Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
  • B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
  • B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
  • B63B25/12—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed
  • B63B25/16—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed heat-insulated
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
  • B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
  • B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B11/00—Interior subdivision of hulls
  • B63B11/02—Arrangement of bulkheads, e.g. defining cargo spaces
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B3/00—Hulls characterised by their structure or component parts
  • B63B3/14—Hull parts
  • B63B3/48—Decks
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B3/00—Hulls characterised by their structure or component parts
  • B63B3/14—Hull parts
  • B63B3/48—Decks
  • B63B3/52—Pillars; Deck girders
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B3/00—Hulls characterised by their structure or component parts
  • B63B3/14—Hull parts
  • B63B3/70—Reinforcements for carrying localised loads, e.g. propulsion plant, guns
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63J—AUXILIARIES ON VESSELS
  • B63J2/00—Arrangements of ventilation, heating, cooling, or air-conditioning
  • B63J2/12—Heating; Cooling
  • B63J2/14—Heating; Cooling of liquid-freight-carrying tanks
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63J—AUXILIARIES ON VESSELS
  • B63J3/00—Driving of auxiliaries
  • B63J3/02—Driving of auxiliaries from propulsion power plant
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
  • F25J—LIQUEFACTION, SOLIDIFICATION OR SEPARATION OF GASES OR GASEOUS OR LIQUEFIED GASEOUS MIXTURES BY PRESSURE AND COLD TREATMENT OR BY BRINGING THEM INTO THE SUPERCRITICAL STATE
  • F25J1/00—Processes or apparatus for liquefying or solidifying gases or gaseous mixtures
  • F25J1/0002—Processes or apparatus for liquefying or solidifying gases or gaseous mixtures characterised by the fluid to be liquefied
  • F25J1/0022—Hydrocarbons, e.g. natural gas
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
  • F25J—LIQUEFACTION, SOLIDIFICATION OR SEPARATION OF GASES OR GASEOUS OR LIQUEFIED GASEOUS MIXTURES BY PRESSURE AND COLD TREATMENT OR BY BRINGING THEM INTO THE SUPERCRITICAL STATE
  • F25J1/00—Processes or apparatus for liquefying or solidifying gases or gaseous mixtures
  • F25J1/02—Processes or apparatus for liquefying or solidifying gases or gaseous mixtures requiring the use of refrigeration, e.g. of helium or hydrogen ; Details and kind of the refrigeration system used; Integration with other units or processes; Controlling aspects of the process
  • F25J1/0243—Start-up or control of the process; Details of the apparatus used; Details of the refrigerant compression system used
  • F25J1/0257—Construction and layout of liquefaction equipments, e.g. valves, machines
  • F25J1/0259—Modularity and arrangement of parts of the liquefaction unit and in particular of the cold box, e.g. pre-fabrication, assembling and erection, dimensions, horizontal layout "plot"
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
  • F25J—LIQUEFACTION, SOLIDIFICATION OR SEPARATION OF GASES OR GASEOUS OR LIQUEFIED GASEOUS MIXTURES BY PRESSURE AND COLD TREATMENT OR BY BRINGING THEM INTO THE SUPERCRITICAL STATE
  • F25J1/00—Processes or apparatus for liquefying or solidifying gases or gaseous mixtures
  • F25J1/02—Processes or apparatus for liquefying or solidifying gases or gaseous mixtures requiring the use of refrigeration, e.g. of helium or hydrogen ; Details and kind of the refrigeration system used; Integration with other units or processes; Controlling aspects of the process
  • F25J1/0243—Start-up or control of the process; Details of the apparatus used; Details of the refrigerant compression system used
  • F25J1/0257—Construction and layout of liquefaction equipments, e.g. valves, machines
  • F25J1/0275—Construction and layout of liquefaction equipments, e.g. valves, machines adapted for special use of the liquefaction unit, e.g. portable or transportable devices
  • F25J1/0277—Offshore use, e.g. during shipping
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
  • F25J—LIQUEFACTION, SOLIDIFICATION OR SEPARATION OF GASES OR GASEOUS OR LIQUEFIED GASEOUS MIXTURES BY PRESSURE AND COLD TREATMENT OR BY BRINGING THEM INTO THE SUPERCRITICAL STATE
  • F25J1/00—Processes or apparatus for liquefying or solidifying gases or gaseous mixtures
