This document summarizes Mukes Gupta's presentation on floating liquefied natural gas (FLNG) and compressed natural gas (CNG) transport. It discusses how FLNG and CNG can transport gas from offshore fields by avoiding the need for undersea pipelines. CNG transport involves compressing gas into ships at high pressure, while FLNG involves liquefying gas into ships. CNG has a lower capital cost but can only transport smaller volumes, while FLNG has a higher cost but can transport larger volumes over long distances. The document compares the costs and applications of LNG, CNG, and gas-to-liquids (GTL) technologies for transporting offshore natural gas to markets.
Learn about the basics of compressed natural gas (CNG) and liquefied natural gas (LNG) as transportation fuels. A presentation will be made from station installers and users of LNG. Lastly, hear about current incentives for fleets when purchasing CNG or LNG vehicles.
Natural Gas Now - Jim Harger, Clean Energy FuelsWestport
Fuel provider Clean Energy’s Jim Harger on infrastructure—fuel availability is key for fleets. Learn about the resources that are helping fleets transition to natural gas.
Learn about the basics of compressed natural gas (CNG) and liquefied natural gas (LNG) as transportation fuels. A presentation will be made from station installers and users of LNG. Lastly, hear about current incentives for fleets when purchasing CNG or LNG vehicles.
Natural Gas Now - Jim Harger, Clean Energy FuelsWestport
Fuel provider Clean Energy’s Jim Harger on infrastructure—fuel availability is key for fleets. Learn about the resources that are helping fleets transition to natural gas.
Fuel efficiency optimization of tanker with focus on hullPradeep Jagdale
Fuel efficiency optimization is of crucial importance in industries. Marine transportation industry is no exception. Multi-disciplinary optimization is a branch of engineering which uses optimization methods for solving problems in which the objective function is simultaneously affected by several different factors. As one of the tools for this type of optimization, genetic algorithm has a high quality and validity.
The objective of the present study is to optimize fuel efficiency in tankers. All presented equations and conditions are valid for tankers.
Fuel consumption efficiency of tankers is a function of various influential factors. Given the lack of equations for describing and modeling these factors and unavailability of valid performance database for inferring the equations as well as the lack of literature in this field, the preset study includes five optimizing factors affecting the fuel consumption efficiency of a tanker in genetic algorithm by using the genetic algorithm toolbox of MATLAB software package.
Super majors have heavily invested in extraction and liquefaction projects; LNG shipping has received too little attention. Most of the players are developing gas extraction and liquefaction plants in key producing countries and regasification facilities in key consuming countries to secure gas reserves and gas distribution, especially to the Atlantic and Pacific Basin. Complex long terms contracts are also decreasing to give space to new short terms contracts in order to improve flexibility in distribution and allow benefits from market opportunities. The LNG demand is now getting higher than supply in targeted countries with extensive capacity of development.
Liquefied Natural Gas (LNG) Life Cycle; LNG a safe fuel? ; Quality of LNG ; Sales LNG/Gas Specifications ; NATURAL GAS VALUE CHAIN; LNG TRANSPORTATION; Global Movement of Natural Gas; Movement of Natural Gas; Movement: Pipelines and Storage; Natural Gas Infrastructure: Pipeline Systems; Types of Pipelines; Offshore Pipelines; Movement: LNG; Liquefied Natural Gas (LNG); LNG Markets (R)evolution; LIQUEFACATION; REGASIFICATION; PIPELINE NETWORK; Revolutionary LNG Technologies: FLNG and FSRU; FLOATING LNG (FLNG); FLOATING STORAGE AND REGASIFICATION (FSRU); Global Natural Gas Trade; Natural Gas Price Formation; Liberalizing Market Dynamics; Natural Gas Contracts
Fuel efficiency optimization of tanker with focus on hullPradeep Jagdale
Fuel efficiency optimization is of crucial importance in industries. Marine transportation industry is no exception. Multi-disciplinary optimization is a branch of engineering which uses optimization methods for solving problems in which the objective function is simultaneously affected by several different factors. As one of the tools for this type of optimization, genetic algorithm has a high quality and validity.
The objective of the present study is to optimize fuel efficiency in tankers. All presented equations and conditions are valid for tankers.
