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Outlook on LNG Bunkering Facilities in China Inland Waterways and Ports

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Page 1: Outlook on LNG Bunkering Facilities in China Inland Waterways and Ports

DNV GL – Rev. 01.09.2014 – www.dnvgl.com Page 1

Outlook on LNG infrastructure and

bunkering facilities in China Inland

Waterways and Ports

DNV GL Report January 2016

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DNV GL – Rev. 01.09.2014 – www.dnvgl.com Page 2

Acknowledgements

This report was prepared for DNV GL by intern mechanical engineer Dan-Hermann Thue. I

would like to thank James Wu for the informative discussion sessions, sharing his knowledge in

interviews and for helping in finding material for this report including Chinese sources. I also

want to thank Fabian Kock and Deng Ling at DNV GL Shanghai office for supervision,

encouragement and support during the period of producing the report.

As a precaution I will add that any findings, interpretations and conclusions expressed herein

are those of the author and do not necessarily reflect the views of DNV – GL.

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Table of contents

1 INTRODUCTION ..................................................................................................................... 6

2 GOVERNMENT IMPOSED EMISSION REGULATIONS ............................................................. 9

2.1 Chinese SOx Emission Control Areas 9

2.2 Inland water way requirements 11

2.3 Introduction of the coming legislation for IWW vessels 12

2.4 Government strategy for cleaner and leaner shipping 15

3 FUTURE REQUIREMENTS AND NOX .................................................................................... 17

3.1 The Norwegian NOX Fund model 18

3.2 NOx fund impact or model for Chinese legislation 20

4 LNG FUEL AS AN EMISSION REDUCTION MEASURE ........................................................... 20

5 COSTS AND CONSIDERATIONS ............................................................................................ 21

6 LNG VESSELS IN CHINA ....................................................................................................... 24

6.1 Conversion projects 25

6.2 New build projects 25

6.3 Summary LNG vessels China 27

7 CHINESE LNG BUNKER INFRASTRUCTURE DEVELOPMENT ................................................ 27

7.1 LNG import terminals 27

7.2 Possible bunkering pathways 29

7.3 Current Bunkering facilities in China 34

7.3.1 Haiqi Ganghua Gas Development ............................................................................... 35

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7.3.2 SINOPEC ........................................................................................................................ 36

7.3.3 Fortune Oil / China Gas Holdings Bunker stations ..................................................... 36

7.3.4 Wuchang Shipbuilding Industry Group Co. Ltd. (WS) ................................................. 37

7.3.5 ENN Holdings Co. ........................................................................................................ 37

7.3.6 Jiangsu Hongyun Green Energy Co ............................................................................. 38

7.3.7 China Natural Gas, Inc. (CHNG) .................................................................................. 39

7.4 Summary LNG bunker stations in China 39

8 RELEVANT CHINESE COMPANIES INVOLVED WITH LNG BUNKERING ................................ 40

8.1 National Oil Companies NOCs 40

8.2 Private companies 42

9 CONCLUSION....................................................................................................................... 43

9.1 Coastal and international trade 44

9.2 Inland Water Ways 45

10 REFERENCES ........................................................................................................................ 46

APPENDIX A: LNG SHIP TANK TECHNOLOGY .................................................................................... 47

APPENDIX B: OFFICIAL LNG SHIP LIST AT END OF 2015 .................................................................... 49

APPENDIX C: LIST OF GOVERNMENT SUPPORTED LNG PILOT PROJECTS ......................................... 53

Table 1 - Stage 1 emission requirements for inland water way vessels ....................................... 13

Table 2 - Stage II emission requirements IWW............................................................................. 14

Table 3 - Conversion projects examples and costs in China [10] ................................................. 24

Table 4 - Known LNG bunkering facilities China ........................................................................... 35

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Table 5 – Storage pressure and boiling temperatures [18] .......................................................... 49

List of Abbreviations

BOG Boil off gas

CNOOC China National Offshore Oil Corporation

ECA Emission Control areas

EGR Exhaust gas recirculation

HFO Heavy Fuel Oil

IWW Inland Water Ways

LNG Liquid Natural Gas

MDO Marine Diesel Oil

Mtpa Million tonnes per year

NG Natural Gas

PM Particulate matter

RFO Refined Fuel Oil

SCR Selective Catalytic Reduction

Glossary of terms

Barge Long, large flatbottom boat with propulsion capability. Ships can connect

and bunker fuel from it.

Bunkering Is the process of transferring fuel from a supplier to a Ship. In this report

the fuel considered is LNG.

Liquefaction is the process of making gas, in this case Natural Gas, into a liquid by

cooling it down (-162 C) by an industrial refrigeration process.

Compressing to about 1/600 times the volume compared to NG at room

temperature.

IWW inland waterways, covers rivers and lakes and is purely domestic term.

Vessels sailing in IWW are much smaller than ocean going and need not

abide by international requirements.

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Jetty Area for mooring ships in a harbour or port. It is similar to a pier. Often a

structure built out towards the sea/river.

Methane Slip Emission of unburnt natural gas from exhaust pipe of the ship. Occurs if

engine combustion is too fuel rich and regulation system of dual fuel

engine is not optimized well enough.

Pontoon Floating construction with no propulsion system. Serves as a dock ships

can connect to, in this case to bunker fuel from.

PM Particulate matter, in size range of less than 10 micro meters is PM10 and

Less than 2.5 micrometres are PM2.5. PM2.5 is more problematic for

public health and stays in the air for a much longer time. Source is from

carbon elements and Sulphur and impurities in fuel.

1 INTRODUCTION

Chi a is ho e to of the o ld’s top te o tai e po ts1 a d ha dles % of the o ld’s

containers every year. In order to reduce domestic severe air pollution, the Ministry of

Transportation of the Peoples Republic of China published a local emission control for seaborne

trade routes (2015-12-04). The goal is to reduce the emissions of Nitrogen and Sulphur Oxides,

CO2 and Particulate matter emissions from shipping in Chinese lanes and ports. This would be a

positive step for improving citizen health, ecological environment and crop yields. Chi a’s

Inland waterway systems are the most utilized in the world and has a long history. Around 240

000 ships run back and forth on rivers. The Yangtze River alone has around 100 000 vessels

operating on it for river transport. The usage of rivers is seen as an energy efficient and

economical way to transport goods and has been increasing rapidly in the past decade in China.

However, the emissions requirements for river vessels and maritime has been much less strict

than for road transport resulting in higher relative impact of SOx and PM. Many river vessels

are also becoming old or have issues with efficiency due to low technology.

1 http://www.worldshipping.org/about-the-industry/global-trade/top-50-world-container-ports

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A switch from fuel Oil to LNG could be a key factor for meeting the stricter requirements

for shipping in emission control areas (ECAs) and reduce environmental impact on inland

waterways. LNG contains no sulphur as it is removed before the liquefaction process and thus

the source of that particular pollutant is removed in a preventative measure. It also eliminates

particulate and reduces NOx emissions greatly.

However, more uncertainties for ship owners apply. Fuel safety measures, economics

and supply reliability of LNG is of utmost importance and must be addressed sincerely to make

it interesting and viable for ship owners to invest in conversion or new building of LNG

propulsion systems. Many ship owners of river vessels in china are as of date small scale and

very sensitive to regulations imposed on them from above.

This report make an overview of future and existing LNG players, infrastructure and plans for

new bunkering possibilities and locations in China.

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About DNV GL

Driven by our purpose of safeguarding life, property and the environment, DNV GL enables

organizations to advance the safety and sustainability of their business. We provide

classification and technical assurance along with software and independent expert advisory

services to the maritime, oil and gas, and energy industries. We also provide certification

services to customers across a wide range of industries. Operating in more than 100 countries,

our 16,000 professionals are dedicated to helping our customers make the world safer, smarter

and greener.

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2 GOVERNMENT IMPOSED EMISSION REGULATIONS

2.1 Chinese SOx Emission Control Areas

Figure 1 - Three new Chinese Emission Control Areas and 11 key first implementation ports

confirmed Dec 2015 (Courtesy of Waterborne Transport Research Institute)

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The 3 new ECAs are limiting Sulphur content to maximum 0.5% in Fuels within the ECAs.

2017: 11 key ports are affected.

2018: Remaining ports in ECAs affected.

2019: Whole ECA affected.

2020: Evaluation of measures and possible 0.1% Sulphur requirement.

From January 1st 2016 individual ports within the ECAs may require vessels to use low sulphur

fuel oil when at berth. And until 2017 MARPOL requirements will apply [4].

The Chinese ECAs will foremost require a reduction in sulphur oxides pollution SO2 and the

three new sulphur control areas are enforced from January 1st 2019. New port regulations at

eleven key ports within the ECAs are imposed as early as January 1st 2017. The remaining

requirements for ports located in the designated areas will go into force January 1st 2018 [5]. It

seems that Shanghai will be the only port to voluntarily apply for legislation to enter into effect

during 2016.

The Chinese ECA regulations so far calls for a maximum limit of fuel sulphur content of

0.5 % while at berth, except one hour after arrival and one hour before departure. This is an 80 %

reduction compared to maximum limit for sulphur fuel content in international shipping. The

Chinese government will evaluate the effectiveness of the ECA measures in the end of 2019 and

decide to either expand the ECAs, impose stricter sulphur content limits to 0.1 % or

implementing other measures. The point being that these regulations may only be the

beginning of an effort to regulate shipping emissions across Chinese coast and rivers.

