Upload
others
View
16
Download
0
Embed Size (px)
Citation preview
REPORT ON PORT OF LARNACA AND PORT OF LEMESOS TERMINAL 2 – VASSILIKO LNG DEMAND AND
SUPPLY CHAIN ANALYSIS Activity 5: NG in the Maritime Sector: Strategy,
Legislation & Implementation Plan
REPORT ON PORT OF LARNACA AND PORT OF LEMESOS TERMINAL 2 – VASSILIKO LNG DEMAND AND
SUPPLY CHAIN ANALYSIS
Activity 5: NG in the Maritime Sector: Strategy, Legislation & Implementation Plan
CYnergy is co-financed by the European Union's Connecting Europe Facility.
The sole responsibility of this publication lies with the author. The European Union is not responsible for any use that may be made of the information contained therein.
Responsible Partner: Ocean Finance - OF
Document Code:
Version:
Date of Submission: June, 2018
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
Document Details
Document History
Contributing Authors
Grant Agreement Number: INEA/CEF/SYN/A2016/1336268
Action Number: 2016-EU-SA-0009
Project Title: CYnergy
Activity: Activity 5: NG in the Maritime Sector: Strategy, Legislation & Implementation Plan
Sub-activity:
Sub-activity 5.1: Port of Larnaca & Port of Lemesos Terminal 2 - Vassiliko LNG Demand Analysis Sub-Activity 5.2: Port of Larnaca & Port of Lemesos Terminal 2 – Vassiliko LNG Supply Chain Analysis
Milestone: Milestone No. 20: Port of Larnaca & Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
Version Date Authorized
Organisation
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
1
Table of Contents
Executive Summary ................................................................................................................. 2
1. Introduction .................................................................................................................... 3
2. Port of Larnaca: LNG as a marine fuel demand estimation ................................................ 5
2.1 Port of Larnaca: Marine Traffic Analysis ................................................................... 5
2.2 LNG Fuel Demand Estimation Methodology ............................................................. 5
2.2.1 Port of Larnaca: Tanker Sector Overview ..................................................................... 7
2.2.2 Port of Larnaca: General Cargo Sector Overview ....................................................... 11
2.2.3 Port of Larnaca: Bulk Carrier Sector Overview ........................................................... 14
2.2.4 Port of Larnaca: Vehicle Carrier Sector Overview ...................................................... 18
2.3 Larnaca Port: Estimated LNG volume for refuelling ................................................. 21
3. Port of Lemesos Terminal 2 – Vassiliko: LNG as a marine fuel demand estimation ........... 25
3.1 Port of Lemesos Terminal 2 – Vassiliko: Marine Traffic Analysis .............................. 25
3.2 LNG fuel Demand Estimation Methodology ............................................................ 25
3.2.1 Port of Lemesos Terminal 2 – Vassiliko: Tanker Sector Overview ............................. 27
3.3 Port of Lemesos Terminal 2 – Vassiliko: Estimated LNG volume for refuelling .......... 31
4. Supply Chain Analysis for Larnaca Port and the Port of Lemesos Terminal – 2 Vassiliko ... 34
4.1 Cost of Supply Chain .............................................................................................. 35
5. Conclusion and General Findings .................................................................................... 38
Appendix ............................................................................................................................... 41
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
2
Executive Summary
The CYnergy Action, co-financed by the European Union’s Connecting Europe Facility
(CEF), provides a holistic approach towards the adoption of Natural Gas (NG) in Cyprus
and the development of a sustainable and fully functional NG market for providing clean
and affordable energy to the end user. The Action, as part of the Orient/East-Med TEN-T
Corridor, takes as a focal point the floating Liquified Natural Gas (LNG) Facility to be
developed in Cyprus and aims at building the main and supporting infrastructure for the
introduction, supply and use of NG by the sectors of transport and energy in Cyprus. As
part of this Action, Ocean Finance studied the LNG, as a marine fuel: the potential demand
of the TEN-T Core Port of Lemesos Terminal 2 – Vassiliko and of the TEN-T
Comprehensive Port of Larnaca in Cyprus for a period of 10 years, from 2020 to 2030. The
LNG demand for the under-study years was calculated in terms of smaller periods of 5 years
and for each port separately. In order to determine in a satisfying manner, the most sufficient
and sustainable logistics’ solutions, Ocean Finance suggested the required distribution and
bunkering means, be integrated in the supply chain for the bunkering operations of the LNG-
fuelled vessels calling at the abovementioned ports. The report concentrates on the specific
LNG as marine fuel demand for the ports of Lemesos Terminal 2 – Vassiliko and Larnaca
and concludes by offering some recommendations on the logistics’ requirements in terms
of distribution and bunkering means.
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
3
1. Introduction
The main objective of this report is to forecast the demand of LNG as a marine fuel deriving
from vessels calling at the TEN-T ports of Larnaca and Lemesos Terminal 2 – Vassiliko,
during the under-study years (2020 to 2030).
In the first part, the report presents a statistical analysis of the data obtained from Cyprus
Ports Authority (CPA), concerning the marine traffic of the two aforementioned ports, in
order to use it as a key parameter for the forecast of the future LNG demand.
Consequently, the report will bring into focus the operational characteristics of the vessels
that ordinarily call at the ports of Lemesos Terminal 2 - Vassiliko and Larnaca. For achieving
a thorough understanding of the ports’ traffic, we will observe these vessels under the
aspect of both their category/type and size/capacity. The study will utilize conclusions
concerning the typical size, age, deadweight capacity (DWT), total engine power, average
service speed, specific fuel consumption and other characteristics of the regularly calling
vessels that will be used for forecasting the future LNG demand starting from the year 2020
until 2030.
Based on the statistical analysis of the marine traffic and the above methodology, this report
will result to conclusions that will be used as input variables or general assumptions, for
estimating the demand for LNG in these two ports. The last part of this report aims at
suggesting solutions concerning the logistics requirements for both ports, as well as the
distribution and bunkering means that will be used for covering the estimated LNG fuel
demand of the under-study ports.
A basic background idea for carrying out this report, is that in the forthcoming years the
following conditions should be satisfied:
1. EU rules, Regulations and Directives, such as following, will be put into force so that the
European strategy and policies for environmentally friendlier energy solutions will be
fulfilled.
a) IMO – Prevention of Air Pollution from Ships (MARPOL 73/78 Annex VI);
b) IMO – Energy Efficiency and the Reduction of GHG Emissions from Ships (Chapter
4, MARPOL 73/78 Annex VI);
c) The EU Strategies on Adaptation to Climate Change and on Clean Power for
Transport – a European alternative fuels strategy;
d) The EU Strategy for Low Emission Mobility;
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
4
e) EC Directive 2012/33/EU of the European Parliament and of the Council amending
Council Directive 199/32/EC as regards the Sulphur content of marine fuels;
f) Athens Declaration – Review of the EU’s Maritime Transport Policy until 2018 and
Outlook to 2020;
g) Commission White Paper – Roadmap to a Single European Transport Area –
Towards a competitive and resource efficient transport system;
h) MRV Regulation (Regulation 2015/757/EU of the European Parliament and of the
Council of 29 April 2015 on the monitoring, reporting and verification of carbon
dioxide emissions from maritime transport, and amending Directive 2009/16/EC;
i) USC NVIC No 01-2011- Guidance to waterfront LNG facilities;
j) IACS- LNG Bunkering Guidelines;
k) ISO Standard 28460:2010 for installation and equipment for LNG ship to shore
interface and port operations.
2. Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014
on the deployment of alternative fuels infrastructure, indicates that the major Core and
Comprehensive Ports of EU will have a pioneering role in the adoption of LNG, as an
alternative marine fuel, by establishing the required infrastructure, integrated in the
future LNG distribution and supply system by 2025. The development of the network for
this alternative fuel will be implemented in compliance with the European strategy and
policies for cleaner transport.
The abovementioned conditions play an important role for the implementation and the
establishment of LNG as a marine fuel in the Eastern Mediterranean Sea and Southern
Europe, in general. The number of ships that choose LNG for propulsion is constantly rising.
However, in order to establish LNG as a marine fuel, the widespread use of LNG, a global
network infrastructure as well as an efficient logistics chain are required. One can
understand that this report will determine the demand and supply by taking into
consideration that the above conditions are fulfilled. In any different case the imminent
equilibrium that will be established may lead to significantly different results.
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
5
2. Port of Larnaca: LNG as a marine fuel demand
estimation
The main objective of this chapter is to estimate the demand for LNG as a marine fuel
deriving from vessels during the under-study years (2020-2025 and 2025-2030) at the
Comprehensive TEN-T Port of Larnaca. First of all, a general description of the shipping
activity in the port is provided in order to assess the demand for LNG and therefore, to
proceed with the supply chain analysis. It should be noted that the cases, on which this
analysis was based, were designed with the aim to provide reliable results.
2.1 Port of Larnaca: Marine Traffic Analysis
The Port of Larnaca is the second, largest, port in Cyprus and it is located in its southeast
part. Larnaca port is situated approximately 2 km from the town centre and on the landside
is surrounded by residential units. On the north side there are oil product installations and
at the south side it borders with Larnaca marina.
It is a multiuse port and extending to 445,000 square meters. The port accommodates all
types of loads from unpacked (animal food, grain, gypsum), to conventional (lumber, iron,
fertilizers, cars) as well as oil products.
For the year 2016, calls from tanker and general cargo vessels in the Port of Larnaca are
significantly higher compared to the number of calls that refer to bulk carriers and vehicles
carrier vessels, as it can be easily derived by the contents of the following table and graph.
Table 1: Calls by type of vessel. Figure 1: Frequency of calls per type of vessel.
2.2 LNG Fuel Demand Estimation Methodology
To appropriately estimate the LNG demand at the Port of Larnaca, two basic elements are
needed: the number of refueling that will take place and the fuel quantities to be supplied.
Ship Category Number of Calls
Tanker Ships 440
General Cargo Ships 456
Bulk Carrier Ships 36
Vehicle Carrier Ships 20
TOTAL 952
46%
48%
4%
2% Tanker Ships
General Cargo Ships
Bulk Carrier Ships
Vehicle Carrier Ships
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
6
For determining the LNG demand, we delineated the profile of the maritime industry in this
port, by creating a database which includes all the vessels that visited the Port of Larnaca
in 2016 based on facts provided by Cyprus Ports Authority. Then, we proceeded to a
detailed description for each ship collecting data from Clarksons SIN (Shipping Intelligence
Network). The categories of data gathered are presented below:
o Ship Type
o Hull Dimensions
o Capacity (e.g. DWT and Cars)
o Age
o Total installed power
o Average service speed
o Number of arrivals in the port
Based on these general technical and operational characteristics, a series of groupings was
conducted in order to categorize the total arrivals on the basis of specific characteristics for
each vessel.
In particular, the initial grouping was based on the type of ship according to the following
categorisation: tanker vessels, bulk carrier vessels, general cargo vessels and vehicle
carrier vessels. This grouping assisted in drawing inferences as to the routes served by the
vessels and thus the geographical areas in which they operate.
Having categorized all vessels according to their type, a further grouping was formed
allowing a more comprehensive description of each category calling at the port. More
specifically, for tankers, general cargo and bulk carrier vessels, a second grouping was
performed according to their age and deadweight capacity (DWT), while for vehicle carrier
vessels grouping was performed according to their age and car capacity.
The calculation of the number of LNG refueling procedures, that will take place, was
estimated in this study, mainly based on the parameters of capacity (car capacity or DWT)
and age of each vessel. These two features are directly related to the decision-making
process for the shipowners to adopt LNG as an alternative marine fuel. In addition, these
initiatives will significantly contribute to the institutionalization of LNG in the wider
Orient/East-Med Corridor, that will be achieved with more intensive rates.
On the one hand, the criterion of capacity for each vessel, determines the time she spends
in the determined Emission Control Areas (ECAs, SECAs). For example, general cargo
ships with DWT capacity up to 2,000 tons are active in the transit of goods from hub ports
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
7
to neighboring spoke ports, which leads them to spend a long period of time in these sea
areas, unlike ships with a capacity over 7,000 tons that are dedicated mostly to transoceanic
voyages (commercial routes Asia-Europe) and stay in the ECAs relatively little time.
On the other hand, the age of the vessel contributes significantly to this report, due to the
fact that it is connected directly to the payback period of the investment required. The usual
economic life time of the vessels is 25 years. For this reason, we assumed that general
cargo vessels, bulk carrier vessels, vehicle carrier vessels and tanker vessels up to 15 years
will tend to shift to LNG. Therefore, to categorize the number of arrivals by age we followed
age groupings every 5 years until the age of 25 years (this does not apply for general cargo
and vehicle carrier vessels) while older vessels joined in a single category.
In order to calculate the estimated amount of supply that every Class of vessel needs, we
used as an assumption that the distance to be travelled (this does not apply for tanker and
vehicle carrier vessels), is approximately 500 nautical miles until the next refuel. This
distance is considered ideal in relation to the location of Larnaca from other neighbouring
commercial and tourist ports.
