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EUROPEAN COMMISSION

DG MOVE

SEVENTH FRAMEWORK PROGRAMME

GC.SST.2012.2-3 GA No. 321592

LNG logistic details

LNG Blue Corridors project is supported by the European Commission under the Seventh Framework Programme (FP7). The sole responsibility for the content of this document lies with the authors. It does not necessarily reflect the opinion of the European Union. Neither the FP7 nor the European Commission is responsible for any use that may be made of the information contained therein.

Deliverable No. LNG BC D5.8

Deliverable Title LNG logistic details

Dissemination level Public

Written By Javier Lebrato (IDIADA), Edgard de Seia (IDIADA)

September 2016

Checked by Javier Lebrato (IDIADA) February 2017

Approved by Xavier Ribas (IDIADA) March 2017

Issue date March 2017

LNG-BC D5.8 – LNG Logistic Details Public

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REVISION HISTORY AND STATEMENT OF

ORIGINALITY Revision History

Rev Date Author Organization Description

0.1 20.11.13 Curt Ganeles Erdgas Initial draft

0.2 28.11.13 Philippe Desrumaux DRIVE Suggested additional content

0.3 30.11.13 Curt Ganeles Erdgas Final revisions

0.4 17.04.15 Edgard De Seia IDIADA Revision

0.5 19.06.15 Edgard De Seia IDIADA Update on draft

0.6 30.09.2015 Javier Lebrato IDIADA Update information

0.7 23.03.2016 Javier Lebrato IDIADA Update information

0.8 23.02.2017 Thomas Gromeier ENI Revision

0.9 24.02.2017 Javier Lebrato IDIADA Rewrite the content, inclusion the latest info

and assess the fuel availability per station

1.0 27.02.2017 Dorian Gonzalez GNF Revision

1.1 27.02.2017 Timothèe Audibert ENGIE Revision

1.2 27.02.2017 Fredrik Svensson SGA Revision

1.3 27.02.2017 Joao Felipe Dourogas Revision

1.4 27.02.2017 Philippe Desrumaux Drive System Revision

1.5 27.02.2017 Jorge Alegria GALP Revision

1.6 27.02.2017 Cliff Müller - Trimbusch UNIPER Revision

Statement of originality:

This deliverable contains original unpublished work except where clearly indicated otherwise. Acknowledgement of previously published material and of the work of others has been made through appropriate citation, quotation or both.


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Executive Summary Before the fuelling stations in the LNG Blue Corridors project – an EU-wide project designed to establish liquefied natural gas (LNG) as fuel for road transport – can be fully operational, the logistics for delivering LNG fuel to the stations must be established. This deliverable describes the project partners’ progress choosing suppliers to handle these logistics.

Every partner was able to present at least one company capable of delivering fuel to their station, and some partners suggested several potential providers. This in itself is positive, as it demonstrates that there is abundant infrastructure in place to deliver LNG to fuelling stations. At first, fuel deliveries and logistics will be primarily governed by inventory control – until normal fuel demand can be determined, orders for more fuel will be placed when the amount on hand falls below a certain amount. After normal demand is established, supply strategies involving deliveries at regular time intervals can be implemented.

One risk that has been revealed is the variance in fuel quality at different stations. In past tests, some dual-fuel trucks have suffered drivability issues when running on LNG with a methane number under 90, yet most of the fuelling stations in southern Europe will offer fuel below this quality threshold. The Euro VI versions of these dual-fuel vehicles must be evaluated to learn if this will be an issue in the future.


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Contents

Executive Summary ................................................................................................................................. 3

1 Introduction ..................................................................................................................................... 6

1.1 LNG Blue Corridors project ...................................................................................................... 6

1.2 Aim of this deliverable ............................................................................................................. 7

2 Methods and results ........................................................................................................................ 8

2.1 DRIVE SYSTEM ....................................................................................................................... 10

2.2 ENI ......................................................................................................................................... 10

2.3 UNIPER (LIQVIS) ..................................................................................................................... 11

2.4 GALP ...................................................................................................................................... 12

2.5 GAS NATURAL FENOSA .......................................................................................................... 12

2.6 ENGIE ..................................................................................................................................... 13

2.7 DOUROGAS ............................................................................................................................ 13

2.8 SGA ........................................................................................................................................ 14

3 Analysis of Results ......................................................................................................................... 16

4 Conclusion ..................................................................................................................................... 17

4.1 DRIVE SYSTEM ............................................................................................................................. 17

4.2 ENI ............................................................................................................................................... 19

4.3 UNIPER (LIQVIS) ........................................................................................................................... 22

4.4 GALP ............................................................................................................................................ 24

4.5 GAS NATURAL FENOSA ................................................................................................................ 25

4.6 ENGIE ........................................................................................................................................... 27

4.7 DOUROGAS .................................................................................................................................. 30

4.8 SGA .............................................................................................................................................. 32


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Figures

Figure 1 - Impression of the LNG ............................................................................................................................................ 6

Figure 2 - Map showing distribution of import terminals to be used in LNG Blue Corridors ...................... 15

Figure 3 - Distance between Kallo station and Zeebrugge LNG Terminal ........................................................... 17

Figure 4 - Distances between Piacenza and Barcelona, Fos-sur-Mer LNG Terminal ....................................... 19

