LNG in TRANSPORTATION - Cedigaz in Transportation/LNG in... · LNG in transportation over the...

LNG in

TRANSPORTATION

A report published by CEDIGAZ September 2014

Christopher Le Fevre Mike Madden & Nick White

ABOUT THE AUTHORS

Christopher Le Fevre Chris has worked in the energy sector for over 30 years including a variety of positions at executive director level in Transco and British Gas. Before that he worked for Shell International in the Netherlands and Malaysia. Since 2002 Chris has run a successful independent energy consulting business serving a range of clients throughout Europe. Recent projects include LNG terminal and gas storage studies, UK and continental gas market studies for project principals and lenders and advice to European gas companies on liberalisation, gas sourcing and business development. He has served on the board of the Northern Ireland Utility Regulator and is a Fellow at the Oxford Institute for Energy Studies. In this latter role he has published research papers on gas storage and the prospect for natural gas in transportation in Europe.

ABOUT THE AUTHORS

Mike Madden Mike is the Managing Director of MJMEnergy, an international expert in gas, LNG infrastructure and energy markets. As a chartered engineer with over thirty-three years’ operational and commercial experience, he brings a unique blend of technical and commercial experience to clients and this report in particular. He started his career at British Gas (BG) in gas transmission operations before moving to BG’s gas transportation services where he led teams of negotiators, negotiating gas transportation and storage contracts. Mike founded MJMEnergy in 1995, which has been involved in providing consultancy and training services to the world’s energy markets in over 40 countries. In particular Mike has provided consultancy on gas market liberalisation and restructuring, gas storage, transmission, network codes, LNG imports and TUAs. Mike has also written a number of energy related books and is currently working on the forthcoming MJMEnergy LNG Supply Handbook 2015-2035.

ABOUT THE AUTHORS

Nick White Nick is Principal Consultant at MJMEnergy, where he has been working since 1997, covering a wide range of research, consultancy and training. Key areas of expertise include energy market liberalisation, energy trading, LNG, gas storage, regulation, and third party access to infrastructure. Nick currently heads up MJMEnergy’s training business, where he is Course Director on the LNG Economics and Markets course, as well as working on a range of consultancy projects. Nick is the editor of MJMEnergy’s LNG Today report, and is co-author of a number of other energy market reports, including Liberalising Gas Markets in Europe, Convergence in the Global Gas and Power Industry, and the Long-term Capacity Auctions. He is currently working on the forthcoming MJMEnergy LNG Supply Handbook, 2015-2035.

DESCRIPTION OF THE REPORT PART ONE – TECHNOLOGY AND DRIVERS FOR LNG AS TRANSPORT FUEL This section provides a detailed overview of the technology for utilising LNG as a transport fuel in each sector, and considers the key economic and environmental drivers for the adoption of LNG as a transport fuel. • Chapter 1 provides a description of the Global LNG supply chain, reviewing the interaction

between the existing LNG industry and infrastructure, and the potential utilisation of LNG in transportation, in order to lay a solid foundation for the non-LNG expert.

• Chapter 2 reviews the utilisation of LNG in the shipping sector, including the different storage and refuelling technologies, the impact of MARPOL and the establishment of Emissions Control Areas (ECAs), and the economic drivers for LNG.

• Chapter 3 reviews the utilisation of LNG in the road transport sector, including analysis of the engine types, the choice between CNG and LNG (as well as diesel) for HGVs and other vehicles, and the key economic and environmental drivers.

• Chapter 4 considers the potential use of LNG in the rail sector, including engine and refuelling technologies, competition with diesel and electric power and key drivers.

DESCRIPTION OF THE REPORT

PART TWO – GROWTH PROJECTIONS FOR LNG AS TRANSPORT FUEL Part Two builds on the foundation of Part One and analyses the potential growth of LNG in transportation over the period 2014 to 2035. • Chapter 5 provides an overview of the basic approach to developing projections,

the timeframe and the regional breakdown. • Chapters 6,7, 8 and 9 describe the process used to model the use of LNG as a

fuel in the global marine, road and rail transport markets, together with a discussion of the results and with forecasts from elsewhere.

