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EUROPEAN COMMISSION
DG MOVE
SEVENTH FRAMEWORK PROGRAMME
GC.SST.2012.2-3 GA No. 321592
LNG logistic details
LNG Blue Corridors project is supported by the European
Commission under the Seventh Framework Programme (FP7). The sole
responsibility for the content of this document lies with the
authors. It does not necessarily reflect the opinion of the
European Union. Neither the FP7 nor the European Commission is
responsible for any use that may be made of the information
contained therein.
Deliverable No. LNG BC D5.8
Deliverable Title LNG logistic details
Dissemination level Public
Written By Javier Lebrato (IDIADA), Edgard de Seia (IDIADA)
September 2016
Checked by Javier Lebrato (IDIADA) February 2017
Approved by Xavier Ribas (IDIADA) March 2017
Issue date March 2017
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REVISION HISTORY AND STATEMENT OF
ORIGINALITY Revision History
Rev Date Author Organization Description
0.1 20.11.13 Curt Ganeles Erdgas Initial draft
0.2 28.11.13 Philippe Desrumaux DRIVE Suggested additional
content
0.3 30.11.13 Curt Ganeles Erdgas Final revisions
0.4 17.04.15 Edgard De Seia IDIADA Revision
0.5 19.06.15 Edgard De Seia IDIADA Update on draft
0.6 30.09.2015 Javier Lebrato IDIADA Update information
0.7 23.03.2016 Javier Lebrato IDIADA Update information
0.8 23.02.2017 Thomas Gromeier ENI Revision
0.9 24.02.2017 Javier Lebrato IDIADA Rewrite the content,
inclusion the latest info
and assess the fuel availability per station
1.0 27.02.2017 Dorian Gonzalez GNF Revision
1.1 27.02.2017 Timothèe Audibert ENGIE Revision
1.2 27.02.2017 Fredrik Svensson SGA Revision
1.3 27.02.2017 Joao Felipe Dourogas Revision
1.4 27.02.2017 Philippe Desrumaux Drive System Revision
1.5 27.02.2017 Jorge Alegria GALP Revision
1.6 27.02.2017 Cliff Müller - Trimbusch UNIPER Revision
Statement of originality:
This deliverable contains original unpublished work except where
clearly indicated otherwise. Acknowledgement of previously
published material and of the work of others has been made through
appropriate citation, quotation or both.
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Executive Summary Before the fuelling stations in the LNG Blue
Corridors project – an EU-wide project designed to establish
liquefied natural gas (LNG) as fuel for road transport – can be
fully operational, the logistics for delivering LNG fuel to the
stations must be established. This deliverable describes the
project partners’ progress choosing suppliers to handle these
logistics.
Every partner was able to present at least one company capable
of delivering fuel to their station, and some partners suggested
several potential providers. This in itself is positive, as it
demonstrates that there is abundant infrastructure in place to
deliver LNG to fuelling stations. At first, fuel deliveries and
logistics will be primarily governed by inventory control – until
normal fuel demand can be determined, orders for more fuel will be
placed when the amount on hand falls below a certain amount. After
normal demand is established, supply strategies involving
deliveries at regular time intervals can be implemented.
One risk that has been revealed is the variance in fuel quality
at different stations. In past tests, some dual-fuel trucks have
suffered drivability issues when running on LNG with a methane
number under 90, yet most of the fuelling stations in southern
Europe will offer fuel below this quality threshold. The Euro VI
versions of these dual-fuel vehicles must be evaluated to learn if
this will be an issue in the future.
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Contents
Executive Summary
.................................................................................................................................
3
1 Introduction
.....................................................................................................................................
6
1.1 LNG Blue Corridors project
......................................................................................................
6
1.2 Aim of this deliverable
.............................................................................................................
7
2 Methods and results
........................................................................................................................
8
2.1 DRIVE SYSTEM
.......................................................................................................................
10
2.2 ENI
.........................................................................................................................................
10
2.3 UNIPER (LIQVIS)
.....................................................................................................................
11
2.4 GALP
......................................................................................................................................
12
2.5 GAS NATURAL FENOSA
..........................................................................................................
12
2.6 ENGIE
.....................................................................................................................................
13
2.7 DOUROGAS
............................................................................................................................
13
2.8 SGA
........................................................................................................................................
14
3 Analysis of Results
.........................................................................................................................
16
4 Conclusion
.....................................................................................................................................
17
4.1 DRIVE SYSTEM
.............................................................................................................................
17
4.2 ENI
...............................................................................................................................................
19
4.3 UNIPER (LIQVIS)
...........................................................................................................................
22
4.4 GALP
............................................................................................................................................
24
4.5 GAS NATURAL FENOSA
................................................................................................................
25
4.6 ENGIE
...........................................................................................................................................
27
4.7 DOUROGAS
..................................................................................................................................
30
4.8 SGA
..............................................................................................................................................
32
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Figures
Figure 1 - Impression of the LNG
............................................................................................................................................
6
Figure 2 - Map showing distribution of import terminals to be
used in LNG Blue Corridors ...................... 15
Figure 3 - Distance between Kallo station and Zeebrugge LNG
Terminal
........................................................... 17
Figure 4 - Distances between Piacenza and Barcelona, Fos-sur-Mer
LNG Terminal ....................................... 19
Figure 5 - Distances between Pontedera and Barcelona,
Fos-sur-Mer LNG Terminal ....................................
