CN110642217A

CN110642217A - System and method for LNG transport and distribution

Info

Publication number: CN110642217A
Application number: CN201910924907.XA
Authority: CN
Inventors: 高天宇; 张文乾
Original assignee: Amg Energy Singapore Pte Ltd
Current assignee: Amg Energy Singapore Pte Ltd
Priority date: 2019-07-01
Filing date: 2019-09-27
Publication date: 2020-01-03

Abstract

The present invention relates to a system and a method for LNG transport and distribution, the LNG transport and distribution system comprising a bulk liquid carrier, a second ship, a shallow water ship, a first liquid transfer system, a second liquid transfer system, a transport vehicle and a container crane at a quay. The LNG transportation and distribution method comprises the following steps: transferring bulk liquid from a first cargo tank of a bulk liquid carrier vessel to a plurality of second cargo tanks on a second vessel; positioning the shallow water vessel alongside a second vessel, transferring bulk liquid from at least one second liquid cargo tank on the second vessel to a plurality of intermodal containers on the shallow water vessel; docking the shallow water vessel at a dock and loading one or more intermodal containers onto the land vehicle; one or more intermodal containers are transported by land vehicles to land destinations. The present invention enables the rapid, efficient, and effective delivery of bulk liquid cargo without the need for extensive and capital-intensive infrastructure.

Description

System and method for LNG transport and distribution

Technical Field

The present invention relates to systems and methods for transporting and dispensing bulk liquid cargo. In particular, the present invention relates to systems and methods for transporting and transporting hydrocarbon liquids, such as Liquefied Natural Gas (LNG).

Background

The following discussion of the background to the invention is intended to facilitate an understanding of the prior art. Any discussion of documents, acts, materials, devices or articles which has been included in the present specification is not to be taken as an admission that any or all of these matters form part of the prior art base or were common general knowledge in the field relevant to the present invention as it existed before the priority date of each appended claim.

Various systems for transporting, offloading, transporting and distributing bulk liquid cargo, such as Liquefied Natural Gas (LNG), are known. In the context of liquefied natural gas, the primary mode of transportation is by sea. LNG is loaded into LNG carriers and transported by sea to LNG receiving stations, after which the LNG is transferred by pipeline to storage tanks at the dock or through regasification facilities, and then transported and distributed to other geographical locations by onshore natural gas pipelines.

The technology in this area is relatively well developed and this array of carriers, transport terminals and tanks is ready for use. However, these infrastructure associated with LNG receiving stations are capital intensive, require not only a large amount of land, but are often geographically limited to sites with suitable deep water harbors. Thus, LNG is typically only shipped to locations having LNG receiving stations, such as LNG offloading arms and suitable for large carrier mooring or dockside ports, regasification and storage facilities, cryogenic pipelines, etc. for offloading.

Technologies such as ship-to-ship (STS) LNG transfer systems have been developed, at least in part, in response to the need for more flexible and agile LNG transportation and distribution solutions. The ability to transfer LNG from larger to smaller LNG tonnage tanks is very useful in opening up new markets, such as shallow water depths or no infrastructure restrictions at the receiving site. However, the receiving site must still have a large capital investment to build infrastructure such as receiving station docks, cryogenic pipelines, lng regasification facilities, storage tanks, and large amounts of land.

Thus, LNG transportation, distribution systems and infrastructure, and limited LNG transportation and distribution, particularly at locations remote from the LNG receiving station, remain important obstacles to receiving and using LNG as a fuel/energy source. Despite the general increase in demand for liquefied natural gas, liquefied natural gas can provide a cleaner source of energy, at least in part due to reduced carbon dioxide and zero sulfur emissions, and provide LNG to end consumers in liquid form, for example, as a transportation fuel.

Accordingly, there is a need to be able to transport, distribute and ship lng to multiple locations in a fast, efficient and effective manner without the need to build infrastructure that is extensive and requires a large capital investment. In addition, there is a need to increase the flexibility in the transportation, distribution and delivery of lng.

Disclosure of Invention

The present invention relates to a system and method for transporting bulk liquid cargo, such as liquefied gas. The disclosed systems and methods seek to provide flexibility in transporting and delivering bulk liquids, such as liquefied natural gas, without the need to invest in building extensive and capital intensive infrastructure.

In various embodiments, the present invention provides a system for transporting and distributing bulk liquids to a plurality of onshore destinations, the system comprising:

a bulk carrier having one or more first cargo tanks, each first cargo tank capable of storing a first volume of bulk liquid;

a second vessel having a plurality of second cargo tanks, each second cargo tank capable of storing a second volume of bulk liquid, wherein the second volume is less than or equal to the first volume;

a shallow water vessel designed to rest alongside the quay or said second vessel and to carry a plurality of intermodal containers capable of storing bulk liquid, respectively;

a first liquid transfer system configured to transfer liquid from one or more first cargo tanks in said bulk liquid transport vessel to a plurality of second liquid cargo tanks in said second vessel;

a second liquid transfer system configured to transfer liquid from second liquid cargo tanks of the second vessel to intermodal containers on the shallow water vessel;

a transport vehicle for transporting one or more intermodal containers from a terminal to an onshore destination; and the combination of (a) and (b),

a container crane at the terminal, wherein the container crane is configured to unload an intermodal container from the shallow water vessel and load one or more intermodal containers onto the transport vehicle while the terminal is docked.

