TECHNICAL PROGRAMME | Energy Infrastructure – Future Pathways
Navigating the Future: Innovations & Market Dynamics in LNG, FLNG, & CNG
Forum 7 | Hall 5 Digital Poster Plaza 2
12
October
15:30
17:30
UTC+3
This session aims to explore the evolving landscape of natural gas, focusing on the future prospects of LNG, FLNG, and CNG technologies. As the global energy market shifts towards cleaner alternatives, natural gas is poised to play a pivotal role in the energy transition. The session will bring together discussions on the latest technological advancements, market opportunities, and challenges in the LNG, FLNG, and CNG sectors.
The South China Sea is rich in natural gas resources, but its complex marine environment—including frequent typhoons, massive internal wave currents, and severe sea conditions—poses unprecedented challenges to the design, mooring, operation, and maintenance of Floating Liquefied Natural Gas (FLNG) facilities. This paper aims to provide a systematic review of the core challenges and cutting-edge innovations in FLNG technology under the harsh sea conditions of the South China Sea. The study begins with an in-depth analysis of the unique environmental loads in the region and their extreme demands on FLNG systems, focusing on key issues such as the selection of process schemes under sloshing conditions and the uniform distribution of heat exchangers, vessel design and mooring system solutions adapted to deep-water ultra-strong winds and currents, LNG loading and offloading challenges, and integrated real-time monitoring and AI-driven predictive maintenance systems. Finally, the paper discusses strategies for balancing economic viability and safety in South China Sea FLNG projects and explores the application prospects of digital twin technology and renewable energy integration in enhancing the sustainability of FLNG operations in the region. This research aims to provide technical references and decision-making support for the safe and economical development of FLNG projects in the South China Sea and other similarly harsh marine environments.
Global LNG trade exceeded ~ 390 Mt in 2022 and is poised to grow as Qatar’s North Field East and additional U.S. Gulf Coast trains ramp before 2026. Accurate, transparent freight costing is therefore critical for investment screening, cargo arbitrage, and carbon-levy design. We present PEARL-LNG-RO (Predictive Econometric and Route Logistics—Routing Optimizer) —an open, voyage-level framework that couples AIS-derived tracks with vessel-specification databases and contemporaneous bunker, charter, canal, and port tariffs in a single techno-economic engine, augmented with a linear-programming assignment that minimizes the global spot-trade freight cost under terminal-level supply-demand and LNG density constraints.
For each round trip (laden and ballast), PEARL-LNG-RO solves interconnected boil-off, heel management, and propulsion equations across five engine families (Steam, DFDE, X-DF, ME-GI, and STaGE), allocates fuel between main and auxiliary, and prices consumption using monthly HFO/ MDO and LNG indices (Brent, TTF, Henry Hub, and JKM). The 2022 calibration covers 5,642 laden voyages (≈ 370 Mt delivered) linking ~1,200 export–import pairs. The volume-weighted mean port-to-port freight is $ 2.49/MMBtu (5th–95th percentile: $ 0.59–6.88/MMBtu), with cost shares: charter 64%, fuel 25%, ports 5.1%, operations 5.6%, and canals 1.3%. Route contrasts are large: US Gulf Coast to Northeast Asia via Panama averages 4.76 USD/MMBtu, whereas Intra-Mediterranean averages 1.84 USD MMBtu⁻¹ both including charter.
Applying the optimization to observed spot voyages (N = 1,647; ~104 Mt) reduces the energy-weighted average freight from $2.86 to $1.66/MMBtu (−42%) by reallocating flows among feasible terminal pairs within lean/rich density classes. This provides a quantitative upper bound on savings available from coordinated charter strategy and routing, subject to real-world constraints (contracts, berthing windows, boil-off limits). From our companion Global LNG supply chain analysis, route/engine heterogeneity yields 0.80–1.9 g CO₂e/MJ. Under an output-based levy at $100/t-CO₂, the incremental cost adds ≈$0.50/MMBtu to typical voyages.
The open-source codebase and calibrated dataset enable voyage-level benchmarking and charter-strategy optimization when paired with life-cycle emissions assessment from our companion study; they can inform cost-and carbon-aware routing decisions across trading basins.
For each round trip (laden and ballast), PEARL-LNG-RO solves interconnected boil-off, heel management, and propulsion equations across five engine families (Steam, DFDE, X-DF, ME-GI, and STaGE), allocates fuel between main and auxiliary, and prices consumption using monthly HFO/ MDO and LNG indices (Brent, TTF, Henry Hub, and JKM). The 2022 calibration covers 5,642 laden voyages (≈ 370 Mt delivered) linking ~1,200 export–import pairs. The volume-weighted mean port-to-port freight is $ 2.49/MMBtu (5th–95th percentile: $ 0.59–6.88/MMBtu), with cost shares: charter 64%, fuel 25%, ports 5.1%, operations 5.6%, and canals 1.3%. Route contrasts are large: US Gulf Coast to Northeast Asia via Panama averages 4.76 USD/MMBtu, whereas Intra-Mediterranean averages 1.84 USD MMBtu⁻¹ both including charter.