Regarding data on typical consumption rates, we used as model certificate dual fuel engines
using 100% gas fuel. For this reason, we assumed a perfect dual fuel engine, which
produces at least the average of the total installed power of that Class of vessel. The
selection of the engines was made based on data from major manufacturers such as MAN
SE and Wärtsilä.
In conclusion, the Classification of vessels facilitates the process of the estimation of the
number of refuelling ships using LNG as a marine fuel in the forthcoming years (reference
years 2020-2025 and 2025-2030) as well as the estimated refuelling LNG.
2.2.1 Port of Larnaca: Tanker Sector Overview
In 2016, there were 400 calls by 133 tanker vessels at the Port of Larnaca. Liquid fuels
transfer is one of the most significant activities of the port. To be able to make a better
approximation of tanker vessels’ profile that visited the port in 2016, a Classification of the
sample was made based on their DWT.
The figure below depicts the frequency of the vessels according to their DWT.
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
8
Figure 2: Frequency of tanker vessels by capacity on DWT.
By selecting as a criterion, the DWT capacity, the sample was divided into two main
categories:
• Class A (≤ 29,999 tons), and
• Class B (≥ 30,000 tons)
As it can be observed from the figure below, the number of Class B vessels is significantly
higher than the population of Class A, namely 75 versus 45. In particular, vessels of the
second Class had three times more calls than those of the first, i.e. 332 and 108 calls
respectively. The figure below demonstrates the percentage of tanker vessels belonging to
each Class.
Figure 3: Percentage of tanker vessels in each category for the year 2016.
2.2.1.1. Tanker ≤ 29.999 tons
The distribution of tanker calls up to 29,999 tons, namely Class A, as a function of age, is
depicted in the figure below. The average age was close to 15.58 years.
0
10
20
30
40
50
60
70
80
90
Fre
quency
DWT
37%
63%
1.0-29,999 tons
30,000+ tons
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
9
It should be noted that the age of vessels is an essential factor in Classifying vessels for
the decision to adopt LNG as a marine fuel, due to the fact that it is directly related to the
payback period of the required investment.
Figure 4: Percentage of calls by age group.
It is observed form the above figure that the majority of calls, 61% was made by vessels of
age between 5-10 years, while vessels over 25 years old exhibit the second highest
percentage, 26%. Moreover, the same number of calls was exhibited by the other vessels
categories.
More specifically, the ages of the vessels, which are considered ideal to use LNG as a
marine fuel is up to 15 years. It is noteworthy to mention that the abovementioned vessels
made a total of 227 calls in year 2016 representing 68.4% of the total calls at Larnaca Port.
Estimated LNG Supply Volume
Regarding the estimated LNG supply volume, the engines used were mostly 4-stroke.
Tankers that call at the port of Larnaca had an average engine power of 3,564 kW and their
average service speed was at 9.3 knots.
The typical 4-stroke dual fuel engine that was selected comes from Wärtsilä, in order to
assess the special consumption of fuel gas. This is the model 9L34DF. This particular
engine delivers 4,050 Kw at 750 rpm with a consumption of 7,770 kJ/kWh ≈ 142.59 gr/kWh.
The typical distance that we assumed a vessel needs to move from one port to another and
carry out refuelling procedures was approximately 750 nautical miles. The required time for
a typical vessel of this Class to cover this distance is slightly more than 81 hours.
Therefore, the required fuel supply amount is 41.1 tons ≈ 91.1 m3 LNG.
3%
61%5%
4%
1%
26%
Age 0-5 years
Age 5-10 years
Age 10-15 years
Age 15-20 years
Age 20-25 years
Age 25+ years
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
10
2.2.1.2. Tanker ≥ 30,000 tons
The figure below depicts the distribution of tanker calls above 30,000 tons, namely Class
B, as a function of age. The average age was close to 11.47 years.
Figure 5: Percentage of calls by age group.
It is worth mentioning that all of these vessels made a total of 92 calls in year 2016 It is
observed from the above figure that the majority of the calls, 59% was made by vessels
aged between 10-15 years, while vessels between 5-10 years exhibit the second highest
percentage, 22%. Vessels aged up to 5 years old made a relatively small number of calls,
no more than 7%. Finally, vessels between 15-20 years old made approximately 12% of
calls.
In particular, the age group for vessels, which are considered ideal to use LNG as fuel is up
to 15 years corresponding to 87.6% of the total calls at Larnaca Port.
Estimated LNG supply volume
Vessels from this Class that visited the port of Larnaca had an average engine power of
10,136 kW and their average service speed was at 10.8 knots.
A typical 4-stroke dual fuel engine, which was selected came from Wärtsilä, in order to meet
the needs of the engine model. This is the model 12V50DF, which delivers 11,700 Kw at
514 rpm with specific consumption 134.1 gr/kWh.
The typical distance that we assumed a vessel needs to travel from a neighbouring port
until the next refuelling point in the port of Larnaca is approximately 750 nautical miles. The
time for a typical vessel of this Class to cover this distance is slightly more than 69 hours.
7%
22%
59%
12%0%
Age 0-5 years
Age 5-10 years
Age 10-15 years
Age 15-20 years
Age 20-25 years
Age 25+ years
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
11
Therefore, the required fuel supply amount is 94.4 tons ≈ 209.5 m3 LNG.
2.2.2 Port of Larnaca: General Cargo Sector Overview
In 2016, the port of Larnaca had 456 calls from 155 General Cargo vessels. To be able to
make a better approximation of general cargo vessels’ profile that visited the port in 2016,
a Classification of the sample was made based on their DWT.
The figure below depicts the frequency of the vessels according to the DWT.
Figure 6: Frequency of general cargo vessels by capacity on DWT.
By selecting as a criterion, the DWT capacity, the sample was divided into two main
categories:
• Class A (≤ 4,999 tons), and
• Class B (≥ 5,000 tons)
As it can be observed from the figure below, the number of Class A vessels is significantly
higher than the population of Class B, namely 95 versus 60. In particular, the vessels of the
first Class had almost two times more calls than those of the latter, i.e. 297 and 159 calls
respectively. The figure below shows the percentage of general cargo vessels belonging to
each Class.
0
10
20
30
40
50
60
0-2,999 3,000-3,999 4,000-4,999 5,000-6,999 7,000+
Fre
quency
DWT
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
12
Figure 7: Percentage of general cargo vessels in each category for the year 2016.
2.2.1.3. General Cargo ≤ 4,999 tons
The distribution of general cargo vessels’ calls up to 4,999 tons, namely Class A, as a
function of age, is depicted in the figure below. The average age was close to 25.71 years.
Figure 8: Percentage of calls by age group.
It is observed from the above figure that the majority of the calls, 46% was made by vessels
over 30 years old, while vessels between the group of 20-25 and 25-30 years exhibit the
next highest percentages, 22% and 18% respectively. Vessels aged between 5-10, 10-15
and 15-20 years age group made a relatively small number of calls.
What is more, the age of vessels, which is ideal for using LNG as fuel in this Class of general
cargo vessels is up to 15 years. All of these vessels made a total of 32 calls in year 2016
corresponding to 10.8% of the total calls at the Larnaca Port.
61%
39%1-0-4,999 tons
5,000+ tons
4%6%
4%
22%
18%
46%
Age 0-5 years
Age 5-10 years
Age 10-15 years
Age 15-20 years
Age 20-25 years
Age 25-30 years
Age 30+ years
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
13
Estimated LNG supply volume
Vessels from this Class that visited Larnaca Port had an average engine power of 1,737.99
kW and an average service speed at 8.1 knots.
The typical 4-stroke dual fuel engine, which was selected comes from Wärtsilä, in order to
assess the specific consumption of fuel gas. This is the model 6L34DF. This particular
engine delivers 2,700 kW at 750 rpm with specific consumption 7,629 kJ/kWh ≈ 141.27
gr/kWh.
Moreover, the typical distance that we assumed a vessel needs to move from one port to
another and carry out refuelling procedures is approximately 500 nautical miles. The
required time for a typical ship of this Class to cover this distance is slightly more than 61
hours.
Therefore, the required fuel supply amount is 15.1 tons ≈ 33.5 m3 LNG.
2.2.1.4. General Cargo ≥ 5,000 tons
The figure below depicts the distribution of general cargo vessels’ calls above 5,000 tons,
namely Class B, as a function of age. The average age was close to 19.33 years.
Figure 9: Percentage of calls by age group.
It is observed from the above figure that the majority of the calls, 48% was made by vessels
over 30 years old, while vessels between 20-25 exhibit the second highest percentage,
19%. Vessels aged between 10-15 and 5-10 years old made a relatively small number of
1% 8%
14%
5%
19%
5%
48%
Age 0-5 years
Age 5-10 years
Age 10-15 years
Age 15-20 years
Age 20-25 years
Age 25-30 years
Age 30+ years
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
14
calls, no more than 14% and 8% respectively. In addition, approximately the same number
of calls was exhibited by the vessels’ categories from 25-30 and 15-20 age groups. Finally,
vessels up to 5 years old represent about 1% of the calls.
The age of vessels, which is ideal for LNG fuel in this Class of general cargo is up to 15
years. It is notable that all of these vessels made a total of 35 arrivals in year 2016
representing 21.9% of the total calls at Larnaca Port.
Estimated LNG supply volume
Vessels from this Class that visited Larnaca Port had an average engine power of 2,848.22
kW and an average service speed at 8.7 knots.
The typical 4-stroke dual fuel engine, which was selected came from Wärtsilä in order to
meet the needs of the engine model. This is the model 9L34DF. This particular engine
delivers 4,050 kW at 750 rpm with specific consumption 7,700 kJ/kWh ≈ 142.59 gr/kWh.
The typical distance that a vessel needs to travel from a neighboring port until the next
refuelling point in the port of Larnaca is approximately 500 nautical miles. The required time
for a typical vessel of this Class to cover this distance is slightly more than 58 hours.
Therefore, the required fuel supply amount is 23.4 tons ≈ 51.9 m3 LNG.
2.2.3 Port of Larnaca: Bulk Carrier Sector Overview
In 2016, the port of Larnaca had 36 calls from 19 bulk carrier vessels. To be able to make
a better estimation of the vessels’ profile that visited the port in 2016, a segmentation of
vessels was made based on their DWT. The figure below, demonstrates the frequency of
the vessels according to the DWT.
0
3
6
9
12
0-9,999 10,000-29,999 30,000-59,999
Fre
quency
DWT
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
15
Figure 10: Frequency of Bulk carrier ships by capacity on DWT.
By selecting as a criterion, the DWT capacity, the sample was divided into two main
categories:
• Class A (≤ 14,999 tons), and
• Class B (≥ 15,000 tons)
As it can be observed from the figure below, the number of vessels of Class A is about little
more than the vessels of Class B. In particular, the vessels of the first Class had almost
three times more calls than those of the latter, i.e. 27 and 9 calls respectively. The figure
below depicts the percentage of all vessels belonging to each Class.
Figure 11: Percentage of bulk carrier vessels in each category for the year 2016.
2.2.1.5. Bulk Carrier ≤ 14,999 tons
The figure below shows the distribution of bulk carrier vessels’ calls up to 14,999 tons,
namely Class A, as a function of age. The average age was close to 12.80 years.
53%47%
1.0-14,999 tons
15,000+ tons
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
16
Figure 12: Percentage of arrivals by age group.
It is observed from the above figure that the majority of the calls, 41% was made by vessels
with age between 10 to 15 years old, while vessels between 5 to 10 years old represent the
second highest percentage, 37%. What is more, approximately the same number of calls
was exhibited by vessels’ categories from 15 to 20 and 20 to 25 years old.
The age of vessels, which is ideal for using LNG as fuel in this type of vessel is up to 15
years. All these vessels made a total of 21 calls in 2016 representing 77,8% of the total
calls at the Larnaca Port.
Estimated LNG supply volume
As for the estimated LNG supply volume, the engines used were mostly 4-stroke. However,
in this type we should point out the role of the power generators as they constitute a
significant percentage of total installed power capacity. Vessels of this Class that visited the
port of Larnaca had an average engine power of 2,552 Kw and their average service speed
was at 9.79 knots.
A typical engine model we selected came from Wärtsilä which is 6L34DF. This engine
model delivers 2,700 kW at 750 rpm with specific consumption 7,629 kJ/kWh ≈ 141.27
gr/kWh.
The typical distance that we assumed a vessel needs to move from one port to another and
carry out refuelling procedures was approximately 500 nautical miles. The time required for
a typical vessel of this Class to cover this distance is slightly more than 51 hours.
Therefore, the required fuel supply amount is 18.41 tons ≈ 40.87 m3 LNG.
37%
41%
11%
11%Age 0-5 years
Age 5-10 years
Age 10-15 years
Age 15-20 years
Age 20-25 years
Age 25+ years
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
17
2.2.1.6. Bulk Carrier ≥ 15,000 tons
The distribution of bulk carrier vessels’ calls above 15,000 tons, namely Class B, as a
function of age, is depicted in the figure below. The average age was close to 16 years.
Figure 13: Percentage of arrivals by age group.
It is observed from the above figure that the majority of the calls, 45% was made by vessels
age between 20 to 25 years old, while vessels between 5-10 and 10-15 years old exhibit
the second highest percentage, 11%. Finally, vessels aged between 15-20 years old
represent 1% of the calls.
