!!resource Report 13 - Engineering and Design Material

Oregon LNG Terminal and Oregon Pipeline
Bidirectional Project
Resource Report 13
Engineering and Design Material
Docket Numbers CP13-___-000 and CP13-___-000
Prepared by:
LNG Development Company, LLC (d/b/a Oregon LNG)
and
Oregon Pipeline Company, LLC
June 2013
Oregon LNG Terminal
Resource Report 13 Engineering and Design Material
TABLE OF CONTENTS
Page
13.1 Facility Description 17

13.1.1 Owner, Operator and Principal Contractors 17
13.1.2 Location and Site Information 18
13.1.3 LNG Terminal; Source and Market for Product 18
13.1.4 Terminal; Storage, Import and Sendout Capacities and Conditions 22
13.1.5 Liquefaction; Source of Feed Gas and Market for Product 23
13.1.6 Base Load Liquefaction; Capacities of Feed Gas, Pretreatment,
Liquefaction, Fractionation Products 25
13.1.7 Base Load Liquefaction; Storage, Product Shipping and Sendout
Capacities and Conditions 27
13.1.8 Peak Shaving; Source of Feed Gas and Market for Product 30
13.1.9 Peak Shaving; Capacities of Feed Gas Pretreatment and Liquefaction
30
13.1.10 Peak Shaving; Storage, Vaporization, Sendout Capacities and
Conditions 30
13.1.11 Satellite; Source of LNG and Market for Sendout 30
13.1.12 Satellite; Storage, Vaporization, Sendout Capacities and Conditions30
13.1.13 LNG Trucking Facilities 30
13.1.14 List of Major Systems and Components 30
13.1.15 Design Features 37
13.1.16 Utilities and Services 44
13.1.17 Safety Features for Containment 51
13.1.18 Safety Features for Fire Protection 52
13.1.19 Emergency Response 55
13.1.20 Operating Modes 55
13.1.21 Commissioning and Cooldown 56
13.1.22 Operation and Maintenance 59
13.1.23 Staffing Structure 62
13.1.24 Drawings 62
13.2 Project Schedule 62
13.3 Site Plans 62
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13.3.1 Site Description 62

13.3.2 Drawings 70
13.4 Basis of Design 70

13.4.1 Guarantee Conditions 71
13.4.2 Site Conditions 76
13.4.3 Emissions 78
13.4.4 Seismic 78
13.4.5 Climatic Conditions 82
13.4.6 Shipping 84
13.4.7 Mooring 84
13.4.8 LNG Cargos 84
13.4.9 Unloading 85
13.4.10 Feed Gas 85
13.4.11 Pretreatment 86
13.4.12 Regeneration Gas 86
13.4.13 Liquefaction 87
13.4.14 Fractionation Products 88
13.4.15 Storage 88
13.4.16 LP Sendout Pumps 89
13.4.17 HP Pumps 89
13.4.18 LNG Vaporizers 89
13.4.19 Gas Liquid Removal 90
13.4.20 Btu Adjustment 90
13.4.21 Battery limit 90
13.4.22 Vapor Handling 90
13.4.23 Ground Flare 90
13.4.24 Process Flare 91
13.4.25 LNG Trucking 91
13.4.26 Electrical 91
13.4.27 Control Instrumentation 91
13.4.28 Instrument Air 91
13.4.29 Service Air 92
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Oregon LNG Terminal
13.4.30 Inert Gas 92

13.4.31 Nitrogen 92
13.4.32 Fire Water 92
13.4.33 Cooling Water 92
13.4.34 Hydrotest Water 93
13.4.35 Utility (Service) Water 94
13.4.36 Fire Protection 94
13.4.37 Site Security 95
13.5 Major Process Systems 95

13.5.1 Marine 95
13.5.2 Loading 100
13.5.3 Feed Gas 102
13.5.4 Liquefaction 104
13.5.5 Fractionation 112
13.5.6 Vapor Handling 112
13.5.7 LNG Sendout System 114
13.5.8 Gas Liquid Removal 115
13.5.9 Btu Adjustment 115
13.5.10 Vent and Flare Systems 116
13.5.11 Pressure Relief 118
13.5.12 Natural Gas Metering 120
13.5.13 LNG Product Loading - Marine 120
13.5.14 LNG Product Loading/Unloading - Trucking 121
13.5.15 Commissioning Plan 121
13.6 LNG Storage Tanks 124

13.6.1 General 124
13.6.2 Tank Foundation 126
13.6.3 Outer Containment 126
13.6.4 Inner Containment 127
13.6.5 Seismic Loads on Inner and Outer Tanks 128
13.6.6 Wind Loads on Outer Tank 128
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13.6.7 Insulation System 128

13.6.8 Tank Instrumentation 129
13.6.9 Pressure and Vacuum Relief Systems 130
13.6.10 Fittings, Accessories, and Tank Piping 132
13.6.11 Stairways and Platforms 133
13.6.12 Cryogenic Spill Protection 134
13.6.13 Anchorage 134
13.6.14 Painting 134
13.6.15 Tank Lighting and Convenience Receptacles 135
13.6.16 Electrical Grounding 135
13.6.17 Welding 135
13.6.18 Testing and Inspection 135
13.6.19 Procedures for Monitoring and Remediating Stratification 138
13.6.20 Tank Secondary Bottom and Corner Protection 138
13.6.21 Drawings 138
13.7 Utilities 140

13.7.1 Instrument Air 140
13.7.2 Service Air 141
13.7.3 Nitrogen 142
13.7.4 Potable Water 144
13.7.5 Service Water 145
13.7.6 Storm Water 145
13.7.7 Wastewater 147
13.8 Equipment Data 147

13.8.1 Equipment List with Design Conditions 147
13.8.2 Equipment Data 148
13.9 Instrumentation 151

13.9.1 Description of Control System 151
13.9.2 Plant Control and Monitoring System Components 153
13.9.3 Field Control Instruments 157
13.9.4 Control Communication and Control Power 158
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13.9.5 Backup Power Supply 160

13.9.6 Sample Conditioning, Analyzers and Custody Transfer 160
13.9.7 Drawings 161
13.10 Safety Instrumentation 161

13.10.1 Description of the SIS 161
13.10.2 SIS Components 162
13.10.3 Communication and Control Power 162
13.10.4 Backup Power Supply 163
13.10.5 Emergency Shutdown (ESD) 164
13.10.6 Drawings and Tables 165
13.11 Electrical 166

13.11.1 Description of Electrical System 166
13.11.2 Hazardous Area Classification Basis 169
13.11.3 Electrical Tables and Lists 169
13.11.4 Electrical Drawings 170
13.12 Fuel Gas 171

13.12.1 Description of Fuel Gas System 171
13.13 Spill Containment Systems 171
13.14 Hazard Detection Systems 174

13.14.1 Description of Hazard Detection Systems 174
13.14.2 Description of Hazard Warning Systems Including Offsite, Plant Wide
and Local Area 177
13.14.3 Hazard Detector List 177
13.15 Fire Suppression and Response Plan 178

13.15.1 Description of Response to Fire and Deployment of Resources 179
13.15.2 Organizational Chart for Emergency Response and Fire Fighting 182
13.16 Hazard Control Systems 186

13.16.1 Description of Hazard Control Equipment and Systems 186
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Oregon LNG Terminal
13.16.2 Dry Chemical Basis of Design 187

13.16.3 Matrix of Hazard Control Equipment 188
13.16.4 Dry Chemical System Drawings 188
13.17 Fire Water 189

13.17.1 Description of Fire Water System 189
13.17.2 Matrix of All Fire Water Delivery Equipment 193
13.17.3 Fire Water Drawings 193
13.18 High Expansion Foam System 195

13.18.1 Description of Foam System and Equipment 195
13.18.2 Foam System Basis of Design 195
13.18.3 Matrix with Tag Number, Location, Type/Model of Foam Equipment.
196
13.19 Security 196

13.19.1 Security Description 196
13.19.2 Site Access Control 198
13.19.3 Cameras 198
13.19.4 Intrusion Detection 199
13.20 Piping 199

13.20.1 Piping Systems 199
13.20.2 Piping Specification 200
13.20.3 Piping Insulation 200
13.20.4 Pipe Racks 201
13.20.5 Piping Specification Tabular Summary 201
13.20.6 Piping Insulation Tabular Summary 201
13.20.7 Piping Arrangement Drawings 201
13.21 Foundations and Supports 201

13.21.1 Description of Foundations and Supports 201
13.22 Buildings and Structures 203

13.22.1 Description of Buildings 203
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13.22.2 List of Buildings with Dimensions 207

13.23 Process Drawings 208

13.23.1 Process Flow Diagrams and Material and Energy Balances 208
13.24 Piping and Instrument Diagrams 209

13.24.1 Drawing List with Revision Number and Issue Date 214
13.24.2 Piping and Instrumentation Legend and Symbols 214
References 215
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Appendix A: Facility Description

Appendix B: Project Schedule
Appendix C: Basis of Design
Appendix D: Design Codes and Standards
Appendix E: Permits or Approvals
Appendix F: Demonstration of Code Compliance
Appendix G: HAZOP Review
Appendix H: Management of Change and Reporting
Appendix I: Seismic Design
Appendix J: Soil Characteristics
Appendix K: Marine Systems
Appendix L: LNG Storage Tank Information
Appendix M: Equipment Information
Appendix N: Instrumentation
Appendix O: Electrical
Appendix P: Fire Protection
Appendix Q: Thermal Radiation and Flammable Vapor Exclusion
Appendix R: Design Studies
Appendix S: Shutoff Valves
Appendix T: Project Specifications
Appendix U: Project Drawings
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Oregon LNG Terminal
LIST OF TABLES
Table Page
Table 13.1.15.7 BOG Composition and Properties ....................................................................43
Table 13.1.16.4-1 Process Water Makeup Sources (mgd) ..........................................................46
Table 13.1.16.4-2 Wastewater Discharge Quantities ..................................................................50
Table 13.3.1.3 Cut-and-Fill Quantities .......................................................................................64
Table 13.4.1.11-1 Sparing Philosophy for Equipment and Utilities in Liquefaction Mode .......71
Table 13.4.1.11-2 Sparing Philosophy for Equipment in Regasification Mode .........................76
Table 13.4.2.1 Site Elevations ....................................................................................................76
Table 13.4.2.6 Site Tidal Elevations ...........................................................................................78
Table 13.4.5.7 Anticipated Flood Elevations ..............................................................................83
Table 13.4.8.2 LNG Specifications .............................................................................................85
Table 13.4.13.1 Feed Gas Specification......................................................................................87
Table 13.4.13.3 LNG Compositions ...........................................................................................88
Table 13.4.33.3 Process Water Makeup Sources (MGD) ...........................................................93
Table 13.5.1.11 Wind Limits .....................................................................................................99
Table 13.5.3 Feed Gas Composition .........................................................................................103
Table 13.5.4.3 LNG Specifications ...........................................................................................112
Table 13.6.1 LNG Storage Tanks, General Information ...........................................................126
Table 13.11.1 Motor Details .....................................................................................................168
Table 13.11.3.3 Transformer List .............................................................................................170
Table 13.22.2 List of Buildings with Dimensions ....................................................................207
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LIST OF FIGURES
Figure Page
Figure 13.5.11.5 Equipment Isolation/Maintenance Venting ...................................................120
Figure 13.15.1 Emergency Classification Process ....................................................................181
Figure 13.15.2 Emergency Organization ..................................................................................182
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ACRONYMS AND ABBREVIATIONS
Term Description
" inches
F degree Fahrenheit
AAV Ambient Air Vaporizer
AC Asphalt Concrete (or) Alternating Current
ACI American Concrete Institute
ANSI American National Standards Institute
API American Petroleum Institute
ASCE American Society of Civil Engineers
ASME American Society of Mechanical Engineers
bbl barrels
bgs Below ground surface
BMS Burner Management System
BOG boiloff gas
BPA Bonneville Power Administration
Bscfd / bscfd billion standard cubic feet per day
Btu British thermal unit
2
Btu/(ft hr) British thermal unit per foot squared per hour
CCTV closed circuit television
CDSM Cement deep soiling mixing
CFR Code of Federal Regulations
CHE Coast and Harbor Engineering
C1 Methane
C2 Ethane
C3 Propane
C4 Butane
CO2 Carbon Dioxide
COTP Coast Guard Captain of the Port
CPT cone penetrometer test
CSZ Cascadia Subduction Zone
CWT Cooling Water Tower
cy cubic yard
DB&B double block and bleed
DC Direct Current
DCS distributed control system
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Oregon LNG Terminal
Term Description
DOGAMI Oregon Department of Geology and Mineral Industries
DSL Department of State Lands (Oregon)
EIA Energy Information Administration
EIS Environmental Impact Statement
EPC Engineering, Procurement and Construction
ERC emergency release coupling
ERP Emergency Response Plan
ESD emergency shutdown
ESD-1 Pier Emergency Shutdown
ESD-1-1 Activation of the unloading arm/vapor return arm ERCs
ESD-2 Total Terminal Emergency Shutdown
ESP East Bank Skipanon Peninsula
FAA Federal Aviation Administration
FEED Front End Engineering Design
FERC Federal Energy Regulatory Commission
FIRM Flood Insurance Rate Map
FM Factory Mutual
fps feet per second
ft feet
gpm gallons per minute
h hour(s)
H&MB heat and material balance
HAZID Hazard Identification
HAZOP Hazard And Operability
HDMS Hazard Detection and Mitigation System
HHV higher heating value
HIPPS High Integrity Pipeline Protection System
HP high pressure
hp horsepower
HTF heat transfer fluid
IESNA Illuminating Engineering Society of North America
in Inch
inches H2O inches of water
inches Hg inches of mercury
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Oregon LNG Terminal
Term Description
ISC International Ship to Shore Connections
ISO International Organization for Standardization
Kts knots
kV kilovolt
kVA kilovolt Ampere (one thousand Volt Amperes)
LCS Local Control Station
LFL lower flammability limit
LHV lower heating value
LNG Liquefied Natural Gas
Terminal Oregon LNG Import Terminal
LP low pressure
LTD Level, Temperature, Density
3
m cubic meters
3
m /hour cubic meters per hour
MARSEC Maritime Security
mbar millibar
mg/L Milligrams per liter
MCC Motor Control Center
MCR Main Control Room
MLLW mean lower low water
MMBtu/hr million British thermal units per hour
MMcf/day million cubic feet per day
MMscfd million standard cubic feet per day
mph miles per hour
MR Mixed Refrigerant
MW megawatt
N/A not applicable
NAVD North American Vertical Datum
NDE / NDT Nondestructive Examination / Nondestructive Testing
NEC National Electrical Code
NFPA National Fire Protection Association
NGA Natural Gas Act
NGL Natural Gas Liquids
NOAA National Oceanic and Atmospheric Administration
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Oregon LNG Terminal
Term Description
NTP Notice to Proceed
O&M Operations And Maintenance
OBE Operating Basis Earthquake
OCIMF Oil Companies International Marine Forum
OD Outside Diameter
OSHA Occupational Safety and Health Administration
P&ID piping and instrumentation diagram
PCC Portland Cement Concrete
PCMS Plant Control and Monitoring System
PCR Platform Control Room
PHA Process Hazard Assessment
PIANC Permanent International Association Navigation Congress
PIC Person in Charge
PLC Programmable Logic Controller
POTW Publicly-owned Treatment Works
PPB / ppb parts per billion
PPM / ppm parts per million
psf pounds per square foot
psig pounds per square inch gauge
RGS Rigid Galvanized Steel (conduit)
RR Resource Report
RTD resistance temperature detector
RTU remote terminal unit
SCADA Supervisory Control and Data Acquisition
Scfh standard cubic foot (feet) per hour
Scfm standard cubic foot (feet) per minute
SIGTTO Society of International Gas Tanker & Terminal Operators
SIS Safety Instrumented System
SMPE South Mist Pipeline Extension
SSE Safe Shutdown Earthquake
TCP/IP Transmission Control Protocol/Internet Protocol
UL Underwriters Laboratories
UPS Uninterruptible Power Supply
USCG United States Coast Guard
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Oregon LNG Terminal
Term Description
USDOT United States Department of Transportation
USGS US Geological Survey
V voltage
w.c. Water Column
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Oregon LNG Terminal
13.1 Facility Description

Oregon LNG proposes to construct and operate a bidirectional liquefied natural gas (LNG) Terminal (the
Terminal) on the East Bank Skipanon Peninsula (ESP) near the confluence of the Skipanon and
Columbia Rivers at Warrenton, Clatsop County, Oregon. The Project includes:
Construction of an offshore slip and berth for loading and offloading LNG carriers (LNGCs),
Construction of onshore facilities to:
o Liquefy up to a nominal 9 mtpa of LNG1
o Store up to 320,000 cubic meters (m3) of LNG received either from the Liquefaction
Facility or from LNG import,
o Vaporize a baseload rate of approximately 500 million standard cubic feet per day
(MMscfd) of natural gas.
Natural gas will be supplied to the Liquefaction Facility (Feed Gas) from a pre-treatment facility via an
approximately 86.8 mile long 36-inch outside diameter (OD) natural gas pipeline, which will
interconnect with the interstate transmission system of Williams Northwest Pipeline (Williams). Natural
gas from the Regasification Facility will use the same pipeline.
Resource Report 1 contains detailed maps and drawings that illustrate the location of the Terminal and
Pipeline system.
This Resource Report 13 contains the front-end engineering design that has been prepared for the
Terminal, which includes the marine facilities and the onshore facilities. The front-end engineering
design has been prepared in accordance with the requirements of 18 CFR 380.12 and has been presented
in accordance with the Federal Energy Regulatory Commissions Resource Report 13 Draft Preferred
Submittal Format Guidance dated April 12, 2006. Sections 1.0 through 24.0 of Resource Report 13
summarize the front-end engineering design, and Appendices A through U contain specific reports,
engineering standards, drawings and specifications referenced in the Report.
13.1.1 Owner, Operator and Principal Contractors

The Project is being proposed and will be owned and operated by LNG Development Company, LLC
(d/b/a Oregon LNG) and Oregon Pipeline Company (collectively, Oregon LNG).
1 The Export Terminal will be designed with a nominal 9.0 mtpa liquefaction rate at base conditions and assuming
an average annual availability of 95 percent to allow for scheduled and unscheduled maintenance. Assuming a
heating factor of 1,000 British thermal units, this is equivalent to the liquefaction of approximately 1.25 billion
standard cubic feet per day (Bscf/d) of pretreated natural gas. However, the facilities will be able to operate at a
liquefaction rate of up to 9.6 mtpa at times when favorable operating conditions combine with higher operating
availability as a result of lower scheduled and unscheduled maintenance losses.
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Oregon LNG Terminal
13.1.2 Location and Site Information

13.1.2.1 Location
The proposed Terminal will be located on the East Bank Skipanon Peninsula (ESP) near the confluence
of the Skipanon and Columbia Rivers in Warrenton, Clatsop County, Oregon. The proposed Liquefaction
Facilities would be located on the northern portion of the ESP at River Mile 11.5 of the Columbia River
on an approximate 96-acre parcel of land that is owned by the State of Oregon and leased to the Port of
Astoria by the Oregon Department of State Lands (DSL) and land owned by the Port of Astoria under
agreement to be purchased. LNG Development Company, LLC, holds a long-term sublease for the entire
land parcel. The Terminal will be located on the shoreland areas of the ESP which are zoned Water
Dependent Industrial Shorelands I-2. The marine facilities are proposed in areas zoned Aquatic
Development A-1.
13.1.2.2 Site Information

Approximately 68 of the 96-acres leased by Oregon LNG will require permanent land modification to
accommodate the Terminal, which will include pretreatment facilities, liquefaction facilities, LNG
storage tanks, LNG transfer pipeline, process equipment, control rooms, natural gas sendout Pipeline,
buildings, access roads, and parking areas. Total land modification will be dependent upon final design
configuration approved by FERC and other state and federal authorities.
13.1.3 LNG Terminal; Source and Market for Product

13.1.3.1 Liquefaction Facility Feed Gas Design Basis
A natural gas pretreatment facility will be installed and will consist of the following systems:
An amine gas sweetening system to remove CO2 and sulfur compounds from the natural gas,
A molecular sieve dehydration system to remove water down to negligible levels acceptable for
the design and operation of the cryogenic heat exchanger,
A mercury removal unit to protect downstream aluminum equipment from damaging corrosion
mechanisms.
The Feed Gas composition to the Liquefaction Facility is shown in the following table:
Composition Lean Gas Heavy Gas Estimated Estimated

(mol%) Recycle Recycle
BOG, Lean BOG, Rich
Gas Gas
Carbon Dioxide 0.0050 0.0050 0.00 0.00
Nitrogen 0.6596 0.4017 13.00 8.00
Methane 96.8519 94.6765 87.00 92.00
Ethane 1.7893 3.5645 0.00 0.00
Propane 0.4519 0.9863 0.00 0.00
i-Butane 0.0681 0.1401 0.00 0.00
n-Butane 0.0927 0.0345 0.00 0.00
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Oregon LNG Terminal

BOG, Lean BOG, Rich
Gas Gas
i-Pentane 0.0249 0.0419 0.00 0.00
n-Pentane 0.0191 0.0345 0.00 0.00
Hexane 0.0016 0.0480 0.00 0.00
Heptane 0.0008 0.0240 0.00 0.00
Octane 0.0003 0.0080 0.00 0.00
Methyl Mercaptan 0.0005 0.0005 0.00 0.00
Ethyl Mercaptan 0.0010 0.0010 0.00 0.00
Propyl Mercaptan 0.0002 0.0002 0.00 0.00
A A
BTX 0.0331 0.0333 0.00 0.00
Total 100.00 100.00 100.00 100.00
Inlet Pressure 815 815 815 815
(psia)
B B B B
Inlet Temperature 100 100 100 100
(F)
A: BTX composition is for all Benzene, Toluene and Xylene components
B: Estimated inlet temperatures
13.1.3.2 Liquefaction Facility Design

Feed Gas will be delivered to two identical liquefaction trains of approximately 4.5 MTPA, each, for an
overall nominal export capacity of 9.0 MTPA. Each liquefaction train will include a heavy hydrocarbons
removal unit. The liquefaction technology will be Air Products & Chemicals, Inc. (APCI) Propane-Pre-
cooled, Mixed Refrigerant (C3-MR), which entails two refrigeration cycles to pre-cool and liquefy the
natural gas feed.
The Feed Gas is first pre-cooled using propane refrigerant at descending pressure levels and
corresponding lower vaporization temperatures. After being cooled by the propane refrigeration, the Feed
Gas will enter the Main Cryogenic Heat Exchanger (MCHE) where sub-cooled LNG is produced by
cooling and liquefying of natural gas against the Mixed Refrigerant. Sub-cooled LNG leaving the MCHE
is then depressurized and further cooled through LNG Liquid Turbines. Sub-cooled LNG flows to the
LNG storage tanks.
Process cooling will be provided by cooling water, cooled in an evaporative cooling tower.
Electric motors will drive the Propane and Mixed Refrigerant compressors.
The following table illustrates the LNG compositions that the Terminal has been designed to produce.
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Oregon LNG Terminal
LNG Composition
Component Lean Rich
Nitrogen 0.97 0.632
CO2 0.0050 0.0050
Methane 96.68 94.81
Ethane 1.75 3.47
Propane 0.44 0.92
I-Butane 0.063 0.12
N-Butane 0.082 0.026
Pentane+ 0.003 0.0048
TOTAL 100.000 100.00
GAS PROPERTIES
Molecular Weight 16.59 16.94
Gross Heating Value, Btu/scf 1023 1047
Wobbe Index, Btu/scf 1352 1389
13.1.3.3 Natural Gas Market

National Natural Gas Supply and Demand
As evidenced by the plummeting U.S. natural gas price, domestic natural gas demand continues to be
outpaced by the available supply. Over the past decade, the United States has experienced essentially no
growth in demand for natural gas. EIA predicts long-term annual gas demand growth of only 0.4 percent,
with the domestic market expected to reach 26.63 Tcf (72.9 Bcf/d) in 2035 (EIA, 2012a, Table 13). EIA
predicts U.S. natural gas consumption of 25.39 Tcf (69.6 Bcf/d) in 2015, or growth of only 14 percent
from the 1998 benchmark (22.24 Tcf) (EIA, 2011c and 2012e). U.S. demand in 2012 of 25.20 Tcf
represents a mere 8 percent increase from the 23.33 Tcf consumed in 2000, according to EIA data (EIA,
2011c and 2012e).
The primary purpose of the Project is to facilitate the reexport of Canadian-sourced natural gas to foreign
markets as well as facilitate the availability of Canadian gas supplies for delivery to Pacific Northwest
markets, including the Portland metropolitan area. The Bidirectional Project may also serve as a peaking
gas resource to help manage this regional demand, especially given the absence of significant regional
natural gas storage. Moreover, the bidirectional nature of the Project will help ensure that should current
market conditions of oversupply change in the future, there will be a means for importing and
revaporizing foreign-sourced LNG for consumption in U.S. markets. For the foreseeable future, however,
it is more likely that the liquefaction and export capabilities of the Project will be utilized. While the
Project is proposed to export primarily Canadian-sourced natural gas, the Project will interconnect with
the multi-legged Northwest system connecting Pacific Northwest demand centers with Rockies as well as
British Columbian supplies. However, Oregon LNG does not expect that the gas feedstock for the Export
Project will be derived to any significant degree from Rockies supply given the relative economics of
Canadian supply at the present time and through the relevant forecasted period. The outlook for North
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Oregon LNG Terminal
American natural gas production has improved, owing to drilling productivity gains that have enabled
rapid growth in supplies from unconventional gas-bearing formations in the United States and Canada.
Improvements in drilling and extraction technologies have coincided with rapid diffusion in the natural
gas industrys understanding of the unconventional resource base and best practices in drilling and
resource development. These changes have rendered obsolete once prominent fears of declining future
domestic natural gas production.
Domestic Benefits
The Export Project presents various benefits to the public, including the much-needed expansion of
market scope and access for North American natural gas producers at times when neither U.S. nor
Canadian gas prices support continued production. The North American supply glut has depressed
domestic natural gas prices to historic lows (below $2.00 per million British thermal units) not
experienced since 1999. Analysts have expressed concern that the Canadian gas storage levels may reach
capacity in 2012, potentially affecting U.S. natural gas prices as Canadian producers attempt to move
surplus gas across the border to the United States.
The Project will create jobs and increase domestic economic activity and tax revenues, both directly and
indirectly. Direct economic benefits to both the Pacific Northwest regional and local economies are
quantified in the report Oregon LNG commissioned from ECONorthwest and included as Appendix 5A
to Resource Report 5Socioeconomics, entitled An Economic Impact Analysis of the Oregon LNG
Project in Northwest Oregon (ECONorthwest Report) (ECONorthwest, 2012). During the construction
phase, there will be an average of 10,438 direct, indirect, and induced jobs created through the Project.
This translates into approximately $4,238 million (or $4.238 billion) in wages and benefits to U.S.
workers over the 5 year construction period (ECONorthwest, 2012, page 16, Tables 8 and 9). Once
operational, the Project will support an estimated 643 jobs in Clatsop County or a total of 1,591 jobs
when indirect and induced, new jobs elsewhere in Oregon and Washington are included. This translates
into total annual labor incomes of $46.5 million and $102.5 million, respectively (ECONorthwest, 2012,
page 18, Tables 11 and 12).
Another direct benefit of the Project will be the expansion of existing pipeline infrastructure in the
Pacific Northwest to transport Canadian natural gas across the State of Washington to the Oregon
Pipeline interconnection in Woodland, Washington. Expansion of the Williams system is required to
accommodate the additional transportation volumes to the Project and is estimated to add approximately
$700 million in construction revenues and an estimated 1,854 additional direct, indirect, and induced
construction jobs to the Washington state economy over a 4-year period.
Global Benefits
On a global scale, the Project is uniquely positioned to advance the security interests of the United States
and its allies through a more proactive role in the international natural gas market. In serving Asian
markets, which is the targeted region for the Export Project, the Export Project will play an important
role in furthering Americas geopolitical interests in Asia by enhancing the diversity of global natural gas
supply in the region and advancing the principles of liberalized global natural gas markets. Moreover, the
Project will serve to reinforce the U.S. trade relationship with Canada, which is among the closest and
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Oregon LNG Terminal
most extensive in the world as reflected in the staggering volume of bilateral trade (the equivalent of $1.6
billion a day in goods) (U.S. Department of State, 2012). Finally, because of the forecasted long-term
LNG price differential between North American and Asian LNG markets, exports from the Project are
projected to result in a net improvement to the balance of trade for the United States of up to $4.5 billion
for a 25-year period, even after taking into account the cost of gas imports from Canada.
13.1.4 Terminal; Storage, Import and Sendout Capacities and Conditions

13.1.4.1 Terminal Facilities
The following provides a summary of the Terminal facilities, capacities and conditions:
LNG carrier design size range .............................................................. 70,000 to 266,000 cubic meters (m3)
Number of berths .......................................................................................................................................... 1
LNG Loading arms and size per berth ....................................................................................... 3 x 16 inches
Vapor return arms and size per berth ......................................................................................... 1 x 16 inches
Loading maximum rate (nominal) ......................................................................................... 10,000 m3/hour
Loading (transfer) pipeline diameter ............................................................................................... 32 inches
Loading minimum pressure at carrier manifold ................................................................. 30 psig (2.1 barg)
LNG Carrier Tank Vapor Pressure ...................................................................................................1.25 psig
Design pressure, arms ........................................................................................................................275 psig
Design pressure, transfer piping ........................................................................................................275 psig
BOG vapor return pressure at carrier manifold during loading....................................... 6.5 psig (0.45 barg)
Maximum vapor return temperature at carrier manifold ..................................................................... -180F
LNG will be loaded to LNG Carrier sub-cooled to prevent flashing, assuming the Carrier arrives at the
Terminal at the conditions stated above.
Minimum available BOG pressure at the carriers vapor manifold flange is below 20 psig.
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Oregon LNG Terminal
13.1.4.2 LNG Storage

The following provides a summary of the LNG storage capacities and conditions:
Type of tank ......................................................................................... Full Containment Above Ground
Foundation ............................................................. Piled with concrete pile cap, with seismic isolators
Secondary containment ..................................................................................... Concrete Outer Containment
Number of tanks............................................................................................................................................ 2
Gross capacity per tank ........................................................................ Approximately 170,000 cubic meters
Working capacity per tank ............................................................................................ 160,000 cubic meters
Design pressure ..................................................................................................................................4.3 psig
Design temperature .............................................................................................................................. -270F
Discretionary vent pressure ................................................................................................................4.0 psig
Design vacuum ................................................................................................ Not less than 2.0 inches w.c.
Working pressure ..................................................................................... 3.5 psig (to size BOG compressor)
Normal operating pressure range ...............................................................................................0.5 3.7 psig
Boiloff rate (pure methane and full tank) ..................................................... 0.05% per day at 95F ambient
Minimum design LNG Density ...................................................................................................... 29.3 lb/ft3
13.1.4.3 Natural Gas Pipeline

The following provides a summary of the natural gas pipeline capacities and conditions:
Pipeline diameter .................................................................................................... 36-inch outside diameter
Peak flow rate ............................................. 1,300 million standard cubic feet per day (MMscfd) - Import
The natural gas pipeline will interconnect with the interstate natural gas transmission system of Williams
Northwest Pipeline (Williams) Interconnect near Woodland, Washington.
13.1.5 Liquefaction; Source of Feed Gas and Market for Product

13.1.5.1 North American Natural Gas Supply
Western Canada
The vast majority of the natural gas feedstock for the Project would come from resources in Western
Canada. The latest data concerning production and reserves from this region show that there will be an
abundant supply of natural gas for the Project. As indicated in the Oregon LNG Export Project Market
Analysis Study (Navigant Report), which is further described in Resource Report 1, the Province of
British Columbia has planned an increase in production from 1.2 trillion cubic feet per year (Tcf/y) to
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Oregon LNG Terminal
over 3.0 Tcf/y in 2020 to supply three new proposed LNG export facilities and to accommodate a
diversification of its gas markets (Navigant, 2012, page 14). Short-term historical trends show an
increase in production as well. Natural gas production in British Columbia for February 2012 was 122.6
billion cubic feet (Bcf) (4.23 Bcf per day [Bcf/d]), up from 111.5 Bcf (3.98 Bcf/d) in February 2011
(British Columbia Ministry of Energy, 2012).
Recoverable natural gas reserves in Western Canada can support the demand from the Project. The most
recent data indicate that a minimum of 372 Tcf resides in Western Canadas largest natural gas reserve,
the Horn River Basin (Navigant, 2012, page 15). Including the other two major resources on the Horn
River, the Cordova Embayment and the Liard Basin, the total reserves are estimated at 448 Tcf
(Navigant, 2012, page 15). Estimates of marketable gas from the Horn River range from 90 to 200 Tcf
(Navigant, 2012, page 15). Recoverable gas estimates from the other major reserve in British Columbia,
the Montney play, range from 65 to 221 Tcf (Navigant, 2012, page 15). In 2009, British Columbia
consumed approximately 386 Bcf of natural gas (Navigant, 2012, page 15). Assuming a steady level of
demand and the most conservative reserve estimates, the two major gas resources could support British
Columbias demand for over 400 years, even without tapping the tremendous reserves recently
discovered in the Liard Basin. Given the intention of British Columbia to increase exports, this results in
a more than adequate supply of gas for the Project.
United States
Domestic production and reserves collectively provide for an abundant domestic supply of natural gas.
Domestic gas production has been on an upward trend in recent years allowing the United States to
transition from a net importer to a net exporter of natural gas (U.S. Energy Information Administration
[EIA], 2012a). According to the EIA, shale gas production in the United States reached 4.87 Tcf in 2010,
or 23 percent of U.S. dry gas production (EIA, 2011a). By 2035, the EIA estimates that shale gas will
account for 46 percent of total domestic natural gas production (EIA, 2011a).
There have been a number of reports and studies that attempt to identify the total amount of technically
recoverable shale gas resources (i.e., gas retrievable using current technology irrespective of cost)
available in the United States. These estimates vary from 482 Tcf (EIA, 2012b, 9) of shale gas to 842 Tcf
(Navigant, 2012, page 3). To put these numbers in context, the United States is projected to consume
nearly 25.20 Tcf of gas in 2012 (EIA, 2012a, Table 13), suggesting that the estimates for the shale gas
resource alone would be enough to satisfy between approximately 20 and 35 years of U.S. domestic
demand.
Available data point to continued growth in domestic production in 2011. EIA estimates U.S. dry gas
production totaled 2.00 Tcf (64.6 Bcf/d) in March 2012, a 2.7 Bcf/d increase compared to March 2011
dry production of 1.92 Tcf (61.9 Bcf/d) (EIA, 2012d). Increased drilling productivity has enabled
domestic production to continue expanding despite a reduction in upstream industry development.
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Oregon LNG Terminal
13.1.6 Base Load Liquefaction; Capacities of Feed Gas, Pretreatment,

Liquefaction, Fractionation Products
13.1.6.1 Feed Gas
Feed gas will be provided to the facility from an interconnect to the existing interstate natural gas
transmission system of Williams.
Pipeline Length: ............................................................................................................................. 86.8 Miles
Diameter of Pipeline: ....................................................................................................................... 36 inches
Maximum allowable pipeline temperature at battery limit ......................................................................... 120F
Minimum allowable pipeline temperature at battery limit ........................................................................... 40F
Maximum Allowable Working Pressure (in accordance with pipeline design): ............................1,440 psig
Maximum Operating Pressure at Pipeline Interconnect ................................................................... 960 psig
13.1.6.2 Pretreatment Facility

The natural gas Pretreatment Facility will be installed to treat the feed gas and will consist of the
following systems:
An amine gas sweetening system to remove carbon dioxide (CO2) and sulfur compounds from
the natural gas,
A molecular sieve dehydration system to remove water down to negligible levels acceptable for
mechanisms.
Following pretreatment, the Feed Gas composition to the Liquefaction Facility is shown in the following
table:

BOG, Lean BOG, Rich
Gas Gas
Carbon Dioxide 0.0050 0.0050 0.00 0.00
Nitrogen 0.6596 0.4017 13.00 8.00
Methane 96.8519 94.6765 87.00 92.00
Ethane 1.7893 3.5645 0.00 0.00
Propane 0.4519 0.9863 0.00 0.00
i-Butane 0.0681 0.1401 0.00 0.00
n-Butane 0.0927 0.0345 0.00 0.00
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Oregon LNG Terminal

BOG, Lean BOG, Rich
Gas Gas
i-Pentane 0.0249 0.0419 0.00 0.00
n-Pentane 0.0191 0.0345 0.00 0.00
Hexane 0.0016 0.0480 0.00 0.00
Heptane 0.0008 0.0240 0.00 0.00
Octane 0.0003 0.0080 0.00 0.00
Ethyl Mercaptan 0.0010 0.0010 0.00 0.00
A A
BTX 0.0331 0.0333 0.00 0.00
Total 100.00 100.00 100.00 100.00
Inlet Pressure 815 815 815 815
(psia)
B B B B
(F)
13.1.6.3 Liquefaction Facility

Natural gas from the Pretreatment Facility will be sent to the Liquefaction Facility. A Scrubber Column
upstream of the Liquefaction Facility Main Cryogenic Heat Exchanger (MCHE) will be used to remove
heavy components, Mercaptans and BTX from the feed Gas before liquefaction.
The Liquefaction Facility will contain two identical approximately 4.5 MTPA Air Products and
Chemicals, Inc. (APCI) propane mixed refrigerant liquefaction units. Each unit will consist of a propane-
precooled refrigeration system for feed gas cooling and a propane and mixed refrigerant system for
cooling and liquefying the natural gas in the Main Cryogenic Heat Exchanger (MCHE).
The propane refrigeration is provided by a closed-loop system which produces High-Pressure (HP)
propane refrigerant. The refrigerant is depressurized in four pressure levels to successively chill the
natural gas feed. This is also used to chill the mixed refrigerant before it is used to chill, condense and
subcool the natural gas into LNG in the MCHE.
The mixed refrigerant is also a closed-loop system and its main components are nitrogen, methane,
ethane and propane.
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Oregon LNG Terminal
13.1.7 Base Load Liquefaction; Storage, Product Shipping and Sendout

Capacities and Conditions
13.1.7.1 Base Load Liquefaction
Baseload liquefaction capacity will be 9 MTPA, which will be achieved by baseload operation of two
approximately 4.5 MTPA liquefaction trains.
LNG Composition
Component Lean Rich
Nitrogen 0.97 0.632
CO2 0.0050 0.0050
Methane 96.68 94.81
Ethane 1.75 3.47
Propane 0.44 0.92
I-Butane 0.063 0.12
N-Butane 0.082 0.026
Pentane+ 0.003 0.0048
TOTAL 100.000 100.00
GAS PROPERTIES
13.1.7.2 LNG Storage

LNG will be stored in two identical 160,000 m (net) LNG storage tanks. The Terminal will have a total
LNG storage capacity of 320,000 m3 (net).
The LNG storage tanks will be flat-bottomed, vertical, cylindrical, full containment type design. The
inner tank will be constructed of 9% nickel steel, as the primary liquid containment. The outer tank walls
and roof will consist of reinforced concrete and will be designed to contain the vapor as well as provide
secondary containment of the LNG in the unlikely event of an inner tank failure. Outer tank walls will
also include post-tensioned cables as required by the design.
The maximum allowable working pressure of the tank will be 4.3 psig with the following operating set
points:
LNG Tank Relief Valve Set Point .....................................................................................................4.3 psig
Discretionary Vent PIC Set Point .....................................................................................................4.0 psig
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Oregon LNG Terminal
Normal Operating Pressure Range ........................................................................................ 0.5 to 3.7 psig
Operating Pressure to Size BOG Compressor ....................................................................................3.5 psig
The tank minimum design LNG density ...................................................................................... 29.3 lb/ft3
The minimum design LNG temperature .................................................................................. -270F
The LNG tank floor and exposed wall will be designed to accommodate temperatures of -320F in case
liquid nitrogen is to be used during the initial cool down procedure.
The maximum allowable design vacuum on the tank will not be less than 2.0" w.c. A tank pressure
maintenance system will be provided to prevent vacuum conditions from occurring during normal
operation. A vacuum relief system will be installed on the tank and will be sized for the worst case
conditions.
The heat leak into the LNG storage tank will give a maximum boil-off of 0.05% per day at 95F ambient
temperature, based on pure methane and a full tank.
Instrumentation will be provided for continuous level, temperature and density measurements throughout
the level of the tank inventory to monitor for stratification of the tank contents. Features will be provided
in the design to rapidly circulate the stored LNG to thoroughly mix the contents, should stratification
start to develop.
13.1.7.3 LNG Sendout

LNG from the LNG storage tanks will be sent to either the Regasification Facilities or loaded directly to
LNG Carriers.
Natural Gas Vaporization and Sendout Facilities
In this operating mode, no natural gas liquefaction is taking place. The in-tank, column mounted LNG
pumps will send LNG to the vaporization system that consist of shell and tube heat exchangers using an
intermediate ethylene glycol water solution heat transfer fluid heated in natural gas fired heaters.
During no LNG carrier unloading operations and during no liquefaction, the in-tank column mounted
LNG pumps will also circulate LNG through a small diameter circulation line to the marine facility and
back through the LNG transfer pipeline to the LNG storage tank(s) in order to keep these piping systems
cold.
When the Terminal is operating in Regasification mode, boiloff gas (BOG) that is continuously generated
in the tanks due to heat leak into the system piping, heat leak through the insulated tank walls, and heat
added due to LNG circulation in the dock will be compressed by the BOG Compressors and routed to
pipeline for sendout. When operating in Liquefaction mode, BOG can be routed to the inlet of the
liquefaction trains (see 07902-PI-300-121 included in Appendix U.4) and can also be routed to the MR
loop where natural gas can be used for make-up.
Liquefaction trains will not be kept cold during extended periods of sendout operations.
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Oregon LNG Terminal
Baseload Natural Gas Sendout Rate .......................................................................................... 500 MMscfd
Vaporization Type ........................................ Intermediate Glycol / Water Shell and Tube Heat Exchangers
Vaporization Heat Source ......................................................................................................... Fired Heaters
Battery Limit Natural Gas Maximum Discharge Pressure ..............................................................1440 psig
Battery Limit Natural Gas Sendout Temperature ................................................................................... 40F
All sendout rates indicated are net, i.e., exclusive of internal shrinkage and consumption within the
Terminal.
Natural gas delivered to or from the Terminal through the Pipeline, which will connect to the Williams
Northwest Pipeline System, will comply with the requirements of the Williams Northwest Pipeline
System tariff (Third Revised Volume No. 1 is in effect at present). The key provisions of the tariff are
summarized in the following Table:
Characteristic and Compounds Units Limit

Gross Heating Value Btu/scf 985 Minimum
Total Inert Gas Composition mol % 3 Maximum
Temperature F 120 Maximum
LNG Carrier Loading
During LNG carrier loading operations, a single LNG Carrier will moor at the loading berth and
following cooldown of the loading arms, sub-cooled LNG will be transferred to the Carrier via the in-
tank LNG sendout pumps at 10,000 m3/hr. Vapor generated during the LNG carrier loading period will
be returned to the Terminals vapor handling system via the vapor arm connected to the LNG Carrier and
a vapor return pipeline.
When there are no LNG carrier loading operations occurring and during liquefaction operation, a portion
of the LNG from liquefiers will circulate LNG through a small diameter circulation line to the marine
facility and back through the LNG transfer pipeline to the LNG storage tank(s) in order to keep these
piping systems cold.
During liquefaction, all boiloff gas (BOG), including the BOG generated due to the heat leak into the
LNG storage tanks, pumping systems and piping systems, and vapor displaced by the incoming LNG to
tanks and LNG ship, will be recycled to the liquefaction feed gas system upstream of the MCHE.
The following Table summarizes design criteria to be used for the LNG loading system.
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Oregon LNG Terminal
3
Largest ship size 266,000 m
3
Smallest ship size 70,000 m
BOG vapor return conditions at ship 6.5 psig [0.45 barg] using ship compressors
flange during loading
3/
Design loading rate, m hr 10,000 (Nominal Rated)
3
Loading time (based on 10,000 m /hr Up to 22 hours excluding connect/disconnect
average loading rate) time.
LNG loading pressures at ship flange 30 psig [2.1 barg]
Pressure (minimum):
LNG Carriers Tank Vapor Pressure 1.25 psig
Sub-cooled LNG will be loaded to the LNG Carrier to prevent flashing, assuming the Carrier arrives at
the Terminal at the conditions stated above.
13.1.8 Peak Shaving; Source of Feed Gas and Market for Product
Not applicable
13.1.9 Peak Shaving; Capacities of Feed Gas Pretreatment and Liquefaction

Not applicable
13.1.10 Peak Shaving; Storage, Vaporization, Sendout Capacities and

Conditions
Not applicable
13.1.11 Satellite; Source of LNG and Market for Sendout

Not applicable
13.1.12 Satellite; Storage, Vaporization, Sendout Capacities and Conditions

Not applicable
13.1.13 LNG Trucking Facilities

Not applicable
13.1.14 List of Major Systems and Components

The following is a list of the major systems and components that will be installed at the Terminal. Plot
plan 07902-DG-000-001, which is included in Appendix U.1, illustrates the location of these
components.
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Oregon LNG Terminal
13.1.14.1 Pretreatment Facilities

Pretreatment Facilities consist of the following major systems and components:
Equipment Number Description

C-1408A/B Regen Gas Compressor
C-1676 Thermal Oxidizer Air Blower
D-1101 Inlet Separator
D-1202A/B Amine Contactor
D-1203A/B Amine Flash Drum
D-1204A/B Amine Flash Contactor
D-1205A/B Rich Amine Filter
D-1206A/B Amine Carbon Filter
D-1208A/B Amine Stripper
D-1210A/B Amine Stripper Reflux Drum
D-1213A/B Amine Surge Drum
D-1215A/B Lean Amine Filter
D-1219A/B Amine Contactor Overhead Separator
D-1401A/B Dehydrator Pre-Filter
D- Dehydrator
1402A/B/C/D/E/F/G/H/I/J
D-1403A/B Dehydrator Post-Filter
D-1405A/B Regen Gas Dust Filter
D-1407 Regen Gas Separator
D- Hg Removal Bed
1501A/B/C/D/E/F/G/H/I/J/
K/L
D-1502A/B Dry Gas Filter
D-1503A/B Dry Gas Polishing Filter
D-1601 CO2 Vent Knockout Drum
D-1608A/B Low Temp Heat Medium Expansion Drum
D-1610 High Temp Heat Medium Expansion Drum
D-1616 Fuel Gas Scrubber
D-1617 Closed Drain Flash Drum
D-1623A/B Fuel Gas Filter
D-1628 Amine Sump Drum
D-1631 Amine Reclaim Filter
E-1207A/B Lean/Rich Exchanger
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Oregon LNG Terminal

E-1209A/B Amine Stripper Condenser
E-1212A/B Amine Stripper Reboiler
E-1216A/B Amine Cooler
E-1218A/B Amine Contactor Overhead Cooler
E-1404 Regen Gas Heat Exchanger
E-1406 Regen Gas Cooler
E-1615 Fuel Gas Heater
H-1602 CO2 Vent Thermal Oxidizer
H-1605A/B Fired Heater - Low Temp Heat Medium
H-1607 Fired Heater - High Temp Heat Medium
L-1225A/B Amine Anti-foam Package
L-1226A/B Amine Additional Injection Package
L-4741A/B Wastewater Sump Submersible Mixers
P-1211AA/AB/BA/BB Amine Stripper Reflux Pump
P-1214AA/AB/BA/BB Amine Booster Pump
P-1217AA/AB/BA/BB Amine Circulation Pump
P-1611A/B High Temperature Heat Medium Pump
P-1613AA/AB/BA/BB Low Temp Heat Medium Pump
P-1624A/B Makeup Water Pump
P-1625A/B Amine Makeup Pump
P-1626A/B Hot Oil Transfer Pump
P-1627A/B CO2 Vent Knockout Drum Pump
P-1629 Amine Sump Pump
T-1618 Slop Liquids Tank
T-1619 Amine Storage Tank
T-1622 Hot Oil Storage Tank
13.1.14.2 Liquefaction Facilities

Liquefaction Facilities consist of the following major systems and components:

C-2601A/B Propane Compressor
C-2631A/B LP MR Compressor
C-2634A/B MP/HP MR Compressor
CL-2601A/B Propane Compressor VFD
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Oregon LNG Terminal

CL-2631A/B LP MR Compressor VFD
CL-2634A/B MP/HP MR Compressor VFD
CM-2601A/B Propane Compressor Motor
CM-2631A/B LP MR Compressor Motor
CM-2634A/B MP/HP MR Compressor Motor
D-2005A/B Scrub Column
D-2008A/B Scrub Column Overheads Separator
D-2011A/B MCHE Start-up Drum
D-2604A/B Propane Accumulator
D-2606A/B Propane Reclaimer
D-2611A/B LP Propane Drum
D-2612A/B MP Propane Drum
D-2613A/B HP Propane Drum
D-2614A/B HHP Propane Drum
D-2615A/B Propane Collection Drum
D-2627A/B HP MR Separator
D-2630A/B LP MR Drum
D-2633A/B MP MR Drum
D-2636A/B HP MR Drum
E-2001A/B HHP Propane Feed Gas Cooler
E-2002A/B HP Propane Feed Gas Cooler
E-2003A/B MP Propane Feed Gas Cooler
E-2004A/B LP Propane Feed Gas Cooler
E-2006A/B Scrub Column Reboiler
E-2007A/B Scrub Column Condensate Cooler
E-2010A/B Main Cryogenic Heat Exchanger
E-2012A/B Defrost Gas Heater
E-2602A/B Propane Desuperheater
E-2603A/B Propane Condenser
E-2605A/B Propane Reclaimer Condenser
E-2607A/B Propane Subcooler
E-2621A/B HHP Propane MR Cooler
E-2622A/B HP Propane MR Cooler
E-2623A/B MP Propane MR Cooler
E-2624A/B LP Propane MR Cooler
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Oregon LNG Terminal

E-2632A/B LP MR Compressor Intercooler
E-2635A/B MP MR Compressor Intercooler
E-2638A/B HP MR Compressor Aftercooler
G-2015A/B LNG Expander Driven Generator
G-2629A/B MR Expander Driven Generator
P-2009AA/AB/BA/BB Scrub Column Overheads Pump
P-2014A/B LNG Expander
P-2616A/B Propane Transfer Pump
P-2628A/B MR Expander
13.1.14.3 LNG Storage System

LNG storage facilities consist of the following major systems and components:

T-201A/B LNG Storage Tanks
P-202AA/AB LP Pumps T-201A
P-202BA/BB LP Pumps T-201B
13.1.14.4 LNG Loading and Transfer System

LNG loading and transfer facilities consist of the following major systems and components:

L-101A/B/C LNG Loading Arms
L-102 Vapor Return Arm
13.1.14.5 Vapor Handling System

Vapor handling facilities consist of the following major systems and components:

D-203 BOG Drum
C-205A/B/C BOG Compressors
L-4500 Ground Flare
L-210 Process Flare
D-211 Low Point Drain Drum
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Oregon LNG Terminal
13.1.14.6 Regasification and Sendout System

LNG regasification and sendout facilities consist of the following major systems and components:

B-401A/B/C/D Fired Heater
D-203 BOG Drum
D-208 HP Pump Drum
D-211 Low Point Drain Drum
D-403 HTF Surge Drum
E-302A/B/C LNG Vaporizer
P-202AA/AB/BA/BB LP Pump
P-301A/B/C HP Pump
P-402A/B/C HTF Pump
13.1.14.7 Auxiliaries and Utilities

Auxiliary and utility facilities consist of the following major systems and components:

C-205A/B/C BOG Compressor
C-941A/B/C Air Compressor
CM-205A/B/C BOG Compressor Motor
D-927 Service Water Hydrostatic Drum
D-943 Instrument Air Receiver
D-961A/B Liquid Nitrogen Drum
D-4100A/B Propane Storage Drum
D-4200 Ethane Storage Drum
D-4400 NGL Storage Drum
D-4501 Dry Gas Flare Knockout Drum
D-4551 Wet Gas Flare Knockout Drum
D-4724A/B/C/D/E/F/G/H Raw Water Filters
D-4734 RO Cartridges
E-204A/B/C BOG Compressor Preheater
E-206A/B/C BOG Compressor Multistage Cooler
E-213A/B Fuel Gas Heaters
E-962A/B Liquid Nitrogen Vaporizer
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Oregon LNG Terminal

E-4201 Ethane Vaporizer
E-4502 Dry Gas Flare Knockout Drum Heater
E-4552 Wet Gas Flare Knockout Drum Heater
E-4600A/B Cooling Tower
L-101A/B/C LNG Loading Arm
L-102 Vapor Return Arm
L-306 Meter Station
L-806 Pigging Station
L-210 LP Discretionary Flare
L-942A/B Air Dryers w/ Filters
L-970 Oily Water Separator
L-1621 Water Treatment - RO and Ion Exchange
L-4707 River Water Screen
L-4721A/B/C/D Raw Water Storage Tank Submersible Mixers
L-4722 Filter System
L-4732 RO System
L-4500 Dry Gas Flare
L-4550 Wet Gas Flare
P-602 Electric Firewater Pump
P-603 Diesel Firewater Pump
P-604A/B Firewater Jockey Pump
P-605A/B Deluge Firewater Pump
P-606A/B Tank Area LNG Spill Cont. Basin Storm Water
Removal Pump
P-607A/B Liquefaction Area LNG Spill Cont. Basin Storm
Water Removal Pump
P-608A/B Regasification Area LNG Spill Cont. Basin
Storm Water Removal Pump
P-926A/B Service Water Pump
P-971A/B/C North Barrier Area Sump Storm Water
Removal Pump
P-973A/B/C/D South Barrier Area Sump Storm Water
Removal Pump
P-974A/B Propane Swale Storm Water Removal Pump
P-4013A/B Wet and Dry Gas Flare Knockout Drum Pit
P-4101A/B Propane Makeup Pump
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Oregon LNG Terminal

P-4601 Cooling Water Pump
AA-AF; BA-BF
S-606 Tank Area LNG Spill Containment Basin
S-607 Liquefaction Area LNG Spill Containment
Basin
S-608 Regasification Area LNG Spill Containment
Basin
S-971 North Barrier Area Sump
S-973 South Barrier Area Sump
S-4013 Wet and Dry Gas Flare Knockout Drum Pit
T-201A/B LNG Storage Tank
T-601 Firewater Tank
P-4701 POTW Effluent Pump
P-4706A/B/C River Water Pump
P-4723A/B/C Filter Feed Pump
P-4731A/B Filter Backwash Pump
P-4733A/B/C/D RO Feed Pump
P-4742A/B/C Wastewater Discharge Pump
S-4700 POTW Effluent Wetwell
S-4705 River Water Wetwell
S-4740 Wastewater Sump
T-4720 Raw Water Storage Tank
T-4730 Filtered Water Storage Tank
13.1.15 Design Features

13.1.15.1 LNG Piping Design Considerations
All cryogenic liquid piping has been designed such that all large bore segments are continuously
circulating LNG during normal operation. Liquefaction trains will not be kept cold during extended
periods of natural gas sendout operations.
All piping dead legs are provided with continuous cooling circulation to avoid geysering or potential
condensation-induced water hammer.
If de-inventorying of a given section of the Terminal is required, all large volumes of LNG can be
nitrogen-pressure transferred into a closed system and returned to the LNG storage tank(s) without
overloading the Terminal Vent/Drain System.
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Oregon LNG Terminal
13.1.15.2 Pretreatment Facilities

