Professional Documents
Culture Documents
Project thesis
Evaluation
of
technical
challenges
and
need
for
standardization
for
LNG
bunkering
NTNU Norwegian University of Science and Technology Faculty of Engineering Science and Technology Department of Energy and Process Engineering
Preface
This
project
report
is
written
as
a
part
of
the
five
year
Master
Degree
Program
I
attend
at
the
Department
of
Energy
and
Process
Engineering
at
Norwegian
University
of
Science
and
Technology
(NTNU).
First
of
all
I
wish
to
express
my
gratitude
to
my
supervisor
Reidar
Kristoffersen.
During
the
semester
he
has
given
me
academic
guidance
on
report
matters
and
great
freedom
in
choosing
a
topic
of
interest.
The
project
report
consists
of
a
literature
review
regarding
LNG
bunkering.
The
topic
is
current
and
much
of
the
information
is
gathered
from
publications
made
within
the
last
five
years
and
from
direct
communication
with
people
in
the
industry.
The
list
of
people
who
have
contributed
and
whom
I
wish
to
thank
is
therefore
extensive.
The
report
is
written
in
cooperation
with
Det
Norske
Veritas
(DNV).
Lars
Petter
Blikom,
Segment
Director
for
Natural
Gas,
DNV,
has
been
my
industrial
supervisor.
I
would
like
to
thank
Mr.
Blikom
for
providing
me
with
assistance
on
the
topic
and
valuable
insight
form
the
industry.
His
support
and
encouragement
throughout
the
process
has
been
highly
appreciated.
I
also
wish
to
thank
the
natural
gas
team
at
DNV,
Erik
Skramstad
and
Katrine
Lie
Strm
for
their
help
on
technical
matters.
Individuals
who
contributed
with
insight,
relevant
material,
outlining
and
establishing
the
basis
of
the
project
report
include;
Per
Magne
Einang
and
Dag
Stenersen
(MARINTEK/SINTEF),
ystein
Bruno
Larsen
(BW
Offshore),
Ernst
Meyer
and
Henning
Mohn
(DNV),
Rolv
Stokkmo
(Liquiline),
ystein
Klaussen
(Gassteknikk)
and
Jens
Klstad
(Kongsberg).
Nora
Marie
Lundevall
Arnet
Abstract
The
shipping
industry
is
searching
for
cleaner
solutions
to
comply
with
upcoming
regulations
on
emissions.
A
favorable
solution
is
to
use
Liquefied
Natural
Gas
(LNG)
as
bunker
fuel,
on
ferries
and
other
smaller
vessel
travelling
set
routes.
Implementation
of
innovative
solutions
in
the
large-scale
LNG
distribution
has
been
successful,
but
the
industry
is
now
requiring
solutions
for
the
small-scale
LNG
distribution
networks.
An
expansion
of
small-scale
LNG
infrastructure
holds
a
great
potential
for
cost
effective
fuel
for
the
industry.
Several
LNG
bunkering
solutions
exist
today
and
new
projects
are
announced
frequently,
but
detailed
descriptions
are
rarely
published
due
to
the
intense
competition
in
the
emerging
market.
The
industry
is
also
faced
with
lack
of
standardization
within
certain
areas
of
the
bunkering
process.
Leaving
procedures
open
to
discretion
and
a
potentially
higher
risk
of
failure.
This
project
report
aims
to
evaluate
essential
aspects
relevant
to
the
emerging
LNG
bunkering
market
focusing
on
technical
challenges
and
need
for
standardization.
It
will
include
an
overview
of
LNG
safety
aspects,
a
technical
step-by-step
approach
to
LNG
bunkering
and
essential
equipment
used,
assessment
of
current
standards,
and
finally
a
discussion
of
critical
areas
for
LNG
bunkering
to
compete
with
current
solutions.
II
Content
1
Introduction
..........................................................................................................................................
1
1.1
Motivation
......................................................................................................................................
1
1.1.1
Bunkering
................................................................................................................................
1
1.1.2
New
Projects
...........................................................................................................................
1
1.1.3
The
Drive
.................................................................................................................................
2
1.2
Underlying
Hypothesis
...................................................................................................................
3
1.3
Main
Goal
of
the
Report
.................................................................................................................
3
1.4
Scope
of
the
Report
........................................................................................................................
3
2
LNG
........................................................................................................................................................
4
2.1
LNG
characteristics
.........................................................................................................................
4
2.2
LNG
Chain
.......................................................................................................................................
4
2.2.1
Gas
Field
(Reservoir)
................................................................................................................
4
2.2.2
Liquefaction
Terminal:
Onshore
Processes
.............................................................................
4
2.2.3
Marine
Transport
....................................................................................................................
4
2.2.4
Receiving
Terminal
..................................................................................................................
4
2.3
LNG
Safety
Issues
...........................................................................................................................
5
3
LNG
Advantages
....................................................................................................................................
6
3.1
Environmental
advantages
.............................................................................................................
6
3.1.1
Alternative
Energy
Sources
.....................................................................................................
6
3.1.2
Emission
Control
......................................................................................................................
6
3.1.3
Emissions
Requirements
.........................................................................................................
7
3.1.4
Natural
Gas
-
The
Solution
.......................................................................................................
7
3.2
Economical
Advantages
..................................................................................................................
8
3.2.1
Investment
Costs
.....................................................................................................................
8
3.2.2
Infrastructure
..........................................................................................................................
8
3.2.3
Marine
Fuel
Costs
....................................................................................................................
9
4
Bunkering
............................................................................................................................................
10
4.1
LNG
Bunkering
Definition
.............................................................................................................
10
4.1.1
Engines
..................................................................................................................................
10
4.2
LNG
Bunkering
Scenarios
.............................................................................................................
10
4.3
LNG
Bunkering
Procedure
............................................................................................................
11
4.3.1
Step
1
Initial
Precooling
1
...................................................................................................
12
4.3.2
Step
2-
Initial
Precooling
2
.....................................................................................................
13
4.3.3
Step
3
Connection
of
Bunker
Hose
.....................................................................................
13
4.3.4
Step
4
-
Inerting
the
Connected
System
................................................................................
14
4.3.5
Step
5
Purging
the
Connected
System
...............................................................................
14
4.3.6
Step
6
Filling
Sequence
.......................................................................................................
15
4.3.7
Step
7
Liquid
Line
Stripping
................................................................................................
16
4.3.8
Step
8
Liquid
Line
Inerting
..................................................................................................
16
4.3.9
Step
9
Disconnection
..........................................................................................................
16
4.4
Equipment
....................................................................................................................................
17
4.4.1
Tanks
.....................................................................................................................................
17
4.4.2
Valves
....................................................................................................................................
18
4.4.3
Hose
.......................................................................................................................................
18
4.4.4
Loading
arms
.........................................................................................................................
18
4.4.5
Pipes
......................................................................................................................................
18
4.4.6
Pump
.....................................................................................................................................
18
4.4.7
Emergency
Shutdown
Systems
(ESD)
....................................................................................
19
4.4.8
Emergency
Release
Systems
(ERS)
........................................................................................
19
4.4.9
Emergency
Release
Couplers
(ERC)
.......................................................................................
19
4.4.10
Control
and
Monitoring
Systems
.........................................................................................
19
III
5 Regulations .......................................................................................................................................... 20 5.1 Standardization Bodies ................................................................................................................. 20 5.1.1 International Maritime Organization (IMO) .......................................................................... 20 5.1.2 International Organization for Standardization (ISO) ............................................................ 20 5.1.3 Society of International Gas Tanker & Terminal Operators (SIGTTO) ................................... 20 5.1.4 Oil Companies International Marine Forum (OCIMF) ........................................................... 20 5.1.5 European Committee for Standardization (CEN) .................................................................. 21 5.2 International Rules and Guidelines .............................................................................................. 21 5.2.1 IMO International Gas Code (IGC) ......................................................................................... 21 5.2.2 IMO International Gas Fuel Interim Guidelines (MSC.285(86)) ............................................. 21 5.2.3 SIGGTO: Guidelines for LNG transfer and Port Operation .................................................... 21 5.2.4 OCIMF: Guidelines for Oil transfers, Ship-to-Ship oil bunkering procedures ........................ 21 5.2.5 CEN European Standard ..................................................................................................... 21 5.2.6 Local regulations and authorities .......................................................................................... 22 5.3 The ISO Standard ISO/TC 67/WG 10/PT1 .................................................................................. 22 5.4 Foreseen Governance of LNG Bunkering Operations ................................................................... 23 6 On Site ................................................................................................................................................. 24 6.1 Best Practice ................................................................................................................................. 24 6.2 Bunkering Area ............................................................................................................................. 24 6.3 Purging ......................................................................................................................................... 24 6.3.1 Zero Emission Solutions ........................................................................................................ 24 6.3.2 Pressure Testing .................................................................................................................... 25 6.4 Filling Sequence - Tank Pressure and Temperature ..................................................................... 25 6.4 1 Standard Quality Explanation of the Term ......................................................................... 25 7 Discussion ............................................................................................................................................ 26 7.1 Standards - Current Situation ....................................................................................................... 26 7.1.1 Bunkering vs. Large-Scale Transfers ...................................................................................... 26 7.1.2 LNG vs. Conventional Fuels ................................................................................................... 26 7.1.3 Port rules ............................................................................................................................... 26 7.1.4 Bunkering scenarios .............................................................................................................. 27 7.2 ISO/TC 67/WG 10 ......................................................................................................................... 27 7.2.1 Lacking elements ................................................................................................................... 27 7.2.2 Implementation ..................................................................................................................... 27 7.2.3 Equipment ............................................................................................................................. 28 7.3 Passengers .................................................................................................................................... 28 7.4 Safety Zones ................................................................................................................................. 28 8 Conclusion ........................................................................................................................................... 30 Appendix A ............................................................................................................................................. 31 Appendix B ............................................................................................................................................. 32 Appendix C ............................................................................................................................................. 33 Standardization bodies ....................................................................................................................... 33 International Maritime Organisation (IMO) ................................................................................... 33 International Organisation for Standardisation (ISO) ..................................................................... 33 International Electrotechnical Commission (IEC) ........................................................................... 33 Society of International Gas Tanker & Terminal Operators (SIGTTO) ............................................ 34 Oil Companies International Marine Forum (OCIMF) .................................................................... 34 European Committee for Standardisation (CEN) ........................................................................... 34 Reference list ......................................................................................................................................... 36
IV
List
of
Figures
Figure
1:
The
LNG
fuelled
fleet
.................................................................................................................
