LR's Presentation (Public)
34
Brussels : 2nd and 3rd December 2010 EMship-Lloyd’s Register Dr.-Ing. Ulrich Förster
Transcript of LR's Presentation (Public)
Brussels : 2nd and 3rd December 2010
EMship-Lloyd’s RegisterDr.-Ing. Ulrich Förster
Overview
•
About Lloyd’s Register
•
The Group at a glance
•
The Regulation of Safety in a demanding world
•
Standards and Educational “demand”
to manage the future
•
Technology headlines –
Focus on operational research
•
Outlook –
our commitment to advanced public education and research
Presenter
Presentation Notes
-
2010-05-05 in Hamburg
HISTORY
•
17th
century coffee house owned by Edward Lloyd
•
1696 Lloyd’s News
•
Society founded 1760
•
1764 first Register of Ships
•
1834 Lloyd’s Register of British and Foreign Shipping
+ General Committee
+ first published Rules
Presenter
Presentation Notes
17th century coffee house owned by Edward Lloyd (in Great Tower Street) where merchants, underwriters and other in the shipping industry met and exchanged information. In 1696 Lloyd started to circulate a printed sheet with all the news he could hear in the coffee house – this was ‘Lloyd’s News’ – it has now become ‘Lloyd’s List’ still published by Lloyd’s of London (insurers) today. 1760 the Society was formed by the customers of the coffee house, the majority were underwriters.�1764 was the year of publication of the first Register, it gave details of the vessel’s owner, master, tonnage, date and place of construction, number of guns. Retired sea captains were employed to inspect and classify the vessels. 1834 - first published Rules and a General Committee formed to be responsible for the government of the society and for the Rules on construction and maintenance of ships.�Surveyors were asked to submit written reports and fees were charged for both surveys and entry in the registry book. Thomas Chapman was first Chairman and remained so for 46 years – he laid the foundations and supported the society, to the point of even paying the salaries of staff, during one bad Xmas, from his own pockets.�The Technical Committee in 1891 took over the task of formulating, discussing and amending the Rules.� Illustration is a typical 17th century coffee house
HISTORY
•
17th
century coffee house owned by Edward Lloyd
•
Founded in 1760
•
1764 first Register of Ships
•
1834 Lloyd’s Register of British and Foreign Shipping
•
1868 first European office
1870s first offices in America and Asia
•
1914 Lloyd’s Register of Shipping
•
Today’s diversified organisation:
-
marine - oil and gas
-
transportation, particularly rail
-
management systems
-
asset management
Presenter
Presentation Notes
First European office opened in the Netherlands in 1868. In the 1870s other offices opened in America and Asia furthering the organisation worldwide expansion. In 1914 adopted the name Lloyd’s Register of Shipping.�It should be noted, that the organisation is now registered as Lloyd’s Register to better reflect the variety of sectors we currently serve. The old register (1764) has details of 4,500 ships, the current one of over 80,000. Diversification: In 1920s and 30s the expansion in the industry sector began with inspection of welding fractures in oil storage tanks in the Middle East.�In 1950s we began work in the offshore sector, now our oil and gas business is based in Aberdeen and provides services including safety case verification and certification of all types of fixed and mobile platforms and rigs. The photo is the Selandia is an oceangoing, diesel engine-driven ship, built at Burmeister & Wain Shipyard in Copenhagen, Denmark and launched on November 4, 1911, classed by Lloyd's Register. Selandia was one of three such ships ordered by the Danish trading firm East Asiatic Company for service between Scandinavia, Genoa, Italy, and Bangkok, Thailand. It was the world's first ever ocean-going diesel-powered ship.
OUR MISSIONWe secure for the benefit of the
community, high technical standards of
design, manufacture, construction,
maintenance, operation and
performance to enhance the safety of
life and property at sea, on land and in
the air –
because life matters
Presenter
Presentation Notes
LIFE MATTERS : Lives and livelihoods depend on quality systems you will probably never see, ships, roads and rail tracks on which you may never travel and distant production plants about which you have never heard. The Lloyd’s Register Group is an organisation that works to enhance safety and to approve assets and systems at sea, on land and in the air. We check that assets and systems work so that people and communities around the world can get on with everyday life - safely. We are driven by a strong sense that what we are doing matters. To make this happen, we set, uphold and apply high technical standards of design, manufacture, construction, maintenance, operation and performance across many industries to the benefit of many businesses. Lloyd’s Register stands apart: independent, objective, experienced and uncompromising in our commitment to enhancing safety and to helping our clients.