The age of vessels, which is ideal for using LNG fuel in this type of vessel is up to 15 years.
All these vessels made a total of 4 calls in 2016 representing 44.4% of the total calls at the
Larnaca Port.
Estimated LNG supply volume
The engines used were mostly 4-stroke. Vessels of this Class visiting the port of Larnaca
had an average engine power of 6,389 kW and their average service speed was at 11.2
knots.
The typical engine model we selected came from Wärtsilä which is 12V50DF. This engine
model delivers 11,700 kW at 514 rpm with specific consumption 7,258 kJ/kWh ≈ 134.4
gr/kWh.
In addition, the typical distance that we assumed a vessel needs to move from one port to
another and carry out refuelling procedures was approximately 500 nautical miles. The time
22%
22%
11%
45%
Age 0-5 years
Age 5-10 years
Age 10-15 years
Age 15-20 years
Age 20-25 years
Age 25+ years
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
18
required for a typical vessel of this Class to cover this distance is slightly more than 45
hours.
Therefore, the required fuel supply amount is 38.42 tons ≈ 85.37 m3 LNG.
2.2.4 Port of Larnaca: Vehicle Carrier Sector Overview
In 2016, the port of Larnaca had 20 calls from 17 Vehicle Carrier vessels. To be able to
make a better estimation of the vessels’ profile that visited the port in 2016, the vessels
were divided in two categories according to the criterion of their load capacity in numbers
of cars. The figure below depicts the frequency of the vessels according to their car
capacity.
Figure 14: Frequency of vehicle carrier vessels by Car Capacity.
By selecting as a criterion, the car capacity, the sample was divided into two main
categories:
• Class A (≤ 6,499 cars), and
• Class B (≥ 6,500 cars)
As it can be observed from the below figure, the number of vessels of Class B is about little
more than the vessels of Class A. However, both Class A and Class B have approximately
the same number of calls, 9 and 11 calls respectively. The figure below shows the
percentage of all vessels belonging to each Class.
0
2
4
6
8
10
12
0-9,999 10,000-19,999 20,000+
Fre
quency
Car Capacity
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
19
Figure 15: Percentage of vehicle carrier vessels in each category for the year 2016.
2.2.1.7. Vehicle Carrier ≤ 6,499 cars
The figure below depicts the distribution of vehicle carrier vessels’ calls up to 6,499 cars
capacity, namely Class A, as a function of age. The average age was close to 16 years.
Figure 16: Percentage of arrivals by age group.
It is observed from the above figure that the majority of the calls, 67% was made by vessels
up to 15 years old, while vessels over 30 years old exhibit the second highest percentage,
22%. Finally, vessels aged between 15-30 years old represent 11% of the calls.
59%
41% 0-6500 cars
6500+ cars
67%
11%
22%
Age 0-15 years
Age 15-30 years
Age 30+ years
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
20
What is more, the age of ships, which is ideal for using LNG in this Class of vessel is up to
15 years. It is notable that all these vessels made a total of 6 calls in the year 2016
representing 66.7% of the total calls at the Larnaca Port.
Estimated LNG supply volume
As for the estimated LNG supply volume, the engines used were mostly 4-stroke. Vehicle
carriers of Class A that visited Larnaca Port had an average engine power of 11,082 kW
and their average service speed was at 12.9 knots.
A typical engine model 12V50DF came from Wärtsilä, which delivers 11,700 kW at 514 rpm
with specific consumption 7,258 kJ/kWh ≈ 134.4 gr/kWh.
The typical distance that we assumed a vessel needs to move from one port to another and
carry out refuelling procedures is approximately 500 nautical miles. The time required for a
typical ship of this Class to cover this distance is slightly more than 38.7 hours.
Therefore, the required fuel supply amount is 57.6 tons ≈ 127.8 m3 LNG.
2.2.1.8. Vehicle carrier ≥ 6,500 cars
The figure below depicts the distribution of vehicle carrier vessels’ calls over 6,499 cars
capacity, namely Class B, as a function of age. The average age was close to 6 years.
Figure 17: Percentage of arrivals by age group.
From the above figure, it can be easily observed that all calls at the port of Larnaca were
made by vessels up to 15 years. What is more, the ideal age for the vehicle carriers of Class
B to use LNG is up to 15 years. It is worth mentioning that all these vessels made a total of
11 arrivals in 2016 representing 100% of the total arrivals at the Larnaca Port.
100%
0%0%
Age 0-15 years
Age 15-30 years
Age 30+ years
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
21
Estimated LNG supply volume
Regarding the estimated LNG supply volume, the engines used were mostly 4-stroke.
Vehicle carriers from Class B that visited Larnaca Port had an average engine power of
14,109 kW and their average service speed was at 15.75 knots.
A typical engine model 8S50ME-C8.2-GI-TII came from MAN SE to meet the needs, which
delivers 13,270 Kw at 127 rpm with specific consumption 7,403 kJ/kWh ≈ 137.1 gr/kWh.
Moreover, the typical distance that we assumed a ship needs to travel from a neighbouring
port until the next refuelling point at the port of Larnaca is approximately 1000 nautical miles.
The time required for a typical vessel of Class B to cover this distance is slightly more than
63.5 hours.
Therefore, the required fuel supply amount is 122.8 tons ≈ 272.6 m3 LNG.
2.3 Larnaca Port: Estimated LNG volume for refuelling
As it has already been mentioned the calls that were reported in Larnaca Port reached the
total number of 952. This total refers to vessels of different types at a percentage of 47.9%
corresponding to General Cargo Vessels, 46.2% corresponding to Tanker Vessels, 3.8%
corresponding to Bulk Carrier Vessels and 2.1% to Vehicle Carrier Vessels. Based on these
statistics, we assume that at least the same categories of vessels will in the future occupy
the port.
In general, the potential LNG fuel demand is calculated by the combination of the previous
assumptions with the technical and operational characteristics of the typical vessels of each
category. The occurring LNG fuel demand for each category, as well as the prediction for
the total future LNG Demand for the years between 2020-2025 and 2025-2030 will be
presented in the following table.
More specifically, the expected LNG volume for refuelling in the Port of Larnaca was
calculated based on the following assumptions:
• The expected arrivals at the port of Larnaca for the under-study periods 2020-2025
and 2025-2030, were approximated for each vessel type and the subclasses of them
according to their distinctive criteria of Classification. This number was based on the
data provided by Cyprus Ports Authority for the year 2016.
• The average fuel delivery volume is based on assumptions, which we set for each
Class separately and have been analyzed in the above sections.
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
22
• The percentage of ships that will use LNG as an alternative marine fuel in order to
comply with the environmental regulations set by European Union and IMO, has
been selected for each Class separately and is based on assumptions we used
about the capacity and age of each ship.
• The number of ships carrying out refuelling procedures at the port of Larnaca. In this
report, we assumed that the share of ships carrying out refuelling procedures is
approximately 25-30% of the share of the total calls with ship age up to 15 years for
each type of ship and its subclass. Based on the abovementioned parameters, we
ended up to the expected number of LNG bunker operations for the periods 2020-
2025 and 2025-2030 respectively and afterwards to the quantities of annual LNG
demand in cubic meters for these two periods. Nevertheless, it is almost impossible
to know the exact number of recharging ships that will refuel at the port, as they
depend on various factors such as market development, fuel prices, competition
with neighbouring ports and other supply shipping service networks.
The results of this method are intended to lead to a preliminary proposal for the equipment
needed in the port. The following table shows the estimated LNG fuel demand for each ship
type and its subclass apart in the Larnaca port for the periods 2020-2025 and 2025-2030.
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
23
Table 2: Estimations for LNG demand as marine fuel in the port of Larnaca in 2020-2025 and 2025-2030.
Ship Type Expected number of arrivals 2020-
2025
Average supply amount (m3)
Share of fleet that bunker LNG 2020-
2025 (%)
Share of fleet that bunker LNG 2025-
2030 (%)
Share of total calls with LNG bunker operations (%)
No of LNG bunker operations 2020-
2025
No of LNG bunker operations 2025-
2030
Annual LNG 2020-2025 (m3)
Annual LNG 2025-2030 (m3)
Small Tanker Vessel
332 91.15 27.35 68 30 27 68 2482.83 6207.08
Large Tanker Vessel
105 209.51 35.0 87.6 30 11 28 2313.01 5782.52
Small General Cargo Vessel
297 33.49 4.3 10.8 25 3 8 107.16 267.90
Large General Cargo Vessel
159 51.86 8.8 22.0 25 4 9 181.50 453.75
Small Bulk Carrier Vessel
27 40.88 31.1 77.8 25 2 5 85.84 214.61
Large Bulk Carrier Vessel
9 85.38 17.8 44.4 25 0 1 34.15 85.38
Small Vehicle Carrier Vessel
9 127.83 26.7 66.7 25 1 2 76.70 100.00
Large Vehicle Carrier Vessel
11 272.65 40.0 100.0 25 1 3 299.91 749.78
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
24
The findings of the above table present that the overall bunkering operations by all types of
vessels and each subclass of them at the Larnaca Port will create an occurring LNG fuel
demand of 5,581.10 m3 during 2020-2025, while for the years during 2025-2030 the overall
estimated LNG fuel demand for each ship type and its subclasses will be 13.952,76 m3.
Refueling procedures that will take place on the port of Larnaca will reach 49 during 2020-
2025 and 123 during 2025-2030. The above estimations indicate a significant build-up of
the annual LNG fuel demand.
It should be noted that the small and large tanker vessels, will be the two Classes that will
show the largest LNG demand during 2020-2025 reaching 2,482.83 m3 and 2,313.01 m3
respectively. In addition, for the years 2025-2030 the demand for the small tanker vessels
is estimated to be 6,207.08 m3, while for the large tanker vessels will be 5,782.52 m3. These
estimations resulted from the assumption that the share of total calls made from tanker
vessels of both subclasses with LNG bunker operations is 30% as well as from their
expected average LNG supply amount.
On the other hand, the smallest annual LNG demand for the years 2020 – 2025 will come
from large bulk carrier vessels and small vehicle carrier vessels with 34.5 m3 and 76.70 m3
respectively, while the LNG demand for the years 2025-2030 will reach 85.38 m3 and 100
m3, respectively.
Generally, the tanker vessels are expected to largely determine the demand for LNG fuel
in Larnaca port as they are expected to consume more than 80% of the total annual
demand. This is reasonable due to the fact that the tanker vessels had more calls compared
to any other vessel Classes that visited the port of Larnaca.
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
25
3. Port of Lemesos Terminal 2 – Vassiliko: LNG as a
marine fuel demand estimation
The main objective of this chapter is to estimate the demand for LNG as marine fuel deriving
from vessels during the under-study years (2020-2025 and 2025-2030) at the Core TEN-T
Port of Lemesos Terminal 2 – Vassiliko. First of all, a general description of the shipping
activity in the port is provided in order to assess the demand for LNG and therefore, to
proceed with the supply chain analysis. It should be noted that the cases on which this
analysis was based, were designed aiming to provide reliable results.
3.1 Port of Lemesos Terminal 2 – Vassiliko: Marine Traffic
Analysis
The port of Lemesos Terminal 2 – Vassiliko is situated in the southern part of Cyprus
between Lemesos and Larnaca and it is especially the industrial terminal for handling
unpacked as well as troublesome cargo. The terminal belongs to the Ports Authority, which
leased it to Vassiliko Cement Works. The lease agreement concerns all kinds of cargo, not
only imports but also exports, for the needs of the Cement Works as well as private cargo
of other companies, who were granted a license by the Ports Authority.
In particular, the kind of cargoes, which move through Vassiliko terminal are animal fodder,
wheat, coal, perlite, cement, soil, gravel and scrap iron. However, the primary export cargo
is cement.
The statistical analysis provided by Cyprus Ports Authority revealed that the port of
Lemesos Terminal 2 – Vassiliko during the years 2010 – 2016 had 183 calls from 41 tanker
vessels, which was the predominant vessels’ type that was reported to have called in this
port. Namely, the number of tanker vessels that arrived at Lemesos Terminal 2 – Vassiliko
Port approached the percentage of 100% of the total ships’ types visiting this specific port.
3.2 LNG fuel Demand Estimation Methodology
To appropriately estimate the LNG demand in the port of Lemesos Terminal 2- Vassiliko,
two basic elements are needed, the number of refueling that will take place and the fuel
quantities to be supplied. For determining the LNG demand, we delineated the profile of the
maritime industry in this port, by creating a database, which includes all the ships that visited
the port of Larnaca during the interval 2010 – 2016, based on the provided by Cyprus Ports
Authority. Then, we proceeded to a detailed description for each ship collecting data from
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
26
Clarksons SIN (Shipping Intelligence Network). The categories of data gathered are
presented below:
o Ship Type
o Dimensions hull
o Capacity (e.g. DWT)
o Age
o Total installed power
o Average service speed
o Number of arrivals in the port
Based on these general technical and operational characteristics, a series of groupings was
conducted in order to categorize the total arrivals on the basis of specific characteristics for
each vessel.
In particular, the initial grouping was based on the type of ship, namely tanker vessels. This
grouping helped us to draw inferences as to the routes served by vessels and thus the
geographical areas in which they operate.