Strict ECAs are already in effect in the North and Baltic seas, and along the US and Canadian

coasts, requiring a refined fuel oil with less than 0.1 % Sulphur content. However, it is very

probable that ECA areas may expand or that new areas will come into force in the following

years further impacting Chinese and i te atio al shippi g’s e issio s ha dli g. American

ECAs include NOx limits, which may also spread to other ECAs further strengthening the case

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for LNG fuel as a fuel for the future.

Figure 2 – Timeline of Current ECAs in northern Europe and USA and international waters future

requirements for maximum Sulphur content in marine fuel (Outside ECA may not drop to 0.5%

until 2025).

2.2 Inland water way requirements

China has some of the most trafficked inland waterways in the world. In fact Yangtze River is

the o ld’s ost t affi ked i e ith app o i atel essels. Befo e o spe ifi

legislation for air pollutant emissions has been enforced. The fuel used on the IWW is often

much more dirty than what is allowed for road transport. This means that even though IWW

transport is a cost effective and energy effective solution in many cases, it is lagging behind in

2016 - Voluntary implementation

in key ports. Shanghai

2017 - Implementation in 11 key ports

2018 - All ECA ports affected

2019 Whole ECA sea area also

affected

End of 2019: Evaluate ECA policy. status quo? Expand area? 0.1% Sulphur?

Either 2020 or 2025 : Global Sulfur Cap of 0.5% Sulphur

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the standards put on them for air emissions. A rough estimation of air pollutants from the IWW

ships made by the ministry of environmental protection found these values:

NOx 600,000 to 700,000 tons/year

PM 50,000 to 60,000 tons/year

SOx 100,000 tons/year

Cheaper and dirtier fuel is often used to stay more competitive. This is one reason why it is

important to improve the legislation on fuel quality and emission control for domestic vessels.

2.3 Introduction of the coming legislation for IWW vessels

For small engine ships, international standards for non-road mobile machinery applies

GB 20891-2014 (below 37kW). However this is too small for relevant river vessels. For new

build vessels stricter rules will be imposed. Type-approval and new quality requirements are

only to apply to new ships while fuel quality requirements will apply to both new and old.

The scope of this new legislation for IWW ships is then for Compression-ignition engines

and spark-ignition engines above 37 kW and for inland vessels, coasters, and other river-sea

ships with larger engines. The rules do not apply to gasoline engines or for rescue and

emergency ships.

FUEL OIL REQUIREMENTS

Currently, and since 01.07.2013, for all inland and river-sea ships only GB 252 General Diesel is

allowed use. The content of Sulphur is less than 350 ppm or 0.0350 % which is 100 times

The divide between legislation of the ocean and the Yangtze River is in

Nanjing, making this port extra important and potential bunker port of LNG as

ships wanting to go further must adhere to stricter requirements.

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stricter than current, ocean going vessel requirement of 3.5% Sulphur. These requirements are

planned to be made gradually stricter. From 01.07.2017 it is planned maximum 50 ppm sulphur

fuel cap and less than 10 ppm sulphur from 01.01.2018.

Larger river vessels such as coasters and channel ships are allowed different

requirement of less than 1000 ppm sulphur content (0.1% sulphur similar to European ECA). In

addition marine residual fuel is forbidden, HFO etc. This prohibition can be circumvented if one

uses exhaust gas cleaning technology such as Scrubbers, and the SOx removal efficiency is equal

to reduction from fuel requirement. Of course LNG will also be a possible solution to eliminate

PM and SOx emission from the fuel, as no SOx is present in LNG.

STAGE I EMISSION REQUIREMENTS

Table 1 - Stage 1 emission requirements for inland water way vessels

Category Cylinder Displacement

Power

CO

g/kWh

HC + NOX

g/kWh

PM

g/kWh

V 1:1

Vh,z < 0.9 l

5.0

7.5

0.4 Pn > 37 kW

V 1:2 0.9 l < Vh,z < 1.2 l 5.0 7.2 0.3

V 1:3 1.2 l < Vh,z < 2.5 l 5.0 7.2 0.2

V 1:4 2.5 l < Vh,z < 5.0 l 5.0 7.2 0.2

V 2:1 5.0 l < Vh,z < 15.0 l 5.0 7.8 0.27

V 2:2

15.0 l < Vh,z < 20.0 l

5.0

8.7

0.5 Pn < 3300 kW

V 3:2

15.0 l < Vh,z < 20.0 l

5.0

9.8

0.5 Pn > 3300 kW

V 2:4 20.0 l < Vh,z < 25.0 l 5.0 9.8 0.5

V 2:5 25.0 l < Vh,z < 30.0 l 5.0 11.0 0.5

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Stage 1 emission requirements will take effect from January 1st 2017. This are the same rules

which were already put in effect in the EU zone in the 2000’ ds and corresponds to the stage 2

(Tier 2) of the US-EPA Final Rule for inland marine vessels. HC and NOx are grouped together

because the emissions of these two pollutants are oppositely related. At higher combustion

temperatures there is more NOX and less HC and vice versa.

STAGE II EMISSION REQUIREMENTS

Table 2 - Stage II emission requirements IWW

Category Cylinder Displacement

Power

CO

g/kWh

HC + NOX

g/kWh

PM

g/kWh

Category

1

Vh,z < 0.9 l

5.0

5.8

0.3 Pn > 37 kW

0.9 l < Vh,z < 1.2 l 5.0 5.8 0.14

1.2 l < Vh,z < 5.0 l 5.0 5.8 0.12

Category

2

5 l < Vh,z < 15 l

P < 2000 5.0 6.2 0.14

2000<P<3700 5.0 7.8 0.14

P>3700 5.0 7.8 0.27

15 l < Vh,z < 20 l

P < 2000 5.0 7.0 0.34

2000<P<3300 5.0 8.7 0.5

P>3300 5.0 9.8 0.5

20 l < Vh,z < 25 l

P<2000 5.0 9.8 0.27

P>2000 5.0 9.8 0.5

25 l < Vh,z < 30 l

P<2000 5.0 11.0 0.27

P>2000 5.0 11.0 0.5

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Stage 2 planned enforcement date from January 1st 2020.

2.4 Government strategy for cleaner and leaner shipping

According to the previous National 12th Five-year-plan for Environmental protection and energy

saving and emissions reduction two main strategies were put forth affecting shipping.

Phasing out old inefficient vessels more quickly

Improve regulatory framework for encouraging more efficient new builds of ships

Upgrading port infrastructure with more green technologies, electric shore power for

vessels at berth (Cold ironing), electric cranes and vapor recovery.

Besides the written 12 year plan document the government strategy of increasing the amount

of ships running on LNG is to increase gradually. It makes sense to start with inland waterways,

which are the most impactful regarding emissions. LNG ships and fuel stations have a good

safety record and as vessel and vehicle fuel it has been proven a viable by already extended use

elsewhere such as on the Baltic-North Sea ECA and Norwegian domestic vessels.

A report from The Chinese Ministry of Transportation from 2013 stated that they aim to

make standards and aid development of LNG infrastructure starting with inland

waterways starting with Yangtze River, Beijing-Hangzhou Grand Canal and Huaihe River.

And to improve supply reliability of LNG.

The report encourages local transport officials to apply for support in projects involving LNG [6].

Port tug boats, ferries, Roll on Roll off vessels and River bulk carriers seems to be the first step

to develop.

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These goals concerns retrofit and were very ambitious and show commitment. However, the

goal of 2000 converted LNG vessels by end of 2015 was not met. Time was needed for new ship

designs and the lowered fuel oil cost in 2014 and 2015 also made the incentives to switch to

LNG fuel less attractive in the short term. The development in the cheap oil price continues to

threaten LNG solutions and MDO with sulphur content < 0.5% will be the easiest measure to

stay within the current SOx requirements for now.

Figure 3 – Focus areas to increase LNG bunkering facilities, starting with rivers and expanding to

coastal shipping routes

The Ministry of Transport set goals in 2013 for more than 2% of its inland fleet running on LNG by

end of 2015, and more than 10% by 2020. These increases were equivalent to 2,000 vessels in

2015 and 10,000 by end of 2020 according to industry reports.

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Figure 3 shows some focus areas for initial implementation of LNG infrastructure for ships and

river vessels. Yangtze River and delta is now the most developed inland area. Grand Canal,

Bohai Sea and Pearl River delta is also focus areas. A list of government supported pilot and

demonstration projects can be found in appendix B.

3 FUTURE REQUIREMENTS AND NOX

The current Chinese ECAs focuses on SOx pollutants. For the sake of NOx, global emission

regulations from MARPOL are encouraged to be followed in the domestic water transport

routes. The 12th five year plan intensified focus on emissions reduction in Chinese industry and

power sector for both SOx NOx and particulates. NOx emissions are sensitive to engine

effectiveness, and many of Chinas IWW vessels have outdated engine technology for optimal

NOx prevention, and high potential for energy efficiency gains. So far the government has

encouraged new construction of ships to follow the Marpol requirements also for domestic

vessels.

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3.1 The Norwegian NOX Fund model

Businesses included in the NOX fund are exempted from paying government NOx tax, and may

apply for support for projects reducing NOx emissions. About 760 enterprises have joined so far.

The Norwegian NOx fund is an industry collaborative where businesses that pollute NOx from

larger engines (above 750kW), boilers over 10 MW and all gas flaring can join. The tax rate

varies between industries.

Non- e e s pa . €/(kg NOx emitted) in state tax

The oil a d gas p odu e s pa s a ate of . €/(kg NOx emitted) to NOx fund

All other affected sectors pa s a ate of . €/ kg NO . Emitted) to NOx fund

This akes a ou d € illio a aila le ea h ea fo NO edu tio easu es fo the affiliated businesses.

