Piloting Britain’s Largest Gas Import

March 15th, 2009 by JCB
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Britain’s largest gas import delivered to the Isle of Grain.

 By Medway pilot John Gurton

 

John Gurton

The Al Khuwair arrived on the 17^th November for commissioning of the phase 2 gas tanks at Isle of Grain with a delivery of 215,000m3 of LNG. This represented the largest ever import of gas by ship into the UK. A daylight berthing was agreed as this was first of this larger type of LNG vessel (plus the bonus for Centrica of publicity!) to berth at the facility. With a draft of 11.7 m there were no UKC problems on passage.

Only two pilots were suitably trained for berthing the ship, myself and John Harrison-Nayes, having received four days simulator training at H R Wallingford.

The roster turn fell to myself with LNG trained pilot Michael Johnson as assistant or “bagman”. John Harrison Nayes and pilot David Lloyd also joined as “trippers”.

Boarding was arranged at the NE Spit boarding ground for 0730 for the transit up to the North and then via the Long Sand Head and the Sunk Deep water route into the Black Deep. Of interest here is that boarding used to be undertaken at the Sunk boarding ground but since the removal of the Sunk VTS, the gas majors’ risk assessment of that area deemed that they would rather have a pilot on board when passing through the busy sunk traffic scheme.

The passage plan had been forwarded to all interested parties 24 hours previously but this had to be adjusted en route because the vessel’s sophisticated engine load programme kept cutting in and reducing the speed. This was not operationally a problem on the rising tide and there was no conflicting traffic to hinder the arrival. 

Al Khuwair: The view from the bridge

The 60 mile passage via the Long Sand Head , Black Deep, Knock John and the Oaze Deep was undertaken at an average speed of 15knots.

The first escort tug Svitzer Victory (65t) was picked up at the West Oaze Buoy and made fast centre lead aft for the Medway Approach Channel passage. Additional tugs were made fast us upon entering the Channel: Svitzer Warden (70t) on the Starboard bow and the Svitzer Harty (70t) on the starboard quarter. The Channel passage past the Richard Mongomery wreck went smoothly in benign conditions, (SWl’y 10kts) with the expected cross channel set monitored with frequent walks out to the starboard bridge wing! The tug Svitzer Morag (50t ) joined us at Garrison Point to secure on the centre lead forward for the final approach and swing.

Speed was gradually reduced during this phase, 5kts at the Point, 5 Kts through the Harbour and down to zero through the water (1.8kts ground speed ) off the Jetty.

The vessel has twin screw diesel with twin rudders and steering at low speed was very effective and the astern movement produced no “cut”. The Owners instructions forbade using the engines separately except in an emergency and so, with no bow thruster fitted, the swing was all down to the tugs. With all way taken off the ship she was turned in good time at approximately 20 degrees per minute, but having set down heavily on the tide, a long half ahead movement was required once the swing had been completed to effect a good approach speed for the berth. 

Swinging off the berth

In the relatively confined space available in Saltpan Reach our tried and tested use of the assistant pilot is invaluable. Michael Johnson provided vector information and monitored the tug orders throughout the swing and approach. On the final approach to the berth use is made of the Docking System display board and both pilots work together.

All fast

Total moorings were 3,3,2 each end and all the time that such vessels are bethed at the LNG facility there are dedicated tugs and pilots on “stand by” in case of an emergency. “Now ,could you sign my Invoice please Captain” ?