Having categorized all vessels according to their type, a further grouping was conducted
allowing a comprehensive description for each category in the port. More specifically, for
tanker vessels, a second grouping was performed according to their age and deadweight
capacity (DWT).
The calculation of the number of LNG refueling procedures, that will take place, was
estimated in this study, mainly based on the parameters of deadweight capacity (DWT) and
age of each ship. The two abovementioned features are directly related to the decision-
making process for the shipowners to adopt LNG as an alternative marine fuel. In addition,
these initiatives will significantly contribute to the institutionalization of LNG in the wider
Orient/East-Med Corridor, that will be achieved at a more intense rate.
On one hand, the criterion of capacity for each ship, determines the time she spent in
Emission Control Areas (ECAs, SECAs). For example, general cargo ships with DWT
capacity up to 2,000 tons are active in the transit of goods from hub ports to neighbouring
spoke ports, which leads them to spend a long period of time in these sea areas, unlike
ships with a capacity over 7,000 tons that are dedicated mostly to transoceanic voyages
(commercial routes Asia-Europe) that stay in control areas relatively little time.
On the other hand, the age of the ship contributes significantly to this report, due to the fact
that it is connected directly to the payback period of the investment required. The usual
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
27
economic life time of the vessels is 25 years. For this reason, we assumed that tanker
vessels up to 15 years will tend to shift to LNG fuel for propulsion. Therefore, to categorize
the number of arrivals by age we followed age groupings of 5 years until the age of 25 years
(while older vessels joined in a single category).
In order to calculate the estimated amount of supply that is needed for every Class of ship,
we used as an assumption that the distance to be travelled is approximately 500 nautical
miles until the next refuelling point. This distance is considered ideal in relation to the
location of Port of Lemesos Terminal 2 -Vassiliko from the neighbouring commercial and
tourist ports. In addition, we assumed that at least the same vessels will occupy the port in
the future.
What is more, regarding data on the typical consumption rates, we used as model certificate
dual fuel engines using 100% gas fuel. For this reason, we assumed a perfect dual fuel
engine, which produces at least the average of the total installed power of that Class of
vessel. The selection of the engines was made based on data from major manufacturers
such as MAN SE and Wärtsilä.
In conclusion, the Classification of vessels facilitated the process for the estimation of the
number of refueling ships using LNG as a marine fuel in the forthcoming years (reference
years 2020-2025 and 2025-2030) as well as the estimated refueling LNG.
3.2.1 Port of Lemesos Terminal 2 – Vassiliko: Tanker Sector Overview
During 2010-2016, 41 Tanker vessels were reported to have called in Lemesos Terminal 2
– Vassiliko Port, each performing a different number of calls. The total number of calls
during 2010-2016 was 183. Tanker Ships were divided in two categories according to the
criterion of capacity in numbers of DWT.
The figure below depicts the segmentation of the sample as a function of capacity in DWT.
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
28
Figure 18: Frequency of tanker ships by capacity on DWT.
By selecting as a criterion, the DWT capacity, the sample was divided into two main
categories:
• Class A (≤ 29.999 tons), and
• Class B (≥ 30,000 tons)
As it can be observed from the figure below, the number of Class B vessels is significantly
higher than the population of Class A, namely 33 versus 8. However, the vessels of the first
Class had more calls than those of the latter, i.e. 125 and 58 calls respectively. The figure
below shows the percentage of tanker vessels belonging to each Class.
Figure 19: Percentage of tanker vessels in each category for the years 2010-2016.
0
2
4
6
8
10
12
14
16
18
0-29,999 30,000-39,999 40,000-49,999 50,000-79,999 80,000+
Fre
quency
DWT
20%
80%
1-29,999 tons
30,000+ tons
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
29
3.2.1.1. Tanker ≤ 29,999 tons
The distribution of tanker vessels’ calls up to 29,999 tons in the Lemesos Terminal 2 -
Vassiliko, namely Class A, as a function of age, is illustrated in the below figure. The
average age was close to 16.88 years.
Figure 20: Percentage of arrivals by age group.
It can be observed from the above figure that from the majority of the calls, 91,2% was
made by vessels between 5 to 10 years old. Vessels aged over 25 years old represent 8,8%
of the calls at the Port of Lemesos Terminal 2 - Vassiliko.
What is more the age group for vessels, which are considered ideal to use LNG fuel is up
to 15 years. It is worth mentioning that all of these tankers made a total of 114 arrivals during
2010-2016 corresponding to 91,2% of the total arrivals at the Lemesos Terminal 2 –
Vassiliko Port.
Estimated LNG supply volume
Regarding the estimated LNG supply volume, the engines used were 4-stroke. Tankers
from Class A that visited Lemesos Terminal 2 – Vassiliko Port had an average engine power
of 1,817 Kw and their average service speed was at 9.29 knots.
The typical 4-stroke dual fuel engine which we selected comes from Wärtsilä, in order to
assess the special consumption of fuel gas. This is the model 6L34DF. This particular
engine delivers 2,700 Kw at 750 rpm with specific consumption 7,770 kJ/kWh ≈ 142.6
gr/kWh.
91%
9%Age 0-5 years
Age 5-10 years
Age 10-15 years
Age 15-20 years
Age 20-25 years
Age 25+ years
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
30
In addition, the typical distance that we assumed a vessel needs to move from one port to
another and carry out refuelling procedures was approximately 500 nautical miles. The
required time for a typical vessel of this Class to cover this distance is slightly more than
53,8 hours.
Therefore, the required fuel supply amount is 13.9 tons ≈ 31.0 m3 LNG.
3.2.1.2. Tanker ≥ 30,000 tons
The distribution of tanker ships arrivals above 30,000 tons in the Lemesos Terminal 2 –
Vassiliko Port, namely Class B, as a function of age, is illustrated in the below figure. The
average age was close to 13.91 years.
Figure 21: Percentage of arrivals by age group.
It can be easily observed from the above figure that the majority of the calls, 50% was made
by vessels between 10 to 15 years old, while vessels between 5 to 10 years old represent
the second highest percentage, 29%. In addition, vessels aged between 20 to 25 years old
made a relatively small number of calls, no more than 5%. Finally, vessels between 15 to
20 years old represent about 16% of the calls.
Moreover, the ideal age for the tankers of Class B to use LNG fuel is up to 15 years. It is
notable that all of these tankers made a total of 46 arrivals during 2010-2016 corresponding
to 79,3% of the total arrivals at the Lemesos Terminal 2 – Vassiliko Port.
29%
50%
16%
5%
Age 0-5 years
Age 5-10 years
Age 10-15 years
Age 15-20 years
Age 20-25 years
Age 25+ years
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
31
Estimated LNG supply volume
Regarding the estimated LNG supply volume, the engines used were mostly 4-stroke.
Tanker vessels from Class B that visited Lemesos Terminal 2 – Vassiliko Port had an
average engine power of 14,209 Kw and their average service speed was at 11.05 knots.
A typical 4-stroke dual fuel engine 8S50ME-C8.2-GI-TII came from MAN SE, which delivers
13,270 Kw at 127 rpm with specific consumption 7,403.4 kJ/kWh ≈ 137.1 gr/kWh.
Moreover, the typical distance that we assumed a vessel needs to travel from a
neighbouring port until the next refueling in the port of Lemesos Terminal 2 – Vassiliko was
approximately 500 nautical miles. The required time for a typical vessel of this Class to
cover this distance is slightly more than 45.2 hours.
Therefore, the required fuel supply amount is 88.1 tons ≈ 195.7 m3 LNG.
3.3 Port of Lemesos Terminal 2 – Vassiliko: Estimated LNG volume
for refuelling
As it has been already mentioned the calls that were reported in Lemesos Terminal 2 –
Vassiliko Port reached the total number of 183. This total referred to vessels of the same
type. Based on these statistics provided by Cyprus Ports Authority (CPA), we assume that
at least the same category of vessels will occupy the port in the future.
Generally, the potential LNG fuel demand is calculated by the combination of the previous
assumptions with the technical and operational characteristics of the typical vessels for
each category. The occurring LNG fuel demand for each category, as well as the prediction
for the total future LNG demand for the years 2020-2025 and 2025-2030 will be presented
on the following table.
In particular, the expected LNG volume for refueling in the Port of Lemesos Terminal 2 –
Vassiliko was calculated based on the following assumptions:
• The expected arrivals at the port of Lemesos Terminal 2 – Vassiliko for the under-
study periods 2020-2025 and 2025-2030, were approximated for the tanker vessel
type and its subclasses according to the criterion of capacity in numbers of DWT
capacity. This number of expected arrivals is based on data provided by Cyprus
Ports Authority for the years 2010-2016.
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
32
• The average fuel delivery volume is based on assumptions, which we set for the
type of tanker ships and for each Class of them separately and have been analyzed
in the above sections.
• The percentage of ships that will tend to use LNG as an alternative marine fuel in
order to comply with the environmental regulations set by European Union and IMO,
has been selected for each Class separately and is based on assumptions that we
used about the capacity and age of the tanker ships.
• The number of ships going out procedures refueling in the port of Lemesos Terminal
2 – Vassiliko. We assumed that the share of ships carrying out refueling procedures
is approximately 50% of the total calls with ship age up to 15 years for tanker ships
and its subclasses. Based on the aforementioned parameters, we ended up to the
expected number of the LNG bunker operations for the periods 2020-2025 and
2025-2030 respectively and afterwards to the quantities of annual LNG demand in
cubic meters for these two periods. Nevertheless, it is almost impossible to know
the exact number of recharging ships that will refuel at the port, as this depends on
various factors such as market development, fuel prices, competition with
neighboring ports and other supply shipping service networks.
The results of this method are intended to lead to a preliminary proposal for the equipment
needed in the port. The following table shows the estimated LNG fuel demand for the tanker
ships and its subclasses apart from the Lemesos Terminal 2 – Vassiliko Port for the periods
2020-2025 and 2025-2030.
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
33
Table 3:Estimations for LNG demand as marine fuel in the port of Lemesos Terminal 2 – Vassiliko
The findings of the above Table present that the overall bunkering operations by tanker
vessels at the Port of Lemesos Terminal 2 – Vassiliko will create an occurring LNG fuel
demand of 2,732.03 m3 during 2020-2025, while for the years 2025-2030 the overall
estimated LNG fuel demand will be 7,022.36 m3. Refueling procedures that will take place
on the port of Lemesos Terminal 2 – Vassiliko will reach 33 during 2020-2025 and 80 during
2025-2030. The above estimations indicate a significant build-up of the LNG fuel demand.
More specifically, bunkering operations by small and large tanker vessels will create an
occurring LNG fuel demand of 706.80 m3 and 2,025.23 m3 respectively during the years
2020-2025, while the both small and large tanker vessels will create an annual demand of
5,198.40 m3 and 1,823.66 m3 of LNG fuel correspondingly during 2025-2030. These
estimations resulted from the assumption that the share of total calls of tanker vessels of
both subclasses with LNG bunker operations was approximately 50% and their expected
average LNG supply amount. This percentage is assumed by the number of total arrivals
of tanker vessels at Lemesos Terminal 2 – Vassiliko Port in combination with the parameter
of ship age up to 15 years.
Ship Type
Expected number of
arrivals 2020-2025
Average supply amount
(m3)
Share of fleet that bunker
LNG 2020-2025 (%)
Share of fleet that bunker LNG
2025-2030 (%)
Share of total calls with
LNG bunker operations
(%)
No of LNG
bunker operations
2020-2025
No of LNG bunker
operations 2025-2030
Annual LNG 2020-2025 (m3)
Annual LNG
2025-2030 (m3)
Small Tanker Vessels
125 31 36.5 91.2 50 23 57 706.80 5.198,40
Large Tanker Vessels
58 196 35.7 79.31 50 10,35 23 2.025.23 1.823,66
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
34
4. Supply Chain Analysis for Larnaca Port and the Port of
Lemesos Terminal – 2 Vassiliko
This part is dedicated to proceed with recommendations for logistics solutions and synchro-
modal transportation means required in order to meet the estimated LNG fuel demand, for
the under-study years 2020-2030 for both ports. In particular, this part of the report aims at
dealing with an optimum solution concerning the important matter of transportation means’
selection and the number needed to cover the forecasted demand for both under study
ports.
The basic criteria for selecting the appropriate equipment is the estimated volume required
to provide LNG, the quantities that can be provided in each refueling process as well as the
number of daily refueling procedures. It should be noted that the estimations for the daily
number of refueling was based on the overall number of arrivals for the third quarter of the
year, assuming a +30% spike, as it is the worst-case scenario that should be taken into
account in the design process in order to meet all the supply needs.
Having factored in the above criteria and having technical and operational characteristics
reports of each refueling equipment instrument, we have concluded that four LNG tanker
trucks of a capacity of 50 m3 each, should be utilized in order to undertake the LNG
bunkering process in both ports for the years 2020-2025. Since the LNG demand is
expected to grow during the years 2025-2030, three more LNG tanker trucks of a capacity
50 m3 each are also required, in order to handle the bunker volumes of the largest vessels.