The NOx fund has been a means to support the implementation of LNG as ship fuel

infrastructure in Norway. Government support to such projects results in more commitment

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from industry and shipping. A shift to LNG fuel and battery powered propulsion is estimated to

be the largest contributor to NOx reduction in the period 2011 to 2017, accounting for 37 %.

Around half of the fund has been used for LNG ship support [7].

The fund supports up to 80% of the additional investments in LNG fuelled ships.

Since 2014, support is 200 NOK/kg reduced NOx, and support was also opened for LNG

distribution infrastructure.

The fund has since its inception in 2007 made a great contribution to the newbuilding and

retrofitting to LNG powered ships in Norway. In 2008 less than 10 Norwegian LNG ships,

including ferries, were in operation, while five years later the amount had grown to more than

40. [7]

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3.2 NOx fund impact or model for Chinese legislation

Chinese delegates have visited Norway and looked into the NOx fund concept. It is conceivable

that some similar mechanism may be used in china in the future to reduce emissions and

increase energy efficiency. Increasing energy efficiency is one of the most important goals for

the government and is parallel to reduction of NOx in many cases.

The annual Chinese Government budget for supporting new builds for LNG propelled ships was

800 RMB in 2015 [8].

4 LNG FUEL AS AN EMISSION REDUCTION MEASURE

To shift from heavy fuel oils to LNG for propulsion is a preventative measure against emissions,

the alternative in ECAs in China would be to clean the exhaust gas with scrubbers for SOx and

PM. EGR or SCR for NOx. The requirements for both SOX emissions and potential future NOX can

be met fully by switching to LNG. Figure 4 shows an example of potential reduction effects.

Emission type Pure LNG reduction potential

compared to MDO

How

SOX ~100 % No sulfur in LNG

Particulate matter ~100 % No black carbon source

from LNG

NOx 85-90 % Better combustion

performance

CO2 20 – 25 % Higher energy content in

fuel per Carbon atom

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Figure 4 - 4-Cycle engine emissions comparison between marine diesel oil (MDO) and LNG [9]

It should also be stated that methane, the largest component of natural gas, is itself a potent

greenhouse gas, and procedures to reduce methane slip to the atmosphere should also be

done. Methane emissions from LNG ships may come from unburnt fuel in exhaust or vented

trace amounts purged to the atmosphere during refuelling. Boil of gas (BOG) from LNG carriers

or land stations are re-li uefied o used fo p opulsio i toda ’s est p a ti es.

5 COSTS AND CONSIDERATIONS

The challenge for using LNG propulsion is the higher investment costs. A return on investment

depends on ships size, fuel consumption, maintenance cost and relative bunker price of LNG to

Refined oil. If the ship is affected by emission control requirements and often sails in ECAs, LNG

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may be a key solution. So far the switch to LNG is reliant on government support to be

economically viable in China.

Weaknesses and Threats Strengths and opportunities

Higher investment cost with LNG Government financial support

Lower cargo space Able to meet and surpass existing emission

requirements

Increase in volume of Fuel tank due to lower

volumetric energy content than diesel.

Eliminates need for scrubber investment in

ECAs and separate fuel tank for refined fuel

oil

Challenging to implement in small ships with

successful emission reductions.

Dual fuel ships may take advantage of

whatever fuel is cheaper LNG or MDO<0.5% S

Limiting ship routes flexibility due to

availability of LNG stations.

Protected against future increasing

requirements such as NOx or stricter SOx.

Inconvenience when refuelling, longer time,

simultaneous operations limitations.

Lower maintenance costs from cleaner fuel

and engine parts.

Recent and future low crude oil price. Currently oversupply of LNG and low east

Asian spot prices.

IMO will not implement global 0.5% Sulphur

cap until 2025

IMO implements global 0.5% Sulphur cap in

2020

Supply of LNG can grow in tandem with

general increased focus on using gas for

residential, industrial and power usage along

cities upriver.

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Figure 5 - Trend of weighted average import price of LNG, crude oil, and product oil in China

before the drop in the Crude oil price (CNII 2014) [10]

Engine and fuel system for LNG propulsion can be 10-20% of total vessel cost [11]. In the

current tight economic environment for the maritime industry and unfavourable prices of LNG

compared to oil it will be less likely to see a spike in implementation and conversion in the short

term in China.

The North East Asian LNG spot import prices have dropped more than 60 % from its peak of

19.70 $ per million British thermal unit in February 2014, as the Chinese LNG import spot price

is closely linked to that of the crude oil [12]. The LNG price lags behind crude with

approximately 12 months and is then based on average crude price [8]. Due to a significant

amount of new LNG production capacity coming online in 2015 the price is not expected to rise

to previous highs in the foreseeable future. However most of the LNG volume is traded on long

term contracts with long term prices fixed at the time the deal was sealed. This makes the price

for LNG at bunker stations fixed higher than the volatile and now very low oil price. Long term it

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seems most likely that natural gas and LNG will become cheaper compared with refined fuels. If

availability and demand would increase, economies of scale situation could make LNG more

competitive. China subsidizes Diesel for enterprises along for river shipping, so unless equal

economic incentives for LNG are provided, large scale implementation may prove slow.

Table 3 - Conversion projects examples and costs in China [10]

Vessel name Vessel type Gross Tonnage(ton) Conversion costs

USD

Changxun NO. 3 Bulk cargo ship 2590 193,000

Hongri NO. 166 Dry cargo ship 1808 85,000

Changneng NO. 12 Bulk cargo ship 3718 89,000

Jiangsu cargo NO. 3001 Bulk cargo ship 2000 66,000

Fuchou NO. 0608 Dry cargo ship 831 61,000

For a detailed cost benefit analysis and considerations of LNG for ship fuel for larger container

vessels see Germanischer Llo d epo t Cost a d Be efits of LNG as “hip Fuel fo Co tai e

Vessels f o

6 LNG VESSELS IN CHINA

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6.1 Conversion projects

The Chinese implementation of LNG as ship fuel was set in three stages

1. Adding NG to substitute Diesel in existing Diesel engines (up to 70 %)

2. Dual fuel engines implementation.

3. New builds with pure LNG propulsion systems.

Currently the progress has come to stage 3. The conversion projects have had technical

troubles with controlling the dual fuel engines. The low pressure dual fuel lacks proper

automatic control of air fuel mixture causing trouble with methane slip to atmosphere. Here

the problem has been lack of specific expertise for dual fuel gas conversion.

6.2 New build projects

Retrofits, Dual

Fuel and pilot

projects

The first Chinese LNG fuelled ships to sail in China were gas

injection to substitute up to 70% of the Diesel in the engines

with LNG.

I August Wuha Fe NO. as the fi st su h essel to be approved by the National Vessel Inspection Bureau after

a25 day trial on Yangtze River.

Late , i the sp i g of , the Ri e Bulk a ie Cha g u of 2500-ton was test run after successful retrofit. It passed new

CCS tests.

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From October 1st 2013 until March 31st 2015, the government were subsidizing new builds of

LNG ships with up to 1.4 million RMB. Then the subsidy was lowered to 1 million RMB [13].

Lack of legislation has been a big problem for new developments, China Classification

Society (CCS) have in cooperation with the government lead trial projects even without planned

legislation in the 12th 5-year plan for LNG projects. For inland water vessels conversion to LNG

the lack of regulation and need to figure out the bureaucracy has been one of the reason for

slow growth in LNG vessels. Pilot projects for new builds have received government support.

CNOOC has also contracted Shanghai ship design firm Shanghai Bestway for engineering work

on 16 coastal ships with LNG propulsion. In addition one ordered small size 30 000 m3 LNG

carrier is now completed for CNOOC and more are on order. These small size LNG carriers can

be used to distribute LNG from LNG receiving terminals to upriver cities and storage facilities.

New Builds

In 2015 the first fully LNG powered tug boat finished

o st u tio Hai Ya g “hi You fo CNOOC

CNOOC runs 3 LNG Tug boats at end of 2015 and has one

more under construction

2014 Shanghai Bestway proceeds construction of 55 of

200 ordered LNG river vessels for Green Power Water

transport at Dajin Heavy industry shipyard The contracts

include one hundred 600dwt vessels, fifty 800dwt vessels

and fifty 1,000dwt vessels. Total value of the contracts is

about RMB650m. [2]

Sichuan based Honghua Group is also commissioned by

Green Power Water Transport to build 200 LNG powered

small ships expected completion Sept 2016 and the

contract is worth about RMB760m [3]

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In addition it can double as a LNG bunkering vessel itself with ship to ship LNG bunkering

capabilities.

6.3 Summary LNG vessels China

Government supports newbuilds with pure LNG propulsion by up to 1 million RMB

Spent 800 RMB on support of LNG newbuilds 2015.

So far, most constructed pure LNG vessels are port tugs constructed for CNOOC.

CNOOCs small size LNG carrier important for feasibility of transporting LNG on rivers and

can be used as ship to ship bunker vessel.

Conversion projects have met problems with methane slip and old engine technology.

Many newbuild projects of LNG propelled vessels are put on hold due to economic

uncertainties in a low cost oil environment.

7 CHINESE LNG BUNKER INFRASTRUCTURE DEVELOPMENT

7.1 LNG import terminals

As of the egi i g of 5, LNG e ters the Cou try through ajor

terminals and a small peaking facility, with 8 under construction and

several other fa ilities i various stages of pla i g [1]

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Figure 6- Chinese LNG

receiving terminals.

