Feature 5 | SOUTH KOREAN SHIPBUILDING
of similar capacity. In addition, it is said to offer improved operational efficiency as a result of the different equipment layout. Furthermore, the vessel design does
not follow the traditional concepts for drillships. For instance, the engineroom of the vessel is placed forward, underneath the accommodation. Tis arrangement is common for most other types of offshore construction vessels, but not for drillships. It leaves the entire 4200m2
aſt
deck area free for drilling equipment or tubular storage. The drilling capabilities, however,
match those of the new generation large drill ships. The vessel will have DP-3 classification and be suitable for unrestricted worldwide service. Special attention has been given to sea keeping characteristics. Modest vessel motions and a low drill floor result in very low accelerations at the drill floor, according to Huisman the low drillfloor is the result of absence of a substructure below the drilling mast. Te drill floor is at a level of no more than 5m above the main deck of the vessel. Tis not only reduces sideways motions at the drill floor but also lowers the centre of gravity of the drilling equipment considerably. This is made possible by lowering the BOP through a large hatch aſt of the drill mast before skidding it to the well centre, forward of the mast. Te top section of the mast can be removed to allow passage through the Panama and Suez Canals as well as below the Bosporus bridge. Nor is STX alone in believing that
drillships offer the potential for new business. Hyundai Mipo Dockyard Co Ltd which is focused on ships of up to Panamax class, has been gradually developing a wider portfolio of ships. Te shipbuilder currently has an order backlog for 246 ships (9.84 million dwt, or 7.67 million gt). In 2008, when 70 ships were delivered,
the yard turned out just three ship types, in the shape of 47 product carriers, 21 containerships and two LPG carriers, reflecting the then high demand for these mainstay ships. Tis year, with 71 ships due completion,
product carrier production remains strong, and 50 ships of this type will be delivered. However, only three containerships will
76
Huisman 10000 design represents the first drillship order for STX Shipbuilding.
be delivered, alongside four pure car and truck carriers, 10 LPG carriers, two general cargo vessels and two bulk carriers. Looking forward to next year, HMD
said the delivery pattern would be even more diverse. True, 44 product carriers are due delivery, but the builder will also deliver six more PCTCs, five ro-ro ships, three con-ro vessels, three more LPG carriers, two general cargo ships and six bulk carriers. To date, however, the steps towards
diversification taken by HMD have reflected changes in ordering patterns within the commercial fleet. Now, HMD too is turning its mind to the more resilient offshore sector. According to a company spokesman:
“At the moment, there are no offshore vessels in our order book as, over recent years, we strategically concentrated only on commercial vessels such as product tankers and container vessels etc in line with their high markets. However, we have plenty of building and delivery performance of the offshore vessels in the past such as drillships, cable layers, pipe layers, etc. “As the market has changed, now we
are focusing on high value-added offshore projects as our important strategic sectors
and currently we are developing the various related designs.” But, before the bandwagon is even
rolling, it is pertinent to note that Samsung Heavy now sees greater opportunities elsewhere in the offshore market. According to Hweui-Sik Cho, SHI senior manager, ship and offshore sales and marketing division: “Te current market situation for drillships is not so good in comparison with last year, but SHI expects to get a few drillship orders this year.” Rather, Mr Cho said: “Fortunately LNG
FPSO projects are on the rise, mainly the Shell FLNG and Petrobras projects, so we are focusing on getting new orders for LNG FPSOs by offering different types of design, including membrane, SPB and combination (mb + spb) [storage options].” The Shell LNG FPSO Mr Cho was
expressing an interest in, for which a tender was issued last year, is to be 450m long by 75m, with a 3.5 million tonne per annum LNG capacity, plus associated LPG and condensate product ion; taking total liquid production potential to over 5 million tonnes per annum. Doubtless HHI, STX, DSME and, perhaps even Hanjin Heavy are just as interested. NA
The Naval Architect July/August 2009
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