Professional Documents
Culture Documents
ABSTRACT
The selection of an LNG production site should consider, among other issues, plant
plot layout and exporting port requirements. An ideal site would have a relatively large
flat land for LNG production and storage, and a shoreline with deep water to
accommodate large LNG ships. Generally, these requirements are difficult to achieve
simultaneously at a given site. It is not uncommon that one has to deal with long jetties
which may run several kilometers from LNG tanks to ship berths.
Long jetties result in higher pumping energy, and heat leakage via the long LNG
lines. Consequently, the boil-off-gas (BOG) generation rate during ship loading is
relatively high. Furthermore, transferring large volumes of BOG at low pressures across
long jetties is fairly costly. The combined effects make it uneconomical to recover BOG
from long jetties. There have been examples in which ship loading BOG was flared at
ship berths. However, as environmental regulations become more stringent, flaring of
BOG during ship loading is not a viable option.
This paper describes various BOG recovery and management alternatives suitable for
long jetties. Methods of recovering BOG are reviewed together with discussions on their
pros and cons. Examples include high pressure or low pressure transferring of BOG to
LNG plant for final recovery, in-situ re-liquefaction, and in-situ power generation. The
feasibility of the alternatives will be considered from perspectives of process efficiency as
well as marine limitations. The guidelines in this paper will serve as useful reference for
future LNG projects.
PO-34.1
INTRODUCTION
Boil-off-gas (BOG) generation and recovery in a receiving terminal is well
established. However, BOG handling and recovery in a liquefaction plant offers some
interesting challenges. During normal operation of a natural gas liquefaction facility,
BOG is produced due to the following:
1. Heat leak into the LNG storage tanks and piping
2. Flashing of the LNG in the tank and
3. Heat input from plant LNG pumps.
This mode of operation of the liquefaction plant is known as holding mode operation.
BOG generated during the holding mode is compressed and typically used as fuel gas.
During LNG ship-loading additional BOG is produced due to the following:
1. Initial chilling of the ship tanks
2. Vapor displacement from the ship tanks
3. Heat leakage through piping and vessels and
4. Energy input from LNG loading pumps
The BOG from the first two factors during ship-loading is dependent on the ship
characteristics. However, the BOG production from last two factors is proportional to the
jetty length. When the jetty is short, the ship BOG generation is relatively minor. The gas
can be flared, or returned to onshore facilities where it can be recovered. In scenarios
where long jetties are required, BOG management poses some challenges. Long jetties
imply long LNG loading lines which, in turn, result in higher pumping energy and heat
leakage. Consequently, the ship-loading BOG generation rate will be significantly higher
compared to the holding mode BOG generation. Furthermore, moving large volumes of
low-pressure BOG across long jetties is relatively costly. The combined effect generally
makes it economically unattractive to recover BOG from long jetties. There are several
instances where ship loading BOG is flared at shipping berths. However, as
environmental regulations become more stringent, flaring of BOG during ship loading is
not a viable option.
Each LNG project has its unique features which should be considered during the
design phase of BOG recovery systems. These items include the plant capacity, loading
frequency, potential for simultaneous loading, availability of incremental feed gas,
flexibility of plant operation and marine operational preferences.
One of the first considerations in designing a BOG recovery system is the final
destination of the recovered BOG. For example, the BOG can be used as fuel gas or as
feed gas to the cryogenic section. Alternatively, it can be recovered as LNG to either
onshore storage or ship tanks. The pros and cons of each option should be analyzed from
the process plant owners perspective. Another key consideration in the design of the
BOG recovery systems is related to the marine aspects. It is a common observation that
limited understanding and misconceptions of the marine aspects result in designs that
PO-34.2
could fail to take into consideration the impact of the liquefaction plant equipment design
and operation on the ship side. The characteristics of LNG ship-loading operation are
totally different from those of ship-unloading at receiving terminals. These differences
should be recognized in design of the BOG recovery systems.
A third major consideration in the design of the BOG recovery system is related to
the characteristics of different BOG recovery systems. The recovery systems may have
different methods of generating, utilizing, and storing refrigerant. For example, there are
commercial packages available to provide instantaneous refrigeration for liquefying the
BOG, or to take BOG as feed stream to packages for LNG production. Alternatively, it is
possible to provide liquefied nitrogen (LIN) or air (LAR) packages for liquefaction of
BOG during ship loading while producing and storing LIN or LAR during holding mode.