The scenario that was taken into consideration is that the LNG tanker trucks will be based
in Lemesos Terminal 2 – Vassiliko port. They will be loaded with the required fuel quantity
in order to supply the vessels calling not only at Lemesos Terminal 2 – Vassiliko port but
also at Larnaca port. The LNG tanker trucks will return back to the port where they will
remain at a stand-by mode for the next trip.
The typical time required by the specially designed LNG Tanker Trucks, to cover this
distance from one port to another in order to distribute the LNG fuel, is about fifty minutes
with an average speed of 70 km/h. As for the technical and operational characteristics of
the LNG Tanker Trucks, their loading capacity/transfer rate is approximately 60 m3 per hour
and the required time is 0,83 minutes to load their tank. In particular, the total LNG bunkering
timeline for LNG tanker trucks lasts 215 minutes. More specifically, the trucks need 50
minutes to transit to the vessel, 10 minutes before the process of bunkering, 50 minutes
during the bunkering procedure, 5 minutes after the end of bunkering, 50 minutes for the
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
35
LNG tanker trucks in order to return to the refueling point and 50 minutes for their
replenishment. Ultimately, the maximum number of replenishments per day is appx. 13.95
and the average LNG bunker delivery size is about 697.7 m3 per day.
4.1 Cost of Supply Chain
The aim of this part is to provide a preliminary analysis of the proposed investment. The
following general assumptions used in our calculations:
• Economic lifetime of the proposed investment: 30 years
• Economic lifetime of the LNG tanker trucks: 10 years
• Weighted Average Cost of Capital: 8%
• The analysis does not include taxes.
The initial investment cost for the four LNG Tanker trucks is estimated to be 1,300,000 €. It
should be noted that the cost estimate is made on constant prices of 2018. As we have
already mentioned above, these trucks will be introduced in the port facilities of Lemesos
Terminal 2 – Vassiliko as a starting point in order to cover the estimated annual LNG fuel
demand for this period for both ports of Larnaca and Lemesos Terminal 2 - Vassiliko.
However, three more trucks will be added in the years 2025-2030 for the needs of these
two ports and the cost of the additional investment will be 975,000 €. The total investment
cost of the LNG tanker trucks for the period 2020-2030 will be 2.275.000 € in accordance
with the estimated build-up of the annual LNG fuel demand as time goes by. Regarding the
operational costs for the LNG tanker trucks for the period 2020-2025, these will be
2,215,620 € and with the estimated build-up of the LNG fuel demand in the ports of Larnaca
and Lemesos Terminal 2 - Vassiliko will reach the amount of 3,535,623 € in 2025-2030.
To be able to proceed with a preliminary economic evaluation of the proposed investment,
the cash inflows and outflows should be determined. The criterion of the payback period
will be used in order to evaluate the proposed investment. The desired payback periods for
which calculations were based 5, 10, 15, 20 and 25 years.
The figure below depicts the evolution of the additional price pet tone of LNG for the
examined number of depreciation years. It can be observed that in order to amortize the
initial investment in the first 10 years, the LNG sale price to the end users should be 498.5
€ per ton. Meanwhile, the final delivery price of LNG fuel, HFO and MGO at the ports of
Larnaca and Lemesos Terminal 2 -Vassiliko will be 498 € / ton, 341 € / ton, and 563 € / ton
respectively (approximate values due to lack of data).
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
36
Cost per ton of LNG for 5 years repayment [€ / ton LNG] 543.8
Corresponding internal rate of return [%] 15%
Cost per ton of LNG for 10 years repayment [€ / ton LNG] 498.5
Corresponding internal rate of return [%] 11%
Cost per ton of LNG for 15 years repayment [€ / ton LNG] 471.5
Corresponding internal rate of return [%] 9%
Cost per ton of LNG for 20 years repayment [€ / ton LNG] 425.3
Corresponding internal rate of return [%] 4%
Cost per ton of LNG for 25 years repayment [€ / ton LNG] 398.9
Corresponding internal rate of return [%] 1%
Table 4: Estimated economic results without taking into account the time value of money.
Figure 22: Price per ton of LNG as a function of depreciation years.
However, in order to have a better view of the real payback period, the time value of money
by discounting all cash flows at time zero should be taken into account. The cost per ton of
LNG for the examined payback years is expected to be slightly higher. The results of this
analysis are shown in the table below.
0
150
300
450
600
5 10 15 20 25
LN
G P
RIC
E [
€/T
ON
NE
S]
PAY-BACK TIME [YEARS]
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
37
Cost per ton of LNG for 5 years repayment [€ / ton LNG] 581.7
Corresponding internal rate of return [%] 19%
Cost per ton of LNG for 10 years repayment [€ / ton LNG] 551.3
Corresponding internal rate of return [%] 16%
Cost per ton of LNG for 15 years repayment [€ / ton LNG] 521.3
Corresponding internal rate of return [%] 13%
Cost per ton of LNG for 20 years repayment [€ / ton LNG] 495.6
Corresponding internal rate of return [%] 11%
Cost per ton of LNG for 25 years repayment [€ / ton LNG] 480.2
Corresponding internal rate of return [%] 9%
Figure 23: Economic results by taking into account the time value of money.
Figure 24: Price per ton of LNG as a function of depreciation years.
The figure above depicts the change of the additional price per ton of LNG for the different
number of amortization years by taking into account the time value of money by discounting
cash flows. Therefore, in order to amortize the initial investment in the first ten years, the
LNG sale price should be 551.3 € per ton.
0
150
300
450
600
5 10 15 20 25
LN
G P
RIC
E [
€/TO
NN
E]
PAY-BACK TIME [YEARS]
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
38
5. Conclusion and General Findings
This chapter presents the overall conclusions of the analysis from the previous chapters.
Taking as focal point the FSRU (Floating Storage and Regasification Unit) in Vassiliko bay,
the process of LNG fuel bunkering at the ports of Larnaca and Lemesos Terminal 2 –
Vassiliko will soon be possible. Therefore, the LNG tanker trucks that will be integrated in
the LNG fuel supply chain, could facilitate the distribution of the fuel to Cyprus and its ports
in the near future. Having in mind the above, we attempted to estimate the demand for LNG
as a fuel in the maritime industry by using a specific methodology based on the current
profile of shipping.
According to the results of the study, the demand of LNG fuel as marine fuel for the years
2020-2030 for both ports of Larnaca and Lemesos Terminal 2 – Vassiliko, is estimated to
be 34,771 m3, as total LNG fuel demand. Specifically, at the port of Larnaca 19,442.11 m3
of LNG fuel will be needed for bunkering operations in the period 2020-2030, while at the
port of Lemesos Terminal 2 – Vassiliko 15,328.90 m3 of LNG fuel will be needed in the
under-study years 2020-2030.
Generally, at the port of Larnaca for the period 2020-2025, the number of LNG bunker
operations is estimated to be 49 for all types of vessels and for the period 2025-2030 it will
be 123. At the port of Lemesos Terminal 2 Vassiliko in the period 2020-2025, the number
of LNG bunker operations is estimated to be 33 for the tanker ships that consist the whole
fleet that arrives constantly at the particular port and for the period 2025-2030 it will reach
80 LNG bunkering operations.
The report demonstrates that the quantities of the daily LNG fuel demand at the port of
Larnaca for the period 2020-2025 are estimated to reach the amount of 15,29 m3 of LNG
fuel for all vessel types, while in the interval 2025-2030 it will reach 37,98 m3 of LNG per
day. These values of daily quantities of LNG fuel reveal the blastoff of the demand at
Larnaca port, as time goes by. Regarding the quantities of the daily LNG fuel demand for
the tankers and their subclasses at the port of Lemesos Terminal 2 – Vassiliko for the period
2020-2025; these are estimated to reach the amount of 7,49 m3 of LNG fuel, while in the
interval 2025-2030 they will reach 17,17 m3 of LNG per day. We can also observe that the
daily LNG fuel demand in the period 2025-2030 is more than double in comparison to the
demand in 2020-2025 at the Lemesos Terminal 2 – Vassiliko port, i.e. 17,17 and 7,49
respectively.
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
39
It should be noted that the LNG fuel demand was estimated under the condition that all
vessels’ types and their subclasses are up to 15 years, because they are more possible to
shift to LNG fuel use, replacing petroleum HFO (Heavy Fuel Oil) and MGO (Marine Gas Oil)
as main marine fuels. For vessels that also call at the same ports but their age is above 15
years, LNG is not an option as they are much older and will tend to use HFO and MGO as
main fuel for technical-financial reasons, according to the assumption of this report.
The relatively short distance between the ports of Larnaca and Lemesos Terminal 2 –
Vassiliko and the future existence of the Floating Storage Regasification Unit (FSRU) at the
Vassiliko port area, dictate the need for four LNG Tanker trucks with fuel tank capacity of
50 m3 each, to meet the needs of both ports for the interval between 2020-2025. The
equipment needed is the logical choice for all ships’ types refueling procedures, as it will be
available for 19,2 hours per day corresponding to a percentage of 80% (vehicles’
availability) and will have a loading capacity of 60 m3 per hour in order to wholly cover the
estimated LNG fuel demand of 9,118.54 m3 for the two ports during the first 5 years of the
under-study period 2020-2030.
After 2025, the demand of LNG fuel supply in both ports of Larnaca and Lemesos Terminal
2 – Vassiliko is expected to increase rapidly due to a shift of more ships’ types to use LNG
fuel and the future existence of the appropriate port infrastructure and equipment in Cyprus.
The estimated annual LNG fuel demand is estimated to reach 25,652.47 m3 for both ports
in the period 2025-2030. This is a significant increase of annual LNG fuel demand and is
more than triple in comparison to the LNG demand in the period 2020-2025 in both ports.
Therefore, due to this rapid increase of the annual LNG fuel demand, the next step is to
integrate three more LNG Tanker Trucks with fuel tank capacity of 50 m3 in this LNG supply
chain, in order to service the occurring energy needs for the marine industry in these specific
areas in the interval between 2025-2030.
More specifically, the biggest annual demand at Larnaca Port in providing maritime LNG
fuel will come from small and large tanker ships with 4,795.84 m3 in 2020-2025, followed by
vehicle carriers and general cargo ships, providing LNG 376,71 m3 and 288,66 m3
respectively. Finally, the lowest demand comes from small and large bulk carriers, as they
will not exceed 199,99 m3 of LNG fuel.
As for the interval between 2025-2030, the biggest annual demand at Larnaca Port in
providing maritime LNG fuel will come from small and large tanker ships with 11.989,60 m3,
followed by small and large vehicle carriers and general cargo ships 941,52 m3 and 721,64
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
40
m3 respectively. Finally, the lowest demand comes from small and large bulk carriers, as
their demand will not exceed 199,99 m3 of LNG fuel.
Based on these estimated quantities of the annual LNG demand and the short distance
between Larnaca and Lemesos Terminal 2 – Vassiliko ports, the equipment required to
carry out the refueling in the interval 2025-2030 are seven specially designed LNG tanker
trucks with capacity of 50 m3. Namely, as the estimated annual LNG fuel demand arises,
three more LNG tanker trucks will be integrated in this supply chain in order to provide larger
quantities of LNG fuel in both ports in the interval between 2025-2030.
Regarding the ports of Larnaca and Lemesos Terminal 2 – Vassiliko, using payback period
criterion for a desired period of 10 years, we observe that a final selling price per ton LNG
dictates a 498.5 € surcharge. Based on this surcharge, the net present value (NPV) for the
entire economic life of the LNG tanker trucks is approximately 2,4 million € and the internal
rate of return on capital reaches 11%. Therefore, the final fuel delivery prices for both ports
of Larnaca and Lemesos Terminal 2 - Vassiliko will reach 799,29 € / ton LNG, 341 € / ton
HFO and 563 € / ton MGO. However, if we consider the time value of money and we
discount all cashflows in the same desired payback period (10 years), the final selling price
per ton LNG dictates a 551.3 € surcharge. Based on this, NPV will be approximately 6,1
million € and the internal rate of return on capital will reach 16 %. Therefore, the final fuel
delivery prices of ports of Larnaca and Lemesos Terminal 2 – Vassiliko will be 852,09 € /
ton LNG, 341 € / ton HFO and 563 € / ton MGO.
At this point, it should be mentioned that due to lack of data concerning the wholesale prices
of LNG fuel in Cyprus, the abovementioned price reflects the LNG fuel prices at the port of
Piraeus. Consequently, we believe that the price of LNG fuel per ton will be similar to the
fuel price of Greece with a potential small discount. As for the final delivery prices of HFO
and MGO, these result from Lemesos Port’s bunker prices in June of 2018. In conclusion,
it is worth mentioning that a low surcharge for the final selling price of LNG marine fuel is
necessary in order to minimize barriers for its adoption.
