EP3898401B1 - Ship-to-ship transfer of hydrocarbon liquids - Google Patents
Ship-to-ship transfer of hydrocarbon liquids Download PDFInfo
- Publication number
- EP3898401B1 EP3898401B1 EP19842608.2A EP19842608A EP3898401B1 EP 3898401 B1 EP3898401 B1 EP 3898401B1 EP 19842608 A EP19842608 A EP 19842608A EP 3898401 B1 EP3898401 B1 EP 3898401B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- tanker
- buoy
- hose
- hose string
- string
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 229930195733 hydrocarbon Natural products 0.000 title claims description 51
- 150000002430 hydrocarbons Chemical class 0.000 title claims description 51
- 239000004215 Carbon black (E152) Substances 0.000 title claims description 47
- 239000007788 liquid Substances 0.000 title claims description 38
- 238000012546 transfer Methods 0.000 title claims description 36
- 238000000034 method Methods 0.000 claims description 30
- 239000012530 fluid Substances 0.000 claims description 27
- 238000007667 floating Methods 0.000 claims description 21
- 230000008878 coupling Effects 0.000 claims description 17
- 238000010168 coupling process Methods 0.000 claims description 17
- 238000005859 coupling reaction Methods 0.000 claims description 17
- 239000013535 sea water Substances 0.000 claims description 6
- 238000011010 flushing procedure Methods 0.000 claims description 4
- 238000005086 pumping Methods 0.000 claims description 2
- 239000003921 oil Substances 0.000 description 40
- 238000004519 manufacturing process Methods 0.000 description 10
- 230000002411 adverse Effects 0.000 description 5
- 230000008569 process Effects 0.000 description 3
- 238000012545 processing Methods 0.000 description 3
- 230000032258 transport Effects 0.000 description 3
- 238000013459 approach Methods 0.000 description 2
- 230000008901 benefit Effects 0.000 description 2
- 239000010779 crude oil Substances 0.000 description 2
- 239000003949 liquefied natural gas Substances 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 239000003305 oil spill Substances 0.000 description 2
- 239000007921 spray Substances 0.000 description 2
- 241000272168 Laridae Species 0.000 description 1
- 241000305776 Rynchops Species 0.000 description 1
- 239000003599 detergent Substances 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 239000007789 gas Substances 0.000 description 1
- 239000003915 liquefied petroleum gas Substances 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 239000003129 oil well Substances 0.000 description 1
- 239000000047 product Substances 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000001960 triggered effect Effects 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C9/00—Methods or apparatus for discharging liquefied or solidified gases from vessels not under pressure
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B22/00—Buoys
- B63B22/02—Buoys specially adapted for mooring a vessel
- B63B22/021—Buoys specially adapted for mooring a vessel and for transferring fluids, e.g. liquids
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B27/00—Arrangement of ship-based loading or unloading equipment for cargo or passengers
- B63B27/24—Arrangement of ship-based loading or unloading equipment for cargo or passengers of pipe-lines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B27/00—Arrangement of ship-based loading or unloading equipment for cargo or passengers
- B63B27/30—Arrangement of ship-based loading or unloading equipment for transfer at sea between ships or between ships and off-shore structures
- B63B27/34—Arrangement of ship-based loading or unloading equipment for transfer at sea between ships or between ships and off-shore structures using pipe-lines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
- B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C1/00—Pressure vessels, e.g. gas cylinder, gas tank, replaceable cartridge
- F17C1/002—Storage in barges or on ships
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B22/00—Buoys
- B63B22/24—Buoys container type, i.e. having provision for the storage of material
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2201/00—Vessel construction, in particular geometry, arrangement or size
- F17C2201/05—Size
- F17C2201/052—Size large (>1000 m3)
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2205/00—Vessel construction, in particular mounting arrangements, attachments or identifications means
- F17C2205/03—Fluid connections, filters, valves, closure means or other attachments
- F17C2205/0302—Fittings, valves, filters, or components in connection with the gas storage device
- F17C2205/0352—Pipes
- F17C2205/0364—Pipes flexible or articulated, e.g. a hose
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2221/00—Handled fluid, in particular type of fluid
- F17C2221/03—Mixtures
- F17C2221/032—Hydrocarbons
- F17C2221/033—Methane, e.g. natural gas, CNG, LNG, GNL, GNC, PLNG
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2221/00—Handled fluid, in particular type of fluid
- F17C2221/03—Mixtures
- F17C2221/032—Hydrocarbons
- F17C2221/035—Propane butane, e.g. LPG, GPL
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2223/00—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel
- F17C2223/01—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by the phase
- F17C2223/0146—Two-phase
- F17C2223/0153—Liquefied gas, e.g. LPG, GPL
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2223/00—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel
- F17C2223/01—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by the phase
- F17C2223/0146—Two-phase
- F17C2223/0153—Liquefied gas, e.g. LPG, GPL
- F17C2223/0161—Liquefied gas, e.g. LPG, GPL cryogenic, e.g. LNG, GNL, PLNG
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2223/00—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel
- F17C2223/03—Handled fluid before transfer, i.e. state of fluid when stored in the vessel or before transfer from the vessel characterised by the pressure level
- F17C2223/033—Small pressure, e.g. for liquefied gas
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2225/00—Handled fluid after transfer, i.e. state of fluid after transfer from the vessel
- F17C2225/01—Handled fluid after transfer, i.e. state of fluid after transfer from the vessel characterised by the phase
- F17C2225/0146—Two-phase
- F17C2225/0153—Liquefied gas, e.g. LPG, GPL
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2225/00—Handled fluid after transfer, i.e. state of fluid after transfer from the vessel
- F17C2225/01—Handled fluid after transfer, i.e. state of fluid after transfer from the vessel characterised by the phase
- F17C2225/0146—Two-phase
- F17C2225/0153—Liquefied gas, e.g. LPG, GPL
- F17C2225/0161—Liquefied gas, e.g. LPG, GPL cryogenic, e.g. LNG, GNL, PLNG
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2225/00—Handled fluid after transfer, i.e. state of fluid after transfer from the vessel
- F17C2225/03—Handled fluid after transfer, i.e. state of fluid after transfer from the vessel characterised by the pressure level
- F17C2225/033—Small pressure, e.g. for liquefied gas
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2265/00—Effects achieved by gas storage or gas handling
- F17C2265/06—Fluid distribution
- F17C2265/061—Fluid distribution for supply of supplying vehicles
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2270/00—Applications
- F17C2270/01—Applications for fluid transport or storage
- F17C2270/0102—Applications for fluid transport or storage on or in the water
- F17C2270/0105—Ships
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2270/00—Applications
- F17C2270/01—Applications for fluid transport or storage
- F17C2270/0102—Applications for fluid transport or storage on or in the water
- F17C2270/011—Barges
- F17C2270/0113—Barges floating
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
- F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
- F17C2270/00—Applications
- F17C2270/01—Applications for fluid transport or storage
- F17C2270/0102—Applications for fluid transport or storage on or in the water
- F17C2270/0118—Offshore
- F17C2270/0126—Buoys
Definitions
- the present invention relates to a system and a method of transferring hydrocarbon liquids between ships.