Figure 5 - Distances between Pontedera and Barcelona, Fos-sur-Mer LNG Terminal .................................... 21

Figure 6 - Distance between Berlin station and Rotterdam LNG Terminal .......................................................... 22

Figure 7 - Distance between Berlin station and Swinoujsie and Zeebrugge LNG Terminal ......................... 23

Figure 8 - Distance between Matosinhos station and Sines LNG Terminal......................................................... 24

Figure 9 - Distance between Barcelona station and Barcelona LNG Terminal ................................................... 25

Figure 10 - Distance between Elvas and Carregado stations and Sines LNG Terminal .................................. 30

Figure 11 - Distance between Örebro station and Nynäshamn LNG Terminal.................................................. 32


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1 Introduction 1.1 LNG Blue Corridors project

The LNG Blue Corridors project’s aim is to establish LNG as a real alternative for medium- and long-distance transport—first as a complementary fuel and later as an adequate substitute for diesel. Up to now the common use of gas as fuel has been for heavy vehicles running on natural gas (NG) only for municipal use, such as urban buses and garbage collection trucks. In both types of application, engine performance and autonomy are good with present technologies, as they are well adapted to this alternative cleaner fuel.

However, analysing the consumption data, the equivalence in range of 1 litre of diesel oil is 5 litres of CNG (Compressed Natural Gas), compressed to 200 bar. Five times more volume of fuel prevents the use of CNG in heavy road transport, because its volume and weight would be too great for a long-distance truck. This opens the way for LNG (Liquefied Natural Gas), which is the way natural gas is transported by ship to any point of the globe. NG liquefies at 162º C below zero, and the cost in energy is only 5% of the original gas. This state of NG gives LNG the advantage of very high energy content. Only 1,8 litres of LNG are needed to meet the equivalent autonomy of using 1 litre of diesel oil. A 40-ton road tractor in Europe needs a tank of 400 to 500 litres for a 1.000 km trip; its equivalent volume with liquid gas would be 700 to 900 litres of LNG, a tank dimension that could easily be fitted to the side of the truck chassis. LNG therefore opens the way to the use of NG for medium- and long-distance road transport.

LNG has huge potential for contributing to achieving Europe’s policy objectives, such as the Commission’s targets for greenhouse gas reduction, air quality targets, while at the same time reducing dependency on crude oil and guaranteeing supply security. Natural gas heavy-duty vehicles already comply with Euro V emission standards and have enormous potential to reach future Euro VI emission standards, some without complex exhaust gas after-treatment technologies, which have increased procurement and maintenance costs.

To meet the objectives, a series of LNG refuelling points have been defined along the four corridors covering the Atlantic area (green line), the Mediterranean region (red line) and connecting Europe’s South with the North (blue line) and its West and East (yellow line) accordingly. In order to implement a sustainable transport network for Europe, the project has set the goal to build approximately 14 new LNG stations, both permanent and mobile, on critical locations along the Blue Corridors whilst building up a fleet of approximately 100 Heavy-Duty Vehicles powered by LNG.

Figure 1 Impression of the LNG

Blue Corridors

This European project is financed by the Seventh Framework Programme (FP7), with the amount of 7.96 M€ (total investments amounting to 14.33 M€), involving 27 partners from 11 countries.

This document corresponds to the 8th deliverable within work package 5. The goal of this deliverable is to assess the fuel supply logistics for the fuelling stations planned for operation in the LNG Blue Corridors project. This document will be available at the project website:

http://www.lngbluecorridors.eu/.


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1.2 Aim of this deliverable The primary goals of the LNG Blue Corridors project are to utilize the expertise of industrial partners and research institutes in LNG transport and infrastructure technology to roll out a network of LNG refuelling points and to aid the market development of heavy-duty vehicles running on natural gas. As such, the backbone of the project is to construct fuelling stations in the locations described in the Description of Work and implementing them in time to allow a complete demonstration phase with trucks operating in daily commercial use.

Establishing a LNG filling station network in various countries across Europe with various experiences on LNG and diverse national approval procedures in place concerning LNG infrastructure constitutes an important challenge. As several countries have no experience in the use of LNG as fuel for road transportation, each step of a LNG station management has to be taken into account.

One such challenge is organizing the logistics to supply LNG stations with fuel once they are built. In some countries with no prior LNG experience, standard operating procedures must be developed to ensure an appropriate fuel supply that meets customer demand while bolstering a business case with intelligent logistics. Additionally, there must be contingency plans in place to obtain fuel from multiple suppliers should wholesale availability be interrupted.

The goal of this deliverable is to assess the fuel supply logistics for the fuelling stations planned for operation in the LNG Blue Corridors project. This will allow for smoother implementation once the stations are constructed and will allow partners to share information about LNG suppliers should other sources need to be obtained. The final logistics will depend largely on the actual fuel turnover at each station, which can be more precisely calculated at a later date when the availability of LNG-powered heavy-duty vehicles is better known.


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2 Methods and results

The data for this deliverable were gathered by survey from the partners in Work Package 5 responsible for constructing a filling station(s). A secure collaborative spreadsheet was created and shared online, and all partners were granted access. Data were formally requested from the partners on several occasions.

