Poster PO-13

COST EFFECTIVE VAPOR HANDLING SYSTEMS

IN AN LNG RECEIVING TERMINAL
Joseph H. Cho
Technology Advisor
Heinz Kotzot
Chief Technology Professional Leader
David Coyle
Technology Manager - LNG/Gas Processing/Alt Fuels
Charles Durr
Energy Technology
Kellogg Brown & Root, Inc.
Houston, Texas 77002

ABSTRACT

The transfer of liquefied natural gas between the LNG storage tanks and the LNG
ship during unloading will always result in significant vapor generation. The vapor
quantity is subject to energy input from varies sources and changes as the unloading
proceeds. The vapor system in an import terminal needs to be designed for maximum
vapor handling, but also needs to avoid over-design, considering capital investment and
operation costs.

The dynamic interaction between the storage tanks and the ship tanks during
unloading have been investigated and analyzed based on actual operation data. This paper
describes the relationships of the many parameters that result in vapor generation and
provides process design guidelines for the vapor handling system. The process of
optimizing technology of the vapor handling system is also discussed in this paper.

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INTRODUCTION
Boil-off Gas (BOG) generated in the receiving terminal consists mainly of methane and
nitrogen. This BOG is a result of heat leaking through the tank walls, equipment, and associate
piping system. The LNG pumping energy also contributes to BOG generation. However, the
major portion of BOG is the displaced vapor in the onshore tank when filling with liquid.

There is a big difference in vapor generation between the unloading mode and the holding
mode (non-unloading operation). The BOG handling system is generally designed to meet the
BOG generated during unloading operation.

The important parameters that affect BOG generation volume are liquid transfer rate,
operating pressure differences between two liquid containment systems and heat leak rate [1].
LNG loading/unloading causes interaction between two containment systems, resulting in
changes of operating pressure and temperature of the containment systems (onshore storage
tank and ship tank) as loading/unloading proceeds.

During LNG unloading operation at an import terminal, the onshore tank operating pressure
increases while LNG unloading from the LNG ship. A considerable amount of vapor generated by
displacement of loaded LNG in the onshore tanks is sent back to the LNG ship to maintain a
positive pressure. The remainder of the BOG is compressed and recondensed into send-out LNG.

Consideration of this interaction between two containment systems of onshore tanks and a
ship tanks is required to calculate the BOG during normal operation. If the estimated BOG rate is
too high a large capital investment would be underutilized. Conversely, if the estimated BOG is
too low, it may be inevitable to flare/vent the excess BOG during unloading operation.

This paper analyzes the interaction between two LNG containment systems during unloading
operation based on actual operation data. This LNG unloading interaction data can be used to
better predict BOG generation during unloading and improve engineering practices.

FACILITY DESCRIPTION
The Tong-young receiving terminal is a base load facility, which is the third terminal owned
and operated by Korea Gas Corporation. LNG import capacity is about 10 million tones per
annum (MTPA). Two types of regasifiers have been installed: Open Rack Type Vaporizer (ORV)
and Submerged Combustion Vaporizer (SCV). The main facilities are:
• ORV: 6 units each for 200 MMScfd (equivalent to 180 t/h)
• SCV: 3 units each for 100 MMScfd (equivalent to 90 t/h)
• LNG Storage capacity: 10 tanks, each for 140,000 m3
• Unloading Jetty: for one ship unloading, equipped with three 16” liquid arms and one
16” vapor arm.
• Boil off Gas Compressors: 12,000 Nm3/h

Technical data of the LNG Ship, from which operation data was obtained.
• Tank Type: membrane
• Capacity: 145,000 m3
• Number of cargo tanks: 4 with 2 pumps each
• Pump capacity: 1,450 m3/h x 145 mlc

The designed unloading rate of the terminal is 11,000 m3/h. This is based on 12 hours
unloading from a 135,000 m3/h ship.

Figure 1 illustrates the simplified process flow diagram of an LNG Receiving Terminal.

