WO2014152373A1 - Système et procédé permettant de transférer du gaz naturel pour permettre son utilisation comme combustible - Google Patents

Système et procédé permettant de transférer du gaz naturel pour permettre son utilisation comme combustible Download PDF

Info

Publication number
WO2014152373A1
WO2014152373A1 PCT/US2014/027267 US2014027267W WO2014152373A1 WO 2014152373 A1 WO2014152373 A1 WO 2014152373A1 US 2014027267 W US2014027267 W US 2014027267W WO 2014152373 A1 WO2014152373 A1 WO 2014152373A1
Authority
WO
WIPO (PCT)
Prior art keywords
natural gas
vehicle
gas
lng
barge
Prior art date
Application number
PCT/US2014/027267
Other languages
English (en)
Inventor
Gary W. Van Tassel
Original Assignee
Argent Marine Management, Inc.
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from US13/840,732 external-priority patent/US9546759B2/en
Application filed by Argent Marine Management, Inc. filed Critical Argent Marine Management, Inc.
Publication of WO2014152373A1 publication Critical patent/WO2014152373A1/fr

Links

Classifications

    • 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
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
    • B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
    • B63B25/12—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed
    • B63B25/16—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed heat-insulated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63J—AUXILIARIES ON VESSELS
    • B63J99/00—Subject matter not provided for in other groups of this subclass
    • B63J2099/001—Burning of transported goods, e.g. fuel, boil-off or refuse
    • B63J2099/003—Burning of transported goods, e.g. fuel, boil-off or refuse of cargo oil or fuel, or of boil-off gases, e.g. for propulsive purposes
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system