The Pretreatment Facility will receive gas from the Oregon LNG pipeline at approximately 875 psig and
treat it to meet the carbon dioxide, water, and mercury content specifications for the proposed Terminal
liquefaction process feed. Gas received from the pipeline flows through an Inlet Separator to remove free
liquids which might (rarely) occur in the incoming gas. The gas stream splits between two, parallel, 50%
capacity, amine gas sweetening trains. Each amine gas sweetening train consists of a trayed Amine
Contactor tower, where carbon dioxide and sulfur components in the gas are adsorbed in a circulating
liquid amine solution; an Overhead Gas Cooler and Overhead Gas Scrubber to condense and recover
water and amine from the sweetened gas; and an amine regeneration system. Each amine regeneration
system consists of a Flash Drum to separate dissolved gas from the rich amine solution (recovered as fuel
gas); particulate and contaminant filtering; a reboiled/refluxed trayed Stripper tower to remove the
adsorbed carbon dioxide and sulfur compounds from the amine solution which exit in the overhead
vapor; a lean amine surge/expansion vessel; amine liquid circulation pumps; and a lean/rich amine cross
exchanger to recover heat.
The heat required for the Stripper Reboiler in each amine train is supplied by a dedicated, circulating
heat medium (hot oil) system consisting of a fired heater, expansion tank, filter and circulation pumps.
Cooling is supplied by the Terminal LNG plant cooling water system. The sweetened, water saturated
gas from the amine trains flows through a particulate filter and then through multiple, parallel Dehydrator
vessels. The Dehydrators contain molecular sieve media which adsorb most of the water from the gas.
The molecular sieve media is regularly, automatically, regenerated by sequentially removing Dehydrators
from operation and reverse flowing hot (600F) regeneration gas through the bed.
Approximately 10 percent of the Pretreatment outlet gas stream is recycled as Dehydrator regeneration
gas. It is heated with a dedicated fired heater and heat medium circulation system, particulate filtered,
compressed and cooled to return upstream of the amine sweetening trains. Dry sweetened gas from the
Dehydrators flows through a particulate filter and then through multiple parallel carbon beds for removal
of mercury in the gas. The mercury bed media is not regenerable and must be replaced after a design life
of several years. The sweetened, dry, mercury-free gas then flows through two final particulate filters in
series and a pressure control valve to the inlet of the Terminal LNG liquefaction process at
approximately 815 psig and 100F.
The carbon dioxide, mixed with other waste gases (acid gases) coming from the Amine Stripper Reflux
Drum D-1210 are sent to the burner of the CO2 Vent Thermal Oxidixer (H-1602), where they will be
chemically altered and sent to atmosphere
Emergency overpressure reliefs and emergency de-inventory streams are emitted through the Terminal
Ground Flare System.
Onsite tanks hold makeup inventories of heat medium fluid, amine fluid, and amine makeup water.
Liquids from the Inlet Separator and other drains are collected in a Closed Drain Vessel and held in a
Slop Oil Tank for periodic transport offsite.
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Oregon LNG Terminal
13.1.15.3 LNG Liquefaction Facilities

The liquefaction process is based on the Air Products and Chemical Industries (APCI) propane pre-
cooled mixed refrigerant process, which uses two types of refrigeration cycles to precool and liquefy the
natural gas feed.
Dehydrated, treated and mercury-free gas from the Pretreatment Facility will be delivered at
approximately 815 psig and passed through the tubes of the following kettle-type exchangers in series:
High High Pressure (HHP) Propane Feed Gas Cooler
High Pressure (HP) Propane Feed Gas Cooler
Medium Pressure (MP) Propane Feed Gas Cooler
Low Pressure (LP) Propane Feed Gas Cooler
The propane circuit is a closed-loop system with a compressor and coolers to condense and sub-cool the
propane vapor and distribute liquid at four different pressure levels to feed various vaporizers. The vapor
from each vaporizer is then returned to the suction of the compressor stages. There are also facilities in
the system for the removal of non-condensable gases from the circulating propane.
Propane vapor will be fed to a four-stage Propane Compressor where it will be compressed. The propane
refrigerant will then be desuperheated and condensed in a Propane Desuperheater / Condenser and passed
to a Propane Accumulator. The propane liquid is sub-cooled in the Propane Subcooler before being
routed to the various propane refrigerant heat exchangers. The following describes propane liquid flow:
Propane liquid from the Propane Subcooler will be passed through downstream-level control
valves and flashed to the HHP Propane level to the shell sides of HHP Propane Feed Gas Cooler
and HHP Propane MR Cooler.
Propane liquid from the HHP propane vaporizers will pass through downstream level control
valves, flashed to the HP propane level and sent to their respective downstream vaporizers, the
HP Propane Feed Gas Cooler and the HP Propane MR Cooler.
Propane liquid from the HP propane vaporizers will be passed through downstream-level control
valves and flashed to the MP propane level and sent to their respective downstream vaporizers,
MP Propane Feed Gas Cooler and MP Propane MR Cooler.
Propane liquid from the MP propane vaporizers will be passed through downstream-level control
valves, flashed to the LP level and sent to LP Propane Feed Gas Cooler and LP Propane MR
Cooler.
The operating pressure of each propane refrigeration level is set by the performance of the Propane
Compressor. The vapors from the vaporizers on each propane refrigeration pressure stage will go to a
common elevated suction drum for removal of any entrained liquids. The vapors will be directed to the
inlet of the appropriate propane compressor stage.
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Oregon LNG Terminal
The light ends accumulated in the propane circuit will be removed in a Propane Reclaimer mounted on
the Propane Accumulator. Non-condensables from the Propane Desuperheater / Condenser pass up the
propane reclaimer and into the tube side of the Propane Reclaimer Condenser, where the propane
fractions will condense and act as a reflux for the packing in the Propane Reclaimer. Non-condensable
vapor in the overhead stream exiting the Propane Reclaimer Condenser will be periodically vented into
the MR compression loop, subject to sampling for oxygen content. If O2 is detected, the stream will be
rejected to flare. Cooling for the Propane Reclaimer Condenser will be provided by a depressurized slip
stream of propane from the outlet of Propane Subcooler and the vapor outlet will be sent under level
control to the HP Propane Suction Drum.
Low-temperature refrigeration will be provided by a closed-loop mixed refrigerant (MR) system, which
is primarily a mixture of Nitrogen (N2), ethane and propane and will be used to liquefy and sub-cool the
pre-cooled natural gas in the MCHE
The LP MR vapor from the warm end of the MCHE shell will flow to the LP MR Compressor via the LP
MR Suction Drum. The LP MR compressor discharge will be cooled in the LP MR Compressor
Intercooler. The MR will then be compressed by the MP HP MR Compressor and cooled in the MP MR
Compressor Intercooler and the HP MR Compressor Aftercooler. Each MR compressor will be provided
with an anti-surge protection system that recycles cooled compressed gas back into the suction circuit.
The HP MR stream will be further cooled and partially condensed using the four successively colder
propane refrigerant levels.
The cooled and partially condensed mixed refrigerant will be separated into two phases in the HP MR
Separator. Vapor from the HP MR separator will pass through the warm and cold tube bundles in the
MCHE, where it will be condensed and sub-cooled. It will exit the cold end of the MCHE cold bundle
and then flashed to the shell side pressure across the cold Joule-Thomson (JT) valve. The low-
temperature LP MR will then enter the MCHE shells internal distribution header at the top of the cold
bundle and flow down the MCHE. Liquid from the HP MR separator will be passed through the MCHE
warm tube bundle where it will be sub-cooled. This sub-cooled MR stream exiting the MCHE will be
depressurized by the MR Expander while maintaining back pressure to ensure liquid phase operation. It
will then be flashed across the MR Expander outlet control valve to the shell side pressure. A full-flow
warm JT valve bypass is provided as backup to the MR Expander. This chilled stream will then return to
the MCHE above the warm bundle, where it will be mixed with the LP MR from the cold bundle. The
falling MR liquids vaporize, thereby chilling the fluids in the tubes, and exit the warm end bottom of the
MCHE shell as vapor.
The mixed refrigerant compression cycle will be powered by variable speed drive electric motors.
The LNG flow rate and temperature leaving the MCHE will be controlled by controlling the flow rate
and ratio of the MR liquid and vapor flows to the MCHE.
LNG leaving the MCHE is depressurized through an LNG Expander. A full-flow Joule-Thomson (JT)
valve bypass around the LNG Expander will also be provided. Sub-cooled LNG will flow to the LNG
Storage Tanks.
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13.1.15.4 LNG Storage System

Design Considerations
The LNG storage tanks (T-201A/B) are identical, full-containment type tanks, with a primary inner
containment and a secondary outer containment. The tanks are designed and will be constructed so that
the self-supporting primary containment and the secondary containment will be capable of independently
containing the full volume of LNG. The primary containment (inner containment) will contain the LNG
under normal operating conditions. The secondary containment (outer containment) is designed to be
capable of containing the LNG (110 percent capacity of the primary containment contents) and of
controlling the vapor resulting from the highly unlikely failure of the primary containment. Each
insulated tank is designed to store a net volume of 160,000 m3 (1,006,000 barrels) of LNG at a design
temperature of -270F and a maximum internal pressure of 4.3 psig.
Each full containment tank will consist of:
A 9 percent nickel steel open-top inner containment;
A pre-stressed concrete outer containment wall;
A reinforced concrete dome roof;
A reinforced concrete outer containment bottom; and
An insulated aluminum deck over the inner containment suspended from the outer containment
roof.
The aluminum support deck is designed to be insulated on its top surface with fiberglass blanket
insulation material. The fiberglass blanket is chosen to minimize the potential of in-leakage of Perlite
insulation into the inner containment. The outside diameter of the outer containment is approximately
270 feet. The small amount of vapor pressure generated from boiloff of the LNG is designed to be
equalized through ports in the suspended deck with the boiloff gas (BOG) contained by the outer
containment. The internal design pressure of the outer containment roof is 4.3 psig. The space between
the inner containment and the outer containment is insulated to allow the LNG to be stored at a minimum
design temperature of -270F while maintaining the outer containment at near ambient temperature. The
insulation beneath the inner containment is cellular glass, load-bearing insulation that will support the
weight of the inner containment tank, associated structures (including the bottom fill standpipe column),
and the LNG. The space between the sidewalls of the inner and outer containments is filled with
expanded Perlite insulation that will be compacted to reduce long-term settling of the insulation. The
outer containment is lined on the inside with carbon steel plates. This carbon steel liner serves as a
barrier to moisture migration from the atmosphere reaching the insulation inside the outer concrete wall.
This liner also provides a barrier to prevent vapor escaping from inside the tank in normal operation.
There will be no penetrations through the inner containment or outer containment sidewall or bottom. All
piping into and out of the inner or outer containments enters from the top of the tank.
The inner containment is designed and will be constructed in accordance with the requirements of
American Petroleum Institute (API) Standard 620 Appendix Q. The tank system meets the requirements
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Oregon LNG Terminal
of National Fire Protection Association (NFPA) 59A (2001 edition will be used as the basis except where
the 2006 edition is more stringent) and 49 CFR Part 193.
Each tank is protected against over-pressure and under-pressure by the provision of pressure and vacuum
relief valves.
Instrumentation installed on the tank will monitor level, temperature and density for detection of
situations that could result in rollover.
Section 6 of this Report summarizes the key parameters used in the design of the LNG storage tanks.
Low Pressure (LP) Pumps (P-202AA/AB/BA/BB)
Each of the LNG storage tanks will have two LP Pumps. Each LP Pump will be mounted inside its own
column and will be located inside the column near the bottom of the LNG storage tank.
Each pump will be provided with an individual minimum flow recycle line and flow control to protect the
pump from insufficient cooling and bearing lubrication at low flow rates.
The pumps have remotely monitored pressure, flow, vibration and motor amperage signals.
The pumps will include features to isolate and safely maintain a single pump without requiring other
pumps to be removed from service. The LP Pumps will be removable for maintenance while maintaining
an operating level in the LNG storage tank.
13.1.15.5 LNG Sendout System Regasification

The in-tank LNG LP Pumps P-201AA/AB/BA/BB will supply LNG to the High Pressure (HP) Pumps P-
301A/B/C via HP Pump Drum D-209.
Each HP pump will be provided with an individual minimum flow recycle line and flow control to
protect the pump from insufficient cooling and bearing lubrication at low flow rates. The recycle flow
will be routed to the top of one or more LNG storage tanks through a continuously cooled connection to
the tank top fill lines.
The pumps will have remotely monitored pressure, flow, vibration and motor amperage signals.
The pumps will include features to isolate and safely maintain a single pump without requiring other
pumps to be removed from service.
The HP Pumps will supply LNG Vaporizers E-302A/B/C, which are shell and tube heat exchangers. Heat
for vaporization will be via an intermediate heat transfer fluid (HTF) using a solution of ethylene glycol
and water that will be heated in Fired Heaters B-401A/B/C that will use natural gas taken from the feed
gas supply.
13.1.15.6 LNG Loading System

There will be one loading berth on the loading platform. The berth has three 16-inch liquid LNG Loading
Arms, L-101A/B/C. The loading arms will have full-bore, emergency release couplings (ERCs) at the
outboard end of each arm.
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Oregon LNG Terminal
LNG will be loaded onto an LNG carrier at a rate of 10,000 m3/hour from LNG Storage Tanks T-201A/B
via a single 36-inch LNG loading pipeline using in-tank LNG Pumps P-202AA/AB/BA/BB. The loading
pipeline will be maintained at cryogenic conditions when there is no loading operation at the berth by
circulating LNG from the LNG storage tank(s) or liquefaction units through an LNG circulation pipeline
to the berth. Expansion loops are provided in the circulation pipeline to provide for pipeline expansion
and contraction.
13.1.15.7 Vapor Handling Systems

The Vapor Handling System includes the BOG Header, LNG Tank Vapor Space, LNG Carrier Vapor
Return Line, onshore BOG Compressors, and overpressure relief line to flare.
BOG is generated from the following sources:
Heat leak into the LNG Storage Tank through the insulation systems.
Displaced and LNG Carrier generated vapor returned during the LNG loading process.
Displaced vapor due to the LNG volumes entering into the storage tanks from the liquefiers.
Heat generated by LNG pumps.
Heat leak into LNG piping, including transfer pipeline recirculation.
The liquefaction facility will produce sub-cooled LNG; therefore, there will be no LNG flash gas from
LNG entering the storage tank from the liquefaction system.
The composition of the boiloff gas (BOG) is predominantly a function of the mole percent of nitrogen in
the LNG stream as it enters the LNG Storage Tank or as it is loaded onto an LNG carrier. The BOG
composition is based on the vapor source and is provided in the following Table.
Table 13.1.15.7 BOG Composition and Properties
BOG Composition
Component Lean Rich

Nitrogen 20.2 14.2
Methane 79.8 85.8
Ethane 0.0 0.0
Propane+ 0.0 0.0
TOTAL 100.000% 100.000%
GAS PROPERTIES
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Oregon LNG Terminal
BOG Composition
Component Lean Rich

The Terminal will be designed to minimize fugitive emissions with no flaring during all normal
operations using a Closed Vent/Drain System. All LNG and natural gas relief valves (excluding LNG
storage tank, fuel gas drum and the LNG Vaporizer process relief valves) will be vented into a closed
vent flare system that is common with the LNG storage tank vapor spaces.
All releases in the Liquefaction trains during an operation upset or train start-up will be sent to a closed
dry gas flare system. The following is the basis of the Liquefaction flare design:
Initial dry out and cool down of a single train.
Maximum emergency release during operation of the LNG trains.
13.1.16 Utilities and Services

The Terminal includes the following utility systems and services.
13.1.16.1 Instrument and Service Air Systems

Air compressors produce compressed air for the instrument air and service air systems for use at the
Terminal Site.
Service air is used to power tools and equipment that will be used in the maintenance of the Terminal.
Dry instrument air is used for the instrumentation and control system installed at the Terminal.
Instrument air takes priority over service air if there is any reduction in compressed air supply.
13.1.16.2 Nitrogen Systems

Liquid nitrogen is stored at the Terminal in two, 33,000-gallon vertical liquid nitrogen storage tanks and
will be vaporized as needed to meet demand. The vaporization is performed in a vendor-supplied skid
using ambient air and electric power. Vaporized nitrogen flows to various locations through a piping
distribution system.
Nitrogen will be used to purge pipelines and equipment in preparation for maintenance and in preparation
for return to service. A design continuous flow of nitrogen at approximately 139 scfm is estimated for
each liquefaction train.
13.1.16.3 Electric Power Transmission and Control Systems

The most likely electrical supply source for the Terminal is the Pacific Power system. A 230kV power
supply will feed the site on an overhead line to two dedicated onsite 230kV/69kV 550MVA step down
transformers
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Oregon LNG Terminal
The 230kV power will be stepped down to 69kV and then routed to the 69kV switchgear for distribution
to 4160V and 480V switchgear and motor control centers.
One standby power generator set will be provided that will be capable of supplying enough power for
one LP pump (to maintain LNG circulation throughout the Terminal for maintenance cooling), Terminal
emergency lighting (including security lighting), security monitoring and warning systems, emergency
communications systems, control systems, one instrument air compressor, and other necessary auxiliary
systems.
13.1.16.4 Potable Water, Service Water and Cooling Water Makeup Systems
Potable and Service Water
Potable and service water will be provided from the City of Warrenton municipal water system. Potable
water will be used for domestic consumption and sanitary purposes throughout the Terminal, while
service water will be used for maintenance activities.
No storage of potable water will be provided on the Terminal Site. Potable water will be supplied directly
from the city main at local pressure.
Service water will be drawn from the top of Firewater Storage Tank T-601 through a standpipe in the
tank. Service water flow will be pumped throughout a distribution system by one of two service water
pumps in parallel. The service water main pressure will be maintained at a nominal pressure of 90 psig
by a hydrostatic tank.
As further described below, in addition to providing potable water for domestic consumption and sanitary
purposes, potable water from the City of Warrenton will also be used to provide a portion of the cooling
water makeup supply.
Cooling Water Makeup System
A maximum approximately ten (10) million gallons a day of make-up water will be required to provide
the total cooling for the Terminal.
Cooling Water Specifications:
Cooling Process: ...................................................................................... Evaporative Cooling Water Tower
Design Temperature ............................................................................................................................... 68F
Return Temperature ................................................................................................................................ 83F
Design Wet-Bulb/Dry-Bulb Ambient Temperature ...................................................................... 62F/68F
Assumed CWT Concentration Ratio .................................................................................... Up to 20 Cycles
Approximate Recirculation Rate for Terminal ................................................ Approximately 305,000 gpm
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Oregon LNG Terminal
The primary process water requirement for the Terminal is makeup water for the cooling water system. In
addition to cooling water makeup, the pretreatment facility will require 100 gpm, on average. Process
water will be provided by the following streams:
Water from the Columbia River
Potable water from the City of Warrenton
Effluent from the City of Warrentons publicly owned treatment works (POTW)
Stormwater after treatment in the oily wastewater treatment system
The use of the City of Warrentons potable water and POTW effluent has been discussed with the City to
determine feasibility and availability of these water sources. For potable water, the Citys water supply is
from a number of river water sources. The City believes that as much as 1.5 million gallons per day
(mgd) could be available during winter conditions. During the summer, the volume of water available has
been restricted during some periods due to low flow rates in the river water sources. Therefore, the
design assumes that no potable water will be available during the summer.
The Citys POTW effluent is currently discharged to the Columbia River. The POTW is located to the
west of the terminal site, close to the Skipanon River. The City is interested in developing an effluent
reuse program. The maximum effluent flow rate is 3 mgd, which is less than the minimum cooling tower
makeup flow rate. Therefore, it is anticipated that the entire POTW effluent stream can be used as part of
the cooling water makeup requirements.
The combination of potable water, POTW effluent, and treated stormwater will be utilized to the
maximum extent possible for cooling tower makeup. These water sources will not be able to provide
sufficient makeup volume; the remaining makeup volume will be supplied through a river water intake
structure located in the Columbia River beneath the pier trestle.
Table 13.1.16.4-1 summarizes the winter, summer, and average makeup water supply from each source
of water, not including the treated stormwater source. Based on a 25-year storm event, as much as 3.7
mgd of stormwater could be available for use as makeup. On average, stormwater is expected to provide
0.1 mgd to the makeup system. If stormwater is available, the amount of Columbia River water required
will be reduced. Values shown for winter and summer conditions are the average available during that
period.
Table 13.1.16.4-1 Process Water Makeup Sources (mgd)

Source Winter Summer Average
Surplus Potable Water 1.5 0 0.8
POTW Effluent 1.1 0.7 0.9
Columbia River 2.6 10.1 6.3
Total 5.2 10.8 8.0
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Oregon LNG Terminal
With the exception of potable water, the different water sources used for cooling tower makeup will
require varying levels of treatment prior to being added to the cooling tower basin as makeup. A block
flow diagram of the primary treatment processes is shown on Drawing 07902-PF-900-300 included in
Appendix U.2.
Due to tidal influences, the Columbia River near the Terminal site has a widely varying concentration of
total dissolved solids (TDS), ranging from less than 1,000 mg/L to as high as 30,000 mg/L. In
comparison, the Pacific Ocean has a TDS that averages 35,000 mg/L. Besides tidal influences, the river
flow rate will affect TDS levels; during lower flow rate periods, which occur primarily during the
summer, the lower volume of river water results in higher levels of TDS.
The primary ions present in sea water are sodium and chloride. For TDS ranging from1,000 mg/L to
30,000 mg/L, the chloride concentration will range from approximately 550 mg/L to 17,000 mg/L. Even
at the lower range of TDS, chloride concentrations are significantly high and would be a corrosion
concern in the cooling water system. Although use of corrosion-resistant metals (such as titanium) could
be used to address the potential corrosion, treatment of the makeup water to reduce the chloride
concentration will likely be more cost-effective. For chloride removal, the most common treatment
process used is reverse osmosis (RO), which will typically reduce the chloride level to 35 mg/L.
Therefore, the makeup water treatment system is centered on an RO system.
Two types of RO systems are commonly used, sea water RO (SWRO) systems that are designed for use
with high TDS concentrations and brackish water RO (BWRO) systems that are designed for use with
water supplies that have lower TDS concentrations. BWRO systems can be used up to 15,000 mg/L TDS.
Compared to SWRO systems, BWRO systems have the following advantages:
Lower capital costs SWRO systems cost two to 2.5 times more than BWRO systems.
Lower O&M costs SWRO systems have O&M costs that are 1.5 to 3 times more than BWRO
systems.
Lower power costs BWRO systems can operate at lower pressures, resulting in lower power
costs, which is the primary reason that overall O&M costs are lower for BWRO systems.
Given the lower costs associated with BWRO systems, the Columbia River intake system has been sized
to allow selective pumping of Columbia River water during low TDS periods, allowing use of a BWRO
system. A review of the variation of TDS concentrations over time shows that high and low TDS periods
cycle in a manner that is consistent with high and low tides. Therefore, low TDS periods will occur about
one-half of the time during the day, and the intake pumping system was sized to pump twice the
maximum river water flow rate of 10.1 mgd. A one-day storage tank is included in the system design to
allow the feed rate to the RO system to be maintained at 9.8 mgd.
The water supply system components are shown on Drawing 07902-PF-900-300 included in Appendix
U.2 and are further described as follows:
New POTW effluent pump station. The POTW effluent pump station will be constructed
immediately next to an existing building at the POTW that houses the existing effluent pump
station. The new POTW effluent pump station will be an 8-inch-diameter manhole that will be
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Oregon LNG Terminal
connected to the base of the existing pump station wet well using a 16-inch-diameter pipe. A
single submersible pump will be installed in the manhole. The new pump station will be operated
based on the effluent level in the combined wet wells, which will be hydraulically connected. At
low levels, only the new pump station will operate. Normally, the new pump station will be able
to pump the entire POTW effluent to the Terminal. If the new pump fails to operate or if the
POTW effluent cannot be used at the Terminal, the level in the combined wet wells will rise.
With higher effluent level, the existing pump station will operate and pump the POTW effluent
into the existing outfall pipeline. The wastewater pumped from the Terminal site will be
discharged into the outfall pipeline downstream of the existing pump station.
New potable water supply pipeline. A new 10-inch diameter potable supply line will be
constructed and connected to an existing 18-inch diameter potable water pipeline. In addition to
providing a portion of the makeup water, this pipeline will provide potable water for domestic
and service water use.
New river water screen and pump station (see Drawing 07902-DG-100-809 included in Appendix
K.1). The river water supply will consist of an inlet screen and pump station. The inlet screen
will be cone-shaped and have wedge wire screen material with 0.09-inch wires and 1.75-
millimeter slots that meet the requirements of the NOAA Fisheries Anadromous Salmonid
Passage Criteria (February 2008). The screen will have a top elevation of -2.0 feet NAVD88 and
will be located near the end of the pier. The pump station will consist of a concrete box, located
beneath the pier near the inlet screen location and with a foundation on the river bottom, and
vertical turbine pumps mounted on top of the concrete box. Water that passes through the screen
will flow by gravity into the box and will then be pumped to the Raw Water Storage Tank via a
pipeline that will run beneath the trestle roadway.
New raw water storage tank. The Raw Water Storage Tank has been sized for one day of
capacity at maximum (summer) conditions. In addition to storing river water, the POTW effluent
will be pumped to the storage tank. Water will be pumped from the storage tank to the filter
system. Depending on the quality of the POTW effluent, it may be feasible to utilize the POTW
effluent directly as part of the makeup to the cooling water system, which would reduce the
required capacity of the filter and RO system. Use of POTW effluents as cooling water makeup
has been successfully implemented in industrial facilities, but generally some pretreatment is
required to assure reliable operation and maintenance of the cooling water system. By adding the
POTW effluent to the river water supply, it will be treated by the filtration and RO system which
will provide more than sufficient treatment of the POTW effluent. Treated stormwater may also
be pumped to the raw water storage tank. Alternatively, the stormwater could be pumped directly
into the cooling tower basins.
New filter system. The filter system will consist of eight horizontal, mixed media filters, each
with a diameter of 10 feet and a length of 20 feet. Normally, seven of the filters will be in
operation with the eighth on stand-by or in backwash. The total suspended solids (TSS)
concentration in the Columbia River is typically less than 10 mg/L, but can experience short-term
TSS concentrations as high as 60 mg/L. Since the TSS concentrations are low, no
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Oregon LNG Terminal
sedimentation/coagulation treatment is required prior to filtration, and storage of unfiltered water

in the water storage tank is feasible, provided that the tank has submersible mixers to keep the
solids in suspension. Chemical coagulant will be added to the filter influent stream to improve
the filtration performance. The estimated run time between backwashing is eight hours when the
TSS is 50 mg/L; at 10 mg/L TSS, the estimated filter run time is 40 hours. The filter effluent will
be discharged to the Filtered Water Storage Tank, which will be sized to provide two filter
backwash volumes and to provide for pumping to the RO system. Filter backwash requirements
were conservatively estimated to be a maximum of 10 percent of the filter influent flow rate;
typically the backwash volume required will be approximately 3 percent of influent flow rate.
New RO system. The RO system will consist of RO membrane modules, feed pumps, and
chemical systems. For BWRO, spiral wound RO modules such as FILMTEC BW30HR-440i
modules manufactured by Dow Chemical, will be used. These modules are 8 inches in diameter,
40 inches long, and provide 440 square feet of active RO membrane area. The design flux rate
for these RO modules is 12,650 gallons/day of permeate per square foot of active area at a typical
operating pressure of 225 psig. At this flux rate, approximately 500 RO modules will be required
for maximum (summer) makeup water requirements. The RO modules are assembled on skids at
the assembly plant to provide a compact installation. The rated minimum salt rejection rate for
these RO modules is 99.4%; at this rate, a maximum TDS inlet concentration of 10,000 mg/L
(5,500 mg/L chloride concentration) will result in a permeate TDS concentration of 60 mg/L (33
mg/L chloride). Because the river water TDS is primarily due to sodium chloride, it is anticipated
that chloride concentrations will be the primary constraint in the number of allowed cycles of
concentration in the cooling tower system. Although chloride will not cause scaling in cooling
water systems, it is a corrosion concern and must be considered when selecting materials for heat
exchanger tubing.
New RO feed pumps. Feed pumps will be used to pump water from the filtered water storage
tank to the RO modules and will produce the 225 psig pressure required to push water though the
RO membranes. Chemical systems are also required for operation of the RO system and include
addition of anti-scaling chemicals and acid or caustic to maintain the RO influent pH. The
POTW effluent is chlorinated, and free chlorine will degrade RO membranes. Therefore,
monitoring free chlorine concentrations and adding sodium bisulfite to convert free chlorine to
chloride will be required. Because the RO modules require periodic cleaning, clean-in-place
(CIP) systems are typically provided. Cartridge filters will also be provided to assure that TSS is
completely removed.
New RO modules. The RO modules are assembled on skids at the assembly plant to provide a
compact installation. Also, modules can be taken out of service depending on the cooling water
makeup requirements. The RO permeate flow rate will be controlled by the water level in the
cooling tower basins. The flow rate of the RO concentrate stream, which is the remaining water
that does not pass through the RO membrane, will be conservatively 25 percent of the RO
influent flow rate.
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Oregon LNG Terminal
New cooling tower system. Makeup water is required to make up for evaporation that occurs in
the cooling towers and for the cooling tower blowdown. The cooling tower blowdown flow rate
is set based on the ion concentrations in the cooling water. As water evaporates from the system,
the remaining ions become more concentrated. The cycles of concentration in the cooling water
system is equal to the ratio of the makeup water and cooling tower blowdown flowrates. As
mentioned in the discussion for the RO system, it is anticipated that chloride will control the
cycles of concentration in the cooling water system. With an expected chloride concentration in
the RO permeate of 33 mg/L, it is expected that up to 20 cycles of concentration will be possible,
resulting in chloride concentrations in the cooling water of approximately 660 mg/L.
New wastewater discharge. Wastewater produced by the water treatment system will include the
RO concentrate, cooling tower blowdown, and filter backwash. The expected winter, summer,
and average wastewater discharge volumes are shown in Table 13.1.16.4-2. These wastewaters
will be collected in a sump and pumped to the City of Warrenton POTW outfall. Because the
POTW effluent will be used as a portion of the makeup supply, the added discharge volume to
the POTW outfall is the difference between the POTW effluent used as makeup and the total
wastewater discharge from the water treatment system. As shown in Table 13.1.16.4.2-2, this
difference ranges from 0.2 mgd to 3.2 mgd. Summer operation results in the maximum discharge
amount of 3.9 mgd (3.2 mgd greater than the POTW typical discharge of 0.7 mgd). In addition to
the water treatment system wastewater discharge, Pacific Seafoods discharges wastewater
directly to the POTW outfall during the summer. Their typical discharge volume is about 0.5
mgd, bringing the total expected outfall discharge during summer operations to 4.4 mgd.
New supply and wastewater pipelines. The potable water supply and POTW effluent pipelines to
the Terminal and the wastewater pipeline from the Terminal to the POTW outfall will pass under
the Skipanon River. Horizontal Directional Drilling (HDD) will be used to install a 36-inch
diameter high-density polyethylene (HDPE) pipe beneath the Skipanon River. The three
pipelines (potable water, POTW effluent, and wastewater) will all be installed inside the 36-inch
HDPE pipe. After installing the pipelines, the HPDE pipe will be filled with grout to address
separation requirements between potable and wastewater lines.
Sewage. Refer to Section 1.3.5 of Resource Report 1 General Project Description.
Table 13.1.16.4-2 Wastewater Discharge Quantities

Quantity in Million Gallons per Day
RO Concentrate 0.8 2.5 1.65
Cooling Tower Blowdown 0.2 0.4 0.3
Filter Backwash 0.3 1.0 0.65
Total 1.3 3.9 2.6
POTW Effluent Used 1.1 0.7 0.9
Outfall Discharge Difference 0.2 3.2 172
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Oregon LNG Terminal
13.1.16.5 Storm Water Systems

Storm water falling in curbed or berm areas and LNG spill containment troughs will drain to LNG Spill
Containment Basins or, in the case of the refrigerant storage area, into the drainage swale. Water that
collects in these areas will be pumped to Oily Water Separator L-970.
Storm water that falls on vegetated areas elsewhere on the site will drain to the local waterways and
dissipate into the soil.
13.1.17 Safety Features for Containment

The Terminal is subject to the siting requirements of 49 CFR 193 Subpart B and NFPA 59A 2001
edition, (which the U.S. Department of Transportation (USDOT) incorporated within 49 CFR Part 193
on April 9, 2004).
49 CFR Parts 193.2057 and 2059 require the establishment of thermal and flammable vapor exclusion
zones. NFPA 59A Section 2.2.3.2 specifies thermal exclusion zones based on the design spill and the
impounding area. NFPA 59A Sections 2.2.3.3 and 2.2.3.4 specify a flammable vapor exclusion zone for
the design spill, which is determined in accordance with Section 2.2.3.5 of NFPA 59A.
49 CFR Part 193.2181 specifies that the impoundment system serving a single LNG storage tank must
have a volumetric capacity of 110 percent of the LNG tanks maximum liquid capacity. The LNG
Storage Tanks are each of full containment design consisting of a primary inner containment and a
secondary outer containment meeting this requirement.
The Terminal design includes insulated concrete spill containment basins as described below:
S-606, located in the LNG storage tank area. This basin will collect LNG spills from the marine
transfer area and also LNG sendout from the in-tank LP Pumps.
S-607, located in the liquefaction process area. This basin will collect LNG and refrigerant spills
from the liquefaction facilities and also from the mixed refrigerant system.
S-608, located in the regasification process area. This basin will collect LNG spills from the
regasification facilities.
A propane swale located in the refrigerant storage area, which will collect propane spills from
the liquefaction facilities as well as the propane storage and handling areas.
The location of the spill containment basins is illustrated on plot plan 07902-DG-000-001 included in
Appendix U.1. The flow of LNG, NGL and refrigerant spills into the containment basins are illustrated
on the LNG Spill Containment Plot Plan 07902-DG-600-001 that is included in Appendix Q.2.
Each LNG Spill Containment Basin is sized to contain the largest LNG, refrigerant or NGL spill that
could occur from a single accidental leakage source within its respective area for a period of 10 minutes.
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Oregon LNG Terminal
13.1.17.1 Thermal Radiation Exclusion Zones

Exclusion distances for various flux levels have been calculated in accordance with 49 CFR Part
193.2057 and Section 2.2.3.2 of NFPA 59A, using the LNGFIRE III computer program model
developed by the Gas Research Institute. The calculation and resulting thermal radiation exclusion zones
for the Terminal are detailed in Appendix Q.1 of this Resource Report.
13.1.17.2 Flammable Vapor Exclusion Zones

In accordance with the requirements of Sections 2.2.3.3 and 2.2.3.4 of NFPA 59A, 49 CFR Part 193.2059
and written interpretations issued by US DOT PHMSA in July, 2010, provisions have been made within
the design of the Terminal to minimize the possibility of flammable vapors reaching a property line that
can be built upon and that would result in a distinct hazard. Specifically, in accordance with the
requirements of 49 CFR Part 193.2059, dispersion distances have been calculated for a 2.5 percent
average gas concentration, which is one half the lower flammability limit (LFL) of natural gas, propane,
ethane, mixed refrigerant and NGL vapors. These distances have been calculated for the conveyance and
impoundment of a design spill into the Spill Containment Basins using the design spills defined in
accordance with Section 2.2.3.5 of NFPA 59A (2001 edition) and also jet releases of LNG and
flammable refrigerants.
The calculation and resulting flammable vapor exclusion zones for the Terminal are detailed in Appendix
Q.1 of this Resource Report.
13.1.17.3 Overpressure Analysis

Analysis has been performed to quantify the consequence of ignition of flammable refrigerant leaks
consistent with a design spill used in performing flammable vapor dispersion exclusion analysis.
The calculation and resulting overpressure consequence analysis for the Terminal is detailed in Appendix
13.1.18 Safety Features for Fire Protection

13.1.18.1 Hazard Detection and Mitigation System
A Hazard Detection and Mitigation System (HDMS) will be installed to continuously monitor and alert
the operator to hazardous conditions throughout the Terminal from fire, combustible gas leaks and low
temperature LNG spills. Monitoring capability will be provided via graphic display screens and/or mimic
panel displays located in the Main Control Room (MCR) and the Platform Control Room (PCR).
The Terminal will have a dedicated stand-alone system for fire, heat, combustible gas, smoke or
combustion product and low temperature LNG spill monitoring.
13.1.18.2 Hazard Detector Layout Plans

Hazard detector layout plans have been prepared for the Terminal and are included in Appendix U.8 of
this Resource Report
Fire and gas detection and protection of offices and other buildings will be networked via fire panels
located in individual buildings to a master fire and gas detection panel located in the Main Control Room
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Oregon LNG Terminal
(MCR). They will provide common alarms and status information to the Hazard Detection and Mitigation
System (HDMS).
An independent Safety Instrumented System (SIS) will be installed to allow the safe, sequential
shutdown and isolation of rotating equipment, pretreatment facilities, liquefaction facilities (including
refrigerant storage and handling), vaporization equipment, pier operations and LNG storage facilities
when an Emergency Shutdown (ESD) is initiated. Emergency shutdown push buttons will be installed at
various points throughout the Terminal.
The Terminal ESD system includes shutdown and control devices designed to put the Terminal in a safe
state. The ESD system will be used for major incidents and will result in either total shutdown of the
Terminal, shutdown of carrier (un)loading, shutdown of pretreatment and liquefaction, shutdown of the
natural gas sendout system and/or individual pieces of equipment depending on the type of incident. The
following levels of ESD will be configured for the Terminal.
ESD-1: Shutdown of (un)loading operations, isolation of the berth and (un)loading platform, and
activates carrier shutdown through umbilical;
ESD-1-1: A subset of ESD-1 which activates ESD-1 and the ERC on each of the LNG
(un)loading arms and the vapor return arm;
ESD-2: Shutdown of LNG/NG sendout operations and activates ESD-1, 3, 3A, 3B, 4, 4A, and
4B. This action shuts down and isolates the Terminal from the natural gas sendout pipeline and
from any carrier which may be berthed.
ESD-3: Shutdown and isolation of liquefaction Trains A and B.
ESD-3A: Shutdown and isolation of liquefaction Train A.
ESD-3B: Shutdown and isolation of liquefaction Train B.
ESD-4: Shutdown and isolation of pretreatment Trains A and B.
ESD-4A: Shutdown and isolation of pretreatment Train A.
ESD-4B: Shutdown and isolation of pretreatment Train B.
Cause & Effect Diagram (07902-DG-660-460, included in Appendix U.4) illustrates the input and output
relationship of all ESD initiators and actions.
13.1.18.3 Hazard Control System

The Terminal design includes a fire fighting system composed of fixed and portable fire water systems,
fixed and portable dry chemical extinguishing systems, and high expansion foam systems. The
preliminary fire protection evaluation report for the Terminal prepared in accordance with the
requirements of Section 9.1.2 of NFPA 59A (2001 edition) is included in Appendix P.1 of this Resource
Report and the philosophy for the hazard control system is described in Appendix C.4.
The preliminary design basis for the fire water system assumes a total continuous fire water demand of
4,400 gpm, which is calculated as the sum of the 1,000 gpm supply required for hand held hose streams
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Oregon LNG Terminal
per NFPA 59A (2001 edition) Section 9.4.2 and the maximum single incident postulated. The maximum
credible single incident postulated for the Terminal is assumed to require a 3,400 gpm spray system at the
propane feed gas or MR coolers. This is a typical value that will be confirmed during final design of the
fire water system. The fire water system is designed to maintain pressure continuously to ensure 100 psig
will be maintained at the monitors under all flow conditions and 25 psig will be provided at the spray
systems. The primary source of water for the fire water system is from the Firewater Tank, T-601, water
for which is supplied by the City of Warrenton municipal water system. However, backup fire water will
be provided from Deluge Fire Pumps that will be installed at the edge of the Skipanon River, in
accordance with applicable permits. The Deluge Fire Pumps will also be used at any time that the LNG
storage tank deluge system is in operation. The design of the fire water system will consist of the
following components:
Firewater Tank, T-601, with a dedicated fire water storage capacity of 530,000 gallons, based on
a two hour sustained flow rate, as required by NFPA 59A (2001 edition) Section 9.4.2;
Electric and Diesel Fire Pumps, P-602 and P-603, respectively. The Fire Pumps will be located
onshore and will draw water from the Fire Water Tank. Each pump has a design capacity of
3,000 gpm and is capable of supplying the largest firewater demand, which is 4,400 gpm to
maintain cooling during a fire in the propane refrigerant area or MR coolers. One pump is driven
by an electric motor and the other pump is driven by a diesel engine. This ensures the fire water
system will be capable of providing the design basis flow and pressure in the event of an
electrical power failure;
Jockey Pumps, P-604A/B. Two 100 percent redundant 250 gpm Jockey Pumps will be provided
and will be used to maintain system pressure in the fire water system; and
Deluge Fire Pumps. These pumps will draw water from the Skipanon River and will be capable
of supplying water directly to the LNG storage tank deluge demand. In addition, these fire pumps
can provide river water to the fire water distribution system to provide back-up for the fire water
system. The pumps are driven by diesel internal combustion engines.
The fire water system equipment sizing calculation 07902-CA-600-401 is included in Appendix P.2.
Dry chemical systems will be installed at the Terminal as they are effective against hydrocarbon pool and
three-dimensional fires (e.g., jet fires), particularly those involving pressurized natural gas or LNG spills,
provided re-ignition potential is low. The dry chemical agent specified is potassium bicarbonate as this
has been found to be most effective of the dry chemical agents. In addition, dry chemical systems may be
used in conjunction with high expansion foam system used for each LNG Spill Containment Basin.
Therefore, the dry chemical agent must be compatible with the high expansion foam agent.
The dry chemical systems will consist of total flooding systems, local application (fixed nozzle and/or
hose line systems) and/or portable extinguishers (both handheld and wheeled). System selection depends
on the type of hazard, the location of the hazard, the size of the hazard, existence of nearby ignition
sources, ability to access the hazard and the potential consequences of the fire on the public, Terminal
personnel and equipment. The dry chemical systems are located in strategic locations to facilitate
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Oregon LNG Terminal
effective fire extinguishment. These systems are designed in accordance with NFPA 17 for engineered
systems and NFPA 10 for portable extinguishers and will be UL listed or FM approved.
A high expansion foam system, designed and installed in accordance with NFPA 11, will be located at
each LNG Spill Containment Basin (S-606, S-607 and S-608) to control ignited or un-ignited LNG or
refrigerant spills.
13.1.19 Emergency Response

Oregon LNG has developed an Emergency Response Plan in accordance with the requirements of the
FERC Draft Guidance for Terminal Operators Emergency Response Plan (ERP). The ERP contains
details of:
The structure of the emergency response team, including roles, responsibilities and contact
details;
Responses to emergency situations that occur within the Terminal;
Emergency evacuation adjacent to the Terminal and along LNG carrier transit routes;
Training and exercises;
Documentation of consultations made with interested parties during the development of the ERP;
and
Details of cost sharing plans that have been negotiated to reimburse capital costs, annual costs
and other expenses incurred by off-site emergency organizations in providing emergency
response services to the Terminal.
In accordance with the above-mentioned FERC draft guidance document, the ERP will be prepared in
consultation with the U.S. Coast Guard, state and local agencies, and Oregon LNG will request
Commission approval prior to the commencement of construction.
13.1.20 Operating Modes

The Terminal is designed to operate in the following operating modes.
Case 1 - Baseload liquefaction, no LNG Carrier loading
Case 2 - Baseload liquefaction, LNG Carrier loading
Case 3 - No liquefaction, LNG Carrier Loading
Case 4 - Baseload natural gas sendout (no liquefaction), no carrier loading
Case 5 - No liquefaction, no LNG sendout (idle Terminal)
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Oregon LNG Terminal
Liquefaction
During these modes of operation, natural gas is being continuously liquefied, with or without ship
loading operations.
following cooldown of the loading arms, sub-cooled LNG will be transferred to the carrier via the in-tank
LP LNG sendout pumps at a nominal rate of 10,000 m3/hr. Vapor generated during the LNG carrier
loading period will be returned to the Terminals vapor handling system via the vapor arm connected to
the LNG Carrier and a vapor return pipeline.
When there are no LNG carrier loading operations occurring, a portion of the LNG from liquefiers will
circulate LNG through a small diameter circulation line to the marine facility and back through the LNG
transfer pipeline to the LNG storage tank(s) in order to keep these piping systems cold.
All boiloff gas (BOG), including the BOG generated due to the heat leak into the LNG storage tanks,
pumping systems and piping systems, and vapor displaced by the incoming LNG to tanks and LNG ship,
will be recycled to the liquefaction feed gas system upstream of the MCHE.
Regasification
In this operating mode no natural gas liquefaction is taking place. The in-tank, column mounted LP LNG
pumps will send LNG to the vaporization system.
During no LNG carrier unloading operations, the in-tank column mounted LP LNG pumps will circulate
LNG through a small diameter circulation line to the marine facility and back through the LNG transfer
pipeline to the LNG storage tank(s) in order to keep these piping systems cold.
Boiloff gas (BOG) that is continuously generated in the tanks due to heat leak into the system piping,
heat leak through the insulated tank walls, and heat added due to LNG circulation in the dock will be
compressed by the BOG Compressors and routed to pipeline for sendout.
13.1.21 Commissioning and Cooldown

Commissioning of the Terminal will commence once the construction contractor has achieved
mechanical completion of equipment and systems. Mechanical completion will be achieved only when
installation of equipment and systems has been completed and all have been cleaned out; quality control
records have been completed; and all operating and maintenance manuals have been provided. Oregon
LNG will verify that mechanical completion has been achieved and will review commissioning
procedures that will be prepared by the construction contractor.
Commissioning of equipment and systems will be in accordance with the commissioning procedures.
With respect to cryogenic systems commissioning must include a controlled cooldown process.
The first step of cooldown is to ensure all equipment and systems are sufficiently free of water (dry).
This will be achieved through the use of dry air, liquid nitrogen and nitrogen vaporization equipment.
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Oregon LNG Terminal
Dry air (maximum -60F dew point) will be injected into a common header to distribute dry air to all
parts of the Terminal. Commissioning personnel will cycle valves and vents so that all parts of the
cryogenic piping will receive a steady dry air flow. This dry air purge will continue until all parts of the
Terminal demonstrate hygrometer dew point readings of no more than -20F. At this point, the Terminal
is considered dry.
Once dryout has been completed, warm, vaporized liquid nitrogen will be injected into the connections
previously used to feed dry air into the piping system. The goal is to displace the dry air environment
with an inert nitrogen environment, which will not support combustion of flammable gas. Portable
oxygen/flammable gas meters will be used to sample the environment inside the piping system. Once it is
assured that all points of the Terminal contain an environment with less than 9.7 percent oxygen (Purge
Principles and Practices, AGA), the system will be considered to be purged and ready for cooldown.
Cooldown will commence with the LNG transfer pipeline and one LNG storage tank. Although the
Terminal is designed such that LNG tank cooldown can be achieved using liquid nitrogen, a shipment of
LNG or LNG product from the liquefaction trains could be used.
A temporary piping connection is provided at the LNG berth such that cold LNG vapors from an LNG
Carrier can be routed from the Vapor Return Arm (L-102) to one of the LNG Loading Arms (L-101B) to
precool the LNG transfer piping.
Initially the gas leaving the LNG tanks will be warm and nitrogen rich. As the outlet gas temperature
decreases it will be directed to the loading platform. The gas is desuperheated upstream of the Platform
Drum and routed through a temporary connection to the L-101B LNG Loading Arm. The cold gas then
returns onshore through the 36-inch LNG transfer line. Once on-shore, the gas further cools other large
diameter LNG piping.
Once temperatures of -200F have been reached it is safe to introduce cold liquid to the system. Once the
LNG Transfer System has been inventoried and filling of the LNG tank has commenced, normal
unloading may commence.
After precooling, LNG can be safely introduced into the LNG transfer piping. Once the LNG transfer
piping is fully inventoried a stream of LNG will be routed to the LNG storage tanks via 4 line connected
to the LNG tank spray nozzles. The LNG spray first begins purging the tank of nitrogen and then cooling
the LNG tank. The tank contractor will oversee the cooldown process and direct control of the cooldown
rate.
Once the carrier is unloaded, an LP Pump will start and will circulate LNG through the LNG unloading
pipeline and back to the LNG storage tank to maintain the system at cryogenic temperatures.
Once cooldown of the LNG storage tank(s) and the LNG Transfer Pipeline has been completed, initial
liquefaction unit start-up can begin when all circuits have been dried out and the propane refrigerant
system has been purged to nearly 100% propane vapor. The propane system can now be inventoried with
propane liquid. Dry, sweet natural gas should be available at this time to pressurize the feed circuit to the
normal operating pressure up to the MCHE feed gas inlet block valve.
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Oregon LNG Terminal
The propane refrigeration compressor will be placed online first, followed by the MR compressors.
Propane refrigerant is required to chill the feed gas.
Prior to starting any compressor, the drivers should have been checked and the compressor auxiliaries
must have been commissioned and ready for service (lube oil systems, etc.).
The general sequence for the cryogenic system start-up will be to first cooldown the Main Cryogenic
Heat Exchanger (MCHE) using a blend of defrost gas and cold feed gas from downstream of the propane
vaporizers. Pre-cooling eliminates a large temperature difference between the refrigerant and feed gas
tube circuits, and also between the exchanger shell side and the tube circuits which would exist if cold
gas from the propane feed gas coolers was circulated through the mixed refrigerant or the feed gas
circuits of the warm heat exchanger.
The temperature difference and rate of change constraints imposed by the MCHE manufacturer will be
followed.
Pre-cooldown is performed on the MCHE at the initial start and on subsequent restarts from a warm
condition, where equipment temperature is greater than 32F.
Cold feed gas from the propane feed gas coolers is mixed with defrost gas, which enters the MR shell
side vapor return line and flows in reverse direction to the normal process flow direction up the MCHE
shell and is vented at the cold end through the pressure control valve. The process is started with a small
flow of warm defrost gas through the circuit and cold feed gas is gradually added to control the
temperature gradient to gradually reduce the temperature of the Heat Exchanger. The pressure on the
shell of the MCHE is maintained by the cold end shell side vent.
During final cooldown the MCHE is cooled to final operating temperatures and the unit is lined out for
LNG production. The final cooldown process is started immediately following the pre-cooldown.
The MR compressors are started using feed gas (or they can be started during the pre-cooldown) and
operated on total recycle. The suction and discharge pressures of the compressors are equalized with the
MCHE pressure before the suction and discharge valves are opened. The MCHE shell side circuit
pressure is then maintained at the normal operating pressure by making up with cold feed gas.
Warm feed gas will be fed into the rundown line to mix with the cold gas coming from the MCHE to
ensure that the cooling of the product rundown line is maintained within the cooldown constraints.
The warm and cold JT valves on the MR Circuits are gradually opened to begin circulation for final
cooldown. The rate of initial cooldown of the MCHE will be carefully controlled by the JT valve. Cold
natural gas continues to exit the MCHE, which will be used to prepare the downstream piping and
equipment for operation with cryogenic fluids.
Prior to the startup of this final cooldown operation, piping on the system will be lined up such that cold
natural gas exiting the MCHE will flow to cool the rundown line and rest of LNG transfer system if that
part has not been cooled down yet, or the cold gas will be vented via the MCHE Start Up Drum. This will
prepare the system for normal operation and transfer of product from the Liquefaction Train to storage.
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Oregon LNG Terminal
As the cooldown proceeds, methane is added to the mixed refrigerant to maintain the MR compressor
suction pressure.
As the MCHE continues to cool, the JT valve operation and the feed gas flow are adjusted to control the
final cooldown rate.
The liquefaction unit is brought to full production and the operation fine-tuned as follows:
The MR inventory and compressor discharge pressure are steadily increased by charging
components and matching the design composition.
The feed gas flow to the MCHE is gradually increased to match the available MR refrigeration,
which gradually increases the production of LNG.
The JT valves are adjusted to maintain the MCHE shell side temperature between the warm and
cold bundles.
The MR compressors anti-surge valves gradually close to increase the circulation rate and
compression ratio. Once the MR compressors anti-surge valves are closed it will be possible to
set the JT valves on automatic control.
The MR make-up is adjusted to maintain desired MR composition and system pressures (and
therefore LNG production rate)
The feed gas flow and the MR Inventory in the system is gradually increased as described above and the
cold gas routed to flare until such time that LNG can be flowed to the storage tanks.
The timing of commissioning of equipment and systems at the Terminal is illustrated on the schedule
included in Appendix B. of this Resource Report.
13.1.22 Operation and Maintenance

The Terminal will be operated and maintained in accordance with the USDOT Federal Safety Standards
for LNG Facilities (49 CFR Part 193), and NFPA 59A (2001 edition), Standard for the Production,
Storage and Handling of LNG. In addition, the marine facility will be operated and maintained in
accordance with the United States Coast Guard (USCG) regulations for LNG Waterfront Facilities, 33
CFR Part 127.
13.1.22.1 Operations and Maintenance Procedures

Procedures for the operation and maintenance (O&M) of the Terminal will be developed to comply with
the requirements of:
49 CFR Part 193 Subpart F Operations, and NFPA 59A Chapter 14 Operating, Maintenance
and Personnel Training. This will include policies for operating procedures, monitoring of
operations, emergency procedures, personnel safety, investigation of failures, communication
systems and operating records;
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Oregon LNG Terminal
49 CFR Part 193 Subpart G Maintenance, and NFPA 59A Chapter 14 Operating,
Maintenance and Personnel Training. This will include policies for maintenance procedures, fire
protection, isolating and purging, repairs, control systems, inspection of LNG storage tanks,
corrosion control and maintenance records; and
49 CFR Part 193 Subpart J Security, and NFPA 59A Annex C Security. This will include
policies for security procedures, protective enclosures, security communications, security
monitoring and warning signs.
13.1.22.2 Operations and Maintenance Team Training

All permanent O&M personnel employed at the Terminal will be trained and sufficiently qualified to
operate the Terminal in accordance with the requirements of 49 CFR Part 193 Subpart H Personnel
Qualifications and Training, and also NFPA 59A Chapter 14 Operating, Maintenance and Personnel
Training.
Recruitment of the O&M team will commence during the construction period and personnel involved in
the day-to-day operations and maintenance of the Terminal will receive the following training.
Basic LNG Training
A technical reference manual will be developed for the Terminal and will cover the following topics:
Introductory information;
Design basis, process and instrumentation diagrams and other technical references;
Process systems;
Utility and auxiliary systems;
Hazard detection and mitigation systems; and
Equipment O&M and troubleshooting procedures.
The basic training program will be based on the technical reference manual and will include:
Basic orientation;
Basic equipment study;
Terminal operations review;
Basic utility and auxiliary systems;
Hazard detection and mitigation;
Terminal communications;
Sendout pipeline;
Maintenance procedures; and
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Oregon LNG Terminal
Operations procedures.
Vendor Supplied Training
Training will be provided by the manufacturers of the major pieces of equipment that will be installed at
the Terminal and will be based on the O&M manuals.
Health, Safety and Security Training
Training will be provided that will include:
Safe systems of work;
Personal protective equipment and clothing;
Emergency response; and
Training required by the Occupational Safety and Health Administration (OSHA), including
Process Safety Management (including Management of Change, Appendix H.1) and other
training specific for the Terminal.
Environmental Training
Training will be provided in environmental management and mitigation to comply with the requirements
of the various permits that will be issued for the Project at the federal, state and local levels.
Hands-On Training
Hands-on training will be provided at all stages of the construction of the Project, including:
Factory acceptance testing. This will include the review of equipment design parameters, witness
of factory tests, review of factory test results, final inspection of completed equipment packages,
and reports of any discrepancies or non-compliances;
Construction. During this period, the O&M team will develop all of the software systems
including policies and procedures and management information systems;
Mechanical completion. During this period, the O&M team will assist the Engineering,
Procurement and Construction (EPC) contractor in the preparation for mechanical completion,
which will include equipment and system clean-out, purge and cooldown;
Start-up and commissioning. During this period, the O&M team will assist the EPC contractor in
reviewing the start-up and commissioning procedures and checklists, completing valve-out of
equipment and systems in accordance with commissioning procedures, preparing instrumentation
in accordance with commissioning procedures, and preparing electrical supplies and distribution
systems; and
Performance testing. During this period, the O&M team will assist the EPC contractor in
demonstrating contractual performance guarantees for the Project.
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Oregon LNG Terminal
Ongoing Training
During the commercial operation of the Terminal, the O&M team will receive on-going refresher training
at a frequency of no less than every two years in the O&M of the Terminal, safety, security and fire
protection. Individual training plans will be developed for each O&M team member, and training records
will be maintained for audit during the annual FERC and USCG inspections.
13.1.23 Staffing Structure

