In the last few years and as the result of international and regional laws and strategies to reduce global gas emissions, Liquefied Natural Gas (LNG) has been increasingly adopted as an alternative fuel for shipping.
Contact us to discuss your requirements of LNG Small Cryogenic Gas Supply Station. Our experienced sales team can help you identify the options that best suit your needs.
While the adoption of LNG as an alternative marine fuel offers somemajor environmental and economic benefits, it also poses some challenges. These include the potential risks of methane leakage across the LNG supply chain; the capital investment required for equipment for cryogenic environments; safety concerns; and the still-developing LNG bunkering infrastructure.
For these reasons and more, and in order to promote the more widespread and safe usage of LNG as an alternative marine fuel, all stakeholders need to be involved in the development process of LNG fueled vessels and bunkering operations. This is where we, at HABONIM, come into the picture. As one of those stakeholders, we understand how much effort goes into the planning of every single component in cryogenic infrastructures. In this blog post, we will be focusing specifically on the criteria that need to be considered when selecting valves for LNG bunkering applications.
Criteria for selecting LNG valves
LNG bunkering can be defined as the provision of LNG to be used as a fuel for the propulsion of LNG-fueled waterborne vessels and/or for energy on board the vessels while they are at berth. It involves the transfer of LNG fuel from a specific distribution source to an LNG-fueled ship through a value chain that differs per application and use case. In addition, bunker ships and bunkering infrastructure is increasingly used for fueling and supplying land-based fueling stations, trucks, and inland shore infrastructures.
As LNG bunkering applications are usually characterized by multiple stakeholders and complex regulatory contexts, and this makes the selection of equipment (including valves) for these operations somewhat challenging.
Four main valve technologies can be used in cryogenic applications such as LNG bunkering: globe valves, floating ball valves (top-entry and side-entry), trunnion ball valves, and top-entry trunnion ball valves. Each of these technologies offers specific benefits for different applications. For example, HABONIM’s top-entry trunnion ball valves are ideal for cryogenic applications in harsh environmental conditions. However, side-entry ball valve technology which is also suitable for cryogenic applications can be more cost effective in calmer environmental conditions. While most project specifications call for the use of top-entry valve technology in cryogenic applications, this is not always actually required.
For this reason, we focus on helping our customers to carefully analyze their project requirements and the specific
system needs in order to offer them the best and most cost-effective combination of valves for their specific application and regulations. This approach can lead to a significant reduction in the overall project cost and have an even more significant effect on the life-cycle cost (LCC) of the ship or facility, without compromising on performance and safety. This analysis is based on the following criteria:
1. Type of LNG Valves installation
When selecting valves for LNG bunkering installations, it’s important to consider the type of installation, which include:
- LNG import terminals and bunkering facilities – these stationary facilities offer LNG services such as reloading, the transfer of LNG from one vessel to another vessel, and the loading of LNG bunkering ships.
- LNG bunkering ships – supply LNG directly to LNG-fueled ships or to LNG bunkering facilities where LNG is stored for other vessels.
- LNG inland and onshore facilities – supply or refueling with LNG to or from onshore fueling facilities, tracks, storage spaces, and more.
The type and size of the LNG bunkering vessel has a significant impact on the type of valves required. For example, in the case of small LNG bunkering vessels used to directly supply LNG to ships inside or outside a port as well as to inland onshore facilities, specific considerations need to be taken into account. These include the fact that small-scale LNG operations (SSLNG) need to be small and lightweight and still maintain maximum flow for shorter loads and offload operations; that they need to meet stringent inland transportation regulations, and deal with multiple municipal authorities.
With a proven track record in LNG and advanced SSLNG projects, HABONIM has the experience to guide companies in selecting the best valves for their specific LNG bunkering applications. For example, HABONIM was selected by Titan LNG as a supplier for the FlexFueler001, the first inland bunker pontoon in Europe designed to supply LNG to inland waterway ships from a fixed location or to be navigated to supply larger seagoing vessels with LNG while they load or unload their cargo. This involved a long and complex design process that included the selection and testing of valves to ensure they meet the stringent requirements for zero fugitive losses and inline leakage tightness, and fire-safe and cryogenic usage.