Definitions

  • the present invention generally relates to the transportation of a cryogenic liquid such as LNG. More particularly, the present invention relates to a system and a method by which a gas provided by the evaporation of a portion of the cryogenic liquid is transferred, in a sound operating manner and in compliance with all governing international regulations, from the storage tank(s) of a land or marine vehicle for the purpose of being u sed as fuel by the gas-burning engines of the another land or marine vehicle.
  • Natural gas when cooled to approximately -260 °F, changes phase from a gas to a liquid, thus "Liquefied Natural Gas” or “LNG.”
  • LNG Low Density Natural Gas
  • the volume required to hold a specific quantity of natural gas is reduced by approximately 600 times, thus making it possible to transport significant, and economic quantities of natural gas over great distances from source to market.
  • LNG is a boiling cryogen that is usually stored at atmospheric temperature and pressure equilibrium conditions. Unlike other gaseous fuels such as propane and butane, which can be stored as a liquid at atmospheric temperatures by allowing the liquid and the gas in the tank to reach a stable equilibrium vapor pressure for any given atmospheric temperature, LNG (the principal component of which is methane) cannot be maintained as a liquid under pressure at atmospheric temperatures due to its low critical point pressure (673+ psia for methane), critical point temperature (-1 15.8 °F for methane), and very high vapor pressures. Accordingly, LNG is stored and is transported in heavily insulated tanks.
  • critical point pressure (673+ psia for methane
  • critical point temperature -1 15.8 °F for methane
  • very high vapor pressures Accordingly, LNG is stored and is transported in heavily insulated tanks.
  • the resulting boil off is either: (1 ) vented to the atmosphere (which venting is limited, by regulation, as an emergency/extraordinary procedure because natural gas is flammable and is a significant greenhouse gas); (2) heated, pressurized, and sent to a gas distribution system (in the case of land-based LNG tanks); (3) re-liquefied and returned to the tank as LNG; (4) flared as waste gas; (5) burned in propulsion machinery as fuel (in the case of liquefied natural gas carriers, or "LNGCs"); or (6) contained in the LNG tank for a finite period of time by allowing the vapor space of the tank to increase in pressure as the LNG continues to boil.
  • This latter option can only be sustained for a relatively short period of time, typically limited to days (generally less than a month).
  • LNG has been utilized to effect the transportation of natural gas from sources in remote regions of the world to end users in population centers where demand for energy, particularly natural gas, is continually increasing. LNG has also been utilized for the purpose of efficiently storing natural gas during periods of low natural gas demand for later use during periods of high natural gas demand, i.e., so called "peak shaving" operations.
  • LNG is increasingly being utilized as a feedstock for generating and industrial facilities and as a transportation fuel for both land and marine vehicles.
  • Natural gas is an attractive transportation fuel from the perspectives of long term availability, reduced emissions, and cost advantage over traditional distillate fuels.
  • the size of the space needed to house the required quantity of LNG is substantially greater than the size of the space needed to house the required quantity of a light distillate fuel, such as diesel fuel.
  • a significant problem w ith this approach is that the LNG itself will rise in temperature to reach the equilibrium temperature that corresponds to the pressure of the LNG tank. Specifically, as the LNG tank pressure rises, the LNG temperature will also rise. If this warm LNG is then pumped into an LNG storage tank that is at a lower/normal pressure (i.e., a pressure that is slightly above atmospheric pressure, e.g., approximately + 100 millibars), the warm LNG will rapidly vaporize and will release large volumes of cold natural gas as the LNG is cooled by evaporative processes until the LNG again reaches an equilibrium temperature that corresponds to the new tank pressur e.
  • a lower/normal pressure i.e., a pressure that is slightly above atmospheric pressure, e.g., approximately + 100 millibars
  • Self-propelled LNGCs use the boil off as propulsion fuel in the ship's engines and are, therefore, able to maintain proper LNG tank pressure and LNG temperature. In the case of a barge, however, this approach is not an option because a barge does not have propulsion engines.
  • U.S. Patent No. 7,047,899 to Lauriiehto et al. teaches the concept of using electric generator sets that are fitted to a barge and use natural gas as fuel, thereby allowing cargo tank boil off to be consumed in the engines, thereby allowing for control of the pressure of the cargo tanks. Electrical propulsion power for a tugboat is transferred to the tugboat from the barge by electrical cables.
  • U.S. Patent Application Publication No. 2006/0053806 to Van Tassel also teaches several approaches for effectively managing LNG cargo tank boil off and, therefore, LNG cargo tank pressure.
  • FIG. 5 of U.S. Patent No. 2,795,937 to Sattler et al. discloses the transfer of the boil off gas from cargo tanks on a barge to a tugboat that tows (in this case, pulls) the barge.
  • Sattler discloses that the boil off gas is to be transferred from the barge to the tugboat through a flexible conduit or pipe.
  • the boil off gas is then to be used as fuel in the tugboat's propulsion power plant, in this case a steam boiler, in much the same manner as in a self-propelled ship (e.g., a LNGC).
  • a self-propelled ship e.g., a LNGC
