebreakers
designed and built
to class, 25% of the
global fleet were
built to LR class”
LR Senior Specialist
Rob Hindley
for icebreaker design and construction
such as Finland and Russia and
shipbuilding areas relatively new to
the Arctic are taking up the challenge.
Recent Arctic ship projects LR is
involved with in China and Korea
highlight this move.
Seven continents
LR is currently involved in ice class ship
projects designed, built or intended to
operate from all of the world's seven
continents. As well as classification, LR
has undertaken a number of projects
that support our clients and add value
to their decision-making, namely:
Supporting specification
development for government
projects.
Icebreaker life extension surveys
and studies.
LR’s recent work on the development
of ice class Rules and Regulations is
also significant. Having been the first
class society to fully adopt the new
Polar Class Rules (IACS UR I), we have
undertaken detailed analysis of these
Rules to first validate and then expand
upon them – with particular focus
on their application to icebreakers
intended for use in more harsh and
aggressive ice conditions.
This has included the unique
“Icebreaker(+)” notation, which
enables a ship’s ice strengthening
to be developed based on a rational
evaluation of load scenarios.
In effect it allows a bespoke level of ice
strengthening to be specified by the
owner and incorporated into the
ship’s design.
The new notation has been
implemented on a number of
recent designs. The first ship, a new
icebreaker for the Finnish government
(see article on page 27), is due for
delivery at the end of 2015.
LR is also the current International
Association of Classification Societies
(IACS) representative on the IMO Polar
Code working group. We have also
recently released the first dedicated set
of Rules for Stern First Ice Class Ships,
specific Fatigue Design Assessment
Procedures for ships navigating in
ice and Rules for Ice Load Structural
Monitoring Systems.
While the Polar Code is due to
be adopted at IMO’s MEPC68 this
month – the safety element was
endorsed last November – the
next date in everyone’s calender
is 1 January 2017.
After this date all vessels carrying SOLAS
certificates that intend to trade in the
polar regions must comply with the
Code and carry a Polar Ship Certificate.
Lloyd’s Register has been actively
involved with the IMO in the
development of the Code, including
representing IACS during the Polar Code
working group discussions. “Our main
role has been to identify to the working
group challenges on how the Code will
be implemented, as well as providing
technical advice on areas such as ice
class and temperature definitions,”
says LR’s current IACS representative
Rob Hindley.
What is the Polar Code?
The Polar Code is a supplement to
SOLAS and MARPOL and provides
additional requirements to address the
hazards relevant to operating in polar
water. The structure of the Code reflects
this. Part 1, which follows a goal-based
approach, contains requirements
concerned with safety, while Part
2 addresses pollution prevention
measures. While the Code provides
prescriptive ways of meeting these
functional requirements, alternative
approaches are also acceptable.
Although the Code’s text is complete,
work across the industry to prepare
for 1 January 2017 continues at a
quickening pace. The safety part
of the Code is function-driven and
provides operators with a good range
of flexibility, recognising there are
alternative design and operational
approaches that can meet the functional
requirements that already exist.
“The challenge for flag administrations
and classification societies is how to
ensure consistency of these approaches.
Now the text is complete, this is an
aspect we are working on, together
with IACS and wider industry, to ensure
we have consistent and applicable
procedures before the Code comes
into force,” adds Hindley. Central
to the Code is an assessment to set
up procedures for operating and
environmental conditions and defined
hazards found in polar waters. This
is directly linked to certification,
as the outcome of the assessment
– operational limitations – will be
recorded on the Polar Ship Certificate.
Apart from a Polar Ship Certificate,
every ship will need to carry a Polar
Water Operational Manual to provide
her owner, operator, master and crew
with sufficient information about the
vessel’s operational capabilities and
limitations to support the decisionmaking process.
In the first of a number of industry
initiatives, LR is taking a leading
role in a three-day operators’
workshop in June this year with
members from the Cruise Lines
International Association (CLIA) and
the International Association of
Antarctica Tour Operators (IAATO).
“The workshop aims to bring
understanding of the Polar Code
to our operators so that we are
prepared in good time for the Code’s
adoption,” says Dr Kim Crosbie,
Executive Director of IAATO.