The Group at a glance
•
7,500 employees at offices in 250 cities
and towns covering all parts of the world
•
Over 100 companies
•
Celebrating our 250 year anniversary this year
•
Four business divisions:
•
Marine, Energy (Oil&Gas), Transportation (Rail),
Management systems (LRQA)
•
We are committed in advancing education and building a global capability of collaborative R&D
Service portfolio
Marine Services
Management System Certification
Transportation Energy & Power Oil
& Gas
WHY WE’RE UNIQUE•
Independence and commercial impartiality
•
No shareholders
•
governed by a board of trustees
•
non-profit distributing
•
Professional excellence
•
leading the drive for progress
•
Founded in 1760 the first classification society
•
no connection with the Lloyd’s of London insurance market
Presenter
Presentation Notes
Our independence is critical to our clients. To be independent, an organisation must ultimately be free to make its own decisions, despite the inevitable commercial and government pressures - we are and we do. We have no institutional or private shareholders seeking profits. Our ability to invest considerable resources in people and technology has assured our strength and allowed our close involvement in developments to assist our clients and, in turn, their customers, for nearly two and a half centuries. Professional We have built our reputation and ability to change upon the professional excellence of our people. Our work is often unseen, but it is critical. We have always taken great pride in leading the drive for progress - upholding high technical standards of design, manufacture, construction, maintenance, operation and performance across many industries. Our work has built a reputation. We participate in technical meetings of the International Association of Classification Societies (IACS), we contribute to the development of codes for bodies such as the International Maritime Organization (IMO), we help to develop and review ISO (International Organisation for Standardisation) standards, and we help develop legislation and rules around the world. We function as a 'notified body' for many European Community directives, helping ensure essential product safety rules work properly. We initiate new standards for quality and safety as the boundaries of knowledge expand.
Survey DuringConstruction
approvedplans
as-builtplans
Rules
Design Approval
feedback
Rule Development
Survey in Service
Research
What is classification? - classification cycle
What is Classification? – Ships in service
100% survey of a VLCC tanker would require: -
•
Height to climb -
11 km
•
Area to survey -
330 000 m2
•
Length of weld -
1250 km
•
Length of longitudinals -
82 km
•
Inner bottom area
-
11 000 m2
•
In a dark and dirty environment
On the Ground ExperienceOn the Ground Experience
Through-life integrity assessment
Monitoring / HistoryMonitoring / History
Material SelectionMaterial Selection
Corrosion ManagementCorrosion Management
Fracture MechanicsFracture Mechanics
Fatigue AssessmentFatigue Assessment
Redundancy/Limit State Ass’tRedundancy/Limit State Ass’t
Management of Life Extension Cost Issues
Hydrodynamic AspectsHydrodynamic Aspects
MooringsMoorings
Presenter
Presentation Notes
Combining expertise to facilitate novel solutions to managing safety & integrity issues on assets on an ongoing basis Personal experience has been on Floating Installations, not to give the impression that this is a sole interest, but they are informative, in that they are frequently used on assets with short field lives, which in many cases are now impending or have been exceeded. Examples which combine discipline specialist knowledge with cross asset experience include deriving monitoring regimes for ‘short term repairs’ which are now required to operate for longer durations. The bottom right image, shows some work we’ve done for an asset in the North Sea, where elements of the mooring spread had historically defined design lives which were very much less than field life. Combing more recent analysis techniques & software, along with an intelligent use of in-service data, we’ve benn able to significantly extend the fatigue endurance of these elements over the design specified limits, saving them £1M this year alone in terms of maintenance budget implications
•
About Lloyd’s Register
•
The Group at a glance
•
The Regulation of Safety in a demanding world
•
Standards and Educational “demand”
to manage the future
•
Technology headlines –
Focus on operational research
•
Outlook –
our commitment to advanced public education and research
Presenter
Presentation Notes
-
What are the role of maritime safety actors?
