Fully Refrigerated LPG Carriers FIRST EDITION Syd Harris WSIL - 270 - Fully Refrigerated LPG Carriers.indd iWSIL - 270 - Fully Refrigerated LPG Carriers.indd i11/10/2009 10:06:30 AM11/10/2009 10:06:30 AM ii First Edition 2004 ISBN 1 85609 266 6 © Syd Harris British Library Cataloguing in Publication Data A catalogue record for this book is available from the British Library. Notice of Terms of Use All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior permission of the publisher and copyright owner. While the advice given in this document (“document”) has been developed using the best information currently available, it is intended purely as guidance to be used at the user’s own risk. No responsibility is accepted by Syd Harris, the author, or by any person, firm, corporation or organisation [who or which has been in any way concerned with the furnishing of information or data, the compilation or any translation, publishing, supply or sale of the document] for the accuracy of any information or advice given in the document or any omission from the document or for any consequence whatsoever resulting directly or indirectly from compliance with or adoption of guidance contained in the document even if caused by a failure to exercise reasonable care. Printed and bound in Great Britain by Bell & Bain Ltd. Glasgow Published in 2009 by Witherby Seamanship International Ltd 4 Dunlop Square, Livingston Edinburgh, EH54 8SB Scotland, UK Tel No: +44(0)1506 463 227 Fax No: +44(0)1506 468 999 Email: [email protected] www.witherbyseamanship.com WSIL - 270 - Fully Refrigerated LPG Carriers.indd iiWSIL - 270 - Fully Refrigerated LPG Carriers.indd ii11/10/2009 10:06:31 AM11/10/2009 10:06:31 AM iv WSIL - 270 - Fully Refrigerated LPG Carriers.indd ivWSIL - 270 - Fully Refrigerated LPG Carriers.indd iv11/10/2009 10:06:32 AM11/10/2009 10:06:32 AM v Preface The evolution of Clerk-Maxwell and the music of John, Paul, George and Ringo made for exciting times for me as a young naval architect at the Tyneside shipyard of Hawthorn Leslie during the swinging sixties. Looking back, it was a time of change and a time of progress in many areas, and the field of gas ship design was no exception. Designers and engineers from across the world independently began to address the challenge of transporting liquefied gases in bulk at close to atmospheric pressure. I had the good fortune to be a member of the small design team, in the appropriately named Prospect Work Department (PWD), who were preparing designs, estimates and bids to win the first United Kingdom order for a fully refrigerated Liquefied Petroleum Gas (LPG) carrier. Perfectly named for a gas carrier, the ship was delivered as Clerk-Maxwell. Great days, great memories. I have always felt that this fascinating and challenging period of gas ship design should be recorded. The chapters of this book are loosely arranged around each ship building yard, as each made a significant contribution to making the safe sea transport of liquefied gases in bulk the success it is today. This progress was generally made independently by the yards and as such, each has a story in its own right. Many yards had unique and distinctive characteristics which were built into the designs and were often repeated and improved on later ships, as experience was gained and capacities increased. The chapters begin with each yard’s first FRLPGC and continue to the present day, or to the last built before a yard closed. To identify the various historical milestones and to settle any arguments and claims, I would refer you to Appendix 1 and the chronological listing. The scale of each of the drawings has been chosen to fit the pages and as such each drawing is small and each scale is large. The drawings are intended to give a general indication of the overall design of the ships and few details have been included. Rest assured that all of these ships have lifeboats, guard rails, winches, derricks, windows etc, but these items are not shown for the sake of clarity. Throughout the text, the original name of each gas ship has been used to identify the design. The Appendices show listings of the original and current names as well as name changes for all of the ships featured. My task has not been easy with so many of the shipyards experienced in building gas ships now long gone. This includes such famous names as Boelwerf SA, Temse, Belgium, Chantiers Navals de la Ciotat, La Ciotat, France, Constructions Navales & Industrielles de la Méditerranée (CNIM), La Seyne, France, Euskalduña, Bilbao, Spain, R & W Hawthorn Leslie & Company, Hebburn-upon-Tyne, United Kingdom and Kockums Mekaniska Verkstads AB, Malmö, Sweden. Key pioneering manufacturers of equipment and components have also vanished. In addition, in my early stages of research I discovered, that the notorious fire in Le Havre in August 1997 did not just destroy files from French state owned bank Credit Lyonnais, which was being investigated in a financial scandal. Also stored in the same building, and also destroyed, were many drawings and documents covering the early days of the LPG vessels belonging to Gazocéan. The high cost of storage, the takeover of smaller companies by disinterested major companies and the closure of key shipyards have meant that many useful documents have been shredded, destroyed or discarded as being of no value. There was also great secrecy in the early days of gas ship design and construction. I heard of one shipyard, where workers’ personal notebooks used during the construction of the gas ships were destroyed when the ship was delivered. WSIL - 270 - Fully Refrigerated LPG Carriers.indd vWSIL - 270 - Fully Refrigerated LPG Carriers.indd v11/10/2009 10:06:32 AM11/10/2009 10:06:32 AM vi Fortunately in my foraging for useful information I have been able to call on many friends and colleagues in the gas shipping business who have kept priceless material in their personal archives. I would particularly like to thank; LNG expert and author Roger Ffooks for his help and encouragement; Johannes Paulsen, retired naval architect with Marine Service GmbH., Hamburg, for his extensive knowledge and tuneful assistance when identifying useful old drawings; Kay Kitahara Anderson of the Japan Ship Centre in London for her attention to detail and friendly enthusiasm, Jan Flatseth for his warm welcome to Bergehus in Oslo, Pieter Van Robaeys of Viamar NV, Temse, William O. Gray of Gray Maritime Company for his archive material on Esso, Bruno Dabouis of Bureau Veritas in Paris for finding dusty boxes from the fifties and librarians David Bartle and Nuala Briody of the Institute of Marine Engineering in London. Many others have provided invaluable information from photographs to launch programmes to contact details of the old guys. Thank you to everyone who responded to my visits, e-mails, faxes, letters and telephone calls. Sometimes I have received a solitary delivery date, a hint of an interesting feature or a shared moment of enthusiasm, which have all helped me in my task. For this much appreciated help my thanks go to; ex Gazocéan chief engineer Jean-lves Coffineau, P&O historian and archivist Stephen Rabson, Gasper Villasenor, Marine Surveyor and Consultant, Tampico, Mexico, D2M’s co-founder Jean-Frangois Desplat, Hideo Uetani of Mitsui Engineering & Shipbuilding, Moss Maritime’s Lars Sannes, Alex Pastahov of AVP Corp, Shin-ichi Nagahama of Hitachi Zosen, Kåre Tandstad of the Havinvest Group, ex Havgas captain Leif Emblemsvåg, la Forge captain Thierry le Hors, Methania captain Jean Ducarme, Bureau Veritas host Yves Le Gal, Roger Grahn of York Refrigeration, Sven Erik Elstad of Hamworthy KSE, Per-Christian Willoch Fett of Fernleys, Pat Craig, Marco Montorsi and Benedetto Agnello of EGM Genoa SrI Shipmanagement, David Cullen with Ebara, Tryggve Tobiesen of Det Norske Veritas, artist Georg Holm, Neil Currie of Thistle Associates, Dr. Christian Ostersehlte HDW historian, Wolfram Wöber of Marine Services GmbH, Hamburg, Ron Brand and Kees van Putten of the Maritiem Museum, Rotterdam, Nick Orfanidis of Marine Transport Lines, Giorgio Liubicich retired surveyor with ABS Genoa, Wojciech Kusinski of Centromor, Masanori Sumitani of Cryopump, Henry Smith of Carter Cryogenic Services, Elizabeth Kovach of Bethlehem Steel, Bill Haesloop of Nikkiso Cryo, Kiyotaka Takeda of NKK Corporation, Lucy Heller of Burckhardt Compression, Ranjit Singh of Qatar Shipping, Marian Bala of Klub Wysokogórski-Kraków, Haye Hinrichsen of Thyssen Nordseewerke GmbH, editor Dan Thisdell from The Motor Ship, Keith Hutchinson of Armstrong Technology, Soichi Kawai from Kawasaki Shipbuilding Corporation, Nobuhiko Hirakata, Tatsuo Koniwa and Kazuaki Yuasa from Mitsubishi Heavy Industries, Horio Hanaki of Universal Shipbuilding Corporation, Dorchester Maritime’s Chris Clucas, SIGTTO’s Roger Roue, Jim MacDonald of Lloyd’s Register of Shipping, Class NK helpers Tetsushi Agata in London, Masaki Matsunaga in Tokyo and Yosei Usami in Ulsan, pioneers René