In various embodiments, the bulk liquid carrier may be a liquefied gas carrier, such as a liquefied natural gas carrier.

In this particular embodiment, the second vessel may be a liquefied gas buoyancy tank and/or filling vessel. In various embodiments, the second vessel may be equipped with a Dynamic Positioning System (DPS) and/or gyrostabiliser system for stabilisation, particularly when the second vessel receives bulk liquid from the bulk liquid carrier vessel and when the second vessel fills the shallow water vessel with liquid.

In one embodiment, the shallow water vessel may be a barge, particularly a non-self-propelled barge. In various embodiments, the shallow water vessel may be adapted to be associated with a propulsion device for moving the shallow water vessel between the quay and the second vessel. The propulsion means may comprise one or more articulated tugs connected to the shallow water vessel in an articulated tug/barge system. In various embodiments, the shallow water vessel may be an articulated barge (ATB). In various embodiments, one or more shallow water vessels may be employed.

In various embodiments, the bulk carrier is provided with a tank containment system comprising one or more first cargo tanks, optionally membrane tanks, storage type tanks, stand-alone tanks, integral tanks, "a" tank, "B" tank, "C" tank or any other commercial tank capable of storing a desired total volume of bulk liquid, particularly cryogenic liquid.

In various embodiments, the second liquid cargo tank of the second vessel may be one or more commercial bulk liquid tanks, such as "C" type tanks.

In various embodiments, the intermodal container may be an ISO tank, most suitably an intermodal container meeting ISO standards. In various embodiments, the intermodal container may be a type T75 ISO tank. Intermodal containers may be arranged in stacks on shallow water vessels.

In various embodiments, the first and second liquid delivery systems each include a manifold, at least one liquid delivery line, a vapor return line, an inert gas purge line, a pump for circulating the bulk liquid, and one or more loading arms that support the lines during transport of the bulk liquid.

In some embodiments, the first and second liquid delivery systems may further comprise a control system configured to facilitate the simultaneous delivery of bulk liquid to each of the second liquid cargo tanks or intermodal containers. In this way, the control system reduces the time to fill the second liquid cargo tank and the intermodal container.

In various embodiments, the second liquid cargo tank of the second vessel and the intermodal container each have a fill port fluidly communicable with the liquid line and an outlet fluidly communicable with the vapor lines of the respective first and second liquid transport systems.

In various embodiments, the second liquid cargo tank of the second vessel and the intermodal container, respectively, may be equipped or otherwise equipped with sensing and/or tracking capabilities to monitor the respective geographic locations of the second liquid cargo tank and the intermodal container, and/or operating parameters such as fill volume, pressure, and specifications.

In another embodiment, the second vessel has onboard liquefaction equipment installed so that boil-off gas generated in the second cargo tank during bulk liquid transfer can be collected and liquefied for recycling.

In various embodiments, the system provides a method of transporting and distributing bulk liquid to an onshore destination, the method comprising:

the liquid is interconnected between one or more first cargo tanks on the bulk liquid carrier vessel, each first cargo tank having a first volume, and a plurality of second cargo tanks on the second vessel, each second cargo tank capable of storing a second volume of bulk liquid;

transferring bulk liquid from a first cargo tank of a bulk liquid carrier vessel to a plurality of second cargo tanks on a second vessel;

positioning the shallow water vessel alongside the second vessel and preparing for transfer of bulk liquid from the at least one second liquid cargo tank of the second vessel into the plurality of intermodal containers on the shallow water vessel;

transferring bulk liquid from at least one second liquid cargo tank on a second vessel to a plurality of intermodal containers on the shallow water vessel;

docking the shallow water vessel at a dock and loading one or more intermodal containers onto the land vehicle; and the combination of (a) and (b),

one or more intermodal containers are transported by land vehicles to land destinations.

In various embodiments, the scheme may further include loading empty intermodal containers from the dock onto the shallow water vessel, maneuvering the shallow water vessel toward the second vessel, and repeating the above method.

In various embodiments, the second vessel may be positioned adjacent to the shallow water vessel side-by-side prior to transferring the liquid between the second vessel and the shallow water vessel.

In another embodiment, the second vessel and the shallow water vessel may be arranged adjacent to each other in end-to-end or in series before transferring the liquid between the second vessel and the shallow water vessel.

In various embodiments, transferring bulk liquid from the first cargo tank of the bulk liquid carrier vessel to the plurality of second liquid cargo tanks on the second vessel includes simultaneously filling the plurality of second liquid cargo tanks with bulk liquid.

In various embodiments, transferring bulk liquid from the at least one second liquid cargo tank of the second vessel to the plurality of intermodal containers on the shallow water vessel includes simultaneously filling the plurality of intermodal containers with bulk liquid.

In various embodiments, the method may use one or more shallow water vessels, wherein each shallow water vessel may in turn be located adjacent to the second vessel. After transferring bulk liquids to multiple intermodal containers, each shallow water vessel may be deployed to the same and/or separate docks.

In various embodiments, boil-off gas generated in the second cargo tank during bulk liquid transfer is used directly as fuel for the second vessel.

Although the presently preferred embodiments of the present invention relate to the transportation and distribution of LNG, the present invention should not be construed as limited to LNG. The present system and scheme may be used for transporting and dispensing a variety of bulk liquid cargo.