2
Figure
2:
The
Large
Scale
LNG
Chain
........................................................................................................
4
Figure
3:
Explosion/Flammability
Curve
...................................................................................................
5
Figure
4:
ECA
zones
..................................................................................................................................
6
Figure
5:
Fuel
Emissions,
for
a
typical
existing
ship
..................................................................................
7
Figure
6:
Lifecycle
economics
for
a
typical
ship
.......................................................................................
9
Figure
7:
Overall
Bunkering
Layout
........................................................................................................
11
Figure
8:
Bunkering
Procedure
Step
1
....................................................................................................
12
Figure
9:
Bunkering
Procedure
Step
2
....................................................................................................
13
Figure
10:
Bunkering
Procedure
Step
4
..................................................................................................
14
Figure
11:
Bunkering
Procedure
Step
5
..................................................................................................
14
Figure
12:
Bunkering
Procedure
Step
6
-
Bottom
Filling
........................................................................
15
Figure
13:
Bunkering
Procedure
Step
6
-
Top
Filling
(Spray)
..................................................................
15
Figure
14:
Bunkering
Procedure
Step
7
..................................................................................................
16
Figure
15:
IMO
Type-C
Tank,
CRYO
AB
...................................................................................................
17
Figure
16:
Dry
Break
Coupling
(Mann
Teknik
AB)
..................................................................................
19
Figure
17:
Foreseen
governance
of
LNG
bunkering
operations
.............................................................
23
List
of
Abbreviations
NG
Natural
Gas
LNG
Liquefied
Natural
Gas
LEL
Lower
Explosion
Level
UEL
Upper
Explosion
Level
HFO
Heavy
Fuel
Oil
MDO
Marine
Diesel
Oil
MGO
Marine
Gas
Oil
mmbtu
-
million
British
thermal
units
ECA
Emission
Control
Area
IEA
International
Energy
Agency
TTS
Truck-to-Ship
STS
Ship-to-Ship
PTS
Terminal
(Pipeline)-to-Ship
ERC
Emergency
Quick
Release
Connector/Couplers
ESD
Emergency
Shutdown
Systems
ERS
Emergency
Release
Systems
IMO
International
Maritime
Organization
ISO
International
Organization
for
Standardization
SIGTTO
Society
of
International
Gas
Tanker
&
Terminal
Operators
OCIMF
Oil
Companies
International
Marine
Forum
CEN
European
Committee
for
Standardization
NMD
Norwegian
Maritime
Directorate
EU
European
Union
IGC
IMO
International
Gas
Code
IGF
IMO
International
Gas
Fuel
Interim
Guidelines
Sorted
after
order
of
appearance
in
the
document.
VI
1
Introduction
1.1
Motivation
The
LNG
industry
is
the
fastest
growing
segment
of
the
energy
industry
around
the
world.
Global
oil
is
growing
about
0.9%
per
annum,
global
gas
at
2%,
while
Liquefied
Natural
Gas
(LNG)
has
been
1 growing
at
a
comparatively
soaring
4.5%.
The
International
Energy
Agency
projects
the
natural
gas
used
to
account
for
more
than
25%
of
the
world
energy
demand
(amounting
to
a
50%
increase)
by
2035,
making
it
the
fastest
growing
primary
energy
source
of
the
world.
For
LNG,
a
9%
share
in
the
global
gas
supply
was
estimated
for
2010;
by
2 2030
it
is
projected
to
account
for
15%.
Lloyds
Register
believes
LNG
could
account
for
up
to
9%
of
3 total
bunker
fuel
demand
by
2025.
1.1.1
Bunkering
4 Small-scale
distribution
and
bunkering
of
LNG
has
been
booming
as
well.
LNG
was
created
as
a
way
to
transport
natural
gas
in
a
more
economical
way
over
long
distances,
as
it
is
reduced
to
th approximately
1/600
in
volume
through
liquefaction.
Transportation
and
handling
of
LNG
as
cargo
on
both
land
and
sea
have
been
proven
for
many
decades.
With
new
emission
regulations
the
potential
applications
for
LNG
is
expanding.
Among
these
applications
is
use
of
LNG
as
marine
fuel.
Particularly
attractive
for
marine
vessels
travelling
set
routes
such
as
tug
boats,
ferries,
and
support
vessels.
LNG
as
main
propulsion
fuel
is
no
longer
a
new
invention
and
the
technology
is
already
5 6 classified
as
proven.
The
first
LNG
fueled
ship
in
the
world
(Glutra)
was
launched
in
Norway,
in
2001.
The
transportation
sector
being
the
single-biggest
contributor
to
oil
demand
in
many
countries
7 around
the
world,
is
always
looking
for
ways
to
cut
costs.
Vessels
running
on
LNG
instead
of
oil
are
8 already
saving
25%
on
fuels
costs
in
certain
markets.
Norway
is
currently
operating
38
gas-fuelled
ships.
Based
on
intrinsic
advantages
LNG
has
as
a
fuel,
it
can
and
will
probably
be
adopted
on
an
international
basis.
In
response
to
increasing
demand,
construction
of
LNG
bunkering
infrastructure
is
9 under
development.
Development
of
a
worldwide
LNG
supply
chain
based
on
ship-to-ship
or
shore-to-ship
bunkering
is
of
10 paramount
importance
for
LNG
to
become
a
real
alternative
to
heavy
fuel
oil.
The
bunkering
solutions
most
widely
used
today
are
truck
and
terminal
supply.
Both
solutions
are
considered
less
feasible
as
trucks
provide
small
volumes
and
terminals
have
high
operational
cost.
Bunkering
from
vessel/barge,
on
the
other
hand,
is
much
more
flexible
with
respect
to
covering
several
sizes
and
locations
that
in
turn
lowers
both
cost
and
time
spent
on
bunkering.
1.1.2
New
Projects
11
New
LNG
projects
and
applications
are
being
announced
daily
around
the
world.
In
Europe,
the
commission
has
set
aside
2.1bn
to
equip
139
seaports
and
inland
ports
about
10
per
cent
of
all
ports
with
LNG
bunker
stations
by
2025.
The
plan
forms
part
of
the
12 new
EU
strategy
for
clean
fuels.
13 Singapore:
developed
and
opened
an
open-access,
multi-user
import
terminal.
In
Norway,
Skangass
in
cooperation
with
Gassnor
in
Risavika
Stavanger
is
establishing
a
bunker
terminal.
Washington
State
Ferries
(WSF)
is
exploring
an
option
to
use
liquefied
natural
gas
(LNG)
as
a
14 source
of
fuel
for
propulsion.
1
There are LNG passenger vessels currently under construction or in design for service in Argentina, Uruguay, Finland, and Sweden. The M/S Viking Grace was launched some months ago and is the worlds first large passenger 15 vessel to be powered by liquefied natural gas (LNG) Break-bulk terminal in Rotterdam. 16 Port of Antwerp, creating a LNG bunker vessel. LNG bunkering Ship to Ship report carried out by Swedish Marine Technology Forum in cooperation with Det Norske Veritas (DNV) and others. The document is a procedural description of how LNG bunkering between two ships should be done based on a real life 17 example. Currently there are 74 confirmed LNG fuelled ships contracted. The following figure includes developments in the fleet and future expansions plans for the next three years.
