Presented by Bob Kamb Mystic River Partners LLC LNG Marine ...€¦ · Industry Guidelines: NFPA59, OCIMF / SIGTTO, Class Emergency Procedures and Contingency Plans Availability and

c Mystic River Partners 2013 1

Presented by Bob KambMystic River Partners LLCLNG Marine Operations Consultants

DISCLAIMERAlthough Mystic River Partners LLC and its Principals,employees and representatives make every effort to ensurethe accuracy of the information presented herein, nowarranty, express or implied, including with respect to thecorrectness or completeness of the material, data,information and conclusions within this presentation ismade. Mystic River Partners LLC will not be liable forreliance or usage by any third party of any informationcontained in this presentation.


• HAZID risk assessment – concepts and considerations• Engine room safety options• Overcoming safety hazards when handling LNG• Crew training requirements• LNG location - safety requirements• Emergency response• Commercial implications of meeting therecommendations


LNG Fueling: HAZID Risk Assessment USCG policy as stated in CG 521 “does not provide

guidance on operational aspects” of natural gas as amarine fuel

Operators are referred to USCG Office of Operating andEnvironmental Standards, CG-522

Operators can be expected to produce a formal riskassessment / HAZID for USCG review and approval


Vessel and Facility Operating Standards Division (CG-OES-2)U.S. Coast Guard Headquarters (Room 1210)2100 Second Street, SWWashington, DC 20593202-372-1401

LNG Fueling: HAZID Risk Assessment1.Operational Picture- Using Standard RA Approach:

Develop operating scenarios

Ports, routes, operating profile, cargo operations

Shipyard, drydocking, repairs, transit/repositioning

Contingency / Emergency / Incident Response

2. Identifying actual risks

What can happen?

Grounding, Collision, Fire, Flooding, Fuel Release…

Occurrence of any one leading to failure “cascade”

Routine Hazards-Distinguish between increased likelihood ofoccurrence related to LNG vs normal shipping activities


LNG Fueling: HAZID Risk Assessment


Typical Risk Level Matrix• Probability vs Hazard Severity or

Likelihood vs Consequence

• Express risk as the product ofprobability of occurrence and itsseverity

• Based on experience of marineoperations and vessel type andexpected service

• Intersection of Probability andSeverity indicates risk level

• This type of analysis will form thebasis of LNG Fueled Vessel RiskAssessment for consideration byUSCG

Table 3. Risk Level Matrix

PROBABILITY

1 Very Unlikely: Could only occur under a freakcombination of factors. Acceptable Criteria (AC)[less frequent than 10-5 (0.00001 )]

2 Unlikely: May occur only in exceptionalcircumstances AC (10- 5 to 10-4)

3 Possible: Could occur at some time. AC (10-4to10-2)

4 Likely: Would not require extraordinaryfactors to occur at some time. AC (10-2 to 10-1)

5 Frequent: Almost certain to happen ifconditions remain unchanged



HAZARD SEVERITY

1 Minor Minor Injury / Minimal pollution effect / No loss time / No internal disruption / Nodowntime

2 Moderate: Injury which requires medical attention / 1-3 day loss time / Minor pollutioneffect / Minor internal disruption / 1 Day downtime

3 Significant Potentially life threatening Injury causing temporary disability (e.g. fractures)and/or requiring medivac / Potential long term absence / Pollution with some onsite/offsiteimpact / Disruption possibly requiring outside help to manage / Downtime between 1 and 7days

4 Serious: Major life threatening injury or causing permanent disability (e.g loss of limb) /Incomplete recovery / Pollution with significant impact / Very serious business disruption /Up to 4 weeks downtime

5 Catastrophic: Fatality or multiple fatalities, or multiple life threatening injuries causingpermanent disabilities / Massive pollution with significant recovery work / catastrophicbusiness impact and national/global media interest / Over 1 month downtime



Table 3. Risk Level Matrix

1 Very

Unlikely

Could only

occur under

a freak

combination

of factors.

AC

(less

frequent

2 Unlikely

May occur only

in exceptional

circumstances

AC

(10- 5 to 10-4)

3

Possible

Could

occur at

some time.

AC

(10-4 to

10-2)

4 Likely

Would no

require

extraordinary

factors

to occur at

some time.