These and various other embodiments and features of the invention are set forth in the following claims. However, for a better understanding of the invention, reference should be made to the drawings and to the accompanying descriptive matter, in which various exemplary embodiments of the invention are illustrated and described.

Drawings

Various embodiments of the present invention will be described and illustrated by way of example only, and with reference to the accompanying figures, in which:

FIG. 1A is a schematic diagram of the LNG transport and distribution system of the present invention;

FIG. 1B is a schematic diagram of the LNG transport and distribution process of the present invention; (ii) a

Fig. 2A shows a bulk liquid transport vessel adjacent to a second vessel;

fig. 2B shows the relative position of the bulk fluid carrier vessel adjacent the second vessel prior to transferring bulk fluid from the first tank of the bulk fluid carrier vessel to the second tank of the second vessel.

Fig. 2C shows the relative positions of the bulk fluid carrier vessel and the second vessel of fig. 2A after transferring bulk fluid from the first cargo tank to the second cargo tank.

FIG. 3A is a cross-sectional view of a second vessel adjacent the shallow water vessel prior to transfer of bulk liquid on the shallow water vessel of FIG. 1 from the second liquid cargo tank to the intermodal containers;

fig. 3B shows the relative positions of the second vessel and the shallow water vessel after transfer of bulk liquid from the second liquid cargo tank to the intermodal container in fig. 2A.

Fig. 4A shows a side view of a second vessel;

fig. 4B is a plan view of the second vessel;

fig. 4C is a cross-sectional view of the second vessel;

FIG. 5A shows a side view of a shallow water vessel configured with intermodal containers adapted for side filling of bulk liquids;

FIG. 5B is a plan view of a shallow water vessel;

FIG. 5C is a cross-sectional view of the shallow water vessel;

fig. 6 shows a plan view of a second vessel adjacent to the shallow water vessel, with the second liquid cargo tank in connection with the intermodal container in a side-fill arrangement;

FIG. 7A is a side view of a shallow water vessel in another configuration suitable for end-to-end or series bulk liquid loading;

FIG. 7B is a plan view of the shallow water vessel of FIG. 7A;

FIG. 7C is a cross-sectional view of the shallow water vessel of FIGS. 7A and 7B;

fig. 7D is a plan view of the intermodal container of fig. 7A-7C, including liquid, vapor and pressure relief lines;

FIG. 8A is a side view of one embodiment of an intermodal container;

fig. 8B is a front end view of the intermodal container of fig. 8A;

fig. 8C is a rear end view of the intermodal container of fig. 8A, 8B;

fig. 9A is a rear end view of the intermodal container of fig. 8A-8C, showing details of the liquid transfer lines, vapor lines, and depressurization lines;

fig. 9B is view a of fig. 9A.

In the drawings, the same reference numerals will be used to designate the same or similar parts. Further, a single reference number will be used to identify the pipe, pipe or pipeline and the flow carried by the pipeline.

Detailed Description

In this specification the word "comprise", or variations such as "comprises" or "comprising", will be understood to imply the inclusion of a stated element, integer or step, or group of elements, integers or steps, but not the exclusion of any other element, integer or step, or group of elements, integers or steps.

Referring initially to fig. 1A and 1B, schematic diagrams of embodiments of schemes and systems for transporting bulk liquid cargo are shown. The following description is provided in the case where the bulk liquid cargo is a liquefied gas, such as liquefied natural gas or liquefied petroleum gas, but it is to be understood that the invention may be useful for transporting other bulk liquids.

In its broadest sense, the system includes a bulk fluid carrier vessel 12, a second vessel 14 and a shallow water vessel 16. In various embodiments, the bulk carrier 12 is an lng carrier, the second vessel 14 is an lng buoyancy and/or filling vessel, and the shallow water vessel 16 is a barge, such as an articulated barge (ATB).

As shown in fig. 2A and 2B, the bulk liquid carrier vessel 12 may be a typical liquid gas carrier vessel, such as an LNG or LPG carrier vessel. The bulk liquid carrier 12 may be a gas carrier that transports liquefied natural gas from the long term/off-the-shelf liquefied natural gas market. The bulk liquid carrier 12 has a tank containment system comprising one or more first cargo tanks 18 capable of containing a bulk liquid, such as liquefied natural gas or liquefied petroleum gas. The one or more first cargo tanks 18 may have a first volume with a combined cargo capacity of approximately 25 to 27 ten thousand cubic meters. The cargo carrying capacity of a typical vessel 12 used in the system and method of the present invention can reach 10 to 26 million cubic meters.

The one or more first cargo tanks 18 may be one or more commercial storage tanks, including integral storage tanks that constitute the primary structural components of the vessel. Integral storage tanks may be useful when transporting bulk liquids, such as liquefied petroleum gas, at near atmospheric conditions. The one or more first cargo tanks 18 may also be one or more tanks which are self-supporting in nature and do not form an integral part of the hull structure. Non-limiting examples refer to, for example, monolithic tanks having an "A" type tank (as shown), a "B" type tank such as a Moss type spherical tank, a "C" type tank or a membrane tank such as those produced by GTT.

There may be one or more first cargo tanks 18 arranged in any suitable manner in the bulk carrier, the first tanks 18 extending to a length extending both forward and aft of the intermediate vessel. The first cargo tanks 18 may also be arranged side-by-side along the longitudinal axis of the bulk carrier vessel 12. Whether a particular type of first cargo tank 18 and its overall arrangement on the bulk liquid carrier vessel 12 is at least partially determined by operational factors including the type of tank and the volume of bulk liquid to be transported.