2. Location of LNG bunkering installations and environmental conditions
LNG bunkering installations, which include both stationary facilities and moving vessels, can be located in multiple sites such as ports, offshore, in open seas, and in inland waterways. This, as well as the climate and other geographical characteristics, affect the design and selection of valves for the installation. For example, seagoing vessels are exposed to harsh conditions such as high waves, stormy weather, and wind. These factors apply mechanical stress to the vessel structure and to piping and equipment installed on it, which results in high structural deflections and possible leakages through the piping and valve body joints. In these cases, top-entry ball valves are required as they can withstand these harsh conditions. This is because the valve body is made of a single piece welded to the piping, with no bolted joints in body construction that might be compromised by these deflections, and potentially cause methane release to the atmosphere.
In the case of port-operated vessels, this depends on the level of port protection from sea waves, whether the vessel is always stationary or also needs to travel in open seas occasionally, possible future relocation to less protected ports, and more. These conditions affect the selection of valves, as side-entry valves are sufficient for calmer environmental conditions and top-entry valves are required for vessels exposed to high body deflection as a result of harsher environmental conditions. For example, for vessels located in inland waterways, there is usually a reduced need for more expensive top-entry valve technology as the potential for stormy environmental conditions that result in vessel deflection is lower. In these cases, top-entry valves can be combined with side-entry valves with enhanced double-sealed body construction and ISO 15484-1 certified stem sealing (Total Hermetix).
3. Budget
As LNG systems are designed and built to serve in small-scale bunkering operations where cost considerations are becoming more significant, budgetary restrictions form the framework for system design and valve selection. In the case of LNG bunkering applications, it can be extremely challenging to find the right balance between meeting budget requirements, meeting stringent standards, ensuring long-term performance, and ensuring safety. For this reason, it’s important to consider all of the abovementioned factors, together with suppliers, in order to find the right combination of valves that enable project integrators to answer all requirements.
4. Regulations, guidelines and standards
LNG bunkering operations are governed by stringent regional and international standards, regulations, and guidelines that aim to ensure maritime safety and security, and prevent potential pollution or environmental damage caused by natural gas installations.
These include:
- The highest regulatory level codes, such as IGF and IGC for LNG-fueled ships and LNG carrying cargoes, PED 2014/10/EU and TPED 2010/35/EU for pressure equipment and its transportation, IECEx and ATEX for explosive environments, and more.
- Industrial standards for cryogenic valves construction and testing such as BS 6364, EN 1626, MSS SP-134-2012, EN 12567; and for fire testing and design such as API 607 and ISO 10497.
- Classification rules and guidelines from well-known maritime classification bodies such as Bureau Veritas, DNV-GL, ABS, and others.
- This also affects the specific valve features required for cryogenic applications. For example, the need for Emergency Shutdown (ESD) to enable a safe and effective shutdown of LNG transfer in the event of an emergency, and a very high level of external and internal tightness of the valve or a double walled vacuum piping insulation to prevent excessive evaporation of the LNG during the filling and bunkering and to trace external leakages
It can be challenging to decipher these regulatory instruments, and for this reason, one of the most important components in LNG bunkering system design is the selection of product suppliers, as they can help navigate the ins-and-outs of compliancy and have the capabilities and expertise to meet the required standards.
Helping you navigate the requirements for LNG bunkering
At HABONIM, we believe in finding the perfect fit for every customer, every project, and every application. We hope that this guide has helped you understand the factors that need to be considered when selecting valves for your LNG bunkering application. Contact us if you have any additional questions.
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Liquified Methane
Liquified Methane
voltech444(Automotive)
(OP)
11 Nov 16 01:04
I am doing some research that requires small amounts of liquified methane (<50L) I need a tank I can transport by truck to my closet LNG fueling station to refill. The only tanks that are available for LNG are for class 8 commercial trucks as fuel tanks to run the truck on LNG. So they are much more expensive and currently only available in the whole kit to convert each truck. I only need the tank and fittings, I've reached out to the company (blu fuels) and I'm awaiting response to know if I can buy pieces of the kit individually. If I cannot I am looking at some cheaper possible alternatives.
One idea I've thought of is to convert a N2 cryogenic tank to LNG. I found one other thread on another forum on this topic but unfortunately it didn't have much information. They said it should work. I would still need to the correct fittings to refuel but those are available.
What other modifications would be required to convert a N2 tank to LNG? Is it technically feasible? Practical?
I appreciate any input on this topic. This is not my area of expertise yet, I am learning more about these LNG systems there is just not as much information readily available like for CNG systems. In order to carry out this experiment I need LNG but my budget is restricted to less than $10k so I'm trying to find a solution.
Thank you for looking!
