Lloyd’s Register Technical news and information for the marine industry
Horizons June 2004 Issue 8
Welcome to the eighth issue of Lloyd’s Register’s marine-focused technical publication, Horizons.
The international shipping industry will soon descend on Piraeus to attend the 19th Posidonia exhibition. The Greek maritime fraternity remains a strong and vital one at a time of great change. New legislation continues to impact the industry and, most especially, those workhorses of the sea, tankers and bulk carriers, both ship types which are particularly well represented in Greece.
The International Maritime Organization recently met to decide the fate of bulk carriers, and Lloyd’s Register, the American Bureau of Shipping and Det Norske Veritas are on the verge of launching the IACS Joint Tanker Project (JTP), a set of common Rules for tankers of 150 metres and above which will change not only the way that these ships are built but also potentially the role of class.
JTP is an unparalleled achievement which will raise standards for new construction and eliminate competition on scantlings. Lloyd’s Register looks forward to working with shipowners, operators and managers and shipyards, as well as legislative bodies, to help to ensure the swift and smooth implementation of these new Rules.
We are ready to discuss this or any other issue which impacts your business; contact us or visit our stand at Posidonia, where you are sure to receive a warm welcome.
Alan Gavin Marine Director
2 JTP implementation 8 Ice-class tankers 10 P&O Princess Cruise 16 On the Horizon 4 The maintenance in Korea reconstruction – the latest news and operation of I to 12 FOBAS in industry Exhibitions and double-hull tankers VIII Shipbuilding in study technical papers 6 Guidance on CAS China supplement 14 Learning from the ISPS Code
JTP implementation Lloyd’s Register helps owners and yards to implement common tanker Rules
The IACS Joint Tanker Project team of Lloyd’s Register, ABS and DNV is set to deliver on schedule a complete set of new Rules for oil tankers of length greater than or equal to 150 metres on January 1, 2005 and will shortly be delivering the draft set of Rules to the industry for review and comment. Lloyd’s Register has put into place the knowledge and the processes that will enable it to help shipowners and builders to implement the new Rules.
The Joint Tanker Project (JTP) The JTP Rules will be reviewed by JTP will deliver to the industry a new has proved to be a major the other members of the set of classification Rules which undertaking. All sections of the International Association of incorporate a new underlying JTP Rules have been developed, Classification Societies (IACS) and, philosophy of transparency drafted, calibrated and tested in following a process of technical and ease of application. The joint working groups, comprised harmonisation with the Joint Bulker presentation of the Rules is now of staff from Lloyd’s Register, Project, will form a key part of the to be based throughout on a net the American Bureau of Shipping IACS Common Rules Programme. scantling approach and will provide (ABS) and Det Norske Veritas greater transparency by clearly (DNV). The principal of joint Over 50 technical staff have been demonstrating the link between working has been paramount, actively involved in JTP, and a total structural capability and loads with full and open sharing of of around $15 million has been applied. The Rules will also provide expertise, experience and spent by the three societies. a direct link between newbuilding technology. This fully integrated Continuous industry input has been requirements and the minimum approach has been a major shift provided by an external review thickness requirements in operation, in culture in each society, but the group, comprised of shipyard which will allow the operator to result has been an outstanding personnel, tanker operators and determine maintenance requirements success. independent consultants. more easily. The net scantlings are now derived from an assessment of global and local strength criteria. A corrosion margin – a wastage thickness plus a minimum corrosion allowance – is then added to arrive at the gross scantlings.
To make the design more durable, a 25-year design life has been assumed, and the loads applied are derived from a North Atlantic trading environment. Direct calculation methods have been harmonised between the three classification societies, such that the same finite element modelling and loads are used and the same techniques applied for fatigue and buckling assessment. The Rules will be applied identically by each society so that competition on scantlings is eliminated.
2 Horizons • June 2004
s and yards to t common tanker Rules
The Rules will ensure greater “We recognise that industry, both “Lloyd’s Register is well robustness and durability, paying shipbuilders and shipowners, are particular attention to corrosion faced with an unfamiliar set of prepared to deliver high margins and fatigue. With proper, Rules and that they will need to quality advice on the design effective maintenance and good understand the impact on their operational practices, the Rules business,” says Vaughan Pomeroy, of oil tankers to meet the will provide an owner with a Lloyd’s Register’s Head of Research new Rule requirements.” tanker that has a longer effective and Development. “Lloyd’s life before steel renewal or repair Register is well prepared, through Vaughan Pomeroy, Lloyd’s Register’s are required and the potential for a investment in training and active Head of Research and Development greater residual value. involvement in the essential testing The benefits extend to the and calibration programme, to shipbuilder who will no longer deliver high quality advice on the The courses cover issues such as the have to deal with several Rule sets. design of oil tankers to meet the technical background to the Rules, new Rule requirements.” prescriptive Rules and simplified Work continues fatigue and direct calculations. They Lloyd’s Register is currently The complete new Rule set, together include application of the Rules as working with ABS and DNV on a with documents setting out in well as the software tools used to major programme of testing and detail the technical background expedite the process. The internal calibration to ensure that the new and the consequences of education process will help to Rules are consistent, coherent and implementation, will be available ensure that Lloyd’s Register is best credible. Lloyd’s Register has to industry and the technical able to help its clients to understand evaluated a large number of tanker committees of Lloyd’s Register and to implement the new Rules. designs using the new Rules, using in mid-June 2004. Full consultation experienced plan approval staff, with industry remains a key element To help the industry to arrive at a and this work continues with of the development process. fuller understanding of the basis of various leading tanker builders on the new Rules, Lloyd’s Register will a range of standard designs. As a Internal and external training be delivering a series of technical result, a comprehensive As well as establishing an expert seminars for shipbuilders and understanding of the implications network to enable designers and shipowners in different parts of the of the new Rules on the scantlings builders to get to grips with the world over the coming months. of typical oil tanker configurations detail of the application of the new has been gained, and Lloyd’s Rules, and their effects, Lloyd’s Register’s staff in its plan approval Register has invested in creating centres have acquired expertise in training courses for owners and A frequently asked questions web page the application of the new Rules. builders and in training key staff for the new tanker Rules can be found at: This transfer of knowledge and in its local offices so that they can www.lr.org/newtankerrules understanding from the Rule provide clients with face-to-face development team to the front line advice and guidance. The training staff to form a team of experts in courses have been compiled by For further information contact the key tanker building countries, subject experts and have benefited Graham Marshall, Manager of who deliver advice and service to from the input of Lloyd’s Register’s Common Tanker Rules clients, is a critical element of plan approval staff involved in Implementation Lloyd’s Register’s implementation the extended testing of the Rules of JTP. and their application to the many Email: [email protected] different standard oil tanker Tel: +44 (0) 20 7423 1535 designs which currently exist Fax: +44 (0) 20 7423 2213 in the shipbuilding industry.
Horizons • June 2004 3
Double-hull tankers A decade of double-hull tankers
The industry has now had just over a decade of experience with double-hull tankers, with the shift to an entirely double-hull fleet due to take place within the next 10 years. A study conducted by Lloyd’s Register shows that while some technical problems remain, their solutions are becoming clearer.
While most participants in the Hull structure Mechanical loading was the primary single-hull versus double-hull Lloyd’s Register’s database on cause of damage for all tanker sizes debate accept that a second hull is damage to tanker structures was with the exception of aframaxes, most not a panacea, it is acknowledged analysed over a ten-year period and commonly manifesting itself as side or that it is an acceptable and cost- partitioned according to tanker size bottom shell or longitudinal or effective way of preventing oil spills as follows: transverse bulkhead distortion. in certain types of tanker incidents, For the most part, when fractures or such as low energy groundings or • product tankers – 5,000 to cracking occurred, they originated collisions. Concerns have been 49,999 dwt from either low or high cycle fatigue, growing, however, as the industry • panamax tankers – 50,000 to with the three largest tanker sizes surpasses a decade of experience 79,999 dwt appearing to suffer most from this with double-hull tankers, • aframax tankers – 80,000 to type of damage. In this instance, particularly with respect to 124,999 dwt aframax tankers actually showed the maintenance and survey in the void • suezmax tankers – 125,000 to greatest incidence of failure. Currently, space between the hulls. 199,999 dwt the study is being extended to fully • VLCCs/ULCCs – over understand the reasons for this. Lloyd’s Register is closely 200,000 dwt. monitoring the situation and Excessive wastage and corrosion was continues to advise owners and A sample of 373 ships having an seen to affect panamax tankers at the operators that carefully conducted average service life of 7.3 years was highest rate, with a 57% incidence, a maintenance is the best way of examined, with the results showing significantly higher percentage than preventing incidents. A study that the three largest categories of for the other categories, which had recently conducted by Lloyd’s ship have the least incidence of incidences lying between 5% and Register based on a decade’s worth damage, averaging at around 47% of 29%. It is known that these defect of data on aspects of modern tanker the total ships at risk. In the case of modes are influenced by the method design showed that different sizes of product and panamax tankers, this of application and integrity of tanker exhibit differing modes and incidence statistic rose to about 71%. coatings, accessibility of certain areas locations of failure and highlighted of the ship for repair and problems related to achieving Overall, three modes of failure maintenance, cargo heating practices satisfactory shaft alignment and were defined: and trade routes. propulsion configurations. • those deriving from mechanical Machinery systems loading, such as buckling or the In recent years, shaft alignment has setting in of plating, frames or been a major area of concern for bulkheads tankers. The current solution to this • those related to fracture or problem combines relatively short cracking, due to dynamic or intermediate and tail shafts directly periodic loading, or to brittle or coupled to the engine flywheel at the ductile tearing forward end, supported by an • those related to corrosion, intermediate plummer bearing and erosion or excessive wastage of passed through and supported by the structural elements. forward and after stern tube journal bearings at the aft end.