AC

(10-2 to 10-1)

5 Frequent

Almost

certain to

happen if

conditions

remain

unchanged.

AC

(10-1to 1)

1

Minor

Minor Injury / Minimal pollution

effect / No loss time

/ No internal disruption / No

1 2 3 4 5

2

Moderate

Injury w hich requires medical

attention / 1-3 day loss time /

Minor pollution effect / Minor

internal disruption / 1 Day

2 4 6 8 10

3

Significant

Potentially life threatening

Injury causing temporary

disability (e.g. fractures)

and/or requiring medivac /

Potential long term absence /

Pollution w ith some

onsite/offsite impact /

Disruption possibly requiring

outside help to manage /

3 6 9 12 15

4

Serious

Major life threatening injury or

causing permanent disability

(e.g loss of limb) / Incomplete

recovery / Pollution w ith

signif icant impact / Very

serious business disruption /

4 8 12 16 20

5

Catastrophic

Fatality or multiple fatalities, or

multiple life threatening injuries

causing permanent disabilities

/ Massive pollution w ith

signif icant recovery w ork /

catastrophic business impact

and

5 10 15 20 25

PROBABILITY

HAZARD

SEVERIT

YCourtesy of Micoperi Marine Contractors


High risk area: there is the need to identify and schedule protection and

prevention measures to be adopted in order to reduce the probability of

the potential hazard (the shall be considered as urgent).16 R 25

Medium risk area: there is the need to identify and schedule

protection and prevention measures to be adopted in order to reduce or

the probability P or the potential damage S.9 R 15

3 R 8Moderate risk area: there is the need to verify that the potential hazardsare under control and improve the measures already adopted.

1 R 2 Low risk area: the potential hazards are under control


Priority of Actions:Risk Scores are the starting point for defining priorities and scheduling protectionand prevention measures to be adoptedColor coding provide a good visual indicator or your priority mitigations



Table 1. Risk Reduction

RISK REDUCTION OR CONTROL MEASURES HIERARCHY

1 Eliminate the risk by removing the hazard – “design out” the problem at the source

2 Reduce the risk by substitution of a less hazardous process, activity or substance

3 Isolate (protect everyone) by effective controls such as enclosing the hazard,removing the person from the hazard or reducing the person’s exposure time to thehazard

4 Install protective devices such as guards, emergency stops and trip switches etc

5 Enforce Permit-to-Work, special rules and procedures to closely control thehazard(s)

6 Provide proper supervision, supported by training, instruction and relevantinformation

7 Provide Personal Protective Equipment only as a “last resort” and in support ofthe above control measures

Courtesy of Micoperi Marine Contractors



Courtesy IPIECA, the global oil and gas industry association for environmental and social issues

c Mystic River Partners 2013


ITEM HAZARD CAUSE POTENTIALEFFECTS

SAFEGUARDS RECOMMENDATIONS

Grounding Release of Gasor Liquid

Damage to FuelTank or System

VesselDamage/steelfracture

Fire – Own Vessel

Fire – Othervessel(s)

Gas Cloud

Design and Construction

Navigation EquipmentOperational Safeguards

CrewTraining/EmergencyProcedures

Design ER to Inherentlysafe standards

Proper NavEquip/Procedures

Provide emerg responsetrainingf for crew

Collision Release of Gasor Liquid

Own shipSinking

Damage to FuelTank(s) / FuelSystem

Fire – Own Vessel

Fire – Othervessel(s)

Gas Cloud /Flammable Hazard

Design & Construction

Crew Training

Gas Detection / FireSupression System

Contingency Planning /Emergency Procedures

Robust design /Construction elementsbased on projectedimpact forces

Allision Release

Damage toshoreinfrastructure

Damage to FuelTanks / FuelSystem

Striking bridge,pier, lock, tower

Fire / Gas Cloud

Personal Injury (people on shore)

Port / shoredisruption

Design & Constr

Nav Equipment

Crew Training

Insurance

Placement of fuel tanks,protection againstrelease, training innavigation, emergresponse

use of tugs, traffic controlFire High pressure

gas release

Tank failure

Relief valvedischarge

Tank Failure

12

• Typical Risk Elements that form the framework of HAZID• The key is to identify the actual risks based on realistic scenarios• Recognize that normal shipping hazards / risks do not increase likelihood of

occurrence due to the addition of LNG


HAZID Risk Assessment: Identification andEvaluation of Activities- Risk Exposures