21
Figure 6 - Distance between Berlin station and Rotterdam LNG
Terminal ..........................................................
22
Figure 7 - Distance between Berlin station and Swinoujsie and
Zeebrugge LNG Terminal ......................... 23
Figure 8 - Distance between Matosinhos station and Sines LNG
Terminal.........................................................
24
Figure 9 - Distance between Barcelona station and Barcelona LNG
Terminal ................................................... 25
Figure 10 - Distance between Elvas and Carregado stations and
Sines LNG Terminal .................................. 30
Figure 11 - Distance between Örebro station and Nynäshamn LNG
Terminal.................................................. 32
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1 Introduction 1.1 LNG Blue Corridors project
The LNG Blue Corridors project’s aim is to establish LNG as a
real alternative for medium- and long-distance transport—first as a
complementary fuel and later as an adequate substitute for diesel.
Up to now the common use of gas as fuel has been for heavy vehicles
running on natural gas (NG) only for municipal use, such as urban
buses and garbage collection trucks. In both types of application,
engine performance and autonomy are good with present technologies,
as they are well adapted to this alternative cleaner fuel.
However, analysing the consumption data, the equivalence in
range of 1 litre of diesel oil is 5 litres of CNG (Compressed
Natural Gas), compressed to 200 bar. Five times more volume of fuel
prevents the use of CNG in heavy road transport, because its volume
and weight would be too great for a long-distance truck. This opens
the way for LNG (Liquefied Natural Gas), which is the way natural
gas is transported by ship to any point of the globe. NG liquefies
at 162º C below zero, and the cost in energy is only 5% of the
original gas. This state of NG gives LNG the advantage of very high
energy content. Only 1,8 litres of LNG are needed to meet the
equivalent autonomy of using 1 litre of diesel oil. A 40-ton road
tractor in Europe needs a tank of 400 to 500 litres for a 1.000 km
trip; its equivalent volume with liquid gas would be 700 to 900
litres of LNG, a tank dimension that could easily be fitted to the
side of the truck chassis. LNG therefore opens the way to the use
of NG for medium- and long-distance road transport.
LNG has huge potential for contributing to achieving Europe’s
policy objectives, such as the Commission’s targets for greenhouse
gas reduction, air quality targets, while at the same time reducing
dependency on crude oil and guaranteeing supply security. Natural
gas heavy-duty vehicles already comply with Euro V emission
standards and have enormous potential to reach future Euro VI
emission standards, some without complex exhaust gas
after-treatment technologies, which have increased procurement and
maintenance costs.
To meet the objectives, a series of LNG refuelling points have
been defined along the four corridors covering the Atlantic area
(green line), the Mediterranean region (red line) and connecting
Europe’s South with the North (blue line) and its West and East
(yellow line) accordingly. In order to implement a sustainable
transport network for Europe, the project has set the goal to build
approximately 14 new LNG stations, both permanent and mobile, on
critical locations along the Blue Corridors whilst building up a
fleet of approximately 100 Heavy-Duty Vehicles powered by LNG.
Figure 1 Impression of the LNG
Blue Corridors
This European project is financed by the Seventh Framework
Programme (FP7), with the amount of 7.96 M€ (total investments
amounting to 14.33 M€), involving 27 partners from 11
countries.
This document corresponds to the 8th deliverable within work
package 5. The goal of this deliverable is to assess the fuel
supply logistics for the fuelling stations planned for operation in
the LNG Blue Corridors project. This document will be available at
the project website:
http://www.lngbluecorridors.eu/.
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1.2 Aim of this deliverable The primary goals of the LNG Blue
Corridors project are to utilize the expertise of industrial
partners and research institutes in LNG transport and
infrastructure technology to roll out a network of LNG refuelling
points and to aid the market development of heavy-duty vehicles
running on natural gas. As such, the backbone of the project is to
construct fuelling stations in the locations described in the
Description of Work and implementing them in time to allow a
complete demonstration phase with trucks operating in daily
commercial use.
Establishing a LNG filling station network in various countries
across Europe with various experiences on LNG and diverse national
approval procedures in place concerning LNG infrastructure
constitutes an important challenge. As several countries have no
experience in the use of LNG as fuel for road transportation, each
step of a LNG station management has to be taken into account.
One such challenge is organizing the logistics to supply LNG
stations with fuel once they are built. In some countries with no
prior LNG experience, standard operating procedures must be
developed to ensure an appropriate fuel supply that meets customer
demand while bolstering a business case with intelligent logistics.
Additionally, there must be contingency plans in place to obtain
fuel from multiple suppliers should wholesale availability be
interrupted.
The goal of this deliverable is to assess the fuel supply
logistics for the fuelling stations planned for operation in the
LNG Blue Corridors project. This will allow for smoother
implementation once the stations are constructed and will allow
partners to share information about LNG suppliers should other
sources need to be obtained. The final logistics will depend
largely on the actual fuel turnover at each station, which can be
more precisely calculated at a later date when the availability of
LNG-powered heavy-duty vehicles is better known.
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2 Methods and results
The data for this deliverable were gathered by survey from the
partners in Work Package 5 responsible for constructing a filling
station(s). A secure collaborative spreadsheet was created and
shared online, and all partners were granted access. Data were
formally requested from the partners on several occasions.
