April 2017

LNG Engineering
Onshore / Marine / Offshore
DP Consultancy
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 ISSN 1747-1826

CONTENTS
03 Comment 35 Coiled and ready for higher capacity
APRIL 2017
Austin Szatkowski and Christopher Butler, Air Products and Chemicals Inc., USA, discuss
05 LNG news advances in coil-wound heat exchanger technology and applications.

41 Integrating the interface

Luca Chiodetto, MIB Italiana, Italy, looks at the importance of integrated system
12 LNG in the European energy components in ensuring safety and reliability in LNG transfer systems.
mix now and into the future
John White, Mark Rowley and Ciaran Boyle, Baker Botts L.L.P., 45 Joining forces
consider what role LNG is likely to play in the future EU energy Derek Thomas, AG&P, USA, explains how partnerships in small scale LNG solutions will
mix. transform Indonesia.

48 Small scale LNG driving innovation

John Lamb, Alpha Process Controls, UK, explains how the growing small scale LNG
market is leading to technological innovation.

51 Keeping your cool

Thomas Gttlinger, Schott, Germany, outlines the benefits of glass-to-metal sealed
terminal header assemblies.

54 Keep it simple
Michael Schwartz, Eka Software, USA, explains the importance of software in helping
users to simplify and understand the complexities of the LNG industry.

59 Clear communication
Niki Thomas, Quorum Business Solutions, USA, explains how to improve the customer
experience for LNG operations by streamlining communication between internal and
external users.
12 62 The digital transformation of LNG
Stephen Fox, Fluenta, UK, explains how LNG operators can utilise advances in connected
technology.
17 By land, by sea 67 Calling for back up
Gunnar Helmen, Skangas, Norway, discusses how increased LNG
supply, an expanding infrastructure and custom bunkering vessels are Kevin Peterson, Longview Power,
wer, and John Schlosberg, Corban Ene Energy, USA, detail how
helping to make history by supplying LNG to those off the gas grid in LNG is used to improve operational flexibility in a coal-fired powe
power plant.
the Nordics.

22 Developments at Zeebrugge
Kwinten Standaert and Dirk Nous, Fluxys, Belgium, look at the
nd bunkering services at the
development of small scale LNG and
m.
Zeebrugge LNG terminal in Belgium.
ON THIS MONTHS C
COVER
Braemar Shipping Serv
Services Plc is
27 A first for Sweden
den listed on the London Sto
Stock Exchange.
Dan-Erik Andersson, Gothenburg Port
rt Authority, Sweden, looks at
edens first ship-to-ship LNG
the challenges and execution of Swedens
With 70+ locations, Braemar
Brae delivers
bunkering operation. t global reach you wan
the want with the
local knowledge you need
local need. The Group
29 Enhanced heat transfer
ransfer comprises three operating divisions:
comprises
solutions Shipbroking, Technical and Logistics.
Jeremy Provost, TechnipFMC, France, outlines
utlines the These work together to offer a unique
er solutions for
benefits of dual enhanced heat transfer combination of skills for clien
clients, at any
LNG plants. F
time, anywhere in the world. From marine
consultancy through to inciden
incident response,
vess design,
loss adjusting, commercial vessel
commissioning, chartering and port agency
un
services, Braemar provides an unparalleled
breadth of integrated services for our
clients.

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 JOSEPH GREEN
EDITOR

COMMENT
n March this year, the European Union (EU) celebrated its

I 60th birthday. In the year of its birth, 1957, Elvis Presley

was playing to adoring fans in Seattle, bubble wrap was
accidently invented, and Aston Villa took home the FA Cup.
Much has changed in the 60 following years.
Rather than withdrawing slowly from work, taking up a
Chenieres Sabine Pass have arrived in Spain, Portugal,
Italy and Turkey at an increasing rate over the past three
months however.
Competition for the US will come from Russia and
new hobby or perhaps booking a cruise, the EU has arguably
Norway. Both countries produce cheaper gas than US LNG
never been more occupied. Towards the end of last year,
and distribute it via pipelines instead of tankers. Russias
Martin Schulz, the European Parliament President, spoke to
Gazprom is targeting Europes low inventories to help it
this end, stating that the EU was under attack like never
sell a record volume this year.
before and this is from both the inside and outside.1
As the EU enters its potentially most challenging year,
With the UK triggering Article 50 and beginning the
the European gas market is also facing new tests to retain
process of leaving the EU, upcoming elections in major
its status as a major participant in the global LNG debate.
European countries, and the ongoing refugee crisis, the EU is
In this months issue of LNG Industry, we lead with a
facing a particularly frenetic retirement.
European report from Baker Botts L.L.P. (p. 12). The report
The European gas market is in many ways mirroring global
considers what role LNG is likely to play in the future
politics. Influenced by the North American shale revolution,
EU energy mix, particularly as the changing dynamics
the European market is fighting to retain its status as an
of the European gas picture accelerate in light of policy
important and powerful trading region.
initiatives and political upheaval.
According to recent reports, the European gas market,
This exciting issue also includes features on LNG
battered from the coldest January in seven years, is in need
bunkering, heat exchangers, software and more. I hope you
of fuel to replenish depleted inventories. The US is poised to
enjoy!
provide a helping hand.2
Finally, I would like to extend my warmest wishes
Northwest Europe, one of the worlds largest trading
to all our readers, authors and advertisers. If you have
regions, has not yet attracted any LNG cargoes from the US.
picked up a copy of our April issue at either OTC, Flame,
American sellers have so far preferred South America and
the LNG International Summit or the Advanced Clean
Asian markets, attracted by higher prices.
Transportation Expo, be sure to visit www.lngindustry.com
Spring weather may however begin to change things. The
to subscribe to all the latest from LNG plant technology,
warmer temperatures of the coming months (fingers crossed)
shipping/transportation, regasification and small scale
are set to reduce demand and prices in Asian markets, dropping
LNG.
prices closer to those in the UK and the Netherlands. Supplies
from the US may arrive in the coming months to help replenish 1. www.theparliamentmagazine.eu/articles/news/martin-schulz-
European stocks at their lowest level since 2013. eu-under-threat-never
Cheniere estimates that only 17% of US LNG went to 2. www.bloomberg.com/news/articles/2017-03-24/u-s-shale-to-
Europe since exports started in February 2016. Supplies from feed-europe-gas-market-battered-by-harsh-winter

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The power of
partnership.
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From micro to medium to mega-scale applications, achieving project

success throughout the entire life cycle of an LNG plant requires more
than just technology. It requires the ingenuity of combining our depth
of technology with a thorough understanding of the LNG value chain,
from gas to power. Partner with us at the front end of your project,
and well work with you to engineer solutions that yield ongoing
results, from concept through operation.
Come see us
May 1-4,
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Booth #4361
 LNGNEWS
Jamaica
Norton Rose Fulbright
advises on financing of
Jamaica LNG-to-power
project
aw firm Norton Rose Fulbright has advised the National
L Commercial Bank of Jamaica, JCSD Trustee Services Ltd and
other financing parties on the US$330 million project financing
of a 190 MW LNG-to-power independent power project at
Old Harbour, Jamaica.
Once operational, the project will be the largest power plant
in Jamaica, providing approximately 20% of the countrys electricity.
It will be the second plant to operate on gas imported via LNG
and only the first to be developed and financed on a green-field
basis.
The project is being developed by Jamaica Public Service Co.,
Marubeni Corp. and Korea East West Power.
Charles Whitney, partner, Norton Rose Fulbright, comments:
The project was well structured by the sponsors, who
brought a unique combination of local and international skill sets,
and this allowed them to successfully attract a quality group of
banks and financial institutions led by National Commercial Bank
of Jamaica.
The Old Harbour IPP is a complex transaction as the IPP is
being financed separately from LNG/gas handling infrastructure
and supply project. The financing for the power station involves
a combination of construction phase, project bond financing,
together with a senior loan tranche provided by commercial
lenders making it quite unique.
We are pleased to have supported the bank group in bringing
this strategic project to successful closing.
USA
General Dynamics NASSCO launches Palmetto State
eneral Dynamics NASSCO has announced that it has
G christened and launched the LNG conversion-ready
ECO Class tanker, Palmetto State, at San Diego Bay, US.
The vessel is the final ship in an eight-ship ECO Class
tanker programme to be constructed at NASSCO. The
vessel has been built for American Petroleum Tankers
(APT) and like the other seven vessels will offer 33%
increased fuel efficiency and cleaner shipping options.
General Dynamics NASSCO first announced the keel laying
Japan
LNG conversion-ready
containership delivered
itsui O.S.K. Lines Ltd (MOL) has announced that the
M MOL Triumph containership has been delivered from
Samsung Heavy Industries Co. Ltd.
The vessel is the worlds largest containership, and is the
first in a fleet of six 20 000 TEU-Class containerships for the
company. It is 400 m long, 58.8 m wide and has a capacity of
20 170 TEU. It also features a number of fuel efficiency features,
including the capability to convert to LNG fuel at a later date.
Other energy-saving features of the vessel include: low
friction underwater paint; a high efficiency propeller and
rudder; Savor Stator as a stream fin on the hull body; and an
optimised fine hull form. Together, these features can reduce
fuel consumption and CO2 emissions per container moved by
approximately 25 30% compared to 14 000 TEU-Class vessels.
The MOL Triumph will be the first 20 000 TEU-Class
containership deployed in the alliances Asia-to-Europe trade via
the FE2 service. In April 2017, it will set off on its maiden voyage
from Xingang to Dalian, Qingdao, Shanghai, Ningbo, Hong Kong,
Yantian and Singapore. It will then transit the Suez Canal and
continue its journey through Tangier, Southampton, Hamburg,
Rotterdam and Le Havre. It will then call at Tangier and Jebel Ali
en route back to Asia.
The President and CEO of MOL, Junichiro Ikeda, said: The
MOL Group is honoured to unveil this new vessel, which is the
largest containership in the world. The vessel is equipped with
various new sustainable technologies to provide more efficient
fuel consumption and improved environmental performance.
MOL is scheduled to take delivery of the second
20 000 TEU-Class vessel in May 2017.
for the vessel in September 2016.
Congresswoman Susan Davis (CA-53) served as the
principal speaker for the event. Linda Rankine the
vessels sponsor and wife of Bill Rankine, Manager of
Marine Chartering and Operations for CITGO christened
the Palmetto State by breaking a bottle of champagne on
the ships hull. Thousands of shipbuilders, their family and
friends, as well as members of the community, attended
the ceremony.
April 2017 5
 LNGNEWS
Russia
Novatek and USC sign
memorandum
ovatek has announced that, as part of the
N International Arctic Forum Arctic: Territory of
Dialogue, it has signed a Memorandum on Strategic
Partnership and Cooperation with JSC United
Shipbuilding Corp. (USC).
Under the Memorandum, both parties have set
out their intention to pursue strategic partnership
and cooperation in producing LNG train modules in
Russia as part of the prospective Arctic LNG 2 project.
Leonid Mikhelson, the Chairman of Novateks
Management Board, said: We see good prospects
in uniting our efforts with USC in implementing
Novateks future LNG projects. Our company
has gained significant experience during the
construction of the Yamal LNG project, and we
are going to use this experience along with
the expertise and infrastructure capabilities of
Russian enterprises to reduce construction costs
and enhance competitiveness of our future LNG
projects.
News Highlights
X US set to turn natural gas
exporter amid LNG boom
X Woodside CEO hints at more exibility
X 60 new Liebherr ship cranes for Daewoo
Visit our website for more news: www.lngindustry.com
6 April 2017
USA
FERC grants authorisation
for Sabine Pass to commence
Train 3 service
T he US Federal Energy Regulatory Commission (FERC)
has granted authorisation for Sabine Pass Liquefaction
LLC and Sabine Pass LNG L.P. to commence service for
liquefaction and export activities from Train 3 inside battery
limits, Train 3 heavies removal unit, and Stage 2 outside
battery limits.
FERC claims that the initial request complies with
Environmental Condition 10 of both the Commissions
16 April 2012 Order Granting Section 3 Authorisation, and
the 2 August 2013 Order Amending Section 3 Authorisation.
The Commission claims that Sabine Pass has
demonstrated that these facilities have been built in
accordance with Commission approval and applicable
standards, and can be expected to operate safely as
designed.
Furthermore, FERC claims that, based on staff
inspections, project areas within the terminal have proven
to have been satisfactorily stabilised, and are in compliance
with the terms of both the April and August orders.
 A COLLABORATIVE
APPROACH
CB&I understands our customers needs
for economical projects that compete in
todays competitive, global marketplace.
Our collaborative approach provides a safe,
environmentally responsible and cost-
efficient design and execution strategy
that assures certainty of outcome and a
financeable project.

From engineering and construction to

commissioning, initial operations and
ongoing maintenance, CB&I helps customers
get their gas to market delivering
consistent results regardless of the project
location. Contact CB&I to learn how our
complete solutions can benefit your next
LNG project.

ONSHORE LIQUEFACTION
FLOATING LNG
REGASIFICATION
PEAK SHAVING
LNG STORAGE
Rio Grande LNG / Image courtesy of NextDecade, LLC

A World of Solutions
Visit www.CBI.com
42M022017H
 LNGNEWS
USA
PSI delivers second
LNG-ready product
tanker
hilly Shipyard Inc. (PSI) the sole operating
P subsidiary of Philly Shipyard ASA has announced
that it has delivered the second of four next generation
50 000 DWT product tankers being built for the
Kinder Morgan Inc. subsidiary, American Petroleum
Tankers (APT).
As with all vessels in the four-tanker order, the
American Freedom is based on a Hyundai Mipo Dockyards
(HMD) design, and incorporates a number of fuel
efficiency features, flexible cargo capability, and the latest
regulatory requirements. It has also received LNG Ready
Level 1 approval from the American Bureau of Shipping
(ABS). It is 600 ft long, and has a carrying capacity of
14.5 million gal. of crude oil or refined products.
The President and CEO of Philly Shipyard, Steinar
Nerbovik, said: We are proud to deliver another vessel to
our partners at American Petroleum Tankers.
This vessel, like its predecessor, is delivered [on time],
and with the same resolute focus on quality and safety that
our customers depend on. On the cusp of the shipyards
20 year anniversary, we are proud of each and every one of
our twenty-six deliveries and honoured to serve some of
the very best owners in the US maritime industry.
The American Freedom is 26th vessel built by PSI. At
present, the shipyard has two additional 50 000 DWT
tankers for APT, as well as two 3600 TEU containerships
for Matson Navigation Co. Inc., under construction.
08 - 11 May 2017 12 - 14 June 2017
Flame 2017 International Operating
Amsterdam, the Netherlands Conference & Trade Show
https://energy.knect365.com/ Houston, Texas, USA
flame-conference/ www.ilta.org/AOCTS
17 - 18 May 2017 13 - 15 June 2017
CWC China LNG & Gas CWC LNG Fuels Summit
International Summit & Amsterdam, the Netherlands
Exhibition www.lngfuelssummit.com
Beijing, China
www.chinalngsummit.com
8 April 2017
The Netherlands
Port of Rotterdam to carry
out bio LNG study
he Port of Rotterdam Authority has announced that it will carry
T out a joint study with the National LNG platform, focusing
on opportunities to develop LNG from renewable sources as a
transport fuel in the port.
Using bio LNG, as opposed to regular LNG, will allow users
to decrease CO2 emissions. In addition to this, the emitted CO2
from bio LNG is part of a short cycle: CO2 emissions are actually
neutralised by the associated CO2 uptake. In other words, bio LNG
is a sustainable option that can be used as a standalone fuel, or
mixed with fossil-based LNG.
The study will be divided into three key areas:
z The existing and expected availability of production
technologies and processes in the period until 2030.
z A market study that includes scenarios that go into
the availability of sustainable feedstock and the future
development of demand.
z The business cases for the production, transport and
transshipment of bio LNG in the Rotterdam port area.
Eight companies that are members of the National LNG
Platform will support the study with their technical, legal and
financial expertise of the market. The partners aim to conclude the
study by 2H17, and will use it to decide whether or not Rotterdam
will develop a bio LNG programme.
LNG as a transport fuel for shipping and heavy road transport
is already available from the Gate Terminal in the port of the
Rotterdam. The study will merely look at the opportunities to
develop bio LNG as a transport fuel at the port.
20 - 23 June 2017
CWC World LNG & Gas Series
15th Americas Summit
Houston, Texas, USA
lngamericas.cwclng.com
12 - 14 September 2017
Turbomachinery & Pump
Symposia
Houston, Texas, USA
tps.tamu.edu
FIVES
TECH
+
FIVES
TEAM
 USA
LNGNEWS
Driftwood LNG files
formal FERC application
ellurian Inc. has announced that Driftwood LNG LLC and
T Driftwood Pipeline LLC (its wholly owned subsidiaries)
have completed the pre-filing phase and collectively
submitted a formal application with the US Federal Energy
Regulatory Commission (FERC) to construct and operate an
LNG facility and pipeline.
The LNG export facility will be located near
Lake Charles, Louisiana, US, and have an output of
approximately 26 million tpy. The pipeline, meanwhile, will
be approximately 96 miles long and connect the facility
to interstate pipelines. Tellurian is expecting to commence
construction of the Driftwood LNG project in 2018, and
produce first LNG in 2022, with full operations to follow in
2025.
The President and CEO of Tellurian, Meg Gentle, said:
Throughout the pre-filing phase, the representatives at
FERC, the Department of Energy and the US Coast Guard
have been well-organised, thorough, and proficient in
ensuring that Driftwood LNG is designed and permitted
with a priority on safety, reliability, and efficiency. We look
forward to continuing to work with FERC and other agencies
on a timely approval process and beginning construction in
2018.
During the construction phase, the project will require
approximately 6400 workers. When fully operational, it will
create nearly 400 permanent jobs. Tellurian expects that
engineering, procurement and construction (EPC) costs
will be approximately US$13 billion US$16 billion for
the export facility, and expects to make a final investment
decision (FID) to commence construction following
regulatory approval in mid-2018.
France
French LNG/LCNG fuelling station set to launch
ryostar has announced that its new LNG/LCNG fuelling
C station is set to launch in Auxerre, France.
The station will consist of: two LNG dispensers; two
LCNG dispensers; one system for converting cold LNG
into high temperature saturated natural gas; one double
centrifugal pump skid; one high pressure modular pump;
10 April 2017
Global
SEA\LNG welcomes three new
members
EA\LNG, the multi-sector industry coalition aiming to accelerate
S the widespread adoption of LNG as a marine fuel, has
announced the addition of three new members to the coalition.
JAX LNG, Petronet LNG Ltd, and Toyota Tsusho Corp. (TTC), have
joined SEA\LNG to support the coalitions goal of creating the
necessary confidence in the shipping sector to drive an effective and
efficient global LNG value chain by 2020.
Tim Hermann, Manager of JAX LNG and President of
Pivotal LNG: Once complete, the new JAX LNG facility will provide a
reliable LNG fuel source located on one of Floridas key waterways
that will help meet the growing LNG demands of the maritime and
other transportation industries, and will expand the use of LNG
throughout the southeastern US. Were excited by the expanded
use of LNG as a transportation fuel, and look forward to continued
growth of both infrastructure and markets globally.
Prabhat Singh, MD & CEO commented: Petronet LNG is at the
forefront of Indias all-out national drive to ensure the countrys clean
energy security in the years to come. As such, we have signed MoUs
with the Indian Ports Association and the Inland Waterways Authority
of India to set up LNG bunkering facilities along the coast of India,
and in National Waterways. By sharing intelligence with other
SEA\LNG members, we know that the potential of LNG as a clean
and commercially viable marine fuel can be realised more quickly.
Yoshihiro Inoue, Executive Officer for Energy Business Unit,
Toyota Tsusho Corp., added: We have been supplying marine fuel
oil to the shipping industry worldwide for a long time through
our subsidiary company, Toyota Tsusho Petroleum Pte. Ltd. As a
member of the Toyota Group, we are committed to playing our part
in lowering global emissions and are very pleased to collaborate
with all members of SEA\LNG to challenge the future marine fuel
environment.
and one LCNG buffer.
It will be used by the French transportation company,
Picq & Charbonnier, and has been especially developed for
carrier and loader vehicle fleets.
In the statement, Cryostar claims that a service and
maintenance contract has also been signed.
 LNG IN THE EUROPEAN
ENERGY MIX -
now and into the
future
12
 Introduction
As a result of policy initiatives and market
forces, the dynamics of Europes energy mix
are changing, and the speed of change is
likely to increase in the coming years. In that
context, a key question, and the focus of this
article, is what role LNG is likely to play in the
future EU energy mix?