LNG Fueling: HAZID Risk Assessment3. Developing Mitigations

Vessel Design & Construction Build to current standards, reviewed and approved by USCG

and/or Class “Inherently Safe” concept most practical from acceptance

standpoint Safety Systems and Equipment

Explosion proof Disconnects from electrical power on ESD

Gas Detection Capable of stopping gas to ER, Fail Safe High, High-High and ESD capable

Training and Certification for personnel LNG / Cryogenic Fundamentals Operation Specific Equipment Specific

Local, State and Federal Regulationc Mystic River Partners 2013 14

LNG Fueling: HAZID Risk Assessment3. Developing Mitigations (Continued)

Operating Procedures

Checklists, Operation Manuals, Equipment Manuals

Port / Terminal Regulations,

Industry Guidelines: NFPA59, OCIMF / SIGTTO, Class

Emergency Procedures and Contingency Plans

Availability and capability of resources: local emergency responders

Existing emergency and incident response plans

Interoperability

Operations Area / Vessel Routes

Ports, inland waterways, near coastal, offshore, international voyage

Port Regulations- Specified docks, anchorages, operation hours

Port Procedures- COTP inspection, regulated / approved service providers

Fuel Suppliers / Service Providers

Storage, Transport, Delivery subject to equivalent design and equipment standards

Training and certification of supplier personnel

Local, State and Federal Regulation

Insurance / Protection & Indemnity

Financial Responsibility

Acceptable risk transfer

Conditions of Acceptable Use



Enhanced operational security measures, to include:

Positive control of other vessel movements during LNGvessel transits and operations;

Review of LNG vessel escort protocols and operations toimprove the ability to enforce exclusion zones throughenhanced standoff and active interdiction approaches;

Review port operational contingency plans to ensure proceduresare in place to address larger spills, to include options for movingthe vessel to a safe anchorage to monitor, inspect, and assessdamage, and for longer-term response options, including vessellightering;

Review of emergency response coordination and procedures forthe LNG vessel, terminal or port, port authority, and emergencyresponse groups to reduce the overall impacts and consequencesof larger spills; and

Review LNG vessel design, equipment, and operational protocolsfor improved fire protection to the LNG vessel, terminals, andvessel personnel from a large LNG fire.


Liquefied Natural Gas (LNG) Safety Research | Page 24Risk management options should be focused on approaches that can be used toactively prevent or mitigate larger spills. Some risk management approaches that canbe considered to help reduce the possibility of an event occurring, or reduce thehazards to the vessel and the public should an event occur include:

HAZID Risk AssessmentDecision Making- Establishing Screening Criteria for Risk Assessment ResultsMitigations Should Be:• Appropriate to the hazards identified– normal marine hazards can’t be over weighted due to

LNG;• Reflect best practice / national / international standards, but fit for purpose and not unduly

prescriptive based on specific operation• Easy to communicate and neutral in respect to the favored concept or proposed solution;• Set at an appropriate level to reflect company strategic and organizational objectives;• Take local conditions into consideration in order to reflect differing approaches to risk

management; factors which may have an effect on the criteria are geographical location,environmental conditions, political and/or economic constraints and societal attitudes;

• Acceptable to both the company, the regulators and society in general, and should reflectbroadly held views of tolerability.


“It may be acceptable for some groups ofworkers to experience a level of risk higherthan that acceptable to the general public

based on training, knowledge andexperience of the risks involved and

implementation of appropriate controls”

HAZID Risk Assessment: Applicable Regulations tobe considered in Risk Assessment Process


HAZID Risk Assessment: Applicable Regulations tobe considered in Risk Assessment Process

LNG fueling could be subject to the following regulations, documents , guidelines and current LNGtransportation best practice:1. IMO International Gas Carrier Code (IGC)2. IMO Interim Guidelines on Safety for Natural gas-fuelled Engine Installations in Ships MSC 285/863. USCG Policy Letter CG-521 No. 01-12 19 April 2012 Equivalency Determination-Design Criteria for

