Exhibition & Conference

13-16 September 2021

Singapore EXPO, Singapore

Previous Gastech Abstract Examples

NEW BUSINESS MODELS FOR A NEW ENERGY LANDSCAPE - STRATEGIC STREAM

THE RESILIENCE OF GAS IN AN INNOVATIVE ENERGY LANDSCAPE
George Gilboy, Chief Representative Japan, Woodside Energy


Headlines the world over cite the increasing penetration of renewable energy to proclaim a successful crossover into the mainstream, and the imminent decline of fossil fuels in the energy mix.

The increased uptake of renewable energy is welcome, as the world seeks to limit temperature rises in line with the recommendations from the UN’s Intergovernmental Panel on Climate Change.

However, far from fossil fuel producers becoming fossils, the coming decade of transition to lower-carbon energy sources offers a once-in-a-generation opportunity – particularly for gas producers.

The ‘new energy landscape’ still contains a great deal of ‘old’ energies. Demand for coal is still projected to increase to 2025, particularly in the Asia-Pacific region. Renewables continue to present challenges, in the form of reliability, lifecycle costs and unintended external impacts.

Gas has certain inbuilt advantages over both coal (including ‘clean’ coal) and renewables. In this innovative energy landscape, LNG remains resilient. Gas supporting renewables is the best solution we currently have to the energy ‘trilemma’ of cost, reliability and emissions. Yet, we can’t assume this is widely understood, let alone accepted. We’ve got to be ready to effectively, credibly and regularly explain the role of gas in reducing global emissions.

At the same time, winning the debate is not going to be enough. For the gas industry to capitalise on our natural advantages, we’ve also got to evolve the way we go about producing and selling gas. In other words, we’ve got to be innovating at the same time as advocating, so that gas truly becomes the reliable,
low-cost, go-to backup for renewables that we say it is.

In particular, we as an industry need to focus our efforts and resources on innovation in four key areas, to produce a new business model:

Energy efficiency to reduce costs and emissions, while increasing the volume of saleable product;
1. Contractual flexibility;
2. New uses and markets for gas; and
3. New and credible ways to offset carbon emissions.

George J. Gilboy, PhD, will share what Woodside is doing in each of these four focus areas, borrowing from our experience pioneering the LNG industry in Australia. We are lowering emissions by designing them out, operating them out and offsetting them. We are exploring options for integrating renewables and batteries with gas-fired power at our facilities, and developing a new business to develop and acquire carbon offsets at scale. We are developing new opportunities for LNG to displace higher-emission fuels, including in trucks, trains and ships.

NORTH ASIAN DEMAND - STRATEGIC STREAM

SECOND WAVE OF TERMINAL INVESTMENT IN CHINA: DEVELOPMENT AND IMPLICATIONS
Zhu Chen, Managing Director, SIA Energy


Imported LNG has been playing a growingly important role in China’s gas supply. For the first eleven months of 2018, China imported 14.38 mmtp more LNG compared to the previous year, representing ~60% of the country’s total incremental gas supply.

Import volume is actually constrained by terminal capacity. The average utilization rate of China’s 20 operational terminals during Jan-Nov 2018 was 83%, while terminals at the Lower-Yangtze River region were witnessing 114% annualized utilization!

As a China gas-focused consulting firm, SIA Energy forecasts that China’s LNG receiving capacity will double by 2025 reaching 136 mmtpa. While NOCs will focus on brownfield expansion, the non-NOC, Tier-2 players who traditionally position as city gas operators, gas power generators and provincial gas grid operators will build greenfield projects. Nearly 70% of China’s proposed capacity come from these Tier-2 players. Who are they? Are they physically and professionally ready to sign long-term contracts? How will they restructure the relationship with NOC suppliers? And what are the implications to global sellers, to contracting and pricing? These are the questions this presentation aims to answer

HYDROGEN - STRATEGIC STREAM

HYDROGEN - WILL IT PERPETUALLY REMAIN THE “FUTURE OF FUEL”?
Matty Vengerik, Managing Director, PM Hydrogen


President Bush in his 2003 State of the Union speech, announced his Hydrogen Initiative and famously predicted that “the first car driven by a child born today could be powered by hydrogen, and be pollution-free.”

These 2003 kids are now of legal age to drive, yet they are more likely to find themselves in a driverless car (or driven by an Uber, or Lyft) than to be holding the wheel of any hydrogen-powered vehicle. At the rate things are going it is more likely that their grandchildren will be fulfilling President Bush’s prediction.

This presentation will examine what went wrong and shall analyse the underlying barriers, which, despite tremendous efforts and ample funding, domestically and internationally, have prevented heretofore the “hydrogen economy” vision from becoming a reality.

Importantly, this presentation will also describe how PM Hydrogen’s proprietary methodology, process and technology, when implemented on an industrial scale, can quickly and efficiently remove these barriers and how we can usher in the “age of hydrogen” today, in an environmentally friendly, and economically attractive and sustainable fashion, should we so choose.

SHIPPING - TECHNICAL STREAM

THE BEGINNING OF A NEW ERA FOR ETHANE CARRIERS
Aditya Aggarwal, Director - Global Gas Solutions, American Bureau of Shipping (ABS)


Recent rapid growth in U.S. natural gas production has not only created a tectonic shift in the world natural gas markets but also impacted the natural gas plant liquids (NGPL) sector. Ethane is separated from the natural gas stream along with other hydrocarbon liquids such as propane, butane, iso-butane and natural gasoline and is a critical feedstock for the petrochemical industry. Surplus shale-based ethane production in the U.S. offers an opportunity for consumers in the east such as China to gain access to this stockpile.