Fuel consumption efficiency of tankers is a function of various influential factors. Given the lack of equations for describing and modeling these factors and unavailability of valid performance database for inferring the equations as well as the lack of literature in this field, the preset study includes five optimizing factors affecting the fuel consumption efficiency of a tanker in genetic algorithm by using the genetic algorithm toolbox of MATLAB software package.
Super majors have heavily invested in extraction and liquefaction projects; LNG shipping has received too little attention. Most of the players are developing gas extraction and liquefaction plants in key producing countries and regasification facilities in key consuming countries to secure gas reserves and gas distribution, especially to the Atlantic and Pacific Basin. Complex long terms contracts are also decreasing to give space to new short terms contracts in order to improve flexibility in distribution and allow benefits from market opportunities. The LNG demand is now getting higher than supply in targeted countries with extensive capacity of development.
Liquefied Natural Gas (LNG) Life Cycle; LNG a safe fuel? ; Quality of LNG ; Sales LNG/Gas Specifications ; NATURAL GAS VALUE CHAIN; LNG TRANSPORTATION; Global Movement of Natural Gas; Movement of Natural Gas; Movement: Pipelines and Storage; Natural Gas Infrastructure: Pipeline Systems; Types of Pipelines; Offshore Pipelines; Movement: LNG; Liquefied Natural Gas (LNG); LNG Markets (R)evolution; LIQUEFACATION; REGASIFICATION; PIPELINE NETWORK; Revolutionary LNG Technologies: FLNG and FSRU; FLOATING LNG (FLNG); FLOATING STORAGE AND REGASIFICATION (FSRU); Global Natural Gas Trade; Natural Gas Price Formation; Liberalizing Market Dynamics; Natural Gas Contracts
AIDS organizing, bureaucracy and state relationsAlex McClelland
Gary Kinsman is a long-time queer liberation, AIDS, anti-poverty and anti-capitalist activist. He has been involved in the AIDS Committee Of Toronto, AIDS ACTION NOW!, the Newfoundland AIDS Association the Valley AIDS Concern Group and is currently involved in the AIDS Activist History Project, http://www.aidsactivisthistory.ca/. He is the author of The Regulation of Desire, co-author (with Patrizia Gentile) of The Canadian War on Queer, and editor of Whose National Security?, and Sociology for Changing the World. He is also the author of "Managing AIDS Organizing" and "'Responsibility' as a strategy of governance: Regulating people with AIDS and Lesbians and Gay Men in Ontario." His website Radical Noise is at http://radicalnoise.ca/ He recently retired from teaching sociology at Laurentian University on the territories of the Atikameksheng Anishnawbek nation.
More here: http://aidsorganizing.ca/
Where do we go from here? Linking community organizing, people living with HI...Alex McClelland
Over the last 22 years Anne Marie has worked on issues related to people in prison in Canada. Her work has been driven from a harm reduction and anti-oppression framework and has had a strong focus on women, street involved people and people living with HIV & HCV. Anne Marie has been working for PASAN (Prisoners’ HIV/AIDS Support Action Network), http://www.pasan.org/, for 19 years and has been their Executive Director for over 11 years.
Anne Marie has presented to the Canadian Human Rights Commission on Women in Prison, at workshops and forums on Criminalization of HIV Non-Discloser and on CBC Radio on Harm Reduction and HIV/AIDS. Anne Marie has a Masters Degree in Social Work and has also written many articles and opinion pieces on HIV/AIDS and prisons. She is the co-author of the study "Unlocking Our Futures: A National Study on Women, prisons, HIV and Hepatitis C (2003) and has worked on preserving the human rights of people in prison for many years. Anne Marie has serviced on the Board of Directors for HALCO (HIV/AIDS Legal Clinic of Ontario) and of APAA (Africans in Partnership Against AIDS).
More here: http://aidsorganizing.ca/
Global Trend & Perspective on LNG - Lng World Summit Doha 2011Mukesh Kumar Gupta
I was a speaker in LNG World summit held in Doha recently (Nov-2011) & my topic was Global trends and perspective on LNG Development. Pls. find copy of presentation for your info.
This is presentation given by PG&E representatives about a large Liquified Natural Gas (LNG) project being developed in Felton, CA. This project is one of the largest ever developed in the industry.
Update on progress of the use of innovative technologies by large ocean going vessels LNG as fuel. Presentation of LNG bunkering challenge and new technologies. Displaying the instrumental role of Bureau Veritas in the adoption of LNG as fuel by the Industry.
