Oil and Gas Technology Update

Oil&Gas Technology Update
LNG focus
Jakarta, October 26 2016

Disclaimer
This document is strictly confidential. Any unauthorised access to, appropriation of,
copying, modification, use or disclosure thereof, in whole or in part, by any means, for
any purpose, infringes GTT’s rights. This document is part of GTT’s proprietary know-
how and may contain trade secrets protected worldwide by TRIPS and EU Directives
against their unlawful acquisition, use and disclosure. It is also protected by Copyright
SKK Migas Technology Update

law. The production, offering or placing on the market of, the importation, export or
storage of goods or services using GTT’s trade secrets or know-how is subject to GTT’s
prior written consent. Any violation of these obligations may give rise to civil or criminal
liability. © GTT, 2010-2016
CONFIDENTIEL 26/10/2016
2
GTT in brief
An engineering company with more than 50
years of experience in the design of the
Membrane Cargo Containment Systems
GTT is a public company listed on the

Euronext Stock Exchange (Paris)

10.38%
Free-float
48.70% 40.41%
Treasury shares
0.09%
Management and employees
0.43%
111 projects (1) (LNGC, VLEC, FSRU, FLNG,
barge and GST) currently on order
Around 380 highly qualified people (1), present

worldwide
(1) As at March 31st, 2016
3
GTT is active across the liquefied gas shipping
and storage value chain
Exploration Re- Off Take /

Liquefaction Shipping
& Production Gasification Consumption

Liquefied Natural Gas LNG fuelled
Offshore Carrier ship
clients: (LNGC)
shipyards Platform /
Installation Floating LNG Floating Storage and Gas-to-wire
Production, Storage Regasification Unit
and Offloading unit (FSRU)
(FLNG)
Barge
Ethane/ multigas
Carriers
Onshore
clients:
EPC
Onshore storage re- Tank in Power plant
contractors Onshore storage
gasification terminal industrial plant
liquefaction plant
Source: Company data

4
evolutions
Containment system
CONFIDENTIEL 26/10/2016 SKK Migas Technology Update

Changes in propulsion systems
Initially, all LNG Carriers built with Steam Turbine:

Reliable, but
Low efficiency
Optimized for one dedicated speed

Since 2005/2006, DF-DE engines as a basis of design
Improved global efficiency
Improved redundancy (4 DFDE + 2 Electric motors)
Flexibility according to power demand
More cargo delivered
MarkIII Loa (m) Lbp (m) B (m) D (m) T (m)
147k ST 285.1 272 43.4 26.1 12.1
155k DF-DE 285.1 274 43.4 26.1 12.1
Recently, Slow Speed engines with gas burning options ME-GI (MAN) and X-
DF (Wartsila)
6
Ship efficiency vs BOR
Ship efficiency is driving BOR of cargo tanks

Propulsion requirements
Hotel load
Hull lines
…

More efficient propulsion system on the market:
ST
UST / RST
DF-DE (in operation since 2006) Increase in
SSD + reliquefaction plant (in operation since 2007) efficiency
ME-GI, X-DF (vessels under construction)
Design speed at 19.5 kn
7
Generalities on containment systems for LNG
vessels
IMO Classification of LNG Vessels
Independent tanks Integrated tanks

Type A Type B Type C Membranes
P0≤700mbar P0≤700mbar P0≥2000mbar P0≤700mbar
Full 2ary barrier Partial 2ary barrier No 2ary barrier Full 2ary barrier
Spherical Cylinders GTT NO96
Prismatic GTT MarkIII
GTT CS1
8
CCS Evolution
Demand for lower BOR

Increased propulsion efficiency (DF DE, MEGI)

Reduced speed (Spot market)
Environmental concerns (Nox / Sox emissions)
Need for increased strength related to

Increased cargo capacity
Additional flexibility for intermediate fillings
Offshore application
9
Membrane cargo containment systems
MarkIII NO96

MarkIII NO96
Insulation thickness 270 mm 530 mm
Dimensions of standard
3m x 1m 1.2m x 1m
elements
Containment weight 73 kg/m² 114 kg/m²
Insulation material Reinforced PU foam Plywood and perlite
Primary membrane 1.2mm corrugated SUS 304L 0.7mm Invar
Secondary membrane 0.6mm Triplex 0.7mm Invar
10
NO96 CCS: Description
Boxes made of birch plywood

