Patent Grant
8448673
This invention relates generally to a method of transferring fluids. In particular, the method and system relate to a method of delivering cargo, such as liquefied natural gas (LNG) or liquefied carbon dioxide (CO2), via vessels to an import terminal and/or exporting cargo from an export terminal in various markets throughout the world.
This section is intended to introduce various aspects of the art, which may be associated with exemplary embodiments of the present techniques. This discussion is believed to assist in providing a framework to facilitate a better understanding of particular aspects of the present techniques. Accordingly, it should be understood that this section should be read in this light, and not necessarily as admissions of prior art.
Cargo is generally transferred from one port location to another port location by vessels, such as carriers. These carriers have propulsion and navigation systems for movement across large bodies of water, which may be referred to as open seas. In addition, the carriers may include accommodations for marine operations and storage tanks for liquid cargo. For example, with some carriers, special equipment and systems may be installed to assist with the transport of specific cargo, such as LNG. As such, the systems on carriers provide a mechanism for economically transferring cargo between market locations.
As an example, after natural gas is produced from a well, it is processed and may be liquefied at export terminals or other facilities to convert it into liquefied natural gas (LNG). LNG is the basis of a delivery technology that allows remote natural gas resources to be economically delivered to other markets. The LNG is shipped to market in specially-designed LNG carriers (LNGC) that are configured to store and transport the LNG across the large bodies of water. Then, the LNG is converted back from LNG to natural gas at an import terminal near the market locations. Typically, the import terminals are located onshore at a port location or offshore near a port location. Regardless, the import terminal is connected through a pipeline to onshore equipment for further processing or distribution.
Offshore terminals may be beneficial because the terminals do not utilize onshore property and in an offshore environment, security concerns may be reduced. One concept for an offshore terminal is a floating storage and regasification unit (FSRU). FSRU is a dedicated, moored offshore structure that transfers cryogenic LNG with LNGCs, stores the LNG in storage tanks, regasifies the LNG using heat exchangers, and delivers the natural gas to a pipeline coupled to the import terminal. The FSRU concept generally includes cryogenic cargo transfer equipment and LNG vaporization facilities, which may be located on the platform of the FSRU.
However, offshore environmental conditions may be a factor that limit the time periods that the LNGCs and FSRUs can operate. For instance, harsh environmental conditions may provide periods of time where connecting the LNGCs and FSRUs cannot be done safely and reliably. Further, if the offshore environmental conditions are too severe to allow the LNGCs and FSRUs to remain connected, then the FSRUs can only deliver natural gas to the pipeline from its stored reserves. Further, if the stored reserves on the FSRUs are depleted, then natural gas delivery is stopped to the pipeline. Intermittent service or interruptions to the flow of natural gas into or from a pipeline may result in penalties and cost increases to terminal operators.
To address the environmental conditions, various offloading approaches are utilized to transfer LNG between LNGCs and FSRUs. For instance, one offloading approach is side-by-side offloading which is currently employed at land-based import and export terminals. Side-by-side offloading is performed with the LNGC and FSRU arranged in a side-by-side configuration with the LNG transfer occurring between conventional mechanical loading arms located near amidships of the FSRU and an offloading manifold on the LNGC. Because of the limitations on the movement of these loading arms and the relative motions between the LNGC and the FSRU, conventional land-based cargo transfer using mechanical loading arms is typically performed in protected waters with the significant wave height less than or equal to 1.5 meters.
A second offloading approach is tandem offloading. Tandem offloading is based on existing technology used to transfer oil between floating production storage and offloading (FPSO) vessels and shuttle tankers. In tandem offloading, the two vessels are arranged bow-to-stern, and the LNG transfer is achieved using flexible hoses or mechanical devices like pantographs. For LNGCs, the flexible cryogenic hoses or large loading arms, which are called booms, are utilized to transfer the cryogenic LNG with the LNGC carrier's bow located behind the stern of the FSRU. With the flexible cryogenic hoses, the tandem offloading approach may remain operable in more severe seastates, such as 2.5 to 3 meter significant waves, than the side-by-side offloading approach.
A third offloading approach is subsea LNG transfer system (SLTS) offloading approach, which is referenced in International Patent Application No. WO2006/044053. In the SLTS offloading approach, the LNGCs and FSRU are connected over a distance of about 2 kilometers (km) by subsea cryogenic risers and pipelines. The LNGC is connected to a floating cryogenic buoy and transfers the LNG through the buoy and one or more flexible cryogenic risers and pipelines to another buoy located at the FSRU. Because the LNGCs and FSRU are separated and may move independently, the SLTS may operate for more severe seastates, such as 4 to 5 meter significant waves. Accordingly, each of these offloading approaches may be utilized to maintain uniform delivery of NG to the pipeline, which is often part of gas marketing contracts.