It should be understood that the commercially available storage tanks cannot provide 100% insulation effect, and Boil Off Gas (BOG) is inevitably generated when the cargo is LNG. Thus, the bulk liquid carrier vessel 12 may use cargo vapors, such as excess boil-off gas, as fuel for the propulsion and/or operation of the vessel.

Referring now in particular to fig. 4A to 4C, an embodiment of the second vessel 14 is shown. In this embodiment, the second vessel 12 is a liquefied natural gas floating vessel. The second vessel 12 may be a liquefied gas floating vessel and filling vessel. The second vessel 12 is equipped with one or more second liquid cargo tanks 20. Second liquid cargo tank 20 may be one or more commercial bulk liquid tanks, such as a "C" type tank. The second liquid cargo tank 20 may be cylindrical or bivalve in configuration.

In the embodiment shown in the figures, the second vessel 14 is provided with a plurality of "C" -shaped cylindrical pressurized second liquid cargo tanks 20, however, it should be understood that other types of tanks conforming to the IGC standard may be used, such as prismatic tanks.

The one or more second liquid cargo tanks 20 have a second volume that is less than the first volume of the first cargo tank 18. In the embodiment shown in the figures, each of the second liquid cargo tanks 20 has substantially the same volume. The second liquid cargo tanks 20 may each have a storage volume in the range of about 5,000 cubic meters to about 100,000 cubic meters. A typical volume for each second liquid cargo tank 20 may be approximately 10,000 and 20,000 cubic meters.

In the embodiment shown in the figures, the plurality of second liquid cargo tanks 20 are arranged on the starboard side of the longitudinal mid-plane of the second vessel 12, and the plurality of second liquid cargo tanks 20 are also arranged on the chordwise side of the longitudinal mid-plane and are arranged substantially symmetrically side-by-side with respect to the starboard side second liquid cargo tanks 20. In this embodiment, the second vessel 14 has six second liquid cargo tanks 20 on each of the starboard and port sides of the second vessel 14. Each second liquid cargo tank 20 has a volume of about 10,000 cubic meters, and thus the second vessel 14 has a carrying capacity of about 120,000 cubic meters.

The second vessel 14 may additionally be provided with a liquid transfer system 26, generally comprising at least one liquid transfer line 30, a vapor line 32 and an inert gas line 34, and one or more loading arms 42.

The at least one liquid transfer line 30 may be a cryogenic pipeline, typically connecting each second liquid cargo tank 20 to the cargo shunt valve box 36 through a common line. At each second liquid cargo tank 20, there may be a shunt valve box connected to the liquid transfer line 30 and the discharge line (not shown) from the second liquid cargo tank 20 to allow loading and unloading of cargo.

The at least one vapor line 32 may also be a cryogenic pipeline, the vapor line 32 connecting each second liquid cargo tank 20 (typically through a common line) to the vapor shunt valve box and the compression chamber of the second vessel 14. The line to the compressor room allows the boil-off gas to be properly directed as fuel. At least one inert gas line 34 may provide an inert gas such as nitrogen or dry air to the second cargo tank 20 and the piping for purging.

In the embodiment shown in the figure, the second vessel 14 has 6 liquid transfer lines 30, each branching to two second liquid cargo tanks 20. In addition, there may be at least one pump (not shown) and ideally two pumps per second liquid cargo tank 20. The first pump may be used to pump cargo into and out of the second liquid cargo tank 20 and the second pump may be placed in a stand-by state to be activated in the event of a failure of the first pump. The flow, fill rate, second tank 20 limits, etc. are typically implemented in accordance with a regulatory framework such as the IGC standard.

The use of boil-off gas as the motive fuel for the second vessel 14 may be very useful, particularly when using and operating a Dynamic Positioning System (DPS) which, in a preferred embodiment, is provided at least on the second vessel 14. The dynamic positioning system is used to ensure that the second vessel 14 remains in the same position when needed, particularly when receiving bulk liquid from one or more first cargo tanks 18 of the bulk liquid transport vessel 12 to the second liquid cargo tanks 20 of the second vessel 14, or transferring bulk liquid from one or more second bulk liquid cargo tanks 20 to one or more intermodal containers on the shallow water vessel 16, as will be described in more detail below.

The DPS (not shown) of the second vessel 14 is typically a computer controlled system that automatically maintains the position and heading of the second vessel 14 through the use of its own propellers and/or thrusters. The DPS may be provided with several reference sensors such as GPS, wind sensors, motion sensors and gyrocompass, which provide information on the position of the computer ship and information on the location affected by the magnitude and direction of the ambient forces. Using this information the DPS can calculate the appropriate direction and output of the propeller/thruster of the second vessel 14 to maintain the desired position. In order for the propeller/thruster to adjust the position of the second vessel 14 to the position where it should be, considerable power may be required, and it may therefore be advantageous to replenish this fuel requirement with boil-off gas.

Referring now to fig. 5A through 5C, a shallow water vessel 16 is shown according to various embodiments of the present invention. In this embodiment, the shallow water vessel 16 is a barge, typically a non-propulsion barge, such as an articulated barge, that meets LNG transportation safety standards. Ideally, the shallow water vessel 16 has the capability of sailing and/or mooring the shallow water vessel 16 in relatively shallow waters. The draft of the shallow water vessel 16 is typically significantly less than the bulk liquid carrier or second vessel.