18
1.1.3 The Drive The reason for this strong increase and interest in LNG as a marine fuel is based on two main factors: 1. The Marine Environmental Protection Committee part of International Maritime Organization (IMO) is introducing emission controls, constraining the extent of exhaust gas 19 emission. This is forcing the industry to rethink its fueling options. 2. The availability of natural gas has increased due to large offshore discoveries and unconventional gas finds in the US (shale gas), creating lower prices on natural gas compared to conventional fuels. This creates a drive in the industry, as consumers are able to obtain commercial saving against alternative fuels.
2
LNG
2.1
LNG
characteristics
Liquefied
Natural
Gas
(LNG)
is
Natural
Gas
(NG)
cooled
to
about
-162C
(-260F)
at
atmospheric
pressure.
It
is
a
condensed
mixture
of
methane
(CH4)
approximately
85-96mol%
and
a
small
percentage
of
heavier
hydrocarbons.
LNG
is
clear,
colorless,
odorless,
non-corrosive
and
non-toxic.
In
liquid
form
it
is
approximately
45%
the
density
of
water
and
as
vapor
it
is
approximately
50%
density
of
air
and
will
rise
under
normal
atmospheric
conditions.
LNG
is
called
a
cryogenic
liquid
defined
as
substances
that
liquefies
at
a
temperature
below
-73C
(-100F)
at
atmospheric
pressure.
The
process
th of
liquefaction
reduces
the
volume
to
1/600
of
its
original
volume,
providing
efficient
storage
and
22 transport.
23
2.2.1 Gas Field (Reservoir) The Chain starts with gas production. Raw NG comes from three types of wells: oil wells (associated gas), gas wells, and condensate wells (both non-associated gas). NG is a mixture of hydrocarbons. It consists mostly of methane, but also heavier hydrocarbons: ethane, propane, butane, and pentanes. In addition, raw NG contains water vapor, hydrogen sulfide, carbon dioxide, helium, nitrogen, and 24 other compounds. NG quality will vary depending on its composition. A full composition example of NG can be found in Appendix A. 2.2.2 Liquefaction Terminal: Onshore Processes The rich gas from the reservoirs is purified to increase its methane content. The pre-treatment includes removal of condensate, carbon dioxide (CO2), mercury, sulfur (H2S), and water (through dehydration). After pre-treatment the natural gas is now classified as dry/lean gas. This gas if further 25 refrigerated and eventually liquefied and stored. 2.2.3 Marine Transport Large-scale LNG is shipped from the liquefaction terminal to the receiving terminal by LNG carriers, 3 today the normal capacity range for carriers is 145,000-180,000m . 2.2.4 Receiving Terminal At the receiving terminal LNG is stored in large cryogenic tanks. The liquid is re-gasified/vaporized and transported to local market via the gas grid. In some markets a portion of the LNG is broken into smaller cargoes and distributed in smaller scale by rail, road or smaller LNG vessels. Small-scale 4
distributions can also originate from small-scale liquefaction plants; this is current practice in Norway and the US. The small-scale distribution scenarios are the focus of this project report.
27
3
LNG
Advantages
For
the
shipping
industry,
as
in
all
other,
profit
is
crucial.
The
provider
of
the
lowest
voyage
cost
for
a
particular
cargo
wins
the
customers.
In
all
cases
fuel
prices
top
the
expense
list
representing
50%-70%
28 of
the
total
costs
of
owning
and
operating
a
ship.
For
LNG
to
be
a
viable
alternative
fuel
it
needs
to
be
price
competitive.
To
understand
why
the
industry
is
rethinking
it
fueling
options
and
how
LNG
is
a
sustainable
alternative,
this
chapter
will
present
some
of
the
advantages
of
LNG
as
marine
fuel.
The
main
source
used
is
Greener
Shipping
in
the
Baltic
Sea
DNV
Report,
June
2010.
31
3.1.3 Emissions Requirements ECA requirements: Maximum level of sulphur in fuel, all ships: o 1,0% by July 1, 2010 o 0,1% by January 1, 2015 Nitrogen emission for new buildings: o 20% reduction in NOx emission by 2011 (Tier II) o 80% reduction in NOx emission from 2016 (Tier III) EU fuel requirements now: 0,1% sulphur in ports and inland waterways Global requirements: 32 2020/2025: sulphur levels less than 0.5% (date TBD pending 2018 review) 3.1.4 Natural Gas - The Solution Based on a review of existing marine engine technology and expected technology development, ship 33 owners currently have three choices if they wish to continue sailing in ECAs from 2015. Switch to low sulphur fuel minor modifications to present MGO and MDO systems, but availability is already limited Install an exhaust gas scrubber expensive option Switch to LNG fuel will comply with upcoming regulations and to contribute to global emission reductions, natural gas is a viable option. Reductions in emissions form using LNG as a fuel CO2 and GHG 20-25% SOx and particulates approximately 100% NOx 85-90%
34
3.2.3 Marine Fuel Costs Every ship requires individual calculations with respect to travelling time and distance, fuel consumption and production costs. Overall it is estimated that ships with an economical life of 15 years or more will economically benefit from using LNG as a fuel. The advantage is greater with increasing fuel consumption. The example calculation represents a typical Baltic Sea cargo ship of 41 approximately 2,700 gross tons, 3,300 kW main engine and 5,250 yearly sailing hours.
The engine size and consumption levels in this example are modest. Still, it is clear that MDO is the most expensive option and LNG is found to be a superior alternative. The results are favorable to such an extent that it is even reasoned to be profitable without ECA requirements.
4
Bunkering
This
chapter
will
define
LNG
bunkering,
present
the
various
bunkering
scenarios,
provide
a
detailed
technical
description
of
the
bunkering
procedure,
and
present
approved
equipment.
10
46
The diagram is schematic not to scale, especially when it comes to pipe length. Initially all valves are closed as shown in the diagram. The transfer hose is not connected until step three but included in this diagram. The first step takes place during ship mooring, or in the case of ship-to-ship transfer during the bunker vessels mooring up against the receiving ship. Discharging unit can be either: terminal, truck or bunker vessel/barge. Variations in design and layout can take place, but overall this is a representative example of a layout and it gives a good basis for explaining the bunkering procedure.
11
4.3.1 Step 1 Initial Precooling 1 Filling lines are precooled during mooring. Valves V2, V5, V8 and V9 are opened. The system needs to be cooled down slowly, otherwise one part will contract and another not. Improper cooling could also lead to pipe cracking. The precooling sequence depends on cargo pump, design of the discharging 47 unit and size of installation. The cold LNG (blue) exits tank 1 form the bottom, and slowly pushes the warmer NG (red) in the pipes into the top of tank 1.
During this stage both units must check temperature and pressure of their respective LNG tanks. Within the tank, temperature is directly correlated with pressure. If the temperature of the receiving tank is significantly higher than the discharging (classified as a warm tank), there will be an initial vaporization when starting to transfer LNG. As the pressure of the tank might be too high for the LNG transfer to be initiated. This will increase the tank pressure and can trigger the pressure relief valve to open if the pressure exceeds the set limit. The pressure of both tanks must be reduced prior to the 48 bunkering in case of a high receiving tank temperature. When the levels in the receiving tank are low, the rate of evaporation and heat ingress to the tank increases, causing a higher-pressure build- up. The transfer of LNG requires a certain pressure difference, which generally is determined by the cargo pump capacity and the pressure in the receiving tank. The larger the pressure difference, the more 3 efficient the transfer. For TTS bunkering with capacities of 50 m /h, a typical cargo pump can deliver at around 4 barg. In a warm tank, the pressure may be as high as 5 barg. To be able to conduct the transfer you need a lower pressure in the receiving tank than what is delivered by the pump.
12
4.3.2 Step 2- Initial Precooling 2 The fixed speed cargo pump at the discharging unit also requires precooling. Valves in step 1 remain opened and additionally valves V3, V4 and V6 are opened. For transfers where the pressure difference between the discharging and receiving unit is greater than 2barg, tank 1 pressure will be 49 utilized as a driving force. This makes the cargo pump redundant.
4.3.3 Step 3 Connection of Bunker Hose All previously opened valves are now closed. Dedicated discharging units may be fitted with specialized hose handling equipment (i.e. hose crane) or loading arms, to deliver the bunker hose to the receiving ship. The hose is connected to the manifold. Each manifold are to be earthed and the receiving ship shall be equipped with an insulating flange near the coupling to prevent a possible 50 ignition source due to electrostatic build-up. One or two flexible hoses will be connected between the units one liquid filling hose and one vapor return hose if needed. For smaller transfers with 3 capacities range of around 50-200m /h, and where the receiving tank is an IMO type C tank with the possibility of sequential filling, a vapor-return hose will generally not be needed. For larger transfer rates a vapor return line may be used in order to decrease the time of the bunkering. Still, it is the pressure regulating capability of the receiving tank that determines whether a vapor return line is required or not. This step will visually look like the initial drawing of the entire system (Figure 7).
13
4.3.4 Step 4 - Inerting the Connected System Inert gas, nitrogen (green), is used to remove moisture and oxygen (below 4%) from tank 2 and associated piping. Inerting is accomplished by sequential pressurization and depressurization of the system with nitrogen. Presence of moisture in the tanks or pipes will create hydrates, which is a form 51 of ice lumps that will be difficult to remove from the system. Oxygen in the system is a risk as explained in section 2 LNG. Valves opened: V10, V11, V12 and V16.