4 Horizons • June 2004
John Carlton, Global Technology Leader for Marine Technology and Investigations
Within the constraints of “Secondly, the builder might choose contemporary tanker design, this to realign the engine with the ship in arrangement makes for a very short, an operational ballast condition. This stiff shaft line arrangement. Two main could involve lowering the aft end of problems present themselves: first the engine by 3 to 5 mm and raising deriving a satisfactory alignment the forward end of the engine by a Propulsion through the stern tube bearings and similar amount,” says Carlton. Research in the 1960s and early 1970s secondly, attaining an acceptable level “Thirdly, fitting eccentrically bored concentrated on propellers in the of shear forces and moments at the bearing shells of 0.3mm or less to the propulsion environment. At that diesel engine coupling in order to Nos. 1, 2 and 3 bearings can time, the wake field was a primary achieve proper crankshaft alignment. sometimes be helpful.” concern in balancing the after body lines so that unpleasant cavitation, At the forward end, engine builders In the alternative case of aligning the radiated hull surface pressure effects prescribe envelopes of shear forces shaft through the stern tube bearing, and extreme U or V form hull shapes and bending moments. The thermal it has been found that design loads would not be experienced. distortion of the engine also has to be on the forward bearing have in some taken into account, as well as the instances been specified at as low as There have been some instances in internal reactions of the loads within 2 tonnes. Such values are surprising, recent years where the inflow into the engine. A further factor to be since filling the ship’s aft peak tank the propeller disc has not been fully considered is that shaft alignment can reduce loading on this bearing by optimised. A particular cause of calculations frequently do not take some 5 tonnes. Consequently, the concern has been the after body account of hull deflection. forward bearing design loading to be transition from the full tanker body used in the setting of the alignment to the relatively slender form in way It has been commonly found with should be in the region of at least 10 of and immediately ahead of the large tankers that when the ship’s tonnes to avoid unforeseen propeller station. If this transition is draught increases, one or both of the circumstances which might unload not correctly made, flow separation following effects tend to occur: No. 2 this bearing. in the vicinity of the top of the crankshaft bearing (from aft) has a propeller aperture can take place. tendency to become unloaded or in Carlton further points out that shaft When this occurs, very rapid changes some cases even top loaded, or alignment procedures should be of flow velocity can take place in the excessive hogging of the crank web carefully undertaken. “The engine upper regions of the propeller disc. deflections of the No. 1 crank throw should be aligned with the ship afloat, This may then manifest itself in can take place. in a normal service ballast condition,” unstable cavitation growth and he says. “The main engine, prior to collapse, which not only encourages To overcome these problems, Lloyd’s chocking, should be supported at its premature propeller blade erosion, Register recommends a number of four corners to induce a bedplate sag but also results in high radiated hull actions. “It has been found that and, while in this condition, the loads surface pressures. “In light of these supporting the main engine bedplate on Nos. 1 and 2 bearings should be effects, flow characteristics should at its four corners prior to chocking biased towards the No. 2 bearing. always be thoroughly investigated at will permit it to sag,” says John The alignment should then be model scale,” cautions Carlton. Carlton, Lloyd’s Register’s Global checked at full load draught with the Technology Leader for Marine engine hot. Lloyd’s Register also Technology and Investigations. “After advises that the static shaft alignment For further information contact chocking and when in service, this be rechecked some months after the John Carlton, Global Technology deliberately induced sag, typically on ship has entered service to ensure that Leader for Marine Technology the order of 0.2 to 0.4 mm, will be the alignment hasn’t changed as a and Investigations reduced by the thermal hogging result of structural ‘shakedown’.” characteristics of the engine, induced Email: [email protected] by the temperature difference between Tel: +44 (0) 20 7423 1777 the cylinder blocks and the crankcase Fax: +44 (0) 20 7423 1564 as it heats up to service conditions.
Horizons • June 2004 5
Condition Assessment Scheme Navigating the CAS timetable
The IMO and EU regulations governing the phase-out of are out of sync only serves to single-hull tankers have yet to be harmonised, resulting in intensify the confusion surrounding the CAS procedures, especially for confusion for owners who are looking to apply the Condition those owners planning special or Assessment Scheme to their tankers. intermediate surveys and drydockings in 2004-2007.
Following the break-up and sinking 13G and the European phase-out The problem lies in the relevant of the Prestige in November 2002, the legislation are identical, but their wording and ‘start dates’ for the EU European Union (EU) introduced implementation dates are not. This and MARPOL regulations. The EU unilateral legislation which has been a major source of confusion legislation requires a CAS survey accelerated the phase-out of single- for owners who are perhaps already for a Category 2 or 3 tanker at the hull tankers and extended the unclear on how to go about intermediate or special survey before application of the Condition applying CAS to their tankers, or the anniversary of date of building Assessment Scheme (CAS) to indeed, whether they should even for ships of 15 years or older in Category 2 and 3 tankers. This apply it at all (as opposed to 2005. MARPOL regulation 13G, legislation came into force on scrapping the tonnage altogether). however, requires CAS surveys for October 21, 2003 and prompted the Category 2 and 3 tankers at the next International Maritime Organization Making matters worse, when an intermediate or special survey for (IMO), at an extra session of its owner does opt for CAS, he is faced tankers of 15 years and older. Marine Environment Protection with the technical and Committee, to adopt several administrative challenges associated Hypothetical cases amendments to MARPOL 73/78 with the process. CAS is renowned Below are three hypothetical cases Annex I regulation 13G, as well as a for its long lead times, with the which clearly highlight the new regulation 13H and regulations requiring that an owner difficulties presented by the current amendments to CAS, all of which notify his flag state administration timelines required by the EU will enter into force on April 5, 2005. eight months in advance of the CAS regulations and regulation 13G. The CAS requirements for Category survey taking place. The fact that the 2 and 3 tankers in both regulation IMO and EU implementation dates Ship delivered in May 1990, i.e. anniversary after April 5, 2005 (see diagram 1) Diagram 1 - Ship built 1990 Anniversary (15yrs) On the face of it, it appears that the after 5th April and SS(III) - (i.e. May) CAS for EU/13G owner of this ship has no problem. CAS report CAS will be required at the third AS deadline AS Survey special survey, due on the CAS planning anniversary of the ship. However, the 20042005 20062007 Survey window EU regs MARPOL 13g class window for this special survey 21/10/03 5/4/05 falls between the fourth annual survey and the third special survey. Diagram 2 - Ship built 1990 Anniversary (15yrs) An owner intending to make use of before 5th April and SS(III) - (i.e. Jan) CAS for EU only ITMS - CAS for 13G only this window by commencing surveys CAS report early might be looking to have some AS deadline AS AS AS ballast and/or cargo tanks credited now (May-June 2004). However, the 2004200520062007 2008 2009 regulations state that the CAS planning process must begin eight Diagram 3 - Ship built 1989 SS(III) - Anniversary (16yrs) ITMS - CAS for 13G months before the surveys (i.e. May) CAS for EU and AS - no CAS commence, which would mean that AS ASAS AS this owner would have had to notify his flag state administration in the 2004200520062007 2008 2009 summer of 2003.
6 Horizons • June 2004
Owners who are looking to schedule CAS surveys over the next three years will have to CAP, not CAS e navigate a complicated Not to be confused with CAS, the Condition Assessment timetable. Programme (CAP) offered by Lloyd’s Register remains a key part of the vetting process of shipowners and charterers.
“CAP remains a requirement for the owner of quality older tonnage making the commercial decision to seek business Conversely, this means that an difference of up to three years, not with the oil majors,” says Graeme Blevins, Lloyd’s Register’s owner who is just beginning to to mention considerable cost Head of Condition Assessment Services. “Only a CAP report apply to flag to plan CAS surveys differences, as a CAS survey held distinguishes and rates a ship’s structural and operational will have to wait until February now, before the new class ESP quality over and above class and CAS standards, to the 2005 for the surveys to begin. This regulations enter force, will be satisfaction of the market.” is uncomfortably close to the special considerably more onerous than survey anniversary, especially current third special survey levels. Lloyd’s Register has worked to integrate CAP with statutory considering that the regulations and class surveys, which means that Lloyd’s Register CAP stipulate that the final reports must Of course, for any CAS surveys surveys are easy to plan and schedule and are equivalent in be submitted two months prior to required this year, the planning extent to CAS and class ESP hull surveys. the anniversary date, to ensure deadline is by now long past. This sufficient time for processing and implies that EU-flagged ships, if Blevins sounds a cautionary note, however. “Even when certificate production. trading to Europe, will fail to MARPOL regulation 13G CAS surveys fall due as late as comply with their own regulations 2007 or 2008, owners of tankers of 15 years of age and Ship built in January 1990, i.e. unless the CAS surveys are carried older, this year or next, should remember that CAP surveys anniversary before April 5, 2005 out separately from the required will still need to be scheduled. Whether IMO and the EU (see diagram 2) intermediate and special surveys. It will harmonise their implementation dates for CAS is up for In the case of a ship built in early is also possible that non-EU flagged debate, but it will remain a certainty that charterers will be 1990, the owner is faced with a ships will be banned from looking for CAP.” choice of carrying out CAS with the European offshore terminals, ports third special survey in 2005 in order and anchorages unless their owners to comply with the EU regulation or take similar measures. in 2007-2008 in order to comply MARPOL regulations.” Along these with regulation 13G. Since Harmonisation on the way? lines, James points out that Malta, enhanced survey programme (ESP) In view of the missed CAS surveys for one, has already adopted the requirements are now being raised and planning deadlines which are IMO timetable for CAS. to CAS levels, it would be wise for now practically built into the owners to satisfy all the process due to the differences “Lloyd’s Register is ready to advise requirements of CAS. However, this between the EU and regulation 13G owners on the most efficient and could be tricky, as the final reports implementation timetables, the effective way to go about must be submitted two months industry is looking to flag states implementing CAS, should they prior to the deadline. Allowing two and IMO to take a lead. require it, and recommends that to three months for all surveys, owners of affected tonnage contact thickness measurement compilation The Lloyd’s Register Group their flag state administrations and and review and class and CAS (Lloyd’s Register) has issued classification societies at the earliest reporting, as well as factoring in the extensive guidance to owners opportunity to discuss the options.” eight-month planning period, this regarding CAS and the timelines owner would have had to apply to involved and is prepared to help his flag state administration in any owner wishing to implement For further information contact January or February of this year. the Scheme. Sam James, Principal Surveyor and MARPOL Co-ordinator Ship built mid-1989 (see diagram 3) “In our experience, owners of By way of a last example, consider single-hull tankers who have Email: [email protected] a ship which will not be applied for exemption from the Tel: +44 (0) 20 7423 2683 undergoing its intermediate or planning timelines have been for Fax: +44 (0) 20 7423 2060 special survey in 2005. In this case, the most part successful,” says Sam the EU regulation requires CAS to James, Lloyd’s Register’s MARPOL be held at the preceding special Co-ordinator. “We can’t assume that survey. Regulation 13G, meanwhile, this will always be the case, but allows CAS surveys at the next there are some who believe that the intermediate survey, resulting in a EU will fall into line with the IMO
Horizons • June 2004 7
Ice-class tankers in Korea Building bigger ice-strengthened tankers
Like all other ship types, ice-strengthened tankers continue to increase in size as owners pursue economies of scale and the flexibility to take advantage of future market requirements. The Lloyd’s Register Group has been deeply involved in finding solutions to the technical challenges that have arisen along the way.
