Oregon LNG Terminal: Docket Number CP09 - 000

Oregon LNG Terminal
Resource Report 13Engineering and

Design Material
Docket Number CP09-_-000
Prepared for
LNG Development Company, LLC (d/b/a Oregon LNG)
October 2008
PDX/082670004.DOC
Table of Contents
Section
Page
List of Acronyms and Abbreviations ...........................................................................................13-xv

13.1
Facility Description ............................................................................................................13-1

13.1.1 Owner, Operator and Principal Contractors .........................................................13-1
13.1.2 Location and Site Information ..............................................................................13-1
13.1.2.1
Location ...........................................................................................13-1
13.1.2.2
Site Information ...............................................................................13-2
13.1.3 LNG Receiving Terminal; Source and Market for Product..................................13-2
13.1.3.1
LNG Source .....................................................................................13-2
13.1.3.2
Natural Gas Market..........................................................................13-2
13.1.4 LNG Receiving Terminal; Storage, Import, and Sendout Capacities and
Conditions.............................................................................................................13-7
13.1.4.1
LNG Import Facilities......................................................................13-7
13.1.4.2
LNG Storage ....................................................................................13-8
13.1.4.3
Natural Gas Sendout ........................................................................13-8
13.1.5 Liquefaction; Source of Feed Gas and Market for Product ..................................13-9
13.1.6 Base Load Liquefaction; Capacities of Feed Gas, Pretreatment, Liquefaction,
Fractionation Products ..........................................................................................13-9
13.1.7 Base Load Liquefaction; Storage, Product Shipping, and Sendout Capacities
and Conditions ......................................................................................................13-9
13.1.8 Peak Shaving; Source of Feed Gas and Market for Product.................................13-9
13.1.9 Peak Shaving; Capacities of Feed Gas Pretreatment and Liquefaction ................13-9
13.1.10 Peak Shaving; Storage, Vaporization, Sendout Capacities, and Conditions ........13-9
13.1.11 Satellite; Source of LNG and Market for Sendout ...............................................13-9
13.1.12 Satellite; Storage, Vaporization, Sendout Capacities, and Conditions .................13-9
13.1.13 LNG Trucking Facilities.......................................................................................13-9
13.1.14 List of Major Systems and Components...............................................................13-9
13.1.14.1 LNG Unloading and Transfer System ...........................................13-10
13.1.14.2 LNG Storage System .....................................................................13-10
13.1.14.3 Vapor Handling System.................................................................13-10
13.1.14.4 Vaporization and Sendout System .................................................13-10
13.1.14.5 Auxiliary Heating System..............................................................13-11
13.1.15 Design Features ..................................................................................................13-11
13.1.15.1 LNG Piping Design Considerations...............................................13-11
13.1.15.2 LNG Unloading System.................................................................13-11
13.1.15.3 LNG Storage System .....................................................................13-12
13.1.15.4 Vapor Handling Systems ...............................................................13-13
13.1.15.5 LNG Vaporization and Sendout System........................................13-14
13.1.15.6 First Stage Ambient Air Vaporizers (E-302A through Q) .............13-14
13.1.15.7 Second Stage Vaporizers (E-304A/B/C) .......................................13-15
13.1.16 Utilities and Services ..........................................................................................13-15
13.1.16.1 Instrument and Service Air Systems..............................................13-15
13.1.16.2 Nitrogen Systems...........................................................................13-15
13.1.16.3 Electric Power Transmission and Control Systems .......................13-15
13.1.16.4 Potable and Service Water Systems...............................................13-16
13.1.16.5 Storm Water and Wastewater Systems ..........................................13-16
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FERC NGA Section 3a Application
OREGON LNG TERMINAL

RESOURCE REPORT 13ENGINEERING AND DESIGN MATERIAL
13.1.17 Safety Features for Containment ........................................................................13-16
13.1.17.1 LNG Spill Containment Basin (S-606)..........................................13-17
13.1.17.2 Thermal Radiation Exclusion Zones..............................................13-17
13.1.17.3 Flammable Vapor Exclusion Zones...............................................13-18
13.1.18 Safety Features for Fire Protection .....................................................................13-18
13.1.18.1 Hazard Detection and Mitigation System ......................................13-18
13.1.18.2 Hazard Detector Layout Plans .......................................................13-18
13.1.18.3 Hazard Control System ..................................................................13-20
13.1.19 Emergency Response..........................................................................................13-21
13.1.20 Operating Modes ................................................................................................13-22
13.1.20.1 No Carrier Unloading Operating Modes........................................13-22
13.1.20.2 Carrier Unloading Operating Modes .............................................13-22
13.1.20.3 Sendout Operating Modes .............................................................13-22
13.1.21 Commissioning and Cooldown...........................................................................13-23
13.1.22 Operation and Maintenance ................................................................................13-24
13.1.22.1 Operations and Maintenance Procedures.......................................13-24
13.1.22.2 Operations and Maintenance Team Training.................................13-24
13.1.23 Staffing Structure................................................................................................13-26
13.1.24 Future Plans for the Terminal .............................................................................13-26
13.1.25 Drawings.............................................................................................................13-27
13.1.25.1 Area Location Map ........................................................................13-27
13.1.25.2 Plot Plan.........................................................................................13-27
13.1.25.3 Organization Plan ..........................................................................13-27
13.2
Project Schedule ...............................................................................................................13-27
13.3
Site Plans ...........................................................................................................................13-27

13.3.1 Site Description ..................................................................................................13-27
13.3.1.1
Location .........................................................................................13-27
13.3.1.2
Site Development...........................................................................13-28
13.3.1.3
Soil and Site Preparation................................................................13-28
13.3.1.4
Foundations....................................................................................13-31
13.3.1.5
Roads .............................................................................................13-32
13.3.1.6
Equipment Layout Considerations.................................................13-33
13.3.1.7
Barriers and Walls .........................................................................13-33
13.3.2 Drawings.............................................................................................................13-34
13.3.2.1
Site Plans........................................................................................13-34
13.4
Basis of Design ..................................................................................................................13-35

13.4.1 Guarantee Conditions .........................................................................................13-35
13.4.1.1
Sparing Philosophy for Equipment and Utilities ...........................13-35
13.4.2 Site Conditions ...................................................................................................13-37
13.4.2.1
Site Elevations ...............................................................................13-37
13.4.2.2
Elevation Reference (NAVD)........................................................13-38
13.4.2.3
Channel Depth ...............................................................................13-38
13.4.2.4
Channel Width ...............................................................................13-38
13.4.2.5
Berth Depth....................................................................................13-38
13.4.2.6
Tidal Range, Elevations .................................................................13-38
13.4.2.7
Normal Channel Current................................................................13-39
13.4.2.8
Frost Line Depth ............................................................................13-39
13.4.3 Emissions............................................................................................................13-39
13.4.4 Seismic................................................................................................................13-39
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13.4.5
13.4.6
13.4.7
13.4.8
13.4.9
13.4.10
13.4.11
13.4.12
13.4.13
13.4.14
13.4.15
13.4.16
13.4.17
13.4.18
13.4.19
13.4.20
13.4.21
13.4.22
13.4.23
13.4.24
13.4.25
13.4.26
13.4.27
13.4.28
13.4.29
13.4.30
13.4.31
13.4.32
13.4.33
13.4.34
13.4.35
13.4.36
13.4.37
13.4.38
13.5
Climatic Conditions ............................................................................................13-42