4.3.5 Step 5 Purging the Connected System The remaining system is purged with NG (until it reaches 97-98% ratio), to remove remaining nitrogen according to engine specifications. Valve V16 is closed prior to purging. Valve V15 is opened, natural gas is now moving out from the receiving tank. Venting trace amount of methane through the mast (vent 2) is current practice. Valve V10 should be closed quickly after the pipes have been cleaned so as not to let too much methane escape to the surroundings through the vent. The industry is now 52 looking for zero emission solutions.
14
4.3.6 Step 6 Filling Sequence For the filling sequence both bottom filling and top filling (the shower/spray) can be used. For top filling valve V15 remains open, for bottom filling it is closed and valve V13 is opened. To start the transfer from tank 1 to tank 2 valves V3, V4, V7, V8, V11 and V12 also have to be opened. Common practice is to start with top filling as this will reduce the pressure in the fuel tank (tank 2), and then move over to bottom filling when a satisfying pressure is achieved. A high pressure in the receiving tank will make it harder for the LNG transfer to take place and the pump would have to work harder. An example of a tank filling sequence and associated acceptable levels is given in section 6.4.
Transfer speed range from 100-1000m /h depending on scenario, tanks and equipment, and whether bottom or top filling is used. Bottom filling can take much higher volumes than top filling. Bottom filling is therefore preferred with respect to time, but it is important that the tank pressure allows for this to take place. Sequential filling i.e. alterations between top and bottom filling during the transfer is also standard practice, to control the pressure in the receiving tank. This rate can be withheld during the transfer until agreed amount is reached. The transfer is to be monitored on both ships with regards to system pressure, tank volume and equipment behavior. This 53 procedure is to be performed for each tank regardless of fuel type. Maximum level for filling the LNG tanks is 98% of total volume according to class rules, but is normally lower for system design reasons. 15
4.3.7 Step 7 Liquid Line Stripping The liquid that remains in the bunker hoses, after the pump has stopped, must be drained before disconnection. Valves V3, V4 and V11 on discharging unit is closed, while valve V6 is opened. This valve links to the top of the fuel tank (tank 2). This process creates a pressure build-up due to a rise in temperature in the remaining liquid left in the pipes and hose. LNG residuals in these areas are forced into both tanks. Subsequent opening and closing of the shipside valve V12, pushes the remaining LNG 54 into the receiving ships tanks.
4.3.8 Step 8 Liquid Line Inerting Remaining natural gas in liquid line is removed by inerting gas (nitrogen) for safety reasons. Valves V6, V7, V8 and V15 are closed, while V10, V11, V12 and V16 are opened. Venting trace amount of methane through the mast is current practice. The industry is now looking for zero emission 55 solutions.
4.3.9 Step 9 Disconnection Upon confirmation of transferred amount and quality, the vessel may commence disconnection of 56 the transfer hose, unmooring and departure. Bunkering time will vary depending on bunkering scenario, transfer rates, system and equipment 57 design, capacities, and the use of vapor return. For an example of time spent see Appendix B. 16
4.4
Equipment
This
section
will
cover
some
of
the
essential
equipment
used
in
the
transferring
process.
Information
from
this
part
is
obtained
from
the
following
sources:
M.
Esdaile
and
D.
Melton,
Shell
Shipping,
LNG
Bunkering
Installation
Guidelines
SST02167,
2012
and
LNG
ship
to
ship
bunkering
procedure,
Swedish
Marine
Technology
Forum
and
DNV
Class
rules.
4.4.1
Tanks
58
4.4.1.1 Storage Tank Discharging Unit All tank types - A, B, C and membrane tanks are approved for LNG cargo. There are major differences in usage and regulations between tanks A and B vs. C. If tanks A and B are to be used it is seen as an exception and several risk analysis would have to be completed for each individual case, to document its safety. The tanks are categorized correspondingly: Atmospheric tanks: Typically atmospheric tanks would be IMO type A and B tanks or membrane tanks and have a design pressure below 0.7 barg. The atmospheric tanks cannot be pressurized and it is therefore necessary with additional equipment for pressure control and deep-well pumps to ensure sufficient LNG flow to the engines. In order to operate and empty the tank in case of pump breakdown, redundancy of the deep-well pumps is necessary. The main advantage with an atmospheric tanks is its high volume utilization, due 59 to the prismatic shape. Pressure tanks: Tanks with pressure above 0.7 barg are normally type C tanks. These tanks are made after recognized pressure vessel standards given in the IGC Code. There are several designs available; cylindrical tanks with or without vacuum insulation, or bi-lobe tanks. All 60 LNG fuelled ships today have vacuum insulated IMO type C tanks. 4.4.1.2 Fuel Tank Receiving Ship For the LNG fuel tank, several containment systems are feasible, with many new tank designs under development. These tanks are made after recognized pressure vessel standards given in the IGC Code. The tanks are cylindrical, pressurized, double skinned tank systems including a venting system for discharging excess vapor. These features are crucial in vapor management and maintaining low 61 temperatures. Type C tanks have a maximum operating pressure of about 10 barg and are approved by several class 3 62 societies as fuel tanks. The size of the tank will vary but the size range today is 40-250m . The tanks are equipped with both bottom filling and top spray features. Through spraying sub cooled LNG into the vapor space (gas pillow) of the tank the cold liquid will condense the vapor and reduce the tanks pressure. This process eliminates the need for a vent return in the tank. This function of the tank 63 could create a 100% fill situation. To comply with the issue of overfilling, the tank has a high-level switch, which will activate an alarm. This will automatically shut down the transfer system as it is directly linked to the vessels ESD system. As previously stated, tanks for liquid gas should not be filled to more than 98% full at the reference temperature, where the reference temperature is as defined in the IGC Code, paragraph 15.1.4. Means of measuring the liquid level, both volume and height, 17
within the tank are to be provided and installed in such a way as to be compliant. The preferred means of level measurement is a radar type tank measurement system, or similar technology, which 64 is also able to measure corresponding pressures and temperatures within the tank. The benefits of using Type-C tanks are standard tanks with long experience, high bunkering rates, easy installation, and the ability the handle pressure build-up in cases of zero consumption. The 65 disadvantages are space requirements due to its cylindrical shape. 4.4.2 Valves The valves used are manifold trip valves that can handle both liquid and vapor transfers, and need to comply with regulations set in EN1474. A manually operated stop valve and a remote operated shut down valve in-series, or a combined valve, should be fitted in every bunkering line on both units 66 (discharging and receiving). The valves should be controlled from the control room of both units. 4.4.3 Hose The flexible cryogenic hose(s) with a single wall construction are used. Insulation should be applied to the hose for safety reasons but should not limit the flexibility of the hose. The hoses are connected 67 via electrical insulated flanges made of steel, an emergency quick release connector (ERC). 68 Maximum velocities: vapor 30m/s and liquid 7-10m/s. Minimum requirements for hoses are defined by the international standards: EN 1472-2 and IGC chapter 5.7/IMO document MSC.285(86). Approved bunker hoses: EN 12434, BS 4089, EN 1474 part 1 LNG Transfer arms (being revised as an ISO), EN 1474 part 2 LNG Hoses. 4.4.4 Loading arms Loading arms will be subjected to the requirements of the new ISO LNG bunkering standard. They shall be designed in accordance with ISO / DIS 28460 and EN 1474-1, Section 4, Design of the arms. Weight, size and handling of the equipment classified as cryogenic will affect the safety assessment of the given operation. The equipment used during TTS today does not include loading arms. Hose dimension will for such operations be around 4 inches. For STS operations the dimensions would be considerably higher, 10 inches or more. In addition to that you have torque by relative movement of the ship in relation to each other, making the need for loading arms necessary to ensure that the hose does not come into 69 contact with water or the steel deck. PTS will also use hoses larger than TTS. Additionally the installation is fixed which makes the option to use loading arms even more favorable as it secures equipment and strengthens safety elements. 4.4.5 Pipes Main piping systems in both units are: liquid bunker line, gas return line and nitrogen supply system. The pipelines are equipped with several flow meters to measure: volume delivered, pressure and temperature for monitoring of the operation. Pipes containing LNG or associated vapor shall be double walled pipe configurations in stainless steel with perlite filling under a permanent vacuum. Pipe work should be fully compliant with IGC Code, Section 6.2. 4.4.6 Pump The pump is designed for handling cryogenic material. It is theoretically possible to transfer between tanks in the presence of a delta pressure of 2 barg or more. Seeing as the pressure difference could be hard to control and maintain, it may be difficult to transmit without a pump. A frequency controlled drive for the pump, which will allow pump speed to be regulated and the transmission rate 70 accordingly with respect to pressure and temperature is recommended. The time it takes to refuel is 18
critical for the receiving ship. In other words, if you want to optimize the transmission rate to optimize the time of bunkering a variable speed pump will make it easier to achieve. 4.4.7 Emergency Shutdown Systems (ESD) The primary function of the ESD system is to stop liquid and vapor transfer in the event of an unsafe 71 condition and bring the LNG transfer system to a safe, static condition. LNG vessels commonly refer to the emergency shutdown system (ESD) as ESD1 and the emergency release system (ERS) as ESD2. 4.4.8 Emergency Release Systems (ERS) To comply with the necessary release requirements, an ERS is usually substituted by a break away coupling known as an emergency release coupler (ERC). 4.4.9 Emergency Release Couplers (ERC) The ERC unit is to be fitted at the receiving units manifold between the flexible hose and the flange connection of the receiver. The ERC is to incorporate integral automatic valves that will close when separated, either by nature of its design or by remote motorized operation. Its function is to prevent release of liquid or vapor to the surroundings through rapid closure. Under excessive tension it serves as a weak link providing automated release to avoid the hose from breaking. It allows for quick connection and disconnection. The system design must take into account possible ice build-up and its 72 effects on operation. This would generally be a requirement for all types of equipment in contact with cryogenic material.