The Terminal will be operated on a permanent 24-hour basis and will be staffed accordingly.
During commercial operations, it is expected that the Terminal will employ approximately 147 full-time
permanent personnel in administration, security, and O&M areas. The proposed organization chart for
the Terminal is included in Appendix A.1.
13.1.24 Drawings
13.1.24.1 Area Location Map
Resource Report 1 includes detailed maps that illustrate the location of the Terminal.
13.1.24.2 Plot Plan

Drawing 07902-DG-000-001 in Appendix U.1 illustrates the general arrangement of all equipment,
structures and buildings that will be installed at the Terminal.
13.1.24.3 Organization Plan

Appendix A contains a preliminary organization chart for permanent staffing at the Terminal.
13.2 Project Schedule

A Gantt chart of the proposed Project schedule is included in Appendix B.1. The Gantt chart provides
details of the engineering, procurement, construction and startup of the Terminal. Milestones are also
included for filing requirements, FERC approvals and key inspection points.
13.3 Site Plans

13.3.1 Site Description
13.3.1.1 Location
The Terminal will be located on the East Bank Skipanon Peninsula (ESP) near the confluence of the
Skipanon and Columbia Rivers in Warrenton, Clatsop County, Oregon. The proposed Liquefaction
Facilities would be located on the northern portion of the ESP at River Mile 11.5 of the Columbia River
on an approximate 96-acre parcel of land that is owned by the State of Oregon and leased to the Port of
Astoria by the Oregon Department of State Lands (DSL) and land owned by the Port of Astoria under
agreement to be purchased. LNG Development Company, LLC, holds a long-term sublease for the entire
land parcel. The Terminal will be located on the shoreland areas of the ESP which are zoned Water
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Oregon LNG Terminal
Dependent Industrial Shorelands I-2. The marine facilities will be located in an area zoned Aquatic
Development A-1.
Detailed maps, drawings, and descriptions of the Project are included in Resource Report 1.
13.3.1.2 Site Development

LNG Development Company proposes to construct, own, and operate the Terminal. The Terminal will
consist of a pier with an (un)loading platform and a single berth, LNG transfer pipelines, two LNG
storage tanks and process equipment needed to liquefy natural gas, vaporize LNG and handle Boiloff Gas
(BOG).
There are no existing structures on the site requiring demolition. During construction of the Terminal, the
site will be graded.
The northeastern portion of the ESP is predominately wetlands with an elevation 2 to 3 feet above the
mean high water elevation. The west side of the ESP, next to the Skipanon River, and the south side of
the ESP are at a higher elevation (about 6 to 10 feet higher than the northeastern portion). These areas
include small wetland areas, but are predominately sandy areas that are not wetlands. The Terminal
layout was developed to minimize impacts on wetlands by locating the process equipment in the higher
elevation areas. Refer to Resource Report 10, Alternatives, for a discussion of the approach used in
laying out the facility to minimize wetland impacts.
The marine facilities will consist of a pier composed of a trestle containing a roadway and elevated pipe
rack with associated spillway and an unloading platform that will include a single berth that has been
designed to accept LNG carriers ranging in capacity from 70,000 m3 to 266,000 m3. No tug berthing is
planned at the Terminal.
The marine facilities will primarily be constructed using floating equipment including a pile driving
barge, crane barge, and material barges. Structural steel and precast concrete beams for the marine
facilities will likely be transported to the site by barge, while cast-in-place concrete will likely be
provided from the landside using either ready mix truck delivery or an onsite batch plant.
The main constituents of the marine structures will be as follows:
Driven steel cylinder piles for all foundations, installed using a steam or diesel hammer;
Pile caps constructed using cast-in-place concrete;
Trestle beams constructed using precast prestressed concrete; and
Decks constructed using cast-in-place concrete or open steel grid.
The buildings associated with the on-shore portion of the Terminal include the main control room,
administrative building, buildings housing auxiliary equipment and utilities, the Compressor Building,
and various other structures (fire pump houses, security building, etc.). Site buildings will be new
construction, and will be constructed in accordance with code requirements commensurate with their
function. Where permitted, buildings will be constructed on concrete slabs and provided with metal
frames and metal siding.
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Oregon LNG Terminal
13.3.1.3 Soil and Site Preparation

The site is currently used by motorcycles and three-wheelers as open trail paths. There are no formal
access roads within the Terminal site. The trail paths are native sand with no gravel surfacing or
pavement. The access road to the Terminal site is a poorly maintained asphalt concrete road with many
potholes.
The general approach to site grading is to produce a balance of the cut-and-fill materials for the onshore
facilities. It is anticipated that the site grading can be accomplished with conventional earthmoving
equipment, such as scrapers, dozers, and excavators.
Appendix T.5 contains details of site preparation specifications.
As presented in Table 13.3.1.3, it is anticipated that about 550,000 cubic yards of material will be
required for site grading. Of the required fill material, it is expected that about 110,000 cubic yards of fill
will be generated from onsite excavations and another 450,000 cubic yards will be generated from stone
column and cement deep soil mixing (CDSM) ground improvement required to improve subsurface
conditions at Terminal. The net cut-and-fill balance is approximately 90,000 cubic yards of excess cut
that will need to be exported from the site.
Table 13.3.1.3 Cut-and-Fill Quantities

Area Quantity (cy)
Onsite Fill Required 550,000
Onsite Excavation 110,000
Estimated Fill Originating from Stone Column
350,000
Ground Improvement
Estimated Fill Originating from CDSM Ground
100,000
Improvement
Net Export 90,000
All organic materials will be stripped from the ground surface before excavation for structures and
placing site fill. Strippings will not be used as backfill or in engineered fills, but may be removed from
the site or stockpiled for reuse during landscaping.
Onsite materials are suitable for use as structural fill and embankment fill. Site fill beneath structures and
pavement will be placed as structural fill in maximum 8-inch-thick lifts and compacted to at least 95
percent relative compaction. Relative compaction is the ratio of the in-place density to the maximum dry
density as determined by ASTM D698. Fill placed in areas not under structures or pavement will be
compacted to 90 percent relative compaction. The majority of the fill materials will be placed at 3
horizontal to 1 vertical slopes to raise the grade for the perimeter earthen berm. Some of the slopes may
be as steep as 2.2 horizontal to 1 vertical
The LNG Spill Containment Basins are anticipated to require roughly 13.4 feet of excavation for the
foundation subgrade. Excavation can be performed using standard excavation equipment.
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Oregon LNG Terminal
Temporary dewatering will be performed during excavation as needed. The dewatering system will
consist of deep wells, or well points, designed to lower the water level a minimum of 2 feet below the
bottom of excavation. Surface water will be controlled and diverted away from excavations. If soil is
loosened by water standing in excavations, the soil will be removed and replaced with compacted
structural fill.
Temporary excavation slopes will comply with all state, local, and federal codes, ordinances, and
regulations. Recommendations regarding temporary excavation sloping, shoring, sheeting, or bracing are
highly dependent on the contractors selected excavation method and construction procedures. For this
reason, the construction contractor will be made responsible for the design of all temporary slopes and
trench support. This will permit the contractor to select a system particularly suited to planned
construction procedures.
Subsurface Conditions
In general, the site is underlain by layers of unconsolidated alluvial deposits of clay, silt, and sand, as
listed below. (Elevations given below are in NAVD 88 datum.)
Layer 1 10 feet of silty SAND (SM) to poorly graded SAND with silt (SP-SM) to poorly
graded SAND (SP) is located at about elevation 10 to 0 feet. This zone has the potential to
liquefy during a seismic event;
Layer 2 8 feet of SILT (ML) to fat CLAY (CH) to poorly graded SAND with silt (SP-SM) is
located at about elevation 0 to -8 feet. This zone is not likely to liquefy during a seismic event;
Layer 3 28 feet of poorly graded SAND with silt (SP-SM) to silty SAND (SM) is located at
about elevation -8 to -36 feet;
Layer 4 28 feet of interbedded layers of poorly graded SAND with silt (SP-SM), silty SAND
(SM), and SILT (ML) is located at about elevation -36 to -64 feet. This zone has the potential to
liquefy during a seismic event;
Layer 5 50 feet of interbedded layers of poorly graded SAND with silt (SP-SM) and silty
SAND (SM) is located at about elevation -64 to -114 feet. This zone is not likely to undergo
excess pore pressure generation during a seismic event; and
Layer 6 150 feet of interbedded layers of silty SAND (SM), SILT (ML), and poorly graded
SAND with silt (SP-SM) is located at about elevation -114 to -264 feet. Portions of this layer will
undergo partial pore pressure generation during a seismic event.
The above soil profile was modeled to consider pile capacity, static settlement, and soil liquefaction and
settlement during a seismic event.
Groundwater levels have varied from elevation 5 to 7 feet (NAVD 88) as measured in August 2007. For
design, the 100-year flood elevation is assumed to be 12.6 feet (NAVD 88). Structures are designed for
full hydrostatic uplift or include an underdrain system.
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Oregon LNG Terminal
See Appendix J for the Geotechnical Investigation Report which includes the Geotechnical Data Report
as Attachment 1 and the Supplemental Geotechnical Data Report as Attachment 2. The Geotechnical
Data Reports present the results from subsurface exploration, laboratory testing, and geophysical surveys.
Ground Improvement
Ground improvement and deep foundations are recommended to stiffen the ground to be more resistant to
soil liquefaction, and to reduce potential settlement of the improved soil.
Cement deep soiling mixing (CDSM) will be used beneath the two LNG storage tanks and the deluge
house adjacent to the Skipanon River. The CDSM will extend 40 feet laterally beyond the outside
diameter of the tank foundation slab and extend 40 feet beyond the structure slab for the deluge house.
The CDSM will extend to elevation -70 feet. CDSM is a soft soil stabilization method which mixes soft
soil with cement to produce soil-cement with higher strength and lower compressibility than the native
soil. The cement is mechanically blended using an auger with mixing paddles. A single auger or up to
five augers can be used. A computerized batch plant supplies the cement and consists of a cement silo,
mixers, pumps and control room, and a water tank to allow the cement to be mixed as slurry. The CDSM
columns are typically 2.5 to 5.0 feet in diameter and will be laid out in an interlocking grid-type pattern.
The drilling and mixing operations have a low noise level and low vibrations, and do not generate dust
Stone columns will be used beneath other building and equipment foundation slabs and will extend 15
feet laterally beyond the outside footprint of the slabs and 32 feet below the ground surface. Stone
columns will also be used beneath the flare and portions of the perimeter barrier earthen berm. Stone
column (vibro-replacement) construction is a soil improvement technique where soft soil is improved
with columns of dense, crushed stone. For the dry, bottom feed method, a hopper and supply tube feed
the stone backfill directly to the tip of the probe. Stone columns are typically constructed in a triangular
pattern with equal spacing between columns.
13.3.1.4 Foundations
General
Based on geotechnical analyses, the LNG storage tanks, ancillary structures (including buildings,
equipment slabs, and pipe rack structures), ground flare, and the LNG spill containment basins will need
to be supported on deep foundations for vertical and lateral support. The deep foundations will extend to
a depth required for management of tolerable total static and seismic settlement. Appendix J.1,
Geotechnical Investigation Report for the Oregon LNG Terminal Project (GIR), discusses the site
conditions, geotechnical analyses, preliminary foundation design concepts, and construction
recommendations for Oregon LNGs Bidirectional Terminal.
Foundation design varies with seismic categorization of the structure. Appendix I.4 provides seismic
categorization for the Terminal structures.
LNG Storage Tanks
Driven steel pipe piles are the recommended deep foundation type. Deep foundations are required to
provide uplift capacity for the LNG storage tanks and to transfer tank dead load uniformly to the
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Oregon LNG Terminal
underlying soil. Layers of the underlying soil are compressible, even at depth, and settlement will occur.
It is anticipated that the piles will be 30-inch-diameter pipe piles, 1- inch wall thickness, and driven
open-ended. The compressive capacity will be developed from a combination of skin friction and end
bearing. The tensile capacity will be developed from skin friction along the outside of the pile.
In order to limit total static settlement, the piles will be 280 feet long. Total settlement under hydrostatic
test loads is estimated to be about 8 to 10 inches. This settlement is anticipated to occur relatively
uniformly across the foundation base and is anticipated to occur during hydrostatic testing of the tank.
Reload settlement under operating loads is estimated to be 0 to 3 inches. The estimated differential
settlement of the tank on piles is no more than 2 inches between the center and either edge of slab
(2 inches in 141 feet). Total settlement under seismic condition is estimated to be less than 1 inch.
Ancillary Structures
The following ancillary structures and equipment slabs will be supported on mat foundations and piles:
Seismic Category I: Emergency diesel generator building, fire protection pump house and tank,
deluge pump house, flare systems, refrigerant storage, and spill containment basins.
Seismic Category II: Switchyard/substation, utilities, and motor control room, regasification
facilities, liquefaction facilities, pretreatment facilities, refrigerant compression, and spill
containment trough pipe racks.
Seismic Category III: Administration buildings, water treatment facilities, cooling towers, and
pigging station and metering facilities.
It is anticipated that the piles for Seismic Category I, II, and III buildings and slabs will be 16-inch-
diameter pipe piles, -inch wall thickness, and driven open-ended. In order to limit seismic settlements
to less than 3 inches, the piles will be between 200 and 220 feet long. Total static settlements will be less
than 1 inch.
The spill containment trough pipe rack will be a concrete slab supported on piles. The pipe rack is a
Seismic Category II structure. It is anticipated that the piles will be 16-inch-diameter pipe piles, -inch
wall thickness, and driven open-ended. In order to limit seismic settlements to less than 3 inches, the
piles will be between 200 and 220 feet long. Total static settlement is estimated to be less than 1 inch.
Construction of ancillary structures will be staged to avoid interference with construction of the storage
tanks.
13.3.1.5 Roads
A preliminary pavement design for Portland Cement Concrete (PCC) and asphalt concrete (AC)
pavement sections was completed on the basis of the following assumptions:
Climate is region 1.
Traffic is low level.
Subgrade soil has a CBR of 15.
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Oregon LNG Terminal
Structural number (SN) is 1.5 for AC.
For AC pavement, the typical section would consist of an AC thickness of 3 inches and an aggregate base
layer of 5 inches. For PCC pavement, the typical section would consist of a PCC thickness of 5 inches
and an aggregate base of 4 inches. Both sections would include a geotextile between the subgrade and the
aggregate base layer to provide separation and to prevent migration of fines. AC pavement is
recommended with a present worth of 50 percent of PCC pavement. PCC pavement is also not
recommended because sea water exposure is corrosive to PCC and potential damage to the PCC due to
wetting and drying cycles associated with tide and storm water surface fluctuations. In low lying areas,
such as around the LNG storage tanks, aggregate surfacing course is an option to AC pavement.
13.3.1.6 Equipment Layout Considerations

The following considerations have been made with respect to the layout of equipment and systems at the
Terminal:
Section 2.2 and also Section 3.4 of NFPA 59A (2001 edition) have been considered with respect
to the siting of process equipment;
Equipment and buildings have been located to provide adequate access for normal operation and
maintenance activities;
In accordance with the requirements of Section 3.1 and 3.2 of NFPA 59A (2001 edition), process
equipment will be located (i) outdoors for ease of operation, to facilitate manual fire fighting and
to facilitate dispersal of accidentally released liquids and gases, and (ii) indoors, in enclosing
structures that comply with the requirements of Sections 2.3.2 and 2.3.3 of NFPA 59A (2001
edition);
In accordance with the requirements of Section 3.2.2 of NFPA 59A (2001 edition), valves will be
installed so that pumps and compressors can be isolated for maintenance; and
LNG vaporizers will be installed to comply with the requirements of Section 5.3 of NFPA 59A
(2001 edition).
13.3.1.7 Barriers, Berms, and Walls

The combination of subsidence and the peak tsunami elevation could result in inundation of the site if the
site remained at the existing grade. To prevent inundation of the site, an earthen barrier berm/access road
will be constructed around the storage tanks and the process/pretreatment areas. As illustrated on
Drawings 07902-DG-000-001 in Appendix U.1 and 07902-DG-000-202 in Appendix U.7, the crest
elevation of the earthen berm will vary from approximate elevation +22 to 27 feet. As stated in the GIR
included in Appendix J.1, this berm will be designed to withstand surge, hydrodynamic, and debris forces
caused by a tsunami. Ground improvement consisting of stone columns will be performed under portions
of the earthen berm with crest elevation above +22 feet. Consideration will also be given during final
design to seepage beneath the berm, including requirements for extending the depth of the riprap layer or
including a cutoff trench.
The berm will be designed during final design to be stable and leak tight enough to resist the Design
Tsunami wave forces and prolonged tidal surge effects. The berm will be constructed with materials that
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Oregon LNG Terminal
are self-healing and include a chimney drain constructed with self-healing materials. Self-healing
materials are typically a poorly graded sand (no cohesion) where the soil material tends to collapse if a
void develops, rather than maintaining its original structure. These materials would prevent excessive
horizontal seepage flow, should a crack develop, by filling in any voids or cracks that are a result of the
ground displacements.
In addition, the earthen barrier berm will be designed with consideration of scouring that may occur due
to a tsunami. Native soil to be used to construct the earthen barrier berm may be susceptible to up to
several feet of scour due to a tsunami. To prevent scouring of the existing berm by a tsunami, the exterior
slope of the berm will be protected using riprap. Predicted maximum instantaneous water velocity during
a tsunami is approximately 8 feet per second. Based on the peak velocity the minimum riprap size ,
needed to resist the scour velocity is 1 foot. However, the design proposes to use a larger minimum riprap
rock size of 1.5 feet. The riprap on the outboard face of the barrier berm will be keyed into the native
ground to a depth that is at least 1 foot below the potential scour depth of native soil.
Chimney and toe drains will be designed to lower the phreatic water surface to prevent seepage from
daylighting on the slope. The toe drain will be constructed at the toe of the berm and will also collect
shallow surface water infiltration and runoff from the area between the crest of the berm and the LNG
storage tank bottom slab wall. Drain pipe will be used in the toe drain to collect and route seepage water.
The toe drain and perforated pipe will be sized during final design to handle peak surface water events.
Stormwater will be removed by pumps and treated onsite before disposal.
As noted in the GIR, the maximum seismic-induced vertical displacements will vary depending on
whether ground improvement methods are used to mitigate for liquefaction and are estimated to be the
following:
For the barrier berm where there is no ground improvement, seismic-induced settlement of 16 to
29 inches and horizontal and vertical displacements from slope movement are estimated to be
less than 13 inches. In general, vertical displacements are less than the horizontal displacements;
the vertical displacement is conservatively estimated to be equal to the lateral slope movement.
The maximum seismic-induced vertical displacement is estimated to be 42 inches and results in
displacement of the top of fill to elevation +18.5 feet. During the earthquake, the Terminal site is
lowered 7.6 feet due to tectonic subsidence; therefore, the resulting berm height will be about
elevation 10.9 feet.
For the widened berm where there is stone column ground improvement, seismic-induced
settlement of 15 to 24 inches and horizontal and vertical displacements from slope movement are
estimated to be less than 12 inches. The maximum seismic-induced vertical displacement is
estimated to be 36 inches and results in displacement of the top of fill to elevation +19.0 feet.
During the earthquake, the Terminal site is lowered 7.6 feet due to tectonic subsidence;
therefore, the resulting berm height will be about elevation 11.4 feet.
For the ground flare where there is stone column ground improvement, seismic-induced
settlement of 15 to 24 inches and horizontal and vertical displacements from slope movement are
estimated to be less than 9 inches. The maximum seismic-induced vertical displacement is
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Oregon LNG Terminal
estimated to be 33 inches and results in displacement of the top of fill to elevation +24.2 feet,
During the earthquake, the Terminal site is lowered 7.6 feet due to tectonic subsidence;
therefore, the resulting berm height will be about elevation 16.6 feet.
By designing the barrier berm to withstand the forces from a tsunami, to not be undermined by scouring,
and to be constructed to sufficient heights and widths to accommodate predicted seismically induced
settlements and subsidence, the berm will perform adequately during the Safe Shutdown Earthquake
(SSE) event and the LNG storage tank area inside the barrier berm will not become inundated by a
tsunami.
13.3.2 Drawings
13.3.2.1 Site Plans
General Arrangement Plot Plan 07902-DG-000-001 included in Appendix U.1 illustrates the following
information:
Identification and general arrangement of the equipment, systems, structures and buildings that
will comprise the Terminal;
Location of roads;
Crest elevation of earthen barrier berm;
Routing of major pipe-racks; and
Location of the LNG (and flammable refrigerant) spill containment basins.
Additional sheets for the plot plan are also provided at a scale of 1:1200 (1-inch to 100 feet on 11-inch by
17-inch format) to show detail that is necessary to demonstrate the safe spacing of all equipment and
buildings as required by NFPA 59A (2001 edition) are included in Appendix U.1.
Drawing 07902-DG-000-003 included in Appendix U.1 illustrates the overall layout of site and access
road routing.
Foundation and ground improvement drawings and details are provided on the drawings included in
Appendix U.7.
13.4 Basis of Design

The Terminal is designed in accordance with the requirements of 49 CFR Part 193, 33 CFR Part 127 and
NFPA 59A (2001 edition and 2006 edition sections incorporated by reference therein). Appendix F.1
provides a summary of compliance with these requirements. Additional codes and standards that apply to
the design of the Terminal are included in Appendix D.1.
Although this section describes the basis for the design of the Terminal, the following reference
documents are also appropriate to this design basis.
Engineering Design Standard, 07902-TS-000-001 (Appendix C.1);
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Oregon LNG Terminal
Design Basis, 07902-TS-000-002 (Appendix C.2);
General Arrangement Plot Plan, 07902-DG-000-001 (Appendix U.1);
Process Flow Diagrams (Appendix U.2);
Heat and Mass Balance Diagrams (Appendix U.3); and
Design Codes and Standards, 07902-TS-000-022 (Appendix D.1).
13.4.1 Guarantee Conditions

13.4.1.1 Total net storage capacity ...............................................320,000 m3 (2,006,000 bbl)
13.4.1.2 Net storage capacity per tank .........................................160,000 m3 (1,006,000 bbl)
13.4.1.3 Gross capacity per tank ................................... approx. 170,000 m3 (1,090,000 bbl)
13.4.1.4 Liquefaction capacity ............................................... 9 MTPA (at 95% Availability)
13.4.1.5 LNG export rate...................................................................................... 10,000 m3/hr
13.4.1.6 Fractionation products rate ..................................................................................N/A
13.4.1.7 Maximum LNG sendout rate ................................................................ 500 MMscfd
13.4.1.8 Minimum LNG sendout rate, no carrier unloading ..........................................N/A
13.4.1.9 Minimum LNG sendout rate, with carrier unloading........................................N/A
13.4.1.10 Pipeline max operating pressure at interconnect ........................................960 psig
13.4.1.11 Sparing philosophy for equipment and utilities
The Terminal will be designed to operate with an availability of 95 percent and will assume a minimum
(n+1) sparing philosophy for all major equipment
The following table illustrates the major equipment that would be operating and which equipment would
be in standby when the Terminal is operating in liquefaction mode at the design liquefaction rate.
Table 13.4.1.11-1 Sparing Philosophy for Equipment and Utilities in Liquefaction Mode
Number
Equipment Equipment Number
in Notes
Number Description Operating
Standby
C-205A/B/C BOG Compressor 3 0
C-941A/B/C Air Compressor 2 1
C-2601A/B Propane Compressor 1 0
C-2631A/B LP MR Compressor 1 0
C-2634A/B MP/HP MR Compressor 1 0
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Oregon LNG Terminal
Number
in Notes
Standby
D-203 BOG Drum 1 0
D-927 Service Water Hydrostatic Drum 1 0
D-943 Instrument Air Receiver 1 0
D-961A/B Liquid Nitrogen Drum 2 0
D-2005A Scrub Column 1 0
Scrub Column Overheads
D-2008A 1 0
Separator
D-2011A MCHE Start-up Drum 1 0
D-2604A Propane Accumulator 1 0
D-2606A Propane Reclaimer 1 0
D-2611A LP Propane Drum 1 0
D-2612A MP Propane Drum 1 0
D-2613A HP Propane Drum 1 0
D-2614A HHP Propane Drum 1 0
D-2615A Propane Collection Drum 1 0
D-2627A HP MR Separator 1 0
D-2630A LP MR Drum 1 0
D-2633A/B MP MR Drum 1 0
D-2636A/B HP MR Drum 1 0
D-4100A/B Propane Storage Drum 2 0
D-4200 Ethane Storage Drum 1 0
D-4400 NGL Storage Drum 1 0
D-4501 Dry Gas Flare Knockout Drum 1 0
D-4551 Wet Gas Flare Knockout Drum 1 0
E-962A/B Liquid Nitrogen Vaporizer 1 1
E-2001A HHP Propane Feed Gas Cooler 1 0
E-2002A HP Propane Feed Gas Cooler 1 0
E-2003A MP Propane Feed Gas Cooler 1 0
E-2004A LP Propane Feed Gas Cooler 1 0
E-2006A Scrub Column Reboiler 1 0
E-2007A Scrub Column Condensate Cooler 1 0
E-2010A Main Cryogenic Heat Exchanger 1 0
E-2012A Defrost Gas Heater 1 0
E-2602A Propane Desuperheater 1 0
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Oregon LNG Terminal
Number
in Notes
Standby
E-2603A Propane Condenser 1 0
E-2605A Propane Reclaimer Condenser 1 0
E-2607A Propane Subcooler 1 0
E-2621A HHP Propane MR Cooler 1 0
E-2622A HP Propane MR Cooler 1 0
E-2623A MP Propane MR Cooler 1 0
E-2624A LP Propane MR Cooler 1 0
E-2632A LP MR Compressor Intercooler 1 0
E-2635A MP MR Compressor Intercooler 1 0
E-2638A HP MR Compressor Aftercooler 1 0
E-4201 Ethane Vaporizer 1 0
E-4600A Cooling Tower 1 0
L-101A/B/C LNG Loading Arm 3 0
L-102 Vapor Return Arm 1 0
L-210 LP Discretionary Flare 1 0
L-4500 Dry Gas Flare 1 0
L-4550 Wet Gas Flare 1 0
P-202AA/AB/BA/BB LP Pump 4 0
P-603 serves as backup
P-602 Electric Firewater Pump 1 0
if P-602 is not available.
P-603 Diesel Firewater Pump 1 0
P-604A/B Firewater Jockey Pump 1 1
P-605A/B Deluge Firewater Pump 1 1
Tank Area LNG Spill Cont. Basin
P-606A/B 1 1
Liquefaction Area LNG Spill Cont.
P-607A/B 1 1
Basin Storm Water Removal Pump
Regasification Area LNG Spill Cont.
P-608A/B 1 1
Basin Storm Water Removal Pump
P-926A/B Service Water Pump 1 1
North Barrier Area Sump Storm
P-971A/B/C 2 1
Water Removal Pump
South Barrier Area Sump Storm
P-973A/B/C/D 3 1
Water Removal Pump
Propane Swale Storm Water
P-974A/B 1 1
Removal Pump
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Oregon LNG Terminal
Number
in Notes
Standby
P-2009AA/AB Scrub Column Overheads Pump 1 1
FV-2016A in LNG
See Expander bypass can be
P-2014A/B LNG Expander 1
Notes used if P-2014A not
available
P-2616A Propane Transfer Pump 1 0
FV-2630A in MR
See Expander bypass can be
P-2628A/B MR Expander 1
Notes used if P-2628A not
available.
Wet and Dry Gas Flare Knockout
P-4013A/B Drum Pit Storm Water Removal 1 1
Pump
P-4101A/B Propane Makeup Pump 1 1
P-4601AA-AF Cooling Water Pump 5 1
T-201A/B LNG Storage Tank 2 0
T-601 Firewater Tank 1 0
C-1408A/B Regen Gas Compressor 1 1
D-1101 Inlet Separator 1 0
D-1202A/B Amine Contactor 2 0
D-1203A/B Amine Flash Drum 2 0
D-1204A/B Amine Flash Contactor 2 0
D-1208A/B Amine Stripper 2 0
D-1210A/B Amine Stripper Reflux Drum 2 0
D-1213A/B Amine Surge Drum 2 0
Amine Contactor Overhead
D-1219A/B 2 0
Separator
D-
1402A/B/C/D/E/F/G/H Dehydrator 10 0
/I/J
D-1407 Regen Gas Separator 1 0
D- Bypass is provided to be
1501A/B/C/D/E/F/G/H Hg Removal Bed 12 0 used when beds need to
/I/J/K/L be regenerated.
D-1601 CO2 Vent Knockout Drum 1 0
Low Temp Heat Medium Expansion
D-1608A/B 2 0
Drum
High Temp Heat Medium Expansion
D-1610 1 0
Drum
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Oregon LNG Terminal
Number
in Notes
Standby
D-1616 Fuel Gas Scrubber 1 0
D-1617 Closed Drain Flash Drum 1 0
D-1628 Amine Sump Drum 1 0
D-1631 Amine Reclaim Filter 1 0
D-4734 RO Cartridges 1 0
E-1207A/B Lean/Rich Exchanger 2 0
E-1209A/B Amine Stripper Condenser 2 0
E-1212A/B Amine Stripper Reboiler 2 0
E-1216A/B Amine Cooler 2 0
E-1218A/B Amine Contactor Overhead Cooler 2 0
E-1404 Regen Gas Heat Exchanger 1 0
E-1406 Regen Gas Cooler 1 0
E-1615 Fuel Gas Heater 1 0
H-1602 CO2 Vent Thermal Oxidizer 1 0
Fired Heater - Low Temp Heat
H-1605A/B 2 0
Medium
Fired Heater - High Temp Heat
H-1607 1 0
Medium
Water Treatment - RO and Ion
L-1621 1 0
Exchange
L-4732 RO System (TBD) 1 0
P-1211AA/AB/BA/BB Amine Stripper Reflux Pump 1 1
P-1214AA/AB/BA/BB Amine Booster Pump 1 1
P-1217AA/AB/BA/BB Amine Circulation Pump 1 1
High Temperature Heat Medium
P-1611A/B 1 1
Pump
P-1613AA/AB/BA/BB Low Temp Heat Medium Pump 1 1
P-1624A/B Makeup Water Pump 1 1
P-1625A/B Amine Makeup Pump 1 1
P-1626A/B Hot Oil Transfer Pump 1 1
P-1629 Amine Sump Pump 1 0
T-1618 Slop Liquids Tank 1 0
T-1619 Amine Storage Tank 1 0
T-1620 Makeup Water Storage Tank 1 0
T-1622 Hot Oil Storage Tank 1 0
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Oregon LNG Terminal
Number
in Notes
Standby
T-4720 Raw Water Storage Tank 1 0
T-4730 Filtered Water Storage Tank 1 0
The following table illustrates the major equipment that would be operating and which equipment would
be in standby when the Terminal is operating in regasification mode at the design 500MMscfd sendout
rate.
Table 13.4.1.11-2 Sparing Philosophy for Equipment in Regasification Mode

Number
in Notes
Standby
P-202AA/AB/BA/BB LP Pump 4 2 1 operating per tank
C-205 BOG Compressor 2 1
B-401A/B/C/D Fired Heater 3 1
D-208 HP Pump Drum 1 0
D-211 Low Point Drain Drum 1 0
D-403 HTF Surge Drum 1 0
E-213A/B Fuel Gas Heaters 1 1
E-302A/B/C LNG Vaporizer 2 1
P-301A/B/C HP Pump 2 1
P-402A/B/C HTF Pump 2 1
13.4.2 Site Conditions

13.4.2.1 Site Elevations
The existing site elevation varies from 5 to 20 ft relative to NAVD88. The site will be graded and
partially filled as needed to facilitate construction and storm water management. Site elevations listed in
the following table will be finalized during detailed design.
Table 13.4.2.1 Site Elevations

Area Equipment Elevation (ft)
Unloading Platform (beam
Unloading Platform + 31.0 NAVD88
support)
+0.0 ft NAVD88
LNG Storage Tanks T-201A, T-201B
(nominal average)
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Oregon LNG Terminal
Area Equipment Elevation (ft)

HP Pump area
+17.0 ft NAVD88
Process Areas LNG Liquefaction area
(nominal average)
BOG Compressor area
Ground Flare Ground Flare 27.0 ft NAVD88
The basin floors
are 10 feet below
S-606 LNG Spill Containment
Impoundment Floor site grade (8 ft
Basin
NAVD88 nominal
average)
Perimeter
At local grade; 28
Site Roads Site Internal (peak elevation) ft NAVD88
(maximum)
Pier Access (slope)
13.4.2.2 Elevation Reference (NAVD)

The zero elevation reference datum for the Terminal is the North American Vertical Datum of 1988
(NAVD 88). The Mean Lower Low Water (MLLW) level for the Terminal Site is -0.17 feet NAVD88,
based on the Astoria, Youngs Bay, Oregon National Oceanic and Atmospheric Association (NOAA)
Tidal Benchmark Station.
13.4.2.3 Channel Depth

The depth of the navigation channels from the entrance range to the unloading platform berth varies from
a minimum of 40 feet up to a maximum depth of 53 feet. The channels require periodic dredging.
Appendix T.9 provides a specification for dredging.
13.4.2.4 Channel Width

The width of the existing navigation channel, known as the Columbia River Channel, is about 600 feet
with a dredged depth of about 43 feet (MLLW).
13.4.2.5 Berth Depth

LNG carriers will be selected and operated such that their maximum arrival draft will not exceed 41 feet.
The berth will be located where the natural water depth is currently approximately 20 to 30 feet
(MLLW). Oregon LNG expects that construction of the berth and turning basin will require dredging to a
depth of 45 to 50 feet, which will provide adequate under keel clearance at all tide stages.
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Oregon LNG Terminal
13.4.2.6 Tidal Range, Elevations
Table 13.4.2.6 Site Tidal Elevations
13.4.2.7 Normal Channel Current

Currents in the approach channel are expected to range from 0 to 3 knots.
The maximum expected channel current is 5 knots based on limited measured data from NOAA.
13.4.2.8 Frost Line Depth

The frost line depth at the site is 18 inches below ground surface.
13.4.3 Emissions
Emissions from the operation of emission generating equipment are summarized in Resource Report 9,
Air and Noise Quality.
13.4.4 Seismic
A site-specific seismic hazard evaluation for the Terminal has been completed and a seismic design basis
has been prepared for the on-shore Terminal (Appendix C.5) and marine facilities (Appendix C.6). The
approach has been developed to meet the requirements presented in National Fire Protection Association
(NFPA) 59A (2001 edition) for LNG facilities, and the requirements of the FERC for seismic evaluation
of LNG terminals (18 CFR 380.12(o)). In addition, the site-specific hazard evaluation was conducted to
meet the recommendations of the FERC Draft Seismic Design Guidelines and Data Submittal
Requirements for LNG Facilities dated January 23, 2007. Below is a summary of results for the site-
specific seismic hazard evaluation. See Appendix I.1 for additional discussions of the hazards from
seismic shaking (ground motions), liquefaction potential, seismic slope stability, ground surface rupture,
seismic subsidence, and tsunami.
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Oregon LNG Terminal
13.4.4.1 Ground Motion Hazard

The overall seismicity of the region is considered to be relatively high. The principal tectonic feature of
the Pacific Northwest is the active Cascadia Subduction Zone (CSZ), where the Juan de Fuca plate
subducts beneath the North American Plate along the Cascadia margin. This subduction zone begins off
the coast of Oregon and dips downward beneath western Oregon. Two primary seismic source
mechanisms are associated with the subduction zone: (1) an interface source mechanism and (2) an
intraslab source mechanism. In addition, there is the potential for earthquakes from shallow crustal
sources resulting from built-up tectonic stresses within the North American Plate.
On the basis of pre-historic geologic evidence gathered from coastal areas in Washington and Oregon
during the past 20 years, there is evidence of very large, megathrust earthquakes of estimated moment
magnitude (Mw) 8 to 9 originating at irregular intervals from the subduction interface source. There is
consensus within the scientific community that the last megathrust earthquake occurred along the CSZ on
the evening of January 26, 1700. The date of the event is known from written records of a tsunami in
Japan attributed to the earthquake (Satake et al., 1996), the timing of which is consistent with other data
such as turbidity currents, vegetative changes, and changes in growth rings in trees along the Pacific
Coast (Adams, 1990; Atwater et al., 1995). It is estimated that the 1700 CSZ event had an Mw between
8.7 and 9.2 and that ground shaking may have continued for up to 3 or 4 minutes.
Adams and Weichert (1994), Atwater and Hemphill-Haley (1997), and Goldfinger et al. (2003) have
estimated the average recurrence interval for a CSZ megathrust event of around 500 to 600 years, based
on a pre-historic record to approximately 10,000 years before the present.
The intraslab seismic source represents deeper earthquakes associated with the subducting Juan de Fuca
plate and are estimated to range from Mw 6 to 7.5, based on historical occurrences (Geomatrix, 1995).
Three earthquakes in recent history have been attributed to the intraslab source: the 1949, 1965, and 2001
earthquakes in the Puget Sound Region, with Mw of 7.1, 6.5, and 6.8, respectively. No large intraplate
earthquakes (Mw greater than 5.0) have occurred in Oregon, leading to questions regarding the
occurrence of this source mechanism beneath Oregon. However, for this study, the intraslab source was
considered an active seismic source, consistent with the USGS (2002).
Site-specific seismic hazard evaluations were performed to develop site-specific design response spectra
for the 475-, 2,475-, and 4,975-year return periods. These response spectra were used to develop a
Seismic Category I site-specific design response spectra for the SSE and the Operating Basis Earthquake
(OBE).
OBE Seismic Event: The OBE is represented by the site-specific 475-year return period
earthquake. It was determined as the lesser of the 475-year return period and two-thirds the
maximum considered earthquake (MCE) and not less than 80 percent of the 475-year return
period. The MCE is defined as the ground motion having a 2 percent probability of being
exceeded within a 50-year period (2,475-year return period) with deterministic limits.
SSE Seismic Event: The SSE is represented by the 2,475-year return period earthquake. It was
determined as the lesser of the 4,975-year return period; and two times the OBE and not less than
the site-specific 80 percent 2,475-year return period.
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Oregon LNG Terminal
Horizontal and vertical component design spectra at 5 percent damping were developed for the site:
LNG Storage Tanks with ground improvement to mitigate for liquefaction in the upper 80 feet
(OBE and SSE response spectra),
LNG Process Area with ground improvement in the upper 32 feet (MCE and DE response
spectra), and
Marine facilities (MCE and DE response spectra).
13.4.4.2 Liquefaction Hazard

Liquefaction susceptibility analyses determined that two layers liquefy at the Project site. These layers
occur in the upper 75 feet of soil profile. Simplified methods based on Standard Penetration Test (SPT)
blowcounts were used to estimate liquefaction potential for soil layers above 75 feet. These methods are
considered appropriate for analyses above a depth of 75 feet, where most observations of liquefaction
have occurred.
Although most occurrences of liquefaction have been at shallow depths, the potential for liquefaction at
depths greater than 75 feet was also considered. To estimate the seismic performance of the soils below a
depth of 75 feet nonlinear, effective, and total stress modeling was performed using the computer
program D-MOD2000 (GeoMotions, 2007). The soil layers below a depth of 75 feet, based on the field
explorations, are a highly interbedded material that varies from silts to sands with layer thicknesses of
several feet to tens of feet. In addition, these layers do not appear to be laterally continuous. To account
for the variability, the D-MOD2000 analyses used a generic soil profile, based primarily on the
subsurface information collected at boring BH-16 and cone penetrometer test (CPT) CPT-01.
The predicted amount of excess pore pressure generation for each material type at representative depths
was then extrapolated to other locations on the Project site and the excess pore pressure ratio for these
materials was used to estimate post-seismic settlements of the soil profiles. During a SSE, the maximum
seismic-induced vertical displacement will vary depending on whether ground improvement methods are
used to mitigate for liquefaction and are estimated to be the following:
For areas where there is no ground improvement, seismic-induced settlement of 16 to 29 inches.
For areas where there cement-deep soil mixing (CDSM) ground improvement, seismic-induced
settlement of 14 to 17 inches.
For areas where there is stone column ground improvement, seismic-induced settlement of 15 to
24 inches.
The results of the liquefaction analyses are presented in the GIR located in Appendix J.1 to this Resource
Report 13.
13.4.4.3 Slope Stability Hazard

Seismic slope stability analyses were also conducted for four following sections: Youngs Bay access
road berm model, Skipanon River widened berm model, ground flare model, and berm around LNG
tanks. The results estimate seismic slope displacements of the berm as follows:
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Oregon LNG Terminal
For the Youngs Bay access road berm with no ground improvement to mitigate for liquefaction,
slope displacements are estimated to be an average of 2 inches and a maximum of 4 inches.
For a widened berm with no ground improvement to mitigate for liquefaction, slope
displacements are estimated to be an average of 14 inches and a maximum of 20 inches.
For a widened berm with stone column ground improvement to mitigate for liquefaction, slope
For the ground flare with no ground improvement to mitigate for liquefaction, slope
For the ground flare with stone column ground improvement to mitigate for liquefaction, slope
For the access road berm around the LNG tanks with no ground improvement to mitigate for
liquefaction, slope displacements are estimated to be an average of 9 inches and a maximum of
13 inches.
The results of the seismic slope stability analyses are presented in the GIR contained in Appendix J.1.
13.4.4.4 Tsunami Hazard

Potential tsunami water elevations caused by a seismic event were modeled by Coast and Harbor
Engineering (CHE). Appendix I.2 is a technical memorandum prepared by CHE to summarize the results
of their evaluation. The seismic source used in the CHE modeling was based on a study by DOGAMI
(Witter et al., 2011), which examined potential tsunami events from the CSZ offshore of Coos Bay,
Oregon. As required in Section 3.5.2, Part II of the draft FERC guidelines, the CSZ is a seismic source
consistent with SSE and corresponds to a return period of 3,333 years. Three rupture scenarios for the
CSZ (L1, L2, and L3) have been developed by DOGAMI. CHE coordinated with DOGAMI on selection
of the rupture scenario to use in the modeling. The L1 rupture scenario causes a vertical displacement of
49 feet between the uplift on the fault line and the shoreline.
A three-dimensional numerical model was used, as implemented in the computer program SELFE (Zhang
& Baptista, 2008). In accordance with the recommendations in the Draft FERC Guidelines, tsunami
elevations shall be determined for seismic source consistent with the SSE. The initial water surface
elevation for the entire modeling grid was assigned to be at Mean High Water (MHW) at the project site,
elevation 7.75 feet NAVD88. A safety factor of 1.3 was applied to the results of the tsunami numerical
modeling.
Results of the modeling predict a peak tsunami wave that varies in elevation from approximately +8.2 to
15.7 feet (NAVD88) at the Terminal site. The first tsunami wave is predicted to reach the site in about
43 minutes after the earthquake. A second wave is predicted to arrive at the site about 153 minutes after
the earthquake.
In assessing the site area that could be inundated by the tsunami, the potential tectonic subsidence of the
site was also considered. Witter et al. (2011) have predicted regional land subsidence from an interface
subduction zone earthquake at the Terminal site to be about 7.6 feet. The subsidence would occur during
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Oregon LNG Terminal
the SSE at the same time the tsunami is formed offshore above the CSZ. Therefore, when the tsunami
arrives at the Terminal site, the ground elevation would be 7.6 feet below current elevations. In addition
to the ground lowering due to tectonic subsidence, seismic-induce settlement from liquefaction and
lateral movement of the berms could result in a lowering of the berm crest by an additional 2.4 feet and 1
foot, respectively The combination of subsidence, seismic-induced settlement, lateral movement is
approximately 11 feet. Therefore, the crest of the earthen berm constructed to elevation +22 feet would
be lowered to an elevation of approximately +11 feet as a result of the offshore CSZ event.
Tsunami-induced wave heights, which have been adjusted for a factor of safety of 1.3, range from
approximately 8.2 to 15.7 feet (Coast and Harbor, 2013). The crest of the earthen barrier berm has been
increased in areas of higher wave heights to protect against overtopping. The predicted tsunami wave
elevations are highest near the flare. The barrier berm will have a constructed crest elevation of +27 feet
in this area to protect against overtopping. Freeboard in excess of 3 feet is provided for the earthen
barrier berm because of the factor of safety of 1.3 included in the predicted tsunami wave heights.
The potential for debris carried by the tsunami to damage the barrier berm around the Bidirectional
Terminal will be designed for the effects of debris.
13.4.5 Climatic Conditions

Weather data used in the design are from published data from the Astoria Clatsop County Airport, COOP
ID 350328. The data set included hourly-collected data from a period beginning December 31, 2000, and
ending December 31, 2005.
13.4.5.1 Minimum design temperature

The minimum ambient temperature used in the design of Oregon LNG was 6F, based on review of
climate data.
13.4.5.2 Maximum design temperature

The maximum ambient temperature used in the design of Oregon LNG was 96F, based on review of
climate data.
The design temperature used for heat and mass balance calculations for heat leak into cryogenic piping
and equipment was 95F. The design temperature used for basin walls for vapor dispersion calculations
was 51.5F.
13.4.5.3 Barometric Pressure

The maximum barometric pressure was 1040 mbar, the minimum was 980 mbar and the average was
1017 mbar. The maximum rate of change per hour of barometric pressure was 1 mbar.
13.4.5.4 Wind Direction

In general the wind direction is from the northwest, west, southwest, south, southeast, and east. Winds
from the north and northeast are less common. The site design assumes complete variability in wind
direction.
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13.4.5.5 Design wind speed

For the LNG storage tanks, the design wind velocity is 150 mph per the requirements of 49 CFR Part
193.2067. For other process equipment containing LNG, the design wind velocity per 49 CFR Part
193.2067 is obtained from ASCE-7 and is 100 mph (3-second gust) for the Terminal Site. Similarly, the
design wind velocity for site buildings is 100 mph (3-second gust). The site is located in a Special Wind
Region as defined in ASCE 7-05. The design wind speed value of 100 mph is based upon information
presented in SEAW Commentary on Wind Code Provisions, Volume 1, Section 4.3.
The design wind speed used for thermal radiation exclusion zone calculations ranged from 0 to 16 mph.
These values were determined by reviewing climate data from 2001-2005. The wind speed assumed in
the vapor dispersion calculations was 4.5 mph per 49 CFR Part 193.2059, although a sensitivity analysis
has been performed at lower windspeeds to confirm the longest dispersion distances.
The design wind speed used in heat and mass balance calculations for heat leak into cryogenic piping and
equipment was 10 mph.
13.4.5.6 Hurricane Design Force

Based on information available from the Oregon Climate Service (administered by Oregon State
University), no hurricanes or tropical storms are known to have occurred in Oregon. Within the available
historical database, the most significant storm event with high wind speeds occurred on October 12,
1962. This storm is known as the Columbus Day storm. The storm was formed when the degraded
extratopical remains of typhoon Freda drifted into a powerful storm formation zone off of northern
California, resulting in regeneration of the cyclone. As far as is known, no similar event has occurred in
the period of climatological record. The maximum sustained wind speed recorded at the Astoria Airport
was 20 to 45 mph with gusts ranging from 50 to 96 mph (data from the National Climatic Data Center).
Peak gusts greater than 50 mph occurred over a 3-hour period. The minimum pressure recorded at the
Astoria Airport during the storm was 28.60 inches mercury.
13.4.5.7 Flood Elevations

Flood elevations associated with storm events of varying return periods were obtained from Flood
Insurance Rate Map (FIRM) Panel Number 410033-0001B. The anticipated flood levels for the area
adjacent to the study area are as follows:
Table 13.4.5.7 Anticipated Flood Elevations

Event Elevation, ft NAVD88
100-year Flood 12.6
500-year Flood 13.0
Flood elevations do not include contribution from tsunamis, storm surge, or waves caused by high winds.
Tsunamis are discussed in section 13.4.4.4. For the Terminal site, 100-year wind speeds with a northerly
component are not fast enough to cause a measurable surge. Potential high wave events caused by high
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Oregon LNG Terminal
winds were modeled using a two-dimensional spectral model SWAN (Holthuijsen et al., 2004). The
results of the SWAN modeling for the 100-year wind event show that maximum breaking wave heights
of 2.2 feet or less would occur at the 100-year flood elevation of 12.6 feet. The actual momentary
increase in water elevation due to the breaking waves would be 1.2 feet. Wave forces were estimated and
determined to be insignificant. These results are described further in Appendix I.2.
13.4.5.8 Rainfall during the 100-Year Storm

The precipitation rate for a 100-year storm is 6.5 inches per 24hour. This information is obtained from
NOAA Atlas 2, Volume X for location: 46.17 N, 123.9W @ 12 feet.
13.4.5.9 Snow Load

The ground snow load per ASCE 7-05 is 10 psf. This load is based upon extreme value statistical
analysis of data available in the vicinity of the site using a value with a 2 percent annual probability of
being exceeded (50-year mean recurrence interval).
During the period between February 1, 1953 and December 31, 2006, the average annual total snow was
about 4.1 inches as recorded at the Astoria Airport. The maximum snowfall of 10.8 inches in a single day
occurred on January 13, 1972. Maximum accumulated snow depth of 18 inches occurred on January 30,
1969.
13.4.6 Shipping
13.4.6.1 LNG carrier design capacity range ...................................... 70,000 m3 to 266,000 m3
13.4.7 Mooring
13.4.7.1 Number of berths .........................................................................................................1
13.4.7.2 Turning basin .......................................................................................................... Yes
13.4.7.3 Number of platforms ...................................................................................................1
13.4.7.4 Trestle ...................................................................................................................... Yes
13.4.7.5 Tug services ........................................................Contracted on an as-required basis
At any time an LNGC is in transit to or from the berth and at any time an LNGC is at berth tugs
will provide a dedicated service.
13.4.8 LNG Cargos

13.4.8.1 Source ....................................................................................................................... N/A
13.4.8.2 LNG specifications, range of conditions
The Terminal is designed to supply LNG to several possible receiving facilities worldwide. The
following table illustrates the LNG compositions that the Terminal has been designed to produce.
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Oregon LNG Terminal
Table 13.4.8.2 LNG Specifications

LNG Composition
Component Lean Rich
Nitrogen 0.97 0.632
CO2 0.0050 0.0050
Methane 96.68 94.81
Ethane 1.75 3.47
Propane 0.44 0.92
I-Butane 0.063 0.12
N-Butane 0.082 0.026
Pentane+ 0.003 0.0048
TOTAL 100.000 100.00
GAS PROPERTIES
13.4.8.3 Maximum cargo equilibrium pressure, psig ...................................................2.5 psig
13.4.9 Unloading
13.4.9.1 Unloading arms and size per berth, liquid ................................................ 3 x 16-inch
13.4.9.2 Unloading arms and size per berth, vapor return .................................... 1 x 16-inch
13.4.9.3 Unloading maximum rate ........................................................................ 10,000 m3/hr
13.4.9.4 Unloading min pressure at carrier manifold ........................ 100 m head (~ 65 psig)
13.4.9.5 Design pressure, arms and piping ...................................................................275 psig
13.4.9.6 Unloading design vapor return pressure at carrier manifold .....................1.45 psig
13.4.9.7 Maximum vapor return temperature at carrier manifold.............................. -180F
13.4.10 Feed Gas

13.4.10.1 Source
The Terminal will receive gas from the Williams Northwest Gas Pipeline (NWP) via the proposed
Oregon LNG Compressor Station and Pipeline. Gas from the proposed 86.8 mile Oregon LNG pipeline
will arrive at a pig receiver and meter station located at the Terminal site. Pretreatment design inlet
conditions are 875 psig and 50 F at 1,300 MMSCFD.
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Oregon LNG Terminal
13.4.11 Pretreatment
The Oregon LNG Terminal Pretreatment Facility (Pretreatment Facility) will receive gas from the
Oregon LNG pipeline at approximately 875 psig and treat it to meet the carbon dioxide, water, and
mercury content specifications for the proposed Terminal liquefaction process feed.
Although condensation is not expected in the pipeline at design conditions, liquids may be received due
to upstream upset conditions or pipeline pigging operations. Therefore the inlet gas will first flow
through a horizontal Inlet Separator vessel for removal of any free liquids. As illustrated on flow
diagrams 07902-DG-1000-001, 002 and 003 included in Appendix U.2, after flowing through the Inlet
Separator the gas stream splits between two, parallel, 50% capacity, amine gas sweetening trains. Each
amine gas sweetening train consists of a trayed Amine Contactor tower, where carbon dioxide and sulfur
components in the gas are adsorbed in a circulating liquid amine solution; an Overhead Gas Cooler and
Overhead Gas Scrubber to condense and recover water and amine from the sweetened gas; and an amine
regeneration system. Each amine regeneration system consists of a Flash Drum to separate dissolved gas
from the rich amine solution (recovered as fuel gas); particulate and contaminant filtering; a
reboiled/refluxed trayed Stripper tower to remove the adsorbed carbon dioxide and sulfur compounds
from the amine solution which exit in the overhead vapor; a lean amine surge/expansion vessel; amine
liquid circulation pumps; and a lean/rich amine cross exchanger to recover heat.
The heat required for the Stripper Reboiler in each amine train is supplied by a dedicated, circulating
heat medium (hot oil) system consisting of a fired heater, expansion tank, filter and circulation pumps.
Cooling is supplied by the Terminal LNG plant cooling water system. The sweetened, water saturated
gas from the amine trains flows through a particulate filter and then through multiple, parallel Dehydrator
vessels. The Dehydrators contain molecular sieve media which adsorb most of the water from the gas.
The molecular sieve media is regularly, automatically, regenerated by sequentially removing Dehydrators
from operation and reverse flowing hot (600F) regeneration gas through the bed.
13.4.12 Regeneration Gas

Dehydrators flows through a particulate filter and then through multiple parallel carbon beds for removal
of mercury in the gas. The mercury bed media must be replaced after a design life of several years. The
sweetened, dry, mercury-free gas then flows through two final particulate filters in series and a pressure
control valve to the inlet of the Terminal LNG liquefaction process at approximately 815 psia and 100F.
The carbon dioxide stream from the amine Stripper overheads is vented to atmosphere. Emergency
overpressure reliefs and emergency de-inventory streams are emitted through the Terminal ground flare
system. Onsite tanks hold makeup inventories of heat medium fluid, amine fluid, and amine makeup
water. Liquids from the Inlet Separator and other drains are collected in a Closed Drain vessel and held
in a Slop Oil Tank for periodic transport offsite.
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Oregon LNG Terminal
13.4.13 Liquefaction
13.4.13.1 Feed Gas Specification
The Feed Gas composition to the Liquefaction Facility is shown in the following table:
Table 13.4.13.1 Feed Gas Specification

