Darmattech PFP, Inc / Darchem Engineering offers a range of Passive Fire Protection and Radiant Heat Shielding solutions to meet the stringent demands for personnel safety and asset protection on Offshore Oil & Gas platforms and FPSOs. Due to space restrictions and high flow pressures, fire scenarios often call for Jet Fire protection up to 180 minutes for critical flow and process control systems to allow a controlled plant shutdown in the event of fire or explosion. Thermal and Fire Protection for life Darmattech PFP, Inc. Anyong-dong 176-133 Hwasung-si Gyunggi-do S. Korea 445-380 Tel: 82 (0) 31 224 1520 / Fax: 82 (0)31 224 1552 [email protected]/ www.darmattech.com Darchem Engineering Esterline Corporation Ironmasters Way Stillington Stockton-on-Tees TS21 1LB, United Kingdom Tel: +44(0) 1740 630461 / Fax: +44(0) 1740 632912 [email protected]/ www.darchem.co.uk / NYSE symbol: ESL www.darmattech.com / www.darchem.co.uk Korea monthly shipbuilding magazine Shipbuilding Offshore Oil & Gas Offshore wind 2015. 8 Kormarine Official Magazine 코마린 2015 전시회 공식 매체
Transcript
Darmattech PFP, Inc / Darchem Engineering offers a range of Passive Fire Protection and Radiant Heat Shielding solutions to meet the stringent demands for personnel safety and asset protection on Offshore Oil & Gas platforms and FPSOs. Due to space restrictions and high flow pressures, fire scenarios often call for Jet Fire protection up to 180 minutes for critical flow and process control systems to allow a controlled plant shutdown in the event of fire or explosion.
Measurement made easy Monitoring of SO₂ and CO₂ for marine industry
ABB offers extractive continuous emissions monitoring system(CEMS) for measure-ment of SO₂ and CO₂ for marine industry. CEMS offers a capable solution for engi-neers and help them carry out a representative sampling and precise analysis. Also, this system can be delivered with easy operation, simplified calibration and out-standing performance of providing necessary information. Learn more about why ABB CEMS is your solution in the ship engine and scrubber.www.abb.com/analyti-cal
A4.indd 1 5/29/2015 6:00:25 AM
Aug 2015 V
ol.74Feature Story | O
ffshore plant industry on the edge of the precipice
Korea monthly shipbuilding magazine
Shipbuilding Offshore Oil & Gas Offshore wind
2015. 8Kormarine Official Magazine코마린 2015 전시회 공식 매체
115년 전통의 독일가스 전문업체
Continuous measurement of gases
ADOS GTR 210
Application :Chemical industry, Manufacture of paints and varnishes, Plastics processing plants, Sewage works, Biogas plants,Gas-fired boiler systems, Liquid gas storage houses, Laboratories, Oxygen concentration, measurements, Refineries, Cold storage houses, (ammonia monitoring), Paint spraying booths, Gas tankers, Container ships, Offshore plattforms, Applications in aggressive environments
115년 전통의 독일가스 전문업체
Continuous measurement of gases
ADOS GTR 210
Application :Chemical industry, Manufacture of paints and varnishes, Plastics processing plants, Sewage works, Biogas plants,Gas-fired boiler systems, Liquid gas storage houses, Laboratories, Oxygen concentration, measurements, Refineries, Cold storage houses, (ammonia monitoring), Paint spraying booths, Gas tankers, Container ships, Offshore plattforms, Applications in aggressive environments
Darmattech PFP, Inc / Darchem Engineering offers a range of Passive Fire Protection and Radiant Heat Shielding solutions to meet the stringent demands for personnel safety and asset protection on Offshore Oil & Gas platforms and FPSOs. Due to space restrictions and high flow pressures, fire scenarios often call for Jet Fire protection up to 180 minutes for critical flow and process control systems to allow a controlled plant shutdown in the event of fire or explosion.
Measurement made easy Monitoring of SO₂ and CO₂ for marine industry
ABB offers extractive continuous emissions monitoring system(CEMS) for measure-ment of SO₂ and CO₂ for marine industry. CEMS offers a capable solution for engi-neers and help them carry out a representative sampling and precise analysis. Also, this system can be delivered with easy operation, simplified calibration and out-standing performance of providing necessary information. Learn more about why ABB CEMS is your solution in the ship engine and scrubber.www.abb.com/analyti-cal
A4.indd 1 5/29/2015 6:00:25 AM
Aug 2015 V
ol.74Feature Story | O
ffshore plant industry on the edge of the precipice
Korea monthly shipbuilding magazine
Shipbuilding Offshore Oil & Gas Offshore wind
2015. 8Kormarine Official Magazine코마린 2015 전시회 공식 매체
Offshore & Shipbuilding Magazine
Tel: +82-2-2168-8898 Fax: +82-2-2168-8895
www.korship.co.kr
051-265-7400부산 경남지사
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MARINE WASTE CRUSHER선박용 파쇄기
Prohibition of the discharge of harmful
marine waste
Should be unloaded offshore
해양 폐기물 해상 배출금지, 반드시
양륙 후 처리
Lack of the storage in the ship!선박 내 적치 공간 부족!
Unloading cost is being increased!
양륙 비용 상승!
Low Motor Power, High Capacity!
Best Solution!
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Net Weight (kg) 555 595 595
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※ Performance and data listed above are subject to change according to the manufacture’s condition without notice for the purpose of improving performance.
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37777_Korean Advert 30/04/2013 14:13 Page 1
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HFV-WM (Wafer type Cone Meter) IVCM (Integral Valve Cone Meter)
DP HiCone Meter
전단 3D 후단 1D의 짧은 직관부를 가짐에 따라 플랜트 건설에 최대 70 %까지 원가를 절감하는 효과를 가집니다. (미국 CEESI에서 API 22.2 TESTING)
Cone Meter는 제조공정상의 사소하게 보이는 차이에도 교정하지 않으면 최대 ±8 % 의 오차가 발생할 수 있습니다. 정확도 ±0.5~1 % 수준의 정밀한 유량측
정을 위해서는 반드시 교정을 해야 합니다. (미국 CEESI에서 발표한 내용중) 하이트롤에서 생산되는 Cone Meter는 ISO 17025 국제공인 교정시스템에 의해 교정하며 ±0.5 %의 정확도를 가집니다.
70 %
±8 %
Low Pressure Tap
Hi Pressure Tap
Fixed Bolts
Interchangeable Cone
Centering Ring
Meter Body
Cone
Flow ⇒
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Hi Pressure Tap
Manifold Valve
(주)하이트롤과 함께하는 Oil & Gas Companies
IVCM은 차압식 유량계의 필연적 구성품인Manifold Valve를 Meter body와 일체형으로 제작하여 공정시 발생할수 있는 연결부의Leak를 최소화 하고, 설치시 공사 비용 및 시간을 줄이는 장점을 가진다.
HFV-WM은 Meter body의 교체 없이 Cone을 교체하여 유량 범위를 변경할 수 있으며, 과도한 유속 또는 슬러그 뭉치의 충격으로 인한 Cone의 변형에 쉽게 교체 사용할 수 있는 특징을 가지고 있다. 또한, Wafer형태로 설치가 용이하고 모든 구성품이 정밀 기계가공되어 측정정확도가 우수하며, 용접부가 없어 압력부의 건전성이 확보 되었다.
HFV-WM IVCM
(특 허 : 제 10-0915088호) (특 허 : 제 10-0915089호)
DP HiCone Meter는 일반적인 차압유량계의 일종이며 차압유량계와 같은 물리적 원리에 따라 유량을 측정합니다. 조임부 역할을 하는 Cone은 Meter body 중앙에 위치하여 유체의 흐름에 따라 유속을 증가시키고 차압을 발생시킵니다. 두 개의 검출 Tap은 High 와 Low pressure를 DP 전송기로 보내 유량을 지시합니다.
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전 세계 어디서든 구매 가능
▶ 다양한 확장성 - 10A ~ 2400A 용량 - Normal - Bypass - Normal-Test-Bypass (UPS Test mode 가능) - System 구성의 필요에 따라 회로 구성 가능
UPS한전 전원 부 하
BYPASS
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▶ 차단기를 사용할 경우 - 세 개의 차단기를 순서대로 차단/투입시켜야만
하는 불편함 - 오동작 가능성 높음▶ UPS 스위치를 사용할 경우 - 손쉬운 Normal - Bypass 전환 가능 - 긴급 상황시 비인가자도 전환 가능 - 기계적 인터록 구성으로 오동작 가능성 없음
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BUSINESS
NEWS
20
DSME delivered the last batch of containerships to Maersk
Daewoo Shipbuilding & Marine Engineering (DSME) delivered the last batch of twenty 18,000 TEU containerships on June 30 which were ordered from AP Møller-Maersk in 2011, successfully completing the shipbuilding project. The ceremony to mark the hand-over and naming of the ves-sel was attended by about 50 persons, including the employees of both compa-nies and delegation from ship owner, clas-sification societies, etc. Named ‘Mathilde Maersk’, this vessel will set sail for New Busan Port on July 1. This containership is a Triple-E Class (Economy of scale, Energy efficiency, Environment friendly) vessel that meets the standards for cost-effectiveness, energy effi-ciency and environmental performance for
the first time worldwide. An official from DSME said, “Ship owners are repeating orders as they have trust in quali-ty. We will build the remaining 11 vessels as best as we can to help cement partner-ship of both compa-nies and spur co-growth.”On June 2 which was about one month before delivery of last batch, AP Møller-Maersk repeated orders at DSME for 11 units of ultra-large contain-erships with a capacity of 19,630 TEU each.
Including the latest newbuilding contract, AP Møller-Maersk has placed orders at DSME for 55 vessels, including commer-cial vessels and offshore plants, worth approximately USD 9 billion thus far.
대우조선해양, 머스크 프로젝트 마지막 호선 인도대우조선해양은 2011년 AP 몰러-머스크(AP M
ller-Maersk)로부터 수주한 18,000 TEU급 컨테이
너선 20척 중 마지막 호선을 지난 6월 30일 인도
하며 성공적으로 프로젝트를 완료했다. 이날 명명
을 겸한 인도식에는 회사 임직원과 선주, 선급 등
관계자 50여명이 참석했으며, 마틸드 머스크
(Mathilde Maersk)로 명명된 이 선박은 7월 1일 부
산신항으로 출항한다.
이 컨테이너선은 세계 최초로 경제성, 에너지 효율
성, 친환경성을 모두 만족시킨 트리플-E급(Triple-E
Class : Economy of scale, Energy efficiency,
Environment friendly) 친환경 선박이다.
대우조선해양 관계자는 선주들이 지속적으로 재발
주를 하는 것은 품질에 대한 신뢰가 기본이라며 양
사의 굳건한 파트너십과 동반성장을 위해 새로 발주
된 11척 선박도 최선을 다해 건조하겠다고 말했다.
한편 AP 몰러-머스크는 마지막 호선 인도를 한 달
가량 앞둔 지난 6월 2일 19,630 TEU 초대형 컨테이
너선 11척을 대우조선해양에 재발주한 바 있다. 이
번 계약을 포함해 머스크는 현재까지 대우조선해양
에 총 55척, 약 90억 달러 규모의 상선 및 해양플랜
트를 발주했다.
Busan City held a ceremony to mark the opening of Testing & Research Institute for High-Performance Marine Equipment (“Research Institute”) which would provide one-stop certification test for marine equip-ments on July 9. There has been a burgeoning demand for expanding the facilities to carry out certified testing & research of equipments of various special complex performances amid the outlook of enforcement of Code of Safety for Vessels Operating in Polar Waters (the Polar Code), regulations governing the pro-
tection of marine ecosystem, and regula-tion on reduction of carbon dioxide (CO2) emissions from ships. In response to that Ministry of Industry and Busan City joined hands to establish the research center in collaboration with Korea Marine Equipment Research Institute (KOMERI). This research center will be built on a land covering 17,861 m2 within Mieum R&D Hub Complex in Gangseo-gu with an injection of KRW 33.3 billion and is slated for comple-tion in the first half of 2016. The research center will remove the pile-up of outstanding
test works by introducing test equipments suited to new technical standards and aims to build testing & certification integration sys-tem that can leveraged by enterprises to cope with global environmental regulations. An official from Busan City said, “We will complete construction of test building by the first half of next year to expedite intro-duction of the latest testing equipments that will be put into place with government fund-ing, resolving the grievances of marine equipment manufacturers concentrated in southeastern part of the nation.”
Busan commenced construction of Testing & Research Center for Marine Equipment
21
부산시, 조선기자재 시험연구센터 착공부산시는 지난 7월 9일 조선해양 기자재 원스톱 서
비스 공인시험을 위한 조선기자재 성능고도화 시험
연구센터(이하 연구센터) 착공식을 개최했다.
최근 극지해역 운항선박 안전기준과 해양생태계 보
호를 위한 규제 그리고 선박의 이산화탄소 배출저
감을 위한 규제 등의 본격 시행을 앞두고, 다양한
특수 복합성능을 요구하는 기자재의 공인시험연구
시설의 확충이 요구되어 왔다. 이에 산업부와 부산
시는 한국조선해양기자재연구원과 함께 연구센터
의 건립을 추진하게 됐다.
이 연구센터는 총사업비 333억원을 투입해 강서구
미음 R&D허브단지 내 17,861m2의 규모로 2016년
상반기에 준공될 예정이다. 새로운 기술표준에 맞는
시험장비를 도입함으로써 시험 적체부분을 해소하
고, 나아가 글로벌 환경규제에 대응할 수 있는 기업
공동 활용 시험인증 통합체계 구축이 목표다.
부산시 관계자는 이번 착공을 계기로 내년 상반기
중에는 시험동 건물을 완공해 국비로 구축되는 최
신 시험장비의 도입을 조속히 추진하여 동남권에
밀집되어 있는 기자재 업체들의 애로사항 해소에
만전을 기하겠다고 전했다.
현대미포조선, 첫 LEG운반선 명명식 개최현대미포조선이 최근 첫 액화에틸렌가스(LEG) 운반
선을 성공리에 건조함으로써 가스운반선 시장 진출
에 청신호가 켜졌다.
현대미포조선은 2013년 9월 그리스 엘레손(Eletson
Corporation)으로부터 수주한 5척의 LEG운반선 중
첫 번째 선박에 대한 명명식을 지난 7월 17일 가졌
다. 이날 행사에는 강환구 현대미포조선 사장을 비
롯해 바실리스 케치코프(Vassilis Kertsikoff) 엘레손 회
장 등 관계자 100여명이 참석한 가운데 거행됐다.
지난해 9월 강재절단에 들어가 약 10개월 만에 건
조된 이 선박은 길이 147.0m, 너비 22.6m, 높이
12.6m의 제원을 갖추고 있으며 3개의 카고 탱크에
모두 12,000m3의 액화에틸렌가스를 실을 수 있도
록 설계됐다. 이 선박은 회장 딸인 아말리아 케치코
프(Miss Amalia Kertsikoff) 양에 의해 그리스 섬 이름
을 따 '오소니(OTHONI)'호로 이름이 붙여졌다.
특히 카고탱크는 매우 낮은 온도에서도 견딜 수 있
는 니켈강 재질로 만들어졌으며, 화물 액화온도
(-104℃)를 안전하게 유지할 수 있도록 단열구조로
되어있다. 또한 재액화장치 및 냉매시스템이 적용돼
운항 중 탱크 내 온도와 압력 변화에 따라 기화됨으
로써 발생할 수 있는 화물 손실이나 폭발 위험을 크
게 낮출 수 있다.
아울러 프로펠러 앞쪽에 부착돼 선박의 추진력을 향
상시키는 특수 구조물인 메비스 덕트(MEWVIS duct)
설치와 더불어 선형 및 공간 최적화를 통해 모형실
험 결과 계약 기준 속력인 16.0노트(knots)에서 0.68
노트(knots)가 향상된 것으로 나타났다. 이는 하루 약
3.6ton의 연료 절감이 가능해 연간 25만 달러(2억여
원)의 비용 효과를 거둘 수 있을 것으로 기대된다.
현대미포조선은 친환경 PC선에 이어 LPG운반선,
LEG운반선 등 가스운반선도 잇달아 성공리에 인도
함으로써 높은 품질과 기술력을 기반으로 수주 경
쟁력을 높여가고 있다.
Hyundai Mipo Dockyard (HMD) successful-ly built its first LEG (Liquefied Ethylene Gas) carrier, easing its entry into gas carrier mar-ket. On July 17, HMD held a naming cere-mony for the first of 5 LEG carriers ordered from Greece-based Eletson Corporation in September, 2013. The ceremony was attended by about 100 persons, including Gang Hwan-gu, President of HMD, Vassilis Kertsikoff, Chairman of Eletson, etc.This vessel was completed in about 10 months after steel-cutting ceremony in September last year and measures 147.0 m in length, 22.6 m in width, and 12.6 m in height with a carrying capacity of 12,000 m3 liquefied ethylene gas in 3 cargo tanks. This vessel was named ‘OTHONI’ after a Greek island by Miss Amalia Kertsikoff, daughter of Chairman Vassilis Kertsikoff.Particularly, the cargo tank was made from nickel steel capable of withstanding
extremely low temper-atures and has thermal insulation structure that can maintain cargo liq-uefaction temperature (-104 C) safely. Additionally, this vessel applies re-liquefaction system and refrigerant system drastically reducing risks of cargo loss or explosion which may result from vaporization due to changes in temperatures and pressure within tank during operation. MEWVIS duct outfitted in front propeller improves propulsion of vessel. The results of a model experiment showed an improve-ment of speed by 0.68 knots from the con-tracted speed of 16.0 knots based on ship type and spatial optimization. That is equiv-
alent to about 3.6 tons of fuel saved per day, bringing savings of USD 250,000 (about KRW 200 million) per annum.HMD also delivered gas carriers, such as LPG carriers, LEG (Liquefied Ethylene Gas) carriers, etc., in a row, as well as eco-friendly product carriers (PC), further sharpening its competitive edge underpinned through high quality and technological prowess.
HMD held a naming ceremony for its first LEG carrier
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HHI develops “Sea Weather Forecasting System” in Cooperation with KIOST
Hyundai Heavy Industries (HHI) announced that it jointly developed the “Sea Weather Forecasting System” with Korea Institute of Ocean Science & Technology (KIOST).The system will enable HHI to manage sea trial schedules of ships it builds at its Ulsan yard 72 hours in advance by analysing sea weather information such as wave height, wind speed and current patterns on an hourly basis in seven offshore areas includ-ing Ulsan, Gunsan, and Jeju Island.The weather system is also expected to minimize any possible delay in lifting work of the floating crane due to unexpected weather conditions through precision fore-casting of the sea weather by every 60 meter in Mipo Bay and Jeonha Bay where HHI is based. The geographic information
system (GIS)–based system can also dis-play sea weather infor-mation on the specific spots on an electronic navigational chart.An HHI official said, “The weather forecast-ing system we devel-oped is linked to 530 weather observation equipment across the nation and it can fore-cast 10 percent more precisely than other existing weather systems by analysing adjacent sea topography 16 times more accurately.”Since 2006, HHI has been operating
“Weather Management” by installing weather observation equipment at 18 spots at its Ulsan yard to monitor the weather on a 24-hour basis, and reporting the weather analysis to its employees.
현대중공업, 자체 기상예보로 작업 효율 높인다현대중공업은 최근 한국해양과학기술원과 공동으
로 업계 최초로 지리정보시스템(GIS)을 기반으로 한
해양 기상예보시스템을 개발해 운영에 들어갔다고
지난 7월 20일 밝혔다.
이 시스템은 현대중공업이 선박을 주로 시운전하는
울산과 군산, 제주도, 대마도 등 7개 해역의 기상변
화를 72시간 앞서 예측하고, 시간대별 파고, 풍속,
조류 등의 정보를 파악해 시운전 일정을 미리 조정
할 수 있다. 해양 기상예보시스템은 지리정보시스
템을 기반으로 하기 때문에 전자 해상 지도상에서
원하는 지점을 선택하면, 해당 지점의 기상 정보를
한눈에 확인할 수 있는 것이 특징이다.
특히 현대중공업 본사가 위치한 울산 미포만과 전
하만 연안에서는 60미터 간격으로 정밀 기상 예측
이 가능해, 중량물 인양 등 해상크레인 작업 시 갑
작스러운 기상 변화에 따른 작업 지연도 최소화할
수 있게 됐다. 또한 기상 악화에 따른 선박 이동을
줄이고, 인력 낭비를 없애는 무형의 효과도 거둘 수
있다.
현대중공업은 날씨에 영향을 받는 외부 작업이 많
아 국내외 전문업체로부터 기상 예보 자료를 구입
해왔는데, 자체적인 기상예보시스템을 구축함으로
써 연간 5억원에 달하는 기술 이용료와 인건비 등
의 비용도 절감하게 됐다. 현대중공업 관계자는 이
번에 개발한 시스템은 한반도 전역의 530여개 기상
관측장비와 연결돼 있고 외부 기상 전문업체의 자
료보다 해역의 지형 조건을 16배 이상 정밀하게 반
영해, 예측 정확도가 10% 이상 높다고 말했다.