However, the use of FSRUs with any of these offloading approaches suffers from technical and commercial limitations. For instance, because the FSRUs are permanently moored with no access to dry dock maintenance, a large infrastructure and associated capital expenditure is typically involved with any permanently-moored FSRU. This large initial capital expenditure results in a significant reduction in the overall LNG delivery chain economics. Also, additional equipment and operations, such as dedicated positioning tugs or navigation systems on the LNGCs, are involved to facilitate berthing operations for the LNGCs with the FSRU. While improved relative to onshore terminals, FSRUs still pose a security threat and have to be managed to address the open access provided in an offshore setting. Further, for certain offloading approaches, such as the SLTS approach, each of the LNGCs have to be modified with a turret to accommodate the buoy leading to increased costs for the entire LNGC fleet.
An alternative to the FSRU-based import or export terminal is to include the regasification equipment on the LNGC. See U.S. Pat. No. 6,089,022. These vessels are LNGCs with extensive modifications to allow shipboard regasification of the LNG and offloading of the natural gas through a conventional natural gas offloading buoy into the pipeline. These carriers, which may be referred to as regasification LNGCs, are equipped with traditional LNGC offloading equipment (e.g. a manifold to accept loading arms) to interact with conventional LNGCs. Disadvantageously, the capital expenses of these regasification LNGCs may be significantly larger than traditional LNGCs because each regasification LNGC is modified with heat exchangers for regasification operations, a turret for offloading to the gas buoy, and reinforced cargo tanks to withstand sloshing loads. In addition, the storage of the regasification LNGCs is limited because the regasification facilities are configured within a vessel designed for efficient transit over long distances.
As such, a method or mechanism for enhancing delivery of cargo, such as NG and LNG, in an efficient manner is needed. In addition, this method or mechanism may avoid the problems associated with onshore terminals, offshore FSRUs, and/or the use of regasification LNCGs over long distances.
Other related material may be found in at least U.S. Pat. Nos. 3,590,407; 5,501,625; 5,549,164; 6,003,603; 6,089,022; 6,637,479; 6,923,225; 7,080,673; 6,546,739; U.S. Patent Application Publication No. 2004/0187385; U.S. Patent Application Publication No. 2006/0010911; European Patent Application No. 1,383,676; International Patent Application No. WO 01/03793; International Patent Application No. WO2006/044053; Loez, Bernard “New Technical and Economic Aspects of LNG Terminals,” Petrole Information, pp. 85-86, August 1987; Hans Y. S. Han et al., “Design Development of FSRU from LNG Carrier and FPSO Construction Experiences,” Offshore Technology Conference May 6-9, 2002, OTC-14098; “The Application of the FSRU for LNG Imports,” Annual GAP Europe Chapter Meeting September 25-26, 2003; O. B. Larsen et al., “The LNG (Liquefied Natural Gas) Shuttle and Regas Vessel System,” Offshore Technology Conference May 3-6, 2004, OTC-16580; and Excelerate Energy (visited on Oct. 24, 2006) <http://www.excelerateenergy.com/activities.php>.
In one embodiment, a method for transporting cryogenic fluid is described. The method comprises coupling a transit vessel to a terminal vessel at an open sea location; transferring cryogenic fluid between the transit vessel and the terminal vessel, wherein the cryogenic fluid is transferred while the transit vessel and terminal vessel are moving in substantially the same direction; decoupling the terminal vessel from the transit vessel; and moving the terminal vessel to a terminal to transfer the one of the cryogenic fluid and a gas formed from the cryogenic fluid between the terminal vessel and the terminal.
In another embodiment, a method for transporting fluid is described. The method comprises coupling a transit vessel to a first terminal vessel at an open sea location; transferring cryogenic fluid between the first terminal vessel and the transit vessel, wherein the cryogenic fluid is transferred while the transit vessel and first terminal vessel are moving in substantially the same direction; and decoupling the first terminal vessel from the transit vessel. The method may also comprise moving the transit vessel to another open sea location; coupling the transit vessel to a second terminal vessel at the another open sea location; transferring the cryogenic fluid between the second terminal vessel and the transit vessel, wherein the cryogenic fluid is transferred while the transit vessel and second terminal vessel are moving in a designated direction; and decoupling the second terminal vessel from the transit vessel. Also, the method may include moving the transit vessel to a terminal; coupling the transit vessel to the terminal; and transferring the cryogenic fluid between the transit vessel and a pipeline coupled to the terminal. Further, the method may comprise determining one of a plurality of terminals based on operational conditions; moving the transit vessel to the one of the plurality of terminals; coupling the transit vessel to the terminal; and transferring the cryogenic fluid between the transit vessel and a pipeline coupled to the terminal.