Operational (Blue), Under

Construction (Red), Main

planned Bunker and

Satellite LNG capacity

along Yangtze (yellow)[1]

CNOOC is the pioneer Chinese NOC to run LNG import and regasification terminals in China and

is currently involved or owner of 7 operational LNG receiving and regasification terminals.

Chinas first floating storage and regasification unit (FSRU) was put in operation in Tianjin at the

end of 2013. Their newest 4 mtpa receiving terminal in Shenzhen-Diefu was scheduled to be

completed during 2015, construction was slowed due to lowered profitability and competition

with inland sources. New terminals under construction in Yuedong/Jieyang and Fujian with

scheduled online dates in 2017 and 2016 respectively.

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CNPC is the second largest national player in LNG receiving terminals. They have 3

operational terminals with planned expansion of capacity, and one newbuild under

construction. Sinopec entered China’s LNG market by starting up their LNG import in Qingdao

in 2014 and is also represented in Guangxi province, and has a planned terminal in Tianjin.

Import terminals are a prerequisite for LNG bunkering stations along the coast. It could

be advantageous to build bunkering capacity of LNG close to the receiving terminals to shorten

transport needs. For import LNG to be available on inland waterways additional transport is

needed. Smaller LNG carriers would be needed to supply bunker stations upriver ant this

intermediary regional carriers are getting more attention in recent times. Domestic LNG can

also be transported with trucks to the river LNG storage facility from inland gas production sites.

Liquefying piped gas and storage in satellite or peak shaving facilities is also an option which

could be made to double as a source for LNG bunker fuel.

7.2 Possible bunkering pathways

Truck to ship (TTS)

Advantages Drawbacks

Flexible and

proven. Low

investment cost.

Reach smaller

places.

Very low volumes and

slow refilling time of

larger ships.

Higher risk/visibility to

public.

Ship to ship (STS)

Advantages Drawbacks

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Makes

simultaneous

operations

possible. High

transfer rate.

Flexible.

Possible to

refuel without

entering port.

Higher investment

and operational cost

than shore based.

Sea movement,

currents, wind and

waves

Needs shoreside

infrastructure to load

itself

Shore to Ship (PTS)

Advantages Drawbacks

High volume and

transfer rate.

Already

approved by

port

Lots of area need and

safety range.

Limit pipe length due

to LNG evaporation.

Portable Container tank transfer

Advantages Drawbacks

Standardized

size same as

container.

Truck train and

ship transport.

Many potential

uses of the

Lack in regulation.

Non optimal volume

utilization for ships.

Still in early phase.

Needs integrated

systems and

regulation approvals.

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tanks.

Fast change of

fuel tanks.

The cost of the LNG fuel will be higher than LNG import price due to need of building new

infrastructure for bunkering or truck loading and handling of smaller volumes. TTS bunkering is

well proven and has been extensively used in china already,

BUNKERING OF IMPORTED LNG

Bunkering close to import site from land station, pipes (PTS).

Trucks or barges bunkering from import site (TTS).

FSRU or land based terminals are available sources.

Imported LNG could be filled into smaller river LNG carriers that may be used for

bunkering other vessels (STS).

BUNKERING OF DOMESTIC LNG SOURCE

From existing satellite LNG liquefaction site from pipe feed gas (PTS).

Distributed with trucks to remote bunkering facility (TTS).

From central LNG liquefaction plant and transported with trucks directly to ship or local

station (TTS).

LAND BASED OR FLOATING BUNKER STATION FOR RIVERS

Building time for land bunkering stations in China are short and can be done in a couple of

months. However government approval may take years, therefore companies will apply for

approval and try to make the designs ready until approval.

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La d ased u ke i g jetty may cost around 15 million RMB, equivalent floating terminal

u ke i g a ge a e ti es o e e pe si e a d is o e o pli ated to app o e a d uild.

[8]. However due to regulations and restrictions of direct contact between river vessel and

some jettys, the floating barge or pontoon solution is very popular so far, usually with tank size

of LNG less than 300 m3 to avoid government required safety case study for larger LNG tanks.

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More information on the advantages of different bunkering alternatives can be found at

DNV.GL a d U“ Ma iti e Ad i ist atio epo t Li uefied Natu al Gas LNG Bu ke i g “tud

from 2014.

Figure 7 – Illustration of some possible bunkering pathways

courtesy of China Waterborne Transport Research institute.

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7.3 Current Bunkering facilities in China

The government is encouraging LNG investments by private companies and providing subsidies

to NOC investment. Currently private Chinese energy companies such as ENN energy holdings

limited, ChangBai Group and GuangHui Energy are investing in LNG infrastructure. ENN is

building natural gas supply chains in China and bunkering stations for LNG. ENN was the first

Chinese private company to operate an LNG terminal. Close to Ningbo, on Zhoushan Island ENN

is currently building a land based LNG import terminal with bunkering facilities planned to

import 3 mtpa in by 2018. Changbai is planning to construct a LNG facility west of Shanghai in

Jiangyin. Guanghui plans to invest 2 billion yuan in a LNG distribution station in Nantong Port,

upriver from the Yangtze delta [14].

Due to lack of regulation and complexity of approval of land based bunker stations for

LGN, the floating LNG pontoon solution has become popular. The tanks of LNG are in most

cases less than 300 m3 in volume due to special requirements for larger tanks. Larger tanks will

need special safety studies and will thus become a more expensive and complicated project.

Wuhan is seen as a potential future hub for LNG distribution as Wuhan port is in the

middle of China and on the Yangtze River.

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Table 4 - Known LNG bunkering facilities China

Known LNG bunkering facilities in China, including inland water ways

River Area Province Company Bunkering

type

LNG

Capacity

Status /

In service

Yangtze

River

Yidu City

Hubei

Xilan NG

Group

Land based

(PTS)

Storage

facility with

large volume

2014

Wuhan Fortune oil

Land based

(PTS)

Storage

facility with

large volume

Under

construction

¬ 4.2016

Chongqing

Chongqing Fortune Oil Land based

(PTS)

2000 m3 10.2015

Shanghai Shanghai Gangqiang Gas Bunkering

pontoon (STS)

2 x 250 m3 Construction

Nanjing Jiangsu Haiqi

Ganghua

Bunkering

pontoon (STS)

2013

Wuhu Anhui Sinopec Bunkering

Pontoon (STS)

500 m3 2015

Grand

Canal

Jiangsu

Hongyun

Green Energy

Planned

Pearl River Xi River Guangxi ENN Gas

Holdings

Bunkering

barge (STS)

200 m3 2015

Coastal Dafeng Port,

Yancheng,

Jiangsu Jiangsu

Hongyun

Green Energy

Land based

(PTS)

2 x 60 m3 Construction

¬ 4.2016

Zhoushan Zhejiang ENN Gas

Holdings

Regasification,

Storage (PTS)

3 mtpa 2018

7.3.1 Haiqi Ganghua Gas Development

In September 2013, Haiqi Ganghua constructed

the first floating LNG bunker station along

Yangtze River in Nanjing.

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7.3.2 SINOPEC

Has an oil-LNG bunkering pontoon, which is located in Wuhu, Anhui Province. The construction

work was finished in March, 2015. The bunkering pontoon is 90 meters long and 16 meters

wide. It would be able to store 500 m3 LNG and 180 tons diesel oil. The refuelling station was

designed by Changjiang (Yangtze River in Chinese) Ship Design Institute and funded by China

Changjiang Bunker (Sinopec) Co., Ltd. It is quite possible for two 10,000-ton class vessels to

refuel oil or LNG simultaneously [8].

7.3.3 Fortune Oil / China Gas Holdings Bunker stations

China Gas and UK-based Fortune Oils assets in China have merged and have plans to construct

LNG bunker stations along the Yangtze River.

Chongqing port city harbour bunker station was put into use in October 2015. The construction

work had started already in June 2012. The terminal can store 2,000 m3 of LNG and can supply

3,000 ton vessels with a land based berth. Refuelling capacity is said to be 150,000 m3 a day.

And it can provide bunker service to up to 12 cargo vessels every day.

In Hubei province, close to Wuhan, construction of a LNG refuelling station was begun in May

2015. Specific location is Sanjiang Port New Area. The project is in two phases with a total

investment of 200 million yuan. Estimated finish date of first phase is April 2016. The station

will cover a 1.3 hectare area and a tank of 2,000 m3 could be built. In the second phase involves

construction of a regional gas supply centre. It is estimated that 111,100 tons of LNG will be

available every year in the bunkering station and a 600 million yuan annual sales income can be

made.

Future possible LNG satellite and bunker stations could be in Jingjiang and Nanjing.

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7.3.4 Wuchang Shipbuilding Industry Group Co. Ltd. (WS)

In December 2015 WS signed a deal with Ganqiang Gas Co., Ltd (Shanghai based) to provide a

ete lo g u ke i g po too Ga g ia g . It ill ha e a total capacity of 500 m3 of LNG

divided in to two 250 m3 tanks. It will also include another six large oil tanks.

WS and Huaqiang Gas Development Co., Ltd reached agreement in June 2014 on building 13

LNG bunkering pontoons to provide bunkering services for 2,000 LNG-Powered ships registered

in Anhui Province. Status of this deal is unknown.

7.3.5 ENN Holdings Co.

ENN is a Hong Kong based Energy Company big in end user gas applications. In the first half of

the ea , the G oup’s gas sales olu e fo LNG u ke i g usi ess a ou ted to 0.96

million m3 of natural gas compared to 743 million for land vehicles, so volumes for ship

bunkering are still far behind. They successfully completed bunkering for an ocean-going vessel

of Nor Lines, Norway, and an LNG-powered tugboat of CNOOC.