Natural Gas Fuel Systems4. Draft International Gas Fueled Vessel Code (IGF, Adoption 2014 ? Implementation 18 months later)5. ISO TC67 Working Group 10 Liquefied Natural Gas (LNG) installations and equipment

1. (Draft ISO/AWI TR 18683- Guidelines for systems and installations for supply of LNG as fuel to ships)

6. 33CFR127 WATERFRONT FACILITIES HANDLING LNG/LHG7. NFPA 59A STANDARD FOR THE PRODUCTION, STORAGE AND HANDLING OF LNG8. 46CFR154 SAFETY STANDARDS FOR SELF-PROPELLED VESSELS CARRYING BULK LIQUEFIED GASES9. ABS Rules for Gas Fueled Ships10. DNV Rules Part 6 Chapter 13 Gas Fueled Engine Installations11. US DOT Federal Motor Carrier Safety Administration12. 49 CFR 172 HAZARDOUS MATERIALS TABLE, SPECIAL PROVISIONS, HAZARDOUS MATERIALS

COMMUNICATIONS, EMERGENCY RESPONSE INFORMATION, TRAINING REQUIREMENTS, ANDSECURITY PLANS

13. Local /COTP / Terminal / Port Regulations14. Local Roadway HazMat / Fire Dept Regulations15. Plus: OCIMF / SIGTTO / ISGOTT / PIANC




Formal Safety Assessment for Ports

• identification of hazards;

• risk analysis;

• risk control options;

• cost benefit assessment; and

• recommendations for decision-making.

• Based on IMO FSA per MSC83/INF.2

HAZID Risk Assessment


Engine Room Safety Options

Basic Configuration Options: Inherently Gas Safe- gas safe under all conditions, uses

double wall piping or ducting for gas supply withinmachinery spaces

ESD Protected Machinery Space- non-hazardous undernormal conditions but may have potential to become gashazardous

Rules apply to internal combustion engines

Safety assessment must be completed for “new designs andconcepts”


Engine Room Safety OptionsPer CG-521 Policy Letter 01-12:

IMO Interim Guidelines require demonstration of“Equivalent Level of Safety” as traditional systems subjectto inspection for certification-

Applies to New-Builds and Conversions of “Gas Safe”configuration

ESD Protected Machinery spaces are considered on a caseby case basis (CG-521)


© Det Norske Veritas AS. All rights reserved

Slide 24

11 October2007

Engine Room Safety OptionsInherently gas safe engine room

Double piping into engine (similar to IGC code) Withstand pressure build up from gas pipe rupture Double pipe / duct pressurised and filled with inert gas or ventilated to

atmosphere fitted with gas detectors

Room is ordinary space without special requirements Concept for high pressure piping (>10 bar).

Gas pipe

Double pipe

Engine Room

Engine


Basic Configuration Options: ESD Protected ESD Protected Machinery Space- non-hazardous under

normal conditions but may have potential to become gashazardous In the event of abnormal conditions involving gas hazards,

emergency shutdown (ESD) of non-safe equipment (ignitionsources) and machinery shall be automatically executed

equipment or machinery in use or active during these conditionsshall be of explosion protected design.

Engines for generating propulsion power and electric power shallbe located in two or more engine rooms not having any commonboundaries unless it can be documented that the commonboundary can withstand an explosion in one of the rooms.


© Det Norske Veritas AS. All rights reservedSlide 26 11 October 2007

Gas engine room, ESDprotected

potential gas danger

Gas engine room, ESDprotected

ESD protected machinery space

• Ventilation: 30 air changes / hr

• 3 Gas Detectors / space:

• 1 @ 20%LEL

• 2 for ESD and elec.disconnect

• Automatic shut down of gassupply and disconnection ofelectrical equipment

• Excess gas flow shut down

• Single wall gas piping for lowpressure service (< 10 Bar)

Single wall


Engine Room Safety OptionsArrangement and Installation Criteria (MSC 285/86)(21 Criteria, pg 4-5)1. Minimize Hazardous Areas