The EU energy mix

Currently, the EU energy mix is made up of
approximately 42% fossil fuels (of which 25%
is natural gas), 28% nuclear and the remaining
30% from renewable sources. In relation to
natural gas, approximately 50% of the EUs
gas needs are met by (declining) domestic
production, with the remainder being
imported predominantly by pipeline from
Norway, Russia and Algeria. Approximately
13% of EU gas imports are in the form of LNG,
mainly from Qatar (over 50%), Algeria and
Nigeria.
In relation to LNG infrastructure, there are
28 large scale LNG import facilities in the EU
and Turkey (including floating storage
regasification units (FSRUs) or equivalent, and
floating storage units (FSUs)), 22 of which are
located in Western Europe (Belgium, France,
Italy, Malta, Portugal, Spain and the UK), with
six located outside this region (Greece,
Lithuania, Poland and Turkey). Accordingly,
there are many countries, particularly in
central and south-east Europe, that currently
do not have access to LNG imports.
Furthermore, the existing import facilities in
the EU are running at an average utilisation
John White, Mark rate of 30% or less (of total regasification
capacity) with utilisation rates reducing

Rowley and Ciaran from 53% in 2010, to 25% in 2013 and 19% in
2014. For the above reasons, there is clearly
room for LNG to achieve broader geographic
Boyle, Baker Botts L.L.P., penetration, and to play a more significant
role in the EU energy mix.
consider what role LNG EU policy initiatives
is likely to play in the The EU is committed to reducing carbon
emissions, not least as evidenced by the EUs
and each Member States ratification of the
future EU energy mix. Paris Agreement. In order to meet these goals,

13
 Figure 1. Hegh Grace floating storage regasification unit (FSRU) in Cartagena, Colombia.
the EU has adopted short (2020), medium (2030), and long-term
(2050) Energy Strategies.
The key priorities of the 2020 Energy Strategy include:
greater energy efficiency, the establishment of a pan-European
energy market (power transmission lines, pipelines and LNG
terminals i.e., the Energy Union), and implementation of low
carbon technologies. As one example, the Clean Air for All
Europeans package implemented in November 2016 (the Winter
Package) addresses common power market design, better
integration of electricity produced from renewable sources,
energy efficiency and governance rules.
The 2030 Energy Strategy has more concrete targets
namely, a 40% cut in greenhouse gas (GHG) emissions from 1990
levels, at least a 27% share of renewable energy consumption,
and at least a 27% energy savings compared to a business as
usual scenario. To meet these targets, the European Commission
policies include: a reformed emissions trading system (ETS),
increased competitiveness and security of the energy system
(including greater interconnection between EU countries), and a
new governance system based on national plans for competitive,
secure and sustainable energy (with the goal of achieving
greater investment certainty, transparency and enhanced policy
coherence and coordination across the EU).
Among the goals of the 2050 Energy Strategy, the EU aims
to reduce GHG emissions by 80 95% from 1990 levels, and
generally refers to the de-carbonisation of the energy system as
an achievable goal.
In order to fulfill these commitments, the role that natural
gas and LNG can play in the short, medium and long-term
cannot be overlooked. Indeed, the Commission considers that
LNG can contribute significantly to the security, resilience, and
competitiveness of gas markets in Europe, but this requires
additional infrastructure, completion of the internal gas market,
and increased efforts to cooperate with international suppliers
14 April 2017
and other importing countries in order to develop a truly global
LNG market.
LNG issues
LNG is competing with other energy sources, including pipeline
gas, coal, oil, renewable and nuclear energy. While in certain
cases, and within certain market and economic parameters, LNG
will be competitive with other energy sources, policy assistance
is required within the EU in order to overcome certain historical
impediments relating to energy infrastructure, low levels of
energy connectivity, and to achieve other important goals such as
energy security. Some examples of these historical impediments
include: the geographical location of the current LNG import
facilities in Western Europe, pipelines largely designed to
transport gas from east to west regions of Europe, and specific
bottleneck and network constraints issues between Spain and
France, and north-south within the French network.
The EU is addressing energy connectivity issues and capacity
constraints by implementing its so-called Projects of Common
Interest, which are supported by the EU and are eligible for up to
50% EU funding contributions. Projects addressing the above
issues include: (i) the new Lithuanian Klaipeda LNG project
(FSRU Independence), with the creation of a new regional Baltic
gas market and pricing basis (to pipeline gas), and additional gas
connectivity between the Baltics and Finland; (ii) the new Poland
Swinoujscie LNG project, and the new Poland-Lithuania gas
pipeline project; and (iii) the potential Croatian LNG project at
Krk (now potentially a floating project), and the creation of a
north-south corridor allowing LNG to access the Balkans and
thereafter to flow to Central Europe.
The potential outcomes of these developments, and the
resulting diversification of supply, are beneficial in theory, but, to
have practical value, the construction and operation of such
infrastructure must be economically viable in all respects.
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 Regional cooperation is also required in order to address access
and connectivity issues, thereby helping to avoid the stranded
asset risk.
While going some way to address infrastructure and the
need for LNGs access to markets, the relative role for LNG in the
EU energy mix will, absent policy action and other extraneous
factors, be determined by market forces, and will likely vary from
country to country depending on such factors as local market
prices (LNG versus pipeline versus other energy sources), degrees
of diversification and interconnectivity, availability of domestic
production and storage, and the desire for energy security.
The future market
It is interesting to consider possible trends and the impact of
policy initiatives on the EU energy mix, with the caveat that
market forces will ultimately dictate outcomes in the medium to
long-term. Acknowledging that, certain market observations are
briefly summarised below.
Gas
Most analysts, and the EU itself, expect that gas will play a
significant role in the EU energy mix for the medium-term and,
potentially, long-term. It is also generally considered that, due to
declining EU gas production, gas imports into the EU will likely
remain level, or increase, in the medium-term, notwithstanding
any relative reduction in gas consumption. Further, the impact of
higher carbon pricing (under the ETS), and the impact of future
electricity and gas market reforms (as outlined in the various
Energy Strategies), could result in gas being more competitive
relative to coal and oil. It is also considered that gas will have a
role in the medium-term as a complement to renewable power
generation and, with the use of carbon capture and storage (CCS)
or utilisation (CCU) technology and operations, could potentially
play an important long-term role in the power generation sector.
LNG
New sources of LNG have emerged in recent years, making the
LNG supply market more diverse, more liquid (and thus more
dependable) and more responsive to changes in demand and
pricing. The most notable newcomer to the LNG supply market
is the US, with its LNG export capacity ramping up significantly
in the next few years. While it was originally anticipated that
US LNG would mostly be bound for Asian markets, subsequent
shifts in the LNG market and the lowering of LNG prices in
Asia, mean that Europe may become a competing destination.
In addition to US LNG, new LNG supply projects have recently
or could soon come online to supply LNG from Australia, Africa
and Canada, with potential additional supplies from the Eastern
Mediterranean (including Egypt and Israel).
Such rising supply, at a time of potentially weak economic
growth, could have an impact not only on future prices, but also
on such factors as: the potential integration of the Pacific and
Atlantic basin markets; the potential shift to gas-on-gas pricing,
shorter-term contracts; the increasing growth in spot markets
and the rise of intermediary and portfolio players. These factors
could also help to increase the relative appeal of LNG,
particularly if, and to the extent, sellers are willing to tailor their
sales to the particular needs of a diverse group of buyers in
differing importing countries.
16 April 2017
The role of FSRUs
Floating regasification solutions are cheaper and quicker to
construct than land-based alternatives, and provide greater
optionality in terms of size, timing and utilisation of assets.
Accordingly, FSRUs can also be the fastest means by which to
address such issues as energy security. These advantages provide
FSRUs (and thereby LNG) with a potential competitive advantage
in the market, when compared to land-based LNG regasification
projects and pipeline gas. The potential benefits of FSRUs have
been recognised by the EU, as evidenced by its support of the
Lithuanian LNG project, and future potential FSRU projects in
Croatia, and the Baltics. Additional FSRU projects are also under
consideration in Albania, Greece and Turkey, and in the broader
international context, FSRUs have become an important means by
which to rapidly implement new (often cheaper and more efficient)
energy policy initiatives in many developing economies and
countries.
Alternative LNG markets
Various participants have sought to diversify the application of LNG
in Europe (and internationally) to address environmental issues
and to increase demand. While there are several examples of this,
perhaps the two most successful to date are: (a) bulk-breaking
and reloading of cargoes, whereby LNG deliveries are reloaded
into smaller cargoes and distributed elsewhere in Europe; and (b)
bunkering the delivery and use of LNG as fuel for ships.
The breaking and reloading of cargoes has the potential to
provide valuable liquidity and flexibility for the market. The
breaking-up of LNG into smaller cargoes opens up LNG import
markets to destinations without large scale import facilities. It could
also potentially assist buyers by providing greater flexibility to
manage their supply portfolio, mitigate against oversupply and raise
capital. Spain has been a significant player in the reloading market
for some time, and other existing facilities of this kind, such as
those in the UK, Belgium, France and the Netherlands, continue to
increase re-delivery flow. Bulk-breaking facilities are being
considered at existing and prospective LNG projects in Europe,
including at the Klaipeda terminal in Lithuania and terminals in
Italy.
The use of LNG as fuel for ships is increasing rapidly, and has
the potential to help LNG buyers manage risk in times of depressed
demand in traditional LNG to gas supply. Significantly, the use of
LNG as bunkers could also cut GHG (CO2) emissions by up to 25%,
and permit the shipping sector to meet requirements for reducing
sulfur and nitrogen in marine fuels in the Emission Control Areas
(ECAs). Bunkering facilities are commonplace in France, and are now
being developed at several sites across Europe (e.g. by Gas4Sea at
Zeebrugge, Elengy and Gate LNG in northern Europe, and by
Norway-based DNV GL on the Iberian Peninsula). Further, the use of
LNG as shipping fuel is strongly supported at EU level, as
demonstrated by the EUs co-funding of the Poseidon Med LNG
bunkering initiative in the Eastern Mediterranean, which aims to
develop bunkering infrastructure in the region.
EU policy decisions support an increased role for LNG in the
energy mix, but market forces will ultimately define LNGs role in
the years ahead. Further, if LNG is to secure a prominent role in the
EUs future, there are challenges to be overcome, but its flexibility,
and the adaptability of market participants, mean it is well placed to
succeed.
 Gunnar Helmen, Skangas,
Norway, discusses how increased
LNG supply, an expanding

BY LAND,
infrastructure and custom
bunkering vessels are
helping to make history by

BY SEA
supplying LNG to those
off the gas grid in the
Nordics.

nyone who is in the know about

A the oil and gas industry is aware of

the fact that oil has been bunkered
ship-to-ship (STS) in open waters for decades.
It is an accepted industry standard: the most
efficient, safest method of providing fuel
to a ship at sea is to supply it directly from a
customised bunker vessel. It is also commonplace
to transfer large LNG cargoes via STS in open waters.
However, when it comes to STS bunkering of LNG to
ships at sea solely as fuel to power them, it is a different
story. In the Nordic marine market, it is the exception, not the
rule. But that is about to change.

Figure 7. The custom-built LNG bunkering vessel Coralius

will join the Skangas fleet this summer.

17
 When LNG supplier Skangas and Anthony Veder
bunkered 123 t of LNG with its vessel Coral Energy to the
vessel Ternsund in Sweden in September 2016, it was the
first time the two companies had bunkered LNG STS at
sea (Figures 1, 4 and 6). It is a considerable achievement,
considering that LNG bunkering let alone LNG STS
Figure 1. Ship-to-ship (STS) bunkering of the Ternsund by
the Skangas Coral Energy at sea near Gothenburg, Sweden.
Figure 2. Bunkering of the Fjord Line ferry via bunkering
arms at the Skangas Risavika production facility and
terminal in Norway.
Figure 3. Newbuild ferry Megastar bunkering LNG at Pori terminal.
18 April 2017
bunkering was rarely available in the Nordic market
before 2010. That is the year that Norway-based Skangas
began producing LNG, making it available for the first
time in the region. But the story of LNG in this market
begins in 2007, when Lyse AS (formerly Lyse Energi)
identified a critical gap in the Nordic-Northern European
LNG market: heavy industry wanted to use LNG, but it was
simply not available.
Seizing the opportunity, Lyse established Skangas,
setting into motion the beginnings of a thriving Nordic
LNG market. Skangas was to supply this high-demand
clean fuel by accessing the plentiful resource of natural
gas in the Norwegian Continental Shelf. The natural gas
would then be liquefied to LNG for the onshore industrial
market, which would use it to carry out a variety of
energy-demanding industrial processes, including melting,
drying, boiling, and feedstock. This decision triggered
much of what is being seen today: a steady rise in LNG
consumption, and growing demand for more bunkering
services and delivery points in the Nordics.
Turning point: LNG production
plant and bunkering terminal
With the exception of the modest local distribution grid
in Stavanger that serves a handful of customers, and
limited pipeline networks in south-western Sweden and
southern Finland, gas grids are virtually non-existent in
the Nordic region. Companies that operate in the region
are essentially off grid. For companies that prefer to use
natural gas, LNG is the optimum choice. For Skangas, its
primary objective was, and remains, making LNG readily
available for easy access to natural gas.
To convert natural gas to LNG, Skangas completed a
custom liquefaction plant in the Port of Risavika, Norway
in 2010, and began producing LNG that summer (Figure 2).
Today, it is the second largest LNG production facility in
Europe, with a production capacity of 300 000 tpy
(660 000 m3/yr) of LNG, and onsite storage capacity of up
to 12 700 t (28 000 m3) of LNG. A large fleet of loader
trucks delivers LNG over land, while vessels take
deliveries directly from the adjacent terminal, which is
purpose-built for easy access and safe, rapid transmission. Skangas to produce LNG and expand its distribution
As satisfaction with, and accessibility to, LNG has grown, infrastructure onshore, the second, yet equally significant
more companies are converting their facilities and ships turning point, was triggered by increasingly stringent
to LNG, triggering ever-increasing demand. environmental controls governing the marine industry.
Skangas has worked hard to keep up with that Many shipping companies operate in the North West
demand, while maintaining momentum on the European Sulfur Emission Control Area (North Sea and
development front. When Finland-based Gasum acquired a Baltic Sea) a sea area protected by pollution control
51% stake in Skangas in 2014, the company gained access legislation established in 2015 that restricts atmospheric
to another LNG production facility in Porvoo, Finland, emissions, including sulfuric oxide, from ships. The
which can produce up to 20 000 t (44 000 m3) of LNG regulations call for a progressive reduction in SOX
annually and stores 900 t (2000 m3). Skangas also emissions. To comply with early regulations, some ships
operates local storage
hubs for LNG in
Fredrikstad, Norway, and
Lysekil, Sweden, alongside
the latest started up in
Pori, Finland in 2016,
bringing the current total
distribution terminal
network to four. To
encourage growth and
support customers,
DELIVERING INNOVATIVE
Skangas even constructs GAS SOLUTIONS
onsite terminals and
storage tanks for them. FOR FOCUSED ACCURACY
With more than 5000 truck
deliveries per year, its Immediate access to critical information
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Sweden, Norway and
Finland continues to grow.
Initially, there was
concern in the industry
about the lack of readily
accessible LNG supply,
said Tommy Mattila, Sales
and Marketing Director for
Skangas. With the
continuing development of
infrastructure and
innovative bunkering
methods, those concerns
have been laid to rest.
Today, LNG is readily
available. Customers can
access supply at high
transfer rates in a wide
geographic area, which
now extends more readily
to the marine market,
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 used Marine Gas Oil (MGO), but to make certain they met
Milestones with the progressively lower emission standards, the
marine industry began turning to LNG, which emits no SOX
z 1996 or particles, and reduced levels of NOX and CO2. But in
Gasum and AGA open an LNG production 2010, easy access to LNG by vessel was limited.
plant in Porvoo, Finland. As 2015 approached, Skangas, which was actively
z 2007 supplying its industrial LNG customers with its fleet of
Lyse establishes Skangas to provide LNG in trucks, decided to invest in the future of LNG bunkering
the Nordic-Northern European market. for the marine market. This decision triggered the
development of a small scale LNG bunkering vessel, as
Decides to build an LNG production facility
well as more terminals for vessels to bunker. The
in Risavika, Norway.
overarching aim of the company expanded dramatically, as
z 2010 Skangas set its sights on providing a truly comprehensive
Risavika production plant begins producing range of flexible LNG bunkering services to serve the
LNG. marine market, which was ready to embrace LNG. The
Gasum becomes sole owner of Porvoo, company would remain dedicated to its primary market,
Finland plant and upgrades it. the industrial sector which makes up 85% of its business,
z 2011 but invest significant resources to grow the marine market
and to make it easier for the Nordic-Northern European
Commissions construction of LNG feeder
marine market to convert to LNG-propelled vessels.
vessel Coral Energy.
Opens distribution terminal in Fredrikstad, Terminal-to-ship LNG
Norway. bunkering signals new era for
z 2012 Finlands marine market
LNG vessel Coral Energy delivered to When Skangas builds terminals, it designs them to be
Skangas in January. multipurpose bunkering stations. Its terminal in Pori,
Carries out first terminal-to-ship bunkering Finland not only supplies LNG through a gas pipeline and
at Risavika. truck loading, it also offers terminal-to-ship bunkering.
Decides to build a terminal in Lysekil to Customers can swiftly bunker large volumes of LNG,
develop Swedish market.
z 2014
Gasum acquires 51% stake in Skangas.
Decides to build distribution terminal in
Pori, Finland.
Commissions construction of custom LNG
bunker vessel Coralius.
Purchases shares in Manga LNG Oy, which
will construct a distribution terminal in
Tornio, Finland.
Porvoo, Finland plant joins Skangas
network.
Lysekil distribution terminal opens. Figure 4. The Skangas Coral Energy has delivered more
z 2015 than 1 million t of LNG.
Installs customised loading arm at Risavika.
Commissions construction of custom LNG
bunker vessel Coral Energice.
z 2016
Carries out first STS bunkering offshore
Gothenburg for Ternsund.
z 2017
Bunker feeder vessel Coralius to be
delivered in summer.
Feeder vessel Coral Energice to be delivered
by year-end.
z 2018
Tornio terminal scheduled for completion.
Figure 5. Two trucks bunkering icebreaker Polaris.