Figure 8 - Zhejiang Zhoushan LNG Import and Bunkering Terminal, currently under construction

by ENN at Zhoushan, China, will have a capacity of 3 mtpa by 2018.

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ENN has 3 bunkering stations for LNG and more than 240 for vehicle refueling [15].

The Co pa ’s bunkering barge in Xijiang Xijia g ENN , in Guangxi province has also

officially commenced operation April 2015. And can deliver 200 m3 of LNG and 500 tons of

diesel. It is the first LNG fuel barge to be classified by CCS as LNG refuelling ship. It was a great

step towards ensuring LNG availability in the Xijiang River basin. There are approximately 8,000

ships in the Guangxi Province sailing on the Xijiang River, the local government has announced

plans to construct 29 bunkering stations for LNG to promote a switch to cleaner fuel. ENN is in

charge of construction and bunkering operation of all these possible stations [16].

Figure 9 LNG a d diesel arge Xijia g ENN LNG capacity 200 m3 and 500 ton fuel oil in

operation on Xijiang River since April 2015

7.3.6 Jiangsu Hongyun Green Energy Co

In Yancheng, one small scale 10 million yuan LNG fuelling station started construction in

December 2015. It will have two 60 m3 LNG tanks and two oil tanks with 50 m3 capacity each.

Operation is expected to start in April 2016. In addition to this, Jiangsu Hongyun Green Energy

Co., Ltd is planning to build 13 LNG refuelling stations along the Beijing-Hangzhou Canal. These

terminals are including Shuanglougang terminal in Xuzhou, Dongfeng terminal and Yangzhuang

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terminal in Huai’an and Jintan terminal in Changzhou, etc. All of the above-mentioned terminals

are being built or have been built already. [8]

7.3.7 China Natural Gas, Inc. (CHNG)

From Ship&Bunker.com:

The first liquefied natural gas (LNG) upstream bunkering station on China's Yangtze River has

opened at Yidu city in Hubei province, Chinese shipping news site SinoShip Newsreports.

Xilan Natural Gas Group, a green energy company that converted a tugboat into the first LNG-

powered vessel to run on the river in 2010, is behind the facility. The station has a daily capacity

of 135,000 cubic meters and cost a total of RMB128 million ($20.5 million). Xilan Natural Gas

Group parent company China Natural Gas, Inc. (CHNG) has been working on inland LNG fuelling

stations along the Yangtze River since 2010, according to information from the

company published by NGV Global News [17].

The pla t is a fou i o e peak sha i g pla t hi h a sto e up to . illio 3 of natural

gas. It can also provide refuelling to land vehicles with LNG or CNG. CNG capacity is 30,000 m3.

Bunkering capability is only part of operations of the plant.

7.4 Summary LNG bunker stations in China

LNG storage tank sizes are usually less than 300 m3 to avoid requirement for individual

locational safety studies which would raise costs.

The government is still subsidizing usage of marine diesel by tax incentives

o Removing these incentives could lead to stronger case for LNG, but may lead to

difficulties for small size ship owners and family businesses.

Much of the planned LNG bunker stations on IWW by CNPC and Fortune oil is on hold

due to lack of profitability in recent times.

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o Reduced investment is related to smaller budgets because of reduced profits

from selling of Oil products.

o Pilot projects by NOCs will be completed even at a net loss as development

projects.

o Regulations from previous pilots are then possible to follow for other companies,

this was seen with small scale LNG carriers orders rising after completion of

CNOOC 30,000 m3 demonstration project and approval of the first fuel barges

and pontoons.

Bunkering activities and stations are attractive to combine with LNG satellite facilities

upriver to be used for power production. An approval to build a bunkering station can

be exploited to distribute to other end users as well, such as residential gas. In fact this

may be the main reason to invest.

8 RELEVANT CHINESE COMPANIES INVOLVED WITH LNG BUNKERING

8.1 National Oil Companies NOCs

China has three NOCs that have specialized in different fields and which are holding different

strategic domestic assets. China Petroleum & Chemical Corporation (Sinopec), China National

Petroleum Corporation or PetroChina (CNPC) and China Offshore oil Corporation (CNOOC).

CNOOC: Pioneer in the Chinese LNG import terminal technology and

offshore oil and gas resources. Leading in constructing floating terminals

and researching FLNG. CNOOC is the primary stakeholder of exploration

rights offshore.

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Sinopec: Major Petroleum energy and chemical company in China based in

Beijing. Refining and petrochemical giant. Sphere of influence strongest in

southern china. Most end user focused and runs most filling stations.

CNPC: Biggest integrated Oil and Gas Company in China. Holds the most

of the domestic land based gas resources and pipelines. Highest priority

for developing new resources on land.

Figure 10 - Figure showing traditional spheres of influence of the three major NOCs

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8.2 Private companies

ENN Energy holdings Limited, formerly known as XinAo

Gas Holdings: LNG Bunkering infrastructure

Holds investments in and operations of gas pipeline infrastructure and vehicle/ship gas fuelling

stations and sale of gas appliances and equipment. An interim report from the company in June

2015 said they have 294 CNG and 249 LNG refuelling stations in operation. Most of the vehicle

gas sales by far is sold to road vehicles. With the completion of Xijiang Bunkering barge in 2015

they now operate 3 bunker stations. They are also involved in projects for implementing LNG in

key ports.

Fortune Oil / China Gas Group (CGH): LNG Bunkering infrastructure

Chi a gas a ui ed B itai ased Fo tu e Oil PLC’s Chi ese assets fo $ illio . CGH is the

largest independent natural gas company in China in terms of city network, serving gas to over

150 cities. It engages principally in the investment, operation and management of city gas

pipeline infrastructure, the distribution of natural gas and LPG to residential, commercial and

industrial users, construction and operation of oil stations and gas stations, and development

and application of natural gas and LPG related technologies in China.

Honghua Group: LNG river vessel production

Shanghai Bestway: LNG ship design

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China Classification Society: Ship classification and approval of procedures

for bunkering and safety regulations with regards to new LNG technologies

in China.

9 CONCLUSION

The implementation of LNG in ships and river vessels and bunkering stations in China is still at

an early stage, but political will lies behind development and is expected to continue. This

support from the government will be crucial in order to eradicate the chicken and egg problem

of vessels needing LNG and bunkering stations providing LNG.

The unexpected and prolonged drop in Oil prices has lowered the cash flow of NOCs and

spending has had to be cut. As a result many pilot projects has been frozen or postponed.

The technical challenge can also not be overlooked, as old engines would need

conversion, which has not been unproblematic in demonstration projects, leading to methane

slip problems and some engine over charging. However this may be an initial phase disease that

can be overcome by competence building, and could lead to more job opportunities in the field.

The Governments long term goal of increasing gas usage to displace coal for cleaner

electricity and increased import and production of gas for the Chinese city residents does

propose that the long term possibility of LNG as ship fuel in China has great potential to grow in

tandem with this development. As the infrastructure of NG is China improves, more NG peak

shaving plants will be needed and LNG storage is necessary to control supply and demand.

Shanghai has seen an extreme growth in residential gas usage, and next in line are cities further

upriver. Wuhan is seen as an important potential LNG hub due to its central location and

connectedness in the Yangtze River system.

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As large LNG export terminals in Oceania will come online towards 2020 and Chinas LNG

regasification capacity will increase dramatically in the same time span, the landscape for

utilizing some of this LNG for ship fuel should be very good in the long term.

9.1 Coastal and international trade

The main driver of change in the bunker fuel business in China is the government regulations

and new emission requirements on limiting SOx emissions. In addition to stricter requirements,

government support for new cleaner solutions is tested. The new 13th Chinese 5 year plan will

be published in March 2016 and will shine more light onto what solution for reducing shipping

emissions will receive the most support ahead.

In the short term, the easiest way for shipping companies to meet requirements of SOx

reduction is to change from HFO to Diesel with less than 0.5% sulphur content when in ports or

areas affected by the new ECA regulations. Due to the now historically low prices of crude oil,

fuel oils < 0.5% sulphur may be a convenient solution in the short term. It is also the solution

requiring the least change from ship owners. However, for abating NOx emissions or meeting

stricter SOx requirements it will not be enough. Engines running on HFO may also need to chill

down the refined oil in order to increase the viscosity to similar values of HFO for safe

operation.

Another supported emissions reduction measure for ships within China is to equip ports

with port-ship ele t i it alled old i o i g . Ho e e this easu e also e ui es port side

jetty and ship side investments. Battery powered ships are also a contender with LNG for

certain shorter fixed routes and may be a solution that gains traction with improving battery

technologies.

It seems clear that the government is serious about providing a framework for reducing

emissions. Both cold ironing and LNG systems will most probably be supported financially and

the effectiveness reviewed at a later stage. The international sulphur requirements on 0.5 %

sulphur on Ocean vessels may be implemented in 2020 or in 2025, if the case is 2020, it will

accelerate implementation of LNG fuelled ships and scrubbers, however if implementation is

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postponed to 2025 the option of switching to LNG will also most likely be delayed by many

potential newbuild projects.

9.2 Inland Water Ways

P o le to do ship o e sio s due to a lo te h e gi es al ead u i g i toda ’s fleet.

There is also a need for greater experience with dual fuel engine fuel regulation.

Difficult to predict rate of implementation of LNG bunker stations

o Depends on profitability of LNG vs refined oil products

o Government support critical for implementation

o Depends on competing green technologies, such as biofuels, battery electric

propulsion and port cold ironing.

o Clear regulations and framework for LNG solutions needs to be in place.

o Bureaucracy needs to be minimized and simplified.