2. Minimize equipment installed in hazardous areas

3. Prevent gas accumulations in hazardous areas (“under normal and foreseeable failure conditions”

4. Propulsion and power generation can operate if gas fuel system fails

5. Ventilation for personnel protection from asphyxiation

6. Minimize ignition sources in hazardous spaces by design/arrangement/selection

7. Fuel storage and transfer without “leakage or overpressure”

10. Arranged so that fire/explosion does not render other machinery inoperable

11. Control engineering consistent with oil fueled machinery

13. Gas detection system for monitoring , alarm and shutdown functions

14. Protection against explosion effects

16. Provide fire detection, protection and extinguishment measures

17. Provide “level of confidence “ equivalent to oil fueled

18. Ensure commissioning , trials, maintenance achieve reliability, safety and availability goals

19. Procedures detailing safe routine and unscheduled inspection and maintenance

20. Operational safety through crew training and certification




§ 27.211 What are thespecifications for fuelsystems on towing vesselswhose construction wascontractedfor on or after January 18,2000?

(c) Fuel restrictions. Neither you northe master or person in charge mayuse fuel other than bunker C ordiesel, except for outboard engines,or where otherwise accepted bythe Commandant(CG–ENG).

Uninspected Vessels:CG-521 Policy Letter 01-12,Section 5.b cites 46 CFR27.211 as existing regulationthat requires Commandantacceptance of Natural GasFuel

(Photo courtesy Ship Architects, Inc.)


Basic Requirements: “Equivalent Level of Safety” asconventional systems

Minimize equipment in hazardous areas to reduce risk topersonnel

Equipment for hazardous areas to be certified safe

Propulsion and power gen equip capable of sustainedoperation without gas fuel

LNG Fuel tanks and machinery arranged so thatfire/explosion does not affect adjacent machinery &equipment


Flammability ofMethane, Oxygenand NitrogenMixtures

The graphic shows aflammability Triangleassociated with Methane. Theflammable range for Methanein air is approximately 5% to15%.

Overcoming safety hazards when handling LNG


Overcoming safety hazards whenhandling LNG


• Understanding what you have in your pipingand tanks at every phase of the operation iscritical to safe handling of LNG

• Training your crew to thoroughly understandthe properties and characteristics of LNG isessential

• A robust program of gas meter training,maintenance, calibration and certification

• Understanding how to control theflammability of the mixture withinyour system is crucial to safe operation

• Insuring that Oxygen and gas nevermix within the flammable range is thesimplest way to insure maximumsafety

Overcoming safety hazards when handling LNG• Transfer should replicate conventional practice with due

consideration for special handling required for LNG

• None of the “routine hazard” elements are different fromconventional fuel transfers– no additional risk is created by LNGtransfer


Driver or designatedbunker facility operatorand Vessel Person inCharge (PIC) for fueltransfer conduct pre-transfer conferenceand complete BunkerOperations SafetyChecklist

Overcoming safety hazards when handling LNGWhat’s wrong with this picture?


Overcoming safety hazards when handling LNGhttp://blogs.dnv.com/lng/2012/06/a-step-by-step-description-of-lng-bunkering/


Overcoming safety hazards when handlingLNG


• Minimal infrastructure andequipment

• Variable Locations• Variable Providers• Travel Distance / Exposure• Smaller Quantities / variations in

compositions• More frequent fueling events

Crew Training Requirements


Per USCG CG 521 Policy Letter 19 April 2012:

The word “training” is mentioned twice…

Operational requirements of IMO Interim Guidelines are “outsidethe scope” of USCG equivalency determination

Specifically does not address crew proficiency standards (Sect5.d)

But: Additional or alternative operational and training provisionsmay be required by the Coast Guard’s Office of Operating andEnvironmental Standards (CG-522), or the cognizant Officer inCharge, Marine Inspection

According to USCG OES, as of Feb 2013, specific policy is beingdeveloped for submittal to Federal Register for industry input, but—

Expect USCG to follow the principles, concepts and guidelines setforth in international regulation i.e IMO Interim Guidelines, IGC /IGF/STCW A-V/1-2, Reg V-1-2

Crew training requirementsPer IMO MSC 285 (86) Interim Guidelines:Preamble, Part 3: Operational safety through crew training and certificationChapter 8