In yet another embodiment, a fluid transport system is described. The fluid transport system comprises at least one terminal; and a plurality of terminal vessels associated with the at least one terminal. The plurality of terminal vessels are configured to transfer cryogenic fluids with the at least one terminal; and transfer cryogenic fluids with one of a plurality of transit vessels, wherein the cryogenic fluids are transferred while one of the plurality of terminal vessels and the one of the plurality of transit vessels are moving in substantially the same direction. Each of the plurality of terminal vessels may be configured to communicate with the one of the plurality of transit vessels to provide an open sea location to couple with the terminal vessel based on operational conditions; and move the terminal vessel to the open sea location.
Further, in another embodiment, a method for transporting cryogenic fluids is described. The method comprising coupling a transit vessel to a terminal vessel at an open sea location; transferring cryogenic fluid between the transit vessel and the terminal vessel, wherein the cryogenic fluid is transferred while the transit vessel and terminal vessel are moving in substantially the same direction; decoupling the terminal vessel from the transit vessel; selecting one of a plurality of terminals based on at least one operational condition; and moving the terminal vessel to the one of the plurality of terminals to transfer the cryogenic fluid between the terminal vessel and the one of the plurality of terminals.
In another embodiment, another method for transporting fluid is described. The method comprises coupling a transit vessel to a terminal vessel at an open sea location, wherein the terminal vessel is one of an ice breaker carrier or an ice strengthened carrier; transferring fluid between the transit vessel and the terminal vessel, wherein the fluid is transferred while the transit vessel and terminal vessel are moving in substantially the same direction; decoupling the terminal vessel from the transit vessel; and moving the terminal vessel through ice packs to reach a terminal to transfer the one of the fluid and a gas formed from the fluid between the terminal vessel and the terminal.
In each of the embodiments, the cryogenic fluid may include liquefied natural gas (LNG) and/or liquefied carbon dioxide (CO2). Accordingly, other alternative embodiments may include different equipment in the terminals or terminal vessels, which may be associated with the cryogenic fluid or transfer operations. For instance, the terminal may comprise one or more submerged turret loading buoys; may be secured to the seafloor and coupled to a pipeline that provides fluids to onshore equipment; may comprise at least one of living quarters, maintenance facilities, safety systems, emergency escape and evacuation systems, logistics systems and power generation; and may comprise two or more berthing structures, which are one of berthing dolphins fixed to the seafloor, a spread mooring system, submerged turret loading buoys, and any combination thereof. Also, the terminal vessels may comprise cryogenic loading arms to transfer the LNG; cryogenic hoses to transfer the LNG; an ice strengthened hull or ice breaker equipment; azimuthing thrusters; storage tanks for containing LNG, which are one of prismatic tanks, spherical tanks, membrane tanks, modular tanks and any combination thereof, and facilities for vaporizing the LNG.
Further, other alternative embodiments may include other features. For instance, the methods may further comprise regasifying the LNG on the terminal vessel and delivering the regasified LNG to a pipeline coupled to the terminal; delivering the LNG to the terminal and vaporizing the LNG at the terminal for delivery of the vaporized LNG to a pipeline coupled to the terminal; receiving natural gas from a pipeline at the terminal and liquefying the natural gas to form LNG on the terminal vessel; receiving LNG from the terminal; wherein transferring fluid between the transit vessel and the terminal vessel comprises one of side-by-side offloading and tandem offloading; moving the terminal vessel through ice packs to reach the terminal. Further, the methods may comprise coupling another terminal vessel to the terminal; and transferring additional cryogenic fluid between the another terminal vessel and the terminal concurrently with transferring the cryogenic fluid between the transit vessel and the terminal vessel. Also, the methods may comprise selecting the open sea location based upon at least one operational condition, such as an environmental condition (e.g. weather, seastates, and any combination thereof) or commercial condition (e.g. locations relative to best market, contractual obligations).
