Post by Low Light Mike on Jan 13, 2012 10:48:18 GMT -8
From the October 2011 Ferry Advisory Council meeting for the Bowen Island route:
(from the public consultation section of the BCFS website)
(from the public consultation section of the BCFS website)
Liquid Natural Gas –
Mark Collins addressed the meeting by telephone. He began by introducing himself and explaining that as part of an ongoing effort to identify efficiencies in operations, BC Ferries is investigating the current trend in marine operations of conversion from diesel fuel to LNG. He cited that the key advantages included a decrease in emissions and cost savings. Mark noted that often ‘green opportunities’ came with increased costs; however LNG usage would actually save money. His aim of providing information to the committee was to stimulate thinking and solicit thoughts about BC Ferries converting the Queen of Capilano (CAP) to LNG. Questions came from all committee members, and responses and discussion followed:
Question: How long would conversion of the vessel take and what would be relief vessel?
- Approximately three months for conversion, and the Bowen Queen would most likely be relief.
Question: Can BCF convert the Queen of Cumberland first?
- Yes, but the CAP is considered to be the best option because LNG source in currently found on the Lower Mainland and easily accessible. Also, the CAP crew has been engaged and is very interested.
Question: When would conversion happen?
- 2013…probably during the last few months of the calendar year.
Question: Would LNG be stored at Horseshoe Bay terminal?
- No tanks would be built here, as the supply would arrive in a similar process as diesel fuel currently does.
Question: Is LNG more volatile?
- Safety is still priority one, and there are a number of advantages in this regard. LNG has a very narrow temperature range when it is potentially explosive; it is lighter than air, converts to gas quickly and disperses into the air. If spilled, LNG is ‘self-cleaning’; that is, it warms and evaporates immediately. Mark also noted LNG does require careful management and handlers will need new skills and training. LNG is not stored under pressure, rather in extreme cold temperatures (like a large Thermos). Finally, he noted that a ship would need to be de-fuelled prior to any lengthy service period, but that this procedure was already in place by providers.
Question: Are there any onboard restrictions with LNG?
- Mark noted that the fuel tanks would need to be relocated, and early thoughts are that the sundeck (using approx ¼ of the space) might be an appropriate site. This may also require development of new, appropriate
emergency measures.
Question: Are there security issues with having tanks more accessible to passengers?
- The initial thoughts are that there would be some sort of closed space around the tanks.
Question: Is there good information online to learn more about LNG?
- Mark noted that many ferries in Europe are already using LNG and suggested people search ‘Norwegian natural gas ferries’ as a start. He also said that many conferences around this subject have been happening, so there may be findings published online.
Question: How is LNG’s safety record so far?
- LNG has been used in commercial shipping for approximately 40 years already without any known problems. Supply sources have been growing rapidly and projections indicate that the price of diesel will continue to be higher than LNG for some time.
Question: Can an organization hedge for this fuel?
- Rob Clarke replied that the market for LNG is still in its very early stages, but he suspects it to be very similar to diesel.
Question: Does LNG usage reduce Greenhouse gases (GHG)?
- Mark said that LNG does reduce CO2 emissions by approximately 25%. Added to this are even bigger wins, in that LNG contains no Sulfur Oxide (SOX) and only about 10% of Nitrous Oxide (NOX) as diesel…and these are particularly beneficial emission reductions. Because of its ‘clean-burning’ properties, LNG leaves no soot-type byproduct as well.
Mark summarized that LNG conversion is essentially a discretionary project for BC Ferries, so it is important to inform the community and other stakeholders early, and work with everyone to determine if this makes sense for the community. Adam Holbrook noted his concern that if there are any early, unknown problems with LNG usage, and CAP is removed from service, Bowen Island may lose service unexpectedly.
Mark explained that Fortis has current LNG storage infrastructure in Tilbury site (Delta). Kim DeSante wrapped up discussions and suggested that this may be a good issue to raise with the BC Ferry Commissioner at his upcoming visit to Bowen Island. However, as the group discussed this, it was agreed that it may be too early to bring it up at that forum.