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
41
Appendix
A. Data for Port of Larnaca
Tanker Vessels
a/a Ship name Year
of Build
Ship Age
Average Service Speed
Length Gross
Tonnage
Total Power
KW DWT IMO
Calls 2016
1 3B SPIRIT 2003 15 12.5 106 4,064.00 2,880 4,500 9272565 1
2 ADRIATIC MARINER 1998 20 9.1 129.3 4,606.00 1,800 6,590 9175157 4
3 AEGEAS 2007 11 13 182.55 23,325.00 10,123 39,378 9315800 1
4 AKTEA OSRV 1989 29 7 78.51 1,646.00 1,950 2,675 8801321 7
5 ALESSANDRO F 2001 17 7.6 99.9 3,616.00 3,060 5,213 9245378 1
6 ALEXANDRIA 2008 10 8.3 99.6 5,034.00 2,970 6,213 9448889 5
7 ALFA ALANDIA 2016 2 6.9 228.6 57,164.00 18,500 106,324 9752797 1
8 ALFA SEA 2009 9 11.3 99.6 4,995.00 2,200 6,340 9517288 43
9 AMPHITRITE 2006 12 12.4 182.55 23,325.00 11,060 39,378 9314882 1
10 ANDROMEDA 2007 11 11.6 182.55 23,325.00 11,060 39,378 9315795 1
11 ANTARES 2015 3 10.5 183.2 25,269.00 6,900 37,866 9723019 1
12 ANWAAR AFRIQYA 2004 14 12.5 171 22,184.00 7,800 34,648 9275268 2
13 ANWAAR AL KHALIJ 2005 13 11.1 164.5 19,549.00 11,600 29,005 9313424 1
14 ANWAAR AL NASER 2005 13 7.9 164.5 19,549.00 11,600 29,005 9313450 4
15 ANWAAR LIBYA 2004 14 12.5 171.23 22,184.00 9,700 299,999 9275256 4
16 ARCHANGEL ONE 2008 10 12.1 109.92 4,908.00 3,500 7,080 9474292 3
17 ARION 1980 38 7 124 6,482.00 4,560 11,914 8014186 1
18 ASPHALT SUMMER 2007 11 9.1 117.63 6,457.00 4,200 6,814 9394739 2
19 ASTELLA 2011 7 7.8 184.33 23,248.00 7,860 37,583 9587843 1
20 ATHLOS 2010 8 11.2 109.92 4,908.00 3,500 6,995 9539858 11
21 ATLANTIC CANYON 2009 9 11.3 184.33 23,342.00 9,481 36,677 9383974 2
22 AXELOTL 2004 14 7.4 182.55 23,240.00 12,880 37,329 9260043 1
23 AZOV MARINER 1999 19 6.2 129.3 4,606.00 2,412 6,600 9175169 1
24 BALTIC COMMODORE 2003 15 5.8 182.55 23,240.00 9,484 37,343 9260017 1
25 BALTIC MARINER I 2006 12 13.9 182.55 23,240.00 9,480 37,304 9314820 3
26 BENTLEY I 2004 14 11.8 175.93 25,382.00 8,580 40,081 9253129 1
28 BLACK SHARK 2010 8 11.4 117 6,026.00 4,150 8,476 9480655 1
29 BLOOM 2007 11 10 182.86 24,112.00 12,707 38,396 9365283 1
30 BONNIE 1968 50 7.4 84.33 1,580.00 1,589 2,654 6810055 33
31 BOSPOROS 2007 11 12.6 182.55 23,310.00 12,870 39,589 9315903 2
32 BRITISH ENSIGN 2006 12 14.1 184.22 23,270.00 12,456 36,713 9312913 1
33 CAPE BEIRA 2005 13 12.5 175.9 25,400.00 11,665 39,999 9296119 1
34 CAPTAIN NAGDALIYEV 2011 7 9.1 139.95 4,684.00 2,774 7,103 9575307 1
35 CIELO DI GUANGZHOU 2006 12 11.8 173.96 25,507.00 7,860 38,875 9341512 1
36 DOMINIA 2009 9 11.5 175.99 25,385.00 9,480 40,174 9376854 1
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
42
37 DUKE I 2002 16 11.9 175.93 24,997.00 8,580 40,050 9228784 1
38 ELIN POSEIDON 2005 13 10.3 91.73 2,994.00 2,200 3,842 9301677 1
39 EMERALD 2009 9 7.5 182.5 27,015.00 10,890 47,302 9391945 4
43 EPSILON SEA 2009 9 10.9 99.6 4,995.00 2,600 6,294 9517290 42
44 EVIAPETROL IV 2005 13 11 91.73 2,994.00 1,200 3,842 9301689 1
46 FALCON NOSTOS 2006 12 11.9 182.97 29,683.00 15,049 39,999 9301902 1
47 FRONT CLYDE 2014 4 13.1 183 29,993.00 10,140 49,452 9654579 1
48 FUTURA 2006 12 12.9 175.96 25,373.00 10,561 39,999 9293961 1
50 GANDHI 2008 10 11.3 176 25,400.00 11,640 40,164 9323560 1
51 GEA 2005 13 12.5 175.96 25,364.00 14,083 39,999 9292591 1
52 GEORGIA 2006 12 6.1 175.93 25,108.00 8,679 39,999 9302683 1
53 GLARD-1 2013 5 8.9 139.9 4,794.00 2,120 6,407 9679373 1
54 HANDYTANKERS SPIRIT
2007 11 12.2 171.2 22,184.00 7,150 34,671 9339636 1
55 HELEN M 2005 13 12.7 179.9 28,245.00 16,410 44,997 9308223 1
56 HENDA 2012 6 11.1 109.92 4,812.00 2,000 7,081 9566708 1
57 HIGH PEARL 2009 9 11.5 179.99 28,813.00 9,480 48,023 9512757 1
58 HISTRIA AZURE 2007 11 10.2 179.96 25,804.00 9,480 39,999 9357561 1
59 INYALA 2008 10 11.4 175.97 25,400.00 11,665 40,036 9381500 1
60 ISLAND CHALLENGER 1989 29 5.8 77.53 1,896.00 882 3,273 8711863 21
61 ISLAND TRADER 1987 31 7 77.53 1,896.00 882 3,317 8727836 23
62 IVER BALANCE 2011 7 9.5 109.94 5,948.00 2,942 6,180 9588251 1
65 KATERINA L 2009 9 5.9 90.6 2,511.00 2,800 3,357 9538309 4
66 KRITI 2004 14 11.4 179.99 28,799.00 9,480 47,999 9270737 2
67 KRITI JADE 2008 10 14.2 183.94 29,832.00 9,480 49,999 9391311 1
68 KRITI ROCK 1999 19 9.8 179.88 28,077.00 9,267 45,908 9182069 1
69 KRITI SEA 2002 16 12.7 182.5 28,553.00 8,561 47,045 9252400 1
70 LAIMA 2003 15 12 182.55 23,240.00 9,480 37,337 9260031 1
71 LEOPARD 2010 8 11.5 179.99 28,798.00 8,060 19,995 9555307 1
72 LOVELY LADY 1999 19 8.6 182.5 27,526.00 6,197 47,431 9158161 2
73 LUCA IEVOLI 2002 16 5.5 99.7 3,696.00 2,839 5,406 9250086 2
74 LUCKY LADY 2005 13 6.7 175.96 25,124.00 9,894 37,432 9288796 1
75 LUCKY SAILOR 2009 9 12.6 184.32 23,339.00 7,860 37,595 9464352 1
76 MAERSK EDWARD 2005 13 6.7 185.6 26,659.00 8,580 36,803 9274654 1
77 MAERSK KALEA 2004 14 11.7 173.96 25,507.00 7,877 38,877 9256298 1
78 MAERSK KATE 2010 8 10 183.17 24,463.00 9,480 39,755 9431276 1
79 MARIA M 2006 12 5.3 175.96 25,373.00 8,580 40,056 9301885 1
80 MARINER A 2005 13 11.7 175.96 25,364.00 7,815 39,996 9288954 2
81 MARMARA MARINER 2000 18 5.3 175.96 25,364.00 1,800 39,996 9175183 1
82 METEORA 2009 9 12.2 175.97 25,400.00 8,580 40,046 9322944 1
83 MINERVA ANNA 2005 13 11 230.67 56,324.00 13,735 84,996 9298507 2
84 MINERVA LYDIA 2004 14 12.5 179.99 28,799.00 9,611 47,999 9262900 2
85 MINERVA OCEANIA 2009 9 8.7 182.5 26,900.00 8,698 47,402 9380075 1
86 MR ARIES 2009 9 8.4 183.2 30,400.00 11,240 49,998 9421336 1
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
43
87 MUKHALATKA 2013 5 9 141 4,754.00 2,200 6,619 9676230 7
88 NAVIG8 EXCEED 2016 2 5.5 219 42,750.00 13,460 74,665 9735608 1
89 NAVIG8 SPIRIT 2006 12 13.2 183 30,105.00 12,450 50,548 9337327 1
90 NEPHELI 2009 9 5.8 90.6 2,512.00 3,120 3,416 9513361 3
91 OKYROE 2004 14 11.8 228.19 42,469.00 13,853 74,999 9273088 1
92 OTTOMANA 2006 12 12.1 169.11 18,034.00 7,650 25,304 9299214 1
93 OVERSEAS PETROMAR
2001 17 10.2 183 23,740.00 8,650 35,768 9222170 1
94 PETROLINA OCEAN 2009 9 12.7 113.1 5,589.00 3,900 8,066 9460617 84
97 QUARTZ 2015 3 12.2 183.12 29,812.00 9,162 49,999 9694361 1
98 QUERCIANELLA 2004 14 12.8 137.2 8,748.00 2,000 13,776 9284439 1
99 RIZOPON 1999 19 12.7 171.2 22,181.00 10,145 29,999 9167148 1
100 ROSCHEM 2 1986 32 8.1 89 1,904.00 2,180 2,754 8862935 1
101 SCF AMUR 2007 11 11.8 183 29,844.00 13,560 47,095 9333436 1
102 SCF PRUDENCIA 2012 6 8.9 228.19 42,208.00 11,450 74,565 9577123 1
103 SEA LEGEND 2008 10 6.5 249.97 62,629.00 12,852 112,511 9381744 1
104 SEACROWN I 2003 15 12.4 175.92 25,287.00 11,250 40,039 9248801 1
105 SEAEXPLORER 2003 15 9 175.93 25,287.00 9,480 39,975 9248796 2
106 SEAEXPRESS 2007 11 9.8 179.88 28,069.00 9,480 45,976 9344019 8
108 SEAVALOUR 2007 11 12 183.21 29,348.00 9,619 46,702 9315771 2
109 SELIN D 2003 15 6.2 113.5 4,430.00 3,500 6,663 9221786 1
110 SEYCHELLES PRIDE 2002 16 11.5 177.75 21,353.00 8,340 32,580 9251664 1
111 SEYMA 2013 5 11.7 121.62 4,364.00 2,320 6,343 9596777 1
112 SICHEM BEIJING 2007 11 13.2 128.6 8,627.00 4,440 13,068 9397042 1
113 SICHEM RUBY 2006 12 7.9 115 5,303.00 3,900 8,823 9344174 1
114 SKYROS 2006 12 10.4 184.05 23,270.00 9,485 37,562 9327425 2
115 STI CLAPHAM 2014 4 12.3 184.26 24,162.00 9,162 38,734 9696577 1
116 STI SAPPHIRE 2013 5 12.3 183.31 29,708.00 9,162 49,990 9650573 1
117 SUSANNE THERESA 2006 12 7.8 92.86 2,623.00 1,980 3,464 9334404 1
118 SW MONACO I 2004 14 12.3 175.93 25,108.00 8,580 39,999 9260275 1
119 SYN MAIA 1993 25 7.1 98.73 3,983.00 3,000 4,444 9003079 3
120 SYROS 2008 10 10.3 90.22 3,220.00 2,480 4,596 9371294 1
121 TAXIARCHIS 1994 24 9.3 72.4 1,321.00 2,100 2,415 9117806 2
122 TORM ATLANTIC 2010 8 13.8 183.2 30,221.00 9,162 49,999 9433509 1
123 TORM LOKE 2007 11 13.3 182.97 29,683.00 9,162 49,999 9301914 1
124 TORM REPUBLICAN 2006 12 12.6 183.2 29,242.00 8,580 46,920 9290658 1
125 VALDAOSTA 2002 16 12.7 176 19,408.00 7,134 26,200 9231705 4
126 VALLE DI CASTIGLIA 2001 17 11.5 176 25,100.00 8,580 40,218 9220926 1
127 VALSESIA 2008 10 6.9 184.32 23,335.00 7,860 37,481 9385178 1
128 VALTELLINA 2008 10 12.7 184.32 23,335.00 7,860 37,481 9384136 2
129 VERA CRUZ 1999 19 12.5 182.5 28,546.00 10,451 47,165 9178044 4
131 VILESH RIVER 2009 9 6.4 139.95 4,681.00 2,400 7,073 9435375 1
132 VINLANDIA 1979 39 6.2 103.4 2,808.00 2,640 3,847 7800100 1