- the present invention relates to a system and a method of transferring oil between tankers using a single-point mooring buoy.
- the offshore oil and gas industry often uses floating production storage and offloading (FPSO) units to produce and store hydrocarbons.
- FPSO floating production storage and offloading
- the FPSO may, for example, receive hydrocarbons from a subsea platform, process them and store the resulting oil.
- the FPSO unit will then typically transfer the oil to a tanker that transports the oil ashore or to a transhipment point for export.
- a DP tanker is used to receive the oil from the FPSO unit. Typically this will be a Large Range tanker or Suezmax tanker that has a size of 120,000-200,000 DWT (tons deadweight).
- a DP tanker is equipped with systems that enable the tanker to automatically maintain its position and heading using its own propellers and thrusters. These DP tankers are, therefore, specialist vessels and are significantly more expensive than conventional oil tankers to build, charter and operate.
- the DP tanker may then move to a location where the oil can be transferred to a conventional (non-DP) tanker using ship-to-ship transfer methods.
- the conventional tanker may be another Suezmax tanker or a VLCC (very large crude carrier).
- VLCC very large crude carrier
- the DP tanker In some cases it is, therefore, necessary for the DP tanker to transport the oil significant distances to a suitable harbour or location at which the oil can be offloaded or transferred. This means that the DP tanker is in use for a significant period of time transporting the oil to the harbour and returning to the FPSO unit.
- the time taken can be around 14 days at a cost of around USD $50,000 per day and about USD $800,000 of fuel in total.
- additional DP tanker vessels are required to service the FPSO during this time period. These DP tankers may cost around USD $120M each.
- a solution that is being considered, to reduce the time that the DP tanker is away from the FPSO, is the provision of suitable ports or terminals in the desired locations closer to the FPSO or other production facility.
- the build cost of these is, however, in the region of USD $2 billion each.
- WO 2006/036325 discloses a combined riser, offloading and mooring system for the offloading of hydrocarbons from a floating production vessel onto a tanker.
- WO 99/62762 discloses a transfer system for transfer of fluids, such as hydrocarbons, between two floating structures.
- US 5803779 discloses a dynamically positioned loading buoy for transferring liquid from an offshore structure to a tanker.
- WO 2011/098527 discloses a system and method of transferring liquefied natural gas in a bow to stern configuration between two floating units.
- the present invention provides, in a first aspect, a method for ship-to-ship transfer of hydrocarbon liquids comprising:
- the present invention provides a system for ship-to-ship transfer of hydrocarbon liquids comprising:
- the system and method of the invention enables ship-to-ship transfer of hydrocarbon liquids in conditions in which a direct connection between two tankers may not be possible.
- the hydrocarbon liquid will typically be oil, but may be another hydrocarbon or a product derived from hydrocarbon processing.
- the hydrocarbon liquid may be a petrochemical product.
- the hydrocarbon liquid is pumped from the first tanker to the second tanker. In these embodiments the hydrocarbon liquid is pumped from the first tanker, through the first hose string, through the fluid conduit, through the second hose string and to the second tanker. In other embodiments the hydrocarbon liquid is pumped from the second tanker to the first tanker. In these embodiments the hydrocarbon liquid is pumped from the second tanker, through the second hose string, through the fluid conduit, through the first hose string and to the first tanker.
- the first hose string is a floating hose string and the second hose string is a floating hose string.
- the hose strings are preferably tied back to the buoy in a bight.
- the first and second hose strings may be tied back to the buoy in a bight during manoeuvring of the tankers and then untied once the tankers have departed.
- one or both of the first hose string and the second hose string includes a marine breakaway coupling.
- the first hose string is preferably connected to an emergency disconnect coupling provided on the first tanker.
- the second hose string is preferably connected to an emergency disconnect coupling provided on the second tanker.
- the first tanker is preferably moored to the buoy by a hawser.
- the second tanker is positioned a safe distance from the first tanker and the buoy, and maintains position using its dynamic positioning system.
- the second tanker is preferably positioned between 50m and 600m away from the first tanker.
- the first hose string is preferably connected to the midships manifold of the first tanker.
- the second hose string is connected to the second tanker at the bow of the second tanker. In other embodiments the second hose string is connected to the midships manifold of the second tanker.
- the method preferably includes flushing the second hose string with sea water.
- the method may include flushing the first hose string with sea water.
- the method comprises disconnecting the second hose string from the second tanker and tying the second hose string back to the buoy in a bight.
- the method preferably further comprises disconnecting the first hose string from the first tanker and tying the first hose string back to the buoy in a bight.
- the system for ship-to-ship transfer of hydrocarbon liquids preferably further comprises a first support craft equipped to handle the first hose string for connection to and disconnection from the first tanker.
- the system may additionally comprise a second support craft equipped to handle the second hose string for connection to and disconnection from the second tanker.
- the buoy comprises a surge protection system including a surge tank connected to the fluid conduit.
- a pressure relief valve between the fluid conduit and the surge tank permits hydrocarbon liquid to enter the surge tank from the fluid conduit when the pressure in the fluid conduit exceeds a predetermined level.
- a telemetry based monitoring system determines the level in the surge tank and includes an alarm function.
- the buoy comprises a telemetry system arranged to transmit data to and receive data from at least one of the first and second tankers.
- the present invention provides a method of transferring hydrocarbon liquids between two tankers using a single-point mooring (SPM) buoy.
- the method will typically be used to transfer crude oil, but may be used to transfer other hydrocarbon liquids including refined hydrocarbon products, liquefied natural gas and liquefied petroleum gas. Accordingly, it will be understood that in the following description, references to oil and crude oil may be more generally considered to be references to any hydrocarbon liquid.
- this system will be used to transfer oil from a tanker equipped with a dynamic positioning system (DP tanker) to a conventional tanker, which does not include a dynamic positioning system.
- DP tanker dynamic positioning system
- DP tankers are significantly more expensive than conventional tankers, both in terms of build cost and daily running costs.
- This system has particular advantages in offshore locations which frequently experience adverse weather conditions, and where there is a reliance on tankers equipped with dynamic positioning to safely transfer oil for export, or transportation away from the offshore location or oil field.
- the single-point mooring buoy 10 is located in the vicinity of a floating production storage and offloading (FPSO) unit or other offshore oil production facility, such as an oil well or oil platform.