  • a flexible gas transfer assembly is connected using connectors that incorporate self-closing valves in both halves of the connectors, so that natural gas fuel is contained within the gas transfer assembly when the assembly is disconnected, thereby eliminating the need to purge the gas transfer assembly with inert gas prior to disconnecting it. Additionally, little to no natural gas fuel is released to the atmosphere due to the self-sealing nature of the connectors.
  • an emergency breakaway connector separates the gas transfer assembly from either a tugboat or a barge, depending on the particular configuration, should the gas transfer assembly be subject to an excess axial load.
  • the emergency breakaway connector is designed to separate at a specific load.
  • the gas transfer assembly includes a flexible inner transfer hose and a flexible outer jacket that envelops the inner transfer hose.
  • the jacket space between the inner transfer hose and the outer jacket is purged and pressurized with a gas that will not support combustion, i.e., an inert gas.
  • the jacket space is maintained at a pressure that is above the maximum pressure of the natural gas fuel in the inner transfer hose. If the inner transfer hose develops a leak, the higher pressure inert gas in the jacket space will leak into the inner transfer hose that carries the natural gas fuel.
  • the gas transfer assembly can be replaced with a gas transfer pipe that includes a plurality of pipe segments that are interconnected using swivel joints to provide the gas transfer pipe with the required flexibility.
  • the pipe segments may be rigid, and the swivel joints may be sealed.
  • Another potential source of natural gas leakage is the connectors, both the normal quick connect/disconnect connectors and the emergency breakaway connectors, that are used to couple the gas transfer assembly to the tugboat and to the barge. Since natural gas is lighter than air at ambient temperature conditions, leakage of natural gas at the connectors can be detected by placing hoods or shields over the connectors and fitting the hoods or shields with gas detector sensors. Even minor leakages of natural gas that would be undetectable by other means will be detected by the gas detectors and will cause alarms and system shutdowns. The likelihood of a natural gas leak going undetected and creating a safety issue on the tugboat or the barge is, therefore, reduced to acceptable and manageable levels consistent with the guiding concepts and principles of the governing international regulations for these types of vessels.
  • a containment unit can be fitted closely around the connectors, and air that flows through vent openings in the containment unit directs any leakage of natural gas within the containment unit into a vented space between the inner and outer walls of a double- wall gas pipe which goes to the engine room of the tugboat, where a gas detector can detect the leakage and cause alarms and system shutdowns.
  • natur al gas at ambient temperatures can be transferred from a barge to a tugboat in an extremely safe manner.
  • the fuel barge with LNG tanks is also fitted with the necessary processing equipment to re-gasify the LNG and heat the resulting natural gas to ambient conditions.
  • Figure 1 is a profile view of an exemplary articulated tug/barge (“AT/B”) liquefied natural gas carrier (“LNGC”).
  • AT/B articulated tug/barge
  • LNGC liquefied natural gas carrier
  • Figure 2 is a plan view of the AT/B LNGC shown in Figure 1.
  • Figure 3 shows an embodiment in accordance with the present invention.
  • Figure 4 shows another embodiment in accordance with the present invention.
  • Figure 5 shows yet another embodiment in accordance with the present invention.
  • Figure 6 shows an embodiment in accordance with the present invention used in connection with an AT/B vessel in which the tug is pitched at zero degrees in relation to the level trim of the barge.
  • Figure 6A shows an embodiment in accordance with the present invention used in connection with an AT/B vessel in which the tug is pitched at an extreme aft pitch in relation to the level trim of the barge.
  • Figure 6B shows an embodiment in accordance with the present invention used in connection with an AT/B vessel in which the tug is pitched at an extreme forward pitch in relation to the level trim of the barge.
  • Figure 7 shows detail of the limits of motion of a natural gas flexible hose in accordance with the present invention.
  • Figure 8 shows an exemplary embodiment in accordance with the present inv ention in the context of an arrangement of an inland towboat and a natural gas fuel barge.
  • Figure 9 shows another exemplary embodiment in accordance with the present invention in the context of an arrangement of a railroad locomotive and a natural gas fuel tender car.
  • Figure 10 shows a fuel gas transfer pipe in accordance with the present invention.
  • Figure 1 1 shows detail of the limits of motion of a fuel gas transfer pipe in accordance with the present invention.
  • Vehicle any means in or by which something is carried or conveyed; a means of conveyance or transport.
  • vehicle includes but is not limited to marine vessels (e.g., ships, tugboats, towboats, barges, and articulated tug/barges ("AT/Bs”)) and land vehicles (e.g., railroad locomotives, railroad cars, and trucks).
  • marine vessels e.g., ships, tugboats, towboats, barges, and articulated tug/barges (“AT/Bs”)
  • land vehicles e.g., railroad locomotives, railroad cars, and trucks.
  • Self-propelled vessel a marine vessel that possesses permanently installed capability to propel itself at sea, i.e., a "ship.”
  • Non-self-propelled vessel a marine vessel that is without a permanently installed capability to propel itself at sea, i.e., a "barge.”
  • a "self-propelled" vessel that, for whatever reason, is not using its installed capability for propulsion is not, as defined herein, a
  • LNGC a self-propelled LNG carrier of ship form.
  • LNG Barge a non-self-propelled LNG carrier.
  • AT/B a vessel arranged in an articulated tug/barge configuration, wherein propulsion of a non-self-propelled barge is provided by a separate tugboat that is connected to the barge by a pinned connection(s) that restrict motion in all degrees of freedom except for pitch.