The whole operational crew should have training in gas-relatedsafety, operation and maintenance prior to the commencementof work on board

Crew members with direct responsibility for operation of gasrelated equipment should receive special training- The company should document that personnel have acquired

and maintain the necessary knowledge Gas related emergency exercise conducted at regular intervals A Training Manual should be developed

Training program and exercises specially designed for eachindividual vessel and its gas installation



Crew training requirementsPer IMO MSC 285 (86) Interim Guidelines:Training Categories A, B & C:Category A: Basic training for basic safety crew

Basic understanding of natural gas fuel (LNG 101) Technical Properties: Explosion Limits, Ignition Sources Risk reduction: Safe handling rules and procedures Emergency Procedures

Requirements: Assumes 0 knowledge of gas, gas engines and systems Instructors should include equipment and system providers, or- Specialist with in-depth knowledge of gas operations and installed

systems Training Methodology

Theoretical and Practical Exercises on gas and relevant systems PPE to be used while handling liquid / compressed gas LNG / gas firefighting at an approved safety center



Crew training requirementsPer IMO MSC 285 (86) InterimGuidelines:

Training Categories B & C:Categories B (Deck ) & C (Engine) :

Divided technically between deck andengineer officers

Training manager (HSSE Guy) and Masterto determine division



Requirements

“Ordinary” Crew members participating in bunkering, gas purging and working onengines or systems should have all or part of B & C training

Company and Master responsible for arranging training based on evaluation of crewmember’s job instruction/area of responsibility

Master / Chief Engineer should give final clearance to basic safety crew prior toentry into service aboard

Same instructors as outlined for Cat A

Crew Training Requirements Training of crew and personnel will be addressed by USCG in

design phase (Vessel and Facility Operating Standards Division(CG-OES-2))

Companies have to have a plan for training crew Qualified trainers An approved Manual for each vessel Provide for training of new / promoted / transferred

personnel Provide for recurrent training

Current standards of training are not practical for LNG fueledvessels (STCW Tankerman PIC LG, requires 3 month service onLNG tankers) – but may be needed for LNG Bunker Barge

Engine, Equipment, System and Fuel Providers will need to offertraining based on their respective installations


LNG Location – Safety Requirements


Aboard Vessels:As Specified by IMO, ABS, DNV, USCG 521:Generally, Risk Analysis / Safety Concept to be submitted / approved for gas fueleddesigns, new build or retrofit

IMO Interim Guidelines, Sect 2.8• Design in accordance with IGC• On open deck, b/5 from side, not less than 760mm (except pax

vessels)• In enclosed space, as close as possible to c/l, B/5, B/15, not less

than 760mm• Tank space to act as secondary barrier, same design temp as tank,

also referred to as “tank room”

LNG Location – Safety Requirements

DNV Rules H 402Tanks on open deck to be located at least B/5 from the side, but (x-pax ships):

Capacity less than 1000m3, d=800mm 1000m3 – 5000m3, d= .75 + Vol x .20/4000 5000m3 – 30,000m3, d = 0.8 + Vol/25,000 Greater than 30.000m3, d=2m

DNV Rules H 502Tanks in enclosed spaces: Maximum acceptable pressure (liquid) 10 Bar Minimum lesser of B/5 and 11.5m from ship side Mimimum lesser of B/15 and 2m from bottom shell plating

Smaller permitted distances based on tank capacity: Volume less than 1000m3, d= 800mm Volume 1000m3 to 5000m3, d= 0.75 + Volume x .20/4000 Volume 5,000m3 to 30,000m3, d= 0.8 + Volume/25,000 Volume greater than 30,000m3, d = 2m


LNG Location – Safety RequirementsABS, Gas Fueled Ships Section 2 LNG Storage Tank Location• Above deck storage acceptable; A-60 insulation from accommodation• Enclosed space storage only less than 10 Bar• At least b/5 from the ship’s side, as close as possible to c/l, not less than

800mm (except passenger vessels)• At least B/15, not less than 2m from bottom plating• Not to be located adjacent to Cat A machinery spaces, separated by

900mm cofferdam• Exceptions and alternatives accepted if certain criteria metUSCG• Not to be located below accommodation, service or control spaces• Tank room boundaries arranged to prevent entry of gas to

accommodation, service, or control spaces• Tank design in accordance with detailed specification in 46 CFR 154.401 to

