“Ship classification, ship design and on board

apparatus”

Massimo Figari, University of Genoa

TrainMoS II Project – Module 2.1.1: “Maritime sustainability and MoS”

“September 16th, 2015”

HIGH LEVEL DRIVERS

• Ship classification – confidence – compliance

• Ship design – safety – efficiency – sustainability – security

• On board apparatus – reliability and/or availability in Ship operation

SHIP CLASSIFICATION

Ship Classification

confidence

compliance

International Conventions

• SOLAS

• MARPOL

• STCW

• Load Lines

Codes

• FSS Code

• HSC Code

• IBC Code

• ICS Code

• IGC Code

• IMDG Code

• ISM Code

• ISPS Code

International Laws

EU and Italian laws

• EU Directives

• EMSA (European Maritime Safety Authority) headquarter Lisbon

• Italian Laws

• Flag Autority (Autorità Marittima Italiana)

– Ministero dei Trasporti

– Capitanerie di Porto – Guardia Costiera

• Local and Port Rules

• Flag State Control

• Port State Control

• IMO Conventions & Resolutions

• ILO Conventions

Control Instruments

• Diritto all’auto protezione

• Italian Laws

Memorandum of Understanding

on Port State Control

• Paris MOU • Black Sea MOU

• Caribbean MOU

• Tokyo MOU

• Viña del Mar Agreement

• Indian Ocean MOU

• Mediterranean MOU

• Persic Gulf MOU

• African MOU

Rules & Classification Society

• Purpose of the Rules

– The Rules published by the Society give the requirements for the assignment and the maintenance of class for seagoing ships.

– Class assigned to a ship reflects the discretionary opinion of the Society that the ship, for declared conditions of use and within the relevant time frame, complies with the Rules applicable at the time the service is rendered.

Class & Rules

• Classification Societies: http://www.iacs.org – RINA – LR – ABS – DNV-GL – BV – NKK – CCS, CRS, IRCLASS, KR, RS

• Private relationship between ship owner and Classification Society

• Frequently Classification Societies act on behalf on National Autority (compiti di Stato)

SHIP DESIGN

Ship design safety

efficiency

sustainability

security

Ship : a definition

• a vessel propelled by engines or sails for navigating on the water (Collins Dictionary)

• Taxonomy – Naval or military vessel

• Front line ships

• Auxiliary and second line ships

– Merchant vessel • Cargo vessel

• Passenger vessel

– Pleasure craft

Military vessels

12

RO/RO-PASSENGER

13

Supply vessel anchor handler

14

Bulk carrier

15

Tankers – Vessel Class, Capacity (thousands of DWT)

16

17

Tanker fleet - Number of ships

Source: SSY (Simpson Spence & Young) – June 2014

0

500

1.000

1.500

2.000

2.500

3.000

3.500

4.000

4.500

5.000

5.500

6.000

1966

1968

1970

1972

1974

1976

1978

1980

1982

1984

1986

1988

1990

1992

1994

1996

1998

2000

2002

2004

2006

2008

2010

2012

2014

Change in number of ships

18

IMO Classification of LNG Vessels

Independent Tanks Integrated Tanks

Type A P < 700mbar

Full Secondary Barrier

Type B P < 700mbar

Partially Secondary Barrier

Type C P > 2000mbar

No Secondary Barrier

Membrane Tanks P < 700mbar

Full Secondary Barrier

Spherical (Moss)

Prismatic Self Supporting

Cylindrical

Bilobe

GTT No 96

GTT Mark III

LNG fleet - Number of ships

19

0

50

100

150

200

250

300

350

400

450

19

72

19

75

19

76

19

77

19

78

19

79

19

80

19

81

19

83

19

84

19

85

19

89

19

90

19

91

19

92

19

93

19

94

19

95

19

96

19

97

19

98

19

99

20

00

20

01

20

02

20

03

20

04

20

05

20

06

20

07

20

08

20

09

20

10

20

11

20

12

20

13

20

14

ENERGY EFFICIENCY

Ship design safety

efficiency

sustainability

security

Energy Efficiency

• Energy efficiency (public&private driver) and sustainability (public driver) merge together when dealing with CO2

• MARPOL ANNEX VI (see document)