For more information about LR and
the Polar Code go to: lr.org/codes
24
May 2015 / Polar special
Polar special / May 2015
Polar projects
The map shows the locations of the shipyards where icebreaker
projects Lloyd’s Register is currently involved with are being built
– from Vancouver in Canada to Shanghai in China. We have
pinpointed the boundary line of the Polar Code.
Polar Code
boundary line
Vancouver, Canada
25
Polar Code
boundary line
Helsinki, Finland
Shanghai, China
St. Petersburg, Russia
Helsinki, Finland
Geoje, South Korea
Photo credit: Vard Marine Inc
CCGS John G. Diefenbaker
Finnish icebreaker
Most capable icebreaker
designed to LR’s polar class
rules to date. Able to break
2.5m of ice at 3 knots.
World’s first LNG-powered
icebreaker and first with LR’s
Icebreaker(+) notation.
Replaces Voima (above).
Polar Code
boundary line
Polar research vessel
Arctic and Antarctic research
and re-supply icebreaker for
China’s Polar Research Institute.
First China-built icebreaker.
Mikhail Ulyanov (above)
and Kirill Lavrov
Vitus Bering and
Alexey Chirikov
Arctic shuttle tankers for
Russia’s Novy Port
Arctic shuttle tankers recently
built for Sovcomflot (SCF).
Dual-classed and largest
commercial ships built in Russia.
Icebreaking AHTS for Russia’s
Sakhalin Service. Delivered
from Arctech Helsinki Shipyard
for Sovcomflot (SCF).
Shallow draft Arctic tankers
being built at Samsung Heavy
Industries for Sovcomflot (SCF).
Stern first ice class notation.
Polar Code
boundary line
26
May 2015 / Polar special
Polar special / May 2015
Powerful icebreaker to be built for
Canadian Coast Guard
One of the largest and most
powerful icebreakers in the
world will be built in Vancouver
as part of the Canadian
government’s National
Shipbuilding Procurement
Strategy (NSPS). The vessel, John
G. Diefenbaker, is named after
the Canadian prime minister
whose government founded the
Canadian Coast Guard (CCG)
in 1962.
The 150m long icebreaker will be
constructed by Seaspan Vancouver
Shipyards to replace the CCG’s heavy
icebreaker Louis S. St-Laurent. The
design is a collaboration between
the CCG, VARD Marine (previously
STX Canada Marine), Aker Arctic
Technology and Imtech.
The ship’s design is based on the
requirements of Lloyd’s Register’s polar
class 2 requirements – the second
highest ice class according to the
IACS polar class rules. In addition the
design is one of the first to hold the
class notation ‘Icebreaker(+)’, where
the ice-strengthening requirements are
additionally validated with an analysis
of the vessel’s operational profile and
potential ice-loading scenarios. The
National Research Council Canada
(NRC) provided environmental data
27
Finns build the world’s first
LNG powered icebreaker
1.6m-thick ice and be able to create a
25m-wide channel in 1.2m-thick ice at
a speed of 6 knots and reach 9 to 11
knots of average assistance speed in
the Baltic Sea. Its speed in open water
will be a minimum of 16 knots.
Computer-generated image of the Diefenbaker
Photo credit: Vard Marine Inc
and analyses for the definition of the
Arctic conditions in which the ship will
operate and the expertise and facilities
for the physical model testing.
Open water range
The Diefenbaker is designed for
unrestricted autonomous operation
in the Canadian Arctic and adjacent
waters for nine months of the year
with the capability of safely overwintering in high Arctic waters. She
will be able to break 2.5m of snowcovered ice and will have an
ice-breaking endurance greater
than 25 days. The icebreaker has an
open water range of 26,200 nautical
miles and a logistical endurance of
270 days. She will be able to achieve
a maximum speed of about 20 knots
in open water, but her normal cruising
speed is around 12 knots. The John
G. Diefenbaker will be powered by a
diesel-electric propulsion system of six
diesel gensets in two engine rooms,
with an installed power of 39.6MW.