한편, 현대중공업은 지난 2006년부터 생산현장 등
총 18개소에 자체 기상관측기를 설치해 기상상황을
24시간 관측하고, 조선작업지수(옥외작업지수, 도
장작업지수, 크레인작업지수, 선박이동지수)를 산출
해 작업자에게 알리는 등 날씨 경영을 펼치고 있다.
Emerson announced it has acquired Energy Solutions International Holdings, Inc. (ESI), a leading global supplier of deci-sion support software and services that enhance operational efficiency, commer-cial profitability and safety across the oil and gas pipeline, storage, marketing and distribution functions.The acquisition of ESI expands Emerson’s
capability to provide complete solutions for automation and operations management throughout the oil and gas transportation industry. ESI’s integrated suite of operation-al management applications for pipeline modeling, leak detection, and scheduling together with their commercial applications for transactional accounting and inventory management are recognized for improving
both operational efficiency and financial profitability. ESI will join Emerson Process Management and become part of the Remote Automation Solutions group, a leading global provider of oil and gas supervisory control and data acquisition (SCADA) and fiscal measurement solu-tions. “Energy Solutions International’s leading
Emerson acquires Energy Solutions International
23
에머슨, Energy Solutions International 인수로 석유 가스 운송업계에서 역할 강화에머슨은 석유 가스업계의 파이프라인, 저장, 마케
팅 및 유통 기능 전반에 운용효율과 영업의 수익성
및 안전성을 향상시키는 의사결정 지원 소프트웨어
및 서비스 글로벌 기업인 Energy Solutions International
Holdings(ESI) 인수를 발표했다.
이번 인수로 에머슨은 석유 가스 운송업계 전체의
자동화와 운용관리를 위한 솔루션 제공능력이 확장
가능하게 됐다. ESI는 에머슨 프로세스 매니지먼트
사업본무에 합병되어, 에머슨의 석유 가스 시장용
감시제어 데이터 수집(SCADA)과 거래용 측정 솔루
션의 글로벌 제공 부문인 Remote Automation
Solutions 그룹의 일부가 된다.
에머슨 프로세스 매니지먼트의 Remote Automation
Solutions 그룹 크레이그 르웰린(Craig Llewellyn) 사
장은 이 산업에서 ESI의 선도적 위치는 에머슨 프
로세스 매니지먼트의 석유 가스 SCADA 사업에 적
합한 전략적 거점이라며, 에머슨의 파이프라인 및
터미널 고객들이 안전한 운용을 유지하고 재정적
성공을 달성하기 위한 과제가 점점 증가하고 있는
오늘날, ESI의 인수는 고객이 목표를 달성할 수 있
도록 완벽한 자동화 및 어플리케이션 솔루션을 제
공하는 기회가 될 것이라고 말했다.
ESI의 텅벵 코이드(TengBeng Koid) CEO는 에머슨
같이 국제적인 위상을 갖춘 인정받는 기술 선도 기
업에 합류하게 된 것은 ESI의 비즈니스 성장을 확대
할 좋은 기회라며, ESI와 에머슨의 결합은 석유 가
스 운송 고객이 가장 어려워하는 자동화 및 운용 문
제를 해결해 줄 강력한 조합이 될 것이라고 말했다.
position in these industries is a great strate-gic fit for Emerson Process Management’s oil and gas SCADA business,” said Craig Llewellyn, president of Emerson Process Management’s Remote Automation Solutions. “Our pipeline and terminal customers are facing increasing challenges to maintain
safe operations and achieve financial suc-cess, and ESI together with Emerson allows us to offer a complete spectrum of automation and application solutions to help them achieve their goals.”TengBeng Koid, ESI’s CEO, added “Joining a recognized technology leader
with a global presence like Emerson repre-sents a great opportunity for ESI to expand our business growth. ESI together with Emerson is a powerful combination and together will enable us to solve our oil and gas transportation customers’ most difficult automation and operational challenges.”
Rolls-Royce drives China’s move to gas with Asia’s first LNG-powered tug
China National Offshore Oil Corporation (CNOOC) has taken delivery of Asia’s first tugboat Hai Yang Shi You 525, designed to operate solely on liquefied natural gas as ship’s fuel.Hai Yang Shi You 525, the first of two tugs built by the Zhenjiang shipyard for CNOOC, features a propulsion package based on twin Rolls-Royce Bergen C26:33L9PG engines and a pair of highly reliable Rolls-Royce US 205 CP azimuth thrusters to ensure the tugs have rapid manoeuvring and strong bollard pull capa-bilities. A successful sea trial has proven an extra gain for both ship speed and bollard pull.“We are proud to be powering Asia’s first gas-powered tug so shortly after delivering Borgøy, the world’s first LNG-powered tug, to Norwegian owner Buksèr og Berging,” said, Richard Wang, Rolls-Royce, Senior Vice President - Commercial Marine. “This order marks a new era for tugboat propul-sion technology in China. As its shipbuild-
ing industry shifts focus from stan-dard designs to more sophisticated tonnage, more owners and opera-tors will see the benefit of using cleaner, more effi-cient fuelling solu-tions for their ves-sels.”“We congratulate CNOOC and the Zhenjiang shipyard on the completion of Asia’s first gas-powered tug. China is one of the world’s largest importers of natural gas and already has the LNG infrastructure in place. This is a pioneering project in Asia and its success has been dependent on the excellent cooperation between CNOOC, Shanghai Bestway Engineering, Zhenjiang Shipyard and Rolls-Royce,” said John Knudsen, Rolls-Royce, President – Commercial Marine.
The decision to operate on LNG follows the Chinese government’s 2011 plan to strengthen its maritime base with the man-ufacture of high-end, ecologically-efficient ships and technology.The Bergen C26:33 gas engines reduce CO2 emissions by 25 per cent and NOx emissions by up to 90 per cent. Oxides of sulphur and particulate are also removed, minimising emissions along coasts and inland waterways.
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성동조선해양, 클린야드 캠페인 전개성동조선해양이 깨끗하고 안전한 일터를 만들기 위
해 클린야드 캠페인을 전개하고 있다.
깨끗하고 정돈된 환경은 효율적인 작업뿐만 아니라
안전과도 직결되는 중요한 항목으로 매일 시종시간
자기 주변 작업장 정리정돈과 더불어 매주 수요일
오전에는 생산본부가 현장을, 매월 마지막 주에는
전 임직원이 야드 곳곳을 누비며 환경정화활동에
나서고 있다. 또한 사무관리직군과 현장과의 업무
소통 및 이해 교류를 강화하기 위해 실시하고 있는
현장순회 활동 시에도 환경정화를 병행하여 시행하
고 있다.
이런 성동조선해양의 노력에 발맞추어 로이드 선급
(Lloyds Register) 통영지부도 자발적으로 환경정화
활동에 동참하고 나섰다. 로이드 선급의 최기훈 통
영지부장은 고품질의 선박은 깨끗하고 안전한 환경
에서 만들어진다고 생각한다며 좋은 선박의 인도
라는 공동 목표를 위해 이번 캠페인에도 함께 참여
하게 되었다고 말했다.
성동조선해양은 올해 초 안전을 두고 그 무엇과도
타협하지 않는다는 것을 골자로 한 HSE 최우선 경
영을 선포하고 모든 임직원이 기본과 원칙을 준수
하며, 가족과 같이 사랑하고 배려하는 안전문화를
조성하기 위해 다양한 활동들을 펼치고 있다.
Sungdong Shipbuilding & Marine Engineering (SSME) has launched a campaign “Clean Yard” to create tidy and safe workplace. Clean and well-arranged workplace not only improves efficiency but also is related directly to safety. So, all employees clean the area around every day before/after work, while members of Production Division tidy up the site in the morning every Wednesday. In addi-tion, all employees walk all over the yard and clean up the area on the last week of the month. Cleanup activities are also performed while making rounds in the site to promote communication and understanding between office worker and site. Joining SSME in such effort, Tongyeong
branch of Lloyd’s Register is taking part in cleanup activities with spontaneity. Choi Gi-hoon, President of Tongyeong branch of Lloyd’s Register, said, “High quality ships are built in clean and safe environment. I partici-pated in this campaign to promote common goal of delivering high quality ships.”Early this year, SSME announced its ‘HSE priority management policy’ of no compro-mise on safety and is proceeding with vari-
ous activities to encourage all employees to uphold basic standards and principles and to build family-like relationship and show consideration to one another.
SSME has launched clean yard campaign
Rockwell Automation Korea relocated its head office
Rockwell Automation Korea, a representative office of Rockwell Automation in Korea, relo-cated its head office from Samseong-dong to Yeoksam-dong in Seoul on July 6, marking the start of another giant leap forward.Rockwell Automation is a world’s leading pro-vider of innovative enterprise IT solutions for smart manufacturing and helps spur manufac-turing innovation in Internet of Things (IoT) envi-ronment by delivering Connecte d Enterprise that applies IT to manufacturing site.
The relocation of head office comes amid robust growth of the company, aiming to pro-vide comfortable and flexible working envi-ronment for workers and create business value to customers, partners, and executives. Using this relocation as springboard for strong growth, Rockwell Automation Korea will focus more on turning itself into real smart manufacturing partner with leading-edge capability to build smart factory. Choi Seon-nam, CEO of Rockwell Automation
Korea, said, “Rockwell Automation Korea has strived ceaselessly to position itself as reliable partner of Korean manufacturing customers for global automation and has continued steady growth over the last three decades since its foundation in 1985. The latest relocation reflects our intention to help bolster growth of both company and employees and to create environment for better services, marking the start of another giant leap forward.
로크웰 오토메이션 코리아, 본사 확장 이전로크웰 오토메이션의 한국법인 로크웰 오토메이션
코리아㈜는 지난 7월 6일 서울 본사 사옥을 삼성동
에서 역삼동으로 확장 이전하고 새로운 도약을 위
한 첫발을 내디뎠다.
로크웰 오토메이션은 기업의 스마트한 제조를 위해
혁신적인 제조 IT 솔루션을 제공하는 세계적 기업으
로, 제조 현장에 IT를 적용한 커넥티드 엔터프라이
즈를 통해 사물인터넷 환경에서의 제조 혁신을 실
25
현할 수 있도록 지원하고 있다.
이번 사무실 확장 이전은 회사 성장에 따른 것으로
직원들에게 보다 쾌적하고 유연한 근무 환경을 제
공하고, 이로써 고객, 파트너, 임직원 모두를 위한
비즈니스 가치를 창출하고자 추진되었다. 로크웰 오
토메이션 코리아는 이번 사옥 이전을 성장 발판으
로 삼고 스마트 팩토리를 실현하기 위한 앞서가는
역량을 갖춘 진정한 스마트 제조 파트너로 거듭날
수 있도록 더욱 집중하겠다는 계획이다.
최선남 로크웰 오토메이션 코리아 대표이사는 지난
1985년 설립 이래 30년 가까이 한국 제조 고객에
게 글로벌 자동화 파트너로서의 신뢰를 주기 위해
쉼없이 달려왔고, 지속적으로 성장을 거듭하고 있다
며, 기업과 직원의 성장을 뒷받침하고 보다 나은
서비스를 위한 환경을 조성하고자 사옥을 이전하게
됐다. 비즈니스가 또 한 번 도약할 수 있는 계기가
될 것이라고 소감을 전했다.
KR launches overhauled software solution to support Harmonized Common Structural Rules
The Korean Register (KR) has radically over-hauled its ground-breaking software pack-age, SeaTrust-HullScan, the ship design sup-port solution that analyzes and appraises a vessel’s hull structure. This will deliver efficien-cies when applying the incoming Harmonized Common Structural Rules (CSR-H).As CSR-H includes a significant expansion in the scope of the direct strength analysis, more time and resource are required. The new SeaTrust-HullScan incorporates addi-tional functionality to support modeling through interfaces with the specialized 3D CAD systems (AVEVA Marine, Smart Marine 3D and others) which are widely used in most shipyards in Korea. This radi-cally reduces the time spent applying the requirements of CSR-H. Additionally, the automatic generation of a fine mesh model on location also saves many man-hours.The new SeaTrust-HullScan delivers func-tions to optimize design and review data so that calculation results can be analyzed with a single click. Correct analysis and evalua-
tion of results is delivered through automatic gener-ation of buckling panels based on Finite Element Methodology (FEM).SeaTrust-HullScan was initially launched by KR in 2013 and it has been adopted by almost all shipbuilders and ship designers in Korea. Commenting on the new version, Dr Kim Chang-wook, Executive Vice President of KR’s Technical Division said: “We constantly work hard to save time and money for our customers. This completely overhauled software solution shortens the time yards and designers need to spend on ensuring the new structural rules are applied correctly. The unique feedback system built into the software encourages an open dialogue with our customers and is helping them make full use of the new
solution. I am confident that SeaTrust-HullScan will help our customers generate rapid and more accurate modeling”KR played a leading role in the IACS tech-nical team that developed the two indepen-dent rule sets – Common Structural Rules for Bulk Carriers and Common Structural Rules for Oil Tankers. The harmonized rule set will become effective from 1 July 2015, one year earlier than IMO’s mandatory application date.
한국선급(KR), 설계 및 평가기능을 대폭 강화한 선체구조평가 소프트웨어 배포한국선급이 선박의 구조 설계시간을 획기적으로 단
축하고 품질을 향상시키기 위해 선체구조평가 소프
트웨어인 SeaTrust-HullScan의 설계 및 평가기능을
대폭 강화하고 배포에 나섰다.
7월 1일부터 발효된 국제선급연합회(IACS)의 새로
운 공통구조규칙(CSR-H)에 따라 선박 구조설계 및
평가 시간이 기존보다 배 이상 오래 걸릴 것으로 예
상된다.
한국선급은 이에 대응하기 위해 SeaTrust-HullScan
에 국내외 조선소에서 주로 사용되는 조선 CAD 시
스템과의 인터페이스를 지원하고, 상세구조해석에
시간이 많이 소요되는 개구부(Opening) 등의 부위의
모델링을 자동으로 생성하는 기능을 추가 제공했다.
한국선급이 지난해 3월 개발한 SeaTrust-HullScan
은 최적 설계 수행과 입력데이터의 검토 및 결과분
석이 용이하다. 특히 다른 선체구조평가 소프트웨어
에는 없는 피드백 시스템을 유일하게 적용, 사용에
불편함이 있는 경우 24시간 이내에 신속히 해결할
수 있도록 함으로써 국내 대부분의 조선소 및 설계
회사에서 이용하고 있다.
이정렬 한국선급 IT 융합연구팀장은 SeaTrust-
HullScan을 사용하면 모델을 빠르게 생성하고 사용
자가 쉽게 수정할 수 있으며 정확한 해석 결과 도출
및 평가가 가능하다며 앞으로도 설계 품질과 생산
성을 높이기 위해 다양한 기능들을 지속 개발하는
데 최선을 다하겠다고 말했다.
국제선급연합회(IACS)에서 새로이 채택한 공통구조
규칙(CSR-H)는 IACS 소속 선급에 등록된 선박으로
서 국제항해에 종사하며 올해 7월 1일 이후 건조 계
약되는 길이 90m 이상의 산적화물선(Bulk Carrier)과
150m 이상의 유조선(Oil Tanker)에 적용된다.
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현대삼호중공업, LPG선 4척 동시 명명식현대삼호중공업은 미국 도리안(DORIAN)이 발주한
세계 최대급 LPG선 4척에 대한 동시 명명식을 지난
7월 15일 가졌다고 밝혔다.
현대삼호중공업 하경진 사장을 비롯해 도리안의
CEO인 존 리쿠리스(John Lycouris) 등 관계자 100
여 명이 참가한 가운데 열린 이 날 행사에서 선박 4척
은 선주측 인사에 의해 컨스터튜션(CONSTITUTION),
코모도어(COMMODORE), 샤이엔(CHEYENNE), 클
러몬트(CLERMONT)호로 각각 명명됐다.
이들 선박은 길이 225m, 폭 36.6m, 깊이 22.2m의
재원으로 16,628마력 엔진을 장착해 16.8노트의 속
도로 운항할 수 있다. 1척의 화물창은 84,000m3급
으로 쏘나타 택시 100만대를 충전할 수 있는 LPG
를 운반할 수 있다.
현대삼호중공업은 지난 2013년 7월 이들 선박을
수주했으며, BWMS, 고효율 및 고연비 엔진 장착 등
국제해사기구(IMO)가 규정한 친환경 사양으로 건조
됐다. 올해 8월과 10월 사이 선주사에 인도할 예정
이다. 도리안은 현대삼호중공업에 총 10척의 LPG
선을 발주해 지난 6월 이미 2척을 인도받았다.
현대삼호중공업 관계자는 LPG선의 건조 비중이 올
해 24%에 달해 품질과 공정관리에 만전을 기하고
있다며, 이번 프로젝트 수행을 통해 시장에서 최고
의 경쟁력을 확보하게 되었다고 밝혔다.
Hyundai Samho Heavy Industries (HSHI) announced on July 15 that it held a naming ceremony simultaneously for the world’s larg-est 4 LPG carriers ordered from U.S.-based DORIAN. In the naming ceremony attended by about 100 persons, including Ha Gyeong-jin, President of HSHI, and John Lycouris, CEO of DORIAN, etc., the 4 vessels were chris-tened ‘CONSTITUTION’, ‘COMMODORE’, ‘CHEYENNE’, and ‘CLERMONT’, respectively, by ship owner’s official.These vessels measure 225 m in length, 36.6 m in width, and 22.2 m in depth. Outfitted with 16,628-horsepower engine, these vessels can sail at a speed of 16.8 knots. Each vessel has a cargo hold with a capacity of 84,000 m3 equal to fill up 1 mil-lion LPG-fueled Sonata taxis.
These LPG carriers ordered to HSHI in July 2013 are outfitted with BWMS and high efficiency/high fuel efficiency engines, built to eco-friendly specification set forth by International Maritime Organization (IMO). They are scheduled for delivery to ship owner from August to October this year. DORIAN has placed orders at HSHI for 10 LPG carriers and already took delivery of 2 units in June. An official from HSHI said, “As the share of LPG carriers out of our shipbuilding portfo-
lio has reached 24% this year, we are pay-ing close attention to both quality and pro-cess control. While carrying out this project, we have secured the strongest competive-ness in the market.”
HSHI named 4 LPG carriers simultaneously
Korea Eximbank and KTIC will commit USD 1.75 billion to finance U.S. LNG plant project
Export-Import Bank of Korea (Korea Eximbank) announced on July 2 that it would provide project financing (PF) to facilitate funding of large-scale overseas projects jointly with 10 domestic and over-seas financial institutions.PF designed to offer funding to project owners is derived from secured loan against project-related assets, rights, etc., and repaid by cash flow generated over the life of project, unlike existing corporate financing conditional on credit rating.
Korea Eximbank and Korea Trade Insurance Corporation (KTIC) will commit USD 1 billion and USD 750 million, respec-tively, totaling USD 1.75 billion in PF, for the 3rd phase expansion of U.S. Sabine Pass LNG plant. The PF will cover approximately 40% of whole project cost estimated at USD 4.6 billion. In 2013, both companies provided USD 1.5 billion in PF to facilitate funding of 2nd phase of Sabine Pass LNG terminal plant.Sabine Pass project aims to build first U.S.
LNG export facility in the state of Louisiana, United States. A large-scale LNG liquefac-tion facility with an annual capacity of 22.5 million tons will be completed once another 1 train is added to the LNG terminal in the 3rd phase this time, following the installa-tion of 4 trains throughout the 1st and 2nd phases. Korea Gas Corporation (KOGAS) will import 3.5 tons of LNG which accounts for 10% of the nation’s annual LNG imports over the next 20 years, starting from 2017,
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under the long-term contract to purchase LNG from Sabine Pass which is the first project to win approval for LNG exports in the United States. As a result, Korea, the second largest importer of LNG worldwide, can source its LNG imports from South East Asia and Middle East, which will help stabilize domestic gas prices.
An official from Korea Eximbank said, “Little tangible results have been achieved by domestic financial firms recently involved in overseas projects. We fully lev-eraged strong relationship of trust that poli-cy-based financial institutions have main-tained with overseas project owners to par-ticipate in this co-financing. We hope that
this co-financing would pave the way for us to be constantly involved in natural gas development projects in North America despite unfavorable conditions facing domestic companies, such as falling oil prices, in the field of overseas resource exploitation.”
한국수출입은행 한국무역보험공사, 미국 LNG 플랜트사업에 17.5억 달러 금융 지원한국수출입은행은 한국무역보험공사를 비롯한 총
10개 국내 금융기관들이 해외 대형 프로젝트에 공
동으로 프로젝트파이낸싱(PF) 금융을 제공한다고
지난 7월 2일 밝혔다.
기존 기업금융이 기업의 신용에 기반해 대출을 제
공하는 반면, PF는 프로젝트에서 나오는 현금흐름
을 주요 상환재원으로 하고 프로젝트 자체의 자산,
권리 등을 담보로 프로젝트 회사에 금융을 제공하
는 지원방식이다.