Composition (mol%) Lean Gas Heavy Gas Estimated Estimated
Recycle BOG, Recycle BOG,
Lean Gas Rich Gas
Carbon Dioxide 0.0050 0.0050 0.00 0.00
Nitrogen 0.6596 0.4017 13.00 8.00
Methane 96.8519 94.6765 87.00 92.00
Ethane 1.7893 3.5645 0.00 0.00
Propane 0.4519 0.9863 0.00 0.00
i-Butane 0.0681 0.1401 0.00 0.00
n-Butane 0.0927 0.0345 0.00 0.00
i-Pentane 0.0249 0.0419 0.00 0.00
n-Pentane 0.0191 0.0345 0.00 0.00
Hexane 0.0016 0.0480 0.00 0.00
Heptane 0.0008 0.0240 0.00 0.00
Octane 0.0003 0.0080 0.00 0.00
Ethyl Mercaptan 0.0010 0.0010 0.00 0.00
A A
BTX 0.0331 0.0333 0.00 0.00
Total 100.00 100.00 100.00 100.00
Inlet Pressure (psia) 815 815 815 815
B B B B
(F)
13.4.13.2 Liquefaction System

Natural gas from the Pretreatment Facility will be sent to the Liquefaction Facility. A Scrubber Column
upstream of the Liquefaction Facility Main Cryogenic Heat Exchanger (MCHE) will be used to remove
heavy components, Mercaptans and BTX from the feed Gas before liquefaction.
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Oregon LNG Terminal
The Liquefaction Facility will contain two identical approximately 4.5 MTPA Air Products and
Chemicals, Inc. (APCI) propane mixed refrigerant liquefaction units. Each unit will consist of a propane-
precooled refrigeration system for feed gas cooling and a propane and mixed refrigerant system for
cooling and liquefying the natural gas in the Main Cryogenic Heat Exchanger (MCHE).
The propane refrigeration is provided by a closed-loop system which produces High-Pressure (HP)
propane refrigerant. The refrigerant is depressurized in four pressure levels to successively chill the
natural gas feed. This is also used to chill the mixed refrigerant before it is used to chill, condense and
subcool the natural gas into LNG in the MCHE.
The mixed refrigerant is also a closed-loop system and its main components are nitrogen, methane,
ethane and propane.
13.4.13.3 LNG Specification

Table 13.4.13.3 LNG Compositions
LNG Composition
Component Lean Rich
Nitrogen 0.97 0.632
CO2 0.0050 0.0050
Methane 96.68 94.81
Ethane 1.75 3.47
Propane 0.44 0.92
I-Butane 0.063 0.12
N-Butane 0.082 0.026
Pentane+ 0.003 0.0048
TOTAL 100.000 100.00
Gas Properties
13.4.14 Fractionation Products

Not applicable
13.4.15 Storage
13.4.15.1 Type of tank .................................................... Full Containment, Above Ground
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Oregon LNG Terminal
13.4.15.2 Foundation .......................... Piled with concrete pile cap, with seismic isolators
13.4.15.3 Secondary containment ........................................ Concrete Outer Containment
13.4.15.4 Number of tanks .....................................................................................................2
13.4.15.5 Gross capacity per tank .................... approximately 170,000 m3 (1,090,000 bbl)
13.4.15.6 Working capacity per tank ........................................160,000 m3 (1,006,000 bbl)
13.4.15.7 Design pressure ...........................................................................................4.3 psig
13.4.15.8 Design vacuum ........................................................ Not less than 2.0 inches w.c.
13.4.15.9 Normal Operating pressure ............................................... 0.5 3.7 psig (range)
13.4.15.10 Design LNG specific gravity ............................................................................0.48
13.4.15.11 Boiloff rate (pure methane & full tank) ........................ 0.05% per day at 95F
13.4.16 LP Sendout Pumps

13.4.16.1 Type of pump - In-tank, column-mounted, submerged motor, centrifugal
13.4.16.2 Number of pumps ................................................................................. 2 per tank
13.4.16.3 Rated flow ............................................................................................. 11,007 gpm
13.4.16.4 Differential head ........................................................................................... 328 ft
13.4.16.5 Maximum LNG specific gravity ..................................................................... 0.46
13.4.17 HP Pumps
13.4.17.1 Type of pump(s) ...................... Vessel-mounted, submerged motor, centrifugal
13.4.17.2 Number of pumps operating and spare .............................................................. 3
13.4.17.3 Rated flow ............................................................................................... 2,300 gpm
13.4.17.4 Differential head ..................................................................................... 5,984 feet
13.4.17.5 Maximum LNG specific gravity ......................................................................0.46
13.4.18 LNG Vaporizers

13.4.18.1 Vaporizer type ................................................................................... Shell & Tube
13.4.18.2 Heating media.......................................................................... Heat transfer fluid
13.4.18.3 Vaporizers operating and spare ...........................................................................3
13.4.18.4 Design flow rate each ........................................................................ 200 MMscfd
13.4.18.5 Design discharge pressure .......................................................................2160 psig
13.4.18.6 Design discharge temperature ............................................................. -260/250F
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Oregon LNG Terminal
13.4.19 Gas Liquid Removal

See Section 13.5.4.1 of this Resource Report 13.
13.4.20 Btu Adjustment

13.4.20.1 Process .............................................................................................. Not applicable
13.4.20.2 Throughput capacity ...................................................................... Not applicable
13.4.20.3 Pipeline Btu and composition spec. ..................... Williams NW Pipeline Tariff
13.4.21 Battery limit

13.4.21.1 Design flow rate .............................................................................. 1,300 MMscfd
13.4.21.2 Pipeline maximum operating pressure ....................................................960 psig
13.4.21.3 Pipeline maximum allowable operating pressure .................................1440 psig
13.4.21.4 Maximum allowable pipeline temperature ................................................. 120F
13.4.21.5 Minimum allowable pipeline temperature ................................................... 40F
13.4.22 Vapor Handling

13.4.22.1 Vapor return blower type ............................................................. None Installed
13.4.22.2 Vapor return blower each ............................................................................... N/A
13.4.22.3 Vapor return blower discharge pressure ........................................................ N/A
13.4.22.4 BOG compressor type ........................... Single-stage, reciprocating compressor
13.4.22.5 BOG compressors each .................................................................... 10 MMmscfd
13.4.22.6 BOG compressor discharge pressure ........................................................ 60 psig
13.4.22.7 Required LNG sendout rate, no carrier unloading .......................................N/A
13.4.22.8 Required LNG sendout rate, with carrier unloading ................................... N/A
13.4.23 Ground Flare

13.4.23.1 Maximum flow conditions
Flow rate .........................................................................................................................Approx, 1,000,000 lb/hr
Pressure .............................................................................................................................................250 psig
Temperature (Design) ................................................................................................................... -270/150F

13.4.23.2 Minimum flow conditions
Flow rate ................................................................................................................................. 0 lb/hr
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Oregon LNG Terminal
13.4.24 Process Flare

13.4.24.1 Maximum flow conditions
Flow rate ............................................................................................................ 1.7 MMscfd, (79,000 lb/hr)
Pressure ..............................................................................................................................................2.9 psig
Temperature ........................................................................................................................................... 96F
13.4.24.2 Minimum flow conditions

Flow rate ........................................................................................................................ 0 MMscfd,(0 lb/hr)
Pressure .................................................................................................................................................0 psig
Temperature ............................................................................................................................................. 6F
13.4.25 LNG Trucking

Not applicable.
13.4.26 Electrical
13.4.26.1 Main power utility supplier .............................. PacifiCorp Power (most likely)
13.4.26.2 Utility supply voltage ................................................................................. 230kV
13.4.26.3 Utility supply capacity ........................................................................... 550 MVA
13.4.26.4 Main power generated onsite ............................................................................ No
13.4.26.5 Main power generators.................................................................................... N/A
13.4.26.6 Emergency power supply ........................................................ On-site generated
13.4.26.7 Emergency power generators ................................................ 1 Diesel Generator
13.4.26.8 Emergency power voltage ........................................................................ 4.16 kV
13.4.26.9 Emergency power capacity ................................................................... 2,000 kW
13.4.26.10 UPS services, voltage, size and capacity ...................................................... 120 V
13.4.27 Control Instrumentation

13.4.27.1 Design of Distributed Control System............................. During detailed design
13.4.27.2 Control System software supplier ................................... During detailed design
13.4.27.3 Safety instrumented system manufacturer ..................... During detailed design
13.4.28 Instrument Air

13.4.28.1 Compressors ................................................... Oil-free reciprocating compressor
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Oregon LNG Terminal
13.4.28.2 Drying system ............................................................................................ Heatless

13.4.28.3 Flow rate .................................................................................. 2,185 scfm (design)
13.4.28.4 Operating Pressure ....................................................................................105 psig
13.4.29 Service Air

13.4.29.1 Compressors .......................................... (Same compressors as Instrument Air)
13.4.30 Inert Gas

The only inert gas to be used at the Terminal is nitrogen, which is covered in 13.4.31.
13.4.31 Nitrogen
13.4.31.1 Source ...................................................................... D-961A/B Liquid N2 Storage
13.4.31.2 Liquid nitrogen storage capacity ......................................... 66,000 gallon (total)
13.4.31.3 Flow rate ............................................ 2,185 scfm design (309 scfm continuous)
13.4.31.4 Pressure ...................................................................................................... 110 psig
13.4.32 Fire Water

13.4.32.1 Source ................................................................... On-site: T-601 Firewater Tank
13.4.32.2 Fire Water Pump (P-602) ................................................... Centrifugal, Electric
13.4.32.3 Fire Water Pump (P-603) ....................................................... Centrifugal, Diesel
13.4.32.4 Jockey Pump (P-604A/B).................................................... Centrifugal, Electric
13.4.32.5 Deluge Fire Pump (P-605A/B) ............................................... Centrifugal, Diesel
13.4.32.6 Fire Water Pump rated capacity ........................................................ 3,000 gpm
13.4.32.7 Jockey Pump rated capacity .................................................................... 250 gpm
13.4.32.8 Deluge Pump rated capacity ................................................................. 4,500 gpm
13.4.32.9 Make up water source ................. City of Warrenton with river water backup
13.4.33 Cooling Water

Flow diagram 07902-PF-4000-241 included in Appendix U.2 illustrates the cooling water flow path and
material balance.
13.4.33.1 Cooling Process ........................................................ Evaporative Cooling Tower

13.4.33.2 Source
The water sources used for cooling tower makeup are illustrated on Drawing 07902-PF-900-300 included
in Appendix U.2.
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Oregon LNG Terminal
13.4.33.3 Available Flow Rate

Table 13.4.33.3 summarizes the winter, summer, and average makeup water supply from each source of
water. Values shown for winter and summer conditions are the average available during that period.
Treated stormwater will also be used for makeup when available. Use of stormwater will reduce the
quantity of makeup required from the Columbia River.
Table 13.4.33.3 Process Water Makeup Sources (MGD)

Surplus Potable Water 1.5 0 0.8
POTW Effluent 1.1 0.7 0.9
Columbia River 0.0 10.1 5.0
Total 2.6 10.8 6.7
13.4.33.4 Design Temperature ................................................................................ 68 DegF

13.4.33.5 Return Temperature ................................................................................. 83 DegF
13.4.33.6 Design Wet Bulb/Dry Bulb Amb. Temp .................................. 62 DegF/68 DegF
13.4.33.7 Assumed CWT Concentration Ratio .......................................... Up to 20 Cycles
13.4.33.8 Recirculation Rate .............................................................................. 305,000gpm
13.4.34 Hydrotest Water

The LNG Tanks will be hydrostatically and pneumatically tested in compliance with the applicable codes
that govern the tank design.
The primary inner container of each LNG storage tank will be filled and hydrostatically tested in
accordance with the requirements of American Petroleum Institute (API) Standard 620. Approximately
28 million gallons of water per tank will be required to perform the test. The hydrostatic test water is
proposed for diversion from the Lower Skipanon River through a large-diameter intake pipe equipped
with a fish screen designed to comply with National Marine Fisheries Service (NMFS) and ODFW fish
screen design requirements to prevent the uptake of juvenile salmon species. The water will be treated
using a mobile RO treatment facility to improve the water quality prior to introduction into the LNG
storage tanks. The intake facilities will be designed to function properly through the full range of
hydraulic conditions and will account for debris and sedimentation conditions that may occur. Intake
velocities are expected to be approximately 600 gpm resulting in a fish screen of approximately three
square feet in area if an active pump is used, and six square feet in area if a passive pump is used. A
Limited Water Use License will be required for withdrawal of the hydrostatic test water, and Oregon
LNG will work with the Oregon Department of Water Resources (ODWR), ODFW, and other interested
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Oregon LNG Terminal
agencies to design the appropriate hydrostatic water diversion during the Limited Water Use License
application process.
Upon completion of hydrostatic testing of the first LNG storage tank, the test water will be transferred to
the second tank for hydrotesting so that no additional water is required. The pumping rate between tanks
is expected to be 4,200 gpm.
As extraction of the water is taking place through the RO system, two water streams will be produced,
permeate and concentrate waters. The permeate water will be used for the hydrostatic testing of the tanks,
and it will constitute approximately 80 percent of the volume of water passed through the RO system.
The concentrate water will be discharged back into the lower Skipanon River, and it will constitute
approximately 20 percent of volume of water passed through the RO system. The concentrate water will
have approximately five times the salinity of the source water, and the permeate water will be salt-free
for use in the hydrostatic testing of the tanks. The concentrate water will be discharged back to the
Skipanon River at the same location from where it was withdrawn, at a rate of 120 gpm. Once hydrostatic
testing of the second tank is completed, the permeate water will be drained into the Skipanon River via
the submerged intake structure. The hydrostatic test water will be discharged in accordance with FERC
Procedures and state and Federal requirements for discharge. Water extraction from, and discharge to, the
Skipanon River will not cause any measurable changes in river flow, stage, or water quality. Tank
settlement monitoring will be performed during the water filling, testing, and emptying activities. Detailed
procedures will be developed for final cleaning and drying out of the tanks after hydrotesting.
Additional details about hydrostatic testing of the LNG storage tanks are provided in Resource Report 2.
Following hydrotesting, the inner tank inside wall, floor and internal structures will be rinsed with fresh
water. Typical rinse water flow rate is about 3-5 gpm. The rinse water will be pumped out of the tank and
discharged to the river in a location and manner in accordance with applicable permits and regulations.
The quantity of rinse water to be discharged is approximately 7,200 to 12,000 gallons for each tank.
Detailed procedures for rinse and final drying of the tanks will be prepared and implemented.
Further details of the LNG storage tank hydrotest procedure are included in Section 13.6.18.5 of this
Resource Report 13.
13.4.35 Utility (Service) Water

13.4.35.1 Source .............................................. City of Warrenton municipal water system
13.4.35.2 Flow Rate ..................................................................................... 60 gpm (design)
13.4.35.3 Supply Pressure ....................................................................... 90 psig (maximum)
13.4.36 Fire Protection

13.4.36.1 Fire Protection Service
Oregon LNG is working to develop an Emergency Response Plan that will describe the coordination with
external stakeholders, including fire protection service providers. See Section 13.15 and Resource Report
11 for additional information.
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Oregon LNG Terminal
13.4.37 Site Security

The Terminal is designed and will be constructed and operated to provide the level of security and safety,
consistent with the requirements of its design and location.
A separate Facility Security Plan, describing site security provisions and features, is being prepared for
the USCG pursuant to USCG regulations, 33 CFR Part 105.
Key elements of this Facility Security Plan are summarized below.
Security measures included in the Facility Security Plan and within the design of the Terminal to control
access at all Maritime Security (MARSEC) levels include perimeter fencing, lighting, security personnel
and cameras, monitored and controlled access points into the Terminal, restrictions and prohibitions
applied at the access points, identification systems, and screening procedures.
The site will be surrounded with a security fence with limited access openings. The fence will extend to
the pier to ensure only authorized Terminal personnel can access the Terminal. A Closed Circuit
Television (CCTV) system will be installed at the Terminal and will monitor the pier, the perimeter fence
line, active access points, the waters along the Terminal and the interior of the Terminal.
13.5 Major Process Systems

13.5.1 Marine
13.5.1.1 Dock mooring arrangement, turning basin, pier/trestle and dock.
The Terminal turning basin and approach channel will provide an access point for approaching LNG
carriers (from the existing Columbia River Channel to the northwest). LNG carriers transiting to the
Terminal will do so under active tractor tug escort. The speed of the incoming LNG carrier will be
gradually reduced during its transit of the Columbia River Channel until the carrier is at a speed of
approximately 3 knots near the entrance of the turning basin. Three tractor tugs will then assist the carrier
to turn into the turning basin. The incoming carrier will approach the dock under active tractor tug
control at a very slow transit speed. The LNG Carrier will be brought to full stop in the turning basin and
will be berthed either with the bow upstream or downstream depending on prevailing weather conditions.
The departure procedures for LNG carriers will be similar to the incoming transiting LNG carriers as
described above.
A turning basin depth of 45 ft (MLLW) is proposed. The proposed depth was estimated taking into
account the static draught of the largest carrier expected to call at the Terminal, squat, trim, vertical
carrier motion due to wave action, fresh water adjustment, underkeel clearance, and tolerance for
dredging and sounding accuracy. For security, economical, and practical reasons, LNG carriers must be
able to navigate to and from the Terminal at all tide conditions. As such, no tidal allowance has been
considered in defining the required minimum channel depth.
To support the Terminal marine operations, appropriate navigational aids will be installed at the turning
basin and dock. In addition, navigation lights will be installed on land and on structures, such as the end
of the pier.
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Oregon LNG Terminal
Real time navigation studies were performed by the Columbia River Bar Pilots at the Pacific Maritime
Institutes simulator facilities in Seattle, Washington. A total of 40 simulations were performed that
included all phases of vessel operation between the Columbia River Bar and the Terminal berth.
Elements specifically addressed include the following:
Columbia River Bar crossing;
Transit of navigational channels from the Entrance Channel to the Tansy Point Turn;
LNG vessel turning;
Docking, including both bow upstream and bow downstream conditions;
Departing, including both bow upstream and bow downstream conditions; and
Emergency operations simulation of partial to total mechanical failure.
Details of the simulations and results are presented in Resource Report 11 Reliability and Safety.
The results of the simulations showed that the proposed approach channel, turning area, and berthing
area are adequate to safely allow the transit, turning, and berthing/de-berthing of the LNG carriers under
operational conditions. The results showed a total travel time from the Columbia River Channel to the
Terminal berth to be approximately 90 minutes, including docking.
13.5.1.2 LNG carrier size and transfer design rates and pressure
The Terminal is designed to receive LNG carriers ranging in size from 70,000 m3 to 266,000 m3. The
maximum transfer rate to the LNG carrier is 10,000 m3/hour. The operating pressure at the unloading arm
flange is 65 psig.
13.5.1.3 Loading Platform

A loading platform will be constructed northeast of the ESP, approximately 2,200 feet from the
shoreline. The platform will have a single ship berth, which has been designed to accommodate the
dimensional characteristics of the majority of existing LNG carriers with storage capacities ranging from
70,000 m up to 266,000 m.
The main components of the marine facility will include the following:
A pier extending from the shore line to the loading platform; the pier will support an elevated
pipeway, an spill containment system and a roadway to the loading platform area;
Loading platform with a single berth;
Mooring and breasting dolphins
Aids to navigation; and
Mechanical systems.
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Oregon LNG Terminal
The layout of the loading platform and mooring system is illustrated on the following drawings included
in Appendix K.1:
Document Number Description

07902-DG-100-804 Loading Platform Plan
07902-DG-100-805 Loading Platform Section
07902-DG-100-806 Breasting Dolphin Details
07902-DG-100-807 Mooring Dolphin Details
To support the Terminal marine operations, a turning basin will be constructed by expanding existing
channels by dredging.
13.5.1.4 Loading Arm and Piping Design Conditions

Each LNG loading arm is designed to unload LNG at a rate of approximately 165,000 ft3/hour with a
design pressure of 275 psig and an operating temperature range of -270F to +120F.
13.5.1.5 Piping Design

The design pressure of the marine area process piping and process equipment is 275 psig.
Design temperatures range from -270F to +120F for the piping and process equipment in the loading
system at the Terminal.
13.5.1.6 Vent and Blowdown Design

LNG loading arm venting during the cooldown operation is through a vent line located as high as
practical on each LNG arm riser. The design is such to minimize liquid entrainment.
Draining (blowdown) of the LNG loading arms after LNG transfer is accomplished by applying nitrogen
pressure at the apex of each arm. LNG on the carrier-side of the apex is drained back into one or more of
the carriers LNG tanks. LNG on the side of the Terminal is forced through drain valves at the low point
on each LNG arm. Once the LNG is forced out of each arm, the drain valve closes automatically.
Once the draining is complete, the arm is left under nitrogen pressure.
13.5.1.7 Platform Details

The elevated loading platform will support the articulated loading arms that connect the Terminal piping
systems to the carriers manifold. The loading platform will consist of a pre-cast/cast-in-place concrete
deck supported by a steel support structure. The LNG piping will extend downward from the loading
arms to an elevated pipeway.
As illustrated on the following drawings included in Appendix K.1, the elevated pipeway will extend
from the loading platform to the shore line. An elevated concrete spillway will be installed adjacent to
and below the piping. The piping and spillway will be supported by a steel support structure.
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Oregon LNG Terminal

07902-DG-100-800 Marine Terminal Plot Plan
07902-DG-100-801 General Arrangement
07902-DG-100-802 Trestle Plan & Elevation
07902-DG-100-803 Trestle Sections
07902-DG-100-808 Walkway Details
The maximum loading rate is 10,000 m3/hour. Piping is provided in the design to allow circulation of
LNG through the loading system during periods when no carrier is being loaded, to maintain the loading
lines at cryogenic temperatures, thus avoiding thermal cycling.
13.5.1.8 Platform Fire Protection

As illustrated the following drawings included in Appendix U.9, the loading platform will be equipped
with the following fire protection systems:
Drawing Number Description

07902-DG-610-440 Fire protection overview Pier
07902-DG-610-441-01 Fire hydrant, fire monitor and hose reel layout - Pier
07902-DG-610-441-02 Fire hydrant coverage - Pier
07902-DG-610-441-03 Fire monitor coverage - Pier
07902-DG-610-442 Fire extinguisher layout - Pier
07902-DG-610-444 Dry chemical coverage Pier
Fixed dry chemical system, covering the curbed area under the loading and vapor return arms
using a fixed monitor plus hose lines;
A fire water system, including two 1,000 gpm remote operated, elevated monitors; hydrant and
hose reel; and International Ship to Shore Connections (ISCs); and
Hand-held dry chemical fire extinguishers for extinguishing small fires.
13.5.1.9 Security provisions

A full-time dedicated berth operator will be present at the loading platform area or platform control room
during loading or unloading operations to monitor the cargo (un)loading operations. The berth operator
will be present at all times when an LNG carrier is moored at the pier, to monitor berthing and mooring
activities, operate the hydraulic power and control system for the personnel access gangway(s) and the
loading arms, and conduct carrier-shore safety checks. The berth operator may be present on the pier on a
part-time basis at other times when no carrier is moored at the loading platform.
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Oregon LNG Terminal
A description of the proposed security arrangements that address the principal concerns for Terminal
security, plans for security and the parties who would be instrumental in the development of security
plans during the design phase of the Project are provided in Section 13.19 of this Resource Report.
13.5.1.10 Operating and Safety Systems

Platform Control Room (PCR) A-801 illustrated on drawing 07902-DG-800-801 in Appendix U.10
serves as the control center for LNG loading and unloading operations.
The PCR and/or loading platform will be attended any time an LNG carrier has a loading arm connected,
including the vapor arm. Control from the PCR will be limited to LNG (un)loading operations and
safety/ESD responses. The PCR has an operator console containing remote interfaces for the DCS, SIS,
HDMS and hard-wired ESD switches and annunciators, all of which are further described in Section 13.9
of this Resource Report.
The PCR will have a workstation to control and monitor the Marine Instrument Systems and LNG
Loading Arm and Vapor Return Arm controls. Arm controls will include mobile units that can function
at the arms.
The operator console in the PCR will contain hard-wired ESD switches and annunciators for critical
alarms and fire and gas semi-graphic panels necessary for (un)loading operations.
A laser-type berthing monitoring system will be provided to measure the ships distance off the berth,
berthing velocity and angle of approach during final maneuvering and berthing. The measurements will
be conveyed to the pilot, master and berth operator by means of portable hand-held units and a display
board installed on the pier.
The mooring hooks will be fitted with load monitoring cells to measure the load in the mooring lines and
provide a warning when loads approach critical levels.
Information pertaining to preliminary selection of dockside equipment including: fenders, mooring and
vessel approach monitoring, mooring hooks, hydraulic crane and gangway is included in Appendix K.2
to this Resource Report 13.
13.5.1.11 Wind Limits

The preliminary navigation, berth operations and berth structural design are based on the following
limits.
Table 13.5.1.11 Wind Limits

Condition Wind Speed (kts)
Port Approach 25
Cargo Transfer Limit 60 (current at 0 3 knots)
55 (current at 5 knots)
Moored Carrier 70 (current at 0 1 knots)
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Condition Wind Speed (kts)

Structures and Topsides 87
LNG Supporting Structures 130
As illustrated on drawing 07902-DG-100-804 included in Appendix K.1, safe means of access by a

gangway is provided from the loading platform to the LNG carrier. A hydraulic-operated, pedestal-
supported type gangway, with telescoping and slewing motion capability will be provided. The gangway
landing footprint will be small and position adjustable to ensure a stable location on the limited carrier
deck space that will be available. The Guide to Marine Terminal Fire Protection and Emergency
Evacuation (Oil Companies International Marine Forum, OCIMF//Society of International Gas Tanker &
Terminal Operators, SIGTTO) will be used as a reference for the design of the gangway. Design of the
gangway will give consideration to both emergency evacuation of the carrier and firefighting or other
emergency access to/from the carrier.
13.5.1.12 Drawings
The following drawings for the marine facilities associated with the Terminal are included in Appendix
K.1.

07902-DG-100-800 Marine Terminal Plot Plan
07902-DG-100-801 General Arrangement
07902-DG-100-802 Trestle Plan & Elevation
07902-DG-100-803 Trestle Sections
07902-DG-100-804 Unloading Platform Plan
07902-DG-100-805 Unloading Platform Section
07902-DG-100-806 Breasting Dolphin Details
07902-DG-100-807 Mooring Dolphin Details
07902-DG-100-808 Walkway Details
07902-DG-100-809 River Water Pump Station Plan and Elevation
13.5.2 Loading
The following describes the basis for the design for loading an LNG carrier and the anticipated operating
conditions for such operation, and the design features of the equipment including operating conditions
and special design conditions.
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Oregon LNG Terminal
13.5.2.1 LNG Carrier Capacities, Loading Rates and Conditions

The Terminal is designed to load a single LNG carrier with capacity between 70,000 m3 to 266,000 m3.
The maximum loading rate is 10,000 m3/hour with carriers arriving with a maximum cargo equilibrium
pressure of 2.5 psig. LNG loading is accomplished through three manifolded, articulated LNG loading
arms L-101A/B/C. The LNG transfer is accomplished through a single 32-inch pipeline with a small
sidestream flowing through the 6-inch LNG circulation line.
The loading arms will each be fitted with two isolating valves and an emergency release coupling (ERC)
that is installed between the two isolating valves. This ERC system protects the loading arms and carrier
manifold when the loading arm operating envelope is exceeded, and minimizes the spill of LNG in case
of an emergency uncoupling of the loading arms from the carrier.
A data sheet for the loading arms (07902-DS-100-101) is included in Appendix M.3 and vendor
information (07902-VP-100-101) is included in Appendix M.4.
13.5.2.2 LNG Relief Valve Discharge Containment

Each LNG unloading arm (L-101A/B/C) and the 32-inch LNG transfer line are protected by individual
thermal relief valves. All of these relief valves discharge into the LNG Arm Vent Header, which in turn
connects to the on-shore BOG Header as illustrated on P&IDs 07902-PI-100-101 and 07902-PI-200-105
included in Appendix U.4.
13.5.2.3 LNG Vents and Drains

The Terminal is designed to recover all vented gases and drained LNG occurring during normal day-to-
day operation and maintenance as part of the Closed Vent/Drain System (See Sections 13.5.10 and
13.5.11 of this Report). Venting of hydrocarbons to the atmosphere is not part of any normal operation.
As illustrated on P&ID 07902-PI-100-101 included in Appendix U.4, the LNG arms drain into the LNG
transfer line using a bypass around the LNG Loading Arm automated valves (HV-112A/B/C). HV-111
A/B/C valves automatically close upon completion of arm draining.
13.5.2.4 Isolation Valves

As illustrated on P&IDs 07902-PI-100-101, 07902-PI-100-102 and 07902-PI-200-105. isolation valves
associated with LNG transfer are located on each LNG loading arm (XV-101A/B/C, HV-111 A/B/C), the
vapor arm (XV-106), and the Platform-Trestle/Shore ESD valves (XV-100, XV-110 and XV-107). Each
of these valves is closed on the activation of an LNG transfer emergency shutdown event (ESD-1).
Appendix S.1 includes a specification (07902-TS-000-024) for the shutoff valves associated with the
marine facility.
13.5.2.5 LNG Transfer Operations Narrative

LNG loading and unloading operations will be completely controlled by the Cargo Officer onboard the
LNG carrier and the Operations Manager in the Terminal. The Terminal Operations Department will be
in direct communications throughout the loading/unloading operation including having personnel
continuously present in the LNG carriers Cargo Control Room.
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Oregon LNG Terminal
Once the Loading Arms have been connected and the spool piece purged of air, they will be aligned for
cooldown. The design of the Loading Arms will allow rapid cooldown.
For unloading operations, once the Loading Arms are fully cooled down, and the Terminal Operator
confirms he is ready for unloading, the Cargo Officer may start the carriers LNG cargo pumps at his
discretion. The Terminal Operators will determine which LNG storage tank(s) the LNG will be loaded
into based on current volumes in storage. Each LNG storage tank will be capable of being loaded from
the top or bottom. The decision to top or bottom fill a tank is a function of the composition of the LNG in
the LNG tank(s) and the composition to be unloaded, to avoid the potential for tank rollovers which
could occur in situations where heavy LNG is placed below lighter LNG in a storage tank. Unloading
rate will be controlled to maintain BOG header pressure. As each carrier tank approaches minimum tank
levels, the cargo pumps will be shut down and once all of the carriers cargo pumps are shut down, the
arms are drained and purged. The LNG on the outboard arm returns to an LNG tank on the carrier. The
LNG on the inboard arm is bypassed around the closed arm valve into the LNG Transfer header.
13.5.3 Feed Gas

Natural gas (Feed Gas) will be supplied to the Liquefaction Facility from a pre-treatment facility via an
approximately 86.8 mile long 36-inch outside diameter (OD) natural gas pipeline, which will
interconnect with the interstate transmission system of Williams Northwest Pipeline (Williams).
The natural gas Pretreatment Facility will treat the feed gas and will consist of the following systems:
An inlet separator to remove entrained liquids from the incoming natural gas,
An amine gas sweetening system to remove CO2 and sulfur compounds from the natural gas,
A molecular sieve dehydration system to remove water down to very low levels acceptable for
mechanisms.
The Pretreatment Facility will receive gas from the Oregon LNG pipeline at approximately 875 psig and
treat it to meet the carbon dioxide, water, and mercury content specifications for the proposed Terminal
liquefaction process feed. Gas received from the pipeline flows through an Inlet Separator to remove free
liquids which might (rarely) occur in the incoming gas. The gas stream splits between two, parallel, 50%
capacity, amine gas sweetening trains. Each amine gas sweetening train consists of a trayed Amine
Contactor tower, where carbon dioxide and sulfur components in the gas are absorbed in a circulating
liquid amine solution; an Amine Contactor Overhead Cooler and Amine Contactor Overhead Separator to
condense and recover water and amine from the sweetened gas; and an amine regeneration system. Each
amine regeneration system consists of an Amine Flash Drum to separate dissolved gas from the rich
amine solution (recovered as fuel gas); particulate and contaminant filtering; a reboiled/refluxed trayed
Amine Stripper tower to remove the absorbed carbon dioxide and sulfur compounds from the amine
solution which exit in the overhead vapor; a lean Amine Surge Drum; Amine Circulation Pumps; and a
Lean/Rich Exchanger to recover heat.
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The heat required for the Amine Stripper Reboiler in each amine train is supplied by a dedicated,
circulating heat medium (hot oil) system consisting of a fired heater, expansion tank, filter and
circulation pumps. Cooling is supplied by the Terminal LNG plant cooling water system. The sweetened,
water saturated gas from the amine trains flows through a particulate Dehydrator Pre-filter and then
through multiple, parallel Dehydrator vessels. The Dehydrators contain molecular sieve media which
adsorb most of the water from the gas. The molecular sieve media is regularly, automatically regenerated
by sequentially removing Dehydrators from operation and reverse flowing hot (600F) regeneration gas
through the bed.
Dehydrators flows through a particulate Dehydrator Post-filter and then through multiple parallel carbon
beds for removal of mercury in the gas. The mercury bed media is not regenerable and must be replaced
after a design life of several years. The sweetened, dry, mercury-free gas then flows through Dry Gas
Filters, then through Dry Gas Polishing Filters and finally a pressure control valve to the inlet of the
Terminal LNG liquefaction process at approximately 815 psia and 100F.
The carbon dioxide, mixed with other waste gases (acid gases) coming from the Amine Stripper Reflux
Drum D-1210 are sent to the burner of the CO2 Vent Thermal Oxidixer (H-1602), where they will be
chemically altered and sent to atmosphere.
Emergency overpressure reliefs and emergency de-inventory streams are emitted through the Terminal
Wet Gas Flare headers to the Ground Flare.
Onsite tanks hold makeup inventories of heat medium fluid, amine fluid, and amine makeup water.
Liquids from the Inlet Separator and other drains are collected in a closed drain vessel and held in the
Slop Liquids Tank for periodic transport offsite.
Following pretreatment, the Feed Gas composition to the Liquefaction Facility is shown in the following
table:
Table 13.5.3 Feed Gas Composition

BOG, Lean BOG, Rich
Gas Gas
Carbon Dioxide 0.0050 0.0050 0.00 0.00
Nitrogen 0.6596 0.4017 13.00 8.00
Methane 96.8519 94.6765 87.00 92.00
Ethane 1.7893 3.5645 0.00 0.00
Propane 0.4519 0.9863 0.00 0.00
i-Butane 0.0681 0.1401 0.00 0.00
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n-Butane 0.0927 0.0345 0.00 0.00

i-Pentane 0.0249 0.0419 0.00 0.00
n-Pentane 0.0191 0.0345 0.00 0.00
Hexane 0.0016 0.0480 0.00 0.00
Heptane 0.0008 0.0240 0.00 0.00
Octane 0.0003 0.0080 0.00 0.00
Ethyl Mercaptan 0.0010 0.0010 0.00 0.00
A A
BTX 0.0331 0.0333 0.00 0.00
Total 100.00 100.00 100.00 100.00
Inlet Pressure (psia) 815 815 815 815
B B B B
(F)
13.5.4 Liquefaction
The liquefaction facility will contain two identical approximately 4.5 MTPA APCI Propane-MR
liquefaction units. Each unit will consist of a propane pre-cooled refrigeration system for feed gas
cooling and a propane and mixed refrigeration system for cooling and liquefying the natural gas in the
Main Cryogenic Heat Exchanger (MCHE).
The propane refrigerant is provided by a closed-loop system which produces high-pressure propane
refrigerant. The refrigerant is depressurized in four pressure levels to successively chill the natural gas
feed. This is also used to chill the mixed refrigerant before it is used to chill, condense, and sub-cool the
natural gas into LNG in the MCHE.
The refrigeration to liquefy the Feed Gas is a Mixed Refrigerant (MR) comprising approximately 12%
nitrogen, 38% methane, 40% ethane and 8% propane (mole %). This composition is designed to provide
optimum cooling and liquefaction duties in the (MCHE).
13.5.4.1 Liquefaction Equipment and Operating Conditions

Refrigerant System Storage and Specifications
Propane:
Propane is stored in the two Propane Storage Drums (D-4100 A/B), which are pressurized, single wall,
mounded horizontal drums with a net capacity of 9,600 gallon each. Propane can be off-loaded from
propane trucks into these drums via top entry. Any vapors generated during off-loading operations will
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be returned to the truck to balance pressures. Propane is stored in a liquid state and at ambient
temperature.
The Propane Storage Drums (D-4100 A/B) have been sized to provide propane storage returned from the
largest vessel in the process area, which is the Propane Accumulator (D-2604 A/B) in case maintenance
is needed in that vessel or other drums and coolers (the net capacity of the Propane Accumulator is
20,000 gallons, but normal operation level will not exceed 50% capacity). Valves are installed to allow
propane to be returned back to storage via the propane drain system, the Propane Collection Drum (D-
2615 A/B) and the Propane Transfer Pump (P-2616 A/B). Administrative procedures will be developed
by the Terminal to perform this activity.
Large quantities of propane will be required for initial charge of the system, which is an infrequent
operation. During the initial charge of the propane loop the Propane Storage Drums will be used as buffer
drums for the Propane Make-up Pumps (P-4101 A/B). Valves are also installed to return propane back to
trucks if needed.
High purity propane of refrigerant grade will be trucked to the Terminal and therefore there is no need
for a larger storage capacity onsite. Filters to remove traces of water and/or mercury are provided as
illustrated on P&ID 07902-PI-4000-171, to protect the integrity of the systems in the liquefaction plant.
It is expected that losses in the propane and mixed refrigerant loops will be kept to a minimum and
mainly occur in the propane and mixed refrigerant compressor seals, therefore make-up will not be a
continuous operation, and expected to be a few minutes batch operation per day.
Start-up or make-up propane from the Propane Storage Drums is fed to the Propane Accumulator (D-
2604 A/B) in liquid form.
Typical quality of propane for use as refrigerant in the MR system is as follows:
C2 0.3 mol % max.
C3 99.4 mol % min.
C4 0.3 mol % max.
Ethane:
Ethane is stored in the Ethane Storage Drums (D-4200A/B), which are pressurized, double wall, vacuum
jacketed vertical above ground drums, with a net capacity of 12,000 gallons each. Ethane can be off-
loaded from trucks into this drum via top or bottom entry. Transfer is assisted through the pressure build-
up coil. Any vapors generated during off-loading operations will be returned to the truck to balance
pressures. Ethane is stored in liquid state and at cryogenic temperatures.
The Ethane Storage Drums D-4200A/B have been sized to provide ethane storage for normal operation
and to be used as a transfer vessel during initial charge. Ethane is not expected to be returned to D-4200
in case maintenance is needed in the mixed refrigerant system, therefore it will be sent to the Dry Gas
Flare (L-4500).
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Large quantities of ethane will be needed for initial charge of the system, which is an infrequent
operation. The mixed refrigerant compressor is initially started with natural gas, and ethane as well as
other refrigerants will slowly be introduced into the system to match the ideal compositions given by the
vendor.
High purity ethane will be trucked to the Terminal and therefore there is no need for a larger storage
capacity onsite. As ethane will be transported in a cryogenic state, water and other contaminants are not
expected. Ethane will be sampled and analyzed during truck off-loading (the Ethane Storage Drum
vendor package will be provided with sampling capabilities).
It is expected that losses in the mixed refrigerant loop will be kept to a minimum and mainly occur in the
mixed refrigerant compressor seals, therefore make-up will not be a continuous operation, and is
expected to be a few minutes batch operation per day. Heat leak into D-4200 will cause ethane to
evaporate and therefore valves will be installed to send these vapors to the mixed refrigerant loop. During
initial charge these vapors will not be sufficient and ethane liquid will need to be pulled out from D-4200
and evaporated using a dedicated Ethane Vaporizer (E-4201). A pressure build-up coil is provided to
push the ethane liquid out of the tank. During extended periods of time where the liquefaction process
may not be in service and ethane make-up will not be needed, a pressure control valve PV-4200 is
provided to maintain the pressure below the pressure relief valve settings of D-4200. Interlock I-4206
protects downstream piping from low temperatures by a 2 out of 3 temperature sensors voting logic.
Start-up or make-up ethane from the Ethane Storage Drum is fed to the Low Pressure Mixed Refrigerant
Drum (D-2630 A/B) in vapor form.
Typical quality of ethane for use as refrigerant in the MR system is as follows:
C1 5.0 mol % max.
C2 90.0 mol % min.
CO2 100 ppm mol. max.
C3 5 mol % max.
Nitrogen:
Liquid nitrogen is stored in the Liquid Nitrogen Drum (D-961 A/B). This is a pressurized, vacuum
jacketed vertical above ground drum, with a net capacity of 33,000 gallon each. Nitrogen can be off-
loaded from trucks into these drums via top or bottom entry. Transfer is assisted through a pressure build-
up coil. Any vapors generated during off-loading operations will be returned to the truck to balance
pressures. Nitrogen is stored in a liquid state and at cryogenic temperatures.
The Liquid Nitrogen Drums (D-961 A/B) have been sized to provide nitrogen to the MR and Propane
Compressor Seals, to the MR system as refrigerant and to the nitrogen utility network.
Large quantities of nitrogen will be needed for initial charge of the system, which is an infrequent
operation. The mixed refrigerant compressor is initially started with natural gas, and ethane as well as
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other refrigerants will slowly be introduced into the system to match the ideal compositions given by the
vendor.
High purity nitrogen will be trucked to the Terminal and the Liquid Nitrogen Drums (D-961 A/B)
provide onsite storage capacity for about 12 days of normal operation.
The Nitrogen Storage and Transfer system is provided with 2x100% Liquid Nitrogen Vaporizers (E-962
A/B) that will vaporize the liquid nitrogen to about 50F. The system is protected from overpressure with
pressure and thermal relief valves, which discharge to the atmosphere at a safe location (when bonnets
are vented to atmosphere, a screen and/or shield shall be fitted to prevent the ingress of dirt, moisture or
foreign objects). Interlocks I-962 A/B protect downstream piping from low temperatures by a 2 out of 3
temperature sensors voting logic.
Typical quality of nitrogen for use as refrigerant in the MR system is as follows:
O2 100 ppm max.
Methane:
Methane for make-up will be taken from the BOG Compressors (C-205 A/B/C) discharge, or from the
outlet of the Scrub Column Overheads Separator (D-2008 A/B). Typical quality of methane required for
the MR system is to contain no more than 1 mol % of heavy hydrocarbons (C5+).
Refrigerant Compressors and Drivers
Refrigeration is provided by two major systems: the Propane Refrigeration System and the Mixed
Refrigerant System.
The Propane Refrigeration System is a four level cooling system, which provides cooling of the Feed Gas
to about -30F. It also provides cooling for the MR system. The Propane Compressor is a four stage
centrifugal machine. The Propane Compressor C-2601 A/B recovers the evaporated propane streams and
compresses the vapor to about 188 psia to be desuperheated in the Propane Desuperheater (E-2602 A/B),
which is a shell and tube heat exchanger with propane in the shell side and cooling water in the tube side.
Propane leaves E-2602 A/B at about 100F and 180 psia and it is condensed in the Propane Condenser
(E-2603 A/B), which is a shell and tube heat exchanger with propane in the shell side and cooling water
in the tube side. Propane leaves E-2603 A/B at about 93F and 173 psia and it passes through the Propane
Accumulator (D-2604 A/B) and it is further subcooled in the Propane Subcooler (E-2607 A/B) which is a
shell and tube exchanger with propane in the shell side and cooling water in the tube side. Propane leaves
E-2607 A/B at about 77F and 158 psia. High pressure propane is distributed to the Propane Feed Gas
Cooler (E-2001 A/B) and the Propane MR Cooler (E-2621 A/B), via level control valves LV-2001
AA/BA and LV-2621 AA/AB respectively.
C-2601 A/B is driven by an electrical motor (CM-2601 A/B) which is controlled by a Variable
Frequency Drive. Total train brake horse power required for the propane compressor is 55,000 HP.
The Mixed Refrigerant System consists of two compressors, the LP MR Compressor (C-2631 A/B),
which is a single stage single casing machine, and the MP/HP MR Compressor (C-26344 A/B), which is
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a two stage single casing machine; a series of inter and aftercoolers and Knock Out Drums; the HP MR
Separator (D-2627 A/B); the MCHE shell side; and the MR Expander (P-2628 A/B).
The discharge stream from each stage of the MR compressors is cooled by shell and tube cooling water
heat exchangers.
The LP MR Compressor recovers the evaporated mixed refrigerant streams from the bottom of the
MCHE and compresses the vapor to about 222 psia to be cooled in the LP MR Compressor Intercooler
(E-2632 A/B), which is a shell and tube heat exchanger with mixed refrigerant in the shell side and
cooling water in the tube side. Mixed refrigerant leaves E-2632 A/B at about 81F and 215 psia and it is
further compressed in the first stage of the MP/HP MR Compressor, which compresses the mixed
refrigerant to about 477 psia and is cooled in the MP MR Compressor Intercooler (E-2635 A/B), which is
a shell and tube heat exchanger with mixed refrigerant in the shell side and cooling water in the tube side.
Mixed refrigerant leaves E-2635 A/B at about 81F and 470 psia and it is finally compressed in the
second stage of the MP/HP MR Compressor, which compresses the mixed refrigerant to about 838 psia
and is cooled by the HP MR Compressor Aftercooler (E-2638 A/B). The mixed refrigerant leaves E-2638
A/B at about 81F and 831 psia. High pressure mixed refrigerant continues to the HHP/HP/MP/LP
Propane MR Coolers (E-2621 A/B, E-2622 A/B, E-2623 A/B, and E-2624 A/B respectively) where it is
further cooled and partially condensed. The partially condensed mixed refrigerant from E-2624 A/B is
phase separated in the HP MR Separator (D-2627 A/B).
The mixed refrigerant vapor from D-2627 A/B is called light mixed refrigerant and it is sent to the
MCHE where it is condensed and subcooled as it passes through the warm, middle and cold bundles. It
exits at the cold end of the MCHE and is reduced in pressure across the cold Joule-Thomson (JT) valve
(FV-2019 A/B), cooling further as it partially vaporizes. This two-phase stream enters the MCHE internal
phase separator at the top of the cold bundle. The vapor and liquid are distributed over the cold bundle to
provide cold end refrigeration to the MCHE.
The mixed refrigerant liquid from D-2627 A/B is subcooled in the warm and middle bundles of the
MCHE. This liquid leaves the cold end of the middle bundle and is reduced in pressure across the MR
Expander (P-2628 A/B). A back pressure above the mixed refrigerant bubble point is maintained on the
expander discharge to ensure that no vapor forms inside of the expander. AIC-2728 A/B assures
subcooled MR at the discharge. Low pressure MR liquid from P-2628 A/B is further reduced in pressure
by FV-2728 A/B and enters the of the MCHE, which is protected from overpressure by a High Integrity
Pressure Protection System (HIPPS) in case the MR Expander or its bypass Joule-Thomson (JT) valve
(FV-2630 A/B) fails. This stream mixes inside the MCHE with the low pressure mixed refrigerant from
the cold bundle. An internal phase separator and liquid distributors at the top of the middle bundle assure
an even distribution of vapor and liquid over the middle bundle. As the liquid and vapor travel down
across the middle and warm bundle, the liquid vaporizes to provide refrigeration. The low pressure
refrigerant is totally vaporized and superheated as it leaves the warm bundle of the MCHE and returns to
the LP MR Compressor suction.
The LP MR Compressor, C-2631 A/B, is driven by an electrical motor (CM-2631 A/B) which is
controlled by a Variable Frequency Drive. Total train brake horse power required for the propane
compressor is 83,000 HP.
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The MP/HP MR Compressor, C-2634 A/B, is driven by an electrical motor (CM-2634 A/B) which is
controlled by a Variable Frequency Drive. Total train brake horse power required for the propane
compressor is 77,000 HP.
All compressors in the Propane and Mixed Refrigerant Systems are provided with antisurge systems that
provide protection against surge in the centrifugal compressors. The antisurge system is designed to
prevent surge and for tripping the antisurge valves if the antisurge control is insufficient to prevent surge.
Antisurge valves on each compressor stage are adjusted to provide the minimum recycle flows required
to maintain each stage at a safe distance from the surge limit.
Cooling System and Heavy Hydrocarbon Removal
The precooling cycle uses propane at four pressure levels and can cool the process down to about -30F.
The cooling is achieved in shell and tube type heat exchangers with propane refrigerant boiling and
evaporating in a pool on the shell side, and with the Feed Gas flowing in immersed tube passes.
The treated Feed Gas from Pretreatment arrives at the Liquefaction trains at about 100F, and 815 psia,
and it is precooled by High High, High, Medium, and Low Pressure Propane Feed Gas Coolers (E-2001
A/B, E-2002 A/B, E-2003 A/B, E-2004 A/B respectively). The inlet temperature to the Scrub Column
(D-2005) is controlled at approximately -30 degrees F by the natural gas bypass around the Propane Feed
Gas Coolers (TV-2049 A/B). The two-phase stream from E-2004 A/B flows to the Scrub Column, where
C5+ hydrocarbons, benzene, and some ethane and butane from the Feed Gas are separated through
distillation. The C5+ hydrocarbons are removed to prevent them from freezing and eventually plugging
the tubes in the MCHE. The liquids at the Scrub Column accumulate on the liquid draw-off tray and flow
to the Scrub Column Reboiler (E-2006), which is an electrical heater that vaporizes the lighter
hydrocarbons in the Feed Gas. Vapor from E-2006 returns to the Scrub Column and passes up the
column, stripping the lighter components from the liquid flowing down the column. The liquid flowing
down the upper section of the column (above the main Feed Gas inlet) is the reflux from the Scrub
Column Reflux Pumps. Natural Gas Liquids (NGL) leave the bottom of the Scrub Column at about
210F and 785 psia and are sent to NGL Storage Drum (D-4400) via the Scrub Column Condensate
Cooler (E-2007 A/B) where they are cooled to about 70F. NGLs are also reduced in pressure for
storage.
The D-2005 Scrub Column overhead stream is cooled by the warm tube bundle in the MCHE resulting in
a partially condensed two-phase stream of approximately -72F (note that all incoming streams to the
MCHE are filtered in their corresponding filters to protect the tubes from plugging). The cooled two-
phase stream from the warm tube bundles of the MCHE flow to the Scrub Column Overheads Separator
(D-2008 A/B) where the two phases are separated. The liquid phase is pumped out of D-2008 A/B by the
Scrub Column Reflux Pumps (P-2009 AA/AB/BA/BB) with the bulk of the stream returning to D-2005
A/B as reflux. Liquid in excess of the Scrub Column requirements will return back to D-2008 A/B. The
overheads of D-2008 A/B are fed to the MCHE middle tube bundles, where it is further cooled down by
the mixed refrigerant travelling in the shell side, and then subcooled in the cold bundle top section.
The LNG stream exits E-2010 A/B at approximately -261F and flows through the MCHE Start UP
Drum (D-2011A), which will be running flooded all the time, and the LNG Expander (P-2014) where the
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stream pressure is reduced, without vaporizing the LNG. The pressure reduction results in a stream
temperature decrease of approximately 1F. AIC-2014 A/B assures subcooled LNG at discharge. The
pressure of the LNG product stream from P-2014 A/B is further reduced by the main LNG product flow
control valve FV-2014 A/B and then sent to the LNG Tanks (T-201 A/B) via the Rundown Header,
which is protected from overpressure by a High Integrity Pressure Protection System (HIPPS) in case the
LNG Expander or its bypass Joule-Thomson (JT) valve (FV-2016 A/B) fails.
13.5.4.2 Liquefaction Facility Startup Description

The Main Cryogenic Heat Exchanger MCHE (E-2010A) needs to be precooled during startup in order
to eliminate large temperature differences between the heat exchanger tubes and the shell. The Propane
Compressor, C-2601A/B, is placed in operation and the loop is fully charged after the drivers have been
checked and the compressor auxiliaries have been commissioned, including lube oil systems.
A level in the E-2001A/B, E-2002A/B, E-2003A/B and E-2004A/B Propane Feed Gas Coolers is
established. In order to avoid C5+ hydrocarbons, benzene and carbon dioxide from entering into the tube
bundle of the MCHE, the NGL removal system will be in operation, therefore the warm bundle of the
MCHE will be bypassed during this stage, and TV-2408 will be used. Gas will be sent to the dry gas flare
via HV-2218 A/B, and gas will be sampled for quality in SG-2228 A/B.
Natural gas will be used to precool the shell side of the MCHE by blending defrost gas (line NG-
2718A/B-3-01SS) and cooled gas from E-2004 LP Propane Feed Gas Cooler outlet (line NG-2830A/B-8-
06SS-4.5CV). At the same time, the High Pressure Mixed Refrigerant circuit will be cooled to operating
temperatures by introducing defrost gas upstream of the Propane MR Coolers (line NG-2750A/B-3-
06CS), and vented at several locations at or near the MCHE. Flow through warm, middle and cold
bundles will be established by opening multiple drains and vents.
Cooldown rates will be maintained at less than 30 F per hour (It is essential to follow the temperature
difference and rate of change constraints imposed by the MCHE manufacturer). Feed gas will continue to
be introduced to the liquefaction train and maintain the MCHE shell side pressure to around 35 psig.
Once the shell side is precooled to about -20 F cold feed gas from the NGL removal system can be
introduced by opening manual valves in the line NG-2105AA/AB/BA/BB-24-06SS-5.5CV, XV-2208A/B
and closing TV-2408A/B and HV-2218A/B. In this part of the procedure the LNG side of the MCHE will
be precooled to about -20 F. Natural gas exits the MCHE and is sent to flare via D-2011A/B (note that if
cold gases are used to cool the LNG transfer piping for the first time, LNG Expander bypass valve PV-
2016A/B will be used), and part of the natural gas can be recycled using the BOG Compressors C-
205A/B/C.
Once precooling is finalized, final cooldown will proceed. During final cooldown the MCHE will be
cooled to final operating temperatures and the unit lined out for LNG production. The final cooldown
process is started immediately following the pre-cooldown.
The Mixed Refrigerant Compressor will be started on total recycle and the circuit will be charged with
the rest of the refrigerants (nitrogen, ethane and propane). Natural gas feed gas of about 30% the system
nominal capacity will be flowing through the MCHE. The MR compressors will be started using feed gas
(or they can be started during the pre-cooldown) and operated on total recycle. The suction and discharge
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pressures of the compressors will be equalized with the MCHE pressure before the suction and discharge
valves are opened. The MCHE shell side circuit pressure will then be maintained at the normal operating
pressure by making up with cold feed gas. The tube side of the MCHE will be slowly pressurized to
operating pressure, and MR will slowly flow through the MR tubes of the MCHE as well as the shell side
and back to the LP MR Drum (D-2630). Cooldown rate will be controlled by how much natural gas is
flowing through the MCHE. Cooldown rate will not exceed 30F per hour. During the precooling and
final cooldown procedures, both LNG and MR Expanders will be bypassed, and cold gas will flow to the
rundown header to the LNG transfer system and to the tanks where gas will be sent to flare and a portion
recycled back to pipeline using BOG Compressors, if required. Valves on the Rundown Line will be
lined up to slowly backfill the Rundown and the Recirculation line with LNG from the LNG Storage
Tanks manifold. This will prepare the system for normal operation and transfer of product from the
Liquefaction Train to storage. Expanders will be cooled separately following vendor recommendations,
and once the system is fully cooled and inventoried.
As the cooldown proceeds, methane will be added to the mixed refrigerant to maintain the MR
compressor suction pressure.
As the MCHE continues to cool, FV-2016A/B (or PV-2011A/B) valve operation and the feed gas flow
will be adjusted to control the final cooldown rate.
The MR inventory and compressor discharge pressure will be steadily increased by charging
The Feed Gas flow to the MCHE will be gradually increased to match the available MR
refrigeration, which gradually increases the production of LNG.
FV-2016A/B (or PV-2011A/B) and FV-2630A/B valves will be adjusted to maintain the MCHE
shell side temperature between the warm middle and cold bundles.
The MR compressors anti-surge valves will gradually close to increase the circulation rate and
set FV-2016 A/B (or PV-2011 A/B) and FV-2630 A/B JT valves on automatic control.
The MR make-up will be adjusted to maintain desired MR composition and system pressures
(and therefore LNG production rate).
The feed gas flow and the MR inventory in the system will be gradually increased as described above and
the cold gas routed to flare until such time that LNG can be flowed to the LNG storage tanks.
13.5.4.3 LNG Specifications