The generating plant will supply all
the ship’s electrical needs, including
two 11MW wing shafts and a 12MW
azimuth thruster.
The combined propulsion power
of 34MW will make the John G.
Diefenbaker one of the most powerful
icebreakers in the world when built.
LR Senior Surveyor Juha Kojo (centre) takes part in a coin-sealing
ceremony during the Finnish icebreaker’s steel cutting
Work has started on the world’s
first LNG-powered icebreaker
which is being classed and
approved by Lloyd’s Register
and when delivered will be able
to perform oil spill response
operations and emergency
towing in the most demanding
weather conditions of the
northern Baltic Sea.
The icebreaker is currently being built
at Finland’s Arctech Helsinki Shipyard
for the Finnish Transport Agency
and is expected to be delivered at
the end of this year. The 110m long,
dual-fuelled vessel is being classed
by Lloyd’s Register and meets the
environmentally rigorous standards
and low sulphur emissions demanded
by the Baltic Sea.
The vessel will be powered by five
Wärtsilä engines able to operate
on both liquefied natural gas (LNG)
and low sulphur diesel fuel with the
arrangements of the vessel’s double
hull protecting all her vital tanks
aboard. The ship has three ABB azipod
propulsion units, with one 6MW unit
at bow and two 6.5MW units at stern
for easy manoeuvrability and icebreaking performance, particularly in
heavy-ridged and rafted ice.
The icebreaker’s special hull form and
unique propulsion means she will be
able to move continuously through
“The fact that this ship is the world’s first
LNG-powered icebreaker and that Lloyd’s
Register was chosen as the classification
partner for this project is a prime example
of LR's strength in this area”
The Mastera double-acting tanker turning on ice. The vessel was
the first to be built to Lloyd’s Register’s stern-first ice class rules.
Niklas Rönnberg,
LR's Marine Client Manager
She will be fitted with special
equipment to perform oil response
operations and emergency towing
under severe climatic conditions
during winter and summer. She will
be operational throughout the year to
ensure the safe movement of vessels
in the Baltic Sea – with sea endurance
of up to 30 days. The LNG-fuelled
icebreaker will have accommodation
for 24 crew with provision for
extra crew during oil spill response
operations.
The hull construction blocks are
being built at Baltija Shipyard in
Klaipeda, Lithuania. Once built they
will be delivered to the Arctech
Helsinki Shipyard for the vessel’s main
construction. The project is particularly
significant for the Helsinki shipyard as
it is the first dedicated Baltic icebreaker
to be built there for almost 30 years.
LR’s Helsinki-based Marine Client
Manager, Niklas Rönnberg, says: “The
fact that this ship is the world’s first
LNG-powered icebreaker and that
Lloyd’s Register was chosen as the
classification partner for this project is
a prime example of Lloyd’s Register’s
strength in this area.
“The upcoming Polar Code (see page
23) together with the future utilisation
of the polar areas will increase demand
for ice-going and ice-breaking vessels
and Lloyd’s Register is one of the
key providers of classification and
consultancy services in this field,”
adds Rönnberg.
28
May 2015 / Polar special
Polar special / May 2015
How an icebreaking tug is being
converted into a polar superyacht
29
Three shuttle tankers built for SCF
with LR’s stern-first ice class rule
Three Arc 7 shuttle oil tankers
being built at Samsung Heavy
Industries shipyard at Geoje in
South Korea and contracted to
the Russian operator Sovcomflot
are the first newbuild vessels to
comply with Lloyd’s Register’s
Provisional Rules for the
Classification of Stern First Ice
Class Ships.
The 42,000dwt ships, which are dualclassed to Lloyd’s Register and the
Russian Register, will be purpose-built
for year-round shuttle operations for
exporting oil from the Novoportovskoye
oilfield in northern Russia via Ob Bay
in Russia’s polar area.
A 73m-long icebreaking tug
that was used as an oceangoing
salvage vessel and electronic
eavesdropping tug by the Soviet
Union in the 1970s and 1980s
is being converted into the
world’s first-ever icebreaking
superyacht.
