Hamworthy Gas Systems AS
LNG Journal Conference Norshipping 9 June 2005 LNG reliquefaction systems - Why LNG reliquefaction - Concept description LNG regassification systems - Concept description
Hamworthy Gas Systems AS
LNG Journal Conference Norshipping 9 June 2005 LNG reliquefaction systems - Why LNG reliquefaction - Concept description LNG regassification systems - Concept description
The LNG value chain
LNG: a mean for concentrating and transporting energy
Natural gas is the fastest growing energy source Approx. 25% of gas export as LNG LNG world trade growth 15% in 2004 New challenges for LNG transportation
Hamworthy PLC
How do we fit in ?
international operations high technology products and systems total commitment to innovation focus on specialist ships emphasis on system design and integration emphasis on procurement rather than own manufacturing of all equipment 80% of sales for the production and transportation of oil and gas demand is driven by increasing environmental, safety and noise regulation and expansion in world trade and energy transportation more than 40 years delivery reference to gas ships awarded all contracts for LNG reliquefaction systems for QG LNG Carriers with slow speed diesel propulsion system
LNG carriers propulsion system today
Why change ? Low efficiency of turbines high fuel consumption/cost Valuable cargo used as fuel Lack of crew to operate steam turbines Power required by large LNG carriers at boundary of existing turbine design Limited redundancy 2 suppliers
Boil-Of-Gas (BOG) is a result of the LNG warming up during transportation. All BOG now used as fuel in steam turbine propulsion systems. Reliability in existing system considered to be very high. Proven system with low lubrication and maintenance cost
Alternative to to-days practice
BOG reliquefaction system in combination with 2 stroke diesel engine(s) The Moss RS reliquefies BOG and send LNG back to the cargo tanks Results in economical and technical advantages Hamworthy has worldwide rights to the patented Moss RS TM
Slow speed diesel with BOG reliquefaction
High overall efficiency Proven propulsion system with high level of reliability Proven solutions for large LNG C Reduced CO2 emissions Crew availalble Well known technology for shipyards & owners (design, installation and operation)
Twin screw system;
Propulsion redundancy, reduced propeller load, lower power consumption, improved manoeuvrability
Reliquefaction of BOG increase amount of cargo delivered Separate auxiliary generator
NOx & SOx emissions Bunkering for some routes need to be established
27 8. 3 .0 0
high total installed power
LNG Reliquefaction system
Two principle different solutions available for LNG carrier propulsion:
1. Use BOG & LNG as fuel e.g steam turbines, dual-fuel diesel electric, gas engines 2. Use efficient slow speed diesel engines and BOG reliquefaction, sell all LNG loaded onboard LNG level in tanks Maximum Pattern for ships using BOG & LNG as fuel for propulsion
Fuel used during roundtrip (Natural BOG & forced) Additional LNG delivered with Slow Speed diesel and BOG Reliquefaction System
Minimum
Minimum heel required for cool dow n of tanks
Ballast
Laden
Ballast
27 8. 3 .0 0
LNG Reliquefaction system
LNG & HFO prices
7, 00 6, 00 5, 00 $/ mBTU 4, 00 3, 00 2, 00 1, 00 0, 00 199 7 199 8 199 9 200 0 200 1 200 2 200 3 200 4 200 5
Future price difference ??
Japan CI F E U CI F US Henry Hub HFO price
HFO always been competitive compared with natural gas prices in Europe, USA and Japan. Gas price in Europe and USA in average (1994-2001) 110% higher than HFO prices Japanese gas prices has been 160 % of HFO prices The gas prices has increased considerably compared with HFO the last years
27 8. 3 .0 0
Propulsion alternatives & energy consumptions
Best efficiency, Lowest total fuel consumption, Lowest value fuel (HFO) Improved efficiency, High value fuel (LNG or MDO) Improved efficiency, High value fuel (LNG) 30 Lowest efficiency, Highest total fuel consumption, High value fuel (LNG) + HFO
50 40
Source: Man B&W
Propulsion type Slow Speed diesel Diesel electric Gas turbines Conventional steam turbine
Relative energy cons. Main + aux system (%) 66 72 84 100
Example made by shipowner
LNG Reliquefaction system
Slow speed diesel and reliquefaction system (RS) compared with alternatives; Lowest total operating cost (efficient propulsion using HFO, maintenance and lube oil) Additional sale of LNG
Relative increase annual LNG deliveries LNG sales price 3.5 $/Mbtu
4,00 3,50 3,00 2,50 2,00 1,50 1,00 0,50 0,00 % % % % % % % % % Steam turbine
Avg. BOR 0,08%/day Avg. BOR 0,10%/day
4.3 M$ 3.4 M$
5.5 M$
Diesel
Avg. BOR 0,12%/day
Investment level for newbuildings with alternative propulsion; ?? Traditional size vessels, reason to believe steam still lowest. Slow speed diesel and RS competitive, in particular for large LNG Carriers
LNG Reliquefaction system
Environmental impact emission levels
Note;
Entire LNG chain should be taken into account for environmental impact evaluations. Avoid suboptimisation !