Perlite as insulation material
Primary and secondary membranes made of Invar
(36% Nickel-Steel alloy)

Primary
membrane
Primary box
Invar tongue
Secondary
membrane
Coupler
Secondary box
Mastic ropes
11
NO96 Evolution: Glass wool
BOR Reduction: replacing perlite with glass wool

BOR down to
0.125%pd
12
NO96 Evolution: L03 / L03+
BOR Reduction: R-PUF adjunction at secondary layer

170K LNGC:
- L03: BOR ~ 0.110%pd
- L03+: BOR ~ 0.100%pd
13
NO96 Max: General description
Based on NO96 philosophy & sea proven materials
Invar
Densified plywood
Glass wool Primary invar membrane
Resin Top cover

Secondary invar membrane
Stiffener
NO96 Max coupler
Pillar Bottom
Resin patch
14
MarkIII CCS: Description
Insulating panel made of re-inforced PU foam

Corrugated primary membrane made of SUS304L
Secondary membrane made of Triplex (aluminum foil between two glass
cloths)
Knot (large and small

Small corrugation intersection)
corrugation
Anchoring strip
Large
corrugation
Top
plywood
Top bridge pad
Triplex
Reinforced
Back plywood polyurethane foam
15
MarkIII Evolution: Mark III Flex
Strength increase: change of R-PUF density

Higher Compressive
strength
130kg/m3 210kg/m3
16
MarkIII Evolution: Mark III Flex
BOR reduction: increased thickness

400mm
BOR less than
270mm
0.100%pd
Mark III Mark Flex
17
MarkV: General description
Corrugated 304L primary
Corrugated Fe-36%Ni
secondary membrane membrane identical to Mark III

Mechanical anchoring
Machined R-PUF panels
18
Summary of CCS evolutions - BOR
Performance of GTT technologies Value of reducing BOR(1) to a shipowner

LNG Boil Off Rate (BOR)(1) of GTT systems developed since 2010 10 year NPV of reduced BOR(1) for an LNGC(2)
12 M$ 11.4 M$
10.6 M$
-6 bp 10 M$ 9.1 M$
-8 bp

8 M$
6 M$ 5.6 M$
4 M$
2 M$
0 M$
-2 bp -4 bp -6 bp -8 bp
1992 2011 2013/16 1994 2011/12 2016
Reduction of BOR(1) represents significant savings for the shipowner, up to $11.4M in a 10-year period
New LNGC vs old: $74 M savings (3)
Source: Company
(1) Boil off rate per day
(2) Assuming 174,000m3 vessel equipped with NO96 membrane; using 6% discount rate; $7.15/Mbtu Asian gas price assumption. NPV calculated vs. a BOR of 0.15%
(3) Hyp.: 10-year period, discount rate: 6%, LNG selling price in Asia: $7.15/Mbtu, propulsion: steam turbine for old one and MEGI for new one
19
Summary of CCS evolutions - Strength
GTT systems – always a suitable level of reinforcements
NO96 Max “Giga box” strength will be equivalent to Mark “High Density”

Mark Systems
130kg/m3 170kg/m3 210kg/m3
Std / SR / UR Mega Reinf Giga Reinf

NO96 MAX
20
More flexibility with higher strength
Illustration of the added value in terms of operational flexibility

LNGC revised filling limits – North Atlantic – Standard capacity 174k
NO96 Max Mark

Giga 210 kg/m3

NO96 Max Mark
Ultra 130 kg/m3
50%H 50%H
70%H 70%H
15%H 15%H
Reinf. on 1/3 of the total surface
Subjected to sloshing assessment 10%H 10%H
The “all capacity” approach allows to optimize the configuration
21
FSRU
22

Many configurations already considered
PGN FSRU Lampung
170k FSRU
Offshore operations – Soft Yoke mooring
Side-by-side STS
Subsea gas pipeline to shore

Bahia Blanca LNG
138k FSRU
Jetty moored
Side-by-side STS
Direct connection to shore
Pecem Regas terminal
129k FSRU (conversion)
Jetty moored
STS accross the jetty
Direct connection to shore
23
Many configurations already considered
Uruguay LNG
263k FSRU (Newbuilt)