When it comes to building ships in The majority of these tankers are of the ordering currently taking Korea, size clearly matters. being built to the Finnish-Swedish place. Design ambient The largest container ships in the Ice Class Rules, and most usually to temperatures and special operating world, a series of 9,600 teu the Finnish-Swedish Ice Class 1A. arrangements are being proposed container ships for Seaspan and This type of tanker is suitable for for deck outfitting and equipment China Shipping Group, are to operation in first-year ice for low temperature operations. be built at Samsung Heavy thicknesses of up to 0.8 metres and These ships also have a greater Industries, while Daewoo has enough propulsive power to installed engine power, with an Shipbuilding and Marine ensure 5 knots ahead speed in a additional cylinder typically being Engineering, along with other LNG ‘brash ice’ fairway channel with specified on the main engine for builders, is looking into the an ice thickness of up to 1.0 metres. the highest ice class, i.e. the possibility of 200,000 and 225,000 In practice, an Ice Class 1A vessel Finnish-Swedish Ice Class 1AS. cu m LNG carrier designs. Ice- will be able to operate year round strengthened tankers are no in the northern Baltic, in all but the Teekay, BP Shipping, Essberger and exception. The latest string of most severe ice conditions that can Marmaras are just a few of the aframax and even suezmax tanker be expected. owners who have placed orders for orders at Korean yards represent large ice-class tankers or upgraded the largest ice-strengthened tankers “Most of the ice-strengthened existing orders in Korean yards to to be built to date. aframax and suezmax orders in Lloyd’s Register class. Korea are specification upgrades, either of existing orders or of Technical challenges options,” says Rob Tustin, Lloyd’s There are inherent technical Register Asia’s Head of Busan Plan challenges in building tankers of Approval Services. “As a result of these sizes to the Finnish-Swedish the developments in the Russian Rules, as they were based on oil export market, owners are formulations designed for smaller seeking the flexibility of being able tankers. Two of the most prevalent to operate in those waters where challenges have been those ice strengthening or ice classes will associated with frame spacings be required. Although this tonnage and propulsion. costs more than ‘normal’ tonnage, the costs of the extra steel and the Lloyd’s Register Asia worked with specification upgrade are proving the Finnish Maritime Administration Yards are carrying out ice model tests at special facilities in order to be viable in the context of (FMA) to apply its “Tentative to determine the propulsion requirements of larger ice- future earnings.” guidelines for application of strengthened tankers. direct calculation methods for Typically, these tankers are being longitudinally framed hull built with conventional layouts and structure”, which employ a single-screw, aft engine room. comparative non-linear finite The hull forms are being optimised element analyses for side shell for open water performance, rather structure under ice-pressure loading. than exhibiting ice design, a further indicator of the ‘speculative’ nature continued on page 9 >
8 Horizons • June 2004
New construction in China China, the driver of this year’s buoyant freight market, is already on its way to becoming a major player in the shipbuilding industry. In this special eight-page supplement, Lloyd’s Register reports on its experiences in the burgeoning shipbuilding nation.
China is confidently striding onto the world The growth in Chinese output shipbuilding stage, ready to play a leading role. The has been helped along by country continues to expand the range of its investment in new capacity and capabilities in all ship sectors and to add new capacity. facilities. Shanghai Waigaoqiao Many foreign owners have taken advantage of the and New Century shipyards prices and flexibility that Chinese yards offer, with the recently opened new drydocks, generally positive reports from owners who have built while Dalian New and Hudong- in China allowing the country to gradually widen its Zhonghua have increased the international client base. number or size of their drydocks. The continuously improving reputation for quality is also driving a steady expansion of market share. With Commercial factors such as the 4.1 million dwt of completions in 2003, China was scarcity of berths over the next responsible for 8% of the global total construction of three years in traditional 51.7 million dwt. In the same year, China captured 14.4 shipbuilding countries such million dwt out of the total global orders of 102.3 as Korea and Japan are million dwt, which means that mainland yards signed a contributing to the growth of China, as is the Chinese full 14% of the contracts placed by international government, which has shown full support for the shipowners last year. domestic shipbuilding industry.
Growth drivers The government department responsible for the sector, The story behind the statistics is rooted in the first the National Development and Reform Commission, is wave of capacity expansions which took place between drafting a range of policies that will include 1998 and 2004, during which time China opened no preferential business income taxes, investment fewer than 10 large drydocks. This rapid rate of incentives for foreign suppliers and financial backing. expansion is set to continue, with China aiming to up Besides these incentives, the commission is also its output from the 4.3 million dwt it achieved in 2003 promising “key support to the shipbuilding industry” in to 10 million dwt in 2005 and 24 million dwt in 2015. the country’s eleventh ‘Five-Year Plan’, running from 2006 to 2010.
Capacity upgrades The next stage of capacity upgrades promises to be dramatic. China State Shipbuilding Corp (CSSC) has just broken ground in Shanghai on what it claims will be the world’s largest shipyard when completed in 2015. The yard, which will cost $3.6 billion to build, is expected to have an annual shipbuilding capacity of around 12 million dwt by 2015. continued overleaf >
Shipbuilding in China • Horizons • June 2004 I
“It will be the largest shipyard in the world, and it Ship sectors and types will also help CSSC become the world’s top China is beginning to exhibit expertise across a wide shipbuilder,” CSSC general manager Chen Xiaojin range of ship types and sizes. Some of the more recently says, explaining that the yard will quadruple CSSC’s upgraded yards are targeting the dry bulk sector, existing capacity of 3 million dwt annually. Steel attempting to capitalise on the main ship type that cutting on the first ships will start by 2008, and CSSC China’s yards built when they entered the export market will move its two existing yards in Shanghai - in the mid-1990s. Today, the country holds a good market Jiangnan Shipyard and Hudong-Zhonghua share in all sizes from handysize to capesize. Shipbuilding - to the new site by 2010. There has also been substantial progress in the tanker CSSC has also announced plans for a shipyard in sector. In 2003, China completed 1.9 million dwt worth of deep waters near Guangzhou on the island of tankers, which meant that it had a 6% share of global Longxue. The proposed $700 million shipyard will completions in the tanker sector. Of the new tanker orders have two VLCC docks placed in 2003, China won 6.1 million dwt or 13% of the with a capacity of 46.2 million dwt worth of contracts completed globally. 2 to 3 million dwt per year, a substantial Chinese yards have successfully built a range of tanker expansion when sizes from handymax to VLCC. After winning aframax compared to the and suezmax export orders in the late 1990s, Chinese 400,000 dwt annual yards continue to build these sizes as well as VLCCs for capacity at overseas clients. In fact, in 2003, four of the 37 VLCCs Guangzhou built globally were built in China, at Dalian New and International Nantong. A range of yards are also responding to the Shipyard, which is market’s demand for handymax and panamax tankers currently the largest to replace tonnage that will be phased out under yard in South China. tougher international rules on single hulls. The exact timeline for opening Longxue is In the container ship sector, a wide range of mainland yards still not fixed, but the are building feederships, and China seems poised to enter general plan is to the arena for larger container ships. China Shipping has complete the first placed orders for an extensive series of panamax and post- ship by the end of panamax ships at domestic yards and the foreign orders for 2008 at the latest. the panamax bracket have already arrived, in the form of a series of four 4,250 teu ships for German owner Rickmers These government-controlled yards are not alone in Reederi GmbH & Cie, with an option for a further four, and their rush to expand. Provincial yards, particularly in two 4,250 teu ships for Pacific International Lines of the Yangtze River Basin, are also moving ahead with Singapore at Dalian New, all to Lloyd’s Register class. new facilities. Private investors are stepping in to take major shareholding positions in smaller yards, China has also been tackling the challenges of export determined to take them into the top ranks of the passenger and ro-ro ship construction in the form of the international builders. Another important trend is that Gotland ro-pax ships built at Guangzhou and the Stena foreign shipbuilders are also clearly intending to ro-ros built at Dalian. position themselves in the Chinese market by either building their own facilities or taking equity stakes in China is probably several years away from an export existing yards. LNG order, but it has won its first membrane contracts for construction at Hudong-Zhonghua, and the Chinese shipbuilding industry is also poised to build Moss-type LNG ships.
II Shipbuilding in China • Horizons • June 2004
Lloyd’s Register Asia works with Chinese designer and yard on new bulk carrier design
A Chinese handymax design has been modified to achieve a much sought after ‘B-60’ load-line designation that dramatically maximises cargo carrying capacity, bringing the deadweight tonnage up to 56,000 dwt.