20 April 2017
without incurring inland truck transport costs. When
Skangas bunkered 160 t of LNG to Terntanks LNG-fuelled
product tanker Ternsund, which is chartered by
North European Oil Trade (NEOT), directly from the new
Skangas LNG terminal in Pori, Finland last year, the event
represented several historic firsts. It was the first time
LNG was bunkered directly from a terminal in Finland,
as well as in the Baltic Sea. More importantly, it marked
the start of a new era for the Finnish marine market,
providing further assurance that an ample supply of LNG
is available for LNG-propelled ships.
On 4 January 2017, Skangas completed another
significant terminal-to-ship bunkering at its Pori terminal.
Tallinks newbuild LNG-powered fast ferry M/S Megastar
was bunkered with LNG for the first time (Figure 3). For
the ship loading/bunkering phase, Skangas used larger
pumps with a transmission capacity of 250 400 m3/hr.
Smaller pumps with a capacity of 60 150 m3/hr were
also employed. Three weeks later, Skangas bunkered the
Megastar from a road tanker at Helsinkis West Harbour,
just days before its maiden voyage on 29 January 2017. By
fuelling it with LNG, the Megastar, which will carry up to
2800 passengers between Helsinki and Tallinn at up to
27 knots, uses the cleanest available marine fuel and
complies with the ECA regulations.
In areas where LNG is not available at a terminal,
Skangas offers truck-to-ship bunkering along the
Norwegian coast, Sweden and Finland (Figure 5). Skangas
uses hoses that are designed to remain flexible and resist
the cold generated by LNG as it is bunkered. Access to
this service is critical to shipowners, as they decide
whether or not to commission LNG-only newbuild ships
or convert their fleets to dual or triple-fuelled engines
that use a combination of LNG, diesel or MGO.
Ship-to-ship bunkering:
bringing LNG to the sea
The fourth, and perhaps most groundbreaking
development for the marine industry from Skangas, is
STS bunkering (Figures 1, 4 and 6.) It is central to the
companys strategy to offer comprehensive bunkering
services to the marine market, and it is about to become
a reality. As previously mentioned, Skangas recently
conducted its first STS bunker of the product tanker
Ternsund offshore Gothenburg, Sweden (Figure 6).
Although the Coral Energy is a small scale LNG carrier
normally dedicated to feeding LNG to distribution
terminals in Europe not a custom-designed LNG
bunkering vessel Skangas positioned the 15 600 m3
vessel into place alongside the Ternsund, and bunkered
123 t. The operation is a significant milestone,
demonstrating that LNG STS bunkering is a safe,
field-proven alternative for the marine market, just as
it has been for so many years in the oil industry, said
Tommy Mattila for Skangas. Gone are the days when
ships must go to port; LNG will be delivered directly to
them at sea.
Customised LNG vessels to
debut
As the Coral Energy is Skangass primary feeder vessel,
transporting LNG from the tank at the Risavika terminal
Figure 6. STS bunkering of the Ternsund by the Skangas
Coral Energy.
to hubs in ra, Lysekil and Pori, she is in constant
operation. In fact, she has transported 1 000 602 metric t
of energy since she began operating in January 2013.
Her workload is about to lighten considerably, however.
Skangas will boost its bunkering capabilities at sea,
as well its feeder capacity, with not one, but two
state-of-the-art LNG vessels.
By June 2017, the new custom-built 5800 m3 LNG
bunkering vessel Coralius will become Skangass first
vessel dedicated to bunkering at sea, and as a feeder
vessel (Figure 7). The ice-class 1A vessel, which is being
built by the Joint Venture (JV) Sirius Veder Gas AB at the
Royal Bodewes shipyard, will travel within a large
geographic region to supply customers at sea.
By the end of the year, Skangas will welcome a third
vessel, the 18 000 m3 ice-class 1A Super Coral Energice.
Her primary task will be to deliver LNG to terminals in
Tornio and Pori, Finland.
Tornio terminal to open in 2018
While 2017 is set to be a busy year for Skangas, as it
ramps up its at sea bunkering service capability with the
Coralius, Skangas continues to extend access to LNG in
the region. Skangas also owns a 25% share in a new LNG
terminal in Tornio, Finland, which is being constructed
by Manga LNG Oy. This new terminal, which is scheduled
to open in 2018, will bring the Skangas network to five,
making LNG that much more accessible.
The trend to use LNG in the Nordic marine market
reflects a similar shift in the global market. Between
2015 and 2016, the number of LNG-fuelled vessels
operating worldwide rose by 29%, from 75 to 97. There
are also 91 ships on order, according to LNG CASE (Clean,
Available, Safe, Economical) in Shipping early 2017
Update by Gas Infrastructure Europe.
From expanding the LNG infrastructure, and
dedicating resources for LNG bunkering at sea and
delivering onshore, we are actively pioneering the way
forward in this vital market, said Mattila. It took courage
to make these decisions, but our efforts are paying off.
With repeat customers and ongoing requests for our
services from those seeking to convert to LNG, were
confident and excited about the prospects for LNG, and
the role that were playing in it. From where we sit, it is
full steam ahead.
April 2017 21
 DEVELOPMENTS
AT ZEEBRUGGE
Kwinten Standaert and Dirk Nous, Fluxys, Belgium, look at the
development of small scale LNG and bunkering services at the
Zeebrugge LNG terminal in Belgium.

22
 Figure 1. The
ENGIE ZEEBRUGGE
(courtesy of ENGIE,
Mitsubishi Corp.
and NYK).

s emission targets and regulations in transport are

A increasingly getting stricter, the case for LNG as a fuel

for ships and heavy duty trucks becomes more apparent.
Switching from diesel or heavy fuel oil (HFO) to LNG immediately
curbs carbon emissions by up to 30% and NOx emissions by up
to 90%, while both SOx emissions and fine particles become Figure
2. Comm
negligible. However, the challenge in making LNG grow as a the sec
ond jett issioning tests
y. with th
fuel in transport is to develop sufficient supply infrastructure. e Coral
Energy
That is why the Zeebrugge LNG terminal has been diversifying on
into the small scale LNG segment.
Development of small scale LNG activity at the Zeebrugge LNG terminal in
Belgium started in 2010 with two initiatives. For one, truck loading services at the facility
were commercially offered to the market for the first time. The truck loading station was
built in 1995 in order to replenish the peak shaving plant (located 5 km away) with LNG
via truck after its liquefaction unit was dismantled. When the peak shaving plant was
discontinued in 2010 its main function was to balance the gas transport grid at periods
of peak consumption in winter time the truck loading station at the LNG terminal

23
 became available for third party access, and its loading
capacities became increasingly sought after, to the extent that,
in 2017, a second truck loading bay will be constructed.
Current capacity at the first loading bay is at 4000 truck
loadings per year. The LNG transported by truck is destined for
LNG fuelling stations, such as the one located at trucking
company Mattheeuws in Veurne, for remote industry not
connected to the gas grid (providing the possibility to switch
from fuel or propane, for instance, to LNG), or for bunkering
ships using LNG as fuel.
2010 also saw the first LNG ship loading at the facility
with the Coral Methane (7500 m vessel) docking at
jetty number 1. Following this, many other reloadings have
taken place, with large as well as small LNG vessels, always
on jetty 1, which was initially designed for classic LNG vessels,
but is also able to accommodate small LNG vessels equipped
with higher manifolds (with the Coral Methane being at the
lower limit regarding size).
In 2011, with all 110 berthing slots at jetty 1 booked
under long-term arrangements and reloading activity set to
increase, Fluxys decided to add a second jetty enabling the
small scale LNG market to develop. Approximately
200 berthing slots have been booked under long-term
arrangements (10 15 years) for loading small LNG carriers at
the second jetty.
Port of Zeebrugge, UECC and the
Emission Control Area
Zeebrugge is a young seaport with modern port equipment
suitable for the largest ships. The coastal port was
developed into a deepsea port, with an extensive outer port,
and a sealock with an entrance to an inner port. The total
cargo traffic rose from approximately 14 million t in 1985 to
almost 40 million t today. Next to the handling of containers
(clearance for the largest vessels), bulk goods, conventional
cargo, fishery and passengers, the port is involved in
roll-on/roll-off traffic, and handles annually more than
1 million trucks and approximately 2.8 million cars.
The Port of Zeebrugge and many of its shortsea routes to
the UK and Scandinavia are 100% inside of the Emission
Control Area (ECA) of the Baltic and North Sea. This means
that, in this area, the maximum sulfur content of the fuel is,
according to MARPOL VI, limited to 0.1% since 1 January 2015,
and that newly built ships from 2021 sailing in this area will
have to comply with IMO NOx Tier III requirements, pushing
Figure 3. Second jetty at the Zeebrugge LNG terminal.
24 April 2017
down the NOx emissions by approximately 75% compared to
Tier II.
Against this background, United European Car Carriers
(UECC), an affiliate of Nippon Yusen Kabushiki Kaisha (NYK)
and Wallenius Lines, signed a contract in 2014 for the
construction of two dual-fuel LNG pure car and truck carriers.
The first vessel, the ms AUTO ECO, left the shipyard in China
in September 2016 and arrived at Zeebrugge in November. On
21 November 2016, the ms AUTO ECO was christened at the
terminal of International Car Operators (ICO) in the Zeebrugge
inner port. The second vessel, the ms AUTO ENERGY, started
operating on LNG in Zeebrugge in January 2017.
Both vessels are car carriers that can operate both on
heavy fuel and LNG. Initially, the ms AUTO ECO is being
fuelled by truck-to-ship operation, but will be bunkered, as
will the ms AUTO ENERGY, by the ENGIE ZEEBRUGGE
bunkering vessel once it starts to operate from its home port
Zeebrugge.
UECC decided to use LNG-fuelled vessels because of its
smaller environmenal footprint. In light of increasingly strict
emission regulations, LNG offers significant reduction in
particulate matter (PM), sulfur oxides, nitrogen oxides and
carbon dioxides in comparison to other fuels, such as heavy
fuel oil (HFO) and marine gas oil (MGO). LNG is the only
option able to meet both existing and upcoming emissions
regulations. The most demanding regulation on emissions is
the 0.1% sulfur limit in the Northern European ECA, which
came into force on 1 January 2015. UECCs LNG-fuelled vessels
are equipped to meet these strict regulations, as well as those
anticipated in the years to come.
The LNG bunker vessel
The ENGIE ZEEBRUGGE bunker vessel will be the first
LNG bunker vessel to be deployed in Northern Europe,
and is owned by ENGIE, Mitsubishi Corp., NYK, and
Fluxys. The first three of these companies created
Marine LNG Zeebrugge SA/NV, which will charter the vessel
and its operations starting at the beginning of 2017.
The LNG bunker vessel has been built at HHICs
Yeongdo Shipyard in Busan, South Korea, and is equipped to
meet the relevant safety and environment-friendly standards.
It has an overall length of 107.6 m, a beam of 18.4 m, and a
draft of 4.7 m.
The vessel has a gross tonnage of 7403 t and can carry
5000 m of LNG for ship fuel stored at 4 bar in two
International Maritime Organization (IMO) Type C independent
pressurised tanks.
By means of flexible hoses and cranes, the bunkering
vessel can refuel almost 5000 m of LNG at a maximum rate
of 600 m3/hr, without additional charging. The propellers and
auxiliary propulsion units will provide high manoeuvrability
and berthing capability to the vessel. It will avoid the need for
a separate berthing support ship to refuel another vessel on
the sea.
The LNG bunkering vessel will be powered by a dual-fuel
diesel propulsion system integrating twin controllable pitch
propellers and two bow thrusters for high manoeuvrability.
The power plant will burn LNG as fuel, but will also be able to
burn low-sulfur MGO or marine diesel oil (MDO).
Vessels powered by LNG will have a much lower emission
rate compared with other vessels using traditional
petroleum-based fuels. They will emit almost no sulfur oxide
Big LNG expertise.
Also available in small LNG plants.
Air Products has contributed to the success of more LNG operations than
any other company. And we bring our full capabilities to LNG projects of
any scale, from peak-shaving plants producing less than 0.1 MMTPA to
the largest base-load facilities, on land or off-shore. Our LNG team can
help you get a plant up and running at the highest efficiencyon time,
on budget, and in any climate. To learn more, call 1-800-654-4567 (US),
1-610-481-4861 (worldwide) or visit us online.

tell me more
airproducts.com/lngplant

DOWNLOAD OUR FREE

GAS WEIGHT & VOLUME
CONVERSION APP.
2015 Air Products and Chemicals, Inc.
 (SOx) and PM, while nitrogen oxide (NOx) and carbon dioxide
(CO2) emissions will be reduced by up to 80% and 30%,
respectively.
Second jetty: start-up of
operations
As the second jetty in Zeebrugge is designed as a multi-purpose
jetty for LNG vessels from the smallest size (down to size of
2000 m) up to Q-Flex, dedicated features have been foreseen:
z With Zeebrugge located on the North Sea, the tidal effect
is approximately 5 m between low and high tide. Since the
jetty will serve all LNG vessels from the very small up to
Q-Flex, the fender panels selected are narrow and high,
going from low water level up to 8 m above. With regard to
quick release hooks, multiple double, triple and quadruple
hooks are foreseen, in order to offer a maximum of possible
mooring configurations for all sizes of vessels. In all cases,
a ship-shore compatibility study, including an Optimoor
study, needs to be performed, evaluating the loads on the
mooring lines, amounts of lines required, available fender
contact in all possible configurations, etc.
z Two sets of unloading arms are foreseen to serve large, as
well as small, LNG vessels.
For the large vessels, four (three liquid, one vapour)
unloading arms 20 in. are provided, allowing a
(un)loading rate of up to 14 000 m/hr.
For the small vessels, an 8 in. liquid arm with 6 in. vapour
return is foreseen, for a maximum (un)loading rate of
1500 m/hr.
z In order to guarantee that every LNG vessel can be served,
an important overlap in vertical working envelope between
both sets of arms is foreseen.
z With regard to access from the jetty to the ships, two
gangways are provided: a main gangway, and a dedicated
gangway for the small ships, being able to land at deck
level 0.3 m above low water level.
z With regard to the ship-shore link, project decisions had
to be made without full standardisation in place for small
Figure 4. The ms AUTO ECO at the Port of Zeebrugge (courtesy of UECC
and ENGIE).
26 April 2017
LNG vessels. On the high platform with the big unloading
arms, a fibre optic six way connector and a Pyle National
electric 37 way connector are provided. On the jetty deck
level, there is equally a fibre optic six way connector
with a six to two way connector, a Pyle National electric
37 way connector, as well as a Pyle National electric five
way connector.
z The piping interconnecting the second jetty with the
existing LNG terminal consists of a 40 in. (un)loading line,
a 10 in. cold circulation line and a 20 in. vapour line, in
order to be able to load/unload vessels at a rate of up to
14 000 m/hr. These pipes are protected against storms
and waves by a massive wall.
The engineering, procurement and construction (EPC)
process was carried out in two phases:
z Phase 1: construction of the maritime structure
by the Port Authority awarded to CFE-MBG
(September 2011 February 2013).
z Phase 2: LNG topsides and interconnecting piping
by Fluxys awarded to Techint Sener LNG (TSLNG)
(April 2013 October 2016), supervised by Fluxys LNG
and its owners engineer, SacyrFluor.
Ship testing was carried out in four phases during 4Q16:
z On 25 October, the Coral Energy (15 600 m vessel)
moored at the second jetty in order to test the maritime
systems (approach system, quick release hooks, gangways,
ship-shore link).
z On 8 November, the Coral Energy was moored again at
the jetty, this time to perform a successful loading test
through one of the big loading arms.
z On 23 November, the Coral Energy was moored for a third
time, now to be successfully loaded through the small
arms.
z Finally, the Rasgas Milaha Qatar (145 000 m) moored
on 8 December, and successfully performed a classic
unloading operation.
Following these tests, the taking over was
awarded, and the second jetty has been ready for
commercial use since 1 January 2017.
Conclusion
Zeebrugge is located a couple of hours of sailing
away from many ports in Western Europe, such as
Antwerp and Ghent in Belgium, as well as a number
of ports in the UK, France and the Netherlands.
With the small scale LNG services now available
at the Zeebrugge LNG terminal, and with the
ENGIE ZEEBRUGGE LNG bunker vessel starting its
operations in 2Q17, all infrastructure and services
are in place to carry out small scale LNG and LNG
bunkering services, and make LNG a fuel of the
future. Frontrunners have made the decision to use
LNG as the fuel for the future, and it is beyond any
doubt that many others will follow for economical
or environmental considerations, or simply because
legislation demands that they do so.
 A first for
Dan-Erik Andersson, Gothenburg Port Authority, Sweden,
looks at the challenges and execution of Swedens first
ship-to-ship LNG bunkering operation.