4.4.10 Control and Monitoring Systems Control and Monitoring Systems need to comply with the IMO document MSC 285(86). All installations need to be equipped with control monitoring and safety systems. The most essential monitoring system is gas detection. The areas that are critical for supervision are areas where unintended release of gas can occur such as manifold areas, double walled pipes and enclosed areas 73 containing pipe work associated with the bunkering operation. The control and monitoring system should be directly linked to the ESD. The individual shutdown initiators will vary for each installation. Minimum control and monitoring requirements, on both distributing and receiving units, are: 1. Position (open/closed) and high-pressure detector in all bunker manifold valves. 2. Operation of any manual emergency stop push button, 3. Out of range sensing on the fixed loading arm, 4. Gas detection (above 40% LEL), 5. Fire detection, 6. High-pressure and high-level detectors in receiving LNG tank, 7. High/low-pressure and high-level detectors in distributing LNG storage tank. 19
5
Regulations
In
the
case
of
LNG
bunkering,
rule
development
concerning
safety,
technical,
operational
and
training
requirements
are
all
relevant
subjects
to
standardization.
The
cause
of
standardization
has
many
purposes.
The
most
important
usually
being:
certifying
safety.
In
general
it
is
seen
as
a
sign
of
quality.
There
are
several
organizations
and
establishments
that
cover
various
aspects
of
the
LNG
supply
chain
for
bunkering
of
gas-fuelled
ships.
This
chapter
of
the
report
will
cover
the
most
relevant
standardization
bodies,
the
most
essential
standards
set
within
this
field
to
date
and
foreseen
governance
of
LNG
bunkering
operation.
This
report
is
based
on
the
development
of
the
upcoming
ISO
standard
on
LNG
bunkering
(ISO/TC
67/WG
10/PT1).
This
standard
will
be
discussed
in
greater
detail,
as
this
is
one
of
the
possible
documents
that
could
have
answers
to
some
of
the
questions
the
industry
is
facing
today.
Sources
used
for
this
part
are
mainly
from
Germanischer
Lloyd,
Final
report,
European
Maritime
Safety
Agency
(EMSA),
Study
on
Standards
and
Rules
for
Bunkering
of
Gas-Fuelled
Ships,
Report
No.
2012.005,
and
Version
1.1/2013-02-15
5.1.5 European Committee for Standardization (CEN) The European Committee for Standardization (CEN) is an international association providing a platform for the development of European standards and technical specifications. CEN is the only recognized European organization dealing with the planning, drafting and adoption of European standards.
Part 3: Offshore transfer systems including qualification and design criteria for offshore LNG transfer systems;
5.2.6 Local regulations and authorities This category of guidelines and regulations will depend on bunkering location. Port and Sea Regulations: e.g. Norwegian Maritime Directorate (NMD) Onshore regulations: e.g. European Union (EU), National Fire Protection Association (NFPA) and Federal Energy Regulatory Commission (FERC) Training requirements for crews: The International Convention on Standards of Training, Certification and Watch keeping for Seafarers (STCW) convention
22
77
The ports and states have the final word in any operation that takes place within their geographical boundaries. The individual ports and states establish their standards and regulations with reference and basis in the ISO standards and other published regulations. On site the ship has to comply with port and state legislation, but issues on site can often go beyond the set rules. Best practice approaches acquired through experience on site could be used to manage the operational procedures.
23
6
On
Site
To
gain
knowledge
of
the
practice
of
bunkering
today,
the
course
Gas
course
category
A,
B
and
C
for
crew
of
gas
fuelled
ships
was
attended.
The
course
of
two
days
included
both
theoretical
and
practical
approaches
to
bunkering,
as
well
as
taking
part
in
the
TTS
bunkering
of
Fjord1
in
Trondheim.
The
course
is
based
on
the
guidelines
of
MSC
285(86).
During
the
course,
several
scenarios
and
situations
in
need
of
standardization
or
regulation
was
highlight
by
the
operators.
They
also
commented
on
areas
where
the
technology
needs
to
advance.
Relevant
topics
to
the
bunkering
sequence
will
be
discussed
in
this
chapter.
6.3
Purging
6.3.1
Zero
Emission
Solutions
Nitrogen
is
used
for
purging
both
prior
and
post
filling
sequence
(explained
in
section
4.2
Procedure).
In
both
stages
methane
left
in
the
pipes
will
currently
be
vented
through
the
mast.
If
not
vented
nitrogen
will
enter
the
receiving
tank
and
here
it
will
mix
with
the
gas
pillow
in
the
top
of
the
tank.
The
gas
pillow
is
vaporized
LNG
in
the
tank.
Some
suppliers
of
the
bunkering
systems
used,
have
proposed
to
leave
some
nitrogen
in
the
pipes,
to
comply
with
zero
emission
practice.
The
nitrogen
24
will then later, when the filling sequence starts, be transported to the receiving tanks. However this solution is not encouraged, as too much nitrogen in the fuel tank could lead to later operation 78 problems when the ships engine will run on the tanks gas phase. Overall it is argued by researchers that the purging process is too long, allowing for unnecessary amount of methane to be released to the surroundings. 6.3.2 Pressure Testing Nitrogen is also used for testing possible leakages through pressure testing prior to filling sequence. There are however several issues in making this test valid. o Nitrogen leakages are harder to detect than other gases. The gas detectors are set to detect a decrease in oxygen content, but as nitrogen has a 78% concentration in air already, it is hard to distinguish. o Even though nitrogen has not leaked through the system natural gas can leak through. This could be rooted in three possible reasons: couplings loosen over time, LNG/natural gas vapor is colder or the fact that the methane molecules (16g/mol) are smaller than nitrogen molecules (28g/mol). During construction, a normal and established way is to use soap solution to detect leaks or alternatively helium. Helium is used because it has the smallest molecules and is easier to detect on gas detectors, but it is expensive. Nitrogen is therefore used on site. Improving technology to detect leakages will therefore be advisable.
7
Discussion
In
this
chapter
LNG
and
its
associated
bunkering
will
be
discussed
with
reference
to
the
current
framework
of
rules.
Some
of
the
gaps
in
present
standards
will
be
covered
and
connected
to
specific
experiences
from
small-scale
bunkering
operations.
Specifically
with
a
focus
on
the
gaps
that
relate
to
LNG
quality
control
(temperature
and
pressure)
and
how
LNG
quality
affects
the
safety
if
a
leakage
is
to
take
place
(hazards
related
to
this
explained
in
section
2.3).
As
well
as
trying
to
point
out
some
areas
where
the
industry
will
benefit
from
standardization
to
achieve
the
necessary
economies
of
scale
that
will
make
LNG
a
more
commercially
attractive
fuel.
26
Establishing common guidelines for port rules with associated risk assessment approach and risk acceptance criteria for LNG bunkering procedures will probably be vital for the small-scale industry to develop. This will probably also affect selection of equipment leading to standardisation. 7.1.4 Bunkering scenarios Bunkering TTS is relatively well known process, but it is still not placed in a regulated format. The country that currently has most practical bunkering experience is Norway. Practice in this region is 80 however limited to small volumes bunkered with hoses from stationary land tanks or trucks. The hope is to expand the use further through STS bunkering. Certain parts of the technology required for STS bunkering is present in STS of LNG by cargo ships operating offshore (at sea, not in a port environment). For most of these components it will only be a matter of downscaling. Other parts of the technology for LNG bunkering need a unique design and specifications, like the loading arms. As mentioned earlier, bunkering from small LNG vessels or barges (STS) is the most feasible and efficient solution. In that they can load at full-scale terminals and transport much higher volumes than trucks. This allows for lower frequency of filling at the large-scale terminals that needs to consider their logistics planning. Frequent bunkering directly from the large-scale terminals is not considered effective use of the terminal investment. For terminal bunkering to become efficient the terminal infrastructure and smaller terminals in various markets needs to be developed. Dispersed smaller terminals could be equipped to provide all the bunkering scenarios and is therefore an essential step in developing the future natural gas infrastructure.