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Table 13.5.4.3 LNG Specifications

LNG Composition
Component Lean Rich
Nitrogen 0.97 0.632
CO2 0.0050 0.0050
Methane 96.68 94.81
Ethane 1.75 3.47
Propane 0.44 0.92
I-Butane 0.063 0.12
N-Butane 0.082 0.026
Pentane+ 0.003 0.0048
TOTAL 100.000 100.00
GAS PROPERTIES
13.5.5 Fractionation
Not applicable
13.5.6 Vapor Handling

The following describes the basis for the design for the Terminal vapor handling system and the
anticipated operating conditions.
13.5.6.1 Vapor Taken from the LNG Carrier

During LNG loading operations, once the LNG loading arms are cooled down the Terminal will begin to
ramp up the loading rate as quickly as the in-tank LNG pumps can be started and lined out. Depending on
the carriers cargo capacity, heat leak, and vapor pressure of the LNG inside the LNG Carrier (heel), the
LNG Carrier will return vapors to the Terminal to prevent low pressure in the LNG storage tank vapor
space. The vapor return line NG-106-22-01SS-5.5CV has been sized to accommodate the maximum
expected vapor return from an LNG Carrier. The LNG Carrier will provide adequate flow through the 16-
inch articulated Vapor Return Arm (L-102) and the vapor return line to provide vapor displacement for
all known LNG carriers receiving cargo at loading rates up to 10,000 m3/hour.
The delivery pressure of the vapor from the LNG carrier must be at least 6.5 psig, requiring the use of the
Carriers compressors to ensure the Terminal can take the vapor in all operating scenarios.
In the unlikely event that the vapor return arm is unavailable for service, the contingency operation would
involve the reduction of LNG loading rate, and/or the use of the Terminals ability to generate its own
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displacement vapor (make-up gas line from pipeline NG-206-4-09CS can be used, see 07902-PI-200-106
in Appendix U.4).
After satisfying the pressure requirements of the Terminal LNG Tanks, excess BOG returning from the
LNG Carrier can be handled using the Terminals BOG Compressors (C-205A/B/C) described below.
ESD-1 or ESD-2 will cause the vapor return to/from the LNG carrier to cease.
At the start-up of the BOG Compressors (C-205A/B/C) it is possible that BOG from the LNG Carrier
will need to be de-superheated. In this case a small stream of LNG is sprayed into the vapor stream just
upstream of the BOG Drum (D-203).
A data sheet for the BOG Compressors (07902-DS-200-205) is included in Appendix M.3 of this
Resource Report and typical manufacturer information (07902-VP-200-205) is included in Appendix
M.4.
13.5.6.2 Vapor Return to the LNG Carrier

The Terminal design also includes a provision to return vapor to an LNG Carrier during LNG Carrier
unloading operations. If a carrier is unloading vapors will free flow through the vapor return line and the
16-inch articulated Vapor Return Arm (L-102).
13.5.6.3 Boiloff Gas (BOG) Low Pressure Compression

Due to the allowable operating pressures of the full containment design LNG tanks (T 201A/B) and the
maximum allowable saturated pressure on arrival of the LNG carriers cargo (LNG Carriers tank vapor
pressure should be not higher than 1.25 psig as stated in the projects Design Basis 07902-TS-000-002
included in Appendix C.2), there will be no flashing of the loaded LNG. The volume of vapor being
generated during the LNG transfer will be the normal boiloff from the LNG Carrier and the physical
volumetric displacement of boiloff during LNG transfer. Of this volume, a significant portion (40 percent
to 60 percent) is returned to the Terminals LNG tanks for vapor displacement. The remainder of the
BOG must be disposed of, otherwise the LNG Storage Tank pressures will begin rising. The BOG from
the LNG Storage Tanks is directed to the BOG Compressors (C-205A/B/C) through the BOG Drum (D-
203). The first priority use of the BOG Compressor discharge is to provide natural gas as make-up for the
Mixed Refrigerant loop in each liquefaction train. Any BOG not used as fuel gas is returned back to the
inlet of each liquefaction train to be liquefied into LNG. BOG Compressors are designed to provide with
a maximum discharge pressure of 1,100 psia and each is rated for 10 MMSCFD.
The BOG Compressors will shut down with activation of an ESD-2, or activation of I-203, which
corresponds to a high liquid level situation in the BOG Drum (D-203), or low LNG tank pressure.
Interlocks I-205A/B/C will shut down each compressor in high pressure discharge, or high temperature
discharge.
13.5.6.4 Vapor Handling Operations Narrative

When not loading LNG, the selected method for vapor handling will vary depending on the amount of
BOG generated and the amount of natural gas needed for make-up purposes. The liquefaction trains will
make sub-cooled LNG, and it is not expected that flash will be generated when the LNG enters the LNG
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Storage Tanks. During Liquefaction Mode, excess BOG will be generated in the LNG Storage Tanks due
to heat leak from the ambient air surrounding the tank and associated piping being recirculated. Normally
one BOG Compressor (C-205A/B/C) will be required to handle the amount of BOG generated. The BOG
Compressor discharge will first be used as natural gas make-up for the Mixed Refrigerant loop. If this use
is not adequate to control tank pressure, the excess BOG will be sent to the inlet of the liquefaction trains
to be processed again and converted to LNG. If the LNG Storage Tank pressures begin to fall, the BOG
Compressors will automatically shut down. If the LNG Storage Tank pressures continue to fall, the
natural gas make-up from the pipeline will be injected to the BOG header. Valves PV-206 and PV-207
will begin modulating to ensure that the LNG tanks are kept above the minimum operating pressures.
When loading an LNG carrier there will be excess BOG to handle. In this situation the LNG Carriers
compressors will direct BOG to the Terminal. The LNG Carriers Cargo Officer and the Terminals
Operations personnel will control the vapor return rate.
The Terminal is designed such that no venting of BOG will occur during normal operation. As such, the
Terminal rarely operates near the maximum operating pressures of the LNG Storage Tanks. Based on
rising tank pressure, and if the BOG Compressors are not available, rather than allowing the LNG tank
pressure safety valves to open, excess BOG will be directed to the Flare, L-210 as a first choice, with any
excess BOG directed to the atmosphere first via a discretionary vent installed on each LNG storage tank.
13.5.7 LNG Sendout System

LNG from the LNG storage tanks will be sent to either the Regasification Facilities or loaded directly to
LNG Carriers.
Natural Gas Vaporization and Sendout Facilities
In this operating mode no natural gas liquefaction is taking place. The in-tank, column mounted LP LNG
pumps will send LNG to the vaporization system that consists of shell and tube heat exchangers using an
intermediate ethylene glycol water solution heat transfer fluid heated in natural gas fired heaters.
During no LNG carrier unloading operations and during no liquefaction, the in-tank column mounted LP
LNG pumps will also circulate LNG through a small diameter circulation line to the marine facility and
back through the LNG transfer pipeline to the LNG storage tank(s) in order to keep these piping systems
cold.
When the Terminal is operating in Regasification mode, boiloff gas (BOG) that is continuously generated
in the tanks due to heat leak into the system piping, heat leak through the insulated tank walls, and heat
added due to LNG circulation in the dock will be compressed by the BOG Compressors and routed to
pipeline for sendout. When operating in Liquefaction mode, BOG can be routed to the inlet of the
liquefaction trains (see 07902-PI-300-121 included in Appendix U.4) and can also be routed to the MR
loop where natural gas can be used for make-up.
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Baseload Natural Gas Sendout Rate ........................................................................................... 500 mmscfd
Vaporization Type ........................................ Intermediate Glycol / Water Shell and Tube Heat Exchangers
Vaporization Heat Source ......................................................................................................... Fired Heaters
Battery Limit Natural Gas Maximum Discharge Pressure .............................................................1,440 psig
Battery Limit Natural Gas Sendout Temperature ................................................................................... 40F
All sendout rates indicated are net, i.e., exclusive of internal shrinkage and consumption within the
Terminal.
Natural gas from the Terminal will connect to the Williams Northwest Pipeline System and will comply
with the requirements of the Williams Northwest Pipeline System tariff (Third Revised Volume No. 1 is
in effect at present).
LNG Carrier Loading
following cooldown of the loading arms, sub-cooled LNG will be transferred to the Carrier via the in-
tank LP LNG sendout pumps at a rate of 10,000 m3/hr. Vapor generated during the LNG carrier loading
period will be returned to the Terminals vapor handling system via the vapor arm connected to the LNG
Carrier and a vapor return pipeline.
When there are no LNG carrier loading operations occurring and during liquefaction operation, a portion
of the LNG from the liquefiers will circulate LNG through a small diameter circulation line to the marine
facility and back through the LNG transfer pipeline to the LNG storage tank(s) in order to keep these
piping systems cold.
During liquefaction, all boiloff gas (BOG), including the BOG generated due to the heat leak into the
LNG storage tanks, pumping systems and piping systems, and vapor displaced by the incoming LNG to
tanks and LNG ship, will be recycled to the liquefaction feed gas system upstream of the MCHE.
LNG will be loaded to LNG Carrier sub-cooled to prevent flashing, assuming the Carrier arrives at the
Terminal at the conditions stated above.
13.5.8 Gas Liquid Removal

See Section 13.5.4.1 of this Resource Report 13.
13.5.9 Btu Adjustment

Not applicable
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13.5.10 Vent and Flare Systems

The following describes the basis for the design for vents, the anticipated operating conditions for vent
operation, the design features of the equipment, and special design conditions.
13.5.10.1 Vent System

The Terminal has been designed to minimize fugitive emissions with no venting during all normal
operations by provision of a Closed Vent/Drain System. LNG and natural gas relief valves (excluding
relief valves on the pretreatment and liquefaction trains, LNG Storage Tanks, Fuel Gas Drum (D-214)
and the LNG Vaporizer outlet process relief valves) are vented into a closed vent system that is common
with the LNG Storage Tank vapor spaces. In case of excess relief system pressure, the vent pressure
control valve (PV-290) will dump gas to the Flare, L-210
13.5.10.2 Flare System

The Flare System includes an elevated Low Pressure Flare (L-210), a single multipoint ground flare (L-
4500/4550) and a CO2 Vent Thermal Oxidizer (H-1602).
The single ground flare consists of two independent flare systems, namely the Wet Gas Flare (L-4550)
and the Dry Gas Flare (L-4500). Each system has its own set of burners and both systems are co-located
within the same radiation fence. The Wet Gas Flare (L-4550) is designed to handle warm hydrocarbon
streams that may contain water and/or contain free liquid hydrocarbons and water. The Dry Gas Flare (L-
4500) is designed to handle dry and sweet natural gas, LNG, propane and ethane. The Low Pressure Flare
(L-210), the Dry Gas Flare (L-4500) and the Wet Gas Flare (L-4550) are equipped with pilots which are
fed from the inlet natural gas header to the liquefaction trains.
A continuous nitrogen gas sweep is incorporated downstream of PV-290 to ensure proper purging of the
flare stack L-210. The rest of the flares do not require a continuous nitrogen gas sweep as they are closed
systems.
The CO2 Vent Thermal Oxidizer (H-1602) is designed to remove acid gas from the natural gas
Pretreatment area.
A data sheet for the Low Pressure Flare, L-210 (07902-DS-200-210) is included in Appendix M.3.
The Terminal is equipped with a High Integrity Pressure Protection System (HIPPS) in key subsystems of
the process in order to minimize the release of hydrocarbons to flare in case of upset conditions.
Dry Gas Flare (L-4500)
The Dry Gas Flare System includes individual headers for each liquefaction train, and for the propane
and ethane storage drums, as well as a Dry Gas Flare KO Drum (D-4501), a Dry Gas Flare KO Drum
Heater (E-4502), and series of burners and pilots. Any liquids accumulating in the Dry Gas KO Drum
will be evaporated with the help of E-4502, which is an electrical heater. The burners are designed to
provide gas/air mixture over the widest possible range of flow rates and to ensure stable combustion
through a wide range of compositions and turndowns and to operate smoke free. The abovementioned is
achieved by using a staging system, in which a series of valves in parallel will begin opening depending
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on the flow rate in the header to generate the required kinetic energy. The valves used in the staging
system are open/close butterfly valves, designed for tight shut-off. Because of the remote possibility of
the staging valves failing to open in an emergency, an alternate flow path is always offered to provide
unquestioned protection. This flow path is a relief bypass around the staging valve. A collapsing pin-style
valve control system will be installed and will automatically open in case of an emergency. Unlike a
burst disk or a rupture disk, this type of valve can be quickly reset without taking any part of the system
offline.
The Dry Gas Flare (L-4500) is provided with a radiation fence designed to serve two functions. The first
is to enclose the flame to limit the amount of flame that is visible from the area outside the fence. The
second is to minimize radiation to an acceptable level outside the fence, especially at the staging
manifold where operator access is required. The fence is designed to be opaque, but also to meet
structural standards of the local wind and seismic loadings. It is a hot dip galvanized structure with heavy
galvanized panels for bolted field erection
D-4501 is provided with a road tanker connection if required.
Wet Gas Flare (L-4550)
The Wet Gas Flare System includes individual headers for each pretreatment train, individual headers for
each liquefaction train, and for the NGL storage drum, as well as a Wet Gas Flare KO Drum (D-4551), a
Wet Gas Flare KO Drum Heater (E-4552), and series of burners and pilots. Any liquids accumulating in
the Wet Gas KO Drum will be evaporated with the help of E-4552, which is an electrical heater. The
burners are designed to provide gas/air mixture over the widest possible range of flow rates and to ensure
stable combustion through a wide range of compositions and turndowns and to operate smoke free. The
abovementioned is achieved by using a staging system, in which a series of valves in parallel will begin
opening depending on the flow rate in the header to generate the required kinetic energy. The valves used
in the staging system are open/close butterfly valves, designed for tight shut-off. Because of the remote
possibility of the staging valves failing to open in an emergency, an alternate flow path is always offered
to provide unquestioned protection. This flow path is a relief bypass around the staging valve. A
collapsing pin-style valve control system is installed which will automatically open in case of an
emergency. Unlike a burst disk or a rupture disk, this type of valve can be quickly reset without taking
any part of the system offline.
The Wet Gas Flare (L-4550) will be installed inside the same radiation fence as the Dry Gas Flare, L-
4500 described above.
D-4551 is provided with a road tanker connection, if required.
13.5.10.3 The Low Point Drain System

Any LNG from the regasification and storage area drains are collected by gravity into the un-insulated
Low Point Drain Drum (D-211). Any vapors generated in or through the Low Point Drain Drum are
vented into the BOG Header. The Terminal, however, is designed such that the majority of LNG
normally drained from equipment or piping is recovered as liquid and not routed to the D-211. The Low
Point Drain System serves only small residual volumes of LNG during any of the draining processes.
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13.5.10.4 Provisions for Draining LNG Piping and Process Equipment

When piping or process equipment containing LNG requires draining in normal operation or preparation
for maintenance, the bulk of the LNG is preserved and transferred into pre-determined sections of LNG
piping using nitrogen pressure. Specifically, LNG remaining in the unloading arms is de-inventoried
directly into the LNG transfer line; the HP Pump Drum (D-208) is de-inventoried back into the HP pump
recycle line to the LNG tanks; and the HP pumps are de-inventoried into their suction lines. The LNG
transfer line can be partially or completely de-inventoried by use of a de-inventory bypass. The low
point drain drum can be de-inventoried to the HP pump recycle line. In the liquefaction trains,LNG from
the MCHE is drained into the MCHE Start-Up Drum (D-2011A/B), and these vessels will drain into the
LNG Rundown header which is provided with piping de-inventorying bypass to empty the piping to the
LNG Storage Tanks. The LNG Expanders (P-2014A/B) are de-inventoried into their discharge lines.
Following this bulk draining step, any small residual volume of LNG is gravity drained to the Low Point
Drain Drum D-211. These small LNG volumes are then permitted to vaporize through ambient heat leak
into the respective vessel. The vapors formed are routed to the BOG Header.
This method minimizes problems experienced in some LNG facilities where components are de-
inventoried directly to the LNG storage tanks. In these other applications, trace heavy hydrocarbons in
the drain lines can collect over time in horizontal pipe runs. They can later jell and plug the lines when
contacted by cold LNG during a later draining operation. Any heavy hydrocarbons that do not vaporize
will accumulate in the D-211 Low Point Drain Drum (the lowest point in the process plant), where they
can be removed when desired via a manual drain.
13.5.10.5 Vent/Drain System Operations Narrative

During normal operation the Flare (L-210) is idle with only a small positive sweep of nitrogen gas
assuring that air cannot backflow into the Vent System. Should the highest vapor pressure reading on any
of the LNG Storage Tank vapor pressure transmitters approach the set point of PIC-290, the vent control
valve (PV-290) will begin to open and release BOG to the flare. Any flow to the flare will be monitored
with an alarm to alert Terminal staff to the fact that hydrocarbons are present. A flame detector will
monitor the pilot of the flare and will alarm if the pilot is extinguished.
13.5.11 Pressure Relief

The following describes the design philosophy for containment and handling of relief valve discharge for
LNG, cryogenic flammable vapors and non-cryogenic flammable vapors.
13.5.11.1 The Dry Gas Header System

The Dry Gas Header System is the header where all the pressure safety valves as well as thermal safety
valves within the liquefaction trains discharge their full capacity. High pressure dry and sweet natural
gas, propane, ethane and LNG from the liquefaction trains will discharge in this header. The Dry Gas
Header System is a closed system and does not require a constant purge of nitrogen to avoid the entrance
of air. The products discharging to this header will end up in the Dry Gas Flare KO Drum (D-4501) and
then the Dry Gas Flare (L-4500).
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13.5.11.2 The Wet Gas Header System

The Wet Gas Header System is the header where all the pressure safety valves within the pretreatment
area, as well as the rupture disc discharge from cooling water heat exchangers in the liquefaction trains
will discharge their full capacity. From the pretreatment area there are two separate incoming headers,
one will contain high pressure natural gas, and the second one will contain liquids mixed with
hydrocarbons, amine solution, etc. The Wet Gas Header System is a closed system and does not need to
have a constant purge of nitrogen to avoid the entrance of air. The products discharging to this header
will end up in the Wet Gas Flare KO Drum (D-4551) and then the Wet Gas Flare (L-4550).
13.5.11.3 The NGL Flare Header

Natural Gas Liquid products from the bottoms of the Scrub Column are collected in the mounded NGL
Storage Drum (D-4400) and then removed via trucks. In the event of a truck loading interruption, the
NGL Storage Drum has a provision to send NGLs to flare for disposal. NGLs, if mixed with cryogenic
liquids have the potential of freezing, therefore a separate 6 header will take these liquids and send them
to especially designed headers to atomize and burn liquids in the Wet Gas Flare (L-4550). In the event of
a fire in the NGL Storage area, the NGL Storage Drum (D-4400) is equipped with a pressure relief valve
that will protect the integrity of the drum during an overpressure situation.
13.5.11.4 The Closed Vent/Drain System

The Terminal is designed such that the venting of process gases to atmosphere is strategically minimized.
Thermal relief valves and process relief valves in the regasification area (excluding LNG Storage Tanks
(T-201A/B), the Fuel Gas Drum (D-214) and the LNG Vaporizer outlet process relief valves) are
designed to discharge into a closed system of manifolds that float on the normal operating vapor pressure
of the LNG Storage Tanks (0.5-3.7 psig). All manual vent (de-pressure) valves in LNG and cryogenic
vapor service are manifolded into this closed system, as well.
Under this design any potential draining of liquids is directed to the Low Point Drain Drum (D-211) that
will collect and vaporizes these liquids. The resulting gas is directed into the BOG Header. Specific
sources of liquid include:
The BOG Drum (D-203) which gravity drains to the Low Point Drain Drum under control from
the MCR;
If the HP Pump Drum (D-208) or any HP Pump (P-301A/B/C) need to be drained for
maintenance, the liquid is first pressure transferred using nitrogen into other LNG systems, then
the limited residual liquid is manually gravity drained into the Low Point Drain Drum; and
Any liquid remaining between the first isolation valve and the inlet flow control valve of the
LNG Vaporizers is automatically gravity drained into the Low Point Drain Drum.
Because all vents, drains and BOG are directed into the BOG Header, which is connected to the vapor
space of the LNG Storage Tanks, there is no need to vent the system pressure until the vapor pressures in
the LNG Storage Tanks approach the set point of PIC-290, which directs gas to the Flare, L-210. Any
BOG generated in the Terminal is compressed using the BOG Compressors (C-205A/B/C) and sent back
to the inlet of the liquefaction trains or sent to the MR loop to be used as refrigerant make-up. During the
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loss of the BOG Compressors, the pressure may increase beyond the set point of PIC-290, therefore
flaring via L-210 will be necessary to maintain the pressure in the BOG header and LNG Storage Tanks
within normal operating ranges.
13.5.11.5 Equipment Isolation/Maintenance Venting

Typically, whenever an LNG or BOG system component is taken out of service, some amount of
vaporized LNG or natural gas must be vented from the system or equipment in question. The Terminal is
designed in such a way that this gas is first vented into the Closed Vent/Drain System. Once the vented
section of pipe or equipment equilibrates with the low LNG storage tank vapor pressure, the vent valve to
the Closed Vent/Drain System is closed and a vent valve is opened to atmosphere.
The following figure illustrates this philosophy by using HP Pump P-301A as an example.
Figure 13.5.11.5 Equipment Isolation/Maintenance Venting
Procedurally, VLV 1 would be closed followed by closing VLV 2. VLV 3 would then be opened
immediately to allow any LNG vapor or gas to be recovered into the Closed Vent/Drain System. Once
the system is fully de-pressured, VLV3 is closed and VLV 4 is opened establishing a safe, double block
and bleed isolation (VLV 1, VLV 2 and VLV 4, respectively).
13.5.12 Natural Gas Metering

Drawing 07902-PI-300-122 in Appendix U.4 illustrates the piping and instrumentation for the natural gas
meter station.
13.5.13 LNG Product Loading - Marine

Not applicable
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13.5.14 LNG Product Loading/Unloading - Trucking

Not applicable
13.5.15 Commissioning Plan

13.5.15.1 Commissioning Plan Summary
The commissioning plan for the Terminal is included in the Project Schedule, which is included in
Appendix B.1.
13.5.15.2 Mechanical Completion Verification and Sign Off

Commissioning of the Terminal will commence only when the construction contractor has achieved
mechanical completion of equipment and systems.
Mechanical completion will be achieved only when installation of equipment and systems has been
completed and cleaned out, quality control records have been completed and all operating and
maintenance manuals have been provided. Oregon LNG will verify that mechanical completion has been
achieved and will review commissioning procedures that will be prepared by the construction contractor.
Oregon LNG will provide the construction contractor with a signed certificate acknowledging that
mechanical completion of the applicable equipment and systems has been achieved and that
commissioning may commence.
13.5.15.3 Pre-commissioning Activities

Commissioning of equipment and systems will be conducted in accordance with commissioning
procedures that will be prepared by the construction contractor in conjunction with equipment vendors.
The commissioning procedures will be reviewed and approved by Oregon LNG.
The commissioning procedures will include pre-commissioning activities, which will include:
Instrumentation and control system function and loop checks;
Electrical system checks, including confirmation of electrical protection scheme settings;
Confirmation of operation of all protective devices;
Confirmation of alarm and trip set-points and operation;
Confirmation of the operation of all protective devices including emergency shutdown valves;
Confirmation of operation of all hazard detection and hazard control equipment; and
Line out of the equipment and system valves including all relief devices to the vent system.
All pre-commissioning activities will be completed before the equipment and systems are commissioned.
13.5.15.4 Cooldown and Commissioning

The first step of cooldown is to ensure all equipment and systems are sufficiently free of water (dry).
This will be achieved through the use of dry air, liquid nitrogen and nitrogen vaporization equipment.
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Dry air (maximum -60F dew point) will be injected into a common header to distribute dry air to all
parts of the Terminal. Commissioning personnel will cycle valves and vents so that all parts of the
cryogenic piping will receive a steady dry air flow. This dry air purge will continue until all parts of the
Terminal demonstrate hygrometer dew point readings of no more than -20F. At this point, the Terminal
is considered dry.
Once dryout has been completed, warm, vaporized liquid nitrogen will be injected into the connections
previously used to feed dry air into the piping system. The goal is to displace the dry air environment
with an inert nitrogen environment, which will not support combustion of flammable gas. Portable
oxygen/flammable gas meters will be used to sample the environment inside the piping system. Once it is
assured that all points of the Terminal contain an environment with less than 9.7 percent oxygen (Purge
Principles and Practices, AGA), the system will be considered to be purged and ready for cooldown.
Cooldown will commence with the LNG transfer pipeline and one LNG storage tank. Although the
Terminal is designed such that LNG tank cooldown can be achieved using liquid nitrogen, a shipment of
LNG or LNG product from the liquefaction trains could also be used.
A temporary piping connection is provided at the LNG berth such that cold LNG vapors from the LNG
Carrier can be routed from the Vapor Return Arm (L-102) to one of the LNG Loading Arms (L-101B) to
precool the LNG transfer piping.
Initially the gas leaving the LNG tanks will be warm and nitrogen rich. As the outlet gas temperature
decreases it will be directed to the loading platform. The gas is desuperheated upstream of the Platform
Drum and routed through a temporary connection to the L-101B LNG Loading Arm. The cold gas then
returns onshore through the 36-inch LNG transfer line. Once on-shore, the gas further cools other large
diameter LNG piping.
Once temperatures of -200F have been reached it is safe to introduce cold liquid to the system. Once the
LNG Transfer System has been inventoried and filling of the LNG tank has commenced, normal
unloading may commence.
After precooling, LNG can be safely introduced into the LNG transfer piping. Once the LNG transfer
piping is fully inventoried, a stream of LNG will be routed to the LNG storage tanks via 4 line
connected to the LNG tank spray nozzles. The LNG spray first begins purging the tank of nitrogen and
then cooling the LNG tank. The tank contractor will oversee the cooldown process and direct control of
the cooldown rate.
Once the carrier is unloaded, an LP Pump will start and will circulate LNG through the LNG unloading
pipeline and back to the LNG storage tank to maintain the system at cryogenic temperatures.
Once cooldown of the LNG storage tank(s) and the LNG Transfer Pipeline has been completed, initial
liquefaction unit start-up can begin when all circuits have been dried out and the propane refrigerant
system has been purged to nearly 100% propane vapor. The propane system can now be inventoried with
propane liquid. Dry, sweet natural gas should be available at this time to pressurize the feed circuit to the
normal operating pressure up to the MCHE feed gas inlet block valve.
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The propane refrigeration compressor will be placed online first, followed by the MR compressors.
Propane refrigerant is required to chill the feed gas.
Prior to starting any compressor, the drivers should have been checked and the compressor auxiliaries
must have been commissioned and ready for service (lube oil systems, etc.).
The general sequence for the cryogenic system start-up will be to first cooldown the Main Cryogenic
Heat Exchanger (MCHE) using a blend of defrost gas and cold feed gas from downstream of the propane
vaporizers. Pre-cooling eliminates a large temperature difference between the refrigerant and feed gas
tube circuits, and also between the exchanger shell side and the tube circuits which would exist if cold
gas from the propane feed gas coolers was circulated through the mixed refrigerant or the feed gas
circuits of the warm heat exchanger.
It is essential to follow the temperature difference and rate of change constraints imposed by the MCHE
manufacturer.
Pre-cooldown is performed on the MCHE at the initial start and on subsequent restarts from a warm
condition, where equipment temperature is greater than 32F.
Cold feed gas from the propane feed gas coolers is mixed with defrost gas, which enters the MR shell
side vapor return line and flows in the reverse direction to the normal process flow direction up the
MCHE shell and is vented at the cold end through the pressure control valve. The process is started with
a small flow of warm defrost gas through the circuit and cold feed gas is gradually added to control the
temperature gradient to gradually reduce the temperature of the Heat Exchanger. The pressure on the
shell of the MCHE is maintained by the cold end shell side vent.
During final cooldown the MCHE is cooled to final operating temperatures and the unit is lined out for
LNG production. The final cooldown process is started immediately following the pre-cooldown.
The MR compressors are started using feed gas (or they can be started during the pre-cooldown) and
operated on total recycle. The suction and discharge pressures of the compressors are equalized with the
MCHE pressure before the suction and discharge valves are opened. The MCHE shell side circuit
pressure is then maintained at the normal operating pressure by making up with cold feed gas.
Warm feed gas will be fed into the rundown line to mix warm gas with the cold gas coming from the
MCHE to ensure that the cooling of the product rundown line is maintained within the cooldown
constraints.
The warm and cold JT valves on the MR Circuits are gradually opened to begin circulation for final
cooldown. The rate of initial cooldown of the MCHE will be carefully controlled by the JT valve. Cold
natural gas continues to exit the MCHE, which will be used to prepare the downstream piping and
equipment for operation with cryogenic fluids.
Prior to the startup of this final cooldown operation, piping on the system will be lined up such that cold
natural gas exit the MCHE will flow to cool the Rundown line and rest of LNG transfer system if that
part has not been cooled down yet, or the cold gas will be vented via the MCHE Start Up Drum. This will
prepare the system for normal operation and transfer of product from the Liquefaction Train to storage.
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As the cooldown proceeds, methane is added to the mixed refrigerant to maintain the MR compressor
suction pressure.
As the MCHE continues to cool, the JT valve operation and the feed gas flow are adjusted to control the
final cooldown rate.
The MR inventory and compressor discharge pressure are steadily increased by charging
The Feed Gas flow to the MCHE is gradually increased to match the available MR refrigeration,
which gradually increases the production of LNG.
The JT valves are adjusted to maintain the MCHE shell side temperature between the warm and
cold bundles.
The MR compressors anti-surge valves gradually close to increase the circulation rate and
set the JT valves on automatic control.
The MR make-up is adjusted to maintain desired MR composition and system pressures (and
therefore LNG production rate)
The Feed Gas flow and the MR Inventory in the system is gradually increased as described above and the
cold gas routed to flare until such time that LNG can be flowed to the storage tanks.
The timing of commissioning of equipment and systems at the Terminal is illustrated on the schedule
included in Appendix B of this Resource Report
13.6 LNG Storage Tanks

The following technical description of the proposed LNG storage tanks (T-201A/B) includes the
essential features of the tank design and foundation system, piping support systems on the tank and
support between the tank and horizontal ground piping, tank spill protection and instrumentation.
Appendix L.1 contains details of the LNG Storage Tank and Foundation specification 07902-TS-200-108
that has been used in the preparation of the LNG storage tank design.
13.6.1 General
Appendix R.1 includes a report entitled LNG Storage Tank Alternatives (07902-TS-000-106) that
describes the alternative LNG storage tank design concepts that were considered for the Oregon LNG
Project.
The design concept selected for the LNG Storage Tanks (T-201A/B) is a full containment tank, with a
primary inner containment and a secondary outer containment. The tanks are designed and will be
constructed so that the self-supporting primary containment and the secondary containment will be
capable of independently containing the LNG. The primary containment will contain the LNG under
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normal operating conditions. The secondary containment is designed to be capable of containing 110
percent of the capacity of inner tank, as documented in Appendix L.8, and of controlling the vapor
resulting from the highly unlikely failure of the primary containment. Each insulated tank is designed to
store a net volume of 160,000 m3 (1,006,000 barrels) of LNG at a design temperature of -270F and a
maximum internal pressure of 4.3 psig.
Each full containment tank will consist of:
A nine percent nickel steel open top inner containment;
A pre-stressed concrete outer containment wall with a steel liner;
roof.
The aluminum support deck is designed to be insulated on its top surface with fiberglass blanket
insulation material. The fiberglass blanket is chosen to minimize the potential of in-leakage of Perlite
insulation into the inner containment. The outside diameter of the outer containment is approximately
270 feet. The vapor pressure from the LNG is designed to be equalized through ports in the suspended
deck and will be contained by the outer containment. The internal design pressure of the outer
containment will be 4.3 psig. The space between the inner containment and the outer containment will be
insulated to allow the LNG to be stored at a minimum temperature of -270F while maintaining the outer
containment at near ambient temperature. The insulation beneath the inner containment will be cellular
glass, load-bearing insulation that will support the weight of the inner containment, tank internal
structures (including the bottom fill standpipe column), and the LNG. The space between the sidewalls of
the inner and outer containments will be filled with expanded Perlite insulation that will be compacted
to reduce long term settling of the insulation. The outer containment will be lined on the inside with
carbon steel plates. This carbon steel liner will serve as a barrier to moisture migration from the
atmosphere reaching the insulation inside the outer concrete wall. This liner also provides a barrier to
prevent vapor escaping from inside the tank in normal operation.
There will be no penetrations through the inner containment or outer containment sidewall or bottom. All
piping into and out of the inner and outer containments will enter from the top of the tank.
The inner containment is designed and will be constructed in accordance with the requirements of API
Standard 620 Appendix Q. The tank system meets the requirements of NFPA 59A (2001 edition is used
as the basis except where the 2006 edition is more stringent) and 49 CFR Part 193. Refer to Drawing
07902-DG-200-201 included in Appendix L.2 for typical general arrangement details.
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Table 13.6.1 LNG Storage Tanks, General Information

Number of tanks 2
3
Net capacity of each inner containment 160,000 m (1,006,000 barrels)
Internal design pressure 4.3 psig
Operating pressure 0.5 to 3.7 psig
Design wind load 150 mph
Seismic zone See Appendix I.1 of this Resource Report
Inner tank minimum design metal -270F
temperature
Corrosion allowance of inner containment None
Allowable boiloff rate 0.05% per day
Additional typical tank data is provided in LNG storage tank data sheet 07902-TS-200-201 that is
included in Appendix M.3.
13.6.2 Tank Foundation

Each LNG storage tank will be constructed on a reinforced concrete slab base-mat, which in turn will sit
atop seismic isolators. Friction pendulum type isolators will be used to reduce seismic forces to the LNG
tank. The isolators will be placed on an on-ground reinforced concrete slab. This on-ground slab will rest
upon foundation piles. Drawing 07902-DG-200-251 included in Appendix L.2 illustrates the arrangement
of the slabs, isolators and piles which compose the tank foundation.
13.6.3 Outer Containment

The outer concrete tank contains the product pressure at ambient temperature and contains the insulation
system.
The liner of the outer tank roof is composed of a butt-welded compression ring and welded steel plates. A
deck is suspended from the outer roof with hangers. The deck holds the roof insulation above the inner
tank. The outer tank roof and vapor space above the suspended deck will essentially be at ambient
temperature. A typical cryogenic roof penetration is illustrated on Drawing 07902-DG-200-205 in
Appendix L.2.
The outer tank is designed for the following conditions:
Internal pressure of 4.3 psig;
External pressure of 1.168 ounce per square inch (0.073 psi);
The specified wind design speed of 150 mph with Exposure C and an Importance Factor, I, equal
1.0 per ASCE 7-05 and as specified in 49 CFR Part 193, Section 2067;
Seismic loads in accordance with NFPA 59A and the site specific seismic reports included in
Appendix I.1;
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Internal pressure imposed by insulation loads;
Roof and platform dead loads;
Roof live load (to be determined during detailed design) applied to the entire projected area of
the roof and combined with the specified external pressure and the platform global live load; and
Platform live load combined with a crane handling live load (both to be determined during
detailed design) and external pressure load. Roof live load is not combined with platform live
load.
The suspended deck will be composed of B209-5083-0 aluminum or equivalent. The suspended deck
hangers will be Type 304 stainless steel.
Details of a typical outer containment are illustrated on Drawing 07902-DG-200-230 included in

Appendix L.2.
13.6.4 Inner Containment

The inner tank is designed in accordance with API 620 Appendix Q. The inner tank will be open top,
consisting of a shell and bottom. The inner tank will not use a roof. Gas and gas pressure produced by the
stored LNG will be contained by the outer tank. The inner tank, therefore, will not be subjected to
differential gas pressure and will be stressed only by liquid head, insulation loads, earthquake loads and
the effects of thermal gradients. Circumferential stiffeners will be located on the inside of the inner tank
shell to resist external insulation pressure.
The tank liquid levels will provide a net capacity in the cold condition of at least 160,000 m3 (1,006,000
barrels). Tank liquid levels will be as follows:
Design maximum LNG level (DMLL): ...............................................................................................118.63'

Seismic Design Liquid Level:..............................................................................................................115.75'
Maximum Normal Operating Level: ...................................................................................................115.75'
Minimum Normal Operating Level: ........................................................................................................5.50'
The inner tank is designed for the following conditions:
Product temperatures and resulting thermal gradients due to cooldown and subsequent filling and
emptying operations;
Internal pressure due to liquid head to the Design Maximum Liquid Level;
Seismic loads in accordance with NFPA 59A and the site specific seismic reports included in
Appendix I.1; and
External pressure imposed by insulation loads.
The inner tank will be composed of nine percent nickel steel A553 Type 1.
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The inner bottom will be composed of a lap-welded bottom in the tank interior. Details of a typical inner
containment are illustrated on Drawing 07902-DG-200-201 included in Appendix L.2.
13.6.5 Seismic Loads on Inner and Outer Tanks

For earthquake loading, the inner containment is designed using the methods in API 620. In addition, the
OBE and SSE criteria specified in NFPA 59A will be used. The design assumes that the inner
containment is filled with LNG to its maximum operating level during both OBE and SSE seismic
events.
Horizontal and vertical accelerations are considered for both OBE and SSE seismic events.
Appropriate damping factors will consider soil structure interaction effects. The seismic loading on the
base insulation is also considered.
For evaluation of sloshing loads, the tank liquid level height for both OBE and SSE is considered to be
the rated capacity height, which is the normal maximum operating liquid level. No credit is taken for the
fact that the tank levels will generally be below this maximum level throughout the course of normal
terminal operation. This normal maximum operating liquid level is 115.75' above the floor of the inner
tank, as indicated in the LNG storage tank data sheet included in Appendix M.3. The inner tank wall
height is 129.823' above the tank floor, as noted in the arrangement drawing 07902-DG-200-201 for the
tanks shown in Appendix L.2. This allows 14.1' for sloshing. Per the calculation in Appendix L.6, the
slosh height is 7.9' for OBE. As this calculated slosh height is less than the sloshing allowance, the
tank design precludes LNG from sloshing over the inner tank wall during OBE when the tank is
operating at or below its normal maximum operating liquid level. For SSE, there is no requirement for
minimum freeboard height since this full containment tank has relief systems sized for the potential
vapor generated due to LNG overflow during SSE (see Appendix L.6).
Seismic design analyses for the inner and outer tanks are provided in Appendices L.6 and L.7,
respectively. The complete seismic information is available in the seismic hazard report included in
Appendix I.1.
13.6.6 Wind Loads on Outer Tank

The outer containment is designed to withstand a wind velocity of 150 mph in accordance with 49 CFR
Part 193.2067.
13.6.7 Insulation System

13.6.7.1 Tank Bottom
The tank bottom will be insulated with cellular glass block insulation, which is a load bearing insulation
designed to support the tank and product weight. The bottom insulation in the tank interior will be
composed of layers of cellular glass. A concrete bearing ring will be located under the inner tank shell to
distribute the shell loads into an underlying layer of insulation. The cellular glass blocks will be located
between the outer bottom and inner bottom and laid on a concrete leveling course on top of the outer tank
bottom. Inter-leaving material will be placed over the concrete leveling course and between bottom
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insulation layers to fully develop the strength of the load bearing bottom insulation and help avoid
breakdown should the blocks move slightly. A layer of dry sand or leveling concrete will be placed over
the cellular glass block bottom insulation prior to installation of the inner tank bottom.
Details of a typical bottom corner insulation system are illustrated on Drawing 07902-DG-200-217
included in Appendix L.2.
13.6.7.2 Tank Sidewalls

The annular space between the inner and outer tanks will be approximately 48 inches wide. The annular
space will be filled with loose fill expanded Perlite and resilient glass wool blanket insulation.
Expanded Perlite insulation is hard, granular material that readily settles, consolidates and builds up
lateral pressure in a space that changes dimensions. Expanded Perlite density is between 2 and 5 lb/ft3.
The glass wool blanket acts as a spring cushion to accommodate the dimensional changes without
compacting the Perlite and causing excessive external pressure on the inner shell.
An important consideration for the installation of the Perlite in the annular space is the Perlite
vibration after filling. Vibration will be used to settle the Perlite to eliminate potential voids or pockets
in the Perlite volume and maximize the insulating value of the system. A reservoir of Perlite will be
placed at the top of the annular space to compensate for future, long-term settlement of the Perlite.
Typical shell insulation configuration is illustrated on drawing 07902-DG-200-215 included in Appendix

L.2.
13.6.7.3 Suspended Deck

The outer tank roof will support a suspended deck at the top of the inner tank. The suspended deck will
be insulated with glass wool blankets with a density of minimum 0.75 lb/ft 3. At each penetration through
the suspended deck there will be a flexible shroud fitted to prevent fiberglass material from falling into
the inner tank. Drawing 07902-DG-200-205 included in Appendix L.2 illustrates the typical shroud
configuration.
The suspended deck will be composed of aluminum plate with a series of stiffeners. Hanger bars will
attach to the deck stiffeners and roof framing to suspend the deck above the inner tank. The suspended
deck and hangers are designed for product temperatures. The deck hangers will be composed of stainless
steel.
13.6.8 Tank Instrumentation

Typical tank instrumentation requirements are illustrated on the tank P&ID Drawings 07902-PI-200-107-
01/2 included in Appendix U.4 and specifications 07902-TS-200-203 and 07902-TS-200-204 in
Appendix L.3.
13.6.8.1 Cooldown Sensors

To assist in cool down and subsequent temperature measurement during commissioning and
decommissioning of the tank, resistance temperature detector (RTD) elements will be installed on the
inner tank shell, the inner tank bottom and the suspended deck. All cabling from RTDs will be terminated
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at one or more junction boxes external to the tank roof. Typical setup of these sensors can be seen in
Drawing 07902-DG-200-247 in Appendix L.2.
13.6.8.2 Temperature Sensors

RTDs will be installed on the bottom surface of the annular space between the inner and outer tanks to
monitor for leakage of the inner tank. The RTDs will be installed at four equally spaced locations around
the circumference of the annular space. Because this location in the tank is not accessible for
maintenance, two RTDs will also be installed at each location to provide for redundant indication. These
typical sensors are illustrated in drawing 07902-DG-200-247 in Appendix L.2.
13.6.8.3 Liquid Level Instruments

Each LNG tank will include two liquid level gauges installed in stilling wells, using a same level sensing
technology. The gauges will include field indicators and a data transmitter to allow information to
interface with the Terminal DCS system.
13.6.8.4 Tank Gauging and Overfill Protection Requirements

Two level gauges will be installed in each tank to provide remote reading and high-level alarm signals in
the control room. Each gauge will be equipped with a transmitter and threshold contact, allowing the
reading of low-low level, low level, high level and high-high level.
An independent third servo-instrument for high-high level alarm only with trips will be provided in each
tank. The trip switches from this third instrument, along with the other two automatic gauges, will be
wired to the Safety Instrumented System (SIS) that is described in Section 13.10 of this Report.
This typical instrumentation is further described in technical specification 07902-TS-200-203 and 07902-
TS-200-204 provided in Appendix L.3.
13.6.8.5 Level, Temperature and Density (LTD) Monitoring

An independent LTD system monitor, with density difference alarm, will be installed in each tank. The
system will monitor the level versus temperature versus density profile. This device will be used to
monitor for liquid stratification and potential rollover situations. This typical instrumentation is further
described in technical specification 07902-TS-200-203 and 07902-TS-200-204 provided in Appendix
L.3.
13.6.8.6 Liquid Temperature Measurement

Two temperature assemblies will be installed in each tank to measure temperature of the tank internal
contents at predetermined elevations. These temperature signals will be transmitted to the control room
via the level system serial link. This typical instrumentation is further described in technical specification
07902-TS-200-203 and 07902-TS-200-204 provided in Appendix L.3.
13.6.9 Pressure and Vacuum Relief Systems

Each LNG tank has been designed to be ultimately protected against over- and under-pressure by the
provision of pressure and vacuum relief valves.
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13.6.9.1 Over-Pressure Protection

The Terminal design includes a BOG handling system that is designed to prevent the LNG storage tanks
from over-pressurizing. In the unlikely event that this system should fail to provide sufficient protection,
the ultimate over-pressure protection for each LNG tank is provided by diaphragm type, remote sensing
pilot operated relief valves. These valves relieve cold LNG vapor from the inner tank to atmosphere,
which ensures that cold gas is not drawn into the dome space in a relief event. However, discharge
through these relief valves to atmosphere is expected to occur only during emergency situations when all
other protective features of the terminal are insufficient to protect the tanks from over-pressurization. The
LNG storage tanks are full containment tanks with a high design pressure and a large vapor volume
capacity for the two tanks, which minimizes the potential for actuation of these relief valves.
Each 12-inch x 16-inch relief valve will have a capacity of approximately 220,000 lb/hr with respect to
the design pressure of the tank. The required relieving rate is dependent on a number of factors, but
sizing will be based on the NFPA 59A Section 7.8.5.3 (2006 edition) requirement that: The minimum
pressure relieving capacity in pounds per hour (kilograms per hour) shall not be less than 3 percent of full
tank contents in 24 hours. This corresponds to about 230,000 lb/hour. Therefore a minimum of two on-
line valves will be required to meet this requirement. Two on-line valves have been included within the
front end engineering design. NFPA 59A 7.8.4.B (2006 edition) requires: Pressure and vacuum relief
valves shall be installed on the LNG container to allow each relief valve to be isolated individually while
maintaining the required relieving capacity. Therefore, an additional spare valve is provided for each
tank to allow one valve to be taken out of service while maintaining two valves in service to provide the
required relieving capability. Accordingly, a total of three pressure relief valves are provided for each
LNG tank. Each valve is provided with an inlet isolation valve.
NFPA 59A Section 7.8.2 (2006 edition) requires: Relief valves shall communicate directly with the
atmosphere. Accordingly, each valve discharge is independently routed to atmosphere. Each relief
valve discharges to atmosphere at a safe location via its 16" vertical tailpipe. The concrete tank roof has
inherent passive fire protection, and the pipework and structures are passively fire protected.
To protect against the ingress of foreign matter, each tailpipe will be provided with a rain flapper to
protect against rain ingress and a small-bore piped low point drain will be provided. To protect against
snow and ice, each tailpipe will be provided with appropriate winterization. A monorail crane will be
positioned for relief valve service.
These valves are illustrated on the tank P&IDs 07902-PI-200-107-01/02 in Appendix U.4. A typical
arrangement of the relief valves and nozzles is illustrated on drawings 07902-DG-200-210 and 07902-
DG-200-236 included in Appendix L.2. Typical relief valves are positioned as illustrated on drawing
07902-DG-200-257 included in Appendix L.2.
13.6.9.2 Under-Pressure Protection

The Terminal design includes a BOG handling system that is designed to prevent the LNG storage tanks
from dropping below the design minimum tank pressure. In the unlikely event that this system should fail
to provide sufficient protection, the ultimate under-pressure protection is provided by weight-loaded,
pallet-type vacuum relief valves installed on each tank. These valves relieve from atmosphere to the
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dome space. This ensures, insofar as possible, that moist air is not drawn into the inner tank in a relief
event. When the relief valves lift, air is drawn into the tank dome space from the atmosphere. However,
lifting of these relief valves to atmosphere is expected to occur only during emergency situations when
all other protective features of the terminal are insufficient to protect the tanks from under-pressurization.
The large vapor volume combined for the two tanks minimize the potential for actuation of these relief
valves.
Each 12" valve will have a capacity of about 210,000 standard cubic feet per hour (scfh) of air with
respect to the design vacuum of the tank. The required relieving rate is dependent on a number of factors,
but the front end engineering design basis is 640,000 scfh of air. Therefore, a minimum of four on-line
valves will be required to meet this requirement. Four on-line valves have been included in the front end
engineering design. NFPA 59A Section 7.8.4.B (2006 edition) requires: Pressure and vacuum relief
valves shall be installed on the LNG container to allow each relief valve to be isolated individually while
maintaining required relieving capacity. Therefore, an additional spare valve is provided for each tank
to allow one valve to be taken out of service while maintaining three valves in service to provide the
required relieving capability. Accordingly, a total of five vacuum relief valves are provided for each tank.
Each valve is provided with a dedicated tank-side isolation valve. Valve inlets draw independently from
the atmosphere.
To protect against the ingress of foreign matter, the inlet will be provided with coarse screen; and to
protect against rain and snow ingress, a protective cowl will be provided. To protect against ice, the
valves may be provided with winterization. A monorail crane will be positioned for relief valve service.
These valves are illustrated the tank P&IDs 07902-PI-200-107-01/02 in Appendix U.4. A typical
arrangement of the relief valves and nozzles is illustrated on drawings 07902-DG-200-211 included in
Appendix L.2. Typical relief valves are positioned as illustrated on drawing 07902-DG-200-257 included
in Appendix L.2.
13.6.10 Fittings, Accessories, and Tank Piping

13.6.10.1 Roof Platform
The roof platform is sized to provide sufficient working space around the pump columns and piping.
Drawing 07902-DG-200-236 in Appendix L.2 illustrates a typical arrangement of the roof platform.
13.6.10.2 Cranes/Hoists
The pump handling system will consist of a hydraulic jib crane or a monorail-type hoist. Explosion proof
electric motors or pneumatic drives and components will be provided to meet hazardous rating
requirements. For further details on typical cranes and hoists, refer to drawing 07902-DG-200-224
13.6.10.3 In-tank Pump Columns

Three in-tank pump columns will be installed per tank. LP pumps will be installed in two of these
columns; the third column is a spare and will not have a pump installed at this time. The pump columns
will be provided with electrical seals, supports, instrumentation, piping, etc., for a complete system. The
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columns are designed to ASME pressure vessel codes, as they operate at higher pressures than the LNG
storage tanks. The arrangement of a typical pump column is illustrated on Drawing 07902-DG-200-227
13.6.10.4 Tank Internal Pipework

All LNG tank internal piping will enter the tank through the concrete outer tank roof. The tank internal
piping is illustrated on the P&IDs 07902-PI-200-107-01/02 included in Appendix U.4.
Typical roof connection details are illustrated on Drawings 07902-DG-200-205 and typical internal pipe
work details are illustrated on Drawings 07902-DG-200-202, 07902-DG-200-208, 07902-DG-200-209,
07902-DG-200-210, 07902-DG-200-211, 07902-DG-200-226 and 07902-DG-200-227. These drawings
are included in Appendix L.2.
13.6.10.5 Tank External Pipework and Supports

The LNG tank external piping is illustrated on P&IDs 07902-PI-200-107-01/03 included in Appendix
U.4.
All piping systems are designed in accordance with ASME B31.3 and NFPA 59A.
The pipes running down the vertical side of the tank wall will be supported from the top of the tank
structure and guided by supports along the vertical run in at least two elevations along the vertical wall.
The supports in the vertical section are attached directly to the tank wall; therefore no structure from
grade for these supports is required.
Imbedded and extended pipe supports installed on the LNG storage tanks will be insulated to protect the
support structure from exposure to cryogenic temperatures in the event of an LNG jet leak or spill.
The interconnecting rack will contain a pipe support strategically located to account for the
expansion/contraction of the pipework in the vertical leg and any estimated pipe movement due to
seismic-induced tank motion or settlement of the supporting structure.
13.6.10.6 Provisions for Tank Isolation

As illustrated on P&IDs 07902-PI-200-107-01/02 (included in Appendix U.4), LNG Storage Tanks T-
201A/B can each be isolated with an isolation system that has been designed in accordance with Section
17.0 of the Engineering Design Standard 07902-TS-000-001 (included in Appendix C.1 of Resource
Report 13).
In accordance with the above referenced Engineering Design Standard, all efforts have been made in the
proposed design to minimize the use of flanges in cryogenic piping. The use of flanges for isolation
purposes shall be further considered during detailed engineering design.
13.6.11 Stairways and Platforms

13.6.11.1 Access to Platform and Roof
Platforms will be provided on the LNG tank roof for access to the pump columns, nozzles and
instrumentation.
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A stairway with intermediate landings attached to the outer tank will be provided for access to the roof
platform for the LP Pumps and instrumentation. A staircase with galvanized steel handrails will be
provided to provide access from the LP Pump platform to the tank roof.
An emergency escape ladder will also be provided opposite the main roof platform and will be accessible
via a walkway equipped with handrails. The emergency escape ladder will be of the caged ladder type
with side stepping platforms. It will be attached to and supported by the outer concrete tank.
Typical arrangements of the stairways and ladder are illustrated on drawings 07902-DG-200-238 and
07902-DG-200-240, included in Appendix L.2.
13.6.11.2 Internal Tank Ladder

Internal LNG tank access will be provided through roof man-ways. A stairway will be provided to the
inner tank bottom.
Typical LNG tank access details are illustrated on drawing 07902-DG-200-239 included in Appendix
L.2.
13.6.11.3 Walkways and Handrails

Handrails for exterior stairways and platforms will be galvanized.
13.6.12 Cryogenic Spill Protection

Spill protection of the LNG tank roof is designed to comply with the requirements of NFPA 59A. To
avoid spills, the number of flanges used on the tank top will be minimized. Should a spill occur, gas
detectors located on the tank will trigger an alarm and the emergency shutdown system will be activated,
either automatically or manually, to shut off the flow of LNG.
A reinforced concrete bund beneath the tank top platform will be provided to ensure that discharge is
controlled and directed to a spillage down-pipe. This down-pipe directs the spill to the base of the tank,
where the spill is discharged into a reinforced concrete channel and directed away from the tank into a
spill containment trough. Drawing 07902-DG-200-235 in Appendix L.2 illustrates plan and elevation
views of a typical tank top platform spill containment and down-pipe arrangement.
The tank top protection will extend to the edge of the roof dome. Any structural carbon steel on the roof
will be protected from potential spills.
13.6.13 Anchorage
The concrete outer tank wall and base connection is monolithic and does not require anchors.
Since the seismic isolators will reduce the forces to the inner tank, anchor straps will not be necessary for
the inner tank.
13.6.14 Painting
Carbon steel stairs, platforms and pipe supports will be galvanized. Stainless steel, aluminum and
galvanized surfaces will not be painted.
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13.6.15 Tank Lighting and Convenience Receptacles

General LNG tank lighting systems will be provided. Lighting levels will be as defined per Illuminating
Engineering Society of North America (IESNA) recommendation.
Emergency escape lighting will be provided using self-contained battery fittings.
A dual aircraft warning light will be provided at the highest point on each LNG tank if required in
accordance with Federal Aviation Administration (FAA) directives. Outdoor convenience receptacles
will be provided at the tank, with a minimum of two at the top platform.
The electrical system is designed in accordance with the National Electrical Code (NEC). Drawing
07902-DG-200-229 provides a typical lightning protection for a full containment tank.
13.6.16 Electrical Grounding