• Part Two addresses the question of the size of the potential market for LNG as a transport fuel in two ways. Firstly, it provides the CEDIGAZ view of LNG usage in each of the marine, road and rail sectors by modelling future LNG usage based on an analysis of the data available. Secondly, it undertakes a review of various public domain projections made by stakeholders for each these sectors.

DESCRIPTION OF THE REPORT PART THREE – DATA ON LNG AS A TRANSPORT FUEL Part Three provides detailed data and analysis on key markets for LNG in transportation, in order to identify the suitability of markets for LNG as a transportation fuel. Part Three also provides detailed data (at the extent that is available) on use and infrastructure for LNG in transportation for 46 countries around the world, broken down by region as follows: • Europe (Belgium, Denmark, Estonia, Finland, France, Germany, Greece, Italy, Latvia, Lithuania, the

Netherlands, Norway, Poland, Portugal, Spain, Sweden, Turkey and the United Kingdom) • North America (USA, Canada, Mexico) • Central and South America (Argentina, Brazil, Trinidad and Tobago, Chile, Peru, Puerto Rico,

Ecuador) • Russia and the CIS (Russia, Ukraine) • Middle East (Iran, Israel, Kuwait Oman, Qatar and UAE) • Asia Oceania (Australia, China, India, Indonesia, Japan, Korea, Malaysia, Singapore) • Africa (Algeria, Egypt, Nigeria)

TABLE OF CONTENTS EXECUTIVE SUMMARY

PART ONE – TECHNOLOGY AND DRIVERS FOR LNG AS A TRANSPORT FUEL

1.0 THE GLOBAL LNG SUPPLY CHAIN

1.1 Introduction

1.1.1 The LNG supply chain

1.1.2 FLNG and FSRUs

1.1.3 LNG producers and supplies

1.1.4 LNG markets

1.1.5 LNG trading and diversion

1.1.6 Regional variation of LNG price structure and levels

1.1.7 LNG peak-shaving facilities and other small-scale liquefaction

1.1.8 Interactions between the global LNG supply chain and LNG as a transport fuel

1.1.9 Future LNG supply and demand

2.0 LNG AS MARINE TRANSPORT FUEL

2.1 Introduction to the sector

2.2 Marine regulatory overview

2.2.1 The MARPOL Treaty

2.2.2 Emission Control Areas under MARPOL

2.2.3 Emissions limits under MARPOL and the ECAs

2.2.4 Implications of MARPOL for the global marine bunker fuels market and LNG

2.3 Technology and Infrastructure Overview

2.3.1 Engine and vessel design

2.3.2 Refuelling infrastructure

2.4 Overview of the economic and environmental advantages of LNG in marine

2.4.1 The economic advantages

2.4.2 The environmental advantages

2.5 Current size of the market

2.5.1 The global shipping fleet

2.5.2 Global shipping movements and fuel demand.

2.5.3 Current pattern of bunkerage facilities 2.6 Key drivers in the marine and inland waterway transport sector 2.6.1 Key stakeholder perspectives 2.6.2 Ship-owners and operators 2.6.3 Shipbuilders and engine manufacturers 2.6.4 Fuelling infrastructure and fuel suppliers 2.6.5 National and international policy makers 2.7 Key challenges in the marine/lWT sector 2.7.1 Logistical and operational challenges 2.7.2 Costs 2.7.3 Safety concerns and Standards 2.8 Conclusions for the marine sector 3.0 LNG AS A ROAD TRANSPORT FUEL 3.1 lntroduction to the sector 3.2 Technology and Infrastructure Overview 3.2.1 Engine and vehicle design 3.2.2 Refuelling infrastructure 3.3 Overview of the economic and environmental advantages of LNG in road transport 3.3.1 The economic advantages 3.3.2 The environmental advantages 3.4 Current size of the market 3.4.1 The global HDV fleet 3.4.2 Current HDV re-fuelling facilities 3.5 Key drivers in the HDV sector 3.5.1 Key stakeholder perspective 3.5.2 Vehicle owners and operators 3.5.3 Vehicle and engine manufacturers 3.5.4 Fuelling infrastructure and fuel suppliers 3.5.5 National and international policy makers 3.6 Key challenges in the HDV sector 3.6.1 Logistical and operational challenges 3.6.2 Capital expenditure and other costs