The vessel, Legend, was originally
built to icebreaking specifications at
the IHC Holland shipyard in 1974 and
after almost 20 years as a working tug
was sold by her Russian owners and
converted into a charter yacht. She
was later withdrawn from the market
and in 2014 sold to a new owner.
Legend is being refitted at Icon Yachts
in the Netherlands in collaboration
with Dutch company Diana Yacht
Designs, which is finalising the new
engineering details with approval
and classification by Lloyd’s Register.
The superyacht has two 3,400hp
Smit-Bolnes engines driving a single
3.7m propeller which provides for a
maximum speed of 16 knots, a cruising
speed of 13 knots and a cruising range
of 18,000 miles.
The superyacht’s stern is being
lengthened by 3.6 metres to
accommodate a swimming pool and
swim platform.
The conversion, which is being
supervised by the Netherlands
company Verkerk Yachting
Projects, includes a garage beneath
the foredeck for a three-person
submarine, an upgraded helipad and
accommodation for 30 guests.
When she is relaunched in the
summer, Legend will retain her
icebreaking status and meet LR and
SOLAS requirements when she starts
operating as an adventure charter
yacht visiting such polar regions as
Greenland and Antarctica.
LR’s Yacht Segment Manager Engeljan
de Boer says: “Building an Ice Class
passenger yacht from a 1974-built
Ice Class tug is a unique achievement
for all those involved, including the
many LR experts who have worked
passionately towards its success.
“The project was a challenge from
which we did not shy away. Pushing
the boundaries of living the dream
and visiting places rarely explored
before and in extreme luxury and
safety, required a tough approach by
LR in terms of safety, yet flexibility in
terms of solutions.”
“Building an Ice Class passenger yacht from a 1974
Ice Class tug is a unique achievement”
Engeljan de Boer, LR’s Yacht Segment Manager
Their design is notable for a widebeam, shallow draught configuration
with twin-podded propulsion units
and a bow-loading system for offshore
loading in the Ob Bay’s shallow waters.
"Lloyd’s Register
has been involved
in uninterrupted
new construction
activity in shipyards
in Russia, Finland,
China and Korea"
SCF’s Arc 6 oil shuttle tanker Mikhael Ulyanov
Compliance with the requirements
of the Russian Northern Sea Route
Administration (NSRA) will ensure a
specification of sufficient ice strength
for the likely environmental conditions
the ships will encounter in year-round
operations in Ob Bay, Kara Sea and
Barents Sea.
Compliance with LR’s Provisional Rules
requirements will ensure the ships
reflect best practice for stern-first
operation in ice including, for example,
appropriate extents of stern shoulder
ice strengthening, best practices for
navigation bridge watch layout and
visibility, and consistent interpretations
of international regulations when
operating stern-first in ice. The tankers
include LR’s stern-first ice class notation.
Delivery of the first ship in 3Q 2016
will coincide with the 10th anniversary
of the first agreement for dual-class
co-operation during new construction
between LR and the Russian Register.
The first ship delivered under the
collaboration was another Sovcomflot
tanker, Mikhael Ulyanov (see image
above), which was built at the
Admiralty shipyards in St Petersburg.
She is the largest commercial ship to be
built to date in Russia. She went into
service with her sistership, Kirill Lavrov,
in 2010 carrying the first oil exports
from the Prirazlomnaya platform in the
Pechora Sea.
Since the first dual-class agreement
with the Russian Register, LR has been
continuously involved in uninterrupted
new construction activity in shipyards in
Russia, Finland, China and Korea.
When the project is completed in 2017,
a total of 20 vessels including eight
Arctic shuttle tankers, four LNG carriers
and two icebreaking offshore supply
vessels, will have been delivered to dual
class between the two registers for
Russian interests.