The LNG tanks will be provided with a grounding system. The grounding grid will consist of stranded
copper wire. Grounding electrodes will be spaced such that the overall grounding resistance does not
exceed 10 Ohms.
13.6.17 Welding
LNG tank welding procedure qualifications and welder qualifications will be in accordance with ASME
Section IX C13. The guidelines of API 620 Appendix Q will be followed for the quantity of tests. Test
plates will be welded on a test stand.
Visual inspection will be performed in accordance with API 620.
The shell plate to annular plate joint will be smoothly finished to avoid undercuts and overlaps, provided
that any undercut will be within the tolerances allowed by API 620.
13.6.18 Testing and Inspection

Testing and inspection of the welding, completed work and the completed structure will be performed
under the direct supervision of a qualified welding supervisor inspector. Both visual inspection and
radiographic inspection will be used. An inspection and quality assurance procedure applicable to LNG
tanks will be used.
13.6.18.1 Alloy Verification

All alloy material used in the construction of the inner and outer tanks will be subject to alloy
verification. All alloy material external to the tank and in cryogenic service will be subject to alloy
verification.
Alloy verification will be performed in accordance with specifications. Technical specification 07902-
TS-200-202, included in Appendix L.5 summarizes typical requirements.
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13.6.18.2 Radiography
The radiographic techniques and acceptance criteria will be in accordance with API 620. The extent of
radiography will be in accordance with API 620 and NFPA 59A Section 4.2.1 (2001 edition). The
radiographic test may be substituted with the ultrasonic test in accordance with API 620 Appendix U.
13.6.18.3 Liquid Penetrant Examination

Liquid penetrant examination will be performed in accordance with API 620, with the exception that the
water-washable method may be used.
13.6.18.4 Vacuum Box Testing

Vacuum box testing will be carried out in accordance with API 620.
13.6.18.5 Hydrotesting of Inner Tank

The LNG storage tanks will be hydrostatically and pneumatically tested in compliance with the
applicable codes that govern the tank design. Hydrotesting will be performed on the inner container of
each LNG storage tank. Hydrostatic testing of the inner containment will be in accordance with API 620
Appendix Q.8 (partial hydrotest).
The inner containers will be made of nine percent nickel. Hydrotest water will be filtered to prevent the
ingress of coarse materials. The test water will be sampled and tested for compliance with API 620,
Section Q.8.3 requirements for test water quality prior to use. In addition to the API 620 requirements,
the test water will meet the following requirements.
pH: between 6 and 8;
The electric conduction ratio: below 500s/cm @ 25C;
Chloride content (Cl): below 500ppm;
Water soluble sulphate content: below 200ppm;
Iron content (Fe) targeted: below 1.0ppm;
Ammonium ion content (NH4+): nearly 0 ppm; and
The chemical oxygen demand of the test water (CODMn): below approx. 15ppm.
Approximately 28 million gallons of water per tank will be required to perform the test. The hydrostatic
test water is proposed for diversion from the Lower Skipanon River through a large-diameter intake pipe
equipped with a fish screen designed to comply with National Marine Fisheries Service (NMFS) and
ODFW fish screen design requirements to prevent the uptake of juvenile salmon species. The water will
be treated using a mobile RO treatment facility to improve the water quality prior to introduction into the
LNG storage tanks. The intake facilities will be designed to function properly through the full range of
hydraulic conditions and will account for debris and sedimentation conditions that may occur. Intake
velocities are expected to be approximately 600 gpm resulting in a fish screen of approximately three
square feet in area if an active pump is used, and six square feet in area if a passive pump is used. A
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Limited Water Use License will be required for withdrawal of the hydrostatic test water, and Oregon
LNG will work with the Oregon Department of Water Resources (ODWR), ODFW, and other interested
agencies to design the appropriate hydrostatic water diversion during the Limited Water Use License
application process.
Upon completion of hydrostatic testing of the first LNG storage tank, the test water will be transferred to
the second tank for hydrotesting so that no additional water is required. The pumping rate between tanks
is expected to be 4,200 gpm.
As extraction of the water is taking place through the RO system, two water streams will be produced,
permeate and concentrate waters. The permeate water will be used for the hydrostatic testing of the tanks,
and it will constitute approximately 80 percent of the volume of water passed through the RO system.
The concentrate water will be discharged back into the lower Skipanon River, and it will constitute
approximately 20 percent of volume of water passed through the RO system. The concentrate water will
have approximately five times the salinity of the source water, and the permeate water will be salt-free
for use in the hydrostatic testing of the tanks. The concentrate water will be discharged back to the
Skipanon River at the same location from where it was withdrawn, at a rate of 120 gpm. Once hydrostatic
testing of the second tank is completed, the permeate water will be drained into the Skipanon River via
the submerged intake structure. The hydrostatic test water will be discharged in accordance with the
FERC Procedures and state and Federal requirements for discharge. Water extraction from, and discharge
to, the Skipanon River will not cause any measurable changes in river flow, stage, or water quality.
Each tank will be equipped with a settlement monitoring system to measure and record inner and outer
tank movements during hydrotest. The settlement monitoring system consists of survey/reference points
equally spaced around the tank and will be capable of measuring differential settlement between inner
and outer tanks. During hydrotest, settlements, rotation and base slab tilting will be monitored at
approximately each 16.4-foot increment of water fill height. Measurements will also be recorded when
the tank is emptied.
The LNG storage tank construction schedule will be developed such that water used to hydrotest the first
storage tank may be reused to test the second tank. After each tank hydrotest, the test water will be
pumped out of the tank, tested, treated (if necessary) and discharged to the river in a location and manner
in accordance with applicable permits and regulations.
Following hydrotesting, the inner tank inside wall, floor and internal structures will be rinsed with fresh
water. Typical rinse water flow rate is about 3-5 gpm. The rinse water will be pumped out of the tank and
discharged to the river in a location and manner in accordance with applicable permits and regulations.
The quantity of rinse water to be discharged is approximately 7,200-12,000 gallons for each tank.
Detailed procedures for rinse and final drying of the tanks will be prepared and implemented.
13.6.18.6 Pressure and Vacuum Testing

A pneumatic test of the outer containment will be performed in accordance with API 620 Appendix Q.8.
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Oregon LNG Terminal
13.6.18.7 Settlement Monitoring

A settlement monitoring system will be provided to measure and record inner and outer tank movements
during construction and hydrotest.
A minimum of 16 survey/reference points will be equally spaced around the outer edge of the base slab.
In addition, settlement of the inner tank will be monitored at the same reference points used for the base
slab/outer tank. Measurement will be made from the inner tank annular plate. Also a reference point will
be established on the outer tank wall to measure differential settlement between inner and outer tanks.
Differential settlement and tilting of the base slab will be monitored and recorded.
During hydrotest, settlements, rotation and base slab tilting will be monitored at approximately each 16.4
foot increment of water fill height. Measurements will also be recorded when the tank is emptied. During
construction, the settlement of the base slab and inner tank will be monitored on a weekly basis.
Refer to specification 07902-TS-200-205 included in Appendix L.4 for a description of a typical

settlement monitoring system.
13.6.18.8 Translation and Rotation Movement Indicators

Refer to drawing 07902-DG-200-243 in Appendix L.2 for details of typical movement indicators
provided for the inner tank.
13.6.19 Procedures for Monitoring and Remediating Stratification

An LNG Storage Tank Rollover Assessment (07902-TS-200-206) has been prepared and included in
Appendix L.9. This document summarizes design and procedural provisions to avoid, monitor and
remediate stratification, these provisions include:
Each LNG tank will be equipped with density monitoring instrumentation to indicate
stratification and potential rollover problems to allow early operator action.
The LNG storage tanks will be capable of top or bottom filling from an LNG ship to avoid
stratification.
Provision is made to circulate the stored product so that if stratification begins to develop, the
tank contents can be thoroughly mixed. This will involve pumping LNG from the bottom of the
tank and returning it to either the top or the bottom as needed.
13.6.20 Tank Secondary Bottom and Corner Protection

Each LNG tank will be equipped with a typical nine percent nickel steel secondary bottom and corner
protection system. Drawing 07902-DG-200-204 included in Appendix L.2 illustrates a typical
arrangement for this corner protection.
13.6.21 Drawings
The following LNG storage tank general arrangement and construction drawings are included in
Appendix L.2.
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3
07902-DG-200-201 General Arrangement of 160,000 M Full Containment LNG Storage Tank
07902-DG-200-202 Typical Detail at Top of Bottom Fill Column Including Heat-break
07902-DG-200-204 Typical Details of 9%Ni Bottom Corner Protection
07902-DG-200-205 Typical Details of Heat-break and non-heat break Roof Nozzle
07902-DG-200-208 Typical Detail of Top Inlet Nozzle Termination
07902-DG-200-209 Typical Details of Cooldown Ring
07902-DG-200-210 Typical Pressure Relief Assembly
07902-DG-200-211 Typical Vacuum Relief Assembly
07902-DG-200-212 Typical Details of Suspended Deck Vents
07902-DG-200-215 Typical Shell Insulation Details
07902-DG-200-216 Top Corner Insulation Typical Details
07902-DG-200-217 Typical Details of Bottom Corner Insulation
07902-DG-200-219 Typical Outer Tank Wall Embedment Details (Vapor Barrier)
07902-DG-200-220 Typical Outer Tank Wall Liner Plating Details (Vapor Barrier)
07902-DG-200-222 Pump Platform Typical Piping Arrangement
07902-DG-200-223 General Arrangement of Typical Piperack to Outer Concrete Tank Wall
07902-DG-200-224 Typical Arrangement of in Tank Pump Hoist
07902-DG-200-225 Typical Access Through Suspended Deck
07902-DG-200-226 Typical Detail of Inter Purge Pipe
07902-DG-200-227 Typical Pump Column Arrangement
07902-DG-200-228 Arrangement and Details of 36" Manway and 52" Manway
07902-DG-200-229 Typical Lightning Protection Details
07902-DG-200-230 Arrangement of Outer Concrete Tank of LNG Storage Tank
07902-DG-200-231 Sectional Plans and Buttress Details
07902-DG-200-232 Typical Wall Post Tensioning Details Sheet 1 Quadrant 1
07902-DG-200-233 Typical Wall Post Tensioning Details Sheet 2
07902-DG-200-234 Temporary Access Opening Typical Diagrammatic and Explanatory
07902-DG-200-235 General Arrangement of Tank Roof Spill Collection Area
07902-DG-200-236 General Arrangement of Roof Platforms
07902-DG-200-237 General Arrangement of Suspended Deck
07902-DG-200-238 General Arrangement of External Stairway
07902-DG-200-239 General Arrangement of Internal Ladders
07902-DG-200-240 General Arrangement of External Ladder
07902-DG-200-241 General Arrangement of Internal Suspended Deck Access Platform
07902-DG-200-243 Typical Arrangement of Inner Tank Horizontal Movement Monitoring
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Nozzle
07902-DG-200-245 Tank Foundation Detail Drawing for Cathodic Protection
07902-DG-200-247 Typical Cooldown Detection RTD Blocks on Inner Tank
07902-DG-200-251 Tank Foundation
07902-DG-200-257 Tank Roof Nozzle Layout
07902-DG-200-258 Tank Roof Structure Support Plinths
07902-DG-200-259 Typical Upper Slab Circumferential Post Tensioning Details
13.7 Utilities
13.7.1 Instrument Air
The Instrument Air System will supply dry, compressed air to pneumatic valves, cabinet purges, and
utility hose drops in the Terminal. Specifically, the Instrument Air System will be used for valve
operation and cabinet purging
13.7.1.1 Basis of Design

The Instrument Air and Service Air Systems Utility Flow Diagram 07902-PF-940-341 included in
Appendix U.2 provides details of the design flow rates, pressures and densities of the Instrument and
Service Air Systems.
Operating conditions for the Instrument Air System are as follows:
Air discharge pressure (after receiver): 135 psig;
Maximum instrument air operating pressure: 135 psig; and
Minimum instrument air operating pressure: 80 psig.
Air consumption for pneumatic valves is based on typical consumption rates for control valves (1 scfm),
on/off valves (0.08 scfm), an estimated number of valves in the Terminal, and an assumed ratio of control
valves to on/off valves. The system is designed with a margin on pneumatic valve air consumption to
account for high short term usage of valves.
Total instrument air consumption will be verified during the detailed design engineering phase of the
Project.
13.7.1.2 Equipment Description

The Plant Air System will provide flow to the Instrument Air System and the Service Air System, which
will be distributed throughout the Terminal areas. The Air System will consist of the following
equipment:
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Oregon LNG Terminal
Air Compressor Package (C-941A/B/C)
Three 50 percent electric motor-driven Air Compressor packages will be installed. Each 50 percent
compressor will provide oil-free air at a design rate of 1,200 scfm (for a total design flow rate of 2,400
scfm) and a maximum allowable working pressure of 150 psig. Each package consists of a compressor
with an electric motor driver, a knockout drum, an inlet filter, an inter-cooler if required, an after-cooler,
and control instrumentation systems. When the system air pressure falls below a predetermined set-point
pressure, the standby compressor will automatically start.
Air Dryer Packages (L-942A/B)
Two 100 percent Air Dryer packages, each with a capacity of 2,400 scfm, will be installed. The Air
Dryers will be supplied by air from the upstream compressors. The Air Dryers will supply the design
instrument air and service air demands at a dew point of 40F or lower. The Dryers will be of the heat-
less type and will be equipped with inlet and outlet filters. The maximum allowable pressure drop
through the dryer package is 15 psig at the design air supply rate. The Air Dryers will feed the Instrument
Air Receiver (D-943).
Instrument Air Receiver (D-943)
An Instrument Air Receiver with a volume of 3,685 ft will be provided at the outlet of the dryers. The
vessel is sized so that instrument air can be supplied to the critical users during a system malfunction.
The instrument air volume is sufficient for five minutes when the minimum normal operating pressure
falls from 105 psig to 80 psig. Upon indication of low air pressure in the Instrument Air System, flow to
the Service Air System is isolated by valve HV-955, signaled from interlock I-945.
The Instrument Air System is illustrated on P&IDs 07902-PI-940-341 and 07902-PI-940-342 included in
Appendix U.4.
13.7.2 Service Air

Service air will be used within the Terminal to provide motive power for pneumatic tools and equipment
that may be used during maintenance activities - on site. Also, since the Service Air System will be oil
free, pneumatic tools and equipment will need to be fitted with lubricators as required.

The Instrument Air and Service Air Systems Utility Flow Diagram 07902-PF-940-341 included in
Appendix U.2 provides details of the design flow rates, pressures and densities of the Service Air
System.
Operating conditions for the Service Air System include:
Service air discharge pressure (after receiver): 135 psig.
Since utility stations are not in continuous use, it is assumed that not more than one 2-inch pneumatic
grinder and one pneumatic impact wrench is in operation at the same time. The Service Air System flow
rate is designed to provide 547 scfm to service these tools.
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Oregon LNG Terminal
Total service air consumption will be verified during the detailed design engineering phase of the Project.

Service Air will be supplied by Air Compressors C-941A/B/C. Service air will be available at utility
stations located throughout the Terminal. The actual quantity and location of utility stations will be
determined during the detailed design engineering phase.
The Service Air System is illustrated on P&IDs 07902-PI-940-341 and 07902-PI-940-343 included in
Appendix U.4.
13.7.3 Nitrogen
Gaseous nitrogen will be used within the Terminal for normal operations, preparing equipment for
maintenance, and returning equipment back to service after maintenance. Nitrogen will be used to supply
compressor seals with purge gas, purge air from the system after maintenance, and prevent
concentrations of hydrocarbon vapors from reaching the lower flammability limit.

The total nitrogen design consumption for the Terminal is 2,185 scfm. The total continuous consumption
is 309 scfm. This usage is based on the following consumers and is also detailed in the Nitrogen System
Utility Flow Diagram 07902-PF-960-361 included in Appendix U.2.
Loading and Vapor Return Arms (L-101A/B/C and L-102)
Nitrogen will be provided for purging of the Loading and Vapor Return Arms before, during and after
loading. Purging with nitrogen is also necessary when the Terminal is in regasification mode, which
involves unloading arm operation.
Prior to loading, nitrogen is used to purge the arms to remove air pockets between the LNG Carrier and
the loading arms. This ensures the natural gas concentration in the arms is below the lower flammability
limit. During loading, nitrogen is used to purge the swivel joints in the Loading and Vapor Return Arms.
At the completion of loading, a nitrogen purge is used to force residual LNG into the loading header and
the LNG Carrier. The same purging requirements exist when the Terminal is in regasification mode.
Loading Platform Nitrogen Receiver (D-963)
The Loading Platform Nitrogen Receiver D-963 will be used to provide nitrogen for a possible surge
during arm purges and arm swivel joint purge requirements. The drum has a capacity of 150 ft3 with an
operating pressure of 110 psig.
LP Pumps (P-202AA/AB/BA/BB)
Gaseous nitrogen will be used to maintain a positive pressure nitrogen seal and sweep on the in-tank Low
Pressure LNG Sendout Pumps. Nitrogen is also required for purging the pump columns when the in-tank
LP LNG Sendout Pumps are to be removed for maintenance.
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BOG Compressors (C-205A/B/C)
The BOG Compressors require a small, continuous flow of nitrogen for the compressor distance piece,
between the crank case and cylinder.
Propane Compressors (C-2601A/B)
The Propane Compressors require a continuous flow of nitrogen for the compressor seals.
LP MR Compressors (C-2631A/B)
The LP MR Compressors require a continuous flow of nitrogen for the compressor seals.
MP/HP MR Compressors (C-2634A/B)
The MP/HP MR Compressors require a continuous flow of nitrogen for the compressor seals.
HP LNG Sendout Pumps (P-301A/B/C)
Similar to the LP Pumps, nitrogen will be used to maintain a positive nitrogen seal in the HP Pumps.
Nitrogen will also be used to purge the HP pump housings when the pumps are to be removed for
maintenance.
LP Discretionary Flare (L-210)
Nitrogen will be provided to continuously sweep the discretionary flare stack to prevent air entry.
Utility Stations
Nitrogen will be available at utility stations located throughout the Terminal. The actual quantity and
location of the utility stations and drops will be determined during detailed engineering design.
HTF Surge Drum (D-403)
Nitrogen will be supplied to maintain backpressure in the HTF Surge Drum during HTF system
temperature swings.
Pretreatment Facilities (Train A and B)
The pretreatment area requires nitrogen for various purges, tank blanketing, and utility service stations
located throughout the two pretreatment trains. The number and location of utilities drops will be
determined during detailed engineering design.
Other Uses
Components that contain LNG or natural gas have nitrogen connections to allow for purging these
components for maintenance or for return to service following maintenance. These components are
supplied with nitrogen from local utility stations via hoses. Other minor uses of nitrogen include warming
of LNG in liquid samplers, laboratory use, and maintenance building use.
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The nitrogen system will consist of:
2 liquid nitrogen storage drums;
A dedicated small ambient air vaporizer for each drum to maintain drum pressure; and
2 x 100 percent vaporizers (1 operating, 1 standby) for supply of gaseous nitrogen to meet the
nitrogen demand.
The nitrogen drums and vaporizers will be skid-mounted and prefabricated in a vendor package. The
equipment selected will be based on the storage and vaporization requirements of the Terminal. The
vendor will supply the necessary rupture disks, pressure relief devices, instrumentation, and valves.
Pressure will be maintained in the tank via a small ambient air vaporizer loop (pressure building coil).
The vendor package will also include 2 x 100 percent capacity vaporizers (1 operating, 1 standby) which
will vaporize sufficient nitrogen flow to supply gaseous nitrogen to the distribution network on demand.
The spare vaporizer allows for one vaporizer to be isolated for maintenance. Pressure regulators, PCV-
962A and PCV-962B, control the nitrogen supply pressure to the distribution header.
Temperature indicators at the vaporizer outlet will be used to ensure that cryogenic nitrogen is not
present in the downstream system. Additional safety systems are included in the design to prevent the
potential hazard of cold nitrogen flowing into the distribution network or through the vent to atmosphere.
For addition information on the nitrogen equipment and mixed refrigerant makeup requirements, refer to
Section 13.5.4.1.
Nitrogen system P&IDs 07902-PI-960-361, 07902-PI-960-362, and 07902-PI-960-363 are included in

Appendix U.4.
13.7.4 Potable Water

Potable water will be used for domestic use and safety showers at the Terminal. It will also be used as a
portion of the makeup required for the cooling water system. Use as makeup will only occur when the
City of Warrenton has an excess supply of potable water. During the summer, it is expected that no
excess potable water will be available for makeup. See section 13.1.16.4 for a description of potable
water use as makeup to the cooling water system.

Potable Water System Utility Flow Diagram 07902-PF-920-321 included in Appendix U.2 includes
details of the design flow rates, pressures and temperatures of the Potable Water System.
A summary of the Potable Water System design parameters for use in the cooling water system is also
illustrated on Terminal Water Balance 07902-PF-900-300 that is included in Appendix U.2.
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Oregon LNG Terminal

Potable water from the City of Warrenton water system is provided via a10-inch diameter potable water
pipeline that is connected to an existing 18-inch diameter water main located at the intersection of North
Main Avenue and NE 5th Street. According to the City of Warrenton, the supply pressure in the water
main at a location approximately 1.25 miles from the Project site, averages 90 psig (the elevation
difference between this location and the site is minimal). The City of Warrenton guarantees the supply
pressure will be greater than the state minimum of 20 psig.
The Potable Water System is illustrated on P&ID 07902-PI-920-321, which is included in Appendix U.4.
13.7.5 Service Water

Service water will be used for non-potable uses such as maintenance activities via utility drops installed
at the Terminal.

Service Water System Utility Flow Diagram 07902-PF-930-331 included in Appendix U.2 includes
details of the design flow rates, pressures and temperatures of the Service Water System.

Service water will be drawn from a standpipe located in the Terminals Fire Water Tank (T-601) and will
be pumped to the Terminals buildings, process areas and other areas that require service water. The
service water system at the Terminal consists of:
Storage capacity located above the standpipe elevation in the Firewater Tank T-601;
2 x 100 percent, Service Water Pumps (P-926A/B) operating at 160 feet differential head and 60
gpm; and
1 x 100 percent, 300 gallon (working volume) Service Water Hydrostatic Drum (D-927)
operating at 80 psig. The drum will maintain service water distribution piping pressure between
operational cycles of the service water pumps
The Service Water System is illustrated on P&ID 07902-PI-930-331, which is included in Appendix U.4.
13.7.6 Storm Water

The Storm Water System consists of the following streams:
Storm water from curbed process areas,
Storm water from the LNG Spill Containment Basins,
Storm water from the Propane Swale, and
Storm water from sumps inside the berm surrounding the LNG tanks; and
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Oregon LNG Terminal

The report entitled Rainfall Design Basis (07902-CA-900-301) included in Appendix C.4 details the
assumptions used in designing the storm water collection and removal systems.
Storm water that falls within the LNG storage tank area will be collected in sumps. Storm water that falls
in curbed process areas will drain to the LNG spill containment basins. Sump pumps in the LNG spill
containment basins, propane swale and tank area berm will be used to pump the storm water to the Oily
Water Separator L-970.
After treatment, the storm water will normally be used as makeup to the cooling water system. If there is
more storm water than can be used for makeup, the excess will be discharged to the City of Warrenton
POTW outfall.
The Storm Water System Utility Flow Diagram 07902-PF-970-371 included in Appendix U.2 includes
details of the design flow rates, pressures and temperatures of the system.

The Storm Water System consists of the following equipment:
LNG Spill Containment Basins
The LNG spill containment basins collect all storm water falling directly into the containment system, as
well as any storm water collected into process areas that drain directly into it. These process areas
include all LNG spill containment troughs under LNG-conveying pipe racks (including racks extending
from the unloading platform to the shore line), curbed LNG and refrigerant process areas and the top of
the LNG storage tanks (parts of which also drain to the LNG spill containment system via drain pipes
from the tank tops which feed into troughs). Except for these areas, the site is graded such that no other
rain water will fall into this basin.
LNG Spill Containment Basin Pumps
The LNG spill containment basin sump pumps pump water out of the spill containment basins into the
Oily Water Separator L-970. The NFPA code requires that these sump pumps must remove 25 percent of
the rainfall from a 10-year, one-hour storm, which for Oregon LNG is 0.9 inches per hour. Each of the
basin pumps is sized to remove 100% of the NFPA 59A required storm water removal flow. The capacity
of the LNG spill containment basin sump pumps are illustrated in 07902-PF-970-371 included in
Appendix U.2.
Propane Swale and Pumps
The propane swale will collect all storm water falling directly into the area, as well as any storm water
collected in the propane and NGL storage areas that drain directly into it. The propane process area is
also graded to drain into the swale area. Except for these areas, the site is graded such that no other rain
water will fall into this basin. The propane swale pumps pump water out of the swale into the Oily Water
Separator L-970. The swale has two 100% sump pumps which pump collected storm water out of the
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Oregon LNG Terminal
area and into the L-970 Oily Water Separator. The capacity of the propane swale sump pumps are
illustrated in 07902-PF-970-371 included in Appendix U.2.
Oily Water Separator L-970
This is a 1 x 100 percent system sized to handle storm water at 6,000 gpm. The discharged water from
this system flows to the City of Warrenton POTW outfall.
Tank Berm Area Sumps and Sump Pumps
The tank area is surrounded by a berm and has two sumps to collect storm water. Each sump has two
100% sump pumps which pump collected storm water over the berm and into the L-970 Oily Water
Separator. The capacity of the pumps and design information for the sump pumps is illustrated on Utility
Flow Diagram 07902-PF-970-371 in Appendix U.2.
The Storm Water System is illustrated on P&IDs 07902-PI-970-371 and 07902-PI-970-372, which are
13.7.7 Wastewater
The Wastewater System consists of the following streams:
Oily waste from compressor buildings;
Oily waste from the Auxiliary Building; and
Sanitary waste.
Wastewater from treatment of cooling water makeup and operation of the cooling towers.

Oily waste demands from the above buildings are expected to be infrequent and small in volume. A sump
will be provided in each building, along with an installed sump pump for oily water collection and
removal. When the sumps fill with oily water, the pumps will be manually started and the wastes
collected locally.
The sanitary waste capacity is considered to be equal to the potable water demand, which is illustrated on
Utility Flow Diagram 07902-PF-920-321 included in Appendix U.2. Sanitary wastes will be transferred
to the City of Warrenton municipal water treatment system using a sanitary lift station.
13.8 Equipment Data

13.8.1 Equipment List with Design Conditions
Equipment List 07902-LI-000-002 summarizing the major process and utility equipment and applicable
design conditions that will be installed at the Terminal is included in Appendix M.1.
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Oregon LNG Terminal
13.8.2 Equipment Data

13.8.2.1 Equipment Data Sheets
Data sheets for the following process equipment are included in Appendix M.3.

07902-DS-100-101 LNG Arm
07902-DS-100-102 Vapor Return Arm
07902-DS-200-201 LNG Storage Tank
07902-DS-200-202 Low Pressure Pump
07902-DS-200-203 BOG Drum
07902-DS-200-205 BOG Compressor
07902-DS-200-208 HP Pump Drum
07902-DS-200-210 Flare Stack
07902-DS-200-211 Low Point Drain Drum
07902-DS-200-213 Fuel Gas Heater
07902-DS-300-301 High Pressure Pump
07902-DS-300-302 LNG Vaporizer
07902-DS-400-401 Fired Heaters
07902-DS-600-601 Firewater Storage Tank
07902-DS-600-602 Electric Firewater Pump
07902-DS-600-603 Diesel Firewater Pump
07902-DS-600-604 Jockey Pump
07902-DS-600-605 Deluge Fire Pump
07902-DS-600-611-01 Heat Detector Indoor
07902-DS-600-611-02 Heat Detector Outdoor
07902-DS-600-612-01 Smoke Detector
07902-DS-600-612-02 High Sensitivity Smoke Detector
07902-DS-600-613 Low Temperature Detector
07902-DS-600-614-02 Combustible Gas Detector- Spot Type
07902-DS-600-615-01 Flame Detector Indoor
07902-DS-600-615-02 Flame Detector Outdoor
07902-DS-600-616 High Temperature Detector
07902-DS-600-617 Carbon Dioxide Detector
07902-DS-600-618 Hydrogen Sulfide Detector
07902-DS-960-961 Liquid Nitrogen Drum
07902-DS-960-962 Liquid Nitrogen Vaporizers
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07902-DS-2000-2001 HHP Propane Feed Gas Cooler
07902-DS-2000-2002 HP Propane Feed Gas Cooler
07902-DS-2000-2003 MP Propane Feed Gas Cooler
07902-DS-2000-2004 LP Propane Feed Gas Cooler
07902-DS-2000-2005 Scrub Column
07902-DS-2000-2006 Scrub Column Reboiler
07902-DS-2000-2007 Scrub Column Condensate Cooler
07902-DS-2000-2008 Scrub Column Overhead Separator
07902-DS-2000-2010 Main Cryogenic Heat Exchanger
07902-DS-2000-2014 LNG Expander
07902-DS-2000-2011 MCHE Start-Up Drum
07902-DS-2000-2012 Defrost Gas Heater
07902-DS-2000-2014 LNG Expander
07902-DS-2000-2601 Propane Compressor
07902-DS-2000-2602 Propane Desuperheater
07902-DS-2000-2603 Propane Condenser
07902-DS-2000-2604 Propane Accumulator
07902-DS-2000-2607 Propane Subcooler
07902-DS-2000-2611 LP Propane Drum
07902-DS-2000-2612 MP Propane Drum
07902-DS-2000-2613 HP Propane Drum
07902-DS-2000-2614 HHP Propane Drum
07902-DS-2000-2615 Propane Collection Drum
07902-DS-2000-2621 HHP Propane MR Cooler
07902-DS-2000-2622 HP Propane MR Cooler
07902-DS-2000-2623 MP Propane MR Cooler
07902-DS-2000-2624 LP Propane MR Cooler
07902-DS-2000-2627 HP MR Compressor
07902-DS-2000-2628 MR Expander
07902-DS-2000-2630 LP MR Drum
07902-DS-2000-2631 LP MR Compressor
07902-DS-2000-2632 LP MR Compressor Intercooler
07902-DS-2000-2633 MP MR Drum
07902-DS-2000-2634 MP/HP MR Compressor
07902-DS-2000-2635 MP MR Compressor Intercooler
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07902-DS-2000-2636 HP MR Drum
07902-DS-2000-2638 HP MR Compressor Aftercooler
07902-DS-4000-4501 Cold Flare KO Drum
07902-DS-4000-4551 Warm Flare KO Drum
07902-DS-4000-4100 Propane Storage Drum
07902-DS-4000-4200 Ethane Storage Drum
07902-DS-4000-4201 Ethane Vaporizer
07902-DS-4000-4400 NGL Storage Drum
07902-DS-4000-4551 Wet Gas Flare Knockout Drum
07902-DS-4000-4600 Cooling Tower
07902-DS-4000-4601 Cooling Water Pump
P-1217AA/AB/BA/BB Amine Circulation Pump
P-1611A/B High Temperature Heat Medium Pump
P-1613AA/AB/BA/BB Low Temperature Heat Medium Pump
C-1408A/B Regen Gas Compressor
D-1101 Inlet Separator
D-1202A/B Amine Contactor
D-1203A/B Amine Flash Drum
D-1208A/B Amine Stripper
D-1210A/B Amine Stripper Reflux Drum
D-1213A/B Amine Surge Drum
D-1219A/B Amine Contactor Overhead Separator
D-1401A/B Dehydrator Pre-Filters
D-1402A - J Dehydrators 1-10
D-1405A/B Regen Gas Dust Filters
D-1407 Regen Gas Separator
D-1501A - L Hg Removal Beds 1-12
D-1502A/B Dry Gas Filters
D-1503A/B Dry Gas Polishing Filters
D-1608A/B Low Temperature Heat Medium Expansion Drum
D-1610 High Temperature Heat Medium Expansion Drum
E-1207A/B Lean-Rich Exchanger
E-1209A/B Amine Stripper Condenser
E-1212A/B Amine Stripper Reboiler
E-1216A/B Amine Cooler
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Oregon LNG Terminal

E-1218A/B Amine Contactor Overhead Cooler
E-1404 Regen Gas Heater Exchanger
E-1406 Regen Gas Cooler
H-1605A/B Fired Heater Low Temperature Heat Medium
H-1607 Fired Heater High Temperature Heat Medium
P-1211AA/AB/BA/BB Amine Stripper Reflux Pump
P-1214AA/AB/BA/BB Amine Booster Pump
13.8.2.2 Equipment Vendor Data

Table 13.8.2.2 lists the manufacturers vendor packages included in Appendix M.4 for major process
equipment.
Vendor information for the LNG Storage Tanks T-201A/B is included in Appendix L of this Report.

07902-VP-100-101 LNG Marine Arms
07902-VP-200-202 LNG Pumps
07902-VP-200-205 BOG Compressor
07902-VP-300-302 LNG Vaporizers
07902-VP-400-401 HTF Fired Heater
07902-VP-2000-2010 MCHE
07902-VP-2000-2601 Propane & MR Compressors
07902-VP-2000-2628 LNG & MR Expanders
07902-VP-4000-4600 Cooling Tower
13.9 Instrumentation
The following describes the basic instrumentation and control system philosophy for the Terminal. The
systems described are generic and final equipment designs and selection will be made during the detailed
engineering and EPC phases.
13.9.1 Description of Control System

The Terminal will be highly automated.
A Plant Control and Monitoring System (PCMS) provides control of the Terminal. The PCMS consists
of field instrumentation and a number of microprocessor based sub-systems located in control centers
throughout the Terminal. Primary operator interfaces are located in the Main Control Room (MCR) and
at the Platform Control Room (PCR). The PCMS provides the Terminal personnel with user-friendly
information displays, monitoring, processing and automatic and manual control of the processes.
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The subsystems making up the PCMS include the Distributed Control System (DCS), Safety
Instrumented System (SIS), Hazard Detection and Mitigation System (HDMS), Analyzer System, Gas
Metering System, LNG Tank Gauging System, Vibration Monitoring System and Marine Instrumentation
System.
The DCS includes a Supervisory Station that will be located in the MCR and will access (Read Only)
process monitoring and alarm data. The Supervisory Station will be used to generate various operational
and management reports.
Shared process and operation information is passed on a fiber-optic network connecting all the areas. The
Administration Building (A-804) illustrated on Plot Plan 07902-DG-000-001 included in Appendix U.1
will also be connected to the data highway for information access and to facilitate Emergency Response
as described in the Emergency Response Plan discussed in Section 13.15 of this Report. The DCS will
communicate with each instrument sub-system via Modbus RTU protocol, using Ethernet or serial
connections, or hardwired connections allowing direct control through distributed Input/Output (I/O)
racks.
The Terminal will be controlled primarily from the Main Control Room MCR (A-802) which will be the
primary operator interface and monitoring center for the Terminal. The MCR will be equipped with push
buttons that activate the Emergency Shutdown (ESD) system described in Section 13.10 of this Report.
Operations personnel in the MCR will monitor critical alarms and process variables and will be able to
manually shut down the unloading operation and other processes if required during an emergency.
The Platform Control Room (A-801) will be the control center for LNG loading and unloading
operations and will be attended during these operations. The PCR will be equipped with push buttons
that activate the ESD system.
Local Control Station (LCS) shelters will be located in the vicinity of packaged equipment and will
contain instrument cabinets and packaged equipment cabinets. Final positioning of LCS locations will be
determined during the detailed design phase and will be based on Terminal layout, number of instrument
I/Os and packaged equipment.
Field instruments will be connected via remote distributed I/O panels located in weatherproof enclosures
or via marshaling racks in equipment rooms.
All control system equipment is designed to be of proven design and operational reliability with an
installed base of at least 5 years of operation.
The Control System Block Diagrams 07902-DG-700-001/002/003 included in Appendix U.11 depict
major information and control sub-systems and inter-relations. The final system architecture that will be
defined during the detailed design phase will include a flexible integrated design based on functionality,
while at all times ensuring safe, reliable and economic operation of the Terminal as well as ease of
maintenance and troubleshooting.
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13.9.1.1 Main Control Room (MCR) A-802

As illustrated on the area classification drawing 07902-DG-500-511 included in Appendix O.3, the MCR
will be located in an unclassified area within the Terminal.
The MCR will be the primary operator interface and monitoring center for the Terminal. Shared process
and operation information is passed on a fiber-optic network connecting all areas.
Video based operator screens for major control systems such as DCS, HDMS and SIS will be in operator
workstation consoles located in the MCR. The operator console will consist of double-tier CRT monitors
designed for operation. These interfaces will take into account Human Factors Engineering.
In addition to the monitoring screens, the operator console contains hard-wired Emergency Shutdown
(ESD) switches and annunciators for critical alarms, and fire and gas semi-graphic panels.
Other auxiliary systems are also located in the MCR, such as the closed circuit television (CCTV) system
for site security monitoring.
The engineering workstation is located in the MCR. This workstation will interface directly with the
DCS control hardware to store historical data used to perform analysis and generate reports. This
workstation will also interface with the historian. The workstation provides the capability to capture the
sequence and times of significant events. The monitoring function will time and date stamp the events to
an accuracy defined by the Terminal Operator, as well as the duration over which this data will be
maintained and the minimum number of digital signals to archive.
13.9.1.2 Platform Control Room (PCR) A-801

The PCR will serve as the control center for LNG Carrier LNG loading and unloading operations.
The PCR will be attended during LNG Carrier LNG loading and unloading operations. Control from the
PCR will be limited to these operations and safety/ESD responses.
The PCR will have an operator console containing remote interfaces for the DCS, SIS, HDMS and hard-
wired ESD switches and annunciators. However, this operator console will only provide monitoring
capabilities.
The PCR will also have a workstation to control and monitor the Marine Monitoring System and LNG
Unloading Arm and Vapor Return Arm controls. Arm controls will also include local units that can
function in the vicinity of the arms.
13.9.2 Plant Control and Monitoring System Components

13.9.2.1 Distributed Control System (DCS)
The Process Control and Monitoring System that will be procured for the Terminal will be a state-of-art
Distributed Control System (DCS) with proven service in LNG applications.
Monitoring capability will be provided via video display units located in the MCR and the PCR. The
screens for the operator video display units will be based on the Terminal P&IDs. A logical hierarchy of
the displays will be developed to allow easy navigation throughout the system.
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The operator video display units will provide alarm configuration management. The alarm system allows
the Terminal Operator to view all alarms with time stamping and trending screens, as well as historical
trends.
Access to the DCS will be configured to allow different levels of access control to maintain security,
ensuring that only properly trained and authorized personnel can operate the various parts of the
Terminal or access system tuning and software parameters.
The control system will include the capability to capture the sequence and times of significant events.
The DCS will contain the software and hardware required to perform the following functions:
Terminal control and monitoring;
Automatic/manual remote start sequence and operation. Alarms and events will be available to
the Terminal Operator to identify failures;
Protection and interlocks;
Data communication for integration with other Terminal systems to provide more coordination
between systems;
Data acquisition for archiving; and
Alarm and storage of all system faults.
The DCS will communicate with other systems and vendor packages installed in the Terminal via
Modbus RTU protocol, using Ethernet or serial connections. Where only a few I/O are required to be
monitored, hardwired connections will be used.
The DCS hierarchy consists of operator control level, Terminal control level and field devices. The
operator control level consists of workstations, hardware push button control stations and peripherals.
The Terminal control level consists of DCS controllers, SIS, HDMS and package control systems
The main components of the DCS consist of the Operator Workstations, the Engineer Workstation, I/O
and Controllers and the Communication Devices. The configuration of the components for the DCS
system will be determined during the detailed design phase, but, as a minimum, will include:
Remote I/O cabinets to be located in the Local Control Shelters;
Interface with BOG Compressor, Refrigerant Compressors and MCHE control systems;
Interface with electrical substation and MCC controls;
Interface with Marine Monitoring system;
Interface with tank gauging and data acquisition system;
Interface with LNG loading / unloading and vapor return arms system;
Interface with SIS and HDMS;
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Operator workstations and an engineering workstation;
At least one workstation for the SIS and HDMS;
Workstation for the tank monitoring system;
A historian package that will be a configurable, real time and historical data collection package
for trending, logging and reporting; and
Interface with print servers.
13.9.2.2 Safety Instrumented System (SIS)

A completely independent, standalone, high integrity Safety Instrumented System (SIS) will be provided
to implement process safety related interlocks for the ESD. The SIS is described in Section 13.10 of this
Report.
13.9.2.3 Hazard Detection and Mitigation System

A stand-alone independent Hazard Detection and Mitigation System will continuously monitor and alert
the Terminal Operator of hazardous conditions throughout the Terminal due to fire or LNG/gas leaks.
Monitoring capability is provided in the SIS/HDMS workstation located in the MCR.
In response to fire and gas leak alerts, operating personnel will have the ability to manually initiate
appropriate fire fighting and/or shutdown actions via hard-wired switches provided on the MCR and the
PCR control consoles.
The Hazard Detection and Mitigation System will have interfaces with the following PCMS sub-systems:
DCS redundant Ethernet or serial links;
SIS hardwired; and
Public Address/ General Announcement (PA/GA) system hardwired.
The Hazard Detection System and equipment is further described in Section 13.14 of this Report.
13.9.2.4 LNG Tank Gauging System

The LNG Storage Tank instrumentation is described in Section 13.6 of this Report.
A microprocessor based networked inventory management system will be used to consolidate all level,
temperature and density measurements associated with the LNG storage tanks. The system will interface
with the DCS via non-redundant Ethernet or serial link.
13.9.2.5 Vibration Monitoring System

A vibration monitoring system will monitor shaft vibration, axial displacement and bearing temperatures
of major rotating machines.
Automatic vibration shutdown devices will be installed on large, critical rotating machinery. The
following guidelines will be used:
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All critical pumps and rotary or centrifugal gas or air compressors between 100 hp and 1,000 hp,
and all non-critical pumps over 500 hp, will be equipped with bearing failure detection
equipment (vibration detection). For anti-friction bearings, a bearing housing mounted velocity,
acceleration or acoustic device will be installed. Velocity style sensors will be used. For
hydrodynamic bearings, Bentley-Nevada non-contacting probes will be installed in an X-Y
configuration;
All critical pumps and rotary or centrifugal gas or air compressors, 1,000 hp and larger will be
equipped with two thrust proximity probes sensing the shaft end or shaft shoulder (not a collar),
two radial proximity probes inboard and two radial proximity probes outboard;
Equipment 1,000 hp and larger will be equipped with vibration trip functions on axial probes;
Equipment over 5,000 hp will be equipped with vibration trip functions on axial and radial
probes;
Equipment over 12,000 rpm will be equipped with trip function on radial probes;
All critical pumps and centrifugal gas or air compressors from 500 hp to less than 1,000 hp, and
all non-critical pumps, will be equipped with one RTD in the lube oil return; and
All critical pumps and centrifugal gas or air compressors over 1,000 hp and larger, will be
equipped with RTDs in the bearings.
Common alarms will be provided on the DCS. Trip signals will be hard-wired to the machine
safeguarding system and alarmed on the DCS.
Machinery suppliers will generally supply the vibration and temperature probes and related electronic
cabinetry.
The vibration monitoring system supplier will provide the centralized monitors, servers and related
software. This console will be located in the MCR or remotely at the individual pieces of equipment.
13.9.2.6 Compressor Surge Protection

Compressors will include anti-surge control that will be controlled via PLCs located in a local control
panel. The DCS will include monitoring of critical parameters and shutdown of the equipment in case the
local PLC fails.
13.9.2.7 Burner Management System

Fired Heaters B-401A/B/C/D will include a Burner Management System (BMS) to ensure safe operation
and control.
The BMS will be a redundant microprocessor based, high-integrity PLC system. Communications from
the BMS to the DCS will be provided through serial link using Ethernet or Modbus RTU.
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13.9.2.8 Marine Monitoring Systems

To aid carriers berthing and navigation, the following control systems are provided and monitored at the
PCR:
Mooring Load Monitoring System;
Ship Berthing Monitoring System; and
Weather Monitoring System.
13.9.2.9 Platform Control System

LNG Carrier loading and unloading operations will be monitored and controlled from the PCR through
local devices. The PCR will be provided with a console to monitor the loading / unloading of LNG and
operation of the packaged equipment controls installed on the platform.
During loading / unloading operations the LNG Carrier personnel will communicate with Terminal
Operators via radio. In case of an emergency and/or abnormal operation, the LNG Carrier personnel can
activate the ESD push button in the LNG Carrier operation room, which is further described in Section
13.10 of this Report. This signal will be transferred through one or more of the following means:
37 pin Pyle National Standard Electric (Umbilical);
Pneumatic connection to pneumatic switch; and
Fiber-optic cable.
An activation of the carriers cargo system ESD generates a shutdown of the unloading operations
(ESD-1).
13.9.2.10 Packaged Equipment Control Systems

Packaged equipment, which uses hardwired local control panels or programmable logic controller (PLC)
based controls, will be provided by the equipment suppliers. These control systems will be mounted on or
near the equipment skid or placed in the Local Control Station (LCS) where feasible. Common trouble
and common trip alarms will be hardwired to the DCS. Additional important parameters may also be
monitored on DCS via hard-wired, Ethernet or industry standard serial-linked interface such as Modbus
RTU.
Vendor package programmable logic controllers (PLCs) and other systems will provide, as a minimum, a
status and common alarm to the DCS. This information will be presented to the Terminal Operators in
the operator displays. The graphic representation in the DCS will mimic the representation in the local
panel.
13.9.3 Field Control Instruments

Electronic field transmitters will be of the Smart type capable of supporting full digital
communications with the selected DCS system. Where full digital communication capabilities cannot be
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supported by a specific instrument system, intelligent transmitters with digital calibration signals
superimposed on 2-wire, 4-20 ma signals will be used.
When intelligent transmitters are used, a feature that allows connection to the digital communication
system will be available in the I/O rack marshalling panels.
All trips will require online testing capabilities through a switch or through the DCS. All field devices
that are trip inputs to the control systems will have bypass capabilities for maintenance. This will be
provided by either hardwired key-lock bypass switches or software configured screens that inhibit the
input during testing. This feature will be password protected. When any device is in bypass, a status
alarm will be displayed on the alarm panel.
Critical safety systems will have their own separate field mounted input equipment. The physical
detection of the measurement may be shared with another loop, but the electronic processing will be
segregated. For example, one orifice plate may be shared by two transmitters, which also serves to
minimize pipe penetrations and therefore reduce the potential for leaks.
For critical applications, voting systems will be used when dictated based on safety considerations, i.e.,
using two out of two or two out of three transmitters. The selection of voting systems will be based on
the need for increased additional availability and the desire to minimize false readings. The voting logic
will be defined during detailed design and will be based on a failure modes and effects analysis.
Control valves will have smart valve positioners.
Control valve actuators will be a pneumatic design. Hydraulic actuators will be used where fast stroking
is required.
Potential-free contact type process switches will be used for fire detection tubing systems and enclosures
in hazardous areas.
Rotary switches will be used for local trip switches. The trip switch enclosure color will be red. Push
button switches will be used for local trip reset functions.
Thermocouples will be fabricated using ISA premium accuracy, calibrated, thermocouple lead wire of
appropriate alloy. Thermocouple Type K will be used for general service and Type T for LNG service.
RTDs will be considered in lieu of thermocouples for narrow spans or for higher accuracy. Three-wire,
100-ohm platinum RTDs will be used.
Level shutdowns will have separate level switches.
Vibration in Terminal stationary rotating mechanical equipment will be monitored and alarmed where
equipment is critical to the uninterrupted operation of the Terminal.
13.9.4 Control Communication and Control Power

13.9.4.1 Communications System
The communications system will allow information to be transferred between the various components of
the DCS. The system will consist of a fully redundant Ethernet communications network. Failure of the
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redundant communication paths will not result in the loss of the control functions of any device on the
system. The Ethernet Network employs TCP/IP communications between all network resident devices.
From the Operator Workstation, the Terminal Operator will be able to verify the conditions of devices
connected on the redundant path and to switch to a redundant device if desired. When appropriate (e.g.,
when a problem occurs with device or communication path), the DCS will automatically switch
bumplessly to a redundant device or communication path.
Continuous communications diagnostics will alarm a failure and switch to the redundant communications
path automatically. Any communication errors will be logged at each console in the system.
Communication system status/performance will be made available to any console in the system.
Nodes on the control network will be synchronized across the entire network to within plus or minus one
millisecond via the DCS-based clock. All computers will be time synchronized.
Each sub-system will have the capability to communicate with the DCS system via Modbus RTU
protocol, using Ethernet or serial connections. Where only a few I/O are required to be monitored,
hardwired connections may be used.
Network interfaces to external networks such as the Terminal computer network will be provided with
adequate security such as a firewall to protect from misuse, viruses and intruders.
13.9.4.2 System Power

The instrument electrical power supply system will ensure an appropriate level of security for the
functions served by the instrumentation.
In addition, redundant 24V DC systems will be provided for all equipment as required. This system will
include dual battery chargers and 100% rated dual batteries, arranged so that a failure or removal from
service of any one component will not interrupt service.
Power supply for instruments and related systems will be as follows:
Field mounted: 24V DC (supplied by the Control System);
PCMS sub-systems: 120V AC, 60 Hz;
Solenoid valves: 24V DC; and
Alarms/annunciators: 24V DC.
All system and I/O modules will be capable of operating at a minimum of +/-10% available voltage and
+/-5% available frequency.
Separate 24V DC redundant field interrogation voltage and final actuating element power supplies will
also be provided.
Power supplies will be dual as a minimum, each capable of supplying complete system power.
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Each power supply will be rated for expected duty including an additional 15% for installation of spare
capacity. The system will accept power from two different power sources.
Power supplies will be replaceable on-line without disrupting the process and without impacting the main
processor. The system will alarm if one of the power supplies in a redundant set fails.
13.9.5 Backup Power Supply

Critical instruments that require the most reliable power supplies will remain in service during power
failures for a sufficient amount of time to shut down the Terminal. Typical supplies will be DC with dual
battery backup, dual un-interruptible power supplies (UPSs) and dedicated switchboards. The Emergency
Diesel Generator (G-502) will provide extended power capability and will also back up the critical
supplies. Critical instrument systems include:
Safety Instrumented System and supporting system cabinets (30 minutes UPS);
DCS for process control and monitoring purposes including supporting system cabinets (30
minutes UPS);
Fire protection safeguarding and monitoring equipment, including supporting system cabinets (2
hours battery backup);
Other safety related instrument systems (30 minutes UPS); and
Packaged equipment control cabinet electronic and PLCs including I/Os (30 minutes UPS battery
backup).
13.9.6 Sample Conditioning, Analyzers and Custody Transfer

13.9.6.1 Analyzer System
Quality control instrumentation and analyzers (gas, chemical composition, etc.) will be provided.
The analyzer systems will interface with the DCS via Ethernet or serial links or hardwired signals.
Analyzers will be required for metering and gas composition for natural gas sendout.
13.9.6.2 Gas Metering System

A dedicated fiscal gas metering station will be provided for custody transfer of natural gas. In addition,
gas metering will be provided for fuel gas supplied to the fired heaters.
The metering systems will be supplied complete as a pre-engineered package including the flow
measurement skids, associated instrumentation, analyzers and flow computers.
Communications between the metering system and DCS will be by redundant Ethernet or serial links.
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13.9.7 Drawings
13.9.7.1 Control System Block Diagram
Control system block diagram 07902-DG-700-001/2/3 is included in Appendix U.11. As detailed design
advances, this diagram will be updated accordingly to reflect final plant configuration.
13.10 Safety Instrumentation

The following provides a design philosophy and overview of the Safety Instrumented System (SIS) for
the Terminal. Final equipment selection and detail design requirements will be determined during the
EPC phase.
The SIS will use redundant microprocessor hardware.
Primary operator access to the SIS will be provided at the Main Control Room (MCR) A-802 and at the
Platform Control Room (PCR) A-801.
13.10.1 Description of the SIS

The function of the SIS is to automatically prevent the occurrence of any physical situation which could
potentially cause loss, damage or undesirable effects to personnel, property or the environment. The SIS
will accomplish this by shutting down systems and/or equipment to a predetermined safe condition. All
process safety trip logic and emergency shutdown (ESD) interlocks will be accomplished through the
SIS.
The SIS will be an independent, high integrity system. The system will continuously monitor the
Terminal and alert the Terminal Operator of any hazardous condition. The SIS will provide both
programmable and solid state safeguarding systems that satisfy critical process applications. The SIS will
also be fault-tolerant and designed to eliminate single point failures.
Safety Integrity Level (SIL) requirements will be determined per SIL determination guidelines (ISA
S84.01) during the detailed design phase. The trip philosophy that will be incorporated within the SIS
will be to de-energize to trip (fail-safe) for process machine trips. However, energize to trip systems may
be considered for certain applications such as de-pressuring, fire and gas trips and rotating machinery
trips. The trip philosophy will be finalized during the EPC phase through a Safety Integrity Level
analysis.
SIS equipment will be configured for fail-safe action in the event of power loss or loss of instrument air.
On-line and off-line diagnostics will be provided to assist in system maintenance and troubleshooting.
Diagnostics will be provided for every major system component.
All SIS I/O will be hardwired from the field devices to the MCR SIS cabinet or remote I/O panel.
All SIS alarms and shutdown conditions will be alarmed in the SIS/HDMS workstation.
Monitoring capability for this system will be provided via video display units and/or mimic panel
displays located in the MCR and the PCR. In response to hazard conditions, the Terminal Operator will
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have the ability to manually initiate appropriate shutdown actions via hard-wired switches provided on
the MCR and the PCR control consoles.
SIS initiators are typically field sensors such as transmitters and switches. Smart transmitters will be used
as trip initiators whenever feasible.
I/O signals will provide an alarm for a bad quality signal, whether that input is single or multiple for
voting purposes. The bad quality alarm signal will be displayed in the DCS. These signals will be
transmitted to the DCS by soft-link.
A deviation alarm will be generated for all signals used for voting purposes. This alarm will be generated
whenever the magnitude of the difference between the minimum and maximum signals is greater than a
preset value of 5% full span signal range. This alarm will not be generated if any of the signals is of bad
quality. Instead, a bad signal quality alarm will be generated.
13.10.2 SIS Components

The Terminal Safety Instrumented System will consist of the following components:
Field mounted addressable instruments and safety valves. Instruments will be accessible for
maintenance and readability;
A Programmable Electronic System (PES), which will serve as the configurable system for the
SIS. The PES will be independent from the DCS and its reliability will not be affected by the
DCS link status;
SIS main control panel located in MCR A high integrity system, UL approved for safety
integrated monitoring service, will be required;
Operator interface video display screens and printers located in the MCR and the PCR; and
Hard-wired switches located at the MCR and PCR and in process areas.
13.10.3 Communication and Control Power

13.10.3.1 SIS Communication
The SIS equipment cabinet will be located in the MCR and will connect via a redundant link to the
dedicated SIS and HDMS workstation and to an engineering workstation. The SIS will have an
independent Ethernet network from the DCS. The Ethernet Network employs TCP/IP communications to
all network resident devices.
Continuous communications diagnostics will be installed that will alarm a communications failure and
switch to the redundant communications path automatically. Any communication errors will be logged at
the SIS workstation. Communication system status/performance information will be available from the
SIS workstation.
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The SIS communicates with the DCS via Modbus RTU protocol, using Ethernet, serial connections and
hardwired connections. When transmitting large amounts of non-critical data, serial communication links
are used instead of hardwired connections.
13.10.3.2 SIS System Power

