A special Lloyd's Register Horizons supplement

A special Lloyd’s Register Horizons supplement
Technology and Innovation in Shipping
February 2012
What is the
future f
shipping
Special reports on:
Future fuels
Future engines
Future designs
Future technology

Introduction
The shipping world
is fast becoming a
more complex place
By Tom Boardley, Marine Director, Lloyd’s Register
Contents
Managing Editor:
Nicholas Brown
Marine Communications Manager
Tim Kent, Lloyd’s Register’s
Marine Technology Director
Driving marine
technology
and innovation
Available technology never stands still.
Applying available technology to help
affordably meet regulatory requirements
and increase performance, while also
increasing safety, is a challenge.
Meeting such societal obligations through
enabling the safe, sustainable and
affordable application of technology in
a structured manner is at the core of the
classification society’s role.
“What is actually possible”, is a key question
that clients expect us to help them answer.
What we’ve learned to do is provide the
vital service to clients and their stakeholders
in understanding the regulatory and technical
issues, to help guide a process of bespoke
engineering analysis to explore and realise
client requirements, properly appraising designs
and supporting construction and operations.
The guidance and verification needed
to help the industry is being provided by
Lloyd’s Register’s 1,800 ship and design
support surveyors worldwide.
Emissions regulation and higher energy prices are the two
leading factors changing our industry. New technologies and
innovation will play a vital role in the immediate and long
term future of shipping.
100 years ago a Lloyd’s Register surveyor attended the sea trials of
the first seagoing diesel powered merchant ship, the East Asiatic
Company’s innovative Selandia. The propulsion technology on trial
a century ago now dominates the industry and, for most merchant
ships, in the last 50 years, there has been a clear orthodoxy in
engine room arrangements and the type of fuel used. Nearly all
ships now use marine heavy fuel oil in diesel engines.
Today we stand on the brink of a new era.
Lloyd’s Register has talked about this as a ‘new paradigm’. Any
evolution will be gradual but already we can see changes happening.
New fuels, new engines and new designs are becoming available.
The difficulty for shipowners, builders, equipment makers and,
don’t forget, financiers is not only what technology to support but
when to invest. The future is further clouded by the weak market
outlook and the hangover of the biggest boom in new ordering
in history – the new ships still being built are, in the main, little
different to the ships in demand a decade or more ago.
Most new technology being brought into operation now has been
developed for relatively small or niche markets such as ferries and
inland waterways – sectors where exposure to new regulation is
most concentrated and where local emissions and other factors are
felt most keenly.
More clarity needs to be brought to the differences between local
air emission benefits and the greenhouse gas impacts of shipping.
At present the real driver is local air emissions. The introduction
of the Energy Efficiency Design Index (EEDI) is the first global
greenhouse gas regulation in any industry, setting mandated
minimum requirements.
In this brief supplement we use three key and inter-related technical
themes - future fuels, engines and designs - to explore the current
status of new developments. New fuels, engines and designs are all
related – to greater and lesser degrees.
At Lloyd’s Register what we constantly strive to provide is impartial
technical guidance. And as well as guidance, verification is crucial.
Many claims are being made about performance, about greenhouse
gas emissions and about safety of new arrangements. Owners and
operators need data and they need it verified – what you can’t
measure, you can’t manage.
We are here to help the industry manage the changes we face by
providing the independent insight that is required.
01 Introduction: Our more complex world
02 Future fuels and fuel management
06 Future engines
08 Full on the gas in Bergen
10 Future designs
12 The technology revolution
Coming Soon – Our next issue of
Shipping and the Environment due out
in March will look further into these
issues, what operators and shipyards are
doing as well as at specific regulatory
compliance requirements and tools
to help the industry in reducing
environmental impact and capturing
efficiency gains.
01

Horizons supplement February 2012
Future fuels and fuel management
The world’s first new
LNG-fuelled tanker has
been delivered in
Rotterdam and classed
by Lloyd’s Register.
