LNG bunkering OTMW-N conference Glasgow 14-16 September2015 LNG - - PowerPoint PPT Presentation

Overcoming the challenges of LNG bunkering

OTMW-N conference Glasgow 14-16 September2015 LNG Bunkering & Training Challenges Ola Joslin

• What are the challenges of providing LNG in

port?

• What sort of training can be given to port

personnel?

• Issues concerning frequent LNG bunkering

What are the hurdles for ports in creating LNG bunkering facilities?

• NO EMMISSIONS of NG = NO GAS SLIP
• EU funded study (DMA study):

http://www.dma.dk/themes/LNGinfrastructureproject/Doc uments/Final%20Report/LNG_Full_report_Mgg_2012_0 4_02_1.pdf

• Risk analysis, QRA or deterministic,
• see ISO/TS118683: 2015

In a port

• Approved place for bunkering
• Approved documentation from parties

involved

How do standards differ from port- to-port?

• Hopefully not much
• Amsterdam
• Antwerp
• Hamburg
• Rotterdam
• Stockholm…….
• EU, EMSA, IAPH, WPCI checklists,
• It has been suggested that a standard for bunkering

LNG should be developed with Dry Disconnect Couplings and Dry Safe Break Away Couplings and (P)ESD

IAPH WPCI LNG Fuelled Vessels Working Group

The work has the aim: Harmonization of the approach of ports towards developing rules and regulations regarding LNG as fuel and creating LNG awareness. http://www.lngbunkering.org/

Why a Working Group on LNG?

Ecological responsibility

• Green image
• Customer demand
• Commitment to sustainability

Active Ports

Amsterdam Bremen/Bremerhaven Brunsbüttel Fujairah Gothenburg Hamburg Le Havre Los Angeles Long Beach Rotterdam Stockholm Zeebrugge Leadport: Port of Antwerp Supported by ESPO and EMSA

Plans to ensure safety and security

• Risk analysis
• Well trained personell, both delievering and recieving

Suggestion: see www.lng-safety.com Education made by professionals

• Follow restrictions, instructions, operational

procedures and checklists Checklists finalised 2015, see WPCI webpage http://www.lngbunkering.org/lng/bunker-checklists

The regulatory basis for LNG as fuel

• IMO - IGC Code
• Class rules for the bunker vessel
• IMO - IGF Code
• Class rules for the receiving ship, the ship using LNG

as fuel

• Onshore regulations = ADR
• Offshore regulations = IMDG, ADN….
• Various standards, SIS, USCG
• Lack of international regulation = interface

ADR/IMDG (bunkering)

No regulations (Port Regulations)

IMDG, ADN ... ADR…

All port regulations are based on world wide or European standards, legislation and best practice guidelines: – Best practice guidelines: SGMF, DNV-GL, LR – IAPH / WPCI / LNG: Guidelines and bunkerchecklists – Local safety studies

Viking Grace here just delivered from the ship yard in January 2013

Sails between Stockholm-Mariehamn-Åbo Arrival in Stockholm 06:30 Departure Stockholm 07:35

M/S Viking Grace

• Ship Type: Ro-ro/ passenger ship (Cruise ferry)
• Year Built: 2013
• Length:

218 m

• Beam:

32 m

• Draught:

6.8 m

• Gross Ton.: 57 565
• Ice class:

1 A Super

• Speed:

23 knots (max)

• Capacity:

2 800 passengers 1.275 lane meters for ro-ro cargo 1.000 lane meters for private cars

• Crew:

200

• Ship owner: Viking Line Abp

Traffic intensity in the Port of Stockholm

The Viking Grace berth in Stockholm

Bunkering, TTS due to delay of the bunker vessel

Simultaneous operations

• see ISO/TS 18683:2015
• Additional risks
• Risk analysis
• This poses additional requirements on the vessels,
• perations, planning, personell and their training /

education

• Example: Viking Grace has no air intake

(ventilation) on its port side (where LNG bunkering is done)