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Boil-Off Gas
Vapor Return Line Compressor

LNG Unloading
Arm

Recondenser
Fuel Gas

LNG Carrier
Vaporizers
1st Stage
LNG Pumps
To Pipeline
LNG Storage Tanks 2nd Stage
LNG Pumps

Figure 1 – LNG Receiving Terminal Simplified Process Flow Diagram

UNLOADING CONDITIONS
A ship vapor saturation pressure of 174 mbarg was calculated based on the arrival LNG
compositions and its temperature. N2 concentration reduced from 0.67 mol% to 0.38 mol% during
the 14-day voyage from Qatar to Tong-young terminal, Korea. The LNG Compositions at data
collection point are tabulated in Table 1.

Table 1 – LNG Compositions

Loaded onto ship Arriving at Tong-young
Compositions
(mol %) (mol %)
N2 0.67 0.38
C1 92.95 92.98
C2 6.03 6.24
C3 0.33 0.36
i-C4 0.01 0.02
n-C4 0.01 0.02

Weather conditions are:

• Ambient temperature: 29 – 34 ºC
• Wind: 3 – 5 m/s

DATA COLLECTION
Normally the vapor flow returning to the ship is not measured at the terminal, therefore the
vapor balance was calculated from ship’s operation data, which were logged in 10 to 30 minutes
intervals over a period that started during preparation for unloading until completion of ramp down.

In order to investigate interaction between ship cargo tanks and onshore storage tanks, all
main operating data in the receiving terminal were logged. The terminal operating data were
obtained in 10 minutes intervals. This data collection started two hours prior to ship arrival at the
dock and lasted until six hours after ramp down.

Ship data were then compared against the terminal operating data and synchronized to be
usable for data analysis.

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OPERATION DESCRIPTION

During holding mode (no offloading operation from a ship), the BOG is pressurized by two or
three compressors and re-liquefied by the two recondensers, which are operating in parallel.

For unloading operation, two more compressors are started 6 – 8 hours prior to LNG ship
arrival at the terminal. These extra compressors reduce the tank operating pressure from 230
mbarg to about 200 mbarg to provide some pressure cushion during the initial unloading
operation.

After the ship completes the preparation for unloading of LNG, the terminal operator closes
LNG recirculation valve as the ship ramps up LNG unloading. The LNG remaining in the
recirculation lines, approximately 2,000 m3, are returned back to LNG storage tanks. This LNG in
the recirculation lines is warmer than LNG in the send-out line. During the initial ramp-up period,
this confined LNG is pushed back to storage tanks by the unloading LNG, generating a large
amount of initial flash vapor. It might require starting additional BOG compressors, which will be
determined by the plant operator depending on tank operating pressure. After this initial flash
vapor generation, the BOG rate caused by displacement of unloaded LNG normalizes.

The ship tank pressure gradually increases in the beginning of unloading due to heat leak.
This operating pressure then decreases as LNG unloading is ramped up. The vapor return from
the onshore tanks to the ship starts when the return vapor control valve located on board of the
ship is opened. However, the vapor return valve does not open until the tank pressure drops
below a threshold pressure. The valve opening of the vapor return line is manually controlled to
maintain the ship tank pressure fairly constant during the unloading operation.

The onshore tank operating pressure is sufficient to transport return vapor to the ship, so no
gas blowers are needed for the 2,200m vapor return line. The balance is pressurized by BOG
compressors and routed to the recondensers, where it is recondensed by heat exchange with
send-out LNG.

DATA ANALYSIS
LNG UNLOADING
After preparation for unloading and line hookup is completed, it takes about two hours for the
stripping pump to cool the LNG manifold and the unloading arms. After cooldown a cargo pump is
started with total spill back into the ship tank by opening its kickback valve. Gradually, the
unloading valve is opened and the recycle valve closed. The same procedure is applied with the
other cargo pumps. Pump out flow is adjusted by monitoring pump motor ampere meter.