In addition, these data were requested (where appropriate) from
partners in individual email and phone calls. Instructions were
clear: partners should provide the actual names and contact
information of LNG fuel distributors, and as many details as
possible. Specifically requested criteria were:
• Name companies that can supply filling station with LNG •
Supplier’s contact information • The port/terminal from which the
LNG is delivered • Bulk fuel cost per kg (if available) • Transport
capacity: the maximum volume of gas that can be transported in one
trip • Original source country of gas • Gas quality: methane number
• Additional comments
While the actual logistics for filling the stations will not be
determined until the fuel demand at each station is established,
these criteria are all important to consider when developing a
business and operations plan for an LNG station.
Partners who responded to requests for data are:
• DRIVE (Philippe Desrumaux) • ENI (Thomas Gromeier) • GALP
(Jorge Alegría, Pedro Ribeiro da Silva & Mario Carriço) • GNF
(Dorian Gonzalez, Guillermo Escobar & Jordi Ros ) • DOUROGAS
(Ines Rodrigues & Joao Felipe) • UNIPER (LIQVIS) (Cliff Müller
- Trimbusch) • SGA (Tula Ekengren, Maria Pohjonen & Fredrik
Svensson) • ENGIE (Timothee Audibert)
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2.1 DRIVE SYSTEM
Planned station
addresses
Steenlandlaan 3, 9130 Kallo - Antwerp, Belgium.
1) 2) 3) List the companies
that can supply
filling station (using
ACTUAL names)
ENGIE ENI Gas & Power EFT Trading
Supplier's contact
info
Joseph Jakerian / Tel. +33 (0)1 56 65 49 31 /
[email protected]
Florimond Dijkinga Guimardstraat 1A, rue
Guimard BE-1040 Brussels/Bruxelles
+32 2 557 3048 +32 479 99 79 68
Christopher Wethered Tel: +44 (0) 207 061 4167
Mob: +44 (0) 7881 511 421 Christopher.Wethered@edftra
ding.com
From which
port/terminal will
the LNG be
delivered?
Zeebrugge / Fluxys Terminal Zeebrugge / Fluxys Terminal
Zeebrugge / Fluxys Terminal
Transport capacity:
maximum volume of
gas that can be
transported in one
trip
Depending on chosen transport company
Depending on chosen transport company
Depending on chosen transport company
Original source
country of gas
Mainly Qatar, but not guaranteed
Mainly Qatar, but not guaranteed
Mainly Qatar, but not guaranteed
Gas quality: methane
number
>90% >90% >90%
Comments Only energy supply. Transport to be sourced
separately
Only energy supply. Transport to be sourced separately
Only energy supply. Transport to be sourced separately
2.2 ENI
Planned station
address
Station 1: Piacenza Station 2: Pontedera
List the companies
that can supply
filling station (using
ACTUAL names)
HAM
HAM
Supplier's contact
info
Aldo Bernardini Aldo Bernardini
From which
port/terminal will
the LNG be
delivered?
Barcelona Fos Tonkin
Barcelona Fos Tonkin
Transport capacity:
maximum volume of
gas that can be
transported in one
trip
From 17,5 to 19,0 tons, depending on the transporter
From 17,5 to 19,0 tons, depending on the transporter
Original source
country of gas
Qatar, Algeria, Trinidad
Qatar, Algeria, Trinidad
Gas quality: methane
number
~90%
~90%
Comments One stop full truck discharge should become the One
stop full truck discharge should become the
Table 2-1 Drive Logistic details
Table 2-2 ENI Logistic details
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future standard but will require min. 80 m3 storage; transport
capacities will change when the loading station of Fos Tonquin
becomes
available
future standard but will require min. 80 m3 storage; transport
capacities will change when the loading station of Fos Tonquin
becomes
available
2.3 UNIPER (LIQVIS)
Planned station
address
Station 1: Berlin
List the companies
that can supply
filling station
(using ACTUAL
names)
LIQVIS (potential subcontractors as Gascom, Primagaz, Hoyer,
Samat, TSL, Nijman, Klacska)
Supplier's contact
info
LIQVIS GmbH, Holzstrasse 6, 40221 Düsseldorf, Germany
From which
port/terminal will
the LNG be
delivered?
GATE, Rotterdam, Zeebrugge, Swinoujsie
Transport
capacity:
maximum volume
of gas that can be
transported in one
trip
18.5 tons fulldrop (actual one-time off-take capped by max
capacity of the filling station reservoir)
Original source
country of gas
Norway, Qatar, Trinidad and Tobago
Gas quality:
methane number
Methane 90.954 %
Ethane 6.657 %
Propane 1.513 %
i-Butane 0.173 %
n-Butane 0.352 %
n - Pentane 0.005 %
i-Pentane 0 . 022 %
neo-Pentane 0.000 %
C6+ 0 . 000 %
Nitrogen 0.324 %
Comments
Table 2-4 LIQVIS Logistic details
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2.4 GALP
Planned station
address
Station 1: Matosinhos Station 2: Sines
List the companies
that can supply
filling station (using
ACTUAL names)
Galp Gas Natural
Supplier's contact
info
J Barroso; T J Amaral; Molgas
From which
port/terminal will
the LNG be
delivered?
Sines
Transport capacity:
maximum volume of
gas that can be
transported in one
trip
21t (approx. 42m3)
Original source
country of gas
Nigeria
Gas quality: methane
number
83.92% (89.7 Methane; 7.2% Ethane; 1.4% Propane)
Comments
2.5 GAS NATURAL FENOSA
Station address Santa Perpètua de la Mogoda, Barcelona.