한국수출입은행과 한국무역보험공사는 미국 사빈
패스 액화천연가스(LNG) 플랜트 3단계 증설사업에
각각 10억 달러, 7억5000만 달러 등 총 17억5000
만 달러의 PF금융을 제공한다. 총 사업비 46억 달
러로 이중 약 40%를 지원하게 된다. 앞서 양사는
지난 2013년 사빈패스 LNG 터미널 플랜트 2단계
사업에 15억 달러의 PF금융을 제공한 바 있다.
한편 사빈패스 사업은 미국 루이지애나주 사빈패스
에 미국 최초의 LNG 수출용 플랜트를 건설하는 사
업이다. 기존 1단계, 2단계 사업의 트레인 4기를 포
함해 이번 3단계 사업을 통해 LNG 터미널에 트레
인 1기가 증설되면 연간 2250만 톤의 대규모 LNG
액화시설이 완공된다.
한국가스공사는 미국에서 최초로 LNG 수출허가를
받은 이번 사업에서 우리나라 연간 LNG 수입량의
10% 수준인 350만톤의 LNG를 2017년부터 20년
간 장기 구매할 예정이다. 이에 따라 세계 2위 LNG
수입국인 한국 입장에선 LNG 수입선을 동남아와
중동으로부터 다변화할 수 있어, 국내 가스가격 안
정화에도 기여할 것으로 보인다.
한국수출입은행 관계자는 최근 국내 금융회사들의
해외 프로젝트시장 참여가 가시적인 성과를 내지
못하는 시점에서 정책금융기관이 가진 해외 사업주
와의 신뢰관계를 적극 활용하여 사업 참여가 가능
하게 됐다면서 유가하락 등으로 우리 기업들의 해
외자원개발사업 환경이 녹록하지 않지만 이번 금융
제공이 북미 천연가스 개발사업에 지속적으로 참여
하는 기회가 되길 바란다고 밝혔다.
PIELDS Engineering Selects Intergraph to Design Floating Production Vessel
Korean engineering, procurement and construction company (EPC), PIELDS Engineering Co., Ltd (PIELDS Engineering), has selected Intergraph Smart™ 3D to design a floating production, storage and offloading (FPSO) vessel for Brazilian ener-gy company Petrobras.PIELDS Engineering executed all engineer-ing design as well as the production of all deliverables required for the fabrication, installation and construction of the FPSO’s gas compression modules. PIELDS Engineering had already used Smart 3D to perform engineering work for a different contractor involved in the Petrobras project, and the quality of work was so high that another contractor engaged PIELDS Engineering to perform further work.“As the contract required us to not only complete the 3D design work, but also
extract all the drawings, isometrics and reports from the 3D model and hand over the up-to-date database to Petrobras at the end of the project, we required a 3D design solution with advanced, auto-mated capabilities,” said Kim Won Jin, an executive in PIELDS Engineering’s Management Support Team.“Smart 3D was the clear market leader. While other 3D solutions focus on simply achieving design, Smart 3D enables opti-mized design, which means it increases accuracy and efficiency, and shortens proj-ect schedules,” he added.Smart 3D is a next-generation 3D design
solution specifically tailored for the off-shore oil and gas industry. It employs a breakthrough engineering approach that leverages real-time concurrent design, rules, relationships and automation. It is the most advanced and productive 3D design solution that effectively enables optimized design, increasing safety, quali-
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MOF envisions 20% share in global offshore plant market by 2030
In July, Ministry of Oceans and Fisheries (MOF) unveiled a mid and long-term plan for transforming the nation into global marine energy powerhouse by 2025. Specifically, MOF announced that it would team up with the Ministry of Industry (MOI) to secure world’s best marine energy tech-nology by 2025 based on constant expan-sion of investment and system refurbish-ment and to carve out large share of global market for offshore energy plants. Countries are ramping up investment into development of clean marine energy as part of effort to mitigate greenhouse gas (GHG) emissions as envisioned by the ‘United Nations Framework Convention on Climate Change’ signed in 1992. As a result, global market for marine energy power-generation plants is expected to be worth approximate-ly KRW 55 trillion by 2030. Particularly, EU has set a target of obtaining approximately 15% of total energy genera-tion from marine energy by 2050, led by U.K., while U.S. delivers roughly 7% of total
energy from wave power generation alone, thus developing marine energy into major component of total energy mix of the future. The share of marine energy out of total renewable energy is expected to reach 1.6% (about 840 MW) by 2025, spurred by installation of marine energy infrastructures. The mid and long-term plan set a target to capture more than 20% share in global off-shore plant market worth approximately KRW 55 trillion by 2030 by developing marine energy plants that harness the world’s best shipbuilding technology and offshore engineering technology of Korea. MOF and MOI will also expand domestic supply of marine energy while tapping into overseas market. For that, both ministries will build eco-friendly energy town using the sea-water heating system in Goseong, Gagnwon Province that has deep ocean water infra-structures, starting from the next year, and will press ahead with supply of wave power ener-gy generated on a small scale by using har-bor/fishing port facilities from 2018.
The government will refurbish related system to stimulate private-sector investment while operating the Council for Promotion of Marine Energy Development through inter-ministerial collaboration to ensure effective implementa-tion of marine energy development strategy. An official from MOF said, “Developing and using marine energy is not just a matter of diversifying sources of energy supply. It is very important in terms of effective response to climate changes and creation of future new industry.”
해양수산부, 2030년까지 해양플랜트 시장 점유율 20% 확보해양수산부는 지난 7월 2025년 해양에너지 강국
도약을 위한 중장기 계획을 발표했다. 이날 해양수
산부는 산업자원부와 함께 해양에너지 기술개발을
위한 지속적인 투자 확대와 제도 개선을 통해 2025
년까지 세계 최고 수준의 해양에너지 기술력을 확
보하고, 세계 해양에너지 플랜트 시장 선점을 적극
추진할 것임을 밝혔다.
1992년에 체결된 유엔 기후변화협약에 따른 온실
가스 감축 노력으로 세계 각국은 청정에너지인 해
양에너지 개발에 투자를 확대하고 있다. 이에 따라
2030년 세계 해양에너지 발전 플랜트 시장은 약
55조원에 이를 것으로 전망된다.
특히 EU는 영국을 중심으로 2050년까지 전체 수요
전력의 약 15%를 해양에너지로 대체하고, 미국도
파력발전만으로 전력수요의 약 7%를 공급하는 등
해양에너지를 미래 주요 에너지 산업으로 육성해나
가고 있다.
이러한 해양에너지 인프라 구축을 통해 2025년에
는 신재생 에너지의 1.6%에 해당하는 약 840MW
규모의 전기를 해양에너지를 통해 공급할 것으로
전망된다. 특히 세계 최고 수준의 국내 조선해양과
해양토목기술을 연계한 해양에너지 플랜트 개발을
통해 2030년 약 55조원 규모의 세계 해양플랜트
시장에 적극 진출하여 20% 이상 점유율을 확보한
다는 계획이다.
해수부와 산업부는 해외시장 진출과 더불어 아직
불모지나 다름없는 국내의 해양에너지 보급 사업도
대폭 확대해나가기로 했다. 이를 위해 먼저, 해양심
층수 인프라가 구축된 강원도 고성지역에 해수냉난
방시스템을 활용한 친환경에너지 타운을 내년부터
조성하기로 하였으며, 2018년부터는 항만 어항시
설을 활용한 소형 파력에너지 공급을 추진한다.
정부는 이러한 해양에너지 육성 전략의 실효적 추
진을 위해 부처 협업으로 해양에너지 개발 촉진 협
의회를 운영하고, 민간기업의 투자를 촉진하기 위
한 관련 제도도 정비해나갈 계획이다.
해양수산부 관계자는 해양에너지의 개발과 활용은
단순히 에너지 공급원의 확충 문제가 아니라 기후
변화에의 대응과 미래 신산업의 창출이라는 점에서
매우 중요한 의미를 지니고 있다라고 말했다.
ty and productivity, while shortening proj-ect schedules.Gerhard Sallinger, Intergraph Process,
Power & Marine president, said, “We are proud that Smart 3D is helping PIELDS Engineering to perform outstanding work
for Petrobras, which is such an important player in the global oil and gas industry.”
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DSEC signed MOU with ERMA FIRST
DSEC announced on June 22 that it signed a MOU (Memorandum of Understanding) with Greece-based ERMA FIRST to retrofit BWMS. The signing ceremony was attend-ed by DSEC President Kim Mahn-soo and officials of EPE S.A., parent company of ERMA FIRST. Under this MOU, DSEC will undertake ret-rofit and installation design when ERMA FIRST is awarded contract for installation of BWTS onboard existing vessels. DSEC made entry into BWTS market when it developed ‘Blue Zone’, a BWTS based on ozone micro-bubble processing, in col-laboration with Sunbo Industries. Co., Ltd
and has expanded its reach into the market since it signed a MOU with Alfa Laval last February for BWMS retrofitting. ERMA FIRST is a BWTS production affiliate of Greece-based EPE S.A. Group with a 45-year legacy of experience and expertise in the field of maritime environment. ERMA FIRST was honored with ‘Lloyd's List Green
shipping Award’ in recognition of outstand-ing contribution to the development of ship-ping technology of Greece.
디섹, ERMA FIRST와 MOU 체결디섹은 그리스 ERMA FIRST와 BWMS(Balast Water
Managing System) 개조사업(Retrofit)을 위한 MOU를
체결했다고 지난 6월 22일 밝혔다.
이날 MOU 체결식에는 디섹 김만수 대표와 ERMA
FIRST의 그룹사인 EPE S.A.의 관계자들이 참석했
다. 이번 양사의 MOU 체결로 ERMA FIRST가 기존
선에 BWTS 설치사업을 수주하면, 디섹은 이에 대
한 개조 및 설치 설계를 맡게 된다.
디섹은 선보공업(Sunbo Industries. Co., Ltd.)과 공동
으로 오존 마이크로 버블 처리방식의 BWTS인 Blue
Zone를 개발해 BWTS 시장을 진출했으며, 지난 2월
알파라발과 BWMS 개조사업 MOU를 시작으로 본격
적인 시장 확대에 나섰다.
한편, ERMA FIRST는 45년의 역사를 가진 그리스 해
양환경분야 전문그룹인 EPE S.A. 그룹의 BWTS 생
산 계열사이다. 2013년 그리스 해운기술공로상인
Lloyd's List Green shipping Award를 수상한 바 있다.
ABS has been selected to class 11 ultra-large containerships (ULCs) for Maersk Line A/S of Denmark.The carrier, which is among the world’s largest, ordered the 19,630 TEU vessels from Daewoo Shipbuilding & Marine Engineering (DSME) of South Korea last month in a deal that includes options to build up to six additional vessels.ABS was chosen to class 20 of the Triple-E containerships that Maersk ordered from the same shipyard four years ago. While the new additions will be slightly larger the owner indicated energy efficiency, econo-my of scale and the environment are still central considerations.“ABS is pleased that the Maersk Group has expressed its continued confidence by class-
ing these innovative ships with us,” said ABS Executive Vice President and Chief Operating Officer Tony Nassif. “ABS offices worldwide, working in unison, are providing support and anal-ysis for Maersk in the latest stan-dards and international codes, including the energy efficiency standards measured and mandated by the IMO.”Much like the first generation of Triple-E containerships this second order will allow the carrier to further increase operational efficiencies over and above those of other vessels involved in the Asia to Europe trade while maintaining its market share in line with container trade volumes.The newbuildings, which will be the largest
containerships in the Danish carrier’s fleet, are due for delivery between April 2017 and May 2018.ABS has served the containership seg-ment for more than 50 years. From ultra-large to LNG-powered, as a leading pro-vider of classification services to some of the largest and most sophisticated contain-erships ever built, it should come as no sur-prise that the organization’s reputation as a pioneer in this sector continues to this day.
ABS to Class Maersk’s Largest Boxships
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NEWS
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한국가스공사, 이승훈 사장 취임식 개최한국가스공사 이승훈 제15대 사장의 취임식이 지난
7월 2일 본사 국제회의장에서 개최됐다.
이승훈 신임사장은 취임사를 통해 천연가스의 안정
적이고 경제적이며 안전한 공급은 가스공사의 기본
적 사명이라며 천연가스 공급에 있어서 안정, 경제,
안전을 강조했다.
또한 이 신임사장은 공사운영에 관해 도입중심 체
제에서 벗어난 천연가스 운영사업 지향, 천연가스를
활용한 신성장 에너지산업 투자확충 등 다양한 청
사진을 제시했으며, 무엇보다도 건전한 재무구조 확
립이 우선되어야 한다고 강조하여 향후 재무구조
개선대책 마련을 언급했다.
마지막으로 그는 임직원들에게 글로벌 수준의 청렴
도와 전문성을 당부하면서 신상필벌의 원칙을 확실
히 하여 협력하고 신뢰하는 문화를 기반으로 이해
관계자들과 동반성장할 수 있는 한국가스공사를 만
들어가자고 밝혔다.
한편 이 신임사장은 지난 7월 1일부로 3년 임기로
한국가스공사 제15대 사장에 임명되었으며, 서울대
경제학부 정교수, 전력산업연구회 이사장, 녹색성장
위원회 민간위원장 등을 역임했다.
Korean Gas Corporation (KOGAS) held a ceremony to mark inauguration of Lee Seung-hoon who took the helm as the 15th President of KOGAS at International Conference Hall of its head office on July 2. Lee Seung-hoon who came aboard as new President emphasized stability, cost-effectiveness and safety in his inaugural address, saying, “Stable, economical and safe supply of natural gas is basic mission of KOGAS.“Moreover, he presented various blue-prints, such as vigorous investment in new growth energy industry involving use of natural gas and business operation shift-ing away from introduction-oriented sys-tem. He stressed that healthy financial structure should take precedence and
suggested the need for mapping up plan to improve financial struc-ture in the period ahead. Finally, he urged employ-ees to maintain global standard integrity and professionalism, say-ing, “I invite you to join me in this endeavor to put KOGAS on a path towards co-growth of stakeholders based on culture of cooper-ation and reliability while being fair in met-ing out rewards and punishments.”Lee Seung-hoon was named the 15th President of KOGAS for a term of 3 years on July 1. He served as professor of
Economics at Seoul National University, President of Research Society of Electricity Industry, private-sector chair-man of Presidential Committee on Green Growth, etc.
KOGAS held an inaugural ceremony for its new President Lee Seung-hoon
Statnett, the state owned transmission sys-tem operator in the Norwegian energy sys-tem, is reinforcing the country’s electricity network with the Inner Oslofjord power connection project based on Nexans sub-sea cable technology. In a project worth around Euro 50 million, Nexans will design and manufacture two new 420 kV subsea cable systems.Statnett is investing in the Inner Oslofjord project to ensure security of power sup-plies for customers in central Eastern Norway by replacing two existing links built
in 1958 and 1975.The project covers two new links: One will con-nect Solberg in Hurum and Brenntangen in Vestby Municipality (Solberg-Brenntangen) and the other Filtvet in Hurum and Brenntangen in Vestby Municipality (Filtvet-Brenntangen). Each link will comprise seven individual cables based on Nexans state-of-the-art XLPE (cross-linked polyeth-
Statnett’s Inner Oslofjord cable systems to reinforce Norwegian grid with Nexans
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넥상스 해저 케이블, 노르웨이 전력망 강화에 일조노르웨이 에너지 시스템의 국영 송전 회사인 스타
트넷은 넥상스 해저 케이블 기술을 기반으로 하는
내부 오슬로피오르 전력 연결 프로젝트를 통해 국
가 전력 네트워크를 강화시킬 계획이다. 넥상스는
두 개의 신규 420kV 해저 케이블 시스템 설계 및
제조를 하며, 계약 금액은 약 5,000만 유로이다.
스타트넷은 노르웨이 중동부 지역의 전력 공급 안
정성 강화를 위해 1958년과 1975년에 건설된 현존
하는 두 개의 링크를 대체하는 내부 오슬로피오르
프로젝트에 투자하고 있다.
프로젝트는 두 개의 새로운 링크를 포함한다. 하나
는 휴룸의 솔베르그와 베스트바이 시의 브레타겐을
연결하고(솔베르그-브레타켄), 다른 하나는 휴룸의
필벳과 베스트바이 시의 브레타겐을 연결한다(필벳-
브레타겐). 각각의 링크는 넥상스의 최신 XLPE(가교
폴리에틸렌) 케이블 기술을 기반으로, 최대 수심
220m에 설치되는 일곱 개의 개별 케이블로 구성된다.
넥상스는 노르웨이 할덴 공장에서 내부 오슬로피오
르 케이블을 설계, 제조 및 시험을 한다. 케이블은
스타트넷의 케이블 포설선 M/S Elektron으로 넥상
스가 설치하며, 넥상스 캅젯 시스템으로 트렌치를
만들어 해저에서 보호된다. 프로젝트는 2018년 완
공될 예정이다.
넥상스 해저 초고압 사업부 기술 및 프로젝트 운영
팀 라그힐드 캐틀랜드는 내부 오슬로피오르 프로젝
트 계약 수주는 넥상스의 스타트넷과의 오래된 파
트너십을 더욱 공고히 하는 계기가 될 것이다. 또한
직류냐 교류냐의 송전 기술 여부와 케이블 종류에
상관없이, 넥상스가 해저 케이블 시스템에서는 선택
받는 케이블 공급업체라는 것을 다시 한번 입증됐
다고 말했다.
ylene) cable technology installed at a maxi-mum water depth of 220 m.Nexans will design, manufacture and test the cables for the Inner Oslofjord at its facility in Halden Norway. The cables will be laid by Nexans with Statnett’s cable-laying vessel, M/S Elektron and protected on the seabed
by trenching with Nexans’ Capjet system. The project is due for completion in 2018.Ragnhild Katteland, Technical and Project Operations in Nexans Submarine High Voltage division, said, “Winning the con-tract for the Inner Oslofjord project further reinforces Nexans’ long standing working
relationship with Statnett. It also confirms that whatever the transmission technology, AC or DC, and whatever the cable technol-ogy, Nexans is the cable supplier of choice for subsea cable systems.”
Hempel has rebranded on its 100 year anniversary and renewed its drive to offer complete coating solutions for its custom-ers. As one of the fastest growing compa-nies in the world, Hempel is on a roll with 2015 marking a 100 years in business and the company delivering a record net profit of EUR 71 million in 2014.The Helix, as Hempel’s new logo is known, symbolises the dynamic layers and motion of mixing coatings, and indicating the glob-al, connected company Hempel has become. The new identity has been designed to confirm Hempel’s position as an innovative, progressive partner in coat-ing solutions. As the business expands, absorbs new acquisitions and extends into new markets, the importance of one brand around the world becomes even more significant. Therefore the move to integrate all Hempel’s visual communications into one consistent style is further evidence of the company's
strategy to work and feel as one Hempel, offering customers trusted solutions that deliver the highest level of performance and efficiency.Hempel Group President & CEO Pierre-Yves Jullien cites growing demand from customers for more integrated coating solutions as a major trigger behind the work. "The last 10 years have represented a transformation period and the nature of our business has changed dramatically,” he says. “The world in which we work has become more connected, and so we have pushed to consistently create value for cus-tomers by aligning our solutions and exper-tise across industries and regions. This is crucial if we are to continue to secure trust and loyalty, and drive greater efficiencies in the way we work.”Hempel’s history is deeply rooted in the marine industry when pioneer Jørgen
Christian Hempel founded the company in 1915 with a vision to protect man-made structures from corrosion and fouling. He created a company truly driven by innova-tion that fully embraces modern science and technology and which developed the world’s first antifouling coating for ships’ hulls in 1917. Today, Hempel is present in over 80 countries and delivers trusted solu-tions across the protective, decorative, marine, container and yacht markets.The new identity was launched as part of Hempel’s 100-year anniversary celebra-tions held at the Copenhagen Opera House on 4 July. Hempel will be imple-menting the new brand identity into specific marketing and communications materials from July 2015 into 2016.
Hempel unveils new brand on 100 year anniversary
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Feature StoryFeature Story
Offshore plant industry on the edge of the precipice- 3 domestic shipbuilding heavyweights reporting weak performance- Uncertainty over growth prospects for offshore plant
Global newbuilding market has seen severe recession in bulk carrier and offshore plant segments in the first half of this year. Meanwhile, newbuilding market is dominated by ultra-large container-ships and oil tankers.
Particularly, deep recession induced by low oil prices remains persistent amid the drought of new orders for floating plants such as drill-ship, FPSO, FSRU, etc., the segments that the 3 domestic shipbuilding heavyweights have strength. Expectations recently mounted that Samsung Heavy Industries (SHI) would clinch new orders for FLNG, setting the tone for resumption of offshore plant order placement. However, uncertainty still lingers in the market.