Figure 2 illustrates unloading flow rate. During the initial stage of unloading, the flow rate is
slightly higher than in the later stage. Ramp-up to full unloading rate and ramp-down takes about
1 hour each. Actual unloading rate is slightly higher than the design rate. The unloading rate
gradually decreases when a pump in a small cargo shuts down with a low level of LNG in the ship
tank.

The ship tank vapor pressure is about 175 mbar when the ship arrives. During preparation of
LNG unloading, the vapor pressure increases gradually. At the start of unloading, the vapor
pressure decreases and is maintained around 120 – 130 mbarg (Fig. 3). The vapor pressure is
directly affected by the return vapor flow rate. This is especially illustrated at point A in Fig. 3 and
Fig. 4; when the vapor return flow and the vapor pressure fluctuate simultaneously.

The vapor temperature shown in Fig 4 is measured in the ship tank. The vapor temperature
measured at the jetty head is about 10 ºC lower. This temperature rise is due to heat leak in the
vapor return arm and piping on ship deck. The vapor temperature decreases as unloading
operation progresses which raise return vapor mass flow at constant volumetric flow. The peak
vapor return flow is observed approximately at half time of the unloading phase.

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Figure 4 shows the vapor temperature in the ship tank during unloading when BOG from the
onshore tank is introduced into the ship tank (left scale). From an initial high temperature the
vapor temperature drops with increasing vapor return mass flow rate (right scale). The decreasing
mass flow in the second half of unloading operation is controlled by the operator who maintains
the ship tank pressure. With less LNG volume in the ship tank a slight increase of vapor pressure
is acceptable.

14,000

12,000
Unloading Rate, [m /h]

10,000
3

Ramp Down: 1.0 hr

8,000

6,000

4,000
Ramp Up: 1 hr

2,000

0
0 2 4 6 8 10 12 14 16

Time, [hr]
Fig.2 - LNG Unloading Rate

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250
Cargo Operating Press, [mbarg]

200
Vapor
pressure
drops as
150 unloading
progress

100

50

0
0 2 4 6 8 10 12 14 16 18

Unloading Time, [hr]

Fig. 3 – Ship Cargo pressure Profile during Unloading Operation

60 16

40 14

20 A
12

Return Vapor Massflow

Vapor Temperature

0
10
-20
8
-40 Ramp Ramp Down
Cooling 6
-60 Full Rate

4
-80

Vapor Temp (L) 2

-100
Return Vapor (R)
-120 0
0 2 4 6 8 10 12 14 16

Unloading Operation, [hrs]

Fig. 4 – Return Vapor Flow and Temperature

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Interaction between ship tank and onshore tanks

Figure 5 presents the pressure profile of the ship tanks and onshore tanks receiving LNG. The
ship tank operating pressure increases as unloading preparation proceeds due to natural heat
leak. Its pressure then decreases with ramp up of unloading rate. Operating pressure in the
onshore tank suddenly increases with receipt of warm recirculating LNG from the unloading lines.
The operating data shows an LNG temperature of about -150 ºC at the beginning of unloading.

The tank operating pressure then drops back to about 200 mbarg, and the ship tank pressure
also decreases. These pressure patterns are kept within a minimum of fluctuation until unloading
is completed and the ship tank operating pressure increases.

300

Tank Op Press
Cargo Op Press
250
Operating Pressure, [mbarg]

200

150

100

50

0
0 2 4 6 8 10 12 14 16 18

Unloading Time, [hr]

Fig. 5 – Tank and Cargo Operating Pressure

Vapor return pattern was investigated during this unloading operation. Because LNG volume
in the ship tank is bigger in the initial unloading phase, the naturally evaporated vapor volume in
the cargo is bigger. Though it was expected that the return vapor volume would be small at the
initial unloading operation the actual measurement shows that the vapor volume flow is high at
the initial stage (Fig. 6)

The volumetric vapor return flow to the ship continuously decreases after an initial peak when
maintaining the ship tank pressure is required.