Boudet, John Houlder and Jim Whyte, and ex Hawthorn Leslie PWD friends Dave Catchpole, Michael Corkhill, Robin Grey, Ken Lorrison, Gordon Mackey and Paul Winch. I have tried to include in this publication as much of the information as I was able to find, but there will undoubtedly be some gaps. If you think I have missed an important piece of the jigsaw, please let me know, so that it can be used in any future editions. With regard to the photographs in the book every attempt has been made to identify the original source of the pictures and I acknowledge with thanks the permission given for their use. Syd Harris Spring 2004 WSIL - 270 - Fully Refrigerated LPG Carriers.indd viWSIL - 270 - Fully Refrigerated LPG Carriers.indd vi11/10/2009 10:06:32 AM11/10/2009 10:06:32 AM vii Contents Page No. Preface v Introduction ix List of Figures xiii List of Plates xvii Glossary xxi Bibliography xxvii About the Author xxix Chapters 1 Virtual On Board Inspections 1 2 French Refrigeration Breakthrough 29 3 Japanese Pioneers Bridgestone and Mitsubishi 51 4 First Refrigerated LPG from Ras Tanura Terminal 71 5 Secondary Barrier Side Hull from A G Weser 75 6 Conversions and Newbuildings from Hitachi Zosen 83 7 European First from Kockums 95 8 Verolme Pair for the Ammonia Trade 105 9 Home Town Shipyard Hawthorn Leslie 107 10 LPG and LNG Technologies Intertwined at IHI 119 11 Moss Værft and Dokk 131 12 Scottish Ammonia Carrier Conversion 161 13 Single Invar LPG Membrane from CNIM 165 14 Spanish First from Euskalduña 177 15 Single FRLPG Carrier from Kiel 183 16 Conversions and Combined Carriers from the USA 187 17 Semi-Membrane Kasmet from Kawasaki 191 18 Thyssen Nordseewerke Four for P&O 209 WSIL - 270 - Fully Refrigerated LPG Carriers.indd viiWSIL - 270 - Fully Refrigerated LPG Carriers.indd vii11/10/2009 10:06:32 AM11/10/2009 10:06:32 AM viii 19 Large and Small from Italy 213 20 Boelwerfs Entrepreneurial Audacity 221 21 French Connection for NKK 233 22 Scottish Roots for Hyundai Plants 237 23 Pioneering French Connections at Daewoo 245 24 STX Shipbuilding Company Wins Order from 253 Qatar Shipping Company 25 New Fully Refrigerated LPG Carrier Design Concept – Ptarmigan 255 Appendices 1 Delivery Chronology 259 2 Original Names 265 3 Current Names 271 4 Capacity 277 5 Lead Ship Dimensions 283 6 Shipbuilders 289 7 Previous Names 297 8 Name Changes 301 Index 305 WSIL - 270 - Fully Refrigerated LPG Carriers.indd viiiWSIL - 270 - Fully Refrigerated LPG Carriers.indd viii11/10/2009 10:06:32 AM11/10/2009 10:06:32 AM ix Introduction Sophisticated ships they may be, but the designs of gas carriers are based on the simple parameters of the ideal gas laws governing the relationships between pressure, temperature and volume. In addition, the materials in direct contact with the liquid cargo must be matched with the properties and characteristics of the cargo. The key to the designs is the atmospheric boiling temperature of the liquid cargo, i.e. ambient for fully pressurised LPG, -33°C for anhydrous ammonia, -48°C for propane, -104°C for ethylene and-163°C for LNG. LPG carriers can be grouped into three categories; fully pressurised, pressurised and refrigerated and fully refrigerated. The first ships designed to carry LPG were fully pressurised and today there are many trading routes where butane and propane are still transported under pressure at ambient temperature. Almost half of the total number of LPG carriers in service are small fully pressurised ships, with most operating coastal or island services in Japanese, Korean, Chinese and Caribbean waters. The most versatile LPG carriers are the small to medium sized pressurised and refrigerated vessels, with capacities up to 30,000 m3, capable of loading and discharging a wide range of LPG and chemical gases. Modern gas carriers of this type are generally designed for a minimum temperature of -48°C, a maximum pressure of 5 to 8 kg/cm2 and a maximum specific gravity of 0.97 for vinyl chloride monomer (VCM). The design of fully refrigerated LPG carriers has evolved over the years from other types of LPG carriers, to make the most efficient use of the on board cubic space available. The minimum design cargo temperature is generally -48°C for propane, with the maximum design pressure 0.25 kg/cm2 greater than atmospheric pressure. Fully refrigerated LPG carriers have been built with capacities up to 100,988 m3. Apart from the cargo temperature, the FRLPG carrier has more in common with the LNG carrier than the smaller pressurised