Ship to Shore Interface: Overview

The following make up the ship to shore interface:

• The ship’s safe mooring at the jetty

• Gangway access from jetty to ship

• All communication between ship and shore

• All instrumentation and electrical connections used across the interface

• Loading / Unloading

• Bunkering from the terminal or by supply barge

• Ship’s storing
Ship to Shore Interface: Ship Approach

LNGCs are typically

assisted by 3 tugs
•The carrier should be
moored to enable a quick
departure in emergency
using it’s own propulsion
•A berthing aid system
using laser technology
monitors approach
speed and angle, data is
shown on display board on
the jetty and repeated
on pagers to tug, bridge
Number and position of mooring points (A/B/C etc.) derived from OPTIMOOR study taking the
envelope of ships that will call at the terminal and environmental conditions (wind/wave/current)
into account.
• Automated quick release hooks are arranged at the mooring points to allow immediate departure
of vessel in an emergency case.
Ship to Shore Interface: LNG unloading and vapor return

standard installation 2 to 4 LNG

liquid unloading arms, 1 vapor
return arm – all 16’’ size, to
enable a typical
12.000m³/h unloading rate. One
liquid unloading arm can be used
as a
spare vapour return arm.
•3 connection types of loading
arm to ship manifold: standard nut
• Typical LNG loading arms are abt.
and bolt; manual quick connector,
disconnector (QC/DC); fully 20m high and weigh abt. 45t each

hydraulic connection.
• The loading arms are designed to operate in a
certain envelope considering various ship heights,
tide and draft fluctuations as well as a limited drift
• The loading arms are equipped with an automatic
emergency release system in case the ship drifts out
of the defined envelope, before
release the ESD system is activated
Ship to Shore Interface: Gangway Access and
Storing

• A gangway tower is foreseen in way of the jetty;

depending on the ships that call, the gangway has to be vertically
adjustable (hydraulic) or two gangways have to be arranged in the
tower
•Commonly the tower is combined with a store crane for provisions,
parts.
Ship to Shore Interface: Instrumentation/Communication
The following data transfer and communication must be available:

• An oral communication system such as hand held

radios, the system must be backed up by a separate
system such as a land line telephone
• Emergency Shut Down (ESD) information must be
transferred via a hard-wire data link. The main function
of the ESD is to stop the ship’s pumps and to close the
ESD valves on the ship and on shore. The system can
be manually activated from the several control points on
board the ship and on shore. Some events which initiate
the ESD automatically are fire detection, detection of
the first threshold of drift, leak detection, high level in the
storage tanks and loss of electric or control power on
board the ship or on shore.
Ship to Shore Interface: Hazards and Safety
Precautions
• H: LNG spill
� A ship/shore safety check-list should be completed
before any cargo transfer, a working procedure to be
implemented.
� Drip pans in way of the manifold/ loading arms
� Jetty structure to be made out of concrete or other suitable LNG resistant material
� Water curtains to protect the side of the ship

•H: Overflow or over pressure of storage or cargo tanks

� Tank level measured with at least two independent level gauges
� Monitored in the control room, several high level alarms sound before the ESD
automatically engages and stops the ship’s pumps.
• H: Natural environment including atmospheric conditions
� Weather stations common practice in jetty control
rooms, which provide up to date weather forecasts for
the terminal and ship.
Ship to Shore Interface: Hazards and Safety Precautions

• H: Collision with another ship or the jetty

� Restricted area around the berth for marine traffic should be defined by authority
� Several tugs assist the ship to allow a controlled approach to the jetty
• H: Breaking of mooring lines
� Mooring line loads are monitored in the jetty control room
� If a mooring line breaks and excessive drift occurs, the
ESD is initiated and the emergency release system of
the loading arms is activated.
• H: Fire at the terminal or its surroundings
� The ship and shore have independent fire fighting equipment
� Ship leaves terminal, quick release mooring hooks and the
emergency release system of the loading arms accelerate this
procedure.
Ship to Terminal Interface: Offshore Terminals
The ship to offshore terminal
interface differs in that:

• The approach has to be assisted by 3 purpose built offshore tugs

• Higher mooring line loads
• The alignment and connecting of loading arms is difficult
� Vendors have modified standard LNG loading arms
to enable an automated and safe connection
Ship to Terminal Interface: Offshore
Terminals

• The guide cable is connected to the

manifold (only step that requires an
operator in the vicinity)

• Constant tension is put on the cable

with the winch on the FSRU

•With help of the acquisition winch

the QC/DC is crawled to the manifold
where male- female alignment cones
achieve final position
Trends for LNG terminal design

• Flexibility
3€ Since the Asia crisis in 1997 together with
fluctuation in the LNG prices short-term contracts and
spot supplies are in negotiation
3€ This effects the design flexibility of the terminal for the source of LNG
supply – in respect to gas composition

3€ The jetty facilities have to consider the future gas carrier size
3€ The terminal needs to have possibilities to extend the
storage and send out capacities – to cope with additional
supply contracts ( LNG is a fast
growing market – who serves first will benefit most)
Trends for LNG terminal design
• Reliability
3€ The terminal operator has
strict conditions in the LNG
and NG supply contracts.
Long-term LNG supply
contracts include the “take or
pay” clause. NG supply into
the pipeline grid have
penalties for “non supply”
3€ The LNG terminal needs to be
designed for a high reliability and
suitable spare equipment
installation. Availability rates of
99% are common practice
Trends for LNG terminal design

• Technical

3€ Storage tanks increasing to 180.000m³ - 200.000m³

3€ “Easy and Safe”- operation – allowing for a minimum

terminal maintenance staff

3€ Further R&D to enable safe cargo transfer offshore

– flexible, LNG resistant hoses

3€ The competition in the LNG trade requires cost optimization

for investment and operating cost ( CAPEX & OPEX ). Value
engineering for LNG and utility facilities are requested at an
early stage of the project development
 Other developments in the LNG industry

Effects the Trends may have on the

LNG Carriers
The trend to go offshore can have an
influence on the ships:
• Higher sloshing forces may determine
tank type
• Better maneuverability could prove to be
an advantage as this could lead to higher
unloading availability –

• Are designed more flexible to take advantage of spot cargo trade, i.e. the ship design has to take account of various terminal limitations
• Larger ships – 200.000m³ - to reduce shipping costs
 Summary

The LNG industry is a fast growing market.

Expected growth is 6 to 8 % per year

• Dozens of projects are in the pipeline

• Future opportunities are available for LNG

project development companies, LNG traders,
Shipping companies, Terminal operators and
also for LNG terminal contractors

• … and it is a challenge to be a part of it.