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BP Shipping> Gem class Ship shape: the view from the bridge, or navigation deck, as the British Ruby approaches the Rock of Gibraltar (above). Chief officer Peter Hackett watches over the portside. That was certainly the case when BPS began approaching the world’s shipyards with its vision for the Gem class. Not only was it looking for a form of propulsion that had never previously been used in a Far Eastbuilt LNG vessel, but also a different kind of hull, a non-standard engine configuration, a new cargo containment system, and even new designs for the funnel, deck house and cargo machinery room. “Convincing a yard that this was the way forward, that the technologies and innovations we were proposing would not only work but also provide them with a competitive edge, was a huge challenge,” says Nick Davison, head of discipline for marine structures in the BPS technical assurance group. Several builders actually refused to work on such a new concept, until Hyundai Heavy Industries (HHI) of Korea – the world’s biggest shipbuilder – put its head above the parapet. Design work The contract was signed in the autumn of 2004, and design work accounted for most of 2005. Exhaustive aerodynamic and hydrodynamic model testing was carried out in Sweden and the UK, to ensure the hull, bow, funnel and other external features would all function as efficiently as possible. This resulted in many other features, including novel wind deflectors over the trunk and in front of the bridge, which reduce drag. There were even laboratory tests with a paint manufacturer to investigate colours 34 Issue 1 2009 BP MAGAZINE for the hull, deck and trunk that would reduce the impact of heat on the cargo tanks. And considerable attention was paid to refining the vital cargo containment area – moving the fuel tanks away from the hull, for example – to address common, and expensive, issues that have plagued other LNG ships in the past. Due to a smaller engine room, the cargo area in Gem class ships is more than 12% larger than its Trader class predecessors. The first three ships were built at HHI’s Ulsan yard – British Emerald beginning service in July 2007, with British Ruby and British Sapphire following in July and September 2008 respectively. British Diamond was the final jewel in the crown: it was built at Hyundai Samho Heavy Industries (HSHI) in Samho-eup, and was delivered in October 2008. The $1 billion project came in under budget and on time overall. Without doubt, the Gem class vessels have set a new benchmark in the industry. “We were constantly pushing for higher standards,” says Mark Anderson, BPS construction manager. “We followed all the relevant guidelines and regulations at every stage, of course, but whenever we could, we looked at ways in which we could significantly exceed them.” The initially sceptical shipbuilding industry in the Far East has been forced to sit up and take notice as a result. HHI’s brave decision in rising to the considerable construction challenge has meant it is now the region’s market leader in the manufacture of DFDE-powered LNG carriers. No fewer than 57 orders for similar vessels are currently active at Far Eastern yards, making DFDE the industry’s new number one choice for LNG ship propulsion systems. Safety triumph The programme was a health and safety triumph, too, with just four lost time injuries sustained by Hyundai staff, in a total of 4,731,201 shipyard hours. There was only one BP recordable injury in that time: when an inspector fell off his bicycle and slightly sprained his wrist. Successful new internal relationships have also been forged. “There was great co-operation between the design and construction teams and the sea staff,” explains Chris Bailey, BPS technical manager, fleet. “We ran workshops with engineering officers and deck officers during the initial design phase, then put engineering officers in the Korean site teams for three months at a time so they could see how the ships were built. The aim was to increase awareness and understanding of what we do among end users.” Perhaps most importantly, of course, do the ships work? “Absolutely,” says BPS charterer, Bruce Moore. “They are materially more complicated than our other ships, so the engineers in particular are getting to grips with a number of operational challenges. But the ships are all in service, are all busy, and the feedback from crews is extremely positive.” So, safer, greener and more efficient ships that produce improved performance and clear commercial benefits; new design and construction standards; and happy crews. Oh yes, and cleaner seas. Not just gems by name, it would appear, but also gems by nature. ■
Doing the rounds: chief officers Peter Hackett and Chris Green walk under the pipelines running over the cargo hold. BP MAGAZINE Issue 1 2009 35
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