In addition, these data were requested (where appropriate) from partners in individual email and phone calls. Instructions were clear: partners should provide the actual names and contact information of LNG fuel distributors, and as many details as possible. Specifically requested criteria were:

• Name companies that can supply filling station with LNG • Supplier’s contact information • The port/terminal from which the LNG is delivered • Bulk fuel cost per kg (if available) • Transport capacity: the maximum volume of gas that can be transported in one trip • Original source country of gas • Gas quality: methane number • Additional comments

While the actual logistics for filling the stations will not be determined until the fuel demand at each station is established, these criteria are all important to consider when developing a business and operations plan for an LNG station.

Partners who responded to requests for data are:

• DRIVE (Philippe Desrumaux) • ENI (Thomas Gromeier) • GALP (Jorge Alegría, Pedro Ribeiro da Silva & Mario Carriço) • GNF (Dorian Gonzalez, Guillermo Escobar & Jordi Ros ) • DOUROGAS (Ines Rodrigues & Joao Felipe) • UNIPER (LIQVIS) (Cliff Müller - Trimbusch) • SGA (Tula Ekengren, Maria Pohjonen & Fredrik Svensson) • ENGIE (Timothee Audibert)

2.1 DRIVE SYSTEM

Planned station

addresses

Steenlandlaan 3, 9130 Kallo - Antwerp, Belgium.

1) 2) 3) List the companies

that can supply

filling station (using

ACTUAL names)

ENGIE ENI Gas & Power EFT Trading

Supplier's contact

info

Joseph Jakerian / Tel. +33 (0)1 56 65 49 31 /

[email protected]

Florimond Dijkinga Guimardstraat 1A, rue

Guimard BE-1040 Brussels/Bruxelles

+32 2 557 3048 +32 479 99 79 68

Christopher Wethered Tel: +44 (0) 207 061 4167

Mob: +44 (0) 7881 511 421 Christopher.Wethered@edftra

ding.com

From which

port/terminal will

the LNG be

delivered?

Zeebrugge / Fluxys Terminal Zeebrugge / Fluxys Terminal Zeebrugge / Fluxys Terminal

Transport capacity:

maximum volume of

gas that can be

transported in one

trip

Depending on chosen transport company



Original source

country of gas

Mainly Qatar, but not guaranteed



Gas quality: methane

number

>90% >90% >90%

Comments Only energy supply. Transport to be sourced separately

Only energy supply. Transport to be sourced separately

Only energy supply. Transport to be sourced separately

2.2 ENI

Planned station

address

Station 1: Piacenza Station 2: Pontedera

List the companies

that can supply


ACTUAL names)

HAM

HAM

Supplier's contact

info

Aldo Bernardini Aldo Bernardini

From which

port/terminal will

the LNG be

delivered?

Barcelona Fos Tonkin

Barcelona Fos Tonkin

Transport capacity:

maximum volume of

gas that can be

transported in one

trip

From 17,5 to 19,0 tons, depending on the transporter

From 17,5 to 19,0 tons, depending on the transporter

Original source

country of gas

Qatar, Algeria, Trinidad

Qatar, Algeria, Trinidad


number

~90%

~90%

Comments One stop full truck discharge should become the One stop full truck discharge should become the

Table 2-1 Drive Logistic details

Table 2-2 ENI Logistic details

LNG BC D5.8 LNG logistic details Public

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future standard but will require min. 80 m3 storage; transport capacities will change when the loading station of Fos Tonquin becomes

available

future standard but will require min. 80 m3 storage; transport capacities will change when the loading station of Fos Tonquin becomes

available

2.3 UNIPER (LIQVIS)

Planned station

address

Station 1: Berlin

List the companies

that can supply

filling station

(using ACTUAL

names)

LIQVIS (potential subcontractors as Gascom, Primagaz, Hoyer, Samat, TSL, Nijman, Klacska)

Supplier's contact

info

LIQVIS GmbH, Holzstrasse 6, 40221 Düsseldorf, Germany

From which

port/terminal will

the LNG be

delivered?

GATE, Rotterdam, Zeebrugge, Swinoujsie

Transport

capacity:

maximum volume

of gas that can be

transported in one

trip

18.5 tons fulldrop (actual one-time off-take capped by max capacity of the filling station reservoir)

Original source

country of gas

Norway, Qatar, Trinidad and Tobago

Gas quality:

methane number

Methane 90.954 %

Ethane 6.657 %

Propane 1.513 %

i-Butane 0.173 %

n-Butane 0.352 %

n - Pentane 0.005 %

i-Pentane 0 . 022 %

neo-Pentane 0.000 %

C6+ 0 . 000 %

Nitrogen 0.324 %

Comments

Table 2-4 LIQVIS Logistic details


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2.4 GALP

Planned station

address

Station 1: Matosinhos Station 2: Sines

List the companies

that can supply


ACTUAL names)

Galp Gas Natural

Supplier's contact

info

J Barroso; T J Amaral; Molgas

From which

port/terminal will

the LNG be

delivered?

Sines

Transport capacity:

maximum volume of

gas that can be

transported in one

trip

21t (approx. 42m3)

Original source

country of gas

Nigeria


number

83.92% (89.7 Methane; 7.2% Ethane; 1.4% Propane)

Comments

2.5 GAS NATURAL FENOSA

Station address Santa Perpètua de la Mogoda, Barcelona.

