IGF Code update & LNG Bunkering Guidelines GREENSHIP Conference Paris, 13th November 2014 Martial CLAUDEPIERRE LNG and Energy Efficiency Services Business Development Manager
IGF Code update
Rules & Standards overview for ship design IGF Code 3
Rules & Standards overview for LNG as fuel LNG Supply Facilities LNG Bunkering Facilities Receiving Ship ESD ESD Standards and regulations for shore facilities EN 1473/13645 ISO 28460 Onshore supply Onshore mobile supply Offshore supply Shore -to-ship bunkering Truck-to-ship bunkering Ship-to-ship bunkering IGF Code 4
Scope of IGF Code Address Natural Gas Regulations for other low flashpoint fuels (FP<60 C), in particular; LPG Methanol Ethanol Hydrogen synthetic fuels will be developed later on. Storage: liquid or compressed All energy converters types: Low and high pressure internal combustion engines, gas turbines, boilers, fuel cells 5
IGF Code v/s IGC Code: some differences Segregation issues Location of fuel gas tanks Separation between high fire risks spaces and fuel storage / preparation spaces Use of Ro-ro spaces for fuel storage in mobile tanks Hazardous areas Dimensions and shape of the hazardous areas 6
IGF Code - Content The Draft Part A-1 of the IGF Code is addressing safety measures for natural gas fuelled ships as follows: Ship design and arrangement Fuel containments system Material and general pipe design Bunkering Fuel supply to consumers Power Generation [including propulsion and other energy converters] Fire safety Explosion protection Ventilation Electrical installations Control monitoring and safety systems 7
Bunkering operations Bunkering operations are not covered by IGF Code. Other standards are to be considered: ISO Guidelines for systems and installations for supply of LNG as fuel to ships (ISO/TS 18683) prepared by Technical Committee ISO/TC 67, BV guidelines on LNG bunkering (NI 618). 8
Tank arrangement for gas only installations Number of tanks IGF draft: 9.3.1 For single fuel installations the fuel supply system shall be arranged with full redundancy and segregation all the way from the gas tanks to the consumer, so that a leakage in one system does not lead to loss of propulsion and/or power to essential consumers. 9.3.2 For single fuel installations (gas only), the fuel storage should be divided between two or more tanks. The tanks should be located in separate compartments. 9
Gas safe machinery spaces vs. ESD concept Arrangement of gas plant in machinery spaces : 2 possible solutions Gas safe machinery spaces : double walled piping system and monitoring of the primary barrier integrity. 4 arrangements possible: prevent gas leakage gas leakage occurs but is contained and detected: leakage towards inert gas leakage towards air leakage towards vacuum ESD protected machinery spaces: protected by means of gas detection and disconnection of all equipment that are not suitable for hazardous areas zone 1. This arrangement is permitted only when the pressure in the fuel supply system does not exceed 10 bar. 10
Location of LNG fuel tanks 11
Tank location - gas fuel tanks below accommodation Gas carriers: cargo area separated from accommodations Location of the tanks below accommodations is not precluded by the Interim Guidelines MSC.285(86). Tank location has been one of the most contentious and debated issue within the industry. Quite mandatory for some projects (e.g. passenger ships or ferries). According to Draft IGF Code, LNG fuel tanks can be located below accommodations provided that risks are properly identified and addressed. USCG Policy Letter 01-2012 2.3 Tanks must not be placed under accommodation, service or control spaces 12
Collision risk 13 13
Tank location distance from ship side Interim Guidelines : requirements similar to IGC Code Passenger ships: B/5 Other ships: 760 mm Are these requirements suitable for any type of gas fuelled ship? Question was asked to IMO Sub-Committee in charge of stability (SDC) SDC 1 outcomes : 2 possible approaches: Deterministic Probabilistic 14