Victoria Steamship stepped across the crucial capacity threshold to the B-60 designation when it adopted and modified a design from the Shanghai Merchant Ship Design and Research Institute (SDARI) which was originally designated as a ‘B’ freeboard ship. Discussions with both SDARI and Lloyd’s Register Asia paved the way toward an upgrade which improved carrying capacity by adding a Victoria Steamship worked with Lloyd’s Register Asia and SDARI to maximise the cargo poop deck and adjusting the hold lengths to minimise carrying capacity of its bulk carriers. deck immersion in the event of flooding of the holds and adjacent tanks. Contopoulos also credited SDARI with being very “co- The double-side skin of the design was also modified to operative and helpful in developing a good and meet the International Maritime Organization’s minimum commercially successful design”. He adds that his company clear access width requirements and was further upgraded hopes to work with SDARI and Lloyd’s Register Asia in the to meet IACS Unified Requirement (UR) S25 which requires future to develop a new generation of panamax double- strengthening for high density cargoes. The ship is fully side skin vessels. compliant with URs S26 and S27 regarding foredeck fittings and securing. The design has been adopted for six ships for Victoria Steamship and two for Hallecousis at New Century, The B-60 designation is a striking achievement considering while Pacific Basin has ordered two of the ships from that only panamaxes and capesizes qualify under the 1966 Xiamen Shipyard. Load Line Convention, as a result of their greater number of holds and their shorter hold lengths (25 to 26 metres). A These ships are emblematic of New Century’s focus on bulk handymax, with hold lengths of 29 to 30 metres, has a carriers and tankers of up to panamax size. Working from more severe problem if its forward two drydocks, the yard is capable hold becomes flooded, as this hold of building nine panamaxes a year is bigger in relative scale than that New Century facilities and intends to increase output to of a panamax or a capesize. In • One building dock, 250 metres in 16 vessels by 2007. addition, a handymax has fewer length x 74 metres in width, 1 x 400 non-flooded holds to provide ton gantry crane Liu Haijin, Head of Business at buoyancy. • One building dock, 360 metres in New Century reveals that the length x 76 metres in width, 2 x 600 yard would like to build a third “The constructive involvement of ton gantry cranes drydock capable of building four Lloyd’s Register Asia at all stages • Tribon 3D software for production capesizes simultaneously. was paramount in developing a drawings “Realisation of this expansion marketable ship,” says Spiros • total 1,500 metre outfitting jetty plan is subject to the market and Contopoulos, Technical Director of with 4 x 30 ton cranes, 12 vessels of availability of investors,” says Victoria Steamship. “Lloyd’s Register up to panamax size can be Liu, adding that in the mean time Asia provided us with its knowledge accommodated simultaneously for the yard will continue to and experience in overcoming a outfitting after launching concentrate on panamax product number of obstacles.” • plan to invest in a third drydock of a tankers and bulkers. dimension capable of accomodating four capesize bulk carriers. Shipbuilding in China • Horizons • June 2004 III
Yards capable of building ships of greater than 20,000 dwt
Yard Name: Affiliation Main newbuilding facilities Expansion plans Largest ship built to date Largest ship on orderbook Types of ships on order Extra comments
Dalian New CSIC drydock 540 m x 80 m, slipway 306 m x 50 m (170,000 dwt), slipway VLCC VLCC VLCCs, aframax and panamax tankers, 4,350 recently expanded drydock 200 m x 76.4 m (50,000 dwt) teu and 5,668 teu container ships
Dalian CSIC three slipways 199 m x 23.5 m (12,000 dwt), 255 m x 29 m (40,000 dwt), 72,000 dwt tanker 110,000 dwt tanker 45,000 dwt IMO type 3 panamax tankers, first drydock opened early 2004 290 m x 35.5 m (80,000 dwt), one drydock 400 m x 96 m (500,000 dwt) aframax tankers
Bohai Shipyard CSIC 260 m x 50 m drydock (150,000 dwt) larger drydock planned 159,000 dwt tanker 174,000 dwt bulk carrier handymax, suezmax, capesize bulk carriers
North Shanhaiguan CSIC one 300,000 dwt repair drydock (340 x 64 x 12.8); one 60,000 dwt repair add new gantry to develop 30,000 ton lift capacity barge 30,000 dwt handysize handysize bulk carrier primarily repair yard drydock (240 x 39 x 11.4) and one 15,000 dwt repair drydock(170 x 28 x 9.1) new construction abilities
Xingang CSIC one 35,000 dwt (263 m) slipway, one 15,000 dwt (197 m) slipway 34,300 dwt bulk carrier 37,600 dwt bulk carrier handysize bulk carrier
Yantai Raffles 90% foreign owned 120 m x 430 m drydock 6,500 dwt cement carrier, 400,000 barrel FSO 2,300 dwt offshore support vessel offshore tugs world's widest drydock
Hudong-Zhonghua CSSC 380 m x 92 m drydock, five slipways for 20,000 to 105,000 dwt ships will move to Changxing Island 5,618 teu container ship 145,000m3 LNG handymax bulk carrier, 4,250 teu and 5,618 teu merged with Zhonghua in 2002 Shipbuilding container ships, 145,000m3 LNG
Jiangnan Shipyard CSSC two slipways of 240 m x 24 m (35,000 dwt) and 275 m x 40 m (80,000 dwt), will move to Changxing Island 74,000 dwt bulk carrier 74,000 dwt bulk carrier panamax ships, LPG tankers, small two drydocks of 232 m x 37.5 m (80,000 dwt) and 187.5 m x 30.2 m (25,000 dwt) ro-ro passenger ships
Shanghai Shipyard CSSC 46 m x 300 m slipway, one 40,000 dwt and one 100,000 dwt floating dock 110 m x 500 m and 90 x 50,000 dwt bulk carrier 3,500 teu container ships handy and handymax bulk carriers, 30,000 dwt new docks opening in 2008
Shanghai (Chongming Island site) 450 m berths bulk carriers, 3,500 teu container ships
Shanghai Waigaoqiao CSSC two drydocks, 480 m x 106 m, 360 m x 76 m will add new gantry cranes 175,000 dwt bulk carrier 175,000 dwt bulk carrier capesize bulk carriers and aframax tankers delivered first ship in 2003
Shanghai Edward CSSC (Hudong) slipway, 20,000 dwt 17,500 dwt bulk carrier 25,000 dwt chemical tanker chemical tankers and bulk carriers
Nantong Cosco KHI Ship COSCO/KAWASAKI 300,000 dwt (350 m) drydock VLCC VLCC (298,350 dwt) VLCCs, 5,000 unit car carriers, opened in 1999 Engineering (NACKS) handymax bulk carriers
New Century (Group) independent 360 m x 76 m drydock, 215 m x 63 m step-type drydock 52,300 dwt bulk carrier 73,400 dwt tanker handy to handymax bulk carriers, panamax tankers new dock opened in 2001 Shipyard
Jinling Shipyard China Chanjiang 220 m x 68 m (up to 55,000 dwt) new drydock for four capesizes 25,000 dwt chemical tanker 37,300 dwt chemical tanker 14,500 dwt to 37,300 dwt chemical tankers, National Shipping Group ro-ros, 30,000 dwt heavylift ships, container ships
Jiangdu Yahai (formerly independent 260 m x 39.5 m drydock new facility planned 32,000 dwt bulk carrier 80,000 dwt bulk carrier handymax tankers, handy to panamax Jiangdu Yuehai) bulk carriers
Jingjiang Traffic independent 190 m x 52 m semi-dock slipway (30,000 dwt) and longitudinal slipway 519 teu container ship 80,000 dwt bulk carrier 12,000 dwt container ships and 7,600 dwt (ex-Jinjiang Sumec) (190 m x 33 m) for 20,000 dwt, one 260 m x 61 m slipway for general cargo ships 80,000 dwt and one 200 m x32 m for 20,000 dwt angtse River
Y Dayang (ex-Jiangyang independent two drydocks, 350 m x 60 m, 250 m x 30 m 1,300 teu container ship 53,800 dwt bulk carrier 47,000 dwt to 53,800 dwt handymax bulk carriers, restarted under new management Shipbuilding) 13,500 dwt chemical tanker
Jiangsu Yangzijiang independent three slipways, 220 m x 42 m, 190 m x 32 m, 140 m x 24 m 25,500 dwt bulk carrier 1,850 teu container ship container ships up to 1,850 teu
Chengxi Shipyard CSSC 310 m x 39 m slipway 25,000 dwt chemical tanker 53,000 dwt bulk carrier 53,000 dwt double-hull handymax bulk carriers switching from repair to newbuilding
Qingshan Shipyard China Chanjiang 10 horizontal berths up to 20,000 dwt 9,500 dwt multi-purpose carrier 18,500 dwt chemical tanker 3,000 dwt to 18,500 dwt chemical tankers, China's only maker of stainless National Shipping Group 9,500 dwt multi-purpose carrier, small container ships steel chemical carriers
Wuhu CSSC 189.7 m x 25 m drydock 27,000 dwt handysize 27,000 handysize, offshore
Kouan Shipyard independent three slipways, maximum up to 50,000 dwt 25,000 dwt multi-purpose carrier 53,800 dwt bulk carrier small container ships, 10,000 dwt to 53,800 dwt bulk carriers
Guangzhou Shipyard CSSC three slipways, maximum up to 50,000 dwt new facility at Longxue Island 40,000 dwt tanker 40,000 dwt tanker 29,000 to 40,000 dwt tankers yard has built sophisticated ships, but International entire orderbook focused on tankers
Guangzhou Wenchong CSSC one 25,000 dwt drydock, one 25,000 dwt slipway new facility at Longxue Island 20,000 dwt multi-purpose carrier 1,700 teu container ship 27-type (27,000 dwt) bulk carriers and 1,700 teu primarily repair yard with container ships 200,000 dwt drydock and also building eight ships per year
Xiamen Shipbuilding Fujian Province one 55,000 dwt slipway plans to extend slipway from 195 m 30,000 dwt multi-purpose carrier 56,000 dwt bulk carrier optimised handymax design,
South Heavy Industry to 235 m for panamax capacity 12,000 dwt car carriers, multi-purpose ships
Zhejiang Shipyard Zhejiang Shipyard 198 m x 34 m slipway 51,000 dwt bulk carrier 53,000 dwt bulk carrier, handymax bulk carriers container ships
Fujian Mawei Fujian Province 35,000 dwt drydock, 20,000 dwt slipway, 15,000 dwt slipway 17,600 multi-purpose carrier 53,100 dwt bulk carrier handymax bulk carriers and 17,600 dwt Shipbuilding Ltd. multi-purpose carrier
IV Shipbuilding in China • Horizons • June 2004
f greater than 20,000 dwt
Largest ship built to date Largest ship on orderbook Types of ships on order Extra comments
VLCC VLCC VLCCs, aframax and panamax tankers, 4,350 recently expanded drydock teu and 5,668 teu container ships
72,000 dwt tanker 110,000 dwt tanker 45,000 dwt IMO type 3 panamax tankers, first drydock opened early 2004 aframax tankers