Future fuels
and fuel
management
Much has been heard and said about future fuels
recently. With high energy prices and challenging
emissions requirements, the industry is looking for
alternatives or ways to manage their emissions –
particularly in the new Emission Control Areas (ECAs).
80/20
Lloyd’s Register is well placed to
provide support to operators in helping
ensure that design and operational
solutions are safe and efficient.
Gas, abatement systems (scrubbers),
biofuels, methanol, nuclear and fuel cells are
all on the table – potentially. Some solutions
are more developed than others and society
has different perceptions of the risks and
costs involved.
LNG is certainly a fuel of the future and
has been winning a great deal of attention
on the back of its low SO x , NO x and
particulate emissions – and is in use
already in small applications.
Lloyd’s Register – as the classification
leader in LNG carrier market share – has
significant expertise with LNG. We have
been providing the industry with the deep
technological understanding of the realities
and risks involved with using LNG as fuel for
merchant ships. Lloyd’s Register is classing
the Viking Line Ferry project, the largest (by
a long way) LNG as fuel application to date
(see “The energy of a Viking” on page 11).
Lloyd’s Register’s expertise in gas goes back
a long way. Today Lloyd’s Register provides
a broad understanding of the risks involved
based on long and substantial experience.
FOBAS – better fuel
management supports
performance
Lloyd’s Register’s fuel analysis service,
FOBAS, provides fuel quality analysis reports
and advice to support fuel management.
The FOBAS ENGINE service provides a clear
indication of performance, lubrication and
wear conditions in marine diesel engines.
The FOBAS Fuel Change-over Plan provides
step-by-step procedural guidance covering
all aspects of change-over to low-sulpher
fuel, data recording and documentation.
The natural gas to diesel mix used in
the LNG system on the Argonon
02
03

Horizons supplement February 2012
Future fuels and fuel management
Piet Mast, Lloyd’s Register’s
Marine Business Manager for
Western Europe
Methanol a potential
fuel requiring more
attention
One of the fuels Lloyd’s Register is looking
at is methanol. Methanol is sulphur free,
has a reduced impact on emissions,
is currently 3 to 4 times cheaper than
marine distillate fuel and has a beneficial
likely EEDI result. It is non cryogenic and
is readily produced for a wide range of
chemical uses including for combustion.
Production is currently nearly 50 million
tonnes per annum. It has a great potential
for high production and ease of using
existing distribution infrastructures.
Easily produced and safe to transport, it
has the benefit of being able to be made
from the widely available natural gas or
from biogas which in turn could be made
from second generation renewables.
The world’s first
new LNG-fuelled
tanker is classed
by Lloyd’s Register
The arrival of Argonon (see photo on page 2),
a 6,100 dwt dual-fuelled chemical tanker,
is a significant milestone for the Deen
Shipping subsidiary, Argonon Shipping, in
its pursuit of cleaner transport solutions for
Europe. Lloyd’s Register helped the owners
and regulators identify their risks, meet
regulatory requirements and overcome the
technical challenges for the precedentsetting
tanker.
“This has been a great project and is a
significant first,” said Piet Mast, Lloyd’s
Register’s Marine Business Manager for
Western Europe. “The nature of inland
waterways traffic, which passes through
or close to major population centres,
makes LNG an attractive way to reduce
harmful local emissions. We had to look
carefully at the risks and worked closely
with the owner and the regulators to
ensure that they understood, and were
comfortable with, the technical solutions
that were developed.”
The dual-fuel system is designed to burn
an 80/20 mixture of natural gas and
diesel, reducing SO x , NO x and particulatematter
emissions, as well as reducing the
greenhouse gas emissions from tank to
flue. The LNG is stored in a transport tank
located on deck, supplied by Cryonorm
Projects, based near Amsterdam.
“The inland shipping industry, as far as we
know, is the safest and cleanest mode of
transport. But, to keep this lead, we have
to take a big step forward in environmental
performance,” said shipowner Gerard
Deen. “I think that the dual-fuel principle
is a way to reduce the emissions in our
sector. Lloyd’s Register was very pragmatic
in their approach to finding solutions to
convert seagoing regulations into inland
shipping rules regarding dual fuel.”