RE: Liquified Methane
voltech444(Automotive)
(OP)
11 Nov 16 01:16
The Blu V2 LNG Fuel Delivery System, a 160-diesel-gallon equivalent twin-tank package, has a list price of $18,000 after a $7,000 rebate for fueling at Blu’s network of 24 LNG stations across the country.
Website:
BTW here is the truck fuel tank:The Blu V2 LNG Fuel Delivery System, a 160-diesel-gallon equivalent twin-tank package, has a list price of $18,000 after a $7,000 rebate for fueling at Blu’s network of 24 LNG stations across the country.Website: http://www.blulng.com/lng-solutions
RE: Liquified Methane
LittleInch(Petroleum)
11 Nov 16 20:11
Otherwise I can't see any serious issues, but the venting is your key problem. You could very easily create am explosive atmosphere if your not careful whereas as N2 whilst an asphhxiant won't blow up.
I can't see why a liquid N2 tank wouldn't work. The difference is how do you deal worth the boil off gas as you transport it??. All such systems work at very low pressure but need to vent if you're not using gas.Otherwise I can't see any serious issues, but the venting is your key problem. You could very easily create am explosive atmosphere if your not careful whereas as N2 whilst an asphhxiant won't blow up.
Remember - More details = better answers
Also: If you get a response it's polite to respond to it.
RE: Liquified Methane
saplanti(Mechanical)
12 Nov 16 08:11
As I understand the automotive applications, not exactly but almost the same as the LPG bottles. Methane liquefies under pressure, and I guess, this is the one you are after. I do not think you want liquefied methane at atmospheric pressure.
RE: Liquified Methane
EmmanuelTop(Chemical)
12 Nov 16 08:32
The 2006 version is available on the internet:
The major difference between N2 and LNG is that the latter is flammable which imposes additional safety features.
You should verify the requirements against NFPA 59A, "Production, Storage, and Handling of Liquefied Natural Gas (LNG)". The most recent version can be accessed by signing in at NFPA 59A The 2006 version is available on the internet: NFPA 59A (2006) The major difference between N2 and LNG is that the latter is flammable which imposes additional safety features.
Dejan IVANOVIC
Process Engineer, MSChE
RE: Liquified Methane
voltech444(Automotive)
(OP)
14 Nov 16 01:22
Thank you all for your input it is greatly appreciated!
I am reading about the cryogenic tanks I am considering using, I will post the specs for them and the valves tomorrow. I will share the information I get from Blu Fuels; I've also reached out to some other people inside the LNG industry and i am awaiting response.
RE: Liquified Methane
voltech444(Automotive)
(OP)
14 Nov 16 18:13
Hey all just thought I would explain a little more what my research is. It's pretty simple really; im doing bench testing with a prototype engine. I've written about this engine on physics forums a few years ago. It's called a reverse uniflow 2 stroke diesel engine. It utilizes a turbocharger and supercharger for maximum power density and efficiency. I am using LNG because because of it's cryogenic properties, it will cool compressed air coming from the turbo compressor which allows higher levels of boost with less heat. This engine also utilizes water injection to further cool compressed air without the need for an intercooler. It is possible to do some of the testing without LNG and just using gaseous methane; however for the best results I need LNG.
RE: Liquified Methane
EmmanuelTop(Chemical)
14 Nov 16 18:27
Then you might also be interested in NFPA 57a or 2002 PDF version at NFPA 57A 2002
Dejan IVANOVIC
Process Engineer, MSChE
RE: Liquified Methane
voltech444(Automotive)
(OP)
21 Nov 16 18:17
1.) Liquid Nitrogen Dewar, 25 liter, Taylor-Wharton brand, Model 25 LD. Nice used condition. No damage. Comes with plywood dog house shown, and roll around stand. Shipping depends on whether or not buyer wants the plywood box. So for now, it's shown as Local Pickup. Will Ship. Thanks for looking.
2.) This CFI Cryofab Liquid Nitrogen UN 1977 Dewar Non-Magnetic 11/99 appears to be in fair cosmetic condition with signs of wear and previous use.
I really lack the knowledge and equipment to test this piece properly and so it is being sold as-is.
Unpacked dims are 20*20*41.
I attached 2 pdf files with the specs for the fill and vent valve. I've also included pictures of the tanks and valves. Here is the website:
Link
The more I research this the more I realize it is definitely possible. The main requirement is to get a LN2 tank that already has fittings, valves, and gauges on it. They are a little harder to find but they are definitely out there. I will hopefully be purchasing a tank this week. I can then know if I need my fill/vent valves to be in english or metric; both are available from Macro Tech.