New government policy on this may be available in March 2016 upon publication of the

13th five-year plan.

o This time expected to include more points on LNG for inland use.

o New emissions reduction targets SOx, NOx also for inland.

In China the government plan for development direction is paramount for the direction IWW

LNG will take. The biggest players in the LNG bunkering market are domestic NOCs and they are

known to follow the directives from the state quite closely, making their projects more likely to

succeed even if at a loss.

Special factors and hurdles for LNG bunkering stations and use upriver is regarding

safety rules and regulations which are not quite accommodating to LNG technology yet. This

may include the prohibition of LNG ships to dock at many piers in Yangtze River, which had to

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be solved by adding a floating barge in between the ship and the main land dock to circumvent

regulations. This of course adds cost and complexity to bunker operations along the river bank.

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lng-powered-vessels-for-chinas-river-transportation-0812.

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from: http://www.gov.cn/gongbao/content/2013/content_2547150.htm.

7. Høibye, G., Norwegian NOx Fund as a driving force for LNG use. 2014, Næringslivets

NOx-fond.

8. Wu, J., Interview, D.H. Thue, Editor.

9. Unseki, T., Environmentally superior LNG-Fueled Vessels. 2013, Mitsubishi Heavy

Industries Technical Review.

10. Wan, C., et al., Emerging LNG-fueled Ships in the Chinese Shipping Industry: a hybrid analysis on its prospects. 2014.

11. Fung, F., et al., prevention and Control of Shipping and Port Air Emissions in China.

2014, National Resources Defense Counsil

12. Paton, J. Asian LNG Prices Expected to Sink as Low as $4 in `Ugly' Market. 2015

06.01.2016]; Available from: http://www.bloomberg.com/news/articles/2015-09-

21/asian-lng-prices-expected-to-sink-as-low-as-4-in-ugly-market.

13. China may miss LNG-fuelled ship goals. 2015; Available from:

http://www.hellenicshippingnews.com/china-may-miss-lng-fuelled-ship-goals-

sources/.

14. CHINA’S LNG PROJECTS MOVE FORWARD. 2015 [cited 2016 05.01]; Available from:

http://www.breakbulk.com/chinas-lng-projects-move-forward/.

15. News, L.W. ENN boosts gas sales, LNG bunkering. Available from:

http://www.lngworldnews.com/enn-boosts-gas-sales-lng-bunkering/.

16. ENN. The First Standard Bunkering Barge in China is about to Start Operation. 2015;

Available from:

Page 47: Outlook on LNG Bunkering Facilities in China Inland Waterways and Ports

DNV GL – Rev. 01.09.2014 – www.dnvgl.com Page 47

http://www.enn.cn/wps/wcm/connect/enn_library_ennportal_en/ennroot/news_relea

ses/c5b1d333-8766-4b14-9eef-70e704883445?pageid=news.

17. team, S.a.B.n. First LNG Bunkering Station Opens on Yangtze River. Available from:

http://shipandbunker.com/news/apac/993574-first-lng-bunkering-station-opens-on-

yangtze-river.

18. Draffin, N., An Introduction to LNG Bunkering. 2013, Adderbury, GBR: Petrospot.

APPENDIX A: LNG SHIP TANK TECHNOLOGY

Because of LNGs cold cryogenic temperatures modern technology and special handling for

storage and security must be used. The tanks need first and foremost to be insulated and to

handle cryogenic temperatures without expansion damage or cracking. LNG evaporates at –

˚C a d so e oil off gas ill o u du i g sto age hi h ust e ha dled o e tl .

Membrane tanks:

Not self-supported, meaning that the tank relies on

the ships mechanical strength to contain the fluid.

The tank has two complete membranes, one inner

and one outer, to contain the liquefied gas. In

between these membranes are additional

insulation measures and structure support to give

the membrane mechanical support from the ships inner hull. Example of this tank type is made

from a company called GTT. The membrane tanks consist of 2 layers of membrane and

insulation (primary and secondary barriers, No.96 with invar steel and Mark III with stainless

steel). The secondary barrier is part of the two layers of membrane- in case the primary

insulation /membrane fails. The insulation is a sandwich of triplex glass wool and metal foil

wrapped in layers around the tank.

Independent tanks:

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DNV GL – Rev. 01.09.2014 – www.dnvgl.com Page 48

Independent tanks sit inside the inner hull hold space. Their materials and construction

means they can take the weight of cargo (and internal pressure) because of their own

mechanical strength. Catego ized i to T pe A, B a d C ta ks

Type A tanks:

Traditional fully insulated self-supporting tank design with a secondary containment layer.

Type B tanks:

Advanced fully insulated self-supporting tank with partial

containment. A typical example of this tank type is the Moss

Sphere tanks, which gives many of the LNG tanker ships their

characteristic and easily recognisable appearance.

Type C tanks:

Self-supporting tank designed to operate under higher pressures, typically with a pressure of 2 -

10 bar. For vacuum insulated tanks, the tank sizes up to approx. 1000 m3 capacity are available.

For normal type C tank, with normal insulation the volume can be much larger. No need for

secondary barrier for the tank. So far they are the most common option as fuel tank for LNG

ships. The option of higher tank pressure makes it easier to handle the boil off gas, and is more

convenient for gas engine feed gas. A 200 m3-type C tank can hold the boil-off for about 25 days

before reaching the maximum allowed tank pressure.

Containerised Type C tank

Standardized type C tank made to occupy the same space of a cargo container. Vacuum

insulated. It is claimed that they can sit full with no venting for up to 80 days.

Bi-lobe Type C tanks

A large bunker tank solution with two intersecting

spheres/cylinders. Typical 5 bar operating pressure.

Internally, the bi-lobe tank is a single tank. The advantage

of the tank is its relatively big size and the possibility for

maintaining a flat deck surface above.

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DNV GL – Rev. 01.09.2014 – www.dnvgl.com Page 49

Table 5 – Storage pressure and boiling temperatures [18]

Storage Pressure Boiling temperature Application

1 bar - ˚C Cargo transport and land storage

3 bar - ˚C Distribution bunker station in Type C

tanks

10 bar - ˚C Smaller scale storage in fuel tanks

for ships.

Boil off gasses

The LNG stored in any tank will eventually all boil off given enough time. No insulation is one

hundred percent perfect and some heat leak into the tank will be unavoidable. This means that

the quality of the insulation and how the boil of gas is dealt with is important considerations for

any LNG operation.

Type A and B tanks need to either re-liquefy and return the boil of or use the boil off for engine

propulsion. The type C tank has the possibility to let the tank pressure rise within safe levels. If

the pressure in the tank is increasing the evaporating temperature of the LNG also increases.

This means that the temperature of the liquid LNG in the tank could also increase. If that is the

case and pressure is lowered significantly again, it will make the evaporation temp decrease

and one should expect more boil off which was delayed by the previous pressure build up.

APPENDIX B: OFFICIAL LNG SHIP LIST AT END OF 2015

In operation For graphs 1

ID # Year Type of vessel Ship type Owner

1 2000 Car/passenger ferry Car/passenger ferry Fjord1

2 2003 PSV PSV Simon Møkster

3 2003 PSV PSV Eidesvik Shipping

5 2006 Car/passenger ferry Car/passenger ferry Fjord1

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6 2007 Car/passenger ferry Car/passenger ferry Fjord1

7 2007 Car/passenger ferry Car/passenger ferry Fjord1

8 2007 Car/passenger ferry Car/passenger ferry Fjord1

9 2007 Car/passenger ferry Car/passenger ferry Fjord1

10 2008 PSV PSV Eidesvik Shipping

13 2009 PSV PSV Eidesvik Shipping

15 2009 Car/passenger ferry Car/passenger ferry Norled

16 2009 Car/passenger ferry Car/passenger ferry Norled

17 2009 Car/passenger ferry Car/passenger ferry Norled

18 2009 Patrol vessel Patrol vessel Remøy Management

19 2009 Car/passenger ferry Car/passenger ferry Fjord1

20 2010 Patrol vessel Patrol vessel Remøy Management

21 2010 Car/passenger ferry Car/passenger ferry Fjord1

25 2010 Patrol vessel Patrol vessel Remøy Management

24 2010 Car/passenger ferry Car/passenger ferry Fjord1

26 2010 Car/passenger ferry Car/passenger ferry Fjord1

27 2010 Car/passenger ferry Car/passenger ferry Fosen Namsos Sjø

31 2011 PSV PSV DOF

33 2011 Oil/chemical tanker Oil/chemical tanker Tarbit Shipping

40 2011 Car/passenger ferry Car/passenger ferry Fjord1

41 2011 PSV PSV Solstad Rederi

50 2012 Car/passenger ferry Car/passenger ferry Fjord1

49 2012 PSV PSV Eidesvik Shipping

52 2012 PSV PSV Olympic Shipping

55 2012 PSV PSV Island Offshore

51 2012 General cargo General cargo Nordnorsk Shipping

57 2012 PSV PSV Eidesvik Shipping

58 2012 PSV PSV Island Offshore

59 2012 Car/passenger ferry Car/passenger ferry Torghatten Nord

60 2012 Car/passenger ferry Car/passenger ferry Torghatten Nord

66 2012 Car/passenger ferry Car/passenger ferry Torghatten Nord

68 2013 PSV PSV REM

69 2013 RoPax RoPax Viking Line

71 2013 Car/passenger ferry Car/passenger ferry Torghatten Nord

70 2013 Harbor vessel Specialized vessel Incheon Port Authority

76 2013 General cargo General cargo Eidsvaag

78 2013 RoPax RoPax Fjordline

79 2013 HSLC HSLC Buquebus

80 2013 Tug Tug CNOOC

82 2013 Tug Tug CNOOC

81 2013 Car/passenger ferry Car/passenger ferry Norled

88 2014 Car/passenger ferry Car/passenger ferry Norled

91 2014 Tug Tug Buksér & Berging

94 2014 RoPax RoPax Fjordline

93 2014 Patrol vessel Patrol vessel Finnish Border Guard

92 2014 Tug Tug Buksér & Berging

101 2014 Gas carrier Gas carrier Anthony Veder

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DNV GL – Rev. 01.09.2014 – www.dnvgl.com Page 51