Built by Rotterdam’s Shipyard Trico BV,
Argonon is 110 metres long and propelled
by two, dual-fuel Caterpillar DF3512
engines, each providing 1,115 kW. The
ship has the capacity to transit from
Rotterdam to Basel and back
without bunkering.
“We are currently providing technical
and regulatory guidance for 20 confirmed
or proposed inland waterway applications
that intend to use LNG as fuel,” said
Bas Joormann, Lloyd’s Register’s West
European Area Inland Waterway
Product Manager. “There is a lot of
interest, and for good reason. Inland
waterways, like ferries in emission-control
areas, are very suitable for LNG. But the
regulatory regime is different. We’re
helping owners and governmental bodies
to identify the risks and manage them
to at least the level of safety provided
by the existing fuel-management and
combustion requirements.”
Leading the
way in LNG
as fuel
understanding
Lloyd’s Register runs a busy programme
of seminars worldwide, many of which
pull in leading industry stakeholders
to provide a broad perspective
to attendees. Environmental and
operational efficiency seminars were
very popular in 2011. In particular, LNG
as fuel seminars in London, Busan,
Vancouver and Tokyo attracted large
audiences looking at the broad range
of LNG issues.
LNG bunker
tank location
The location of storage tanks is a key issue
for consideration, particularly on cruise
ships, containerships and ferries where
there is little or no alternative to LNG
bunker space within or below a vessel’s
accommodation area.
It’s an issue Lloyd’s Register is currently
studying and our Global Marine Risk
Adviser Vince Jenkins takes a refreshingly
optimistic view of how to handle it. He
says Lloyd’s Register “undoubtedly can”
find a way to approve LNG tanks. “The
cost of achieving it may be significant, but
the technology and design capability is
certainly about to achieve it,” he says.
“Class societies are a keystone of safety
in the marine industry. They also need to
be visionary from time to time. In Lloyd’s
Register’s case we are a charity and
everyone in society is our stakeholder.
Hence we need to provide a framework
that will allow innovation – while ensuring
the balance between environmental gain
and safety is duly considered,” says Vince.
Vince Jenkins, Lloyd’s Register’s
Global Marine Risk Adviser
“We cannot yet judge what the outcome
of such development work will be, but we
are certainly looking at it to enable such
technology to be embraced within the
industry,” adds Vince.
A full version of Vince Jenkin’s article
on LNG storage is in the January issue
of Horizons.
LNG as fuel bunkers
Lloyd’s Register has been
studying the issues
One of the largest obstacles to widespread
take-up of LNG as fuel is the lack of a
bunkering network. At present deep sea
ships have no access to LNG as a marine
fuel – even if they wanted it. Lloyd’s Register
has been researching the issues around a
bunker network and infrastructure for the
shipping industry.
Lloyd’s Register has been examining trade
patterns and existing bunker trends by
ship type and size; examining the fuel
consumption requirements; assessing the
potential availability of LNG worldwide; and
surveying the key stakeholder groups to
understand their needs.
Findings are expected to be available in March.
5
million tonnes
(Methanol produced per annum)
“In the past, Lloyd’s Register and other
class societies have achieved this by
developing prescriptive rules. There is
a move to a more goal-based approach
to drive rule development. And this is
exactly what we are doing on the
subject of LNG tank placement within
or under accommodation.
Horizons is Lloyd’s Register’s Marine industry magazine –
published three times a year and supplemented from time
to time, with focused editions such as this Technology and
Innovation special. To download a pdf of Horizons go to:
www.lr.org/horizons
04
05

Horizons supplement February 2012
Future engines
4-7%
4-7%
The range in which
potential fuel savings
are possible with a
longer stroke in a slow
speed engine
Lloyd’s Register is classifying
the world’s largest LNG
as fuel newbuilding
commissioned to date, the
Viking Line ferry being built
at STX Finland. Wartsila is
supplying the engines
Future
engines
Lloyd’s Register has talked for some time now of the paradigm
shift facing the shipping industry as it faces a changing future
for propulsive technology. For a long time deep sea ships have
had a large slow speed engine with three auxilliaries. Will this be
challenged Yes, but change will not happen overnight. Certainly,
greater efficiency is being demanded and being developed. And
innovation is taking place across all engine types and we will see
new arrangements.