30
May 2015 / Silverstream technology
Silverstream techonology / May 2015
Silverstream
bubble technology
could save more
than 5% of fuel
when optimised
®
31
“The two images
show that when
the air lubrication
technology is
switched on it
is visible in the
Amalienborg’s wake
with the air flowing
down the whole
length of the hull
– as it needs to for
the technology to be
efficient,”
Crispin Fetherstonhaugh,
LR’s Senior Hydrodynamicist
“Before and after” photographs of the Amalienborg’s wake during its recent trials
A unique technology that enables vessels to travel on a carpet of bubbles
has been tried and tested on a Danish-owned product tanker
Sea trials of a novel fuel-saving
system that funnels bubbles
around a ship’s hull have shown
energy efficiency savings of
4.3% and 3.8%* for the vessel
in ballast and laden conditions,
respectively.
The trials, which were independently
verified by Lloyd’s Register’s Ship
Performance Team, were funded
by Shell and carried out by the
petrochemical company and the
concept’s designer, Silverstream®
Technologies, on MT Amalienborg,
a 40,000 dwt product tanker owned
by Denmark’s Dannebrog Rederi.
The Silverstream® System, as it is
known, produces a thin layer of
micro bubbles that creates a single
“air carpet” for the full length of a
flat-botttomed ship. This reduces the
frictional resistance between the water
and hull and improves the vessel’s
operational efficiency, reducing fuel
consumption and associated emissions.
The system can be retrofitted to
existing ships or fitted to newbuilds
(see article on pages 26-27 of the
September 2013 issue of Horizons).
Crispin Fetherstonhaugh, LR’s Senior
Hydrodynamicist, said: “The sea trials
were carried out in ideal conditions,
therefore making them more accurate
as no corrections were required for sea
states, wind and general weather.”
Nick Brown, LR’s Marine COO, said:
“Shipowners and operators need
to trust the savings and return
on investment calculations that
manufacturers claim. This trust can
only be built by ensuring rigour and
transparency within the trial process,
to ensure the highest level of accuracy
in the projected figures that are
communicated to the market. The sea
trials for the Silverstream® System have
been conducted in such a way, with
independence ensured throughout.”
Shortly after the results of the LRverified sea trials were shared with the
shipping world, the cruise company,
Norwegian Cruise Line, announced the
fitting of the Silverstream® System to
its cruise vessel Norwegian Bliss, which
is due to be delivered at Germany’s
Meyer Werft shipyard in 2017 – with
an option to fit the system to two
more NCL-owned vessels.
* The figures represent an average
from all raw data captured during
each trial, which included optimal
and non-optimal air flows. Based
on the trials both Silverstream® and
Shell believe that a fully optimised
system has the potential to deliver
more than 5% efficiency savings on
an ongoing basis when deployed on
a full-bodied vessel with a large
flat bottom.
“The sea trials were
carried out in ideal
weather conditions,
making them more
accurate as no
corrections were
required”
LR’s Crispin Fetherstonhaugh
32
May 2015 / Methanol power
Methanol power / May 2015
Methanol-fuelled
Stena Germanica
makes history
tank in the vessel’s double bottom for
storage. The tank is surrounded with a
cofferdam and the tank is also inerted
with nitrogen. As well as solving the
rearrangement issue, this adds extra
safety to the vessel as other water
tanks surround the methanol tank.”
When refuelling with methanol, the
vessel uses a pump station, which was
installed at the quayside at the Port of
Gothenburg by Stena Line.“The ship
can bunker about 120-180m³ every
second day. There will also be three
very large tank trucks with trailers
providing the fuel to the terminal,”
said Hofnell.
• You can find out more about LR’s
role in the risk assessment of
the Stena Germanica’s engines and
LR’s role in Methaship, a threeyear study into the design and
construction of a new generation of
methanol-powered passenger ships,
in the January 2015 Horizons.
Specifications:
•
•
•
•
•
•
•
•
•
•
Lloyd’s Register has classed and
approved the world’s first dual-fuel ferry
powered by methanol and diesel, writes
Anders Hofnell, LR’s Marine Business
Development Manager for Sweden
The recently converted Stena
Germanica, the world’s first
methanol-powered ferry, was
given a rousing reception in
both Gothenburg and Kiel – the
two end-cities of its operating
route – when it was delivered
to her owner, the Swedish ferry
operator Stena Line, at the end
of March.