List the companies
that can supply
filling station (using
ACTUAL names)
Gas Natural Comercializadora
Supplier's contact
info
GNF subsidiary
From which
port/terminal will
the LNG be
delivered?
Barcelona
Transport capacity:
maximum volume of
gas that can be
transported in one
trip
45 m3
Original source
country of gas
Qatar, Nigeria, Algeria, etc.
Gas quality: methane
number
>90
Comments
Table 2-4 Galp Logistic details
Table 2-5 GNF Logistic details
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Supply challenges with Egypt means that the gas source may vary
in the short term.
2.6 ENGIE
Planned station
address
Station 1: Rungis Station 2: Lyon Station 3: Nîmes
List the companies
that can supply
filling station (using
ACTUAL names)
Rungis: LNGeneration, HAM, LNG Solutions, others
Lyon and Nîmes: LNGeneration, HAM, Molgas, others
Supplier's contact
info
From which
port/terminal will
the LNG be
delivered?
Montoir de Bretagne, Zeebrugge
Fos Tonkin, Montoir de Bretagne
Fos Tonkin, Montoir de Bretagne, Barcelona
Transport capacity:
maximum volume of
gas that can be
transported in one
trip
20t approx.
Original source
country of gas
Norway, Qatar, Algeria, …
Gas quality: methane
number
Around 90
Comments
2.7 DOUROGAS
Planned station
address
Station 1: Carregado/Lisboa Station 2: Elvas
List the companies
that can supply
filling station (using
ACTUAL names)
Goldenergy
Supplier's contact
info
Rua 31 de Agosto, nº 12 5000-305 Vila Real;
Tel:259 348630
From which
port/terminal will
the LNG be
delivered?
Sines
Transport capacity: 300.000 kWh; 25.714,23 Nm3; 45m3 GNL
Table 2-6 ENGIE Logistic details
Table 2-7 Dourogas logistic details
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maximum volume of
gas that can be
transported in one
trip
Original source
country of gas
Nigeria
Gas quality: methane
number
84%
Comments
2.8 SGA
Planned station
address
Station 1: Örebro - Pilängen
List the companies that can supply
filling station (using
ACTUAL names)
AGA (SGA)
Supplier's contact
info
Magnus Holmberg, AGA, office: +46 8 731 10 00
From which
port/terminal will
the LNG be
delivered?
Nynäshamn
Transport capacity:
maximum volume of
gas that can be
transported in one
trip
21 t
Original source
country of gas
Norway
Gas quality: methane
number
>85%
Comments The last two answers will change over time
Table 2-8 SGA Logistic details
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Figure 2 Map showing distribution of import terminals to be used
in LNG Blue Corridors
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3 Analysis of results
These results demonstrate that although implementing an LNG
station can be very challenging, especially in jurisdictions where
there is no precedent for obtaining regulatory approval, there are
abundant logistical possibilities for delivering LNG to fuelling
stations. Every partner who responded to the survey was able to
locate at least one supplier for their station, and many offered
information for several.
Some partners will actually control their own supply logistics
and will deliver fuel themselves. These partners, such as SGA,
GALP, GNF and DOUROGAS, should enjoy especially high logistical
flexibility since they can obtain fuel exactly when demand
dictates.
In many cases, the best choice of fuel supplier is determined by
the amount of fuel needed in a particular instance. If a large
quantity of fuel is required, a supplier that can deliver a large
quantity of LNG at a lower unit price is preferable. In this
situation, distributors able to deliver larger quantities of fuel
per trip may be preferable. However, if only a small amount is
required (e.g. to cool down boil-off gas), a supplier with lower
transportation costs might prove to be the most economically
justifiable option.
The current fuel demand of the project stations is more and more
stable, LNG fuel deliveries and logistics are largely governed by
inventory control: when a certain minimum level of LNG is achieved,
more fuel will be requested from the chosen supplier. After fuel
demand and turnover is determined through continuous testing and
use, a supply strategy involving regular deliveries at
predetermined time intervals can be implemented. Nevertheless,
variables such as inconsistent sales of L-CNG (both LNG and CNG)
can disrupt regularly scheduled deliveries and require changes in
logistics.
It has been noticed that all fuel carriers are able to carry at
least 17,5 T in a trip. In general terms, the amount of fuel that
is currently transported is 20 T, independently of the LNG tank
size at different stations. In this regard, there is a common
approach of outfitting the fixed facilities with 60 m3 LNG tanks,
although some stations have different cryogenic tank sizes, namely
Elvas (10 m3) and Pontedera (100 m3).
Another important aspect is the gas source once delivered to the
terminal. Generally, Nigeria, Qatar, Algeria, Norway, Trinidad and
Tobago are the most frequent sources.
One particularly important variable in the results presented
here is the quality of the LNG delivered from different terminals.
The responses indicate a range between approximately 84% and 93%.
While mono-fuel (spark-ignited engine) vehicles can safely operate
with a wide range of gas quality, some current dual-fuel
(compression-ignition) vehicles have had difficulty using LNG with
a methane number under 90. Gas below this quality specification can
prematurely detonate in the truck’s engine, causing ‘knocking’ and
introducing drivability and durability concerns. If new generations
of Euro VI dual-fuel vehicles suffer from this same phenomenon,
this might limit the usability and roll-out of this particular type
of truck across the EU.