Nevertheless, even if not implemented on an international basis, the ISO report will be an asset to state ports wishing to provide LNG as bunkering options. Individual port states can develop their own regulations with reference to the ISO standard. Establishing comprehensive standards is an extensive and demanding process and ports rarely have the competence to generate all the rules and requirements themselves. 7.2.3 Equipment One of the elements that the ISO Technical Report describes and establishes comprehensively is the appropriate equipment for LNG bunkering. With reference to past publications and qualification test, the report gives a full list over equipment for both onshore installations (TTS and PTS) and side-by- side installations (STS). The equipment described in chapter 4.4 is based on this list. Uniform equipment and solutions is important with respect to international growth. If providers in the industry are operating with distinct equipment only applicable to their solution, flexibility will be limited. It is therefore crucial to gather around a set of proven designs, set trough appropriate tests corresponding with safety demands.
7.3
Passengers
The
regulatory
framework
is
currently
missing
documentation
and
risk
analysis
when
it
comes
to
passengers
on
gas-fuelled
ships.
Due
to
the
uncertainty
this
creates,
several
ferries
have
to
unload
their
passengers
before
LNG
bunkering
is
commenced.
This
creates
difficulties
in
logistic
for
the
ship
owners
and
makes
use
of
LNG
as
fuel
more
arduous
for
ferries,
considering
that
some
ferries
have
passengers
onboard
at
all
times.
In
most
situations
the
maritime
authorities
or
flag
states
enforce
these
restrictions,
in
some
other
cases
it
can
be
the
ship-owners
them
self.
The
respective
authorities
can
approve
bunkering
with
passengers
onboard
on
a
case-by-case
basis.
A
comprehensive
risk
analysis
of
the
operation
will
in
this
case
be
performed.
In
Sweden,
the
Viking
Grace
is
being
bunkered
with
passengers
onboard,
but
in
Norway
the
practice
is
till
under
debate.
Fjordline
(Norway)
has
several
ferries
in
operation
that
uses
LNG
fuel.
They
have
done
studies
on
the
safety
aspects
of
having
people
onboard
during
LNG
bunkering.
The
studies
have
been
carried
out
as
Fjordline
ferries
in
most
cases
have
passenger
on
at
all
times.
Overall
the
judgment
was
that
bunkering
with
todays
systems
imposes
negligible
safety
treats
to
the
passengers.
Other
findings
were
that
as
long
as
passengers
remain
inside
the
ship
(not
outside
on
deck
etc.)
the
environment
on
the
ship
is
actually
much
safer
than
on
the
terminal.
The
most
important
safety
measure
was
found
to
be
getting
people
of
deck
where
they
could
be
exposed
to
any
spills
from
the
gas
mast.
Risk
of
creating
fire
and
explosions
are
minor,
as
explained
in
part
2.
The
question
comes
down
to,
what
are
the
boundaries
of
the
safety
zones?
Is
it
realistic
that
LNG
imposes
such
a
large
treat
that
passengers
should
not
be
allowed
onboard
during
bunkering?
Zone 1: an area, which under normal operation is likely to be exposed to an explosive atmosphere. Zone 2: an area, which under normal operation is not exposed to an explosive atmosphere. If an explosive atmosphere is to be formed it will be for a short duration of time. If a leak is to take place the, LNG and LNG vapor will spread differently depending on gas quality at the point of leakage. All LNG spills will eventually evaporate, but the time and distance it travels before it is completely evaporated will vary. Parts of the LNG will be as a liquid pool on the ground (or any surrounding surface), the rest will be a gas cloud of LNG vapor as it evaporates when exposed to the warmer air. Poor quality LNG will create gas clouds that last longer and travel further. The reason for this is that the temperature difference between surrounding air and LNG is smaller (delta T), making the evaporation process slower. This increases the hazardous areas, making the relevant safety zone larger. The approved quality of LNG for bunkering will be hard to impose in any standards on an international level. Acceptable levels would have to be established on a ship-owner level, where suppliers and customers make individual demands and arrangements. Nevertheless, several measures can be taken to improve the safety element for this threat. Common procedures for definition of natural gas and LNG quality and sampling could be established. Forcing suppliers to report on LNG quality level so that correct measures could be met. Clear outline on the environmental and safety aspects of release of methane implemented as part of crew training to make workers more aware. Establishing standards concerning common safety distances depending on LNG quality this will force suppliers and customers to be more attentive to the level of quality they are dealing with.
29
8
Conclusion
In
the
offshore
industry
standards
are
required
to
create
solutions
that
works.
For
economies
of
scale
to
be
achieved
in
the
LNG
bunkering
industry
and
the
positive
driving
force
it
contributes
to
take
presence,
the
required
level
of
standardization
needs
to
be
reached.
Presently
there
is
a
great
potential
and
an
interesting
technology
supporting
future
expansion
within
this
market.
In
some
parts
of
the
world
there
are
already
favorable
environmental
aspects
that
provide
substantial
economic
benefits
by
making
use
of
this
technology.
In
areas
where
small-scale
distribution
is
practiced
the
industry
is
facing
high
economical
costs.
All
additional
and
restructuring
costs
must
be
streamlined
and
standardized
so
that
consumers
see
the
potential,
and
desire
change.
The
industry
is
such
that
we
choose
the
cheapest
solutions,
as
long
as
it
works
and
is
safe.
Changing
to
something
new
and
unfamiliar
needs
to
provide
a
real
benefit
if
the
current
well
know
solution
is
safe
and
reliable.
Economic
potential
therefore
have
to
be
proven
over
an
extended
time.
Health,
safety
and
environmental
aspects
are
today
controlled
and
maintained
to
a
much
greater
extent
than
when
conventional
fuels
were
introduced
decades
ago.
Injuries
or
fatalities
are
costly
for
the
industry
and
customers
must
be
able
to
guarantee
their
employees'
safety.
Classic
bunkering
has
had
many
years
to
establish
the
necessary
security
measures.
Bunkering
of
LNG
must
compete
with
this
established
level
of
security.
Safety
zones
and
other
safety
measures
must
be
identified
and
documented
for
the
solution
to
be
competitive.
To
be
adopted,
standard
methods
and
regulatory
regimes
must
be
implemented
as
widely
as
possible.
30
Appendix
A
31
Appendix
B
Example
of
ship-to-ship
timeline:
total
time
50
minutes
for
the
whole
transfer
of
65
tons
of
LNG.
Joint
venture
project
LNG
bunkering
Ship
to
Ship
carried
out
by
Swedish
Marine
Technology
Forum,
FKAB
Marine
Design,
Linde
Cryo
AB,
Det
Norske
Veritas
(DNV),
LNG
GOT
and
White
Some
AB.
32
Appendix
C
Standardization
bodies
Extensive
list,
covering
standardization
bodies
relevant
to
the
bunkering
industry.
Sources:
Germanischer
Lloyd,
Final
report,
European
Maritime
Safety
Agency
(EMSA) Study
on
Standards
and
Rules
for
Bunkering
of
Gas-Fuelled
Ships,
Report
No.
2012.005,
Version
1.1/2013-02-15
International
Maritime
Organisation
(IMO)
Most
relevant
IMO
regulations
related
to
the
LNG
supply
chain
are:
The
International
Convention
for
the
Safety
of
Life
at
Sea
(SOLAS)
convention
including
requirements
for
maritime
fuels;
The
International
Convention
on
Standards
of
Training,
Certification
and
Watch
keeping
for
Seafarers
(STCW)
convention
including
training
requirements
for
crews;
The
International
Code
for
Construction
and
Equipment
of
Ships
Carrying
Liquefied
Gases
in
Bulk
(IGC
Code,
referenced
within
SOLAS
Chapter
VII,
Part
C)
including
requirements
for
the
construction
and
operation
of
LNG
tanker;
The
Interim
Guidelines
on
Safety
for
Natural
Gas-Fuelled
Engine
Installations
in
Ships
MSC.285(86);
The
International
Code
of
Safety
for
Ships
using
Gases
or
other
low
Flashpoint
Fuels
(IGF
Code,
in
development,
will
be
referenced
within
SOLAS)
including
requirements
for
the
construction
and
operation
of
gas-fuelled
ships.
International
Organisation
for
Standardisation
(ISO)
Most
important
standards
related
to
the
LNG
supply
chain
are:
The
Standard
for
Installation
and
equipment
for
liquefied
natural
gas
Ship
to
shore
interface
and
port
operations
(ISO
28460:2010)
including
the
requirements
for
ship,
terminal
and
port
service
providers
to
ensure
the
safe
transit
of
an
LNG
carrier
through
the
port
area
and
the
safe
and
efficient
transfer
of
its
cargo;
The
Guidelines
for
systems
and
installations
for
supply
of
LNG
as
fuel
to
ships
(currently
under
development
in
the
ISO
Technical
Committee
67
Working
Group
10)
including
requirements
for
safety,
components
and
systems
and
training;
ISO
10976:2012
Refrigerated
light
hydrocarbon
fluids.