List the companies

that can supply


ACTUAL names)

Gas Natural Comercializadora

Supplier's contact

info

GNF subsidiary

From which

port/terminal will

the LNG be

delivered?

Barcelona

Transport capacity:

maximum volume of

gas that can be

transported in one

trip

45 m3

Original source

country of gas

Qatar, Nigeria, Algeria, etc.


number

>90

Comments

Table 2-4 Galp Logistic details

Table 2-5 GNF Logistic details


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Supply challenges with Egypt means that the gas source may vary in the short term.

2.6 ENGIE

Planned station

address

Station 1: Rungis Station 2: Lyon Station 3: Nîmes

List the companies

that can supply


ACTUAL names)

Rungis: LNGeneration, HAM, LNG Solutions, others

Lyon and Nîmes: LNGeneration, HAM, Molgas, others

Supplier's contact

info

From which

port/terminal will

the LNG be

delivered?

Montoir de Bretagne, Zeebrugge

Fos Tonkin, Montoir de Bretagne

Fos Tonkin, Montoir de Bretagne, Barcelona

Transport capacity:

maximum volume of

gas that can be

transported in one

trip

20t approx.

Original source

country of gas

Norway, Qatar, Algeria, …


number

Around 90

Comments

2.7 DOUROGAS

Planned station

address

Station 1: Carregado/Lisboa Station 2: Elvas

List the companies

that can supply


ACTUAL names)

Goldenergy

Supplier's contact

info

Rua 31 de Agosto, nº 12 5000-305 Vila Real;

Tel:259 348630

From which

port/terminal will

the LNG be

delivered?

Sines

Transport capacity: 300.000 kWh; 25.714,23 Nm3; 45m3 GNL

Table 2-6 ENGIE Logistic details

Table 2-7 Dourogas logistic details


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maximum volume of

gas that can be

transported in one

trip

Original source

country of gas

Nigeria


number

84%

Comments

2.8 SGA

Planned station

address

Station 1: Örebro - Pilängen

List the companies that can supply


ACTUAL names)

AGA (SGA)

Supplier's contact

info

Magnus Holmberg, AGA, office: +46 8 731 10 00

From which

port/terminal will

the LNG be

delivered?

Nynäshamn

Transport capacity:

maximum volume of

gas that can be

transported in one

trip

21 t

Original source

country of gas

Norway


number

>85%

Comments The last two answers will change over time

Table 2-8 SGA Logistic details


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Figure 2 Map showing distribution of import terminals to be used in LNG Blue Corridors


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3 Analysis of results

These results demonstrate that although implementing an LNG station can be very challenging, especially in jurisdictions where there is no precedent for obtaining regulatory approval, there are abundant logistical possibilities for delivering LNG to fuelling stations. Every partner who responded to the survey was able to locate at least one supplier for their station, and many offered information for several.

Some partners will actually control their own supply logistics and will deliver fuel themselves. These partners, such as SGA, GALP, GNF and DOUROGAS, should enjoy especially high logistical flexibility since they can obtain fuel exactly when demand dictates.

In many cases, the best choice of fuel supplier is determined by the amount of fuel needed in a particular instance. If a large quantity of fuel is required, a supplier that can deliver a large quantity of LNG at a lower unit price is preferable. In this situation, distributors able to deliver larger quantities of fuel per trip may be preferable. However, if only a small amount is required (e.g. to cool down boil-off gas), a supplier with lower transportation costs might prove to be the most economically justifiable option.

The current fuel demand of the project stations is more and more stable, LNG fuel deliveries and logistics are largely governed by inventory control: when a certain minimum level of LNG is achieved, more fuel will be requested from the chosen supplier. After fuel demand and turnover is determined through continuous testing and use, a supply strategy involving regular deliveries at predetermined time intervals can be implemented. Nevertheless, variables such as inconsistent sales of L-CNG (both LNG and CNG) can disrupt regularly scheduled deliveries and require changes in logistics.

It has been noticed that all fuel carriers are able to carry at least 17,5 T in a trip. In general terms, the amount of fuel that is currently transported is 20 T, independently of the LNG tank size at different stations. In this regard, there is a common approach of outfitting the fixed facilities with 60 m3 LNG tanks, although some stations have different cryogenic tank sizes, namely Elvas (10 m3) and Pontedera (100 m3).

Another important aspect is the gas source once delivered to the terminal. Generally, Nigeria, Qatar, Algeria, Norway, Trinidad and Tobago are the most frequent sources.

One particularly important variable in the results presented here is the quality of the LNG delivered from different terminals. The responses indicate a range between approximately 84% and 93%. While mono-fuel (spark-ignited engine) vehicles can safely operate with a wide range of gas quality, some current dual-fuel (compression-ignition) vehicles have had difficulty using LNG with a methane number under 90. Gas below this quality specification can prematurely detonate in the truck’s engine, causing ‘knocking’ and introducing drivability and durability concerns. If new generations of Euro VI dual-fuel vehicles suffer from this same phenomenon, this might limit the usability and roll-out of this particular type of truck across the EU.