New engines and new approaches
to propulsion will emerge as realistic
commercial options. Lloyd’s Register
is working with an owner on the
first project using MAN’s new,
longer stroke, ‘G’ type engines
which allow the use of a larger
screw providing potential fuel
savings in the 4-7% range.
LNG, of course, has been making
the headlines.
Although most innovation has been
in small ferries and offshore vessels –
the medium speed engine scene is more
evolved as gas, so far, has been focused
on very small applications mainly in
Norway – slow speed gas engines capable
of powering large ships are now being
marketed by engine manufacturers.
Lloyds Register is of course working on the
biggest gas engine application to come to
market, in Viking Lines 56,000 gt, 53 MW,
large ferry project now under construction
at STX Finland. It remains to be seen
whether large oil tankers, bulk carriers and
containerships will be powered by gas.
We now see hybrid options emerging:
gas engines are alongside diesels and
the use of wind as auxiliary power is
emerging – in kites, sails and Flettner
rotors. Biofuels are on the table: the US
Navy has made a firm commitment to use
substantial quantities and Lloyd’s Register
has been working with Maersk
to understand biofuel performance.
The use of methanol is being investigated
and the potential for fuel cells and
electrical ships is being explored and we
can expect to see orders placed soon for
the latter.
So, owners options are expanding fast
with a growing menu on the engine
buffet table – or, as they say in some
parts of Scandinavia, the koldtbord
or smörgaståble.
As with fuels, decision making will be
driven by a combination of price and
performance and there are many different
and competing agendas at play.
Lloyd’s Register’s role is to help the
industry by providing independent
technology leadership with verification
of design and performance claims.
On the following page we look at what
a Norwegian engine maker is doing to
increase the options for owners.
100 years ago – the first
diesel merchant ship,
Selandia, entered service
with twin Burmeister &
Wain 1,250 hp engines
“The success of the sea trials was very
marked and there is every reason to
expect that the engines will give equal
satisfaction in regular running, and if
this anticipation is realised there is no
doubt that many oil engined vessels will
be built for trading where fuel oil can be
regularly obtained.”
JT Milton, Chief Engineer Surveyor,
Lloyd’s Register
06
07

Horizons supplement February 2012
Full on the gas in Bergen
Rolls-Royce Marine’s Bergen Engines
operation is long famous for supplying
diesel engines and generators to
the shipping industry – the origins
of today’s company were a foundry
in central Bergen in 1845. Of 6,300
engines sold by Bergen Engines since
1946, 3,500 are still in operation.
Bergen diesels manufactured in 1956
are still in operation in a coastal carrier.
Rolls-Royce became involved in 1999.
Today, the foundry and factory are located
just outside the city of Bergen, where they
manufacture high quality medium speed
diesel engines.
Now they are in the vanguard of the
‘LNG as fuel’ developments with their
clean burning, spark ignition engines to
meet today’s and tomorrow’s regulatory
and societal expectations for reduced
emissions from shipping.
“Our gas engine is unique,” says Odd
Magne Horgen, General Sales Manager
– Engines, for Rolls-Royce. Emissions are
very low and they are highly efficient at
49-50.3% depending on engine type,
compared to 47% in a normal diesel
engine. We have had to reduce BMEP,
which lowers power. So to regain power
we have had to increase the bore by
approximately 10%.
“There are two different approaches to
arrangements for gas engines. One is to
use two separate engine rooms and rely
on gas sniffers to trigger an emergency
shutdown in case of a gas leak. Or you
can use engines that are inherently gas
safe – with double wall fuel pipes - you can
put them into a conventional engine room
space – and this is what we do.”
