The U.S. Coast Guard has determined that with improvements to navigation, safety and security the Columbia River is suitable for LNG carriers. In addition, the improvements to navigation in particular, will be beneficial to all river traffic. We endorse the Coast Guard’s recommendations.
They include:
Developing a Transit Management Plan in coordination with river pilots, bar pilots, escort tug operators, security assets and the Coast Guard. This plan will be reviewed within six months of the initial carrier’s arrival and will be followed by an annual review to ensure it reflects the most current conditions and procedures.
For at least the first six months, at least two pilots will be aboard throughout the transit and all transits will be conducted in daylight unless approved in advance by the captain of the port.
LNG carriers will be boarded by bar pilots at least five miles before the Columbia River buoy.
Overtaking by or of LNG carriers will be prohibited without the approval of the captain of the port.
Meetings of commercial vessels will be closely controlled and conducted in favorable areas as is already the practice with other large, deep-draft vessels.
LNG carrier transits and bar crossings will be coordinated to minimize conflicts with other deep-draft vessels, recreational boaters, seasonal fisheries and other marine events. Bradwood Landing does not anticipate that the arrival and departure of LNG carriers will significantly influence the schedules of other commercial vessels or impact the activities of other river users beyond what is normal for any other large deep-draft vessel.
Yes. We will ensure that, consistent with the Coast Guard’s recommendations, the following improvements to navigation will be made:
A Physical Oceanographic Real-Time System station will be installed at Bradwood Landing to provide real-time river level, current and weather data.
A doppler docking station will be installed at Bradwood Landing.
In addition, prior to the first transit, pilots and tug operators responsible for LNG traffic will undergo simulator training to familiarize themselves with the handling characteristics of LNG carriers.
Bradwood Landing will work with other river users to install a Dynamic Under Keel Clearance System that will allow the creation of a database that can help bar pilots better assess conditions suitable for the crossing of large deep-draft vessels.
Yes. The Coast Guard recommends the addition of a robust camera system capable of monitoring the entire transit route in any weather condition. Bradwood Landing will pay for the installation of such a system, which will be of benefit to all commercial river traffic.
Yes. The Coast Guard recommends the addition of a robust camera system capable of monitoring the entire transit route in any weather condition. Bradwood Landing will pay for the installation of such a system, which will be of benefit to all commercial river traffic.
No. LNG carriers will be on the river for a shorter duration than ships visiting upstream ports, will generally position themselves so as not to be in front of faster moving vessels, and will travel at a maximum speed of 12 knots. In addition, the bar and river pilots manage the flow of traffic on the river to ensure that commerce moves freely. We have worked closely with them in developing our transit plans.
The 500-yard safety/security zone in the front, the LNG carrier and the 500-yard safety/security zone in the back will all pass by in about three and a half minutes. The LNG carrier itself passes by in less than a minute.
No. LNG carriers draw less water than some other large deep-draft vessels currently operating on the Columbia River. There will also be a greatly increased standard of care and vigilance as LNG carriers transit the river. For example, LNG carriers will be the only large deep-draft vessels with tug escorts to provide immediate assistance.
No. The Coast Guard has set a 500-yard safety zone around LNG carriers while in transit, but that zone will not extend on-shore. The Coast Guard expects that it “will routinely allow” the passage of other vessels through that zone in coordination with river pilots. In addition, LNG carriers will have escort tugs at all times which can be used to contact and assist the movement of other vessels. A 200-yard safety zone will be in effect while LNG carriers are berthed, which will not impact fishermen or river traffic in the navigation channel. Fishing vessels will be able to access Clifton Channel while an LNG carrier is at berth.
Simply an area surrounding a vessel that you need permission from the Coast Guard to enter. As the Coast Guard said in its Waterway Suitability Report for Bradwood Landing, it expects to grant routine permissions to enter safety/security zones around LNG carriers to other commercial vessels, fisheries and recreational river users.
LNG carriers have a safety record that is the envy of international commercial shipping. Though more than 45,000 carrier voyages have been undertaken since LNG was first transported by sea in 1959, no member of the public or the crew has been injured or killed as a result of an incident or accident involving the shipping of liquefied natural gas. There has also never been a major spill of LNG, and there has never been an incident where liquefied natural gas has escaped into the water from a ship’s cargo tanks. All LNG carriers calling on Bradwood Landing will have double hulls – more than six feet thick – and operations and cargo transfer plans approved by the U.S. Coast Guard. Our carriers will also receive thorough annual inspections of their safety, navigation and cargo transfer systems by the Coast Guard. LNG carriers have fire protection systems integrated into their design, and LNG escort tugs will have full fire-fighting capabilities. Every LNG carrier crewmember receives training and drills in fighting fires. The addition of tugs with firefighting capability on the Columbia River will be a net benefit to all vessels that transit the Columbia River.
Bradwood Landing is in negotiations with local emergency first responder agencies along the transit route in both Oregon and Washington to assist them in defining equipment that may be appropriate and necessary for them to respond to an LNG related shore-side incident and training them in its use.
Yes. We take public safety very seriously and will be working with the Coast Guard, local governments and emergency first responder agencies to ensure that emergency notification systems (such as Reverse 911 and siren systems) are in place and bolstered with ongoing public outreach, education and drills. Bradwood Landing will continue training and public outreach programs through the life of the project.
Bradwood Landing will fund much of the additional resources required to comply with the recommendations in the WSR. Bradwood Landing is not able to fund Coast Guard resources by law. We are in discussions with area agencies to reach agreement on how these resources will be provided.
Consistent with the Coast Guard’s direction, there will be three 60-ton bollard pull tugs with fire-fighting ability available to maneuver LNG carriers to berth. These tugs will be more powerful than any tugs currently working on the Lower Columbia River and will be able to fully maneuver and control an LNG carrier even if it were to lose power. We have worked closely with the bar and river pilots to develop plans to ensure they are comfortable with the operations of LNG carriers.
No. LNG carriers will have no impact on cruise ship operations. LNG carriers will be scheduled so they are not placed in a meeting situation with cruise ships. To avoid the possibility of meeting situations, Bradwood Landing will instruct LNG carriers to wait until cruise ships have cleared the short stretch of river between the cruise ship berth and the bar. While cruise ships are moored or anchored at the Port of Astoria, LNG carriers will be restricted to transiting in good visibility. Cruise ships, pleasure craft, commercial fisheries, LNG carriers and other commercial vessels have coexisted in Boston harbor near the Everett, Mass., LNG terminal for decades without incident.
The safety/security zone while LNG carriers are at dock will be 200 yards, which will not impact access to Clifton Channel and recreational fishing. Clifton Channel is just over 400 yards wide, at Bradwood. There will be sufficient room between the dike and the 200-yard safety/security zone for recreation fishing boats to pass. The safety/security zone at the dock at Bradwood will be 50 yards when the dock is vacant.
No. Most hunting occurs away from the Shipping Channel. But if you should be in the shipping channel, observe basic hunter safety as you would around any other vessel.
Yes. As usual give yourself time to pull your net for commercial ship traffic. The assist tugs will be there to assist you if you have a mechanical problem.
No. It is important to give all commercial ships on the Columbia adequate and safe separation. You will recognize the LNG carriers and the assist tugs. Just keep clear of the shipping channel and LNG carriers as you would any other large deep-draft vessel.
Yes. The dock at Bradwood is off the navigation channel. All river use will be allowed even when a ship is at the dock. The safety/security zone around the berthed LNG carrier will not extend into the navigation channel.