- FPSO floating production storage and offloading
- the buoy 10 is located less than one day DP vessel transit time from the FPSO unit or other facility.
- the buoy may, for example, be located between 8 km and 1000 km (5 miles and 700 miles) away from the FPSO unit or other facility. More preferably the buoy is located about 80 km (50 miles) away from the FPSO unit or other facility.
- the SPM buoy 10 comprises a main body 12 and a plurality of anchor chains or mooring chains 13 that anchor the buoy 10 to the seabed.
- the SPM buoy 10 is not connected to a pipeline end manifold or subsea piping, and therefore does not include a flexible riser.
- the SPM buoy 10 is configured to enable direct ship-to-ship transfer of goods and comprises a fluid conduit 14 terminating at a first end at a first hose connector or first port 16 and at a second end at a second hose connector or second port 18.
- the fluid conduit 14, therefore, directly connects the first port 16 and the second port 18.
- the SPM buoy 10 further comprises a surge protection system including an accumulator vessel or surge tank 20.
- a pipe 22 extends from the fluid conduit 14 to the surge tank 20.
- a pressure relief valve 24 is disposed in the pipe 22 and is configured to perm it fluid flow along the pipe 22 when the pressure in the fluid conduit 14 exceeds a pre-set value. If the pressure in the fluid conduit 14 rises above the pre-set value due to, for example, a valve on one of the tankers closing suddenly, the pressure relief valve 24 will open and permit oil to flow from the fluid conduit 14 into the surge tank 20.
- the SPM buoy 10 may include a pump arranged to pump hydrocarbon liquid from the surge tank 20. This allows the surge tank 20 to be emptied and the hydrocarbon liquid to be transferred to a tanker 2, 4.
- the SPM buoy 10 further comprises a telemetry system configured to gather information and transmit data to and from the tankers 2, 4.
- the data preferably includes weather conditions, sea conditions such as wave current, and location data.
- the tankers 2, 4 will receive the telemetry data from the buoy 10 and will use the data, in particular, to assist during mooring.
- the data will be used by the DP tanker 4 to hold position relative to the buoy 10 and the other tanker, as described further below.
- the DP tanker 4 will, therefore, be equipped with the necessary software to receive and process the telemetry data from the buoy 10, as well as from the other tanker.
- the data will include pressure, flow rates and other data related to the transfer of the liquid.
- the telemetry system may be configured to provide an emergency shutdown system.
- the emergency shutdown system may be configured to trigger emergency disconnect couplings on the tankers and to monitor conditions, such as for surge protection.
- the SPM buoy telemetry system may include means to detect if there is an oil spill around the buoy.
- Such a system may, for example, be a system developed by the modification of advanced instrument technology such as from https://www.nortekgroup.com
- a first hose or hose string 26 is connected at a first end 28 to the first hose connector (first port) 16 of the buoy 10.
- a second hose or hose string 30 is connected at a first end 32 to the second hose connector (second port) 18 of the buoy 10.
- Each of the first and second hose strings 26, 30 is preferably between 200m and 400m in length, and more preferably about 300m in length. The second hose string 30 may be longer than the first hose string 26.
- each of the hose strings 26, 30 comprises a floating hose.
- Each of the hose strings 26, 30 also includes a marine breakaway coupling (MBC) 34.
- the MBC 34 is configured to automatically shut off flow along the hose string 26, 30 in the event of an adverse tensile load on the hose string 26, 30.
- Each of the tankers 2, 4 preferably includes an emergency disconnect coupling, emergency shutoff and disconnect coupling or emergency release coupling (ERC) 36 connected to a manifold.
- ERC emergency disconnect coupling
- the ERC will form part of an emergency disconnect system which also includes associated software or control systems.
- the ERC 36 is designed, in an emergency situation, or when triggered by the telemetry system of the SPM buoy 10, to shut off flow through the coupling 36 and separate.
- the ERC 36 therefore causes the hose string 26, 30 to separate from the tanker 2, 4.
- a shut off valve mechanism within the ERC 36 blocks flow such that when the coupling 36 separates both parts of the coupling 36 are blocked or shut off such that there is no or minimal loss of oil from the hose string 26, 30.
- each of the hose strings 26, 30 When not in use, each of the hose strings 26, 30 is tied back to the buoy 10 in a bight. The hose strings 26, 30 therefore remain floating on the surface of the sea around the buoy 10.
- a mooring hawser 42 is connected to the SPM buoy 10 at its first end.
- the hawser 42 will typically be about 60m in length.
- a further pickup line or rope is preferably attached to the hawser 42.
- the pickup line is preferably about 200m in length.
- Two support craft or support vessels such as tugboats, (not shown) are available to assist in connecting the hawser 42 and the hose strings 26, 30 to the tankers 2, 4, as described further below.
- the support craft are also configured to assist in maintaining the position of one or both of the tankers 2, 4 if required.
- Each of the support craft will also be equipped with pollution and safety equipment, such as one or more of booms, oil spill recovery equipment (skimmers), storage tanks for recovered liquid, detergent spray, spray arms and firefighting equipment.
- a first, conventional tanker 2 approaches the SPM buoy 10.
- a first one of the support craft extends the mooring hawser 42.
- the first tanker 2 is moored to the buoy 10 by the hawser 42.
- the first hose string 26 is then extended and presented to the tanker 2 by the support craft.
- the second end 38 of the first hose string 26 is connected to the first tanker 2 at its midships manifold 44.
- the first support craft remains near the first tanker 2, to assist in manoeuvring the first tanker 2 if necessary.
- first tanker 2 As the first tanker 2 is connected to the SPM buoy 10 by the hawser 42 it will be appreciated that the first tanker 2 is free to weathervane around the buoy 10.
- a DP tanker 4 then approaches the SPM buoy 10 and maintains position at a pre-set location relative to the SPM buoy 10 and the first tanker 2.
- the DP tanker 4 is preferably positioned between 50m and 600m from both the first tanker 2 and the SPM buoy 10. In some situations the DP tanker 4 will maintain position off the starboard quarter of the first tanker 2. Telemetry received by the DP tanker 4 from the SPM buoy 10 and/or the first tanker will assist in maintaining the correct position, even when the first tanker 2 is weather-vaning.
- the second hose string 30 is then extended and presented to the DP tanker 4 by the second support craft.
- the second end 40 of the second hose string 30 is connected to the DP tanker 4 either at its midships manifold 46 or through its bow slot 48.
- the bow slot of a tanker is configured for loading; however, the bow slot of the DP tanker may be configured or adapted to permit discharge of oil from the DP tanker at required flow rates.
- Figure 2 illustrates an arrangement in which the second hose string 30 is connected to the midships manifold 46 of the DP tanker 4.