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4 Conclusion The results presented in this deliverable
demonstrate that project partners will have no problems when
guaranteeing a regular supply of LNG to their stations. Many
partners have located multiple distributors capable of supporting
their stations’ operation, and some will even handle their own
logistics. This will allow greater flexibility and security of
supply.
Obviously, the logistic optimization is easier if the LNG
stations network is developed; it gives more flexibility to the LNG
trailers and allows using the maximum capacities of these ones.
All stations and their different supply details are analysed
underneath.
4.1 DRIVE SYSTEM
The Kallo station will be widely well supplied by different
companies: GDF Suez, ENI Gas&Power and EFT Trading could do it.
However, all of them will take the gas from the same terminal,
which is quite reasonable due to proximity between Antwerp and
Zeebrugge. Because of this it is quite an attractive area to deploy
LNG facilities, as it reduces possible fuel transportation costs.
The Zeebrugge area is considered to be the most important natural
gas landing point in the EU. Connecting to a variety of pipe gas
and LNG sources, it has an overall throughput capacity of about 48
bcm/y. As for pipe gas flows, the Zeebrugge area gives access to
natural gas from Norwegian and British offshore production fields
in the North Sea as well as from Germany and Russia. Worldwide LNG
supply is available through the Zeebrugge LNG Terminal.
Figure 3 Distance between Kallo station and Zeebrugge LNG
Terminal
It has been estimated that up to 21 T could be conveyed, that
means 46 m3 can be refuelled. In nutshell, a fuel carrier could
refuel 77% of the station capacity, although the same fuel carrier
is used to offload at different stations.
Its proximity makes the Drive station very well located. The
cost of fuel transportation is considerably reduced. In the event
of an unexpected extra fuel demand, the LNG tank could be refuelled
quickly.
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Also, there are other LNG terminals nearby such as GATE Terminal
in Rotterdam – 100 km away from Kallo.
At this project stage, it can be said that the Drive station has
reached a constant fuel demand. Either way, bearing in mind the
crossing-routes point of this station, fuel consumption fluctuation
might well occur.
It is worth mentioning as well that, although the maximum
capacity of a fuel carrier is 21 T, the Kallo station is hardly
charged with this amount. Normally up to 14 T of LNG is
charged.
All in all, Kallo station has an average consumption of 850 kg
of LNG a day. Normally all stations are charged with fuel as soon
as the LNG tank reaches 20-25% of its capacity. It can be concluded
that this facility, at this fuel consumption rate, will have to be
refuelled every two weeks at least.
As a matter of fact, Philipp Desrumaux from Drive System
declares that fuel carriers pass by the station once a week, with
14 T each time.
The main reason to avoid charging the station to its maximum
level is, of course, the possible boil-off effect that may occur is
the fuel is not finally consumed. The station is charged with
approx. 14 tons every week, the rest of the cargo goes to other
stations. From these 14 tons, about 9 to 10 tons is dispensed to
trucks (the station is frequented by 20-30 different trucks), the
rest is converted to CNG for use on site and on a remote (daughter)
station.
With the amount of LNG (10 T) charged at the Drive station:
- 23 Iveco trucks with double-LNG-tank could be refuelled, - 46
Iveco trucks with a simple 500 L-tanks could be refuelled, - 83
Volvo1 trucks with a small LNG tank (280 L) could be refuelled.
Leaving aside the average Kallo consumptions, this facility is
frequented by 6 trucks per day on average, normally Volvo or
single-LNG-tank trucks.
To sum up, it can be concluded that the Antwerp area – and it
can be extendable to Benelux area – are fairly well covered in
terms of LNG as fuel for vehicles. The distances are close and
doable by a container in a relatively short time in the case of an
unexpected event. Based on the current fuel demand this station is
well situated to be securely supplied. Based on the results, it is
safe to say it is a good rate for the station to be charged with
fuel on a weekly basis.
1 Volvo trucks are referred to Euro V vehicles which were
commercialized few years ago.
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4.2 ENI
It has been estimated that from 17,5 T to 19 T could be
transported. This fuel transportation will be carried out by HAM.
The LNG will be provided from Barcelona or Fos Tonkin
terminals.
Piacenza
The fuel consumption of this facility is 8-10 T of fuel a day.
It is, by far, the most demanded station in the project. Based on
that, the station has to be charged with fuel very often. Taking
into account this consumption rate, as soon as the station in
charged, the fuel will last 8 days at the most.
In order to operate in a safe margin, according to Thomas
Gromeier from ENI, the Piacenza station is supplied about every 2
days. There are considerations ongoing to step up to daily delivery
since the very long supply lines generate considerable risk of
disruption. A simple mechanical truck breakdown will determine the
station running out of stock.
On the other hand, this facility is frequented by 50 trucks per
day on average. The duration of the fuel will largely depend on the
type of trucks that are refuelled at the station, being able to
refuel up to 41 trucks in the worst case scenario – trucks with the
largest LNG tanks capacity.
In the case of this station, it is particularly dangerous to
reach the 20% level of the tank capacity. Due to the high daily
demand, the station would run out of fuel in just hours. This is
because fuel carriers are continuously doing round trips from
neighbour terminals to Piacenza.
In relation to this, it is important that ENI stations receive
fuel from Barcelona and Fos Tonkin. In any case this means at least
a two-day round trip.
Drive station does depend on the LNG provided from Zeebrugge but
due to its proximity, doing two-hour journeys from Terminal to the
station, many alternatives can be taken in case of incident.