159,000 dwt tanker 174,000 dwt bulk carrier handymax, suezmax, capesize bulk carriers
30,000 ton lift capacity barge 30,000 dwt handysize handysize bulk carrier primarily repair yard
34,300 dwt bulk carrier 37,600 dwt bulk carrier handysize bulk carrier
6,500 dwt cement carrier, 400,000 barrel FSO 2,300 dwt offshore support vessel offshore tugs world's widest drydock
5,618 teu container ship 145,000m3 LNG handymax bulk carrier, 4,250 teu and 5,618 teu merged with Zhonghua in 2002 container ships, 145,000m3 LNG
74,000 dwt bulk carrier 74,000 dwt bulk carrier panamax ships, LPG tankers, small ro-ro passenger ships
50,000 dwt bulk carrier 3,500 teu container ships handy and handymax bulk carriers, 30,000 dwt new docks opening in 2008 bulk carriers, 3,500 teu container ships
175,000 dwt bulk carrier 175,000 dwt bulk carrier capesize bulk carriers and aframax tankers delivered first ship in 2003
17,500 dwt bulk carrier 25,000 dwt chemical tanker chemical tankers and bulk carriers
VLCC VLCC (298,350 dwt) VLCCs, 5,000 unit car carriers, opened in 1999 handymax bulk carriers
52,300 dwt bulk carrier 73,400 dwt tanker handy to handymax bulk carriers, panamax tankers new dock opened in 2001
25,000 dwt chemical tanker 37,300 dwt chemical tanker 14,500 dwt to 37,300 dwt chemical tankers, ro-ros, 30,000 dwt heavylift ships, container ships
32,000 dwt bulk carrier 80,000 dwt bulk carrier handymax tankers, handy to panamax bulk carriers
519 teu container ship 80,000 dwt bulk carrier 12,000 dwt container ships and 7,600 dwt general cargo ships
1,300 teu container ship 53,800 dwt bulk carrier 47,000 dwt to 53,800 dwt handymax bulk carriers, restarted under new management 13,500 dwt chemical tanker
25,500 dwt bulk carrier 1,850 teu container ship container ships up to 1,850 teu
25,000 dwt chemical tanker 53,000 dwt bulk carrier 53,000 dwt double-hull handymax bulk carriers switching from repair to newbuilding
9,500 dwt multi-purpose carrier 18,500 dwt chemical tanker 3,000 dwt to 18,500 dwt chemical tankers, China's only maker of stainless 9,500 dwt multi-purpose carrier, small container ships steel chemical carriers
27,000 dwt handysize 27,000 handysize, offshore
25,000 dwt multi-purpose carrier 53,800 dwt bulk carrier small container ships, 10,000 dwt to 53,800 dwt bulk carriers
40,000 dwt tanker 40,000 dwt tanker 29,000 to 40,000 dwt tankers yard has built sophisticated ships, but entire orderbook focused on tankers
20,000 dwt multi-purpose carrier 1,700 teu container ship 27-type (27,000 dwt) bulk carriers and 1,700 teu primarily repair yard with container ships 200,000 dwt drydock and also building eight ships per year m 30,000 dwt multi-purpose carrier 56,000 dwt bulk carrier optimised handymax design, 12,000 dwt car carriers, multi-purpose ships
51,000 dwt bulk carrier 53,000 dwt bulk carrier, handymax bulk carriers container ships
17,600 multi-purpose carrier 53,100 dwt bulk carrier handymax bulk carriers and 17,600 dwt multi-purpose carrier
Shipbuilding in China • Horizons • June 2004 V
Dalian New aframax design finds success
Dalian New’s aframax design, developed in corrugations were designed with a flange angle such co-operation with Greek shipowner and that cleaning could be maximised with the tank cleaning guns. The design allows easy conversion from manager Thenamaris, has found favour a crude oil tanker to a clean products tanker. The ship among many yards and owners. was also ice-strengthened to Finnish-Swedish Ice Class 1D and had thruster units.
One of the most successful vessels in China is the The design was later approved by other classification Dalian New Shipbuilding and Heavy Industries (Dalian societies. “Lloyd’s Register Asia has worked with us for New) aframax. many years on these aframaxes, and now we also have a fluid co-operation on our 4,250 teu container ships The ship was first developed in 1995 with Lloyd’s and our VLCCs,” says Richard Hu, Director and Senior Register Asia involvement in the pre-approval process. Engineer at Dalian New. To date there have been 12 deliveries, mostly to Lloyd’s Register class, with another 18 ships on order, including When it ordered back in 1996, Thenamaris was attracted 16 for A P Møller and six for Torm. to Dalian New’s credentials as one of the few Chinese yards to have experience of building larger tankers. A P The first orders placed were the trio of Thenamaris Møller followed in ordering four ships in 1997 for 105,000 dwt aframax product tankers delivered in delivery between 1999 and 2000. The extensive foreign 1998-1999 as the first Greek newbuilding projects ever ordering of aframaxes in turn paved the way for Dalian carried out in China. New to become the first Chinese yard to build VLCCs.
Thenamaris has been engaged in the tanker sector for The attractiveness of the aframax design was a 29 years, but only became involved with newbuildings particular point of pride for Dalian New when A P in 1995. According to Dean Tseretopoulos, Technical Møller opted for an off-the-shelf design from the yard Director at Thenamaris, the company had amassed a when it ordered a quartet of ships in 1997. wealth of experience with its fleet of 33 ships – all bought secondhand – which it was able to bring to The more basic design without the thruster units and bear on the newbuilding process. The company was the ice strengthening is the specification on which able to incorporate its ideas of what constituted a further newbuildings have been based. “better tanker” in the series of three 105,000 dwt aframax product tankers it ordered from Dalian New. The Dalian New aframax design has been embraced by These so-called Dalian New ‘Easy Clean’ ships were the market, with other yards in China having designed to an in-house concept purchased the rights to it. At the time of the first that Thenamaris developed in co- aframax order, a Maersk executive said, “The Dalian “We have been working operation with the shipyard and New Shipyard was chosen on the basis of good design closely with Lloyd’s Register Lloyd’s Register Asia. specification and a competitive price.” Asia since we first came to The smooth tank design, with John Gericke, General Manager, Maersk Ship Design China. The communication stiffeners and frames on deck, is AS, added, “We have been working closely with Lloyd’s and co-operation we common to chemical tankers, but Register Asia since we first came to China. The not crude oil tankers. The design communication and co-operation we enjoy with them enjoy with them is truly reduces corrosion by allowing is truly excellent.” excellent.” easy boundary drainage and cleaning. Both transverse This co-operation between owner, yard and John Gericke, General Manager, bulkhead corrugations and classification will continue, as A P Møller has just Maersk Ship Design AS centreline longitudinal bulkhead confirmed an order for a set of VLCCs with Dalian New.
VI Shipbuilding in China • Horizons • June 2004
GSI demonstrates ro-pax expertise
Rederi AB Gotland was amply rewarded subcontractors, Lloyd’s Register and the when it placed its faith in Guangzhou Swedish Maritime Administration. “The close co-operation between the Shipyard International by ordering two high- Lloyd’s Register EMEA plan approval office speed ro-pax vessels from the Chinese yard. in Copenhagen, where all the basic designs had been approved, and the on-site Scandinavian surveyors was sublime,” says Sweden’s Rederi AB Gotland (Gotland) built two of its new, Lind, explaining that “knowing the people high-speed vehicle and passenger ferries at Guangzhou you talk to makes matters a lot easier – Shipyard International (GSI) with delivery in 2003. especially when it comes to interpreting Rules and regulations when you are right in “To take the step directly from producing tankers and the middle of the production process”. bulk carriers to such advanced ro-pax ferries would cause difficulties for any yard, but I must say that GSI adapted its Lind adds that he believes any owner Lloyd’s Register surveyors worked production very well to cope with our demands. We are would “have a hard time finding closely with the yard and the owner very satisfied with the performance and the quality we European shipyards that could do better to help to ensure that the vessels would be built to a high standard. obtained from GSI,” says Anders Larsson, Technical steel, paint or accommodation jobs than Manager at Gotland. those we saw from GSI”. He is certain that in the next several years, there will be more passenger ships and even The development and design for the new-concept vessels cruise ships from the major Chinese shipyards. were generated by the company under the Swedish government mandate to find a long term solution that Further work at GSI would revitalise transport links to the coastal city of In addition to the Gotland ships, Lloyd’s Register Asia has Gotland. The company drew on its long term contacts also been involved in the range of product tankers that now with consulting marine engineers Knud E Hansen of dominate the shipyard’s orderbook. Copenhagen and Horn Arkitekter MAA of Marstal to produce the requisite calculations and design drawings. The tankers being built at GSI are winning praise from their GSI began the planning the work, together with Gotland, owners and, importantly, are also making the yard a major Knud E Hansen and Lloyd’s Register Asia immediately supplier of handysize and handymax tankers. “Four to five after the contract was signed. years ago, we were only focused on multi-purpose ships and dry bulk,” says Xia Suijia, Vice-President of GSI. “Then The vessels were the first ro-pax projects ever to be built we graduated to semi-submersible ships and ro-paxes. We in China for western owners and required GSI to find the tankers are more suitable, and we insist on them collaborate with several Scandinavian sub-contractors for as a new strategy.” According to Xia, the yard’s competitive the propulsion and electrical systems and the outfitting. advantage is its modern piping and paint shops.