Measurement
of
cargoes
on
board
LNG
carriers.
The
standard
provides
accepted
methods
for
measuring
quantities
on
LNG
carriers
for
those
involved
in
the
LNG
trade
on
ships
and
onshore.
It
includes
recommended
methods
for
measuring,
reporting
and
documenting
quantities
on
board
of
these
vessels
and
is
intended
to
establish
uniform
practices
for
the
measurement
of
the
quantity
of
cargo
on
board
LNG
carriers
from
which
the
energy
is
computed.
International
Electrotechnical
Commission
(IEC)
Most
important
standards
related
to
the
LNG
supply
chain
are:
The
International
Standard
IEC
60092-502
Electrical
installations
in
ships
Part
502:
Tankers
Special
features
including
hazardous
area
classification;
IEC
60079
Electrical
Apparatus
for
Explosive
Gas
Atmospheres;
33
Society of International Gas Tanker & Terminal Operators (SIGTTO) Most important guidelines related to the LNG supply chain are: The LNG Ship to Ship Transfer Guidelines including guidance for safety, communication, maneuvering, mooring and equipment for vessels undertaking side-by-side ship to ship transfer; Liquefied Gas Fire Hazard Management including the principles of liquefied gas fire prevention and fire fighting; ESD Arrangements & linked ship / shore systems for liquefied gas carriers including guidance for functional requirements and associated safety systems for ESD arrangements; Liquefied Gas Handling Principles on Ships and in Terminals including guidance for the handling of LNG, LPG and chemical gases for serving ships officers and terminal operational staff; LNG Operations in Port Areas including an overview of risk related to LNG handling within port areas. Oil Companies International Marine Forum (OCIMF) Most important guidelines related to the LNG supply chain are: The International Safety Guide for Oil Tankers & Terminals (ISGOTT) published by OCIMF together with the International Chamber of Shipping (ICS) and the International Association of Ports and Harbours (IAPH) including operational procedures and shared responsibilities for operations at the ship/shore interface; The Ship to Ship Transfer Guide (Liquefied Gases) published together with the ICS and SIGTTO including guidance for safety, communication, manoeuvring, Mooring and equipment for vessels undertaking ship to ship transfer of liquefied gases between ocean- going ships; The Ship Inspection Report Programme (SIRE) Vessel Inspection Questionnaires for Oil Tankers, Combination Carriers, Shuttle Tankers, Chemical Tankers and Gas Carriers which enabled OCIMF members to share their ship inspection reports with other OCIMF members. European Committee for Standardisation (CEN) The European standards are developed by Technical Committees (TC) ,which consists in of a panel of experts and is established by the Technical Board (Figure 7). The Technical Committees under which working groups (WG) may exist in which the experts develop the EU standards for the gas industry are CEN/TC 12 Materials, equipment and offshore structures for petroleum, petrochemical and natural gas industries CEN/TC 234 Gas infrastructure CEN/TC 235 Gas pressure regulators and associated safety devices for use in gas transmission and distribution CEN/TC 237 Gas meters CEN/TC 282 Installation and equipment for LNG Most important standards related to the LNG supply chain are: European Standard EN 1160 Installations and equipment for liquefied natural gas. General characteristics of liquefied natural gas and cryogenic materials including guidance on characteristics of liquefied natural gas and cryogenic materials; 34
European Standard EN 1473 Installation and Equipment for Liquefied Natural Gas Design of Onshore Installations including guidelines for the design, construction and operation of all onshore liquefied natural gas installations including those for liquefaction, storage, vaporization, transfer and handling of LNG; European Standard EN 1474 - 1 Installations and equipment for liquefied natural gas - Design and testing of marine transfer systems Part 1: Design and testing of transfer arms including specifications of the design, safety requirements and inspection and testing procedures for liquefied natural gas transfer arms intended for use on conventional onshore LNG terminals; European Standard EN 1474 - 2 Installations and equipment for liquefied natural gas - Design and testing of marine transfer systems Part 2: Design and testing of transfer hoses including guidance for the design, material selection, qualification, certification and testing details for LNG transfer hoses; European Standard EN 1474 - 3 Installations and equipment for liquefied natural gas - Design and testing of marine transfer systems Part 3: Offshore transfer systems including qualification and design criteria for offshore LNG transfer systems; European Standard EN 13645 Installations and equipment for liquefied natural gas Design of onshore installations with a storage capacity between 5 t and 200 t; European Standard EN 14620 Design and manufacture of site built, vertical, cylindrical, flat- bottomed steel tanks for the storage of refrigerated, liquefied gases with operating temperatures between 0C and -165C.
35
Reference
list
1
James,
G.
2013.
Riding
The
Wave.
American
Gas,
April
2
International
Energy
Agency.
2011.
Are
We
Entering
a
Golden
Age
of
Gas?.
World
Energy
Outlook.
[report].
3
James,
G.
2013.
Heavy
Duty
Stuff:
LNG
as
Transport
Fuel.
American
Gas,
April.
4
LNG
Shipping
Review.
2012.
Veka-Group
Develops
Small
LNG
Tankers.
5
Shell
Shipping.
2012.
LNG
Bunkering
Installation
Guidelines
SST02167.
[report].
6
Blogs.dnv.com.
2012.
LNG
is
the
first
step
towards
carbon
neutral
shipping
|
DNV
Blog
Energy
of
the
Future.
[online]
Available
at:
http://blogs.dnv.com/lng/2012/07/lng-is-the-first-step-towards- carbon-neutral-shipping/
[Accessed:
25
April
2013].
7
James,
G.
2013.
Heavy
Duty
Stuff:
LNG
as
Transport
Fuel.
American
Gas,
April.
8
LNG
Shipping
Review.
2012.
Veka-Group
Develops
Small
LNG
Tankers.
9
Germanischer
Lloyd.
2013.
Final
Report
European
Maritime
Safety
Agency
(EMSA)
Study
on
Standards
and
Rules
for
Bunkering
of
Gas-Fuelled
Ships.
[report].
10
Shell
Shipping.
2012.
LNG
Bunkering
Installation
Guidelines
SST02167.
[report].
11
James,
G.
2013.
Riding
The
Wave.
American
Gas,
April
12
Financial
Times.
2013.
LNG
potential
as
transport
fuel
explored
-
FT.com.
[online]
Available
at:
http://www.ft.com/cms/s/0/7e30cc94-8969-11e2-92a0-00144feabdc0.html#axzz2RTL19Aly
[Accessed:
25
April
2013].
13
Ltd.,
S.
2013.
Singapore
LNG
Corporation.
[online]
Available
at:
http://www.slng.com.sg/
[Accessed:
25
April
2013].
14
Wsdot.wa.gov.
2000.
WSDOT
-
Liquefied
Natural
Gas.
[online]
Available
at:
http://www.wsdot.wa.gov/Ferries/Environment/LNG.htm
[Accessed:
25
April
2013].
15
Maritime-connector.com.
2007.
World's
first
LNG
powered
passenger
ship
handed
over
to
Viking
Line
-
News.
[online]
Available
at:
http://maritime-connector.com/news/general/world-s-first-lng- powered-passenger-ship-handed-over-to-viking-line/
[Accessed:
25
April
2013].
16
Portofantwerp.com.
2013.
The
Port
of
Antwerp
announces
another
significant
step
forward
in
its
LNG
policy
|
Port
of
Antwerp.
[online]
Available
at:
http://www.portofantwerp.com/en/news/port- antwerp-announces-another-significant-step-forward-its-lng-policy
[Accessed:
25
April
2013].
17
Swedish
Marine
Technology
Forum,
Linde
Cryo
AB,
FKAB
Marine
Design,
Det
Norske
Veritas
AS,
LNG
GOT
and
White
Smoke
AB.
2010.
LNG
ship
to
ship
bunkering
procedure.
Greenshipping.
[report].
18
Lars
Petter
Blikom,
Segment
Director
for
Natural
Gas,
DNV
19
Germanischer
Lloyd.
2013.
Final
Report
European
Maritime
Safety
Agency
(EMSA)
Study
on
Standards
and
Rules
for
Bunkering
of
Gas-Fuelled
Ships.
[report].
20
James,
G.
2013.
Riding
The
Wave.
American
Gas,
April
21
Germanischer
Lloyd.
2013.
Final
Report
European
Maritime
Safety
Agency
(EMSA)
Study
on
Standards
and
Rules
for
Bunkering
of
Gas-Fuelled
Ships.
[report].
22
Pettersen,
J.
2012.
Compendium
LNG
Technology.
TEP4185
Natural
Gas
Technology
-
NTNU.
23
PNG
LNG
Project.
2007.
Environmental
Impact
Statement
.
[online]
Available
at:
:
http://www.pnglng.com/media/pdfs/environment/eis_attachment01.pdf
[Accessed:
4
April
2013].
24
Naturalgas.org.
2000.
NaturalGas.org.