This paper discusses the different considerations for the evaluation of the BOG
recovery options.
BACKGROUND
Baseline Operation Scenario
Figure 1 shows the schematic of the overall LNG plant layout relative to the marine
facilities. Ship loading is a relatively complex operation and requires quite a few
operators. The machine maintenance, power supply, and provision of purging nitrogen
demand a sizable plot area. For the purpose of this paper, it is assumed that there is space
to accommodate relatively small BOG compressors (e.g., about 2 MW in total duty) at
the berth area. This assumption should be verified for specific projects.
Possible installations at BOG recovery area:
1. Heavy BOG compression;
2. Refrigeration generation;
3. Refrigeration storage;
4. NRU modules
L
Berth
Jetty or Causeway
A typical natural gas liquefaction process is depicted in Figure 2. Sweet, dry, and prechilled natural gas goes into the cryogenic section of the LNG plant. The heavies are
removed to meet LNG heating value specifications and to prevent possible freeze-out of
components, such as benzene at cryogenic temperatures. The lean, high-pressure,
liquefied natural gas stream typically goes through plant Nitrogen Rejection Unit (NRU),
sub-chilling section, before entering the LNG storage tanks. During the plant holding
mode, the flashed gases from NRU and BOG from LNG tanks are collected and
compressed to the plant fuel gas system.
FLARE
(DESIGN BASELINE)
Notes:
1. Stream 4 includes contributions of flashed gas , heat
leaks, and vapor displacement of produced LNG .
Impacts of ship-loading is not included .
2. Stream 6 includes contributions of pumping , heat
leaks, and vapor displacement of loaded LNG . It is
assumed to be flare at berth site .
HOLDING
MODE
LOADING
MODE
SHIP BOG
FUEL GAS
3
6
4
TANK BOG
PRECHILLING
N2 REJECTION
SWEET,
DRY GAS
1
GAS CHILLING,
HEAVY
REMOVAL &
LIQUEFACTION
2
SUBCHILLING
LNG
LNG
IN-TANK LNG
ACCUMULATION
ONBOARD LNG
ACCUMULATION
FRACTIONATION
SECTION
PLANT CONDENSATE
PO-34.4
philosophy is that plant capacity will rise above the baseline, because the ship BOG
represents additional inflow of raw materials into the plant. Other advantages of this
philosophy include:
Normal operation of the liquefaction plant is maintained regardless of the ship
loading conditions. The amount of BOG generation is somewhat unpredictable
during initial chilling of the ship tanks as it depends on initial condition of the
ship. In an extreme scenario that the ship is new or returning to duty from major
overhaul, the BOG generation during initial chilling can be excessive. The study
philosophy assures that this scenario does not have an impact on operation of the
liquefaction plant.
This philosophy is particularly relevant for de-bottlenecking or expanding
existing plants. The BOG recovery section can be treated as an add-on package.
Even for a grassroots project, the detachment of baseline operation from the ship
BOG recovery would simplify the definition of process scope. Otherwise, the
calculation of ship BOG generation cannot be finalized until detailed marine
designs are complete. This finalization can only take place at a later stage of the
engineering phase.
BOG Profiles for Ship-Loading and Unloading Operations
The ship-loading BOG is typically flared in existing LNG export terminals.
Therefore, the BOG generation profile has received little attention. In contrast, the ship
unloading BOG in receiving terminals is totally recovered. Hence, the BOG generation
profile is relatively well understood. This subsection compares the differences in BOG
generation profiles between the two scenarios.
Figure 3 shows two idealized BOG profiles; one for ship unloading and another for
ship loading. Development of a rigorous BOG profile requires dynamic simulation of the
scenarios.
PO-34.5
(3a) Ship-unloading at
receiving terminals
10
(3b) Ship-loading at
exporting terminals
15
20
Time, hr
4
5
10
15
20
Time, hr
PO-34.6
2. Ramp up of LNG loading rate: When temperature indicators in the ship LNG
tanks show that proper levels of chilling are achieved, the LNG loading rate can
be ramped up. However, since the onboard compressors determine the overall
BOG handling capacity, the LNG ramp-up rate should be closely monitored to
keep BOG generation rate within the limit. The filling of ship LNG tanks is
preferred to be performed in a staggered manner so as to facilitate topping-off
later. The BOG generation is mainly attributable to the continued chill-down of
LNG tanks and vapor displacement.