Figure 4 - Distances between Piacenza and Barcelona, Fos-sur-Mer
LNG Terminal
1.016 km
600 km
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The Italian case is different in this regard. Stations are not
very close to the terminals – mainly from the Barcelona one with
1.000 km in between, although it can be charged as well from the
Fos Tonkin, 600 km away -. Normally it is being loaded with fuel
from Barcelona, which means that at least 2 days would be needed to
get ENI stations (both Piacenza and Pontedera). With such
conditions, a good refuelling schedule is needed in order not to
leave the station without fuel. If the Fos Tonkin station is used
as a fuel feeder, the journeys would be 600 m, which is doable in a
day.
According to the information provided, as the station is
refuelled every 2 days at the most, in that period 20 T of LNG may
be consumed. Therefore, about 2-4 T are left in the LNG tank as
fuel back-up. It is also important to consider this Italian station
has a high CNG demand and, as explained above, the variety of LNG
tanks capacities that trucks mount are key when getting low LNG
tank levels; hence it seems to be a good refuelling programme for
this facility.
Pontedera
The same can be applicable to the second ENI project station
located near Livorno. For the time being, the consumption is not
established yet, but it is expected to be like Piacenza due to the
high number of trucks running.
In January 2017 sales are around 25t a month and mostly in the
form of L-CNG. Demand will pick up with the introduction of the new
Iveco Stralis truck. Delivery currently takes place once a month.
This confirms the good thermal insulation of larger LNG storage
tanks.
The economics of storage tank sizing is quite complex and
requires a dedicated in-depth analysis. Apart from the cost for
simply setting up the trailer truck – storage tank hose connection
which can easily be estimated, factors such as station availability
and future options for operation as a local distribution hub need
to be priced in.
Due to the heating of the transported LNG a trailer truck can do
a maximum of 2 deliveries in one trip. This is also a very limiting
factor which may determine the occasional need to transport LNG
back and forth.
Hence it is probable that the refuel will be done every 2-4 days
with an average amount of fuel of 18-23 T each trip, but this will
be dictated by the demand. It is foreseen that during the initial
station’s activities, the demand will be low. After a settling down
process and once the demand is steady, the number of supplying
activities will be as in Piacenza.
In terms of fuel source, this facility has the same sources of
the other Italian station: Barcelona and Fos Tonkin, with almost
the same mileage in between. Therefore there is some flexibility in
case of unexpected problems with any of the terminals.
The station has huge potential due to being very close to
Leghorn which is a probable site for the first terminal for LNG in
liquid phase on Italian territory. This would create higher
possible truck loading and very short supply lines, allowing
competitive pricing and the highest possible availability.
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Figure 5 - Distances between Pontedera and Barcelona,
Fos-sur-Mer LNG Terminal
All in all, due to its proximity and doable distances from ENI
stations to Terminals, these two facilities – and it can be
extendable to the rest of the northern Italian area – are well
covered in terms of fuel, with back-up alternatives in case of
incident. Additionally, because of the high demand from clients,
these Italian stations must have a good planning when supplying
fuel as they do.
1.040 km
620 km
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4.3 UNIPER (LIQVIS)
Berlin
The gas which will feed the Berlin station might be transported
from the GATE LNG Terminal in Rotterdam to Berlin outskirts, around
750 km.
Figure 6 Distance between Berlin station and Rotterdam LNG
Terminal
The 20 LNG trucks that will be refuelled at UNIPER facility will
be equipped with a double-LNG-tank, which means 0,43T will be
consumed per truck. Even though the station does not have steady
consumption at the time of writing, the fuel carrier will
presumably load the station every 3-4 days at least. Due to the
distance and the expected high demand, the fuel carriers will
likely do round trips continuously. Normally, the station will be
fed with the Rotterdam LNG Terminal gas on a regular basis.
There is also the possibility that the fuel is transported from
Swinoujsie, Poland. In that case, the distances will be
significantly reduced, just 250 km. Finally, the station can be fed
by gas from Zeebrugge, as a third source option.
750 km
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Figure 7 Distance between Berlin station and Swinoujsie and
Zeebrugge LNG Terminal
Independently of the gas source, what it is clear is that the
station must be supplied frequently due to the expected high demand
from clients. Thanks to this, boil-off effects will hardly be
produced. The flexibility to choose the fuel source is wide.
In general terms, from this German area upwards, any LNG
refuelling points will be well supplied; as well as the ones close
to the French and Benelux borders.
250 km
840 km
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4.4 GALP
Matosinhos & Sines
The Matosinhos station was built near Porto, in the northern
Portuguese region. This facility has been in operation since 2016;
however the number of fixed clients is low.
Due to the distance between the station and Sines, where the LNG
Terminal is located, a good supplying plan must be drawn up. The
mileage in between is 445 km.
Figure 8 Distance between Matosinhos station and Sines LNG
Terminal
Either way, the distance is doable in order for the fuel
carriers to make it in a day. Therefore, the station can be charged
relatively quickly. For the time being, as said, since the station
has a low amount of fuel sold, carriers are heading for the station
just when the demand requires, with no fixed advanced schedule. As
soon as the station has a steady number of clients and a stable
number of refuellings a day, it will be determined how often the
facility needs to be loaded with fuel.
Now the station has been charged with the lowest possible amount
of fuel, in order to prevent boil-off effects.
