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10 52/2011 Production plant Import terminal (~200 000 m 3 ) Port terminal (~10 000 m 3 ) LNG fuelled vessel Due to the upcoming regulations on sulphur emissions, LNG as a marine fuel has become a more interesting alternative in the last few years. However, in order to become a realistic alternative to today’s oil products, LNG must also be available for bunkering in ports. Hence, an effective infrastructure for LNG is essential in order to make it feasible as a new fuel for the mari- time market. LNG related studies have been an important area at SSPA for many years and a large share of today’s LNG fleet has passed SSPA’s tests and design support. Clients have consulted SSPA for studies and advice on LNG key issues such as terminal layout, port operations, risk analysis, bunkering operations, and infrastructure devel- opment. Among the many on-going LNG projects at SSPA is one that investigates the possibilities of developing a more effective infrastructure for access to LNG for the mari- time market.The aim is to identify potential locations of new maritime terminals for import of LNG to Swedish ports. Location criteria and important parameters In order to find out which of these ports are the most appropriate location of a new LNG terminal, several areas need to be taken into account. Perhaps the most important factor is the strategic geographic location of the port, which includes not only the amount of suitable and interested traffic in the port, but also the possibilities of offering quick, effective and customised bunkering solu- tions to all types of traffic. One of the main parameters that a port must con- sider before deciding to establish a LNG terminal is the available market for bunkering of LNG.The potential maritime market must not only be evaluated on the basis of the current situation, but also with a future perspective in mind. Depending on the political incentives and the outcome of the current discussions on how the future regulations on emissions of SO X and NO X will actually be fulfilled, the number of LNG fuelled vessels may vary. One should also consider that a ship based import of LNG can further improve the supply security and flexibility for other users of natural gas, which are today dependent on a working pipeline network or truck deliv- eries (e.g. industry and land transport). Synergy effects, however, are highly dependent on an effective distribution system on the landside. From big scale to small scale Currently, the most common type of LNG tanker is the import type of vessel, with common sizes in the range of 80 000 m 3 – 260 000 m 3 These vessels are used for large scale import of LNG and they typically travel from producing countries, such as Qatar, to end users in USA, Europe or South Korea.These vessels are too large to be used for import to smaller terminals, and the only terminal planned for in Northern Europe for this type of import tanker is Świnoujście in Poland. Among the smaller LNG tankers, feeder vessels, with sizes between 7 500 m 3 – 20 000 m 3 are becom- ing more common, especially in Northern Europe.These types of vessels are ideal for the smaller coastal and inland waters traffic and they can be used for distribut- ing LNG to smaller terminals in ports along the Swedish coastline. The key issue for maritime use of LNG as a fuel is still bunkering. Onshore installations could be difficult to integrate with a port infrastructure and trucks can only supply smaller amounts of fuel within a given timeframe. Thus, a bunker vessel is most often needed in order to achieve an effective bunkering solution that can provide sufficient amounts of LNG within a reasonable time. Infrastructure development for access to LNG bunkering in ports Edvard Molitor, Project Manager at SSPA, has a M.Sc. degree in Aquatic and Environmental Engineering from Uppsala University. He has previously worked as a Response Adviser for the Swed- ish Coast Guard Headquarters and as a Project Officer for Pollution Response at the Euro- pean Maritime Safety Agency (EMSA). He joined SSPA in 2009 and works in the Mari- time Operations department with marine pollution response, risk analyses, and environmen- tal management. Telephone: +46-31 772 90 02 E-mail: [email protected] IMPORT VESSEL (~150 000 m 3 ) PIPELINE FEEDER VESSEL (~12 000 m 3 ) BUNKER VESSEL (~1 000 m 3 ) TANK STATION TRUCK (~50 m 3 ) An example of a possible transport chain for maritime use of LNG. PHOTO: JOHAN GAHNSTRÖM, REX FEATURES / IBL BILDBYRÅ, KARL- JOHAN RAGGL, JIM SANDKVIST

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Page 1: Infrastructure development for access to LNG bunkering in

10

52/2011

Productionplant Importterminal(~200 000 m3)

Portterminal(~10 000 m3)

LNGfuelledvessel

Due to the upcoming regulations on sulphur emissions, LNG as a marine fuel has become a more interesting alternative in the last few years. However, in order to become a realistic alternative to today’s oil products, LNG must also be available for bunkering in ports. Hence, an effective infrastructure for LNG is essential in order to make it feasible as a new fuel for the mari-time market. LNG related studies have been an important area at SSPA for many years and a large share of today’s LNG fleet has passed SSPA’s tests and design support. Clients have consulted SSPA for studies and advice on LNG key issues such as terminal layout, port operations, risk analysis, bunkering operations, and infrastructure devel-opment.

Amongthemanyon-goingLNGprojectsatSSPAisonethatinvestigatesthepossibilitiesofdevelopingamoreeffectiveinfrastructureforaccesstoLNGforthemari-timemarket.TheaimistoidentifypotentiallocationsofnewmaritimeterminalsforimportofLNGtoSwedishports.

Location criteria and important parametersInordertofindoutwhichoftheseportsarethemostappropriatelocationofanewLNGterminal,severalareasneedtobetakenintoaccount.Perhapsthemostimportantfactoristhestrategicgeographiclocationoftheport,whichincludesnotonlytheamountofsuitableandinterestedtrafficintheport,butalsothepossibilitiesofofferingquick,effectiveandcustomisedbunkeringsolu-tionstoalltypesoftraffic.

Oneofthemainparametersthataportmustcon-siderbeforedecidingtoestablishaLNGterminalistheavailablemarketforbunkeringofLNG.Thepotentialmaritimemarketmustnotonlybeevaluatedonthebasis

ofthecurrentsituation,butalsowithafutureperspectiveinmind.DependingonthepoliticalincentivesandtheoutcomeofthecurrentdiscussionsonhowthefutureregulationsonemissionsofSOXandNOXwillactuallybefulfilled,thenumberofLNGfuelledvesselsmayvary.