- Figures 3 and 4 illustrate arrangements in which the second hose string 30 is connected through the bow slot 48 of the DP tanker 4.
- the DP tanker 4 pumps oil through the second hose string 30, through the fluid conduit 14 of the buoy 10, and through the first hose string 26 to the first tanker 2.
- the DP tanker 4 Upon completion of the transfer of oil, the DP tanker 4 preferably flushes the second hose string 30 with sea water before the second hose string 30 is disconnected from the DP tanker 4. More preferably the DP tanker 4 flushes the second hose string 30, the fluid conduit 14 and the first hose string 26 with sea water. This means that the hose strings 26, 30 are not left full of oil when they are disconnected from the tankers 2, 4. This minimises the risk of an oil spillage during disconnect of the hose strings 26, 30 and when the hose strings 26, 30 are tied back to the buoy 10, for example if one or both of the hose strings 26, 30 is damaged due to a contact.
- the second hose string 30 is disconnected from the DP tanker 4 and is tied back to the SPM buoy 10 in a bight.
- the DP tanker 4 is then free to depart and return to the oil field or FPSO for re-loading.
- the first hose string 26 is disconnected from the first tanker 2 and is tied back to the buoy 10 in a bight.
- the hawser 42 is disconnected from the tanker 2 and the tanker 2 is then free to depart.
- the first tanker 2 may transport the oil to a local refinery or to another destination.
- the hose strings 26, 30 are tied back to the buoy 10 in a bight during manoeuvring of the tankers 2, 4. Once the tankers 2, 4 have departed the second ends 38, 40 of the hose strings 26, 30 may be released from the buoy 10 so that the hose strings 26, 30 extend from the buoy 10. The hose strings 26, 30 may therefore weathervane around the buoy 10.
- the first tanker 2 and the DP tanker 4 were of similar size or capacity such that a single DP tanker 4 transferred its cargo to the conventional tanker 2, which then departed.
- the class of both the DP tanker 4 and the conventional tanker 2 may be Suezmax, having a size of 120,000 - 200,000 DWT (tons deadweight).
- the conventional tanker 2 may be significantly larger than the DP tanker 4.
- a first DP tanker 4 may transfer its cargo to the conventional tanker 2 that is moored to the SPM buoy 10. After the first DP tanker 4 has departed the conventional tanker 2 may remain moored and await a second DP tanker 4.
- a second DP tanker 4 may then transfer its cargo to the same conventional tanker 2.
- the class of each of the DP tankers 4 may be Suezmax, having a size of 120,000 - 200,000 DWT (tons deadweight) and the class of the conventional tanker 2 may be Very Large Crude Carrier (VLCC) having a size of 200,000 - 320,000 DWT
- VLCC Very Large Crude Carrier
- the first tanker may be a floating storage tanker.
- the floating storage tanker is moored to the buoy by the hawser, as described above.
- the second end of the first hose string is connected to the midships manifold of the floating storage tanker.
- the DP tanker pumps oil through the second hose string, through the fluid conduit of the buoy, and through the first hose string to the floating storage tanker.
- the oil (or other hydrocarbon) may then be stored for a period of time on the floating storage tanker for future transfer to an export tanker.
- an export tanker may be moored to the floating storage tanker at the same time as the DP tanker is connected to the buoy by the second hose string.
- a third hose string is connected between the floating storage tanker and the export tanker.
- the DP tanker preferably pumps oil through the second hose string, through the fluid conduit of the buoy, through the first hose string, through pipelines of the floating storage tanker, and directly onto the export tanker via the third hose string.
- the transfer of hydrocarbon liquid may be from the first tanker 2 to the second tanker 4.
- the transfer of hydrocarbon liquid may be from the conventional tanker 2 to the DP tanker 4, rather than from the DP tanker 4 to the conventional tanker 2.
- the system of the present invention is more flexible than the provision of ports in fixed locations, and may be used in numerous locations around the world. Furthermore, the use of a single-point mooring buoy for the transfer of hydrocarbon liquids may be safer than bringing a tanker into a port.
- the present invention offers benefits and risk reduction by keeping oil tankers in deep water away from environmentally sensitive areas and therefore provides a safer, more reliable and more flexible system and method that allows oil, or other hydrocarbon liquid, to be transferred between a DP tanker and a conventional tanker and that may be utilised to minimise the period of time for which a DP tanker is away from an offshore production facility, such as an FPSO.
Description
- The present invention relates to a system and a method of transferring hydrocarbon liquids between ships. In particular, the present invention relates to a system and a method of transferring oil between tankers using a single-point mooring buoy.
- The offshore oil and gas industry often uses floating production storage and offloading (FPSO) units to produce and store hydrocarbons. The FPSO may, for example, receive hydrocarbons from a subsea platform, process them and store the resulting oil. The FPSO unit will then typically transfer the oil to a tanker that transports the oil ashore or to a transhipment point for export.
- The following process describes use of a dynamic positioning (DP) tanker to offload the oil. A DP tanker is used to receive the oil from the FPSO unit. Typically this will be a Large Range tanker or Suezmax tanker that has a size of 120,000-200,000 DWT (tons deadweight). A DP tanker is equipped with systems that enable the tanker to automatically maintain its position and heading using its own propellers and thrusters. These DP tankers are, therefore, specialist vessels and are significantly more expensive than conventional oil tankers to build, charter and operate.
- Once the DP tanker is loaded with oil, the DP tanker may then move to a location where the oil can be transferred to a conventional (non-DP) tanker using ship-to-ship transfer methods. The conventional tanker may be another Suezmax tanker or a VLCC (very large crude carrier). In these operations, the two tankers are secured alongside each other and continue to remain alongside during the transfer. By transferring the oil to a conventional tanker the more expensive DP tanker is freed to be able to return to the FPSO.
- Such ship-to-ship transfers are, however, not possible in adverse weather conditions, such as when swells of greater than 3m are experienced for example. As adverse conditions such as these are frequently encountered in the seas and oceans near oil production facilities and in which tanker-to-tanker oil transfer is desired, it is frequently not possible to use this method, or the delay due to the adverse weather causes disruption to the export schedule.
- In some cases it is, therefore, necessary for the DP tanker to transport the oil significant distances to a suitable harbour or location at which the oil can be offloaded or transferred. This means that the DP tanker is in use for a significant period of time transporting the oil to the harbour and returning to the FPSO unit. The time taken can be around 14 days at a cost of around USD $50,000 per day and about USD $800,000 of fuel in total. Furthermore, additional DP tanker vessels are required to service the FPSO during this time period. These DP tankers may cost around USD $120M each.
