“We absolutely define ourselves as an energy port and, if we are to continue to do so, we have to make the port suitable for LNG,” says Roland van Assche, the head of the Port of Rotterdam’s LNG project. Rotterdam City owns 75% of the port, while the remaining 25% is owned by the Dutch government.
”We’re aware of our position and the responsibilities this involves, so it has been important for us to make thorough preparations and carry out extensive surveys before coming too far in our planning work. We’ve now been discussing LNG plans for two-three years,” he says.
Identified possible show stoppers
The study comprised a three-step approach. Firstly, it was vital to build knowledge and get access to state-of-the-art LNG information before proceeding. An inventory was made of the local situation, including terminal plans, expected LNG carrier movements, waterways and the surrounding areas.
“Based on this, we were able to identify possible ‘show stoppers’. The preliminary feasibility study made a “Go” decision possible,” explains Roland van Assche.
Secondly, DNV carried out a feasibility study to assess the safety regime for LNG shipping worldwide. Focus was given to navigational safety within the port and terminal area. This involved investigating LNG shipping regimes in other countries, their rationale and best practices. As a result of DNV being currently involved in many LNG initiatives (both in Europe and elsewhere in the world) DNV was able to provide the port with the actual and detailed information on LNG shipping.
Finally, the identified risks were assessed in a one-day HAZID (Hazard Identification) session attended by the Port of Rotterdam’s nautical risk experts, the pilots’ organisation and DNV staff. The workshop attendees evaluated how to manage these risks and whether additional maritime safety measures should be implemented.
“With this knowledge, we will be able to define our own safety regime for LNG shipping within the Port of Rotterdam,” Roland van Assche states.
Political pressure
“It was important for us to obtain an overview of all the factors that affect the facilities’ safety,” says Programme Manager Willem Hoebee at the Port of Rotterdam. “This study enabled us to focus on the most important factors. Most significantly; the study confirmed that there was nothing that made the port development impossible. There were no show stoppers from a risk and safety perspective. The study of how other ports handle LNG and safety also showed us that many of the limitations several of the other ports operate under were implemented more as a result of political and commercial pressure rather than for real safety reasons. We have taken the consequences of this and held seven extensive public hearings where we have presented all our development plans and action plans intended to ensure safe development and operation.”
100 vessels and 400 barges a day
The most important challenge is naturally the huge volume of ship traffic in Rotterdam, which has 100 seagoing vessels leaving each day – and 100 entering. In addition, 400 barges sail in this busy area. Another issue is that limited space is available for the LNG terminals, given the densely populated areas where the terminals are to be located.
The port owns the area and is responsible for the port traffic, while the various terminals are operated by different companies. Two LNG terminals are currently proposed in the western part of the Rotterdam harbour: the so-called GATE terminal will be run by Gasunie/ VOPAK while the Lion Gas terminal will be run by Petroplus.
While the Port of Rotterdam is preparing the basic infrastructure itself, it is the various terminal operators that are investing in the necessary onshore equipment – such as regasification equipment and large tanks.
“The tanks that are to be built are huge,” says Willem Hoebee. “After a one-year planning period a three-year construction period will follow. The pipeline network is already prepared for bringing the gas further to The Netherlands, Germany, Austria – and maybe other countries as well.”