  • F25J1/02—Processes or apparatus for liquefying or solidifying gases or gaseous mixtures requiring the use of refrigeration, e.g. of helium or hydrogen ; Details and kind of the refrigeration system used; Integration with other units or processes; Controlling aspects of the process
  • F25J1/0243—Start-up or control of the process; Details of the apparatus used; Details of the refrigerant compression system used
  • F25J1/0257—Construction and layout of liquefaction equipments, e.g. valves, machines
  • F25J1/0275—Construction and layout of liquefaction equipments, e.g. valves, machines adapted for special use of the liquefaction unit, e.g. portable or transportable devices
  • F25J1/0277—Offshore use, e.g. during shipping
  • F25J1/0278—Unit being stationary, e.g. on floating barge or fixed platform
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
  • B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
  • B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
  • B63B2025/087—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid comprising self-contained tanks installed in the ship structure as separate units
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
  • B63B35/44—Floating buildings, stores, drilling platforms, or workshops, e.g. carrying water-oil separating devices
  • B63B2035/448—Floating hydrocarbon production vessels, e.g. Floating Production Storage and Offloading vessels [FPSO]
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
  • F25J—LIQUEFACTION, SOLIDIFICATION OR SEPARATION OF GASES OR GASEOUS OR LIQUEFIED GASEOUS MIXTURES BY PRESSURE AND COLD TREATMENT OR BY BRINGING THEM INTO THE SUPERCRITICAL STATE
  • F25J2220/00—Processes or apparatus involving steps for the removal of impurities
  • F25J2220/60—Separating impurities from natural gas, e.g. mercury, cyclic hydrocarbons
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
  • F25J—LIQUEFACTION, SOLIDIFICATION OR SEPARATION OF GASES OR GASEOUS OR LIQUEFIED GASEOUS MIXTURES BY PRESSURE AND COLD TREATMENT OR BY BRINGING THEM INTO THE SUPERCRITICAL STATE
  • F25J2290/00—Other details not covered by groups F25J2200/00 - F25J2280/00
  • F25J2290/72—Processing device is used off-shore, e.g. on a platform or floating on a ship or barge

Definitions

• Embodiments of the invention described herein pertain to the field of marine liquefaction of natural gas. More particularly, but not by way of limitation, one or more embodiments of the invention describe a natural gas liquefaction vessel.
• Natural gas is typically transported by pipeline from the location where it is produced to the location where it is consumed.
• large quantities of natural gas may sometimes be produced in an area or country where production far exceeds demand, and it may not be feasible to transport the gas by pipeline to the location of commercial demand, for example because the location of production and the location of demand are separated by an ocean or rain forest.
• VVitliout an effective way to transport the natural gas to a location where there is a commercial demand, opportunities to monetize the gas may be lost.
• Liquefaction of natural gas facilitates storage and transportation of the natural gas.
• Liquefied natural gas (“LNG”) takes up only about l/600th of the volume that the same amount of natural gas does in its gaseous state.
• LNG is produced by cooling natural gas below its boiling point (-259° F at atmospheric pressure). LNG may be stored in cryogenic containers slightly above atmospheric pressure. By raising the temperature of the LNG, it may be regasified back to its gaseous form.
• the natural gas is gathered through one or more pipelines to a land-based liquefaction facility.
• Land-based liquefaction facilities and the associated gathering pipelines are costly, may occupy large areas of land and take several years to permit and construct.
• land-based liquefaction facilities are not optimally suited to adapt to variation in the location of natural gas supplies or to liquefy small or stranded gas reserves.
• the LNG must be stored in large land-based ciyogenic storage tanks, transported through a special cryogenic pipeline to a terminal facility, and then loaded onto a vessel equipped with ciyogenic compartments (such a vessel may be referred to as an LNG carrier or "LNGC"), which in combination may increase the overall expense of transporting the gas to its ultimate destination, LNG projects are inherently capital intensive.