  • AT/B LNGC an LNG carrier arranged in an articulated tug barge (AT/B) configuration, wherein propulsion of the barge is provided by a separate tug that is connected to the barge by a pinned connection(s) that restrict motion in all degrees of freedom except for pitch.
  • AT/B articulated tug barge
  • Towboat an inland river vessel arranged for pushing barges on inland waterways and rivers.
  • an exemplary AT/B LNGC is formed by combining a barge portion 1 with a tugboat portion 2.
  • the barge 1 and tugboat 2 are coupled together with coupling pins 3 such that relative motion is restricted in all degrees of freedom except for pitch.
  • the barge 1 includes one or more LNG cargo tanks 4 for storing LNG cargo during transport.
  • the barge 1 has four LNG cargo tanks.
  • the number and size of the cargo tanks included in the barge 1 in no way limits the scope of the invention as defined in the appended claims.
  • Figure 3 illustrates an exemplary embodiment in which ambient temperature natural gas (i.e., the boil off from the LNG stored in the cargo tanks 4 of the barge 1) is transferred from a supply source 17 from the LNG fuel system on the barge 1 through a fuel gas transfer assembly 5 to the supply piping 18 for the natural gas fuel system of the tugboat 2, where the natural gas will be used as the vessel fuel for the natural gas fueled engines that power the tugboat 2.
  • ambient temperature natural gas i.e., the boil off from the LNG stored in the cargo tanks 4 of the barge 1
  • the natural gas will be used as the vessel fuel for the natural gas fueled engines that power the tugboat 2.
  • a fuel gas transfer assembly 5 includes a flexible gas transfer assembly that is suitable for handling ambient temperature natural gas (e.g., LNG boil off) at the required pressure and is suitable for the specific environment in which it is used (e.g., a marine environment).
  • the fuel gas transfer assembly 5 includes a flexible inner transfer hose 6 that is enveloped by a flexible outer jacket 7.
  • the inner transfer hose 6 is a stainless steel, corrugated hose (i.e., a Bellows hose).
  • the inner transfer hose 6 may be made of other materials, including regular steel, aluminum, or wire-reinforced rubber, and it should be understood that the material from which the flexible inner transfer hose 6 is made in no way limits the scope of the invention as defined in the appended claims.
  • the inner transfer hose 6 need not even be a hose, but can be any means of transferring the natural gas that is flexible and is compatible with the required LNG pressures and with the surrounding environment.
  • a jacket space 30 between the outer jacket 7 and the inner transfer hose 6 is filled with a gas that does not support combustion in the event that natural gas leaks into the jacket space 30 from the inner transfer hose 6.
  • the jacket space 30 is filled with an inert gas, preferably nitrogen.
  • the jacket space 30 can be filled with other gases that will not support combustion, including but not limited to carbon dioxide, argon, or helium.
  • the choice of the particular gas that fills the jacket space 30 in no way limits the scope of the invention as defined in the appended claims.
  • the inert gas that fills the jacket space 30 is held at a pressure that is higher than the maximum pressure of the natural gas that is within the inner transfer hose 6.
  • the inert gas is admitted to the jacket space 30 of the fuel gas transfer assembly 5 through a connection 9 located at one end of the fuel gas transfer assembly 5.
  • a purge connection 8 is provided at the other end of the fuel gas transfer assembly 5 and can be opened to allow the atmosphere within the jacket space 30 to be completely filled with inert gas.
  • the purge connection 9 is closed and the pressure within the jacket space 30 is maintained at a pressure that is above the pressure of the natural gas contained within the inner transfer hose 6.
  • the maximum pressure of the natural gas that is within the inner transfer hose 6 is typically 5 bars, and the jacket space 30 is held at a pressure of 6 bars.
  • the inert gas such as nitrogen
  • the inert gas is provided from an inert gas source 13 to the fuel gas transfer assembly 5 through a supply line 31 and the connection 9.
  • a pressure reducing valve 12 is provided in the supply line 31 to deliver the inert gas to the jacket space 30 at the desired pressure.
  • the pressure reducing valve 12 can optionally use a feedback loop 32 to monitor the pressure in the inner transfer hose 6 so as to maintain the desired pressure differential between the inner transfer hose 6 and the outer jacket 7 in the jacket space 30.
  • a flow restrictor 1 1 is fitted to limit the flow rate of the inert gas to the jacket space 30 to ensure that the pressure in the jacket space 30 drops should a leak develop.
  • a pressure switch 10 is fitted to monitor the pressure of the inert gas in the supply line 31. If this pressure drops below a predetermined limit, the pressure switch 10 closes, initiating a shutdown signal to terminate the flow of natur al gas as well as sounding an alarm to alert operating personnel.
  • the fuel gas transfer assembly 5 provides an increased level of safety by ensuring that a leak in the inner transfer hose 6 is captured within the outer jacket 7, while simultaneously providing for the shutdown of the transfer of the natural gas fuel from the barge to the tugboat and
  • the closing of the pressure switch 10 triggers both the generation of warning alarm signals and a shutdown signal that shuts down the supply of natural gas fuel by closing master gas valves.
  • the shutdown signal that is triggered by the closing of the pressure switch 10 ties into the emergency shutdown system of the barge 1 to close the master gas valves of barge 1.