SWEDEN
he Port of Gothenburg in Sweden is the largest port At present, one of the main priorities is to offer LNG to the

T in Scandinavia and the gateway to the world for many

sectors of Swedish industry. It is also the location of the
biggest general energy ports in Sweden. The Energy Port in
shipping industry.

Close collaboration with the market

Gothenburg is vitally important for energy supplies throughout
the country. Depots at the Energy Port supply large areas of
Sweden including the whole of western Sweden with petrol
and diesel. There is also extensive product storage in tanks and
underground caverns.
In 2016, approximately 2100 sea tankers called at the port,
and more than 23 million t of crude oil, petrol, diesel and other
energy products were handled. There has been a significant
upturn in recent years in the volume of more environmentally
friendly products passing through the Energy Port in Gothenburg.
In 2008, the Port of Gothenburg first began examining the
potential of LNG as a marine fuel. This decision was reached
based on the realisation that the use of LNG in the shipping
sector offered substantial environmental benefits. Sulfur and
particle emissions are reduced to almost zero, nitrogen emissions
are reduced by 85 90%, and CO2 emissions are reduced by 25%.
The port began discussing LNG as a marine fuel with the
Gothenburg-based tanker companies Trntank, Furetank, lvtank,
Thun Tankers and Sirius. Then, the port commenced discussions
with the authorities to secure an environmental permit and to

Figure 1. The Port of Gothenburg is

the largest port in Scandinavia and
the gateway to the world for a large
proportion of Swedish industry.

27
 ensure the necessary infrastructure was in place to begin handling
LNG.
The dialogue between the Port of Gothenburg and the
authorities resulted in a set of operating regulations for the
bunkering of LNG. These operating regulations were crucial if the
port was to be granted an environmental permit for the handling
of LNG.
LNG bunkering regulations
The bunkering regulations for ships that run on LNG were
produced by the Port of Gothenburg in collaboration with the
Swedish Transport Administration and the Port of Rotterdam (the
Netherlands). The operating regulations were published in 2015.
The regulations allow cargo ships to bunker LNG and are the
first general regulations to be introduced in Sweden. Requirements
governing safety zones, weather, bunker vessels, receiving vessels,
terminals and other aspects are included in the new operating
regulations.
Gothenburg, together with Rotterdam, is one of the first ports
in the world to produce a set of instructions of this nature. The
rules permit bunkering in different ways ship-to-ship (STS), road
tanker, or via a land connection and have been widely recognised.
Both ports in Sweden and in other countries, such as Poland,
China and countries around the Mediterranean, have shown
interest in this, and are formulating their regulations using the
Port of Gothenburgs regulations as a template. Even public
agencies, such as the US Coast Guard, have contacted the port and
are interested in an exchange of experience and knowledge.
First bunkering operation
Trntank Ship Management AB was the first to launch
an LNG-powered vessel in Gothenburg. M/T Ternsund was delivered
at the end of the summer, and began its voyage from the shipyard
in Singapore to Gothenburg. After calling at Rotterdam, the vessel
arrived in Gothenburg on 13 August 2016, where it was presented
to the market and took on LNG.
The bunkering operation took place on 3 September 2016, and
was one of the worlds first examples of STS bunkering of LNG by a
merchant vessel.
Natural gas from the North Sea
The bunkering took place at a protected location just off the island
of Fot at the entrance to the port. During the procedure, the
vessel was supplied with 400 m3 of LNG by the Dutch bunkering
vessel, Coral Energy. The natural gas came from the North Sea and
Figure 2. M/T Ternsund bunkers natural gas at the entrance
to the Port of Gothenburg.
28 April 2017
was supplied by Skangas. Currently, there is no import terminal in
Gothenburg and, on this occasion, the natural gas was collected
from the Port of Risavika in Norway.
One of the challenges during the bunkering was the fact that
the bunkering vessel, Coral Energy, is an LNG carrier and not a
bunkering vessel in the normal sense. Coral Energy and
M/T Ternsund are almost the same length, which meant that the
mooring procedure was completely different compared to if a
smaller, conventional bunkering vessel had been involved.
Before bunkering began, detailed calculations were made and
a mooring plan was prepared to determine how the fenders,
hawsers and ropes should be placed on the two vessels to ensure
they were securely moored to each other. A key factor in STS
bunkering is the weather, which fortunately was reasonable with
moderate winds and some cloud cover. The general conditions
were good.
As this was the first time that Coral Energy had carried out a
bunkering operation of this nature, a tug was on hand to be on the
safe side. Svitzer Gaia was present throughout the whole operation.
The bunkering took approximately five hours, including the
planning and dialogue that took place on site. The crews went
through the pressure, speeds and volumes one last time.
The operation was carried out smoothly and without incident. A
key contributing factor was the set of operating regulations that
were compiled, governing exactly how LNG bunkering should take
place.
More LNG-powered ships to visit
the port soon
Bunkering via Coral Energy is only a temporary solution. At the
beginning of next year, Sirius Shippings new LNG bunkering vessel,
Coralius, is due to be delivered to Gothenburg.
During the coming year, more ships are expected to bunker
LNG on a regular basis at the Port of Gothenburg. Approximately
10 newly built, LNG-powered ships are on their way from the
shipyards, all owned by Swedish tanker companies and all
operating on routes that include Gothenburg. Tanker operators
Terntank, Furetank and Thun Tankers are all due to launch new
ships that will be equipped to run on LNG.
The port is expecting to receive a visit from an LNG-powered
ship once or twice a week next year, and many will also take the
opportunity to bunker in Gothenburg.
Benefits for LNG-powered ships
To encourage more companies to switch to LNG, Gothenburg Port
Authority has introduced a heavy discount on the port charge,
which means that ships that run on LNG will receive a 30%
discount on the port charge when they visit the port. M/T Ternsund
was the first vessel to receive the discount.
The Port of Gothenburg also expects substantial environmental
benefits to materialise from the use of LNG in shipping and
industry.
Conclusion
By putting sustainability issues in focus, ports can create long-term
conditions that help customers and partners grow together with
them. The road to greener transport can be reached through
collaboration, and sustainable growth is more important than ever.
LNG is the fuel of the future and can bridge the gap to other
renewable gases. Therefore, the infrastructure that is invested in
now can also be used in the future when renewable gas is more
widely used than today.
 Jeremy Provost,
TechnipFMC,
France, outlines
the benefits of
dual enhanced
heat transfer
solutions for
LNG plants.

oday, LNG accounts for approximately 2.5% of global energy demand.

T LNG trade as a share of global gas consumption is even predicted to

increase from approximately 10% today to approximately 15% in 2035
within a dynamic natural gas market growing at a rate of 1.8% per year.
This means that, despite the current lull, substantial investment in new
plants will be required in the 2021 2035 period.1 At the same time, the
probability of lower prices exists. Following a fall from approximately
US$16/million Btu in 2014 to approximately US$10/million Btu in 2015, the

29
 Optimisation of the
process scheme
Heat transfer is at the core of any natural
gas liquefaction process. On the warm
side of the heat exchange path, natural
gas, previously cleaned of CO2, heavy
hydrocarbons and water, is cooled from
ambient temperature down to -160C and
then stored in large tanks while waiting
for LNG carriers for worldwide distribution.
On the cold side of the heat exchange
Figure 1. Typical propane precooling cycle and the associated refrigeration path, refrigerants, usually boiling liquids,
cycle. at progressively lower temperatures
remove heat from the natural gas. The
vaporised refrigerants are compressed
and condensed, thereby rejecting the heat removed from
the natural gas to the cooling medium through more
heat exchangers. When several refrigerants are used,
they act in cascade with a dedicated temperature range
for each. Those refrigerants can be pure components
or mixtures, hydrocarbons, as well as inert fluids, such
as nitrogen. The AP-C3MR liquefaction process from
Air Products combines a precooling section using propane
(C3) as refrigerant with a mixed refrigerant (MR) for
the liquefaction. Roughly speaking, the precooling cycle
ensures natural gas cooling down to approximately -35C
while liquefaction operates from -35C down to -160C.
The precooling cycle represents a significant 30 35%
Figure 2. GEWA-PB.
of the total refrigerant compressor shaft power and any
reduction is of interest.
As shown in Figure 1, the main heat exchangers of a
C3 precooling cycle are of two types:
z Propane evaporators, often referred to as the chilling
train, remove heat from the natural gas (also named
feed gas) and from the condensing MR that will be
used in the liquefaction part. Each chilling train is
composed of three to four kettle type heat exchangers
installed in series, typically connected tubesheet to
Figure 3. GEWA-KS. tubesheet.
z A propane condenser, which will transfer heat from
the refrigerant, condensing at high pressure, to the
cooling medium (either water or air).
For a typical 5 million tpy LNG train in a warm
climate, these heat exchangers are large (approximately
250 MW rejected from the condenser), and ensuring good
performance is essential to maintain production in
combination with the massive rotating equipment
(compressors and gas turbines). Efficiency to make them
compact, and robustness to make them reliable, are the
two keywords governing those technologies.

Dual enhanced heat transfer

Figure 4. DIESTA.
revenues of the existing, under construction, as well as
future LNG plants have been severely affected.2 One way
to enable LNG projects with better sustainability is to find
technologies that boost production without impacting the
construction and installation cost (CAPEX) and, if possible,
the operating cost (OPEX).
technology
TechnipFMC has continuously worked to develop
enhanced heat transfer technologies and propose
innovative and sustainable solutions for LNG projects.
The first success was met when the company partnered
with Wieland Thermal Solutions. GEWA-PB (Figure 2)
and GEWA-KS (Figure 3) are two tube technologies for
shell and tube heat exchangers, which are now well
accepted by operators. More recently, an advanced air
cooling solution called DIESTA (Figure 4) has been

30 April 2017
 introduced by including Kelvion to the TechnipFMC and
Wieland Thermal Solutions cooperation.
GEWA-PB
GEWA-PB is the solution dedicated to external pure
light hydrocarbon boiling. The use of dual enhanced
GEWA-PB tubes started with the debottlenecking of
three trains in Qatar followed by the six AP-X mega LNG
trains (7.8 million tpy per train). Numerous projects have
Figure 5. C3 precooling cycle optimised with GEWA-PB and GEWA-KS.
Figure 6. Optimised GEWA-PB and DIESTA combination.
Figure 7. Vacuum gas oil (VGO) cooler heat transfer resistance distribution.
32 April 2017
selected and operated GEWA-PB equipped propane feed
gas and MR chilling trains over the last 10 years and still
do.
Using GEWA-PB dual enhanced tube in the design of
the chillers, the chilling train length can be reduced in
the range of 20 30% for a given temperature approach.
Another benefit, however, is achieved by lowering the
temperature approach to 2C. This reduction results in an
increase of 1% of LNG production.3, 4
GEWA-KS
GEWA-KS is the solution dedicated to
light hydrocarbons condensing externally
with cooling water flowing on the tube
side. The GEWA-KS tube allows an
increase in the shell side condensing
heat transfer coefficient, leading to
a more compact design in identical
operating conditions. Several projects,
such as the six AP-X mega LNG trains, are
equipped with this technology. GEWA-KS
allows the temperature approach of the
propane condenser to be reduced, while
keeping the same layout. Today, up to
5720 km of GEWA-PB and GEWA-KS have
been manufactured and installed.
DIESTA
Dedicated to air coolers and optimised
for propane condensation, DIESTA is
a dual enhanced finned tube jointly
developed by TechnipFMC, Wieland
Thermal Solutions and Kelvion with the
support of the French Agency for Energy
(ADEME) and Total.
This technology combines and
improves the legacy of two technologies:
the enhanced finned tube, so called
Groovy fins, developed by Kelvion, and
the GEWA-PB inner geometry, developed
by TechnipFMC and Wieland.
By proposing an optimised
combination of dimples and grooves,
DIESTA delivers a higher air side heat
transfer coefficient, while limiting the
impact on the pressure drop.
For a propane air cooled condenser, the
air side thermal resistance represents
approximately 60% of the total, but the
tube side still represents 30% and when
the size of the air cooler is 200 m long
by 16 m wide, it is valuable to improve
the tube side heat transfer coefficient.
DIESTA allows this due to an inner
groove dedicated to propane
condensation.
The development programme
included a rigorous test campaign. Tube
to tubesheet connections, a fin pull test,
fouling and cleaning behaviour, etc.,
were all successfully checked and
validated during this development5 following the step
wise approach of API 17N, Technology Readiness Levels
in the oil and gas industry.

Optimised precooling cycle

The precooling cycle is often designed with temperature
approaches that do not reflect the potential of dual
enhanced heat transfer technologies.
A 3C temperature approach is often applied in the
chilling train while a 25C temperature approach is
considered for the propane air cooled condenser. Today,
such approaches are achievable using standard
technologies, such as low fin tubes in the chillers and
extruded or wrapped under tension finned tubes in the
air cooled condenser. Using dual enhanced heat transfer
technologies allows a significant saving in terms of the
size of this equipment, but whereas the CAPEX may be
improved a little, in operations, revenue
(Figures 5 and 6) will remained unchanged.
Reduced temperature approaches with dual
enhanced tubes offer a more sustainable solution by
increasing the production and thus the revenue.
Based on site data collected on heat exchangers Figure 8. Bottom structure and fan ring and plenum
equipped with GEWA-PB, a temperature approach of 2C assembly at ground.
in the chilling trains is achievable. For the air cooler, a
20C temperature approach is also achievable within a
standard layout.
To evaluate the benefit in reducing the temperature
approaches, a case study was conducted6 based on the
following:
z A 5 million tpy LNG train.
z 70 87 MW gas turbines.
z An ambient air temperature of 29C.

The selected combination (2C temperature

approach in the chilling train and 20C temperature
approach for the air cooled condenser) frees up 3%
extra power on the C3 compressor that can be
redistributed between the high pressure, medium
pressure and low pressure MR compressors, directly Figure 9. Erection of the lower part on the pipe rack.
increasing the LNG production by 3%. The 15C
temperature approach results in an
excessively long air cooler bank. Table 1. Summary table of the optimised combination of GEWA-PB and DIESTA
As shown in the last row of the
Reference case Case 1
Table 1, an added benefit is no
increase of the CO2 footprint as Propane evaporators
3 2
temperature approach (C)
the power is not increased. CO2
production per tonne of LNG is Propane condenser approach
25 20
(C)
even decreased by the same figure
of 3%. 7 Propane condenser length (m) 224 252

From study to Propane compression power

75.9 72.1
reality (MW)
When starting the marketing Total compression power
190.1 190.1
of DIESTA two years ago,5 the (MW)
solution was available only LNG production increase (%) Reference +3
for LNG applications. Since
that time, the addition of Emissions reduction (%):
Reference -3%
new surface structures has
Tonnes CO2/tonne LNG
opened up opportunities in

April 2017 33
 non-LNG projects, either for grassroot facilities or for same enhanced finned structure is manufactured. The
revamping/debottlenecking. Some examples of these new analysis of the heat transfer resistance distribution
services include the following: for a VGO cooler (Figure 7) helps determining the
z Quench water coolers for naphtha cracking ethylene gains shown in Table 2.
plants. As shown in Figures 8, 9, 10 and 11, there is no
difference between installing and erecting a DIESTA
z Vacuum gas oil (VGO) distillation coolers for refineries.
air cooler versus a standard one. Firstly, the lower
As one example, a special tube side enhanced part of the steel structure, the plenum chambers and
structure for low fouling and viscous liquids was fan rings are assembled at ground for this forced
developed and successfully installed. On the air side, the draft air cooler (Figure 8). Then, the prepared
structured is lifted and bolted to the main pipe rack
Table 2. DIESTA benefits for the VGO cooler (Figure 9). DIESTA bundles are installed on the top
the structure (Figure 10) to be put finally in operation
Same power consumption DIESTA/standard (Figure 11).
Footprint Identical
Conclusion
Finned area -20%
Dual enhanced tubes are now well established
Weight -4% technologies that can be used to reduce space
requirements or more profitably to increase
Tonne of product/electric kW +14%
production and associated revenues. This is
particularly true for the propane precooling
cycle of LNG plants based on the
leading AP-C3 MR process for which the
combination of GEWA-PB and DIESTA can
provide an increase in LNG production
up to 3% without impacting power
consumption and with a limited impact on
layout.
DIESTA has spread its benefits in other
areas and has been successfully installed in
a refinery confirming the great potential of
the technology for a wide range of
applications.