Thank you all again for your help, it took me longer to get these specs up here so I apologize for the delay. I will definitely give updates of my progress and take lots of pics to show what I am doing. I'm sure I'll have some other questions.
- http://files.engineering.com/getfile.aspx?folder=fbf9c0a1-8059-4a70-b898-30
Here are 2 tanks I am considering purchasing; they are both LN2 dewars but they already have the plumbing needed to convert to LNG.1.) Liquid Nitrogen Dewar, 25 liter, Taylor-Wharton brand, Model 25 LD. Nice used condition. No damage. Comes with plywood dog house shown, and roll around stand. Shipping depends on whether or not buyer wants the plywood box. So for now, it's shown as Local Pickup. Will Ship. Thanks for looking.2.) This CFI Cryofab Liquid Nitrogen UN 1977 Dewar Non-Magnetic 11/99 appears to be in fair cosmetic condition with signs of wear and previous use.I really lack the knowledge and equipment to test this piece properly and so it is being sold as-is.Unpacked dims are 20*20*41.I attached 2 pdf files with the specs for the fill and vent valve. I've also included pictures of the tanks and valves. Here is the website:The more I research this the more I realize it is definitely possible. The main requirement is to get a LN2 tank that already has fittings, valves, and gauges on it. They are a little harder to find but they are definitely out there. I will hopefully be purchasing a tank this week. I can then know if I need my fill/vent valves to be in english or metric; both are available from Macro Tech.Thank you all again for your help, it took me longer to get these specs up here so I apologize for the delay. I will definitely give updates of my progress and take lots of pics to show what I am doing. I'm sure I'll have some other questions.
RE: Liquified Methane
voltech444(Automotive)
(OP)
21 Nov 16 18:23
LIQUID NITROGEN DEWAR TAYLOR-WHARTON 25 LD:
Valves:
- http://files.engineering.com/getfile.aspx?folder=b834ecac-6c38-4e54-9bdb-c5
CFI Cryofab Liquid Nitrogen UN 1977 Dewar Non-Magnetic 11/99:LIQUID NITROGEN DEWAR TAYLOR-WHARTON 25 LD:Valves:
RE: Liquified Methane
voltech444(Automotive)
(OP)
21 Nov 16 18:25
- http://files.engineering.com/getfile.aspx?folder=dfdab892-a5ca-4cad-ac36-e2
I attached a pdf for the fill valve on my last post; and for the vent valve on this one. I'm guessing there's probably a better way to get this on here but here it is.
RE: Liquified Methane
LittleInch(Petroleum)
22 Nov 16 09:09
I'm not qualified to say whether these second hand units are good enough for your use, but the key to me is doing something that means you aren't leaking explosive gas into a confined space. A little bit of N2, whilst it can be lethal in certain places if it pushes all the O2 out, won't explode - methane can.
Hence the design pressure of those containers is critical as any rise above the design pressure requires venting. If this pressure is quite low, then it won't take much of a rise in temperature to start venting when you're transporting or storing it as opposed to using the LNG.
Clearly all the connections and piping need to be suitable for cryogenic temperatures and insulated for personnel protection and to avoid lots of ice on small bore piping.
Be careful.
voltech,I'm not qualified to say whether these second hand units are good enough for your use, but the key to me is doing something that means you aren't leaking explosive gas into a confined space. A little bit of N2, whilst it can be lethal in certain places if it pushes all the O2 out, won't explode - methane can.Hence the design pressure of those containers is critical as any rise above the design pressure requires venting. If this pressure is quite low, then it won't take much of a rise in temperature to start venting when you're transporting or storing it as opposed to using the LNG.Clearly all the connections and piping need to be suitable for cryogenic temperatures and insulated for personnel protection and to avoid lots of ice on small bore piping.Be careful.
Remember - More details = better answers
Also: If you get a response it's polite to respond to it.
RE: Liquified Methane
voltech444(Automotive)
(OP)
22 Nov 16 16:52
I've been researching pipes/valves that are suitable for cryogenic liquids. From what I can tell, the pipes/fittings/valves/gauges on that cryofab tank are designed to work with LN2, so they should also work with LNG. My plan is to testablish the tank by filling it with LN2 and checking for leaks, and monitoring the boil off gas rate to make sure it's in spec. I will also do tests in the truck to see how the motion affects the boil off rate. If everything is in spec and no leaks are detected, I can drain the LN2, leaving only N2 gas inside which will be safe for filling with LNG.