The shallow water vessel 16 is capable of loading one or more intermodal containers 22, each having a third volume that is less than the second volume of the second liquid cargo tank 20. The one or more intermodal containers 22 are typically substantially uniform in size, configuration, and volume. The total cargo capacity of the one or more intermodal containers 22 may be about 5000 to 3 ten thousand cubic meters. A typical aggregate cargo capacity of one or more intermodal containers 22 is about 1 million cubic meters. The volume of each intermodal container 22 is typically about 15 to 44 cubic meters.

The method and system of the present invention may include two or more shallow water vessels 16. Each shallow water vessel can carry any number of intermodal containers to provide comprehensive cargo capacity to meet the needs of a particular destination. Thus, the combined cargo capacity of each shallow water vessel 16 can be varied by varying the number of intermodal containers carried.

One or more intermodal containers 22 may be a commercially available tank that is available to those skilled in the art from a variety of sources. The one or more intermodal containers 22 may be ISO containers, constructed in accordance with ISO standards (international organization for standardization). For the transport and distribution of lng, standard T75 storage tanks are preferably used as intermodal containers 22. The intermodal container 22 is an ideal bulk liquid transport intermodal container, an embodiment of which is shown in fig. 8A to 8B.

In this embodiment, the intermodal container 22 includes a container 44, typically surrounded by a vacuum insulation and protective layer. The container 44 is positioned in the middle of the frame 46. The intermodal container 22 may be compatible with the intermodal container's ISO standard, allowing the intermodal container 22 to be transported in a given intermodal manner. A typical lng intermodal container is substantially the same size and shape as a standard ISO freight container used for intermodal transportation. The corner fittings of the frame 46 are compatible with standard securing and lifting equipment commonly used in intermodal cargo transport systems.

Such intermodal containers 22 are safe, reliable, and an economical and effective transport medium for transporting and dispensing bulk liquids. The intermodal containers 22 are very economical to load, ship and unload. By being intermodal, the intermodal containers 22 can be transported by sea, road, and/or rail to end users and provide convenient, quick, and low cost bulk liquid storage and transport.

Each intermodal container 22 may have at least one fill port 48, with the fill port 48 being connectable in liquid phase with the liquid transfer line 30 and the outlet 50 being connectable in gas phase with the vapor line 32. The liquid transfer line 30 and the vapor line 32 may be fluidly connected to the intermodal container 22 by one or more quick connect/disconnect connectors 38, as shown in fig. 9B. The intermodal container 22 may be equipped with any other connections, necessary piping and valves, to connect the intermodal container 22 to the liquid delivery system.

Each intermodal container 22 typically has different operational and safety functions, such as pressure relief valves and pressure relief lines 62, which are typically standard configurations for commercial container tanks. The vent line 62 may be suitably interfaced through a quick connect/disconnect connector 38. Ideally, each intermodal container 22 is equipped or otherwise equipped with sensing and tracking functionality to monitor variables such as volume, pressure, technical specifications, business details, and geographic location of the intermodal container 22.

In the embodiment shown in the figures, and in particular fig. 5A-5C, the intermodal containers 22 are disposed in a stacked manner on the upper surface of the shallow water vessel 16, similar to the stacked configuration of standard marine containers. In the illustrated embodiment, the intermodal containers 22 are stacked two levels high. However, intermodal containers 22 may be stacked in three levels or anywhere up to 6 levels of containers.

A deck 52 or access platform may be provided between adjacent intermodal containers 22 of each palletized tier, primarily to facilitate access to each tier of containers 22 and any conduits therebetween. It will be appreciated that it is necessary to protect and shelter the intermodal container 22 and any conduits therebetween. Thus, one or more shelter members 54 may be provided at the top of the container 22 and/or across the top of the container tank.

In the container storage tank 22 arrangement shown in fig. 5A-5C, the containers 22 are provided with longitudinal channels 56 between the sides of the container storage tanks 22 and extending substantially between the bow and stern of the shallow water vessel 16. A transverse channel 58 extends between the front and rear ends of the container tanks 22 and between the starboard and port sides of the shallow water vessel 16. With this arrangement, each of the longitudinal channels 56 and the transverse channels 58 must be of sufficient width to accommodate the conduits, including the liquid delivery line 30, the vapor return line 32, and the pressure relief line 62. In the present embodiment, the width of each of the longitudinal channels 62 and the transverse channels 58 is about 2.6 meters.

This arrangement is particularly suitable for side loading of bulk liquid, i.e. the transfer of bulk liquid from one or more second liquid cargo tanks 20 of the second vessel 14 to one or more container tanks 22 by ship-to-ship transfer. In the side-loading mode, bulk liquid is transferred to the container tanks 22 of the shallow water vessel 16 through one or more loading points 60.

The liquid transfer line 30, in liquid filling with the loading point 60, gradually decreases in diameter as it branches off continuously towards the filling opening 48 of each intermodal container 22. In a typical side-loading arrangement, the liquid transfer line 30 has an inlet of about 8 inches at the loading point 60, with the inlet decreasing to about 6 inches as the liquid transfer line 30 branches, and then further decreasing to about 4 inches as the liquid transfer line 30 extends to the container 22.