LPG carriers. Much of the extensive research and development of the late nineteen fifties and early nineteen sixties on LNG carriers also resulted in the first designs for fully refrigerated LPG carriers.1 There is a considerable overlap of the techniques which have gone into both the LNG carrier and the FRLPG carrier, each with many similar design features. Throughout the gas ship building industry the learning curve has been gradual with yards progressing to larger vessels after cutting their teeth on smaller ships. Most yards with fully refrigerated LPG ship building experience moved on into the LNG market. A notable few exceptions were; Harland and Wolff, Chantiers de France Dunkerque, Boelwerf and Daewoo, who took the reverse approach and started with LNG carrier construction. When comparing the construction of the first purpose built fully refrigerated LPG carrier, Bridgestone Maru, delivered from MHI in 1961, with a typical modern FRLPG carrier, the differences in general appear to be slight rather than radical. This was not so in the decade following the delivery of Bridgestone Maru, particularly in Europe, where ships were delivered with a selection of tank shapes and insulation arrangements. A popular arrangement on many earlier ships included above deck trunks, allowing an increase in cargo capacity without any increase in hull dimensions. With experience, the shipbuilders found that the tanks with trunks were not so easy or cheap to construct, particularly with the increased number of the tanks’ radius edges and part spherical shaped corners. Naval architects quickly realised the advantages of constructing FRLPG carriers with a flush deck, with longitudinally framed sloping upper and lower wing ballast tanks at the sides and a transversely framed side hull forming the secondary barrier. This arrangement, which WSIL - 270 - Fully Refrigerated LPG Carriers.indd ixWSIL - 270 - Fully Refrigerated LPG Carriers.indd ix11/10/2009 10:06:32 AM11/10/2009 10:06:32 AM x first appeared on 25,540 m3 Antilla Cape, delivered from A. G. Weser in 1968, has now become almost the standard configuration for the modern FRLPG carrier. In fact, every fully refrigerated LPG carrier delivered since 39,113 m3 Kelvin, from IHI in 1990, has had this arrangement for cargo tanks and water ballast tanks. The IHI ship had a slight variation on the standard arrangement by having the inner bottom extending to the side hull to form the lower water ballast tanks. In 1976, the Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk was first published by the then Inter-Governmental Maritime Consultative Organization (IMCO). For the first time, the Code set out international standards for the safe carriage of liquefied gases in bulk. From the time of the first meeting, in September 1971, of an Ad Hoc Working Group within IMCO 2, until the Code was published in 1976, shipbuilders were well aware that the pending Code would require changes to the design of FRLPG carriers. As it turned out, wholesale changes were not required to existing practices, rather a fine tuning of layouts and tank locations within the ship, with extra safety, fire-fighting and monitoring equipment added. The main areas requiring changes were; damaged stability requirements, cargo tank and ballast tank locations, segregation of the cargo area, openings in accommodation spaces and fire protection systems. The new Code had more radical effects on the design of smaller LPG carriers than on larger LPG carriers. In the intervening years the Code has been reviewed, revised and amended. The 1993 edition published by the International Maritime Organization (IMO), became the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code). A number of the earlier built LNG carriers were designed to carry both LNG and LPG, as no long term LNG trading had yet been fixed at the time of ordering, and the spot LPG market offered opportunities for employment of the ships. Some of the smaller LNG/ LPG carriers were also able to load ethylene. Few traded with LPG cargoes and detailed descriptions of these ships have not been included in this book, as the ships are primarily LNG carriers. One technical point, which may have contributed to the remarkable life span of these vessels is that the carriers were designed for a propane specific gravity of 0.58. This represents a considerable margin of safety when loading LNG with a specific gravity of 0.44. The following is a brief summary of the combined LNG/LPG and