• LNGC LNG carrier
• the liquefaction plant is the largest cost component, accounting for approximately 50% of the total cost of the LNG value chain; hence, cost reduction of the liquefaction plant is an important issue.
• the capital cost of the liquefaction plant is dependent on several factors such as plant location, size, site conditions, and quality of feed gas.
• thermodynamics of the liquefaction processes are well developed.
• improvements in the industry come from improvements in the liquefaction process and infrastructure that reduce cost.
• development costs are capitalized over the life of the facility. Therefore, efficiency in process and infrastructure may reduce the overall cost per ton of LNG over the life of the liquefaction plant.
• a vessel's deadweight is critical to its use, because if the equipment onboard the ship is too heavy, the ship may sit too deeply in the water or break under excessive longitudinal stresses. Sponsons are sometimes added to the sides of the LNGC to create more cargo space and increase deadweight, but often this does not provide enough deadweight to allow the addition of complex liquefaction equipment.
• old tonnage LNGC vessels are typically steam powered and are not able to generate the required 40-50 MW of power needed for liquefaction equipment.
• old tonnage vessels require costly rework to convert them to natural gas liquefaction vessels. Such rework is especially economically infeasible where the LNGC will be in service for a long duration, such as more than five years, due to the cost of powering the older vessel.
• Embodiments described herein generally relate to an apparatus and system for a natural gas liquefaction vessel.
• a natural gas liquefaction vessel is described.
• An illustrative embodiment of a natural gas liquefaction vessel includes the natural gas liquefaction vessel newbuilt on a Q-Max class hull, the Q-Max class hull including a cargo hold, a plurality of membrane-type cryogenic cargo tanks installed within the cargo hold, the plurality of cryogenic cargo tanks each about 41 m wide, at least one pair of ballast wing tanks, one each on a port side and a starboard side of the cargo hold and adjacent to at least one cryogenic cargo tank of the plurality of cryogenic cargo tanks, each ballast wing tanks about 7 m wide, a trunk deck above the cargo hold, the trunk deck extending over the plurality of cryogenic cargo tanks and over the at least one pair of ballast wing tanks, and a natural gas liquefaction plant on the trunk deck, tlie natural gas liquefaction plant including a gas loading and reception man
• An illustrative embodiment of a liquefied natural gas (LNG) vessel system includes a natural gas liquefaction vessel, a natural gas liquefaction vessel including a cargo hold in a hull of a natural gas liquefaction vessel, a plurality of cryogenic cargo tanks in the cargo hold, at least one pair of ballast wing tanks, one each on a port side and a starboard side of the cargo hold and coupled to at least one cryogenic cargo tank of the plurality of cryogenic cargo tanks, a trunk deck above the cargo hold, the trunk deck extending o ver the plurality of cryogenic cargo tanks and over the at least one pair of ballast wing tanks, and a natural gas liquefaction plant on the trunk deck.
• LNG liquefied natural gas
• An illustrative embodiment of a liquefied natural gas (LNG) vessel system includes a natural gas liquefaction vessel, a natural gas liquefaction vessel including a natural gas liquefaction vessel system including a natural gas liquefaction vessel including ballast wing tanks on a port side and a starboard side of at least one cargo tank, an upper trunk deck extending over and supported by the ballast wing tanks, and a liquefaction facility on the extended upper trunk deck, and dual-fuel diesei generator sets that power the natural gas liquefaction vessel propulsion and the liquefaction facility.
• LNG liquefied natural gas
• features from specific embodiments may be combined with features from other embodiments.
• features from one embodiment may be combined with features from any of the other embodiments.
• additional features may be added to the specific embodiments described herein.
• FIG. 1 is a cross sectional view of a cargo hold of a natural gas liquefaction vessel of an illustrative embodiment.
• FIG. 2 is a cross sectional view of a mid-ship section of a natural gas liquefaction vessel of an illustrative embodiment.
• FIG. 3 is a top plan view of an upper trunk deck of a natural gas liquefaction vessel of an illustrative embodiment.
• FIG. 4 is a profile view of a natural gas liquefaction vessel of an illustrative embodiment.