[online]
Available
at:
http://www.naturalgas.org/naturalgas/processing_ng.asp
[Accessed:
19
April
2013].
25
Fredheim,
A.
and
Solbaa,
E.
2013.
Gas
Processing
Part-I
Off-shore
gas
condition
for
rich
gas
transport
.
TEP4185
Natural
Gas
Technology
-
NTNU.
26
Blogs.dnv.com.
2013.
Basics
of
LNG
safety
|
DNV
Blog
Energy
of
the
Future.
[online]
Available
at:
http://blogs.dnv.com/lng/lars-petter-blikom/
[Accessed:
25
April
2013].
36
27 Klaussen, . 2013. Gas course category A, B and C - for crew of gas-fulled ships. Gassteknikk. 28 Blogs.dnv.com. 2013. Forecast marine fuel prices | DNV Blog Energy of the Future. [online] Available at: http://blogs.dnv.com/lng/2013/03/forecast-marine-fuel-prices/ [Accessed: 28 April 2013]. 29 Blogs.dnv.com. 2012. LNG is the first step towards carbon neutral shipping | DNV Blog Energy of the Future. [online] Available at: http://blogs.dnv.com/lng/2012/07/lng-is-the-first-step-towards- carbon-neutral-shipping/ [Accessed: 25 April 2013]. 30 Shell Shipping. 2012. LNG Bunkering Installation Guidelines SST02167. [report]. 31 Det Norske Veritas. 2011. DNV report on the potential of LNG shipping in the Baltic. [report]. 32 Svensen, T. 2010. The age of LNG is here, most cost efficient solutions for ECA. [e-book] http://cleantech.cnss.no/wp-content/uploads/2011/06/2010-DNV-The-age-of-LNG-is-here.pdf. 33 Det Norske Veritas. 2010. Greener Shipping in the Baltic Sea. Managing Risk DNV. [report]. 34 Det Norske Veritas. 2010. Greener Shipping in the Baltic Sea. Managing Risk DNV. [report]. 35 Blogs.dnv.com. 2013. Forecast marine fuel prices | DNV Blog Energy of the Future. [online] Available at: http://blogs.dnv.com/lng/2013/03/forecast-marine-fuel-prices/ [Accessed: 28 April 2013]. 36 International Energy Agency. 2011. Are We Entering a Golden Age of Gas?. World Energy Outlook. [report]. 37 Blogs.dnv.com. 2012. Which marine fuel do you want to be cheapest? | DNV Blog Energy of the Future. [online] Available at: http://blogs.dnv.com/lng/2012/08/which-marine-fuel-do-you-want-to- be-cheapest/ [Accessed: 6 June 2013]. 38 Det Norske Veritas. 2010. Greener Shipping in the Baltic Sea. Managing Risk DNV. [report]. 39 Det Norske Veritas. 2010. Greener Shipping in the Baltic Sea. Managing Risk DNV. [report]. 40 Det Norske Veritas. 2010. Greener Shipping in the Baltic Sea. Managing Risk DNV. [report]. 41 Det Norske Veritas. 2010. Greener Shipping in the Baltic Sea. Managing Risk DNV. [report]. 42 Shell Shipping. 2012. LNG Bunkering Installation Guidelines SST02167. [report]. 43 Shell Shipping. 2012. LNG Bunkering Installation Guidelines SST02167. [report]. 44 Det Norske Veritas. 2010. Greener Shipping in the Baltic Sea. Managing Risk DNV. [report]. 45 Shell Shipping. 2012. LNG Bunkering Installation Guidelines SST02167. [report]. 46 YouTube. 2012. Step by step LNG Bunkering by DNV. [online] Available at: http://www.youtube.com/watch?v=oZWuTWtp5Rs [Accessed: 4 Mars 2013]. 47 YouTube. 2012. Step by step LNG Bunkering by DNV. [online] Available at: http://www.youtube.com/watch?v=oZWuTWtp5Rs [Accessed: 4 Mars 2013]. 48 Swedish Marine Technology Forum, Linde Cryo AB, FKAB Marine Design, Det Norske Veritas AS, LNG GOT and White Smoke AB. 2010. LNG ship to ship bunkering procedure. Greenshipping. [report]. 49 YouTube. 2012. Step by step LNG Bunkering by DNV. [online] Available at: http://www.youtube.com/watch?v=oZWuTWtp5Rs [Accessed: 4 Mars 2013]. 50 YouTube. 2012. Step by step LNG Bunkering by DNV. [online] Available at: http://www.youtube.com/watch?v=oZWuTWtp5Rs [Accessed: 4 Mars 2013]. 51 Klaussen, . 2013. Gas course category A, B and C - for crew of gas-fulled ships. Gassteknikk. 52 YouTube. 2012. Step by step LNG Bunkering by DNV. [online] Available at: http://www.youtube.com/watch?v=oZWuTWtp5Rs [Accessed: 4 Mars 2013]. 53 Swedish Marine Technology Forum, Linde Cryo AB, FKAB Marine Design, Det Norske Veritas AS, LNG GOT and White Smoke AB. 2010. LNG ship to ship bunkering procedure. Greenshipping. [report]. 54 YouTube. 2012. Step by step LNG Bunkering by DNV. [online] Available at: http://www.youtube.com/watch?v=oZWuTWtp5Rs [Accessed: 4 Mars 2013]. 55 YouTube. 2012. Step by step LNG Bunkering by DNV. [online] Available at: http://www.youtube.com/watch?v=oZWuTWtp5Rs [Accessed: 4 Mars 2013]. 37
56 YouTube. 2012. Step by step LNG Bunkering by DNV. [online] Available at: http://www.youtube.com/watch?v=oZWuTWtp5Rs [Accessed: 4 Mars 2013]. 57 YouTube. 2012. Step by step LNG Bunkering by DNV. [online] Available at: http://www.youtube.com/watch?v=oZWuTWtp5Rs [Accessed: 4 Mars 2013]. 58 Anderson, H., Lie Strm, K., Mohn, H. and Stokke, K. 2011. ADBT market and opportunity assessment - DNV. [e-book]. 59 Lars Petter Blikom, Segment Director for Natural Gas, DNV 60 Katrine Lie Strm, Technical Consultant, DNV 61 Swedish Marine Technology Forum, Linde Cryo AB, FKAB Marine Design, Det Norske Veritas AS, LNG GOT and White Smoke AB. 2010. LNG ship to ship bunkering procedure. Greenshipping. [report]. 62 Shell Shipping. 2012. LNG Bunkering Installation Guidelines SST02167. [report]. 63 Swedish Marine Technology Forum, Linde Cryo AB, FKAB Marine Design, Det Norske Veritas AS, LNG GOT and White Smoke AB. 2010. LNG ship to ship bunkering procedure. Greenshipping. [report]. 64 Katrine Lie Strm, Technical Consultant, DNV 65 Anderson, H., Lie Strm, K., Mohn, H. and Stokke, K. 2011. ADBT market and opportunity assessment - DNV. [e-book]. 66 Swedish Marine Technology Forum, Linde Cryo AB, FKAB Marine Design, Det Norske Veritas AS, LNG GOT and White Smoke AB. 2010. LNG ship to ship bunkering procedure. Greenshipping. [report]. 67 Swedish Marine Technology Forum, Linde Cryo AB, FKAB Marine Design, Det Norske Veritas AS, LNG GOT and White Smoke AB. 2010. LNG ship to ship bunkering procedure. Greenshipping. [report]. 68 Shell Shipping. 2012. LNG Bunkering Installation Guidelines SST02167. [report]. 69 Lars Petter Blikom, Segment Director for Natural Gas, DNV 70 Lars Petter Blikom, Segment Director for Natural Gas, DNV 71 Shell Shipping. 2012. LNG Bunkering Installation Guidelines SST02167. [report]. 72 Shell Shipping. 2012. LNG Bunkering Installation Guidelines SST02167. [report]. 73 Shell Shipping. 2012. LNG Bunkering Installation Guidelines SST02167. [report]. 74 Shell Shipping. 2012. LNG Bunkering Installation Guidelines SST02167. [report]. 75 Swedish Marine Technology Forum, Linde Cryo AB, FKAB Marine Design, Det Norske Veritas AS, LNG GOT and White Smoke AB. 2010. LNG ship to ship bunkering procedure. Greenshipping. [report]. 76 Wrsig, G. 2013. Prepare for bunkering LNG as a ships fuel in 2015 - DNV. [e-book]. 77 Blikom, L. 2013. The status of implementation of LNG as a marine fuel. [e-book] LNG17 Houston:. 78 Dag Stenersen, Marintek/Sintef 79 Swedish Marine Technology Forum, Linde Cryo AB, FKAB Marine Design, Det Norske Veritas AS, LNG GOT and White Smoke AB. 2010. LNG ship to ship bunkering procedure. Greenshipping. 80 Erik Skramstad, Vice President, LNG Segment, DNV 81 Klaussen, . 2013. Gas course category A, B and C - for crew of gas-fulled ships. Gassteknikk.
38