13.4.5.1
Minimum Design Temperature......................................................13-42
13.4.5.2
Maximum Design Temperature .....................................................13-42
13.4.5.3
Barometric Pressure .......................................................................13-43
13.4.5.4
Wind Direction ..............................................................................13-43
13.4.5.5
Design wind speed .........................................................................13-43
13.4.5.6
Hurricane Design Force .................................................................13-43
13.4.5.7
Flood Elevations ............................................................................13-43
13.4.5.8
Rain Fall during the 100-Year Storm.............................................13-44
13.4.5.9
Snow Load .....................................................................................13-44
Shipping..............................................................................................................13-44
Mooring ..............................................................................................................13-44
LNG Cargos........................................................................................................13-45
13.4.8.1
LNG Specifications, Range of Conditions.....................................13-45
Unloading ...........................................................................................................13-45
Feed Gas .............................................................................................................13-45
Pretreatment........................................................................................................13-45
Regeneration Gas................................................................................................13-45
Liquefaction........................................................................................................13-45
Fractionation Products ........................................................................................13-45
Storage ................................................................................................................13-45
LP Pumps............................................................................................................13-46
HP Pumps ...........................................................................................................13-46
First Stage Ambient Air Vaporizers ...................................................................13-46
Second Stage Vaporizers ....................................................................................13-46
Gas Liquid Removal ...........................................................................................13-47
Btu Adjustment...................................................................................................13-47
Sendout Battery limit..........................................................................................13-47
Fuel Gas Conditions ...........................................................................................13-47
Vapor Handling ..................................................................................................13-47
Stack ...................................................................................................................13-47
13.4.25.1 Maximum Flow Conditions ...........................................................13-47
13.4.25.2 Minimum Flow Conditions............................................................13-48
LNG Trucking ....................................................................................................13-48
Electrical13-48
Control Instrumentation......................................................................................13-48
Instrument Air.....................................................................................................13-48
Service Air ..........................................................................................................13-48
Inert Gas..............................................................................................................13-49
Nitrogen ..............................................................................................................13-49
Fire Water ...........................................................................................................13-49
Cooling Water.....................................................................................................13-49
Hydrotest Water..................................................................................................13-49
Utility (Service) Water .......................................................................................13-50
Fire Protection ....................................................................................................13-51
13.4.37.1 Fire Protection Service...................................................................13-51
Site Security........................................................................................................13-51
Major Process Systems.....................................................................................................13-51

13.5.1 Marine.................................................................................................................13-51
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13.5.1.1
Dock Mooring Arrangement, Turning Basin, Pier/Trestle

and Dock ........................................................................................13-51
13.5.1.2
LNG Carrier Size and Transfer Design Rates and Pressure ..........13-52
13.5.1.3
Unloading Platform........................................................................13-52
13.5.1.4
Unloading Arm and Piping Design Conditions .............................13-53
13.5.1.5
Piping Design.................................................................................13-53
13.5.1.6
Vent and Blowdown Design ..........................................................13-53
13.5.1.7
Platform Details .............................................................................13-53
13.5.1.8
Platform Fire Protection.................................................................13-54
13.5.1.9
Security provisions ........................................................................13-54
13.5.1.10 Operating and Safety Systems .......................................................13-54
13.5.1.11 Wind Limits ...................................................................................13-55
13.5.1.12 Drawings........................................................................................13-55
13.5.2 Unloading ...........................................................................................................13-56
13.5.2.1
LNG Carrier Capacities, Unloading Rates, and Conditions ..........13-56
13.5.2.2
Vapor Return Desuperheating........................................................13-56
13.5.2.3
Liquid Removal .............................................................................13-56
13.5.2.4
LNG Relief Valve Discharge Containment ...................................13-57
13.5.2.5
LNG Vents and Drains...................................................................13-57
13.5.2.6
Isolation Valves .............................................................................13-57
13.5.2.7
LNG Transfer Operations Narrative ..............................................13-57
13.5.3 Feed Gas .............................................................................................................13-58
13.5.4 Liquefaction........................................................................................................13-58
13.5.5 Fractionation .......................................................................................................13-58
13.5.6 Vapor Handling ..................................................................................................13-58
13.5.6.1
Vapor Return to the LNG Carrier ..................................................13-58
13.5.6.2
Vapor Taken from the LNG Carrier ..............................................13-59
13.5.6.3
Boiloff Gas (BOG) Low Pressure Compression............................13-59
13.5.6.4
BOG Recondensation ....................................................................13-60
13.5.6.5
BOG High Pressure Compression .................................................13-60
13.5.6.6
Vapor Handling Operations Narrative ...........................................13-60
13.5.7 LNG Sendout System .........................................................................................13-61
13.5.7.1
Low Pressure LNG Pumps, Minimum Flow, Low Pressure
LNG Recycle Systems from High Pressure Pump Suction ...........13-62
13.5.7.2
Inter Tank LNG Transfer Systems.................................................13-62
13.5.7.3
LNG Transfer Pipeline Cooling.....................................................13-62
13.5.7.4
High Pressure LNG Pumps, Pump Vessel Vent System,
Minimum Flow Recycle ................................................................13-62
13.5.7.5
First Stage of LNG Vaporization...................................................13-63
13.5.7.6
Second Stage of LNG Vaporization ..............................................13-65
13.5.7.7
Sendout Gas Metering ...................................................................13-66
13.5.7.8
Natural Gas Sendout Operations Narrative....................................13-66
13.5.7.9
Fuel Gas Operations Narrative.......................................................13-67
13.5.8 Gas Liquid Removal ...........................................................................................13-68
13.5.9 Btu Adjustment...................................................................................................13-68
13.5.10 Vent and Flare Systems ......................................................................................13-68
13.5.10.1 Vent System...................................................................................13-68
13.5.10.2 Flare System ..................................................................................13-68
13.5.10.3 The Low Point Drain System.........................................................13-68
13.5.10.4 Provisions for Draining LNG Piping and Process Equipment.......13-68
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13.5.10.5 Vent/Drain System Operations Narrative ......................................13-69
13.5.11 Pressure Relief ....................................................................................................13-69
13.5.11.1 The Closed Vent/Drain System .....................................................13-69
13.5.11.2 Equipment Isolation/Maintenance Venting ...................................13-70
13.5.12 Sendout Metering................................................................................................13-70
13.5.13 LNG Product LoadingMarine.........................................................................13-71
13.5.14 LNG Product Loading/UnloadingTrucking....................................................13-71
13.5.15 Commissioning Plan ...........................................................................................13-71
13.5.15.1 Commissioning Plan Summary......................................................13-71
13.5.15.2 Mechanical Completion Verification and Sign Off .......................13-71
13.5.15.3 Pre-commissioning Activities ........................................................13-71
13.5.15.4 Commissioning ..............................................................................13-72
13.6
LNG Storage Tanks..........................................................................................................13-73