As happened with the Barcelona station, with low numbers of
refuellings per day, the station can be charged with fuel once per
month, with an amount between 5-7 T, depending on the previsions –
also taking into account the CNG deliveries. With that amount, up
to 23 single-LNG-tank trucks might be refuelled, therefore it seems
reasonable to operate under that regime.
Regarding the Sines station, at the time of writing, the
facility is not ready. Due to its location, as in the case of other
refuelling points close to LNG Terminals, the cost of fuel
transportation will be one of the most attractive points, offering
a high flexibility when fuel demand peaks occur. Unexpected fuel
demands might be easily covered.
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4.5 GAS NATURAL FENOSA
The GNF station is definitely well located in terms of proximity
with Terminals. This station is currently being fed by the gas that
arrives to the Barcelona LNG Terminal.
There are roughly 40 km in between, therefore it seems logical
to think that, firstly no other alternative LNG terminals are
contemplated, and secondly journeys to load the station perfectly
adapt to the facility demand. Due to its nearness, there is a high
capacity to react in case of unexpected high-consumption peaks.
Likewise, the cost of fuel transportation is reduced.
Figure 9 Distance between Barcelona station and Barcelona LNG
Terminal
On the other hand, based on the actual figures and the clients
demand, this station has an average daily consumption of 165 kg of
LNG, around 1 or 2 refuelling a day. At present this fuel volumes
are rather low mainly bearing in mind this is a transient area of
heavy-duty vehicles. However, many other LNG facilities have been
constructed nearby offering clients other possibilities.
According to the information provided by Dorian Gonzalez from
Gas Natural Fenosa, the Barcelona station is being loaded with fuel
every 18 days on average, but obviously this much depends on the
demand. The station has been charged after 3 days of activities
under peak of high demand, or after 1 month due to the low
consumption.
Normally up to 7 T are delivered in each fuel charge at the
station. This is considerably lower than the Italian and Belgium
cases, although in line with the fuel demand.
With 7 T of LNG, up to 16 new Iveco trucks with double-LNG-tank
can be refuelled, or 32 single-LNG-tank trucks. Usually,
non-consumed fuel is used to refuel CNG vehicles as well.
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Moreover it is fair to say that more and more trucks are being
converted from conventional diesel to dual-fuel trucks in this
area. Besides this, the new Iveco truck, which offers clients up to
400 hp, might change the current scenario significantly. As
mentioned above, this is a transited area with a high activity of
Heavy-Duty vehicles and most of them will go beyond the Pyrenees.
Therefore, powerful enough trucks are needed to tackle these types
of journeys.
In general terms, the current planning of fuel supply is working
smoothly and adapted to the demand. In the event of high fuel
consumption, Gas Natural Fenosa will react accordingly. Its
location is close enough to prevent any incident.
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4.6 ENGIE
ENGIE is the company with the largest number of stations in the
project (3). These are located in France playing a key role within
the European corridors.
The three stations started to be operative last year, 2016.
Based on sales figures, even though the gas consumed per station is
going up over time, they can already give us an idea about the
possible stations’ needs in terms of fuel operation supply.
Rungis, Paris
This facility started to provide fuel in January of 2016. Since
then, up to 7 tons of LNG per week was sold in 2016 (and 20 tons
per week including the (L) CNG consumption).
The LNG for this station will be carried from Montoir de
Bretagne or Zeebrugge.
Most of the trucks that approach this facility are Iveco Euro VI
with single-LNG-tank. The LNG storage capacity of this station is
60 m3.
In terms of fuel supply logistic operations, the station has a
diversity of sources, which is important. The Zeebrugge LNG
Terminal is 320 km away. The Montoir the Bretagne is 420 km away,
both journeys are perfectly doable and their locations are near
enough in case the station needs fuel.
As said above, the station has an average of 6 trucks a day,
which means that up to 1,3T of fuel could be delivered daily.
320 km
420 km
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According to the information provided by Timothèe Audibert from
ENGIE, the best way to do the logistic is to serve a few LNG
facilities with the same trailer, so that it will be possible to
have more flexibility and a low temperature in the refuelling
stations can be ensured. That means that ENGIE is doing partial
offloading: 1 fuel trailer to a few stations.
The Rungis station is fed with fuel 2 or 3 times a week. In that
way the fuel availability of the LNG tank at the facility is
maintained. Moreover, thanks to this supply procedure, the fuel
temperature is steadily cold; in that way boil-off is
prevented.
The amount of fuel that is delivered each time is around 10
tons, preventing the fuel level from going down and leaving a fuel
back-up in the event of high demand.
Lyon
This facility started to provide fuel in July of 2016. Since
then, up to 8 tons of LNG per week was sold in 2016.
The LNG for this station will be carried from Fos Tonkin or
Barcelona.
Most of the trucks that approach this facility are Iveco Euro VI
with single-LNG-tank. The LNG storage capacity of this station is
60 m3.
According to ENGIE, this station is supplied with fuel once per
week. The procedure being used is the same as at Rungis, namely
partial offloading is done to prevent venting by keeping the fuel
temperature low. Since the demand is not high for the time being,
one refuelling a week seems to be sufficient to prevent fuel
depletion.
Due to the proximity to Fos Tonkis, this will be the LNG source
on a daily basis for Lyon.
740 km
320 km
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Nîmes
Nîmes station location is the best situated in terms of
distances to the terminal. There is just 80 km between the
refuelling point and the LNG Terminal (Fos Tonkin). However, as
happened in other French stations, gas could come from other
terminals, not depending exclusively on one gas source.