- A solution that is being considered, to reduce the time that the DP tanker is away from the FPSO, is the provision of suitable ports or terminals in the desired locations closer to the FPSO or other production facility. The build cost of these is, however, in the region of USD $2 billion each.
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WO 2006/036325 discloses a combined riser, offloading and mooring system for the offloading of hydrocarbons from a floating production vessel onto a tanker.WO 99/62762 US 5803779 discloses a dynamically positioned loading buoy for transferring liquid from an offshore structure to a tanker.WO 2011/098527 discloses a system and method of transferring liquefied natural gas in a bow to stern configuration between two floating units. - There is, therefore, a need for a more reliable and most cost effective system that allows oil, or other hydrocarbon liquids, to be offloaded from an FPSO or other offshore hydrocarbon production facility and that minimises the period of time for which a DP tanker is away from the production facility.
- The present invention provides, in a first aspect, a method for ship-to-ship transfer of hydrocarbon liquids comprising:
- mooring a first tanker to a single-point mooring buoy, the buoy having a first port and a second port and a fluid conduit connecting the first and second ports, and the first tanker being a conventional tanker which does not include a dynamic positioning system for maintaining position at the buoy;
- connecting a first hose string between the first port of the buoy and the first tanker;
- positioning a second tanker near the buoy, the second tanker having a dynamic positioning system for holding position near the buoy;
- connecting a second hose string between the second port of the buoy and the second tanker; and
- pumping a hydrocarbon liquid between the first and second tankers, via the first hose, the fluid conduit of the buoy, and the second hose,
wherein the single-point mooring buoy (10) is located between 8 km and 1000 km (5 miles and 700 miles) away from an FPSO unit. - In a second aspect the present invention provides a system for ship-to-ship transfer of hydrocarbon liquids comprising:
- a single-point mooring buoy, the buoy having a first port and a second port and a fluid conduit connecting the first and second ports, and the single-point mooring buoy being located between 8 km and 1000 km (5 miles and 700 miles) away from an FPSO unit;
- a first tanker moored to the buoy, the first tanker being a conventional tanker which does not include a dynamic positioning system to maintain position at the buoy;
- a first hose string connected between the first tanker and the first port of the buoy;
- a second tanker having a dynamic positioning system, wherein the second tanker can hold position near the buoy; and
- a second hose string connected between the second tanker and the second port of the buoy,
wherein the first hose string, the fluid conduit and the second hose string are configured to allow hydrocarbon liquid to be pumped between the first and second tankers. - The system and method of the invention enables ship-to-ship transfer of hydrocarbon liquids in conditions in which a direct connection between two tankers may not be possible. The hydrocarbon liquid will typically be oil, but may be another hydrocarbon or a product derived from hydrocarbon processing. The hydrocarbon liquid may be a petrochemical product.
- In some embodiments the hydrocarbon liquid is pumped from the first tanker to the second tanker. In these embodiments the hydrocarbon liquid is pumped from the first tanker, through the first hose string, through the fluid conduit, through the second hose string and to the second tanker. In other embodiments the hydrocarbon liquid is pumped from the second tanker to the first tanker. In these embodiments the hydrocarbon liquid is pumped from the second tanker, through the second hose string, through the fluid conduit, through the first hose string and to the first tanker.
- Preferably the first hose string is a floating hose string and the second hose string is a floating hose string. Ideally when not in use the hose strings are preferably tied back to the buoy in a bight. The first and second hose strings may be tied back to the buoy in a bight during manoeuvring of the tankers and then untied once the tankers have departed. In preferred embodiments one or both of the first hose string and the second hose string includes a marine breakaway coupling. The first hose string is preferably connected to an emergency disconnect coupling provided on the first tanker. The second hose string is preferably connected to an emergency disconnect coupling provided on the second tanker.
- The first tanker is preferably moored to the buoy by a hawser. The second tanker is positioned a safe distance from the first tanker and the buoy, and maintains position using its dynamic positioning system. The second tanker is preferably positioned between 50m and 600m away from the first tanker.
- The first hose string is preferably connected to the midships manifold of the first tanker. In some embodiments the second hose string is connected to the second tanker at the bow of the second tanker. In other embodiments the second hose string is connected to the midships manifold of the second tanker.
- After hydrocarbon product has been pumped between the first and second tankers, the method preferably includes flushing the second hose string with sea water. The method may include flushing the first hose string with sea water.
- After transfer of hydrocarbon liquid between the tankers the method comprises disconnecting the second hose string from the second tanker and tying the second hose string back to the buoy in a bight. The method preferably further comprises disconnecting the first hose string from the first tanker and tying the first hose string back to the buoy in a bight.
- The system for ship-to-ship transfer of hydrocarbon liquids preferably further comprises a first support craft equipped to handle the first hose string for connection to and disconnection from the first tanker. The system may additionally comprise a second support craft equipped to handle the second hose string for connection to and disconnection from the second tanker.
- Preferably the buoy comprises a surge protection system including a surge tank connected to the fluid conduit. A pressure relief valve between the fluid conduit and the surge tank permits hydrocarbon liquid to enter the surge tank from the fluid conduit when the pressure in the fluid conduit exceeds a predetermined level. A telemetry based monitoring system determines the level in the surge tank and includes an alarm function.
- In preferred embodiments the buoy comprises a telemetry system arranged to transmit data to and receive data from at least one of the first and second tankers.
- The invention will now be further described by way of example only and with reference to the accompanying drawings, in which:
-
Figure 1 is a block diagram illustrating a system for ship-to-ship transfer of hydrocarbon products according to the present invention; -
Figure 2 illustrates a system for ship-to-ship transfer of hydrocarbon products via a single point mooring buoy according to an embodiment of the present invention; -
Figure 3 illustrates a system for ship-to-ship transfer of hydrocarbon products via a single point mooring buoy according to another embodiment of the present invention; -
Figure 4 illustrates a system for ship-to-ship transfer of hydrocarbon products via a single point mooring buoy according to a further embodiment of the present invention; -
Figure 5 shows an end view and a side view of a midships connection of a hose to a tanker forming part of a system for ship-to-ship transfer of hydrocarbon products according to an embodiment of the present invention; -
Figure 6 is a further view of the midships connection ofFigure 5 showing an end of the hose connected to a midships manifold of the tanker; -
Figure 7 shows a side view of a bow connection of a hose to a tanker forming part of a system for ship-to-ship transfer of hydrocarbon products according to an embodiment of the present invention; and -
Figure 8 is a further view of the bow connection ofFigure 7 showing a bow loading system and an end of the hose connected to the tanker via a bow slot. - The present invention provides a method of transferring hydrocarbon liquids between two tankers using a single-point mooring (SPM) buoy. The method will typically be used to transfer crude oil, but may be used to transfer other hydrocarbon liquids including refined hydrocarbon products, liquefied natural gas and liquefied petroleum gas. Accordingly, it will be understood that in the following description, references to oil and crude oil may be more generally considered to be references to any hydrocarbon liquid.