3.6.3 Reliability of fuel price differentials

3.6.4 Competition from other fuels

3.6.5 Standards

3.7 Conclusions for LNG in the HDV Sector

4.0 LNG IN THE RAIL SECTOR

4.1 lntroduction to the sector

4.2 Technology and Infrastructure Overview

4.2.1 Locomotive design

4.2.2 Refuelling infrastructure

4.3 Overview of the economic and environmental advantages of LNG in rail transport

4.3.1 The economic advantages

4.3.2 The environmental advantages

4.4 Current size of the market

4.4.1 The global rail industry

4.4.2 Global rail movements and fuel demand

4.4.3 Current rail fuelling facilities

4.5 Key drivers in the rail sector

4.6 Key challenges in the rail sector

4.7 Conclusion for the rail sector

PART TWO – GROWTH PROJECTIONS FOR LNG AS A TRANSPORT FUEL

5.0 INTRODUCTION

5.1 General introduction to LNG growth projections in marine, road and rail

5.2 Some key challenges

5.3 Projections not forecasts

5.4 Timeframe

5.5 Defining regions and identifying relevant countries

6.0 MODELLING THE FUTURE USAGE OF LNG IN THE GLOBAL MARINE BUNKER FUELS MARKET, 2015-2035 6.1 A brief introduction to the global marine bunker fuels market 6.1.1 General description of the global marine bunker fuels market 6.1.2 An overview of the fuels sold in the global marine bunker fuels market 6.1.3 An overview of the changing emissions regulation regime 6.1.4 A review of the fuel and technology choices open to ship owners following the introduction of MARPOL Annex VI 6.2 An overview of the modelling framework 6.2.1 A description of the type and role of scenarios used 6.2.2 Understanding and modelling the size of the global marine bunker fuels market 6.2.3 Understanding and modelling different types, sizes and ages of vessel 6.2.4 Understanding and modelling the impact of the change of regulatory regime 6.2.5 Understanding and modelling the impact of fuel prices on fuel and technology choices 6.3 A description of the modelling process 6.3.1 Preparatory work required 6.3.2 Steps required in running the model 6.3.3 Summary of results from model 6.4 Overview of stakeholder projections of LNG usage in the global marine bunker fuels market 6.4.1 Overall approach and methodology for developing comparable projections 6.4.2 Review of studies from a maritime perspective 6.4.3 Review of reports by international oil companies (IOCs) 6.4.4 Reports by international consultancies and academic institutes 6.4.5 Summary and analysis of stakeholder projections for the global marine bunker fuels market 6.5 Conclusions - an analysis of the combined results 7.0 MODELLING THE FUTURE USAGE OF LNG IN THE GLOBAL ROAD TRANSPORT FUELS MARKET, 2015-2035 7.1 A brief introduction to the global road transport fuels market 7.1.1 General description of the global road transport fuels market 7.1.2 An overview of the fuels sold in HDV sector 7.1.3 An overview of HDV emissions regulations 7.2 An overview of the modelling framework

TABLE OF CONTENTS

7.2.1 A description of the type and role of scenarios used 7.2.2 Understanding and modelling the size of the road transport fuels market 7.2.3 Modelling the impact of LNG refuelling infrastructure coverage 7.2.4 Modelling replacement rates 7.2.5 Understanding and modelling the impact of fuel prices on fuel and technology choices 7.3 A description of the modelling process 7.3.1 Preparatory work required 7.3.2 Steps required in running the model 7.3.3 Summary of results from model 7.4 Overview of stakeholder projections of LNG usage in the global road transport fuels market 7.4.1 Review of global forecast – Shell 7.4.2 Review of regional forecasts 7.4.3 Regional projections 7.4.4 Conclusions drawn from analysis of reports 7.5 Conclusions - an analysis of the combined results 8.0 LNG AS RAIL TRANSPORT FUEL 8.1 Introduction 8.2 Defining fuels in the rail transport market 8.3 Review of LNG usage for rail transportation in the United States 8.4 Overview of the Cedigaz analysis 8.4.1 General issues 8.4.2 A description of the modelling process 8.5 Results from the model 8.5.1 Projections of global LNG demand from the rail transport liquid fuels market 8.5.2 Projections of LNG demand by country from the rail transport liquid fuels market 8.6 Conclusions

