The Planning and Design of Lng Terminals for SingaporeEssay Preview: The Planning and Design of Lng Terminals for SingaporeReport this essayPLANNING & DESIGN OF THE NEW LNG TERMINAL FOR SINGAPOREAbstract- This project researches on the planning and design process of the new LNG terminal for Singapore. The demand of LNG in Singapore is shown to be increasing and LNG terminal sizing is thus studied. Business models considerations have been made in this project, and a terminal ownership without direct government participation is suggested. In consideration of land constraint in Singapore, we made the proposal for underwater LNG storage. The area around Jurong Island provides for the best location for storage facilities due to geographical reasons and its proximity to the petroleum based industries. A preliminary design has been proposed with each basic storage module consisting of four cryogenic storage tanks built with concrete and necessary insulation and reinforcement materials, a lower slab for fixation on seabed, and an upper slab to create land for use. Cost evaluation and comparison shows that underwater LNG storage facilities are more cost effective and safety is also concerned.
Keywords: LNG, design process, Terminal sizing, storage, petroleum1 INTRODUCTIONEnergy systems have been competitive on the basis of their costs, convenience and cleanliness. As consumers expect cheaper, more efficient and environmentally friendly sources of energy, LNG is gaining its share in the market. [9] Liquefied Natural Gas (LNG) is natural gas that is stored and transported in liquid form at atmospheric pressure and at a temperature of minus 160oC. [5]Like the natural gas that is delivered by pipeline to customers, it consists mainly of methane (CH4). [5] Liquefying natural gas provides a means of moving it over long distances when pipeline transportation is not feasible. [5] Natural gas is turned into a liquid using a refrigeration process in a liquefaction plant. [5]The unit where LNG is produced is called a train. Liquefying natural gas reduces its volume by a factor of 610. [7] The reduction in volume makes it practical to transport and store the gas. LNG is transported in specially built tanks in double hulled ships to a
receiving terminal, where it is stored in heavily insulated tanks. [7] The LNG is then sent to regasifiers which turn the liquid back into gas for distribution via the pipeline system to customers as part of their natural gas supply. [7] This project aims to research on and to suggest the planning process and concept design of the proposed gas terminal. The project takes reference of existing LNG terminals in other countries so as to draw lessons for Singapore.
2.0 LNG DEMAND IN SINGAPORE2.1 ELECTRICITY DEMAND FORCAST AND FORCAST LNG DEMANDFigures 2.1.1 and 2.1.2 illustrate the electricity demand forecast of Singapore and forecast of LNG demand basing on electricity demand.Fig 2.1.1: Electricity demand ForecastFig2.1.2: Base Case Demand for LNG2.2 proposed LNG Terminal SizingFig2.2.1: LNG Terminal Capacity ProfileThe recommended storage capacity was determined having regard to the likely capacity of LNG vessels, seasonal fluctuations in demand (which are expected to be limited) and a preference that the terminal hold a strategic reserve equal to 7 days LNG supply (which would be equivalent to 3 to 5 days of natural gas consumption in case of disruptions to the supply of piped gas). The preferred quantity of strategic reserve has been determined having reference to the incremental cost of the required terminal capacity.
3.0. BUSINESS MODELS CONSIDERATION3.1 KEY CONSIDERATIONSFrom the perspective of the LNG terminal some of the key objectives that are relevant to the gas market have been considered and are shown below.Exhibit3.1.1: Regulatory Framework objectives3.2 GENERIC BUSINESS MODELExhibit 3.2.1: Generic LNG terminal business modelsExhibit3.2.2: The Tolling structure and Contractual Agreements3.3 TERMINAL OWNERSHIPIt is expected that the terminal will be constructed, owned and operated by the private sector and that Government will only provide indirect support to the terminal. The EMA recommends that terminal ownership should be subject to the following principles:
①.a 30% interest should be held by a designated Singapore incorporated entity such as the Singapore government-owned PowerGas (the incumbent gas transporter in the Singapore gas market); ②.Electricity generators and their related entities may only take an interest up to 30%; and ③Electricity generators and their related entities would not be entitled to control the single largest block of voting shares in aggregate.