  • the outer jacket 7 prevents any release of natural gas to the surrounding atmosphere. Similarly, a loss of pressure in the jacket space 30 could occur due to a failure of the outer jacket 7 or a loss of inert gas supply. In any case, a system shutdown will be triggered, ensuring the required level of safety.
  • a self-sealing emergency breakaway coupling 14 is fitted to allow the tugboat 2 to exit from the coupling notch of the barge 1 (see Figure 1 and 2) in an emergency situation.
  • the inner transfer hose 6 would be disconnected from the tugboat 2 by releasing a self-sealing quick connect/disconnect connector 15 from the self-sealing mating connection 16 on the tugboat 2.
  • the emergency breakaway coupling 14 is fitted with self-closing valves (not shown) on both halves of the coupling 14.
  • the coupling 14 is maintained in the normal connected condition by breakaway bolts (not shown) such that when abnormal loads are put on the fuel gas transfer assembly 5, such as would be experienced when the tugboat 2 pulls away from the barge 1 in an emergency without first releasing the fuel gas transfer assembly 5, the bolts break at a prescribed load, thereby allowing the halves of the coupling 14 to separate and the internal self-sealing valves of the coupling 14 to close. By closing, the self-sealing valves prevent any release of natural gas to the atmosphere.
  • breakaway bolts not shown
  • partial shields 19 are fitted over the quick connect'disconnect assembly 15 and the mating connection 16 on the tugboat 2, and over the emergency breakaway coupling 14 on the barge I .
  • each partial shield 19 can be moved to provide access to the couplings underneath (i.e., the quick connect/disconnect connector 15 and the mating connection 16, and the emergency breakaway coupling 14) so as not to interfere or inhibit the emergency disconnection of the fuel gas transfer assembly 5.
  • This result can be accomplished by any number of means that are well known to those having ordinary skill in the art, including but not limited to providing the partial shield 19 with a hinge or similar means.
  • the natural gas fuel is at an ambient temperature, it is lighter than air.
  • any leakage of the natural gas fuel from the inner transfer hose 6 will rise and will be captured by the partial shield 19 in such a manner that a gas detector 20 located within the partial shield 19 will sense the presence of natural gas before flammable concentrations of the natural gas can accumulate.
  • the gas detector 20 Upon detection of the natural gas fuel, the gas detector 20 generates a system shutdown signal that is used to cause the flow of the natural gas fuel to be stopped, the fuel system to be put in a safe condition, and an alarm to be sounded. Since the partial shield 19 will concentrate any natural gas fuel at the gas detector 20, any leakage of natural gas fuel will initiate a system shutdown and an audible alarm.
  • Figure 4 shows an alternative to the embodiment shown in Figure 3.
  • the emergency breakaway coupling 14 is located on the tugboat 2, adjacent to the mating connection 16 and the quick connect/disconnect connector 15 fitted to the fuel gas transfer assembly 5.
  • the emergency breakaway coupling 14 By locating the emergency breakaway coupling 14 on the tugboat 2, credible leak sources can be concentrated on the tugboat 2, and the number of partial shields 19 and gas detectors 20 can be reduced to one each versus two each, as illustrated in the embodiment shown in Figure 3.
  • Figure 5 shows an alternative to the embodiment shown in Figure 4.
  • a containment unit 33 is fitted closely around the emergency breakaway coupling 14, the quick connect/disconnect assembly 15, and the mating connection 16.
  • a cover 34 of the containment unit 33 can be opened to provide access to the couplings underneath (i.e., the emergency breakaway coupling 14, the quick connect/disconnect connector 15, and the mating connection 16) so as not to interfere or inhibit the emergency disconnection of the fuel gas transfer assembly 5.
  • This result can be accomplished by any number of means, including but not limited to attaching the cover 34 to the containment unit 33 with a hinge or similar means.
  • Containment unit 33 also includes vent openings 35 which allow air to flow through the containment unit 33 in the direction indicated by the arrows shown in Figure 5.
  • Containment unit 33 further includes a support block 37 which surrounds and supports the fuel gas transfer assembly 5.
  • the support block 37 enables a cleaner breakaway of the fuel gas transfer assembly 5 from the barge 1 in the event of an emergency separation, since the movement of the fuel gas transfer assembly 5 as it exits the containment unit 33 will be constrained by the surrounding support block 37.
  • FIGs 6, 6A, and 6B illustrate an embodiment in accordance with the present invention in which the fuel gas transfer assembly 5 is used in an AT/B LNGC of the type shown in Figures 1 and 2.
  • an AT/B tugboat 2 is coupled to a barge 1 using an AT/B coupler connection, where the reference numeral 3 refers to both the AT/B coupler connection and to the pivot center of the coupling connection.
  • the fuel gas transfer assembly 5 is flexible and can thus flex within its allowable limits.
  • the fuel gas transfer assembly 5 is supported by a fixed radius saddle 21 to ensure that the minimum allowable bend radius of the fuel gas transfer assembly 5 is not violated.
  • Figure 6 specifically illustrates the implementation of the fuel gas transfer assembly 5 that is illustrated in Figure 4, wherein the emergency breakaway coupling 14 is located adjacent to the quick connect/disconnect connector 15 and the mating connection 16 on the tugboat 2.
  • the emergency breakaway coupling 14 is located adjacent to the quick connect/disconnect connector 15 and the mating connection 16 on the tugboat 2.
  • the partial shield 19 and the gas detector 20 can be used with the emergency breakaway coupling 14, the quick connect/disconnect connector 15, and the mating connection 16 in the manner shown in Figure 4.