Tank location Draft IGF Code 5.3 Shall be protected against mechanical damage. On open deck shall ensure sufficient natural ventilation. Shall be protected from external damage caused by collision or grounding with minimum distance of B/5 or 11.5 m. For passenger ships: B/10. Alternatively, following calculation method may be used to determine the acceptable location from shipside: fcn = fl x ft x fv Length shall not exceed [9][12]% of ship's length for passenger ships and [12][18]% for cargo ships.. Lowest boundary shall be located above the minimum distance of B/15 or 2.0 m. Shall be aft of transverse plane at 0.08L measured from forward perpendicular for passenger ships, and abaft of collision bulkhead for cargo ships. 15
Tank location Deterministic approach L L i l 16
Tank location Probabilistic approach f CN reflects the probability that the damage is not extending within the tank boundaries. L L i l Crashworthiness may also be recognized. IGF 5.3.5.6 : For ships with a hull structure providing higher collision and/or grounding resistance, fuel tank location regulations may be specially considered in accordance with section 2.3 Alternative Design of this Code. 17
Experience from «Paul Kayser» LNG carrier grounding Grounding in June 1979 (Strait of Gibraltar) Severe damages of the double hull (speed: 19 knots) 18
Experience from «Paul Kayser» LNG carrier grounding Important deformations of the insulation, second barrier damaged Primary barrier remained tight 19
IGF Tank location different submissions Norway (SDC 1/24 and MSC 94/11/3): 1. Proposing probabilistic approach as an alternative to deterministic approach (SDC1/24). 2. Proposed tank length 9%Lfor deterministic approach and fcn = 0.01 for passenger ships and 12%L and fcn = 0.02 for cargo ships (SDC1/24) 3. Proposal for considering a longitudinal distance [0.3Ls] for non-overlapping fuel when calculating fcn (MSC 94/11/3) France (SDC1/24/5 and MSC 94/11/5): Supporting the probabilistic approach but with fcn = 0.02 for passenger ships; and fcn = 0.04 for cargo ships (SDC 1/24/5 and MSC 94/11/5) SDC 1 working group based on the proposals in SDC1/24 and SDC1/24/5 propose: The following two options should be decided on: 1. 9%L and fcn = 0.01 for passenger ships; 12%L and fcn = 0.02 for cargo ships; or 2. 12%L and fcn = 0.02 for passenger ships; 18%L and fcn = 0.04 for cargo ships. 20
IGF Tank location different submissions Bahamas, Canada and the United Kingdom (CCC 1/4/2): 1. It is proposed that the probabilistic calculation method is not included in the IGF Code and reference is made to the existing SOLAS provisions. 2. United Kingdom drew attention to existing provisions under SOLAS to allow LNG fuel tank location closer to the side of a ship by providing justification through Alternative Design & Arrangement (AD&A) provisions, as noted in section 2.3 of the draft IGF Code. Canada, the Marshall Islands and the US (MSC 94/11/7) 1.Do not agree to directly align the deterministic option with the probabilistic provisions 2.No provisions to limit the tank length when the tank is located inside the minimum offset from the side shell. Marshall Islands (MSC 94/11/17): 1.No provisions to limit the tank length when the tank is located inside the minimum offset from the side shell. 2.Probabilistic approach, produces results similar to the deterministic method. There is evidence that it produces an equivalent level of safety for fuel tank placement in larger gas fueled ships and its application should be limited to ships over 100 metres (Ls = 100 m). 3.Prefer the smaller values for Fcn 21
IGF Tank location different submissions Germany (MSC 94/11/18): 1.Outcome of validation calculations performed so far by different member states does not support the proposed draft provisions entirely. 2. There needs to be a discussion on whether the risk of a collision and its consequences should be looked at solely or possibly the combination of accidental situations and normal operation of the fuel tanks taking into account tank size and tank location in order to lead to a single criterion or multiple criteria to be included in the IGF Code. 3.Finalize the first version of the IGF Code containing the tank location criteria as per the Interim Guidelines 4.Further work on different kinds of gases and low-flashpoint fuels in order to widen the scope of the IGF Code; 5.Allow the relevant Sub-Committee to have an in depth appreciation of the proposed riskbased provisions for tank location. 22