LNG/LPG/ethylene carriers built: Esso Brega • now LNG Palmaria – 41,000 m3 with Esso prismatic tanks built at Italcantieri, Genoa, Italy in 1969 and modified to carry LPG at Moss Rosenburg, Stavanger, in 1976. Descartes • – 50,000 m3 with Technigaz membrane tanks built at I’Atlantique, St. Nazaire, France in 1971. Euclides • – 4,000 m3 including ethylene, with Technigaz spherical tanks built at Le Havre in 1971 and broken up as Chem Unity in 2002. Norman Lady • and LNG Challenger now Höegh Galleon – 88,000 m3 with Moss spherical tanks built at Moss Rosenburg, Stavanger, Norway, in 1973 and 1974. Venator • now Havfru and Lucian now Century – 29,000 m3 including ethylene, with Moss spherical tanks built at Moss Værft, Norway, in 1973 and 1975. Ben Franklin • – 120,000 m3 with Technigaz membrane tanks built at La Ciotat, France, in 1975. WSIL - 270 - Fully Refrigerated LPG Carriers.indd xWSIL - 270 - Fully Refrigerated LPG Carriers.indd x11/10/2009 10:06:32 AM11/10/2009 10:06:32 AM xi Kentown • now Isabella and Montana now Annabella - 35,400 m3 with Gaz Transport membrane tanks built at CNIM, La Seyne, France, in 1975. Hilli, Gimi • and Khannur- 126,000 m3 with Moss spherical tanks built at Moss Rosenburg, Stavanger, Norway, between 1975 and 1977. Mostefa Ben Boulaid - • 125,000 m3 with Gaz Transport membrane tanks built at La Ciotat, France, in 1976. Sant Jordi - • 5,000 m3 including ethylene, with Sener spherical tanks built at Tomas Ruiz, Spain, in 1976 and sunk as Red Star on 6 January 1994. Gastor • now LNG Lagos and Nestor now LNG Port Harcourt - 122,200 m3 with Gaz Transport membrane tanks built at I’Atlantique, St. Nazaire, France, in 1976 and 1977. Golar Freeze • and Höegh Gandria - 125,000 m3 with Moss spherical tanks built at HDW, Kiel, Germany, in 1977. Mourad Didouche • and Ramdane Abane - 126,000 m3 with Gaz Transport membrane tanks built at I’Atlantique, St. Nazaire, France, in 1980 and 1981. As an introduction to the construction and layout of a typical fully refrigerated LPG carrier, the next chapter will take you on board such a ship. 1 Ffooks, Roger, Gas Carriers, Fairplay Publications, 1974. 2 Ffooks, Roger, Natural Gas by Sea, Witherby & Co. Ltd., 1993. WSIL - 270 - Fully Refrigerated LPG Carriers.indd xiWSIL - 270 - Fully Refrigerated LPG Carriers.indd xi11/10/2009 10:06:32 AM11/10/2009 10:06:32 AM 95 Chapter 7 European First from Kockums By chance, a meeting took place in 1959 in New York between Frans Malmros, Managing Director of Trelleborgs Ångfartygs AB, Trelleborg, Sweden and Peter Burbank, President of A L Burbank & Co. Ltd., New York.1 During this meeting the basic idea of refrigeration for the transportation of LPG by sea was discussed with the potential seen, if the transport costs could be reduced, to open up large new markets for the use of LPG. For this new business venture, Trelleborgs Ångfartygs AB enlisted the services of consultants Marine Service GmbH of Hamburg for the design work on a purpose built 25,000 m3 LPG carrier. The contract for the newbuilding was placed with Swedish shipbuilders Kockums Mekaniska Verkstads of Malmö. Through A L Burbank & Co. Ltd., a long-term charter was obtained from Phillips Petroleum Company of Bartlesville, Oklahoma, USA., to export LPG from the Gulf of Mexico on transatlantic trading routes. Paul Endacott Principle Particulars Length o.a. 180.53 m Length b.p. 166.70 m Breadth 25.00 m Depth 14.70 m Draught 10.62 m LPG Capacity 25,102 m3 Engine Kockums-MAN K8Z 78/140D Power 10,350 hp/7,763 kW Service speed 16 knots The original design from Marine Service GmbH was further developed by the shipyard, owners, regulatory authorities and subcontractors.2 3 4 The ship was classed with the American Bureau of Shipping and also built to the requirements of the United States Coast Guard and the Svenska Sjöfartsstyrelsen. Cargoes carried were anhydrous ammonia, propane, butane, butadiene and ethylene oxide, at a minimum temperature of -51°C and a maximum pressure of 0.3 kg/cm2. Many new techniques were required, relating to the special steels, welding and insulation materials, which had not previously been encountered in conventional shipbuilding. A laboratory was set up in the shipyard for testing, problem solving and the evolution of instruments and cargo handling equipment. The profile of the ship was distinctive with a forecastle deck, trunk deck, large amidships deckhouses for the cargo control room and gas plant with the cargo vents grouped above it, four large cylindrical deck tanks