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4 Conclusion The results presented in this deliverable demonstrate that project partners will have no problems when guaranteeing a regular supply of LNG to their stations. Many partners have located multiple distributors capable of supporting their stations’ operation, and some will even handle their own logistics. This will allow greater flexibility and security of supply.

Obviously, the logistic optimization is easier if the LNG stations network is developed; it gives more flexibility to the LNG trailers and allows using the maximum capacities of these ones.

All stations and their different supply details are analysed underneath.

4.1 DRIVE SYSTEM

The Kallo station will be widely well supplied by different companies: GDF Suez, ENI Gas&Power and EFT Trading could do it. However, all of them will take the gas from the same terminal, which is quite reasonable due to proximity between Antwerp and Zeebrugge. Because of this it is quite an attractive area to deploy LNG facilities, as it reduces possible fuel transportation costs. The Zeebrugge area is considered to be the most important natural gas landing point in the EU. Connecting to a variety of pipe gas and LNG sources, it has an overall throughput capacity of about 48 bcm/y. As for pipe gas flows, the Zeebrugge area gives access to natural gas from Norwegian and British offshore production fields in the North Sea as well as from Germany and Russia. Worldwide LNG supply is available through the Zeebrugge LNG Terminal.

Figure 3 Distance between Kallo station and Zeebrugge LNG Terminal

It has been estimated that up to 21 T could be conveyed, that means 46 m3 can be refuelled. In nutshell, a fuel carrier could refuel 77% of the station capacity, although the same fuel carrier is used to offload at different stations.

Its proximity makes the Drive station very well located. The cost of fuel transportation is considerably reduced. In the event of an unexpected extra fuel demand, the LNG tank could be refuelled quickly.


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Also, there are other LNG terminals nearby such as GATE Terminal in Rotterdam – 100 km away from Kallo.

At this project stage, it can be said that the Drive station has reached a constant fuel demand. Either way, bearing in mind the crossing-routes point of this station, fuel consumption fluctuation might well occur.

It is worth mentioning as well that, although the maximum capacity of a fuel carrier is 21 T, the Kallo station is hardly charged with this amount. Normally up to 14 T of LNG is charged.

All in all, Kallo station has an average consumption of 850 kg of LNG a day. Normally all stations are charged with fuel as soon as the LNG tank reaches 20-25% of its capacity. It can be concluded that this facility, at this fuel consumption rate, will have to be refuelled every two weeks at least.

As a matter of fact, Philipp Desrumaux from Drive System declares that fuel carriers pass by the station once a week, with 14 T each time.

The main reason to avoid charging the station to its maximum level is, of course, the possible boil-off effect that may occur is the fuel is not finally consumed. The station is charged with approx. 14 tons every week, the rest of the cargo goes to other stations. From these 14 tons, about 9 to 10 tons is dispensed to trucks (the station is frequented by 20-30 different trucks), the rest is converted to CNG for use on site and on a remote (daughter) station.

With the amount of LNG (10 T) charged at the Drive station:

- 23 Iveco trucks with double-LNG-tank could be refuelled, - 46 Iveco trucks with a simple 500 L-tanks could be refuelled, - 83 Volvo1 trucks with a small LNG tank (280 L) could be refuelled.

Leaving aside the average Kallo consumptions, this facility is frequented by 6 trucks per day on average, normally Volvo or single-LNG-tank trucks.

To sum up, it can be concluded that the Antwerp area – and it can be extendable to Benelux area – are fairly well covered in terms of LNG as fuel for vehicles. The distances are close and doable by a container in a relatively short time in the case of an unexpected event. Based on the current fuel demand this station is well situated to be securely supplied. Based on the results, it is safe to say it is a good rate for the station to be charged with fuel on a weekly basis.

1 Volvo trucks are referred to Euro V vehicles which were commercialized few years ago.


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4.2 ENI

It has been estimated that from 17,5 T to 19 T could be transported. This fuel transportation will be carried out by HAM. The LNG will be provided from Barcelona or Fos Tonkin terminals.

Piacenza

The fuel consumption of this facility is 8-10 T of fuel a day. It is, by far, the most demanded station in the project. Based on that, the station has to be charged with fuel very often. Taking into account this consumption rate, as soon as the station in charged, the fuel will last 8 days at the most.

In order to operate in a safe margin, according to Thomas Gromeier from ENI, the Piacenza station is supplied about every 2 days. There are considerations ongoing to step up to daily delivery since the very long supply lines generate considerable risk of disruption. A simple mechanical truck breakdown will determine the station running out of stock.

On the other hand, this facility is frequented by 50 trucks per day on average. The duration of the fuel will largely depend on the type of trucks that are refuelled at the station, being able to refuel up to 41 trucks in the worst case scenario – trucks with the largest LNG tanks capacity.

In the case of this station, it is particularly dangerous to reach the 20% level of the tank capacity. Due to the high daily demand, the station would run out of fuel in just hours. This is because fuel carriers are continuously doing round trips from neighbour terminals to Piacenza.

In relation to this, it is important that ENI stations receive fuel from Barcelona and Fos Tonkin. In any case this means at least a two-day round trip.

Drive station does depend on the LNG provided from Zeebrugge but due to its proximity, doing two-hour journeys from Terminal to the station, many alternatives can be taken in case of incident.