Fig. 7A-7C show an alternative arrangement for the shallow water vessel 16 and the container storage tanks 22, wherein the STS places bulk liquid end-to-end or in-line with the vessel. With this arrangement, the longitudinal channels 56 are reduced to small gaps between the sides of adjacent container storage tanks 22, which gaps are approximately 300-500 mm. The width of the transverse channel 58 is about 2.6 meters to accommodate the piping system. The ends of each container tank 22 have connections to the liquid transfer line 30 and the vapor line 32 that face inwardly toward the transverse channel 58 to enable connection to the transverse channel 58.

In an end-to-end STS cargo loading arrangement, bulk liquid is again transferred to the container tanks 22 of the shallow water vessel 16 through one or more loading points 60 in communication with the liquid transfer line 30. With this arrangement, as the liquid transfer line 30 extends from the loading point 60 and branches to the canister 22, the length of the liquid transfer line 30 becomes shorter and shorter, requiring a relatively small reduction in diameter. In a typical end-to-end STS loading arrangement, the liquid transfer line 30 may have an entrance of about 6 inches at the loading point 60, reducing to about 3 inches near the container tank 22.

According to some embodiments of the present invention, a solution for transporting and distributing bulk liquid cargo, such as liquefied natural gas, may begin with the procurement of large quantities of liquefied natural gas from a long-term/off-the-shelf liquefied natural gas market. The batch of liquefied natural gas is initially stored and transported in one or more first cargo tanks 18 of the bulk liquid carrier vessel 12. The bulk liquid carrier vessel 12 carrying the bulk of the lng can then be directed to the location of the second vessel 14.

The second vessel 14 may be moored at an anchor remote from the known course, preferably at a relatively sheltered location a short distance from the shore. Ideally, the second vessel is moored a relatively short distance from the port. The second vessel may also be moored in place, such as in a quay mooring, single point mooring, pile mooring or turret mooring system.

The bulk fluid carrier vessel 12 may be moored alongside the second vessel 14, as indicated by "a" in fig. 1A, as well as in fig. 2A and 2B. The DPS and gyroscope stabilization systems mounted on the second vessel 14, and optionally the gyroscope stabilization system mounted on the bulk liquid carrier 12, are operable to control the relative positions of the bulk liquid carrier 12 and the second vessel 14 so that they can perform a STS-to-vessel transfer of the liquefied natural gas while the bulk liquid carrier 12 is docked alongside the second vessel 14.

With the bulk fluid carrier 12 and the second vessel 14 remaining co-located with one another, 1 or more of the first cargo tanks 18 of the bulk fluid carrier 12 are connected to the second cargo tanks of the second vessel 20 via the first fluid transfer system 26. The first liquid delivery system 26 generally includes a liquid cargo manifold having at least one liquid delivery line 30 and at least one vapor line 32. At least one steam line 32 is a typical steam return line. One or more loading arms 42 may be used to assist the first liquid transfer system 26 in following the movement of the bulk liquid transport vessel 12 and the second vessel 14. The bulk liquid may then be transferred from the one or more first cargo tanks 18 to the one or more second liquid cargo tanks 20 according to the legal and regulatory requirements and standard operating procedures for the particular cargo being transferred.

The shallow water vessel 16 may be loaded with one or more substantially empty container tanks 22, as shown at "B" in fig. 1B, prior to or simultaneously with the transfer of bulk liquid from the bulk liquid carrier vessel 12 to the second vessel 14. The empty container tanks 22 may be loaded onto the upper surface of the shallow water vessel 16 at a nearby port. Advantageously, the nearby port may be any port having an infrastructure for handling and processing standard cargo (e.g., containers). The port does not require any specific infrastructure or processing capacity for lng. The empty container storage tanks 22 may be transported to the port by suitable transportation means such as rail, road, etc.

The empty container tanks 22 may be loaded onto the shallow water vessel 16 in any desired arrangement as described above. When the empty container tanks 22 are loaded onto the shallow water vessel 16, they are preferably stacked on top of each other. The shallow water vessel 16 can be loaded with as many container tanks 22 as needed or necessary to ensure that the bulk liquid cargo reaches a predetermined volume. The container storage tanks 22 may be stacked and filled in a manner consistent with the shipping container trade standard.

One or more shallow water vessels 16 may be loaded with a plurality of substantially empty container tanks 22. One or more shallow water vessels 16 may be loaded at the same port or at one or more different ports. Each shallow water vessel 16 can be loaded with any number of empty container tanks to provide a predetermined cargo carrying capacity for each shallow water vessel 16. The cargo carrying capacity of each shallow water vessel 16 may be determined at least in part by the need for bulk liquid cargo at a particular port.

Once the shallow water vessel 16 is loaded with the required number of container tanks 22, the shallow water vessel 16, which is typically non-self-propelled, may be coupled with suitable propulsion means. Typically, the propulsion means will include one or more articulated tugs 64 coupled to the shallow water vessel 16 in an articulated tug/barge system. The shallow water vessel 16 may then be propelled toward the second vessel 14 by the articulated tug 64 and positioned adjacent the second vessel 14 in a side-by-side or end-to-end manner, as shown at "C" in fig. 1B.