OneshouldalsoconsiderthatashipbasedimportofLNGcanfurtherimprovethesupplysecurityandflexibilityforotherusersofnaturalgas,whicharetodaydependentonaworkingpipelinenetworkortruckdeliv-eries(e.g.industryandlandtransport).Synergyeffects,however,arehighlydependentonaneffectivedistributionsystemonthelandside.

From big scale to small scaleCurrently,themostcommontypeofLNGtankeristheimporttypeofvessel,withcommonsizesintherangeof80000m3–260000m3ThesevesselsareusedforlargescaleimportofLNGandtheytypicallytravelfromproducingcountries,suchasQatar,toendusersinUSA,EuropeorSouthKorea.Thesevesselsaretoolargetobeusedforimporttosmallerterminals,andtheonlyterminalplannedforinNorthernEuropeforthistypeofimporttankerisŚwinoujścieinPoland.

AmongthesmallerLNGtankers,feedervessels,withsizesbetween7500m3–20000m3arebecom-ingmorecommon,especiallyinNorthernEurope.Thesetypesofvesselsareidealforthesmallercoastalandinlandwaterstrafficandtheycanbeusedfordistribut-ingLNGtosmallerterminalsinportsalongtheSwedishcoastline.

ThekeyissueformaritimeuseofLNGasafuelisstillbunkering.Onshoreinstallationscouldbedifficulttointegratewithaportinfrastructureandtruckscanonlysupplysmalleramountsoffuelwithinagiventimeframe.Thus,abunkervesselismostoftenneededinordertoachieveaneffectivebunkeringsolutionthatcanprovidesufficientamountsofLNGwithinareasonabletime.

Infrastructure development for access to LNG bunkering in ports

Edvard Molitor, Project Manager at SSPA, has a M.Sc. degree in Aquatic and Environmental Engineering from Uppsala University. He has previously worked as a Response Adviser for the Swed-ish Coast Guard Headquarters and as a Project Officer for Pollution Response at the Euro-pean Maritime Safety Agency (EMSA). He joined SSPA in 2009 and works in the Mari-time Operations department with marine pollution response, risk analyses, and environmen-tal management.Telephone: +46-31 772 90 02E-mail: [email protected]

IMPORT VESSEL(~150 000 m3)

PIPELINE

FEEDER VESSEL(~12 000 m3)

BUNKER VESSEL(~1 000 m3)

TANK STATION

TRUCK(~50 m3)

An example of a possible transport chain for maritime use of LNG.PHOTO: JOHANGAHNSTRÖM,REXFEATURES / IBLBILDBYRÅ,KARL-JOHANRAGGL, J IMSANDKVIST

Page 2: Infrastructure development for access to LNG bunkering in

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52/2011

Geographical and technical conditionsThemostimportantgeographicalissueis,ofcourse,thelocationoftheportinrelationtothetrafficandthepotentialmarket.However,fairways,turningareasandportlayoutarealsoveryimportant,toterminaldesigninordertoreachareasonablelevelofsafety.Tocomplywiththeexistingregulationsandrecommendations,itisimportanttotakeintoaccounttheinteractionwithotheractivitieswithintheport,andtooptimisetheportlayoutanddesigninthesurroundingarea.ThisisparticularlyimportantsinceLNGhandlingispotentiallydangerousworkandthereforerequireshighlevelsofoperationalsafety.

Technical solutions and continued record of safetyDespitethemanyrisksandconsiderationsthatneedtobeassessed,LNGhasneverthelessprovedtobeasafechoiceoffuelandthroughoutthehistoryofmaritimeLNGtransport,therehavebeenfewincidentsandalmostnoaccidents.Onemustrememberthough,thatLNGisstillahazardoussubstanceandthesafetyrecordisthustheresultofstringentsafetyefforts,whichhavecontinu-

ouslysurroundedthehandlingofLNGinmaritimebusi-ness.Continuingthisrecordofsafehandlingisofutmostimportanceandthiscanonlybeachievedthroughriskawareness,operationaltraining,adequatesafetydistancesduringbunkeringprocessesandwellpreparedcontin-gencyplansonalllevels.

Future development and challengesWithcontinuedeffortstominimizethepotentialrisksandawellplannedinfrastructureforeffectiveaccesstoLNGinSwedishports,LNGhasallthepotentialtobecomethenumberonechoiceoffuelforthemaritimemarket.SSPAisavailabletofurthersupportthedevelop-mentofasafeandefficientLNGinfrastructureforthemaritimemarket,andSSPAcanhandleallsortsofchal-lengesregardingLNGdevelopment,includingconflictinginterests,developingpotentials,optimisationoflogistics,terminaldesignandoperationalsafety.

Edvard MolitorJohan Gahnström

Johan Gahnström, Project Manager at SSPA, B.Sc. Nautical Science from 1987, holds an unrestricted master license. Capt. Gahnström joined SSPA December 2010 after being involved in the setup of a new LNG terminal in Soyo, Angola. Before that he was working in Ras Laffan, Qatar and Swedish Maritime Ad-ministration. His background includes work with LNG, VTS, marine piloting, management and cargo control.Telephone: +46 31 772 90 04E-mail: [email protected]

Infrastructure de-velopment for access to LNG bunkering in ports.ILLUSTRATIONBYCOURTESYOFKRISTIANWIDÉN/TRANSAS

Artist impression of the oil harbor and berthed vessel next to the planned LNG terminal in Gothenburg.ARTIST IMPRESSIONBYCORTESYOFLNGGOT


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