Applying the optimization to observed spot voyages (N = 1,647; ~104 Mt) reduces the energy-weighted average freight from $2.86 to $1.66/MMBtu (−42%) by reallocating flows among feasible terminal pairs within lean/rich density classes. This provides a quantitative upper bound on savings available from coordinated charter strategy and routing, subject to real-world constraints (contracts, berthing windows, boil-off limits). From our companion Global LNG supply chain analysis, route/engine heterogeneity yields 0.80–1.9 g CO₂e/MJ. Under an output-based levy at $100/t-CO₂, the incremental cost adds ≈$0.50/MMBtu to typical voyages.
The open-source codebase and calibrated dataset enable voyage-level benchmarking and charter-strategy optimization when paired with life-cycle emissions assessment from our companion study; they can inform cost-and carbon-aware routing decisions across trading basins.
Closed two-phase hydrocarbon storage tank with great storage capacity and long storage time is faced with the continually evaporation of liquid, which result in the increasing of vessel pressure and liquid hydrocarbon waste. In order to improve the performance of storage tank and estimate the Boil-off Gas (BOG), accurate and efficient method is in demand. A novel dynamic numerical method has been derived to model the effects of non-ideal thermodynamic behaviors, mass and energy transfer on hydrodynamics and vice versa using CFD methods in non-isothermal multiphase flow. Mass and energy transfer during condensation and vaporization were modeled by chemical potential at the liquid–vapor interface. Mass transfers were related to the diffusion at the interface and concentration gradients at the interface. A finite volume scheme is used to solve the equations of motion. Since the thermodynamic non-ideality of the system has been taken into account, the equilibrium calculations have been performed using the fugacity coefficient definition for both the liquid and gas phases. The equilibrium calculations were done using U-P flash calculation. The obtained results and their comparison against experimental data show that the proposed model can estimate boil-off rate and rollover in closed two-phase hydrocarbon storage tank (error for BOR estimation is less than 4%). Finally, the proposed approach is valid option to simulate the behavior of industrial scale closed liquified Natural Gas (LNG) storage tank.
This paper focuses on the efficient and comprehensive development of associated helium resources in natural gas. An integrated experimental device for combined helium gas and liquid production was developed, and its performance was tested. The helium extraction system employs cryogenic purification and high-efficiency deneonization technology, achieving a product helium purity of 99.999%. The helium liquefaction system innovatively adopts a two-stage turbine expansion refrigeration cycle combining full dynamic and dynamic-static pressure processes. The measured isentropic efficiency of the turbine reached 65%, and the system’s coefficient of performance (COP) was no less than 0.002. Test results demonstrate that the unit operates stably and meets all design specifications, enabling continuous co-production of high-purity liquid helium from raw feed gas. This provides an effective engineering solution for technological advancement and high-value utilization of helium resources in the natural gas helium extraction industry.
Global LNG trade exceeded ~ 390 Mt in 2022 and is poised to grow as Qatar’s North Field East and additional U.S. Gulf Coast trains ramp before 2026. Accurate, transparent freight costing is therefore critical for investment screening, cargo arbitrage, and carbon-levy design. We present PEARL-LNG-RO (Predictive Econometric and Route Logistics—Routing Optimizer) —an open, voyage-level framework that couples AIS-derived tracks with vessel-specification databases and contemporaneous bunker, charter, canal, and port tariffs in a single techno-economic engine, augmented with a linear-programming assignment that minimizes the global spot-trade freight cost under terminal-level supply-demand and LNG density constraints.
For each round trip (laden and ballast), PEARL-LNG-RO solves interconnected boil-off, heel management, and propulsion equations across five engine families (Steam, DFDE, X-DF, ME-GI, and STaGE), allocates fuel between main and auxiliary, and prices consumption using monthly HFO/ MDO and LNG indices (Brent, TTF, Henry Hub, and JKM). The 2022 calibration covers 5,642 laden voyages (≈ 370 Mt delivered) linking ~1,200 export–import pairs. The volume-weighted mean port-to-port freight is $ 2.49/MMBtu (5th–95th percentile: $ 0.59–6.88/MMBtu), with cost shares: charter 64%, fuel 25%, ports 5.1%, operations 5.6%, and canals 1.3%. Route contrasts are large: US Gulf Coast to Northeast Asia via Panama averages 4.76 USD/MMBtu, whereas Intra-Mediterranean averages 1.84 USD MMBtu⁻¹ both including charter.
Applying the optimization to observed spot voyages (N = 1,647; ~104 Mt) reduces the energy-weighted average freight from $2.86 to $1.66/MMBtu (−42%) by reallocating flows among feasible terminal pairs within lean/rich density classes. This provides a quantitative upper bound on savings available from coordinated charter strategy and routing, subject to real-world constraints (contracts, berthing windows, boil-off limits). From our companion Global LNG supply chain analysis, route/engine heterogeneity yields 0.80–1.9 g CO₂e/MJ. Under an output-based levy at $100/t-CO₂, the incremental cost adds ≈$0.50/MMBtu to typical voyages.