131 2014 Gas carrier Gas carrier Anthony Veder

130 2014 PSV PSV Remøy Shipping

100 2014 General cargo General cargo Egil Ulvan Rederi

129 2014 General cargo General cargo Egil Ulvan Rederi

159 2014 PSV PSV Siem Offshore

107 2015 PSV PSV Harvey Gulf International Marine

141 2015 Ro-Ro Ro-Ro Nor Lines

142 2015 Car/passenger ferry Car/passenger ferry Samsoe municipality

143 2015 PSV PSV Simon Møkster Shipping

158 2015 PSV PSV Siem Offshore

149 2015 Ro-Ro Ro-Ro Nor Lines

169 2015 Oil/chemical tanker Oil/chemical tanker Bergen Tankers

144 2015 Car/passenger ferry Car/passenger ferry Society of Quebec ferries

177 2015 Gas carrier Gas carrier Evergas

178 2015 Gas carrier Gas carrier Evergas

139 2015 Tug Tug CNOOC

98 2015 Car/passenger ferry Car/passenger ferry AG EMS

153 2015 Tug Tug NYK

147 2015 Gas carrier Gas carrier Chemgas Shipping

179 2015 Gas carrier Gas carrier Evergas

137 2015 PSV PSV Harvey Gulf International Marine

201 2015 Container ship Container ship TOTE Shipholdings

Under construction/contract signed

ID # Year Type of vessel Type of vessel Owner

151 2015 Car/passenger ferry Car/passenger ferry Society of Quebec ferries

152 2015 Car/passenger ferry Car/passenger ferry Society of Quebec ferries

112 2015 PSV PSV Harvey Gulf International Marine

95 2015 Car/passenger ferry Car/passenger ferry AG EMS

140 2015 Tug Tug CNOOC

176 2015 Tug Tug Drydocks World

148 2015 PSV PSV Harvey Gulf International Marine

182 2015 PSV PSV Harvey Gulf International Marine

163 2015 Bulk ship Bulk ship Erik Thun

170 2015 Container ship Container ship Brodosplit

171 2015 Container ship Container ship Brodosplit

186 2015 PSV PSV Siem Offshore

187 2015 PSV PSV Siem Offshore

354 2015 Oil/chemical tanker Oil/chemical tanker Furetank Rederi

221 2016 Container ship Container ship TOTE Shipholdings

180 2016 Gas carrier Gas carrier Evergas

372 2016 Gas carrier Gas carrier Evergas

373 2016 Gas carrier Gas carrier Evergas

210 2016 PSV PSV Harvey Gulf International Marine

211 2016 Icebreaker Specialized vessel Finnish Transport Agency

220 2016 PSV PSV Siem Offshore

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DNV GL – Rev. 01.09.2014 – www.dnvgl.com Page 52

231 2016 PSV PSV Siem Offshore

217 2016 Gas carrier Gas carrier Chemgas Shipping

212 2016 Oil/chemical tanker Oil/chemical tanker Terntank

226 2016 Oil/chemical tanker Oil/chemical tanker Terntank

246 2016 Oil/chemical tanker Oil/chemical tanker Terntank

248 2016 Ro-Ro Ro-Ro TOTE Shipholdings

250 2016 Car carrier Car carrier UECC

273 2016 Car carrier Car carrier UECC

203 2016 Car/passenger ferry Car/passenger ferry Boreal

204 2016 Car/passenger ferry Car/passenger ferry Boreal

243 2016 Container ship Container ship GNS Shipping

267 2016 Container ship Container ship GNS Shipping

245 2016 Ro-Ro Ro-Ro Searoad Holdings

242 2016 Car/passenger ferry Car/passenger ferry BC Ferries

261 2016 Car/passenger ferry Car/passenger ferry BC Ferries

235 2016 Gas carrier Gas carrier Ocean Yield

252 2016 Gas carrier Gas carrier Ocean Yield

256 2016 Gas carrier Gas carrier Ocean Yield

239 2016 Car/passenger ferry Car/passenger ferry Seaspan Ferries Corporation

258 2016 Car/passenger ferry Car/passenger ferry Seaspan Ferries Corporation

223 2016 Gas carrier Gas carrier Navigator Gas

232 2016 Gas carrier Gas carrier Navigator Gas

237 2016 Gas carrier Gas carrier Navigator Gas

253 2016 Gas carrier Gas carrier Navigator Gas

263 2016 Container ship Container ship Brodosplit

264 2016 Container ship Container ship Brodosplit

168 2016 RoPax RoPax Baleària

359 2016 Dredger Specialized vessel DEME

360 2016 Dredger Specialized vessel DEME

393 2016 Container ship Container ship Wessels Reederei

394 2016 Hopper Barge Specialized vessel Bremenports

355 2017 Cable layer Specialized vessel DEME Tideway

374 2017 Gas carrier Gas carrier Evergas

375 2017 Gas carrier Gas carrier Evergas

275 2017 Tug Tug Østensjø Rederi

278 2017 Tug Tug Østensjø Rederi

279 2017 Tug Tug Østensjø Rederi

296 2017 RoPax RoPax Rederi AB Gotland

376 2017 Car/passenger ferry Car/passenger ferry Caronte & Tourist

286 2017 Oil/chemical tanker Oil/chemical tanker Groupe Desgagnés

295 2017 Oil/chemical tanker Oil/chemical tanker Groupe Desgagnés

285 2017 Container ship Container ship GNS Shipping

293 2017 Container ship Container ship GNS Shipping

276 2017 Car/passenger ferry Car/passenger ferry BC Ferries

277 2017 Oil/chemical tanker Oil/chemical tanker Terntank

283 2017 Container ship Container ship Crowley Maritime Corporation

294 2017 Container ship Container ship Crowley Maritime Corporation

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DNV GL – Rev. 01.09.2014 – www.dnvgl.com Page 53

358 2017 RoPax RoPax Tallink

383 2018 Car/passenger ferry Car/passenger ferry Clyde and Hebrides Ferry Service (CHFS)

384 2018 Car/passenger ferry Car/passenger ferry Clyde and Hebrides Ferry Service (CHFS)

247 2018 Ro-Ro Ro-Ro TOTE Shipholdings

303 2018 RoPax RoPax Rederi AB Gotland

356 2018 Container ship Container ship Containerships

357 2018 Container ship Container ship Containerships

268 2018 Heavy lift vessel Specialized vessel Heerema Offshore Services

368 2018 Cruise ship Cruise ship Carnival Corporation

369 2019 Cruise ship Cruise ship Carnival Corporation

370 2020 Cruise ship Cruise ship Carnival Corporation

371 2022 Cruise ship Cruise ship Carnival Corporation

APPENDIX C: LIST OF GOVERNMENT SUPPORTED LNG PILOT PROJECTS

Page 54: Outlook on LNG Bunkering Facilities in China Inland Waterways and Ports

General Office of Ministry of Transport: Announcement of the First LNG Pilot Demonstration Projects in Water Transport Industry

In order to thoroughly substantiate the requirements for launching the LNG pilot demonstration work of ‚Guiding

Opinions of Ministry of Transport on the Promotion of LNG Application in the Water Transport Industry‛ (Jiao Shui Fa

[2013] No. 625), further implement the application of LNG fuel in the water transport industry, procure the energy-saving

and remission-reducing promotion in the water transport industry, and expedite the ‚green‛ water transport construction

based on the "Program of Implementing the Pilot Demonstration for LNG Application in the Water Transport Industry‛, the

screened list of the first pilot demonstration projects for LNG application in the water transport industry is hereby

announced.

I. List of Pilot Projects (totaling 7 projects)

Serial

No. Project Name Organizer Content of Pilot Program

Date of Implem

entation

1

Integrated Pilot Project of China N

ational Foreign Trade Transportatio

n for Marine LNG Application To Maj

or Ship Models for The Trunk Line O

f Yangtze River

China National Foreign Trade Transportation

(Group) Corporation

1 New construction of 2 inland LNG f

uel powered ships; 2 Package pilot con

struction of LNG station and LNG loadin

g/unloading pier in Huanggang, Hubei;

3 Pilot construction of the shore LNG

refueling station for land/marine purp

ose in Yichang, Hubei; 4 Provision of

support for the launch of relevant spec

ifications of technical standards.

2014-2016

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2 CNOOC Pilot Project of LNG Applicat

ion for Costal Water Transport China National Offshore Oil Corporation

1 Construction of five 5000HP(1800 de

adweight tonnage LNG fuel powered PSV;

2 Construction of four LNG fuel powe

red harbor towboats for use at the coas

tal LNG loading/unloading pier; 3 Cons

truction of One LNG powered ship of 30,

000 cubic meters as a transportation sh

ip and refueling ship.

2014-2016

3

Zhejiang Zhoushan International Mar

ine LNG Refueling Station Pilot Pro

ject

ENN Energy Holdings Ltd.