13.6.1 General................................................................................................................13-73
13.6.2 Tank Foundation.................................................................................................13-74
13.6.3 Outer Containment..............................................................................................13-75
13.6.4 Inner Containment ..............................................................................................13-75
13.6.5 Seismic Loads on Inner and Outer Tanks ...........................................................13-76
13.6.6 Wind Loads on Outer Tank ................................................................................13-77
13.6.7 Insulation System................................................................................................13-77
13.6.7.1
Tank Bottom ..................................................................................13-77
13.6.7.2
Tank Sidewalls...............................................................................13-77
13.6.7.3
Suspended Deck.............................................................................13-78
13.6.8 Tank Instrumentation..........................................................................................13-78
13.6.8.1
Cooldown Sensors .........................................................................13-78
13.6.8.2
Temperature Sensors......................................................................13-78
13.6.8.3
Liquid Level Instruments...............................................................13-78
13.6.8.4
Tank Gauging and Overfill Protection Requirements....................13-78
13.6.8.5
Level, Temperature and Density (LTD) Monitoring .....................13-79
13.6.8.6
Liquid Temperature Measurement.................................................13-79
13.6.9 Pressure and Vacuum Relief Systems.................................................................13-79
13.6.9.1
Over-pressure Protection ...............................................................13-79
13.6.9.2
Under-Pressure Protection .............................................................13-80
13.6.10 Fittings, Accessories, and Tank Piping...............................................................13-81
13.6.10.1 Roof Platform ................................................................................13-81
13.6.10.2 Cranes/Hoists .................................................................................13-81
13.6.10.3 In-tank Pump Columns ..................................................................13-81
13.6.10.4 Tank Internal Pipework .................................................................13-81
13.6.10.5 Tank External Pipework and Supports ..........................................13-82
13.6.10.6 Provisions for Tank Isolation.........................................................13-82
13.6.11 Stairways and Platforms .....................................................................................13-82
13.6.11.1 Access to Platform and Roof .........................................................13-82
13.6.11.2 Internal Tank Ladder .....................................................................13-83
13.6.11.3 Walkways and Handrails ...............................................................13-83
13.6.12 Cryogenic Spill Protection..................................................................................13-83
13.6.13 Anchorage...........................................................................................................13-83
13.6.14 Painting ...............................................................................................................13-83
13.6.15 Tank Lighting and Convenience Receptacles.....................................................13-83
13.6.16 Electrical Grounding...........................................................................................13-84
13.6.17 Welding ..............................................................................................................13-84
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13.6.18 Testing and Inspection........................................................................................13-84
13.6.18.1 Alloy Verification ..........................................................................13-84
13.6.18.2 Radiography...................................................................................13-84
13.6.18.3 Liquid Penetrant Examination .......................................................13-84
13.6.18.4 Vacuum Box Testing .....................................................................13-84
13.6.18.5 Hydrotesting of Inner Tank............................................................13-85
13.6.18.6 Pressure and Vacuum Testing........................................................13-86
13.6.18.7 Settlement Monitoring ...................................................................13-86
13.6.18.8 Translation and Rotation Movement Indicators.............................13-87
13.6.19 Procedures for Monitoring and Remediating Stratification................................13-87
13.6.20 Tank Secondary Bottom and Corner Protection .................................................13-87
13.6.21 Drawings.............................................................................................................13-87
13.7
Utilities...............................................................................................................................13-89
13.7.1 Instrument Air.....................................................................................................13-89
13.7.1.1
Basis of Design ..............................................................................13-89
13.7.1.2
Equipment Description ..................................................................13-89
13.7.2 Service Air ..........................................................................................................13-90
13.7.2.1
Basis of Design ..............................................................................13-90
13.7.2.2
13.7.3 Nitrogen ..............................................................................................................13-90
13.7.3.1
Basis of Design ..............................................................................13-91
13.7.3.2
Platform Drum (D-103) .................................................................13-91
13.7.3.3
13.7.4 Potable Water......................................................................................................13-93
13.7.4.1
Basis of Design ..............................................................................13-93
13.7.4.2
13.7.5 Service Water......................................................................................................13-93
13.7.5.1
Basis of Design ..............................................................................13-93
13.7.5.2
13.7.6 Storm and Condensate Water .............................................................................13-94
13.7.6.1
Basis of Design ..............................................................................13-94
13.7.6.2
13.7.7 Wastewater .........................................................................................................13-95
13.7.7.1
Basis of Design ..............................................................................13-96
13.8
Equipment Data................................................................................................................13-96
13.8.1 Equipment List with Design Conditions.............................................................13-96
13.8.2 Equipment Data ..................................................................................................13-96
13.8.2.1
Equipment Data Sheets ..................................................................13-96
13.8.2.2
Equipment Vendor Data ................................................................13-97
13.9
Instrumentation ................................................................................................................13-97
13.9.1 Description of Control System ...........................................................................13-97
13.9.1.1
Main Control Room (MCR) A-802 ...............................................13-99
13.9.1.2
Platform Control Room (PCR) A-801 ...........................................13-99
13.9.2 Plant Control and Monitoring System Components ...........................................13-99
13.9.2.1
Distributed Control System (DCS) ................................................13-99
13.9.2.2
Safety Instrumented System (SIS) ...............................................13-101
13.9.2.3
Hazard Detection and Mitigation System ....................................13-101
13.9.2.4
LNG Tank Gauging System.........................................................13-101
13.9.2.5
Vibration Monitoring System ......................................................13-102
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13.9.3
13.9.4
13.9.5
13.9.6
13.9.7
13.9.2.6
Compressor Surge Protection ......................................................13-102
13.9.2.7
Burner Management System........................................................13-102
13.9.2.8
Marine Monitoring Systems ........................................................13-103
13.9.2.9
Platform Control System..............................................................13-103
13.9.2.10 Packaged Equipment Control Systems ........................................13-103
Field Control Instruments .................................................................................13-103
Control Communication and Control Power ....................................................13-105
13.9.4.1
Communications System .............................................................13-105
13.9.4.2
System Power ..............................................................................13-105
Backup Power Supply.......................................................................................13-106
Sample Conditioning, Analyzers and Custody Transfer ..................................13-106
13.9.6.1
Analyzer System ..........................................................................13-106
13.9.6.2
Gas Metering System...................................................................13-106
Drawings...........................................................................................................13-107
13.9.7.1
Control System Block Diagram ...................................................13-107
13.10
Safety Instrumentation ..................................................................................................13-107

13.10.1 Description of the SIS.......................................................................................13-107
13.10.2 SIS Components ...............................................................................................13-108
13.10.3 Communication and Control Power .................................................................13-108
13.10.3.1 SIS Communication .....................................................................13-108
13.10.3.2 SIS System Power........................................................................13-109
13.10.4 Backup Power Supply.......................................................................................13-109
13.10.5 Emergency Shutdown (ESD)............................................................................13-110
13.10.5.1 Emergency Shutdown System (ESD) Logic................................13-110
13.10.5.2 ESD-1: LNG Transfer Operations ...............................................13-111
13.10.5.3 ESD-1-1: Arm Breakaway ...........................................................13-112
13.10.5.4 ESD-2: Balance of Terminal........................................................13-112
13.10.5.5 Process Shutdown ........................................................................13-113
13.10.5.6 ESD Valves..................................................................................13-113
13.10.5.7 Positioners on ESD Valves ..........................................................13-113
13.10.6 Drawings and Tables ........................................................................................13-113
13.10.6.1 SIS Block Diagram ......................................................................13-113
13.10.6.2 Cause and Effect Diagram ...........................................................13-114
13.11
Electrical..........................................................................................................................13-114
13.11.1 Description of Electrical System ......................................................................13-114
13.11.1.1 Terminal Power Supply ...............................................................13-114
13.11.1.2 Onsite Power Distribution System...............................................13-114
13.11.1.3 Standby Generation......................................................................13-114
13.11.1.4 Uninterruptible Power Supply (UPS) ..........................................13-115
13.11.1.5 Electrical Equipment Design, Construction and Manufacturing
Considerations .............................................................................13-115
13.11.1.6 Lighting Systems .........................................................................13-116
13.11.1.7 Grounding and Cathodic Protection ............................................13-117
13.11.2 Hazardous Area Classification Basis ................................................................13-117
13.11.3 Electrical Tables and Lists................................................................................13-117
13.11.3.1 Anticipated Total Requirements for the Terminal .......................13-117
13.11.3.2 Anticipated Power Requirements for Operating Modes ..............13-117
13.11.3.3 Transformer List, with Tag Number, Size and Location .............13-117
13.11.4 Electrical Drawings ..........................................................................................13-118
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13.11.4.1
13.11.4.2
13.11.4.3
13.11.4.4
13.11.4.5
Hazardous Area Classification, Overall Plans and Area Plans ....13-118