SHIPOWNER
PORT STATE
CHARTERER
CLASS SOCIETY
HULL INSURERP&I CLUB
FLAG STATE
Presenter
Presentation Notes
Changing regulatory framework : Ship safety attracts attention, despite the evidence of steady improvement as shown in the last two slides Regulators include the IMO, increasingly the EU, national administrations (acting alone or in regional groups) and classification IMO introduced FSA to bring a more rational approach to rule making, hoping that regulations would be proactive and prevent potential disasters. Now with strong pressure from Bahamas and Greece, seeking more robust ships, IMO is developing GBS which will set into SOLAS high level requirements for classification Rules and other standards. GBS is initially aimed at oil tankers and bulk carriers, and just the hull structure, but the direction may be set for the future Regional regulations present a problem o a global industry but they are unlikely to go away. Behind this PSC is becoming increasingly important as a measure of the regulators performance So change in the framework and greater pressure on the regulators, especially classification societies Internal and External Influencers In-house work instructions Company SMS procedures Inspection Scheme/Maintenance Scheme� Owner / operator / charterer / cargo owner / insurance / vetting / class Condition Assessment Programme (CAP) for bulk carriers Condition Assessment Scheme (CAS) for oil tankers Tanker Management and Self Assessment (TMSA) by OCIMF�The Oil Companies International Marine Forum Loading preparedness audits by charterer Audits by terminal operators
Changing regulatory framework
•
Political and social pressures to gain improvements in ship safety
•
IMO Formal Safety Assessment and Goal Based Standards
•
IACS Common Structural Rules for oil tankers and bulk carriers
•
Regional regulations
•
Port State Control
Presenter
Presentation Notes
Ship safety attracts attention, despite the evidence of steady improvement as shown in the last two slides Regulators include the IMO, increasingly the EU, national administrations (acting alone or in regional groups) and classification IMO introduced FSA to bring a more rational approach to rule making, hoping that regulations would be proactive and prevent potential disasters. Now with strong pressure from Bahamas and Greece, seeking more robust ships, IMO is developing GBS which will set into SOLAS high level requirements for classification Rules and other standards. GBS is initially aimed at oil tankers and bulk carriers, and just the hull structure, but the direction may be set for the future Regional regulations present a problem o a global industry but they are unlikely to go away. Behind this PSC is becoming increasingly important as a measure of the regulators performance So change in the framework and greater pressure on the regulators, especially classification societies
What is Classification?
Relationship between Class/Statutory
Implementation of standards for
Strength
Propelling Machinery
Electrical Systems
Control Systems
Anchoring Equipment
Strength
Fire
Lifesaving
Communications
Damage Stability
Strength
Freeboard
Intact Stability
Damage Stability
Accidental
Operational
IMO Conventions
SafetySOLAS
FloatabilityLoadline
PollutionMARPOL
Classification
Statutory Certification
•
About Lloyd’s Register
•
The Group at a glance
•
The Regulation of Safety in a demanding world
•
Standards and Educational “demand”
to manage the future
•
Technology headlines –
Focus on operational research
•
Outlook –
our commitment to advanced public education and research
Presenter
Presentation Notes
What I also would like to address is the correlation between advanced Design & and obvious Operational Challenges Standards and Educational “demand” to manage the future operational research = link between advanced ship design and enhanced ship operationThje last slides I want to show are covering some aspects to raise your awareness of the subject of from my point of view necessary link between innovative design and safe, and efficient operation .. In other words the live cycle management of more an more complex assets of the maritime industry…..for sure a subject which is closely linked to education and R&D …. Just to give some examples….
Example 1: Design Considerations for Container Ships – beyond ULCS
•
Theoretically possible.
•
But not in the current market!
•
Account must be taken of the possibilities created by the expansion of the Panama Canal, and the implications for global container trade.
Design Assessment Tools -Spectral Fatigue Design Assessment (ShipRight FDA)
– Structural Design Assessment (ShipRight SDA)
•
Import of builders’
3D
models directly into the
software.
•
Automatic
results assessment against SDA criteria.
•
Automatic
loading, etc.
Example 2: Container Securing: New acceleration formulae•
Current
Rules
consider
roll, pitch
& heave
•
Modern hull
forms
and large container
ships
have
different ship
response
data
•
Whipping
and springing
needs
to be
considered
together
with
roll damping
characteristic
Presenter
Presentation Notes
The forces acting on the securing arrangement are to be determined in accordance with Part 3, Chapter 14. �The following forces are to be taken into account.�Static gravity forces, accelerations due to ship motions (roll, heave and pitch motions), wind forces, forces imposed by the securing arrangements and wave impact loads.�-CLICK-�If no protection against wave impact is provided the design forces are to be increased by 20% forward of 0,25L.�On most ships the containers are protected by breakwaters
Example 3 : “Yacht” vs. “Passenger Ship”
Yacht (LY2, 12 Passenger, 500 -
3000 GT) vs.
Passenger vessel (SOLAS, < 36 Passenger, > 500 GT)
•
75 metre rule length for Yachts = global finite element calculation with 3D model
•
Structural arrangements to be in accordance with Ship Rules Part
4, Chapter 2 for passenger ships and ShipRight SDA “Primary Structure of Passenger Ships”. SSC Rules will be covered.