Cryogenic Vessel Alternatives' Kegan Kavander and Emerson's Nicole Rundlett won the best of conference presentation in the Instrumentation Flow track at the 2011 Emerson Exchange conference in Nashville, TN USA.
Their abstract: The LNG market has increased dramatically over the past several years, and developing systems to handle custody transfer transactions in remote areas is a key to the market's success. Cryogenic Vessel Alternatives has developed an LNG dispensing trailer which allows for the transport and eventual sale of LNG to remote areas.
Accurate metering of the LNG is facilitated through the use of a Micro Motion CMF100 which has been designed specifically for cryogenic applications. Using the sensor's diagnostics, customers are ensured of being billed for LNG in an all liquid state.
Giovanetti Federico - Medium & Heavy Trucks Product Management - IvecoWEC Italia
Slides presentate a Roma il 21 gennaio 2014 in occasione del Workshop "L'Impiego del gas naturale liquefatto (GNL) nei trasporti stradali. Normative, Standard e Tecnologie" promosso da @ConferenzaGNL, un progetto a cura di Symposia e WEC Italia - TWITTER #GNL
Sea NG - Small Market Gas Project DevelopmentLyndon Ward
Hundreds of coastal and island power markets are not connected to sources of natural gas delivery. Marine CNG enables industrial and power customers to reduce reliance on liquid fuels like HFO or Diesel and switch to cleaner burning natural gas. Marine CNG is an ideal alternative to LNG for Oil and Gas producers seeking to monetize associated gas from oil production.
Sea NG is a energy project development company connecting gas reserves with regional energy markets. Sea NG is an energy project development company connecting gas reserves with regional energy markets.
Supporting an lng fuelled marine industry future across the entire gas value ...Wärtsilä Marine Solutions
This presentation was given by our Gasbassadors Anil Soni & Mattias Jansson at an LNG bunkering seminar in Langfang, Hebei. It was hosted by ENN , SGMF & CCS. Sponsored by Wartsila & GTT.
In this presentation, they presented the different challenges that the offshore industry is facing & how LNG technology offers a viable option in these challenging markets.
Deswik-IPCC2013 Presentation-Scenario based analysis of IPCC trade-offsDeswik
This presentation was delivered by Deswik at the I-M Mining IPCC 2013 conference on 14th October 2013.
The presentation outlines a recommended approach for assessing the viability of In Pit Crushing and Conveying (IPCC) for mining operations. The key point is that modelling MUST include both the proposed system as well as other conventional fleet areas of the mine, modelled as a single system. This allows identification of system interactions and fatal flaws that are evident only in a combined mine plan model.
In previous years multiple presentations called for development of mine planning software that is capable of effective IPCC planning. Deswik commenced work in February 2013 on addressing this need, and have formed a partnership with industry experts RWE to ensure the result is fit for purpose. This presentation illustrates techniques that use the first results of this endeavour.
The move toward using liquid natural gas (LNG) as a propulsion fuel is continuing to gain momentum as new environmental regulations are enacted and facilities are expanded. LNG propulsion holds the potential to disrupt the largely value chain of maritime and similarly commoditized fuel industry. As such, LNG propulsion is enjoying high awareness across the industries as established positions in the market may be challenged and convergence may enable entirely new key players. This may facilitate a new business eco-system of independent entities.
However, due to imposed regulations from IMO and MARPOL, a need for technologies to clean or eliminate vessel propulsion exhaust has emerged. Though promising prospects, LNG propulsion is fairly an infantile technology in shipping, i.e. progress is needed in infrastructure facilities and bunkering etc., in order to further build and mature the market. Despite a need for extensive modifications to retrofit LNG in vessels, it is an attractive compliance option.
Europe yards have already somewhat proven track record, while Asian yards are rapidly mobilising to accommodate the rising demand. LNG propulsion has developed steadily over time and is to this day applicable across large variety of engine types. Of the key engine manufacturers especially Rolls Royce, Wartsilla, and Man Diesel are active in the market and already produce a variety of commercially proven models.
This reports majorly seeks to present the compliance options for fuel industry, namely, the use of low sulphur fuels, installation of scrubbers and utilization of LNG as propulsion fuel. LNG production/ supply is believed to sufficient to oblige the needed quantities to propel the forecasted penetration in fleet and geographical spread. Yards are generally mobilising to build capacity, know-how and to deliver according to demand at present. The success of LNG propulsion technology and its penetration in the market, is determined by timing, as the infrastructure availability and market potential must be aligned.