Single Line Drawings Power Distribution ...................................13-118
Single Line Drawings of Emergency Load Supply and
Distribution ..................................................................................13-118
Electrical Pass-through Seals for LNG Pumps and
Instrumentation ............................................................................13-118
Emergency Lighting Plan ............................................................13-119
13.12
Fuel Gas...........................................................................................................................13-119
13.12.1 Description of Fuel Gas System .......................................................................13-119
13.12.1.1 BOG Fuel Gas System .................................................................13-119
13.12.1.2 Fuel Gas System ..........................................................................13-119
13.12.2 Drawings...........................................................................................................13-119
13.12.2.1 Plans Showing Piping and Equipment Layout.............................13-119
13.12.2.2 Fuel Gas Operating Parameters....................................................13-120
13.13
Spill Containment Systems ............................................................................................13-120

13.13.1 Description of Spill Containment Systems .......................................................13-120
13.13.1.1 LNG Storage Tank (T-201A/B/C) ...............................................13-120
13.13.1.2 LNG Spill Containment Basin (S-606)........................................13-122
13.13.1.3 High Expansion Foam Systems ...................................................13-123
13.13.2 Thermal Radiation Exclusion Zones.................................................................13-123
13.13.3 Flammable Vapor Exclusion Zones..................................................................13-124
13.13.3.1 Exclusion Zone for Spill Containment Basin S-606....................13-124
13.13.3.2 Vapor Dispersion for Spills in Troughs .......................................13-125
13.14
Hazard Detection Systems .............................................................................................13-126

13.14.1 Description of Hazard Detection Systems ........................................................13-126
13.14.2 Description of Hazard Warning Systems Including Offsite, Plant Wide
and Local Area..................................................................................................13-128
13.14.3 Hazard Detector List.........................................................................................13-128
13.14.4 Drawings...........................................................................................................13-128
13.14.4.1 Hazard Detector Layout Plans .....................................................13-128
13.14.4.2 Combustion/Ventilation Air Intake Locations.............................13-129
13.15
Fire Suppression and Response Plan............................................................................13-129

13.15.1 Description of Response to Fire and Deployment of Resources ......................13-130
13.15.1.1 Controllable Emergency ..............................................................13-130
13.15.1.2 Uncontrollable Emergency ..........................................................13-130
13.15.1.3 Uncontrollable EmergencyTerminal Site Emergency .............13-131
13.15.1.4 Uncontrollable EmergencyGeneral Emergency.......................13-131
13.15.2 Organizational Chart for Emergency Response and Fire Fighting ...................13-133
13.15.2.1 Terminal Emergency Director .....................................................13-134
13.15.2.2 Public Information Contact..........................................................13-134
13.15.2.3 Emergency Response Team Leader.............................................13-135
13.15.2.4 Emergency Response Team.........................................................13-135
13.15.2.5 Security Shift Supervisor .............................................................13-136
13.15.2.6 Security Force ..............................................................................13-136
13.15.2.7 Assembly Leaders........................................................................13-137
13.16
Hazard Control Systems ................................................................................................13-137

13.16.1 Description of Hazard Control Equipment and Systems ..................................13-137
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13.16.2 Dry Chemical Basis of Design..........................................................................13-138
13.16.3 Matrix of Hazard Control Equipment...............................................................13-139
13.16.4 Dry Chemical System Drawings.......................................................................13-139
13.16.4.1 Dry Chemical Equipment and Other Systems Location Plans.....13-139
13.16.4.2 Dry Chemical Coverage Plans .....................................................13-139
13.16.4.3 Dry Chemical System P&IDs ......................................................13-139
13.17
Fire Water .......................................................................................................................13-140

13.17.1 Description of Fire Water System ....................................................................13-140
13.17.1.1 Fire Water System Design Demands and Basis of Sizing ...........13-140
13.17.1.2 Fire Water System Components ..................................................13-141
13.17.1.3 Sprinkler and Water Spray Systems ............................................13-143
13.17.1.4 Water Supply for High Expansion Foam.....................................13-143
13.17.2 Matrix of All Fire Water Delivery Equipment .................................................13-144
13.17.3 Fire Water Drawings.........................................................................................13-144
13.17.3.1 Fire Water Flow Diagram ............................................................13-144
13.17.3.2 Fire Water P&IDs ........................................................................13-144
13.17.3.3 Fire Water Coverage Plans ..........................................................13-145
13.18
High Expansion Foam System.......................................................................................13-145

13.18.1 Description of Foam System and Equipment ...................................................13-145
13.18.2 Foam System Basis of Design ..........................................................................13-145
13.18.3 Matrix with Tag Number, Location, Type/Model of Foam Equipment ...........13-146
13.18.4 Drawings...........................................................................................................13-146
13.18.4.1 Foam System Component Location Plan.....................................13-146
13.18.4.2 High Expansion Foam System P&ID ..........................................13-146
13.19
Security............................................................................................................................13-146
13.19.1 Security Description .........................................................................................13-147
13.19.1.1 Security Procedures .....................................................................13-147
13.19.1.2 Security Systems and Equipment Maintenance ...........................13-148
13.19.1.3 Communications ..........................................................................13-148
13.19.1.4 Security Training .........................................................................13-148
13.19.2 Site Access Control...........................................................................................13-148
13.19.3 Cameras ............................................................................................................13-149
13.19.4 Intrusion Detection ...........................................................................................13-149
13.20
Piping...............................................................................................................................13-149
13.20.1 Piping Systems..................................................................................................13-149
13.20.2 Piping Specification..........................................................................................13-150
13.20.3 Piping Insulation, Cold .....................................................................................13-150
13.20.4 Piping Insulation, Hot.......................................................................................13-151
13.20.5 Pipe Racks ........................................................................................................13-151
13.20.6 Piping Specification Tabular Summary ............................................................13-151
13.20.7 Piping Insulation Tabular Summary .................................................................13-151
13.20.8 Piping Arrangement Drawings .........................................................................13-152
13.21
Foundations and Supports.............................................................................................13-153

13.21.1 Description of Foundations and Supports.........................................................13-153
13.21.1.1 Foundations..................................................................................13-153
13.22
Buildings and Structures ...............................................................................................13-155

13.22.1 Description of Buildings...................................................................................13-155
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13.22.1.1 Platform Control Room (A-801)..................................................13-155
13.22.1.2 Main Control Room (A-802) .......................................................13-156
13.22.1.3 Security Building (A-803) ...........................................................13-156
13.22.1.4 Administration Building (A-804) ................................................13-156
13.22.1.5 Maintenance Building/Warehouse (A-805) .................................13-157
13.22.1.6 Compressor Building (A-820) .....................................................13-157
13.22.1.7 HP Pump Structure (A-830).........................................................13-157
13.22.1.8 Auxiliary Buildings (A-840)........................................................13-158
13.22.1.9 Emergency Diesel Building (A-850) ...........................................13-158
13.22.1.10 Fire Pump House (A-860)............................................................13-158
13.22.1.11 Deluge Fire Pump House (A-861) ...............................................13-158
13.22.2 List of Buildings with Dimensions ...................................................................13-159
13.22.3 Drawings...........................................................................................................13-159
13.22.3.1 Preliminary Building Plans and Elevations .................................13-159
13.23
Process Drawings............................................................................................................13-160
13.23.1 Process Flow Diagrams and Material and Energy Balances.............................13-160
13.23.1.1 Process Flow Diagrams (PFDs) ...................................................13-160
13.23.1.2 Heat and Material Balance (H&MB) Diagrams...........................13-160
13.24
Piping and Instrument Diagrams..................................................................................13-161