9.0 AGGREGATE SUMMARY OF LNG DEMAND PROJECTIONS

PART THREE – DATA ON LNG AS A TRANSPORT FUEL

10.0 OVERVIEW OF DATA ANALYSIS

10.1 Defining regions and identifying relevant countries

10.1.1 Choice of countries

10.2 Country data – Summary

10.2.1 Key country statistics

10.2.2 The LNG suitability matrix

10.2.3 Bulk LNG supply data

10.2.4 LNG refuelling station data

11.0 EUROPE

11.1 Regional summary

11.2 COUNTRY SUMMARY – BELGIUM

11.3 COUNTRY SUMMARY – DENMARK

11.4 COUNTRY SUMMARY – ESTONIA

11.5 COUNTRY SUMMARY – FINLAND

11.6 COUNTRY SUMMARY – FRANCE

11.7 COUNTRY SUMMARY – GERMANY

11.8 COUNTRY SUMMARY – ITALY

11.9 COUNTRY SUMMARY – LATVIA

11.10 COUNTRY SUMMARY – LITHUANIA

11.11 COUNTRY SUMMARY – NETHERLANDS

11.12 COUNTRY SUMMARY – NORWAY

11.13 COUNTRY SUMMARY – POLAND

11.14 COUNTRY SUMMARY – PORTUGAL

11.15 COUNTRY SUMMARY – SPAIN

11.16 COUNTRY SUMMARY – SWEDEN

TABLE OF CONTENTS

11.17 COUNTRY SUMMARY – TURKEY

11.18 COUNTRY SUMMARY – UNITED KINGDOM

12.0 NORTH AMERICA


12.2 COUNTRY SUMMARY – USA

12.3 COUNTRY SUMMARY – CANADA

12.4 COUNTRY SUMMARY – MEXICO

13.0 CENTRAL AND SOUTH AMERICA


13.2 COUNTRY SUMMARY – ARGENTINA

13.3 COUNTRY SUMMARY – BRAZIL

13.4 COUNTRY SUMMARY – TRINIDAD AND TOBAGO

13.5 COUNTRY SUMMARY – CHILE

13.6 COUNTRY SUMMARY – PERU

13.7 COUNTRY SUMMARY – PUERTO RICO

13.8 COUNTRY SUMMARY – ECUADOR

14.0 RUSSIA AND THE CIS


14.2 COUNTRY SUMMARY – RUSSIA

14.3 COUNTRY SUMMARY – UKRAINE

15.0 MIDDLE EAST


15.2 COUNTRY SUMMARY – IRAN

15.3 COUNTRY SUMMARY – ISRAEL

15.4 COUNTRY SUMMARY – KUWAIT

15.5 COUNTRY SUMMARY – OMAN

15.6 COUNTRY SUMMARY – QATAR

15.7 COUNTRY SUMMARY – UNITED ARAB EMIRATES (UAE)

16.0 ASIA OCEANIA


16.2 COUNTRY SUMMARY – AUSTRALIA

16.3 COUNTRY SUMMARY – CHINA

16.4 COUNTRY SUMMARY – INDIA

16.5 COUNTRY SUMMARY – INDONESIA

16.6 COUNTRY SUMMARY – JAPAN

16.7 COUNTRY SUMMARY – KOREA

16.8 COUNTRY SUMMARY – MALAYSIA

16.9 COUNTRY SUMMARY – SINGAPORE

17.0 AFRICA


17.2 COUNTRY SUMMARY – ALGERIA

17.3 COUNTRY SUMMARY – EGYPT

17.4 COUNTRY SUMMARY – NIGERIA

APPENDICES – STAKEHOLDER VIEWS ON LNG AS A MARINE BUNKER FUEL

APPENDIX I – VIEWS FROM THE MARINE INDUSTRY

Stakeholder 1 – The Danish Maritime Authority

Stakeholder 2 – Lloyd’s Register

Stakeholder 3 – DNV (Det Norske Veritas)