The foregoing and other advantages of the present technique may become apparent upon reading the following detailed description and upon reference to the drawings in which:
In the following detailed description section, the specific embodiments of the present techniques are described in connection with preferred embodiments. However, to the extent that the following description is specific to a particular embodiment or a particular use of the present techniques, this is intended to be for exemplary purposes only and simply provides a description of the exemplary embodiments. Accordingly, the invention is not limited to the specific embodiments described below, but rather, it includes all alternatives, modifications, and equivalents falling within the true spirit and scope of the appended claims.
The present techniques are directed to a method and system for transport of cargo, such as liquefied natural gas (LNG) or other cryogenic liquefied gases, via vessels between an export location and an import location. Under the present techniques, terminal vessels are utilized to transfer cargo, such as LNG or liquefied CO2, with a terminal, such as an import terminal, for example. Then, the terminal vessels transfer cargo with transit vessels in the open sea, while the vessels are moving in the same direction or coupled together in some manner. Once the transfer is complete, the terminal vessel moves to the offloading buoy to offload the cargo, while the transit vessels move to another location, such as an export terminal, to receive another cargo. Further, the terminal vessels may include vessels with ice breaking capabilities, regasification facilities, or other specific features that may enhance the transfer operations for a specific terminal. Accordingly, the present techniques may enhance delivery of cargo from one location to another location.
Cryogenic fluids may include liquefied natural gas, liquefied CO2, and other liquefied gases. The cryogenic fluids may be liquefied gases that are maintained at low temperatures to remain in a liquid phase. For example, typical storage conditions for LNG may include pressures at about 1 atmosphere (atm) and temperatures in a range from about −163° C. to about −150° C. Also, typical storage conditions for CO2 may include conditions, such as the pressures at about 20 bars and the temperatures at about −40° C.
Turning now to the drawings, and referring initially to
The flow chart begins at block 102. At block 104, cargo, such as NG or LNG, is obtained by a transit vessel. The cargo may be obtained at an export terminal, such as a land based LNG plant, an onshore LNG or NG terminal, an offshore LNG or NG terminal, other liquefied gas terminal and the like. The transit vessel may be a LNGC or other suitable vessel that is configured to operate in an open sea environment. The open sea or open sea environment refers to any division of a large body of water, which may include bays, lakes, seas, oceans, gulfs or the like. The open sea may include territorial waters or international waters as well. Once the cargo is obtained, the transit vessel and a terminal vessel move to a lightering or open sea location, as shown in block 106. The lightering location, which is near an import terminal, is a location that the terminal vessel and the transit vessel meet to form fluid communication paths between the vessels. This lightering location may be determined based on a lightering loop that is a function the speed of the terminal vessels and the transfer rate of the fluid (e.g. cryogenic fluid or regasified fluid) between the terminal vessel and terminal or transit vessel. As such, the lightering location may have a maximum distance that is limited by the distance calculated for the lightering loop. The terminal vessel may include vessels, such as LNG carriers (LNGCs), LNGCs having storage tanks and regasification facilities (e.g. regasification LNGCs), NG or LNG carriers configured to break through ice packs, and the like, which are discussed further below. At block 108, the transit vessel transfers cargo to the terminal vessel. The transfer operations may include different offloading approaches, such as side-by-side offloading, tandem offloading, or subsea LNG transfer system (SLTS) offloading, for example. These transfer operations may be performed by meeting at the lightering location and transferring cargo while the transit vessel and terminal vessel are moving in substantially the same direction. In particular, the vessels may move at about 10 knots during the transfer operations in a direction that does not exceed the lightering loop or lightering range.
Then, the terminal vessel moves to the import terminal, as shown in block 110. The import terminal may be a land based LNG plant, an onshore LNG or NG terminal, an offshore LNG or NG terminal, an LNG terminal and the like. At block 112, the cargo is transferred from the terminal vessel to the import terminal. The transfer may be similar to the transfers discussed above. At block 114, a determination is made about whether operations are complete. If the operations are not complete, the process may continue at block 104. The continued operation may include the transit vessels and terminal vessels repeating the process described above. However, if the operations are complete, the process may end at block 116.
Beneficially, the use of the present techniques may enhance the transfer of cargo, such as CO2. LNG or other liquefied gas, over other techniques from a commercial perspective. For instance, the present techniques limit the permanent equipment installed at the import terminal. That is, the import equipment at the import terminal may include offloading buoys and connections to one or more pipelines, which reduce the infrastructure and capital cost for installing an import terminal. Further, the only permanent equipment at the import terminal may be the submerged gas offloading buoy. With this limited amount of equipment, permitting may be easier, and public support for the import terminal may be increased. Also, because the cargo transfer may occur outside of closed areas, such as a harbor or port, the security concerns for the transfer operations may be reduced in comparison to near shore cargo transfer operations. Further, with this type of configuration, the cargo transfer between vessels is not stationary at a single location, but may be performed at any of a variety of locations in an open sea environment. This movement may provide problems for those attempting to interrupt or disrupt the cargo transfer process.