13.24.1 Drawing List with Revision Number and Issue Date .......................................13-161
13.24.2 Piping and Instrumentation Legend and Symbols ............................................13-161
Appendixes
A
B
C
D
E
F
G
H
I
J
K
L
M
N
O
P
Q
R
S
T
U
Facility Description
Project Schedule
Basis of Design
Design Codes and Standards
Permits or Approvals
Demonstration of Code Compliance
HAZOP Review
Management of Change and Reporting
Seismic Design
Soil Characteristics
Marine Systems
LNG Storage Tank Information
Equipment Information
Instrumentation
Electrical
Fire Protection
Thermal Radiation and Flammable Vapor Exclusion
Design Studies
Shutoff Valves
Project Specifications
Project Drawings
Tables
13.1.3.1
13.1.14.1
13.1.14.2
LNG Sources and Compositions....................................................................................13-2

LNG Unloading and Transfer System Equipment.......................................................13-10
LNG Storage Equipment..............................................................................................13-10
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13.1.14.3
13.1.14.4
13.1.14.5
13.1.18.2
13.3.1.3
13.4.1.1
13.4.2.1
13.4.2.6
13.4.5.7
13.5.1.11
13.5.1.12
13.6.1
13.6.21
13.8.2.1
13.8.2.2
13.11.1
13.11.3.3
13.13.1.2
13.13.2
13.13.3
13.14.2
13.14.4.1
13.14.4.2
13.16.4.1
13.16.4.2
13.16.4.3
13.17.3.2-1
13.17.3.2-2
13.17.3.3
13.20.7
13.20.8
13.22.2
13.22.3.1
13.23.1.1
13.23.1.2
Vapor Handling System Equipment ............................................................................13-10

Vaporization and Sendout System Equipment ............................................................13-10
Auxiliary Heating System Equipment .........................................................................13-11
Hazard Detector Layout Plans .....................................................................................13-18
Cut and Fill Quantities.................................................................................................13-29
Sparing Philosophy for Equipment and Utilities .........................................................13-36
Site Elevations .............................................................................................................13-37
Site Tidal Elevations....................................................................................................13-38
Anticipated Flood Elevations.......................................................................................13-43
Wind Limits .................................................................................................................13-55
Marine Drawings .........................................................................................................13-55
LNG Storage Tanks, General Information...................................................................13-74
LNG Storage Tank Drawings ......................................................................................13-87
List of Process Equipment Data Sheets .......................................................................13-96
Equipment Vendor Data ..............................................................................................13-97
Motor Details .............................................................................................................13-116
Transformer List ........................................................................................................13-117
LNG Spill Containment Basin S-606 ........................................................................13-122
Thermal Radiation Exclusion Zone Radii..................................................................13-124
Flammable Vapor Exclusion Zones for LNG Spill Containment Basin....................13-125
Hazard Detection Equipment Data Sheets .................................................................13-128
Hazard Detector Layout Plans ...................................................................................13-128
Building Hazard Detector Layout Plans ....................................................................13-129
Dry Chemical Equipment Systems Location Plans ...................................................13-139
Dry Chemical Equipment Coverage Plans.................................................................13-139
Dry Chemical System P&IDs ....................................................................................13-139
Fire Water Equipment Location Drawings ................................................................13-144
Fire Water P&IDs ......................................................................................................13-144
Fire Water Coverage Plans ........................................................................................13-145
Pipe Insulation Tabular Summary .............................................................................13-152
Major Process Equipment Area Layout Drawings ....................................................13-152
List of Buildings with Dimensions ............................................................................13-159
List of Buildings Drawings........................................................................................13-159
Process Flow Diagrams..............................................................................................13-160
Process Simulation Cases ..........................................................................................13-161
Figures
13.5.11.2
13.10.5.1
13.15.1
13.15.2
Equipment Isolation/Maintenance Venting .................................................................13-70

Emergency Shutdown System Zones.........................................................................13-111
Emergency Classification Process .............................................................................13-132
Emergency Organization ...........................................................................................13-133
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13-xiii
List of Acronyms and Abbreviations
inches
degree Fahrenheit
AAV
AC
ACI
ANSI
API
ASCE
ASME
Ambient Air Vaporizer

Asphalt Concrete (or) Alternating Current
American Concrete Institute
American National Standards Institute
American Petroleum Institute
American Society of Civil Engineers
American Society of Mechanical Engineers
bbl
bgs
BMS
BOG
BPA
Bscf/d
Btu
Btu/(ft2hr)
barrels
below ground surface
Burner Management System
boiloff gas
Bonneville Power Administration
billion standard cubic feet per day
British thermal unit
British thermal unit per foot squared per hour
CCTV
CDSM
CFR
CHE
COTP
CPT
CSZ
cy
closed-circuit television
cement deep soiling mixing
Code of Federal Regulations
Coast and Harbor Engineering
Coast Guard Captain of the Port
cone penetrometer test
Cascadia Subduction Zone
cubic yard
DB&B
DC
DCS
DOGAMI
DSL
double block and bleed

Direct Current
distributed control system
Oregon Department of Geology and Mineral Industries
Department of State Lands (Oregon)
EIA
EIS
EPC
ERC
ERP
ESD
ESD-1
ESD-1-1
ESD-2
ESP
Energy Information Administration

Environmental Impact Statement
Engineering, Procurement and Construction
emergency release coupling
Emergency Response Plan
emergency shutdown
Pier Emergency Shutdown
Activation of the unloading arm/vapor return arm ERCs
Total Terminal Emergency Shutdown
East Bank Skipanon Peninsula
FAA
FEED
Federal Aviation Administration

Front End Engineering Design
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FERC
FIRM
FM
fps
ft
Federal Energy Regulatory Commission

Flood Insurance Rate Map
Factory Mutual
feet per second
feet
gpm
gallons per minute
h
H&MB
HAZID
HAZOP
HDMS
HHV
HIPPS
HP
hp
HTF
hour(s)
heat and material balance
Hazard Identification
Hazard And Operability
Hazard Detection and Mitigation System
higher heating value
High Integrity Pipeline Protection System
high pressure
horsepower
heat transfer fluid
IESNA
in
inches H2O
inches Hg
ISC
ISO
Illuminating Engineering Society of North America

inch
inches of water
inches of mercury
International Ship to Shore Connections
International Organization for Standardization
kV
kVA
kilovolt
kilovolt ampere (one thousand volt amperes)
LCS
LFL
LHV
LNG
LP
LTD
Local Control Station

lower flammability limit
lower heating value
Liquefied Natural Gas
low pressure
Level, Temperature, Density
m3
m3/hour
MARSEC
mbar
MCC
MCR
MLLW
MMBtu/hr
MMcf/day
MMscfd
mph
MW
cubic meters
cubic meters per hour
Maritime Security
millibar
Motor Control Center
Main Control Room
mean lower low water
million British thermal units per hour
million cubic feet per day
million standard cubic feet per day
miles per hour
megawatt
N/A
NAVD
NDE/NDT
not applicable
North American Vertical Datum
Nondestructive Examination/Nondestructive Testing
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NEC
NFPA
NGA
NOAA
NTP
National Electrical Code

