Gas as a ship fuel. Safety, rules and regulations, status of the IGF code, news

Transcription

1 Safety, rules and regulations, status of the IGF code, news Torill Grimstad Osberg Head of Section LNG, Cargo Handling and Piping Systems Approval Centre Norway

2 Plan for the presentation History in brief Main safety challenges Status of rules and regulations Tanks - Tank location - Ship type specific considerations Engine room arrangements Bunkering and piping arrangement News - DNV rules for LFL fuel - DNV LNG Ready service Summary 2

3 Gas fuelled ships- before year 2000 CNG driven ships in Russia, Netherlands, US, Canada, Australia Gas engine installations for maritime/ offshore use (mainly FPSOs) LNG Carriers (dual fuel boilers) 3

4 Ship projects after year all DNV class Glutra, car and passenger ferry (2000) 1st LNG driven ship Viking Energy and Stril Pioneer, offshore supply ships (2003) 1st LNG driven cargo ship Stavangerfjord, Fanafjord, Mastrafjord, Bergensfjord and Raunefjord, car and passenger ferries (2007) Viking Queen and Viking Lady, offshore supply ships (2008) KV Barentshav (2009), KV Bergen and KV Sortland (2010), coast guard vessels Tidekongen, Tidedronningen, Tideprinsen, passenger vessels (2009) Moldefjord (2009), Fannefjord, Korsfjord, Romsdalsfjord (2010), car and passenger ferries Selbjørnsfjord, car and passenger ferry (2010) Skandi Gamma, PSV (2011) Normand Arctic, offshore supply ship (2012) Photo: Harald Valdehaug X 2 X 5 Photo: Harald Valdehaug X 2 X 4 X 3 X 3 4 Photo: Skipsrevyen

5 Ship projects after year 2000 Boknafjord, car and passenger ferry (2011) Bit Viking conversion to dual fuel (2013)- GL class Viking Prince, Viking Princess, supply ships (2012) Høydal, coaster (2012) Island Contender and Crusader, PSV (2012) Olympic Energy, PSV (2012) 4 ferries to Torghatten Nord (2012) Viking Grace (2013) LR class Rem Leader, PSV (2013) Eidsvaag Pioneer, general cargo (2013) Econuri, KR (2013) X 4 X 2 X 2 5

6 35 confirmed LNG fuelled newbuilds Confirmed orderbook Year Type of vessel Owner Class 2013 High speed RoPax Buquebus DNV 2013 Ro-Ro Sea-Cargo DNV 2013 Ro-Ro Sea-Cargo DNV 2013 RoPax Fjordline DNV 2013 RoPax Fjordline DNV 2013 Car/passenger ferry Norled DNV 2013 Car/passenger ferry Norled DNV 2013 Ro-Ro Norlines DNV 2013 Ro-Ro Norlines DNV 2013 Tug Buksér & Berging DNV 2013 Patrol vessel Finish Border Guard GL 2013 Car/passenger ferry Society of Quebec ferries LR 2013 Tug CNOOC CCS 2013 Tug CNOOC CCS 2013 Car/passenger ferry Society of Quebec ferries LR Year Type of vessel Owner Class 2014 Car/passenger ferry Society of Quebec ferries LR 2014 Tug Buksér & Berging DNV 2014 PSV Harvey Gulf Int. Marine ABS 2014 PSV Harvey Gulf Int. Marine ABS 2014 PSV Harvey Gulf Int. Marine ABS 2014 PSV Harvey Gulf Int. Marine ABS 2014 Gas carrier SABIC BV 2014 Gas carrier SABIC BV 2014 General Cargo Egil Ulvan Rederi DNV 2014 General Cargo Egil Ulvan Rederi DNV 2014 PSV Remøy Shipping DNV 2014 PSV Siem Offshore DNV 2014 Car/passenger ferry Samsoe Municipality DNV 2015 PSV Harvey Gulf Int. Marine ABS 2015 LEG carrier Evergas BV 2015 LEG carrier Evergas BV 2015 LEG carrier Evergas BV 2015 Container Ship TOTE Shipholdings ABS 2016 Container Ship TOTE Shipholdings ABS Updated Excluding LNG carriers and inland waterway vessels 6

7 Plan for the presentation History in brief Main safety challenges 7

8 Main safety challenges using natural gas as fuel Explosion risk - Flammable in range ab. 5-15% mixture in air Ignition source Natural gas Oxygen 8

9 Main safety challenges using natural gas as fuel Low temperature of liquid gas / cold jets from compressed natural gas - LNG at -163 C - Normal ship steel will be very brittle 9

10 Main safety challenges introducing natural gas as fuel Gas tank large energy content - Protection from ship side and bottom (collision and grounding) - Protection from external fire - Protection from mechanical impact 10