While, on the face of it, Bergen’s medium
speed, relatively small, engines are not
suitable for ships such as large bulk carriers
and tankers, new arrangements where
two main engines in parallel, with twin
shafts, could be seen in ships sometime
soon. Oshima in Japan is working with
Rolls-Royce on such a design project for a
70,000 dwt bulker.
And offshore support vessels have
been ordered with four engines – two
conventional diesels and two gas
equivalents of the same engines. This gives
the operator flexibility now, as well as the
option at a future date to convert the two
diesels to pure gas.
Most of the current Rolls-Royce gas engines
in marine operations today are installed in
ferries, a testing environment. Odd Magne:
“If you can survive the ferry cycle you can
survive anything. The repeated heating up
and cooling down puts a massive strain on
the engine.”
“For us technology is the key and this enables
us to compete with bigger players. The main
reason we are still here today in Bergen,
when large shipbuilding has moved East, is
the hi-tech needs of the Norwegian shipping
industry and the needs of the growing
offshore fleets that are so strong here.”
Odd Magne Horgen, General Sales Manager
– Engines, Rolls-Royce
Odd Magne Horgen (left) and Leif-Arne Skarbø,
Vice-President – Technology and Engine
Development, Rolls-Royce Marine Engines
“ I believe in gas,
100% gas.
It’s all about the
environment and
greater efficiency.
“
Full on
the gas
in Bergen!
Rolls-Royce Engines: “Our core business
today is liquid fuel, but we see gas coming.”
Rolls-Royce gas engine performance
NO x
SO x
Particulate
- No visible smoke
- No oil spill
- Cleaner engine rooms
-92
-100
-98
%
“We are looking into a partly sand
blasted crystal ball. But what we
see is a big future for gas engines.”
“Of course it is all driven by
regulation – and price!”
Leif-Arne Skarbø, Vice-President –
Technology and Development, Rolls-Royce
Marine Engines
Rolls-Royce has sold 537 gas engines worldwide.
Most have been for land application 35, so far,
for the Marine sector.
They have 20 million running hours’ experience
with gas engines.
08
09

Horizons supplement February 2012
Future designs
Future designs
“With the ‘Green Future’ Technologies
applied we estimate that this design
will perform 17% below the EEDI
requirement or even further depending
on the applied technologies.”
M K Ha, Executive Vice President
of Project Planning Department, SHI
The ‘Bestway’
Lloyd’s Register celebrated a Chinese success story with a
series of end-of-2011 joint industry projects (JIPs) with Chinese
companies. The first was the planning and design of Emerald,
an ultra eco-friendly bulk carrier, with the Shanghai-based
Bestway Marine Engineering Design Company.
When built, the 35,000 dwt mid-size bulk carrier will improve
the current EEDI performance of a standard bulk carrier by 18%.
“After producing a market report, we talked to the shipyards. We
also realised there was considerable interest in green technology
in the bulk carrier segment,” said Professor Liu Nan, Bestway’s
General Manager.
“We have forged a very close working relationship with Lloyd’s
Register on this project and our joint teams are now working on
honing the design to bring in further improvements. The low EEDI
indicates to the industry how energy-efficient this ship design is,”
he said.
After extensive model-testing, the new design has exceeded
targets in a number of key areas. These include a 19.5% reduction
in fuel consumption, fuel oil savings of 6.5% and a new propeller
design that gives energy savings of 2%. Six of the new designs
are currently being built at the Guangdong Jiangmen Nanyang
Shipyard in southern China – with more orders in the pipeline.
Shortly afterwards, our China office signed a six-month JIP with
Jiangmen Nanyang Ship Engineering (JNS) and Bestway to build a
slightly larger 39,000 dwt bulk carrier with multiple green features.
Thomas Klenum, General Manager of Lloyd’s Register’s China
Marine Business Development Team, said: “In a highly competitive
shipping market, we are jointly pursuing the development of fuel
efficient, environmentally friendly and high quality ships that are
enticing to shipowners. This latest order of the latest generation
of Bestway’s Handysize design at JNS is yet another milestone in
the excellent co-operation between Bestway, JNS and
Lloyd’s Register.”