.471


LNG Location – Safety RequirementsOn Land / Waterfront Facilities

Per NFPA 59A & 33 CFR 127 PART 127—WATERFRONT FACILITIES HANDLING LIQUEFIEDNATURAL GAS AND LIQUEFIED HAZARDOUS GAS


Section 5 Plant Siting and Layout:

Written site evaluation to “authority having jurisdiction”

Potential incidents and mitigations, Adjacent activities, Severeweather (100 year period), Natural Hazards, Security

Impoundment and drainage

Radiant heat flux limits to property lines, occupancies

Design spill criteria

Spacing of storage tanks and process equipment

Pier or dock for pipeline transfer 100 ft from any bridge,

Loading connection 50 ft from uncontrolled ignitionsource, process equipment , storage tanks, occupiedstructures

Emergency Response


IMO Interim Guidelines 8.1.3 :• Gas related emergency exercises

at regular intervals• Safety and response systems for

defined hazards and accidentsreviewed and tested

• Identified and developed duringinitial risk assessment phase

• Training required in rules andprocedures for emergencysituations (8.2.1.1.1)

Emergency ResponseSpecific requirements: Fire Protection, Safety & Security

NFPA 59A Chapter 12: (For Facilities)

Fire protection by evaluation of local conditions, hazardsand exposure to / from other property to determine: Type, quantity and location of fire detection and control equipment

Requirements for fire protection water systems, fire extinguishersand other control equipment

Equipment and processes within the ESD system and processsubsystems; requirements for depressurizing vessels / equipment incase of fire

Response availability of personnel within the plant and externalemergency responders

Any protective equipment, specialized training and qualificationneeded


Emergency Response


Basic Considerations: Emergency Response Assessment• Proper identification and assessment during Risk

Assessment phase determines the nature and extent ofemergency response

• Participation and early input from local emergencyservices and public safety officials needed

• Identify available resources, provide gap analysis,implement and document mitigations

Emergency Response


Basic Considerations:• Robust drill program with method of accountability, follow up

and management of change• Periodic review based on lessons learned and changes to risk

assessment / operating environment• Specific Training of personnel on LNG emergency response,

safety equipment & systems• Incorporation / interoperability of other stakeholders’ incident

response plans

IncidentResponse

YourShip

Port

FuelSupplier/Terminal

LocalEmergencyResponders

Emergency Response


From NORSOK Standard Z-013

Commercial Implications- Meeting theRecommendations


• Design and develop Safety Assessments, HazId, HazOp as initial stage of design/ construction process

• Design in mitigations and optimize safety measures as early in the project aspossible

• USCG participation in Risk Assessment essential to lay basic foundation formoving the project forward

• Bring in stakeholders from the beginning, including port, emergency response/ public safety officials, shipyard project team, fuel supplier, equipmentprovider, infrastructure operators, terminal

Commercial Implications- Meeting theRecommendations


• Expect to have many meetings and be prepared to repeat yourself• LNG adds another dimension in care and handling, but does not affect the

routine hazards and acceptable risks associated with conventionally fueledvessels

• There will be a premium in time and money for LNG fueled vessels that mustbe weighed against economic benefit

• It is not unreasonable to ask stakeholders to share costs, particularly supplierswho have a vested interest in the rapid acceptance and development of LNGfuel infrastructure

100 years to revolutionizepropulsion…1812, sail to steam…


200 years ago, in 1812, theScottish passenger vessel "TheComet" sailed as the firststeamship in open sea.

Coal fired steam to diesel, 1912…

Exactly 100 years later, M/S Selandia initiated thediesel era with her maiden voyage to Bangkok.


It’s 2013-Diesel to LNG?


LNG


• Understand the risk, know and implement the mitigations

• Know the safety, training and design standards before youstart – or at least get everyone to agree on them

• One accident, however slight, can set back the wholebusiness

Documents

Presented by Bob Kamb Mystic River Partners LLC LNG Marine ...€¦ · Industry Guidelines: NFPA59, OCIMF / SIGTTO, Class Emergency Procedures and Contingency Plans Availability and