• FIG. 5 is a flowchart of a liquefaction process onboard a liquefaction vessel of an illustrative embodiment.
• capacity refers to the amount of a material that can be contained within a cargo tank and/or within a liquefaction vessel as cargo.
• Coupled refers to either a direct connection or an indirect connection (e.g., at least one intervening connection) between one or more objects or components.
• indirectly attached means a direct connection between objects or components.
• liquefaction equipment As used in this specification and the appended claims, “liquefaction equipment,” “liquefaction train(s),” “liquefaction plant” and “liquefaction facility” refers to one or more pieces of any type or combination of equipment used to convert natural gas to liquefied natural gas (LNG).
• liquefaction equipment, facility, plant or tram(s) means any of one or more of a series of linked equipment elements or modules used in the natural gas pretreatment and liquefaction process, for example, warm liquefaction module, cold liquefaction module, dehydration module, amine module, boil-off gas (BOG) module, cold box and utility module, or any similar equipment of different names that accomplish the same purpose.
• LNG liquefied natural gas
• high pressure means, with respect to gaseous natural gas, between a pressure of about 45 barg and about 100 barg.
• " 'high pressure” means capable of maintaining, transferring and/or accommodating natural gas at a pressure of between about 45 barg and about 100 barg.
• One or more embodiments provide a natural gas liquefaction vessel. While for illustration purposes the invention is described in terms of natural gas, nothing herein is intended to limit the invention to that embodiment. The invention may be equally applicable to other hydrocarbon gases which may be transported as liquids, for example liquefied petroleum gas, propane or butane.
• a natural gas liquefaction vessel including an increased deadweight tonnage, as compared to a liquefied natural gas carrier (LNGC) of a comparably-sized ship, is achieved by reducing the LNGC's cargo capacity. This difference creates room on the port and starboard sides of cargo tanks to increase the size of the adjacent wing tanks.
• the increased size of the wing tanks occupy the space created by the reduced cargo tank size of the vessel and may support a larger upper trunk deck.
• the ballast wing tanks and smaller cargo tanks increase the deadweight available.
• the larger upper trunk deck of the vessel is able to support an efficient floating liquefaction plant that improves the LNG value chain because it is capable of producing 2.0 - 3.0 MTPA in the footprint of a standard vessel hull, such as for example a Q-Max hull.
• An illustrative embodiment of a natural gas liquefaction vessel includes an improved cargo hold size and deck structure that may allow a liquefaction facility to be placed onboard a floating vessel that is newbuilt on a conventional LNG carrier hull, such as a Q-Max or Q ⁇ Flex hull.
• a hull design known to shipyards and those of skill in the art provides the advantages of reducing development costs and increasing reliability in newbuilt vessels.
• sufficient deadweight may be dedicated to an expanded upper deck to support an expanded liquefaction train and improved power system.
• the natural gas liquefaction vessel may also include wider ballast wing tanks on the port and starboard side of the cargo tanks, and an extended upper trunk deck over the ballast wing tanks, as compared to conventional liquefaction floating units and/or conventional liquefied natural gas carriers (LNGCs) converted into liquefaction vessels.
• LNGCs conventional liquefied natural gas carriers
• a liquefaction vessel of illustrative embodiments may be diesel-electnc powered by dual-fuel diesel generator sets, for example.
• the dual-fuel diesel generator sets may provide power for both vessel propulsion and the liquefaction train.
• the natural gas liquefaction facility onboard the vessel may be powered by gas engines or gas turbines, illustrative embodiments may increase deadweight of the liquefaction vessel to provide additional options for li uefaction facility process arrangements, as compared to conventional liquefaction vessels and/or conventional LNGCs of similar hull size and class.
• FIG. 1 and FIG. 2 illustrate an exem lary embodiment of a liquefaction vessel.
• Liquefaction vessel 100 may be moored offshore on buoy or tied up along a jetty for extended periods of time, such as for 5 years or more.
• liquefaction vessel 100 has hull 105 with a size of 345 m X 55 m X 27 m, in one non-limiting example.