3. Maximum LNG loading rate: After the LNG level exceeds approximately of
the tank height, the tank chill-down is complete. The BOG generation rate starts
to decrease. The maximum capacity of onshore LNG pumps controls the loading
rate in this phase.
4. Ramping down: When individual tanks are 80% full, the LNG loading rate is
reduced gradually until total stoppage. This is performed according to the
aforementioned staggering sequence. This ramping down also provides extra time
for suppressed BOG to continue evolving.
5. Topping-off: This phase is to maximize the utilization of all ship tanks (up to
98.5% of tank volumes). Valves to individual tanks are opened one after the other
to top-off the tanks. Certain LNG shrinkage may occur in this phase of
operation due to the continued evolution of BOG.
Owing to the highly dynamic nature of BOG profile, instantaneous BOG flow data is
of little value. Instead, operators may record accumulated BOG data in the course of an
entire loading procedure. These data normally range from 0.6 to 0.8% transferred LNG
per ship-load, equivalent to LNG loss between 840 to 1100 m3 (based on 140,000 m3
ship capacity).
The differences between the ship-loading and ship-unloading operations are further
elaborated below.
1. The capacity of a typical onshore tank is in the range of 150,000 m3 or higher. In
comparison, a ship of a similar capacity would comprise four to five separate
onboard tanks (Moss or membrane types). When accepting transferred LNG from
smaller ship tanks in receiving terminals, the larger onshore tanks provide
excellent buffering capability for tank temperature and pressure stability. This
stability advantage is non-existent when transferring LNG from larger onshore
tanks to smaller ship tanks in exporting terminals.
2. Onshore tanks can be top-filled or bottom-filled, typically, subject to the
discretion of operators based on the density of incoming LNG. In a top-filled
operation, the BOG generation can release the pumping energy and leaked heat
instantly. However, the BOG generation rate tends to be high. In a bottom-feed
operation, BOG generation can be delayed, depending on the detailed design of
bottom-feed columns. Ship-loading is bottom-feed.
3. For ship-loading scenario, the amount of BOG generation during the initial
chilling phase is determined by many factors such as types of ship tanks, levels of
LNG heel, roughness of the sea during ballast (empty) voyage, and how
PO-34.7
refrigeration in the LNG tanks is preserved in the ballast voyage. The last factor is
strongly dependent on the LNG composition and experience of the ship crew. For
ship-unloading scenario, a full ship is always chilled.
4. In Moss LNG ships, Moss tanks have a higher design pressure, up to 0.7 barg, and
can operate at a higher pressure (up to 0.25 barg). This design feature can be used
to absorb the energy input during the loading process. However, the LNG
temperature in the tank will be slightly raised. The raised temperature can be dealt
with when the LNG is transferred from the ship to the storage tanks at the
receiving terminal. The disadvantage of Moss LNG ships is that Moss tanks are
constructed of relatively large mass of metal, which takes more LNG for chilldown. Membrane tanks are just the opposite. They are constructed of relatively
small mass of metal and are not designed to hold pressures. A large percentage of
existing global LNG fleet and new-builds are of the membrane-type tanks. These
tanks are particularly susceptible to pressure fluctuations. The installation of very
large BOG compressors on the jetty to assist in the handling of ship BOG should
be evaluated carefully to ensure integrity of the membrane tanks are maintained.
LNG Tank and Ship Compressor Operating Pressures
Ship tank pressures can have significant impact on BOG generation. It can be
assumed that onshore LNG tanks are of full-containment construction and operating at
1.06 bara. Ship LNG tank operating pressure is also set at 1.06 bara. The possibility of
raising ship tank pressure to reduce the amount of ship-loading BOG is not explored in
this paper for the following reasons:
1. Ships with membrane tanks are gaining popularity in recent years. These types of
tanks are not designed to hold pressure.
2. The LNG delivery temperature may be bound by sales contracts.
3. The trapped heat in the ship LNG tanks does not disappear. It will be released in
forms of unloading BOG at the receiving terminals. This is undesirable from LNG
regasification terminal owners perspective.