LNG Bunkering
Bunkering LNG needs an hollistic approach 24
Availabilities in ECA and SECA zones 25
Existing and planned LNG bunkering facilities in North America LNG bunkering facilities planned in: Louisiana (Port Fourchon, 1 st bunkering facility in the US) Florida (Jacksonville) US Richmond, BC Canada Canada s West Coast and Quebec Other facilities proposed in Great Lakes, Gulf Coast, Pacific coast (Tacoma), In Port of Los Angeles, for trucks Several projects of LNG bunker barge or vessels in development 26
LNG Bunkering Situation in Europe Norway The NOx funds have supported for many years different types of LNG-fuelled ships, from coastal ferries to OSV and trans ocean tankers, as new buildings or conversion to LNG LNG as fuel is available at terminals (Stavanger, Flora, Bergen, Risavika), Numerous satellite stations / Since March 2014 LNG bunkering of 2 large ferries at Olso. Sweden LNG bunkering of Viking Grace by barge in Stockholm Brofjorden pilot project (BV is partner) New LNG bunkering terminal scheduled in Gävle (2015) Denmark LNG bunkering of Fjord Lines ferries Germany. In Hamburg, a 7.5 MW LNG Hybrid barge will deliver energy to a cruise ship as part of a joint project with AIDA Cruises. 27
LNG Bunkering Situation in Europe Netherlands Up to now only inland shipping could bunker LNG. But Rotterdam is offering the possibility to bunker LNG as fuel for ocean going ships based on a specific and case by case approach. Belgium In Zeebrugge, LNG bunkering by barge will be possible by the end of 2016. GDF SUEZ, Mitsubishi and NYK will develop the LNG bunkering market through an LNG bunkering vessel to be built by Hanjin Heavy Industries. LNG bunker by truck is practised on case by case. Antwerp Port Authority is continuing its focus on LNG with the aim of setting up a permanent bunkering station at the port by the beginning of 2016. Truck-to-ship bunkering is already possible at the port a truck collects LNG from the import terminal in Zeebrugge which is then delivered to the barges on the quayside. 28
LNG Bunkering Situation in France DUNKERQUE LNG, Air Liquide and Exmar make up the consortium that presented its successful project during a Call for Expressions of Interest (CEI). * As part of the project, Dunkerque LNG and Air Liquide will be responsible for the preliminary studies, the engineering and investments. Exmar will handle the preliminary studies, the engineering and the building of a bunkering vessel, the capacity of which is yet to be defined according to LNG requirements. NANTES SAINT NAZAIRE Elengy is bringing on stream the liquefied natural gas (LNG) road tanker loading station at the Montoir de Bretagne LNG terminal.. It thereby enables its energy supplier customers to come and load road tankers with LNG, for onward transportation to the point of use. The product then serves to supply industrial users or outlets for the distribution of LNG fuel for vehicles or vessels. 29
Inland Navigation Cooperation Agreement in Europe: between the ports of Antwerp, Mannheim, Rotterdam, Strasbourg and Switzerland for the distribution of LNG in the European network of inland navigation along the entire Rhine - Main Danube network. European Union has allocated 40 million to support this project. 30
LNG bunkering procedures
Existing IMO Regulation on LNG bunkering IGF Code : entering into force in 2016 / 2017 IGF Code Ship design Risk evaluation (chapter 4) Bunkering station: functional requirements and design, flexible manifold (Chapter 8) Ventilation of the bunkering station (chapter 13) Control systems, monitoring and safety of bunkering (chapter15) Operations (chapter18) Responsabilities, Tests to realise before starting bunkering operations Communications between bunkering facilities and receiving ship Acces to the different spaces that could contain gas Inerting and venting of bunkering installations 32