One possibility for the vent gas is to run the vent tube to the engines intake manifold. Since I'm only transporting a small amount of LNG it shouldn't be producing a lot of gas, so it shouldn't choke off the engine. I wish I had a diesel-powered truck because the methane would actually increase the MPG. I'm trying to do some calculations to know roughly how much gas will be vented and if it will affect engine performance.
RE: Liquified Methane
voltech444(Automotive)
(OP)
22 Nov 16 16:55
One other thing, the tank will be transported in an open pick up truck bed and stored outside not in a confined space.
RE: Liquified Methane
LittleInch(Petroleum)
22 Nov 16 17:40
Did you find out what the max pressure in the tank was?
That sounds like a good plan. You won't have much boil off if the tank is any good, but outside and a free vent is the best idea. Just make an outside shed for it at your lab / garage.Did you find out what the max pressure in the tank was?
Remember - More details = better answers
Also: If you get a response it's polite to respond to it.
RE: Liquified Methane
voltech444(Automotive)
(OP)
22 Nov 16 23:54
I'm still trying to find the specs for the tank, I'll post it when I find them. I'm assuming the inner tank lining is stainless steel, once I get the specs I should know; anyone have any insight on this? I've looked at a chart that shows the psi required to hold LNG at a given temperature. If I remember correctly it can be as low as 4 psi up to 200-300 psi; lower the pressure, lower the temperature. From my understanding this basically means that at a lower pressure the boil off gas rate increases. I plan on working at a lower pressure because of safety. I'm studying what the lowest pressure with lowest boil off ratio is.
RE: Liquified Methane
stookeyfpe(Specifier/Regulator)
6 Dec 16 13:39
Before you go deeper into this you should stop and review NFPA 52, Vehicular Natural Gas Fuel Systems Code. Your selected fueling connections don't comply with the standard and your selected containers have issues.
Good luck
RE: Liquified Methane
voltech444(Automotive)
(OP)
7 Dec 16 19:31
Thank you for that, i'm reviewing the NFPA 52, lot's of information to digest. The main issues with the tanks is they were not originally built for this purpose. If I can't make the tank and connections up to code, or at least close to it, I won't go forward with this project until I know my system is good. I talked to a customer service rep from my closest LNG fueling station, Clean Energy, the station is open to the public 24/7, all that is needed is a CC. I was a little surprised, there is nobody to check and make sure your system is up to code, or any applications or inspections that are needed. My tank will be transported in a personal vehicle not a commercial one, does it still have to comply to the same standards because it is being transported across the highway? I'm trying to get some more answers on these questions. Unfortunately I haven't received any responses from a few of the companies I reached out to that specialize in LNG fuel systems. I'll keep updates here, i'm hopefully ordering the cryofab tank this week because they accepted my offer.
RE: Liquified Methane
voltech444(Automotive)
(OP)
9 Dec 16 02:21
Link
I wanted to note in regards to that thread that LNG does not contain mercaptans. This is why a methane detection monitor is required for vehicles using LNG.
I wanted to post this link to a thread talking about this same issue:I wanted to note in regards to that thread that LNG does not contain mercaptans. This is why a methane detection monitor is required for vehicles using LNG.
RE: Liquified Methane
saplanti(Mechanical)
9 Dec 16 04:32
I guess you need to determine the available LNG temperature and pressure from the refueling station first. Is the LNG in the cryogenic temperature with atmospheric pressure or at saturation temperature (for discussion say close to zero degree Celcius) and corresponding pressure. Then go for the required equipment probably in accordance with NFPA 52 as given above.
If you are refueling the bottle under pressure you cannot use an equipment with cryogenic temperature and atmospheric pressure. You need to sort out the process that you are going to follow. Without the process diagram you will hit the wall. Your process diagram should provide adequate equipment that the filling station will accept. Second; how and at what condition you are going to introduce the fuel into the engine? Liquid phase or gas phase? I would assume it is the gas phase at certain conditions. In case you have liquid cryogenic fluid how are you going to produce the gas, and at what condition? What kind of equipment do you need for the conversion to gas? How fast do you need to produce the gas, what the flow rate would be at what condition?
There are many question to answer. If you cannot answer some of those yourself no one would be able to answer your questions adequately. We can give our guesswork only. In the links that you provided Montemayor explains the terminology and the constraints that you need to consider as well.
If you are not able to get the answers yourself, I suggest you consider a consultant to do the job for you.
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