$2million
– potential reduction in USD of annual fuel oil costs
using ‘Green Future’ Technology
The energy of a Viking
When Finnish owners Viking Line sought a technical partner
to help design and classify a new ropax ship fuelled by LNG
they approached Lloyd’s Register with its renowned expertise in
LNG. The ropax will comply with our provisional rules for LNG
propulsion. The project poses many technical challenges for both
owner and builder. “As well as ensuring the safety of the LNG
system, a key issue will be the integration of both LNG and oil
fuel installations and compliance with the new IMO ‘safe return
to port’ requirements for passenger ships, a procedure on which
Lloyd’s Register is a world leader”, says Matti Niskala, Lloyd’s
Register’s Marine Country Manager, Finland.
HHI – a big hitter!
HHI - Hyundai Heavy Industry’s ECO VLCC is currently being
marketed to the industry although the yard expects the uptake
to be slow given prevailing market conditions. The new design
will be equipped with advanced technologies and HHI’s J S Lee
expects it will make ‘a big hit’ when the tanker market comes
back. The thinking behind the design is equally applicable to
other large tanker designs and large bulk and ore carriers.
New designs are emerging fast.
Some are conceptual and might
incorporate a number of the future
fuel and engine technologies in
previous pages. Lloyd’s Register has
been working with designers and
yards to help them verify and
validate design performance while
either maintaining or increasing
safety and operational standards.
Harnessing the wind
Victoria Steamship’s commitment to a clean efficient future
is demonstrated by its support for the environmental charity
Greenwave. Out of that relationship, and after a lot of
hard work, newbuildings currently under construction will
feature energy saving measures such as ‘wind engines’ and
streamlined hull and topsides.
After a full scale prototype had been tested, and monitored
with the results evaluated by Lloyd’s Register, the decision
was made to proceed with full size application of four such
wind engines (known as flettner rotors) on a 95K dwt bulk
carrier under construction at Jiangsu Eastern with delivery
due in May 2012.
SHI – The Future is ‘Green’
Samsung Heavy Industries’ (SHI) Koje Shipyard laid the keel in
late December on the first ‘Green Future’ branded Suezmax that
they will build. The key features applied consist of hydrodynamic
improvements and enhanced performance in expected sea-going
conditions using an advanced hull form, energy saving devices
such as ‘Saver-Fins’, a ‘STAR’ Propeller and Rudder bulb as well
as a more aerodynamic deckhouse. The Suezmax design energy
saving and emission reduction benefits could reduce annual fuel
oil costs by over $2 million at today’s bunker rates.
“Based on the developed technologies, technical specification
can be further discussed between HHI and the owners while
giving options to the owners to choose sufficient developed
technologies for their operational concepts to fit. Many
owners have already shown interests when the ECO VLCC
was marketed along with advanced technologies over the last
few months.”
J S Lee, Senior Vice President of
Project Planning Department, HHI
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Horizons supplement February 2012
The technology revolution
The techn l gy
rev luti n
Twenty-first-century technology is changing so
rapidly that the need for safety devices and rule
changes to protect owners and enhance operational
performance has never been greater.
The sheer speed, scale and invention
of today’s products have set everhigher
and more rigorous standards
for owners and shipyards to absorb
and follow.
Which is where Lloyd’s Register comes in.
Our Marine Technology Plan covers the
key aspects of design and technology
to give owners and shipyards the high
level of safety and security that today’s
high-tech innovations and engineering
usually require.
Taking a strategic view
The importance of strategic research is
vital. Lloyd’s Register’s Strategic Research
Group provides the ability to respond to
the medium and long term requirements
of maritime industry stakeholders.
A strategic vision
In order to maximise the value of
disparate research and technology
development planning efforts that
take place concurrently in many
parts of the organisation, we have
developed a forward looking strategic
technology vision.
The scale of the projects included in the
Marine Technology Plan varies and can
change as new products are developed.