Offshore island jetty with breakwater
Lekas Regas terminal
2*130k FSU (conversion)
Offshore island jetty with regas plant
24
Solutions for sloshing
Two principles to solve sloshing issues
To increase the strength of the containment system to such a level that they
can withstand the sloshing loads

AND/OR
To reduce the loads to such a level that they are acceptable with regards to
the strength of the containment system
By changing the ship motions
adding dynamic positioning system (turret mooring), to reduce exposition in beam seas,
working on the ship behaviour (by increasing the natural period in roll, and the corresponding added
damping (enlarged bilge keels, etc))
By changing the shape of the tank
25
Generalities
Sloshing is a function of:
Sea state Environmental

conditions

Ship geometry
Ship sea keeping characteristics
Tank geometrical characteristics Ship Design
Tank position
Ship loading characteristics

Filling level Operational Profile
Ship / waves incidence
26
Impact pressure evaluation
Video: Sirocco.wmv
3 test rigs
6 degrees of freedom
1, 2.4 and 6 tons pay load
(current tank scaling: 1/40)

Arrays of pressure sensors with statistical post
processing (up to 250 sensors, 20 kHz sampling rate)
Typically 500 to 1000 runs of 5 hours real time
27
Tank reinforcement for typical large FSRU (MkIII)
For illustration only
LNGC case

28
FLNG
29

FLNG orders
Shell Prelude FLNG

EPCIC awarded to Technip-SHI
Storage tanks:
Two-row MkIII (220,000 m3 LNG)
Two-row MkIII (90,000 m3 LPG)
LNG Unlimited, 14/10/2011

Petronas FLNG 1 (Kanowit)
EPCIC awarded to Technip-DSME
Storage tanks:
Two-row NO96 (177,000 m3 LNG)
Petronas FLNG 2 (Rotan)

EPCIC awarded to JGC-SHI
Storage tanks:
Two-row MarkIII (177,000 m3 LNG)
30
Operationnal challenges
Sloshing (partial filling) of

FLNG (continuous)
Shuttle LNGC (transfer)
Ship to Ship transfer operations

Operations: Maintenance &
Inspection Partial filling for Hmax>30m
31
FLNG versus LNGC
LNGCs FLNGs
-Tanks limitations to filling - Liquid levels always

<10%H or >70%H to limit changing, continuous
sloshing loads and optimize production
BOR performance

Design
-Loading/Unloading -Offloading in offshore
operations at Onshore environment
Terminal (protected
conditions)
-Dry dock every 5 years -No dry dock during FLNG life
(up to 25 to 30 years)
-All Tanks entry every 5 years -Minimize tank entry (impact
Maintenance
on production): 10 years
minimum without entry (risk
approach)
32
Two-row arrangement
Central cofferdam compartment adjunction
Additional strength for topside modules support
Reduced sloshing phenomena

Several geometries, capacities and locations studied
Various O&G majors, ship-owners, shipyards
and major Classification Societies involved
Full operability on site even in harsh environments (AiPs)
Video: Coupled 1R 2R.wmv
33
Two-row arrangement
Sloshing intensity Video: 95%H.wmv
Acceptable impacts on
the ceiling and chamfers
Video: 60%H.wmv
No impacts even for harsh

conditions
Acceptable impacts on
the longitudinal walls
and chamfers
Video: 15%H.wmv
Sloshing
response
Transv. Longi. Transv. Longi. Transv. Longi.
effects effects effects effects effects effects
Head sea Quartering sea Beam sea

34
Inspection: Checking visit
Standard maintenance phase:

testing of the tightness of the membranes
visual inspection of pump tower, of containment system
maintenance of cargo pumps (in case of fixed pumps)

So far, applicable rules on conventional LNG carriers only require that:
the secondary barrier should be able to be tested. Currently, control every five years in
accordance with Class and the Administration (flag state)
no requirement for testing the primary barrier (considered as under permanent monitoring
by the gas detection system)
Tank entries
GTT recommendation: between 3 and 5 years, 10 years, 20 years…
Class requirement (so far): every 5 years
35
On-site maintenance and inspection
Control of primary and secondary barriers performed

while the tank is in operation
Continuous gas concentration measurement system
Thermographic Assessment of Membrane Integrity
(secondary barrier)