• EU Regulation 2015/757 - CO2 Monitoring, Reporting, Verification (MRV)

22

Main propulsion system & ship service system design

Subjects

1. Propulsion systems

2. Auxiliary systems

3. Ship service systems

23

• Low weight

• Low volume and footprint area

• Minimum life cycle cost (procurement, construction, operation, maintenance, dismantling)

• Reliability, Availability, Maintainability (RAM) targets

• Survivability requirements

• Low manning requirements

Propulsion systems design drivers

24

DESIGN phases

1

Customer requirements (technical specifications)

Identification of contraints (Rules, environmental, ethical issues)

2

Identification of available spaces on the base on the

preliminary General Arrangement

3

Main systems Layout , weights and centre of gravity

4

Preliminary schemes (line diagrams)

5

Plants Functional schemes and components design

6

3D drawings and final layout

7

Circuit losses and final components

design/verification 8

Fabrication drawings

9

Installation drawings

Propulsion systems design procedure

25

Gear

Prime mover

PE

PT PD PS PB

Fuel tank

Qf

PO

p

i

k

j

ijB

Ep

e

P

POPC

1 1

VRP tE

6022 e

BeBBB

NMnMMP

effective power

brake power

overall propulsion efficiency OPC

Prime

mover

Transmis

sion

Propulsor

Overall Propulsion Efficiency

26

ADM

BK

VP

332

Propulsion power estimation

332

31

V

PK B

B

2

PL

BK

V

NP

27

PRIME MOVERS: 2 Stroke & 4 stroke DIESEL ENGINES

ff

eB

f

Beng

LHVm

nMP 2

kNmpmeKmCP

M fB

B 1

kWPs

kgm

hkW

g

P

msfc

Bf

B

f10003600

28

Prime mover : 4 stroke diesel engine

kNmpmeKmCP

M fB

B 1

Prime mover : 2 stroke diesel engine

The most powerful and efficient diesel engine 75 MW, 70-80 rpm, sfoc=160 g/kWh

30

pT Rt W

s

mVRP tE N

rimorchio resistenzaNCCCCCkSVCSVR aaappAwftt 12

1

2

1 22

velocityadvance1 wVVA

WVTP AT

Hull

efficiency hullw

t

VTp

VR

P

P

a

t

T

EH

1

1

31

Propulsor

Q

TO

A

O

Tdef

OK

K

2

J

n2Q

VT

P

P

efficiency rotative relativenMp

nQp

P

P

DD

OR

2

2

33

Transmission

efficiencyshaft 2

2

S

D

S

D

S

DS

M

M

nMp

nMp

P

P

efficiency geariMk

M

nMkp

nMp

P

P

Be

S

eBe

S

B

SG

2

2

)efficiency mechanical (or efficiency ontransmissiGSm

ratio gearn

ni e

34

Propulsion plant

35

E.R. arrangement

36

Cruise ship E.R. arrangement

37

1 - TAG

2 - RIDUTTORE tipo COGAG

3 - D/G

4 - ALTERNATORE ASSE

5 - CUSCINETTO

REGGISPINTA

Front line military vessel E.R. arrangement

38

Single engine

[kW/kg]

Propulsion plant (generation

and auxiliaries included)

[kW/kg]

Steam - 0,03-0,04 (conventional)

0,010-0,015 (nuclear)

Diesel 1st generation

(Medium speed)

0,11-0,15 0,04-0,06

Diesel

(Medium speed)

