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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/Documents/Final%20Report/LNG_Full_report_Mgg_2012_04_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 DisconnectCouplings and Dry Safe Break Away Couplingsand (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, operationalprocedures 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, operations, 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
• operational 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
• operational 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 Seagashas 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 of the safety organization or are responsible for the operations
- 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
obtain 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, passengertransfers, 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
others 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
of 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
of 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
of 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
of 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
of LNG tankers, LNG bunker vessels or LNG
fuelled ships. They must be aware of the risks
of 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