National Fire Protection Association
Natural Gas Act
National Oceanic and Atmospheric Administration
Notice to Proceed
O&M
OBE
OCIMF
OD
OSHA
operations and maintenance

Operating Basis Earthquake
Oil Companies International Marine Forum
outside diameter
Occupational Safety and Health Administration
P&ID
PCC
PCMS
PCR
PHA
PIANC
PLC
POTW
ppb
ppm
psf
psig
piping and instrumentation diagram

portland cement concrete
Plant Control and Monitoring System
Platform Control Room
Process Hazard Assessment
Permanent International Association Navigation Congress
Programmable Logic Controller
Publicly-Owned Treatment Works
parts per billion
parts per million
pounds per square foot
pounds per square inch gauge
RGS
RR
RTD
RTU
Rigid Galvanized Steel (conduit)

Resource Report
resistance temperature detector
remote terminal unit
SCADA
scfh
scfm
SIGTTO
SIS
SMPE
SSE
Supervisory Control and Data Acquisition

standard cubic foot (feet) per hour
standard cubic foot (feet) per minute
Society of International Gas Tanker & Terminal Operators
Safety Instrumented System
South Mist Pipeline Extension
Safe Shutdown Earthquake
TCP/IP
Terminal
Transmission Control Protocol/Internet Protocol

Oregon LNG Import Terminal
UL
UPS
USCG
USDOT
USGS
Underwriters Laboratories
Uninterruptible Power Supply
United States Coast Guard
United States Department of Transportation
US Geological Survey
voltage
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13.1
Facility Description
Oregon LNG proposes to construct and operate an onshore liquefied natural gas (LNG) receiving
terminal and associated facilities (the Terminal or Project) 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 offloading LNG carriers
(LNGCs), onshore facilities to receive and store up to 480,000 cubic meters (m3) of LNG, vaporizers
to regasify LNG at a baseload rate of 1 billion standard cubic feet per day (Bscfd) of natural gas and a
peak of 1.5 Bscfd. Regasified natural gas will be transported to the United States (U.S.) natural gas
transmission grid via an approximately 121-mile-long 36-inch-outside-diameter (OD) natural gas
pipeline and associated 9.5-mile-long 24-inch-diameter lateral pipeline, which in turn will
interconnect with other natural gas pipelines, including the interstate transmission system of Williams
Northwest Pipeline (Williams) at the Molalla Gate Station.
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 (FERCs) 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).
13.1.2
Location and Site Information
13.1.2.1
Location
The proposed Terminal will be located on the northern portion of the ESP at River Mile 11.5 of the
Columbia River. The onshore Terminal facilities will be situated entirely within an approximately 96acre 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). LNG Development Company, LLC, holds a long-term
sublease for the entire 96-acre 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.
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13.1.2.2
Site Information
Approximately 63 of the 96 acres leased by Oregon LNG will require permanent land modification to
accommodate the Terminal, which will include three 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 Receiving Terminal; Source and Market for Product
13.1.3.1
LNG Source
The Terminal has been designed to receive LNG from several possible LNG production sources. A
range of compositions has been used for the design basis. The heavy LNG case is used for process
simulation purposes, but equipment will be rated to accommodate both light and heavy compositions
as illustrated in the table below. The design of the Terminal does not require Btu control of the
sendout natural gas.
TABLE 13.1.3.1
LNG Sources and Compositions

Component
Units
Light LNG
Composition
Heavy LNG
Composition
Camisea (Peru)
Australia
Source
--
Methane
Mol %
89.05%
86.11%
Ethane
Mol %
10.38%
9.04%
Propane
Mol %
0.02%
3.60%
n-Butane
Mol %
0.00%
0.42%
i-Butane
Mol %
0.00%
0.52%
Pentanes and higher
Mol %
0.00%
0.01%
Nitrogen
Mol %
0.54%
0.30%
17.57
18.76
1088.3
1156.5
Molecular Weight
Gross Heating Value
Btu/scf
H2S
ppm by vol.
nil
nil
Total Sulfur
ppm
nil
nil
Mercaptan Sulfur
ppb
nil
nil
Note: Heavy LNG has been used for sizing LNG equipment. Not related to pipeline
tariff compositional or heating value limitations.
13.1.3.2
Natural Gas Market
Current and Projected Natural Gas Supplies and Demand in North America
In its most recent Annual Energy Outlook 2007, the U.S. Department of Energys Energy Information
Administration (EIA) presented a set of energy market forecasts for the U.S. through 2030, as
follows:
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U.S. domestic natural gas demand is projected to increase;
U.S. domestic gas production is projected to be generally flat or falling slightly;
The yet-to-be-produced deposits of domestic gas are smaller and deeper than currently producing
fields, which will mean generally higher natural gas prices in the future (in both nominal and real
terms);
Canadian gas exports to the U.S. (via pipeline) will continue to decline, because of dwindling
Canadian production and increased Canadian domestic demand; and
U.S. imports of LNG will increase.
These market factors show a tightening of the overall supply-demand balance in the U.S.
Traditional domestic sources of natural gas supply in North America are declining. Natural gas is a
depletable resource, meaning that there is a fixed amount and what is used today will be unavailable
tomorrow. Since its first widespread commercial application in the early 1900s, natural gas resources
have been drawn down at an accelerating rate in both the U.S. and Canada. The EIA projects
domestic supplies to remain stable through 2014, then to continue declining through 2030.
Compounding the problem of decreasing domestic gas supply is the maturing of the domestic gasproducing basins. The EIA identifies this trend in several ways. First, since a large proportion of the
onshore Lower-48 conventional natural gas resource base has already been discovered (and much of
it depleted), future discoveries of new conventional natural gas reservoirs are expected to be smaller,
deeper underground, further offshore, and/or in deeper water. These factors make these supplies more
expensive to develop and produce, per unit of gas produced. Also, as opportunities for conventional
gas development (large fields of natural gas contained in discrete pools so that large volumes of gas
can be extracted by a single well) become less attractive, the industry is expected to move more
toward so-called unconventional supplies (coalbed methane, tight-sands gas, and gas shales), but
these supplies usually have production costs that are higher than conventional supplies. In short,
supplies are still available and will continue to be so in the short term, but no longer at low cost.
The cost of natural gas supplies has therefore been increasing significantly in recent years, and the
EIA projects continued high natural gas prices throughout the forecast horizon. The EIA forecasts
U.S. wellhead gas prices generally in the range of approximately $6.00 per million cubic feet (Mcf)
(in constant 2005 dollars) through 2030higher than the recorded wellhead prices (in both real and
nominal terms) for most of the last 20 years.
Accompanying the problems of decreasing supply and higher costs is the steady increase in natural
gas demand in the U.S. and Canada, a demand that is likely to accelerate in the future. The primary
driver of demand growth is the electricity sector, which uses natural gas as fuel in power plants to
generate electricity. As environmental regulations increase the cost of emissions, power generation
will turn more to clean-burning and efficient natural gas-fired plants and away from high-emission
coal- or oil-fired plants. To meet the nations growing demand for electricity, the power industry is
turning to natural gas as the fuel of choice. Currently the U.S. owns about 3 percent of the worlds
natural gas reserves, but consumes almost 30 percent of the worlds total natural gas. The EIA
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OREGON LNG TERMINAL

