Audun BrandsæterLNG Safety

Safety Requirements for LNG ships
Audun Brandster 16 November 2010
Topics
Ship design and features How safe is LNG as an on-board fuel? How safe is it to transfer between two ships? Special Studies for risk identification and mitigation
Safety Requirements for LNG ships 16 November 2010 Det Norske Veritas AS. All rights reserved. 2
LNG Carriers
LNG has been traded and used in a large scale for more than 50 years with more than 350 LNG carriers; old ones, BIG ones and small ones.
What is LNG?
Condensed natural gas Volume reduced by factor 600 for transportation LNG is a cryogenic hydrocarbon liquid.
- Contains mainly methane with traces of LPG, and Nitrogen - SO2, CO2, H2O, C6+ and other contaminants removed to allow for cooldown without frost formation, lean fuel. - Normally stored at atmospheric pressure where it boils at -160 deg C - Heat from surrounding will cause boil off. If boil off is contained the pressure and temperature will rise. Alternatively the boil off can be reliquefied.
Density of LNG is appr. 420 kg/m3 Energy content of 1 m3 LNG corresponds to 0.65 m3 diesel Natural gas is flammable (as all hydrocarbons) Natural gas is non toxic Cold natural gas is heavier than air. At approximately -100 C it will be buoyant and rise.
LNG compared to other Hydrocarbon liquids.

- The combustion characteristics are less severe than other hydrocarbons
- Ignition requires higher temperatures compared to other HC - The cold and dense gas close to the release and directly above the boiling liquid pool is too rich for ignition - Diluted and flammable gas is buoyant - Burning characteristics are less aggressive than eg propane; detonations are highly unlikely
- The cryogenic properties are particular for LNG and requires attention
other LNG fuelled ships today

DNV has proven rules for LNG fuelled engines since 2001
The worlds ships on LNG fuel built to DNV class!*

* LNG tankers excluded
and to come
DNV has contributed actively
Rules for Gas Fuelled Engine Installations
Rules for Classification
International and national regulations and guidelines

IMO - IGC Code
International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk
IMO - IGF Code

International Code of Safety for Gas-fuelled Ships (at present: Interim Guidelines on Safety for Natural Gas-fuelled Engine Installations in Ships)
Flag State, e.g. NMD Regulations concerning

.. cargo ships with natural gas fuelled internal combustion engines. .. the construction and operation of gas-fuelled passenger ships
SIGGTO
Guidelines for LNG transfer
OCIMF
Guidelines for Oil transfer, ship to ship oil bunker procedures
Port regulations
USCG, local authorities
Onshore regulations
EU , NFPA, FERC..
Safety principles
Two alternative system configurations may be accepted: Inherently gas safe machinery spaces: Arrangements in machinery spaces are such that the spaces are considered gas safe under all conditions, normal as well as abnormal conditions i.e. inherently gas safe. ESD protected machinery spaces: Arrangements in machinery spaces are such that the spaces are considered nonhazardous under normal conditions, but under certain abnormal conditions may have the potential to become gas hazardous. In the event of abnormal conditions involving gas hazards, emergency shutdown (ESD) of non-safe equipment (ignition sources) and machinery shall be automatically executed while equipment or machinery in use or active during these conditions shall be of explosion protected design.
Some examples
Documentation / Assessment requirements by NMD

Regulation 644 concerning cargo ships with natural gas fuelled internal combustion engines, 8 Documentation: - A formal safety assessment shall be undertaken for any new or altered concept, which is required to document a safety level which is at least equivalent to a new, comparable diesel-engine vessel. Regulation 1218 concerning the construction and operation of gas-fuelled passenger ships, 7 Risk Analysis: - The safety level of a gas-fuelled passenger ship shall at least be equivalent to the safety level of a new diesel-powered ship.
Formal Safety Assessment / Risk Analysis Explosion Assessment / Explosion Analysis New: Circular letter RSV-14-2010 opens for the use of IMO Interim Guidelines as alternative to above Regulations.
Assement structure
Concept Risk Analysis
Design Risk Analysis

incl. Explosion analysis
Third Party Consequence and Risk Assessment
Updated Design Risk Analysis

incl. Explosion analysis
Updated 3rd Party Consequence and Risk Assessment
RA results - example
Fatality risk per 1 billion passengerkm

6 Dre pte pe r m rd pkm 5 4 3 2 1 0 Personbil Fly innenriks rute Fly (inkludert alle kategorier flyging) Tog Tog (staulykken inkludert) Trikk/Tbane
Ferries in Norway
5,60
3,88
0,86
1,15
1,45 0,18
Ongoing QRAs for gas fuelled vessels

Offshore supply vessels: Island Offshore / Rolls Royce, STX Brevik DOF, STX Svikneset H738 Solstad, STX Langsten H755 Eidesvik / Wrtsil Norway, Kleven
Coaster: Nordnorsk skipskonsult, 70 m general cargo vessel
Ship-to-Ship transfer of LNG

A technology development project called LNG bunkering Ship to ship is ongoing with the aim of developing a concept for transfer of LNG (liquefied natural gas), between two ships. Challenge: rapid bunkering operation, in proximity to urban areas w/ simultaneous cargo and passenger handling. Covering both the operational bunkering process and technical solutions. Bunkering operation shall not affect the retention period in port. Establishing a safe and time efficient bunkering procedure of LNG transfer from ship to ship. To pave the way for establishing an international standard and accompanying guideline for safe and time efficient bunkering of LNG A recognised standardized way of performing LNG-bunkering is believed to be an important contributor to a safe operation.
Safety issues for LNG

Releases can lead to
- frost burns and personnel injuries - brittle fractures and structural failure for exposed steel - flammable clouds - fires and explosions - RPT (Rapid Phase Transition or cold explosions)
Safeguards against LNG releases

Safeguards against releases comprise
Operational Procedures Strict requirements to the integrity of the containment to avoid release Personnel protective equipment Protection of exposed structures Fire and gas safeguards comparable with other hydrocarbons.
Technically no obstacles and it is safe

LNG technology safe and well proven
Half a century of LNG tanker operation Used as marine fuel since 2000, now in some 20 ships Ongoing research to further improve technical and economical aspects Even higher efficiency - thus reduced emissions - possible
Safeguarding life, property and the environment

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Audun BrandsæterLNG Safety

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Safety Requirements for LNG ships

Audun Brandster 16 November 2010

LNG compared to other Hydrocarbon liquids.

other LNG fuelled ships today

The worlds ships on LNG fuel built to DNV class!*

* LNG tankers excluded

DNV has contributed actively

Rules for Gas Fuelled Engine Installations

Rules for Classification

International and national regulations and guidelines

IMO - IGF Code

Flag State, e.g. NMD Regulations concerning

Documentation / Assessment requirements by NMD

Design Risk Analysis

Third Party Consequence and Risk Assessment

Updated Design Risk Analysis

Updated 3rd Party Consequence and Risk Assessment

Fatality risk per 1 billion passengerkm

Ongoing QRAs for gas fuelled vessels

Coaster: Nordnorsk skipskonsult, 70 m general cargo vessel

Ship-to-Ship transfer of LNG

Safety issues for LNG

Safeguards against LNG releases

Technically no obstacles and it is safe

Safeguarding life, property and the environment

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