  • the containment unit 33 can be used with the emergency breakaway coupling 14, the quick connect/disconnect connector 15, and the mating connection 16 in the manner shown in Figure 5.
  • Figure 6 (as well as Figures 6A and 6B that follow) does not show a termination for the supply source 17 on the barge 1 , since it is to be understood that the supply source 17 terminates wherever the LNG fuel happens to be located on the barge.
  • Figure 6A illustrates the embodiment shown in Figure 6, with the tugboat 2 pitched at five degrees aft in relation to the level trim of the barge 1. This represents a typical extreme aft pitch of the tugboat 2, which can occur as a result of normal at-sea movement of the tugboat 2 relative to the barge 1 in pitch due to the effect of ocean wave conditions, and illustrates the ability of the fuel gas transfer assembly 5 to accommodate the movement between the tugboat 2 and the barge 1.
  • Figure 6B illustrates the embodiment shown in Figure 6, with the tugboat 2 pitched at five degrees forward in relation to the level trim of the barge 1. This represents a typical extreme forward pitch of the tugboat 2, which can occur as a result of normal at-sea movement of the tugboat 2 relative to the barge 1 in pitch due to the effect of ocean wave conditions, and illustrates the ability of the fuel gas transfer assembly 5 to accommodate the movement between the tugboat 2 and the barge 1.
  • FIG 7 is a composite view of the fuel gas transfer assembly 5 showing the extreme limits of its movement due to the pitching of the tugboat 2 relative to the barge 1.
  • Reference numeral 3 indicates the center of rotation of the AT/B coupler in pitch (see Figures 6, 6A, and 6B).
  • the fuel gas transfer assembly 5 is supported by the fixed radius saddle 21, which is fitted on the barge 1 to ensure that the minimum allowable bend radius of the fuel gas transfer assembly 5 is not violated.
  • a similar fixed radius hose saddle 22 is fitted on the tugboat 2, also to ensure that the minimum allowable bend radius of the fuel gas transfer assembly 5 is not violated.
  • the extreme forward pitch of the tugboat 2 relative to the barge 1 is indicated by position 24.
  • the extreme aft pitch of the tugboat 2 relative to the barge 1 is indicated by position 25.
  • the zero pitch of the tugboat 2 relative to the barge 1 is indicated by position 23.
  • FIG 8 illustrates a towboat 26 (i.e., an inland river push-mode tugboat) that pushes an LNG fuel barge 27 as part of a flotilla of cargo barges of various types, in accordance with another embodiment of the present invention.
  • natural gas fuel is transferred from the LNG fuel barge 27 to the towboat 26 in the manner described hereinabove, wherein the fuel gas transfer assembly 5, the natural gas supply line 17 from the natural gas supply on the barge 27, the natural gas supply line 18 to the natural gas-fueled engines on the towboat 26, the emergency breakaway connector 14, the quick
  • connect/disconnect connector 15, and the mating connection 16 are fitted on the towboat 26 and the barge 27 in the manner illustrated and described hereinabove.
  • FIG 9 illustrates another embodiment in accordance with the present invention, in which a railroad locomotive is powered by ambient temperature natural gas fuel (e.g., LNG boil off) that is provided from a tender car 29.
  • natural gas fuel e.g., LNG boil off
  • natural gas fuel is transferred from the tender car 29 to the locomotive 28 in the manner described hereinabove, wherein the fuel gas transfer assembly 5, the natural gas supply line 17 from the natural gas supply on the tender car 29, the natural gas supply line 18 to the natural gas- fueled engines on the locomotive 28, the emergency breakaway connector 14, the quick connect/disconnect connector 15, and the mating connection 16 are fitted on the locomotive 28 and the tender car 29 in the manner illustrated and described hereinabove.
  • an articulated fuel gas transfer pipe can replace the fuel gas transfer assembly 5 in the foregoing embodiments.
  • an exemplary fuel gas transfer pipe 38 has several pipe segments 39, 41 , 43, 45, 47 which are interconnected by swivel joints 40, 42, 44, 46.
  • the pipe segments of fuel gas transfer pipe 38 are rigid, and thus the fuel gas transfer pipe 38 is a rigid pipe between the swivel joints.
  • the swivel joints of fuel gas transfer pipe 38 are double sealed.
  • the space (not shown) between the inner seal, which primarily seals in the natural gas, and the outer seal is filled with nitrogen or other inert gas and is maintained at a pressure above the pressure of the natural gas contained within the gas transfer pipe 38.
  • the nitrogen pressure is monitored in the same fashion as is shown in Figure 4, such that any leakage of the seals is immediately detected and the transfer of natural gas is shutdown.
  • the fuel gas transfer pipe 38 is used in an AT/B
  • an AT/B tugboat 2 is coupled to a barge 1 using an AT/B coupler connection, where the reference numeral 3 refers to both the AT/B coupler connection and to the pivot center of the coupling connection.
  • the swivel joints 40, 42, 44, 4 provide the fuel gas transfer pipe 38 with flexibility so that it can flex within its allowable limits when coupled between the barge 1 and tugboat 2.
  • Figure 1 1 is a composite view of the fuel gas transfer assembly 38 showing the extreme limits of its range of motion due to the pitching of the tugboat 2 relative to the barge 1.
  • Reference numeral 3 indicates the center of rotation of the AT/B coupler in pitch (see Figures 6, 6A, and 6B).
  • the extreme forward pitch of the tugboat 2 relative to the barge 1 is indicated by position 48.
  • the extreme aft pitch of the tugboat 2 relative to the barge 1 is indicated by position 49.
  • the zero pitch of the tugboat 2 relative to the barge 1 is indicated by position 50.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)

