Ice Focus Issue 1
Ice Focus Issue 1
Ice Focus Issue 1
ICE FOCUS
I
T E C H N I C A L N E W S A N D I N F O R M AT I O N
APRIL 2006 Issue 1
IN THIS ISSUE
11 Studying fatigue of
ship structures in ice
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The dynamics of ice and cold Ice and cold regime trading in cold regions, and the
operation are changing, as ice- The ice and cold regime consists ship’s master needs to apply
class vessels grow in size and of the prevailing environmental measures to combat this and to
new players enter a market conditions and the ice be aware of the effect icing will
previously populated exclusively management offered by the have on the vessel’s stability and
by specialist ship operators. relevant national authority. The operating draft and trim.
These changes are being brought environmental information
about by the increasing export includes temperature, ice Ship
volumes of oil out of ice-bound thickness, pressure, degree of ice Ships which are tailored for ice and
Russian ports. ridging, duration of ice season, cold operation, i.e. ice-class ships,
wind and weather, currents and differ significantly in some respects
As a result, there is now a need presence of land-fast ice. The ice from ships specified for normal
for class to deepen its capability management includes icebreaker trades. Visible features include:
to address other aspects of ice assistance, the availability of ice
and cold operations. forecasts and the provision of • heavier scantlings in the side
routeing advice. shell structure in the vicinity
“In response, we are developing of the waterline
winterisation guidance and The ice and cold regime will have
services which will help owners a profound impact on the design • possible ice operation design
and operators to address and operation of a ship. There of bow shape (particularly for
confidently all aspects of ice and will be implications for not only icebreaking or multi-year-ice
cold operations, from specifying the choice of ice class, but also vessels)
ice class in the shipyard to the types of winterisation
operation and finally to measures applied to the design • larger diameter shaft and
decommissioning at the end of and operation of the vessel. thicker propeller blade root
the ship’s life,” says Rob Tustin,
Technical Manager for New Ship operations • ice knife to prevent possible
Construction, Lloyd’s Register Asia. Ship operation in ice requires rudder and steering gear
experienced seafarers who are damage when manoeuvring
The three elements experienced in the trade and – as astern in ice.
Ice and cold operation comprises in other specialised sectors of the
the confluence of three principal shipping industry – these are in Typically, when hydrodynamicists
elements: short supply. and ship designers develop a hull
form for ice operation, there
• the ice and cold regime The risk of damage to the hull of is a delicate balance between
• the ship operations a vessel operating in ice is a optimising open-water as opposed
• the ship. combination of factors such as to ice-going performance. The
the ice sheet thickness, pressure ultimate expression of the
The three
in the ice sheet, encounters with compromise in hull design
elements.
The ice and ice ridges and large ice pieces between these modes is the
cold regime and the manoeuvring and speed double-acting design adopted by
of the vessel in ice. Neste Oil for its aframax tankers
Mastera and Tempera (both
Particular care is needed when Lloyd’s Register-classed), where the
Ice and entering the ice field, and hull design is optimised for the
cold operations operating a vessel in broken ice ship to operate in forward mode
Ship
Ship requires careful control to ensure in open water and for astern
operations
that the hull, rudder and mode for ice navigation. See
propeller are not damaged. pages 4 to 5 for further details of
Icing is a specific issue for vessels these ships.
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The last few years have seen a considerable number of ships delivered
to Lloyd's Register ice class, and many more are currently on order. The
following table highlights just some of these vessels.