By using methanol as its main fuel
the revolutionary vessel will be able
to reduce her emissions of sulphur
by 99%, NOx by 60%, particulates
by 95% and CO2 by 25% and so will
comply with the latest ECA regulations
on its Baltic Sea route.
The launch follows a €22 million
EU-funded refit overseen by
surveyors from Lloyd’s Register (LR)
at Rementowa shipyard in Gdansk,
Poland, between January and March.
The project is a collaboration of
Stena Line, Finnish engine-maker
Wärtsilä, the ports of Gothenburg and
Kiel, methanol specialist Methanex
Corporation and ship designer
ScandiNAOS. The work saw the ro-pax
fitted with dual-fuel methanol and
diesel injection nozzles on its
Wärtsilä engines.
Anders Hofnell, LR’s Marine Business
Development Manager for Sweden,
said: “It has been challenging,
inspiring and a privilege to be a part of
the world’s first project for methanolas-a-fuel.
“During the refit a new common rail
system with a high-pressure pump
and double-walled high-pressure
fuel pipes was installed. The Stena
Germanica was also fitted with
double-fuel tanks and it was possible
to convert an existing water ballast
“When refuelling with methanol, the vessel uses a
pump station, which was installed at the quayside
at the Port of Gothenburg by Stena Line.”
The Stena Germanica with her sustainable technology logo
Length: 241 metres
Beam: 29m
Originally built: 2001
Car capacity: 300
Passenger capacity: 1,300
Gross tonnage: 51,837gt
Speed: 21.5 knots
Draught: 6.15m
Flag: Swedish
Engines: 4 × Wärtsilä-Sulzer
33
34
May 2015 / LNG-fuelled ferries
LNG-fuelled ferries / May 2015
LR classes two
innovative LNG
fuelled ferries for
Canadian owners
Computer-generated image of an ICF ferry
“It’s the first time we’ve worked with BC
Ferries and the Canadian flag in Poland”
Italy and Poland are the sources of
a pair of cutting-edge, low emission
ferries being built for the Canadian
owner-operators STQ and BC Ferries
LR’s Tomasz Onoszko
The STQ project was covered in detail in Lloyd’s
Register’s November 2013 Gas Technology Report.
A 133m long LNG-fuelled ferry
called F.-A.-Gauthier built by
Fincantieri at its Italian shipyard
Castellammare di Stabia
entered service at the Canadian
town of Matane in Quebec on
20 April.
The vessel is fitted with an ultracompliant, low emission, dual-fuel LNG
and diesel system and is named after
Felix-Adrien Gauthier, mayor of Matane
from 1960 to 1963 and founder of
the Matane-to-Godbout ferry route on
which the ferry will operate.
The vessel, which is the first LNGpowered ferry to operate in North
America, is one of a series of three gasfuelled vessels built for the Canadian
operator Société des traversiers du
Quebec (STQ).
“This hi-tech vessel meets all the
maximum standards to deal with
environmental pollution and is also
certified as ice class in compliance with
an integrated bridge system notation as
well as a dynamic propulsion system,”
said Claudio Percivale, LR’s Senior
Surveyor in Charge for the project.
With capacity for 800 passengers and
180 vehicles and a service speed of
20 knots, the Gauthier is also the first
LNG-powered ferry to be built in Italy.
What makes STQ’s vessel different
from today’s conventional ferry is that
35
instead of a diesel-electric propulsion
system she has four dual-fuel diesel
power generators driven by liquid
natural gas (LNG) and marine diesel.
Gianpaolo Dalla Vedova, LR’s Marine
Operations Manager for Italy and South
East Europe, added: “Her propulsion
system has counter-rotating and
transverse propellers which makes her
exceptionally manoeuvrable.”
“Because of her innovative bow and
stern and her Lloyd’s Register-approved
Ice Class Notation, she will be very
capable of breaking through the ice
and will be able to operate in the Gulf
of St. Lawrence, which is known for its
adverse weather conditions.”
The F.-A.-Gauthier during sea
trials off the island of Capri
Poland’s Remontowa
Shipbuilding held a steelcutting ceremony at its Gdansk
shipyard in March to mark the
start of construction of the
first of three new LNG-fuelled
intermediate class ferries (ICF)
for Canada’s BC Ferries.