In addition, the offloading equipment may be any conventional type of equipment used for the transfer of the cargo if the terminal vessels are utilized to process the cargo before delivery to the import terminal or pipeline. For instance, if the offloading equipment is utilized to transfer LNG between the terminal vessel and the transit vessel, conventional LNGC manifolds may be utilized without having to modify LNGCs. Thus, the cargo transfer process does not involve modifications to the transit vessels, but may be compatible with existing technologies to provide flexibility in receiving and marketing cargo.
Furthermore, the present techniques may reduce or limit potential interruptions due to environmental conditions. That is, because the transit and terminal vessels may exchange cargo at any open sea location, if high seastates are present, the lightering location may simply be moved to a location with more benign environmental conditions. This flexibility addresses one of the primary limitations of the side-by-side offloading or other fixed terminal offloading approaches, which are limited by wave heights for offloading operations. Further still, while the offloading operations from the terminal vessels to the import terminal is still subject to seastate limitations, the seastate limits for connecting and staying connected to a conventional natural gas buoy with non-cryogenic risers (e.g. STL buoy) are larger than the seastate limits for side-by-side, tandem and/or SLTS offloading.
Moreover, cargo transfers in the open sea may provide other enhancements to cargo transfer processes. For instance, the flexibility to move vessels to mild environmental conditions reduces partial fill sloshing loads of cargos, which may be experienced by the transit vessels. In particular, reducing this sloshing of LNG or other fluids may further reduce the costs of building the terminal vessels, such as regasification LNGCs, in comparison to other vessels. These other transit vessels have to address the sloshing problem for long distance transfers, which may not be present for terminal vessels in this process. Also, because the cargo transfer occurs in the open sea, positioning tugs and dynamic positioning systems may not be necessary, which provides other potential cost reductions for transfer operations.
The flow chart begins at block 202. At block 204, the cargo, such as LNG or NG, is transferred at the import terminal. As discussed above, the transfer of cargo may include different offloading approaches. At block 206, a determination is made whether the cargo transfer is complete. If the cargo transfer is not complete, the transfer of cargo continues at block 204. However, if the cargo transfer is complete, a determination of a lightering location may be made in block 208. The lightering location may be selected based on operational conditions. The operational conditions may include favorable environmental conditions (e.g. weather, seastates, storms, etc.) and commercial conditions (e.g. locations relative to best market, contractual obligations, etc.). Regardless, the lightering location is identified for the terminal vessel and communicated to the transit vessel.
At block 210, the terminal vessel moves to the lightering location. The movement of the terminal vessel may be based on the determination of the lightering loop, as discussed above. Then, an exchange or transfer between the terminal vessel and the transit vessel is performed, as shown in block 212. The transfer may occur while the transit vessel and terminal vessel are moving in substantially the same direction along the surface of the open sea. Further, this transfer may occur at speeds along the surface of the open sea (e.g. body of water) for the terminal and transit vessels that are less than the transit vessels speed on the open sea. Because the terminal vessel is associated with an import terminal, the cargo is offloaded from the transit vessel to the terminal vessel. At block 214, a determination is made whether the cargo transfer is complete. If the cargo transfer is not complete, the transfer of cargo continues at block 212. However, if the cargo transfer is complete, the transit vessel moves to the import terminal, as shown in block 216.
At the import terminal, cargo is processed and transferred, as shown in block 218. The processing may include regasification of the cargo, compression of the regasified cargo, and/or other similar processing operations, while transferring may utilize any of the offloading approaches discussed above in block 204. At block 220, a determination is made whether the operations are complete. If the operations are not complete, then a determination is made about another lightering location, as shown in block 208. However, if the operations are complete, the process ends, as shown in block 222.
For an alternative perspective,
The flow chart begins at block 302. At block 304, cargo is obtained by the transit vessel. Obtaining the cargo may include receiving the cargo from an export terminal vessel at a receiving lightering location or receiving the cargo from an export terminal. As discussed above, obtaining the cargo may include different offloading approaches. Once obtained, the transit vessel moves toward the import terminal 306. The movement involves the transport of the cargo over the open sea environment.