Abstract

La présente invention concerne le gaz naturel qui est produit lorsque le gaz naturel liquéfié (GNL) qui est contenu dans une ou plusieurs citernes de charge de gaz GNL isolées d'un méthanier non autopropulsé (à savoir, une péniche), s'évapore à la suite d'une déperdition de chaleur à travers les parois du ou des citernes de charge isolées. Le gaz naturel est transféré de la péniche à un remorqueur ou à un bateau pousseur qui est équipé de moteurs brûlant du gaz naturel au moyen d'un ensemble de transfert de gaz flexible de telle sorte que le remorqueur fonctionne au gaz naturel. La pression dans la ou les citernes de charge de la péniche est, par conséquent, gérée de manière efficace pour empêcher, ou réduire sensiblement, l'augmentation de la pression dans la ou les citernes de charge de gaz GNL. Le gaz GNL peut ensuite être contenu dans la ou les citernes de charge de gaz GNL pendant une période de temps appropriée et peut être délivré à une pression d'équilibre et à une température appropriées et acceptables.
PCT/US2014/027267 2013-03-15 2014-03-14 Système et procédé permettant de transférer du gaz naturel pour permettre son utilisation comme combustible WO2014152373A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US13/840,732 US9546759B2 (en) 2012-02-04 2013-03-15 System and method for transferring natural gas for utilization as a fuel
US13/840,732 2013-03-15

Publications (1)

Publication Number Publication Date
WO2014152373A1 true WO2014152373A1 (fr) 2014-09-25

Family

ID=51581200

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US2014/027267 WO2014152373A1 (fr) 2013-03-15 2014-03-14 Système et procédé permettant de transférer du gaz naturel pour permettre son utilisation comme combustible

Country Status (1)

Country Link
WO (1) WO2014152373A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3214356A1 (fr) * 2016-03-02 2017-09-06 BV Scheepswerf Damen Gorinchem Système d'alimentation en gaz dans un récipient
CN113173226A (zh) * 2021-06-10 2021-07-27 新加坡导航亚洲有限公司 流体传输结构、流体燃料供应系统