APPENDIX II – VIEWS FROM INTERNATIONAL OIL COMPANIES

Stakeholder 4 – Total Gas and Power (Total)

Stakeholder 5 – Shell

TABLE OF CONTENTS

Stakeholder 6 – Gazprom

APPENDIX III – VIEWS FROM INTERNATIONAL CONSULTANCIES AND ACADEMIC INSTITUTES

Stakeholder 7 – HIS

Stakeholder 8 - Poten and Partners

Stakeholder 9 – The IEA

GLOSSARY

Abbreviations used in the report:

Definitions used in the report:

Different marine fuel types in comparison

BIBLIOGRAPHY

Published reports:

Conference papers/presentations:

Online articles:

TABLE OF CONTENTS

PART ONE TECHNOLOGY AND DRIVERS FOR LNG AS A TRANSPORT FUEL

Technological drivers in the road sector – In many respects the road transportation market sector has been the quickest to respond to the potential of LNG as a transport fuel. In particular in the US, China and NW Europe where LNG refuelling infrastructure is beginning to develop.

Technological drivers

Technological drivers in the marine sector - The marine market sector is also beginning to see the development of technology to facilitate the use of LNG as a marine fuel in terms of the development of propulsion systems that can use LNG and in the development of LNG refuelling infrastructure.


Technological drivers in the rail sector – Despite the fact that rail has a relatively low

share of energy, we are also seeing the development of LNG as a fuel in the rail transport market. This is particularly the case in the US and Canada where the extensive rail network and long rail routes make conversion to LNG as a rail transport fuel economic.

Technological drivers


One of the key economic drivers in the development of LNG as transport fuel is the reduced cost of LNG as a fuel compared with the alternatives - As can be seen below the price of natural gas particularly at Henry Hub (USA) and the NBP (UK) provides significant economic benefits as an alternative to liquid fuels such as diesel.

Economic drivers


Whilst switching to LNG does involve additional capital costs, when set against reduced fuel costs HDVs in particular break-even due to high usage rates - As can be seen from the two charts below.

Economic drivers

0

50 000

100 000

150 000

200 000

250 000

0 5 10 15

€

Break even in years

Additional Costs

Savings 50,000km

Savings 100,000km

Savings 150,000km

Break-even calculation for LNG trucks in EU


Environmental drivers In addition to technological and economic drivers there are also strong environmental drivers for the use of LNG in transportation. For example in the global marine bunker fuels market new emissions regulations under the Marpol treaty will force ship owners who operate in ECAs to either switch to a cleaner fuel, or introduce new technology such as scrubbers.


Environmental drivers One option in the global marine bunker fuels market is for ship owners to use LNG as an alterative fuel. In addition to the cost benefit over low sulphur marine fuels, LNG is an incredibly clean fuel with very low emissions as shown in the table below.

PART TWO GROWTH PROJECTIONS FOR LNG AS A TRANSPORT FUEL

Global projections for LNG usage 2015-2035 LNG demand in the global marine bunker fuels market Driven by changes in emission regulations in the Marpol Treaty, the use of LNG as a fuel will grow in the marine sector as compliance will require ship owners to: switch to cleaner but more expensive oil-based fuels, implement costly flue gas treatment technologies, or switch to LNG. The purpose of this section, through a combination of scenario modelling and economic analysis is to produce three scenario based projections for LNG demand (High, Base and Low). Cedigaz’s base scenario projects the demand for LNG as a marine bunker fuel at 77 mtpa in 2035.