References
1. BP Energy Outlook, Outlook to 2035
2016 Edition.
2. IGU, 2016 World LNG Report, LNG 18
Conference and Exhibition Edition.
3. PLOIX, B. and LANG, T., Application
Figure 10. DIESTA bundle installation with typical plywood protection of Externally and Internally
plates. Enhanced Tubes for Ethylene
and LNG Services, Hydrocarbon
Processing , (January 2012).
4. PLOIX, B., PERONNET, R., and
GADELLE, D., Increase LNG Plant
Production by Using Dual Enhanced
Heat Transfer Solutions, LNG 17,
(2013).
5. BARITEAU, N., PROVOST, J.,
EL HAJAL, J., and BRAND, K.,
Advanced Air Cooling, LNG Industry,
(May 2015).
6. TIRILLY, V., VALADE, A., MARCHAL, L.
and BUFFET, A., Improvements to
the propane/MR pre-cooling cycle
are neglected source of gains in
performances and LNG train output,
LNG 18, (2016).
7. BUFFET, A., PROVOST, J., and
BRUSSOL, L., Reducing LNG plant
CO 2 footprint by improving the
Figure 11. VGO cooler equipped with DIESTA tubes. efficiency of the C3 MR pre-cooling
cycle, GPA Europe, (2016).

34 April 2017
 AND READY FOR
HIGHER CAPACITY

Austin Szatkowski and Christopher Butler, Air Products

and Chemicals Inc., USA, discuss advances in coil-wound
heat exchanger technology and applications.

A
s the LNG industry has evolved, technological advances have been essential in meeting new
requirements. One of these has been the desire for more production from a single train, which has
been achieved through both design improvements leading to more efficient exchangers, and also
by building physically larger exchangers. LNG production in new geographies presents its own challenges:
from the sub-zero conditions of an Arctic plant, to the hurricane prone plants on the US Gulf Coast, to the
blast and wave loading for floating LNG (FLNG) units. Air Products has introduced solutions to address all of
these challenges, and this article will discuss how these solutions have been developed.

35
 Heart of the plant
All LNG liquefaction cycles require large heat exchangers
in which the natural gas is liquefied. Coil-wound
heat exchangers (CWHEs) have long been accepted
for LNG service for single trains processing more
than 5 million tpy down to relatively small and mid sized
plants of 0.25 million tpy, and more recently for FLNG
plants as well.
CWHEs have a long track record of proven performance,
providing excellent heat transfer in a mechanically robust
assembly. They are proven to have very high availability
and require no periodic maintenance.
The CWHE is where natural gas is cooled, liquefied and
subcooled. Some liquefaction cycles require only a single
Figure 1. Typical three bundle main cryogenic heat
exchanger (MCHE) where natural gas enters the bottom
of the unit and flows up where it is cooled and eventually
leaves at approximately -160C.
Figure 2. The graph shows heat exchanger diameter growth of over 40% since 1975.
36 April 2017
main cryogenic heat exchanger (MCHE) per train, while
others may utilise separate CWHEs to perform precooling
or subcooling duty. Figure 1 shows a typical three bundle
MCHE where natural gas enters at the bottom of the heat
exchanger and flows up where it is cooled and eventually
leaves the heat exchanger at approximately -160C.
Refrigerant flows down the outside of the bundles in the
downwards direction.
Air Products CWHEs contain coil-wound tube bundles
housed within an aluminium or stainless steel pressure
vessel shell also designed to retain refrigerants in the
event of a shutdown. For LNG service, the heat exchangers
may consist of one or more tube bundles, each made up
of several tube circuits. With this type of exchanger, the
different tube circuit areas can be matched to the process
requirements resulting in an efficient and compact design.
The tube bundles are made up of small bore
aluminium tubing, which provides a large amount of heat
transfer surface area in a relatively compact package. Tube
circuits can be designed for feed pressures in excess of
100 barg for greater process efficiency. In a coil-wound
tube bundle, aluminium tubes are wound helically around
a central mandrel or support tube. Successive layers are
spaced apart from one another to provide uniform shell
side refrigerant flow. A single tube bundle may contain
hundreds of kilometres of tubing.
The pressure vessel shells may be manufactured from
aluminium or stainless steel depending on design pressure
requirements and specific application. The shell also
houses the interconnecting piping between the bundles
and internal vapour and liquid management systems. The
outside of the shell is designed to support the platforms
and ladders, the piping, valves and insulation. This
modularised approach is designed to minimise field work
and in response to industry demands. Air Products has
worked with customers and engineering, procurement and
construction (EPC) contractors to successfully implement
several alternative types of modularisation strategies.
A typical MCHE may be as large as 5.0 m in diameter,
55 m high, and weigh 500 t.
Industry
desire for
higher
capacity
The LNG market has
pushed larger production
plants in order to
realise economies of
scale. Air Products has
been able to meet this
need by both increasing
exchanger size and
optimising designs to
increase the production
for a given size
exchanger.
The company has
developed manufacturing
and shipping methods to
support market demand
for larger CWHEs.
Keep Updated

Keep up to date
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the latest
LNG news

For more news visit:

www.lngindustry.com

Figure 3. The graph shows that an increase in the feed pressure over the years results in
increased efficiency and production.
Figure 4. An Air Products MCHE in service showing the completed
platform and piping structures (courtesy of Oman LNG).
Figure 2 shows heat exchanger diameter growth of over
40% since 1975, equivalent to doubling the available heat
transfer area.
Large heat exchangers manufactured at a facility in
Wilkes-Barre, Pennsylvania, US, are shipped by rail to a
dockside facility for loading onto ships or barges for
onward shipment to the customer destination. Over the
years, the company has worked with the railroads and the
relevant authorities to continually increase the rail
shipping limits in order to accommodate larger shipments.
In addition, specialised side shifting rail cars are utilised, reduction in manufacturing disruption due to elimination
which have the ability to shift the exchanger and avoid
38 April 2017
obstacles allowing the
larger diameter CWHEs to
pass.
Port Manatee
manufacturing
facility
In order to keep up with
projected market needs,
Air Products has begun
production at a second
fabrication facility located
adjacent to a deepwater
port in Manatee County,
Florida, US, allowing
the shipment of larger
heat exchangers than
previously possible.
The new facility also
offers the ability to
fabricate larger tube
bundles. The bundles are wound on computer
controlled winding centres (which are like very
large lathes). Port Manatees winding centres have
been designed to accommodate bundles with
larger diameters, lengths, and weights. These new
winding centres include advanced controls and
reporting systems that allow the collection of
data over Wi-Fi for in-process quality assurance,
analysis, and future design and manufacturing
improvement efforts.
The new facility also has higher and heavier
overhead crane capacity and Air Products worked
with an original equipment manufacturer (OEM) to
develop larger capacity transporters, which are
used to move the completed tube bundles from
the winding centres and to support them during
telescoping (insertion) into the pressure vessel
shell sections.
Manufacturing advances
One recent effort to reduce schedules is the
ability to successfully complete dual-sided high
current deep penetration (HCDP) aluminium
welding. While Air Products has been using
single-sided HCDP aluminium welding for many
years, dual-sided HCDP eliminates grinding
and manual welding on the backside of thicker
automatic weldments and improves cycle time
while providing excellent weld quality, which is crucial.
Another advance is the use of computerised
radiography. The companys recent computerised
radiography is faster and has higher resolution, making
interpretation easier and more consistent. Electronic
images can be copied and shared across facilities instantly
with no loss of clarity. Additionally, there are no chemicals
to deal with, which provides an environmental benefit. The
advancements in ultrasonic testing equipment technology
for weld inspections have also facilitated a significant
of the need for the safety requirements associated with
 TURBOMACHINERY & PUMP SYMPOSIA
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Figure 5. An MCHE being moved to the field site in the Arctic Circle.
open-shop radiography for assemblies that are too large to
fit into a specialised radiographic enclosure.
Higher tubeside design pressure
Another factor that affects both the process efficiency and
production capacity for a CWHE is the natural gas feed
pressure. Since natural gas feed is carried through the
heat exchanger tubes, a higher tubeside design pressure
is required in order to achieve these improvements. As the
design pressure increases, both efficiency and production
will increase up to a certain point. Even though there is
not a process efficiency benefit with increasing pressure
after this threshold, there is still the benefit of increased
production from the same size exchanger.
In order to ensure the satisfactory design and
fabrication of CWHEs with higher tubeside pressures,
Air Products has completed a significant amount of
development addressing the integrity and design of all
components, such as the tubing, tubesheets, internal piping,
and associated process nozzles.
Challenging design locations
As the LNG industry has expanded into new geographies,
challenges associated with each of these new locations
need to be addressed. This includes designing for Arctic
conditions with snow, ice and sub-zero temperatures, to
US locations, where the equipment needs to withstand a
Category 4 hurricane, to FLNG, which includes blast and
cyclic fatigue due to wave motion.
In Arctic design, Air Products takes into account the
snow and ice that could build up on the exchangers and
associated platforms during the long winters. Additionally,
the sub-zero temperatures present the challenge of
designing the shipping saddles and lifting equipment to not
be susceptible to low temperature embrittlement and the
resulting fracturing that could occur.
The shale gas boom has driven the development of new
liquefaction projects in the US. The US-based plants
presented their own challenges, including high design wind
speeds. A number of projects are located along the
Gulf of Mexico where it is not uncommon for hurricanes to
make landfall. Therefore, the CWHEs used were designed to
withstand a wind speed equivalent to a Category 4
40 April 2017
hurricane. This requirement
resulted in increasing
pressure vessel shell
thicknesses substantially,
and the need to develop
more robust base designs.
Air Products does not only
design the heat exchanger,
but also the piping and
platforms that attach to it.
The attachment of the
platforms to the pressure
vessel required the
development of a new
design due to the higher
wind speeds to allow a
better transfer of the loads
into the shell without
overstressing the
components. This new design went through testing within
the fabrication facility to make sure that the tight
tolerances required to make it work as designed could be
met.
FLNG applications presented a number of requirements
that did not have to be considered before. The most
significant were designing for significant blast load due to
the compact layout and for cyclic fatigue caused by the
rocking of the vessel due to wave motion. Both of these
design criteria were drivers in the utilisation of stainless
steel pressure vessel shells. While the shell was changed to
a stainless steel alloy, the internal components, such as the
bundles and piping, were able to remain aluminium. This
led to the need to develop a means of transitioning
between the two materials, which include the impact of the
differential thermal expansion that would occur when the
exchanger was operating.
The blast and fatigue conditions for FLNG which helped
drive the need for a stainless pressure vessel also required
the inclusion of an upper guide as a way to reduce loads on
the base support and keep it from being overstressed or
impractical in size for integration. The upper guide is a
crucial component because not only does it need to
interface with the steelwork of the surrounding process
module, but has to do so with tight tolerances in order for
the benefits in reducing fatigue to be achieved. On the
other end of the exchanger, Air Products has developed
several new alternative base designs. The different designs
were developed to enable seamless integration with the
particular module/deck designs for each of the three FLNG
projects in which the company has been involved to date.
Conclusion
The ability to integrate the liquefaction process design,
the mechanical design and the fabrication, shipment
and start-up of the CWHEs leads to an optimisation of
performance and reliability. The improvements achieved
over the decades in manufacturing exchangers have been
steady and significant.
Bibliography
1. MCKEEVER, J., PILLARELLA, M. and BOWER, R., An ever
evolving technology, LNG Industry, (Spring 2008).
 Integrating the
INTERFACE

Luca Chiodetto,
MIB Italiana,
Italy, looks at
the importance
luid transfer systems must ensure safety and reliability

F when interfaced with receiving and delivery facilities.This

article will introduce the main areas of technical interfaces
for LNG ship-to-ship (STS) and ship-to-jetty (STJ) transfer systems
of integrated
system
based on flexible hoses. components in
Close attention to the integration of the various system
components is vital in order to successfully carry out such ensuring safety
operations.
The MIB fully integrated STS LNG transfer package is installed and reliability
on the import and export vessel (floating storage and
regasification unit (FSRU), floating storage unit (FSU) or floating
in LNG transfer
LNG (FLNG) unit) mid-ship manifold piping, typically 16 in. size,
via Y-pieces and/or single reducers, typically down to 10 in. size. A
systems.

41
 common hydraulic power/control unit (HPU) provides a quick
and safe means of isolating and releasing each of the
flexible hoses under adverse or emergency situations.
The package, capable of handling both liquid and vapour
return flows, consists of the following main systems:
z The double ball valve emergency release systems (ERS).
z A set of cryogenic flexible cargo hoses.
z An HPU.
z A remote control panel.
z A set of guide/support saddles with an integrated braking
system for a controlled hose release.
z A set of guide/support saddles without a braking system
for the LNG carrier (or jetty side).
z A positioning system for emergency activation of the
equipment.
One key advantage of the ERS is the fact that it is full
bore, without any interruptions in the fluid flow path. This
Figure 1. Various interfaces involved in a ship-to-ship (STS)
or ship-to-jetty (STJ) LNG transfer.
Figure 2. Emergency release systems (ERS) and saddle arrangement on
FSRU Singapore (courtesy of BW Group).
42 April 2017
ensures that the ERS valve design is suitable to be used at
liquid flow velocities higher than the OCIMF maximum
recommended value. At the same time, its impact on the
whole LNG STS transfer system, in terms of pressure losses,
can be considered negligible. For example, a velocity as high
as 14 m/sec. is acceptable for the ERS and corresponds to a
flowrate of 2554 m/hr for a 10 in. system, which would
produce a pressure loss lower than 0.1 barg.
The integration of the system is achieved by properly
managing the various interfaces (mechanical, electrical and
hydraulic) involved in the transfer operations (Figure 1).
When the operation involves simultaneous transfer on
both the LNG carrier side and the jetty side, the integration is
even more complex. MIB faced this challenge during the
recent development of Bumi Armadas
Armada LNG Mediterrana FSU for the Malta LNG project,
where both STS and STJ LNG systems were provided.
The characteristics of the various interfaces differ
significantly between the two sides of the transfer.
Jetty interfaces
z Permanently fixed hardware on both sides of the transfer.
z Continuous service typically at a low flowrate.
z For this operation, the time is not critical, since the
transfer is continuous.
z Limited operational envelope, since relative movements
between the two sides are limited.
LNG carrier interfaces
z Both permanent and temporary (on LNG carrier) fixed
hardware.
z Service not continuous and required to be performed at
a high flowrate.
z Time is of the essence (as is money) in order to release
the LNG carrier as soon as
possible.
z Wider operational envelope
due to the potential relative
movements between the two
vessels.
These different scenarios require
proper integration of the various
components hereby described.
Emergency release
systems
The ERS ensures isolation and
then release of the flexible hoses
in the LNG transfer line under any
emergency situation in a safe and
reliable way.
It is installed on the main vessel
mid-ship manifold piping and is
hydraulically operated.
Together with hoses and
saddles, the ERS builds up the main
mechanical interface with the vessels and the environment
(Figure 2).
When applied to STS operations, the ERS is required to:
z Ensure isolation and high performance level sealing
either side of the ERS.
z Guarantee a quick and safe separation of the ERS under
all design conditions, especially when iced up.
z Ensure interfaces with other vessel emergency
shutdown (ESD) functions to provide release of the
transfer hoses in any one of a number of scenarios.
z Allow for high flowrates, low pressure losses and avoid
cavitation.
For the sake of extra security, a shear pin is also fitted to
prevent the accidental release of the ERC.
The ERC is designed to break out in excess of 25 mm solid
ice within two seconds of actuation of the hydraulic cylinder.
The release is possible with or without internal operating
pressure and under the maximum force exerted by the hose.
Flexible cargo hoses
The cargo hoses are especially designed for use with fully
refrigerated liquids and vapour down to -196C.
The hoses have been tested and approved according to
EN 13766, the International Maritime Organization (IMO)
IGC Code and EN 1474-2 by several classification societies.

z Be of the lightest possible weight without The guide/support saddles and

compromising safety or integrity of the system.
z Ensure a long service life (typically 20 years or more)
with a minimum maintenance requirement.
z Withstand the cryogenic temperatures associated with
an LNG transfer while taking into account all external
and pressure loads applied.
z Avoid the possibility of locked-in pressure caused by
trapped LNG present in the cavity formed between the
two closed ball valves by self-relieving it, thus avoiding
the need for a block and bleed facility as usually
required with standard pipeline ball valves.
z Have an adjustable closure speed to prevent surge
pressures in the systems.
hose braking system
The MIB package also includes the saddles installed on the
manifold deck for both the export and import vessels. The
saddles provide the support of the transfer hoses in service, as
well as the guidance over the vessel rail of the ERS hose side
valves if released in an emergency.
In the event of a release, the hose and hose end valve will
drop between the two vessels. To avoid rapid speed of free fall,
a hydraulic braking system is included within each saddle (one
brake per hose installed), which will control the descent of the
hose/valve.
The brake is attached to the valve by means of a cable.
After the hose is spooled out its full length, a further excursion
of the vessels will spool it off completely from the brake in

z Self-compensate/accommodate any wear of the valve

seats over a long service period.