11 Agenda History in brief Main safety challenges Status of rules and regulations 11

12 Rules and Regulations - Gas as Fuel DNV Rules Pt.6 Ch.13 Gas fuelled engine installations issued January Applicable to all ship types - Updated several times, last January 2012, new rule project now- keeping the best class rules in the market 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 12

13 International code IGF Code The process of development of a mandatory IMO code is ongoing - To include other gases than methane/ natural gas, also low flashpoint liquids - To include other machinery types like fuel cells, gas turbines etc. 13

14 Status IGF code Goal: Final draft approved by new BLG ( TOC ) meeting 2014 Draft almost finished- correspondence group ongoing Still open discussions on: - Location of tanks: How far away from ship side - What to include for other fuels than natural gas - and a few other details Approved/ adapted

15 Plan for the presentation History in brief Main safety challenges Status of rules and regulations Tanks - Tank location - Ship type specific considerations 15

16 Tank/ connections leakage protection LNG tank types that can be used: - Type C tanks (cylindrical, pressure tanks) - Type A tanks (typically prismatic, need a full secondary barrier) - Type B tanks (typically prismatic, need partial secondary barrier) - Membrane tanks (full secondary barrier) Gas tight barrier around containment system Tank connection space - Surrounding all tank connections - Gas tight, pressure resistant or vented, low temperature material, insulation towards ship steel - Ventilation 30 air changes - Monitored for leakages - Gas detection - Level alarm, low temperature alarm bilge well 16

17 Protected location- current requirement Top view B Gas tank Min. the lesser of B/5 and 11,5 m Never less than 800 mm Side view Min. the lesser of B/15 and 2 m Never less than 800 mm 17

18 New requirement to be proposed by Norway for IGF code This was decided in SLF subcommittee meeting DNV is developing new proposal Based on collision data, probabilistic approach Different collision risk in different areas of a ship May give a bit stricter requirements over all (not allow for 800 mm distance from ship side as an option) 18

19 Preferable tank location Protected from external fire - i.e. engine room and other high fire risk spaces and areas Protected from mechanical damage: - Collision - Grounding - Cargo handling operations The probability for the tank to be damaged in a collision is reduced: - towards the aft end of the ship - above waterline - larger distance from side 19

20 Tank location- examples below deck Courtesy: Rolls-Royce 20

21 Tank location- examples above deck Gas fuelled coaster- Høydal One LNG tank on open deck- with mechanical protection Built at Tersan Shipyard in Turkey to owner NSK Shipping Photo: Per Rydheim/ Skipsmagasinet 21

22 Tank location- examples above deck on tankers Foto: Tarbit Shipping / Maritimt Magasin 22

23 Tank arrangement VACUUM INSULATED TANK BUNKERING LINES AND TANK VENTILATION PIPES IN VENTILATED DUCT WITH GAS DETECTION GAS DETECTORS INSULATED COLD BOX = Tank connection space DUCT PIPE -GAS LINE TANK SADDLE WATER VAPORIZER IN/OUT ALL TANK VALVES LOCATED IN COLD BOX 23

24 New requirements applicable to tankers proposed by Norway For fuel tanks located on open deck within the cargo area on tankers the following apply: 1. In case of shut-down of fuel supply due to a fire in the cargo area, the ship shall be provided with sufficient alternative power supply for operating the safety functions onboard (e.g. fire and foam extinguishing, fire and gas detection and alarm, ballast, bilge drainage, fuel safety systems). 2. Measures shall be implemented to reduce the consequences of fire and explosions in cargo tanks and in the cargo area for the dedicated LFL fuel service tanks and LFL fuel supply systems., 3. Inerting of cargo tanks during cargo tank cleaning operations and inert gas purging prior to gas-freeing would be considered an acceptable measure to reduce the consequence of intank explosion. Such inerting should be performed for all cargo tanks and regardless of size of ship. 4. The installation of deck tanks shall not reduce the coverage area of the cargo deck fire/foam extinguishing system. 24

25 Plan for the presentation History in brief Main safety challenges Status of rules and regulations Tanks - Tank location - Ship type specific considerations Engine room arrangements 25

26 Engine room options Gas safe engine rooms - Fully enclosed gas tight double gas pipes in engine room, all the way to the combustion chamber - Double pipes with extraction ventilated 30 air changes and gas detection or inert gas filled with pressure monitoring (same as IGC code) - Ventilation air to double pipes may be accepted from engine room for low pressure installations only (below 10 bar gas supply) triggers requirement for gas detection in engine room, but automatic shut down not required 26

27 Shut down protected engine room (ESD protected) High ventilation rate in ER (30 air changes/ hour) Gas detection systems in ER -redundant Shut down at low level gas detection in ER (20% LEL) - Automatic shut down of gas supply (master valve outside engine room+ double block and bleed inside)automatic disconnection of non ex-proof equipment Simple geometrical shape Limitation on what can be located in space- no boilers, inert gas generators or other ignition sources which cannot be disconnected. Only contain the equipment necessary for the operation of the principal function. Rapid pipe rupture detection automatic shut down (gas supply and electric disconnection) At least 2 engine rooms due to shut down requirements 27