Figure 4 - Distances between Piacenza and Barcelona, Fos-sur-Mer LNG Terminal

1.016 km

600 km


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The Italian case is different in this regard. Stations are not very close to the terminals – mainly from the Barcelona one with 1.000 km in between, although it can be charged as well from the Fos Tonkin, 600 km away -. Normally it is being loaded with fuel from Barcelona, which means that at least 2 days would be needed to get ENI stations (both Piacenza and Pontedera). With such conditions, a good refuelling schedule is needed in order not to leave the station without fuel. If the Fos Tonkin station is used as a fuel feeder, the journeys would be 600 m, which is doable in a day.

According to the information provided, as the station is refuelled every 2 days at the most, in that period 20 T of LNG may be consumed. Therefore, about 2-4 T are left in the LNG tank as fuel back-up. It is also important to consider this Italian station has a high CNG demand and, as explained above, the variety of LNG tanks capacities that trucks mount are key when getting low LNG tank levels; hence it seems to be a good refuelling programme for this facility.

Pontedera

The same can be applicable to the second ENI project station located near Livorno. For the time being, the consumption is not established yet, but it is expected to be like Piacenza due to the high number of trucks running.

In January 2017 sales are around 25t a month and mostly in the form of L-CNG. Demand will pick up with the introduction of the new Iveco Stralis truck. Delivery currently takes place once a month. This confirms the good thermal insulation of larger LNG storage tanks.

The economics of storage tank sizing is quite complex and requires a dedicated in-depth analysis. Apart from the cost for simply setting up the trailer truck – storage tank hose connection which can easily be estimated, factors such as station availability and future options for operation as a local distribution hub need to be priced in.

Due to the heating of the transported LNG a trailer truck can do a maximum of 2 deliveries in one trip. This is also a very limiting factor which may determine the occasional need to transport LNG back and forth.

Hence it is probable that the refuel will be done every 2-4 days with an average amount of fuel of 18-23 T each trip, but this will be dictated by the demand. It is foreseen that during the initial station’s activities, the demand will be low. After a settling down process and once the demand is steady, the number of supplying activities will be as in Piacenza.

In terms of fuel source, this facility has the same sources of the other Italian station: Barcelona and Fos Tonkin, with almost the same mileage in between. Therefore there is some flexibility in case of unexpected problems with any of the terminals.

The station has huge potential due to being very close to Leghorn which is a probable site for the first terminal for LNG in liquid phase on Italian territory. This would create higher possible truck loading and very short supply lines, allowing competitive pricing and the highest possible availability.


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Figure 5 - Distances between Pontedera and Barcelona, Fos-sur-Mer LNG Terminal

All in all, due to its proximity and doable distances from ENI stations to Terminals, these two facilities – and it can be extendable to the rest of the northern Italian area – are well covered in terms of fuel, with back-up alternatives in case of incident. Additionally, because of the high demand from clients, these Italian stations must have a good planning when supplying fuel as they do.

1.040 km

620 km


22

4.3 UNIPER (LIQVIS)

Berlin

The gas which will feed the Berlin station might be transported from the GATE LNG Terminal in Rotterdam to Berlin outskirts, around 750 km.

Figure 6 Distance between Berlin station and Rotterdam LNG Terminal

The 20 LNG trucks that will be refuelled at UNIPER facility will be equipped with a double-LNG-tank, which means 0,43T will be consumed per truck. Even though the station does not have steady consumption at the time of writing, the fuel carrier will presumably load the station every 3-4 days at least. Due to the distance and the expected high demand, the fuel carriers will likely do round trips continuously. Normally, the station will be fed with the Rotterdam LNG Terminal gas on a regular basis.

There is also the possibility that the fuel is transported from Swinoujsie, Poland. In that case, the distances will be significantly reduced, just 250 km. Finally, the station can be fed by gas from Zeebrugge, as a third source option.

750 km


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Figure 7 Distance between Berlin station and Swinoujsie and Zeebrugge LNG Terminal

Independently of the gas source, what it is clear is that the station must be supplied frequently due to the expected high demand from clients. Thanks to this, boil-off effects will hardly be produced. The flexibility to choose the fuel source is wide.

In general terms, from this German area upwards, any LNG refuelling points will be well supplied; as well as the ones close to the French and Benelux borders.

250 km

840 km


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4.4 GALP

Matosinhos & Sines

The Matosinhos station was built near Porto, in the northern Portuguese region. This facility has been in operation since 2016; however the number of fixed clients is low.

Due to the distance between the station and Sines, where the LNG Terminal is located, a good supplying plan must be drawn up. The mileage in between is 445 km.

Figure 8 Distance between Matosinhos station and Sines LNG Terminal

Either way, the distance is doable in order for the fuel carriers to make it in a day. Therefore, the station can be charged relatively quickly. For the time being, as said, since the station has a low amount of fuel sold, carriers are heading for the station just when the demand requires, with no fixed advanced schedule. As soon as the station has a steady number of clients and a stable number of refuellings a day, it will be determined how often the facility needs to be loaded with fuel.

Now the station has been charged with the lowest possible amount of fuel, in order to prevent boil-off effects.