The shallow water vessel 16 can be disconnected from the articulated tug 64 when arriving at the second vessel 14. The shallow water vessel 16 may be moored with a second vessel 14 as shown, for example at 'D' in fig. 1B. The auxiliary tug 66 may be used for mooring. The shallow water vessel 16, ideally with a gyroscope system for stability, may be moored with the second vessel 14 in substantially the same manner and using substantially the same standard operating procedures as used when mooring the bulk liquid transport vessel 12 with the second vessel 14, as described above. When the shallow water vessel 16 is moored alongside the second vessel 14, the DPS and gyroscopic stabilization systems mounted on the second vessel 14 and optionally on the shallow water vessel 16 may be operated to control the relative positions of the shallow water vessel 16 and the second vessel 14 so that they can operate the STS to transfer lng.

The second liquid cargo tank 20 of the second vessel 14 is in liquid communication with the container tanks 22 of the shallow water vessel 16 through a second liquid transfer system 28, typically including at least one liquid transfer line 30 and at least one vapor line 32. One or more loading arms 42 may be used if desired.

The bulk liquid may then be transferred from the one or more second liquid cargo tanks 20 to the one or more container tanks 22 in accordance with the legal requirements and standard operating procedures for the particular bulk liquid cargo being transferred. The filling of the container storage tank 22 can only be done after compliance with all relevant safety regulations, including appropriate purging via the inert gas line 34. The shallow water vessel 16 may be equipped with appropriate controls, monitoring, equipment and devices to ensure safety and reduce the risk of operational failure. The shallow water vessel 16 may also be equipped with a gyroscopic stabilization system to stabilize the shallow water vessel 16 during bulk liquid filling of the shallow water vessel 16 relative to the second vessel 14.

The bulk liquid cargo is pumped or otherwise caused to flow from the second liquid cargo tank 20 to the container tank 22. As can be seen in fig. 5B and 7B, two liquid transfer lines 30 extend from each loading point 60 and, in turn, extend outwardly to form a liquid connection with the plurality of container tanks 22. With this arrangement, multiple or all of the container tanks 22 on the shallow water vessel 16 can be filled simultaneously, minimizing the total time required for all of the container tanks 22 to fill.

The transfer and loading of bulk liquid cargo is controlled and monitored by a second vessel computer system (not shown). The flow, dispersion profile and fill level of the container storage tank 22 may be monitored and controlled by a computer system. The computer system may communicate with one or more sensors located on the container tank 22 itself and/or at any point along the liquid transfer line 30 to assist in monitoring and controlling these operating parameters.

Typically, each container tank 22 is filled to at least about 90% of the volume of the container tank 22. However, other parameters such as flow, fill rate, container tank 22 limits, etc. are typically subject to regulatory compliance.

Boil-off gas is inevitably encountered during the transportation of lng to the container storage tank 22. At least a portion of the boil-off gas is directed back to the loading point 60 and the second vessel 14 via the vapor line 32. The boil-off gas may be suitably directed for use as fuel for the second vessel 14. Alternatively, if the second vessel 14 has a liquefaction facility, boil-off gas may be collected and recycled for liquefaction.

After filling of the container storage tank 22 is complete, the filling system and piping system are separated according to operating and safety regulations. Thus, the second vessel 14 and the shallow water vessel 16 are effectively undocked/separated at one or more loading points 60. The shallow water vessel 16 can then be disconnected from the second vessel 14 with the assistance of the auxiliary tug 66, as shown at "E" in fig. 1B. The articulated tug 64 may be reconnected to the shallow water vessel 16 and move the shallow water vessel 16 back to port. This process may be repeated for one or more shallow water vessels 16, each of which are moved back to the same and/or different ports.

Upon arrival at a port and berthing, the container tanks 22 filled with bulk liquid cargo may be unloaded from the shallow water vessel 16, figure 1B, No. "F". Advantageously, the container storage tanks 22 may be unloaded from the shallow water vessel 16 using standard cargo handling equipment and infrastructure, such as for unloading standard freight containers. The unloading of the container storage tanks 22 does not require any dedicated equipment or infrastructure for the liquefied gas or liquefied natural gas. The container storage tanks 22 may be unloaded from the shallow water vessel 16 and placed directly on one or more vehicles (not shown). The vehicle may be of any type capable of transporting the container tank 22, such as a road vehicle or a train. Once loaded onto the vehicle, the container tank 22 and the bulk liquid cargo therein may be transported directly from the port (see "G" in fig. 1B) to the intended destination, typically the end user and the consumer of the bulk liquid cargo.

The container storage tanks 22 are unloaded from the shallow water vessel 16 and then transported by land in parallel with intermodal freight transport in standard ISO freight containers. From a port perspective, the shallow water vessel 16 is not different from a standard container ship. No dedicated or LNG specific infrastructure is required. Furthermore, since the shallow water vessel 16 is typically a low draft barge, the container tanks 22 can be delivered to a relatively shallow port at the berthing facility.

Thus, the disclosed solution and system has a number of advantages. The solution and system enable fast, efficient, and effective delivery of bulk liquid cargo without the need for extensive and capital intensive infrastructure.

When the bulk liquid is liquefied natural gas, the scheme and the system can quickly, efficiently and flexibly convey clean energy. The solution and system of the invention make the transportation of lng simple and can be transported to essentially any site where there is a water course and the ability to unload standard containers. Furthermore, the shipment of liquefied natural gas is not limited by the supply of natural gas from large ships, which tend to have long waiting times. Instead, the scheme and system provide flexibility in the transportation and distribution of lng so that lng cargoes can be purchased from lng producers around the world and quickly delivered to nearby ports and end users. The system can take advantage of a variety of off-the-shelf markets, and is not limited to any particular geographic area, as the system's mobility allows all traffic to be diverted to different locations as necessary.