At block 308, a determination of an offloading lightering location is made. The offloading lightering location may again be selected based on various conditions, as discussed above. Once an offloading lightering location is determined, the transit vessel may move to the offloading lightering location, as shown in block 310. Then, if the import terminal vessel is at the offloading lightering location, the cargo is transferred from the transit vessel to the import terminal vessel, as shown in block 312. As discussed above, the transfer of cargo may include different offloading approaches. At block 314, a determination is made whether the cargo transfer is complete. If the cargo transfer is not complete, the transfer of cargo continues at block 312. If the cargo transfer is complete, a determination is made whether the operations are complete, as shown in block 316. If the operations are not complete, then the transit vessel proceeds to obtain another cargo, as shown in block 304. However, if the operations are complete, the process ends, as shown in block 318. Examples of this method and the method of
The import terminal 402 may include various mechanisms to couple one or more regasification LNGCs 410 and 412 to the pipeline 404. For instance, the import terminal 402 may include two or more STL buoys, such as first STL buoy 406 and second STL buoy 408, which may be fixed to the seafloor in an open sea environment to berth and offload natural gas. The pipeline 404 (e.g. a natural gas pipeline) is configured to receive natural gas and transfer the natural gas to onshore facilities (not shown). The pipeline 404 may function at operating conditions of typical pipelines as is known in the art. For example, the operating conditions for gas pipeline may be up to pressures of about 80 bar for temperatures of 2° C. It should be noted that the import terminal 402 may also be a structure having one or more berthing structures fixed to the sea floor, a buoy system and/or other similar structures that may provide fluid communication with the pipeline 404.
To provide the LNG, the LNGCs 414a-414n and regasification LNGCs 410 and 412 follow the respective lightering loop 416 and transit loop 418. The regasification LNGCs 410 and 412 and LNGCs 414a-414n may be equipped with typical systems for propulsion and navigation along with accommodations for marine operations and storage tanks. The storage tanks may include various types of tank designs, such as membrane tanks, self-supporting prismatic (SPB), spherical and rectangular (modular) tanks, which are suitable for storing LNG. In addition, the regasification LNGCs 410 and 412 and LNGCs 414a-414n may include ancillary systems, such as living quarters and maintenance facilities, safety systems, emergency escape and evacuation systems, logistics systems, power generation and other utilities to support operations. While each of the regasification LNGCs 410 and 412 and LNGCs 414a-414n include LNG storage tanks and other typical equipment, the regasification LNGCs 410 and 412 may also include regasification equipment and offloading equipment. The regasification equipment may include any of a variety of conventional types of equipment that are used to convert LNG from the LNGC into its gaseous state in an onshore LNG import terminal, such as heat exchangers, pumps and compressors. The offloading equipment may include cryogenic loading arms, cryogenic hoses, STL buoys and other equipment utilized in the transfer of LNG. In particular, the cryogenic loading arms and cryogenic hoses may be designed to accommodate LNG carrier motions in the offshore environment during offloading operations, such as connection, LNG transfer and disconnection. As a specific example, each of the regasification LNGCs 410 and 412 may be a Qmax LNGC having two storage tanks that provide 265,000 cubic meters (m3) of LNG storage, 1.0 billion standard cubic feet per day (bscf/d) regasification rate and a turret compartment.
To operate, the regasification LNGCs 410 and 412 may be configured to perform open sea cargo transfer (e.g. lightering) with the LNGCs 414a-414n. To begin, each of the LNGCs 414a-414n may follow the transit loop 418. Along the transit loop 418, each of the LNGCs 414a-414n receives LNG from an export terminal or other location and moves toward the import terminal 402, as discussed above. Concurrently, the first regasification LNGC 410 is attached to the first STL buoy 406, while it is regasifying LNG within its storage tanks, and delivering natural gas into the pipeline 404. As each of the LNGCs 414a-414n approaches the import terminal 402, a suitable lightering location is identified for each of the respective LNGCs 414a-414n along the transit loop 418 and one of the regasification LNGCs 410 and 412 along the lightering loop 416. For example, once the lightering location is selected, the second regasification LNGC 412 meets the LNGC 414b at the designated lightering location, and the lightering connection 420 is made between the regasification LNGC 412 and LNGC 414b. The LNG transfer may occur at speeds less than the LNGCs open sea speeds. Environmental conditions are monitored to ensure that the winds, waves, and currents remain favorable for the lightering operations. When LNG is transferred to the regasification LNGC 412, the LNGC 414b returns to an export terminal to receive additional LNG, while the regasification LNGC 412 returns to the import terminal 402, couples to the second STL buoy 408, regasifies the LNG into natural gas and offloads the natural gas into the pipeline 404. As the second regasification LNGC 412 begins offloading natural gas into the pipeline 404, the first regasification LNGC 410 may release from the first STL buoy 406 and may travel toward another designated lightering location to meet another one of the LNGCs 414a-414n. In this manner, the transfer process of the regasification LNGCs 410 and 412 and LNGCs 414a-414n continues to provide natural gas to the pipeline 404.
