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Bunkering
As of 1 January 2020, the International Marine Organization (IMO) enforced stricter emission requirements, with the grand aim of improving the environment and the health of the world's population.
The aim is to curb sulphur emissions and have a mandatory requirement to switch to lower sulphur shipping fuels, with a 0.5 wt% global sulphur cap for marine fuels used in international shipping.
Owing to this factor, the LNG and renewables bunkering market is expected to witness significant growth in the years to come, as LNG is likely to be an economic and greener marine fuel alternative.
Bunkering facilities
Many ports are investing heavily in LNG and renewable fuel infrastructure for bunkering purposes. With IMO catalysing change in the shipping industry, this creates a good basis for establishing an infrastructure of small- and medium-scale terminals, bunker vessels and trucks for supplying LNG as a bunker fuel.
New infrastructure can be costly, and the only way to improve return on investment is combining economies of scale, flexible migration strategies and innovative technical solutions to reduce overall investment risk.
Challenges with Bunkering
- SIMOPS: Safety zones can be challenging for simultaneous bunkering when passengers and cargo are also transferring between ship and quay.
- Available infrastructure: Existing ports with LNG bunkering facilities are unable to cater for small-scale vessels.
- Real Estate: Existing ports are congested – any additional expansion with fixed infrastructure will be extremely challenging.
- Cost: Bunkering facilities are costly and normally requires high customers in high volume so the return on investment is sufficiently attractive.
Bunkering nearshore
- The IQuay™ can be used to bunker any size vessel nearshore, thus eliminating the need for trucks, bunker vessel or bunker station in port.
- The IQuay can accommodate dual project applications from the same onshore or offshore terminal; unloading of LNG for gas-to-power, and loading capabilities when in bunkering mode, thereby supporting capacity balance at the terminal.
- Nearshore bunkering effectively addresses the challenges of meeting international standards for LNG facilities and allows for a more rapid uptake of LNG or other renewable fuel types such as ammonia, as a marine fuel.
Bunkering in ports
- Flexible: A fully floating system that can be retracted and stored when not in use.
- Plug & Play: Turn-key bunkering infrastructure when combined with onshore storage.
- Universal: The loading system can be connected to a range in ship sizes and can be painlessly implemented into existing terminals.
- SIMOPS: The system isolates bunkering operations from the pier/quay area, hence increases safety for cargo operation and boarding of passengers.
- Autonomous: Electrical thrusters for propulsion – no need for tugs.
- Flexible: Insulated rigid pipes combined with flexible joints ensures that the LNG remains at cryogenic temperatures.
- Cost-efficient: Significantly lower CAPEX compared to dedicated bunkering vessels.
Canaf Energy's Bunkering Solutions
BUNKERING OFFSHORE
What's something exciting your business offers? Say it here.
The IQuay is designed for flexibility, so customers can combine Gas-to-Power with Bunkering operations in one single IQuay.
Distance from shore
50 - 800 m
Environment
Sheltered to harsh conditions
Flowrate
500 - 1,000 m3/h
Transfer lines
Floating flexible hoses
Vessel size
All
Design life
25 years
BUNKERING IN PORTS
BUNKERING IN PORTS
Our bunkering from quayside solution is suitable to a wide range of vessels and can be stored when not in use.
Distance from shore
Up to 300 m
Environment
Sheltered conditions
Flowrate
500 - 1,000 m3/h
Transfer lines
Rigid pipe
Vessel size
All
Design life
25 years
Floating Flexible Hoses
- Field-proven cryogenic floating hoses with integrated leak system.
- The flexible hoses can be provided from 6 to 20 inches in diameter.
- Superior insulation ensures minimum boil-off gas generation throughout the system.
- Hoses can be reeled onshore when not in operation.
Universal Attachment System
- Vessels moored in less than 30 seconds.
- Reduced vessel motion from swell, surge and passing ships.
- Mooring teams not required - OPEX is minimal.
- Reduced operating times for tugs and harbour pilots.
Unmanned during operation - remote controlled
- All systems are remotely monitored and operated from the onshore control room.
- Full overview of the process flow parameters and status of all main systems onboard.
Depends on vessels availability: Single Shipment Quantity
⚠️ LNG - From 125,000 m³ - 90.563 Metric Tons up to 180 000 m³ - 130.410 Metric Tons Vessels
Shipping LNG overseas is by far the most common way to transport natural gas in liquid form. When LNG plants and fields are situated in remote areas, transportation of LNG by ship is often the preferred, or perhaps even the only, alternative for transporting natural gas. Therefore, LNG ships makes a key link in the LNG value chain, enabli
Shipping LNG overseas is by far the most common way to transport natural gas in liquid form. When LNG plants and fields are situated in remote areas, transportation of LNG by ship is often the preferred, or perhaps even the only, alternative for transporting natural gas. Therefore, LNG ships makes a key link in the LNG value chain, enabling transportation of gas between the liquefaction plant and regasification site.
⚠️ LPG - From 50,000 m³ - 36.225 Metric Tons up to 70,000 m³ - 50.715 Metric Tons Vessels
Shipping LPG overseas is by far the most common way to transport natural gas in liquid form. When LPG plants and fields are situated in remote areas, transportation of LPG by ship is often the preferred, or perhaps even the only, alternative for transporting natural gas. Therefore, LPG ships makes a key link in the LPG value chain, enabli
Shipping LPG overseas is by far the most common way to transport natural gas in liquid form. When LPG plants and fields are situated in remote areas, transportation of LPG by ship is often the preferred, or perhaps even the only, alternative for transporting natural gas. Therefore, LPG ships makes a key link in the LPG value chain, enabling transportation of gas between the liquefaction plant and regasification site and/or Loading ISO Tank Containers Depot.
⚠️ BLCO - From 1,000,000 bbl. – 136,425.649 Metric Tons up to 2,000,000 bbl. – 272,851.297 Metric Tons Vessels
Shipping BLCO overseas is by far the most common way to transport crude oil in bulk form. When crude oil refinery plants and fields are situated in remote areas, transportation of BLCO by ship is often the preferred, or perhaps even the only, alternative for transporting crude oil. Therefore, BLCO ships makes a key link in the BLCO value
Shipping BLCO overseas is by far the most common way to transport crude oil in bulk form. When crude oil refinery plants and fields are situated in remote areas, transportation of BLCO by ship is often the preferred, or perhaps even the only, alternative for transporting crude oil. Therefore, BLCO ships makes a key link in the BLCO value chain, enabling transportation of oil between the crude oil refinery plant and final petrochemicals refinery site.
⚠️ LPFO - From 1,000,000 bbl. – 136,425.649 Metric Tons up to 2,000,000 bbl. – 272,851.297 Metric Tons Vessels
Shipping LPFO overseas is by far the most common way to transport LPFO in bulk form. When crude oil refinery plants and fields are situated in remote areas, transportation of LPFO by ship is often the preferred, or perhaps even the only, alternative for transporting low pour fuel oil. Therefore, LPFO ships makes a key link in the LPFO val
Shipping LPFO overseas is by far the most common way to transport LPFO in bulk form. When crude oil refinery plants and fields are situated in remote areas, transportation of LPFO by ship is often the preferred, or perhaps even the only, alternative for transporting low pour fuel oil. Therefore, LPFO ships makes a key link in the LPFO value chain, enabling transportation of oil between the crude oil refinery plant and heating site.