9. Transportation of Natural gas
T t ti fN t l
Pipelines vs Liquefied Natural Gas (LNG)
• Pipelines are convenient and economical for onshore
p
transport of natural gas
• Offshore, as the water depth and distance increase pipeline
transport of gas becomes difficult.
transport of gas becomes difficult
• LNG for offshore transport of gas.
• LNG is liquid at 260 oF and atmospheric presure
LNG is liquid at –260 and atmospheric presure,
transported in specially designed ships.
• 25% of the trade movement of natural gas in 2002 was as
25% of the trade movement of natural gas in 2002 was as
LNG. (BP Statistical Review, 2003)
10. Liquefied Natural Gas (LNG)
Li fi d N t l G (LNG)
• Liquefied gas is transported over long distances e.g.,
2500 miles and more.
2500 miles and more
LNG Technology
• Capital intensive
Capital intensive
• Onshore and transportation needs
• Good demand market is essential
• Steady and large supply of reserves
Steady and large supply of reserves
11. Estimate of LNG Cost Reductions
1970 s vs.
1970’s vs Today
2.53
0.49 30%
decline
of costs
1.54
1 54 0.50
1.80 into
pipeline
0.40
1.00 0.40
Lique-
Lique- Trans-
Trans- Regas-
Regas- Total Lique-
Lique- Trans-
Trans- Regas-
Regas- Total
faction
act o po tat o
portation ification faction portation ification
Source: McKinsey & Company / El Paso
$/MMBtu—2,500
$/MMBtu 2 500 mile voyage
12. COMPRESSED NATURAL GAS (CNG)
( )
Advantages
• Simplicity
• Inexpensive onshore facilities
• Can start with very modest transporting needs
• Energy efficient
E ffi i t
• Can exploit isolated supply sources
• Suitable for small demand markets
Example: A 1200 MW plant requiring around 125 MMscf/d would be
well suited for CNG import rather than LNG, which would require a
well suited for CNG import rather than LNG, which would require a
generating capacity of 5000 MW (!) of gas‐fired generation (if all used
for that purpose).
13. Compressed Natural Gas (CNG)
C d N t l G (CNG)
• Compressed gas (1500 to 2500 psi and 0 to ‐ 40 F)
• Two technologies for CNG transport
Two technologies for
a. The Cran & Stennings approach
b. The Enersea approach
b The Enersea approach
Example: Consider the transportation of 300 MMscf of gas as
CNG
Using the Cran & Stennings approach
Actual volume of CNG: 1 76x106 ft3
Actual volume of CNG: 1.76x10
Using the Enersea approach
Actual Volume of CNG: 1.2x106 f 3
A lV l f CNG 1 2 10 ft
16. An Example Calculation for the CNG
p
Process
• Assume two standard volumes of CNG that are to be
transported
• Calculate the actual volume of natural gas that would be
stored at a range of pressures and temperatures.
• Estimate the compression and refrigeration needs
p q
• Estimate the number of ships required
• Calculate the final unit price of the gas delivered
• Optimum condition is chosen by minimizing the final unit
p y g
price of the gas delivered
17. Transportation of the gas
T t ti f th
90% of the investment involved is in shipping of the gas.
90% f th i t t i l d i i hi i f th
Loading and unloading is possible and easy with small facilities.
18. Estimated number of ships
E ti t d b f hi
Factors for determining the number of ships: loading rate of the gas, distance for
which the CNG is transported and the time required for a ship to make one
complete cycle.
l t l
Distance No. of ships
miles
1000 4
1500 5
2000 6
2500 7
3500 8 to 9
5000 11 to 12
19. Cost of transportation
C t ft t ti
• For voyage distance of 2500 miles
• C t f CNG t
Cost of CNG transport: $1.86‐$2.43/Mscf
t $1 86 $2 43/M f
(depending on pressure and temperature)
• Published Cost of LNG transport: $1.89/Mscf
• A th di t
As the distance decreases CNG becomes more
d CNG b
attractive than LNG
20. Comparison of CNG and LNG
C i f CNG d LNG
Size of investment for a 500MMscf/d plant
CNG LNG
CNG LNG
Reserves: Modest Large
Processing cost: MM$30 40 MM$750 2000
Processing cost: MM$30‐40 MM$750‐2000*
Transportation costs: MM$230/ship MM$160/ship
Unloading costs: MM$16‐20
Unloading costs: MM$16 20 MM$500‐550
MM$500 550
Total investment: $1‐2 billion** $2‐3 billion**
* Depending upon the location of the production site
** Depending upon the number of ships used for the transport of the gas.
Depending upon the number of ships used for the transport of the gas.