Beneficially, the lightering loop 416 (e.g. regasification LNGCs 410 and 412 movements between the lightering location with one of the LNGCs 414a-414n and one of the STL buoy 406 and 408) and transit loop 418 (e.g. LNGCs movements between the export terminal and the lightering location with one of the regasification LNGCs 410 and 412) continue to provide a continuous natural gas supply into the pipeline 404. As can be appreciated, the lightering loop 416 and transit loop 418 may not follow the same path each cycle, but may be adjusted based on various factors. For instance, the lightering location may be selected based on favorable environmental conditions (e.g. weather, seastates, storms, etc.). The flexibility to select the lightering location for the cargo transfer reduces the dependence on low wave heights for availability with typical LNG transfers at onshore or fixed offshore locations. As a result, if the seastates are too high for lightering operations in one location, another location in the open sea with more benign environmental conditions is selected. Another exemplary embodiment of a fluid transportation system is discussed in
The export terminal 502 may include various mechanisms to couple one or more terminal vessels 510 and 512. For instance, the export terminal 502 may include a loading platform 503 and one or more berthing structures, such as dolphins 506 and 508, which are each fixed to the sea floor or surface of the Earth. The transfer between the export terminal 502 and the terminal vessels 510 and 512 may use typical offloading equipment and offloading approaches, such as side-by-side offloading, tandem offloading, or SLTS offloading, as described above.
To transfer the LNG in this embodiment, the first terminal vessel 510 may be operatively coupled to the export terminal 502. Once the first terminal vessel 510 is loaded with LNG, it may traverse the ice pack 522 using ice breaking tugs or its own ice breaker equipment. Once the first terminal vessel 510 reaches an area free of pack ice (but not necessarily free of icebergs or ice formations), the first terminal vessel 510 moves to meet the LNGC 514b at a lightering location for transfer operations. The transfer between the first terminal vessel 510 and the LNGC 514b may be performed in a similar manner to the discussion above of the open sea transfers such as through lightering connection 520, which may be similar to lightering connection 420. Because the lightering location may be selected from any location in the open sea area 524, icebergs and other harsh environmental conditions (e.g. storms, severe seastates, currents, waves and the like) may be avoided for the LNG transfer. Then, the LNGC 514b may deliver the LNG to the import terminal (not shown), while the first terminal vessel 510 moves back to the export terminal 502 to receive more cargo.
Concurrently, the second terminal vessel 512 may receive LNG at the export terminal 502, while the first terminal vessel 510 is transferring the LNG to the LNGC 514b. As the first terminal vessel 510 returns to the export terminal 502, the second terminal vessel 512 departs the export terminal 502 to head through the ice pack 522 to a selected lightering location to transfer cargo to the next LNGC, which is another of the LNGCs 514a-514n. The LNGCs 514a-514n may provide the LNG to either an import terminal or other terminal vessels near the import terminal. Regardless, the terminal vessels 510 and 512 and the LNGCs 514a-514n may continue LNG transfers along the lightering loop 516 and the transit loop 518 to maintain the flow of cargo from the export terminal 502.
Beneficially, because the terminal vessels 510 and 512 are able to break through the ice packs to transport LNG continuously from the export terminal 502, the transit vessels, such as the LNGCs 514a-514n, do not have to travel through the ice packs 522 to receive LNG from the export terminal 502. That is, only the terminal vessels 510 and 512 have to be equipped with ice breaking capability, while the transit vessels can utilize conventional designs to reduced costs for the operations of exporting cargo from the export terminal 502. Further, with the lightering locations being any location in the open sea, the lightering locations may be selected to manage icebergs without expensive disconnectable or ice strengthened terminal designs. Also, as with the import terminal 402, the export terminal 502 may be scalable and provide continuous service with the use of more than one transit vessel and more than one export terminal, as is shown in greater detail in
As an example of the operation, a first regasification LNGC 610a is coupled to the import terminal 602a. Once the regasification LNGC 610a is offloaded of LNG, it travels to a first lightering location to meet the LNGC 614a for transfer operations. Because the first lightering location may be selected from at any location in the open sea, the first lightering location may be selected based upon operational conditions, such as environmental conditions or commercial conditions (e.g. locations relative to best market, contractual obligations, etc.) for the LNG transfer. Then, the regasification LNGC 610a may return to one of the import terminals 602a-602c to deliver the LNG, while the LNGC 614a travels to another location, such as an export terminal (not shown) to receive another cargo load.