Traditionally, Ethylene was traded in parcel sizes of around 20,000 m3 and transported in handful of gas carriers with pressurized tanks. In the early days of ethane export from the US, dedicated vessels of up to 37,000 m3 were considered large for such trades and potentially a risky venture. However, the success story of ethane import to India via the six 87,000 m3 Very Large Ethane Carriers (VLEC) for Reliance Industries marked a significant transformation in the gas sector and helped recognize the potential to further expand the market size by exporting U.S. ethane to feed new ethane crackers in China.

This paper will provide an overview of the evolution of VLEC market and focus on the development of the next generation of VLEC designs. Carriage of ethane using conventional technology and vessel design poses new challenges that need to be resolved. The higher density and higher temperature ethane cargo requires reinforcement of the existing membrane cargo containment system and imposes restrictions on partial filling of the cargo tanks due to severe sloshing loads.

Additionally, the revised IGC Code only allows the use of ethane as fuel upon successfully demonstrating equivalent level of safety as that achieved through the prescriptive requirements for the use of natural gas as fuel. The acceptance to using ethane as fuel requires compliance with the classification and statutory requirements along with an agreement with the flag state. This paper will provide the layout of an approval roadmap in general on the basis of risk assessment for using ethane as fuel.

Foreign flag VLECs that are needed to export the U.S. ethane also require the Certificate of Compliance from the US Coast Guard. Due to complex interplay of requirements of the code and approval from the regulators, the approval process of newbuilding projects can introduce uncertainties such as delivery schedule and costs. This paper will also focus on providing guidance on successful collaboration with the US coast guard.

Multi-cargo capability on the VLECs hold a significant promise to not only reducing contractual risk for ship owners but also lowering the total supply chain costs for the charters.

RENEWABLE GAS & NATURAL GAS PRODUCTS - TECHNICAL STREAM

T3.3 TURNING NATURAL GAS INTO BIOMASS
Henrik Busch-Larsen, CEO, Unibio


Natural gas as feedstock to produce protein? Adding additional value to an energy commodity?

How can a growing world population be fed when agricultural land per capita is decreasing? And how can we produce more food in a sustainable way without destroying the planet?

One alternative way of adding value and addressing these problems is utilizing natural gas and turning it into high-quality protein. These challenges are addressed with Unibio’s unique U-Loop® technology. In the process, methane is converted into a highly concentrated protein product called Uniprotein®, suitable as a protein ingredient in animal feed.

Unibio’s U-Loop® technology transforms processes that occur in nature every day into a bio-industrial setting and produces healthy sustainable Uniprotein® for animals in an eco-friendly way. The production of Uniprotein® utilizes significantly less water than plant-based protein sources and does not take up farmland. The production process always results in a uniform product, and the only waste product is clear water and limited CO2 emissions.

FUTURE DEVELOPMENT OF GAS & LNG-POWERED TRANSPORT - TECHNICAL STREAM

LNG ON THE RAILS
Scott Nason, Product Manager - Rail Group, Chart Industries, Inc


Chart will deliver updates on two aspects of LNG and the rail industry; firstly the conveyance of LNG by rail and secondly LNG as a fuel alternative to diesel for railway locomotives.

Rail transportation of many commodities and hazardous materials is almost always at a lower unit cost and considerably safer than moving the same product by highway. Increased production and use of LNG has prompted a desire to transport it by rail. Both the PHMSA and FRA been working on a Rulemaking to allow LNG to ship in DOT-113 tank cars, in the same manner that liquid ethylene has safely shipped for the last 50 years. The tank cars carry ~ 30,000 gallons of cryogenic liquid and are extremely robust comprising a fine grain carbon steel outer tank, stainless steel inner tank and stub sill assembly.

In addition to the tank cars, there is a desire to also allow UN T75 ISO containers to be transported by rail. 40’ ISO containers carry about 10,000 gallons of LNG and DOT Special Approvals have allowed some shipments. Europe and Canada both have regulations in place that allow tank car transportation of LNG as well as UN T75 ISO containers. In both locations Chart has developed suitable solutions that we will expand upon.

Due to increased environmental awareness and the escalating costs of diesel, rail operators are taking an interest in natural gas fueling. In November 2017, Florida East Coast Railway (FEC) rolled out its line-haul fleet of 24 locomotives that had all been converted to dual fuel – a combination of conventional diesel fuel and natural gas – becoming the first North American railway to do so.

The EPA Tier-3 compliant locomotives were retrofitted with GE’s NextFuel™ technology enabling them to substitute up to 80% diesel with natural gas without compromising engine performance. Chart designed and built the tender car to fuel the twin locomotive units. Not only did that include the system for re-gasifying the LNG to feed locomotives hitched either side of the tender, but also to manage re-fueling of the tender and meeting, or exceeding, FRA and AAR requirements. The result is a fleet of 13 units that each contain enough fuel for 900 miles of heavy haulage service at speeds up to 60 mph, which is sufficient for the round-trip journey with contingency for idling time and delays.

Safety was a massive consideration and Chart will demonstrate how the tender is far stronger than a traditional well car and equipped to withstand worst case scenarios for derailment, puncture and impact.

LNG as a rail fuel is now a reality and, as well as significantly reducing emissions, diesel substitution could reduce direct fuel costs by up to 50%.