As happened with the Barcelona station, with low numbers of refuellings per day, the station can be charged with fuel once per month, with an amount between 5-7 T, depending on the previsions – also taking into account the CNG deliveries. With that amount, up to 23 single-LNG-tank trucks might be refuelled, therefore it seems reasonable to operate under that regime.

Regarding the Sines station, at the time of writing, the facility is not ready. Due to its location, as in the case of other refuelling points close to LNG Terminals, the cost of fuel transportation will be one of the most attractive points, offering a high flexibility when fuel demand peaks occur. Unexpected fuel demands might be easily covered.


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4.5 GAS NATURAL FENOSA

The GNF station is definitely well located in terms of proximity with Terminals. This station is currently being fed by the gas that arrives to the Barcelona LNG Terminal.

There are roughly 40 km in between, therefore it seems logical to think that, firstly no other alternative LNG terminals are contemplated, and secondly journeys to load the station perfectly adapt to the facility demand. Due to its nearness, there is a high capacity to react in case of unexpected high-consumption peaks.

Likewise, the cost of fuel transportation is reduced.

Figure 9 Distance between Barcelona station and Barcelona LNG Terminal

On the other hand, based on the actual figures and the clients demand, this station has an average daily consumption of 165 kg of LNG, around 1 or 2 refuelling a day. At present this fuel volumes are rather low mainly bearing in mind this is a transient area of heavy-duty vehicles. However, many other LNG facilities have been constructed nearby offering clients other possibilities.

According to the information provided by Dorian Gonzalez from Gas Natural Fenosa, the Barcelona station is being loaded with fuel every 18 days on average, but obviously this much depends on the demand. The station has been charged after 3 days of activities under peak of high demand, or after 1 month due to the low consumption.

Normally up to 7 T are delivered in each fuel charge at the station. This is considerably lower than the Italian and Belgium cases, although in line with the fuel demand.

With 7 T of LNG, up to 16 new Iveco trucks with double-LNG-tank can be refuelled, or 32 single-LNG-tank trucks. Usually, non-consumed fuel is used to refuel CNG vehicles as well.


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Moreover it is fair to say that more and more trucks are being converted from conventional diesel to dual-fuel trucks in this area. Besides this, the new Iveco truck, which offers clients up to 400 hp, might change the current scenario significantly. As mentioned above, this is a transited area with a high activity of Heavy-Duty vehicles and most of them will go beyond the Pyrenees. Therefore, powerful enough trucks are needed to tackle these types of journeys.

In general terms, the current planning of fuel supply is working smoothly and adapted to the demand. In the event of high fuel consumption, Gas Natural Fenosa will react accordingly. Its location is close enough to prevent any incident.


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4.6 ENGIE

ENGIE is the company with the largest number of stations in the project (3). These are located in France playing a key role within the European corridors.

The three stations started to be operative last year, 2016. Based on sales figures, even though the gas consumed per station is going up over time, they can already give us an idea about the possible stations’ needs in terms of fuel operation supply.

Rungis, Paris

This facility started to provide fuel in January of 2016. Since then, up to 7 tons of LNG per week was sold in 2016 (and 20 tons per week including the (L) CNG consumption).

The LNG for this station will be carried from Montoir de Bretagne or Zeebrugge.

Most of the trucks that approach this facility are Iveco Euro VI with single-LNG-tank. The LNG storage capacity of this station is 60 m3.

In terms of fuel supply logistic operations, the station has a diversity of sources, which is important. The Zeebrugge LNG Terminal is 320 km away. The Montoir the Bretagne is 420 km away, both journeys are perfectly doable and their locations are near enough in case the station needs fuel.

As said above, the station has an average of 6 trucks a day, which means that up to 1,3T of fuel could be delivered daily.

320 km

420 km


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According to the information provided by Timothèe Audibert from ENGIE, the best way to do the logistic is to serve a few LNG facilities with the same trailer, so that it will be possible to have more flexibility and a low temperature in the refuelling stations can be ensured. That means that ENGIE is doing partial offloading: 1 fuel trailer to a few stations.

The Rungis station is fed with fuel 2 or 3 times a week. In that way the fuel availability of the LNG tank at the facility is maintained. Moreover, thanks to this supply procedure, the fuel temperature is steadily cold; in that way boil-off is prevented.

The amount of fuel that is delivered each time is around 10 tons, preventing the fuel level from going down and leaving a fuel back-up in the event of high demand.

Lyon

This facility started to provide fuel in July of 2016. Since then, up to 8 tons of LNG per week was sold in 2016.

The LNG for this station will be carried from Fos Tonkin or Barcelona.

Most of the trucks that approach this facility are Iveco Euro VI with single-LNG-tank. The LNG storage capacity of this station is 60 m3.

According to ENGIE, this station is supplied with fuel once per week. The procedure being used is the same as at Rungis, namely partial offloading is done to prevent venting by keeping the fuel temperature low. Since the demand is not high for the time being, one refuelling a week seems to be sufficient to prevent fuel depletion.

Due to the proximity to Fos Tonkis, this will be the LNG source on a daily basis for Lyon.

740 km

320 km


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Nîmes

Nîmes station location is the best situated in terms of distances to the terminal. There is just 80 km between the refuelling point and the LNG Terminal (Fos Tonkin). However, as happened in other French stations, gas could come from other terminals, not depending exclusively on one gas source.