BP Shipping SHI 1A FS Aframax tanker x 6 113,000 dwt April 2005 to May 2006
Dynacom Universal 1A FS Suezmax tanker x 3 150,000 dwt September to December 2006
Hamburg Tankers GmbH DSME 1A FS Aframax tanker x 2 115,000 dwt August to December 2006
Korea Line Corporation DSME RMRS LU2 Membrane-type LNG 151,800 cu m March 2008
Lundqvist Shipping Co. Ltd. DSME 1A FS Aframax tanker 115,000 dwt May 2006
Marmaras HSHI 1A FS Aftamax tanker x 4 111,000 dwt October 2004 to March 2005
Marmaras HSHI 1A FS Suezmax tanker x 5 163,759 dwt February to October 2006
MOL, K Line and Primorsk Mitsui Chiba 1B FS (hull); RMRS LU2 Moss-type LNG 145,000 cu m March 2008
Shipping (propeller and shaft)
Neste Oil Sumitomo 1AS FS Aframax DAT x 2 106,000 dwt August 2002 to January 2003
NYK and Sovcomflot MHI Nagasaki 1B FS (hull); RMRS LU2 Moss-type LNG x 2 145,000 cu m October to December 2007
(propeller and shaft)
Russian owner STX 1A FS Product tanker x 2 51,000 dwt March to May 2009
Target Marine STX 1A FS Panamax tanker x 3 72,200 dwt April to October 2007
Teekay Shipping DSME 1A FS Aframax tanker 114,834 dwt November 2005
Tsakos Shipping & Trading S.A. HHI 1A FS Suezmax tanker x 4 150,000 dwt April 2005 to February 2006
Looking ahead
To adequately deal with new
operating scenarios, technologies
and trades within icy and cold
environments, class must not
only provide basic guidance on
compliance with minimum
requirements for ice class, but go
beyond this to provide advice on
operational aspects. We are
working with industry
participants, including existing
and potential owners of ice-class
tonnage, national authorities,
equipment manufacturers and
research institutes to develop
new services and to formulate
meaningful guidance to help Ships which are tailored for
ensure that new opportunities ice and cold operation differ
can be taken advantage of while significantly in several
maintaining the safety of respects from ships specified
seafarers, ships, cargo and the for normal trades.
environment in icy and cold
operating conditions.
ng strong
In-service experience ship has only ever been stuck in ice-class vessels, Mastera can
As early adopters of what ice once. According to Capt sometimes perform better
remains a relatively novel design Sastamala, the capability of the in level ice than in brash ice
concept, Neste Oil is in the best vessel has not only met but (the channel of broken ice left
position to reveal what it has exceeded his expectations, so in the wake of an assisting
been like to operate these much so that, on occasion, it has icebreaker). It is up to the
vessels and to provide in-service shown that it is capable of Captain, based on his experience
feedback. The vessels have now overtaking icebreakers. and the prevailing conditions,
had a first drydocking and to decide whether to navigate
intermediate survey carried out The benefits of the double- in level ice or in brash ice – the
by Lloyd's Register. acting concept truly show captain of a conventional ice-
themselves when the vessel class tanker has little option but
Tempera and Mastera have encounters an ice ridge. “A to take the brash ice route.
proven service experience, having traditional ice-class ship, upon
operated successfully during the encountering a ridge, would Jan Bergmann, Senior Surveyor,
winter of 2003-2004, considered need to back up, perhaps many Lloyd’s Register EMEA, has had
to be one of the worst in the times, and ram through. With experience of the ships during
Northern Baltic region for many the Mastera, you simply let the construction, sea trials and in
years. During this period, the propeller do its work until you operation and regularly visits
These two video stills taken
vessels were able to cope with break through,” says Capt them as part of his duties as a
underwater during a self-
the harsh conditions without Sastamala. field surveyor. “These ships are
propelled ice model test show
encountering any significant truly unique, proving that
broken ice interaction with
difficulties. Likewise, the azipods Because the crew onboard innovative design can excel in
the hull in ahead and astern
are functioning well with no Mastera has experience of practice,” says Bergmann. “These
operation, and demonstrate
reported problems. the ship and its enhanced ships are a credit to both the
the lubricating effect of the
capabilities, they are now able to builder and the owner, and we
water flow from behind the
The vessels’ design is so effective, take full advantage of them to expect that they will trade
propeller in astern operation –
in fact, that Mastera’s Captain, maximise operational efficiency. successfully for many more
less ice is seen along the hull
Janne Sastamala, says that the For instance, unlike conventional winters to come.”
bottom. (Reproduced with
permission of the Helsinki
University of Technology.)