Here we summarise some of the projects
detailed in our January Horizons magazine:
we featured a group that ranges from
computational fluid dynamics (CFD) to the
human factors involved in the running of
a ship.
• What exactly is CFD It is an online
alternative to the use of scale models
to study and solve problems and faults
on vessels and marine engineering
products. Lloyd’s Register’s Technical
Investigation Department uses CFD to
analyse and assess the extent of, say, a
damaged propeller or a rudder on a bulk
carrier and, in many cases, predict the
likelihood of the problem re-occurring.
Owners have also used this sophisticated
software to help trim their fuel bills.
• A team from Lloyd’s Register’s Marine
Product Development department is
currently studying the IMO’s Energy
Efficiency Design Index (EEDI) and how
it can benefit owners of certain types of
ship. Lloyd’s Register has been working
closely with technology providers,
owners and shipyards to enable us to
support the verification of energy-saving
technologies on ships.
• The human element is involved in every
stage of a ship’s lifecycle – from the
training, recruitment and management
of employees to the systems used on
ships, the supply chains and the endusers.
A Lloyd’s Register project looks
at the interaction between the technical
and the operational side of life on a
vessel and how the study of human
factors can improve this.
• As technology changes and becomes
more sophisticated, the need for sturdier
fire and lifesaving equipment rules
and standards in design and materials
has become evermore crucial. Lloyd’s
Register is studying the problems and
accidents caused by poorly designed
equipment. This will help us to establish
rules and regulations for new technology
to make sure it is fit for purpose.
Lloyd’s Register’s technology teams
Technical leadership, based on strategic
research and development, is at the heart
of Lloyd’s Register’s Marine ambitions.
The ability to understand technology and
its applications enhances our technical
capability to maintain and support the
industry as a leading Classification Society.
Technology and investigation leadership
Our global technology leaders provide the
guidance and professional understanding
in the key areas of hull structures,
engineering systems, materials and
welding, risk and electro-technical
systems. As the heads of Lloyd’s Register’s
global technical community within their
specific disciplines, each oversees our
internal governance framework to ensure
technology is applied consistently by
colleagues worldwide.
Their work is vital in allowing and guiding
the constant development and evolution of
our technical capability.
Lloyd’s Register’s Technical Leaders: (l-r)
Ed Fort, Head of Marine Engineering
Systems; Peter Thompson, Head of Hull
Structures; Bernard Twomey, Head of
Electrotechnical Systems; Vince Jenkins,
Global Marine Risk Adviser; David
Howarth, Chief Metallurgist and Global
Head of Materials, Welding and NDE
In November, Lloyd’s Register marked
half a century in Korea and celebrated
by holding the Korea 50-50 Forum for
the Future – celebrating the last 50 but
looking ahead at the next 50 years.
Lloyd’s Register’s Chief Executive,
Richard Sadler, spoke on the need
for, ‘technology to be at the heart of
solutions’ to the challenges that business
and shipping faces. “Future society
will have to be better educated about
eco-efficiency”, he said. “Economists,
engineers and academics will be central
to new solutions” in our increasingly
complex world.
Southampton update
By 2014 Lloyd’s Register will have occupied
a brand new Group Technology Centre
in Southampton. This will be the global
headquarters for Lloyd’s Register’s Marine
business, placing LR at the centre of a
network of shipping industry research
and development.
The decision to choose Southampton
centred on the existence of world-class
marine engineering and naval architecture
schools at Southampton University.
The move to Southampton will be in
parallel with plans to establish a Lloyd’s
Register Group Technology Centre in
Singapore – plans for which are well
underway – that will focus on the
Offshore sector.
Lloyd’s Register’s Group headquarters
– representing all of Lloyd’s Registers
activities – will remain in London.
12
3

Discover how
Lloyd’s Register
is supporting
the industry
with tomorrow’s
challenges.
Learn more about the future of shipping
in this special supplement
Lloyd’s Register is a trading name of the Lloyd’s Register Group of
entities. Services are provided by members of the Lloyd’s Register Group.
For further details please see our website: http://www.lr.org/entities