The gas coming from the LNG Terminal in Barcelona is also
supplying this station. The distance between these two points is
acceptable (400 km). Moreover, Ham or Molgas are doing round trips
on a daily basis from Barcelona in order to supply stations in the
Mediterranean area.
Therefore costs of fuel transportation, as with all refuelling
points along the Mediterranean area, are reduced due to their good
connection to neighbouring terminals.
Additionally, in line with the procedure described above, Nîmes
LNG tank (20 m3, pending the definitive station) is being partially
loaded with fuel. Because of its size, the LNG tank is being loaded
twice per week. Between 3 and 4 T are delivered each offload.
This amount of fuel per week is sufficient based on the current
demand (around 1000 kg a day).
400 km
80 km
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4.7 DOUROGAS
Carregado & Elvas
Both Dourogas stations are really well located in terms of fuel
transportation: 166 km in the case of Carregado, 260 km in the case
of Elvas from the Sines Terminal. See picture underneath.
Furthermore, the location of the Carregado station is fairly
close to a several number of fleet operators and is in the
neighbourhood of one of the major logistic areas in Portugal,
covering several fields of activity: food services, supermarket
stores, industry raw materials, pharmaceutical products, and
several others.
Figure 10 Distance between Elvas and Carregado stations and
Sines LNG Terminal
Both facilities are already in operation whose daily consumption
figures were provided. Concerning the Carregado station, they have
an average daily consumption of 1.700 kg of LNG (Jan/2017 values).
This station was put into operation in October of 2014 and its
consumption has been increased over time. Now they have a rate of
20/22 LNG trucks + 6 solid urban waste CNG trucks a day.
Regarding sales, Carregado station sold a total amount of 507
ton in 2016, and this value is expected to increase, being expected
to reach 2.5 ton of LNG sales per day by 2018.
With this number of trucks, it is estimated that at least 2.5T
of fuel must always be available daily at the station– 5T if the
station is frequented by double-LNG-tank trucks-, in order for the
station to have enough fuel.
Fuel carriers are able to transport 20T per trip in the
Portuguese case.
According to João Filipe Jesus from Dourogas’ general manager,
the Carregado station is loaded with fuel every week, with an
amount of LNG of 13T on average. Therefore, nearly 7 T are left in
the LNG tank as fuel back-up. It is also important to consider this
Portuguese station has a CNG demand as well so gas can be further
utilized. The 44% of the total gas charged is consumed. In other
words, just 12% out of the total LNG tank capacity is accumulated
on the tank.
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Concerning the Elvas station, the case is quite different since
the LNG tank capacity at this station is 10 m3. Therefore the time
between fuel charges is significantly longer as described
below:
The Elvas station was built bearing in mind that the initial
fuel demand would be low, and presumably it will be higher in the
years to come. This facility is loaded with LNG every two weeks.
Each time the fuel carrier carries gas to the station, roughly 2,3T
are delivered.
Several Iberian operators have been fuelling at this station, in
a total of 8 LNG trucks, connecting some of the main cities of the
Iberian peninsula such as Madrid-Lisbon, Huelva-Porto or
Badajoz-Sines, for instance
In terms of consumption, the station is frequented by 2 or 3
trucks a day. On average, between 100 kg-110 kg are daily consumed.
With these figures, it can be concluded that 60% of the fuel
delivered is consumed. In other words, 20% of the total tank
capacity is not consumed per fuel charge. Since the LNG tank
capacity is smaller than others, this 20% might be consumed by 12
LNG trucks.
This amount is quite acceptable to be able to deal with any
unexpected issues, provide CNG to other vehicles and even be
utilized for other uses.
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4.8 SGA
SGA was one of the first companies when building the station and
to put it into operation. It has been working since February of
2014.
Based on the data received so far in terms of consumption beside
the supply logistic activities, some conclusions can be made:
The station is used 1-4 times a day with a consumption of
100-190 Kg per refueling. Most of the trucks that frequent this
station are Volvo Dual-fuel. As a matter of fact, 0,12 T is exactly
the amount of gas that is delivered to LNG tanks on Volvo trucks.
Out of the 3 trucks that pass through this station on regular
basis, none of them are dedicated vehicles.
Bearing in mind that all LNG trucks consume a relative low
amount of fuel –half compared with Iveco single-LNG-tank trucks,
and three times less compared with double-LNG-tank 400hp Iveco
trucks – the total gas sold over the last years in the project can
be considered low: 190.568 kg in 944 days.
The Nynäshamn Terminal, where the LNG gas is carried from, is
220 km away from the station. That means due to the short distance
between these two points and taking into account that other LNG
refuelling points are also supplied with fuel from this terminal;
there is no problem for Örebro station to be operative in terms of
fuel availability. All this area is well covered thanks to the
Nynäshamn Terminal activity.
Figure 11 Distance between Örebro station and Nynäshamn LNG
Terminal
According to Fredrik Svensson from SGA, the station is loaded
with fuel every week. The amount of fuel delivered is around 2T in
order to satisfy the fuel clients’ demand. In relation to this, as
of this writing there are no other trucks than Euro V Volvo ones in
this area (concretely 69 vehicles), therefore high unpredicted peak
demands are not expected. The LNG level in the storage tank is also
monitored by a logistic division and can be supplied with fuel
quickly if needed.
220 km
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The trucks’ consumption is loaded less than weekly. The
remaining fuel is utilized to refuel CNG vehicles.