28 Shut down protected engine room Necessary concept for smaller gas fuelled engines not available with double pipes Different safety concept than double piping concept, the whole engine room arrangement is affected, but still gives a safe ship arrangement Will only be used when there are no other options, since it gives a more complex solution! Lean burn pre-chamber spark ignited engine from Mitsubishi (low pressure Otto cycle) 28

29 Stavangerfjord, Fanafjord, Mastrafjord, Bergensfjord and Raunefjord, car and passenger ferries delivered January/February 2007 (gas only engines) ESD concept engine rooms Photo: Skipsrevyen 29 Photo: Harald Valdehaug

30 Coast guard vessels- delivered 2009/2010 Power take in from LNG fuelled engines, to be used in normal operation Diesel engine to be used as backup, and for full speed operation ESD concept engine room 30

31 LNG fuelled supply vessels with ESD concept Bulkhead 31

32 Passenger ferries in Oslo Kongen, Dronningen, Prinsen - Passenger vessels (2009) - ESD engine room concept 32

33 Høydal The main engine is gas fuelled with power take in from diesels Gas safe engine room concept Photos: Per Rydheim/ Skipsmagasinet 33

34 Plan for the presentation History in brief Main safety challenges Status of rules and regulations Tanks - Tank location - Ship type specific considerations Engine room arrangements Bunkering and piping arrangement 34

35 Rules- bunkering arrangement & piping Water curtain for >150 m3/ hour bunkering P P Gas pipes inside ship always in duct/ double pipe Drip tray stainless steel GD GD M Gas detectors Ventilation to open air Min. 760 mm To gas tank 35

36 Bunkering 36

37 Bunkering Bunkering not accepted to give release of gas - For pressure tanks pressure is kept down by use of sequential operation with bunkering to bottom line and spraying from top - Only gas released is at purging of bunkering lines at start and end of bunkering (no liquid left, only gas)- zero emission solutions should be sought! - For atmospheric tanks gas return system will be necessary Procedures to be submitted for approval Safety-wise potentially most challenging part of operation New ISO standard for bunkering ready 37

38 Plan for the presentation History in brief Main safety challenges Status of rules and regulations Tanks - Tank location - Ship type specific considerations Engine room arrangements Bunkering and piping arrangement News - DNV rules for LFL fuel - DNV LNG Ready service 38

39 New rules on LFL fuels Released July 2013 Background: Stena and other Swedish owners planning to use methanol as fuel - Methanol is sulphur free like natural gas - Lower NOx emissions than oil fuels - Cheaper? Methanol as fuel: low flashpoint liquid (~12ºC) - E.g. some of the same safety challenges as gas - Additionally: Toxicity Benefit compared to LNG: No cryogenic problems, simpler tank solutions However still some limitations for tank arrangements: - Not allowed located in engine rooms/ within accommodation areas - Distance from ship side minimum 760 mm - Cofferdams around tanks with leakage detection and possibility for water filling - Tank entrance from open deck or from spaces with certain additional requirements - Gas freeing from open deck has to be possible 39

40 LNG Ready 40

41 Objective LNG ready evaluation Decision support: Is LNG fuel system and machinery on their HFO/MDO fuelled vessel technically feasible and financially attractive? - Select the best option according to the operational requirements and economical and environmental conditions. Verification - By ECA decision support: evaluating scrubber, fuel switch and LNG - By design review or Approval in Principle (AIP) - By Risk assessments The documentation may be used by owner, yard, designer to promote their vessel as LNG ready with an option for retrofit, as LNG becomes a viable fuel alternative. 41

42 LNG Ready Service Overview DNV has prepared a firm, 4-stage service in order to help customers become LNG Ready. 1. Strategy 2. Concept Capture 3. Initial Design 4. Risk Assessment The stepwise approach enables clients to benefit from DNVs expertise where needed 42

43 Plan for the presentation History in brief Main safety challenges Status of rules and regulations Tanks - Tank location - Ship type specific considerations Engine room arrangements Bunkering and piping arrangement News - DNV rules for LFL fuel - DNV LNG Ready service Summary 43

44 Summary Many ships in operation already with LNG as fuel DNV still in the forefront, with new class notation on LFL fuels, and new LNG Ready service Main safety challenges for design of gas fuelled ship: - Explosion risk - Low temperature - Tank large energy content -> content of rules and regulations cover these in ship design Remaining risks are operational; need focus on - Bunkering - Crew training in general - Maintenance of gas systems and safety systems DNV rules since 2001, and continuously improved. IGF code under construction. Rules and regulations will provide framework for safe ship designs. 44

45 Safeguarding life, property and the environment 45