Simultaneous operations (SIMOPS – SIMBOPS) Based on risk assessment

• Not allowed unless:
• the simultaneous activities are stated in
• the ships operational documentation
• the operational documentation in
• question is approved by the flag state
• The simultaneous operational activities
• are in line with the requirements in the
• perational documentation.
• The simops or simbops are in
• compliance with the requirements in the
• license of the LNG bunker vessel
• The simops are in compliance with the
• perational procedures of the terminal
• The risk of falling containers

Seagas at the Viking Grace in the Port of Stockholm

Seagas connected to Viking Grace for bunkering

Bunker port at Viking Grace and 6 inch hose

Bunker port at Viking Grace

Mann-Tek 6” DDC (Dry Disconnect Coupling)

LNG Bunkering in Stockholm

• Viking Grace – cruise ferry
• Seagas – LNG bunker vessel
• Both are purpose built for each other
• Both has well trained personell
• Both vessels personell have trained the bunkering

procedures (”dry runs”)

• Extensive risk analysis were performed
• Exercise with both vessels and their personell and

pertinent authorities has been performed

• Other bunkering operations may not

have the same preparations

Experience building

• Seagas has bunkered Viking Grace 763

(STS) times today (13/09-2015) Viking Grace is

doing maintenace until Thursday th 17th of September.

• Seagas has been filled by truck (TTS)

about 2280 times

• Compared with a large LNG tanker which

does ~ 12 trips/year means that Seagas has 63,6 years of experience

LNG safety policy (Stockholm & Rotterdam..)

• The Port consider an LNG tanker (bunker vessel) as a

“normal” tanker carrying dangerous goods and of course we have regulations for ships and tankers carrying Dangerous Goods.

• LNG bunkering is a transfer of dangerous goods.

The Port have regulations for the transfer of dangerous goods.

• An LNG fuelled ship is considered to be a “normal” ship.

The Port are aware of the LNG bunker tank on board

• incident preparedness

Other port activities

Training

Usually, training is offered in 3 different levels:

• Thorough and specialized training for employees or

crew who are directly involved in LNG operations

• Safety training for employees or crew who are a part
• f the safety organization or are responsible for the
• perations
• Awareness or basic training for employees or crew

who have to be in the vicinity of LNG activities.

Crew on vessels

• Sea going vessel crews will have mandatory

training (STCW (IMO))

• Inland vessels crews will have mandatory

training (“Schiffspersonalverordnung auf dem Rhein (RheinSchPersV)” the “Ships crew regulation for the river Rhine” and ADN)

Training and Information requirements

To maintain a high level of safety in a port where LNG activities will be performed, the primary stakeholders, directly in LNG operations involved employees or crew, have to be well trained. Besides the training of these primary stakeholders a lot of other organizations and people have to

• btain the necessary knowledge on LNG and LNG

activities.

Training and Information requirements

Defining potential training requirements will not be so much of problem for the personnel on board of LNG carriers or LNG fuelled vessels and the personnel involved in LNG handling. Defining appropriate training and information requirements is more relevant for the wider port area and all the involved actors on the land side where still some non LNG work needs to be done. (Ship repair, welding, container handling, passenger transfers, trucking and so on …)

Awareness

• Secondary stakeholders doesn’t have a direct

connection with an LNG activity, still they have to be informed of the risk of LNG activities that

• thers will perform.

Awareness

A few examples: (non LNG) Terminals Alongside a container terminal, LNG fuelled ships will bunker LNG (during the loading or unloading of containers). The terminal employers and employees have to be aware of the restrictions and risks during the LNG bunkering.

Awareness

There will be restricted area’s and procedures for simultaneous activities. Terminal operational documentation and logistics have to be adjusted. It is not clear if and how the employees in non LNG terminals will be trained on LNG (bunker) issues.