Upon activation, the two valves of the ERS suddenly act

as end of line isolation devices, with LNG on one side and
the other open to the atmosphere. The high performance
sealing capabilities required in such a situation are only
available from the ERSs energised, seated ball valves. Such
valves are required by the major operators for dock
installations and, for the same technical reasons, they
should also be the minimum standard for LNG STS
operations.
Each ERS (Figure 3) is complete with two hydraulic
Others simply sell
actuators, one of which is a double acting rack and pinion
you a product
type which operates the ball valves to the open and closed
positions. The ball valve actuator includes a specially
we offer
developed sequence valve to ensure full ball valve closure
a solution.
occurs prior to the activation/release of the emergency
release collar (ERC).
The second is a double acting hydraulic cylinder, which
releases and reconnects the ERC.
The ERC consists of four clamp blocks, linked together
by tie bars, which fit over two tapered middle flanges. Its
strength is based on the requirements of the OCIMF
specification 3rd Ed. 1999. The clamp blocks and tie bars
alves
(commonly known as the collar) are locked into position by LNG Best V 0
5
means of the overcentre locking lever. Attached to the end SERVICE since r1s
of the one of the tie bars is a spring pack, which provides Yea
the force to disconnect the collar even under full internal
OHL Gutermuth Industrial Valves GmbH
pressure, external loads and ice build-up.
Helmershuser Strae 9+12 63674 Altenstadt / Germany
Phone +49.60 47. 80 06-0 Fax +49.60 47.80 06-29
www.ohl-gutermuth.de og@ohl-gutermuth.de
 order to ensure that no hook-up, failing or damage would
occur.
Each saddle (Figure 4) includes the following:
z A cylindrical profile, which ensures that the hoses are
adequately supported.
z Guide frames to ensure the release hose end valves are
allowed free passage over the saddles before dropping
overboard. These take out any effects of torsion in the
Figure 3. ERS double ball valve (DBV) by MIB.
Figure 4. Section of the guide/support saddle with ERS and
hose installed.
Figure 5. Various interfaces managed by the remote control panel.
44 April 2017
hose, as well as prevent sideways movement of the
valves when passing over the saddles.
z A saddle is provided to guide the released half unit
over the FSRU/FLNG ship rail, and the speed of descent
of the hose is controlled by a braking system, which is
mounted inside of the saddle.
z The speed of operation of the ERS (i.e. opening/closure
of ball valves and disconnection of the ERC) is adjusted
by controlling the flowrate of hydraulic oil from the
HPU.
A set of saddles (without a braking system) is provided
for temporary installation on the LNG carrier side during
STS operation. For STJ transfer, the support saddles without
a braking device are normally installed on the jetty side.
Hydraulic power/control unit
The HPU provides the hydraulic power for the operation of
the ERS, and it constitutes the main interface between the
mechanical components and the control system.
It can be pneumatically or electrically operated, and
integrates accumulators to provide the necessary hydraulic
power for both testing and emergency operations also in
case of total black-out of the ship.
Distance sensing system
A distance sensing system is a simple but effective,
three-stage alarm and activation system that monitors the
relative positions of the two STS vessels. Linked to the ERS
control station, it will indicate drift off or excessive excursions
of the vessels to ensure security of the transfer systems.
Remote control panel
The central control room (CCR) panel is supplied to monitor
the status and to provide the emergency release functions
for the MIB double ball valve/ERCs for the LNG transfer
systems.
This key component ensures the integration of the
various elements of the system (Figure 5), but also with the
vessels ESD/integrated automation system (IAS).
Conclusion
The new challenge for any LNG
transfer system supplier is to move
away from purely assembling
the various components to
combining all of them in a fully
integrated scheme, capable of
encompassing and handling
the inherent complexity of any
subsystems. In particular, suppliers
must comply with increasingly
stringent and demanding
requirements in terms of reliability
and safety of any LNG transfer
operation. To achieve this crucial
objective, a multidisciplinary
approach is required, covering
the engineering, manufacturing,
testing, installation, commissioning
and full operational life of such
systems.
 JOINING
FORCES
Derek Thomas, AG&P, USA, explains how partnerships in
small scale LNG solutions will transform Indonesia.

atural gas will be the worlds fastest growing energy source over the next

N two decades through to 2040. LNG represents a key transition away from
coal, heavy fuel oil (HFO) and distillates for a wide range of applications,
such as baseload and peak shaving plants, fuel for industrial plants, and the fuelling
of ships and vehicles. Yet, for all of its potential, moving LNG beyond the large
central hubs in which it is stored presents a new set of challenges for those required
to redistribute and regasify it across geographically dispersed demand centres.
Not only does this require new vessels in the shape of small scale LNG carriers
(generally in the range of 500 50 000 m3), but it also requires innovative thinking
to develop ancillary small scale LNG infrastructure that is safe, efficient, flexible
and cost-effective to meet the needs of a wider range of LNG offtake locations
and customers. Consequently, the LNG supply chain is more complex with a larger
number of interfaces across the chain, necessitating both innovation and partnership
to establish a viable and sustainable distribution network.

45
 Over the past few years, demand for LNG as a clean, reliable
and affordable energy source has increased significantly in Asia.
For example, in Indonesia, the worlds fastest growing LNG
market, the Indonesian government wants to achieve 100%
electrification for its entire population of 260 million people
across 17 000 islands within the next three years, with gas as a
key power source. In a country where 50% of the overall fuel
demand is met through imports, a culture of relentless, robustly
engineered and cost-effective innovation in small scale LNG
transportation is, therefore, vital. To meet these competing
imperatives, project developers will need to work with a range
of partners to develop new technologies and solutions that
improve existing facilities and establish new, smaller scale
facilities to serve both stranded and new markets while
enabling potential future LNG projects to become more robust.
Innovation in small scale LNG
infrastructure is essential
Beyond Indonesia, in countries such as India, Bangladesh and
Myanmar, which have vast coastlines, life-blood river systems
and rapidly growing economies, innovative approaches to the
development of small scale LNG infrastructure will be essential
to supplement non-existent or modest onshore pipeline gas
distribution networks with a virtual marine or riverine LNG
pipeline. This pipeline consists of appropriately sized LNG
Figure 1. AG&P ultra-shallow draft LNG carrier in
2000 8000 m carrying capacities offering a hull design
optimised for shallow water LNG shuttle services to remote
LNG receiving points.
Figure 2. AG&Ps ultra-shallow draft LNG carrier fitted
with Trelleborgs Cryoline floating cryogenic transfer hoses,
allowing for the safe and capital-efficient transfer of LNG in
remote regions.
46 April 2017
transport, storage and regasification assets distributed across
vessel transport corridors in these countries.
Developing the right assets for such a virtual pipeline
demands a scalable and robust approach. While small scale LNG
distribution infrastructure is still in its infancy, some players
have made great strides by creating flexible new solutions for
faster, lower-cost and safe LNG distribution. As an example, in
2016, AG&P designed an ultra-shallow draft LNG carrier in
capacities ranging from 2000 m3 to 8000 m capable of
accessing rivers and shallow harbours with a full cargo of LNG
on board with a draft of only 2 m. A first for the rapidly
emerging small scale LNG infrastructure industry in South and
Southeast Asia, the carrier will act as a work horse for short-sea
LNG milk-run deliveries to locations that offer limited or no
access to conventional vessels, such as the shallow estuarine
and riverine areas and restricted harbours in many areas of
South and Southeast Asia. Unlike other small LNG carriers, the
vessel offers a unique hull design with a reduced waterline
entrance angle that can be ballasted in open water for optimal
trim and speed and then de-ballasted to a 2 m draft when
entering restricted bodies of water. With bow and stern thrusters
and optional dynamic positioning (DP) systems, the vessel does
not require handling tugs. This flexibility makes it suitable for a
range of projects and locations, such as the east coast of Java or
the Ganges River in India, for example.
LNG transfer technology for small
scale LNG distribution
Small scale LNG transfer solutions are essential to meet
emerging demand for the transfer of LNG to and from shore
for terminal loading and unloading, and STS transfer for
break-bulk, bunkering and final delivery to floating storage and
regasification units (FSRUs).
Growing interest in gas for power generation from energy
customers remote from the grid and with limited volume
requirements is also spurring interest in small scale LNG,
notably in the form of coastal gas carriers and regional
distribution terminals. For any new regasification, liquefaction,
terminal, or power plant construction project, reliability, quick
installation and improved operability are all critical factors to
consider. Trelleborgs Cryoline LNG transfer systems enable quick
installation and can significantly reduce CAPEX. Its cryogenic
hose-in-hose technology can negate the need for fixed onshore
infrastructure, an alternative that can be cost-effective for
locations where the development of fixed onshore
infrastructure, such as in India and Indonesias island of Java,
Figure 3. Ship-to-shore transfer from a large LNG carrier
also employing Trelleborgs Cryoline floating cryogenic
transfer hoses; a robust transfer solution.
would be prohibitive owing to difficulties in land permitting This allows for highly efficient delivery of lower cost and
and securing pipeline rights of way. flexible solutions across the LNG value chain in the shortest
possible time with lower capital investment.
Offshore LNG transfer AG&P expects to see more integration in the future where
The loading and unloading of LNG in the offshore expert parties are brought together to drive LNG projects and
environment presents fresh challenges for the gas industry. deliver better economic value.
Floating receiving and distribution terminals and coastal
gas carriers are integral parts of the LNG supply chain. While Note
floating assets offer greater flexibility for LNG storage and The author would like to acknowledge the support of
transfer at distributed demand centres, the highest levels of Trelleborg Oil and Marine for their support with the
safety characteristic of best practice in the oil and gas industry development of this article.
must be adhered to.
Trelleborgs cryogenic floating hoses are operable in all
sea states and are available with inner diameters ranging from
6 in. to 20 in., enabling them to cope with LNG transfer
flowrates of up to 10 000 m3/hr.
The hose is made up of several key components including
an inner cryogenic hose, an outer protective hose, an efficient
insulation layer and an integrated leak monitoring system. The
inner cryogenic hose has been derived from the latest
developments in composite hose technology chosen for its
high flexibility and proven in the oil industry for its suitability
for STS transfer of hydrocarbons between vessels rafted or
dynamically positioned alongside each other. Transfer of LNG
to and from onshore terminals is equally possible with Figure 4. AG&P is a leading integrator of infrastructure
solutions across the LNG supply chain that lower the cost
Trelleborgs Cryoline transfer hoses.
and speed-up the delivery of tolled gas.
In terms of an integrated LNG distribution solution, this
technology, when added to AG&Ps ultra-shallow draft LNG
carriers, ensures safe and cost-effective LNG distribution to
remote areas. Innovative small scale LNG infrastructure such as
this is transforming the LNG landscape in South and
Southeast Asia. However, it is intelligent integration and
partnerships that make such LNG distribution possible and
sustainable.

LNG distribution in the future

With this in mind, in the emerging economies in South and
Southeast Asia, it must be acknowledged that development
of LNG terminal and distribution projects, large and small,
has been slow. This is due to a range of factors, not least a
lack of funding for project developers to invest in the range
of infrastructure that is essential to creating a viable and
sustainable market for LNG in the region.
The integration of solutions, including long-term financing, Figure 5. Trelleborgs Cryoline LNG floating cryogenic hoses
will be key. Through partnerships, an integrator can act as a can be connected to AG&Ps ultra-shallow draft LNG bunker
single point of contact for customers, providing the design, vessel moored offshore, facilitating LNG transfer in shallow
and deeper waters without the need for complex onshore
manufacturing, finance, operations and maintenance of LNG
infrastructure.
distribution solutions across all facets of the LNG supply chain.
 Small scale LNG

DRIVING
INNOVATION
John Lamb, Alpha Process Controls, UK,
explains how the growing small scale LNG
market is leading to technological innovation.

o support the growing prominence of the small scale LNG market, technological

T innovators are developing solutions to ensure that operators can maximise

operational efficiency and meet the business case of investors.
Small scale LNG is playing a significant role in the industry. This has, in part, been
driven by stricter emissions regulations and reduced demand for gas. These issues have led
to large scale operators actively considering the opportunities presented by the small scale
market. This has generated growth in the marine and road transport sectors.
As is the case in any growing and expanding market, the supply chain has an integral
role to play in ensuring the implementation of effective infrastructure and technology that
meets the needs of companies.
In relation to the safe transfer of hazardous chemicals, liquids and gases,
Alpha Process Controls (APC) has been working to provide solutions for the small scale LNG
market.
For instance, the company has developed emergency release collar (ERC) technology for
couplings. This technology is most commonly applied in marine transfer applications and is
available in sizes from 4 in. to 10 in. in stainless steel, offering a range of seal trims to suit
specific applications.
The portfolio features two-stage emergency release cable technology, which enables
the controlled shutdown of internal valves before instigating a coupling separation.

48
49
 Through the controlled shutdown, even at high flowrates,
pressure surges are maintained to a level without compromising
pipework or pumps in the event of a separation.
As a result of the expansion of the small scale LNG industry,
and to solve a significant safety challenge facing the sector, APC
has developed a new solution for the market.
Reducing the load force
Conventionally, small scale LNG transfer applications, including
road tankers to ferry, or jetty to bunkering vessels, have utilised
cryogenic safety breakaway couplings featuring break-bolts.
However, utilising cryogenic breakaway couplings can put
excessive load on the transfer pipework and hose systems.
APCs Cryogenic Emergency Release Collar (CERC) couplings
are designed to reduce the forces on LNG transfer pipework and
hoses that would be experienced through the use of a
conventional break-bolt type coupling.
Typically, the loadings for a break-bolt type coupling can
range from 13 500 Newtons for 1.5 in. (DN40) to 30 000 Newtons
for 3 in. (DN80) compared with 4850 Newtons for CERC couplings.
The coupling is a development of APCs standard cryogenic
breakaway coupling; the only real difference being that three
break-bolts have been replaced by a collar.
A breakaway coupling uses three break-bolts. All of these
have to break before the coupling can separate and seal. In
addition, flanges within the system form part of the castings, and
are not welded onto the coupling to ensure there are no
pressure-containing welds within the technology.
Figure 1. APC operates an in-house cryogenic testing facility.
Figure 2. The APC small scale LNG 2.5 in. coupling (left)
with the 3 in. version (right).
50 April 2017
In contrast, the CERC is released by a simple pull cable that is
shorter in length than the transfer hose. Before the hose reaches
its maximum extension, the cable pulls the collar release
mechanism, causing the collar to fall away and the coupling
separates and seals. This, therefore, minimises the load during the
transfer process, and is activated by a suitable method, such as
pull cable or pneumatics.
The small scale transfer CERC range has been developed in
three sizes: 1.5 in., 2.5 in. and 3 in.
The units were subject to tests in the companys cryogenic
facilities, which hold 2000 litres of liquid nitrogen to
temperatures of -196C. This is below the standard temperature
of LNG of -162C.
As part of the cryogenic testing, side bending loads were
applied to simulate the loading that the CERC would experience
during operation with an LNG transfer hose. This test proves that
the ERC, in comparison to breakaway couplings, is strong enough
to withstand significant bending moments, such as those caused
by the movement of the tanker as a result of weight changes
during transfer, yet has lower break-loads than an equivalent
breakaway coupling.
A stringent pass or fail criteria was put in place to ensure that
there was no deformation of the collar or coupling under the
applied load.
In addition to this, the CERCs are fully pressure tested to a
minimum of 40 bar, or at a level specified by customer
requirements. APC is Pressure Equipment Directive (PED) approved
to Module H, which allows for the self-certification of all its
designs. The ERC coupling, in particular, is approved to Class II.
Conclusion
The influential role of the supply chain across the industry
has never been more pertinent. Profitability in the LNG market
continues to be challenging as prices remain low, which puts an
increased focus on operational productivity and safety to ensure
maximum output from facilities.
The industry has seen the impact on a supressed commodity
price on the offshore oil and gas market and the added pressure
that sector has felt from inefficiencies and poor productivity.
Those particular issues served to create a perfect storm for
the oil industry causing new projects to be shelved and asset
life-extending operations scaled back.
However, the LNG sector has seen how adaptable supply
chain companies can be in the face of market challenges and are
looking to suppliers for solutions that can improve their
operations and control costs, whilst maintaining a clear focus on
safety.
Figure 3. APCs production and testing facility in North East
England.
 Thomas Gttlinger,
Schott, Germany,
outlines the benefits
of glass-to-metal
sealed terminal
header assemblies.

erminal header assemblies supply the pumps and Figure 1. Eternaloc

T expanders inside the cryogenic pressure vessel of

LNG tanks with electricity. To maintain the integrity
of the pressure vessel, the feedthroughs must remain
terminal headers have
proven to remain reliably
gas-tight during 30 years
of maintenance-free
hermetically sealed even in case of an accident. Though performance in more than
small in size, the quality of the component is crucial for 7000 LNG applications.
the performance and safety of the entire facility.
Considering the substantial size of on and offshore
LNG facilities, it may be hard to imagine that a rather
small component can be a weak point. However, the
failure of a terminal header assembly can lead to
performance or even leakage issues. Even in the
mildest cases, this can bring about expensive
downtimes for maintenance. In a more severe
instance, the leakage of flammable boiling
natural gas into the atmosphere could have
catastrophic consequences.