0,2-0,3 0,07-0,9

Gas turbine 1,1-1,3 0,13-0,15 full gas

0,09—0,11 CODOG

Power density

39

Gear

Prime mover

PE PT PD PS PB

Fuel

tank

Qf

PO

Ship energetic balance

efficiency propulsion overallB

Ep

P

POPC efficiencyengine

2

ff

eB

f

Beng

LHVm

nM

Q

P

engGSROHengmDengp

f

Epropulsion

Q

P

efficiency hull1

1

w

t

VTp

VR

P

P

a

t

T

EH

efficiencyshaft 2

2

S

D

S

D

S

DS

M

M

nMp

nMp

P

Pefficiencygear

2

2

iMk

M

nMkp

nMp

P

P

Be

S

eBe

S

B

SG

efficiencypropeller 22 Q

TO

A

O

Tdef

OK

KJ

nQ

VT

P

Pefficiency rotative relative

2

2

nMp

nQp

P

P

DD

OR

Electric generation

Auxiliary Boilers

42

Alter

nator

Prime mover

PEle

c PB

Fuel

tank

mf

ff

B

B

el

ff

elDG

LHVm

P

P

P

LHVm

P

Auxiliary

boiler

Fuel

tank

mf

Φaux

ff

auxBoiler

LHVm

Ship energetic balance

Ship efficiency

navigation duringefficiency ship

1 1

p

i

k

jijf

Eship

e

P

BoilerfBoilerfDGfDGfMPfMPf

Eship

LHVmLHVmLHVm

P

______

44

)( 36001000

systemsshipwholerequiredEnergykJskg

kJ

s

kgtLHV

PsfctLHVmE

i

i

i

Bi

i i

f

energy specific distancecargo kmton

kJEEs

Specific energy

45

s

kg

kg

kg

s

kgC

PsfcCmwrateExhaustflo CO

f

COf

i

i

i

Bi

i i

f22

36001000

Ship exhaust emissions

tonocs

kgflowratepeed

mton

kgE CO

s

args

ms

worktransport

emissionexhaust

peed shipscargo

rateflow Exhaust 2

Exercise

EXERCISE

Alter

nator

Prime mover

PEle

c PB

Fuel

tank

mf

Alter

nator

Prime mover

PEle

c PB

Fuel

tank

mf

Alter

nator

Prime mover

PEle

c PB

Fuel

tank

mf

Alter

nator

Prime mover

PEle

c PB

Fuel

tank

mf

Auxiliary

boiler

Fuel

tank

mf

Φaux

Auxiliary

boiler

Fuel

tank

mf

Φaux

49

Gear

box

Prime mover

cooling lubrica

ting fuel oil

Exhaust

gas

Air feed Control

Sterntube

Seal

Support Bearings

s

Propulsor

Shaft

Thrust

Bearing

Starting

Air

lubricating lubricating

Propulsion system and main auxiliary systems

50

Fuel

purifying

systems

Fuel

storage and

transfer systemsBunker station

To users Fuel

service

system

MP

DDGG

Aux. Boilers

Fuel System

51

Central cooling – 2 Stroke diesel engine

SAFETY

Ship design safety

efficiency

sustainability

security

53

Bilge system

54

Fire safety objectives

• prevent the occurrence of fire and explosion;

• reduce the risk to life caused by fire;

• reduce the risk of damage caused by fire to the ship, its cargo and the environment;

• contain, control and suppress fire and explosion in the compartment of origin;

• provide adequate and readily accessible means of escape for passengers and crew.

55

Fire protection

• Fire fighting systems

– Sea water

– Sprinkler/HiFog

– Foam/drencher

– CO2

• Main vertical & horizontal zones

• Class A (60,30,15,0), B (15,0),C subdivisions

56

A Class subdivision

SUSTAINABILITY

Ship design safety

efficiency

sustainability

security

ENVIRONMENT: “CLEAN FOSSIL FUEL”

TECHNOLOGY: SAFE AND EFFICIENT AVAILABLE AND RELIABLE

RESERVES: LARGE AND PROVEN

OPEX: CHEAP FUEL?

BUNKERING

INFRASTUCTURES

AND STANDARDS: LACKING (AD HOC SOLUTIONS)

CAPEX: EXPENSIVE EQUIPMENT

SAILING RANGE: REDUCED

PARADIGMATIC SHIFT: LNG IS NOT COLD DIESEL!