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16,000 250

Vapor Vol Flow (L)

14,000 Cargo Op Press, (R)

Cargo Operating Press, [mbarg]

200
Vapor Flow to Ship, [m3/h]
12,000

10,000
150

8,000

100
6,000

4,000
50

2,000

0 0
0 2 4 6 8 10 12 14 16 18

Unloading Time, [hr]

Fig. 6 – Return Vapor Volume Flow with Cargo Operating Pressure

During holding mode, the BOG temperature measured at the KO drum outlet is between -90
ºC and -115 ºC. The temperature decreases during unloading preparation with additional BOG
compressors running to reduce tank pressure..

The BOG generated in the tank that receives LNG is mixed with BOG generated in other tanks.
Since the total amount of BOG from other tanks, which do not receive LNG from the ship, is still
high, the actual temperature of BOG coming from the tank receiving LNG is probably about -120
º
C. The BOG temperature at the KO drum outlet is based on BOG compressor operation and
ambient temperature.

The pressure difference between tanks and the KO drum outlet is low because of low vapor
flow. When the tank operating pressure is high at the beginning of unloading, the pressure drop
also rises.

The tank operating pressure gradually decreases with the operation of BOG compressors as
the unloading preparation progress. However, the tank operating pressure suddenly increases as
warmed circulated LNG arrives in the LNG tank during ramp up before decreasing again as
unloading operation becomes stable.

Figure 7 shows the onshore tank pressure as BOG compressors are added or taken out of
operation (bottom of graph). The jump of onshore tank pressure at begin of unloading is due to
the flash of warm recirculating LNG, which subsides quickly.

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260
Tank Op Pressure
Pressure at KO Drum
240

220
BOG Pressure

200

180

160

140

120

100
-4 -2 0 2 4 6 8 10 12 14 16 18

Operation

Fig. 7 – BOG temperature and Tank Operating Pressure

Vapor Generation
The terminal operator reduces the tank operating pressure before an LNG ship arrives. This
provides some operating margin for a tank pressure increase during initial ramp up. Normally,
operators put one or two additional BOG compressors on line for about 6 – 8 hours ahead of
unloading. Figure 8 data is based on three compressors operating to reduce the tank pressure.
One more BOG compressor was added one hour before the cooling down process begins.

The difference between total BOG and recondensed BOG is the return vapor to the ship. Ship
vapor return fluctuates little during full unloading operation regardless of vapor return temperature
as shown in Fig. 4. The maximum vapor return occurs half way through the unloading process.

This seems to be a main deviation from what has been traditionally considered and calculated
in BOG calculation using steady state simulator. Typically, the following calculation has been
applied:

At the beginning of unloading, the ship contains large volume of LNG, which contributes BOG
by evaporation of LNG and therefore requires less make up vapor from onshore. The return vapor
temperature at the beginning of unloading is warmer than at the end of unloading. The mass flow
to the ship is low because the return vapor density is light at the higher temperature. Therefore,
the amount of BOG to be handled with the BOG compressors is higher at the beginning of
unloading. However, the return vapor flow is not significantly different than expected (between at
the beginning of unloading and at the end of unloading).

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70

Generated BOG Mass Flow 60

50

40 Total BOG

30

20 Ramp-up
Cooling

Full Rate Unloading

10
Ramp-down
Ship Return BOG
0
-4 -2 0 2 4 6 8 10 12 14 16 18 20

Operation, [hr]

Fig. 8 – BOG Mass Flow

The initial assumption is that the return vapor to the ship will not have a strong heat exchange
with the vapor or wall in the ship tank through convection. However, some heat transfer will occur
between warm returned vapor and the cold vapor and cold containment system in the top section
of the ship tank. The vapor will be chilled, which explains why the volumetric flow measured at the
ship manifold is higher at the beginning of unloading as shown in Fig.6.