Inner hull control:
Cargo hold side: not exposed to external aggressions (light,
oxygen and humidity)
Outside face of inner hull (ballast tanks, cofferdam
bulkheads...): possible even if tank filled with LNG
Existing standard LNGC inspection and repair
procedures applicable for on-site intervention
On-site repairs of membranes and insulation
On-site repairs on the hull (welding) with the containment
system in place
Design of offshore scaffolding completed if necessary
36
Ship concepts
Small scale LNG
37

Key features
Better economics
by maximizing scale effects

Flexibility in operations
by allowing any LNG quantity to be
delivered to multiple clients
Shallow water constraints

by proposing innovative low draft solutions
Safety and reliability requirements
by relying on proven systems
38
Small Scale LNG
Eastern part of Indonesia

Projects for power generation
Very small demand in many islands
Remote locations

Constraints
Compatibility with loading / unloading terminals
Dedicated pier for small LNG ?
Existing jetty:
• Maximum ship length
• Fenders : minimum flat part for the side shell
• Manifold arrangements
Water Depth / shallow draft issues
Tug assistance
Distance between terminals
Operating pressure (BOG management)
39
Shallow Draft LNG Carrier
Modularity of membrane systems for

flexible and optimized solutions
Tank shape customized to fit a particular hull

A design of a small scale LNG Carrier with a
shallow draft is then possible, with a large
cargo capacity
15,000m3 LNGC « standard » design

A shallow draft carrier is fit for regional
Draft = 6.5m
distribution:
Easy access to many harbours
Coastal and river access
Large LNG volume 16,500m3 LNGC shallow draft design
Draft = 4.8m
40
Shallow Draft LNG Carrier – 16,500 m3
HULL: CARGO TANKS: PROPULSION:

– Lbp = 126m – Capacity =16,500m3 – DF-DE

– B = 28m – Number of tanks = 2 – Speed = 12.5kts
– D = 11.7m – BOR (LNG) = 0.200%V.p.d. – Twin-screw / Fixed pitch
– Tdes = 4.8m
Manoeuvring :
Twin propeller solution with high-lift rudders
Forward thruster with high thrust for independent manoeuvring
“Crabbing” possible if reduced tug support
Forward wheelhouse for better visibility
Partial fillings possible
Design Approved by ABS and CCS

41
Shallow Draft LNG Carrier – 6,000 m3
HULL: CARGO TANKS: PROPULSION:

– Lbp = 92.55m – Capacity =6,200m3 – DF-DE

– B = 20.7m – Number of tanks = 2 – Speed = 11kts
– D = 12.20m – BOR (LNG) = 0.250%V.p.d. – Twin-screw / Fixed pitch
– Tdes = 3.7m
Manoeuvring :
Twin propeller solution with high-lift rudders
Forward thruster with high thrust for independent manoeuvring
Forward wheelhouse for better visibility
Partial fillings possible
42
Design parameters - Sloshing
Indonesian waters navigation conditions

China sea navigation condition
Partial fillings : between 10%H and 70%H

Small scale membrane vessels can be operated
at all filing levels in South East Asia
43
Design parameters - Sloshing
Any volume of cargo can be transported with membrane small scale ships
Adequate cargo tank reinforcement
Suitable for milk run operations
Filling level [%H]

100

90
80
70H
70
60
50
40
30
20
10
10H
0
130kg/m3 210 kg/m3
Mark 130kg/m3 Mark 210kg/m3
NO96 Max Ultra NO96 Max Giga
44
FSU with barge design
Regasification
Power supply from shore
To local
consumer

To end user
Truck loading
45
Simple FSU design
FSU solution for simple design

Onshore regas
Onshore control room with local back-up
Power supply from shore
Solution compatible for regas and/or truck loading projects

A cost effective solution:
Simple, box-shaped barge without propulsion
Cargo tank designs similar to the 16.5k shallow draft LNGC
Key features
Designed for sheltered waters (Hs = 2m)
Permanently jetty moored
Extended interval between tank surveys
46
Tug and Barge: combining shipping and storage
Principle “Drop and Swap”:

Barge loaded at the conventional LNG plants
Loaded unit shipped in with a tug and moored
The barge provides storage
As the barge is emptied, another full one

could be shipped in
Remarks:
Very shallow draft
But limited sea-keeping ability and speed
No need for onshore tank, but two barges
Less cargo transfer operations (only at loading terminal)
Crew of a tug boat, not the one of an LNG carrier
47
2,200 m3 LNG barge
Main parameters:
LOA : 64.6 m
B: 14.8 m
Draft: 2.6 m
Tonnage: 1,440 GT
Speed: up to 8 knots
Cargo:

2.200 m3 (100%)
2.066 m3 deliverable volume
4.5 hour full transfer time
Single Cargo Tank: GTT Mark III Flex CCS
Equiped with GTT REACH4 LNG transfer arm
AIP Received from ABS and DNV-GL
Late February 2015, GTT received an order from Conrad Orange Shipyard for
this 2,200 m3 LNG barge for the US market
48
Barge under construction

Pictures : courtesy of CONRAD SHIPYARD
49
Land based solutions
50

Land storage tanks
Generalities on atmospheric storage tank technologies
Single containment Double containment 9%Ni Full containment Membrane containment

− Largest footprint − Mostly used nowadays − Most compact design
− Most economic design
− In case of failure, LNG is − In case of failure, LNG is contained − In case of failure, both LNG and − In case of failure, both LNG and
contained by a dike by a bund wall NG are contained by the concrete NG are contained by the
walls (safest design) concrete walls (safest design)
Membrane tanks and 9%Ni tanks provides the highest level of safety (full
integrity in case of LNG spill)
But only membrane tanks offer the largest variety of configurations (above
ground, in-ground, semi-buried, cryogenic caverns...)
51
GST ®: An innovative design

Secondary barrier (TPS) Polygonal inner face
52
Full Integrity Containment System
In 1996, a comparative QRA has been carried out (Membrane Vs 9%Ni FCT)
In 2006, The European Norms (EN 1473 & EN 14-620) address the Membrane Tank
and 9%Ni FC Tank with the same safety level

No dike needed
53
Membrane principle: separation of the main functions
Tightness function :
• Stainless steel membrane

Structural function : • Carbon steel liner
Concrete outer tank • Secondary barrier
Thermal function :
• Insulating panels
• Glass wool on suspended deck
54
GST ®: Containment Detailed Description
Standard components
Industrially pre-fabricated by suppliers
Stainless steel corrugated membrane

304 L – 1.2 mm Primary Barrier

Plywood
Composite material
Secondary Barrier
Reinforced polyurethane foam
Plywood
Mastic
Concrete wall covered with a

moisture barrier
Insulation in TPS(1) area Insulation above 5m height
(1) Thermal Protection System
55
GST ®: A Greater Net Volume

≈3m ≈1.5m
≈1m ≈0.35m
≈0.6m ≈0.35m
56
GST ®: Earthquake behavior

To limit the uplift of inner tank base, slab anchors has •No additional anchors
to be provided for high PGA’s •PUF density designed for dynamic pressure
57
GST ®: Larger use of local workforce
High ratio of prefabrication and the standardized modules

Highly skilled welders for Trained operators for use of
9% welding at high material automatic welding
thicknesses (training by GTT)
Good skilled insulation workers for placing of Cellular Local erection workers for placing of
Glass and filling of perlite insulation elements.
58
GST Flex - Concept
Objective
Propose a LNG tank made of precast
concrete easy to assemble on site
(capacity : 2 000 - 15 000 m3)
The precast concrete elements are
prefabricated in factory, shipped to

site and connected on site
Advantages
Modularity and flexibility of the design
Construction period is reduced with a
short time of presence on site
Excellent solution for remote areas
and mid size storage requirement
59
Gravity Based Structure
Target capacity : from 2k to 30k
Steel or concrete caisson

Mooring and berthing
LNG Storage

Process
Adapted for each situation

In quayside with transfer arms
Near shore onto sea floor
Features:
Strong resistance to external hazards
Construction in dry-docks or floating dock
Structure, containment system and
process completed in construction site
Transportation by towing
No building impact in ports activities
60
Ship-To-Ship Transfer
61

Ship-to-Ship methodology
Reception from the ship-owner/operator of the elements

determining the operating envelope for the STS studies:
Operating envelope to be calculated based on
the following limiting factors:
Operating envelope of loading arms,
Maximum compression in the fenders,

Maximum tension in the mooring lines,
Roll angle between both FLNG and LNGC (collision)…
Above the operating envelope, disconnection of the shuttle

LNGC should occur
For the operating envelope received, verification that

sloshing in the shuttle LNGC does not bring limitations to
the STS operations
GTT has the expertise, tools and test equipment to

conclude on sloshing items in GTT membrane ships
62
Procedure for liquid motion analysis
Computation of the ship motions of the shuttle LNGC

interaction between the LNGC and the FLNG (coupled model)
Turret, mooring lines between the two vessels, fenders
environmental conditions on the considered site
(scatter diagram, wave type...)