(non LNG) Terminals

There is no standard for such training today

Incident response organizations

Incident response organizations have to be prepared for the repression of LNG incidents. Fire brigades, and also the medical health services (frost bite victims) should have knowledge of LNG and its special properties and the best reaction on LNG incidents. It looks like the knowledge and training is available, but not all the incident response organizations are well trained and prepared in response for LNG incidents. There is a lack of LNG incident response training facilities

In general, crewmembers and local first responders are expected to follow and comply with governing regulations, operation manuals, maintenance regimes, and emergency response plans for LNG bunkering operations. These documents will vary according to the type

• f installation and/or receiving vessel.

Various training content is required based on the different levels of employment/ responsibility of the crewmembers and local first responders.

Maintenance industry, dry-docks, shipyards

• Repairs on a ship with an LNG bunker tank and a

cryogenic gas installation is specialized work. A lack

• f specialists for repairs on LNG installations is
• foreseen. The personnel at these sites will have to be

trained.

• Should a LNG

system onboard always be gas free before docking??

Gas-free chemists (personnel)

A safe guard in the repair procedures is a system of gas- free certification with gas free certificates issued by experts in gas-detection and measuring. LNG properties are different of the general measured products, the experts should be trained in the measuring of LNG.

Enforcement officers

One of the safe guards in a port is enforcement by

• authorities. Enforcement is only effective if the

enforcement officers are well qualified on LNG issues and LNG regulations. A standard LNG training for enforcement officers doesn’t exist.

Port authorities and other local authorities

Port Authorities and other local authorities have to work together to give the LNG activities a place in the safety systems that already exist in the port. They have to make decisions on subjects like: Spatial planning of LNG activities Supply chains for LNG bunkering External safety studies and environmental permits

Port authorities and other local authorities

Nautical local circumstances which can lead to restrictions. Port regulations to regulate all LNG activities. LNG bunker procedures. Simultaneous activities during LNG bunkering. Passing distances for other ships. To deal with this, the authorities must have knowledge of LNG issues. A basic training for authorities doesn’t exist.

Bystanders

• Bystanders doesn’t have a connection with an

LNG activity, if they still have to be in the vicinity of LNG activities they should be aware

• f the risks and restrictions of an LNG activity.

Ship visitors

LNG fuelled ships and LNG tankers can be visited in a port by many people. Such as cargo surveyors, terminal representatives, service suppliers, maintenance personal, authorities, etc. In the chemical industry it is common to instruct people on safety before they are allowed to enter the terminals. It is advisable to give visitors on the entrance

• f the ship a safety instruction or awareness leaflet

Service providers

Service suppliers (bunker ships, store ships) and nautical service providers (Pilots, tug boats, linesmen) can be alongside or on board

• f LNG tankers, LNG bunker vessels or LNG

fuelled ships. They must be aware of the risks

• f LNG and LNG bunkering.

An awareness course is advisable.

Ice and moisture

• Condensated moisture may be a problem if not

handled properly

• When bunkering (connecting) frequently this

risk increases

• Recent developments has ephasised the need

to use experienced consultants/personnel

Ice and moisture

Ice and moisture

• When transferring LNG the moisture in the air

surrounding transfer equipment like flanges, connectors and hoses condensates on the cold parts and freezes to frost or ice.

• This concern especially bunker vessels or

bunker facilities that are or will be frequently used and the transfer equipment does not have time to dry by itself.

Ice and moisture

If flanges and connectors are not warmed and dried sufficiently and if hoses not air free or filled with NG or nitrogen (N2) the condensated moisture, frost and ice may come into the LNG stream and into LNG tanks and further into the fuel systems. (Cryo has introduced a limit for water vapour in air at -40 C or 125 ppm)

Ice and moisture

LNG systems contain filters that shall capture ice If ice still gets into the LNG system such as a tank it will be a problem

,

Gasifying LNG

Thank you for Listening

Ola Joslin, independent consultant

• la@atc.nu, oj1consultant@gmail.com