- It is envisaged that this system will be used to transfer oil from a tanker equipped with a dynamic positioning system (DP tanker) to a conventional tanker, which does not include a dynamic positioning system. This releases the DP tanker to return to an offshore oil production or processing facility, while the conventional tanker can travel longer distances to a local onshore processing plant or onwards to another destination. This is advantageous as DP tankers are significantly more expensive than conventional tankers, both in terms of build cost and daily running costs.
- This system has particular advantages in offshore locations which frequently experience adverse weather conditions, and where there is a reliance on tankers equipped with dynamic positioning to safely transfer oil for export, or transportation away from the offshore location or oil field.
- The following description describes an embodiment of the invention in which a DP tanker is transferring hydrocarbon liquid to a convention tanker via a single-point mooring buoy.
- The single-
point mooring buoy 10 is located in the vicinity of a floating production storage and offloading (FPSO) unit or other offshore oil production facility, such as an oil well or oil platform. Preferably thebuoy 10 is located less than one day DP vessel transit time from the FPSO unit or other facility. The buoy may, for example, be located between 8 km and 1000 km (5 miles and 700 miles) away from the FPSO unit or other facility. More preferably the buoy is located about 80 km (50 miles) away from the FPSO unit or other facility. - The
SPM buoy 10 comprises amain body 12 and a plurality of anchor chains ormooring chains 13 that anchor thebuoy 10 to the seabed. In the system of the present invention theSPM buoy 10 is not connected to a pipeline end manifold or subsea piping, and therefore does not include a flexible riser. TheSPM buoy 10 is configured to enable direct ship-to-ship transfer of goods and comprises afluid conduit 14 terminating at a first end at a first hose connector orfirst port 16 and at a second end at a second hose connector orsecond port 18. Thefluid conduit 14, therefore, directly connects thefirst port 16 and thesecond port 18. - In the illustrated embodiment the
SPM buoy 10 further comprises a surge protection system including an accumulator vessel orsurge tank 20. Apipe 22 extends from thefluid conduit 14 to thesurge tank 20. Apressure relief valve 24 is disposed in thepipe 22 and is configured to perm it fluid flow along thepipe 22 when the pressure in thefluid conduit 14 exceeds a pre-set value. If the pressure in thefluid conduit 14 rises above the pre-set value due to, for example, a valve on one of the tankers closing suddenly, thepressure relief valve 24 will open and permit oil to flow from thefluid conduit 14 into thesurge tank 20. TheSPM buoy 10 may include a pump arranged to pump hydrocarbon liquid from thesurge tank 20. This allows thesurge tank 20 to be emptied and the hydrocarbon liquid to be transferred to atanker - The
SPM buoy 10 further comprises a telemetry system configured to gather information and transmit data to and from thetankers tankers buoy 10 and will use the data, in particular, to assist during mooring. The data will be used by theDP tanker 4 to hold position relative to thebuoy 10 and the other tanker, as described further below. TheDP tanker 4 will, therefore, be equipped with the necessary software to receive and process the telemetry data from thebuoy 10, as well as from the other tanker. Furthermore, during ship-to-ship transfer of hydrocarbon liquid, the data will include pressure, flow rates and other data related to the transfer of the liquid. The telemetry system may be configured to provide an emergency shutdown system. The emergency shutdown system may be configured to trigger emergency disconnect couplings on the tankers and to monitor conditions, such as for surge protection. - The SPM buoy telemetry system may include means to detect if there is an oil spill around the buoy. Such a system may, for example, be a system developed by the modification of advanced instrument technology such as from https://www.nortekgroup.com
- A first hose or
hose string 26 is connected at afirst end 28 to the first hose connector (first port) 16 of thebuoy 10. A second hose orhose string 30 is connected at afirst end 32 to the second hose connector (second port) 18 of thebuoy 10. Each of the first and second hose strings 26, 30 is preferably between 200m and 400m in length, and more preferably about 300m in length. Thesecond hose string 30 may be longer than thefirst hose string 26. In the illustrated embodiment each of the hose strings 26, 30 comprises a floating hose. Each of the hose strings 26, 30 also includes a marine breakaway coupling (MBC) 34. TheMBC 34 is configured to automatically shut off flow along thehose string hose string - Each of the
tankers respective tanker second end hose string ERC 36 is designed, in an emergency situation, or when triggered by the telemetry system of theSPM buoy 10, to shut off flow through thecoupling 36 and separate. TheERC 36 therefore causes thehose string tanker ERC 36 blocks flow such that when thecoupling 36 separates both parts of thecoupling 36 are blocked or shut off such that there is no or minimal loss of oil from thehose string - When not in use, each of the hose strings 26, 30 is tied back to the
buoy 10 in a bight. The hose strings 26, 30 therefore remain floating on the surface of the sea around thebuoy 10. - A
mooring hawser 42 is connected to theSPM buoy 10 at its first end. Thehawser 42 will typically be about 60m in length. A further pickup line or rope is preferably attached to thehawser 42. The pickup line is preferably about 200m in length. - Two support craft or support vessels, such as tugboats, (not shown) are available to assist in connecting the
hawser 42 and the hose strings 26, 30 to thetankers tankers - In a first stage of the method of ship-to-ship transfer of hydrocarbon liquids a first,
conventional tanker 2 approaches theSPM buoy 10. A first one of the support craft extends themooring hawser 42. Thefirst tanker 2 is moored to thebuoy 10 by thehawser 42. - The
first hose string 26 is then extended and presented to thetanker 2 by the support craft. Thesecond end 38 of thefirst hose string 26 is connected to thefirst tanker 2 at itsmidships manifold 44. The first support craft remains near thefirst tanker 2, to assist in manoeuvring thefirst tanker 2 if necessary. - As the
first tanker 2 is connected to theSPM buoy 10 by thehawser 42 it will be appreciated that thefirst tanker 2 is free to weathervane around thebuoy 10. - A
DP tanker 4 then approaches theSPM buoy 10 and maintains position at a pre-set location relative to theSPM buoy 10 and thefirst tanker 2. TheDP tanker 4 is preferably positioned between 50m and 600m from both thefirst tanker 2 and theSPM buoy 10. In some situations theDP tanker 4 will maintain position off the starboard quarter of thefirst tanker 2. Telemetry received by theDP tanker 4 from theSPM buoy 10 and/or the first tanker will assist in maintaining the correct position, even when thefirst tanker 2 is weather-vaning. - The
second hose string 30 is then extended and presented to theDP tanker 4 by the second support craft. Thesecond end 40 of thesecond hose string 30 is connected to theDP tanker 4 either at itsmidships manifold 46 or through itsbow slot 48. Typically the bow slot of a tanker is configured for loading; however, the bow slot of the DP tanker may be configured or adapted to permit discharge of oil from the DP tanker at required flow rates. -
