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 Rotterdam Bremen/Bremerhaven Stockholm Brunsbüttel Zeebrugge Fujairah Leadport: Port of Antwerp Gothenburg Hamburg Le Havre Supported by ESPO and Los Angeles EMSA Long Beach
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) ADR… IMDG, ADN ...
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 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 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, 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 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.
Recommend
More recommend