Global projections for LNG usage 2015-2035 LNG demand in the road transport market The report highlights that LNG use in land transport will be largely limited to heavy duty vehicles (HDV) driven by the difference between the price of diesel and that of LNG. This report provides projections for LNG usage in road transport over the period 2015-2035, where in its base scenario, Cedigaz projects a worldwide demand of 45 mtpa in 2025 growing to 96 mtpa in 2035. With China having almost 50% of the global market, it has the world’s largest inland goods transport market and extensive LNG supply infrastructure. China currently has at least 100,000 LNG vehicles and 1,100 refuelling stations.

0

50

100

150

200

250

2010 2015 2020 2025 2030 2035

mtp

a LN

G

High Base Low

Projections for global road transport LNG demand, 2010-2015


Global projections for LNG usage 2015-2035 LNG demand in the rail transport market Rail has a relatively low share of energy consumption in the transport sector. The potential for LNG in the rail sector is likely to be most evident in countries with high levels of long haul freight and low level of penetration of electric powered traction in the freight sector, conditions found in relatively few countries. In Cedigaz’s base case, LNG demand in rail is projected at 0.9 mtpa in 2025, 3 mtpa in 2030 and 6.2 mtpa in 2035. The countries with the highest potential are the United States, China and India.

PART THREE DATA ON LNG AS A TRANSPORT FUEL

10.0 Overview of data analysis 10.1 Defining regions and identifying relevant countries

Whilst there are a number of different ways of dividing the global market, in this report we have used a seven region model (Europe, North America, Central and South America, Russia and the CIS, the Middle East, Africa, and Asia-Oceania) as highlighted in Part One and Two and illustrated in Figure 10.1. (opposite)


10.1.1 Choice of countries

However, within each region not all countries are likely to be significant markets for LNG as a transport fuel, therefore, for the sake of brevity, we have been selective in our country-by-country analysis. In general countries have only been specifically described in the analysis if they meet one or more of the following criteria: • A country is already an existing exporter of LNG or expects to be one within the next three to four years and therefore has or will

have LNG liquefaction plant and storage available. • A country is already an existing importer of LNG or expects to become one within the next three to four years and therefore has or

will have LNG regasification facilities and storage available. • The country already has a developing NGV market.

Therefore based on the above criteria where regional analysis is used the information shall be presented using the following regional groupings and identified countries. • North America (Canada, Mexico and the USA) • Central and Southern America (Argentina, Brazil, Chile, Colombia, The Dominican Republic, Ecuador, Peru, Puerto Rico and Trinidad

and Tobago) • Europe (Belgium, Denmark, Estonia, Finland, France, Germany, Greece, Italy, Latvia, Lithuania, the Netherlands, Norway, Poland,

Portugal, Spain, Sweden, Turkey and the United Kingdom) • Africa (Algeria, Angola, Nigeria, Egypt, Morocco and South Africa) • Russia and the CIS (Russia and Ukraine) • Middle East (Iran, Israel, Kuwait Oman, Qatar and UAE) • Asia-Oceania (Australia, China, India, Indonesia, Japan, Korea, Malaysia, Singapore).


10.2 Country data - Summary

For each country qualified in accordance under the above criteria the following data is provided. • Summary of the key country statistics • Summary of the availability of bulk LNG in that country from sources such as LNG import and export

terminals, peak shaving plant, LNG satellite stations, and LNG production plant. • Summary of the number of LNG refuelling stations in a particular country, together with the owners /

operators where known

10.2.1 Key country statistics Country summary data collected on the countries falls into three main categories as follows: • Basic country data on population (Millions), and GDP (PPP Basis in Billions of I$) to provide a high

level overview of the potential size and wealth of each country 116. • Gas market data is on the following three areas to provide perspective on the overall characteristics

of the gas market. 117 o Proven Gas Reserves (2013) (bcm), Reserves/Production (R/P) Ratio (years) o Gas production in 2013 (bcm), Gas consumption in 2013 (bcm) o LNG imports in 2013 (bcm), LNG exports in 2013 (bcm)

116 Where possible data has been sourced from original figures in each countries, GDP data has been sourced from the World Bank. 117 The majority of the gas market, supply and reserves information has been sourced from Cedigaz, where data has not been available, the most recent BP or ENI gas market statistics have been used.