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Domestic shipbuilding industry has seen their new orders intake plummeting in the first half of this year due to slowdown in global bulker market. According to the report published by Korea Eimbank Overseas Economic Research Institute (KERI), cumulative new orders at domestic shipyards slid 25 % year-on-year to 4.33 million CGT until May this year. Value of new orders fell 35.5 % year-on-year to USD 9.31 billion in the same period. The fall in new orders at Korean shipyards is considered relatively small, consid-ering that China and Japan with high proportion of bulkers in shipbuilding portfo-lio saw their new order intake slide 80.5 % and 55.3 %, respectively, and that global placement of new orders diminished by 58 %. According to data published by Clarkson, global newbuilding market has seen a drastic increase in new orders for containership and oil tanker and steep decline in those for other types of vessels.
Nonetheless, industry pundits agree that domestic ship-yards should not give upon offshore plant which represents strategic segment underpinning future growth of nation. Shipbuilders cannot simply focus on commercial vessels in global market. Offshore plant segment, albeit fraught with risks, undoubtedly represents a future growth engine for domestic shipbuilding industry. Despite curtailment of investment amid low oil prices, new order placement will rise for deepwater oil production facilities that comprise a significant proportion of offshore plant segment when the era of sustained high oil prices dawns again.
Figure 1. Trends of quantity and value of newbuilding orders at domestic shipyards (Source: Clarkson)
For oil tankers, new orders for VLCC (Very Large Crude Carrier) rose in the second quarter, fuelled by strong demand for oil storage and vessels, along with increase in exports from Middle East. New orders for tankers increased by 51.4 % compared to the same period of the previous year. New orders for LR2 (Long Range 2) product carriers (related demand for investment in MR class was concentrated in 2013) soared 366 %, but overall orderbook shrunk by 27.3 % due to extremely weak new order intake for other types of vessels. In the meantime, new orders for containership jumped 151.8 % as ultra-large containerships with a capacity of over 10,000 TEU each were added to orderbooks without disrup-tion. New orders for LNG carriers increased 20.2 % year-on-year despite slight decrease in overall markets worldwide. Volumes of bulk carriers and offshore plants built in the first quarter have edged upward, but plummeted in newbuilding market. Meanwhile, global shipbuilding volumes stood at 5.41 million CGT until May, a 5.8 % increase compared to same period of the previous year, due to new orders received in 2013.
Offshore plant sector with still robust growth potential?Global market for offshore oil and gas production is expect-ed to grow by 22.8 % from 44 mboe/d (million barrels of oil equivalent per day) to 54 mboe/d. By region, Eastern Europe and CIS (Commonwealth of Independent States) saw a growth by 53.3 % while all regions other than Western Europe are expected to see a growth by 20 % in the same period. The growth in Western Europe is projected to be no more than 1.1 % from 5.6mboe/d to 5.7 mboe/d in 2015.
Middle East is expected to form the largest market with 28.0 % share in 2015 and 29.0 % in 2014. Asia Pacific region and Africa are expected to represent 19.1 % and 15.1 % of global market, respectively without any change in share and rank-ings. Global market for offshore oil and gas drilling market is expected to grow no more than 13.8 % from 2,520 in 2015 to 2,869 by 2021. By region, Eastern Europe and CIS (Commonwealth of Independent States) are expected to see a 37.3 % growth in the same period, the highest rate, fol-lowed by Africa with a 30.5 % growth. Middle East, North America, and Asia Pacific regions are expected to see a growth by 16.0 %, 13.3 %, and 10.0 %, respectively.Meanwhile, Asia Pacific region represents 41.3 % of global offshore drilling market in 2015 and the share is expected to rise to 39.9 % by 2021, forming the largest market. Asia Pacific region will attract the greatest attention in terms of overall market size, albeit relatively slower growth rate. North American drilling market outstrips other regional mar-kets in terms of overall size and growth rate. However, North American drilling market will represent relatively smaller proportion, given the concentration in onshore drill-ing.
Tremendous loss from offshore plant sectorOffshore plant sector has been a lynchpin supporting domes-tic shipbuilding industry which suffered from a sharp drop in new orders for commercial vessels in the aftermath of Euro-zone crisis which broke out in 2010. Amid high oil prices, domestic shipbuilders received massive orders from major international oil companies, such as Shell, BP, Total, etc., for offshore plants used in drilling for oil. However, the offshore plant contracts, which were referred to as ‘world’s first’ and
‘world’s largest’, are jeopardizing domestic shipbuilding industry. Each of 3 domestic shipbuilding heavy-
weights had received orders worth over USD 30 billion for offshore plants until last year since 2010 when offshore plant projects began to be awarded in full-scale. Daewoo Shipbuilding & Marine Engineering (DSME) and Samsung Heavy Industries (SHI) swept 70 % of new orders for offshore plants between 2012 and 2013 at the height of boom in new orders.
Domestic shipbuilding industry incurred losses in excess of USD 1 billion from offshore plant
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sector, driving shipyards to the brink of shutdown. HHI ran into a deep deficit of KRW 3 trillion yearly last year, and DSME is expected to show very weak performance this year. SHI which registered partial loss last year is expected to report a deficit in the second quarter of this year. Offshore plants involve difference in design and construction method, depending on requirements of owner and project environment, unlike ordinary commercial vessels. Industry experts point out that such difficulty is partially attributed to the structure of indus-try in which domestic shipyards often end up taking all risks aris-ing from design alteration, delay in delivery, etc. Particularly, DSME has seen a delay in the construction pro-cess of the 2 semi-submersible drilling rig ordered from Norway-based Songa Offshore between 2011 and 2012. 1 unit of semi-submersible drilling rig was delivered in June and anther unit is scheduled for delivery by next month, although the delivery of 2 semi-submersible drilling rigs out of 4 units was supposed to be completed last August. This year, DSME is expected to run into even deeper deficit, con-sidering that 6 offshore plants already passed due date out
of 8 units scheduled for delivery this year, including the units for Songa Offshore. HHI has been vigorously pressing ahead with revamp of its structure since it reported tremendous loss incurred from off-shore plant sector last year. However, uncertainty still lingers for HHI due to impracticality of accurately figuring out poten-tial losses from offshore plants that the shipbuilder has to deliver in the period ahead.SHI is also expected to report enormous losses resulting from delay in construction of Egina FPSO project off the coast of Nigeria and Central Processing Facility (CPF) of Ichthys Project off Australia.
Difficulty arising from shift to EPC Only a handful of shipyards worldwide are capable of building both ship and plant. The 3 domestic shipbuilding heavyweights, which have clinched orders for offshore plants, have the know-how and expertise necessary to build both ship and plant. According to shipbuilding industry, the 3 domestic shipbuild-ing heavyweights have been mired in deficits due to massive
Table 1. Outlook for global offshore oil & gas production and drilling market (Source: Douglas-Westwood)
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Feature Story
orders which began to be placed at them from 2010. Around that time, major international oil companies shifted to EPC (Engineering, Procurement, Construction) after selecting sepa-rate contractors who would undertake design, procurement, and construction, respectively. The 3 domestic shipbuilding heavyweights which have exten-sive experience with construction of topside and hull were elat-ed as they awarded contracts worth multi-billion dollars and signed contracts in droves.The 3 domestic shipbuilding heavyweights who signed EPC contracts had to halt construction and renegotiate with design companies whenever owners demanded design alteration during the designing or construction process. Such repetitive process drove costs upward and resulted in unavoidable delay. The excess costs were classified as ‘unclaimed construction costs’ to be reimbursed by owner. According to related industry, Daewoo Shipbuilding & Marine Engineering (DSME) topped the list with KRW 9 trillion and 415 billion in unclaimed construction costs, followed by Hyundai Heavy Industries (HHI) with KRW 7 trillion and 463 billion and
Samsung Heavy Industries (SHI) with KRW 4 trillion and 799 bil-lion, as of the end of the first quarter this year. By contrast, unclaimed construction costs incurred by the troika was no more than KRW 4 trillion as of the end of 2011 when International Financial Reporting Standards (K-IFRS) was adopted. In light of that, changes in offshore plant market will be inevi-table. Industry experts indicate that separate optional con-tracts would be likely very much to cope with contingency, such as design, alteration, even if shipyards focus on con-struction or if EPC (Engineering, Procurement, Construction) contract is executed.
Plummeting investment in offshore development amid low oil pricesLow oil prices are expected to be sustained. Global market research institutes predict that oil prices will stay in the range between USD 60 and USD 80 per barrel this year. As oil supply glut will remain persistent for the time being, oil prices are unlikely to recover to the level of USD 100 per barrel with-in the next few years.
Excelerate Energy’s FLNG project plan fell through
Samsung Heavy Industries (SHI) saw that Excelerate Energy’s plan of FLNG project worth USD 2 billion fallen through at the end of last year although the contract was almost sealed. In relation to that, SHI announced on June 9 that it would not proceed with the project any more due to revision of investment plan for LNG production project in Equatorial Guinea, etc.Particularly, Excelerate Energy requested deferral of review on its application for FLNG project to be located off the coast of Texas, United States. Until oil prices show signs of recovery, many FLNG projects currently underway are likely to be shelved unavoidably. This year, new orders at three domestic shipbuilding heavyweights stood at USD 660 million which falls short of USD 10 billion target-ed earlier. Sustained weak oil prices are expected to negatively affect the outlook of new orders at shipyards and erode stock values, given relatively high correlation between major shipyards’ new order intake for offshore facilities and international oil prices.
Figure 2. Trends of annual new orders at 3 domestic shipbuilding heavyweights
(Unit: USD 100 million)
HHI
SHI
DSME
2010 2011 2012 2013 2014
120
100
80
60
40
20
52.563.4
105
27
81
37
9584
89
3231
105
46
7360
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The break-even point of offshore plant business is currently around USD 80 per barrel. If oil prices fall below that range, major international oil companies will sustain losses unavoid-ably. As steep decline in international oil prices is expected to lead to drastic decrease in the number of oil and gas explora-tion projects, deepwater development projects worth about USD 150 billion are likely to be shelved temporarily this year. Oil price per barrel has fallen about 4 % to USD 7 over the last 5 months as the outlook remains uncertain over both onshore and offshore oil development in regions straddling from Barents Sea to the Gulf of Mexico. According to related industry, major oil and gas companies are expected to make final decision on investment for about 800 development proj-ects in the next year. However, analysts predict that about 1/3 of desired expenditures are unlikely to be approved as oil price will be in the range of USD 82.50 per barrel next year. As a result, over 20 % of projects scheduled for launch are very likely to be delayed or cancelled. Rosebank project to be led by Chevron in the North Sea was postponed to late 2015. The postponement was based on decision that it would not be economical to forcibly push ahead with the project when oil prices slide below USD 100 per barrel. Rosebank has potential reserves of 300 million barrels of oil and its development would require expenditures of approximately USD 10 billion. In other words, a profit of about USD 33 per barrel is expected for Chevron. Oil and gas production market has uncertain outlook, given that proj-ects are suspended or cancelled as a result of economic fea-sibility study. Meanwhile, Statoil decided to postpone development of Snorre
oil field located off the coast of Norway until October next year. The decision is based on judgment that profit is outweighed by cost estimated at about USD 5.74 billion.
Deepwater drilling market will grow 9.27 % by 2019
Deepwater drilling market is expected to grow at an annual growth rate of 9.27 % by 2019. According to analytical data of U.S. market researcher MarketsandMarkets, global drill-ing market is expected to expand from USD 65.77 billion in 2014 to USD 102.47 billion by 2019.By region, Asia-Pacific and Central/Latin America will be market leaders. Drilling markets in Asia-Pacific, Latin/Central America, and Africa will be worth USD 20.7 billion, USD 20.38 billion and USD 196.2 billion, respectively, by 2019. Transocean (Switzerland), COSL (China), Nabors (Bermuda), Ensco plc (U.K.), Diamond Offshore Drilling (U.S.A), KCA Deutag (U.K.), and Maersk Drilling (Denmark) have estab-lished leading position in global drilling market, expanding investment to capitalize on growth potential of drilling mar-ket. Rig market is affected significantly by exploration activities. Recently, discovery of oil and gas fields has increased in deep sea as technological advancement, such as explora-tion equipment, has led to greater ease of operation for drill-ship and price competitiveness. Ocean exploration activities are on the rise despite harsh marine environment of the North Sea and sluggish oil & gas field development in the United States.
Figure 3. Trends of new orders at 3 domestic shipbuilding heavyweights for drillship
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30
25
20
15
10
5
0
35
30
25
20
15
10
5
0
Jack-up Semi-rig Drillship
14
44
3
3
1
1
19
2 2 24
26
17
12
3
2007
2008
2009
2010
2011
2012
2013
2014
2015F
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Feature Story
U.K.-based BP, the world’s sixth largest energy company, is also facing difficulty in developing the Gulf of Mexico. Last year, BP deferred its decision on Mad Dog Phase 2 deepwa-ter development project. The deferral of the project was attributed to development cost overrun to USD 20 billion. As a result, BP announced that it would shelve invest-ment for the oil field in the Gulf of Mexico and stop development in the first quarter of 2015.
Profit-oriented strategies to win new ordersDomestic shipbuilding industry has focused on high value-added vessels which resulted in superior ship-building portfolio compared to that of China or Japan. In other words, Korean shipbuilding industry has rela-tively well-balanced shipbuilding portfolio such as ultra-large containership, oil tanker, LNG carrier, offshore plant,
etc., unlike Japanese and Chinese rivals that have order-books filled primarily with bulk carriers. Shipbuilding industry indicates that diverse portfolio structure of Korean shipyards will be the key driver for enduring long-term stagnation. Well-balanced portfolio structure is an underlying factor of differentiated competitiveness. In addi-tion, extensive experience may be another factor of differenti-ation. Extensive shipbuilding experience can lead directly to thicker orderbook as shipping companies take shipbuilding experience as top priority when choosing shipyards. According to Douglas-Westwood, subsea drilling is expect-ed to show a year-on-year increase if oil prices are main-tained in the range between USD 50 and 70 per barrel. Currently, 171 drilling rigs are operating despite sharp decline in oil prices, compared to last year that saw 175 drill-ing rigs at sea. Moreover, deepwater drilling and concerned market size are expected to increase by 32 % and 17 %, respectively, by 2020.Just a few years ago, offshore plant industry had a rosy pros-pect. This year also, the 3 domestic shipbuilding heavy-weights are expected to suffer tremendous loss in offshore plant sector. However, industry pundits agree that offshore plant sector represents a future growth engine that domestic shipbuilding heavyweights cannot afford to give up on.
Market for offshore plant MMO is grabbing attention
The market for offshore plant MMO (Maintenance, Modifications and Operations) is expected to grow at an annual average rate of 5.4% and be worth approximately USD 480 billion over the next 5 years (from 2015 to 2019). Douglas-Westwood pointed out that strong growth momen-tum would be created by a large number of old facilities requiring maintenance and repair to accommodate current production level in response to rising global energy demand.Specifically, fixed offshore plants and floating offshore plants will represent USD 426.1 billion and USD 55.6 billion of MMO market, respectively, over the next 5 years. By region, Asia and North America are expected to top the list with 45 % share of MMO market for the next 5 years.Particularly, Asia will see the market growth driven by expansion of still immature deepwater block development and rising number of offshore plants used in production. Meanwhile, Douglas-Westwood estimated that 8,061 off-shore plants were operating throughout the world in 2014 and that MMO market was worth USD 95 billion. However, an year-on-year decrease of 12 % is expected in the number of operational offshore plants worldwide in 2015, which is attributed to postponement of MMO for off-shore plants less vulnerable to direct effects of downsized production.
Your deck machinery needs to work reliably while meeting the tightest turnaround times with the smoothest, uninterrupted operation. That's why ABB developed our marine cer-tified variable frequency drives (VFD) with dedicated winch control program. This program with our direct torque control (DTC) gives the added benefit of eliminating the need for motor encoders or load cell sensors, reducing your part count and lowering mainte-nance. Working in close cooperation with winch manufacturers, we've incorporated our extensive experience into the drives that work with your mooring, anchoring, Ro-Ro gate ramp and tugboat towing winches. Pair our drives with our LV marine motors for a one-stop supplier that is backed by a global service and support network. www.abb.com/motors&generators
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ABB has received orders from Hyundai Heavy Industries (HHI) for electrical and telecommunication sys-tems. The order is worth around $100 million, with about half booked in the last quarter of 2014, almost $ 27 mil-lion in the first quarter of this year and $ 20 million in the second quarter. It enables HHI to fulfill its obligations to Abu Dhabi Marine Operating Co. under the contract for EPC Work of Nasr Full Field Development Project .The solution provided consists of power management, power-from-shore and telecom systems which are interconnected to ensure the highest levels of efficiency, reliability and safe-ty. ABB has pioneered and proven the use of power-from-shore for energy platforms to help energy companies reduce emissions, ease operations and improve working conditions by lowering noise levels. The facilities covered by the referred contract will be powered by a 132 kilovolt (kV) AC subsea ring cable from Das Island, about 160 kilometers west of Abu Dhabi.“ABB’s extensive experience in off-shore oil and gas field electrification ensures high reliability and minimizes life-cycle costs, while trimming the oil fields’ environmental footprint,” said ABB Process Automation division President Peter Terwiesch. “This is another example of an order in line
with our Next Level Strategy of busi-ness-led collaboration between our automation and power portfolios.”The power management system is based on ABB’s System 800xA Extended Automation control system, which integrates the network of trans-formers and switchgears and enables operators to control this vast electrical installation in a safe and consistent manner. It includes an intelligent asset management system for predictive maintenance of equipment, reducing operating costs and extending its ser-
vice life.ABB will supply 28 bays of compact 132 kV GIS for one onshore and two offshore platform installations as well as medium voltage products including 33 kV gas-insulated switchgear and 11 kV and 6.6 kV air-insulated switch-gear. ABB pioneered high-voltage GIS in the mid-1960s and has a global installed base of more than 23,000 bays. Its product portfolio covers volt-age levels from 72.5 kV to 1,200 kV.Additionally, ABB will supply multiple types of transformers, shunt reactors
ABB wins $ 100m contract to supply offshore oilfields in Abu DhabiPower management, electrification and telecommunication solutions to improve safety and reliability while reducing operating expenditures and emissions at sites off the coast of the United Arab Emirates.
The Nasr field is part of Adma-Opco’s programme to add an extra 300,000 bpd capacity to Abu Dhabi’s overall production levels.
41
and associated equipment ranging from 500 kVA to 100 MVA, minimizing losses through the lifecycle and lower-ing environmental impact. The trans-formers and reactors are suited for haz-ardous and challenging environments.ABB will also provide a complete and fully integrated telecommunication system to the Al Nasr super complex for internal and external communica-tion and field security. Key products are computer networks, electronic personnel tracking, a camera system, radar, public address and general alarm systems, access control, a tele-phone system, radios and a transmis-sion system between platforms.The project will be executed by ABB’s engineering services and project man-agement team in Norway, with equip-ment manufactured by ABB in the Czech Republic, Finland, Germany and Norway. Delivery is scheduled for the third quarter of 2016.
ABB has supported the Al Nasr Full Field Development Project from the concept stage, through front-end engi-neering and design and now the con-
struction phase. The scope of supply includes design, engineering, supply, installation and commissioning.
Power from shore can be an environmentally friendly and cost effective alternative to on board power generation on offshore installations. Here a picture showing cable laying on the Norwegian coast, where ABB have provided several power from shore systems.
The first in a series of ‘mega-class’ container vessels being built for French Ship owner CMA CGM will be powered by the Wärtsilä X92, low-speed, 2-stroke engine. The vessel is to be built by Hanjin Heavy Industries & Construction (HHIC) in Subic Bay, Phili-ppines. WinGD is the joint venture company between Wärtsilä and China State Shipbuilding Corporation (CSSC), which took over Wärtsilä’s 2-stroke engine busi-ness in January 2015. The company is owned 70 % by CSSC and 30 % by Wärtsilä.The new vessel will have a cargo capacity of more than 20,000 TEU and will be the largest container ship in the CMA CGM fleet. The Wärtsilä X92 engine chosen to power this huge vessel is the largest of Wärtsilä’s Generation X series of engines. It has a power range from 24,420 to 73,560 kW at 70 to 80 rpm. The low revo-lutions enable higher ship propulsion efficiency for the
large and ultra large vessels the engine is designed for. The engine features low fuel consumption across the entire operating range, thanks to the application of com-mon rail technology.“The Wärtsilä X92 engine has been designed to provide exceptional reliability, the lowest operating costs and minimal exhaust emissions, all of which are essential in today’s operating environment. As container vessels are getting ever bigger in order to achieve economies of scale, it is essential that the engines and propulsion equipment are developed accordingly so as to achieve the efficiencies needed. Our successful 2-stroke Generation X engines are evidence of our proven com-petence and technological leadership and, as a result, we are playing an important role in the large and ultra large container vessel segment,” said Martin Wernli, CEO of WinGD.