The three ferries will be classed by
Lloyd’s Register and will be the first
dual-fuel ferries in the BC Ferries fleet.
The first is scheduled to be delivered in
Canada in August 2016.
“The Gauthier meets
all the maximum
standards to deal
with environmental
pollution”
LR’s Claudio Percivale
“Today is an exciting day for BC Ferries
as we officially commence the physical
construction of the first ICF, which
will replace the 50-year-old Queen of
Burnaby on the Comox-Powell River
route,” said Mark Wilson, BC Ferries’
Vice President, Engineering.
The second ferry is scheduled to arrive
in October 2016 and will replace
the 51-year old Queen of Nanaimo,
currently sailing on the Tsawwassen-
Southern Gulf Islands route. The
third vessel is due to be delivered in
February 2017 and will be used to
augment peak and shoulder season
services on the Southern Gulf Islands
route, and provide refit relief around
the BC Ferries fleet.
The vessels are 107m-long and can
carry 145 vehicles and up to 600
passengers and crew. They will be
fitted with roll-on/roll-off vehicle
decks that are capable of loading and
unloading at the designated terminal
berths. They will be built for a service
life of approximately 40 years.
Tomasz Onoszko, LR’s Gdansk-based
Senior Surveyor, said: “This is an
exciting project for us as it’s the first
time we have worked with BC Ferries
and the Canadian flag here in Poland.
We are looking forward to building a
successful relationship with the client
and inspections for keel-laying will
begin very soon.”
36
May 2015 / Cunard anniversary
Cunard anniversary / May 2015
Cunard’s 175 birthday
– the passing of an era
th
Ever since the launch of her first
transatlantic vessel in 1840, Cunard
has been at the forefront of cruise
ship technology
Cunard celebrates its 175th
anniversary in style this month
when the three Queens – the
royal sister cruise ships, Queen
Mary 2, Queen Victoria and
Queen Elizabeth – perform
a sail-past in the UK Port of
Liverpool – Cunard’s spiritual
home and its former HQ for
more than a century – to a
tumultuous reception from
industry specialists and local
well-wishers on the banks of
the River Mersey.
Cunard’s flagship, QM2, will then
recreate another unforgettable
moment in history, the transatlantic
crossing of Cunard’s first-ever vessel,
the wooden paddle-steamer Britannia,
in 1840, from Liverpool to Canada’s
Halifax – the home town of Cunard’s
founder Sir Samuel Cunard – before
her cruise continues to Boston and
then on to New York.
Apart from approving and classing
the three Queens, Lloyd’s Register’s
association with Cunard has been a
long and memorable one. In 1892
we classed our first Cunard vessel,
Campania – the first ship in the world
to be fitted with Marconi’s wireless
telegraph. This momentous event
was shortly followed by the approval
and classification of the sister cruise
How the QM2 design team
built a floating revolution
When ocean liner and Cunard
flagship, Queen Mary 2 (QM2),
was delivered 11 years ago,
she was not only the world’s
largest passenger ship but also
a design pioneer with two sets
of stabilisers, bow thrusters
that closed after harbour
manoeuvres to reduce drag and
four propulsion pods instead of
the customary two.
The QM2 - Cunard’s flagship and a design pioneer
ships Lusitania and Mauretania which
simultaneously held the Blue Riband
for the fastest Atlantic crossing at the
start of the 20th century.
As fitting a tribute to the memory of
the iconic Mauretania, the bell of the
famous vessel is currently displayed
in the reception area of LR’s London
offices at 71 Fenchurch Street. Every
year on Remembrance Day on 11
November, members of LR staff
observe two minutes’ silence and lay
a wreath at the base of the bell as
a memorial to the servicemen and
women who died in the two great
world wars.
Since then two of LR’s largest single
projects have been the classification of
Cunard’s two flagships, the QE2 and
QM2 (see article on facing page). And
if any staff member of either company
needs to be reminded of our 175-year
link, LR still has offices in the Cunard
building, a world heritage site that
overlooks the Port of Liverpool and
Cunard’s former HQ.