ISO Technical Specifications ISO / DTS 18683 Guidelines for systems and installations for supply of LNG as fuel to ships Ensuring the safety of personnel (crew, fueling operators, third party involved) Minimize / eliminate emissions of natural gas in the atmosphere Promote the standardization of equipment (connectors and instrumentation) and procedures Provide functional requirements based on principles (which will allow for improvements and further developments) and not prescriptive requirements based on existing solutions and limited experience 33
Initiatives from ESSF (EMSA), SGMF and IAPH The ESSF (EMSA) has the following objectives : Develop consistent rules with international regulations Filling the regulatory gaps and identify areas where it is necessary to go beyond SGMF (SIGTTO) is commited to produce guidelines for LNG bunkering to the industry Maintain the excellent level of safety in current LNG transport industry IAPH finalizes checklists for LNG bunkering vessels covering different refueling scenarios: By bunker vessel By fixed installation ashore By truck 34
Initiatives from IACS In July 2014, IACS decided to launch a Project Team on development of Unified LNG Bunkering Guidelines with the following objectives : Elaborate a set of guidelines for ensuring the safety of LNG bunkering operations. Help to develop the LNG bunkering process by providing an unified regulatory framework in a tentative for clarity and homogeneous level of safety Consider a voluntary submission to IMO in view of adoption by the Industry. The objective is to deliver comprehensive technical safety guidelines (based on existing documentation) - To be comprehensive and technically consistent in view of a large adoption by the Industry. - Feed back from recent LNG bunkering incident is taken into account. - in liaison with stake holders forum and professional associations (SGMF, IAPH, ESSF). - Focus first on safety, not really on commercial aspects such as quality of LNG except when safety may be undirectly impacted. - Training will be discussed. 35
BV Guidelines on LNG bunkering (NI 618) Objective : To provide a framework for the development of the various procedures to be implemented to ensure safe operation of LNG bunkering The Guidelines cover the following points: 1. Safety aspects of LNG bunkering 2. Typical descriptions of LNG bunkering station, receiving vessel and LNG fueling facility 3. General framework to be put in place before starting a project of LNG bunkering of a ship 4. Compatibility between the receiving vessel and the LNG fueling facility 5. Guidelines for the development of a procedure for LNG bunkering 6. Guidelines for the safety assessment of the LNG bunkering 7. Guidelines for the development of a management plan for emergency situations 36
Setting up a ship bunkering project The key actions to be performed before setting up a ship bunkering project include: Ensure that the receiving ship and the bunkering facility are compatible Develop the LNG bunkering procedure for the concerned ship and bunkering facility Perform the Safety assessment and HAZOP Develop a Management Plan for emergency situations in connexion with the Safety assessment Set up the organization in charge of the bunkering operations and provide adequate information, instructions and supervision to the persons involved in the LNG bunkering operations Establish a training program 37
Bunkering LNG chain - overall approach from Bureau Veritas Infrastructures: LNG satellite station or LNG terminal Risk Risk analysis Design studies Procurment Construction Acceptance Preparing exploitation LNG as fuel ships : Design approval followed by ship classification Risk analysis Classification of the ship Bouygues/ SANEF Bureau Veritas LNG bunkering operations BV bunkering guidelines and others Qualitative Risk Analysis* Permit delivered by Port Authorities 38
Selected LNG as fuel projects BV
Yamal LNG carriers Joint participation RMRS & Bureau Veritas at an early stage Preparation and review of the tender technical documents Specific pre-fid assessment (structure, sloshing, winterization, etc) 10 ships already contracted with Dual Class RMRS&BV Arc7-170.000 m3 (approx. Loa 300 m, Beam 50 m, Draft 12 m) 3 Pod propulsion (approx. 45 MW propulsion power) CCS: Membrane NO96 Moderate ice bow for open sea and light ice navigation / Navigation astern in moderate and heavy ice conditions / Shipping to West Europe in winter and Far East in summer 40