Mastera in action
in a brash ice
channel.
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A Western Petroleum
tanker, built to Lloyd’s
Register ice class 1A FS,
loads oil from the
Lukoil-II terminal on
Vysotsky Island.
With vast and largely untapped Sea, and oil production from the
reserves of oil and gas in its field is expected to reach up to 7.5
million tons a year by 2012. It is
Western Arctic regions, Russia estimated that the field’s reserves
is likely to become the last will last for about 22 years at an
average production rate of 22,000
hydrocarbon reserve for this tons per day.
millennium. Projects are already
For year-round operation the
underway to ensure that
seasonal sea ice conditions at
effective exploitation of these Prirazlomnoye can be very hostile.
reserves begins as soon as The offshore field location is ice
free for only about 110 days a year
possible. and, during severe winters, the
sea ice is over 1.5 metres thick
on average. Extreme ambient
During 2005, significant • export of crude oil produced temperatures prevail in the most
milestones were reached in a onshore in the Timan-Pechora severe winters, with recorded
number of pioneering projects region, requiring further temperatures as low as -50°C.
for year-round export of oil double-acting shuttle tankers
and gas from the Barents and for the Varandey terminal on A gravity-based offshore
Pechora seas. These milestones the southern shores of the production unit is to be installed
indicate bright prospects for the Pechora Sea at the Prirazlomnoye site and oil
specialised oil shuttle tankers and produced will be shuttled to a
liquefied natural gas (LNG) ships • export of gas produced from floating storage unit anchored
that will serve in the seas of the the Shtokman offshore gas field off Murmansk. A contract for the
Russian Arctic. in the Barents Sea, requiring construction of two 70,000 dwt
specialised LNG carriers. double-acting diesel electric
Three projects in particular are shuttle tankers has been placed
greatly increasing the need for Exporting oil from the with Admiralty Shipyards in St
these ship types in the region: Prirazlomnoye oil field Petersburg. The basic design
The most significant oil deposit package and design assistance
• export of crude oil from the to be found in the Pechora Sea is for this project is being provided
Prirazlomnoye offshore oil field the Prirazlomnoye oil field, with by Aker Arctic Technology, Inc.
in the Pechora Sea, creating a estimated reserves of about 60 On delivery, the two shuttle
demand for double-acting million tons. The field is located tankers will be chartered by
shuttle tankers about 60 km north of the Sevmorneftgaz and managed
southern shoreline of the Pechora by Sovcomflot.
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The first five ships for Sakhalin Register will issue a letter of Beyond the first five ships
Lloyd’s Register has been compliance for the application Lloyd’s Register has kept abreast
involved with the Sakhalin II LNG of the RMRS standard, as well as of the projects planned for gas
project from its early stages and certifying that the winterisation export from Russia, and has an
has for some time been assisting features meet the technical in-depth understanding of the
An artist’s impression of
shipbuilders and owners with the specification. Two of the vessels technical challenges that might
an Arctic LNG ship
design and development of the are being constructed at materialise for the LNG carriers
employing a Moss-type
ships that will export LNG from Mitsubishi Heavy Industries (MHI) designed to ply these trades in the
independent tank
this first Russian LNG terminal. A for a joint venture between future. Each new project will have
containment system.
total of five LNG ships are now Sovcomflot and NYK Line; the its own special characteristics in
on order or under construction to other is being built at Mitsui terms of the ice and cold regime,
Lloyd’s Register class and will Engineering & Shipbuilding (MES) and specification of new ships will
eventually serve the gas export for a joint venture between require careful consideration if
terminal at Prigorodnoye in Primorsk Shipping Co, MOL and they are to meet the challenges
Aniva Bay. K-Line. All of these vessels are presented.