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6623043B1 (en) * 1998-04-01 2003-09-23 Single Buoy Moorings Inc. Fluid transfer boom with coaxial fluid ducts
US20060053806A1 (en) * 2004-09-13 2006-03-16 Argent Marine Operations, Inc. System and process for transporting LNG by non-self-propelled marine LNG carrier
US7047899B2 (en) * 2004-02-09 2006-05-23 Wartsila Finland Oy Barge arrangement, barge unit and tug unit
US20100000252A1 (en) * 2008-06-20 2010-01-07 Ian Morris Comprehensive system for the storage and transportation of natural gas in a light hydrocarbon liquid medium
US20100263389A1 (en) * 2009-04-17 2010-10-21 Excelerate Energy Limited Partnership Dockside Ship-To-Ship Transfer of LNG
US20120324910A1 (en) * 2011-06-23 2012-12-27 Waller Marine, Inc. Articulated Tug and Barge Arrangement for LNG Storage, Transportation and Regasification
US8375876B2 (en) * 2010-12-04 2013-02-19 Argent Marine Management, Inc. System and method for containerized transport of liquids by marine vessel

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6623043B1 (en) * 1998-04-01 2003-09-23 Single Buoy Moorings Inc. Fluid transfer boom with coaxial fluid ducts
US7047899B2 (en) * 2004-02-09 2006-05-23 Wartsila Finland Oy Barge arrangement, barge unit and tug unit
US20060053806A1 (en) * 2004-09-13 2006-03-16 Argent Marine Operations, Inc. System and process for transporting LNG by non-self-propelled marine LNG carrier
US20100000252A1 (en) * 2008-06-20 2010-01-07 Ian Morris Comprehensive system for the storage and transportation of natural gas in a light hydrocarbon liquid medium
US20100263389A1 (en) * 2009-04-17 2010-10-21 Excelerate Energy Limited Partnership Dockside Ship-To-Ship Transfer of LNG
US8375876B2 (en) * 2010-12-04 2013-02-19 Argent Marine Management, Inc. System and method for containerized transport of liquids by marine vessel
US20120324910A1 (en) * 2011-06-23 2012-12-27 Waller Marine, Inc. Articulated Tug and Barge Arrangement for LNG Storage, Transportation and Regasification

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3214356A1 (fr) * 2016-03-02 2017-09-06 BV Scheepswerf Damen Gorinchem Système d'alimentation en gaz dans un récipient
CN113173226A (zh) * 2021-06-10 2021-07-27 新加坡导航亚洲有限公司 流体传输结构、流体燃料供应系统

Similar Documents

Publication Publication Date Title
US9416906B2 (en) System and method for transferring natural gas for utilization as a fuel
US11204117B2 (en) Dockside ship-to-ship transfer of LNG
US9546759B2 (en) System and method for transferring natural gas for utilization as a fuel
CA2885575C (fr) Reseaux de conduits articules et leurs utilisations pour le transfert de fluide entre deux recipients
US20180312390A1 (en) Device for fuelling motor vehicles with liquefied gas
EP3428054B1 (fr) Barge de transport de camions citerne de gaz naturel liquéfié
KR20120084973A (ko) 연료 공급 선박
WO2006118458A2 (fr) Terminal d'exportation de gaz naturel liquefie situe au large a grande distance, avec recuperation du gaz vaporise et capacites d'utilisation
WO2014152373A1 (fr) Système et procédé permettant de transférer du gaz naturel pour permettre son utilisation comme combustible
AU2018363236B2 (en) Method for determining an optimal value of at least one parameter for implementing a method for cooling a watertight and thermally insulating tank
KR102233194B1 (ko) 재기화설비의 안전시스템
KR102626177B1 (ko) 선박의 연료공급시스템 및 방법
Hodgson et al. LNG as a fuel for offshore vessels-Bunkering technology
WO2024054146A1 (fr) Accouplement pour gaz liquéfiés
Kraack LNG infrastructure and shipbuilding
KR20230083364A (ko) 선박의 연료공급시스템 및 방법
KR20230101273A (ko) 부유식 해상 구조물의 선체 보호시스템
WO2024054147A1 (fr) Accouplement pour gaz liquéfiés
KR20210052613A (ko) 선박의 연료공급시스템 및 방법
KR20230044874A (ko) 액화 이산화탄소 이송 시스템 및 이를 포함하는 선박
CN114909600A (zh) 一种可更换燃料罐的lng动力船舶储供系统
KR20200044508A (ko) 액화가스 재기화 장치
Martinsen et al. Fire safety of LPG in marine transportation. Final report

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 14770380

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 14770380

Country of ref document: EP

Kind code of ref document: A1