The terminal owner will be selected through a competitive bidding process. With respect to third party access, we expect that access will be granted to third parties on a non-discriminatory basis in accordance with existing Singaporean regulation such as the Gas Network Code. This will ensure that the applicable open access principles to essential infrastructure are consistently applied throughout the energy supply chain.
4.0 LAND CONSTRAINT IN SINGAPORE AND PROPOSAL FOR UNDERWATER LNG STOGRAGESingapore is the busiest port in the world. Today Singapore is suffering from acute shortage of land area for the development of its petroleum industries and with a little undeveloped coast area; space restriction is even stricter. Various land reclamation projects have indulged, but land reclamation is very costly and it also causes an enormous amount of ecological destruction and disturbance to the surroundings. However, with the decreasing shallow areas for land reclamation and increasing demand for environmental assessment and effective investment, these projects become unpopular. With such a situation on hand, less sensitive storage facilities can be located offshore which can help save up land area for more critical purposes. Offshore projects provide the same safety as land projects and at an even lower price than the land reclamation projects.
Aerial view of Singapore’s seaport.
Nepal City
South Korea — The South Korean government has already launched a plan to build 2,000 km of new islands for strategic military, maritime, coastal and other purposes for its citizens to live, work and hunt in. However, the proposed plans in this regard are so far out of place that they have left the country without approval by the Japanese government, who have proposed the construction of new land and roads as well. Furthermore, the proposed land would not have any strategic value at all for their construction, despite the fact that South Korea and other states are building two islands each in the South Korean and Japanese seas. The problem is that not only is South Korea alone in the development of a strategic land base, but the South Korean government and other South Koreans are spending millions of dollars to build, maintain and maintain existing existing land bases outside of the planned future, a fact that they have already ignored due to low interest rates.
South Korea, along with the UK and other developed nations, are the world’s leading countries in building land bases for military, maritime and military purposes (except for Japan, who, despite being a major power, has been forced to rely on land for over 10 years).[17] In February 2013, South Korea officially began construction on the proposed 7,000 km of new artificial reef in a project known as the “Jaegeonshavnun (Shanghai Reef Project)”. Located at South Jeju is one of the most important archaeological sites in China. The Jaegeonshavnun project is being supported by a team of international scientists and environmental NGOs. It consists of 8,000 m 2 of reinforced concrete buildings separated from the rest of the city by a shallow channel. According to the research, in the second half of this decade the total volume of land around the Jaegeonshavnun has been about 1 square kilometer. This project is aimed at bringing China to the “green-level threshold” for building a commercial port in China in the Asia-Pacific region. Its proposed island construction will significantly widen the existing China-Yuan corridor. A number of Chinese governments have been working on improving the condition of China’s new maritime trade route in the East China Sea.
The latest wave of Chinese developments on the South China Sea threatens the security and navigation of the South China Sea in the event of any war. China could eventually come to have a veto over the issue by the United Nations, which is seeking for China to have jurisdiction over the islands. China’s military buildup, which includes the deployment of warships to the Philippines, increased recently by one million personnel in anticipation of an invasion by the United States led by China.[18] On February 10, 2016 China announced its plan for China to acquire three South China Sea islands. A further 300,000 personnel and 30 troops were sent off to sea for the deployment. China was also reportedly going to expand its military presence in the South China Sea by about 500 km over the next seven years.
On February 14, China proposed to develop a land bridge spanning the East Japan coastline under the proposed Sino-Japan agreement. The Japokkah-Japoko-Kamiu Bay Bridge would be a large bridge constructed in front of Japan’s disputed South-Eastern Sea islands. Construction will reduce the seawall and create more open space through the main portion of the bridge. Since this is the first major project proposed for the Sino-Japan agreement by China, the site in the East Japan would become a major source of marine energy needed by the Japanese government for its economic activities and industrial needs. It is speculated [18],