133 ZAPPHIRE 2010 8 12.2 182.5 27,015.00 8,580.00 47,329 9391957 3
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
44
General Cargo Vessels
a/a Ship name Year
of Built
Ship Age
Service Speed
Length Gross
Tonnage
Power Engine
Kw DWT IMO
Calls 2016
1 ABERDEEN 2009 9 9.0 88.3 2,451.00 1,125 3,585 9313723 2
2 ACQUA STELLA 1985 33 6.4 113 5,974.00 4,412 9,515 8502470 39
3 ADA 1989 29 9.0 106.55 3,896.00 3,400 5,423 8714114 2
4 ADATEPE S 1991 27 7.3 78 2,331.00 1,160.00 3,262 8802466 1
5 AGIA PARASKEVI I 1980 38 7.3 80.2 3,433.00 2,206.00 6,150 7929619 2
6 AKELA 2007 11 11.6 94.72 3,766.00 2,460.00 5,575 9373199 1
7 AKHMED MAHMUDOV 2007 11 7.7 121.7 4,922.00 2,495.00 6,354 9368613 2
8 ALEKSEY AFANASYEV 1981 37 8.1 114.06 2,491.00 970.00 3,243 8033132 1
9 ALEXANDER 2013 5 7.6 127.34 5,172.00 3,250.00 6,826 9541150 1
10 ALGA 1991 27 8.3 91 2,854.00 2,237.00 4,336 8812954 1
11 ALTENAVI 1987 31 8.2 107.55 4,891.00 2,206.00 7,917 7917018 1
12 ALTIUS 1985 33 8.4 73.66 1,163.00 1,000.00 1,600 8511938 1
13 ANASTASIA 1996 22 7.6 84.3 2,528.00 1,764.00 4,056 8926121 2
14 ANDROMEDA 1979 39 10.1 80.96 1,590.00 1,280.00 2,354 7614666 2
15 ANNA 1997 21 9.1 100.63 3,618.00 3,905.00 4,815 9126716 1
16 ANNA 2005 2005 13 7.0 98 3,171.00 1,765.00 5,167 9369459 1
17 ARMONY 1977 41 8.0 70 1,690.00 1,012.00 2,689 7615012 1
18 ARROW 1988 30 10.6 92.1 2,986.00 1,030.00 5,150 8609917 1
19 ARSLANBEY 1989 29 6.2 115.8 2,980.00 1,176.00 3,332 8835994 1
20 ASVIRA 2005 13 9.7 81 1,972.00 1,323.00 3,346 9359210 3
21 ATLAS 2008 10 10.2 101.8 3,798.00 2,060.00 5,418 9473975 1
22 AYSHA M 1985 33 9.2 97.22 4,285.00 1,750.00 6,668 8511146 1
23 BATAYSK 1979 39 5.4 113.88 2,516.00 1,200.00 3,375 8230429 1
24 BEAUMAGIC 2007 11 9.0 88.6 2,545.00 1,520.00 3,817 9373266 1
25 BEE 2011 7 7.6 89.95 3,556.00 1,960.00 4,678 9506588 2
26 BERONIKE 1985 33 7.3 78.05 2,007.00 507.00 2,470 8509363 1
27 BLUE TUNE 2010 8 9.5 89.95 3,845.00 3,100.00 5,215 9491927 1
28 BUTES 2010 8 9.8 87.9 2,452.00 2,600.00 3,687 9409637 1
29 C.PIONEER 1985 33 7.1 87.99 2,561.00 1,080.00 3,732 8509832 1
30 CARA 1985 33 8.3 105.96 4,453.00 2,870.00 6,380 8315906 2
31 CATHARINA 1 1984 34 8.0 85.1 2,057.00 1,320.00 3,404 8117859 1
32 CEYDA AYTEKIN 1999 19 9.0 113.09 4,957.00 2,758.00 7,260 9045687 1
33 CONSTANCE 2011 7 10.5 86 2,415.00 1,456.00 3,176 9505338 1
34 DANA TRADER 1978 40 8.7 79.77 1,892.00 1,345.00 3,101 7726952 10
35 DEBBIE 1996 22 7.0 126 7,617.00 4,500.00 10,516 9128415 3
36 DESTINY 1981 37 7.7 87.95 1,939.00 1,200.00 3,504 8104577 3
37 DIAA 1997 21 7.9 96.32 2,551.00 1,500.00 3,660 7525592 6
38 DILEK 1997 21 6.7 88.2 2,905.00 1,800.00 4,463 9169732 1
39 DITZUM 2005 13 9.9 98.9 3,173.00 2,880.00 4,383 9323651 1
40 DK BLUE 1982 36 8.6 91.3 2,765.00 2,100.00 4,563 8101537 1
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
45
41 DONMASTER SPIRIT 2002 16 6.7 96.3 2,914.00 1,850.00 4,294 9282089 1
42 ECE G 1985 33 9.6 87.02 2,920.00 1,363.00 4,950 8404460 6
43 EDRO IV 1983 35 7.8 89.97 2,138.00 1,456.00 2,850 8843886 1
44 ELENI K 1976 42 8.0 75.35 1,769.00 1,351.00 2,586 7612668 4
45 ELENI K III 2006 12 7.0 80.6 1,972.00 1,454.00 3,291 9367841 2
46 EMRE KOSE 2011 7 10.4 109.23 4,671.00 1,980.00 6,603 9598684 1
47 EXE OTTER 1989 29 6.1 82.04 1,999.00 749.00 3,269 8810748 10
48 FLINTERDUIN 2000 18 10.7 111.75 4,503.00 3,280.00 6,358 9213882 2
49 FLINTERSPIRIT 2001 17 7.5 111.75 4,503.00 3,280.00 6,359 9229049 1
50 GENERAL SHIKHLINSKY
2008 10 8.1 99.89 4,109.00 2,600.00 6,096 9437775 2
51 GLORIA 1905 1997 21 10.1 98.25 2,986.00 2,990.00 4,992 9148233 1
52 GULF BLUE 1997 21 8.1 99.88 2,997.00 2,700.00 4,444 9125073 1
53 GULF EXPRESS 1999 19 9.2 93.3 3,784.00 2,999.00 4,625 9191101 1
54 GUNCE AKAY 2007 11 9.9 108.2 5,598.00 3,000.00 8,235 9421051 1
55 HARINGVLIET 2012 6 10.1 88.6 2,597.00 1,520.00 3,850 9625229 1
56 HELEN H 1977 41 8.1 80.4 1,889.00 800.00 2,925 7702114 8
57 HELSE 1992 26 6.4 81.08 1,582.00 1,490.00 2,378 9008586 1
58 HELVETIA 1982 36 5.6 99.75 2,318.00 970.00 3,346 8128858 1
59 HIZIR 2007 11 8.0 113.6 5,287.00 2,867.00 8,100 9396529 3
60 ISARTAL 1989 29 8.9 87.92 2,369.00 600.00 3,792 8903105 3
61 ISMAYIL SHIKHLY 2007 11 9.3 121.7 4,922.00 2,460.00 6,354 9368584 1
62 ITALIAN TRADER 1982 36 6.4 100.2 4,373.00 2,574.00 8,010 8100739 13
63 ITIDAL 1981 37 10.1 89 2,693.00 3,520.00 4,581 8003058 1
64 IVY 1985 33 7.7 87.99 2,061.00 875.00 3,206 8504284 2
65 IZMAIL 1992 26 9.3 88.45 2,977.00 1,985.00 4,050 8918344 5
66 JILDA 2006 12 9.0 80.6 1,997.00 1,323.00 3,367 9368637 1
67 KERIM 2008 10 7.8 92 2,982.00 1,710.00 5,235 9396701 1
68 LADY GUL 2000 18 6.9 88.78 2,545.00 1,520.00 3,812 9195731 7
69 LADY NURGUL 2006 12 9.7 92.65 2,901.00 1,638.00 4,472 9361263 2
70 LDR SAKINE 1993 25 11.3 111.06 4,193.00 3,400.00 5,401 9067582 2
71 LEONIDAS K 2007 11 7.0 80.6 1,971.00 1,323.00 3,330 9467782 3
72 LINA 1996 22 5.5 100.6 3,796.00 1,600.00 4,400 9128001 1
73 MAPLE 1985 33 9.6 87.99 2,590.00 1,510.00 3,748 8509844 1
74 MARE 1985 33 6.5 77.96 998.00 1,000.00 1,490 8411671 1
75 MARIA QUEEN 1985 33 6.9 92.55 2,726.00 1,491.00 3,700 8421987 2
76 MAXAL GITA 1982 36 8.5 91.91 2,584.00 1,470.00 3,595 8109096 1
77 MAXAL RAISE 1997 21 7.1 89.12 2,375.00 1,320.00 3,471 9148154 1
78 MEGA SUN 1984 34 5.7 119.39 4,988.00 3,309.00 7,206 8308006 1
79 MEKHANIK YUZVOVICH
1994 24 8.6 139.93 4,970.00 2,550.00 6,226 9116101 1
80 MERO STAR 1983 35 9.9 96.97 3,780.00 3,350.00 6,100 8321682 1
81 MICHALIS 1974 44 10.0 82.47 1,757.00 1,400.00 2,045 7383554 7
82 MITTELPLATE 2009 9 11.1 86 2,415.00 1,980.00 3,183 9501203 1
83 MORAZ 1995 23 6.0 126.08 7,617.00 4,430.00 10,517 9104809 5
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
46
84 MOSTEIN 1996 22 9.5 89.9 2,744.00 2,740.00 4,836 9100176 1
85 MUSE 1983 35 7.2 119 3,041.00 1,780.00 3,811 8101434 1
86 MYKOLA SLAVOV 2007 11 8.7 127.3 5,197.00 2,000.00 6,355 9363986 1
87 NAVIN RAVEN 2005 13 9.6 121.73 4,825.00 4,200.00 7,280 9368649 1
88 NEW GEMINI 2008 10 7.2 96.9 2,994.00 3,800.00 5,269 9523756 1
89 NIKOLAY KLINOV 2006 12 10.8 108.33 4,182.00 4,020.00 5,465 9383883 1
90 NORTHWESTER 1998 20 10.6 100.62 4,115.00 3,960.00 5,190 9141637 1
91 NUR 2006 12 9.3 81 1,972.00 1,840.00 3,348 9389370 2
92 OLA 1978 40 7.9 81.7 1,952.00 1,800.00 3,214 7703015 2
93 OMMAX 2010 8 7.8 107.57 3,298.00 1,030.00 3,794 9481738 1
94 OSLO 1996 22 10.0 89.74 2,805.00 2,200.00 4,224 9125700 1
95 OZGUN 2005 13 9.3 80.5 2,032.00 1,720.00 3,346 9318278 1
96 PALMALI CONFIDENCE 2006 12 6.8 139.63 5,684.00 2,880.00 6,933 9375082 2
97 PASADENA 2001 17 10.7 90.23 2,993.00 2,400.00 4,253 9017422 1
98 PENHAR 2010 8 9.5 118.9 4,106.00 1,980.00 6,517 9534365 1
99 POMORIE 1985 33 7.3 114.02 2,466.00 1,600.00 3,353 8725632 2
100 PRIME 1974 44 6.9 102.6 2,452.00 2,180.00 3,329 8943088 1
101 PRIWALL 1992 26 8.4 87.95 2,446.00 1,570.00 3,735 9051208 1
102 PROGRESS 2009 9 9.8 118.9 4,106.00 1,980.00 6,540 9371828 1
103 QUANTUM 1991 27 8.3 99.95 3,493.00 2,200.00 5,163 9005467 2
104 REGINA MED 1982 36 7.7 100.2 4,373.00 2,880.00 8,010 8100777 14
105 RIX FLEVO 1996 22 7.6 88.2 2,901.00 2,600.00 4,466 9139335 2
106 ROGER 1984 34 8.1 82.45 1,523.00 2,080.00 2,600 8410330 2
107 RORICHMOOR 2006 12 7.8 88.58 2,164.00 2,350.00 2,864 9375795 1
108 ROSI 2010 8 10.2 88.6 2,545.00 1,520.00 3,800 9517238 2
109 RUBUS 1992 26 12.7 107.98 3,958.00 3,630.00 5,930 9043380 1
110 SAN PORFYRIOS 1990 28 7.4 74.65 2,030.00 1,475.00 3,146 8719073 5
111 SANTA KATERINA I 1996 22 5.6 97 2,914.00 2,100.00 4,235 9143609 1
112 SCALA 2005 13 9.0 115.1 4,446.00 2,200.00 7,057 9370628 1
113 SEABEE 1990 28 8.8 85.75 2,033.00 1,600.00 3,502 8909185 2
114 SEHER YILDIZI 1984 34 6.2 82.17 1,981.00 1,229.00 3,253 8311522 2
115 SERAPHIMA 2011 7 8.3 123.17 4,878.00 2,950.00 5,185 9481908 1
116 SEVEN SEAS 1994 24 8.8 88 2,450.00 1,470.00 3,714 9006344 35
117 SEVEN STAR 1982 36 7.3 87.95 1,939.00 1,380.00 3,089 8211198 57
118 SHAIR SABIR 2006 12 9.3 108.33 4,182.00 2,040.00 5,509 9348326 1
119 SHIRVAN 2007 11 6.2 121.7 4,922.00 2,820.00 6,354 9368596 2
120 SIDER CAPRI 1997 21 9.0 99.51 3,415.00 2,940.00 5,018 9143403 1
121 SIMONA 1995 23 6.8 99.99 4,783.00 2,640.00 7,812 9101534 17
122 SIR 1989 29 5.3 81.97 1,717.00 2,200.00 2,834 8922395 1