Standard power supply for instruments and systems in the Terminal is as follows:
Field mounted: ................................................................................................................................. 24V DC

PCMS sub-systems: ........................................................................................................... 120V AC, 60 Hz
Solenoid valves: ................................................................................................................................ 24V DC
Alarms/annunciators: ....................................................................................................................... 24V DC
Instrument electrical power supply systems are designed to ensure an appropriate level of security for the
function the instrumentation serves.
13.10.4 Backup Power Supply

The main control room has a suitably sized UPS for 120V AC circuits. Details of the UPS system are
illustrated on drawing 07902-DG-500-504 included in Appendix O.2 and are further described in Section
13.11 of this Report.
In addition, redundant 24V DC systems will be provided for all equipment as required. This system will
include dual battery chargers and 100% rated dual batteries, arranged so that a failure or removal from
service of any one component will not interrupt service.
Any 24 VDC power supplies used in the SIS cabinets to power field I/O will be capable of accepting
120VAC +/- 10%, 60 Hz +/- 3%, single phase.
Power supplies will be dual and each will be capable of supplying complete system power.
Each power supply will be rated for expected duty including an additional 15% for installation of spare
capacity. The system will be supplied with power from two different power sources. Power supplies will
be replaceable on-line without disrupting the process and without impacting main processor triplication.
The system will be designed to alarm if one of the power supplies in a redundant set fails.
Critical instruments are those requiring extremely reliable power supplies. These instruments and
controls will remain in service during power failures for a sufficient amount of time to allow the
Terminal to be shut down. Supplies will be DC with dual battery backup, dual un-interruptible power
supplies (UPS), and dedicated switchboards. The Emergency Diesel Generator (G-502) will provide
extended power capability to backup the critical supplies. Power to the SIS and supporting system
cabinets will be backed up by a 30 minute UPS.
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13.10.5 Emergency Shutdown (ESD)

13.10.5.1 Emergency Shutdown System (ESD) Logic
The Emergency Shutdown System (ESD) is provided to initiate closure of valves and shutdown of
process drivers during emergency situations. All other shutdowns that are not ESD are process related
trips. All ESD circuits and logic are implemented in the SIS.
Each major part of the Terminal and process area will have an ESD circuit. Each ESD circuit will have
dedicated instruments that are independent and separate from instruments used for normal operations.
The LNG carriers have their own ESD system, which will be connected to the Terminal through a
ship/shore umbilical link. The carrier cargo officer will have the ability to initiate an ESD signal.
The ESD system will isolate the Terminal and trip operating equipment.
ESD circuits will be provided for major equipment such as liquefaction, vaporizers, BOG compressors
and the LNG storage tanks.
The Main Control Room will be equipped with push buttons that activate the Emergency Shutdown
(ESD) system. The PCR will also be equipped with manual push button capability to activate the ESD
system. In addition, ESD push buttons will be located in different process areas throughout the Terminal.
The Terminal Hazard Detection and Mitigation System (HDMS) will interface with the ESD system and
will initiate the ESD system upon receipt of specified signals.
The Terminal ESD system includes shutdown and control devices designed to put the Terminal in a safe
state. The ESD system will be used for major incidents and will result in either total shutdown of the
Terminal or shutdown of LNG Carrier loading / unloading, shutdown of pretreatment and liquefaction,
shutdown of the natural gas sendout system and/or individual pieces of equipment depending on the type
of incident. The following levels of ESD will be configured for the Terminal.
ESD-1: Shutdown of (un)loading operations, isolation of the berth and (un)loading platform, and
activates carrier shutdown through umbilical;
ESD-1-1: A subset of ESD-1 which activates ESD-1 and the ERC on each of the LNG
(un)loading arms and the vapor return arm;
ESD-2: Shutdown of LNG/NG sendout operations and activates ESD-1, 3, 3A, 3B, 4, 4A, and
4B. This action shuts down and isolates the Terminal from the natural gas sendout pipeline and
from any carrier which may be berthed.
ESD-3: Shutdown and isolation of liquefaction Trains A and B.
ESD-3A: Shutdown and isolation of liquefaction Train A.
ESD-3B: Shutdown and isolation of liquefaction Train B.
ESD-4: Shutdown and isolation of pretreatment Trains A and B.
ESD-4A: Shutdown and isolation of pretreatment Train A.
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ESD-4B: Shutdown and isolation of pretreatment Train B.
Cause and Effect Diagram 07902-DG-660-460 included in Appendix U.4 illustrates the input and output
relationship of all ESD initiators and actions.
13.10.5.2 Process Shutdown

Individual equipment shutdown is initiated automatically by trip input signals to the SIS system. These
include the signals for equipment protection and the signals from any process trip.
13.10.5.3 ESD Valves

Tanks, vessels, drums and accumulators that will contain more than 2,000 gallons of LNG at the normal
liquid level (NLL) during normal operations will be provided with ESD valves on all piping connections
below NLL. ESD valves will be located on the inlet and outlet of pipes containing flammable materials
and also, as necessary, to define the emergency de-pressuring (EDP) zones within the process system.
Each LNG vaporizer will require ESD valves at the LNG inlet and natural gas outlet for isolation of the
vaporizer.
ESD valves for pipes into and out of LNG Storage Tanks will be located at the tank nozzle.
All ESD valves will be of fire-safe design provided with single action, fail-closed actuators and will be
activated by the SIS.
ESD valve trip circuits will be periodically tested to verify proper functioning of the ESD valves as
required to meet the Safety Integrity Level (SIL) established for that valve.
Details of the shutoff valves that will be used as ESD valves at the marine area of the Terminal are
included in Appendix S.1.
13.10.5.4 Positioners on ESD Valves

All valves that are fitted with positioners for remote throttle operation will be fitted with independent
valve position switches that will indicate when the valve is not fully closed.
Open/close limit switches on the ESD valves will be provided for confirmation of trip action. ESD valve
limit switches will not be used for shutdown functions, but may be used for permissive activities. If the
command to the valve does not match with the position switch, an alarm will be generated and will be
displayed on the DCS.
13.10.6 Drawings and Tables

13.10.6.1 SIS Block Diagram
Control System Block Diagram 07902-DG-700-001/2/3 is included in Appendix U.11.
The ESD system logic P&ID 07902-PI-000-008 is included in Appendix U.4.
13.10.6.2 Cause and Effect Diagram

Cause and Effect Diagram 07902-DG-660-460 is included in Appendix U.4.
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13.11 Electrical
13.11.1 Description of Electrical System
The following describes the Terminals electrical system. See single line diagrams 07902-DG-500-501
through 07902-DG-500-504 (included in Appendix O.2) for reference.
13.11.1.1 Terminal Power Supply

The most likely electrical supply source for the Terminal is the Pacific Power system. A 230kV power
supply will feed the site on an overhead line to two dedicated onsite 230kV/69kV 550MVA step down
transformers
13.11.1.2 On-site Power Distribution System

The 230kV power will be stepped down to 69kV and then routed to the 69kV switchgear for distribution
to 4160V and 480V switchgear and motor control centers.
Four 4160V buses are supplied from the 69kV bus. The 4160V buses will consist of two groups of
double-ended buses with a bus tie breaker between the buses in each group. XB-511A and XB-511B will
make up the first bus group, and XB-511C and XB-511D will make up the second.
The 4160V bus will power the 480V buses. The 480V buses will consist of 480V switchgear XB-521A,
XB-521B, XB-521C and XB-521D. A fifth 480V bus, XB-521P, is powered off 4160V bus XB-511A or
XB-511C and provides power to the pier.
During normal operation, the 69kV, 4160V and 480V bus feeders will be configured to provide
maximum redundancy and protection in the event of a loss of power supply to any bus.
13.11.1.3 Standby Generation

The Terminal design provides for one 2,000kW standby power generator (G-502) set capable of
supplying enough power for the following cumulative loads:
One LP pump, to maintain LNG circulation throughout the LNG unloading pipeline for
maintenance cooling;
Terminal emergency lighting, including security lighting;
Security monitoring and warning systems;
Emergency communications systems;
Control systems;
One instrument air compressor; and
Other necessary auxiliary systems.
The standby diesel powered generator (G-502) is connected to the 4160V bus XB-511C and will be used
when the normal power supply has failed. As stated above, G-502 is sized to power non-process loads,
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i.e., non-motor loads, plus one LP pump. Motor loads will drop out when the power is lost. Essential and
emergency loads will be powered from UPS systems, as illustrated on drawing 07902-DG-500-504
included in Appendix O.2. The G-502 Emergency Diesel Generator will supply all remaining loads
connected to the switchgear breakers and molded case circuit breakers. The G-502 is also sized to power
one in-tank LP Pump in the event of an extended outage to maintain recirculation of the LNG unloading
pipeline. Once the normal power supply has been restored, G-502 will automatically synchronize with
the utility source. Terminal Operator action will be required to re-close the main feeder to the Terminal,
after which the bus tie breaker will automatically open (i.e., when both main feeder breakers are closed).
As illustrated on drawing 07902-DG-500-503 in Appendix O.2, G-502 will also provide power to the
480V buses and to the pier control center. This eliminates the need for a separate stand-by generator on
the pier.
13.11.1.4 Uninterruptible Power Supply (UPS)

The 2 x 100 percent UPS systems will have a minimum combined battery life of 4 hours. The UPS units
are rated for 120 percent of the anticipated load and include all necessary indications with local alarm
lamps and remote alarms in the MCR. The UPS units are located in an air-conditioned room. These units
are designed to ensure the operation and functioning of the process controls, ESD and Fire Safety
systems. The UPS will be powered by either NiCad or Valve Regulated Lead Acid (VRLA) batteries.
13.11.1.5 Electrical Equipment Design, Construction and Manufacturing

Considerations
The electrical system is designed to all local and national codes, including but not limited to the
following:
NFPA 30, 59A, 70, 70E, 496, 497;
ANSI/IEEE C37, C57;
NEMA MG-1, TR-1; and
API 500, 505.
The 4160V switchgear will be built to ANSI/IEEE C37.20.7 arc-resistant type 2 design. Arc-resistant
design is also specified for the 4160V MCCs and the low-voltage switchgear.
The circuit protection scheme employs both electronic devices and standard fuses and circuit breakers.
Electronic relays will be GE Multilin style.
The following table provides design details for motors that will be used at the Terminal.
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Table 13.11.1 Motor Details

4160V Motors 480V Motors
TEFC or TENV TEFC or TENV outdoors or in classified
locations, TEFC proposed but ODP may
be used indoors in non-classified and non-
corrosive locations
Severe duty rated
Copper windings Copper windings
Class B rise, class H insulation Class B rise, class F insulation
Stator and bearing RTDs for motors
> 1,000 hp
240V space heater operated at 120V 240V heaters operated at 120V for TEFC,
TENV or outdoor motors > 25 hp
1.15 service factor 1.15 service factor
Oversize junction box Oversize junction box
Cable trays installed on the pipe rack will be used and will be extended to the electrical loads whenever
practical. Cable trays will be aluminum, hot-dipped galvanized steel or reinforced fiberglass depending
on the suitability of each in proximity to brackish/salt water. Cable trays will be separated for the
following systems:
69kV
4160V;
480V and 208Y/120V power and control;
24VDC control circuits; and
RTD, thermocouple, fiber optic.
Critical circuits for the ESD and communications system will be run in dedicated rigid galvanized steel
(RGS) conduit with orange labels.
RGS conduit will be used for all runs from the cable tray to equipment, except for metal-clad cable,
which can be run in channels. Flexible conduit will be used for all final runs to rotating or vibrating
equipment.
In general, electrical equipment will be located outside of classified areas where practical. Conduit seals
and associated fittings will be used in hazardous classified areas. In accordance with the requirements of
NFPA 496, control cabinets located in hazardous locations will be purged with dry instrument air and
alarms will be installed to warn of low purge air pressure. All panels and fixtures that cannot be located
out of a classified area will be NEMA 7X with appropriate thermal T-rating.
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13.11.1.6 Lighting Systems

The Terminal will be adequately lit to provide an average of 5 foot-candles of lighting at each unloading
arm, 5 foot-candles at each active access point, and an average of 1 foot-candle throughout the remainder
of the Terminal. A minimum of foot-candle of lighting will be provided throughout the Terminal.
Lighting along the waterside of the Terminal and on the pier will be located or shielded to avoid
confusing or interfering with navigation on the adjacent waterways.
The lighting system will be connected to the emergency power bus to ensure lighting is available for
operations and security during loss of offsite power events.
Although methods for reducing light impact are constrained by the fact that minimum light requirements
for safety and security are set by industry standards, in all cases, the minimum amount of light necessary
to complete construction and operation tasks will be used, and all lighting will be directed to work areas
in order to minimize stray light. Light sources will also be located as close as possible to critical
instruments, such as gauges, so that additional general lighting is unnecessary.
Measures to minimize the potential for lighting impacts on fish and wildlife include: (a) the use of
directional lighting facing onshore to the extent possible, (b) the use of screens or lighting hoods, (c) the
use of motion-activated lighting, (d) the use of full-cutoff light fixtures, which have no direct uplight,
help eliminate glare, and are more efficient by directing all lighting down to the intended area only, and
(e) the planting of vegetation along shorelines to screen open-water areas from operating lights.
13.11.1.7 Grounding and Cathodic Protection

Grounding studies will be performed during detailed design to ensure conformance with IEEE 80
requirements. This will go hand-in-hand with any cathodic protection studies. All Terminal circuits will
feature an equipment grounding conductor. All metallic parts of the electrical system will be bonded to
the Terminal grounding system.
13.11.2 Hazardous Area Classification Basis

Electrical area classification drawings 07902-DG-500-510, 07902-DG-500-511, and 07902-DG-500-512
included in Appendix O.3 are based on NFPA 59A and NFPA 497, with additional references found in
API RP 500.
13.11.3 Electrical Tables and Lists

13.11.3.1 Anticipated Total Requirements for the Terminal
Appendix O.1 provides the electrical load list (07902-LI-500-008) for the Terminal. The total installed
power requirement is approximately 505 MVA.
13.11.3.2 Anticipated Power Requirements for Operating Modes

Electrical Load List (07902-LI-500-008) for anticipated operating modes is provided in Appendix O.1.
13.11.3.3 Transformer List, with Tag Number, Size and Location

The following is a summary of details for the transformers that will serve the Terminal.
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Table 13.11.3.3 Transformer List

Tag No. Voltage Service Size (MVA) Location
XF-501A 230 kV / 69 kV 550 Switchyard
XF-501B 230 kV / 69 kV 550 Switchyard
XF-511A 69 kV / 4160 V 30 Power Distribution Center
XF-511B 69 kV / 4160 V 30 Power Distribution Center
XF-511C 69 kV / 4160 V 30 Power Distribution Center
XF-511D 69 kV / 4160 V 30 Power Distribution Center
XF-511E 69 kV / 4160 V 30 Power Distribution Center
XF-511F 69 kV / 4160 V 30 Power Distribution Center
XF-521A 4160 V / 480 V 2 Power Distribution Center
XF-521B 4160 V / 480 V 2 Power Distribution Center
XF-521C 4160 V / 480 V 2 Power Distribution Center
XF-521D 4160 V / 480 V 2 Power Distribution Center
XF-521E 4160 V / 480 V 2 Power Distribution Center
XF-521F 4160 V / 480 V 2 Power Distribution Center
XF-521J 4160 V / 480 V 1 Unloading Platform
13.11.4 Electrical Drawings

13.11.4.1 Hazardous Area Classification, Overall Plans and Area Plans
Hazardous area classification drawings 07902-DG-500-510, 07902-DG-500-511, and 07902-DG-500-512
are included in Appendix O.3.
13.11.4.2 Single Line Drawings Power Distribution

Electrical single line drawings 07902-DG-500-501 through 07902-DG-500-504 for the power distribution
system are included in Appendix O.2.
13.11.4.3 Single Line Drawings of Emergency Load Supply and Distribution

Single line drawing 07902-DG-500-503 included in Appendix O.2 illustrates the Emergency Diesel
Generator G-502 and single line drawing 07902-DG-500-504 included in Appendix O.2 illustrates the
emergency power distribution including the UPS systems.
13.11.4.4 Electrical Pass-through Seals for LNG Pumps and Instrumentation

Connections on the pressure boundary of each LNG pump (HP and LP) for electrical leads and
instrumentation cable conduits are isolated to prevent the passage of LNG or natural gas through the
associated seal into the conduit, as required by Section 7.6 of NPFA 59A (2001 edition). The connections
will include a primary seal and at least one additional seal between the flammable fluid and the electrical
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system. The specific seal arrangement may vary depending on the vendor selected for the pumps. The
arrangement will include provision for purge gas flow and for detection of flammable gas leakage
through the primary seal. Drawings illustrating these seals will be provided with vendor information
packages to be obtained during final design. To allow for this usage, the Terminal nitrogen system has
been sized to allow for consumption of some nitrogen purge gas for this demand.
Similarly, the pass-through seal design for other pressure boundary instrumentation will also meet NFPA
59A (2001 edition) Section 7.6 requirements. The specific sealing arrangement will be determined based
on the vendor selected for each type of instrumentation. Drawings illustrating these seals will be
provided with vendor information packages to be obtained during final design.
The vendor packages for the LP and HP pumps, 07902-VP-200-202 and 07902-VP-300-301 respectively,
included in Appendix M.4 include a description of the method proposed by a typical pump vendor for
providing this protection.
13.11.4.5 Emergency Lighting Plan

Drawing 07902-DG-000-020 included in Appendix U.13 illustrates the arrangement of emergency
lighting for the Terminal.
13.12 Fuel Gas

13.12.1 Description of Fuel Gas System
Fuel gas that is required during the regasification mode of operation is supplied from the natural gas
sendout pipeline. It is first reduced in pressure via PV-264 and PV-265 and then warmed in shell and
tube Fuel Gas Heaters E-213A/B, which use Heat Transfer Fluid (HTF) as the heating medium. After
passing through the Fuel Gas Drum D-214, the fuel gas is supplied to the Fired Heaters B-401A/B/C/D,
each rated at 115mmBTU/hr.
Data sheet 07902-DS-200-213 is provided in Appendix M.3 for Fuel Gas Heaters E-213A/B and data
sheet 07902-DS-400-401 is included for the Fired Heaters B-201A/B/C/D.
13.12.2 Drawings
13.12.2.1 Plans Showing Piping and Equipment Layout
Fuel Gas System Piping and Instrument Diagram 07902-PI-200-112 included in Appendix U.4 illustrates
the fuel gas system arrangement and Piping and Instrument Diagram 07902-PI-400-202 illustrates the
Fired Heaters.
13.13 Spill Containment Systems

The Terminal is subject to the siting requirements of 49 CFR 193 Subpart B and NFPA 59A 2001
edition, (which the U.S. Department of Transportation (USDOT) incorporated within 49 CFR Part 193
on April 9, 2004).
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The following siting requirements from 49 CFR Part 193 and NFPA 59A (2001) are applicable to
systems and equipment.
Two 160,000 m3 (net) full-containment LNG storage tanks 49 CFR Parts 193.2057 and 2059
require the establishment of thermal and flammable vapor exclusion zones for LNG storage
tanks. NFPA 59A Section 2.2.3.2 specifies thermal exclusion zones based on the design spill and
the LNG spill containment area. NFPA 59A Sections 2.2.3.3 and 2.2.3.4 specify a flammable
vapor exclusion zone for the design spill, which is determined in accordance with Section 2.2.3.5
of NFPA 59A;
A pier consisting of one LNG carrier berth and a marine cargo transfer system consisting of three
16-inch LNG unloading arms, a single 16-inch vapor return arm, and a single 32-inch LNG
transfer pipeline. 49 CFR Parts 193.2001, 2057 and 2059 require thermal and flammable vapor
exclusion zones for the transfer system. NFPA 59A does not address LNG transfer systems; and
In-tank LP LNG pumps; HP LNG pumps; LNG Vaporizers; liquefaction facilities, refrigerant
storage and handling facilities and natural gas liquids (NGL) handling and storage. 49 CFR Parts
193.2057 and 2059 require thermal and flammable vapor exclusion zones. NFPA 59A Section
2.2.3.2 specifies the thermal exclusion zone and Sections 2.2.3.3 and 2.2.3.4 specify the
flammable vapor exclusion zone based on a design spill.
13.13.1.1 LNG Storage Tank (T-201A/B)

49 CFR Part 193.2181 specifies that the impoundment system serving a single LNG storage tank must
have a volumetric capacity of 110 percent of the LNG tanks maximum liquid capacity.
The LNG storage tanks (T-201A/B) that will be installed at the Terminal are full-containment type tanks,
with a primary inner containment and a secondary outer containment. The tanks are designed and
constructed so that the self-supporting primary containment and the secondary containment will be
capable of independently containing the LNG. The primary containment will contain the LNG under
normal operating conditions. The secondary containment will be capable of containing 110 percent of the
capacity of inner tank, as documented in Appendix L.8, and of controlling the vapor resulting from
product leakage from the primary containment. Each insulated tank is designed to store a net volume of
160,000 m3 (1,006,000 barrels) of LNG at a temperature of -270F and a maximum internal pressure of
4.3 psig.
Each full-containment tank will consist of:
A nine percent nickel steel open-top inner containment;
A pre-stressed concrete outer containment wall;
roof.
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The outside diameter of the outer containment is approximately 270 feet. The vapor pressure from the
LNG is designed to be equalized through ports in the suspended deck and will be contained by the outer
containment. The internal design pressure of the outer containment will be 4.3 psig. The space between
the inner containment and the outer containment will be insulated to allow the LNG to be stored at a
minimum temperature of -270F while maintaining the outer containment at near ambient temperature.
The insulation beneath the inner containment will be cellular glass, load-bearing insulation that will
support the weight of the inner containment, internal structures, and the LNG. The space between the
sidewalls of the inner and outer containments will be filled with expanded Perlite insulation that will be
compacted to reduce long term settling of the insulation. As these tanks sit upon isolators, no base
heating will be provided for these tanks. The outer containment will be lined on the inside with carbon
steel plates. This carbon steel liner will serve as a barrier to moisture migration from the atmosphere
reaching the insulation inside the outer concrete wall. This liner also provides a barrier to prevent vapor
escaping from inside the tank in normal operation.
There are no penetrations through the inner containment or outer containment sidewall or bottom. All
piping into and out of the inner and outer containments will enter from the top of the tank.
The inner containment is designed and will be constructed in accordance with the requirements of API
Standard 620 Appendix Q. The tank system will meet the requirements of NFPA 59A and 49 CFR Part
193. Refer to Drawing 07902-DG-200-201 included in Appendix L.2 for general arrangement details and
also to Section 13.6 of this Resource Report for details of the LNG storage tank design.
Spill protection of the tank roof is designed to comply with the requirements of NFPA 59A. The
protection will extend to the edge of the roof dome. Any structural carbon steel on the roof will be
protected from potential spills. Spill protection for the LNG storage tank roof is illustrated on drawing
07902-DG-200-235 included in Appendix L.2.
The full containment design prevents water ingress into annular spaces and therefore there are no water
removal requirements for this tank design.
13.13.1.2 Spill Containment Basins.

The Terminal design includes three insulated concrete Spill Containment Basins (S-606, S-607 and S-
608).
S-606, located in the LNG storage tank area. This basin will collect LNG spills from the marine
transfer area and also LNG sendout from the in-tank LP LNG Sendout Pumps.
S-607, located in the liquefaction process area. This basin will collect LNG and refrigerant spills
from the liquefaction facilities and also from the mixed refrigerant system.
S-608, located in the regasification process area. This basin will collect LNG spills from the
regasification facilities
A propane drainage swale located in the refrigerant storage area will collect propane spills from the
liquefaction facilities as well as the propane storage and handling areas.
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The location of the spill containment basins is illustrated on plot plan 07902-DG-000-001 included in
Appendix U.1. The flow of LNG, NGL and refrigerant spills into the containment basin is illustrated on
the LNG Spill Containment Plot Plan 07902-DG-600-001 that is included in Appendix Q.2.
Each LNG Spill Containment Basin is sized to contain the largest LNG, refrigerant or NGL spill that
could occur from a single accidental leakage source within its respective area for a period of 10 minutes,
which is further described in the Thermal Radiation and Flammable Vapor Exclusion Report included in
Appendix Q.1.
13.13.1.3 Thermal Radiation Exclusion Zones

Exclusion distances for various flux levels have been calculated in accordance with 49 CFR Part
193.2057 and Section 2.2.3.2 of NFPA 59A, using the LNGFire III computer program model
developed by the Gas Research Institute. The calculation and resulting thermal radiation exclusion zones
for the Terminal are detailed in Appendix Q.1 of this Resource Report.
13.13.1.4 Flammable Vapor Exclusion Zones

In accordance with the requirements of Sections 2.2.3.3 and 2.2.3.4 of NFPA 59A, 49 CFR Part 193.2059
and written interpretations issued by US DOT PHMSA in July, 2010, provisions have been made within
the design of the Terminal to minimize the possibility of flammable vapors reaching a property line that
can be built upon and that would result in a distinct hazard. Specifically, in accordance with the
requirements of 49 CFR Part 193.2059, dispersion distances have been calculated for a 2.5 percent
average gas concentration, which is one half the lower flammability limit (LFL) of natural gas, propane,
ethane, NGL and mixed refrigerant vapors. These distances have been calculated for the conveyance and
impoundment of an LNG design spill into the Spill Containment Basins using the design spills defined in
accordance with Section 2.2.3.5 of NFPA 59A (2001 edition) and also jet releases of LNG and
flammable refrigerants.
The calculation and resulting flammable vapor exclusion zones for the Terminal are detailed in Appendix
13.13.1.5 Overpressure Analysis

Analysis has been performed to quantify the consequence of ignition of reactive flammable hydrocarbons
consistent with a design spill used in performing flammable vapor dispersion exclusion analysis.
The calculations and resulting overpressure consequence analysis for the Terminal is detailed in
Appendix Q.1 of this Resource Report
13.14 Hazard Detection Systems

13.14.1 Description of Hazard Detection Systems
A Hazard Detection and Mitigation System (HDMS) will be installed at the Terminal to prevent the
occurrence of physical situations that could result in injury to personnel and/or damage to property and
the environment. The HDMS will accomplish this by detecting and alerting Terminal Operators to the
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presence of spills and leaks of LNG, natural gas, and refrigerants; leaks of other hazardous gases; and
fires. Hazard Detection and Mitigation Philosophy document 07902-TS-600-500 is included in Appendix
C.3 of this Resource Report and the following is a summary of the details contained within that
document.
The HDMS will be an independent, stand-alone, high integrity system and will continuously monitor and
alert operating personnel to leaks of LNG, flammable liquids, and flammable gases, and fires. The
HDMS will be based on a Proprietary Supervising Fire Alarm System in accordance with NFPA 72 .
This system will also be fault-tolerant and have self-diagnostics to alert operating personnel of fault
conditions.
The main HDMS control panel and operator interface will be located in the MCR which will be attended
24-hours per day. A secondary control panel will be provided in The Platform Control Room (PCR)
which will be provided with a local control panel for local operation of platform fire control and
firewater systems during LNG loading and unloading operations. This is the only time that the PCR is
expected to be constantly occupied. All controls provided at this location will also be provided at the
MCR. The system located on the marine facilities shall meet the requirements of 33 CFR127 with alarms,
controls, and communications located both in the PCR and the MCR. The platform and pier shall have
sirens and amber warning lights in accordance with 33 CFR127.207. Local control panels will be
distributed around the Terminal to provide local detection, notification and system release functions. The
local control panels and the main control panel will be networked together on a dedicated system. The
HDMS will have a communication link to the DCS for the display of HDMS status and alarm signals on
the DCS.
The HDMS will consist of the following components:
Field-mounted addressable fire and flammable gas detectors and other sensors. All instruments
will be accessible for operation and maintenance;
Visual and audible alarms located in the field and the MCR to notify personnel of hazardous
conditions. Leak hazards and fire hazards will have distinct alarms;
Local control panels for the initiating devices and notification devices. Automatic activation of
fire suppression systems and control of other equipment (e.g., automatic shutoff of ventilation
systems) are also accomplished from the local control panels. All circuits will be supervised to
detect integrity problems;
An HDMS main control panel that will be located in the MCR. The main control panel will be
networked with the local panels over a high integrity communications system. The network
circuit will be supervised to detect integrity problems;
Operator interface via video display screens and printers located in the MCR and the PCR;
Mimic panels located in other buildings such as the admin office; and
Hard-wired switches located in the MCR and PCR.
The HDMS will interface with the following systems:
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DCS redundant Ethernet or serial links

Emergency Shutdown (ESD) System hardwired
Safety Instrumented System (SIS) hardwired
Public Address/ General Announcement (PA/GA) system hardwired
The HDMS will execute control logic for single detectors as well as for groups of detectors. For
example, a voting scheme may be applied where three detectors are installed in a particular area and
alarms from two out of the three detectors will initiate controlled actions. A deviation alarm will be
generated for all signals used for voting purposes. This alarm will be generated whenever the magnitude
of the difference between the minimum and maximum signal signals is greater than a preset value of 10
percent full span signal range. This alarm will not be generated if any of the signals is of bad quality.
Monitoring capability is provided via graphic display screens and mimic panel displays located in the
MCR and the PCR. All HDMS alarms and shutdown conditions will be alarmed in the SIS/HDMS
workstation. Fire alarms and overview graphics illustrating the location of the detector will be repeated
on the DCS via communications links.
Fire and flammable gas detection and protection of offices and other buildings will be via networked fire
panels provided by the building supplier. These fire panels will be located in individual buildings and
networked to the main fire alarm control panel in the MCR. All hazard signals will alarm locally as well
as in the MCR and PCR. Local signals will be audible and visual (strobe lights) and will have distinctive
alarms and colors for fire and flammable gas (leak) hazards. The light source color shall be clear or
nominal white for fire. Combustible gas leaks shall be use an amber colored strobe or beacon.
Operating personnel will be able to initiate appropriate firefighting and/or shutdown actions via hard-
wired switches provided at the MCR and the PCR control consoles in response to fire and/or flammable
gas leaks.
Hazard trips that initiate automatic shutdown of equipment and systems and which will activate the ESD
system are described in Section 13.10 of this Resource Report 13. The input and output relationship of all
ESD initiators and actions is further illustrated in Cause and Effect Diagram 07902-DG-660-460
The fire and flammable gas detection system is designed such that no single failure point would affect
system integrity. All circuits and devices will be supervised, and shorts to ground will not prevent alarm
or communication capability. Failure of any single active component supplied within the system will not
cause a multiple loss of field devices and during such a failure the system will remain on-line and will
continue to monitor for fire and flammable gas. Additionally, the system will accommodate a means for
alarming the fault.
On-line and off-line diagnostics will be provided to assist in system maintenance and troubleshooting.
Diagnostics will be provided for every major system component and peripheral.
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13.14.2 Description of Hazard Warning Systems Including Offsite, Plant

Wide and Local Area
A description of hazard detection equipment and associated warning equipment that will be installed at
the Terminal is included in the Preliminary Fire Protection Evaluation that is included in Appendix P.1.
Data sheets for the following hazard detection equipment are included in Appendix M.3.
Document
Description
Number
07902-DS-600-611-01 Heat Detector- Indoor
07902-DS-600-611-02 Heat Detector- Outdoor
07902-DS-600-612-01 Smoke Detector
07902-DS-600-612-02 High Sensitivity Smoke Detector
07902-DS-600-613 Low Temperature Detector
07902-DS-600-614-02 Combustible Gas Detector- Spot Type
07902-DS-600-615-01 Flame Detector- Indoor
07902-DS-600-615-02 Flame Detector- Outdoor
07902-DS-600-616 High Temperature Detector
07902-DS-600-617 Carbon Dioxide Detector
07902-DS-600-618 Hydrogen Sulfide Detector
13.14.3 Hazard Detector List

Matrix 07902-LI-600-001, illustrating tag number, location, type, settings and method of activation of
hazard control equipment for the above types of detectors, is included in Appendix M.2.
13.14.4 Drawings
13.14.4.1 Hazard Detector Layout Plans
The following hazard detector layout plans are included in Appendix U.8.

07902-DG-610-410 Hazard Detector Layout Overview - Pier
07902-DG-610-420 Hazard Detector Layout Overview Onshore Facilities
07902-DG-620-431 Hazard Detection Layout Fire Area 1
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13.14.4.2 Combustion/Ventilation Air Intake Locations

The following drawings illustrating the location of flammable gas detectors in building ventilation air
intake structures, and other detectors in buildings, are included in Appendix U.8.

07902-DG-680-801 Platform Control Room Hazard Detectors
07902-DG-680-802 Main Control Room Hazard Detectors
07902-DG-680-803 Security Building Hazard Detectors
07902-DG-680-804 Administration Building Hazard Detectors
07902-DG-680-805 Maintenance Building Hazard Detectors
07902-DG-680-820 Compressor Building Hazard Detectors
07902-DG-680-840 Auxiliary Building Hazard Detectors
07902-DG-680-850 Emergency Diesel Generator Building Hazard Detectors
07902-DG-680-860 Fire Pump House Hazard Detectors
07902-DG-680-861 Deluge Water Pump House Hazard Detectors
07902-DG-680-890 Utility Building Hazard Detectors
13.15 Fire Suppression and Response Plan

Oregon LNG is developing an Emergency Response Plan in accordance with the requirements of the
FERC Draft Guidance for Terminal Operators Emergency Response Plan (ERP). The ERP will contain
details of:
The structure of the emergency response team, including roles, responsibilities and contact
details;
Responses to emergency situations that occur within the Terminal;
Emergency evacuation adjacent to the Terminal and along LNG carrier transit routes;
Training and exercises;
Documentation of consultations made with interested parties during the development of the ERP;
and
Details of cost sharing plans that have been negotiated to reimburse capital costs, annual costs
and other expenses incurred by off-site emergency organizations in providing emergency
response services to the Terminal.
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A framework for the proposed ERP is included in Appendix P.3.
In accordance with the above-mentioned FERC draft guidance document, the ERP will be prepared in
consultation with the U.S. Coast Guard and state and local agencies. Oregon LNG will request
Commission approval of the ERP prior to the commencement of construction.
13.15.1 Description of Response to Fire and Deployment of Resources

Emergencies are categorized based on two distinct criteria:
Can the Terminal Operations Personnel prevent harm to personnel or property by taking
reasonable and prudent actions? This criterion determines whether the emergency is a
Controllable Emergency or Uncontrollable Emergency; and
If the emergency is an Uncontrollable Emergency, will it affect off-site personnel or property?

This criterion determines whether the emergency is a Terminal Site Emergency or a General
Emergency.
Controllable Emergency
This is an emergency in which the Terminal Operations Personnel can prevent harm to personnel or
equipment by taking reasonable and prudent actions such as valve manipulations, shutting down
equipment, or initiating the Emergency Shutdown System. Examples of Controllable Emergencies that
may occur at the Terminal include:
LNG, NGL or refrigerant spills that are contained within the LNG spill containment system and
do not result in fire;
LNG, NGL or refrigerant spills that are contained within the LNG spill containment system and
result in a fire within the containment system;
Overpressure of gas or liquid process piping;
Collapse of buildings or systems and equipment that does not result in or does not have the
potential to result in the loss of containment of LNG or flammable gases;
Building fires that do not involve flammable gases;
Electrical fires that do not involve flammable gases;
Loss of electrical power;
Emergency LNG carrier departure unexpected LNG carrier disconnect;
Vehicle accidents;
Severe weather conditions; and
Breaches of site security that do not result in or have the potential to result in substantial damage
to the Terminal.
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Uncontrollable Emergency
This is an emergency in which the Terminal Operations Personnel cannot prevent harm to personnel or
equipment by taking reasonable and prudent actions such as valve manipulations, shutting down
equipment, or initiating the Emergency Shutdown System. An Uncontrollable Emergency involves
situations that have the potential to result in exposure of personnel or property to natural gas or
refrigerant in a liquid, cold vapor, or gaseous state or may result in fire or explosion. Examples of
Uncontrollable Emergencies that may occur at the Terminal include:
LNG, NGL or refrigerant spills that are not contained by the LNG spill containment system and
do not result in fire;
LNG, NGL or refrigerant spills that are not contained by the LNG spill containment system and
result in an unconfined fire;
Flammable gas leaks from significant failure of a pipeline or equipment;
Building or equipment fires that contain or have the potential to contain flammable gases
Structural failure of an LNG or refrigerant storage tank;
Major fire aboard an LNG carrier;
Bomb threats; and
Severe weather conditions that cause wide-scale damage to equipment and systems that result in
or have the potential to result in a loss of containment of LNG or flammable gases.
In addition, a Security Breach that results in a high probability of substantial damage to the Terminal and
may create an Uncontrollable Emergency will be considered an Uncontrollable Emergency, even if no
damage has yet occurred. Examples of this situation include:
Discovery of an explosive device in close proximity to an LNG tank or major LNG, natural gas,
refrigerant or NGL pipeline; and
An act of sabotage that may result in structural failure of an LNG, NGL or refrigerant storage
tank or rupture of an LNG, NGL or refrigerant tank or major LNG, natural gas, NGL or
refrigerant pipeline.
An Uncontrollable Emergency is then further classified as a Terminal Site Emergency or a General

Emergency.
13.15.1.1 Uncontrollable Emergency Terminal Site Emergency

This is an Uncontrollable Emergency that threatens Terminal personnel or equipment with exposure to
natural gas, NGLs, or refrigerants (liquid, cold vapor, or gaseous state) or involves a fire or explosion of
a magnitude that involves a large portion of the Terminal.
A Security Breach that results in a high probability of substantial damage to the Terminal is considered a
Terminal Site Emergency.
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At the instruction of the Terminal Emergency Director, emergency help will be requested by the Public
Information Contact from off-site emergency organizations during a Terminal Site Emergency.
13.15.1.2 Uncontrollable Emergency General Emergency

This is an Uncontrollable Emergency that threatens the public with exposure to natural gas, NGLs, or
refrigerants (liquid, cold vapor, or gaseous state) or involves a fire or explosion of a magnitude that
affects persons or property off-site. At the instruction of the Terminal Emergency Director, emergency
help will be requested by the Public Information Contact from off-site emergency organizations during a
General Emergency. Additionally, the Terminal Emergency Director may recommend an evacuation of
the local community.
The following diagram illustrates the decision-making process that Oregon LNG will use to classify site
emergencies and determine the appropriate response to the emergency.
Figure 13.15.1 Emergency Classification Process
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Certain Emergency Actions will require emergency response from outside organizations. Effective
Emergency Response Planning and response is, therefore, dependent on close, ongoing coordination
between Oregon LNG and those outside organizations.
To ensure effective coordination is maintained, there will be periodic meetings, drills, and familiarization
tours conducted for these organizations at predetermined intervals. In addition, the outside organizations
will be encouraged to send new members to the Terminal for familiarization tours.
Oregon LNG will coordinate the development of its ERP with the U.S. Coast Guard and state and local
agencies. A significant aspect of this plan will be the organization and staffing of local police, fire, and
emergency response resources and personnel specific to the needs and action plans of the Terminal. The
ERP will describe the roles and responsibilities of the off-site emergency services.
13.15.2 Organizational Chart for Emergency Response and Fire Fighting

The Normal Operating Organization of the Terminal consists of:
Operations Personnel;
Maintenance Personnel;
Security Personnel;
Management and support personnel (normal working hours only); and
Contractor personnel (normal working hours only).
During normal working hours, the Terminal Management Personnel will initiate the Emergency
Response Plan. During off-normal working hours, Operations Personnel will initiate the Emergency
Response Plan.
When the Emergency Response Plan is put into effect, Terminal Personnel will assume designated
positions, each with specific duties as depicted in the following chart.
Figure 13.15.2 Emergency Organization
Terminal
Emergency Director
Security
Public Information Emergency Response Shift Assembly
Contact Team Leader Supervisor Leaders
Emergency Response Security

Team Force
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Terminal Emergency Director
The Terminal Emergency Director is in command of the Terminal Emergency Organization. If the
emergency occurs outside of normal business hours, the Shift Supervisor will assume the Terminal
Emergency Director position until relieved by the Terminal Manager.
The role of the Terminal Emergency Director involves interacting with both on-site groups (Terminal
employees dealing with the emergency) as well as off-site groups (media and off-site emergency
organizations). If the emergency continues for an extended period, then the Terminal Emergency Director
position may be filled in rotation by more than one person. The Terminal Emergency Director is
normally based in the Emergency Control Center, which will be located in the Administration Building.
The specific duties of the Terminal Emergency Director position will include the following tasks:
Assessing each emergency and determining the appropriate Emergency Classification using
information provided by the Emergency Response Team Leader;
Designating and directing the Terminal Public Information Contact or acting as the Terminal
Public Information Contact until another individual is designated for that position;
Coordinating activities with off-site emergency organizations and, if acting as the Public
Information Contact, requesting off-site assistance for emergency response;
Determining which resources are required to respond to an emergency and directing the call-in of
additional Terminal employees;
Directing on-site evacuation and providing recommendations for off-site evacuation as needed;
Overseeing the Security Shift Supervisor;
Overseeing the Assembly Leaders;
Developing re-entry plans for any areas previously evacuated; and
Maintaining the Terminal Emergency Control Center Status Board.
Public Information Contact
In the event of an emergency at the Terminal, it is critical that information released to public agencies,
the media, and ultimately the general public be accurate. During an emergency situation, the Terminal
employees may be contacted by the media or by members of the general public regarding the emergency.
In order to ensure that accurate information is disseminated, only the Public Information Contact will be
authorized to provide information to the media, local agencies or the public. Terminal employees will
refer all persons with questions regarding the emergency to the Public Information Contact. Also, if
Terminal employees are questioned about statements or speculations that arise, they will also refer the
person to the Public Information Contact.
The Public Information Contact will be designated as the information point of contact by the Terminal
Emergency Director and acts as the spokesperson for disseminating information to all media outlets and
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state and local emergency organizations. The Public Information Contact reports to the Terminal
Emergency Director.
The specific duties of the Public Information Contact include the following tasks:
Contacting off-site emergency organizations to request emergency support during an emergency

condition as directed by the Terminal Emergency Director;
Providing off-site emergency organizations with the status of the emergency;
Appointing and overseeing a liaison to communicate with local emergency organizations during
General Emergencies; and
Designating a media area, preparing news releases, and disseminating information to the media
in accordance with established protocols.
Emergency Response Team Leader
The Emergency Response Team Leader will be the on-duty Shift Supervisor or Lead Operator. The
Emergency Response Team Leader will command the on-site Emergency Response Team and will report
to the Terminal Emergency Director. Generally, the Emergency Response Team Leader will direct the
Operations Team and off-site emergency organizations while they are performing emergency actions at
the Terminal.
The specific duties of the Emergency Response Team Leader include the following tasks:
Assessing each emergency situation and assuming the role of Terminal Emergency Director until
relieved by the Terminal Manager;
Identifying the actual and potential hazards affecting the Terminal, its personnel and/or areas
adjacent to the Terminal;
Directing Emergency Response Team members;
Identifying specific off-site resources that may be needed in an emergency; and
Providing the Terminal Emergency Director with the current information about the emergency
situation.
Emergency Response Team
The Emergency Response Team will report directly to the Emergency Response Team Leader. The
Emergency Response Teams responsibilities include the direct actions to bring the Terminal to a safe
status.
The Emergency Response Team consists of:
Operations Personnel;
Maintenance Personnel;
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Selected contractor personnel as requested by the Emergency Response Team Leader; and
Selected off-site emergency personnel as requested by Emergency Response Team Leader.
The specific duties of the Emergency Response Team include the following tasks:
LNG and flammable gas release control. This role will primarily utilize Terminal Operations and
Maintenance Personnel, who will implement immediate actions required to terminate any release
and mitigate the consequences of the emergency incident.
Emergency recovery and restoration. This role will primarily utilize Terminal Operations and
Maintenance Personnel, who will implement immediate actions required to bring the Terminal to
a safe condition and mitigate the consequences of the emergency incident.
Fire fighting. This role will primarily utilize off-site fire fighting personnel. The Terminal
employees are also trained to fight fires.
Re-entry into areas that were previously evacuated. Re-entry will be approved only by the
Terminal Emergency Director. Re-entry will primarily utilize Terminal Operations and
Maintenance Personnel, who will search for unaccounted personnel, rescue trapped or injured
personnel, perform maintenance or operations activities to terminate or mitigate the emergency,
determine safe areas and personnel exclusion areas, and determine the nature and magnitude of
the emergency.
Medical Aid. This role will utilize Terminal employees, including the Safety and Health
Coordinator, and off-site rescue squads as needed. The Terminal employees will perform this
function until off-site rescue squad personnel arrive. As off-site rescue squad personnel arrive,
Medical Aid activities will be taken over by rescue squad personnel to free the Terminal
employees for Terminal recovery activities. The Medical Aid activities include transporting
injured persons to a safe location, administering first aid, determining if transport off-site is
needed, notifying hospital(s) of incoming injured, transporting injured personnel to appropriate
medical facilities, and maintaining accurate records of all first aid treatment.
Escort. Escort off-site emergency personnel as required.
Security Shift Supervisor
The Security Shift Supervisor supervises the Security Force and reports directly to the Terminal
Emergency Director. The Security Shift Supervisor is responsible for ensuring the Security Force carries
out its assigned duties.
Security Force
The specific duties of Security Force Personnel include the following tasks:
Securing and maintaining the Terminal perimeter;
Controlling access to the Terminal;
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Ensuring that Terminal access roads are clear for use by emergency vehicles and essential
personnel;
Coordinating and directing off-site emergency response teams to staging areas as directed by the
Emergency Response Team Leader;
Assisting with on-site evacuations as directed by the Terminal Emergency Director;
Assisting with accountability activities;
Overseeing direct coordination with local law enforcement agencies; and
Identifying needs for additional security requirements (i.e., local law enforcement) and
communicating those needs to the Terminal Emergency Director.
Assembly Leaders
The Assembly Leaders perform an accountability function and direct personnel safely to assembly areas.
Assembly Leaders will assume their designated roles when a Terminal evacuation is ordered by the
Terminal Emergency Director.
Although the Assembly Leaders report to the Terminal Emergency Director, they will also communicate
directly with the Emergency Response Team Leader.
13.16 Hazard Control Systems

Hazard Detection and Mitigation Philosophy 07902-TS-600-500 is included in Appendix C.3 of this
Resource Report 13 and this section 13.16 provides a summary of the information contained in that
document.
13.16.1 Description of Hazard Control Equipment and Systems

Dry chemical systems are effective against hydrocarbon pool and three-dimensional fires (e.g., jet fires),
particularly those involving pressurized natural gas or LNG spills, provided re-ignition potential is low.
The dry chemical agent that will be used at the Terminal is potassium bicarbonate as this has been found
to be most effective of the dry chemical agents. In addition, dry chemical systems may be used in
conjunction with high expansion foam systems in select areas. Therefore, the dry chemical agent must be
compatible with the high expansion foam agent
Dry chemical systems installed at the Terminal will consist of total flooding systems, local application
(fixed nozzle and/or hose line systems) and/or portable extinguishers (both handheld and wheeled).
System selection, as discussed in Section 13.16.2 below, depends on the type of hazard, the location of
the hazard, the size of the hazard, existence of nearby ignition sources, ability to access the hazard and
the potential consequences of the fire on the public, Terminal personnel and equipment. As illustrated in
Section 13.16.4, these systems are located at strategic locations to facilitate effective fire extinguishment.
These systems are designed in accordance with NFPA 17 for engineered systems and NFPA 10 for
portable extinguishers and will be UL listed or FM approved.
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Fixed dry chemical systems are provided on the loading platform, the Compressor Building, HP Pump
Enclosure and the LNG storage tank pressure safety valve tail pipes.
13.16.2 Dry Chemical Basis of Design

Dry chemical system selection is based on the configuration of the area containing the hydrocarbon
hazard. Specifically:
Enclosed areas that contain natural gas, LNG or refrigerant processing equipment shall be
protected with a total flooding system due to the risk of a three-dimensional fire. This includes
within the tail pipes of LNG tank relief valves. These systems will be automatically activated by
the Hazard Detection and Mitigation System using heat and/or flame detectors.
Areas where LNG or liquid refrigerant spills may collect shall be provided with a local automatic
or manually operated application system or portable extinguishers, depending on the results of a
hazards evaluation that considers the size of the hazard, ignition sources available, time required
for response, and other factors.
Open areas where plausible leaks, sprays, or ruptures involving natural gas, LNG, or refrigerant
may occur shall be provided with a local application system or portable extinguishers. As these
potential fires are likely to be small and less likely to significantly affect the public or Terminal
personnel or equipment, manual systems (either hose lines or portable extinguishers) shall be
applied.
Systems will meet the requirements of NFPA 17 and be UL Listed or FM Approved. In accordance with
33 CFR 127.609, a dry chemical system is provided for the marine transfer areas (i.e., under the
unloading arms). This system is for local application with at least two discharge systems, one of which
must be a monitor. The second may be either a monitor or a hose line. System capacity is based on 45-
second discharges from each system either sequentially or simultaneously.
Manual systems consisting of either hose line units or portable extinguishers will be employed, provided:
The area to be protected does not typically have ignition sources;
The area to be protected is easily accessible;
The fire size is such that personnel can approach the fire to effectively apply the dry chemical
agent; and
The consequences of the fire to the public and the Terminal are found to be low, allowing time
for a manual response.
If an automatic system is determined to be appropriate for a local application, the dry chemical will be
applied by either nozzles or monitors. Sufficient detection equipment, such as heat and/or flame
detectors, will be provided for system activation.
Portable dry chemical extinguishers will be provided throughout the process area for fast response to
small fires. The placement and sizing of these portable extinguishers shall be based on NFPA 10.
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Dry chemical system sizing is described in the hazard detection and mitigation philosophy (07902-TS-
600-500) included in Appendix C.3 to this Resource Report.
13.16.3 Matrix of Hazard Control Equipment

Matrix 07902-LI-600-003 included in Appendix M.2 summarizes the location, tag number, area covered,
type, size, discharge conditions, activation method for all dry chemical equipment that will be installed at
the Terminal.
13.16.4 Dry Chemical System Drawings

13.16.4.1 Dry Chemical Equipment and Other Systems Location Plans
The following drawings included in Appendix U.9 illustrate the location of fixed and portable dry
chemical systems that will be installed at the Terminal.

07902-DG-610-440 Fire Protection Overview Pier
07902-DG-610-442 Fire Extinguisher Layout - Pier
07902-DG-620-450 Fire Protection Overview Onshore Areas
07902-DG-620-452 Fire Extinguisher Layout Onshore Areas
13.16.4.2 Dry Chemical Coverage Plans

The following drawings included in Appendix U.9 illustrate the areas of coverage by fixed dry chemical
systems that will be installed at the Terminal.

07902-DG-610-444 Dry Chemical Coverage Pier
Fixed Dry Chemical and High Expansion Foam
07902-DG-620-454
Coverage Onshore
13.16.4.3 Dry Chemical System P&IDs

The following P&IDs for the dry chemical systems are included in Appendix U.4.

