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Review of risk assessment guidelines for LNG ship bunkering
Published in Chongfu Huang, Zoe Nivolianitou, Risk Analysis Based on Data and Crisis Response Beyond Knowledge, 2019
Olga Aneziris, Ioanna Koromila, Zoe Nivolianitou
In addition, the specialized society for gas as a marine fuel (SGMF) has composed a guidance to all parties involved in the bunkering of LNG-fueled ships (SGMF, 2017). It aims to ensure that LNG-fueled ships are refueled with the highest levels of safety, integrity and reliability recognizing that there are potential differences in culture and understanding between suppliers and users that do not exist in the wider LNG transportation industry. Risk assessment approach, identification of hazard areas, reference to safety and security zones and responsibilities, of involved stakeholders, for LNG bunkering operations are discussed. Furthermore, all technical requirements and procedures taking place during pre-bunkering and bunkering phases are mentioned. The society of international gas tanker and terminal operators (SIGTTO) has published guidelines for the design of LNG installations and operations in port areas including, risk assessment (SIGTTO, 2003).
The Literature Review: Bunkering and Bunkering Decisions
Published in Adam Weintrit, Tomasz Neumann, Safety of Sea Transportation, 2017
The studies have generally focused on the issues of illegal bunkering, non-petroleum and renewable fuels, environmental, bunker management and bunkering services. Illegal bunkering seems to be a situation that affects both commercial and social life, especially for the West African region. When the studies on the subject are examined, it is seen that the political and sociological situation in the region affects illegal bunkering. Increasing pressures on environmental and productivity force the maritime industry to turn to new fuel types. In literature, studies dwell on liquefied natural gas, liquefied biogas, methanol, bio-methanol, ethanol and hydrogen as alternative fuels. LNG is the most mentioned and considered as the best alternative fuel candidate for the future among non-petroleum and renewable fuels. It is confirmed that more concrete steps have been taken and applied for LNG nowadays. However, general opinion about the alternative fuels, it is thought that the transition period to alternative fuels will take a long time, especially since infrastructure and machine transformations will not take place in the short term.
Dynamic interdependence and volatility spillovers across bunker fuel markets and shipping freight markets
Published in Maritime Policy & Management, 2023
Our data set consists of monthly prices for bunker fuel in 12 ports, for four shipping freight rate indices and for one bunker futures. Our monthly data are easier to identify changes in trends, and to model cyclical variability especially during the long period over 20 years. Conversely, changes on a more frequent basis, such as weekly or daily, are not easily integrated into a long-term analysis. The common bunker fuel, IFO 380, is the widely used in shipping industry. Corbett and Winebrake (2008) pointed out that IFO 380 sold worldwide occupied about 75% of the world volume of all bunker fuels. Approximately 70% of bunker fuel sales in Singapore is IFO 380 (Notteboom and Vernimmen 2009). Although bunker fuel is traded at different prices in different ports over the world, the majority of trading volume of bunker fuel is centred on several busy ports. Busy bunkering ports are those along major trading routes and around choke points, for instance, the port of Singapore and Fujairah. Thus, this study collects the data of bunker prices from 13 bunker ports, namely, Singapore, Hong Kong, Japan, Korea, Shanghai, Rotterdam, Gibraltar, Genoa, Fujairah, Houston, Philadelphia, Panama, and Los Angeles. Referring to their geographical locations, those bunker ports are grouped into three regions, Asia, Europe, and America. Singapore, Hong Kong, Japan, Korea and Shanghai port belong to Asian region. The port of Rotterdam, Gibraltar, Genoa, and Fujairah port are included into European region. American region involves Houston, Philadelphia, Panama and Los Angeles port.
Overview of performing shore-to-ship and ship-to-ship compatibility studies for LNG bunker vessels
Published in Journal of Marine Engineering & Technology, 2022
In the present article, the emphasis is placed on the LNG bunker vessels. Basically, LNG bunkering is the practice of providing liquefied natural gas fuel to a receiving ship for fuelling purposes. Obviously, LNG bunker vessels refer to vessels containing and providing LNG to LNG-fuelled vessels. Generally, LNG bunker vessels involve two main operations, i.e. loading and bunkering. Loading operation, which is normally known as the ‘Shore-to-Ship’ operation, refers to the LNG transfer operation from LNG terminals to LNG bunker vessels. Bunkering operation, which is typically addressed as the ‘Ship-to-Ship’ operation, refers to the LNG transfer operation from LNG bunker vessels to LNG-fuelled vessels. Shore-to-ship and ship-to-ship compatibility studies are part of the engineering study prior to the vessel construction stage. In practice, relevant guidelines or recommendations published by the Oil Companies International Marine Forum (OCIMF) and Society of International Gas Tanker and Terminal Operators (SIGTTO), including, ‘Mooring Equipment Guidelines’, ‘Recommendations for Liquefied Gas Carrier Manifolds’ and ‘Ship to Ship Transfer Guide for Petroleum, Chemicals and Liquefied Gases’, shall be used as the basis for the design of a LNG carrier or LNG bunker vessel.
The Southampton system: a new universal standard approach for port-city classification
Published in Maritime Policy & Management, 2021
Toby Roberts, Ian Williams, John Preston
The Southampton System is able group a larger range of port-cities, from micro-port towns such as Penzance and Falmouth up to Large-Port megacities such as Shanghai and Tianjin. Containing 4 groupings for megacities also allows it to anticipate the growth in megacities and ensures this system’s utility for the foreseeable future, whilst also being able to include small and micro ports that have been ignored in many studies. The groups with no port-cities in at present could contain port-cities if the data set is expanded, and may be of greater significance in the future as urban population continues to grow. The system is still unable to consider value-added by port services such as bunkering, ship building and ship repair, which may contain port activity not expressed in cargo tonnage or passenger numbers. However, the system does improve on existing systems used within academia and industry and provides a more complete view of what constitutes a port-city.