DR

IVER

S

DAM

PER

S

2000

FIRST LNG FUELLED SHIP

2010

21 LNG FUELLED SHIPS IN OPERATION

2015

57 LNG FUELLED SHIPS IN OPERATION

Truck to Ship Shore to Ship Ship to Ship

EMSA TEN-T 2013 FUNDING

abt. 1.000.000 €

Hirtshals Port - Denmark

LNG Bunkering Tank Project

57 SHIPS IN OPERATION

+ 77 CONFIRMED NEWBUILDS

= 134 CONFIRMED LNG PROJECTS BY 2018

300

SHIPS

GAP

Tier III ECA

0,5% S GLOBAL

Updated 16.01.2015 Source DNVGL

2012 prediction

0,1% S SECA

Dutch TTF

CRUDE OIL

NATURAL GAS

BUNKER PRICES DEC 2014 - FEB 2015

BUNKER PRICES 2013

AN AVERAGE OF 5000 SHIPS TRADE IN THE EUROPEAN SECA ONLY *

BY THE END OF 2015 – GLOBALLY

SCRUBBERS INSTALLATIONS: 170 **

LNG FUELLED INSTALLATIONS: 90 **

* Source DMA - 2013 ** Source DNVGL - 2015

ESN survey - 2013 Plans of shipowners:

how to meet SECA requirements?

70%

MASSIVE SHIFT TO LSMGO…

LNG Bunkering in the Port of

Stockholm

* Source: LNG in the Port of Stockholm

Ola Joslin 2013

TOT = 11 PARTIES

*

Viking Grace Project

2012

LNG HYBRID TUG

2014

DIESEL FREE RO-PAX

2015

RISK ANALYSIS

CONCEPT DESIGN

CONCEPT DESIGN

DITEN

RISK ANALYSIS OF AN LNG SHIP

BUILDING PROCESS

•DIESEL FREE

RO-PAX

SYSTEM

•YARD

SAN VITALE

RAVENNA

LOCATION •1st BUNKERING

•COMMISSIONING

•SEA TRIALS

ACTIVITIES

IGF CODE DRAFT “ 4.2.2 The risks shall be analyzed using acceptable and recognized risk analysis techniques…”

HAZARD

IDENTIFICATION

•HAZARDS

(TOP EVENTS)

•CAUSES

(BASIC EVENTS)

•CONSEQUENCES

/ IMPACTS

•SAFEGUARDS

FAULT TREE

ANALYSIS

•FAULT TREE

STRUCTURE

•BASIC EVENTS

PROBABILITY OF

OCCURRENCE

ACCEPTANCE

CRITERIA

VERIFICATION

•SOCIETAL RISKS

• INDIVIDUAL

RISKS

•CONSEQUENCES

TOP EVENT PROBABILITY OF OCCURRENCE!

QUANTITATIVE APPROACH

CRITICAL CHOICES: • BASIC EVENTS PROBABILITY DATABASE • ACCEPTANCE CRITERIA

H A Z I D

F T A

1st BUNKERING

COMMISSIONING

SEA TRIALS

1st BUNKERING

COMMISSIONING

SEA TRIALS

72

LNG World Fleet

LNG STATE OF THE ART

LNG FLEET

WHY TO CHOOSE LNG AS

FUEL REGULATORY REQUIREMENTS AND ENVIRONMENTAL CONCERNS

AVAILABILITY OF FOSSIL FUELS, COST

AND ENERGY SECURITY

JANUARY 1st 2015 SULPHUR LIMIT INSIDE SECA 0,1%

4

GAS SYSTEM

LNG FUELLED TUG 15

0.9

0.6

0.3

MPa

t

W - G

MM / EE

BUNKERAGGIO

1. RAFFREDDAMENTO “SPRAY LINE”

2. RIEMPIMENTO “BOTTOM LINE”

3. INERTIZZAZIONE LINEE

GAS SYSTEM

LNG FUELLED TUG 16 M

Pa

MM / EE

PRESSURE BUILD UP

0.9

0.6

0.3

t

W - G

RAGGIUNGIMENTO PRESSIONE DI LAVORO

35 kW → 350 min 75 kW → 160 min

H [kJ/kg]

P [

MP

a]

GAS SYSTEM

LNG FUELLED TUG 17

ALIMENTAZIONE

W - G

FLUSSO DI CALORE AGLI SCAMBIATORI

Vaporizzatore Riscaldatore PBU

26.6 kW 92.7 kW 21.2 kW 74.2 kW

9.6 kW 31.1 kW Tot → 57.4 kW 200 kW

GVU

LNG FUELLED TUG 18

GAS SYSTEM

RAGGIUNGIMENTO MARVS (SFOGO GAS)