Figure 2 illustrates an arrangement in which thesecond hose string 30 is connected to themidships manifold 46 of theDP tanker 4.Figures 3 and4 illustrate arrangements in which thesecond hose string 30 is connected through thebow slot 48 of theDP tanker 4. - Once both hose strings 26, 30 are connected, the
DP tanker 4 pumps oil through thesecond hose string 30, through thefluid conduit 14 of thebuoy 10, and through thefirst hose string 26 to thefirst tanker 2. - Upon completion of the transfer of oil, the
DP tanker 4 preferably flushes thesecond hose string 30 with sea water before thesecond hose string 30 is disconnected from theDP tanker 4. More preferably theDP tanker 4 flushes thesecond hose string 30, thefluid conduit 14 and thefirst hose string 26 with sea water. This means that the hose strings 26, 30 are not left full of oil when they are disconnected from thetankers buoy 10, for example if one or both of the hose strings 26, 30 is damaged due to a contact. - The
second hose string 30 is disconnected from theDP tanker 4 and is tied back to theSPM buoy 10 in a bight. TheDP tanker 4 is then free to depart and return to the oil field or FPSO for re-loading. - The
first hose string 26 is disconnected from thefirst tanker 2 and is tied back to thebuoy 10 in a bight. Thehawser 42 is disconnected from thetanker 2 and thetanker 2 is then free to depart. Thefirst tanker 2 may transport the oil to a local refinery or to another destination. - In preferred embodiments the hose strings 26, 30 are tied back to the
buoy 10 in a bight during manoeuvring of thetankers tankers buoy 10 so that the hose strings 26, 30 extend from thebuoy 10. The hose strings 26, 30 may therefore weathervane around thebuoy 10. - In the above scenario, the
first tanker 2 and theDP tanker 4 were of similar size or capacity such that asingle DP tanker 4 transferred its cargo to theconventional tanker 2, which then departed. In these scenarios, the class of both theDP tanker 4 and theconventional tanker 2 may be Suezmax, having a size of 120,000 - 200,000 DWT (tons deadweight). - In other scenarios the
conventional tanker 2 may be significantly larger than theDP tanker 4. In these scenarios afirst DP tanker 4 may transfer its cargo to theconventional tanker 2 that is moored to theSPM buoy 10. After thefirst DP tanker 4 has departed theconventional tanker 2 may remain moored and await asecond DP tanker 4. Asecond DP tanker 4 may then transfer its cargo to the sameconventional tanker 2. In these scenarios the class of each of theDP tankers 4 may be Suezmax, having a size of 120,000 - 200,000 DWT (tons deadweight) and the class of theconventional tanker 2 may be Very Large Crude Carrier (VLCC) having a size of 200,000 - 320,000 DWT - In further embodiments the first tanker may be a floating storage tanker. In these embodiments the floating storage tanker is moored to the buoy by the hawser, as described above. The second end of the first hose string is connected to the midships manifold of the floating storage tanker.
- In use, the DP tanker pumps oil through the second hose string, through the fluid conduit of the buoy, and through the first hose string to the floating storage tanker. In some circumstances the oil (or other hydrocarbon) may then be stored for a period of time on the floating storage tanker for future transfer to an export tanker. In other circumstances, an export tanker may be moored to the floating storage tanker at the same time as the DP tanker is connected to the buoy by the second hose string. In these embodiments a third hose string is connected between the floating storage tanker and the export tanker. In use, the DP tanker preferably pumps oil through the second hose string, through the fluid conduit of the buoy, through the first hose string, through pipelines of the floating storage tanker, and directly onto the export tanker via the third hose string.
- Although in the embodiment described above oil was transferred from the
DP tanker 4 to theconventional tanker 2, in other embodiments the transfer of hydrocarbon liquid may be from thefirst tanker 2 to thesecond tanker 4. In particular the transfer of hydrocarbon liquid may be from theconventional tanker 2 to theDP tanker 4, rather than from theDP tanker 4 to theconventional tanker 2. - It will be appreciated that the system of the present invention is more flexible than the provision of ports in fixed locations, and may be used in numerous locations around the world. Furthermore, the use of a single-point mooring buoy for the transfer of hydrocarbon liquids may be safer than bringing a tanker into a port.
- The present invention offers benefits and risk reduction by keeping oil tankers in deep water away from environmentally sensitive areas and therefore provides a safer, more reliable and more flexible system and method that allows oil, or other hydrocarbon liquid, to be transferred between a DP tanker and a conventional tanker and that may be utilised to minimise the period of time for which a DP tanker is away from an offshore production facility, such as an FPSO.
- Other modifications and variations not explicitly disclosed above may also be contemplated without departing from the scope of the invention as defined in the appended claims.
Claims (24)
- A method for ship-to-ship transfer of hydrocarbon liquids comprising:- mooring a first tanker (2) to a single-point mooring buoy (10), the buoy having a first port (16) and a second port (18) and a fluid conduit (14) connecting the first and second ports, and the first tanker being a conventional tanker which does not include a dynamic positioning system for maintaining position at the buoy;- connecting a first hose string (26) between the first port (16) of the buoy (10) and the first tanker (2);- positioning a second tanker (4) near the buoy (10), the second tanker having a dynamic positioning system for holding position near the buoy;- connecting a second hose string (30) between the second port (18) of the buoy (10) and the second tanker (4); and- pumping a hydrocarbon liquid between the first and second tankers (2, 4), via the first hose (26), the fluid conduit (14) of the buoy, and the second hose (30), wherein the single-point mooring buoy (10) is located between 8 km and 1000 km (5 miles and 700 miles) away from an FPSO unit.
- A method as claimed in Claim 1, in which the first hose string (26) is a floating hose string and the second hose string (30) is a floating hose string.
- A method as claimed in Claim 1 or Claim 2, in which the first tanker (2) is moored to the buoy (10) by a hawser (42).
- A method as claimed in any preceding claim, in which one or both of the first hose string (26) and the second hose string (30) includes a marine breakaway coupling (34).
- A method as claimed in any preceding claim, in which the first hose string (26) is connected to an emergency disconnect coupling (36) provided on the first tanker (2).
- A method as claimed in any preceding claim, in which the second hose string (30) is connected to an emergency disconnect coupling (36) provided on the second tanker (4).
- A method as claimed in any preceding claim, in which the second hose string (30) is connected to the second tanker (4) at the bow of the second tanker.
- A method as claimed in any preceding claim, in which the second tanker (4) is positioned between 50m and 600m away from the first tanker (2).