The terminal operates with warmer circulating LNG (-150 ºC) and this warm LNG in two 30”
pipeline extending over 2.2 km generate the initial BOG during ramp-up phase, containing about
2,000 m3.

Conclusively, the BOG during the initial ramp-up operation measured at the Tong-young
terminal is not typical for most terminals which allow only a small temperature rise in the
recirculation line.

CONCLUSIONS
Ship tank pressure abruptly decreases as ramp-up begins. During initial unloading operation,
the ship tank pressure drops to about 120 mbarg and is then raised to 160 mbarg after ramp-up.

Although the volumetric flow of the vapor return does not differ very much throughout the
unloading process, the peak mass flow was observed at the mid point of the unloading operation.

The volumetric flow of the return vapor at the beginning of unloading is the highest, which is a
result of warm vapor cooling and shrinking in the ship tank when it comes in contact with the
much colder cargo tank wall and liquid surface.

The vapor return temperature does not decrease quickly. It was observed that at the end of
unloading the temperature was -108oC at the ship manifold. However the effect of vapor cooling
and shrinkage diminishes when the vapor space in the ship tank increases

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Except for the initial BOG during the ramp-up operation the BOG to be handled by the on
shore compressors remains almost constant as in the holding mode. Sizing the compressor
capacity for this constant rate during unloading would be the most cost effective design. However,
this would also require mitigating efforts to avoid the short peak in the initial unloading phase.

Cost effective vapor handling system can be achieved by precise calculating of BOG amounts,
which consists of returning BOG to a ship and recondensing BOG at a terminal, and is based on
analysis of BOG interaction between the storage tanks and the ship tanks.

REFERENCES
1. Jung, M.J., Cho, J.H., and Ryu, W.: “LNG Terminal Design Feedback from operator’s
Practical Improvements,” presented at the 22nd World Gas Congress, Tokyo, April 2003.

See Appendix 1. Unloading Procedure and Required Time (next page).

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Appendix 1: Unloading Procedure and Required Time

Time Schedule
Start End Duration Activity Description
(hr)
0:00 Pilot on board (POB)
2:00 2 Arrival on dock
2:00 3:00 1 Mooring
3:00 3:30 0.5 Flanging
3:30 4:00 0.5 Safety check tour
4:00 4:20 LNG pre-discharge meeting
Purging the onboard unloading lines and arms
0.5
4:20 4:30 Gauging a ship cargo LNG volume
Leak test of flange connection
4:30 6:30 2 Cooling down
6:30 7:00 0.5 ESD valve operation test
7:00 8:00 1 Ramp up of LNG pumps
8:00 20:00 12 Full rate unloading
20:00 21:00 1 Ramp down
21:00 21:30 0.5 Unloading arms and lines drain toward ship side
21:30 22:00 0.5 Unloading arms and lines drain toward the jetty drain tank
22:00 22:40 Ship manifold N2 purging
1
22:40 23:00 Gauging remained LNG volume and unflanging
Post LNG unloading meeting (seal breaking the turning
23:00 24:00 1 gear is allowed)
Unmooring and cast off ship
24:00 26:00 2 Sailing inner harbor
Total 26 hrs Pilot to turn over the ship to Captain

Note 1
• Dock master controls ship docking
• Dock Master to be onboard and host the LNG pre-discharge meeting
• Expected pre-discharge meeting agenda (Appendix 1)
• Expected pre-discharge meeting attendees are:
o Dock Master
o Captain
o LNG seller’s representative
o LNG buyer’s representative
o Surveyor of custody measurement
• Pre-discharge meeting agenda (typical)
o Notice of readiness from captain
o Gas burning stop
o Duty plan in port of discharging, bunkering and repairing, if any.
o Special requirement from the receiving terminal
o Discussion on detail discharge plan (Appendix 2)
o Weather and safety issue
o Preparation of unloading
o ESD warm/cold test procedure
o Operation of stripping pumps (2 sets each cargo, 50 m3/h each)
o Ramp up/down procedure
o Un-flanging of unloading arms

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