95% liquid → 81 gg

85% liquid → 14 gg

50% liquid → 17 gg

5% liquid → 5 gg

p = 0.3 MPa T = 128 K

p = 0.85 MPa T = 148 K

p = 0.65 MPa T = 140 K

p = 0.85 MPa T = 148 K

p = 0.65 MPa T = 140 K

p = 0.85 MPa T = 148 K

p = 0.65 MPa T = 140 K

p = 0.85 MPa T = 148 K

DESIGN ASSUMPTIONS

6

TANKS LOCATIONS OPEN DECK BELOW DECK

TANKS DESIGN TYPE C TANK

MEMBRANE TANK

CASE 1

CASE 2

CASE 3

HAZARD IDENTIFICATION

7

EXTERNAL FACTORS OR INFLUENCES (COLLISION, GROUNDING, FIRE...)

INTERNAL FACTORS OR INFLUENCES (FIRE/EXPLOSION…)

LNG LEAKAGE CAUSED BY LOSS OF STRUCTURAL CONTAINMENT SYSTEM INTEGRITY,

PIPING SYSTEM FAILURE OR SUPPORT FAILURE

THERMAL HAZARDS (OVERHEATING…)

HAZARDS GENERATED BY MALFUNCTIONS

ENVIRONMENTAL HAZARDS (GREEN WATER…)

HAZARDS DUE TO HUMAN ERRORS

THE HAZID AIM IS SCREENING HAZARDS AND ASSOCIATED EVENTS THAT HAVE THE POTENTIAL TO RESULT IN A SIGNIFICANT CONSEQUENCE

CONSIDERED HAZARDS

LNG FUELLED TUG

LNG FUEL TANK SKID

LNG FUELLED TUG

BUNKERING TERMINAL (Halhjem)

2 x 500 cbm

Bergensfjord

LNG FUELLED TUG

SMALLEST LNG CARRIER

2 x 550 cbm LNG tanks

Pioneer Knutsen

Main achievements

• Small scale LNG bunkering is :

– feaseable with minor port infrastructures

– inerhent hazards manageable

– development of harmonised port procedures in progress www.lngbunkering.org

LNG port terminal in Stockholm

LNG quay is a normal quay

Safety precautions very simple: no mobile phone, no radio, no hot spot

LNG bunker vessel ‘SEAGAS’

The bunker vessel is a small LNG tanker used to refuel the ships

LNG bunker vessel refuelling by Truck

Hazardous area only 30 meters around LNG pipe

Main achievements

• LNG ships are:

– energy efficient

– PM, SOx emission free, NOx very low

– no restrictions on ship operation (contemporary bunkering and loading/unloading operations)

LNG vessel Viking Grace

LNG tanks located aft, above deck

no visible smoke

significant emission reduction also during maneuvering operations

Viking Grace GAS engine

Intrinsecally safe gas engine allows a ‘normal’ engine room, i.e. room without any specific safety precautions

engine and engine room very clean

Viking Grace energy control center

The power management has no specific issues related to LNG fuel

passenger – cargo operations and refuelling

contemporary bunkering and cargo loading/unloading operations

LNG bunkering

Normal bunkering operation : bunker vessel and main vessel

LNG hose with Safe Break Away Coupling (SBC) and Dry Disconnect Coupling (DDC)

• Domestic Emissions of the Shipping Industry • Exemption from NOx tax of 2,25 €/kg • 0,5 €/kg collected into the fund • Income almost completely available for support of

NOx reducing measures (about 80 million €/year) • Support to cover up to 80% of the investment cost

Normand Arctic Sailing from 2012 5.300.000 € FUNDING = 80% investment cost

Boknafjord Sailing from 2011

3.700.000 € FUNDING = 80% investment cost

NO

x A

gre

em

ent

EMSA TEN-T 2011 FUNDING 20% CONVERSION COST

FINNISH STATE INCENTIVE PROGRAM FOR GREENER SHIPS

Fja

lir

Pro

ject

FJALIR

SEAGAS

Viking Grace Project

EMSA TEN-T 2010 FUNDING

9.569.500 €

+

11.000.000 €

LNG Project: Infrastructure Report Full Scale Pilot Project

(Stavangersfjord & Bergensfjord)