- A method as claimed in any preceding claim, further comprising, after hydrocarbon liquid has been pumped between the first and second tankers (2, 4), flushing the second hose string (30) with sea water.
- A method as claimed in any preceding claim, further comprising, after hydrocarbon liquid has been pumped between the first and second tankers (2, 4), flushing the first hose string (26) with sea water.
- A method as claimed in any preceding claim, further comprising disconnecting the second hose string (30) from the second tanker (4) and tying the second hose string (30) back to the buoy (10) in a bight.
- A method as claimed in any preceding claim, further comprising disconnecting the first hose string (26) from the first tanker (2) and tying the second hose string (30) back to the buoy (10) in a bight.
- A system for ship-to-ship transfer of hydrocarbon liquids comprising:- a single-point mooring buoy (10), the buoy having a first port (16) and a second port (18) and a fluid conduit (14) connecting the first and second ports, and the single-point mooring buoy being located between 8 km and 1000 km (5 miles and 700 miles) away from an FPSO unit;- a first tanker (2) moored to the buoy (10), the first tanker (2) being a conventional tanker which does not include a dynamic positioning system to maintain position at the buoy;- a first hose string (26) connected between the first tanker (2) and the first port (16) of the buoy (10);- a second tanker (4) having a dynamic positioning system, wherein the second tanker (4) can hold position near the buoy; and- a second hose string (30) connected between the second tanker (4) and the second port (18) of the buoy (10),
wherein the first hose string (26), the fluid conduit (14) and the second hose string (30) are configured to allow hydrocarbon liquid to be pumped between the first and second tankers (2, 4). - A system as claimed in Claim 13, in which the first hose string (26) is a floating hose string and the second hose string (30) is a floating hose string.
- A system as claimed in Claim 13 or Claim 14, in which the first tanker is moored to the buoy by a hawser.
- A system as claimed in any one of Claims 13 to 15, in which one or both of the first hose string (26) and the second hose string (30) includes a marine breakaway coupling (34).
- A system as claimed in any one of Claims 13 to 16, in which the first hose string (26) is connected to an emergency disconnect coupling (36) provided on the first tanker (2).
- A system as claimed in any one of Claims 13 to 17, in which the second hose string (30) is connected to an emergency disconnect coupling (36) provided on the second tanker (4).
- A system as claimed in any one of Claims 13 to 18, in which the second hose string (30) is connected to the second tanker (4) at the bow of the second tanker.
- A system as claimed in any one of Claims 13 to 19, in which the second tanker (4) is positioned between 50m and 600m from the first tanker (2).
- A system as claimed in any one of Claims 13 to 20, further comprising a first support craft equipped to handle the first hose string (26) for connection to and disconnection from the first tanker (2).
- A system as claimed in Claim 21, further comprising a second support craft equipped to handle the second hose string (30) for connection to and disconnection from the second tanker (4).
- A system as claimed in any one of Claims 13 to 22, in which the buoy (10) comprises a surge tank (20) connected to the fluid conduit (14).
- A system as claimed in any one of Claims 13 to 23, in which the buoy (10) comprises a telemetry system arranged to transmit data to and receive data from at least one of the first and second tankers (2, 4).
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
GB201820998A GB2570403B (en) | 2018-12-21 | 2018-12-21 | Ship-to-ship transfer of hydrocarbon liquids |
PCT/GB2019/053684 WO2020128530A1 (en) | 2018-12-21 | 2019-12-23 | Ship-to-ship transfer of hydrocarbon liquids |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3898401A1 EP3898401A1 (en) | 2021-10-27 |
EP3898401B1 true EP3898401B1 (en) | 2022-09-28 |
Family
ID=65364417
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP19842608.2A Active EP3898401B1 (en) | 2018-12-21 | 2019-12-23 | Ship-to-ship transfer of hydrocarbon liquids |
Country Status (6)
Country | Link |
---|---|
EP (1) | EP3898401B1 (en) |
BR (1) | BR112021002731B1 (en) |
CA (1) | CA3124398A1 (en) |
GB (1) | GB2570403B (en) |
UY (1) | UY38509A (en) |
WO (1) | WO2020128530A1 (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CA3167055A1 (en) * | 2020-02-07 | 2021-08-12 | Killian Hure | Mooring buoy comprising a data transfer system |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5803779A (en) * | 1997-02-26 | 1998-09-08 | Deep Oil Technology, Incorporated | Dynamically positioned loading buoy |
ID27827A (en) * | 1998-05-29 | 2001-04-26 | Single Buoy Moorings | PIPE TRANSFER SYSTEM |
GB0124610D0 (en) * | 2001-10-12 | 2001-12-05 | Alpha Thames Ltd | Early hydrocarbon extraction system |
US6763862B2 (en) * | 2001-11-06 | 2004-07-20 | Fmc Technologies, Inc. | Submerged flowline termination at a single point mooring buoy |
GB2396138B (en) * | 2002-12-12 | 2004-10-27 | Bluewater Terminal Systems Nv | Off-shore mooring and fluid transfer system |
AU2005290196A1 (en) * | 2004-09-28 | 2006-04-06 | Exxonmobil Upstream Research Company | Combined riser, offloading and mooring system |
RU2570854C2 (en) * | 2010-02-10 | 2015-12-10 | Сингл Бой Мурингс Инк. | Loading pump station with double-deck for cryogenic fluid |
AU2014224154B8 (en) * | 2014-07-09 | 2015-07-02 | Woodside Energy Technologies Pty Ltd | System and method for heading control of a floating lng vessel using a set of real-time monitored cargo containment system strain data |
-
2018
- 2018-12-21 GB GB201820998A patent/GB2570403B/en active Active
-
2019
- 2019-12-17 UY UY0001038509A patent/UY38509A/en unknown
- 2019-12-23 EP EP19842608.2A patent/EP3898401B1/en active Active
- 2019-12-23 CA CA3124398A patent/CA3124398A1/en active Pending
- 2019-12-23 BR BR112021002731-9A patent/BR112021002731B1/en active IP Right Grant
- 2019-12-23 WO PCT/GB2019/053684 patent/WO2020128530A1/en active Search and Examination
Also Published As
Publication number | Publication date |
---|---|
EP3898401A1 (en) | 2021-10-27 |
GB2570403A (en) | 2019-07-24 |
BR112021002731A2 (en) | 2021-04-13 |
GB201820998D0 (en) | 2019-02-06 |
CA3124398A1 (en) | 2020-06-25 |
GB2570403B (en) | 2019-12-25 |
WO2020128530A1 (en) | 2020-06-25 |
BR112021002731B1 (en) | 2022-03-15 |
UY38509A (en) | 2020-07-31 |
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