•
Probabilistic damage stability acc. SOLAS Reg.
•
Fire growth potential acc SOLAS Reg. 5 / MSC 1003
•
Structural Fire Protection acc. SOLAS Reg. 9 (e.g. windows i.w.o. escpae routes)
•
Escape route aspects acc. SOLAS Reg. 13 (e.g. horizontal staircases)
•
Life Saving Appliances acc. SOLAS Reg.
•
120 metre length or 3 Main Vertical Zones = Safe Return to Port acc. SOLAS, Reg. 21
Example 4: Development of “New Shapes” of Offshore Support Vessels
- Less Accelerations
-
Better Characteristics in Rescue operations
-
Better performance claimed in helicopter
operations
-
More fuel efficient hull lines
-
A total of 4,055 Offshore support vessels such as crewboats, PSVs, OSVs, Heavy lift carriers, barge carriers, cable layers, crane carriers are in existence, with just 443 ships on the orderbook
. 65.7% of these are expected to be delivered during this year
.
Presenter
Presentation Notes
25.
Challenges in Wind Technology
•
Vessels must “ignore the seasons”
•
Has to be bespoke
•
Must operate 24/7/365
•
High Speed Jacking
•
Ability to operate in differing ground conditions
•
Operate in minimum 2m significant wave height
•
Self Propelled / High Speed
•
Vessel must minimise the construction / installation costs through
•
Increased Efficiency
•
Lower Operating Costs
•
Offshore Wind is not Offshore Oil and Gas!
Example 5: Environmental Impacts
Exhaust emissions (CO2
NOx
SOx
PM)
Refrigerants
Oil spill
Underwater
noise
Sewage
Garbage
Ballast water
Antifouling paints
Cargo spill ?
Presenter
Presentation Notes
The core technical requirements cover all major ship-generated pollution sources and can broadly be grouped into three classes: [click] pollutants covered by the traditional MARPOL requirements - garbage, oil and sewage; pollutants covered by the relatively new Annex VI to MARPOL on the prevention of Air Pollution from Ships - exhaust gases (NOx and SOx), refrigerants and fire-fighting agents; marine pollutants - such as ballast water and antifouling paints - for which international requirements have been agreed relatively recently. In all cases, however, the Rules have tried to look beyond the existing, forthcoming or potential international requirements at what could reasonably be expected from a ship owner wishing to demonstrate a commitment to the environment. [next slide]
Example 6: – fire safety and evacuation analysis
Presenter
Presentation Notes
Classification Requires Valid Convention Certificates It is a Class requirement to have valid convention certificates Pt.1 Ch.2 Sec 1.1.9 including LL, SE, SAFCON, SR, IOPP, ISM, ISPS (from 1/7/04), Cert of Fitness Safety of Life at Sea (SOLAS) requires Classification It is a SOLAS requirement that ship's are designed, constructed and maintained in compliance with the structural, mechanical and electrical requirements of a recognized classification society SOLAS ChII-1, Part A-1, Reg. 3-1.
Example 7: The Ship Recycling Convention•
Free standing
•
Flag State responsible for
•
IHM / Green Passport
•
Initial Surveys
•
Certification
•
Final Survey
•
National Authority responsible for
•
Authorisation
•
Ready for Recycling Plans
•
Reporting
The Hong
Kong Convention for the Safe and Environmentally Sound Recycling
of Ships (or the SRC) -
designed to address concerns about the standards of ship recycling around the world.
