LNG as ship fuel. Operational experience and Safety barriers · 29 LNG fuelled ships has recently...

Henning Mohn, MSc

Business Development Leader

DNV Advisory, Norway Berlin, 23 April 2012

LNG as ship fuel. Operational experience and Safety barriers

German Presidency of the Council of the Baltic Sea States

© Det Norske Veritas AS. All rights reserved.

Council of the Baltic Sea States

Henning Mohn 23 April 2012

Operational experiences

2

Fjord1’s domestic ferry Bergensfjord DOF’s PSV Skandi Gamma

Eidesvik’s supply vessel Viking Queen Norwegian Coast Guard vessel




Time to take stock on experiences with LNG?

27 ships launched over the past 12 years

Some 200 000 hours of operation logged

Qualitative feedback:

- Less soot

- Clean boiler suits

- Less maintenance

Quantitative feedback:

- Nothing we are aware of

- However; no big incidents are recorded

29 LNG fuelled ships has recently been ordered, the technology is safe and

available. It is time for growth.

LNG fuelled ships in Norwegian trades qualify for NOx fund support .

3

Eidesvik’s PSV Viking Energy

http://blogs.dnv.com/lng/wp-content/uploads/2011/02/Viking-Energy-Small.jpg




4

27 LNG fuelled ships in operation; 29 confirmed newbuilds

Ships in operation

Year Type of vessel Owner Class

2000 Car/passenger ferry Fjord1 DNV

2003 PSV Simon Møkster DNV

2003 PSV Eidesvik DNV






2008 PSV Eidesvik Shipping DNV


2009 Car/passenger ferry Tide Sjø DNV



2009 Patrol vessel REM DNV







2010 Car/passenger ferry Fosen Namsos Sjø DNV

2011 PSV DOF DNV

2011 Chemical tanker Tarbit Shipping GL


2011 PSV Solstad Rederi DNV


2012 PSV Eidesvik DNV

Year Type of vessel Owner Class

2012 General Cargo Nordnorsk Shipping DNV


2012 PSV Olympic Shipping DNV

2012 Ro-Ro Sea-Cargo DNV

2012 Ro-Ro Sea-Cargo DNV

2012 High speed RoPax Buquebus DNV

2012 PSV Island Offshore DNV

2012 PSV Island Offshore DNV

2012 PSV REM DNV

2012 Car/passenger ferry Torghatten Nord DNV




2012 Guideship Incheon Port Authority

2013 General Cargo Eidsvaag

2013 Car/passenger ferry Norled

2013 Car/passenger ferry Norled

2013 Ro-Ro Norlines DNV

2013 Ro-Ro Norlines DNV

2013 RoPax Viking Line LR

2013 Tug Buksér & Berging DNV

2013 PSV Harvey Gulf Int. Marine ABS


2013 Patrol vessel Finish Border Guard GL

2013 Car/passenger ferry Society of Quebec ferries

2014 Car/passenger ferry Society of Quebec ferries

2014 Tug Buksér & Berging DNV



Confirmed orderbook




LNG engines: Some technical indications:

-Silent ship

-Lower lub- oil consumption

-Higher fuel efficiency

-Nice steady engine operation

-Clean and tidy engine room

-Fuel sourcing from two energy markets can save costs

-Less deposits, corrosion

-No fuel separator, “no oil spill”

-LNG quality (methane number) appears important

- More load steps required when going from 0 to 100% load

- Some children’s deceases have been observed; usually solved quickly by suppliers

5

OTHER:

- Suppliers aims to follow their installations closely, after sales programmes

- Pressure variations in different cylinders observed, does not seem critical

Plus: Minus:




Maintenance of LNG engines vs diesel engines, indications:

- Apparently longer maintenance intervals (4 stoke, pure LNG engines)

- Less deposits in engine - Proud seafarers take good care of equipment

- Spare part costs may appear a little high

- 2 sets of fuel valves adds costs (for Dual fuel engines)

- Gas fuelled engines and gas systems add complexity and need for special spare parts

- A more complex engine requires a higher skilled crew

6

Plus: Minus:




Rules & Regulations General rules and DNV Class rules

7




8

International code

For gas-fuelled ship (non-tanker):

The process of development of a mandatory IMO code “IGF CODE”

(International Gas fuelled code) is started

- To include other gases than methane/ natural gas, also low flashpoint liquids

- To include other machinery types like fuel cells, gas turbines etc.

IMO - IGC Code (existing)

- Rules for LNG bunker boat, LNG carriers

SIGGTO

- Guidelines for tanker-to-tanker LNG transfer

Other

- Port regulations?

Local/Regional/Flag state regulations?

LNG success stories in Norway due to Government requirements and incentives




9

“Interim Guidelines” finalized by IMO BLG 13 in 2009, resolution MSC.285(86)

- Only for natural gas and internal combustion engines

- Same technical content as DNV rules

- Not mandatory

DNV Rules Pt.6 Ch.13 “Gas fuelled engine installations” issued January 2001

- Applicable to all ship types

- Updated several times, new update January 2012

Other class societies have recently published rules

Use of gas as fuel in ships other than LNG carriers still need acceptance by flag state due to lack of international mandatory conventions

Rules and Regulations - Gas as Fuel




ISO standard on LNG bunkering

DNV proposed the topic to ISO TC67/WG10 (ISO workgroup for

the LNG industry)

20 companies and individuals have already indicated interest for

participation, representing the following countries:

