LNG bunkering demonstration starts GFS second day
The second day of the Motorship gas fuelled ship conference began very early in the morning, as the ‘Viking Grace’ arrived in Stockholm after her overnight passage from Turku.
Delegates had the opportunity to witness live bunkering with LNG and to see the bridge. Bunkering was a smooth, drama-free operation, with AGA Gas’s barge Seagas alongside. The actual connection and disconnection of the hoses could be seen over a video link.
The actual conference began with Day Two chairman Lars Robert Pedersen, deputy secretary-general of BIMCO, introducing a long first session looking in detail at the bunkering and transfer methods, such as the early risers had just seen at first hand. Viking Line’s Kari Grandberg took the podium once again to run through the bunkering video at time lapse and explain the procedure. What happens to the fuel once it is taken on board was the focus of the next paper from Mathias Jansson of Wärtsilä who used the example of not only Viking Grace, using ship-to-ship bunkering, but also the LNG-converted tanker Bit Viking, which takes on fuel from a land-based terminal. Both ships use Wärtsilä LNGPac system, and some useful operational experience has been accumulated. Henning Pewe of Germanischer Lloyd focused on a study by EMSA into LNG bunkering safety issues and a second German study. Bunkering is not without risks, as several other speakers had reminded us, although there have been no incidents yet. Finally, Trelleborg’s David Edwards looked at the experience of the infrastructure built up by the LNG industry in general in formulating standards for gas transfer, which he applied to maritime applications on ships and in land-based terminals.
Two further presentations looked at design aspects and chartering. Paul Davies of Lloyd’s Register related to risk assessments meeting the draft IGF code, and an corresponding future update to LR’s Rules for LNG-fuelled ships. Lars Robert Pedersen explained BIMCO’s view that current charter party provisions did not reflect the special considerations applicable to gas fuelled ships. The use of dual fuel, and the effects on EEDI are particular aspects that need re-thinking in terms of charter agreements.
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