Each ship is assumed to have onboard BOG compressors to boost BOG pressure up to
2.15 bara at the compressor discharge. The discharge temperature would range between 80 and -50 C, depending on the temperature of the exiting BOG at the top of LNG tanks.
The maximum ship BOG rate is controlled by the onboard compression capacity.
In scenarios of short jetty lines, typically the onboard BOG compressors are capable
of delivering BOG back to onshore facilities. Some of current practices direct the
returned BOG to LNG tanks, from which the onshore compressors draw the feed. The
major advantage is that LNG tank vapor space provides a huge buffer for the compressor.
The disadvantage is that the returned BOG may introduce heat and impurities to the tank.
This concern is particularly true when a new or overhauled ship is being cooled down.
PO-34.8
PROCESS OPTIONS
This section describes the possible destination for the recovered BOG.
Five different destinations for the recovered BOG are discussed and each has its own
intrinsic pros and cons. Figure 4 indicates some possible process options for BOG
recovery. The options are classified based on the final destinations for the recovered
BOG.
a) As fuel gas (FUELG)
b) As feed to plant cryogenic section (FEEDG)
c) As LNG at onshore site (LNG_1)
d) As LNG at berth site (LNG_2)
e) In situ power generation (POWER)
The difference between LNG_1 and LNG_2 is that in LNG_1 BOG is transported
back to the onshore facilities for re-liquefaction. In contrast, LNG_2 liquefies the BOG at
the berth by transporting refrigerant to the berth. The implications of this difference
include:
In LNG_1, a cryogenic or non-cryogenic pipeline carries BOG from the berth to
the onshore LNG tank. In LNG_2, a cryogenic pipeline to carry refrigerant to the
berth is provided. Hence, one will be used to carry gas, and the other one to carry
cryogenic liquid, e.g. LIN or LAR.
Depending on the delivery point for LNG_1, a separate NRU package may be
required to avoid N2 accumulation in onshore LNG tanks. This NRU is not
needed if the product is injected to the export LNG line for direct return to ships.
Although different operators may have different criteria to evaluate BOG recovery
processes, some of the critical criteria are listed below:
It may be desirable to consider that the LNG production is isolated to a great
extent from ship-loading operations. This ensures that optimal plant steady-state
conditions can be maintained for LNG production under all operating modes.
Therefore, a BOG recovery system exerts the least disturbances to the plant
operation would be the most desirable.
If the recovered BOG can bring in extra revenue, that would be a plus.
If BOG recovery system has high thermodynamic efficiency then it can be economically
used to produce extra LNG during holding mode, this is a desirable characteristic.
PO-34.9
FLARE
(DESIGN BASELINE)
(FEEDG)
(FUELG)
(LNG_1)
SHIP BOG
N2 REJECTION
MODULE
N2 REJECTION
MODULE
FUEL GAS
(LNG_2)
(POWER)
TANK BOG
PRECHILLING
GAS CHILLING,
HEAVY
REMOVAL &
LIQUEFACTION
N2 REJECTION
IN-SITU POWER
GEN
SUBCHILLING
LNG
LNG
IN-TANK LNG
ACCUMULATION
FRACTIONATION
SECTION
PLANT CONDENSATE
PO-34.10
BOG
BOG
BOG
Back-fill approach
BOG
BOG
BOG
Time-averaged approach
PO-34.12
PO-34.13
Yost, C., DiNapoli, R., Benchmarking Study Compares LNG Plant Costs, Oil &
Gas Journal, issue of April 14 (2003).
Butts, R. C., Chou, K., Slaton, B., Nitrogen-Rejection Process Developed for Small
Fields, Oil & Gas Journal, issue of March 13 (1995).
5.
GLOSSARY
BOG
PO-34.14
Loading The operation mode of an LNG plant when there is ongoing ship-loading
mode
operations. Since LNG is pumped out at a fast rate, attention should be paid
to vapor replacement. Also, there will be significant amount of ship-loading
BOG which needs to be handled.
LTCS
Low Temperature Carbon Steel
NPV
Net Present Value
NRU
Nitrogen Rejection Unit
SS
Stainless Steel
TIC
Total Installed Cost
VIP
Vacuum Insulated Piping
PO-34.15