123 SITHONIA 1982 36 8.9 107.43 4,134.00 2,941.00 6,607 8130851 1
124 SOTRA 1994 24 7.2 73.8 1,528.00 1,580.00 2,318 8890401 4
125 STARLET 1984 34 9.1 75.5 1,289.00 1,280.00 1,555 8401559 4
126 STAROCHERKASSK 1980 38 7.6 114 2,516.00 2,200.00 3,362 8728062 1
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
47
127 STARVIP 2007 11 13.2 147.35 12,899.00 4,220.00 18,512 9326495 1
128 STELLA DI MARE 1984 34 6.3 88.6 3,120.00 2,400.00 4,885 8410380 1
129 SULTAN BEY 2008 10 8.5 99.89 4,109.00 2,500.00 6,096 9437799 1
130 SUNSHINE 1977 41 7.6 94.4 3,136.00 2,500.00 5,025 7526699 1
131 SUZZY 1990 28 9.3 85.83 2,598.00 1,790.00 3,510 9017800 1
132 SV. KNYAZ VLADIMIR 2003 15 9.9 128.2 4,974.00 2,400.00 5,440 9247613 1
133 TAGANROGSKIY ZALIV 2011 7 8.4 128.2 4,970.00 1,700.00 5,465 9374090 1
134 TAHA 2000 18 10.8 95.16 2,998.00 2,200.00 5,005 9195860 3
135 TALLIN 1997 21 9.6 89.74 2,810.00 2,200.00 4,222 9130224 1
136 TANGO SOL 1997 21 12.0 111.75 4,368.00 3,280.00 6,067 9155901 1
137 THORCO ATTRACTION 2006 12 6.5 132.2 6,296.00 3,840.00 9,775 9356402 1
138 TINSDAL 1998 20 10.1 90.32 2,981.00 2,080.00 4,200 9119567 1
139 TRADER 1992 26 9.0 86.04 2,575.00 1,800.00 3,092 9057214 17
140 TRANSMAR 1976 42 6.2 83.52 1,949.00 2,200.00 3,110 7427611 2
141 TRITOINS 1991 27 9.2 94.5 3,466.00 2,200.00 5,020 8913772 1
142 TWENTY SIX 1994 24 7.2 81.2 1,995.00 3,800.00 4,160 7720192 5
143 UGUR DADAYLI 2010 8 6.1 93.63 2,976.00 1,710.00 4,401 9554145 2
144 VADI 1995 23 5.9 126.08 7,617.00 4,430.00 10,517 9104809 1
145 VENATOR 1986 32 6.7 106.84 4,896.00 2,900.00 7,310 8507470 1
146 VERA SU 1989 29 7.9 89.29 1,984.00 1,440.00 3,217 8611219 2
147 VILKOVO 1993 25 9.8 88.15 2,977.00 3,600.00 4,050 8918382 2
148 VOLGA 1991 27 6.8 139.81 4,966.00 1,940.00 6,277 8847260 1
149 VOLGOBALT 230 1981 37 8.8 114 2,516.00 1,400.00 3,187 8230443 1
150 VOLGO-BALT 231 1981 37 6.2 113.88 2,516.00 1,400.00 3,208 8230455 1
151 VON PERLE 1991 27 8.2 88.77 2,381.00 1,580.00 3,749 9014664 1
152 WHITE STAR 2007 11 8.7 129.75 6,013.00 3,670.00 9,223 9381938 1
153 YAZ 1981 37 7.7 79.7 2,023.00 2,200.00 3,222 7924322 1
154 ZELEK STAR 2005 13 6.5 90.69 2,833.00 2,398.00 4,890 9379117 1
155 ZUIDVLIET 2013 5 10.4 88.6 2,597.00 1,520.00 3,734 9629809 1
Bulk Carrier Vessels
α/α Ship name Year
of Built
Age Power Engine
Kw
Service Speed
IMO Number Length Gross
Tonnage DWT
Calls 2016
1 AN PING 2009 9 11,674.00 10.8 9406805 189.9 30,962.00 55,259 1
2 BALTIC SPIRE 1997 21 5,847.00 12.70 9180011 169.03 16,764.00 28,545 1
3 ELYTIS 2007 11 2,600.00 9.00 9452452 119.95 5,222.00 8,152 1
4 JUDI MERAY 1995 23 5,830.00 10.10 9114543 170 17,429.00 28,547 1
5 MILOS 1997 21 4,608.00 11.40 9138446 153.5 14,397.00 24,045 1
6 PALAMAS 2007 11 2,600.00 9.60 9428152 119.95 5,222.00 8,184 1
7 SANN TRO 1995 23 5,560.00 9.20 9110315 167 16,252.00 27,327 1
8 SEA MOON 2002 16 5,844.00 11.00 9228227 170 17,431.00 28,493 1
9 AFRICAN HAWK 2004 14 5,770.00 9.10 9284362 178.43 17,944.00 27,074 1
10 CLIPPER TALENT 2009 9 6,232.00 13.20 9406075 178.7 19,972.00 30,474 1
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
48
11 HORIZON 2007 11 6,140.00 12.70 9323637 178.7 19,891.00 30,192 1
12 JOELLE 2007 11 2,200.00 10.00 9396969 108 4,822.00 7,070 8
13 KAVAFIS 2007 11 2,500.00 9.70 9468750 119.95 5,222.00 8,160 1
14 NAVIN OSPREY 2009 9 2,400.00 8.60 9543316 112.8 5,087.00 7,532 1
15 NAVIN VULTURE 2009 9 2,400.00 9.80 9543328 112.8 5,087.00 7,000 1
16 SIRIUS 2001 17 2,650.00 11.00 9218208 107.57 5,381.00 7,567 2
17 AQUIS PERLA 1997 21 3,270.00 12.10 9161869 113.33 6,079.00 10,000 3
18 GRACE 2010 8 2,500.00 8.60 9486300 119.95 5,214.00 8,107 8
19 MANGARD 1998 20 2,400.00 9.50 9147863 107.57 5,381.00 7,579 1
Vehicle Carrier Vessels
a/a Ship Name Year
of Built
Age Service Speed
Length Gross
Tonnage DWT
Car Capacity
IMO Calls 2016
Total Power
KW
1 ALIOS 1980 38 5.9 171 17,884.00 11,400 920 7902635 1 12,000.00
2 CRYSTAL ACE 2012 6 16.8 199.99 60,131.00 18,481 6312 9539224 1 9,267.00
3 GRAND PEARL
2008 10 17 199.99 59,217.00 18,383 6300 9339844 1 14,280.00
4 HOEGH AMSTERDAM
2013 5 15.4 199.95 58,767.00 19,849 6500 9660798 2 16,660.00
5 HOEGH DETROIT
2006 12 14.9 228.7 68,871.00 27,194 6545 9312470 1 4,410.00
6 HOEGH SHANGHAI
2007 11 15.3 228.7 68,871.00 27,214 6100 9312482 1 7,560.00
7 HOEGH TARGET
2015 3 9.2 199.99 76,420.00 22,068 8500 9684976 2 9,740.00
8 LEO SPIRIT 2012 6 16.6 199.99 60,825.00 16,758 6280 9620695 1 15,090.00
9 MAIOR 1990 28 7.9 125.16 7,067.00 3,930 325 8716966 1 4,500.00
10 MERCURY ACE
2011 7 14.8 199.97 59,409.00 19,110 6109 9591052 1 15,100.00
11 MORNING CARINA
2007 11 20.5 199.94 60,876.00 22,755 6502 9338709 1 18,660.00
12 MORNING CLASSIC
2013 5 20.3 199.95 58,767.00 19,974 6910 9441609 1 18,580.00
13 MORNING COMPASS
2013 5 17.5 199.95 58,767.00 19,881 6645 9441611 1 17,220.00
14 MORNING POST
2014 4 16.6 199.97 65,276.00 22,675 7627 9669029 1 15,200.00
15 OPAL ACE 2011 7 16.4 199.99 60,131.00 18,507 6400 9539183 1 18,507.00
16 TINKERBELL MAR
1987 31 5.7 102 4,968.00 2,036 186 8614273 1 3,430.00
17 VIKING BRAVERY
2015 3 11.6 200 62,106.00 18,449 6833 9673020 2 12,400.00
B. Data for Port of Lemesos Terminal 2 - Vassiliko
Tanker Vessels
a/a Ship Name Year
of Built
Age Service Speed
Length Gross
Tonnage DWT IMO
Calls 2010-2016
Total Power KW
1 ALEXANDRIA 2008 10 8.8 99.6 5,034.00 6,379 9448889 86 2,970.00
2 ALFA SEA 2009 9 11.3 99.6 5,041.00 6,340 9517288 20 2,950.00
3 ANGELICA AN 1999 19 12.7 182.94 28,246.00 46,408 9198290 1 7,752.00
4 AQASIA 2011 7 9.3 85.11 2,141.00 2,849 9556753 3 1,680.00
5 AS LUTETIA 1999 19 9.7 183 23,843.00 35,930 9192753 1 7,860.00
Report on Port of Larnaca and Port of Lemesos Terminal 2 – Vassiliko LNG Demand and Supply Chain Analysis
49
6 BALTIC ADONIA I
2003 15 7.6 182.55 23,235.00 37,197 9260005 2 12,870.00
7 BALTIC CAPTAIN I
2000 18 9.6 182.55 23,235.00 37,338 9208100 1 9,612.00
8 BALTIC SWIFT 2010 8 10.7 184.31 23,339.00 37,565 9464376 1 9,710.00
9 BRITISH DIAMOND
2008 10 14.2 288.43 102,064.00 84,552 9333620 3 30,080.00
10 BRITISH EMERALD
2007 11 7.4 288.43 102,064.00 84,303 9333591 1 31,540.00
11 BRITISH RUBY 2008 10 15 288.43 102,064.00 84,491 9333606 2 31,600.00
12 BRITISH SAPPHIRE
2008 10 10.9 288.43 102,064.00 73,099 9333618 2 39,900.00
13 BRITISH TRADER
2002 16 10.2 278.8 93,498.00 75,108 9238038 3 39,500.00
14 CIELO DI ROMA 2003 15 13.6 175.95 25,382.00 39,999 9241803 1 6,398.00
15 CONTI BENGUELA
2008 10 12.4 184.32 23,403.00 37,652 9391373 2 7,860.00
16 EVIAPETROL III 2009 9 9.9 79.47 1,751.00 2,468 9505754 1 1,340.00
17 EXCELLENCE 2005 13 18.6 277 93,937.00 77,348 9252539 11 23,830.00
18 EXPEDIENT 2010 8 8 291 100,361.00 83,166 9389643 2 26,496.00
19 FAVOLA 2002 16 11.2 180 25,651.00 35,076 9246786 1 9,601.00
20 FREJA POLARIS 2004 14 11 182.55 23,244.00 37,217 9302669 1 9,463.00
21 GALEA 2002 16 11.9 290 111,459.00 72,740 9236614 1 19,455.00
22 GREEN STARS 2001 17 11.7 183 23,682.00 36,038 9217448 1 9,240.00
23 HAMBISA 1997 21 13.3 182.92 28,027.00 44,549 9118056 1 8,500.00
24 HIOTISSA 2004 14 12 182.55 23,240.00 37,337 9260043 1 9,480.00
25 ISLAND CHALLENGER
1989 29 8.3 77.53 1,896.00 3,273 8711863 1 882.00
26 ISLAND TRADER
1987 31 6.8 77.53 1,896.00 3,317 8727836 1 882.00
27 ISLAND TRANSPORTER
1988 30 9 83.5 1,711.00 3,294 8619003 9 860.00
28 KANDILOUSA 1995 23 7.6 182.76 28,507.00 46,700 9081813 1 9,400.00
29 MAERSK RADIANT
2004 14 7.1 171.2 22,184.00 35,186 9298818 2 7,150.00
30 MAERSK RIESA 2003 15 12 171.28 22,184.00 34,557 9252292 1 7,098.00
31 MINERVA JOANNA
2008 10 8.7 183.21 29,295.00 46,924 9380386 2 9,500.00
32 OANA 2008 10 10.9 100.12 5,031.00 6,471 9405796 4 2,970.00
33 PORT STANLEY 2003 15 13.4 183 29,998.00 45,996 9246463 1 9,360.00
34 SAFFO 2008 10 6.6 182.86 24,112.00 38,396 9374428 1 9,480.00
35 SCARLET STAR 2005 13 11.9 182.55 23,298.00 37,252 9290828 4 9,380.00
36 SEACROWN I 2003 15 12.8 175.92 25,287.00 40,039 9248801 1 8,200.00
37 SEAVALOUR 2007 11 8.9 183.21 29,348.00 48,702 9315771 2 9,616.00
38 TIKHORETSK 1996 22 10.6 181 26,218.00 40,791 9105073 1 8,310.00
39 TORM FOX 2005 13 11.7 182.57 23,246.00 37,025 9302114 1 15,050.00
40 VALGARDENA 2008 10 8.6 184.32 23,335.00 33,505 9384124 1 7,020.00
41 ZAPPHIRE 2010 8 13.1 182.5 27,015.00 47,329 9391957 1 8,580.00