being built for long-term time
Three of these ships are being charter to Sakhalin Energy for LNG Baltic LNG project
built in Japan, employing a export service to Japan, as well as With a gas export terminal near
Moss-type independent tank to the west coast of the US. St Petersburg and a gas receiving
containment system. The hull terminal likely at Gros-Cacouna,
construction has been designed to The other two Sakhalin ships will Quebec, the LNG carriers for this
Finnish-Swedish ice class 1B be built to Lloyd’s Register class trade will need to be designed
standard and the propeller and in Korea: one at Hyundai Heavy for first-year sea ice conditions in
line shafting to Russian Maritime Industries (HHI) employing the the Gulf of Finland, as well as the
Register of Shipping (RMRS) ice Technigaz Mk III membrane Gulf of St Lawrence. It is likely,
class LU2 standard. Lloyd’s containment system and the then, that the ice-class standard
other at Daewoo Shipbuilding selected to strengthen the hull,
and Marine Engineering (DSME) propeller and shaft for the
employing the Gaz Transport intended service, as well as the
NO96 membrane containment standard of power installed, will
THE THREE RUSSIAN LNG TERMINALS
system. The latter of these two need to be a hybrid of the
vessels is for Korea Line and will requirements applied by the
Sahkalin II LNG project: Prigorodnoye terminal
deliver LNG from Sahkalin on national and port authorities of
At this terminal, a two-train gas liquefaction plant with an
long-term charter to the gas both Canada and Russia.
annual capacity of 9.6 million tonnes is currently under
receiver KOGAS.
construction by Sakhalin Energy. The terminal is located on the
As seasonal sea ice conditions
shores of Aniva Bay at the southern end of Sakhalin Island and
Both of the Korean-built ships are generally more severe at
first-year ice conditions prevail.
will have RMRS ice class LU2 St Petersburg than those
standards applied to the hull, prevailing in Aniva Bay, with a
Baltic LNG project: terminal near St. Petersburg propeller and shaft line. longer sea ice season of 120 days
Earlier this year, Petro-Canada and OAO Gazprom announced Drawings for the ship to be compared to 95 days on average,
an agreement to proceed with the initial engineering design constructed at HHI have recently a higher standard of ice class is
required to build a Baltic gas liquefaction plant near received RMRS approval, and an also likely to be necessary for
St Petersburg. It is envisaged that supply from this Baltic LNG ice certificate and certificate of ships built for this trade. A lower
plant will be shipped to Petro-Canada’s LNG regasification facility engine power have been issued standard of ice class might be
in Gros-Cacouna, Quebec. First-year ice conditions prevail both by the Central Marine Design applied, however, if the ships are
at the gas exporting and the gas receiving terminals. and Research Institute (CNIIMF) to have dedicated ice breaker
and approved by the Russian support, giving them access to ice
Shtokman LNG project: terminal near Murmansk Ministry of Transport management and assistance
Development of a gas liquefaction plant near Murmansk is (ROSMORNEFT). where necessary.
planned early in the next decade as part of the Shtokman field
development. This plant is expected to produce up to about 15
million tons per year of LNG for export to the American market.
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• California introduces new ballast • Brazilian ballast water • news about how Lloyd's
water management regulations regulations – foreign-flagged Register is helping the industry
vessels given time to comply to implement the new
• Washington introduces common structural Rules for
additional ballast water • Reminder – emergency fire tankers and bulk carriers
reporting requirement pump targeted by port state • revisions to MARPOL 73/78
control officers Annex I, covering shipboard
• Product safety notice – fire oil emergency plans
extinguishers manufactured • New MARPOL 73/78 • LNG in China
by Strike First Annex I Regulation 37(4) – • design and assessment of
access to shore-based damage shipboard alarm systems.
• Possible malfunction of Kidde stability/residual structural
Graviner MK6 engine crankcase strength calculation Horizons includes regular
oil mist detector system programs required. features on:
• Paris MOU, Tokyo MOU and Vina Classification News is • legislative developments
del Mar announce concentrated available free of charge. • the latest in ship technology
inspection campaign on These issues, together with the • recent deliveries to Lloyd's
MARPOL 73/78 Annex I-related archive of alerts, may be viewed Register class
operational requirements online at www.cdlive.lr.org • forthcoming exhibitions and
technical papers.
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