The gas coming from the LNG Terminal in Barcelona is also supplying this station. The distance between these two points is acceptable (400 km). Moreover, Ham or Molgas are doing round trips on a daily basis from Barcelona in order to supply stations in the Mediterranean area.

Therefore costs of fuel transportation, as with all refuelling points along the Mediterranean area, are reduced due to their good connection to neighbouring terminals.

Additionally, in line with the procedure described above, Nîmes LNG tank (20 m3, pending the definitive station) is being partially loaded with fuel. Because of its size, the LNG tank is being loaded twice per week. Between 3 and 4 T are delivered each offload.

This amount of fuel per week is sufficient based on the current demand (around 1000 kg a day).

400 km

80 km


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4.7 DOUROGAS

Carregado & Elvas

Both Dourogas stations are really well located in terms of fuel transportation: 166 km in the case of Carregado, 260 km in the case of Elvas from the Sines Terminal. See picture underneath.

Furthermore, the location of the Carregado station is fairly close to a several number of fleet operators and is in the neighbourhood of one of the major logistic areas in Portugal, covering several fields of activity: food services, supermarket stores, industry raw materials, pharmaceutical products, and several others.

Figure 10 Distance between Elvas and Carregado stations and Sines LNG Terminal

Both facilities are already in operation whose daily consumption figures were provided. Concerning the Carregado station, they have an average daily consumption of 1.700 kg of LNG (Jan/2017 values). This station was put into operation in October of 2014 and its consumption has been increased over time. Now they have a rate of 20/22 LNG trucks + 6 solid urban waste CNG trucks a day.

Regarding sales, Carregado station sold a total amount of 507 ton in 2016, and this value is expected to increase, being expected to reach 2.5 ton of LNG sales per day by 2018.

With this number of trucks, it is estimated that at least 2.5T of fuel must always be available daily at the station– 5T if the station is frequented by double-LNG-tank trucks-, in order for the station to have enough fuel.

Fuel carriers are able to transport 20T per trip in the Portuguese case.

According to João Filipe Jesus from Dourogas’ general manager, the Carregado station is loaded with fuel every week, with an amount of LNG of 13T on average. Therefore, nearly 7 T are left in the LNG tank as fuel back-up. It is also important to consider this Portuguese station has a CNG demand as well so gas can be further utilized. The 44% of the total gas charged is consumed. In other words, just 12% out of the total LNG tank capacity is accumulated on the tank.


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Concerning the Elvas station, the case is quite different since the LNG tank capacity at this station is 10 m3. Therefore the time between fuel charges is significantly longer as described below:

The Elvas station was built bearing in mind that the initial fuel demand would be low, and presumably it will be higher in the years to come. This facility is loaded with LNG every two weeks. Each time the fuel carrier carries gas to the station, roughly 2,3T are delivered.

Several Iberian operators have been fuelling at this station, in a total of 8 LNG trucks, connecting some of the main cities of the Iberian peninsula such as Madrid-Lisbon, Huelva-Porto or Badajoz-Sines, for instance

In terms of consumption, the station is frequented by 2 or 3 trucks a day. On average, between 100 kg-110 kg are daily consumed. With these figures, it can be concluded that 60% of the fuel delivered is consumed. In other words, 20% of the total tank capacity is not consumed per fuel charge. Since the LNG tank capacity is smaller than others, this 20% might be consumed by 12 LNG trucks.

This amount is quite acceptable to be able to deal with any unexpected issues, provide CNG to other vehicles and even be utilized for other uses.


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4.8 SGA

SGA was one of the first companies when building the station and to put it into operation. It has been working since February of 2014.

Based on the data received so far in terms of consumption beside the supply logistic activities, some conclusions can be made:

The station is used 1-4 times a day with a consumption of 100-190 Kg per refueling. Most of the trucks that frequent this station are Volvo Dual-fuel. As a matter of fact, 0,12 T is exactly the amount of gas that is delivered to LNG tanks on Volvo trucks. Out of the 3 trucks that pass through this station on regular basis, none of them are dedicated vehicles.

Bearing in mind that all LNG trucks consume a relative low amount of fuel –half compared with Iveco single-LNG-tank trucks, and three times less compared with double-LNG-tank 400hp Iveco trucks – the total gas sold over the last years in the project can be considered low: 190.568 kg in 944 days.

The Nynäshamn Terminal, where the LNG gas is carried from, is 220 km away from the station. That means due to the short distance between these two points and taking into account that other LNG refuelling points are also supplied with fuel from this terminal; there is no problem for Örebro station to be operative in terms of fuel availability. All this area is well covered thanks to the Nynäshamn Terminal activity.

Figure 11 Distance between Örebro station and Nynäshamn LNG Terminal

According to Fredrik Svensson from SGA, the station is loaded with fuel every week. The amount of fuel delivered is around 2T in order to satisfy the fuel clients’ demand. In relation to this, as of this writing there are no other trucks than Euro V Volvo ones in this area (concretely 69 vehicles), therefore high unpredicted peak demands are not expected. The LNG level in the storage tank is also monitored by a logistic division and can be supplied with fuel quickly if needed.

220 km


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The trucks’ consumption is loaded less than weekly. The remaining fuel is utilized to refuel CNG vehicles.

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