forecasts a 15.4 percent increase (to 3.24 trillion cubic feet [Tcf]) in overall U.S. annual end-use
natural gas consumption between 2007 and 2030, and a 10.3-percent increase (to 0.26 Tcf) in the
Pacific region, defined as Washington, Oregon, Idaho, California, Alaska, and Hawaii. Therefore,
new lower-cost natural gas supplies are needed to meet the ever-increasing U.S. demand.
Historically, gas imports from Canada (via pipeline) have filled the gap between domestic gas
production and natural gas consumption in the U.S. In recent years, these Canadian supplies have
comprised up to 18 percent of total U.S. end-use consumption, reaching a high of 3.5 Tcf per year.
However, the EIA forecasts that the Canadian gas market will face the same factors facing the U.S.
marketincreasing domestic demand and maturation of the Canadian domestic conventional supply
base (principally the Western Canadian Sedimentary Basin). These factors will combine to reduce the
amount of gas available for export from Canada to the U.S.; the EIA forecasts that by 2030, these
exports will have declined more than 50 percent from their current level, to 1.56 Tcf.
These market conditionsincreasing domestic demand, decreasing domestic supply, and decreasing
imports via pipeline from Canadaare ripe for the introduction of new LNG supplies to the U.S.
market. The EIA forecasts that by 2030, annually imported LNG supplies will have risen more than
500 percent from their present level (from 0.83 to more than 4.5 Tcf per year) and will represent
almost 19 percent of total U.S. end-use gas consumption in that year. These new LNG supplies will
help the U.S. market meet the forecasted levels of demand, while keeping prices at reasonable levels
consistent with this level of demand. LNG projects within the U.S. will be key components in
maintaining a robust U.S. gas market at reasonable prices. In order to reach the level of LNG imports
required by the EIA forecasts, many LNG projects will be required in the U.S. Already, in the Gulf
Coast and Mid-Atlantic states, many LNG projects are in operation or planned for the near future.
Abundant natural gas supplies are available in various parts of the world, including the Middle East,
Indonesia, Malaysia, Australia, Russia, South America, and Eastern Europe. The cost of transporting
gas is high, and pipelines are preferable over short distances, but the most economical method of
transporting natural gas over very long distances (1,000 miles and more) is to first liquefy it (i.e.,
convert it to LNG) and then ship it in specially designated tankers. This LNG trade has been active
since the 1960s, is a proven technology with a demonstrated record of safe operations, and has been
implemented successfully in the U.S. in Massachusetts, Louisiana, Georgia, and Maryland. The trade
continues to grow steadily because such countries as Japan and Korea are entirely dependent on LNG
for their natural gas supplies, and many additional projects like the Oregon LNG Terminal and
Oregon Pipeline (with a projected capacity of about 0.35 Tcf per year) will be required. Thus, the
proposed Project is entirely consistent with the fundamental long-term market trends identified in the
EIA forecasts.
The Oregon LNG Import Terminal will be part of the solution for these market trendsincreasing
demand, decreasing availability of lower-cost U.S. supplies, decreasing availability of Canadian
imports via pipeline, and overall rising prices. The Project will benefit consumers in two ways: it will
provide new, competitively priced gas supplies that will serve the increasing demand, and it will help
to maintain prices at reasonable levels.
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Natural Gas Supplies, Demand, and Distribution in the Pacific Northwest
Natural gas consumption in the state of Oregon alone, which imports all of its natural gas, now
accounts for one-fifth of all the energy consumed in the state; and Oregon is representative of the
entire Pacific Northwest. Yet, in contrast to the many LNG projects in place or planned in the Gulf
Coast and Mid-Atlantic states, very few have been proposed in the Western states. In addition, the
Pacific Northwest has felt the recent changes in the North American natural gas market more acutely
than most of the U.S. Historically a region of low prices because of relatively short distances to
prolific resource basins (the Western Canadian Sedimentary Basin and the Rocky Mountain Gas
Basin), the Pacific Northwest is now faced with the prospect of having among the highest natural gas
prices in the world. While steady population growth will continue to accelerate the demand for
natural gas, the declining Canadian supplies and exports will affect the Pacific Northwest particularly
badly because the region has historically relied on Canada for much of its supply.
Furthermore, lower-cost gas supplies that are currently available in the Rocky Mountain Gas Basin
are limited by pipeline takeaway capacity to the Pacific Northwest, as the cost of building new
pipelines through the Rocky Mountains is extremely high. In any case, when the Rockies Express
pipeline is completed and adds almost 2 Bscfd of capacity from the Rocky Mountains to the Midwest,
the price of gas is expected to increase, and thus cheap supplies will no longer be available in the
area. Prices are a measure of economic scarcity, and the simple fact is that the Pacific Northwest has
run out of cheap supplies.
Indicators point to rapidly escalating natural gas prices in Oregon and throughout the Pacific
Northwest. Currently, the price at Sumas, Washington, which is a published pricing point in the
region, is traded at a discount compared with the price at Henry Hub in Louisiana, which is the most
widely traded natural gas market in the world. The basis to Henry (i.e., the difference in price
between two points) is negative, meaning that the price at Sumas is lower than the price at Henry.
However, given the market changes that are likely to occur, the historical basis will not be
maintained. Pacific Northwest prices will escalate rapidly with the decline in Canadian imports, while
the Henry Hub price will be relatively stagnant as numerous LNG projects are constructed in the Gulf
Coast and Mid-Atlantic states. Within a decade from now, the basis is expected to turn positive,
meaning that the Sumas price will be higher than the Henry Hub price. Therefore, if natural gas
supply alternatives are not located and implemented, the Pacific Northwest will increasingly suffer
from depleted supplies and higher prices.
The proposed Oregon LNG Import Terminal will receive LNG from Pacific Rim sources and deliver
the regasified supplies to natural gas markets throughout the Pacific Northwest. The Project will
provide additional, competitively-priced gas to growing markets that are currently served by
declining and increasingly expensive North American gas supplies, thus helping to meet the demand
while mitigating price increases.
In Oregon specifically, LNG delivered by the Project will serve local markets and decrease natural
gas prices in that state. Oregon consumers will benefit from having a competitively priced supply
alternative that will apply downward pressure on price. A price decrease of $0.15 per million British
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thermal units (MMBtu), which is a fairly conservative estimate, will save Oregon households and
businesses an estimated $50 million per year, regardless of who actually contracts the gas.
Oregon LNG has examined the existing and potential natural gas flow volumes that can be provided
by the Oregon Pipeline. As described previously, the approximately 121 miles of 36-inch-OD natural
gas pipeline will to run from Warrenton, Oregon to the Molalla Gate Station, from where the natural
gas will reach the local market through its interconnections with the Williams natural gas
transmission system (16-inch-OD and 20-inch-OD high-pressure transmission pipelines) and NW
Naturals 24-inch-OD South Mist Pipeline Extension (SMPE). Existing peak and theoretical
additional flows have been calculated for takeaway capacity at the Molalla Gate Station location. The
new NW Natural Pipeline Lateral will allow for the Oregon Pipeline to connect to the SMPE further
north, near Banks, Oregon.
Based on Oregon LNGs evaluation and calculations, the proposed 36-inch-OD Oregon Pipeline has
potential outlets that meet its 1.5-Bscfd peak design capacity. This ultimate flow is made up of the
following components:
Existing historical peak flows on the Williams natural gas transmission system;
Improvements to the Williams natural gas transmission system at Oregon City and Washougal,
Oregon compressor stations to reach the peak capacity of these existing lines for a northern flow
direction;
Existing historical peak flows on the NW Natural 24-inch-OD SMPE to the Mist Gas Storage
Facility from the Molalla Gate Station;
Improvements to the injection rate at the Mist Gas Storage Facility to allow more flow;
Supplying NW Natural distribution flows to the greater Portland, Oregon distribution system
using the 24-inch-OD SMPE and the existing connections to the distribution system at Aurora,
Sherwood, and Hillsboro; and
Providing a crossover pipeline (the NW Natural Pipeline Lateral) from the 36-inch-OD Oregon
Pipeline to the NW Natural 24-inch-OD SMPE to allow injection to the Mist Gas Storage Facility
and also distribution load supply at Aurora, Sherwood, and Hillsboro simultaneously.
Existing peak flows on the Williams and NW Natural pipelines currently will allow for 533 million
standard cubic feet per day (MMscf/d). With modifications to the Williams natural gas transmission
system at Oregon City and Washougal, it is calculated that the total peak flow would become slightly
more than 1 Bscfd. Adding improvements to the injection rate at the Mist Gas Storage Facility or
using the SMPE to supply gas to the distribution system to the greater Portland area will bring this
maximum potential peak flow to 1.2 Bscfd. Installing the NW Natural Pipeline Lateral crossconnection between the 36-inch-OD Oregon Pipeline and the NW Natural 24-inch-OD SMPE and the
NW Natural South Mist Feeder will allow this maximum potential peak flow to reach 1.5 Bscfd.
It will also be possible to transport natural gas provided by the proposed Project through pipelines to
other Western states, especially those in the Pacific Northwest. The region has enough year-round
demand to accept the entire Project delivery capacity (planned at up to 1.5 Bscfd) by itself. The
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region has fairly seasonal demand with winter load peaks due to space-heating requirements, but also
has sufficient industrial and commercial load to maintain a good base load. The proposed Project will
help moderate the continued increase in natural gas prices by bringing additional supplies to serve the
Pacific Northwest market.
Two additional factors related to storage will facilitate the delivery of natural gas to the Oregon
market and to the Pacific Northwest in general. Storage is a vital consideration for LNG projects
because deliveries from LNG carriers are large and intermittent. Carriers typically make at least two
deliveries a week, bringing a very large volume of LNG each time. Storage is necessary to buffer the
delivered volumes so that they can be absorbed into the natural gas system. LNG facilities must have
access to storage, either at the Terminal site or accessible by pipeline. Typically, storage is the most
expensive component of an LNG terminal. The proposed Oregon LNG Terminal has been designed to
have three LNG storage tanks, each with a usable storage capacity of 160,000 m3.
If an existing underground storage facility can be used, it can greatly decrease the cost of an LNG
terminal. While underground storage facilities are scarce in the western U.S., in this case two storage
facilities are located not far from the proposed Terminal. One is the Mist Gas Storage Facility at
nearby Mist, Oregon, with a capacity of 16 billion cubic feet (Bcf), and the other is at Jackson Prairie,
Washington, with a capacity of 41 Bcf. The natural gas provided by the Project, via the Molalla Gate
Station, will be able to serve these facilities as well as the Williams natural gas transmission system
and the NW Natural pipeline system.
13.1.4
LNG Receiving Terminal; Storage, Import, and Sendout