Wärtsilä joint venture WinGD to deliver Wärtsilä X92 engine
42
Issue
The LNGreen joint industry project brought together experts from DNV GL and industry specialists from GTT, Hyundai Heavy Industries (HHI), and shipowner GasLog. Each of the project partners contributed their unique know-how and experience, to develop tomor-row’s LNG carrier using the latest tech-nology, within the bounds of existing shipbuilding methods. The vessel con-cept has a significantly improved envi-ronmental footprint, a higher level of energy efficiency, as well as an improved boil-off rate and cargo capaci-ty, making it much better suited to future trading patterns than existing vessels.LNGreen investigated the improvement of efficiency and performance of LNG carriers by considering actual opera-tional conditions and optimisation in terms of hydrodynamics, machinery and system configuration. These devel-opments were based on DNV GL’s integrated systems engineering approach COSSMOS, state-of-the-art computational fluid dynamics calcula-tions (CFD), and a containment system design, tailored to a specific operation-al profile and anticipated trades.Martin Davies, the Project Manager at DNV GL stated that “using enabling computer tools we managed to develop a vessel which is approximately 8% more energy efficient and has increased its cargo volume capacity by 5%. The design is future compliant with new IGC
code, Panama requirements as well as significant advances in a range of fea-tures, including the speed-range flexibili-ty, hull form and boil-off rate”.The total efficiency was assessed using an integrated systems approach. LNG carrier machinery systems are highly complex featuring tightly integrated sub-systems and components, like the BOG compression trains, gas management system, reliquefaction (if any), propulsion and/or generating engines, exhaust gas economisers and boilers. The primary fuel, i.e. boil-off gas, has variable properties depend-ing on LNG cargo type and in-voyage boil-off rate conditions. In addition, the ships usually operate on a number of trading routes. Their operating profiles vary in terms of speed, propulsion,
electrical and heat demand. The above features require a rigorous model-based approach, using DNV GL COSSMOS, to assess the integrat-ed machinery system under realistic operating conditions as experienced by GasLog.HHI and DNV GL carried out the hydrodynamic performance evalua-tion by comparing CFD simulations. Different CFD codes were applied for the comparison of resistance and self-propulsion performance but different scale effects were also considered. In addition, added resistance caused by wind and waves was investigated in order to ensure that the required power is sufficient for operation in the targeted environmental conditions.Cargo containment optimisation was
Next-generation LNG carrier concept by DNV GL, HHI, GTT and GasLogDNV GL is pleased to announce the completion of the LNGreen joint industry project, which worked to develop a state-of-the-art next-generation LNG carrier.
The LNGreen concept uses existing technology to improve energy efficiency and performance.
43
investigated by GTT and HHI. The tank shape, necessary reinforcements and boil off rate calculations, were exam-ined to develop alternative cargo tank designs that could yield additional cargo capacity. With a starting design point of 174,000 m3 cargo capacity, cargo tank optimisation by GTT and HHI allowed for a cargo capacity increase to 182,800 m3, while maintain-
ing the same main dimensions (length overall, breadth, draft) and taking into consideration newly introduced regula-tions and compatibility restrictions.Nikolaos Kakalis, Manager of DNV GL Research & Development in Greece and responsible for COSSMOS devel-opment commented that “fusing unique competencies of key experts from across the industry, like HHI,
GTT, and GasLog, with advanced tools like the COSSMOS machinery systems simulation and optimisation computer platform as well as state-of-the-art hull optimisation software, we bring innovation in practice that can generate tangible added value. As LNGreen utilizes existing technology it is important to stress that this concept design could be ordered today”.
Engineers designing ship hulls and offshore floaters can now save time and money in the early design phase due to a breakthrough allowing transfer of 3D models from AVEVA Marine to Sesam GeniE, the two leading design and engineering software systems in the maritime and off-shore market.The new functionality, initiated by AVEVA to respond to the demand of the market, allows users to transfer AVEVA hull models into DNV GL’s Sesam GeniE for strength assess-ment and code check according to DNV GL Rules. Now users can significantly reduce the time and effort spent in early design of ship hulls and offshore floaters, as they save the extra manhours it takes to create separate analy-sis models from scratch in two different systems.“With the new harmonized Common Structural Rules for tankers and bulk carriers entering into force, significantly more finite element analysis is required for hull approval by classification societies,” said Are Føllesdal Tjønn, Managing Director of DNV GL - Software. “In today’s market, with extra focus on efficiency improvement and cost reduction, the collaboration between DNV GL and AVEVA enables designers and yards around the world to meet this criteria”.“It is important for us to respond to customer require-ments, and through AVEVA Marine’s integration with Sesam GeniE customers can benefit from access to its integrated applications created specifically for the unique processes of the engineering and design of ship and off-shore structures,” said Julien de Beer, VP Engineering & Design Solutions, AVEVA.The breakthrough is based on the advanced develop-
ment of AVEVA Marine’s capabilities, where a highly detailed 3D design model is idealized and translated into a finite element method (FEM) 3D model, including the connectivity of structural components and the finite ele-ment mesh needed to calculate structural behaviour. With the new and powerful advanced mesh editing features in Sesam GeniE, it is then possible to quickly add loads and to refine the mesh, enabling accurate and effective struc-tural analysis.For ship structures, all loads and boundary conditions according to DNV GL Rules and IACS Common Structural Rules can be applied to the GeniE model. This makes it possible to easily document code compliance, including yield screening, buckling check and reporting. It is also possible within GeniE to make fine mesh models for fatigue assessment, either inside a coarse mesh model or in a separate local model with automatic transfer of loads and deflections. The integration of the two software systems is part of an ongoing collaboration between AVEVA and DNV GL, which will include future integration for prescriptive rules between AVEVA Marine and DNV GL’s Nauticus Hull soft-ware. This will significantly increase efficiency and produc-tivity for the approval of ship hulls according to the new DNV GL Rules.
Integration of AVEVA and DNV GL’s Sesam Reduces Costs in Maritime and Offshore
From AVEVA Marine
Imported to Sesam
FEM format
44
Issue
HHI, the world’s biggest shipbuilder, announced today that the company has jointly developed world’s first gas turbine-powered 174,000 m3 LNG carrier with GE Aviation and Marine (GE), a leading industrial gas turbine maker, and has secured Approval in Principle (AIP) on the vessel from the UK-based Lloyd’s Register.The IMO Tier III-compliant 174,000 m3 LNG carrier is equipped with GE’s gas turbine-based Combined Gas turbine Electric and Steam system (COGES 2.0). The vessel is expected to save shipowners or operators an estimated 20 billion Korean won ($ 17.83 million) on the assumption that the LNG carrier operates for 20 years with an annual operating cost of $ 720,000, since it does not need addi-tional equipment to handle exhaust emissions.The gas turbine-powered engine is 60 percent lighter than conventional engines and will lower operating and maintenance costs accordingly. Durability and low vibration/noise of the engine are also test-proven over 70 million hours of application on off-shore platforms, onshore power plants, and high-speed ferryboats.Brien Bolsinger, vice president of GE
Aviation and Marine, said, “We have put enormous efforts into developing the world’s first turbine-powered LNG carrier in close cooperation with HHI. With the AIP, we are proud to intro-duce the eco-friendly and fuel-effi-cient gas turbine-powered LNG carri-ers to the market.”Shin Hyun-soo, CTO of HHI, added, “The LNG carrier we introduce today is a culmination of the seamless teamwork of GE and HHI. We will
continue to enhance our competitive-ness through ongoing technological cooperation including the application of the gas turbine engine to large containerships.”
HHI developed gas turbine-powered next-generation LNG carrier jointly with GEHyundai Heavy Industries (HHI) completed development of next-generation high-efficiency and eco-friendly LNG carrier to cope with stringent environmental regulations as Korean shipyards with technological prowess ascended to top position in terms of delivery and new order volumes, dethroning China from top spot.
Shin Hyun-soo, CTO of HHI (sixth from left) and Jeremy Barns, Commercial Marketing Director of GE Aviation Marine (seventh from left) are holding the AIP certificate that HHI and GE received from Lloyd’s Register for COGES Powered 174,000 m3 LNG Carrier
45
SHI has recently won orders in a series from offshore plant market, including 3 FLNGs (Floating LNG), 1 FPO, and 2 offshore platforms. On July 1, SHI announced that it was awarded a contract worth approxi-mately USD 4.7 billion for FLNG to be deployed at Browse gas field project in Australia which is led by Shell. Industry hopes that this would signify a turnaround in domestic offshore plant market that has remained slug-gish thus far. The exact final value of contract remains unknown. For now, negotia-tions between both companies have been confined to the hulls of 3 FLNGs. Total construction amount that includes cost of topsides, etc., will be disclosed in the second half of 2016 after completion of FEED (Front-End Engineering and Design).Construction will begin upon receipt of NTP (Notice To Proceed) served by owner following completion of FEED. FLNG is an offshore plant facility that refines and liquefies natural gas - extracted from offshore gas field - into LNG for storage and unloading. Previously, natural gas from underwa-ter gas field was transferred via pipe-line to onshore location and then lique-fied and stored before being shipped aboard LNG carrier to customers.
FLNG is a com-plex facility capa-ble of carrying out all those pro-cesses at sea. On June 30, SHI secured an order worth about 1.05 billion from Norway-based Statoil for 2 offshore platforms.The 2 offshore platforms, sched-uled for delivery by late 2018, will be deployed in Johan Svedrup field located 140 km west of Stavanger in Norway. These platforms consist of process platform refining and producing oil and riser platform transferring the oil extracted from offshore well to process platform. Process platform and riser platform weigh roughly 25,000 tons and 21,000 tons, respectively. An official from SHI said, “Johan Svedrup is an ultra-large oil field with estimated reserves of 1.7 billion to 3 billion barrels. Additionally, Johan Svedrup is key oil field that will pro-duce up to 25% of oil for Norway.”This year, SHI has won orders for 11 oil tankers, 10 containerships, 2 LNG car-riers, 1 semi-FPSs, 3 FLNGs, 2 off-shore platforms, etc., which are worth
USD 9 billion accounting for 60% of its annual new order target of USD 15 bil-lion. Meanwhile, cutthroat competition is expected among three domestic ship-building heavyweights that have formed consortiums such as Hyundai Heavy Industries (HHI)-Saipem Consortium, SHI-Technip Consortium, and Daewoo Shipbuilding & Marine Engineering (DSME)-KBR Consortium, vying for a contract to build the FLNG to be deployed at CSD (Coral South Development) project located off the coast of Mozambique in East Africa. The CSD project is valued at USD 2 billion and expected to be awarded in the second half of this year.
A sign of looming recovery in new orders for offshore plantsSamsung Heavy Industries (SHI) has become the first domestic shipyard to win an order for large-scale offshore plant. That is hailed as splendid achievement amid sharp decline of new orders for offshore plants in the aftermath of falling international oil prices.
46
Issue
Ministry of Trade, Industry and Energy (MOTIE) and Ministry of Oceans and Fisheries (MOF) will embark upon development of new standard model fish-ing boats that can accom-modate the need for greater welfare and safety space available to fishing crew and reduce fishing expenses in an attempt to modernize old coastal fishing boats and reinvigo-rate small and medium-sized shipyards. MOTIE will proceed with R&D for design and construction of standard model fishing boats (prototypes) which are replacements for anchovy boat seines with an injection of funding worth KRW 1.2 billion, starting from this month, with an aim to complete con-struction by the second half of 2016. MOF will carry out performance verifi-cation through test fishing which involves fishermen upon completion of standard model fishing boat. Besides, MOF will launch a project aiming to build standard model fishing boats that can replace old vessels, starting from the second half of next year. Anchovy boat seine fishing sector pro-duces and supplies 140,000 tons of anchovies annually (55% of total domes-
tic anchovy catch), having a tremen-dous impact on nation’s economy from the standpoint of food security. Currently, a fleet of fishing boat consists of 5 units (2 main boats, 1 fish finder boat, and 2 processing/transportation boats) which results in high fishing expenses. Among 383 fishing boats (76 fleets) which are 21 years old or older, 66% or 253 units are in ramshackle condition. Additionally, those fishing boats have insufficient ventilation and lighting condi-tions that give off bad odor, as well as cramped welfare facilities such as crew’s quarters, dining room, kitchen, etc. In that way, fishing crews are working under poor conditions with inadequate welfare space necessary for decent life. The standard model fishing boats will be designed and built with the support of MOTIE. These vessels will be built into crew welfare-centric model while
reducing the number of vessels com-prising a fleet from current 5 units to 4 units. MOF anticipates reduction of fishing cost per fleet by 13%, along with drastic improvement of working conditions for fishing crew, when new model fishing boats are operating at fishing sites in the period ahead. An official from MOTIE said, “It is urgent to create newbuilding demand through modernization of fishing boats as small and medium-sized domestic shipyards are gripped by crisis aggra-vated due to weak growth in new order intake. We will promote excellent practice of tearing down the walls between ministries, like broadening the application of standard ship mod-els to various types of fisheries as MOF moves ahead with project sup-porting construction of vessels which can replace old fishing boats.”
Modernization of old fishing boats to reinvigorate shipyardsThe government is actively playing a supporting role in revitalizing small and medium-sized shipyards based on modernization of old fishing boats while coping with soaring number of ramshackle old fishing boats nationwide. For that, government will press ahead with development of new standard model fishing boats, design and construction of prototype boats by 2016.
Total 5 230~395 37~50 4 230~370 35~47 3 250~270 30~37
Table 1. Standard ship model of anchovy boat seines
(Unit: Person)
47
현대중공업과 미국 제너럴일렉트릭(GE)항
공 마린사업부가 가스터빈엔진을 탑재한
친환경 LNG선 개발에 성공했다. 미국 오하
이오주에 위치한 GE항공 마린사업부는
4.5MW부터 52MW 사이의 항공파생형 가
스터빈을 포함한 세계적인 선박 추진 시스
템, 제품 및 서비스를 제공하고 있다.
현대중공업은 최근 세계적 선급기관인 영국
로이드선급협회(Lloyds Register)로부터 GE사
의 새로운 가스터빈시스템을 최초로 장착한
174,000m3급 LNG선에 대한 기본승인
(Approval in Principle, AIP)을 받았다고 밝혔다.
이번에 개발된 LNG선은 GE 가스터빈 기반
의 새로운 COGES(COmbined Gas turbine,
Electric&Steam)이 최초로 적용돼, 최적화된
시스템 구성으로 선가를 낮추고, 선박 능력
을 향상시켜 최근 업계 화두인 친환경, 고
효율, 안전성 등을 모두 부합할 수 있을 것
으로 기대를 모으고 있다.
가스터빈엔진 LNG운반선은 별도의 배기가
스처리장치 없이 환경규제인 IMO Tier Ⅲ를
만족시켜, 처리장치에 대한 투자비와 운영
비를 절감할 수 있다. 실제 174,000m3급
LNG선에 적용시 약 200억원(20년 운항 가
정)을 줄일 수 있는 것으로 밝혀졌다.
또한 이 가스터빈엔진은 기존 엔진에 비해
무게를 최대 60% 가까이 줄일 수 있어 선
박 성능 향상에 따른 선박 운영비의 절감
효과를 볼 수 있으며, 점화연료가 필요 없
고, 윤활유 등의 유지비용도 최소화될 것
으로 보인다.
이외에도 이 선박은 안전성을 강화한 것이
큰 장점이다. GE의 가스터빈은 그 동안 전
력생산, 해상플랫폼, 육상 발전, 고속 페리
등에 적용돼 가스 운영시간만 7,000만 시
간이 넘는 등 안정성을 증명했으며, 여객선
수준의 저진동, 저소음 성능을 갖췄다.
현대중공업 신현수 전무(중앙기술원 원장)
는 이번 가스터빈엔진 LNG선은 세계 최고
의 선박기술력을 가진 현대중공업과 가스
터빈 분야 선도기업인 GE의 합작품이라며
앞으로 대형 컨테이너선에도 적용하는 등
꾸준한 기술 협력을 통해 경쟁력 강화에
적극 나설 것이라고 말했다.
GE항공 마린사업부 브라이언 볼싱어(Brien
Bolsinger) 부사장은 GE의 가스터빈엔진
기술을 장착한 LNG 운반선 개발을 성공적
으로 마치기 위해 많은 노력을 기울여 왔
다. 기본승인(AIP)을 받은 지금, 현대중공업
과 함께 세계 시장에 가스터빈엔진 LNG운
반선을 자신 있게 내놓을 수 있게 되었다
고 말했다.
현대중공업-GE, 가스터빈엔진 차세대 LNG선 개발한국 조선업이 기술력을 바탕으로 선박 인도량과 수주량에서 중국을 제치고 1위를 기록 중인 가운데, 현대중공업이
환경 규제에 대응하기 위해 고효율 친환경 선박 개발에 중점을 두고 차세대 LNG선 개발을 완료했다.
현대중공업과 GE항공 마린사업부가 공동 개발한 가스터빈엔진을 탑재한 174,000m3급 LNG선이 최근 영국 로이드 선급협회로부터 기본승인(AIP)을 획득했다. (사진 왼쪽서 여섯 번째 신현수 현대중공업 전무, 일곱 번째 GE Aviation Marine 제레미 반스 마케팅 총괄(Jeremy Barns / GE Aviation Marine, Commercial Marketing Director)
48
Issue (국문)
최근 삼성중공업이 FLNG(Floating LNG) 3척,
FPO 1척, 해상 플랫폼 2기 등 해양플랜트
시장에서의 수주 몰이에 나섰다. 삼성중공
업은 지난 7월 1일 쉘이 추진하고 있는 호
주 브라우즈 가스전 프로젝트에 투입되는
약 47억 달러 규모의 FLNG 수주 소식을
전했다. 그 동안 침체됐던 국내 해양플랜트
시장의 부흥을 예고하는 신호탄이 될지 주
목된다.
실제 최종 계약 규모는 아직 정확하지 않
다. 양사는 FLNG 3척의 선체(Hull) 부분의
제작비만 협의한 상황이며, 상부 플랜트 설
비(Topside)를 비롯한 전체 공사 금액은 기
본설계(FEED, Front-End Engineering and
Design)를 마친 뒤인 2016년 하반기에 정
해질 예정이다. 또한 발주처의 공사진행통
보(NTP, Notice To Proceed) 조건부 계약으
로 기본설계(FEED)를 마친 뒤 발주처에서
공사진행통보를 해야 건조가 시작된다.
FLNG는 해상에서 천연가스를 채굴한 뒤
이를 정제하고 LNG로 액화해 저장 하역할
수 있는 해양플랜트 설비다. 기존에는 해저
가스전에서 뽑아 올린 천연가스를 파이프
라인을 통해 육상으로 보낸 뒤 이를 액화
저장해 뒀다가 LNG선으로 수요처까지 운
송했다. 하지만 FLNG는 해상에서 이러한
모든 과정을 수행할 수 있는 복합설비다.
앞서 삼성중공업은 지난달 30일 노르웨이
스타토일 사로부터 해상플랫폼 2기를 약 10
억5000만 달러에 수주하는데 성공했다. 플
랫폼 2기는 노르웨이 스타방가(Stavanger)
시 서쪽 140km 해상에 위치한 요한 스베드
럽(Johan Svedrup) 유전에 투입될 해양 생
산 설비로 2018년 말에 인도될 예정이다.
이 플랫폼들은 원유를 정제 및 생산하는
프로세스(Process) 플랫폼과 유정에서 채굴
한 원유를 프로세스 플랫폼까지 이송하는
라이저(Riser) 플랫폼으로 구성된다. 설비 중
량은 프로세스 플랫폼이 약 25,000톤, 라
이저 플랫폼은 약 21,000톤에 달한다.
삼성중공업 관계자는 요한 스베드럽 유전
은 추정 매장량이 17억~30억 배럴에 달
하는 초대형 광구라며 향후 노르웨이 석
유생산량의 최대 25%를 담당하게 될 핵심
유전으로 꼽힌다고 설명했다.
삼성중공업은 올해 들어 유조선 11척, 컨테
이너선 10척, LNG선 2척, 세미 FPS 1기,
FLNG 3척, 해양 플랫폼 2기 등을 수주했
다. 계약 금액은 총 90억 달러로 연간 수주
목표인 150억 달러의 60%를 채웠다.
한편 올해 하반기 발주 예정인 20억 달러
규모의 아프리카 동부 모잠비크 해역의
CSD(Coral South Development) 프로젝트
에 투입될 FLNG 수주전에는 현대중공업-
사이펨(Saipem) 컨소시엄, 삼성중공업-테
크닙(Technip) 컨소시엄, 대우조선해
양-KBR 컨소시엄 등 조선빅3가 모두 참
가해 치열한 각축전이 예상되고 있다.
글로벌 해양플랜트 발주 재개 ‘신호탄’삼성중공업이 국내 대형 조선소 가운데 가장 먼저 대규모 해양플랜트를 수주하는데 성공했다. 국제 유가 하락 등으로
해양플랜트 발주가 급감한 가운데 이뤄낸 성과라 더욱 빛난다.
49
산업통상자원부(장관 윤상직)와 해양수산
부(장관 유기준)는 연근해 노후어선 현대화
와 중소 조선소 살리기의 일환으로, 멸치잡
이 업종인 기선권현망어업에 대해 어업경비
절감, 어선원 복지 안전 공간 등을 종합적
으로 고려한 새로운 모델의 표준어선을 개
발하고, 어업현장에 보급하기로 했다.