The open-source codebase and calibrated dataset enable voyage-level benchmarking and charter-strategy optimization when paired with life-cycle emissions assessment from our companion study; they can inform cost-and carbon-aware routing decisions across trading basins.
For each round trip (laden and ballast), PEARL-LNG-RO solves interconnected boil-off, heel management, and propulsion equations across five engine families (Steam, DFDE, X-DF, ME-GI, and STaGE), allocates fuel between main and auxiliary, and prices consumption using monthly HFO/ MDO and LNG indices (Brent, TTF, Henry Hub, and JKM). The 2022 calibration covers 5,642 laden voyages (≈ 370 Mt delivered) linking ~1,200 export–import pairs. The volume-weighted mean port-to-port freight is $ 2.49/MMBtu (5th–95th percentile: $ 0.59–6.88/MMBtu), with cost shares: charter 64%, fuel 25%, ports 5.1%, operations 5.6%, and canals 1.3%. Route contrasts are large: US Gulf Coast to Northeast Asia via Panama averages 4.76 USD/MMBtu, whereas Intra-Mediterranean averages 1.84 USD MMBtu⁻¹ both including charter.
Applying the optimization to observed spot voyages (N = 1,647; ~104 Mt) reduces the energy-weighted average freight from $2.86 to $1.66/MMBtu (−42%) by reallocating flows among feasible terminal pairs within lean/rich density classes. This provides a quantitative upper bound on savings available from coordinated charter strategy and routing, subject to real-world constraints (contracts, berthing windows, boil-off limits). From our companion Global LNG supply chain analysis, route/engine heterogeneity yields 0.80–1.9 g CO₂e/MJ. Under an output-based levy at $100/t-CO₂, the incremental cost adds ≈$0.50/MMBtu to typical voyages.
The open-source codebase and calibrated dataset enable voyage-level benchmarking and charter-strategy optimization when paired with life-cycle emissions assessment from our companion study; they can inform cost-and carbon-aware routing decisions across trading basins.
The South China Sea is rich in natural gas resources, but its complex marine environment—including frequent typhoons, massive internal wave currents, and severe sea conditions—poses unprecedented challenges to the design, mooring, operation, and maintenance of Floating Liquefied Natural Gas (FLNG) facilities. This paper aims to provide a systematic review of the core challenges and cutting-edge innovations in FLNG technology under the harsh sea conditions of the South China Sea. The study begins with an in-depth analysis of the unique environmental loads in the region and their extreme demands on FLNG systems, focusing on key issues such as the selection of process schemes under sloshing conditions and the uniform distribution of heat exchangers, vessel design and mooring system solutions adapted to deep-water ultra-strong winds and currents, LNG loading and offloading challenges, and integrated real-time monitoring and AI-driven predictive maintenance systems. Finally, the paper discusses strategies for balancing economic viability and safety in South China Sea FLNG projects and explores the application prospects of digital twin technology and renewable energy integration in enhancing the sustainability of FLNG operations in the region. This research aims to provide technical references and decision-making support for the safe and economical development of FLNG projects in the South China Sea and other similarly harsh marine environments.
Hao Cheng
Speaker
President of the Liquid Technology Research Institute
CNOOC Gas & Power Group
China
This paper focuses on the efficient and comprehensive development of associated helium resources in natural gas. An integrated experimental device for combined helium gas and liquid production was developed, and its performance was tested. The helium extraction system employs cryogenic purification and high-efficiency deneonization technology, achieving a product helium purity of 99.999%. The helium liquefaction system innovatively adopts a two-stage turbine expansion refrigeration cycle combining full dynamic and dynamic-static pressure processes. The measured isentropic efficiency of the turbine reached 65%, and the system’s coefficient of performance (COP) was no less than 0.002. Test results demonstrate that the unit operates stably and meets all design specifications, enabling continuous co-production of high-purity liquid helium from raw feed gas. This provides an effective engineering solution for technological advancement and high-value utilization of helium resources in the natural gas helium extraction industry.
Closed two-phase hydrocarbon storage tank with great storage capacity and long storage time is faced with the continually evaporation of liquid, which result in the increasing of vessel pressure and liquid hydrocarbon waste. In order to improve the performance of storage tank and estimate the Boil-off Gas (BOG), accurate and efficient method is in demand. A novel dynamic numerical method has been derived to model the effects of non-ideal thermodynamic behaviors, mass and energy transfer on hydrodynamics and vice versa using CFD methods in non-isothermal multiphase flow. Mass and energy transfer during condensation and vaporization were modeled by chemical potential at the liquid–vapor interface. Mass transfers were related to the diffusion at the interface and concentration gradients at the interface. A finite volume scheme is used to solve the equations of motion. Since the thermodynamic non-ideality of the system has been taken into account, the equilibrium calculations have been performed using the fugacity coefficient definition for both the liquid and gas phases. The equilibrium calculations were done using U-P flash calculation. The obtained results and their comparison against experimental data show that the proposed model can estimate boil-off rate and rollover in closed two-phase hydrocarbon storage tank (error for BOR estimation is less than 4%). Finally, the proposed approach is valid option to simulate the behavior of industrial scale closed liquified Natural Gas (LNG) storage tank.