It will be appreciated by persons skilled in the art that numerous variations and/or modifications may be made to the above-described embodiments without departing from the broad general scope of the invention. The present embodiments are, therefore, to be considered in all respects as illustrative and not restrictive.

Claims

1. A system for transporting and distributing bulk liquids to a plurality of onshore destinations, the system comprising:

a container crane at the terminal, wherein the container crane is configured to unload the intermodal container from the shallow water vessel and load one or more intermodal containers onto the transport vehicle while the terminal is docked; and the combination of (a) and (b),

a transport vehicle for transporting one or more intermodal containers from a terminal to an onshore destination.

2. The system of claim 1, wherein the bulk liquid carrier comprises an lng carrier.

3. The system of claim 1 or claim 2, wherein the second vessel comprises a liquefied gas floating vessel or a fuel vessel.

4. A system according to any of claims 1 to 3, wherein the second vessel is equipped with a Dynamic Positioning System (DPS) and/or gyrostabiliser system for stabilisation, in particular when the second vessel receives bulk liquid from the bulk liquid carrier and when the second vessel fills the shallow water vessel with liquid.

5. The system of any one of claims 1-4, wherein the shallow water vessel comprises a barge.

6. The system according to any one of claims 1-5, wherein the shallow water vessel is adapted to be connected to propulsion means for sailing the shallow water vessel between the quay and the second vessel.

7. The system of claim 6, wherein the propulsion means comprises one or more articulated tugs connected to the shallow water vessel in an articulated barge system.

8. The system according to any one of the preceding claims, wherein said first cargo tank is selected from the group consisting of membrane tanks, storage-type tanks, stand-alone tanks, integral tanks, "a" type tanks, "B" type tanks, "C" type tanks or any other commercial tanks, capable of storing a desired total volume of bulk liquid, in particular cryogenic liquid.

9. The system of any one of the preceding claims, wherein the second liquid cargo tank of the second vessel comprises a "C" tank.

10. The system of any preceding claim, wherein the intermodal container is an ISO tank.

11. The system of any preceding claim, wherein the intermodal containers are placed in a stack on a shallow water vessel.

12. The system of any one of the preceding claims, wherein the first and second liquid delivery systems each comprise a manifold, at least one liquid delivery line, a vapor return line, a pump for circulating the bulk liquid, and one or more loading arms supporting the lines during transport of the bulk liquid.

13. The system of claim 12, wherein the first and second liquid delivery systems further comprise a control system configured to facilitate simultaneous delivery of bulk liquid to each of the second liquid cargo tanks or intermodal containers.

14. The system of claim 12 or 13, wherein the second liquid cargo tank of the second vessel and the intermodal container each have a fill port fluidly communicable with a liquid line and an outlet fluidly communicable with a vapor line of the respective first and second liquid delivery systems.

15. The system according to any one of the preceding claims, wherein the second liquid cargo tank of the second vessel and the intermodal container are equipped or otherwise equipped with sensing and/or tracking capabilities, respectively, to monitor the respective geographical locations of the second liquid cargo tank and the intermodal container, and/or operating parameters, such as filling amount.

16. The system according to any one of the preceding claims, wherein the second vessel has an onboard liquefaction plant installed, whereby boil-off gas generated in the second cargo tank during bulk liquid transfer can be collected and re-liquefied.

17. A method for transporting and sub-packaging bulk liquids to a plurality of onshore destinations, the method comprising:

the liquid is interconnected between one or more first cargo tanks on the bulk fluid carrier vessel, each first cargo tank having a first volume, and a plurality of second cargo tanks on the second vessel, each individual second cargo tank being capable of storing a second volume of bulk liquid;

transferring bulk liquid from a first cargo tank of a bulk liquid carrier vessel to a plurality of second cargo tanks on a second vessel; positioning the shallow water vessel alongside the second vessel and preparing for transfer of bulk liquid from the at least one second liquid cargo tank of the second vessel to the plurality of intermodal containers on the shallow water vessel;

docking the shallow water vessel at a dock and loading one or more intermodal containers onto the land vehicle; and transporting the one or more intermodal containers to the onshore destination by the land vehicle.

18. The method of claim 17, wherein the method further comprises loading empty intermodal containers from the dock onto the shallow water vessel, maneuvering the shallow water vessel to a second vessel, and repeating the method.

19. Method according to claim 17 or 18, the second vessel and the shallow water vessel being arranged side by side adjacent to each other before transferring liquid between the second vessel and the shallow water vessel.

20. The method of claim 17 or 18, the second vessel and the shallow water vessel being arranged adjacent to each other in end-to-end or in series before transferring liquid between the second vessel and the shallow water vessel.

21. The method of any one of claims 17-20, wherein transferring bulk liquid from a first cargo tank of the bulk liquid carrier vessel to a plurality of second liquid cargo tanks on the second vessel comprises simultaneously filling the second liquid cargo tanks with bulk liquid.

22. The method of claims 17-21, wherein transferring bulk liquid from the at least one second liquid cargo tank of the second vessel to the plurality of intermodal containers on the shallow water vessel comprises simultaneously filling the plurality of intermodal containers with bulk liquid.

23. The method of claims 17-22, wherein boil-off gas generated in the second liquid cargo storage tank during bulk liquid transfer is used directly as power fuel for the second vessel.