118 The main source of data for NGVs has been the NGVA database, although where figures were not available local data has been used where available. 119 A combination of the NGVA data plus locally available data has been used.

• NGV market data focusing on the total population of MD and HD trucks in particular, and the

proportion of those vehicles that have switched to gas. 118 o Total Population of MD & HD Trucks o No. of NGVs (CNG & LNG) MD & HD buses o Total Population of MD and HD Buses o No. of NGVs (CNG & LNG) MD & HD Trucks

• Data on NGV refuelling infrastructure, focusing on the number of NGV refuelling stations (CNG &

LNG) and the quantity of gas sold in the NGV market in mcm per year. 119 • Data on LNG bunkering facilities is provided to give an indication of the developing market for marine

bunker fuels.

10.2.1 The LNG suitability matrix The country summary also provides an ‘NGV (LNG) Suitability’ Matrix, which simply provides a summary of the suitability of the particular country concerned in developing LNG in the marine, road and rail markets using traffic lights indicators.


The approach used in completing the LNG suitability Matrix for each country is summarised as follows:


10.2.3 Bulk LNG supply data

In order to ascertain whether LNG is available in bulk the report has sought to identify potential sources of bulk LNG by identifying LNG import terminals, LNG export plants, peak shaving facilities, satellite LNG facilities, LNG marine bunkers and LNG processing facilities in each country and recorded those details that are available. In particular the report has sought to identify where bulk LNG facilities have been adapted to accommodate marine bunkering or truck loading for example.


10.2.4 LNG refuelling station data

In addition to the above the report has also gathered data on LNG refuelling facilities in each country. Where possible it provides information on the number of LNG refuelling stations currently in operation and planned for both public and private use in the following format.

LNG Filling Stations

Operator Public LNG Stations Private LNG Stations Comments

FrozenFuels 10 1 10newstationsplannedin2015

CoolFuels 5 3 Nomoreplanned

Figure 10.5: Example of data collection on refuelling station data


Global analysis broken down into regions

PART THREE – EXAMPLE AFRICA REGIONAL SUMMARY

Each regional summary contains data in relation to existing planned LNG infrastructure on the following:

LNG regasification terminals

LNG liquefaction facilities Peak shaving plant Number of LNG refuelling

stations by country

PART THREE – EXAMPLE AFRICA REGIONAL SUMMARY

Regional summary o World energy markets are broken

down into seven regions, Europe, North America, Central and South America, Russia and the CIS, the Middle-East, Asia Oceania and Africa.

Identification of potential markets for LNG in transportation

o A high-level analysis of the suitability of each country in each region is then undertaken to identify those countries that would benefit from a more in depth analysis. Key indicators would include, availability of LNG, geography and economics which would low taxation an other financial incentives.

PART THREE – EXAMPLE AFRICA NATIONAL SUMMARY

National summary data This section provides a summary of the key data on each respective country in terms of

population, GDP, and gas market characteristics Gas transport statistics

In addition to the normal gas market statistics the report also provides data on the number and type of NGV in the country since this is an indicator of potential for growth of LNG as a transport fuel.

NGV suitability matrix Based on the data gathered on each country, the suitability of that market is assessed and

given a simple score for four key areas, infrastructure, pricing, incentives, and taxation. ‘Green’ denotes a positive environment, ‘Yellow’ neutral and ‘Red’ an unhelpful environment.

Additional comments on the national market In addition to the above data and analysis, each national market review also includes a written

summary of the market in relation to the development of NGVs and in particular the development of LNG as a transportation fuel. In most cases this will consist of 5-10 lines of text, although some of the more active larger markets receive as much as two pages of detailed commentary.



LNG in Transportation The role of LNG in marine, road and rail transport

CEDIGAZ 1-4 avenue de Bois-Préau 92852 Rueil-Malmaison – France +33 1 47 52 67 20 [email protected] www.cedigaz.org

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http://www.cedigaz.org/

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