- Norway, Belgium, Brazil, Canada, China, France, Germany, Italy, UK

Initiated June 2011, duration 4-5 years. Work managed by DNV

Objective: Develop standard for LNG bunkering equipment and procedures

10

Port and bunker operations for LNG

Less experience and documentation

No universal standards

Many ongoing initiatives, hereunder ISO-work




Rules & Regulationss

Illustrations from DNV Class Rules

11




12

DNV rules: Protected location Fuel tanks onboard:

Gas tank Min. the lesser of B/5 and 11,5 m

Never less than 760 mm

Min. the lesser of B/15 and 2 m

Never less than 760 mm

Top view

Side view

B

Gas tank



Henning Mohn 23 April 2012 Slide 13

DNV Rules - Inherently gas safe machinery space

All gas pipes in engine room are enclosed in a double pipe/ duct that can withstand the pressure build up during pipe rupture

Double pipe/ duct to be pressurised and filled with inert gas or ventilated and with gas detection

30 air changes/hour of ventilated space

The concept is mandatory for high pressure piping (>10 bar), but can also be used with low pressure installations

Gas pipe in center

Duct

Ordinary machinery space

Main Engine

Inert gas or ventilated with gas detection



Henning Mohn 23 April 2012 Slide 14

Rules – Emergency Shut Down (ESD) protected machinery

space

Gas engine room,

ESD protected

= potential gas danger

= gas dangerous zone

Gas engine room,

ESD protected

- Simple room shape as possible

- No incinerators, inert gas generators

or boilers

- Ventilation: 30 air changes / hour

- Ventilation fans must be of “non-

sparking” type and with ex-certified

electric motors

- Gas detection

-Automatic shut down of gas

supply and disconnection of

electrical equipment

- EX-certified

-Electrical equipment to be

operative during gas dangerous

mode

- Excess flow shut down

Gas engine

Gas engine




Tank location- examples

15




Bunkering Arrangement & Piping

GD

GD M

P P Gas detectors

Ventilation

to open air

To gas tank

Min. 760 mm

Considerations:

No gas pipes through accommodation, service/control spaces

Enclosed space => Double wall piping + Gas detector + Vent

Duct withstand

pressure from

rupture




Risk assessments, Safety barriers

17




18

Barriers – swiss cheese model

Hard

barriers

cause

accident Soft

barriers




19

A generic risk management process (MSC Circ. 1023)

Definition of Goals, Systems, Operations

Hazard Identification

Cause and

Frequency Analysis

Consequence

Analysis

Risk Summation

Risk

Controlled?

Options to decrease

Frequencies

Options to mitigate

Consequences

Cost Benefit Assessment

Reporting

NoNo

Yes

Scenario definition




21

When rules are missing, a risk based approach is necessary

Fire/explosion

Hazards generated by neglecting

ergonomic principles & human

intervention

External Hazards

Pollution

Grounding

Mechanical hazards

Other hazards generated by materials and substances

Leakage of liquid LNG

causing loss of structural integrity

Environmental Hazards

Consequence

Pro

bab

ilit

y

Collisions

Hazards generated by malfunctions

Electrical hazards




Training & Qualifications

22




LNG as fuel: Onboard operational experiences

There are no specific requirements to crew

training internationally or nationally

However, Norwegian Maritime Directorate sets

standards for training programmes

Every ship-owner needs to ensure good safety

behaviour through company procedures

Establish a winning culture from start, anchored

with onboard staff AND shore side management

Training from system suppliers for all shifts

involved with LNG. Consider additional training.

Establish and follow good operation and

maintenance routines

Deviation control, Emergency drills

23

LNG is safe because risk

is dealt with properly!




Norwegian rules (1)

LNG fuelled vessels require additional training and certificates.

Plan training early. Involve all affected personnel, also on shore.

Engine and tank/cold box suppliers provide high quality, repeated training.

PAX ship owners/operators must develop a total NMD training programme:

- FOR 9. Sept 2009 no. 1218 (Construction & operation of gas fuelled PAX vessels)

(FAGPLAN). This is common also for operators of LNG fuelled OSVs:

24




Norwegian rules (2)

Norwegian Maritime Directorate, NMD:

- Onboard training shall always be in accordance with the latest NMD instruction

- All safety crew onboard: “Basic Training”

- Deck personnel: Additional training «category B» for relevant LNG equipment

- Engine personnel: Additional training «category C» for relevant LNG equipment

- NMD to approve training programme for categories A, B and C prior to training

- The training programme must have a dedicated owner, and qualified trainers

- Proof of adequate training for all personnel to be kept onboard

- Develop Check Lists for Deck& bunkering station, Engine, Bridge, entering Cold

box, releasing over pressure etc. Example:

25




LNG as fuel: Bunkering roles and responsibilities

Define roles and areas of responsibility clearly

Bunkering station must ensure good safety

behavior through company procedures

Training for everybody involved with bunkering.

Establish and follow good operation and

maintenance routines

Deviation control, Emergency drills

ISO bunkering standard under development

Remember:

- Bunkering takes some time

- Bunkering is not difficult

- Meet the routines (inerting, pressure control etc)

- Communicate with receiving vessel.

26

The industry is now

developing practices and

standards for bunkering




Closing

27




LNG: The technology is proven. It is time for growth

Available

technology

Emerging

LNG bunkering

Normally no increased

safety risk with LNG

Strategic

partnerships

HFO overtakes

LNG fuel prices

A financially

viable solution

IMO, EU and local regulations

impose emission reduction

LNG




29

Safeguarding life, property

and the environment

www.dnv.com

[email protected]

LNG as ship fuel. Operational experience and Safety barriers · 29 LNG fuelled ships has recently...

Documents

Transcript of LNG as ship fuel. Operational experience and Safety barriers · 29 LNG fuelled ships has recently...