“For the past 175 years, Cunard has
symbolised the finest in cruising. We
have a rich tradition in the maritime
industry that began with Cunard and
has continued to this day with our
nine cruise lines and 101 ships”
Micky Arison, Chairman Carnival Corporation
37
However if its chief designer Stephen
Payne hadn’t happened to be watching
the BBC television programme Blue
Peter when he was five, the QM2
might never have been built. “I was
enthralled when the TV presenters
visited the old Cunard liner Queen
Elizabeth... the size and grandeur of
the ship completely captivated me. It
wasn’t long after that that I knew that
I wanted to grow up to design and
build great liners."
The rest, as they say, is history. After
studying Ship Science at the University
of Southampton, Payne joined
Carnival’s shipbuilding team in 1985.
Then shortly after the company was
bought by Carnival in 1998, Payne
was appointed Project Director for
the design and construction of a new
trans-Atlantic liner – the QM2.
Payne and his team worked closely
with a Lloyd’s Register team of
surveyors on the design of the vessel.
“The ship was a prototype and of a
design that hadn’t been built since
the QE2. She was also the largest
passenger ship in the world by a
considerable margin and media
interest in the project was intense,”
says Payne.
Payne and the QM2 project team
opted to build the vessel’s hull and
superstructure with steel because of its
strength and durability and resistance
to the notoriously stormy Atlantic
Ocean. “With longevity in mind, we
built a fatigue life of 40 years into
our structural design calculations,”
says the QM2's chief designer.
“Where traditional cruise ships were
only able to complete transatlantic
crossings in fair weather, the QM2
could boast that it could sail in most
weather conditions and still arrive
safely in port and on time,” says
Stephen Smith, LR’s Team Leader for
Structures and Passenger Safety on
the QM2.
“It was a very high profile construction
and LR’s surveyors had already built up
a strong relationship with the shipyard
(Chantiers de l’Atlantique in France)
and the owners on previous building
projects we had worked on. We held
regular meetings with the shipyard’s
Vice President so that we could discuss
improvement ideas and best practice,”
says Smith.
The QM2 was the world’s first
150,000gt passenger ship and had
two sets of stabilisers instead of the
traditional one, something that the
industry hadn’t seen since the QE2.
The vessel also had four propulsion
pods instead of the usual two, two
of them fixed and two for steering.
“Apart from six diesel engines, the
QM2 had two additional gas turbines
The near-finished hull of Cunard’s QM2
for generating extra power for
high-speed runs and for operating in
environmentally sensitive regions like
Alaska as an alternative to using shore
power supplies,” says Smith.
“The smooth running of the project,
coupled with good relations between
the owner, the classification society,
Lloyd’s Register, and the shipyard all
contributed to bringing the ship out on
time and under budget,” adds Payne.
The QM2’s keel was laid in July 2002,
and the vessel delivered 18 months
later in December 2003, before
entering service and making her first
voyage from Southampton to New
York a month later.
Yildiz Williams, Senior Environmental Consultant at Lloyd’s Register,
and Smart Green Shipping Alliance’s Diane Gilpin, at the University
of Southampton’s wind tunnel where the innovative cargo ship
model is being tested.
They’re
inspiring
change
Here’s to today’s explorers.
Lloyd’s Register together with the Smart Green Shipping
Alliance, Humphreys Yacht Design and University College
London are on a journey to inspire change with 100%
renewably powered hybrid cargo ships.
These innovative vessels will feature sails able to deliver a
significant proportion of the propulsion power. The design has
the potential to reduce fuel costs and CO2 emissions by 50%
compared to an equivalent conventional ship of the same size.
Whatever technology or solution you’re exploring, we’re here
to help you assess it, understand it and make it safe.
Discover more at www.lr.org/inspirechange
Working together
for a safer world
Lloyd’s Register and variants of it are trading names of Lloyd’s Register Group Limited, its subsidiaries and
affiliates. Copyright © Lloyd’s Register Group Limited 2015. A member of the Lloyd’s Register group.