Concurrently with the operation of the first regasification LNGC 610a, a second regasification LNGC 610b may offload LNG at the import terminal 602b, while the first regasification LNGC 610a is transferring the LNG to the LNGC 614a. Also, a third regasification LNGC 610c may also offload LNG at the import terminal 602c, while the first regasification LNGC 610a is transferring the LNG to the LNGC 614a. As the first regasification LNGC 610a returns to one of the import terminals 602a-602c, the second regasification LNGC 610b departs the import terminal 602b to head to a second lightering location to receive LNG from the next LNGC, which may be LNGC 614b. The LNGC 614b may provide the LNG to the second regasification LNGC 610b. Regardless, the regasification LNGCs 610a-610n and the LNGCs 614a-614n may continue LNG transfers along the lightering loop 616 and the transit loop 618 to maintain the flow of cargo to the import terminals 602a-602c.
Beneficially, the present techniques are scalable with the installation of two or more import terminals 602a-602c and two or more regasification LNGCs 610a-610n. Because standard gas offloading buoys may be utilized, the regasification LNGCs 610a-610n may relocate between different gas buoys located at different import terminals 602a-602c in response to market forces and local gas prices. Further, the number of LNGCs 614a-614n in this process may be adjusted by LNG throughput and overall LNG delivery chain economics.
In other alternative embodiments, the terminals 402 or 502 may include one or more berthing structures for mooring the terminal vessels, such as regasification LNGCs 410 and 412 of
Furthermore, the terminal vessels associated with an export or import terminal may include different systems to compensate for certain conditions specific to a terminal in other embodiments. As an example, the terminal vessels 510 and 512 may be utilized with an import terminal instead of an export terminal. These terminal vessels may also include regasification facilities along with the LNG storage tanks to further enhance operations. As another example, the regasification LNGCs 410 and 412 may be utilized with an export terminal (not shown). In this manner, the LNGCs 410 and 412 may receive NG or LNG from the export terminal and provide LNG to the LNGCs 414a-414n. Further still, in another embodiment, the import terminal and the export terminal may have terminal vessels associated with the respective terminals. In this embodiment, the transit vessels transfer LNG with LNGCs via lightering operations at the import and export terminals without having to interact directly with the import or export terminal.
Moreover, in yet more embodiments, the above mentioned process and systems may be utilized to transport other cargos along with or instead of LNG. For instance, the cargo may be CO2 or another liquefied gas. In these embodiments, the terminal vessels and transit vessels may include systems and equipment specific to the liquefied gas being transferred. While some of the equipment may be similar to the equipment discussed above, other equipment may include pressure vessels and other equipment that are designed to maintain and contain specific pressures for the cargo.
Furthermore, as noted above a determination may be made regarding the lightering location, which may be based on the range of distances within the lightering loop. This determination may include calculating the speed of the terminal vessels along with the speed of the transfer operations. For example, as shown in
For instance, in
In
As may be appreciated, from the examples above, different sized lightering loops may also be considered. Again, these lightering loops (e.g. range of the terminal vessels) are based on the speed of the terminal vessels and the transfer rate of the fluid (e.g. cryogenic fluid or regasified fluid) between the terminal vessel and the terminal or transit vessel.
Also, the determination of the lightering loop may also be adjusted based on the number of terminal vessels supporting one terminal or a group of terminals. For instance, as discussed in
Moreover, the present techniques may be used for other embodiments where the terminal vessels have specialized equipment. For example, the terminal vessels in any of the embodiments of
While the present techniques of the invention may be susceptible to various modifications and alternative forms, the exemplary embodiments discussed above have been shown only by way of example. However, it should again be understood that the invention is not intended to be limited to the particular embodiments disclosed herein. Indeed, the present techniques of the invention include all alternatives, modifications, and equivalents falling within the true spirit and scope of the invention as defined by the following appended claims.
This application is the National Stage of International Application No. PCT/US07/20107, filed 17 Sep. 2007, which claims the benefit of U.S. Provisional Application No. 60/859,266, filed 15 Nov. 2006.
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/US2007/020107 | 9/17/2007 | WO | 00 | 1/15/2010 |
| Publishing Document | Publishing Date | Country | Kind |
|---|---|---|---|
| WO2008/060350 | 5/22/2008 | WO | A |
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