51
 System for safety
Given the importance of safety in LNG applications, the
admission requirements for components are correspondingly
demanding. Each individual component, as well as the completed
assembly, must meet international standards and the applicable
ship classifications or local norms. To simplify the process,
international specialists are increasingly offering complete
systems. These include the header, matching products, type tests
and certifications.
Sealed with compression
By using special glass as a sealant, Schotts Eternaloc terminal
headers avoid potentially critical quality deficits that can be
found in applications using other materials. Unlike ceramics,
which require brazing or soldering, glass can be melted and fused
directly to the metal of the housing and the conductors over the
entire length. Furthermore, unlike epoxy-based materials, glass
is an inorganic, non-aging material, which is highly resistant to
physical and chemical stress.
The properties of the glass used in this sealing process have
been engineered to achieve a specific coefficient of thermal
expansion. When cooled, it contracts to a lesser extent than the
metal body. Thus, the glass-to-metal seal remains constantly
compressed and provides practically unlimited pressure-proof
hermeticity. Each Eternaloc terminal header for cryogenic
liquefied gas is tested for leak-tightness at one and a half times
the design pressure, up to 390 bar.
Complete power package
The companys compactly designed headers are resilient to
thermo-cycling, thermo-shock, and temperature ranges from
-196C to 100C. Three-phase power terminal headers are
designed for voltages of up to 13 800 volts and current ratings of
up to 1500 amperes. Multi-pin control and instrumentation (C&I)
feedthroughs are intended for voltages of up to 28 volts and
current ratings of up to 4 amperes.
The terminal headers are available in single or double seal
variants. In case of a double sealed terminal header, two
Figure 2. In order to unload liquefied gas, the storage
tanks on board an LNG tanker contain powerful electric
pumps. The pumps and their motors are mostly integrated
into a chassis and work completely immersed in liquefied
gas. Eternaloc terminal headers serve as gas-tight isolation
elements that help uphold pressure vessel integrity while
enabling the reliable supply of power and data to cryogenic
submerged pumps, turbine expanders and compressors.
52 April 2017
equivalent but completely separated single seals are hermetically
connected, achieving a double seal (also known as a double
barrier feedthrough). An attuned electrical assembly can also be
delivered: the conduit, cable, junction box and cable gland for
connecting with the external electricity supply, as well as the
cryo-cables for use inside the tank are all included. The complete
assembly provides LNG pumps and expanders working at -162C
with power, control and instrumentation signals.
Competent in certifications
Building on extensive R&D and manufacturing expertise, Schott
has been enhancing its in-house competencies in engineering
and testing, also according to IEEE standards, since the early
1970s. In addition to technical calculations, product design and
simulations, the company has the capability to perform type
testing. These type tests include pressure resistance and leakage
tests, electrical high and low voltage tests and thermal cycling
tests down to cryogenic temperatures.
Besides seeing to it that all application requirements are met,
Schott handles the operational qualification and certification
processes. Eternaloc headers are explosion-proof compliant
according to the international IECEx scheme and European ATEX
directive. They can also be certified in accordance with local
regulations, such as KOSHA for South Korea, CU TR for Russia,
PESO for India and CSA or UL for the US and Canada. Most ship
classification rules are also supported.
Conclusion
Schott Eternaloc terminal header assemblies are designed to
safely transmit electrical power and signals for cryo applications.
They are equipped with glass-to-metal compression seals, which
provide long-term performance and maintenance-free reliability
and remain gas-tight, and pressure and explosion-proof. Both
single and double sealed feedthroughs can be supplied with
matching components from the external power supply to the
pump inside the pressure vessel.
For the approval, each component, as well as the complete
system, needs to be tested and certified. To minimise effort and
risk related to coordinating several suppliers, the company
conducts type testing and qualifying of on and offshore
installations in accordance with international and local standards,
as well as ship classification rules.
Figure 3. Eternaloc terminal headers for LNG applications
are engineered, produced and tested at the Schott facility in
Landshut, Germany. All products can be certified according
to explosion-proof standards (IECEx and local standards
such as ATEX, CU TR or KOSHA, etc.).
 KEEP IT

Michael Schwartz, Eka Software, USA, explains the

importance of software in helping users to simplify and
understand the complexities of the LNG industry.

54
 he energy mix has never been more diverse, so abundant, or used so efficiently. Supply has

T evolved; waves, wind and water have been harnessed to power the world; and previously
unavailable sources of oil, gas and coal can now be accessed.
Just as supply has changed, so have the fundamentals of demand. Despite lingering post-crash
economics, the need for energy remains huge. Global economic output has risen by approximately
50% since 2000 and worldwide demand for energy increased by approximately one-third between
2000 and 2014.

Figure 1. 2015 saw the greatest ever volume

in LNG trade, surpassing the previous
high of 241.4 million t in 2011.

55
 China accounts for approximately half of this growth.
Urbanising populations and expansion of the middle
classes with disposable income, westernised diets and
demand for consumer goods continue to spur demand
for energy in the home and energy needed to produce
and ship manufactured goods.
Beyond the oft-cited Chinese narrative lie more
profound changes. Simple biomass fuels, such as wood
or carbon, accounted for nearly 40% of global
residential energy demand in 2014 notably in regions
such as Africa and India. By 2040, that share will be
drastically reduced, as biomass and wood are replaced
by more efficient fuels, such as natural gas and
renewables.
As a result, global demand for energy is expected to
grow again by 25% between 2014 and 2040 an
increase equivalent to the current energy use in
North America and Latin America.
Natural gas in the energy mix
Despite these significant changes in demand,
approximately 80% will still be met by oil, natural gas
and coal. Reliable, proven, affordable, and available in
the amounts needed to provide for 7 billion people
24 hours a day, the role of traditional fuels is assured in
the medium to long-term.
Figure 2. Worldwide demand for energy rose by
approximately one-third between 2000 and 2014.
Figure 3. The right technology helps LNG companies manage
the complex energy value chain.
56 April 2017
Of these, use of natural gas is expected to grow the
most. Global demand for gas will rise by 50% between
2014 and 2040 twice as fast as demand for oil.
Demand has already been accelerating, in part because
its emissions of CO2 are up to 60% less than coal making
it the cleanest fossil fuel option. According to the US
Energy Information Administration (EIA), the US reduced its
CO2 emissions by 1 billion t between 2005 and 2013 just
by using natural gas in power generation.1
That demand is likely to be boosted by the global
COP21 climate accord. Although the strong message from
COP21 was the need to rebalance energy production in
favour of renewables, the impact of poor air quality on
public health and economic development was also
identified as a near-term challenge and one that favours
natural gas.
Natural gas is also abundant, versatile and
geographically diverse. Some of the most significant
advances in energy technology in the 21st century have
been those that have made the US resources of
unconventional oil and gas economically viable.
As with all fuel types, supply and demand of natural
gas exist in a complex, interactive and often
self-sustaining web. On one hand, increased supply
responds to demand; on the other, it shapes it. With both
subject to sudden shocks or gradual changes from external
factors, the balance between the two is in a constant state
of flux.
These external forces can take many forms, but one of
the most significant is the competing interests of multiple
industries, countries and use cases. For example, projects
show that by 2040:
z China and the US will account for approximately 50%
of global demand for natural gas.
z 30% of electricity generated will be powered by
natural gas.
z The use of natural gas will triple in the trucking
industry.
z Gas will account for approximately 10% of total marine
fuels, up from less than 1% today.
z Heavy industries are likely to derive 20% of their
energy from natural gas and electricity, up from 15%
today
z In the chemical sector, demand for natural gas for
both energy and feedstock is expected to rise by
approximately 50%.
LNG and international trade
The future of natural gas is also dependent on a
continuing ability to trade and here LNG has a significant
role to play. Liquefaction plants, tankers and regasification
terminals enable natural gas to reach markets around the
world, such that nearly half of all growth in global gas
demand is expected to be met through inter-regional trade
of LNG.
Most of the worlds gas exports are likely to be
directed at the Asia-Pacific region, where demand for
energy is growing faster than local production and
almost half of the regions gas demand is likely to be
satisfied by LNG. In its 2016 report, the International Gas
Union (IGU) states that, in 2015, the worlds LNG trade
reached 244.8 million t a y/y increase of 4.7 million t.2 In
fact, 2015 saw the greatest ever volume in LNG trade,
surpassing the previous high of 241.4 million t in 2011.
Thanks to its ability to tap into unconventional
reserves, North America is on track to become the worlds
second largest gas exporter, with Russia and the region
around the Caspian Sea remaining in the top spot (Russia
is a notable exception in the trend towards LNG, with
inter-regional pipeline exports to Europe and Asia
expected to grow to 40 billion ft3/d by 2040).
North American trade has also been aided by the
opening up of the Panama Canal to LNG carriers, and the
creation of a shorter and much safer alternative to the Figure 4. Liquefaction plants, tankers and regasification
traditional Cape Horn routes. By cutting the Atlantic-Pacific terminals enable abundant natural gas to reach markets
travel times, it facilitates even more exports from the US around the world.
to Asia and Australia, greatly aiding the US LNG industry
and its newly constructed export facilities in which affects fleet composition. Furthermore, insurance
Southern Louisiana and the Mexican Gulf. also has to be adjusted to take these new risks into
However, the Panama route also illustrates some of the account. Should the weather on either side of the canal
challenges faced by the international LNG trade. Shorter make traversing the canal or berthing on either side
journey time will help reduce the amount of product lost impossible, then storage costs, port fees, boil-off, and late
to boil-off or evaporation, making contracting for delivery delivery charges come into play.
more accurate. However, for safety reasons, there are
strictly enforced rules about the design of the ships that LNG in a correlated market
carry highly flammable gas under pressure, as well as the LNG also faces a number of the same problems as other
order, spacing and timing of traffic. fuels. Many of the projects that are now coming on
Operators must have the right type of vessel (the stream were initially approved several years ago in a
canals dimensions and depth place limits on tonnage), more favourable pricing climate. Newly available supply
 affects both gas hub and spot LNG pricing, with contract
prices trending downward in the past year driven by the
traditional oil-linked formulas that govern market prices.
So, although 2015 saw the greatest volume of LNG
trade, the decline in oil prices and a growing weakness in
Pacific demand led all global LNG price markers to fall
that year. The average was US$15.60/million Btu in 2014,
compared to US$9.77/million Btu in 2015.
Most notable was the fall in Japanese import prices,
which are primarily linked to oil. Between January and
December 2015, they dropped 78%, while spot prices in
Northeast Asia also fell sharply narrowing the
differential between the Pacific and Atlantic basins, and
causing Atlantic to Pacific trade to decline.
Although there were no new exporters joining the
market in 2015, several plants came online and delivered
their first cargoes. The IGU claims that these new plants
contributed 6 million t of new supply, which was enough
to offset the domestic instability and feedstock issues that
caused a major decline from existing exporters, such as
Yemen, Angola and Egypt.3
These data are just some of the minutiae that underpin
the global LNG trade, and some of the facts that traders
and consumers need to have their fingers on at all time. As
indicated above, the number of risk factors that must be
understood, price signals that must be analysed, and
global trends that must be factored into any buying,
selling or hedging position are as vast and diverse as the
natural gas market itself.
Managing risk factors
A projected recession in Brazil, a potential trade war
between China and the US, and the possible relief of
sanctions against Russia could dramatically alter the shape
of the market. Financial difficulties and related payment
risks from emerging markets, which are both key importers
and exporters, also remain and must be managed.
As the past two years have shown, project economics
can waiver over time, affecting the profitability of
long-term sales contracts. Environmental regulation at
national and supra-national levels may affect
manufacturing, liquefaction and regasification costs, not to
mention the viability of certain shipping routes. The cost
of bunker fuel is subject to, among other things, OPEC
agreements and output controls.
Furthermore, because few LNG projects are built by
single entities, this is an industry of partnerships,
consortia, and lengthy supply chains. The priority of these
partners, their ability to meet contract obligations, and the
credit or counterparty risk they present are also risk
factors. All before considering the macroeconomics of the
situation, the business cycle, changing domestic demand
and competition from other fuel sources.
From macro to micro level, the details that must be
checked, analysed, understood and acted upon are vast.
Any one of these, and numerous other factors, can have a
dramatic impact on margins and eventual profitability.
It is a picture that is too big and too complicated for
the human eye. This is an industry operating in multiple
dimensions, responding to hundreds of stimuli, and
managing thousands of unique risks any one of which
58 April 2017
could trigger a spiraling chain of events with damaging
financial, environmental and reputational consequences.
In these circumstances, only technology that is
specifically developed to manage every aspect of the LNG
business and the energy value chain can hope to create
visibility, order and sense from a constantly moving
picture. Energy trading and risk management (ETRM) and
commodity analytics solutions, such as Ekas ETRM and
Commodity Analytics Cloud, cover all aspects of the LNG
transaction and analytics lifecycle.
The comapnys ETRM is a fully integrated energy trading
and risk management software platform for crude and
refined products, natural gas, natural gas liquids (NGL), LNG,
power, coal, and biofuels, covering trading, risk management,
processing, scheduling, logistics, and accounting. The
platform provides complete control over trading, risk
management, and the supply chain of energy businesses.
Commodity Analytics Cloud extracts data from
disparate sources throughout the value chain internal
systems such as ETRM, CTRM, ERP, CRM, spreadsheets,
smart machinery, and IoT sensors, plus external sources,
such as market curves and weather data. The program
analyses the data using advanced algorithms in Ekas
intelligence engine to deliver business intelligence to LNG
companies, improving efficiency, decreasing costs, and
saving time.
A new geopolitical risk
Of course, the LNG market has just become even more
uncertain and unpredictable. The recent cancellation of the
Trans-Pacific Partnership between the US and key countries
in Asia-Pacific, including Australia, Brunei, Canada, Japan,
Malaysia, Mexico, and Singapore has contributed to this.
The LNG trading landscape is being reshaped.
Even the much-vaunted wall on the Southern border
could change the industry drastically, since the US currently
exports record amounts of natural gas to Mexico via a
pipeline, while Mexico undertakes massive reform that is
already creating opportunities for US energy companies.
The US government has promised to end the war on
coal. This could boost clean-coal technologies, but
challenge natural gas competitive position. The new
government has also expressed support for more oil and
gas production from the US in the pursuit of jobs and
energy security.
How this new pro-business and anti-regulation
environment coupled with unknown changes in trade
policy of one of the biggest net exporters will affect
global LNG, and who will benefit the most, is not yet clear.
What is clear is that in this highly correlated,
interconnected and complex industry, specialist tools that
can handle not just the generalities of international
energy trading, but the specificities of LNG, are essential.
Upgrading ETRM and energy analytics solutions is an
absolute must.
References
1. US Energy Information Administration, Today in Energy,
October 2014.
2. IGU: World Gas LNG Report, 2016 Edition.
3. Exxon Mobil: The Outlook for Energy: A View to 2040.
 CLEAR
communication
Niki Thomas, Quorum Business Solutions, USA, explains how
to improve the customer experience for LNG operations
by streamlining communication between internal
and external users.

ith almost 20 LNG mobile-ready tools that are

W import/export facilities
approved or operating within
North America, and almost as many
currently under evaluation with the
federal government, LNG companies
are working to maintain a competitive
edge in a market that has an oversupply
of product, a surplus in production, and
depressed prices. While many North
American companies are restructuring
their business model from solely import
to a bidirectional model that includes
export capabilities, with the challenging
market and increased competition,
they are also exploring additional ways
to differentiate themselves. Offering
a superior customer experience has
become a key focus.
Improving the customer experience
involves implementing modern, online,
intuitive and easy to navigate.
Users need readily available
information in real-time so that they
can efficiently manage their energy
business.
There is not a standard operating
method for LNG facilities, and they can
be structured in a variety of ways.
However, finding efficient ways to
maintain effective communication with
customers is a key concern. With the
LNG tolling scenario, for example,
facilities engage with multiple external
parties, such as the natural gas shipper,
the LNG buyer, and natural gas liquids
(NGL) offtakers. Managing information
and transactions between all of these
parties and the facility can be
complicated. In the past, spreadsheets
would be used for communicating with

59
 Another example is the
annual delivery plan (ADP),
which is a critical process
used for capacity planning,
forecasting, and customer
lifting programmes. The
ADP is a fluid process and
requires consistent updating
of information through
collaboration among project
participants, such as the
tolling parties. The customer
activity solution tool is
used to receive updated
information from the
customer, as well as provide
an up-to-date view of the
plan. Additional functions
managed through the
customer activity solution
include the following:
z Shipper nominations and
operator confirmations
a persona-based
customer activity solution
can easily manage all
transportation needs to
Figure 1. myQuorum customer activity website (image by Quorum).
drive productivity and
simplify processes. Users
these parties, but by the time the spreadsheets were can strategically adjust operations using personalised
constructed and sent out, the data would be out-of-date or dashboards that provide real-time data and alerts so
overly complicated with multiple parties providing inputs and that day-to-day activities, such as nominations and
needing information. A user-centric, all-in-one, web-based confirmations, are managed quickly and efficiently.
solution was the answer.
z Firm 30-day plan within a 90-day delivery schedule the
An essential requirement for this solution was to ensure
customer activity solution also allows an easy process to
external users, such as the LNG buyers and NGL offtakers,
communicate a 90-day delivery schedule. This method
could have contract implementation and real-time production
uses the ADP as a base each month, and the result is a
information available to them at any point in time. It also
90-day plan taking into account capacity and shipment
needed to have daily and monthly reporting capabilities with
constraints.
a function that allowed for customer feedback. Shippers
needed the ability to submit nominations and receive z Inventory management with required inputs such
confirmations in real-time to manage their daily energy as feed gas receipts, volume, and meter gas flow to
business more effectively. liquefaction, inventory management is more accurate and
Recently, forward-looking plant operators implemented easily maintained within the customer activity solution.
customer activity solutions as their collaboration tool to z Vessel compatibility and acceptance with each ship,
manage communication and information between internal it must be deemed operationally compatible and
and external users. It includes a tailored user experience operationally acceptable to call at the terminal. Through
designed to meet the needs of how, where, and when work the customer activity solution, vessel operators can
activities happen while also integrating third party data into submit specific ship information and documentation
a single location. These solutions provide the critical so that operators can review ship data to determine
information that users need to efficiently run their business compatibility for each dock.
on a daily basis.
In addition to these key functions, the customer activity
The solution solution of choice provides a user-centric experience
A customer activity solution provides a central location commonly known as a persona.
that allows external users to view information and submit
feedback to operators of the LNG facility. This tool can Defining a persona
manage multiple processes. For example, the LNG facility A persona represents a specific user and describes the key
is required to provide annual, monthly, and daily reports functions, behaviours, and mindsets of target users. A persona
regarding the forecasted power load allocations. The is developed around a user and combines characteristics,
customer activity solution automates this process and key goals, and actions of these users with their roles and
makes this information readily available for customers. responsibilities.