60 000 t/year
Source: MAN B&W (150 k m3 LNG C)
27 8. 3 .0 0
Snurrevarden LNG plant - Norway
LNG liquefaction
The feasibility of the Reliquefaction technology to be used onboard LNG C has been demonstrated First free-standing small scale (micro) LNG plant in Scandinavia Hamworthy EPCIC contract with GASNOR for small scale LNG plant LNG production capacity 60 ton/day (2500 kg/hr) Unmanned operation The plant produced first LNG on 15th March 2003
LNG Reliquefaction system
Snurrevarden LNG plant has resulted in awards of LNG RS for LNG Carriers !
----
Onshore plant vs installation on LNG carrier; Main equipment same as for the ships; LNG productioncentrifugal compressor with expander for refrigeration cycle Similar 3 stage capacity 60 ton/day (2500kg/hr) Pre-treatmentboxfeed gas, removal ofexchanger) (not on LNG carriers) Similar cold of type (plate fin heat CO2 & water Storage Feed gas pressure to be reduced no need for low duty compressors tank Same control system principles
CO2 re moval Gas engine H2 O re moval
Cooling cy cle compre ssor Ins trument air & Nitrogen
LPG se pa rator & Gas conde ns ation (LN G)
Snurrevarden LNG plant - Norway
Succesful operation in more than 2 years Unmanned operations Contractual requirement free regulation from 1.670 kg / hr to max capacity 2.500 kg/hr After commissioning: Free regulation from 0 kg/hr up to max capacity Max achieved capacity = 2.831 kg/hr
LNG Reliquefaction system
Process description The system consist of ; Cargo cycle Nitrogen cycle Auxiliary system Different capacities studied; BOG composition Nitrogen 0-30 mol% Methane 70-100 mol% BOG rates (BOR): 0,08- 0,16%/24 hours Boil-off mass flow dependant on BOR & tank size: 2000-11000 kg/hr
Ven t or GCU
LNG Reliquefaction system
General arrangement membrane ship
3 stage centrifugal compressor with expander & el motor BOG compressors Cold box & separator Pre-cooler
N2 reservoir (on roof)
LNG Reliquefaction system
General arrangement Spherical tanks
N2 reservoir Low and high duty compressors 3 stage centrifugal compressor with expander & electric motor
Cold box
Separator
LNG Reliquefaction system
Cargo cycle
Discharge pressure from BOG compressor is 4,5 bar and the BOG is cooled and condensed to LNG at this pressure in a 3-stream plate-fin cryogenic heat exchanger (cold box).
Ven t or GCU
BOG from the cargo tanks (1.06-1.15 bar a) by conventional LD compressors.
To enable stable temp at inlet cold box, BOG is pre-cooled upstream compressors
Non-condensibles, mainly N2, are removed in a separator ( 4,5 bar) and exited to a flare (GCU) or vent mast. Partial reliq (if N2 >12%) results in ; -reduced power req. -tank pressure control From the separator, the LNG flows back to the cargo tanks
LNG Reliquefaction system
Nitrogen cycle (cooling cycle)
The RS system needs to have sufficient capacity to cater for heat ingress to the cargo tanks, vapour header and LBOG piping, in adition to heat introduced by BOG compressors The gas is led to the warm part of the cryogenic H/E where it is pre-cooled (110C) and send to the expander The gas expanded to a pressure of 14.5 bar and temp of 163 C. Gas then introduced into the cold part of the cryogenic H/E where it cools and reliquefies the boil-off gas to LNG.
N2 at 13.5 bar compressed to 57 bar in 3-stage centrifugal compressor with water cooling.