1 Construction of coastal and offshor

e marine LNG refueling station, which f

orms the refueling technology with inde

pendent intellectual property; 2 Provi

sion of support for the launch of relev

ant specifications of technical standar

ds.

2014-2016

4 Pilot Project of Inland Mobile LNG

Refueling Ship

Xuzhou ENN Clean Energy Co., Ltd.

China Yangtze Fuel Oil Corporation

Dalian Yuchai Energy Co., Ltd.

1 Respective R & D for constructing o

ne inland mobile LNG refueling ship acc

ording to the related pilot standards a

nd requirements; 2 Provision of supp

ort for the launch of relevant specific

ations of technical standards.

2014-2016

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5

Pilot Project of China Yangtze for

Constructing Barge-type ‚Combinati

on of Oil and Gas‛ LNG Refueling S

tation for the Trunk Line of Yangtz

e River

China Yangtze Fuel Oil Corporation

1 Construction of two Barge-type ‚Co

mbination of Oil and Gas‛ LNG Refuelin

g Stations; 2 Provision of support for

the launch of relevant specifications o

f technical standards.

2014-2016

6

Integrated Pilot Project of LNG App

lication to Water Transport in Dan

Jiang Kou Reservoir Zone - Water He

ad Site of Kunlun Energy South-to-N

orth Water Diversion

Kunlun Energy 长航 (Wuhan) Natural Gas Co.,

Ltd.

1 New construction of three LNG fuel

powered ordinary ships; 2 New constru

ction of two LNG fuel powered stake bo

ats; 3 Construction of one coastal L

NG refueling station.

2014-2016

7

Shore LNG Refueling Station and LNG

Transshipment Pilot Project of ENN

Energy at the Midstream and Downst

ream of Yangtze River

ENN Energy Holdings Limited

1 Pilot construction of one shore LNG

refueling station for the trunk line

of Yangtze River; 2 Exploration of in

land shore LNG refueling station coupl

ed with LNG transshipment function; 3

Research for proposing the standards o

f marine LNG refueling service for the

trunk line of Yangtze River.

2014-2016

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II. List of Demonstration Projects (totaling 6 projects)

Serial

No.

Project Name

Organizer

Content of Pilot Program

Date of Implem

entation

1 Shanghai International Port Demonstratio

n Project of LNG Application Shanghai International Port (Group) Co., Ltd.

1 Construction of one vehicle LNG ref

ueling station; 2 Pilot launch of LNG

application to the mobile crane; 3 LNG

application to 200 container trucks 5

0 trucks during the preliminary launch)

2014-2016

2 Demonstration Project for LNG Appli

cation of Lian Yun Gang Port Lian Yun Gang Port Co., Ltd.

1 Construction of three vehicle LNG r

efueling stations; 2 Purchase of 100 L

NG fuel powered vehicles, as well as ma

chinery and equipment; 3 Launch of res

earch and retrofit for LNG application

to harbor engineering crafts.

2014-2016

3

Demonstration Project for LNG Appli

cation for the trunk line (Guangxi

Section) of Xijiang

Guangxi Xijiang Investment Group Co., Ltd.

1 New construction of 100 LNG fuel po

wered ordinary cargo vessels; 2 Packag

e construction of one marine LNG refuel

ing station; 3 Construction of the int

egrated management information system f

2014-2016

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or the marine LNG application for the t

runk line of Xijiang; 4 Formation of s

tandards for the marine LNG refueling s

ervice for the trunk line of Xijiang;

5 Lay the foundation for forming the

guidelines of safety regulation for mar

ine LNG application in respect of the t

runk line of Xijiang in Guangxi; 6 Exp

lore the measure of letting the LNG fue

l powered ships pass the ship lock on p

riority on the trunk line of Xijiang an

d submit the verification report.

4

Demonstration Project of LNG Applic

ation to the Water Transport in Chu

anjiang and the Three Gorges Reserv

oir Zone

Kunlun Energy Chongqing Chuan Gang Gas Co.,

Ltd.

1 New construction of LNG fuel powere

d ships: five law enforcement ships, fi

ve engineering ships, forty-five bulk c

argo ships, five container ships, and t

wo roll-on/roll-off ships, in cooperati

on with Chongqing Shipping (Group) Co.,

Ltd. and Minsheng Shipping Co., Ltd.;

2 New construction of one mobile LNG

refueling ship according to the relevan

t pilot requirements; 3 New constructi

2014-2016

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on of one shore LNG refueling station;

4 Construct the integrated management

information system for the LNG applica

tion to the water transport in the Thre

e Gorges Reservoir Zone; 5 Research an

d exploration of the proposal for LNG f

uel powered ships to pass the ship lock

at the Three Gorges.

5

Demonstration Project of LNG Applic

ation to the Water Transport at the

Jiangsu Section of the Trunk Line

of Yangtze River

Jiangsu Overseas Towngas China Company Limi

ted

Jiangsu Runxiang Gaoqiao Port Co.

1 Construct one barge-type LNG refue

ling station at the coast of Yangtze Ri

ver – construct one mobile refueling s

hip according to the relevant pilot sta

ndards; 2 New construction of 100 LNG

fuel powered ordinary cargo ships in co

operation with Nanjing Chunyuan Shippin

g Limited,Jiangsu Dajin Heavy Industry

Limited and Zhenjiang Municipal Ship In

spection Bureau; 3 Construct one shore

LNG refueling station, coupled with si

multaneous function of land warehouse s

torage for transshipment.

2014-2016

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6

CNOOC Demonstration Project of LNG

Application to the Inland Water Tra

nsport Industry

CNOOC Gas & Power Group

1 New construction of 100 LNG fuel po

wered ordinary cargo ships in cooperati

on with Zhejiang Ji’an County Yuanya Tr

ansportation Limited and 广州市柏福莱海

运公司; 2 Package construction of two

shore LNG refueling stations.

2014-2016

Page 61: Outlook on LNG Bunkering Facilities in China Inland Waterways and Ports

III. List of Demonstration Zone Projects (totaling three projects)

Serial

No.

Project Name

Organizer

Major Participant Content of Demonstration Zone

Date of Implem

entation

1

Integrated Demo

nstration Zone

of LNG Applicat

ion in Shenzhen

Port

Transport Commission

of Shenzhen Municipal

ity)

(1) China Merchants International Sheko

u Container Terminal Ltd.

(2) China Merchants International Chiwa

n Container Terminal Co., Ltd.

(3)Yantian International Container Term

inals Ltd.

(4)Shenzhen Dachan Bay Modern Port Deve

lopment Co., Ltd.

(5) CNOOC YG Energy Co., Ltd.

1 Package construction of one marine

LNG refueling station in line with the

proactive launch for the port with th

e new construction of LNG fuel powered

towboats; 2 Pilot construction of on

e international marine LNG refueling s

tation; 3 Package construction of six

vehicle LNG refueling stations in the

port zone, with 500 vehicles using LN

G in the port and proactive promotion

for LNG application to machinery and e

quipment; 4 Pilot construction of one

LNG power station in the port zone

(Western Shenzhen) to replace the powe

r supply at the shore to ships anchore

d in the port; 5 Construct the integr

2014-2016

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ated management information system for

the LNG application in the port zone,

and establish the platform to monitor

energy saving and remission reductio

n; 6 Provision of support for the lau

nch of relevant specifications of tech

nical standards 7 Through the demonst

ration, 50% of vehicles in the entire

port use LNG power; 8 Systematic conclus

ion of the construction experience in the demo

nstration zone to provide the reference for oth

er ports.

2

Integrated Demo

nstration Zone

of LNG Applicat

ion to the Wate

r Transport at

the Jiangsu Sec

tion of Jing Ha

ng Canal

Jiangsu Provincial Co

mmunications Departme

nt

1 Local Maritime Bureau of Jiangsu Pr

ovince

2 Jiangsu Hongyun Green Energy Co., L

td.

3 Jiangsu Blue Marine Power Co., Ltd.

1 New construction of 300 LNG fuel po

wered ships; 2 Construct two shore LNG

refueling station; 3 Construct the in

tegrated management information system

of the marine LNG application for Jing

Hang Canal; 4 Form the marine LNG refu

eling service for Jing Hang Canal in Ji

angsu Province; 5 Form the guidelines

of safety regulation for marine LNG app

lication in respect of Jing Hang Canal

2014-2016

Page 63: Outlook on LNG Bunkering Facilities in China Inland Waterways and Ports

in Jiangsu Province; 6 Explore the mea

sure of letting the LNG fuel powered sh

ips pass the ship lock on priority on J

ing Hang Canal in Jiangsu Province and

submit the verification report.

3

Integrated Demo

nstration Zone

of LNG Applicat

ion to the Wate

r Transport of

Wanjiang and Ch

aohu in Anhui

Port Management Burea

u of Anhui Province

1 ENN Energy Holdings Limited

2 Anhui Jiarun Power Co., Ltd. 3 Hu

aqiang Natural Gas Development Co., Lt

d.

4 Ma An Shan Hongyun Green Energy C

o., Ltd.

1 New construction of 300 LNG fuel po

wered ordinary cargo ships; 2 Package

construction of one LNG refueling stati

on in Chaohu; 3 New construction of the i

ntegrated marine LNG services center (incorpora

ting LNG refueling, repair and maintenance, as

well as personnel training in respect of fuel po

wered ships) in Chizhou; 4 Establish th

e integrated management information sys

tem for marine LNG application in Anhu

i; 5 Form the standards of marine LNG

refueling service for the trunk line of

Yangtze River; 6 Form the guidelines

of safety regulation for marine LNG app

lication in Anhui Province

2014-2016