60 April 2017
 Personas simplify complex business processes by bringing
multiple workflows together into one cross-functional
experience for the user. They are developed by segmenting
users and then performing extensive research to understand
the actions, patterns, and behaviours of the users. A persona
personalises the workflow based on the role of the user and
prompts the user to take action using role-specific dashboards
that deliver real-time information and alerts. Experts in Heat Exchange since 1920
For example, Quorum Business Solutions has partnered
with LNG companies such as Cheniere, Dominion, and
Freeport to develop personas for key user roles in the LNG SAFEGUARDING
TOMORROWS
industry. Quorum is implementing personas within the
customer activity solution to meet the needs of internal and

RAW MATERIALS
external users. The company interviewed and evaluated
users and stakeholders to develop representative personas,
such as external shipper and cargo scheduler, that combine
workflows, business intelligence, reporting, and data from
Quorum and non-Quorum applications into a single user SUPPLY WITH
experience, providing users with automated business
processes and the information they need, when they need it. TODAYS
Understanding persona value
With the implementation of the persona-based solution,
TECHNOLOGIES
LNG terminal operators are able to improve efficiency
while providing mobility and usability. There is extensive Oil and gas play a signicant role in the global energy
business and user value when utilising a persona-based mix. Kelvion is the experienced partner at your side
solution.
with trendsetting solutions that provide efficient heat
z Increase productivity and customer satisfaction designed
exchange capabilities in production, transportation,
around the users role and responsibilities, productivity
and user satisfaction are enhanced through dashboards, and processing for the oil and gas industry, with
widgets, and dynamic workflows that make adoption outstanding reliability, availability, and an unyielding
self-paced and straightforward. Automated processes, pursuit to cut your life-cycle costs to the core.
streamlined workflows, and simplified tasks also enhance www.kelvion.com
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objectives.
z Reduce user errors and prevent costly mistakes a
properly designed persona brings disparate workflows
together into one experience for the user, which not only
simplifies work, but also reduces errors and prevents
costly mistakes. LNG companies and their customers get
all the information they need in one location, in fewer
clicks, and without the hassle of accessing multiple
systems, screens, and reports.
z Deliver consumer-like experiences to users allows users
to quickly respond to events on their mobile device or
a laptop and at work or at home with a consumer-like
mobile experience that the incoming workforce expects.

Conclusion
As the LNG industry continues to evolve and expand, companies
continually look for new ways to add value and stay competitive.
As with most companies, striving to improve the customer
experience to maximise satisfaction is always a challenge.
The persona-based customer activity solution allows internal
and external users to easily communicate and view pertinent
information by providing a single location for information that
includes user interfaces that are specifically tailored for how
The KBloc is a fully welded
those users perform their roles. The increased usability and the plate heat exchanger with a
ability to utilise all of this functionality on mobile devices not solidly bolted frame which
only streamlines the entire process, but adds value to the overall consists of four columns, top
and bottom plates as well as
customer experience. four side plates and thats
just one of the product
solutions Kelvion offers the
oil & gas market!
62
 s global demand for energy increases, pressure is

A mounting on the oil and gas industry to reduce

emissions. LNG operators, who will be seeking to
maximise output while streamlining efficiencies, can harness
advances in connected technology to drive new revenues
while reducing emissions. This article discusses the move
towards connected infrastructure and how it can reduce risk,
streamline efficiencies and help operators maintain revenue
while reducing emissions.
In April 2014, an unexplained blast at a Williams Co. Inc.
LNG facility in Washington State, US, injured several workers
and forced the evacuation of a 2 mile radius around the
site.

THE DIGITAL
TRANSFORMATION

OF LNG
Stephen Fox, Fluenta, UK,
explains how LNG operators
can utilise advances in
connected technology.

63
 Explosions of this nature are a rare occurrence for LNG
plants and storage sites. However, incidents of this kind
demonstrate the risk of storing significant volumes of gas
near populated areas.
Maximising safety is the central concern for LNG
operators. Advances in connected infrastructure are enabling
more effective monitoring of equipment and increased control
of risk, but remote monitoring capabilities offered by
connectivity extend beyond risk management operators can
use real-time data feeds to maintain revenue while reducing
emissions.
Pass the remote control
Remote monitoring for LNG operators stems directly from
the Internet of Things (IoT) revolution. By connecting
infrastructure directly to the internet, operators can stream,
Figure 1. Engineers boarding an LNG carrier.
Figure 2. A Fluenta engineer calibrates an FGM-160X flare
gas meter.
64 April 2017
collect and analyse data directly from assets in real-time and
from any location.
Improved visibility offered by real-time data feeds enables
better management and optimisation of large scale
operations and allows operators to reduce risk by minimising
the need for on-site engineers. LNG facilities are hostile and
hazardous areas for engineers tasked with maintaining
equipment and collecting data, and the cost of asset
maintenance in these environments is substantial.
When equipment fails, the impact on the business can be
catastrophic. Continuity of plant operation maintains revenue
and good customer relationships. If equipment fails before
remedial action is taken, a complete plant shutdown can
follow. This can easily consume a yearly maintenance budget
in less than five weeks.
Condition-based maintenance (CBM) enabled by remote
monitoring reduces the risk of major equipment failure by
ensuring that any potential problems are identified before a
failure.
CBM involves continuously monitoring the condition of an
asset including its components so that maintenance can
be carried out as soon as there are indications that the device
or one of its components is not functioning correctly. CBM
compares actual performance with average performance, or
with a pre-programmed range. When device parameters stray
beyond acceptable limits, it signals the need for maintenance.
In addition to failing components, CBM data feeds can alert
management if software needs to be changed or updated,
sensors need cleaning because of ice or dirt ingress, or
equipment simply needs calibrating for accuracy.
Data can be collected from on-site equipment and
streamed to a central location for analysis via the internet to
reduce cost and minimise the requirement for on-site
engineers.
Increased gas pressure
The International Energy Agencys (IEA) World Energy Outlook
2014 estimates that global energy demand will increase
by 37% by 2040, with demand for natural gas increasing by
50%.1 As LNG output expands to meet demand, operators
will be mindful of meeting increasingly stringent emissions
reduction targets.
CO2 emissions from routine flaring will be a primary
target for regulators as individual countries meet new
Figure 3. LNG site at Sakhalin Island, Russia.
 obligations under international climate change frameworks,
such as the COP21 Paris Agreement and the World Bank Zero
Routine Flaring by 2030 initiative.
The most recent study on global flaring was conducted by
researchers at the National Oceanic and Atmospheric
Administration (NOAA) in 2015, which used data collected by
the National Aeronautics and Space Administration (NASA)
Visible Infrared Imaging Radiometer Suite (VIIRS) to build an
accurate estimate of global gas flaring. The study estimated
that LNG operations flare 2.86 billion m3/yr of CO2.2
The pressure on operators to reduce emissions is already
mounting. In the EU, the Emissions Trading Scheme (ETS)
which monitors and reports on the emission levels of more
than 11 000 power stations, industrial plants and airlines
across 31 countries requires all operators to report and
measure flare emission levels. Under the ETS, operators are
required to cover all of their emissions with allowances or
face substantial financial penalties.
The EU aims to use the ETS to reduce emissions from all
sectors by a further 21% by 2020, and then 43% by 2030. To
achieve these targets, absolute caps of CO2 emission
allowances are being reduced by 1.74% every year.
From measurement to
management
Historically, operators recorded emissions data locally, before
sending an engineer to collect and transport the data to be
analysed and reported. When assets such as flare gas meters
are monitored remotely, data can be measured and collected
in real-time.
Real-time data collection enables real-time analysis and
flaring data from multiple sites can be connected into a
continuous emission monitoring system (CEMS). Monitoring
equipment installed on local assets transmits information
over the internet in real-time to central servers. Running
software on a central server removes the need to rely on local
machines, reducing cost and the requirement for on-site
human operators. Data storage is also more reliable and
secure as it is no longer dependent on the health and
reliability of an onsite machine.
Collecting, recording, analysing and reporting data
remotely and in real time through CEMS enables operators to
track trends over time, report emissions data to a high degree
of accuracy and minimise carbon tax obligations.
The additional control and visibility that operators gain
over emissions data by integrating remote management
systems can be used to drive new revenues from existing
processes. Take the example of an operator that manages
several flaring systems across a range of sites. Instead of
sending engineers to each site to collect locally recorded
emissions data, the data can be collated and compared in
real-time from every site across a whole operation. Operators
can implement best practices from low-flaring sites in
high-flaring sites, helping to improve overall efficiency and
optimise the flaring process to support continuous
improvement.
When operators stream and analyse data in real-time, they
can clearly see how each site performs over the year. For
example, data that has been collected over several years gives
an operator insight into the impact of seasonal weather on

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 the performance of each of its sites. The operator can then
take predictive action to prepare for similar conditions when
they arise in the future. However, weather that impacts
business the most may only occur every few years. Operators,
therefore, need access to long-term data trends both from
on-site assets and weather data to make predictions as
accurate as possible.
Three digital technologies
transforming LNG
A recent survey by management consultancy Accenture
identified a number of areas that companies in the
Figure 4. The Fluenta FGM-160X ultrasonic flare gas meter.
Figure 5. Internet of Things (IoT) enables remote collection
and analysis of data from remote locations.
66 April 2017
upstream sector of the oil and gas industry are using digital
technologies as a tool to improve productivity and reduce
cost.3 Digital technology offers more insight from data from
improved analytics, which enables companies to make better,
faster and more effective decisions. 80% of respondents
to the survey intend to spend the same amount, more, or
significantly more on digital technology over the next three to
five years.
Mobile technology
Investment in mobility including wearable technology and
drones is driving reductions in cost and improved efficiency
across operations. Often, these technologies can reduce
headcount and the risk to employee safety. Companies are
recognising the potential of increased investment in mobile
technology to offset the financial pressures of depressed oil
prices.
Improved access to data
Big-data and insight gained from analytics is improving asset
management and empowering strategic decision making.
Advances in computer learning and artificial intelligence (AI)
mean huge data sets can be analysed quickly and actionable
insight gained sooner. 36% of respondents are already
investing in big data or analytics, while two-thirds indicated
plans to implement new analytics capabilities over the next
three years.
Cloud-enablement
Cloud has shifted from being primarily an infrastructure
solution, to a platform solution enabling mobility. Cloud-based
computing and managing services are now converging with
real-time data solutions to create a competitive advantage.
Data retrieved from different sites can be compared site
to site, country to country, or process to process to more
effectively manage processes and enable continuous
improvement over time. Best practice can be taken from top
performing sites and implemented across the entire business
operation.
Conclusion
Digital technology has already made an impact on the oil
and gas industry. Connected infrastructure offers operators
even more transformative potential. When fully integrated,
operators will have access to a range of new data streams
and increased insight. This insight will enable more accurate
decision making, as well as reduced risk. Harnessing the
power of long-term data trends will help operators identify
risk, while informing business strategy and supporting
sustainable growth.
References
1. International Energy Agency, World Energy Outlook 2014,
ISBN 978-92-64-20804-9, accessed: http://www.iea.org/
bookshop/477-World_Energy_Outlook_2014
2. Methods for Global Survey of Natural Gas Flaring from
Visible Infrared Imaging Radiometer Suite Data, Energies
2016, 9(1), 14: accessed: http://www.mdpi.com/1996-1073/9/1/14/
htm
3. The 2016 upstream oil and gas digital trends survey,
Accenture, accessed: https://www.accenture.com/
t20160308T081738__w__/us-en/_acnmedia/PDF-9/Accenture-
2016-Upstream-Digital-Energy-Survey-Video-Transcript.pdf
 Calling for

BACK
B ACK UP
U
Kevin Peterson, he Longview Coal-fired Power Plant, located near Morgantown, Maidsville, West Virginia,
Longview Power,
and John T US, was commissioned and entered commercial operation in December 2011. It was
the first greenfield, coal-fired power plant constructed and placed into service in the
northeastern US in over 20 years. At an original budgeted cost of approximately US$2 billion,
Schlosberg, Corban Longview is the largest privately-funded project in the states history.
The plant has a net operating capacity of 700 MW. It employs a first-of-a-kind, advanced
Energy, USA, supercritical, pulverised coal-fired main boiler that is more fuel-efficient than the older
detail how LNG is supercritical and sub-critical boilers found in most current coal-fired generating facilities
throughout the US. Longviews 2016 average heat rate was 8842 million Btu/kWh. This is
used to improve approximately 15% better than the 2015 average for all US coal-fired generating stations. This
operational high combustion efficiency contributes to higher operational efficiencies and translates directly
into lower CO2 emissions.
flexibility in Utility scale, coal-fired power plants require a reliable source of a secondary fuel to perform
a coal-fired plant start-ups and to provide flame stability during transient load operations. For its secondary
fuel, Longview chose natural gas. The main boiler burner warm-up igniters and the auxiliary
power plant. boiler were designed and permitted to use natural gas, and, in 2008, Longview entered into a

Figure 3. Pod 1 ISO LNG

tank containers in the
foreground with Pod 3
in the distance.

67

Figure 1. LNG storage and vaporisation system layout.
Figure 2. Pod 2 675 000 ft3/hr water bath vaporiser.
natural gas supply and transportation agreement with the local
natural gas supplier. Under the terms of the agreement, Longview
paid for, constructed, owns and operates the pipeline that connects
the generating station to the natural gas supply infrastructure.
The local utility gas supplier provides interruptible
transportation service, under a large commercial and industrial
customer, direct service tariff rate. Longview anticipated that during
cold weather events (i.e. when average ambient temperatures are
at or below 40F), the gas supply would be substantially or fully
curtailed. In addition, the regions gas supply infrastructure is being
expanded due to increased local economic development. As a
consequence, Longview was subjected to extended line
curtailments during the summer months. This had a significant
impact on Longviews ability to start up and, at times, change load
(gas igniters in to support mill starts).
Longview is a member of the PJM Interconnection, a regional
transmission organisation that coordinates the movement of
wholesale electricity in all or parts of 13 states and the District of
Columbia. For the 2016 delivery year, Longview participated in the
PJM Capacity Market, which aligns capacity pricing with system
reliability. This provided major motivation to ensure a reliable,
supplemental supply of start-up fuel. So, in 2016, Longview
partnered with Corban Energy Group (CEG) to design and install a
large, modular, LNG storage and vaporisation system. This
modification provides enough start-up gas capacity onsite for two
full cold starts of the Longview facility.
The Longview LNG storage and vaporisation system is
one-of-a-kind, and includes the following attributes and
improvements:
68 April 2017
z 12 UN-T75 ISO LNG tank
containers, each with a combined
liquid storage capacity of
132 000 gal.
z Three LNG vaporisers rated for
continuous service at a total
flowrate of 1.85 million ft3/hr.
z 1200 ft of 12 in. dia.
underground, high density
polyethylene (HDPE) pipeline
to deliver LNG to the plants
existing start-up system.
z Significant feed and pressure
control valves, which allow
pipeline/LNG system crossover
and mixing.
z 1 MW of 480V on-site power.
z Substantial safety interlocks.
z Remote monitoring.
z Enhanced controls and flow monitoring.
The layout of the system shown in Figure 1 is compact, while
providing necessary safety clearances and allowing easy access to
the ISO LNG tank containers by LNG road tankers, used to make
fuel deliveries. Components are organised into three modular
groupings or pods.
The 12 ISO LNG tank containers each have a net capacity of
11 000 gal. They are designed to provide extended holding times
with a net evaporation rate (NER) of less than 0.1% per day. They also
include separate loading and liquid transfer connections, so that the
transfer hoses do not need to be disconnected in order to refill the
units. Both inner and outer vessels are stainless steel. Tare weight is
12 680 kg and maximum gross weight is 36 000 kg. Overall size
conforms to the standard 40 ft, ISO tank container format. The
units are approved, inspected and certified by Bureau Veritas (BV)
and registered by the Bureau of International Containers (BIC).
The three natural gas-fired water-bath vaporisers include two
rated for 675 000 ft3/hr, and a third rated for 505 000 ft3/hr. Each
vaporiser consists of twin, hot water boilers and a custom
fabricated water tank, with a gas tube bundle installed in tank.
Water pumps recirculate 50/50 water/glycol mixtures between
heat exchanger and the boilers. Each system is equipped with a
gas-fired engine-generator set for totally independent service.
Each is fully equipped with the sensors, indicators, alarms, gauges
and integrated control systems needed for safe operation.
This inside the fence start-up capability has been validated to
support Longview operations throughout all seasons of the year.
Its installation has become a key asset in offsetting risks
associated with PJMs Capacity Performance compliance
requirements and the realities of aging and unreliable gas
pipeline infrastructure. Through a combination of staging liquid
supply from storage vessels and adjusting firing levels for the
twin bolers in each vaporisation unit, the system provides
fine-tuned, turn-down contol, when lower heat input is desired for
start-up ramping rates.
Through some outside-the-box thinking, which resulted in an
innovative solution, Longview has secured a reliable, supplemental
start-up gas supply and is well prepared to participate successfully
in the PJM Capacity Performance market.
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 ...ON
15FACTS Europe
In the 17TH CENTURY,
Anglo-
Anglo-Irish ROBERT BOYLE
Europe has a found Boyles law, which served
founded
population of
h e w o rlds as a pioneering landmark in
T
approximately
t m a g azine the liquefaction of gases
743 million people rs
as la u nched
w The worlds largest
G e r m any
in containership is
in 1663 LNG-ready, and operates
b
between Asia and Europe

Travelling between Finland

t visited and Sweden since 2013, the
The mos ination
est Mount
tourist d pe is M/S Viking Grace is the worlds
in Euro RIS
Etna is the rst LNG-fuelled cruise ferry
LAND PA largest
DISNEY Gare du
active The Port
Both the largest volcano in of Nord is
and the smallest Europe Rotterdam Europes
countries in the in the busiest
world are European EUROPE is NETHER railway
LANDS
RUSSIA AND becoming an station
increasingly is the
VATICAN
TICAN CITY largest
ractive
attrac
market for
marke in Europe
LNG
US LN
imports
impor
In 2018, the Port of BARCELONA
is set to provide LNG bunkering
services through Europes rst
At 2294 miles,
the VOLGA is multi-product barge
the longest
river in Europe

The Grain LNG The longest town name in Europe is

terminal has the Lanfairpwllgwyngyllgogerychwyrn-
largest storage drobwllllantysiliogogogoch
capacity in Europe IN WALES
72 April 2017
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