07902-PI-620-421 Dry Chemical System Loading Platform
07902-PI-620-422 Dry Chemical System BOG Compressor
Building
07902-PI-620-423 Dry Chemical System HP Pump Area
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13.17 Fire Water

13.17.1 Description of Fire Water System
The fire water system that will be installed at the Terminal will be a private, freshwater distributed fire
main loop that is fed via fire pumps from a fire water storage tank. The distributed loop will provide fire
water to various sprinkler systems, automatic water systems, hydrants, monitors and other systems as
needed. The storage tank capacity will be sufficient to provide water to the largest system demand for
two hours. The largest system demand is the design basis fire water demand (defined below) plus a 1,000
gpm hose stream allowance per NFPA 59A-2001. The Fire Water Tank will be supplied with water from
the city water main.
In addition, the Terminal will use an LNG storage tank deluge system to wet the storage tank that could
be exposed to the heat from a fire involving the other tank. The deluge system will be fed from dedicated
pumps taking suction from the Skipanon River. A cross-connect with a normally closed valve between
the deluge system and the fresh water system will be provided to allow the Deluge Firewater Pumps to
back up the Diesel and Electric Firewater Pumps in the highly unlikely event that the main fire pumps
become unavailable.
The main firewater pumps consist of two jockey pumps and two 100% firewater pumps, one electric
motor driven (Electric Firewater Pump) and the other diesel driven (Diesel Firewater pump). The Deluge
Firewater Pumps will all be diesel driven with sufficient fuel for 8 hours of operation.
The offshore section of the fire main will not be looped but it will have international shore to carrier
connections for the moored LNG carriers in accordance with the OCIMF guidance in Guide on Marine
Terminal Fire Protection and Emergency Evacuation. In addition, pump-in points for fire boats shall be
provided for further backup capability
13.17.1.1 Fire Water System Design Demands and Basis of Sizing

Terminal Fire Water System
The Firewater System and Equipment Sizing Calculation 07902-CA-600-401 included in Appendix P.2
demonstrates that the design of fire water supply and distribution systems is based on the volume of
water required to combat and protect against the maximum credible fire event, thereby establishing the
design basis fire water demand for the Terminal, plus a hose stream allowance of 1000 gpm per NFPA
59A-2001. Separate, unrelated simultaneous fires in two or more Terminal locations are not considered
to be credible and are not provided for in the design. The maximum credible fire event for the fresh water
system is estimated to require 3,400 gpm, plus 1,000 gpm for hose streams for a total of 4,400 gpm. The
design flow rates are illustrated on the Fire Water System Utility Flow Diagram 07902-PF-600-401 that
is included in Appendix U.2.
LNG Storage Tank T-201A/B Deluge System
For the LNG storage tank deluge system demand, the maximum credible fire is a fire at one tank
generating heat that affects the adjacent LNG storage tank. Coverage is provided for the surfaces of the
adjacent tank that may be exposed to radiant heat fluxes in excess of 9,500 Btu/(hr-ft2), which is based on
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the concretes ability to withstand this heat flux. The deluge rate will provide 0.1 gpm/ft2 of firewater.
The deluge rate is based on guidance from API2510A for tanks exposed to radiant heat assuming no
flame contact.
13.17.1.2 Fire Water System Components

Fire Water Tank
The Fire Water Tank (T-601) will be a suction tank at grade in accordance with NFPA 22. The Fire
Water Tank will also serve as the supply tank for the Service Water System. Water for the Service Water
System will be drawn from the Fire Water Tank via a standpipe located at an elevation in the tank which
will ensure that the Service Water System cannot draw the tank level below the required fire water
volume. The working capacity of the tank is 530,000 gallons to handle the maximum credible fire event
for two hours. The make-up water will be from the municipal water system.
Fire Water Pumps
The entire pump installation, including the fire pumps, jockey pumps, drivers, controllers, piping, valves,
fuel tanks, interconnecting wiring, etc., is in accordance with NFPA 20.
The entire pump installation, including the Electric and Diesel Firewater Pumps, Firewater Jockey
Pumps, drivers, controllers, piping, valves, fuel tanks, interconnecting wiring, etc. shall be in accordance
with NFPA 20. The firewater system will be pressurized to 100 psig by means of the Firewater Jockey
Pumps (2 x 100%). The Electric and Diesel Firewater Pumps will be arranged for automatic, sequential
start upon a decrease in the pressure in the fire main. The first fire pump to operate will be the Electric
Firewater Pump. If this pump fails to start, or if the header pressure continues to fall, the backup pump,
the Diesel Firewater Pump, will automatically start. Each Firewater pump shall be sized to provide the
demand capacities at the required residual pressures for each credible fire scenario. The design flow for
each Firewater Jockey Pump shall be 250 gpm to provide system makeup under leakage conditions per
NFPA 20. Sufficient fuel shall be provided for the diesel driven pump for 8 hours operation.
The following data sheets are provided in Appendix M.3 for these components:
07902-DS-600-602 for the Electric Firewater Pump;
07902-DS-600-603 for the Diesel Firewater Pump; and
07902-DS-600-604 for the Firewater Jockey Pumps.
Deluge Fire Pumps
Deluge Fire Pumps P-605A/B will be installed in the Deluge Pump House. The pumps will be vertically
mounted centrifugal pumps and will take suction from the Skipanon River through intake screens that are
designed to prevent debris from damaging the pumps while minimizing potential for damage to marine
life. The intake screen design will limit the water velocity passing through the screens to 0.4 feet per
second or less under design flow conditions. These pumps will supply fire water to the LNG Tank
Deluge System at a design flow of 4,500 gpm (and a maximum capacity of 6,800 gpm) per pump. All
Deluge Fire Pumps will be diesel-driven. These pumps are designed per NFPA 20. Starting controls are
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based on LNG tank top containment fire. Sufficient fuel shall be provided for the diesel driven pump for
8 hours operation.
Data sheet 07902-DS-600-605 for the Deluge Fire Pumps is included in Appendix M.3.
Fire Water Piping
A looped, underground firewater distribution network shall be provided around all areas of the Terminal
in accordance with NFPA 24. The layout of the system provides a supply to each area from a minimum
of two directions except for the pier and loading platform area, which will be supplied by a single
firewater line. Isolation gate valves (Post Indicating Valves) shall be provided to isolate sections of
piping in the event of failures and still maintain the ability to supply firewater to each designated area.
The distribution system shall be sized to deliver the design firewater demand to the most hydraulically
remote location in the network at the demand's minimum residual (flowing) pressure. Aboveground
piping shall deliver firewater to the pier and loading platform area via a pipe rack.
All piping shall be listed or approved for fire service. Above ground piping (pier & berthing area) shall
be welded carbon steel, with fused epoxy internal coating and seawater corrosion-resistant outer coating
if piping is exposed to seawater.
Post Indicator Valves (PIVs) shall be Resilient Type Gate Valves. Butterfly valves shall not be used.
These valves shall be locked open so as not to require electrical supervision. A PIV shall be located at
each branch connection and downstream of each branch connection as a minimum requirement per 33
CFR127.607.
For the marine transfer area (loading platform), the fire main system must provide at least two water
streams to each part of the LNG transfer piping and connections, one of which must be from a single
length of hose (1-1/2 in. or greater hose of length no greater than 100 ft) or from a fire monitor per 33
CFR127.607. The hose shall be connected to the hydrant or standpipe and be on a reel or hose rack. The
nozzle shall be Coast Guard approved combination solid stream and water spray nozzle.
Hydrants
Fire hydrants shall be provided around the Terminal (process areas, pier and loading platform areas) in
accordance with NFPA 24 and the OCIMF guidelines. Hydrants shall be spaced at not more than 150 feet
in Terminal process areas and loading platform areas and not more the 300 feet along the pier and
Terminal roads.
Three types of fire hydrants shall be provided:
2-way fire hydrants with 2" hose connections
3-way fire hydrants (with one 3" pumper connection and two 2" hose connections)
3-way monitor mounted fire hydrants with two 2" hose connections.
Hydrants located along the pier and roadways shall be 2-way type.
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Hydrants located in the LNG loading area, LNG tank storage area, and process areas shall be 2-way or 3-
way types or 3 way monitor mounted types.
Hydrants shall be red or some other conspicuous color in accordance with 33 CFR127.601 (this applies
only to the unloading area but to maintain consistency throughout the Terminal, all shall be the same
color).
Monitors
Monitors shall be located as needed to provide cooling to equipment, vapor dispersion and thermal
radiation exposure protection.
Berthing area monitors shall be tower elevated brass monitors, electrical or electro-hydraulic operated
remote controlled type suitable for hazardous locations, each with a fog/straight stream nozzle. Monitor
remote controls shall be located at least 50 ft from the probable fire location.
Process areas shall be provided with monitors as needed to cool equipment and structures and support
vapor dispersion. All monitors shall be remotely controlled to minimize local manual actions in areas
with hazardous conditions. Monitor mounted hydrants shall be provided with brass monitor outlet
attachments. Monitors shall be complete with a combination fog/straight stream brass nozzle.
The capacity of monitors shall be based on required flows and reach for the cooling flow. In general,
monitor selection is based on a 100 psig pressure and a narrow fog flow. Based on this, 500 gpm
monitors are considered to have a reach of about 100 ft (with a capability to reach 170 ft with solid
stream flow), and 1000 gpm monitors are considered to have a reach of about 150 ft (with a capability to
reach 280 ft with solid stream flow).
Monitors shall be red or some other conspicuous color in accordance with 33 CFR127.601 (this applies
only to the unloading area but to maintain consistency throughout the Terminal, all shall be the same
color).
Hose Reels and Hose Houses
Outside hose houses with fire hose carts, nozzles, hydrant wrenches, spanners and other necessary
equipment shall be provided strategically around the Terminal, storage, LNG berthing areas and along
the pier in accordance with NFPA 24. Hose houses at hydrants will have hoses pre-connected to the
hydrant.
Hose reels and hose houses shall be red or some other conspicuous color in accordance with 33
CFR127.601 (this applies only to the unloading area but to maintain consistency throughout the
Terminal, all shall be the same color).
International Ship to Shore Connection
International ship to shore connections (ISCs) (2" hose connections) complete with nuts and bolts shall
be provided at the loading platform for connection between the LNG carrier and the firewater supply. A
minimum of four ISCs shall be provided. The ISCs shall be in accordance with ASTM F 1121 with
sufficient 2-1/2 inch hose to connect to the carrier per 33 CFR127.611.
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Firewater Connection for Fire Boats
Ship to shore connection shall be provided where fire-fighting boats can hook up to supplement the
firewater supply line. The manifold shall be sized for the tugboats flow and firewater line size
13.17.1.3 Sprinkler and Water Spray Systems

Automatic Sprinklers
Automatic (either wet pipe or dry pipe) Sprinkler Systems shall be provided in non-process areas in
accordance with NFPA 13 and local building codes. Sprinkler systems may also be provided in structures
in process areas where water fire suppression is effective. Systems shall be hydraulically designed for the
occupancy classification of the application.
Fixed Water Spray System
Local water spray systems may be used for cooling storage and process vessels and equipment exposed to
fires. Systems shall be designed per NFPA 15 and/or API 2510A. Systems may be automatically or
manually activated in response to hazard detection.
LNG Tank Water Deluge System
The Tank Water Deluge System will consist of spray ring headers for the roof and side walls of each
tank. These rings will distribute the water over the tank outer surface for cooling when there is a fire in
an adjacent tank. The application rate shall be 0.1 gpm/ft2 to ensure complete wetting of the surfaces
considering rundown. Only those surfaces that may be exposed to heat fluxes in excess of 9,500
Btu/hr/ft2 will be protected. The deluge system will be supplied by the Deluge Firewater Pumps through
deluge valves and the system normally operates dry from these valves to the tank distribution rings
13.17.1.4 Water Supply for High Expansion Foam

The fire main system shall supply water to the high expansion foam skids. The fire main shall be verified
to meet the flow and pressure demands for firewater used in the high expansion foam systems, but the
peak flow demand for the foam systems shall not be used to determine the fire main system maximum
demand since the foam system operates intermittently based on need to maintain the foam blanket
13.17.2 Matrix of All Fire Water Delivery Equipment

List 07902-LI-600-002 included in Appendix M.2 summarizes the location, tag number, area covered,
type, discharge conditions, activation method for all fire water equipment including deluge systems,
sprinklers, monitors, hydrants and hose stations that will be installed at the Terminal.
13.17.3 Fire Water Drawings

13.17.3.1 Fire Water Flow Diagram
The Fire Water Flow Diagram 07902-PF-600-401 is included in Appendix U.2.
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13.17.3.2 Fire Water P&IDs

The following drawings that are included in Appendix U.9 illustrate the location of fire water systems
that will be installed at the Terminal.

07902-DG-610-440 Fire Protection Overview Pier
07902-DG-610-441-01 Fire Hydrant, Fire Monitor and Hose Reel Layout - Pier
07902-DG-610-442 Fire Extinguisher Layout - Pier
07902-DG-610-444 Dry Chemical Coverage Pier
07902-DG-620-450 Fire Protection Overview - Onshore
07902-DG-620-451-01 Fire Hydrant, Fire Monitor and Hose Reel Layout -
Onshore
07902-DG-620-452 Fire Extinguisher Layout Onshore Areas
07902-DG-620-453 Automatic Sprinkler Coverage Onshore Areas
07902-DG-620-455 Water Deluge Coverage Onshore Areas
The following P&IDs for the fire water systems are included in Appendix U.4.

07902-PI-600-401 Firewater System
07902-PI-600-402 Firewater System Distribution
07902-PI-600-404 Firewater System Deluge Firewater Pumps
07902-PI-600-405 Firewater System LNG Storage Tank Deluge
13.17.3.3 Fire Water Coverage Plans

The following equipment location and coverage drawings are included in Appendix U.9.

07902-DG-610-441-02 Fire Hydrant Coverage - Pier
07902-DG-610-441-03 Fire Monitor Coverage - Pier
07902-DG-620-451-02 Fire Hydrant Coverage - Onshore Areas
07902-DG-620-451-03 Fire Monitor Coverage - Onshore Areas
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13.18 High Expansion Foam System

13.18.1 Description of Foam System and Equipment
High expansion foam systems will be provided for LNG Spill Containment Basins S-606, S-607 and S-
608.
High expansion (Hi-Ex) foam will be used to reduce the vaporization rate of spilled LNG, provide
additional vapor dispersion control (since vapors traveling through the foam warm sufficiently to better
disperse in the atmosphere), and reduce the heat release rate of a basin fire, if ignited, by reducing the
vaporization rate from the basin under fire conditions.
Each system will consist of a foam concentrate storage tank, a proportioning device to mix the
concentrate with fire main water, and a foam generator powered by a water-driven reaction motor to
distribute the foam over the liquid surface of any spilled LNG in the basins. The foam concentrate has an
expansion ratio of at least 500:1. The systems will be activated manually by Terminal Operators as
required. The foam generators are designed to withstand high temperatures and will be of a design
proven for LNG service. Foam fences will also be used to minimize the loss of foam as a result of wind.
The foam systems will provide at least 1 foot deep coverage over the basin areas within 30 seconds of
system actuation and 5 ft deep coverage over the basin areas within one minute of activation. System
capacity will be sufficient to maintain this foam blanket for a 24 hour period by periodically adding more
foam.
13.18.2 Foam System Basis of Design

The Hi-Ex foam systems will be designed in accordance with NFPA 11 and be UL listed or FM
approved. The design will further be proven for LNG service. System capacity will be based on an initial
foam discharge rate of 6 CFM/ft2 and on maintaining a depth of 5 feet. The discharge rate and foam
depth are based on LNG spill testing where the 6 CFM/ft 2 rate resulted in total foam coverage within 30
seconds of system actuation. The 5 foot depth was selected to provide margin over testing that showed 3
feet was sufficient to significantly reduce downwind gas concentrations. These values were based on the
assumption that the system response time is less than 30 seconds. The 5 foot depth provides additional
conservatism for the Terminal since the basins are insulated, resulting in lower LNG boil-off rates, which
in turn has been shown to provide additional protection time per foot of foam. (See Considerations
Relating to Fire Protection Requirements for LNG Plants (75-T-47) by H. R. Wesson, Operating Section
Proceedings, American Gas Association, Los Angeles, CA May 5-7, 1975, pp. T-121 - T-136.)
System capacity to maintain a 5 foot depth of foam for 24 hours for the LNG Spill Containment Basin
will be conservatively selected to provide sufficient time to disperse the LNG vapors in a controlled and
safe manner. This capacity also provides margin to account for wind-driven or rain-driven foam depth
loss. The Hi-Ex foam system shall be used for local application, where the foam is discharged directly
onto the fire or LNG spill. The system shall consist of fixed foam generating apparatus complete with a
piped supply of foam concentrate and water that is arranged to discharge foam directly onto a fire or spill
hazard.
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Potassium bicarbonate dry chemical agents may be used in addition to the foam system to control basin
fires. As a result, the dry chemical and foam agents used will be compatible.
High expansion foam system sizing is described in the Hazard Detection and Mitigation Philosophy
document (07902-TS-600-500) included in Appendix C.3 to this Resource Report.
13.18.3 Matrix with Tag Number, Location, Type/Model of Foam

Equipment.
Matrix 07902-LI-600-003 included in Appendix M.2 summarizes the location, tag number and type of
high expansion foam system equipment that will be installed at the Terminal.
13.18.4 Drawings
13.18.4.1 Foam System Component Location Plan
The location of the high expansion foam system for the S-606, S-607 and S-608 LNG Spill Containment
Basins and their areas of coverage are illustrated in drawing 07902-DG-620-454, which is included in
Appendix U.9.
13.18.4.2 High Expansion Foam System P&ID

The P&ID for the high expansion foam system for the S-606, S-607 and S-608 LNG Spill Containment
Basins are illustrated in drawings 07902-PI-640-441, 07902-PI-640-442 and 07902-PI-640-443 which are
13.19 Security
The Terminal is designed and will be constructed and operated to provide the level of security and safety,
consistent with the requirements of its design and location.
A separate Facility Security Plan, describing site security provisions and features, is being prepared for
the USCG pursuant to USCG regulations, 33 CFR 105, and is being treated as Sensitive Security
Information according to the USCG regulations. This information will be made available upon request in
accordance with the USCG disclosure requirements for Sensitive Security Information.
Key elements of this Facility Security Plan are summarized below. For more detailed information, see the
Facility Security Plan.
13.19.1 Security Description

Oregon LNG will employ a Facility Security Plan developed to meet the requirements of the USCG,
Department of Homeland Security, Maritime Security (Facility) regulations, 33 CFR 105 et al. The
purpose of the Facility Security Plan is to provide procedures that will enhance the safety and security of
the Terminal against unlawful acts.
Security measures included in the Facility Security Plan and within the design of the Terminal to control
access at all Maritime Security (MARSEC) levels include:
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Perimeter security;
Access points into the Terminal;
Restrictions and prohibitions applied at the access points;
Identification systems; and
Screening procedures.
A Closed Circuit Television (CCTV) system will be installed at the Terminal and will monitor the pier,
the fence line, active access points and the waters along the Terminal, and the interior of the Terminal.
Intrusion detection systems will be installed at the perimeter security fence and also in all buildings.
Key features of the Facility Security Plan include:

Security Procedures
Description of the facility security administration and organization;
Facility security officer qualifications;
Response to change in MARSEC level;
Procedures for interfacing with vessels;
Declaration of Security (DOS) requirements;
Security measures and procedures for handling cargo;
Procedures for delivery of vessels for bunkers and stores;
Security monitoring procedures;
Security incident procedures (such as evacuation, reporting incidents, briefing Terminal

personnel, securing non-critical operations);
Security measures for access control, including perimeter security, access points into the
Terminal, restriction and prohibitions applied at the access points, identification system,
acceptable forms of personnel identification, visitors log and passes, screening procedures for
personnel and vehicles, access control and screening procedures;
Restricted areas and procedures; and
Audits and security plan amendments.

Security Systems and Equipment Maintenance
Security fencing system;
Buildings, equipment and other structures that will be enclosed;
Location of the means of access and egress through the protective enclosure;
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Methods of maintaining security of gates that are used for access and egress and procedures that
will be used during emergency situations;
Security lighting systems; and
Security systems and equipment maintenance requirements.

Communications
The Facility Security Plan includes communication systems and procedures to provide effective and
continuous communications between all Terminal personnel, vessels interfacing with the Terminal, the
COTP, and federal, state, and local authorities with security responsibilities.
Security Training
The Facility Security Plan includes details of training that must be provided to all personnel who will be
involved in providing security at the Terminal. Training will be provided to comply with the
requirements of 49 CFR Part 193 Subpart H, NFPA 59A (2001 edition) Annex D and 33 CFR 127.503.
Required personnel training and qualifications;
Training documentation and review requirements; and
Required drills and exercises.
13.19.2 Site Access Control

Security measures will be implemented to control entry to and egress from the Terminal at all MARSEC
levels. Entry to the facility will be controlled by an automated key card badge system for employees and
a security guard posted at the main entrance for any visitors. The security guard will be posted during
daytime operations, maintenance periods, and any period in which an LNG carrier is berthed at the
Terminal. Specifics of the access entry control are further detailed in the Facility Security Plan. The
purpose of such measures will be to:
Deter the unauthorized introduction of dangerous substances and devices including any device
intended to damage or destroy persons, vessels, facilities or ports;
Secure dangerous substances and devices that are not authorized by the owner or operator to be
on the Terminal Site; and
Control access to the Terminal.
13.19.3 Cameras
A Closed Circuit Television (CCTV) monitoring system will be installed at the Terminal to provide
remote surveillance capability.
The CCTV system will monitor the pier, the fence line, active access points, the waters along the
Terminal, and the interior of the Terminal.
The system will include a mix of fixed and pan/tilt/zoom cameras to provide the coverage based on the
lighting requirements, the application, the required field of view and the camera location. The cameras
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will be low-light or ultra-low-light depending on the lighting in each area. Monitors will be located in the
Main Control Room and the Security Building. The layout of the security cameras and areas of coverage
are illustrated in drawing 07902-DG-000-010, which is included in Appendix U.12 to this Resource
Report.
13.19.4 Intrusion Detection

Intrusion detection systems will be installed at the perimeter security fence and also in all buildings.
The fence line system will detect, alarm, and accurately identify the locations of any attempts of intrusion
through the security fence. The fence line perimeter will be partitioned into zones, and each zone will be
alarmed and logged at the security system console. The fence line perimeter is shown in 07902-DG-000-
010, which is included in Appendix U.12 to this Resource Report.
The intrusion detection system will also include sensors for early warning of approaching vehicles and
will be capable of controlling vehicle access gates. To minimize false alarms, surrounding weather
conditions will be appropriately considered when installing the system.
13.20 Piping
13.20.1 Piping Systems
Process-related piping systems at the Terminal are designed in accordance with the design fluid
velocities described in Section 7.1 of the Engineering Design Standard 07902-TS-000-001 included in
Appendix C.1.
The use of flanges in cryogenic piping will be minimized. Vessels and equipment will use welded
connections, except where entry or disassembly for inspections or maintenance after start-up is
anticipated or required, such as for heat exchangers or relief valves. In these cases, there will be a case-
by-case evaluation to confirm that flanges are required. Belleville washers will be used for all flanged
connections in LNG or other cryogenic service.
Provisions will be made to allow for the de-inventorying of LNG Transfer Systems following start-up of
the Terminal. Specifically, LNG can be de-inventoried using a bypass line around the fill line isolation
valve on one of the tanks. The bypass design will include a manual valve and check valve to the LNG
storage tank side of the valve. All piping will be sloped accordingly to allow de-inventorying.
Small diameter weld penetrations increase pipe thermal stresses during cooldown. Consequently, all
piping penetrations for vents, drains and instruments sensing lines will be evaluated during detailed
engineering. If the thermal stresses for a given penetration cannot be diminished by pipe hangers or pipe
supports, the penetration will be a minimum of 2 inches. All efforts will be made to minimize the number
and size of penetrations. Wherever possible, penetrations for sensing lines for level, pressure and
differential pressure will be combined for both local and remote instrumentation.
LNG headers and dead headed piping are provided with a means for maintenance cooling. Piping that
serves in intermittent operation will also be provided with a means for maintenance cooling.
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Due to the seismic nature of the site, special features shall be incorporated into the piping design to
accommodate movement of the tanks up to 30" in the occasion of a seismic event. The particular
design feature proposed for the piping system at Oregon LNG involves the use of custom made swivel
joints (that allow for deflection of up to 30") to connect piping to the LNG Storage tanks. Alternatively, a
combination of hinged and gimbal expansion joint assemblies could also be employed to accommodate
deflection. Details of each of these special features shall be explored further during detailed design.
Piping details are further described in Section 7.0 of the Engineering Design Standard 07902-TS-000-001
that is included in Appendix C.1.
13.20.2 Piping Specification

Piping Specification 07902-TS-000-104 included in Appendix T.1 defines the acceptable piping
components and minimum requirements for piping materials for all piping classes.
13.20.3 Piping Insulation

For cryogenic service, a total cellular glass (CG) insulation system is proposed. Other systems will be
considered during detailed design if it can be demonstrated that the insulating characteristics are equal to
or superior to total CG and are cost competitive. Any alternative insulation systems must have proven
service in other cryogenic installations at similar temperatures.
Insulation thickness is based upon design parameters relevant to site conditions including ambient
temperature, relative humidity, wind velocity and maximum heat gain/loss. The insulation thickness is
calculated based upon internationally recognized standards. Low temperature insulation is designed for a
maximum heat gain of 8 Btu/(hr-ft2) and to prevent surface condensation. All insulation will be finished
with a weatherproof outer metal jacket of stainless steel. All banding and other fasteners are stainless
steel.
Insulation Specification 07902-TS-000-105 included in Appendix T.2 defines the requirements for
exterior insulation for piping and equipment that will be used at the Terminal. The specification scope
includes insulation for piping and equipment that contain the following fluids:
Liquefied natural gas, boil off gas or liquid nitrogen at cryogenic temperatures as low as -320F
(-196C). For these fluids, the insulation is designed to minimize heat leakage into the process
fluid and to minimize condensation or freezing of atmospheric moisture onto the insulation
outside surface.
Boil off gas at temperatures as low as -150F (-101C). For this fluid, the insulation is designed
to minimize heat leakage into the process fluid and to minimize condensation or freezing of
atmospheric moisture onto the insulation outside surface.
Fluids in general with temperatures as low as 32F (0C) that operate below normal average
summer ambient temperatures. For these fluids, the insulation is designed to minimize
condensation and accumulation of atmospheric moisture onto the insulation outside surface.
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Fluids and gases above 140F (60C) that require heat conservation and also that act as personnel
protection to prevent skin burns from ground level to 96 inches above grade or above operating
platform levels within reach of piping where accidental contact is possible.
This specification includes insulation for both indoor and outdoor applications.
The HTF system at the Terminal operates at temperatures up to 200F. Insulation will be provided on
pipes and equipment in this system to retain heat and to prevent personnel injury.
13.20.4 Pipe Racks

The locations of major pipe racks at the Terminal are illustrated on plot plan 07902-DG-000-001
Pipe rack sections drawings are included in Appendix U.6. The section drawings include dimensions and
elevations of pipe racks, locations and dimensions of LNG spill containment troughs, and configuration
of typical piping support systems.
13.20.5 Piping Specification Tabular Summary

Piping Specification 07902-TS-000-104 in Appendix T.1 includes a table of the service, material, class
and pressure/temperature rating of piping systems used at the Terminal.
13.20.6 Piping Insulation Tabular Summary

Insulation Specification 07902-TS-000-105 in Appendix T.2 includes tables of insulation classes, type
and thickness requirements for nominal pipe sizes that will be used in process piping at the Terminal.
13.20.7 Piping Arrangement Drawings

Drawings illustrating the plan and elevations of major process equipment piping systems that will be
installed at the Terminal will be included in Appendix U.5.
13.21 Foundations and Supports

13.21.1 Description of Foundations and Supports
13.21.1.1 Foundations
Building Foundations
Appendix J.1 contains the GIR, which discusses the site conditions, geotechnical analyses, and
preliminary foundation design and construction recommendations. Specifications included in Appendix
T.3 through T.8 comprise civil construction and foundations.
LNG Storage Tanks
The LNG storage tanks will have an outer wall of pre-stressed concrete and a structural slab base of
reinforced concrete. The slab will be supported with pile foundations (see Drawing 07902-DG-200-251
in Appendix L.2). Deep foundations are required to provide uplift capacity for the overturning load from
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the LNG storage tanks and to transfer tank dead load uniformly to the underlying soil. Layers of the
underlying soil are compressible, even at depth, and settlement will occur.
It is anticipated that the piles will be 30-inch-diameter pipe piles, 1-1/4-inch wall thickness, and driven
open-ended. The compressive capacity will be developed from a combination of skin friction and end
bearing. The tensile capacity will be developed from skin friction along the outside of the pile. In order to
limit total static settlement to 8 to 10 inches, the piles will need to be 280 feet long.
The estimated settlement is anticipated to occur relatively uniformly across the foundation base and is
anticipated to occur during hydrostatic testing of the tank. The estimated differential settlement of the
tank on piles is no more than 2 inches between the center and either edge of slab (2 inches in 141 feet).
Actual length and configuration of the vertical piles will be determined during detailed engineering
design.
LNG Spill Containment Basin
The LNG Spill Containment Basins are described in Section 13.13.1.2 of this Report. The layout of the
containment basis is illustrated on the plot plan 07902-DG-000-001 that is included in Appendix U.1.
The sidewalls of the basins will consist of reinforced concrete in order to provide separation between the
LNG and the adjacent ground and groundwater. A conceptual design of the basins is presented in 07902-
DG-600-002 included in Appendix U.7. Final thickness of the sidewalls will be determined during
detailed engineering design. The design will account for forces resulting from floods, a tsunami, high
groundwater levels, and LNG containment. The joint between each wall and the mat will be sealed using
a water stop component. To protect the structural concrete in the event of an LNG spill, all interior
surfaces will be coated with a lightweight concrete that contains Perlite aggregates. This type of
mixture is preferred for sumps used in cryogenic applications as it provides resistance to heat transfer,
thereby slowing the rate of generation of vapor during LNG spills.
The LNG spill containment basin walls will be supported on steel pipe piles. The deep foundation system
will provide support to the structure static loads (gravity and buoyancy) and seismic loads (lateral loads
and loads due to unstable soils). Groundwater levels, as previously noted in the GIR (Appendix J.1) and
flood levels are present above the anticipated bottom of the basin; hence the structure is designed with
hydrostatic conditions in mind.
A concrete mat will be constructed at the bottom of the basin designed to resist hydrostatic uplift
pressures. The dead weight of the mat foundation and sidewalls, plus tension resistance provided by the
piles, will provide the required resistance to these uplift pressures. The uplift resistance to buoyant forces
will be provided by a combination of downdrag forces along the deep foundation system in the upper
depth of drag plus the skin friction below the zone of drag. It is anticipated that the piles will be 16-inch-
diameter pipe piles, 1/2-inch wall thickness, and driven open-ended. In order to limit seismic settlements
to less than 3 inches, the piles will be between 200 and 220 feet long. Final pile length and configuration
of the steel pipe piles as well as the overall mat thickness will be determined during detailed engineering
design.
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An internal pit will be provided to collect and remove accumulated storm water. Structural design will be
designed to meet Seismic Category I and will be based on the GIR contained in Appendix J.1, and the
International Building Code, ASCE 7 and ACI Manual, all referenced in Appendix D.1 of this Resource
Report 13.
Ancillary Structures
Pads and foundations will be provided for other structures and equipment, including:
Vertical Towers and Tanks (Foundation Type A, concrete mat foundation supported on piles in
order to provide a structural floor and a means of connecting the superstructure, see Drawing
07902-DG-000-201 in Appendix U.7);
Equipment slabs (Foundation Type C, concrete mat foundation, spread footing, and integral slab
and gradebeam system constructed on the piles to support the building shell and equipment, see
Drawing 07902-DG-000-201 in Appendix U.7);
Building Structure (Foundation Type E, spread footing and integral slab and gradebeam system
and constructed on the piles to support the structure frame and equipment, Drawing 07902-DG-
000-201 in Appendix U.7);
Foundation Type D for the spill containment trough pipe rack will be a concrete slab supported
on piles (see Drawing 07902-DG-000-201 in Appendix U.7); and
Ground flare (concrete mat foundation supported on piles in order to provide a structural floor
and a means of connecting the superstructure, see Drawings 07902-DG-000-201a through 201c
in Appendix U.7).
Pad sizing will accommodate the particular piece of equipment and account for both design loading and
differential settlement criteria. Mat foundations will be pile supported as outlined in the GIR included in
Appendix J.1. The foundations will also serve to dampen vibrations from operating equipment. It is
anticipated that the piles will be 16-inch-diameter pipe piles, -inch wall thickness, and driven open-
ended. In order to limit seismic settlements to less than 3 inches, the piles will be between 200 and 220
feet long.
For non-settlement sensitive, lightly-loaded ancillary structures (such as other small appurtenance
equipment), these structures may be supported on individual column footings bearing on a minimum of
1 foot of structural fill placed and compacted consistent with the recommendations in the geotechnical
report. The foundations will be sized for the net allowable bearing pressure of 1,500 psf when founded
on a minimum 1-foot thick layer of structural fill.
13.22 Buildings and Structures

13.22.1 Description of Buildings
Several new buildings and structures will be constructed to support the operation of the Terminal. Major
buildings and structures are described in this section.
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New construction will be in accordance with code requirements consistent with the function of each
building and structure. In general, buildings will be pile supported and constructed on concrete slabs.
Where required by code, buildings and structures that house LNG process equipment will be constructed
of open frames and non-load bearing walls.
Platform Control Room (A-801)
The PCR is illustrated on plot plan 07902-DG-000-001 included in Appendix U.1 and the building layout
is illustrated on drawing 07902-DG-800-801 included in Appendix U.10.
The PCR will be attended during LNG carrier loading and unloading operations and will contain all
controls necessary for controlling and monitoring (un)loading operations. The building will also contain
panels for monitoring the status of the ESD System. The PCR will also be connected to the DCS located
in the MCR for monitoring Terminal operations
The PCR building will be constructed of ribbed surface precast metal panels. The top parapet of the
building will be constructed from smooth precast metal panels.
Main Control Room (A-802)
The Main Control Room (MCR) is illustrated on plot plan 07902-DG-000-001 included in Appendix U.1
and the building layout is illustrated on drawing 07902-DG-800-802 included in Appendix U.10.
The MCR will be continuously attended and will be the center for all operational activities. The MCR
will contain the DCS, HDMS and associated instrumentation and control systems.
The MCR building will be constructed of ribbed surface precast metal panels with a roof parapet
constructed from smooth precast metal panels.
Security Building (A-803)
The Security Building is illustrated on plot plan 07902-DG-000-001 included in Appendix U.1 and the
building layout is illustrated on drawing 07902-DG-800-803 included in Appendix U.10.
The building will be occupied by the site security team and will be the headquarters for site security. The
building will be located at the entrance to the site.
The building will include a training area where site visitors and contractors can receive safety training
before entering the site.
The building will include a security control center where all security monitoring devices will be located.
Direct communications with the Main Control Room and the Administration Building will be provided.
The building will be constructed of ribbed surface metal panels with aluminum window frames.
Administration Building (A-804)
The Administration Building location is illustrated on plot plan 07902-DG-000-001 included in

Appendix U.1 and the building layout is illustrated on drawing 07902-DG-800-804 included in Appendix
U.10.
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The building will include offices for the site management and administrative teams and will also include
facilities for training, storage space, and the technical library.
The building will be constructed of ribbed surface metal panels and will have aluminum metal frames
with insulating glazing.
Maintenance Building / Warehouse (A-805)
The Maintenance Building / Warehouse location is illustrated on plot plan 07902-DG-000-001 included
in Appendix U.1 and the building layout is illustrated on drawings 07902-DG-800-805-01 and 07902-
DG-800-805-02 included in Appendix U.10.
The maintenance building includes space for general and clean area workshops and offices for the
engineering and maintenance teams. An overhead crane will be used for lifting heavy pieces of
equipment into and out of the building and for moving equipment around inside the building.
The warehouse will be the central location for all consumable items and equipment spare parts. A waste
storage area will be located outside of the warehouse under a roof and will be used for the
characterization of all waste material generated on the site in preparation for correct disposal. A fire
barrier will separate the waste storage area from the warehouse.
The maintenance building and warehouse will be housed in a common building that will be constructed
of a combination of ribbed and smooth surface metal panels. Windows will be aluminum framed.
BOG Compressor Building (A-820)
The BOG Compressor Building is illustrated on plot plan 07902-DG-000-001 included in Appendix U.1
The building will house the BOG Compressors. The building will be a two story design with the BOG
Compressors located above the floor elevation.
The building will be constructed of lightweight non-flammable materials and will have non-load bearing
walls. The building will be open-sided at the grade elevation and equipped with a roof ridge vent for
ventilation to minimize the possibility of hazardous accumulation of flammable gases. The building floor
slab will be curbed to contain any oil leaks.
The building will be designed such that BOG Compressors can be removed without the need to remove
roof or wall sections. A crane will be provided to allow the removal and replacement of equipment for
maintenance.
The building will also include an area where an HP Pump can be stored for maintenance purposes.
HP Pump Building (A-830)
The HP Pump Building is illustrated on plot plan 07902-DG-000-001 included in Appendix U.1 and the
building layout is illustrated on drawings 07902-DG-800-830-01 and 07902-DG-800-830-02 included in
Appendix U.10.
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The HP Pump Building supports the HP Pumps and associated electrical and mechanical equipment, and
a 15 ton bridge crane used for pump maintenance.
The structure will be open-faced on the sides up to the working deck, which is situated to allow personnel
to access the pump top flanges for maintenance. Above that elevation, the top portion of the structure will
be enclosed by walls and a roof to protect personnel and the crane from exposure to the weather. The
enclosure will be constructed of ribbed metal panels. The structure will be equipped with a handrail
around the perimeter of the upper operating floor level and a stairwell to provide access to the crane and
upper level platform.
Heater Buildings (A-840)
The Heater Building is illustrated on plot plan 07902-DG-000-001 included in Appendix U.1 and the
building layout is illustrated on drawings 07902-DG-800-840-01 and 07902-DG-800-840-02 included in
Appendix U.10.
The building will house the fired heaters, the heat transfer fluid (HTF) pumps and the HTF surge drum.
The building will be constructed of ribbed surface, non-load bearing metal panels and translucent panels.
The buildings parapet will be of smooth surface, non-load bearing metal panels. A roll-up door will be
provided to allow movement of equipment.
Emergency Diesel Building (A-850)
The Emergency Diesel Building location is illustrated on plot plan 07902-DG-000-001 included in
Appendix U.1 and the building layout is illustrated on drawing 07902-DG-800-850 included in Appendix
U.10.
The Diesel Generator Building will house the Emergency Diesel Generator G-502 and associated
equipment.
The building will be constructed of ribbed surface, non-load bearing metal panels with a roof parapet
constructed from smooth metal panels.
Firewater Pump House (A-860)
The Firewater Pump House is illustrated on plot plan 07902-DG-000-001 included in Appendix U.1 and
the building layout is illustrated on drawing 07902-DG-800-860 included in Appendix U.10.
The building will contain the two electric fire water jockey pumps, the electric fire water pump and the
diesel operated fire water pump. The building will also house the two service water pumps.
Deluge Fire Pump House (A-861)
The Deluge Fire Pump House is illustrated on plot plan 07902-DG-000-001 included in Appendix U.1
206
Oregon LNG Terminal
The building will contain the Deluge Fire Pumps and diesel fuel storage tanks. A bridge crane will also
be provided in the building to facilitate maintenance activities. In addition, pumps will be removed and
installed through hatches provided in the roof of the building.
13.22.2 List of Buildings with Dimensions

The following table lists buildings that are or will be installed at the Terminal.
Table 13.22.2 List of Buildings with Dimensions

Building
Building Description Dimensions (ft - in)
Number
Wall
Length Width
Height
A-801 Platform Control Room 33 - 0 20 - 0 15 - 4
A-802 Main Control Room / MCC 103 - 6 43 - 6 15 - 4
A-803 Security Building 80 - 0 28 - 0 13 - 0
A-804 Administration Building 128 - 6 63 - 6 15 - 4
A-805 Maintenance Building / Warehouse 153 - 0 83 - 0 30 - 3
A-820 BOG Compressor Building 103 - 0 57 - 0 30 - 0
A-830 HP Pump Building 96 - 0 30 - 0 46 - 0
A-840 Heater Building 125 - 0 80 - 0 30 - 0
A-850 Emergency Diesel Building 43 - 0 23 - 0 36 - 8
A-860 Fire Pump House 53 - 0 53 - 0 20 - 0
A-861 Deluge Pump House 76 - 4 21 - 4 21 - 4
A-890 Utility Building 128 - 0 63 - 0 30 - 3
These building sizes are preliminary and will be reviewed and adjusted as required during detailed
design.
13.22.3 Drawings
13.22.3.1 Preliminary Building Plans and Elevations
The following table lists plan and elevation drawings for buildings to be installed at the Terminal. These
drawings are provided in Appendix U.10.
207
Oregon LNG Terminal

07902-DG-800-801 Platform Control Room
07902-DG-800-802 Main Control Room
07902-DG-800-803 Security Building
07902-DG-800-804 Administration Building
07902-DG-800-805-01 Maintenance Building/Warehouse
07902-DG-800-805-02 Maintenance Building/Warehouse
07902-DG-800-820 BOG Compressor Building
07902-DG-800-830-01 HP Pump Building
07902-DG-800-830-02 HP Pump Building
07902-DG-800-840-01 Auxiliary Building
07902-DG-800-840-02 Auxiliary Building
07902-DG-800-850 Emergency Diesel Generator
07902-DG-800-860 Firewater Pump House
07902-DG-800-861 Deluge Pump House
07902-DG-800-890-01 Utility Building
07902-DG-800-890-02 Utility Building
13.23 Process Drawings

13.23.1 Process Flow Diagrams and Material and Energy Balances
13.23.1.1 Process Flow Diagrams (PFDs)
The following process flow diagrams are included in Appendix U.2.

07902-PF-000-001 Balance of Plant
07902-PF-000-002 Liquefaction - Feed Gas and Mixed Refrigerant Cooling
07902-PF-000-003 Liquefaction - Scrub Column and MCHE
07902-PF-000-004 Liquefaction - Mixed Refrigerant Compressor
07902-PF-000-005 Liquefaction - Propane Compressor
07902-PF-400-201 HTF System
07902-PF-600-401 Firewater System
07902-PF-900-300 Water Balance Diagram
07902-PF-920-321 Potable Water System
07902-PF-930-331 Service Water System
208
Oregon LNG Terminal

07902-PF-940-341 Instrument and Service Air System
07902-PF-960-361 Nitrogen Storage
07902-PF-970-371 Storm Water System
07902-PF-1000-001 Pretreatment Amine Treatment
07902-PF-1000-002 Pretreatment Amine Regeneration
07902-PF-1000-003 Pretreatment Dehydration and Mercury Removal
07902-PF-4000-241 Cooling Water
13.23.1.2 Heat and Material Balance (H&MB) Diagrams

Process simulations have been performed for the following operating modes and H&MBs for each are
included in Appendix U.3.:

07902-PF-000-011-1 Liquefaction Without Ship Loading Lean Feed Gas
07902-PF-000-011-2 Liquefaction With Ship Loading Lean Feed Gas
07902-PF-000-011-3 No Liquefaction With Ship Loading Lean Feed Gas
07902-PF-000-011-4 Natural Gas Sendout Lean Feed Gas
07902-PF-000-011-5 Idle Facility Lean Feed Gas
07902-PF-000-012-1 Liquefaction Without Ship Loading Rich Feed Gas
07902-PF-000-012-2 Liquefaction With Ship Loading Rich Feed Gas
07902-PF-000-012-3 No Liquefaction With Ship Loading Rich Feed Gas
07902-PF-000-012-4 Natural Gas Sendout Rich Feed Gas
07902-PF-000-012-5 Idle Facility Rich Feed Gas
07902-PF-000-022 Liquefaction Lean Feed Gas
07902-PF-000-023 Liquefaction Rich Feed Gas
13.24 Piping and Instrument Diagrams

The following P&IDs are included in Appendix U.4.

07902-PI-000-001 Sheet 1 General (Drawing Index)
07902-PI-000-001 Sheet 2 General (Drawing Index)
07902-PI-000-001 Sheet 3 General (Equipment List)
07902-PI-000-001 Sheet 4 General (Equipment List)
07902-PI-000-001 Sheet 5 General (Abbreviations and General Notes)
07902-PI-000-002 Piping and Line Symbols
209
Oregon LNG Terminal

07902-PI-000-003 Instrumentation Symbols
07902-PI-000-004 Reference Figures
07902-PI-000-005 Reference Figures (Valves)
07902-PI-000-006 Reference Figures (PSV and TSV Details)
07902-PI-000-007 Piping and Insulation Specification Tables
07902-PI-100-101 LNG Marine Loading
07902-PI-100-102 Vapor Return Arm
07902-PI-100-103 Arm Instrumentation
07902-PI-200-105 LNG Tank A Interconnection Piping
07902-PI-200-106 LNG Tank B Interconnection Piping
07902-PI-200-107-01 LNG Storage Tank T-201A
07902-PI-200-107-02 LNG Storage Tank T-201B
07902-PI-200-108-01 LNG Tank A LP Pumps P-202AA/AB
07902-PI-200-108-02 LNG Tank B LP Pumps P-202BA/BB
07902-PI-200-109 BOG and Low Point Drain Drums
07902-PI-200-110-01 BOG Compressor C-205A
07902-PI-200-110-02 BOG Compressor C-205B
07902-PI-200-110-03 BOG Compressor C-205C
07902-PI-200-112 Fuel Gas System
07902-PI-200-113 Discretionary Flare Stack
07902-PI-300-115 HP Pumps Interconnection Piping
07902-PI-300-117 HP Pumps P-301A/B/C
07902-PI-300-118 LNG Vaporizers Interconnection Piping
07902-PI-300-119-01 LNG Vaporizer E-302A
07902-PI-300-119-02 LNG Vaporizer E-302B
07902-PI-300-119-03 LNG Vaporizer E-302C
07902-PI-300-121 Plant Isolation
07902-PI-400-201 HTF Pumps P-402A/B/C
07902-PI-400-202 Fired Heaters B-401A/B/C/D
07902-PI-600-401 Firewater System
07902-PI-600-404 Deluge Firewater Pumps
07902-PI-600-405 LNG Storage Tank Deluge
07902-PI-620-421 Dry Chemical System Loading Platform
210
Oregon LNG Terminal

07902-PI-620-422 Dry Chemical System BOG Compressor Building
07902-PI-620-423 Dry Chemical System HP Pump Area
07902-PI-640-441 High Expansion Foam System Tank Area
07902-PI-640-442 High Expansion Foam System Liquefaction Area
07902-PI-640-443 High Expansion Foam System Regasification Area
07902-PI-920-321 Potable Water System
07902-PI-930-331 Service Water System
07902-PI-940-341 Instrument and Service Air System
07902-PI-940-342 Instrument Air Distribution
07902-PI-940-343 Service Air Distribution
07902-PI-960-361 Nitrogen Storage and Transfer
07902-PI-960-362 Nitrogen System Liquefaction
07902-PI-960-363 Nitrogen System Balance of Plant
07902-PI-970-371 Storm Water System North
07902-PI-970-372 Storm Water System South
07902-PI-4000-171 Propane Storage and Transfer
07902-PI-4000-172 Ethane Storage and Transfer
07902-PI-4000-181-01 Train A Wet Gas Flare Collection Header
07902-PI-4000-181-02 Train B Wet Gas Flare Collection Header
07902-PI-4000-182-01 Train A Dry Gas Flare Collection Header
07902-PI-4000-182-01 Train B Dry Gas Flare Collection Header
07902-PI-4000-183 Dry Gas Flare and KO Drum
07902-PI-4000-184 Wet Gas Flare and KO Drum
07902-PI-4000-190 NGL Storage and Loading
07902-PI-2000-131-01 Train A - Feed Gas Cooling (HHP & HP Propane)
07902-PI-2000-132-01 Train A - Feed Gas Cooling (MP & LP Propane)
07902-PI-2000-133-01 Train A - NGL Removal
07902-PI-2000-134-01 Train A - Main Cryogenic Heat Exchanger
07902-PI-2000-135-01 Train A - LNG Expander Generator
07902-PI-2000-136-01 Train A - LNG Rundown
07902-PI-2000-137-01 Train A - Defrost Gas Distribution
07902-PI-2000-141-01 Train A - LP & MP Propane Drums
07902-PI-2000-142-01 Train A - HP & HHP Propane Drums
07902-PI-2000-143-01 Train A - Propane Compressor
07902-PI-2000-144-01 Train A - Propane Condensing
211
Oregon LNG Terminal

07902-PI-2000-145-01 Train A - Propane Collection and Transfer
07902-PI-2000-151-01 Train A - LP MR Compressor
07902-PI-2000-152-01 Train A - MP MR Compressor
07902-PI-2000-153-01 Train A - HP MR Compressor
07902-PI-2000-155-01 Train A - MR Cooling (HHP & HP Propane)
07902-PI-2000-156-01 Train A - MR Cooling (MP & LP Propane)
07902-PI-2000-157-01 Train A - HP MR Separator
07902-PI-2000-159-01 Train A - MR Expander Generator
07902-PI-4000-241-01 Train A - Air Cooling Tower
07902-PI-4000-242-01 Train A - Cooling Water Pumps
07902-PI-4000-243-01 Train A - Cooling Water Supply Distribution
07902-PI-4000-244-01 Train A - Cooling Water Return Distribution
07902-PI-2000-131-02 Train B - Feed Gas Cooling (HHP & HP Propane)
07902-PI-2000-132-02 Train B - Feed Gas Cooling (MP & LP Propane)
07902-PI-2000-133-02 Train B - NGL Removal
07902-PI-2000-134-02 Train B - Main Cryogenic Heat Exchanger
07902-PI-2000-135-02 Train B - LNG Expander Generator
07902-PI-2000-136-02 Train B - LNG Rundown
07902-PI-2000-137-02 Train B - Defrost Gas Distribution
07902-PI-2000-141-02 Train B - LP & MP Propane Drums
07902-PI-2000-142-02 Train B - HP & HHP Propane Drums
07902-PI-2000-143-02 Train B - Propane Compressor
07902-PI-2000-144-02 Train B - Propane Condensing
07902-PI-2000-145-02 Train B - Propane Collection and Transfer
07902-PI-2000-151-02 Train B - LP MR Compressor
07902-PI-2000-152-02 Train B - MP MR Compressor
07902-PI-2000-153-02 Train B - HP MR Compressor
07902-PI-2000-155-02 Train B - MR Cooling (HHP & HP Propane)
07902-PI-2000-156-02 Train B - MR Cooling (MP & LP Propane)
07902-PI-2000-157-02 Train B - HP MR Separator
07902-PI-2000-159-02 Train B - MR Expander Generator
07902-PI-4000-241-02 Train B - Air Cooling Tower
07902-PI-4000-242-02 Train B - Cooling Water Pumps
07902-PI-4000-243-02 Train B - Cooling Water Supply Distribution
07902-PI-4000-244-02 Train B - Cooling Water Return Distribution
212
Oregon LNG Terminal

POTW Effluent and Columbia River Water Pump
07902-PI-4700-001
Stations
07902-PI-4700-002 Raw Water Filtration
07902-PI-4700-003 Reverse Osmosis System
07902-PI-4700-004 Wastewater Sump
07902-PI-1000-001 Inlet Separator
07902-PI-1000-002-01 Amine Contactor - Train A
07902-PI-1000-003-01 Amine Overhead Cooler Separator - Train A
07902-PI-1000-004-01 Amine Flash Drum - Train A
07902-PI-1000-005-01 Amine Filtration - Train A
07902-PI-1000-006-01 Amine Stripper - Train A
07902-PI-1000-007-01 Stripper Overhead Reflux - Train A
07902-PI-1000-008-01 Amine Booster Pumps - Train A
07902-PI-1000-009-01 Amine Cooler & Circulation Pumps - Train A
07902-PI-1000-010-01 Heat Medium Expansion Drum & Pumps - Train A
07902-PI-1000-011-01 L.T. H.M. Heater - Train A
07902-PI-1000-012 Amine Sump
07902-PI-1000-013 Thermal Oxidizer
07902-PI-1000-014 Dehydration
07902-PI-1000-015 Regen Gas Cooler
07902-PI-1000-016 Regen Gas Compressor
07902-PI-1000-017 Regen Gas Heat Exchanger
07902-PI-1000-018 Regen Gas H.M. Heater
07902-PI-1000-019 Hg Removal Beds
07902-PI-1000-020 Pretreatment Outlet Filtration
07902-PI-1000-021 Fuel Gas System
07902-PI-1000-022 Closed Drain System
07902-PI-1000-023 Makeup Water And Slop Tanks
07902-PI-1000-024 Hot Oil & Amine Storage
07902-PI-1000-025 Water Treatment
07902-PI-1000-026 Wet Gas Flare Collection Headers (Pretreatment)
07902-PI-1000-027 Utilities Distribution
07902-DG-660-460 Cause and Effect Diagram
213
Oregon LNG Terminal
13.24.1 Drawing List with Revision Number and Issue Date

P&ID 07902-PI-000-001 included in Appendix U.4 includes a drawing list. Each P&ID includes a
revision number and issue date.
13.24.2 Piping and Instrumentation Legend and Symbols

P&IDs 07902-PI-000-001, 07902-PI-000-002, 07902-PI-000-003, 07902-PI-000-004, 07902-PI-000-005,
and 07902-PI-000-006 included in Appendix U.4 describe the instrumentation legends and symbols that
are used within the P&IDs.
214
Oregon LNG Terminal
References
Adams, J. and D. Weichert. 1994. Near-term Probability of the Future Cascadia Megaquake.
Proceedings of the Workshop on Paleoseismology, United States Geological Survey Open-File
Report 94-568.
Adams, J. 1990. Paleoseismicity of the Cascadia Subduction Zone: Evidence from Turbidites off the
Oregon-Washington Margin. Tectonics Vol. 9, pages 569583.
Atwater, B.F., A.R. Nelson, J.J. Clague, G.A. Carver, D.K. Yamaguchi, P.T. Bobrowsky, J. Bourgeois,
M.E. Darienzo, W.C. Grant, E. Hemphill-Haley, H.M. Kelsey, G.C. Jacoby, S.P. Nishenko, S.P
Palmer, C.D. Peterson, and M.A. Reinhart. 1995. Summary of Coastal Geologic Evidence for
Past Great Earthquakes at the Cascadia Subduction Zone. Earthquake Spectra. Vol. 11.
Atwater, B.F., and E. Hemphill-Haley. 1997. Recurrence Intervals for Great Earthquakes of the Past
3,500 Years at the Northeastern Willapa Bay, Washington. United States Geological Survey
Professional Paper 1576.
CH2M HILL. 2013. Geotechnical Investigation Report for the Oregon LNG Terminal Project. Prepared
for LNG Development Company, LLC.
Coast & Harbor Engineering (CHE). 2013. Technical MemorandumOregon LNG Tsunami
Hydrodynamic Modeling. Included as Appendix I.2 to Resource Report 13. May 2013.
Geomatrix Consultants. 1995. Seismic Design Mapping, State of Oregon, Final Report. Prepared for
Oregon Department of Transportation.
GeoMotions, LLC. 2007. D-MOD2000A Computer Program for Seismic Response Analysis of
Horizontally Layered Soil Deposits, Earthfill Dams and Solid Waste Landfills. Lacey,
Washington.
Goldfinger, C., C.H. Nelson, and J. Johnson. 2003. Holocene Earthquake Records from the Cascadia
Subduction Zone and Northern San Andreas Fault Based on Precise Dating of Offshore
Turbidities. Annual Reviews of Earth and Planetary Sciences. Vol. 31. Pages 555-577.
Priest, George R./Oregon Department of Geology and Mineral Industries (DOGAMI). 2008. Personal
communication between G. Priest and Coast & Harbor Engineering, Inc. April 2008.
Priest, G.R., J. Allan, E. Myers III, and A. Baptista. 2002. Tsunami Hazard Map of the Coos Bay Area,
Coos County, Oregon. Oregon Department of Geology and Mineral Industries (DOGAMI). IMS-
21.
Satake, K., K. Shimazaki, Y. Tsuji, and K. Ueda. 1996. Time and Size of a Giant Earthquake in
Cascadia Inferred from Japanese Tsunami Records of January, 1700. Nature. 379:246-49.
Witter, R.C., Y. Zhang, K. Wang, G.R. Priest, C. Goldfinger, L.L. Stimely, J.T. English, and P.A. Ferro.
2011. Simulating Tsunami Inundation at Bandon, Coos Bay County, Oregon, Using Hypothetical
Cascadia and Alaska Earthquake Scenarios. Special Paper 43.
215
Oregon LNG Terminal
Zhang, J.Y. and A.M. Baptista. 2008. SELFE: A Semi-implicit Eulerian-Lagrangian Finite Element
Model for Cross-scale Ocean Circulation. Ocean Modeling. 21(3-4), 71-96.
216

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Oregon LNG Terminal and Oregon Pipeline

Docket Numbers CP13-___-000 and CP13-___-000

13.1 Facility Description 17

13.2 Project Schedule 62

13.3 Site Plans 62

13.3.1 Site Description 62

13.4 Basis of Design 70

13.4.30 Inert Gas 92

13.5 Major Process Systems 95

13.6 LNG Storage Tanks 124

13.6.7 Insulation System 128

13.7 Utilities 140

13.8 Equipment Data 147

13.9 Instrumentation 151

13.9.5 Backup Power Supply 160

13.10 Safety Instrumentation 161

13.11 Electrical 166

13.12 Fuel Gas 171

13.13 Spill Containment Systems 171

13.14 Hazard Detection Systems 174

13.15 Fire Suppression and Response Plan 178

13.16 Hazard Control Systems 186

13.16.2 Dry Chemical Basis of Design 187

13.17 Fire Water 189

13.18 High Expansion Foam System 195

13.19 Security 196

13.20 Piping 199

13.21 Foundations and Supports 201

13.22 Buildings and Structures 203

13.22.2 List of Buildings with Dimensions 207

13.23 Process Drawings 208

13.24 Piping and Instrument Diagrams 209

Appendix A: Facility Description

ACRONYMS AND ABBREVIATIONS

ACRONYMS AND ABBREVIATIONS

ACRONYMS AND ABBREVIATIONS

ACRONYMS AND ABBREVIATIONS

ACRONYMS AND ABBREVIATIONS

13.1 Facility Description

Construction of onshore facilities to:

o Liquefy up to a nominal 9 mtpa of LNG1

13.1.1 Owner, Operator and Principal Contractors

13.1.2 Location and Site Information

13.1.2.2 Site Information

13.1.3 LNG Terminal; Source and Market for Product

Composition Lean Gas Heavy Gas Estimated Estimated

Composition Lean Gas Heavy Gas Estimated Estimated

13.1.3.2 Liquefaction Facility Design

13.1.3.3 Natural Gas Market

13.1.4 Terminal; Storage, Import and Sendout Capacities and Conditions

Number of berths .......................................................................................................................................... 1

LNG Loading arms and size per berth ....................................................................................... 3 x 16 inches

Vapor return arms and size per berth ......................................................................................... 1 x 16 inches

Loading maximum rate (nominal) ......................................................................................... 10,000 m3/hour

Loading (transfer) pipeline diameter ............................................................................................... 32 inches

Loading minimum pressure at carrier manifold ................................................................. 30 psig (2.1 barg)

LNG Carrier Tank Vapor Pressure ...................................................................................................1.25 psig

Design pressure, arms ........................................................................................................................275 psig

Design pressure, transfer piping ........................................................................................................275 psig

Maximum vapor return temperature at carrier manifold ..................................................................... -180F

13.1.4.2 LNG Storage

Type of tank ......................................................................................... Full Containment Above Ground

Secondary containment ..................................................................................... Concrete Outer Containment

Docket Numbers CP13-_-000 and CP13-_-000