10
LNG Reliquefaction system
RS - Power requirement versus BOG rate (100% C1)
6000 5000 4300 3600 3100 2900 2400
kW
BOG - kg/hr
New concept with 20 % reduction in power consumption now developed
0
BOG compressor
1000
2000
3000
4000
5000
6000
N2-compressor
LNG Reliquefaction system
Redundancy considerations IACS Rules for Redundancy for RS Spare capacity of RS unit, or Auxiliary boiler(s) for BOG, or Gas oxidiser (GCU) for the BOG, or Controlled venting
Different configurations/alternatives 2x100% capacity with 1 cold box 1x100% capacity with gas oxidizer (GCU) QGII ; 2x100% capacity with GCU Different configurations studied for new projects resulting in operational flexibility
G VE NT
+10 0 0 1 - 0 MX A I 2 - 0 MN +10 0 0 1 -0 2 -0 +10 0 0 MX A 1 - 0 MN I 2 -0 +10 0 0 1 -0 2 -0
NT OE I R GN RSRO EEVI R
+10 0 0 1 -0 2 -0 RCCN E Y LI G +10 0 0 1 -0 2 -0
+10 0 0 1 -0 2 -0
B -A S Y S P +10 0 0 1 -0 2 -0 +10 0 0 1 -0 2 -0
1
S C I NHOT U T T R T LE O
TOTANKS
11
LNG Reliquefaction system
Gas combustion unit or thermal oxidizer as redundancy
27 8. 3 .0 0
Dynamic simulation model of RS
Pre-qualification of Hamworthy as a supplier to Qatar Gas involved ; -extensive process discussions -qualifications of our sub-suppliers and development of a Dynamic model. Typical dynamic simulation cases; 1. Start-up from warm condition 2. Normal operation (3.5 t/hr) 3. Stand-by operation 4. Ballast (40% capacity, warm BOG (-40degC)) 5. Normal shut down 6. Emergency shut down 7. Varying N2 content in BOG
12
Dynamic simulation model
27 8. 3 .0 0
LNG Reliquefaction system
Proven or unproven ? The system only use proven components - first class, high quality with extensive reference System Risk
Process/system Low duty compressors used on all LNG carriers status area
Cold box (plate fin heat exchanger) widely used in onshore cryogenic installations. Refrigeration & cargo cycle in has been proven in operation. Analysis concludes 99.98 % availability Approval in principle by several class societies Independant HAZOP/HAZID with owners & class Hamworthy has supplied a small scale LNG plant based on same principles. Operational experience since Mar 2003.
Comfort factors Risk mitigation
13
LNG Reliquefaction system
Summary
Slow speed diesel engines in combination with
reliquefaction system, results in improved economy LNG business is conservative and typical attitude has for a long time been; We do not want to be the first, but first to follow This is now possible ! Expect several alternative propulsion systems to be used in the future. Selection dependant on trade, size of vessels, charterers and owners preference, etc Hamworthy continues improving the system; - Reduced power consumption - Improved redundancy configurations - Improved project execution models
Hamworthy Gas Systems AS
LNG Journal Conference Norshipping 9 June 2005 LNG reliquefaction systems - Why LNG reliquefaction - Concept description LNG regassification systems - Concept description
14
LNG Vaporization/gasification system
Increased import & spot/short term LNG trading in the future Capacity in existing import terminals booked/limited Permission to build new terminals in US/Europe difficult Vaporization plant onboard LNG carriers or Floating Storage Units will not need terminals
Not in my back yard !!
LNG regasification system
Regasification units on; Process/system Floating Storage Regasification Unit (FSRU) permanently anchored receiving LNG from LNG carriers or Shuttle Regasification Vessels overlapping at unloading site in order to ensure continuous send-out
3 alternative Hamworthy systems: Regass unit - Steam based (closed loops) - Seawater, alternatively with steam back-up - Cascade system
15
LNG regasification system
General description of Hamworthys Cascade system
LNG from tanks
Natural gas to pipeline
The 2 stage regasification system is placed on skids on deck. Nos of skids dependant on send-out capacity and redundancy requirements
LNG regasification system
General description of Hamworthys Cascade system
Closed propane loop
1st stage : Booster pump pressurize the LNG before it is heated against propane (-163 -10C)
16
LNG regasification system
General description of Hamworthys Cascade system
Seawater
2nd stage : Seawater used for final vaporization. In cases with low seawater temperature, steam to be used
Cascade LNG regasification system
LNG/seawater heat exchanger Propane LNG/propane heat exchanger (PCHE) LNG in NG out
LNG booster pump 2 Propane / Seawater HX Seawater In Seawater out Propane pump
Compact unit Reduced risk for freezing up the system
17
LNG regasification system
Studies of different type of systems for FSRUs & SRVs with shell & tube type system using; -seawater, -steam, -intermediate media heated by steam or cascade system Pressure & capacity ranges; 40-130 bar 50-1100 t/hr
Cascade LNG regasification system
Joint industry project (Hegh LNG and Hamworthy) test plant of the cascade system
HAZID performed (designer, operator, DNV) DNV technolgy qualification ongoing as part of JIP Test plant to be operational autumn 2005
27 8. 3 .0 0
18
LNG Journal Conference Norshipping 9 June 2005
Thank you for attention
27 8. 3 .0 0
19
