This LNG/LPG Officer Experience Matrix is aimed to offer the transparent guidance for proper assessment of the risks relating to the officer complement. It considers a number of elements, including experience in rank, length of sea service, training assessment and experience in LNG/PLG operations.
When evaluating risk in the event of non-compliance with a particular element of the experience matrix, consideration should be given to other mitigating factors, including bespoke training, the manning scale in place, time with the LNG/LPG ship owner/operator the wider competence management systems employed by the ship operator in officer recruitment and development. In the meantime, it is very important to appreciate that subject matrix has been supplied to serve as a tool for the risk evaluation and management.
When dealing with the risk evaluation in case of non-compliance with the specific element of this matrix, due consideration is to be given to other mitigating factors involved, such as the manning scale, bespoke training and others. Careful attention to management of the risks has been widely recognized of the maintenance of the safety record of the ship and environment protection.
This presentation by SIGTTO applies to the valves installed on board liquid petroleum gas vessels, but it can provide guidance to such valves on LPG terminals, as well. It is intended to serve as a supplemental guide to be used together with the relevant standards and codes for LPG valves and shall not override them.
In this book such an important issues as valve design, specific design consideration for ESD (emergency shutdown) valves, valve testing, material requirements and codes and standards, have been addressed. The publication is mostly intended to provide necessary technical guidance to the designers and/or operators on the applicable general requirements for valves for LPG service, designed for an operating temperature ranging between -55 and +80 degrees Celsius.
Though the document was specifically developed to apply to LPG vessels, the provisions contained in it may be equally applied throughout the liquefied petroleum gas industry. Note, however, that this paper shall not override any national/international standards or codes. The appendix at the last part of the document provides considerations to be taken into account during the periods of construction and maintenance.
This guidance was produced by SIGTTO to members' concerns about the some of the interpretations of the functional requirements for emergency shutdown systems; in particular, differences between the needs of the liquid natural gases industry and those of liquid petroleum gases industry. It was also aimed to encourage and promote the use of linked emergency shutdown systems at both LPG and LNG terminals, especially where cargo transfer rates are quite high or where they handle one of the cargoes stated in IGC Code 1993/Chapter 17. However, this SIGTTO publication is not intended to contradict any international or national requirements or standards for operational practices at the liquefied gas ship-shore interface. One of the primary objectives of this guidance was to advise the operators/owners of gas carriers about the rollover-related issues. The rollover itself mainly refers to the quick release if the LNG vapor occurring when the layers of different densities of LNG are spontaneously mixed in a cargo or storage tank. While for the conventional onshore terminals all such issues are known and understood, for LNG vessels the associated circumstances are a bit unusual and have to be paid serious additional attention...
The present document is mainly intended to provide all members of the Organization with the guidelines of the requirements that are applicable to the testing the LNG cargo handling systems. The scope of the publication shall be considered applicable to the designs featuring established membranes, SPB and spherical tanks. Note that the content shall not be extended to the prototypes and novel ship designs since they will most probably require some specific approach, for example additional testing. Moreover, this paper shall not be treated as a sort of operational procedures; it is rather an aid to preparation of a specification to be used during the gas trials. The authors have tried to address all items that have to be tested before the vessel is handed-over as well as the testing done after the delivery, at the time of loading of the first cargo. The figures there in the text of the document are indicative and it would be better to refer to the shipbuilder's/manufacturer's recommendations for figures for the particular ship. It is assumed that the trials are done by the shipbuilder before delivery, which is actually the common practice. The trials themselves are conducted to confirm the correct operation of the handling systems...
The core function of the cargo ESD system is to stop the flow of the cargo liquid/vapor in case of an emergency in order to bring the whole cargo handling system to a safe static condition. The present document released by SIGTTO was prepared to cover the emergency shutdown system arrangements for the gas carriers. The book has been arranged in three parts; the first part of the booklet covers the philosophy and some general requirements. the second part addresses the functions of the emergency shutdown system and associated safety systems. Finally, the last part of the book deals with the linked ESD systems. There are several appendices at the end of the book providing some useful supplementary information such as one on ESD processing, pneumatic ESD links, IGC Code requirements applicable to the ESD systems, and others. The publication was released due to the numerous concerns raised by the members of the organization about the interpretations of the functional requirements and is intended to encourage and promote the use of the linked systems; however, note that it shall not be treated as the technical specification for the ESD system design, it rather sets out the most important requirements to such systems...
The first three decades of the LNG industry, i.e. until the end of the 1990s, were dominated by base load projects with long-term sale and purchase and associated shipping contracts, typically of 20 years duration. With such arrangements the project partners had an equity share or knowledge in all facets of the project, from gas gathering to gas distribution, including shipping. Furthermore, their technical staff had a detailed knowledge and familiarity with all the individual sections of the contractual chain. By the end of the 20th century, however, a short-term or "spot" market was starting to develop within the industry. In this market LNG vessels are hired on "spot" and "short-term" charters, with the charterer often having little or no knowledge of the history of such vessels. This has led to charterers and buyers and sellers of the cargoes drawing upon their oil industry experience and insisting on vetting these vessels prior to accepting them. This has occasionally raised questions about aspects of the vessels' operation and maintenance that partners in the original long-term projects had previously understood and accepted. One area, unique to the LNG trade, in which this has occurred is the maximum, operationally acceptable, gas concentration to be found in the insulation spaces of the cargo containment system of the membrane-type liquefied natural gas carriers, particularly those of older design.
The present booklet was prepared by the specialists of the Liquid Natural Gas Ship Fuel Safety Advisory Group and then published by SIGTTO together with SGMF on behalf of the Group. The twenty-two members of the Group possess huge professional experience in the LNG industry and include shipbuilders, marine class societies, vessel and terminal operators, makers, regulators and other parties. The primary objectives of the above stated Group is the promotion of the use of LNG as a safe marine fuel friendly to the environment, retaining meanwhile a level of safety that would be considered equivalent to the safety level of the large scale liquid natural gas transport industry as well as the identification of the key issues and providing necessary technical guidance and valuable relevant information basing on the professional experience of the members. They also try to provide required assistance to SIGTTO in developing of practical policies concerning the implementation of the natural gas as a fuel. This booklet does not have the standards themselves; it has been rather developed to provide the users with the list of the industry guides and recognized standards to be references so it will still be useful to the people in the shipping industry.
This training publication was prepared and released by the NTNU-Trondheim in order to establish probabilistic safety distances for LNG bunkering operations. The main economical and environmental benefits of using the LNG as marine fuel oil are widely recognized within the shipping industry. Today, construction of the infrastructure relating to the LNG bunkering is rapidly developing, responding to the constantly growing industry. Numerous ports are currently preparing to supply liquefied gas fuel; however, there are some uncertainties related to the process of bunkering as well as to the operational safety. Recently, there were some research works conducted to get the available LNG bunkering solutions standardized, including launching of the related ISO guideline and RP by DNV. Subject documents were mainly focused on the operational safety of bunkering, and on establishing of the safety zones; since very high risk is implied in the vicinity of the bunkering operations, and ferries (the main customers for the LNG fuel) have passengers most of the time, who are not allowed to present during such operations, the limitations imposed by the current regulations reduce the functionality and, consequently the competitiveness of LNG - that is why such fuel is a bit problematic for the ferry shipping companies...