China Changjiang Bunker (Sinopec) (CCBC) recently said it sent a team to Huanggang Hubei Hechuang Heavy Industry Co., Ltd. to conduct on-site research on methanol bunkering last month. 

On the docked Guoneng Changjiang 01, the first 10,000-tonne methanol dual-fuel integrated electric propulsion inland bulk carrier in China, Ding Yong, general manager of CCBC, who led the team, had an in-depth exchange with the engineers of the Changjiang Ship Design Institute and the supervision manager of the ship.

He enquired about the structure of the methanol storage tank, pipeline structure, bunkering process and energy ratio. He learned in detail about the power propulsion, control unit, efficiency conversion and other information of the methanol ship.

His team also learnt about the new energy supply transformation and the methanol refuelling of ships for future developments of CCBC.

Ding Yong stressed that it was necessary to speed up the coordination of relevant upstream and downstream units of methanol bunkering, formulate practical supply plans according to local conditions, and strive to achieve the first supply within the year. 

He also said it is necessary to coordinate with relevant units as soon as possible, jointly customise the subject, conduct systematic exploration and research on the site selection of ship methanol refuelling points, refuelling operation specifications, and form a methanol refuelling supply guarantee system for China Changran Company.

Disclaimer: The above article published by Manifold Times was sourced from China’s domestic market through a local correspondent. While considerable efforts have been taken to verify its accuracy through a professional translator and processed from sources believed to be reliable, no warranty is made regarding the accuracy, completeness and reliability of any information.

 

Photo credit: China Changjiang Bunker (Sinopec)
Published: 17 September, 2024 

Global Survival Technology solutions provider Survitec on Wednesday (4 September) has welcomed new guidance from classification society DNV on the fire safety arrangements for methanol-fuelled vessels but advises that more work is required before ships running on methanol can be completely fire-safe.

Findings from a Survitec study carried out earlier this year and published in the white paper Do we need new fire safety standards for methanol?, distributed to industry for the first time at the SMM trade fair in Hamburg, Germany, confirmed existing fire-fighting methods are insufficient for methanol.

“Current water mist-based Local Application Firefighting (LAFF) arrangements, for example, had no effect on a methanol fire even after five minutes of continuous operation,” said Michał Sadzyński, Product Manager, Water Mist Systems, Survitec. “

The safety study conducted by Survitec found two factors were key to putting out a methanol engine room fire: the volume of water released under pressure and the discharge pattern of the water. This required adjustments to the water pump supply and the water mist nozzle's spacing and placement height to achieve the right coverage to completely extinguish the fire.

“While the LAFF system is a localised first-response system that focuses on the most likely source of a fire, generally the engine, a gas-based Total Flooding solution – CO2 or Survitec 1230 Clean Agent – will also be required to cover the entirety of the machinery space,” said Sadzyński.

The firefighting foam typically used to extinguish bilge hydrocarbon fires was also found to be inadequate, even alcohol-resistant foams using conventional nozzles and water:foam ratios, leading Survitec to develop new nozzles and attachments. 

These nozzle adaptors aspirate the foam, allowing it to expand within the space and to extinguish methanol, diesel, heptane and lubrication oil fires. Trials of the new nozzle also confirmed that fluorine-free alcohol-resistant foam was just as effective with the new adaptor for methanol fires as standard AFFF alcohol-resistant foams.

Maciej Nieścioruk, Product Manager, Foam and Clean Agent Systems, Survitec, said: “DNV-RU-SHIP Pt.6  provides additional guidance on the Total Flooding, Bilge Foam and Local Fire Fighting requirements for engines running on methanol. This helps clarify international guidelines under IMO’s MSC.1/Circ.1621, which many ship operators have found confusing. However, we still believe more needs to be done.”

A particular issue of concern is that international guidelines do not provide clear test protocols for alcohol-based fires. These are required, says Survitec, because the firefighting systems, foams and nozzle configurations used for hydrocarbon fires are ineffective in extinguishing alcohol-based fuel fires. As a result, system arrangements must be adapted to work for methanol fire, with system performance then tested and verified in the lab.

“Local Application Firefighting systems are not covered at all in the IMO rules, and there is no mention of any fire safety adjustments being required for the safe use of methanol (CH3OH) as a marine fuel, although some classification societies like DNV, are starting to specify additional requirements,” Nieścioruk said.

“In practice, this means that firefighting measures for methanol will largely be based on those that exist for hydrocarbon fuels, which we now know will not put out a methanol fire,” he said.

The tests carried out at the RISE Fire Research Laboratory, Trondheim, Norway, one of the world’s largest research organisations on fire, showed that for Category A Machinery Spaces, three separate systems are required to protect the ship and crew from methanol-fuelled engine fires.

The Survitec fire safety team has since been working to raise awareness of the key challenges surrounding methanol fire safety and share their findings from the safety study. They are already discussing with other class societies and shipyards how to develop comprehensive requirements covering all vessel types.

“We encourage all stakeholders to come together to address methanol's unique fire risks and create clear standards, new testing protocols and updated safety rules for methanol to ensure we keep our vessels – and most importantly – our crews, safe”, says Sadzyński.

Note: The Survitec White Paper ‘Do we need new safety standards for methanol?’ can be downloaded here.

 

Photo credit: Survitec
Published: 6 September, 2024

Private companies responsible for the salvage operation of Greek-flagged oil tanker MV Sounion, which was due to be towed, have concluded that it was not safe to proceed, said EUNAVFOR ASPIDES, an EU military operation in the Red Sea on Wednesday (3 September).

Tanker Sounion has been on fire since 23 August after it was reportedly attacked by Houthis.

EUNAVFOR ASPIDES said due to the large amount of crude oil it carries, Sounion presents a significant environmental threat.

Upon the request of the companies, EUNAVFOR ASPIDES have been protecting the tugs involved in the SOUNION salvage operation since 1 September, aiming to facilitate the prevention of an unprecedented environmental disaster in the region.

“The private companies responsible for the salvage operation have concluded that the conditions were not met to conduct the towing operation and that it was not safe to proceed. Alternative solutions are now being explored by the private companies,” it said in a social media post. 

“EUNAVFOR ASPIDES remains concentrated on its original mandate, acting as a credible EU maritime security provider, aiming to contribute to the freedom of navigation of merchant vessels in its Area of Operation.”

In an earlier post, it said currently, several fires continue to burn on the vessel’s main deck.

“The vessel remains anchored without drifting, and there are no visible signs of an oil spill,” it said.

In an urgent notice from Greece to IMO dated 29 August, a potential spill of about 2.2 nautical miles length was detected through a satellite image obtained in the evening hours of 29 August. 

“Greece urges all nations and all actors involved to assist in preventing the environmental hazard and resolving the solution the soonest possible.” 

Manifold Times previously reported that the US Department of State stating the Houthis’ continued attacks threaten to spill a million barrels of oil into the Red Sea, an amount four times the size of the Exxon Valdez disaster.

The Exxon Valdez oil spill was a man made disaster that occurred when oil tanker Exxon Valdez, owned by the Exxon Shipping Company, spilled 11 million gallons of crude oil into Alaska’s Prince William Sound on 24 March, 1989.

Related: US: Oil spill calamity four times “Exxon Valdez” disaster waiting to happen

 

Photo credit: EUNAVFOR ASPIDES
Published: 4 September, 2024