• An LNGC hull of this size in the prior art would have a maximized cargo capacity of 266,000 m 3 based on the deadweight of the vessel.
• FIG. 1 and FIG. 2 illustrate an exem lary embodiment of a liquefaction vessel.
• Liquefaction vessel 100 may be moored offshore on buoy or tied up along a jetty for extended periods of time, such as for 5 years or more.
• liquefaction vessel 100 has hull 105 with a size of 345 m X 55 m X 27 m, in one non-limiting example.
• liquefaction vessel 100 may include cargo tanks 110 having a reduced capacity of only 180,000 m 3 .
• cargo capacity By reducing the cargo capacity (tank size), deadweight for additional liquefaction equipment may become available.
• Other sized hulls may also be used for liquefaction vessel 100, such as hulls with cargo tanks 1 10 having a capacity of between 145,000 m 3 and 256,000 m 3 , for example.
• capacity of cargo tanks 110 onboard liquefaction vessel 1 0 may be on average at least 15% less than the maximum deadweight capacity of cargo tanks of prior similar vessels.
• the capacity of cargo tanks 110 may be about 30% less than the maximum deadweight capacity of a similarly sized prior art LNGC.
• all cargo tanks 110 in the cargo hold of liquefaction vessel 100 are reduced in volume from a conventional vessel of similar size, and the reduction in volume is at least 15% on average.
• Cargo tanks 110 may be membrane or self-supporting prismatic type cargo tanks.
• the LNG containment system for liquefaction vessel 100 cargo tanks 110 may be membrane-type tanks, in a two row/ten tank configuration to minimize sloshing and provide mid-span deck support for installed liquefaction equipment 350, for example.
• a Q-Max class hull is shown as an example; the invention is not so limited. The invention may also be applied to a Q-Flex class hull, with the appropriate scaling.
• the width a of cargo tanks 110 may be truncated in liquefaction vessel 100 from those in a conventional Q-Max hull. In an embodiment, width a may be about 41 m . Shortening the width a of cargo tanks 1 10 to about 41 m, without modifying the height and length of cargo tanks 110, reduces the capacity of cargo tanks 110 without altering the overall structure of the vessel. Using an existing hull form from existing shipyards increases reliability and reduces development cost.
• a Q-Max hull form is a well-known and reliable hull form, where the "Q” stands for Qatar and the "Max” is the maximum size of ship able to dock at the LNG terminals in Vietnamese.
• Existing shipyards know- how to build a Q-Max hull.
• reducing the capacity of cargo tanks 1 10 creates additional deadweight.
• cargo tanks 110 may be reduced from a 266,000 m J capacity to 180,000 m J by using narrower cargo tanks 110, thereby making available 40,000 tons of deadweight for other purposes, such as liquefaction equipment 350.
• extra space 130 is created on port side 120 and starboard side 125 of liquefaction vessel 100 adjacent to cargo tanks 110.
• ballast wing-tank size may be based on tank volume and damage requirements, in illustrative embodiments, ballast wing tanks 115 may be installed and/or extended to occupy extra space 130. Ballast wing tanks 115, extended in size to about, for example, 7 m each, are larger than in a conventional vessel. Ballast wing tanks 115 may provide improved stability and/or structural support that allows liquefaction vessel 100 to support upper trunk deck 135 and/or extended portions 140. In a Q-Max class embodiment, upper trunk deck 135 may be about 27 m and extended portions 140 may be about 14 m.
• upper tmnk deck 135 may be extended on port side 120 and starboard side 125 of the vessel, as illustrated by extended portions 140.
• Upper trunk deck 135 may extend the full length of liquefaction vessel 100 and may be raised above upper deck 145 in one or more illustrative embodiments.
• upper deck 145 is conventionally used for regasification equipment. In such conventional configurations, regasification equipment may be forward on upper deck 145.
• Upper deck 145 is also where liquefaction equipment is located on a conventional floating liquefaction unit.
• Side shell 150, between upper deck 145 and extended portions 140 of upper trunk deck 135, may be non-tight and exposed to weather.
• Extended portions 140 of upper trunk deck 135 may be between 17 m and 20 m on both port 120 and starboard sides 125 of liquefaction vessel 100 for a hull 345 m in length.