산업통상자원부는 내년 상반기 완공을 목표
로 이번 달부터 총 12억원을 투입하여 기선
권현망 본선에 대해 표준선형 어선(시제선)
의 설계 건조를 위한 연구개발(R&D) 사업을
착수하고, 해양수산부는 표준선형 어선 건조
후에 어업인이 참여하는 시험조업을 통해 성
능검증을 실시하고, 내년 하반기부터 노후어
선을 표준선형 어선으로 전환하는 대체건조
지원 사업을 본격 추진할 계획이다.
기선권현망어업은 연간 14만 톤(국내 멸치
전체 어획량의 55% 수준)의 멸치를 생산
공급하는 업종으로 식량안보 측면에서 국
민경제에 미치는 영향이 큰 업종이지만, 총
5척(본선 2척, 어탐선 1척, 가공 운반선 2
척)의 어선이 한 개 선단을 구성해 조업함
에 따라 어업경비가 많이 들고, 21년 이상
어선이 383척(총 76개 선단) 중 66%인 253
척에 달해 노후화가 심각한 상황이다. 또한
선원실, 식당, 주방 등 후생시설이 비좁고
채광과 환기가 부족해 악취에 노출되어 있
는 등 어선원의 인간다운 삶을 위한 최소한
의 복지 공간도 턱 없이 열악한 실정이다.
이번 산업통상자원부의 지원으로 설계 및
건조되는 표준선형 어선은 기존의 5척 선
단을 4척 선단으로 축소해 감척 효과는 물
론, 어선원 후생시설을 개선한 새로운 형태
의 복지형 어선이다. 해양수산부는 추후 어
업현장에서 실용화되면 선단 당 어업비용
이 13% 절감되고, 어선원 근로여건도 크게
개선될 것이라고 내다봤다.
산업통상자원부 관계자는 국내 중소 조선
소의 경우, 수주량 부족에 따른 고사 위기
상황으로 어선 현대화 추진을 통한 신조 물
량 창출이 절실하다라고 강조하고, 앞으
로, 해수부가 노후어선 대체건조 지원 사업
을 원활히 추진할 수 있도록, 표준선형 개
발 대상 업종을 점차 확대하는 등 부처 간
칸막이 허물기의 모범사례를 구축할 계획
이라고 말했다.
노후어선 현대화 통해 중소 조선소 살리기정부는 국내 어선 노후화의 심각성을 해결하고, 동시에 노후어선의 현대화를 기반으로 한 중소 조선소 살리기에 적극
나섰다. 이를 위해 오는 2016년까지 새로운 모델의 표준어선 개발, 시제선 설계 및 건조를 추진할 계획이다.
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서울사무소 : 서울시 구로구 구로중앙로 229 월드프라자 301호공장 : 경기도 안산시 단원구 별망로 155
With fuel costs currently responsible for 70 to 85 percent of the total costs of operating vessels, it is hardly surprising that owners and operators are demanding greater fuel efficiency. From an average HFO price of some USD 150 per ton in 2001, prices steadily rose to an average close to USD 700 per ton in 2012. Clearly, in order to keep running costs at a justifiable level, greater fuel efficiency is needed.In addition to having to meet the challenge of high operating costs, own-ers and operators are also increasingly confronted with environmental
compliance requirements. Despite the maritime industry’s claim that shipping is the most envi-ronmentally friendly mode of transportation it is, nevertheless, under considerable pressure from policy makers, regulatory bodies, and even the general public to reduce emissions. Since the level of emissions is directly related to fuel con-sumption, it is essential that today’s marine
Technology
Improving VLCC propulsion fuel efficiency with the Wärtsilä X82 engineIn order to reduce operating costs, fuel efficiency is essential. The new Wärtsilä X82 engine with its 65 to 84 rpm speed range is perfectly suited for optimal VLCC (Very Large Crude Carrier) opera-tions.
Wärtsilä CorporationBy Heinrich Schmid, General Manager Application Development, Ship Power
The
tank
er M
/T S
amur
ai.
53
engines achieve the greatest possible fuel efficiency.The Wärtsilä X82 engine offers parameters that meet this need.
The Wärtsilä X82 engineThe Wärtsilä X82 engine is the upgraded version of the RT-flex82T engine. The X82 engine was previously also known as the RT-flex82T-B. The RT-flex82 engine series was introduced in 2006; the short stroke ver-sion as the RT-flex82C, and the long stroke version as the RT-flex82T.Following the accumulation of positive service experience with the 82T version, the X82 (RT-flex82T-B) engine was introduced in 2011 as the upgraded version with the following adaptations:
Mep increased from 20.0 bar to 21.0 bar R1 + speed increased from 80 rpm to 84 rpm
R2/R4 speed reduced from 68 to 65 rpm R4 power reduced to the same mep as R2
The physical shape of the engine is character-ised by its slim appearance, with the fuel supply pumps arranged with convenient accessibility close to the engine. The electronic fuel injection and exhaust valve control system is based on the highly efficient, simple and reliable common rail technology. The common rail platform, with its fuel injection and exhaust valve actuation ele-ments, is arranged to provide good accessibility at the engine’s upper platform level.The rating field is characterised by the R1+ / R2+ rating points, which offer the same power as at R1 & R2 but at a higher speed. The R1+ rating point features a 2 g/kWh lower specific fuel con-sumption than the R1. This R1+ rating field allows shipyards greater freedom for propeller tuning (see Figure 3).The Wärtsilä X82 offers an engine speed as low as 65 rpm at R3 / R4 with a moderate stroke to bore ratio of 4:12.
Wärtsilä’s common rail engine operating systemElectronically controlled fuel injection and exhaust valve timing enables optimum combus-tion under all circumstances. The common rail
Figure 1. The Wärtsilä two-stroke engine portfolio.
Figure 2. The Wärtsilä RT-flex82T engine.
RT-flex82T X82Bore 820 mm 820 mm
Stroke 3375 mm 3375 mm
Stroke/bore ration 4.12 4.12
MCR power 4520 kW 4750 kW
MCR speed 76 - 80 rpm 76 - 84 rpm
R3 speed 68 rpm 65 rpm
Mep 20.0 bar 21.0 bar
Table 1. Parameters of the Wärtsilä RT-flex82T and Wärtsilä X82 engines.
system allows the fuel nozzles to be individually activated. They can be either sequentially operated so as to influence NOX emissions or, alterna-tively, one or two nozzles per cylinder can be switched off to achieve an efficient and clean combustion for low load operation. In single nozzle mode, a stable engine speed of about 10 – 12 percent of the nominal engine speed is possible.To date, approximately 1000 Wärtsilä RT-flex common rail engines have been ordered, of which some 600 are already in operation (Figure 4). For Very Large Crude Carrier (VLCC) ships, the RT-flex82T engine is reputed-ly the most popular choice of engine.
Propulsion aspectsThe efficiency of the daily fuel consumption is defined as a result of the efficiency of the propul-sion system, and the specific fuel consumption of the propulsion machinery, i.e. the engine’s effi-ciency. Propulsion efficiency is defined by the following propulsion factors:
Open water propeller efficiency ( 0) Relative rotative efficiency ( R) Hull efficiency ( H = (1-t)/(1-w) Mechanical efficiency ( M) Propulsion efficiency P = 0* R* H* M
Propulsion efficiency is influenced by the propel-ler speed and diameter (Figures 6 & 7).It is assumed that the relative rotative and shaft efficiencies are not influenced by variations in the propeller speed and are, therefore, neglect-ed for this study.The engine’s fuel efficiency (specific fuel con-sumption) is influenced by the ratio between the maximum and mean effective pressures. The higher the ratio, the higher the fuel efficiency, i.e. increasing the pmax/mep ratio results in lower specific fuel consumption. Reducing the engine speed for a defined power increases the mean effective pressure and, therefore, also increases the engine’s specific fuel consumption.The following must be considered when calcu-
Figure 5. The VLCC “Crudmed” is powered by the first Wärtsilä RT-Flex82T engine.
Figure 4. The common rail engine operating system.
Figure 3. The rating fields of the Wärtsilä RT-flex82T and Wärtsilä X82 engines.
Pow
er p
er c
ylind
er (k
W)
RT-flex82T X82
5000
4800
4600
4400
4200
4000
3800
3600
3400
3200
3000
280060 65 70 75 80 85 90
Speed (rpm)
R1 4520kW R1+
4520kW
R1R1+
Exhaust valve actuator
Fuel injectors
Volmetric fuel injection control unit
Control system
Crank angle sensor
Exhaust valve actuating unit
up to 1000 bar fuel HFO / MDO
200 bar servo oil and control oil
30 bar starting air
55
lating the best propulsion efficiency:
Any variation in propeller diameter (and speed) affects the open water efficiency of the propel-ler. Variations in the diameter of the propeller affect the wake fraction w and the thrust deduction t and, therefore, the efficiency of the hull. Variations in the engine / propeller speed affect the engine’s specific fuel consumption.
As mentioned earlier, the combination of propul-sion efficiency and engine efficiency decides the daily fuel consumption. In order, therefore, to achieve the best fuel efficiency, it is important to take into consideration changes in the propul-sion parameters ( 0, H, BSFC) resulting from variations in the propeller speed.
Propeller design pointIt is assumed that the propeller is optimised for light running conditions at CSR power (see Figure 8). With that, the propeller design point becomes roughly the CMCR speed of the main engine.
Open water propeller efficiency The open water efficiency of the propeller is basically affected by its speed and diameter. As a general rule, the larger the propeller diameter, the higher the propeller efficiency and the lower the propeller speed. Since there is usually a limi-tation in the diameter of the propeller due to the draught of the vessel, the optimum propeller speed is defined by the maximum possible pro-peller diameter (Figure 7).The difference in the open water efficiency of the propeller can become as much as 5.3% for a VLCC, such as when comparing a 10.9 m pro-peller running at 60 rpm and a 9.4 m propeller running at 76 rpm.The alpha-factor expresses the relative power at a constant ship speed to variations in the pro-peller’s speed and diameter. For the reference case below, the alpha-factor has a value of 0.23
Figure 6. Impact of propeller speed on the propellers optimal diameter and propulsion efficiency.
Figure 7. Selection of the optimum propeller speed.
Figure 8. Definition of the propeller design point.
Prop
ulsi
on e
ffici
ency
Prop
ulsi
on e
ffici
ency
Prop
elle
rs d
iam
eter
Prop
elle
rs d
iam
eter
Propellers speed
Optimumpropellers speed
Propellers diameter limtation due to draugth (ballast) restrictions
propellers speed
Pow
er (%
)
120
115
110
105
100
95
90
85
80
75
70
65
6088 90 92 94 96 98 100 102 104 106
Engine/Propeller speed (%)
Nominal propeller curve Propeller curve with 4.5% LR margin
CMCR power
CSR = 90% CMCR power
CSR = 85% CMCR power
4.5% LR margin
Propeller design points
99.0% 100.9%
Technology
56
within a relevant propeller speed range of 60 – 76 rpm for VLCC propul-sion. (Figure 9)The open water propeller efficiency calculation is based on the following: CMCR power = 24,000 kW, CSR = 85%, w = 0.316, t = 0.265, 4 blades, BAR = 0.45, 15.5 knots service speed, 5.5% LR margin.
Hull efficiencyHull efficiency ( H) is defined by the wake fraction w and the thrust deduction t.
H = (1- t)/(1-w)
Wake fraction and thrust deduction can be influenced by the diameter of the propeller, as proposed by S.A.Harvald (Figure 10). Due to the larger propeller, the wake fraction becomes slightly lower and the thrust deduc-
tion slightly larger. Thus, the larger the propeller diameter, the lower the hull efficiency becomes (Figure 11).The Hamburg Ship Research Institute (HSVA) has also studied the impact of variations in pro-peller diameter on the propulsion parameters. Contrary to Harvald’s suggestion, HSVA propos-es that the thrust deduction is not affected by changes in the diameter of the propeller, but only by the wake fraction (see Figure 12).For further study, the mean values from both Harvald’s and HSVA’s proposals shall be taken into consideration. The impact on the change of propulsion parameters relative to the propeller diameter is shown in Figure 13.To ascertain the total propulsion efficiency one should, therefore, not only consider the effect of the propeller diameter on its open water efficien-cy, but the product of the open water and hull efficiencies 0* H, should also be taken into account. With the propeller diameter adapted wake fraction and thrust deduction, the alpha factor becomes only 0.13 (Figure 14). This is considerably less than the 0.23 alpha factor found for the open water propeller efficiency alone. This shows that the negative effect of a smaller propeller at higher rotation speed is not as large as one would conclude when consider-ing only the open water efficiency.
Engine specific fuel consumptionThe engine has a defined specific fuel con-sumption at its maximum power R1. When the engine is derated within the rating field, the BSFC can be reduced. The cylinder pressure remains constant within the rating field, and the BSFC is similar with the same ratio (pmax/mep). Since the mep can be reduced through engine derating, a more favourable ratio (pmax/mep) is achieved, thus making a reduced specific fuel consumption possible (Figure 15).With an alpha-factor of 0.13, the power is 24,830 kW at 65 rpm and 25,340 kW at 76 rpm, repre-senting a power increase of 2.0%. The specific fuel consumption increase from 76 rpm (156.4 g/kWh)
Figure 10. The wake fraction and thrust deduction correction as a function of vessel length and propeller diameter, as proposed by S.A. Harvald.
Figure 9. Typical open water propeller efficiencies for different propeller diameters.
Diameter 10.9 m
Diameter 10.6 m
Diameter 10.3 m
Diameter 10.0 m
Diameter 9.7 m
Diameter 9.4. m
5.3%
-factor = 0.23(P1/P2 = [n1/n2]^
Prop
elle
r effi
cien
oy O
(%)
0.600
0.590
0.580
0.570
0.560
0.550
0.540
0.530
0.520
0.510
0.500
0.490
Propeller speed CMCR (rpm)
56 58 60 62 64 66 68 70 72 74 76 78 80 82 84 86
VLLC Range D/L
0.02 0.03 0.04 0.05 0.06 0.07
0.10
0.10
0W3
0.10
0.10
t30
Propeller diameter correction
t+ +
- -
W
57
to 65 rpm (159.6 g/kWh) is 3.2 g/kWh or 2.0%.This means that the gain in propulsion efficiency with a lower propeller speed and larger propel-ler diameter is offset by a loss in the engine’s fuel efficiency.However, at 65 rpm a propeller diameter of about 10.5 m is required while at 76 rpm, a pro-peller diameter of about 9.7 m provides opti-mum conditions. No difference in daily fuel con-sumption can be seen, regardless of whether a speed of 65 rpm or 76 rpm is selected.Instead, the installation with the 10.5 m propeller:
Requires more aft draught for ballast voyage Requires the bunkering of more ballast water Increases the investment cost Might become critical for the required vessel visi-bility distance
Ballast operationIt is assumed that the forward ballast draught is 8.5 m. The aft ballast draught depends on the diameter of the propeller. Assuming a minimal propeller base line clearance of 0.2m and a minimal propeller immersion of 0.5m, the aft bal-last draught becomes a function of the propeller diameter. It is further assumed that by increas-ing the ballast draught by 1.0m, 3.0 percent more propulsion power is required for the same ship speed. This is a consequence of the increased draught and trim adding ship resis-tance (see Table 2).Since a typical VLCC operates for 30 to 50 per-cent of the time at ballast draught, the impact on annual fuel consumption with the large propeller can become significant. It can be assumed that for 1.0m more aft ballast, 9000 m3 more ballast water must be bunkered (Table 3).The amount of ballast water that needs to be bunkered is an operating cost factor. Ballast water needs to be treated and handled, both of which take energy and time.
Visibility distanceThe visibility distance from the bridge over the
Figure 11. The impact of the propeller diameter on the propulsion coefficients according to Harvalds proposal.
Figure 12. Impact of the propeller diameter on the propulsion coefficients according HSVAs proposal.
Figure 13. Mean change of propulsion parameters.
Del
ta (1
-t),
Del
ta 1
/(1-w
), D
elta
eta
H [%
]
Propeller diameter (mm)
(1-t) diff 1/(1-w) diff etaH
Propeller diameter (mm)
Delta (1-t) [%] Delta 1/(1-w) [%] Delta etaH [%]
Comparison of wake fraction 1/(1-w), thrust deduction (1-t) and etaH (as proposed by S.A.Harvald)
Influence of Wake Fraction 1/)1-W and Thrust Deduction (1-t) on etaH
bow must be 2.0 times the length of the vessel, or at least 500 metres, whichever is less (SOLAS Chapter V, Regulation 22). More draught aft
due to a larger propeller reduces the visibility distance. For 1.0 m more aft draught, the visibili-ty distance increases by some 50 m. It might, therefore, even be necessary to raise the wheel-house should a large propeller be applied so as to ensure the correct visibility distance.
Case studyThe lifecycle fuel consumption of a VLCC having the following data is to be studied:
CMCR power: 24,000 kW CMCR speed: 65 rpm CSR load: 85% Service power: 20,400 kW Service speed: 61.6 rpm Vessel service speed: 15.5 knots Propeller diameter: 10.5 m
Main engine options (Figure 16): 7- cylinder Wärtsilä X82 CMCR = 24,000 kW at 65 rpm CMCR = 24,200 kW at 69 rpm CMCR = 24,400 kW at 73.2 rpm
7G80ME-C9.2 CMCR = 24,000 kW at 65 rpm CMCR = 23,730 kW at 60 rpmThe specific fuel consumption for the various engine options is shown in Figure 17.The fuel consumption characteristic is the nominal consumption without tolerance. It is based on an air temperature of 25°C and a cooling water tem-perature of 25°C. The benefits provided by the
new FAST fuel injectors are taken into consider-ation concerning the X82 engine’s consumption.Table 4 shows the daily fuel consumption for the various engine options.This case study clearly demonstrates that, in the case of VLCC propulsion, a variation in propeller speed and diameter has no practical influence on the daily fuel consumption.
Lifecycle fuel costsDaily fuel consumption gives an indication of a vessel’s fuel efficiency. However, this dimension does not give an indication of the annual or life-cycle fuel costs. Ballast operation and the ves-sel’s operating profile are not taken into consid-eration as regards the daily fuel consumption.For the lifecycle fuel cost calculation, the follow-ing conditions are assumed:
6720 operating hours per year (280 days) 50% loaded, 50% ballast Operating profile in accordance with Figure 18 HFO price of USD 700/t
It is assumed that the vessel operates at the same speed in both loaded and ballast conditions. It is fur-ther assumed that during ballast operation, about 1.5 knots more ship speed is achieved than when in loaded condition at the same power (Figure 19).The lifecycle fuel cost calculation in Table 5 clearly demonstrates that opting for a lower pro-peller speed in combination with a large propel-ler diameter does not bring any operational cost benefit (Figure 20). On the contrary, solutions involving a very large propeller result in:
Higher total fuel costs and higher investment costs More ballast water bunkering and visibility dis-tance problems
This case as described can be considered as being just one possible scenario. Depending on the actual hull lines, the actual result might be different. However, the statement that the propel-
ler diameter has an effect upon the propulsion parameters is valid for any VLCC hull form.
Variations in the number of propeller bladesTraditionally, four bladed propellers are used for VLCC propulsion. Either 5-bladed or 3-bladed propellers could also be considered. Open water propeller efficiency calculations show the following results (Figure 21):
A 5-bladed propeller has an optimum propeller speed at about five revolutions fewer than a 4-bladed propeller. Only a very slight efficiency improvement can be achieved. A 3-bladed propeller has an optimum propeller speed at about six revolutions more than a 4-bladed propeller. An efficiency improvement of up to 1% might be possible.
Model tests made by HSVA showed promising results. Somewhat more cavitation and higher hull pressure pulses were experienced, but these were still within acceptable levels. Since the optimum speed for the 3-bladed propeller is higher than that of a 4-bladed propeller, it can therefore also profit from better engine specific fuel consumption. A 3-bladed propeller could well be an alternative for tanker and bulker pro-pulsion.
ConclusionThe open water efficiency of the propeller is affected by its speed and diameter. As a gener-al rule, the larger the propeller diameter, the higher the propeller efficiency and the lower its speed becomes.However, the propeller’s diameter has an influ-ence on the hull efficiency. With a large diameter used to achieve low propeller speed, the hull efficiency is lower than with a smaller propeller diameter in combination with a higher propeller speed. Considering this influence, the impact on propulsion efficiency becomes moderate when varying the propeller speed and diameter.
Furthermore, the engine efficiency (specific fuel consumption) is lowered with a reduced speed at the same power.As a result, the gain in propulsion efficiency with a lower engine/propeller speed and a larger propeller diameter is offset by a loss in the engine’s fuel efficiency. No difference in daily fuel consumption can be noted when varying the propeller speed and diameter within the available speed range of the Wärtsilä X82 engine.In that respect, it needs to be noted that the moderate propeller diameter solution provides better conditions for ballast operation. This solu-tion, therefore, provides a concept that offers the lowest annual fuel consumption.
Figure 21. The open water propeller characteristic with different numbers of propeller blades.