Mark Collins addressed the meeting by telephone. He began by introducing himself and explaining that as part of an ongoing effort to identify efficiencies in operations, BC Ferries is investigating the current trend in marine operations of conversion from diesel fuel to LNG. He cited that the key advantages included a decrease in emissions and cost savings. Mark noted that often ‘green opportunities’ came with increased costs; however LNG usage would actually save money. His aim of providing information to the committee was to stimulate thinking and solicit thoughts about BC Ferries converting the Queen of Capilano (CAP) to LNG. Questions came from all committee members, and responses and discussion followed:
Question: How long would conversion of the vessel take and what would be relief vessel?
- Approximately three months for conversion, and the Bowen Queen would most likely be relief.
Question: Can BCF convert the Queen of Cumberland first?
- Yes, but the CAP is considered to be the best option because LNG source in currently found on the Lower Mainland and easily accessible. Also, the CAP crew has been engaged and is very interested.
Question: When would conversion happen?
- 2013…probably during the last few months of the calendar year.
Question: Would LNG be stored at Horseshoe Bay terminal?
- No tanks would be built here, as the supply would arrive in a similar process as diesel fuel currently does.
Question: Is LNG more volatile?
- Safety is still priority one, and there are a number of advantages in this regard. LNG has a very narrow temperature range when it is potentially explosive; it is lighter than air, converts to gas quickly and disperses into the air. If spilled, LNG is ‘self-cleaning’; that is, it warms and evaporates immediately. Mark also noted LNG does require careful management and handlers will need new skills and training. LNG is not stored under pressure, rather in extreme cold temperatures (like a large Thermos). Finally, he noted that a ship would need to be de-fuelled prior to any lengthy service period, but that this procedure was already in place by providers.
Question: Are there any onboard restrictions with LNG?
- Mark noted that the fuel tanks would need to be relocated, and early thoughts are that the sundeck (using approx ¼ of the space) might be an appropriate site. This may also require development of new, appropriate
emergency measures.
Question: Are there security issues with having tanks more accessible to passengers?
- The initial thoughts are that there would be some sort of closed space around the tanks.
Question: Is there good information online to learn more about LNG?
- Mark noted that many ferries in Europe are already using LNG and suggested people search ‘Norwegian natural gas ferries’ as a start. He also said that many conferences around this subject have been happening, so there may be findings published online.
Question: How is LNG’s safety record so far?
- LNG has been used in commercial shipping for approximately 40 years already without any known problems. Supply sources have been growing rapidly and projections indicate that the price of diesel will continue to be higher than LNG for some time.
Question: Can an organization hedge for this fuel?
- Rob Clarke replied that the market for LNG is still in its very early stages, but he suspects it to be very similar to diesel.
Question: Does LNG usage reduce Greenhouse gases (GHG)?
- Mark said that LNG does reduce CO2 emissions by approximately 25%. Added to this are even bigger wins, in that LNG contains no Sulfur Oxide (SOX) and only about 10% of Nitrous Oxide (NOX) as diesel…and these are particularly beneficial emission reductions. Because of its ‘clean-burning’ properties, LNG leaves no soot-type byproduct as well.
Mark summarized that LNG conversion is essentially a discretionary project for BC Ferries, so it is important to inform the community and other stakeholders early, and work with everyone to determine if this makes sense for the community. Adam Holbrook noted his concern that if there are any early, unknown problems with LNG usage, and CAP is removed from service, Bowen Island may lose service unexpectedly.
Mark explained that Fortis has current LNG storage infrastructure in Tilbury site (Delta). Kim DeSante wrapped up discussions and suggested that this may be a good issue to raise with the BC Ferry Commissioner at his upcoming visit to Bowen Island. However, as the group discussed this, it was agreed that it may be too early to bring it up at that forum.