SEASPAN RO RO FERRIES BRITISH COLUMBIA - CANADA Five new constructions ferries operated from the Seaspan Ferries dock at Delta, bunkered by trucks from Tilbury LNG Terminal 41
TERNTANK Four «next generation» tanker ships SWEDEN PRINCIPAL DIMENSIONS Length overall 147.00 m Length between pp 143.50 m Breadth, mld. 22.00 m Depth, mld. 11.70 m Draft design, mld 8.70 m Draft scantling, mld 9.00 m Cb Scantling 0,7180 DWT 15000 t Gross (GRT) 11 374 t Net. (NT) 4 780 t Air draft (ballast) 33 m TANK CAPACITIES (100% FULL) Cargo tanks 16.880 m3 Slop tanks 260 m3 Cargo drain tanks 50 m3 Ballast water tanks 5.800 m3 Technical fresh water tanks 330 m3 Potable fresh water tanks 200 m3 LNG fuel storage tanks 630 m3 Marine gas oil 550 m3 Lubrication oil 20 m3 Cylinder oil 50 m3 Urea 40 m 42
LPG/LEG carriers Anthony Veders -NetherLands Two 4.700 m 3 Ethylene/LPG Carriers Under construction in Avic Dinheng (China) for Anthony Veder (The Netherlands) First unit Coral Star has been delivered a few weeks ago. LNG fuel gas trials were carried in October 2014 in the Port of Zeebrugge (Belgium). Wärtsilä dual fuel engine 6L34DF propulsion + 2 x 6L20DF auxiliary engines Direct drive 43
Bergen Viking conversion to LNG as fuel - NORWAY Conversion to LNG includes generating sets, complete LNG fuel supply and bunker system/tanks, and automation system for the LNG system. The vessel conversion will encompass the removal of 4 diesel generating sets and the installation of 2 new natural gas (NG) fuelled generating sets, delivered from Bergen Engines AS. The conversion includes also 2 off 150m3 LNG tanks. of IMO type C, installed on open deck. Bergen Viking is a 95 meter long chemical and product tanker operating along the long Norwegian coastline for Statoil and was delivered in 2007. 44
Ethylene carriers for EVERGAS - DENMARK Three 27.500 m 3 Ethylene/LPG Carriers DRAGON 27500 SERIES under construction in Nantong Sinopacific (China) for Evergas (Denmark) First unit expected to be delivered in 2015 Built to the highest environmental and ships efficiency performances Dual Fuel engines 2 x 6L50DF propulsion + 2 6L20 gensets + Wärtsilä package Type C tanks bilobular Courtesy Wartsila 45
Furetank conversion to LNG as fuel - SWEDEN JIP LNG-CONV; will convert an existing vessel to LNG. They will closely follow the different stages from technology implementation at the yard via bunkering to the operating start 1st of January 2015 Lead the path to reduced operational costs, Identify, and evaluate, the workflow of the engine conversion to generate new technology development, Identify if new gas driven vessel solutions are needed, Generate lessons learned and identify education needs, Identify, and solve, safety risks and combine with environmental winnings, Implement ISO50001 with eventual add-ons, show simulations, preferably with use of SEECAT and investigate the total energy efficiency. 46
Inland vessel LPG CHEMGAS Shipping Sirocco (NL) 1xW8L20DF main engine First W20DF + FPP application 47
LNG bunkering vessel from GDF SUEZ First LNG bunkering vessel ordered to Hanjin Heavy Industries & construction, First LNG bunkering supply contract between GDF SUEZ and the shipping operator UECC. 2 type C tank each 2500 m3. 48
Ultra Large Container Carrier JIP: DSME CMA-CGM and BV MAN ME-GI engine 2 stroke dual fuel engine Natural gas high pressure supply Four dual fuel gen sets More than 22,000 m3 LNG ACT-IB storage tanks HIVAR fuel gas system with BOG re-condensation Other project with similar type of VLCC but alternative main engine technology from Wärtsilä 49
LNG fuelled tugs from RAL design (CANADA) Approval in principle of electric propulsion and LNG as fuel for ocean going tugs Approval in principle of full gas engines and mechanical propulsion On going project with dual fuel propulsion 50
Harbour tug LNG fuelled - RANGLer 3600 LNG - 100 m³ Fuel Oil - 20 m³ approx. Vessel Speed, ahead - 14 knots, approx. Bollard Pull, ahead - 80 tonnes, approx. 51
Thank you for your attention martial.claudepierre@bureauveritas.com Move Forward with Confidence 52