Kristian Lind of Knud E Hansen was designated the project A P Møller has built over 50 ships in China to date, and co-ordinator, to act as a link between the yard’s purchasing John Gericke, General Manager of Maersk Ship Design AS and technical departments and the European is enthusiastic. “The development there has been amazing. You could actually feel the improvement everyday. They were very open-minded and willing to adjust themselves The Gotland ro-paxes, one of which is pictured below, to the demands placed on them,” he says. Gericke worked represented the first time that a western owner had ordered this type of ship from a Chinese yard. in the yard as a newbuilding supervisor at the beginning of the series and is now involved in overseas China projects in Dalian.
Since first ordering in GSI in 1997, A P Møller has taken delivery of 16 ships from Guangzhou. Gericke says that the first two A P Møller ships, a pair of ro-ros, were completed to an “excellent” standard and that the current operator reports trouble-free sailing.
Shipbuilding in China • Horizons • June 2004 VII
Lloyd’s Register Asia in China
For further information, contact When China embarked on reforms and introduced its ‘open door’ policy in 1979, Lloyd’s any of the following offices: Register was the first foreign classification society invited to survey and class export ships at
Shanghai Port Office Chinese yards, effectively bringing the organisation back to China after it had first established 31st Floor, 283 Hua Hai Zhong Road, a presence there in 1869. Hong Kong Plaza (South Tower), Shanghai 200021, PR China Tel: +86 21 6390 7070 At the start of China’s efforts to target the export Nearly a quarter of a century after restarting in Fax: +86 21 6390 6928 market, the country had limited knowledge of China, Lloyd’s Register retains its leading Email: [email protected] the Rules and regulations of foreign ship position.The range of ships for which Lloyd’s Nantong Office classification societies. The design and drawings Register has been awarded class spans the range of Room 519, Main Office Building, of the first export ship, the 27,000 dwt bulk both specialised ships and series construction. Nantong Ocean Shipping Engineering Co Ltd, South of Rengang Road, carrier Regent Tampopo for Regent Shipping Specialised projects have included a Gotland ro-pax Nantong 226005, PR China of Hong Kong, were supplied by the shipowner, ship built by GSI and a small diesel electric product Tel: +86 513 350 2344 who sourced them from a Japanese shipyard. tanker at Qingshan Shipyard for F T Everard. Fax: +86 513 350 1299 Modifications were made to the drawings to Email: [email protected] suit Chinese shipyard practices, and all the “There is a general move to more sophisticated Shanghai Plan Approval Services major materials and equipment were supplied ship types such as chemical tankers, LNG ships, ro- Tel: +86 21 6390 7070 by the Japanese shipyard. About 70% of the paxes and others in some of the yards,” says Iain Fax: +86 21 6390 7184 contracting value was spent on the importation Wilson, Marine Manager for China. Email: [email protected] of materials, equipment and drawings. The Nanjing Office Regent Tampopo was completed by Dalian For series ships there are the 56,000 dwt double- c/o Jinling Shipyard, 55, Yanjiang Road, Shipyard to Lloyd’s Register class as scheduled, hull bulk carriers at New Century Shipyard and Nanjing, 210015, PR China Tel: +86 25 5879 8531 with both former Prime Minister Margaret Xiamen Shipyard, the 35,000 dwt tankers at GSI Fax: +86 25 5879 8533 Thatcher and the late Sir Y K Pao in attendance and Dalian New Shipyard and the aframax tankers Email: [email protected] at the delivery ceremony. at Dalian New Shipyard. Lloyd’s Register has also
Wuhan Office contributed to SDARI’s development of the Odyssey Room 303, Zhongnan Electric Guest The first yards to build to Lloyd’s Register class double-hull handymax and panamax bulk carriers. House, 688 Min Zhu Road, Wuchang, included Jiangnan Shipyard, Hudong Shipyard, Wuhan, 430071 Dalian New Shipyard and Guangzhou With the increasing Tel: +86 27 8781 8749 International Shipyard (GSI). workload in shipbuilding Fax: +86 27 8781 2246 Email: [email protected] and other parts of the In 1985, Lloyd’s Register assigned Pokam Wu, economy, Lloyd’s Register Dalian Office now Principal Surveyor in Charge of Lloyd’s plans to raise the number 9th Floor, Block A, Chinabank Plaza, 15-17 Renmin Road, Zhongshan Register North America, Inc’s Houston Port Office, of China staff to 270 District, Dalian 116001, PR China as the first country manager to reside in China in the next year across Tel: +86 411 250 7770 after the Second World War. the marine, quality Fax: +86 411 250 7771 assurance and oil and Email: [email protected] By 1993, Lloyd’s Register had opened its gas industry fields. Qingdao Office representative office in Shanghai. A plan Jindu Gardens, Block C, Apt 32G, approval office was added in 1994 which has Lloyd’s Register is 18 Dong Hai Lu, Qingdao, 266071 become the foundation for Lloyd’s Register responsible for classing Tel: +86 532 576 4234 Fax: +86 532 572 2249 operations for carrying out all surveys for new some 140 vessels totalling Email: [email protected] construction and ship repair. more than 4 million dwt on order and under Guangzhou Office construction in China. Room 1604, 16th Floor, Peace World Plaza, 362-366 Huan Shi Dong Road, Guangzhou, 510060 Tel: +86 20 8387 4939 Fax: +86 20 8384 9820 Email: [email protected]
VIII Shipbuilding in China • Horizons • June 2004
Ice-class tankers in Korea
The double-acting concept, such as that manifested in the Mastera, may well be the way forward for arctic operations.
> continued from page 8 technically and economically The application of the arctic unviable when applied to larger operational platform ship design The objective of this work was tankers than those on which the concepts will probably result in a to optimise the structural formulations are based. fleet of shuttle tankers for arrangements for ease of build and transferring oil to the western year- in-service maintenance with wide Korean shipyards such as Samsung round ice-free port of Murmansk. frame spacing longitudinals. These Heavy Industries have been guidelines came into existence at the conducting ice model tests at special Tustin finds it likely that the double- behest of shipbuilders in Korea who facilities in Europe. One such test, acting concept, as embodied in the requested that they be able to build using an aframax hull form, double-acting tankers (DATs), with wider frame spacings than determined that achieving the Tempera and Mastera, built by those currently required by the required installed power increase for Japanese yard Sumitomo Heavy Finnish-Swedish Rules as a means ice class 1A would involve the Industries for Fortum Shipping of of making production easier and specification of one additional Finland, will be the most important more efficient. cylinder unit, bringing the power finding to fall out of the ARCOP output up to 14.3 MW from 12.3 MW. study. The Fortum DATs are 106,000 The first application of these dwt double-hull crude oil/product guidelines was carried out by The ice-strengthened tanker of carriers which are capable of Lloyd’s Register Asia, in association the future proceeding through light ice with the FMA, in April 2003 for an Over the years, the Lloyd’s Register conditions ahead and heavy ice ice-class 1C upgrade of an aframax Group has had extensive conditions astern, due to their design being built by Hyundai involvement in ice-class issues and azipod propulsion configuration, Samho Heavy Industries. Since then, continues to actively participate in specially designed aft end and Lloyd’s Register Asia has carried out new research projects. The most ability to turn through 180°. multiple applications of the recent of these is the Arctic methodology as part of an ongoing Operational Platform (ARCOP) “The ultimate expression of the research project being conducted project, which is funded by the compromise in hull form design jointly by the International European Union. The project follows between open water and ice Association of Classification on from and is intended to utilise the operation is the Fortum double- Societies and the FMA to update the findings of three previous projects: acting tanker, where the design Finnish-Swedish Rules for solution to achieve the best application to larger vessels. • INSROP – a Russian, compromise between open water and Norwegian and Japanese- ice operation is to operate the ship in Propulsion requirements for larger funded project to investigate the a different mode, that is, astern in sizes of ice-strengthened tankers are Northern Sea Route passage ice,” says Tustin. “It is very likely that also of great concern to owners and • ICE ROUTES – an EU-funded the ARCOP project will reveal that, builders. Assessing the requirements ice meteorology study for the actually, this type of ship may be the of larger tanker sizes with ice Northern Sea Route passage best suited to the ice conditions strengthening involves extensive ice • ARCDEV – an EU-funded arctic found in the northern arctic.” model testing using open water hull development voyage project forms, with the objective being to which used a Fortum tanker achieve the highest ice class possible assisted by Russian ice breakers For further information contact with the minimum increase in in the Northern Sea Route Rob Tustin, Head of Busan installed power. passage in the Russian Arctic. Plan Approval Services, Lloyd’s Register Asia These tests are necessary because The aim of the project is to find applying the current formulations practical solutions to the major Email: [email protected] for minimum power requirements problems identified in the earlier Tel: +82 (0)51 640 5010 may possibly yield unreliable projects to establish a system of ice Fax: +82 (0)51 637 4114 results, or stipulate propulsion operation and concepts for shipping requirements which may be both solutions for the Northern Sea Route.
Horizons • June 2004 9
P&O Princess Cruise reconstruction Like new in Nagasaki
The inside story of how proud craftsmanship, door for the shipyard to work with engineering and teamwork brought a cruise ship its suppliers and to reach an agreement with the shipowner on newbuilding back to life. how to proceed with delivery.”