23. Comparison of LNG and CNG
C i f LNG d CNG
Price of the delivered gas
LNG value chain per MMBTU
p
Exploration and Production: $0.5‐1.0/MMBTU
Liquefaction: $0.8‐1.2/ MMBTU.
Shipping: $0.4‐1.5/ MMBTU*.
Shi i $0 4 1 5/ MMBTU*
Regasification and Storage: $0.3‐0.5/ MMBTU.
$
$1.00 as netback for the investors
Final price of LNG: $3.00‐5.20/MMBTU.
* For transport distances from 1000 miles to 5000 miles
24. Comparison of LNG and CNG
C i f LNG d CNG
CNG value chain per MMBTU
Exploration and Production: $0.5‐1.0/MMBTU
Exploration and Production: $0 5‐1 0/MMBTU
Processing and transportation: $1.08‐3.82/MMBTU*
$1.00 as netback to the investor
$1 00 tb k t th i t
Final unit price of CNG: $2.58‐5.82/MMBTU
* For transport distances from 1000 miles to 5000 miles
25. Comparison of gas prices
C i f i
Distance LNG CNG (Case I) CNG (Case II)
miles $/MMBTU $/MMBTU $/MMBTU
500 3.55 2.72 2.72
1000 3.65 2.74-2.84 2.82-2.90
1500 3.75 3.06-3.10 3.15-3.26
2000 3.85 3.30-3.37 3.11-3.62
2500 3.95
3 95 3.44 3.90
3 44-3 90 3.50 3.98
3 50-3 98
3500 4.25 4.08-4.43 3.98-4.34
5000 4.65 4.84-5.49 4.70-5.43
Case I: Transported Volume = 3.5×106 ft3
Case II: Transported Volume = 5.0×106 ft3
Price of gas: $0.75/MMBTU, Liquefaction: $1.0MMBTU,
Regasification: $0.4/MMBTU
Usage of water‐cooled compressor raises the unit price of the gas by
0.01/MMBTU.
26. Comparison of CNG and LNG
C i f CNG d LNG
Advantages of CNG over LNG
• Requirement of lower throughput of gas for a project
• I l
Involvement of lower capital
fl i l
• Ease of deployment … faster implementation of a project
• Ability to access stranded reserves and monetize them
Ability to access stranded reserves and monetize them
• Majority of the investment is in the shipping, making the assets movable
and reducing the risk involved
Disadvantages
Inability to transport large volumes of gas such LNG
Disparity in the volume transport hinders commercial possibility of CNG
27. Comparison of CNG and GTL
C i f CNG d GTL
• GTL (Gas‐to‐liquids) technology converts natural gas
into hydrocarbon liquids.
into hydrocarbon liquids
• Impetus for the GTL technology: Clean fuel obtained
as product and easy transportation
• Main products: Middle distillates like gasoline
Main products: Middle distillates like gasoline,
kerosene, jet fuel,naphtha and diesel
29. Gas to Liquids
G t Li id
• The Fischer‐Tropsch synthesis (F‐T synthesis) is one
of the most important technologies for GTL.
of the most important technologies for GTL.
• A main advantage of the F‐T products is the absence
of sulphur, nitrogen and complex cyclic hydrocarbons
of sulphur nitrogen and complex cyclic hydrocarbons
resulting in almost no emissions of sulfur dioxide,
nitrous oxides and unburned hydrocarbons.
nitrous oxides and unburned hydrocarbons
• For 100 barrels of liquids 1 MMscf of gas is needed
30. Project Constraints
P j tC t i t
LNG GTL CNG
LNG GTL CNG
Reserves Large Large Medium to Small
Infrastructure Large Large Small
f ll
Investment Large Medium* Medium to Large
Transportation Large Medium* Large
* Depending upon the number of ships required.