and an aft superstructure. The hull was of all welded construction, except for double riveted crack arresting seams located at the bottom shell, at the lower turn of the bilge, at the deck sheer strake and at the trunk deck. The prismatic cargo tanks were each located in the five hold spaces below the main deck. A double bottom and a double side hull were used for water ballast. Transverse cofferdams were fitted between each hold space. In addition, two 106 m3 vertical cylindrical/conical shaped pressure vessel tanks were fitted in the forward part of No. 1 hold space. Four 300 m3 horizontal cylindrical pressure vessel tanks were fitted at the sides of the main deck. WSIL - 270 - Fully Refrigerated LPG Carriers.indd 95WSIL - 270 - Fully Refrigerated LPG Carriers.indd 9511/10/2009 10:06:59 AM11/10/2009 10:06:59 AM 96 Domnarvet Steel Works, in co-operation with Kockums, produced the special steel for the main cargo tanks and inner hull, which formed the secondary barrier. This was a fully-killed fine-grained manganese low carbon steel with minimum impact properties of 2.8 kpm/cm2 at -57°C. The tanks’ were supported by steel foundations and brackets on the bottom of the tanks, cushioned with tropical azobé hardwood and Swedish pine. Azobé was also used for the rolling and pitching keys as well as the anti-lift chocks. The hold spaces were insulated with two 50 mm thick layers of polyurethane foam which were glued to the inner hull, the cofferdams and the underside of the main and trunk decks. The arrangement with the insulation on the inner hull rather than on the cargo tank made for some interesting design features. It was possible to have direct access to inspect the outside plating of the cargo tanks where walkways were installed. In normal service the hold spaces would be filled with inert gas produced from an on board system with two nitrogen generating plants. For the carriage of chemicals which could not be handled by the reliquefaction plant, cooled nitrogen gas could be circulated in the spaces around the cargo tanks. This alternative cooling system was designed to maintain the cargo at -7°C. Fans were used to circulate the nitrogen gas after passing through a cooling battery connected to one of the reliquefaction plants. The vessel was fitted with three reliquefaction plants, each consisting of an oil free two-stage Sulzer compressor, a Stal refrigeration unit using Freon 22 as a coolant, a gas condenser, a receiver and related valves, gauges and controls. Named after the vice-chairman of Phillips Petroleum Company, the vessel was christened by Mrs. Endacott, his wife, on 27 November 1963. Paul Endacott was delivered to the owners on 28 May 1964 and was the first purpose built fully refrigerated LPG carrier constructed in Europe. On 29 May 1964 Paul Endacott left Malmö bound for Mena al Ahmadi, Kuwait, to load the first of four consecutive LPG cargoes for Japan, under a sub-charter to the Bridgestone Liquefied Petroleum Company Ltd., of Tokyo.5 Delays in the preparations of the terminals for the planned regular transatlantic LPG service, opened up the opportunity for this temporary trade to the Far East. On 1 April 1965, onboard Paul Endacott, the first shipment of propane, under the Phillips Petroleum contract, reached the Phillips United Kingdom’s terminal at Felixstowe, for delivery to the Eastern Gas Board.6 The building of this new import terminal was made feasible late in 1962, when the Felixstowe Dock and Railway Company agreed to construct a deep-water jetty. The contract was finally agreed when an offer was made, by Phillips, to deliver gas from the Gulf of Mexico, at a competitive price. That decision must have given great satisfaction to the forward thinking entrepreneurs Frans Malmros and Peter Burbank. The new 33 m high and 52 m diameter refrigerated storage tank at Felixstowe provided facilities for road and ship loading as well as a non insulated pipeline connection to Norwich. The Eastern Gas Board Cremore Gas Works in Norwich was equipped with five high pressure reforming plants and the piped liquefied propane was used to enrich the local town gas. By an odd coincidence, the Norwich end of the pipeline was located about ten kilometres from where these words have been typed. Paul Endacott as Petrogas I was reported broken up in 1986. Figure 7-1 Pro? le of Paul Endacott WSIL - 270 - Fully Refrigerated LPG Carriers.indd 96WSIL - 270 - Fully Refrigerated LPG Carriers.indd 9611/10/2009 10:07:00 AM11/10/2009 10:07:00 AM