Damage sustained On October 1, 2002, Mitsubishi The blow was particularly grievous The damage to the fire-ravaged Heavy Industries (MHI) hull because MHI had worked hard to vessel was substantial, and it was number 2180, an 18-deck, 115,875 grt win the prestigious contract for the known by all those involved that cruise ship being built for P&O two ships, the first cruise ships to be recovering the ship and meeting the Princess Cruises to Lloyd’s Register ordered by P&O Princess from an new delivery schedule would require class, caught fire and burned for Asian yard. The shipbuilder was a concerted and sustained effort. over 18 hours. The fire was a also eager to show that ships of this devastating shock to the hopes of type could be built to as high a Immediately following the fire, the everyone involved in the project - standard in the Far East as in the ship sat in the water listing from the the yard, the owner, the classification more frequently favoured European tonnes of seawater sprayed to douse society and, significantly, the yards. The first of these prestigious the tenacious fire, with water pouring townspeople of Nagasaki, for whom ships, MHI hull number 2180, was to out of the side shell doors on deck 4. MHI is a highly symbolic employer have been called the Diamond Windows were blackened and broken and a source of great civic pride. Princess, with its sister ship, MHI from decks 4 to 15. Much of the hull number 2181, to be christened steelwork above deck 5 was damaged the Sapphire Princess. so badly that it had to be removed. The wheel house was lost, together As a result of the fire, it was decided with some very expensive that hull number 2181, the Sapphire navigational and safety systems Princess, which was to have been the control equipment, but the fire second in the series, would be stopped before the engine room and delivered first and take on the name consequently the main propulsion of the Diamond Princess. This first and machinery were saved. Access to ship was delivered on schedule in the ship was severely restricted as the February 2004. police and fire authorities conducted a painstaking investigation. MHI had never missed a delivery commitment in its 147-year history so Rebuilding the ship there was tremendous energy devoted The ships were being built in MHI’s to a thorough assessment of how the historic Tategami plant in Nagasaki’s shipbuilder could indeed repair and inner harbour, but after the fire, hull deliver the fire-damaged hull. The number 2180 was moved to the more assessment carried out by the yard, its modern dock at Koyagi, where large experts and Lloyd’s Register Asia laid gantry cranes worked to remove the The fire-fighting water found its way through the groundwork for the ambitious damaged steel superstructure. the HVAC duct system reconstruction effort. to distant corners In the salvageable section of the ship, away from the fire, as shown in this duct. “The conclusion that the vessel the vastly different levels of damage could be rebuilt and completed as necessitated a segregation of the new was both significant and contaminated and decontaminated brave,” says John Finch, Lloyd’s spaces. The hull in the structurally Register Asia’s Marine Business intact, but damaged ‘dark grey Manager for Japan. “The assessment zone’ was stripped of outfitting, helped to show the way forward in shot blasted, cleaned by specialists terms of procedures and opened the and rinsed with fresh water.
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The Sapphire Princess was successfully delivered after a concerted joint effort from the yard, the owner and the classification society.
In the ‘light grey zone’, all the stainless A scrapping policy was audited to Sakao Fukuda, Manager for Cruise steel pipes were replaced while the ensure that condemned items could Ships, MHI explains that the steel was cleaned by specialists and not find their way back onboard. shipbuilder was able to deliver the rinsed with fresh water. Scrapped items were carefully two cruise ships within three segregated to minimise the risk of months of each other thanks to the Contamination of clean areas by cross contamination. extra surveying resources deployed fire products from the dirty areas by Lloyd’s Register Asia. was prevented by strictly The recovery effort segregating the clean areas, the “The progress of the recovery and “We saw quite a few new faces and partially damaged areas and the the re-building were kept on time as everyone worked long hours to completely destroyed areas. a result of the dedication and overcome the concentration of organisation of the MHI inspection requirements. We Hundreds of swab samples were management and workforce,” says appreciate Lloyd’s Register Asia’s taken from all over the visibly Richard Haslam-Jones, Project contribution to the smooth progress undamaged areas to check for chloride Manager for P&O Princess Cruises towards completion,” he says. and sulphur tetraoxide contamination. in Nagasaki. After decontamination, areas were Fukuda adds, “We were very happy checked again using a quick test to “It has been a unique achievement with what Lloyd’s Register Asia check for chlorine, to ensure that and all those who took part should brought to the project for both the cleaning had been successful. be recognised for their contributions,” shipyard and the shipowner. We he says. “There is no trace of the fire understand that this was the first Because the fire distorted the ship, its left, and the ship is truly as new implementation of Lloyd’s alignment was checked regularly again. It is ready for service, and Register’s quality assurance scheme during the reconstruction to ensure I am sure it will have a long and for cruise vessels and feel that this that the original alignment, or better, successful career in the cruise was a significant contribution.” would be achieved. business.” The successful management of All the damaged material was cut Successful teamwork the recovery work also involved away and the steel was cut back to “After the fire and following the reorganising and rescheduling sound material, with great care being decision to proceed with rebuilding the rest of the yard’s work around taken to remove old welding at block the ship, MHI mobilised its the reconstruction. This was connections. In one or two places, engineering and logistical might in accomplished without losing an samples of steel were taken and a spectacular way,” says Finch. “The order or missing a delivery date, tested to verify that only sound yard is to be highly commended on other than the first P&O Princess material remained. the demonstration of its ability to ship. “It was a truly professional deliver two very large cruise ships piece of work,” concludes only three months apart, especially Haslam-Jones. following such a devastating Full use was made of the massive crane capacity at the Koyagi facility to lift the incident.” block assemblies onboard. Peter Ratcliffe, CEO of P&O For further information contact Princess Cruises, says, “We are John Finch, Marine Business greatly appreciative of the great Manager for Japan, Lloyd’s efforts made by MHI, its workforce Register Asia and its sub-contractors in achieving the successful delivery of both Email: [email protected] vessels, thus allowing them to be Tel: +81 (0)45 682 5255 available for the important 2004 Fax: +81 (0)45 682 5259 summer season.”
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FOBAS involved in fuel ignition study Lloyd’s Register FOBAS participates in fuel ignition study
Lloyd’s Register, along with a number of other industry organisations and companies, is taking part in a study which hopes to establish an authoritative test method for the ignition and combustion characteristics of residual fuels.
Lloyd’s Register’s fuel oil advisory The Lloyd’s Register FOBAS Lloyd’s Register FOBAS, Intertek and bunker analysis service representative to the EI panel, Caleb Brett, DNV Petroleum (FOBAS), along with a number of Wanda Fabriek, International Fuel Services, Lintec, ViswaLab and other companies involved in the Executive for Intertek Caleb Brett, Fueltech; and consultants Tharby bunker industry, is taking part in assisted in initiating the task force, & Associates. a study which aims to develop which will be chaired by consultant a reliable and repeatable test Rinus Daane. The determination of the ignition method for fuel ignition analysis quality of residual fuels has been a against which fuel ignition The stated scope of the study is as problem since the late 1970s, analysis machines can be tested follows: “To provide for the according to Tim Wilson, FOBAS and approved by the Energy definition and measurement of Service Manager. “As has been Institute (EI). ignition and combustion widely documented, issues characteristics of residual fuels surrounding the quality and with a standardised approach, with characteristics of ship’s fuel arose the aim of producing an at this time as a result of new international standard test method. refinery practices which resulted in The measurement of ignition and heavier residues and required the combustion characteristics will be use of blending processes, which based on constant-volume consequently impacted fuel combustion chamber technology. characteristics.” Data produced by the test method could potentially be used to define Currently, fuel ignition ignition and combustion characteristics are calculated using characteristics of residual fuel oils an empirical formula called the for possible specification use.” Calculated Carbon Aromaticity Index which gives an indication of Membership of the task force the ignition quality of the fuel. comprises representatives from oil However, in some cases, this companies BP Marine, Shell Global formula is not able to predict the Solutions, Shell Marine Products fuel’s true ignition characteristics. It is hoped that a standard test method and TotalFinaElf; engine As a result, the industry has, for a will prevent unnecessary damage to machinery; pictured, a piston damaged manufacturers MAN B&W and number of years, been seeking a as a result of ignition quality problems. Wärtsilä; testing service providers test method which will assist in
Devices such as this inductively coupled plasma machine can be used to assess metal content in marine fuels.
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sinfuel ignition study
defining the true nature of the FOBAS has opened a new lab in Singapore for the ignition and combustion benefit of its clients. characteristics for a particular residual fuel.
“Once the test method is completed, inclusive of acceptable precision data in accordance with ISO 4259, the industry will be better able to rate the ignition characteristics of fuel,” says Wilson.
Wilson points out that currently FOBAS enhances service there is no existing standard test Lloyd’s Register’s fuel oil and bunker advisory service (FOBAS) has added method to determine ignition and several new aspects to its already comprehensive marine-fuel related combustion characteristics of services, making it easier than ever for clients to take advantage of the residual fuels. The task force hopes value that the service offers. to reach a satisfactory conclusion which will give shipowners, FOBAS offers in-depth technical evaluations of the many grades of operators, engine designers and marine fuels available on the market, using analysis procedures which are builders an additional tool to help set to international quality standards and industry-recognised test them to gain a better understanding methods. In addition, the FOBAS consultants who interpret the test of how their machinery will results and provide advice are experienced professional marine engineers perform. The task force recently with first-hand knowledge of shipboard machinery. The service can be as held its second meeting and aims to basic or as comprehensive as the client wishes, according to his particular have a proposed method prepared fuel risk management needs, ranging from a simple analysis package to for 2005. the implementation of a fully integrated fuel management system.
In addition, the service will provide a sophisticated information management and reporting system through www.lrfobas.com which will For further information contact provide clients with instant access to analysis reports and sample statistics, Tim Wilson, FOBAS Service customised searches and reports on fleet data, monthly bunker reports Manager and technical bulletins, periodic trend graphs on key data and bottle tracking and stock control. Email: [email protected] Tel: +44 (0)20 7423 1862 FOBAS is unique in that it offers an engineering-based consultancy Fax: +44 (0)20 7423 1750 service, in addition to its fuel testing services, with the latter being provided in partnership with testing house Intertek, a market leader in the industry with a global reach. FOBAS’ unique emphasis on technical evaluation and fuel management support is an important feature for owners and operators.