The Netherlands-based Bayards has designed and built aluminum landing platforms for more than 25 years. Their helidecks are used in off-
shore vessels and platforms and also for the trauma helicopters bringing patients to hospitals around Europe. Bayards’ aluminum decks are 60% lighter than steel decks, with the added advantage of corrosion resis-
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Bayards Meets the High Requirements of Offshore Industry with Tekla Solutions The helideck, a helicopter landing platform that supports both routine and emergency operations, is a vital part of any offshore platform. It is a unique structure that must meet the high demands of offshore industry resist the harsh marine environment and be durable with minimal maintenance. This is a lot to ask of any structure, but Bayards meet their perfect match here because they are a company that focuses on high-end market and on quality.
Tekla Korea Co., Ltd.
65
tance and no or low maintenance during the 30-year lifespan. For design, fabrication and assembly of the aluminum helidecks, the com-pany chose Tekla’s intelligent 3D modeling soft-ware to drive efficiency, high quality and system flexibility, and also for enhancing communication and coordination in their projects. The construct-ible Tekla model information travels through the process.“Tekla offers certain efficiency for the type of structures that we build. Tekla models and draw-ings match the quality our high-end customers want and expect, particularly in the offshore mar-ket, and that is the key,” said Dr. Albert J. Hogewoning, Technical Director at Bayards.
Model for a successful processAt Bayards, designing a helideck typically begins with a few quick sketches, which are very soon transitioned to more sophisticated 3D modeling and engineering design and analysis solutions to evaluate the loads and reactions of the helideck based on the anticipated helicopter type, regulatory requirements and its connection to the structure beneath.An offshore helideck incorporates a landing sur-face, trusses, platforms and stairs along with lighting, tie-down points and firefighting equip-ment.“We prefer to model everything with Tekla Structures, even the fire extinguishers and the tie rap connecting them to the helideck,” said Wim Vergouwen, Senior Engineer at Bayards. “Because with aluminum every specific item needs to be extruded for a project we have to order the material before we start the project so we create a rough model in Tekla for material quantity takeoff and then our purchasing department can already buy all the alloys and extrusions,” he added.“We also calculate the total weight and the cen-ter of gravity of all of our own structures from the model. It is rather accurate, because have we tested it quite recently and it was exactly cor-rect,” said Taco Blok, Project Manager at
Bayards.Before choosing Tekla Structures, the company’s engineering depart-ment was using different 2D and 3D solutions, but they found the result-ing models too complex, prone to errors and the file size very large requir-ing significant computing power.“The set-up of the engineering and the way of working with a 3D model is different than when using 2D CAD. It’s much faster now and it gives bet-ter understanding that helps us and our clients,” said Blok.“Using Tekla saves us a lot of time,” summarized Hogewoning.
Extreme accuracy: From 3D models to fabricationThe engineers at Bayards can quickly and easily develop project-specific aluminum profiles and parts that are customized to meet a customer’s unique helideck requirements.Since implementing Tekla Structures, Bayards have developed an exten-sive object library of aluminum profiles with different alloys and special-ized bolt assemblies. This is possible because the software is customiz-able, for example supporting creation of company-specific libraries.“We particularly like Tekla’s made-to-measure profiles. Tekla handles non-standard objects as profiles easier than the others. We can easily build either simple or complex profiles,” said Vergouwen. The company also values the local support that Construsoft, the local Tekla reseller, has pro-vided them during and after implementation of the solution.
Welds can be included in Tekla models
66
Application
Once a helideck is designed in Tekla, the con-structible model is sent to Bayards workshop where the rich model information is used to fab-ricate the components with CNC machines. The tolerances are very exacting: For instance, the bolt holes have a tolerance of 0.3 millimeters.“The model and progress reports give our cli-ents assurance that their project is moving along as expected,” said Blok. “It has also changed our relationships considerably. In the old days, we showed clients 2D drawings. Now we send a preliminary model and our clients know what they are going to get and how the end product will look like. Tekla models provide visual assur-ance to our clients, help us avoid misunder-standings during assembly and make for very satisfied customers.”
Turnkey or delivery or parts in a box“We have two ways of delivering helidecks,” explained Blok. “The first way is the turnkey solu-tion. In the workshop, we fully assemble a heli-deck and it is like a plug and play system. Then the crew bolts it to the ship, connects the cabling and piping to it and it’s finished. The second way is that we deliver it as an assembly kit. All items are packed into four 40 ft containers and the helidecks assembled on sites all over the world, guided by our supervisors,” he added.With the as-built model on a tablet, the supervisor has all the needed information to support the assembly. Regardless of which way the helidecks are delivered to customers, all parts are prefabri-cated to a specified size including bolt patterns and are virtually assembled beforehand using the 3D technology to ensure a smooth and fast assembly on site. This eliminates shipping wrong parts or not enough bolts to the site.“We are building IKEA-type packages of com-plex engineered products down to the last bolt, nut and washer. We build every helideck design in virtual reality first to ensure that once the heli-deck package gets to the site, everything fits and can be installed quickly and easily. The vir-
tual process surprises many of our customers, but it works and it saves lot of money and time,” explained Hogewoning.
As-built 3D models for informed, coordinated assemblyBayards helidecks have been installed around the world from platforms in the North Sea to vessels in the Caribbean and at any given time 10-20 helidecks are under construction on sites around the world. The assem-bly teams use Tekla BIMsight and Tekla Field3D for coordination on site.“The benefit of using the model on site is that our team is able to visualize detailed connections and components in 3D. We can pull measurements from the model, verify connections, etc. We also use the model to sup-port client meetings,” said Taco Blok.Albert J. Hogewoning’s view is that Tekla has benefited their work with the clients and the tendering process.“Coordination has helped to improve our project delivery times. We’re able to bring up the full detailed 3D model of the project, and look closely at the areas in question, knowing that the model is built to the precise measurements. Our customers leave our meetings knowing that they are working with a trusted company who is in complete control of the process at all levels - all because of we have a 3D model available at the table.”With Tekla Field3D, the project managers can show the model on an iPad and explain to the local assembly crew what they are exactly building and where the parts belong to. For many local assembly crews this is the first time they see helideck.However, there is room for personal preferences according to Technical Director Hogewoning: “Personally I like the iPad because it’s so easy to handle but if I see some of the younger guys manage this on the Tekla BIMsight on PCs - they are very keen with it as well.”
With Tekla’s mobile solutions, PMs can better coordinate installation.
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New Orders
The government recently unveiled its plan to spur development of natural gas-powered vessels stra-tegically as part of effort to help expand capabilities of domestic shipbuilders. The Ministry of Trade, Industry and Energy (MOTIE) expects that the mar-ket for natural gas-powered vessels will continue to expand at a rapid pace, worth approximately KRW 18 trillion annually by 2025.
Daewoo Shipbuilding & Marine Engineering (DSME) announced on July 20 that it won an order from Greece-based Chandris for 1 unit of 173,400 m3 natural gas-powered LNG carrier. This vessel will be used by the joint venture formed between Chandris and Japan-based K-Line in LNG sector. This order results from the same ship owner’s exercise of option pursu-ant to the terms of contract inked last year. This additional order came in about 7 months after Chandris placed an order at DSME for its first LNG carrier in December last year. This LNG carrier will be built at Okpo shipyard of DSME and delivered to ship owner by the second half of 2018. The latest additional order reflects deep trust of ship owner in the world’s leading technology and ship quality of DSME despite liquidity crunch that DSME is likely to undergo. Chandris indicated in its official statement that the latest contract will further solidify cooperative relationship with DSME and that strong confidence of DSME in quality led to conclusion of the contract. This LNG carrier is a next-generation and eco-friendly LNG carrier that runs on natural gas as primary fuel and will be outfitted with MAN Electronic Gas-Injection (ME-GI) engine of MAN Diesel. This natural gas-powered vessel has higher fuel economy and can reduce emissions of pollutants, such as carbon dioxide, nitrogen com-pound (NOX), sulfur compounds (SoX), etc., by more than 30%, com-pared to existing vessels. The latest contract brings total number of ME-GI LNG carriers placed at DSME thus far to 29 units.An official from DSME said, “Natural gas-fueled LNG carriers built by DSME have been well-received worldwide for their excellent perfor-mances as our order intake records suggest. We will ensure timely delivery of the best quality vessels to reciprocate the trust of ship owner.”
DSME won an order for 1 LNG carrier
대우조선해양, LNG선 1척 수주대우조선해양은 지난 7월 20일 그리스 찬드리스(Chandris)
로부터 173,400m3급 천연가스 추진 LNG선 1척을 수주했다
고 밝혔다. 이번 발주는 찬드리스 측이 일본 K-Line과 맺은
LNG 분야 조인트 벤처에 활용되기 위해 이뤄졌다.
이번 수주는 동 선주사와 지난해 체결한 계약의 옵션분 발
효에 따른 것이다. 지난해 12월 찬드리스는 회사 최초의
LNG선 건조를 대우조선해양에 맡겼고, 7개월여 만에 추가
발주했다. 이 선박은 대우조선해양 옥포조선소에서 건조되
어 2018년 하반기 선주 측에 인도될 예정이다.
최근 대우조선해양이 유동성 측면에서 어려움을 겪을 것이
란 전망이 제기되고 있지만, 선주 측은 회사가 보유한 세계
최고 수준의 기술력과 선박 품질을 변함없이 신뢰해 추가
발주를 결정했다.
찬드리스는 공식 성명을 통해 다수의 협력을 통해 맺어온
대우조선해양과의 협력 관계가 이번 계약을 통해 더욱 긴밀
해질 것이라며, 품질에 대한 대우조선해양 야드의 자신감
이 계약으로 이어졌다고 밝혔다.
이번에 대우조선해양이 수주한 선박은 천연가스를 주 연료
로 사용하는 친환경 차세대 LNG선으로, 독일 만디젤의 가
스 분사식(ME-GI) 엔진이 설치된다. 이 천연가스 추진 선박
은 기존 선박 대비 연료비 부담이 적고, 이산화탄소, 질소화
합물(NOX), 황화합물(SoX) 등 오염 물질 배출도 30% 이상 감
소시킬 수 있다. 이번 계약을 포함해 대우조선해양은 현재까
지 총 29척의 ME-GI LNG선을 수주했다.
대우조선해양 관계자는 수주실적을 통해 드러나듯, 대우조
선해양의 천연가스 추진 LNG선은 전 세계로부터 우수성을
인정받고 있다며, 최고 품질의 선박을 적기 인도해 선주사
의 신뢰에 보답하겠다고 말했다.
최근 정부는 천연가스 추진 선박을 전략적으로 육성해 국내
조선업체들의 역량을 높이겠다는 계획을 발표한바 있다. 산
업통상자원부는 천연가스 추진 선박 시장이 2025년까지 연
18조원 규모로 성장할 것으로 전망하고 있다.
69
Nexans interconnect Nordic and British energy markets with HVDC cable technologyThe NSN Link under the North Sea will enable a two-way exchange of green energy between the Nordic and British markets through a 730 km submarine HVDC (high voltage direct current) submarine cable system for which Nexans will design, manufacture and install the major section on the Norwegian side. The 1400 MW link, comprising two 525 kV cable systems, is due for completion in 2021. Nexans’ contract for Statnett SF and National Grid is valued at Euros 340 million.Norway and the UK plan to generate more power from renewable sources in order to meet their domestic and international renewable and climate change targets. The NSN Link is being created in collabo-ration between Statnett, the state owned operator in the Norwegian energy system and the UK’s National Grid. It is designed to help increase opportunities for shared use of renewable energy.The NSN Link will run from Blyth in Northumberland on the north east coast of the UK to Kvilldal in Rogaland on the Norwegian side. HVDC converter stations on each side will connect the link to the onshore grid.Nexans has been awarded the contracts for Lot 1 of the NSN Link – the Fjord submarine section and the Norwegian tunnel/lake and underground cable for the onshore connection on the Norwegian side. With two cable sub-systems, the contract covers the design, manufac-ture and installation of some 500 km of mass impregnated non-drain-ing (MIND) HVDC cables at depths down to 600 metres off the coast of Norway. The cables will be laid by Nexans’ own cable-laying vessel, C/S Nexans Skagerrak and protected on the seabed by trenching with Nexans’ Capjet system and rock dumping. Nexans will also provide a shorter length of underground cable for the onshore connection.Cable-SK4-uten-fiber Copyright NexansThe Nexans cables will feature the same reliable and well proven design implemented successfully for the Skagerrak 4 project for the 140 km subsea HVDC interconnec-tor between Denmark and Norway and also selected for the ongoing NordLink project to connect the Norwegian and German power grids.“Nexans is delighted to be playing a key role in the creation of the NSN Link, which will be the world’s longest subsea power interconnection.” said Dirk Steinbrink, Nexans Senior Executive Vice President High Voltage & Underwater Cables,
제조 및 설치는 넥상스가 맡고 있는데, 두 개의 525kV 케이
블 시스템으로 이루어지는 1,400 MW 링크는 2021년에 완공
예정이다. 스타트넷과 내셔널 그리드와 체결한 넥상스의 계
약 규모는 약 3억 4,000만 유로이다.
노르웨이와 영국은 국내외 재생 에너지와 기후변화 목표를
달성하기 위해 재생 가능한 에너지로부터 더 많은 전력을 생
산할 수 있도록 계획하고 있다. NSN 링크는 노르웨이 국영 에
너지 시스템 운영업체인 스타트넷과 영국 내셔널 그리드가
협력해 만들고 있다. 이는 재생가능에너지의 공공 사용 기회
를 더 늘릴 수 있도록 설계되었다.
NSN 링크는 영국 북동해안 노섬벌랜드의 블라이스에서부
터 노르웨이의 로갈랜드의 크빌달을 잇는다. 양쪽의 HVDC
변환소는 이 링크를 육상 그리드와 연결한다.
넥상스는 피오르드 해저 구역과 노르웨이 쪽 온쇼어 연결에
사용되는 터널/호수 및 지중 케이블을 포함하는 NSN 링크
프로젝트의 Lot 1 계약을 수주했다. 두 개의 케이블 서브 시
스템 뿐 아니라 노르웨이 쪽 해저 600M에 설치되는 500km
MIND HVDC케이블의 설계, 제조 및 설치가 계약에 포함된
다. 케이블은 넥상스 케이블 포설선 C/S 넥상스 스카게락으
로 설치되며, 넥상스 캅젯 시스템으로 트렌치를 만들고 위에
바위를 덮는 락 덤핑 보호공법이 사용된다. 넥상스는 육상
연결에 사용될 지중케이블도 공급할 예정이다.
넥상스 케이블은 덴마크와 노르웨이를 잇는 140km 해저
HVDC 링크 스카게락 4 프로젝트에서 성공적으로 설치를
완료했으며, 현재 진행중인 노르웨이와 독일 전력망을 연결
하는 노드링크 프로젝트에서 기술력을 인정받고 있다.
넥상스는 세계 최장 해저 전력 링크인 NSN링크 건설에 핵
심적인 역할을 맡게 되어 매우 기쁘다.라고 넥상스 초고압&
해저사업부 부사장 더크 스타인브링크는 말했다.
넥상스, HVDC 케이블 기술로 북유럽 및 영국 에너지 시장 연결북해의 NSN 링크는 730km의 HVDC 해저 케이블로 북유럽과 영국 에너지 시장을
연결해 서로 그린에너지 교환이 가능하도록 했다. 노르웨이 방면의 케이블 설계,
70
New Orders
SINGAPORE–Employees and guests, including senior representa-tives from the Republic of Singapore Navy (RSN) and Ministry of Defence, gathered at Singapore Technologies Marine (ST Marine) to witness the launching of the RSN’s newest vessel, Independence, by Mrs Ivy Ng, wife of Singapore’s Minister for Defence. This is the first of the series of eight new patrol vessels currently under construction in ST Marine for the RSN since June 2014.All eight Littoral Mission Vessels (LMV) will be powered by MTU Series 4000 diesel engines. Each LMV will be equipped with four of these engines, known for their low consumption and long service life, with each unit producing 4300 kW (5766bhp) at 2100 rpm. MTU Series 4000 diesel engines offer unrivalled power density in terms of volume-to power ratio and power-to-weight ratio. The MTU brand is part of Rolls-Royce Power Systems within the Land & Sea division of Rolls-Royce.The LMV is 80 m in length with a full displacement of 1250 tonnes and can operate to a maximum range of 3500 nautical mile (6,475 kilome-ter) with top speeds in excess of 27 knots (13.89 mps). These LMVs
are versatile and are designed to undertake a wide range of maritime security operations and missions to safeguard vital sea lines of communications. Adopting the concept of “mission modularity”, these vessels are highly configurable and can be equipped with a range of mission modules to meet the specific mission needs.
MTU powers newly unveiled republic of Singapore Navy’s Littoral mission vessel
solidifying its competitive standing.” He added, “Maersk has maintained long-standing and strong rela-tionship with HHI. As HHI has always proved excel-
Hyundai Heavy Industries (HHI) announced that it secured an order worth approximately USD 1.1 billion from Denmark-based shipping company AP Moller-Maersk for 9 units of 14,000 TEU containership. This contract includes 8 optional vessels, raising expectations for addi-tional order. These vessels will be delivered by 2017. Particularly, this contract represents a part of USD 15 billion investment plan unveiled by Maersk in September last year. Maersk placed orders for 7 units of 3,600 TEU containerships and 11 units of 19,630 TEU containerships early this year, following its announcement of investment plan that aimed to expand its fleets and improve operation efficiency last year. HHI has maintained strong cooperative relationship with Maersk since 2002. Including this contract, Maersk placed orders at HHI for more than 50 containerships thus far. Soren Toft, Chief Operating Officer (COO) of Maersk, said, in the con-tract-signing ceremony, “Containerships will be designed to suite multi-purpose transaction, not single item transaction. This contract will result in greater efficiency of ship operations on the part of Maersk,
HHI secured an order from Maersk for 9 containerships
Soren Toft (left), COO of Maersk, and Ka Sam-hyun (right), Director of HHI Group Ship Sales Division
을 약 11억 달러에 수주했다고 지난 7월 9일 밝혔다. 이번 수주 계약에는 8척의 옵션이
포함되어 있어 향후 추가 수주도 기대된다. 이들 선박은 2017년 인도될 예정이다.
이번 계약은 머스크가 지난해 9월 발표한 150억 달러 투자계획의 일환이다. 머스
크는 지난해 선박 수 확장 및 운항 효율 개선을 위한 투자계획을 발표한 이래 올해
초 3,600TEU급 컨테이너선 7척과 19,630TEU급 컨테이너선 11척을 발주한 바 있다.
현대중공업은 머스크와 2002년부터 긴밀한 협력관계를 유지하고 있으며, 이번
lence in terms of quality of containerships, we anticipate additional orders.”Including this order, HHI has won orders worth USD 7.8 billion which is just under half of its annual new order target of USD 19.1 billion.
계약을 포함해 현재까지 50여척이 넘는 컨테이너선을 수주
했다.
이날 계약식에서 쇠렌 토프트(Soren Toft) 머스크 COO(업무
최고책임자)는 컨테이너선은 단일 품목 거래를 위한 것이
아닌, 다목적 거래용으로 디자인될 것이라며 이번 계약으
로 머스크가 효율적으로 선박을 운용할 수 있게 돼 경쟁력
이 높아지게 됐다고 말했다. 덧붙여 그는 머스크는 현대중
공업과 오랜 시간 좋은 관계를 유지해왔다며 언제나 현대
중공업 컨테이너선의 품질은 높은 수준을 유지해 왔기에, 이
번 발주 선박들 역시 기대된다고 밝혔다.
한편 현대중공업은 이번 수주를 포함해 올해 수주목표인 191
억 달러 가운데 78억 달러를 달성했다.
Thordon Bearings’ COMPAC to keep seaside cleanMSC Cruises has specified Thordon Bearings’ COMPAC water-lubri-cated propeller shaft system for the first of two (plus option) Seaside-class cruise ships currently under construction at Fincantieri’s Monfalcone yard.The 154,000 grt twin-screw vessel, the largest cruise ship ever to be built by the Italian yard, will be equipped with six COMPAC bearings in bronze carriers with tapered keysets to fit 664mm shaft diameters.Thordon’s Commercial Director, Andy Edwards said: “We are delight-ed to have won this order to supply COMPAC to MSC’s new state-of-the-art Seaside-class. The ship, developed entirely by Fincantieri, rep-resents a genuine evolution of the cruise ship. Its structure, shape and systems suggest a cruising future that goes way beyond current envi-ronmental regulations and our water-lubricated propeller shaft bearing will help MSC towards achieving that goal. There will be zero oil leak-ing from the vessel’s shaft line.”With a length of 323 m, a width of 41 m and capacity to accommodate 5,300 passengers and 1,413 crew members, the Seaside-class has been designed specifically for the U.S cruise market.In addition to the environmentally compatible COMPAC system, MSC Seaside will feature advanced water treatment, waste heat recovery, exhaust gas scrubbing to reduce emissions, LED lighting, and opti-mised hull lines, propellers and rudders to reduce drag and fuel con-sumption by 25%. The ship is fully compliant with the Safe Return to Port requirement.“The cruise industry is a significant market for our seawater-lubricated propeller shaft technology, but other sectors are now ordering COMPAC for a number of commercial and technical reasons,” said
Edwards. “Seawater-lubricated propeller systems offer considerable advantages, not only in bearing wear life predictability and reliability, but they are also considerably cheaper to maintain, easier to install and there is absolutely zero risk of pollution.”Thordon Bearings now supplies its COMPAC sys-tem with a 15-year propeller shaft bearing wear life guarantee, which is available for commercial new-builds with shaft diameters of 300 mm or more.First steel was cut for the € 700 million MSC Seaside in June 2015 for a scheduled delivery in November 2017. A sister Seaside-class vessel will follow in May 2018.