Presenter
Presentation Notes
The SRC is free standing – does not rely on or affect other maritime law – there is some crossover and it may have an effect on other UN and local law (e.g. Basel Convention on the Transboundary Movement of Hazardous Waste) but that will be identified by the proper agencies as part of the ratification and acceptance process Within the Convention, the Flag State (or its Recognised Organisations, such as Lloyd’s Register) is responsible for… The National Authority is responsible for elements concerning their own Ship Recycling Facilities such as…
•
About Lloyd’s Register
•
The Group at a glance
•
The Regulation of Safety in a demanding world-
•
Standards and Educational “demand”
to manage the future
•
Technology headlines –
Focus on operational research
•
Outlook –
our commitment to advanced public education and research
Presenter
Presentation Notes
What I also would like to address is the correlation between advanced Design & and obvious Operational Challenges
Technology headlines – Fundamentals•
Batch approval and mass production•
Interface designs & Installation procedures
•
Normal operation safety & Maintenance and monitoring requirement
•
Out of ship refuelling and recycling process•
Containment system requirement & Emergency procedures
•
Life-cycle cost analysis•
Ship layout and structural design•
Collision and grounding protection•
Engineering and electrical system design•
Maintenance issues/Surveying •
Operational issues such as human elements
•
Re-fuelling and recycling•
Life-cycle analysis•
Overall risk assessment
Hot topics (first ideas) – „Operators design challenges“
•
LNG propulsion, LNG as Fuel
•
Biofuels
•
Nuclear powered ships
•
Next generation of mega container carriers (18000 to 22000 TEU range)
•
Design considerations future hull forms (trading speed18kn, 22kn, 24kn or 28kn?) Redundancy in propulsion? Boosters?
•
Ship life cycle (exhaust emission certification, EP notations, ship recycling)
•
Strength and fatigue analysis (30 years fatigue life), Noise & Vibration prediction
•
Green energy (onshore and offshore wind, wave, tidal and solar energy services)
•
Offshore technology (Dynamic positioning, Safety of Mobile Offshore Production Units (MOPU), Mobile Offshore Drilling Units (MODU), Floating Production Storage and Offloading Units (FPSO) and Pipelines, Flowlines
& Risers)
Standards and Educational demand for the future- Challenges to overcome•
Increase in system complexity is outstripping development of standards.
•
Systems must include the human element.
•
Future should be written on the basis of a complex human-technical system, in non-prescriptive terms.
•
New sectors (renewable energies) requiring new thinking and development of core competencies to meet the demand of industry expectations.
Are we ready for the future ???
Presenter
Presentation Notes
So where next? The standards will have to keep pace with developing technology and the pace of change will not slow down. Currently the systems are outstripping the development rate of standards. We also need to widen the scope to broader systems concepts. The future will require a responsive and imaginative approach, using the best available methods.
Lloyd’s Register Educational Trust
Supporting education, training and research
Sponsorship programme:
Pre-university education
20%
University education
20%
Vocational training and professional development
20%
Research
40%
Presenter
Presentation Notes
The LRET is an independent charity which exists to support advances in transportation, science, engineering and technology education, training and research worldwide for the benefit of all. It also funds work that enhances the safety of life and property at sea, on land and in the air. In the past six years THE LRET has distributed more than £ 15million in grants and has committed another £ 15 million of funding for future projects, some of which will continue until 2015. The LRET is funded by the Group but remains entirely independent. These funds are divided between four sectors as shown on the slide The aim is to allocate funds, over the medium term, in the proportions indicated. Pre-university support is focussed on projects and schemes for young students where the aim is to inform young people about science, engineering and technology. � Through the schemes that are supported we aim to encourage young people to follow careers in science, engineering and technology and also to ensure that there is a wider general level of understanding of the importance of science, engineering and technology.
Southampton Group Technology Centre
HELPING TO SECURE THE FUTURE OF A SAFE SHIPPING INDUSTRY Lloyd’s Register is moving the centre of its Marine Business to Southampton, to a world class maritime technology cluster, in order to provide a strong technology base to support maritime safety and environmental protection for the future.
Presenter
Presentation Notes
Southampton - On track to sign a commitment to University to deploy to Boldrewood:�Marine central departments begin to have a presence in Southampton from Q3 2011Boldrewood redevelopment for occupation by Lloyd’s Register planned to be complete by 2013-14 Lloyd’s Register’s Board and University of Southampton’s governing bodies remain fully supportive Integrated Technical Community will form the core. After 248 years in the City of London, Lloyd’s Register’s plans are taking shape to create a new Marine Centre in Southampton. Detailed plans for a new building situated on the Boldrewood campus of the University of Southampton have been submitted for final detailed planning consent. The re-location of Lloyd’s Register’s marine operations will bring these immediately alongside the leading teaching and research facilities of the University of Southampton and within the local world-class maritime business cluster With occupation planned for 2011, transition plans are now being made as the detailed planning application goes through the regulatory approval process. The move is about much more than a new global marine headquarters Rationale for Southampton The selection of a new location for an established activity is a big challenge - the opportunity to move to Southampton, and very specifically to a location immediately next to a very strong research-led university with a maritime focus, presents excellent benefits.
Thank you
For more informationplease contact:
Lloyd’s Register EMEA20457 Hamburg
Email: [email protected]