“To a shipowner, the analysis from the lab is only one part of the solution,” says Tim Wilson, Service Manager of FOBAS. “What FOBAS does is to apply the results of the analysis specifically to the machinery plant onboard, to determine how the information obtained from the lab analysis should be put to use. We understand the machinery plant, and as we are marine engineers, we speak the same ‘language’ as the people onboard who will have to take the necessary actions.”
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ISPS Code implementation Learning from the ISPS Code
The ISPS Code learning (RSOs). Some flag state have been encountered when ship curve has been steep for administrations have been proactive security assessments have not been in assisting their fleets, while others carried out correctly. Often, the everyone and, as with the have not provided the required prescribed countermeasures do not ISM Code, it is expected that support. Ports are also split, with correspond to the vulnerabilities the learning process will some progressing well and others identified and, in addition, some not even having begun. assessments do not address security continue for years to come. in an emergency. Lloyd’s Register “The main lesson to be learnt is that EMEA has also found on occasion Ships have been trading for effort and commitment from all that when the ship security centuries without an International parties is required to enhance assessment has been carried out by Ship and Port Facility Security maritime security,” says Tony Field, a sub-contractor, and not the (ISPS) Code, but this does not Lloyd’s Register EMEA’s Manager of shipowning or operating company necessarily mean that they were Marine Management Systems in itself, the security measures insecure. In advance of the Piraeus. He points out that an proposed have been impractical. adoption of the Code, a fair understanding of what the Code The personnel that deal with proportion of ships, as with the requires and how compliance can be management systems hold a wealth International Safety Management practically achieved has improved of knowledge and are capable of (ISM) Code and onboard safety significantly since the approval and injecting some much needed aspects, had already been running verification process began. “As an common sense into the process of effectively and taking many of the RSO, the Lloyd’s Register Group has carrying out ship security security measures detailed in the continuously adapted its procedures assessments and should be utilised legislation. For these ships, the based on concrete experience and in this manner. Code merely represented the need has held seminars for the industry to to formalise existing arrangements, discuss developments and known In terms of the verification audit, the such that the security management problems,” he says. physical condition of the vessel itself system could be reviewed and has been the main reason for failing improved in a structured way and Problems encountered to gain certification, with the that operators could provide The ISPS certification process involves conditions onboard not reflecting evidence of their compliance. two steps: the ship security plan (SSP) the requirements of the SSP. The real challenge for owners has approval and the verification audit. Sometimes even the simplest things, been co-ordinating their efforts with Problems have been encountered in such as doors not locking or closing, those of the flag states, the ports both parts of the process and and other physical requirements that and other bodies, such as solutions have been identified. are in the plan have not been recognised security organisations In terms of SSP approval, problems complied with. Control of access to the vessel is another area which has proved to be problematic, often due The Minerva Astra was to the company not complying with the first Greek-flagged ship to be issued an the requirements of its own SSP. ISSC by Lloyd's Register EMEA. Of great concern are ‘non-user friendly’ SSPs which make the vessel extremely secure but are totally impractical to implement onboard a working vessel. A similar situation arose during the implementation of the ISM Code, when some companies incorporated ‘nice to have’ requirements into their safety management systems.
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Tony Field, Lloyd's Register EMEA's Manager of Marine Management Systems
Greece goes ahead Minerva Marine’s double-hull tanker, “The industry will have to ensure In spite of the hiccups along the Minerva Astra, in March 2004, became that the systems put into place are way, ISPS Code implementation the first Greek-flagged vessel to be a benefit to the vessels and the has continued apace, especially in certified for ISPS Code compliance ports and not just a bureaucratic major shipping centres and hubs by Lloyd’s Register EMEA. burden,” says Field. “Those such as Singapore, Dubai and companies which are committed to Greece. Lloyd’s Register EMEA Avin International, a ship manager the spirit of the Code will continue moved its centre for marine which looks after a fleet of 25 to improve, but the ones that only management systems to Piraeus tankers, has taken advantage of a pay lip service to the Code will from Rotterdam in January of this range of Lloyd’s Register EMEA’s struggle.” He points out that this year in order to be closer to its maritime security-related services. was precisely the situation with the significant client base in Greece “Since the very beginning of our implementation of the ISM Code. and to assist in the process of ISPS ISPS Code implementation, we Code implementation. have closely co-operated with “There will be many lessons learnt Lloyd’s Register EMEA on a large over the next 12 to 18 months, and In Greece, many shipping spectrum of issues, including companies should be prepared to companies are well ahead of company and ship security officer make changes to their systems,” he schedule in preparing their SSPs training, ship security assessment says. “All companies should be and in gaining certification, with and plan approval and certification looking to streamline their Minerva Marine, Thenamaris Ship of vessels. This co-operation has procedures and to ensure that their Management, Eletson Corporation, proven to be valuable, productive systems for safety and security are Avin International and Ceres and efficient,” says V Kyrikos, fully compatible.” Hellenic among the forerunners in Avin’s Company Security Manager. gaining their ISSCs. Field makes a final point about the Meanwhile, Lloyd’s Register importance of seafarers and their Apostolos Poulovassilis, Manager EMEA has also secured an ISPS involvement in the process. “It of Lloyd’s Register EMEA’s contract for over 20 vessels from would really please seagoing staff Piraeus, East Mediterranean and Ceres Hellenic. if companies can show them that Black Sea Area Office, points out they are committed to reducing the that Minerva and Eletson were in Upcoming challenges administrative burden while fact the first companies to have In order to help to ensure that clients maintaining operational their Greek-flagged fleets’ SSPs can achieve compliance as efficiently effectiveness.” approved on behalf of the Greek as possible, the Lloyd’s Register government after Lloyd’s Register Group has invested a great deal in EMEA had received its official ensuring that its ISPS Code auditor authorisation to act as an RSO for network is as comprehensive as For further information contact the Hellenic Republic. possible. As of April 2004, the Tony Field, Marine Management Lloyd’s Register Group had qualified Systems Manager, Lloyd’s Register In November 2003, Thenamaris nearly 95% of its ISM auditors to EMEA, Piraeus Office became one of the first ship carry out ISPS Code work, creating a operators in Greece to have its global network of over 200 ISPS Email: [email protected] SSPs approved, and in February Code auditors. Tel: +30 210 458 0829 2004 became the first company in Fax: +30 210 452 8955 to be issued an ISSC by Lloyd’s The process does not conclude, Register EMEA, for its tanker however, once the deadline for MT Ellina. compliance has passed. The next significant challenge will arise after the Code has been implemented.
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Horizons
Exhibitions and technical On the Horizon papers
Over the next three months (May Lloyd’s Register’s Classification News • report of 47th session of the Ship 2004 to July 2004 inclusive) we will delivers up-to-date information on Design and Equipment Sub- be sponsoring and exhibiting at: issues requiring urgent and Committee (DE 47) immediate dissemination to the Posidonia 2004, Piraeus, Greece, June 8 - 11 marine industry. Recent inspection • Tokyo MOU announces and statutory alerts we have issued harmonised action on ship include: security to start April 1, 2004
We will be exhibiting at: • Indian Ocean MOU announces • international convention for the Offshore Technology Conference new concentrated inspection control and management of ships’ (OTC) 2004, Houston, USA, campaign on life-saving ballast water and sediments May 3 – 6 appliances • safety alert on lifeboat release RoRo 2004, Gothenburg, Sweden, • report of the 51st session of the mechanisms. May 25 – 27 Marine Environment Protection Committee (MEPC 51) Classification News is available free of INTERSEC Security Conference, charge. These issues, together with the London, UK, June 8 – 10 • port state control detentions – flag archive of alerts, may be viewed administration requirements electronically at www.cdlive.lr.org
We will be presenting papers at:
Financing & Operating LNG Horizons newsletter
Shipping, London, UK, May 13 – 14, For further information on our Lloyd’s Register Asia Jim MacDonald marine services, please contact Suite 3501 China Merchants Tower Richard Buchan: Shun Tak Centre, 168–200 Connaught 2nd International Conference & Tel: +44 (0)20 7423 2305 Road Central, Hong Kong, SAR of PRC Exhibition on Ballast Water Fax: +44 (0)20 7423 2213 Tel: + 852 2287 9333 Fax: + 852 2526 2921 Management (ICBWM), Singapore, Email: [email protected] Email: [email protected] May 19 – 21, Lefteris Karaminas Lloyd’s Register Americas, Inc. Managing Editor: Dolly Robinson, 1401 Enclave Parkway, Suite 200 Marine Media Manager, CWC’s 3rd Annual LNG North Houston, Texas, 77077, USA America Summit, Houston, USA, Marine Business Development Tel: +1 281 675 3100 Fax: +1 281 675 3139 May 27 – 28, Tim Protheroe & Email: [email protected] Ed Waryas www.lr.org
Services are provided by members of the Lloyd’s Register Group. June 2004
Lloyd’s Register Registered office: 71 Fenchurch Street, London EC3M 4BS Horizons Managing Editor, Horizons newsletter is produced by Dolly Robinson Marine Business Development and Lloyd’s Register EMEA designed by Pipeline Design. 71 Fenchurch Street, Care is taken to ensure that the London EC3M 4BS, UK information in Horizons is accurate and Tel: + 44 (0)20 7709 9166 up-to-date. However Lloyd’s Register Fax: + 44 (0)20 7423 2057 accepts no responsibility for inaccuracies Email: [email protected] in, or changes to such information.
Cover image: a Lloyd's Register surveyor in one of the Hellespont Alhambra's tanks in Okpo, South Building better business Korea, photo courtesy of of Kenebec Images Ltd.
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