Six COMPAC water-lubricated propeller shaft bearings will supplied to Fincantieri for installation to MSC Seaside
72
New Orders
DNV GL wins frame agreement with Wintershall Norge AS
DNV GL has been selected by Wintershall Norge AS to provide a frame agreement for global inspection services for its developments offshore Norway. The overall contract is expected to exceed NOK 10 million (approx USD 1.2 million).The term of the contract is five years, with an option for two, two-year extensions and covers all Wintershall’s projects on the Norwegian Continental Shelf (NCS). It will initially be used for the ongoing Maria development.DNV GL will perform inspection, test and surveillance activities on a worldwide basis as instructed by Wintershall Norge AS. The scope of services includes: review of the Inspection and Test Plan (ITP), examina-
The figure illustrates the Maria Field and the Kristin, Heidrun, Tyrihans and Åsgard fields that all are part of the Maria Field development concept.
tion of materials, products, manufacturing process-es, work procedures and/or services at Wintershall’s contractor’s premises. DNV GL will also examine contractor’s procedures, documents, quality perfor-mance and compliance with governing standards and specifications.The frame agreement will be coordinated by the DNV GL Stavanger office with resources from the Inspection Division.“Wintershall Norge AS is a new and important operator on the Norwegian Continental Shelf,” said Kjell Eriksson, Regional Manager – Norway, DNV GL - Oil & Gas. “We are involved with the Maria field across sev-eral assignments and this agreement for all Wintershall developments globally will further strengthen our rela-tionship. It reinforces the high quality and value of our broad range of inspection services and expertise to the oil and gas industry and our ability to deliver services to meet project timelines and budgets.”The frame agreement is now underway and inspection and surveillance work is planned to be carried out across a number of locations including Germany, Italy, Greece, Norway and Malaysia, where subsea equipment components and struc-tures will be manufactured.DNV GL is also the sole supplier for the combined role of Independent Verification Body (IVB) and Third Party Design Verification scope for the subsea, umbilicals, risers and flowlines (SURF) part of the Maria field development project. The contract is expected to run until the end of 2018, with a potential value of 30 million NOK (approx USD 3.95 million).The Maria oil discovery is located in 300 to 350 m of water in the Haltenbanken region of the Norwegian Sea. Maria will be developed using a subsea facility tied via rigid flowlines and flexible ris-ers to Kristin with gas lift being supplied from Åsgard B via Tyrihans and sulphate reduced sea water supplied with injection pressure from Heidrun. The discovery is expected to produce around 188 million barrels of oil equivalent oil and gas. First oil is planned in Autumn 2018.
Contact for advertisement or subscription TEL: +82-2-2168-8894/8898 E-mail: [email protected]
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300,
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s
300,
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SD 5
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, Chi
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Engi
neer
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ann
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onth
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RSHI
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til Ju
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5)
75
The Shipbuilding Marketshare
According to Clarkson, global new orders slid 50 % year-on-year to 13.28 million CGT in the first half of this year. During that period, Korean shipyards took top spot with 5.92 million CGT in new orders. Although global new order placement for vessels slid below previous year’s level, new orders at Korean shipyards reached 96.1 % of 6.16 million CGT recorded in same period of the previous year, reflecting relatively robust performance even in the midst of market downturn. Meanwhile, new orders at Chinese shipyards stood at 2.56 million CGT, falling to one-fifth of the previous year’s level (11.86 million CGT). The sluggish growth in new orders at Chinese shipyards is primarily result of slowdown in the market for bulk carrier, the flagship product. Global placement of new orders for bulk carriers stood at 930,000 CGT with 55 vessels in the first half of this year, plummeting to one-twelfth of the level recorded in same period of the previous year (11.62 million CGT with 585 vessels). Japanese shipyards have also seen their new order intake (2.68 million CGT) falling below half of the previous year’s level (6.04 million CGT) in the first half of this year, but outstripped Chinese shipyards by 120,000 CGT in terms of new order quantity, thus claiming the second spot after Korea. It is the first time over the last 10 years that Japanese shipyards have ever outperformed Chinese rivals in terms of new orders since the first half of 2005.Global order backlog stood at 108.99 million CGT, a decrease by about 720,000 CGT from the previous month. Chinese shipyards took top spot with 40.96 million CGT in order backlog, trailed by Korea (32.8 million CGT) and Japan (19.69 million CGT). Here, we take a close look at the performance of major domestic shipyards, the world's leading players with strong growth in new orders as shown currently in the Clarkson data, such as Hyundai Heavy Industries (HHI), Daewoo Shipbuilding & Marine Engineering (DSME), Samsung Heavy Industries (SHI) and others based on the order backlog data.
Shipbuilding Companies Backlog
Daewoo Shipbuilding &Marine Engineering Co., Ltd.
Hyundai Heavy Industries Co., Ltd.(Ulsan)
Daehan Shipbuilding Co., Ltd.
Hanjin Heavy Industries and Construction Co., Ltd.
CGT (1,000) JUL.2015 standards, (furnish data : Clarkson)
Photo: Hanjin Heavy Industries and Construction Co., Ltd.
Offshore Plant OrdersO
ffsho
re p
lant
ord
ers
awar
ded
to
do
mes
tic s
hip
yard
s in
2011
-2015
Dat
aTy
pe
Num
ber
of v
esse
lA
mou
ntS
hip
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ner
Del
iver
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yard
2011
Jul
Dril
lshi
p2
vess
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USD
1.1
225
billio
nM
aers
k, D
enm
ark
July
201
4Sa
msu
ng H
eavy
Indu
strie
s
Aug
LNG
-FSR
U1
vess
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SD 2
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Ex
cele
rate
Ene
rgy,
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.AFi
rst q
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Sep
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way
2013
STX
Finl
and
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Seco
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arin
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USD
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Firs
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f of 2
013
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Offs
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Pla
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odul
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--
From
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4ST
X O
SV
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W 2
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3 to
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014
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units
USD
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milli
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, Bra
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ust o
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arin
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Dec
Offs
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litie
s (G
as p
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and
vario
us fa
cilit
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SD 9
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or m
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il co
mpa
nies
2nd
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014
Hyu
ndai
Hea
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dust
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2012
Jan
CPF
(Cen
tral P
roce
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g Fa
cilit
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KR
W 2
.6 tr
illion
INPE
X, A
ustra
lia4t
h qu
arte
r of 2
015
Sam
sung
Hea
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Sem
i-sub
mer
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1 un
itU
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20 m
illion
Odf
jell,
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way
by m
id 2
014
Dae
woo
Shi
pbui
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Engi
neer
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-FSR
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oegh
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way
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yund
ai H
eavy
Indu
strie
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Offs
hore
Pla
tform
1 un
itU
SD 5
60 m
illion
DO
NG
E&
P A
/S, D
anis
hA
pril
2015
Dae
woo
Shi
pbui
ldin
g &
Mar
ine
Engi
neer
ing
FPSO
1 un
itU
SD 2
.0 b
illion
INPE
X, A
ustra
liaA
pril
2016
Dae
woo
Shi
pbui
ldin
g &
Mar
ine
Engi
neer
ing
Apr
Dril
lshi
p1
vess
elU
SD 6
45 m
illion
Ensc
o pl
cTh
ird q
uarte
r 201
4Sa
msu
ng H
eavy
Indu
strie
s
May
Sem
i-sub
mer
sibl
e D
rillin
g R
ig2
units
USD
1.1
billi
onSo
nga
Offs
hore
, Nor
way
Mid
201
5D
aew
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hipb
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f 201
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Indu
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5)
Major Performance Gallery
Major Performance Gallery
Cruise ship sailing with dream and romance- Cruise industry ready for full-fledged development
Cruise tourism industry is growing fast amid aging population and improvement in disposable income. Last year, the number of cruise tourists who visited Korea last year stood at 954,000, a 36 % increase compared to the previous year. This year, about 1.13 million cruise tourists are expected to visit Korea. Korean government presented a blueprint to spur development of cruise industry at a policy level early this year as the era of 1 million cruise passengers has opened up. According to related industry, Asian cruise market is expected to reach 7 million passengers and be worth
KRW 10 trillion based on cruise fares by 2020. The launch of 5 national flag-carrying cruise ships is expected to create value-added worth approximately KRW 1 trillion and about 8,000 jobs. U.S.-based Carnival Corporation, the world’s largest cruise operator, placed an order at Meyer shipyard in Germany for 4 units of 180,000-ton ultra-large cruise ships. These vessels will be built consecutively from 2019 to 2022, which are the first eco-friendly vessels outfitted with dual power hybrid engine running on LNG as main fuel.
Adventure of the Seas by Royal Caribbean (Source: royalcaribbean.cruiselines.com)
Allure of the Seas by Royal Caribbean (Source: royalcaribbean.cruiselines.com)
78
Anthem of the Seas by Royal Caribbean (Source: royalcaribbean.cruiselines.com)
Harmony of the Seas by Royal Caribbean (Source: royalcaribbean.cruiselines.com)
79
Major Performance Gallery
Major Performance Gallery
Independence of the Seas by Royal Caribbean (Source: royalcaribbean.cruiselines.com)
Liberty of the Seas by Royal Caribbean (Source: royalcaribbean.cruiselines.com)
Ovation of the Seas by Royal Caribbean (Source: royalcaribbean.cruiselines.com)
80
PREZIOSA by MSC Cruises (Source: www.msccruisesusa.com)
Equinox by Celebrity Cruises (Source: www.celebritycruises.com)
Quest Aerial by Seabourn Cruise Line (Source: www.seabourn.com)
81
Major Performance Gallery
Major Performance Gallery
Fantasia by MSC Cruises (Source: www.msccruisesusa.com)
Odyssey by Seabourn Cruise Line (Source: www.seabourn.com)
82
Sojourn by Seabourn Cruise Line (Source: www.seabourn.com)
83
84
Ne
w
Pro
duct
The 17 National Standardization Bodies represented on ISO’s Marine Environment Protection Sub-committee (ISO-TC8-SC2) has voted in favour of circulating ISO 19030 parts 1 and 2 as Draft International Standards. In anticipation of final approval of the standard expected next year, Jotun will update Performance Guarantees offered as a part of its Hull Performance Solutions (HPS) so that they are fully compliant with the standard.According to Geir Axel Oftedahl (Jotun’s Business Development Director, HPS), the purpose of establishing these standards is to prescribe practical methods for measuring changes in ship-specific hull and propeller performance and to define performance indicators for hull and pro-peller maintenance, repair and retrofit activities.“Poor hull and propeller performance is currently estimated to account for around 10 per cent of world fleet’s energy costs and corresponding greenhouse gas emissions,” he explains. “By creat-ing a standard, the industry will have access to proven ways to measure speed loss, leading to better decisions about hull coatings and propellers. We believe improving hull and propeller per-formance can reduce the world fleet’s fuel cost by as much as USD 30 billion per year and achieve an estimated 0.3 per cent reduction in man-made greenhouse gas emissions.”The vote represents a genuine milestone for the MEPC Sub-Committee. Oftedahl, who managed the project on behalf of ISO, and Svend Søyland (Senior Advisor, Nordic Energy Research), who has served as the Convener of the ISO working group, expressed their gratitude to the other members of the sub-committee. The 53 experts representing ship owners, ship builders, class societies, paint manufacturers, performance monitoring companies and various research institu-tions worked for more than two years to reach a consensus on the drafts.
-TEL: +82-51-797-6000-http://www.jotun.com
HPS update Performance GuaranteesJotun
85
New OptiSIS Solution Simplifies Deployment and Shortens Lead TimesRockwell Automation Korea
Rockwell Automation has introduced its new OptiSIS solution, giving industrial operators a pre-engineered safety instrumented system that can help ease deploy-ment and reduce lead times for small and midsized pro-cess applications.The OptiSIS solution is ideal for oil and gas, chemical and petrochemical producers with aging process-safety systems that are either noncompliant or can no longer be maintained.The OptiSIS solution is designed for safety instrumented system applications of 50 or 100 I/O points, including emergency shutdown (ESD) systems, burner-manage-ment systems (BMS) and high-integrity pressure protec-tion systems (HIPPS). The version for applications of up to 100 I/O points will be available in the fourth quarter of 2015.The pre-engineered OptiSIS solution is delivered ready to install, wire and configure, shortening the overall engi-neering time and eliminating the need for any program-
ming. Users need only enter their logic scenarios into the system’s cause-and-effect graphical interface. The con-figurations are tested and can then be stored for verifica-tion against original safety function requirements – or used at a later date to restore the system to a known state.Flexible inputs and outputs help confirm that the system accommodates a varying mix of digital and analog I/O types. Additionally, simplex I/O and fault-tolerant (dual) I/O versions are available to address different redundan-cy needs.The system meets requirements up to Safety Integrity Level 3 (SIL 3) and is compliant with IEC 61511/ISA 84.00.01. It uses ready-to-install, TUV-certified hardware and validated application software.
Emerson Process Management has introduced the Rosemount 3051S High Static Differential Pressure Transmitter, a reliable solution for critical process measure-ments in applications requiring high static pressure capa-bility of up to 15,000 psi (1034 bar).As processing applications increasingly operate in condi-tions with extreme pressures and temperatures, operators must vigilantly monitor equipment integrity and stability in order to prevent failures, safety hazards and decreased production. In industries such as offshore and onshore oil and gas and power generation where pressures can exceed 10,000 psi, it is critical that instrumentation be robust enough to provide accurate measurements on a consistent basis.Emerson’s Rosemount 3051S high-pressure transmitter technology and all-welded, stainless steel design is cus-tom-engineered to withstand extremely high static pres-sures. The SuperModule™ platform and coplanar design reduce potential leak points by 50 percent compared to traditional designs, ensuring the highest differential pres-sure measurement accuracy, field reliability and safety. Moreover the hermetically sealed SuperModule isolates the pressure sensor and electronics from harsh process and environ-mental conditions to optimize performance and reliability over the life of the transmitter, and is backed by a 15-year warranty. Traditional instrumentation used for high pressure service is large and bulky and can double or triple the footprint and weight of a typical measurement point. The Rosemount 3051S High Static Pressure Transmitter’s lightweight design and compact coplanar platform weighs 60 per-cent less than traditional transmitters; on a typical platform using 300-500 traditional pressure transmitters, the 3051S can help oil and gas companies reduce weight by hundreds of pounds/kilograms topside. The coplanar Rosemount 3051S High Static Pressure transmitter also integrates additional hardware such as integral manifolds into a single assembly, further reducing weight and lowering overall installation and instrumentation costs.
High Static Differential Pressure TransmitterEmerson Process Management
Rosemount 3051S High Static Differential Pressure Transmitter
87
Pentair Valves & Controls is expanding its Anderson Greenwood pressure relief product range with the launch of an improved design of its pilot-operated pressure relief valve (POPRV) model for LNG storage in on- and off-shore applications.The Anderson Greenwood 9300H offers LNG operators a key advantage by increasing flow capacity by 30 percent, enabling the design and construction of larger storage tanks, without the need to increase valve sizes. In addition, the compact new model minimizes equipment footprint, which is especially critical for LNG vessels where space is limited. The valve’s increased robustness and durability also provide significant savings on overall maintenance costs, as it requires less frequent and easier repair services.As the size of LNG storage tanks is increasing, valve flow capacity needs to meet these growing requirements for optimum performance. Additionally, the special require-ments of LNG storage applications make it necessary for valve equipment to accurately maintain the pre-set pressure and resolve any events that occur outside of these configu-rations. The Anderson Greenwood 9300H valve design overcomes these two key challenges in LNG storage appli-
cations. By providing increased flow, the valve can efficiently and quickly relieve pressure without the need to increase its size, offering LNG carrier owners and plant operators design flexibility. This is a vital advantage in LNG pressure protection applications, where cost-effectiveness, operation-al efficiency and maintenance are crucial to reducing unplanned operational downtime.The 9300H model comes in sizes from 2 x 3 inches to 12 x 16 inches, with sturdy body casting and simplified trim design for easier maintenance. Its pilot, mounted directly on the valve cap, provides a lower and more compact valve profile and increases its sturdiness for more stable flows.This shorter body design is fully versatile and can accommodate both on- and offshore storage require-ments. In addition to its increased flow capability, the new valve handles a large temperature range and features a self-draining body and low sensitivity to back pressure within the exhaust piping. The valve also significantly reduces the possibility of leakage by enhanced seating forces and improved seat design.
Introduce Poseidon 3.0 and avoid high purchase cost and complex development process.Poseidon 3.0 makes your company more competitive.
■Function 1. Quote written shortening of the time 2. Complete cost management and process management 3. Subcontractor related comprehensive management system 4. Business Statistics module (at a glance) 5. Thorough accounting management 6. Its accumulated technology Know-How 7. Ship repair, spare parts supply, pattern analysis based on ship owner 8. Excel Data In & Out 9. Direct Report Printing 10. Android App interlocking
Poseidon 3.0
Introduce Poseidon 3.0 and avoid high purchase cost and complex
Poseidon 3.0 does not cost a lot.(lease agreement)Poseidon 3.0 does not have to be complicated.
Poseidon 3.0 is a fast, accurate and convenient.Poseidon 3.0 will enhance the competitiveness of your company.
Economics Rationality Reliability Stability
94
KOREA OFFSHORE & SHIPBUILDING ASSOCIATION MEMBER LIST
HYUNDAI HEAVY INDUSTRIES CO., LTD. (HHI) Address : 1, Jeonha-dong, Dong-gu, Ulsan, Korea Tel : +82-52-202-2114 Fax : +82-52-202-3470 http://www.hhi.co.kr
Products : Bulk Carriers, Containerships, Tankers, VLCCs, Product Carriers, Multi-purpose Cargo Ships, OBO Carriers, Pure Car Carriers, LPG Carriers, Ro-Ro Ships, Chemical Tankers, Offshore Rigs/Barges, LNG Carriers, Passenger Ships, Drill Ships, Special & Naval Ships, FPSO, FSO, Semi-submersible Drilling Rig, Other Vessels
HYUNDAI SAMHO HEAVY INDUSTRIES CO., LTD. (HSHI) Address : 1700, Yongdong-ri, Samho-eup, Yeongam-gun, Jeollanam-do, Korea Tel : +82-61-460-2114 Fax : +82-61-460-3701
http://www.hshi.co.kr
Products : Tankers, VLCCs, Product Carriers, Chemical Tankers, Containerships, LNG Carriers, LPG Carriers, Pure Car Carriers, Bulk Carriers, Other Vessels
STX OFFSHORE & SHIPBUILDING CO., LTD. Address : 100 Wonpo-dong, Jinhae, Gyeongnam, Korea Tel : +82-55-548-1122 Fax : +82-55-546-7928 http://www.stxship.co.kr
Products : Crude Oil Tankers, Product Oil Tankers, Chemical Tankers, Bulk Carriers, Container Ships, LNG/LPG Carriers, Pure Car & Truck Carriers, Ferries & Passenger Ships, Naval Ships, Speical Purpose Ships, Offshore and offshore support vessel, Etc
Scana Korea Hydraulic LTD.Head office : GIMHAE-SI, GYUNGNAMHomepage add : www.scana.co.krMain products : Actuators, HPU and Local Control Panel, Offloading systems/winches and mooring system/turret/swivel etc)TEL : +82 55 343 9007
SEJIN IND CO., LTD.Head office : CHANGWON, GYUNGNAMHomepage add : www.sejin89.co.krMain products : Tank top unit, module unit, purifier unit, supply unit TEL : +82 55 239 4700
Korship wait for newest articles to introduce globalized shipbuilding industry to domestic or overseas market. To enhance shipbuilding & marine related industries competitiveness and development, please send technical article, new products article, application cases, company introduction and seminar, exhibition informations, etc by e-mail or fax. The valuable articles from readers will be checked compatibility by editor and will be printed monthly
Korship on free of charge. Many readers interest and participate will be appreciated.
Articles about - Shipbuilding Equipments, Shipbuilding Engineering, Shipbuilding & Marine Plants, Vessel & Marine Automation, Related articles of Shipbuilding and Marine Industry
Monthly Korship, Korea’s only Offshore & Shipbuilding monthly magazine in English
Monthly Korship keeps readers up to date with the latest news on Offshore & Shipbuilding industry and various companies swiftly. Korea, a small country on the planet, is leading the world’s Offshore & Shipbuilding industry, powered by its economic growth.
This small but impactful Monthly Korship which is published in Korea, the world’s largest Offshore & Shipbuilding country, will help keep your pulse on the Offshore & Shipbuilding industry around the globe.