Sloshing tests on the hexapod test rig to measure the pressures on the tank
walls, for the partial filling range
all wave headings (head sea, quartering sea, beam sea),
all wave heights / periods
Post-processing of the pressures to define the

sloshing loads and compare with CCS strength
Conclusion on the type of reinforcements of the CCS
Existing vessels : maximun environmental conditions
Newbuild vessels: required level of CCS reinforcements
63
GTT response: Conclusion of STS Studies
The results are summarized in a

« operating envelope » linked to sloshing
L
F
N
L G
Wave
Based on the level of reinforcement selected N C
height
G

and the associated sloshing results, comparison
of the « operating envelope » linked to STS
and the « operating envelope » linked to sloshing
Conclusion on the final operating envelope
64
Side by Side and Tandem
Side by Side
Studies have demonstrated feasibility of side by side
operations for several offshore areas on Existing Membrane
Fleet
Tandem

Natural option in offshore environment, used for oil FPSOs
Dedicated New build required for tandem operation
Bow manifold
Optimized sea keeping features for ship motions reduction
Sloshing
GTT Reinforced Membrane CCS offers all the flexibility
required by tandem operations under significant sea
conditions
Feasibility demonstrated up to 5m Hs
Positive Return of Experience on Regas vessels
65
Thank you for your attention
Stéphane Maillard • smaillard@gtt.fr
66

Oil and Gas Technology Update

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Oil and Gas Technology Update

Uploaded by

Copyright:

Available Formats

Oil&Gas Technology Update

Jakarta, October 26 2016

SKK Migas Technology Update

GTT is a public company listed on the

SKK Migas Technology Update

Around 380 highly qualified people (1), present

Exploration Re- Off Take /

SKK Migas Technology Update

Source: Company data

CONFIDENTIEL 26/10/2016 SKK Migas Technology Update

Initially, all LNG Carriers built with Steam Turbine:

SKK Migas Technology Update

MarkIII Loa (m) Lbp (m) B (m) D (m) T (m)

Ship efficiency is driving BOR of cargo tanks

SKK Migas Technology Update

Independent tanks Integrated tanks

SKK Migas Technology Update

Spherical Cylinders GTT NO96

Demand for lower BOR

SKK Migas Technology Update

Need for increased strength related to

SKK Migas Technology Update

Insulation thickness 270 mm 530 mm

Primary membrane 1.2mm corrugated SUS 304L 0.7mm Invar

Secondary membrane 0.6mm Triplex 0.7mm Invar

Boxes made of birch plywood

SKK Migas Technology Update

BOR Reduction: replacing perlite with glass wool

SKK Migas Technology Update

BOR Reduction: R-PUF adjunction at secondary layer

SKK Migas Technology Update

SKK Migas Technology Update

Insulating panel made of re-inforced PU foam

Knot (large and small

SKK Migas Technology Update

Strength increase: change of R-PUF density

SKK Migas Technology Update

BOR reduction: increased thickness

SKK Migas Technology Update

SKK Migas Technology Update

Performance of GTT technologies Value of reducing BOR(1) to a shipowner

SKK Migas Technology Update

SKK Migas Technology Update

Std / SR / UR Mega Reinf Giga Reinf

Illustration of the added value in terms of operational flexibility

NO96 Max Mark

SKK Migas Technology Update

The “all capacity” approach allows to optimize the configuration

CONFIDENTIEL 26/10/2016 SKK Migas Technology Update

SKK Migas Technology Update

SKK Migas Technology Update

Two principles to solve sloshing issues

SKK Migas Technology Update

By changing the ship motions

By changing the shape of the tank

Sloshing is a function of:

Sea state Environmental

SKK Migas Technology Update

Ship loading characteristics

SKK Migas Technology Update

Typically 500 to 1000 runs of 5 hours real time

SKK Migas Technology Update

CONFIDENTIEL 26/10/2016 SKK Migas Technology Update