• upper tmnk deck 135 may be 14 m on each side and extend the length of liquefaction vessel 100 as shown in FIG.3 and FIG . 4.
• FIG. 3 shows a Q-Max class vessel with dual-mixed refrigerant (OMR) that may be capable of 3.0 MTPA (Metric ' Tons per Annum) or greater sendout.
• liquefaction vessel 100 may be a Q-Flex class vessel with single-mixed refrigerant (SMR) for smaller configurations with less than 2.0 MTPA sendout.
• FIG. 3 is a plan view of upper trunk deck 135, which may provide space for and support liquefaction equipment 350.
• the liquefaction equipment 350 may reside on upper trunk deck 135.
• Upper trunk deck 135 may extend the length of the vessel on both the port side 120 and starboard side 125. Together a series of exchangers comprise a single LNG train.
• Liquefaction equipment 350 may be a single DMR train or multiple SMR trains.
• Liquefaction equipment 350 may convert gaseous natural gas to liquefied natural gas (LNG) by removing heat from the natural gas until the natural gas is below its boiling point. As shown in FIG. 3, liquefaction equipment 350 may be placed on extended portions 140 of upper trunk deck 135, rather than on upper deck 145 as would be located in a conventional vessel of similar size. In some embodiments, liquefaction equipment 350 may also be placed on upper deck 145 (as a supplement to that on upper trunk deck 135) and/or extended portions 140.
• LNG liquefied natural gas
• warm liquefaction module 300, cold liquefaction module 305, dehydration module 310, amine module 315, boil-off gas (BOG) module 330, cold box 325 and utility module 320 all may reside on upper trunk deck 135, specifically on extended portions 140 of upper trunk deck 135 and supported by ballast wing tanks 115.
• upper trunk deck 135 extends substantially the length of liquefaction vessel 100 on both port 120 and starboard 125 sides.
• Extended portions 140 of upper tmnk deck 135 may extend a full beam (between 17 m and 20 m) of natural gas liquefaction vessel 100 to both port side 120 and starboard side 125 and over ballast wing tanks 1 15 for the length of natural gas liquefaction vessel 100.
• Liquefaction equipment 350 may be provided by Black & Veatch Corporation of Overland Park, Kansas, United States, Air Products and Chemicals, Inc. of Allentown, Pennsylvania, Linde AG of Pullach, Germany, Axens-IFP of Rueil, France, Royal Dutch Shell pic of The Hague, the Netherlands or LNG Ltd. of Perth, Australia.
• liquefaction equipment 350 may be Black & Veatch single mixed refrigerant (SMR), dual mixed refrigerant (DMR) or another liquefaction technology known to those of skill in the art.
• Liquefaction equipment 350 may provide gas pretreatment and/or improved processing equipment because of the available additional deadweight and space of illustrative embodiments.
• Illustrative embodiments of the invention may obviate the need for onshore pretreatment facilities or for pretreatment on a production platform, since more deck space and/or deadweight is available onboard liquefaction vessel 100 than in prior configurations.
• liquefaction vessel 100 may use a DMR or SMR process.
• the invention may be compatible with any other process known to those of skill in the art that are supported by and are compatible with the advantages of the one or more embodiments of the invention.
• FIG. 5 is a flowchart of exemplar ⁇ 7 processes that may take place onboard liquefaction vessel 100.
• Liquefaction vessel 100 may receive natural gas from wellheads under the sea, or through a high-pressure hard arm and pipelines on a dock.
• FIG. 5 illustrates an example where natural gas from subsea wellheads 500 may be supplied to liquefaction vessel 100 via flowline and risers 505, though the invention is not so limited. In either case, the process of liquefaction as shown in FIG. 5 may be the same once natural gas reaches liquefaction vessel 100. As shown in FIG.
• liquefaction vessel 100 may utilize either an integrated turret such as a submerged turret loading -buoy or external turret 400 at the bow of liquefaction vessel 100.
• external turret 400 may permit weathervaning of liquefaction vessel 100.
• Natural gas moves from its source through pipes from gas loading and reception 510 to fiscal metering 515, and then may enter amine module 315 for compression 520 and acid gas removal 525.
• Dehydration and mercury (Hg) removal 530 may be performed in dehydration module 310.
• Dehydration module 310 is coupled by pipes to cold box/heavies module 325, where the step of liquefaction and heavies removal 535 may occur.
• liquefaction may occur using warm liquefaction module 300 and cold liquefaction module 305.
• warm liquefaction module 300 first cools the gas from, ambient (warm) temperature, then cold liquefaction module 305 liquefies it at about -i6Q°C.
• the LNG resulting from the liquefaction module(s) moves on to end flash process 540, where additional sub- cooling of the LNG may be accomplished by passing it through an expander (a compressor operating in reverse).
• End flash process 540 may be needed because once liquefaction is complete the LNG may still be at relatively high pressure.
• LNG may be stored on liquefaction vessel 100 at a pressure slightly above atmospheric pressure. Therefore, it is advantageous to reduce the pressure through an expander, such that the LNG may be conditioned for storage, and may also produce some additional power via a generator connected to the expander.
• Boil off gas may be used for fuel gas, or reliquefied and returned. Boil off gas/fuel gas handling 555 may occur in BOG module 330.
• Flare tower 415 may be located at the bow of liquefaction vessel 100 and may burn off LNG and flare it safely away from, liquefaction vessel 100. Cryogenic loading arms or hoses (not shown) may provide LNG offloading 550 from liquefaction vessel 100.
• Liquefaction vessel 100 may also need to process byproducts of the liquefaction process onboard the vessel. Dehydration may generate water. Produced water treatment 575 may be stored at produced water storage 580, but is eventually discarded at produced water disposal 585 where it is released into the vessel hull. MEG (Mono Ethylene Glycol) recovery and regeneration 590 may also produce water for produced water treatment 575 when it accepts natural gas from, gas loading and reception 5 0 and returns the natural gas to wellheads 500. Liquefaction vessel 100 may also provide chemical injection 595 to wellheads 500.
• MEG Mono Ethylene Glycol
• gas loading and reception 510 and liquefaction/heavies removal 535 may generate condensate, which may be processed by condensate stabilization 560, and then transferred to condensate storage 565 and eventually offloaded at condensate offloading 570.
• Liquefaction vessel 100's power system 410 may be electric powered by dual fuel generator sets, with either one or two propellers 405. Electricity to power liquefaction vessel 1 0 and liquefaction process equipment may be generated using the dual -fuel generator sets, which may, for example, be one or more dual-fuel diesei generator sets providing diesei electric power. In some embodiments, power to liquefaction vessel 100 and liquefaction equipment 350 may be provided by gas engines or gas turbines. Liquefaction vessel 100 may employ self- propulsion during transit to and/or from the location of production and/or to move out of harm's way, such as during inclement weather.
• cargo tank, cargo capacity, trunk deck extension and wing tank dimensions described herein may be modified proportionally based on the size of the vessel hull employed on liquefaction vessel 100.
• a natural gas liquefaction vessel has been described, illustrative embodiments may provide an improved cargo containment and deck structure for a floating liquefaction unit or vessel. Illustrative embodiments may more efficiently utilize deadweight of the vessel while sacrificing only limited storage space. Illustrative embodiments may provide space for a more efficient power system onboard the vessel, utilizing dual fuel diesel power for vessel propulsion, power to the vessel and liquefaction processes.
• the liquefaction vessel of illustrative embodiments may offer additional liquefaction process arrangements and more economic options for long-term charters.
• Illustrative embodiments may be capable of producing 2.0 - 3.0 MTPA in the footprint of a standard vessel hull, such as for example a Q- Max hull.

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• Filling Or Discharging Of Gas Storage Vessels (AREA)
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• 2017
  • 2017-01-12 SG SG11201805042VA patent/SG11201805042VA/en unknown
  • 2017-01-12 JP JP2018535087A patent/JP6585305B2/ja not_active Expired - Fee Related
  • 2017-01-12 KR KR1020187023364A patent/KR20180095724A/ko not_active Ceased
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• 2018
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