Capacities and Conditions
13.1.4.1
LNG Import 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
Liquid unloading arms and size per berth
3 x 16 inches
Vapor return arms and size per berth
1 x 16 inches
Unloading maximum rate
14,000 m3/hour
Unloading (transfer) pipeline diameter
36 inches
Unloading minimum pressure at carrier manifold
100 meter head (approx. 65 psig)
Max allowable saturation pressure of carriers cargo 2.5 psig

(equilibrium pressure)
Design pressure, arms
275 psig
Design pressure, unloading piping
275 psig
Design vapor return pressure at carrier manifold
1.45 psig
Maximum vapor return temperature at carrier manifold
-180F
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The maximum required vapor flow returned to the carrier is to be based on a normal boiloff rate from
the carrier. A design rate of 0.15 percent of the full contents per day at an industry standard of 95F
ambient for newer carriers, and a maximum boiloff rate of 0.25 percent of the full contents per day at
the same 95F ambient for older carriers is used in the design.
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
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
4.3 psig (maximum allowable)
Normal operating pressure range
0.5 3.7 psig
Boiloff rate (pure methane and full tank) 0.05% per day at 95F ambient
Maximum design LNG specific gravity
13.1.4.3
0.48
Natural Gas Sendout
The following provides a summary of the natural gas sendout capacities and conditions:
Sendout pipeline length
Approximately 121 miles and 9.5-mile-long lateral
Sendout pipeline diameter (mainline)
36-inch-outside-diameter and 24-inch-diameter lateral
Design flow rate
1,000 million standard cubic feet per day (MMscfd)
Peak flow rate
1,500 million standard cubic feet per day (MMscfd)
Pipeline maximum allowable operating 1440 psig

pressure at battery limit
Maximum allowable pipeline temperature 120F

at battery limit
Minimum allowable pipeline temperature 40F

at battery limit
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The natural gas pipeline will interconnect with other natural gas pipelines, including the interstate
natural gas transmission system of Williams Northwest Pipeline (Williams) at the Molalla Gate
Station.
13.1.5
Liquefaction; Source of Feed Gas and Market for Product
Not applicable.
13.1.6
Base Load Liquefaction; Capacities of Feed Gas, Pretreatment,

Liquefaction, Fractionation Products
Not applicable.
13.1.7
Base Load Liquefaction; Storage, Product Shipping, and Sendout

Capacities and Conditions
Not applicable.
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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13.1.14.1 LNG Unloading and Transfer System

TABLE 13.1.14.1
LNG Unloading and Transfer System Equipment

Description
Equipment Number
L-101A/B/C
LNG Unloading Arms
L-102
Vapor Return Arm
D-103
Platform Drum
13.1.14.2 LNG Storage System

TABLE 13.1.14.2
LNG Storage Equipment

Equipment Number
Description
T-201A/B/C
LNG Storage Tanks
P-202AA/AB
LP PumpsT-201A
P-202BA/BB
LP PumpsT-201B
P-202CA/CB
LP PumpsT-201C
13.1.14.3 Vapor Handling System

TABLE 13.1.14.3
Vapor Handling System Equipment

Equipment Number
Description
D-203
BOG Drum
C-204A/B/C
BOG Compressors
C-205A/B
Vapor Return Blowers
E-206
Gas Make-up Vaporizer
E-207
BOG Condenser
L-210
Flare
D-211
Low Point Drain Drum
E-213A/B
Fuel Gas Heaters
D-214
Fuel Gas Drum
13.1.14.4 Vaporization and Sendout System

TABLE 13.1.14.4
Vaporization and Sendout System Equipment

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Equipment Number
Description
D-208
HP Pump Drum
P-301A/B/C/D/E/F
HP Pumps
E-302A through Q
First Stage Ambient Air Vaporizers
E-304A/B/C
Second Stage Vaporizers
L-306
Sendout Meter Station
13.1.14.5 Auxiliary Heating System

TABLE 13.1.14.5
Auxiliary Heating System Equipment

Equipment Number
Description
B-401A/B/C
Fired Heaters
P-402A/B/C
HTF Pumps
D-403
HTF Surge Drum
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
circulated during normal operation, including zero sendout. Similarly, 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.
13.1.15.2 LNG Unloading System

There will be one unloading berth on the unloading platform. The berth has three 16-inch liquid
unloading arms, L-101A/B/C. The unloading arms will have full-bore, emergency release couplings
(ERCs) at the outboard end of each arm.
LNG will be unloaded from an LNG carrier at a rate of 14,000 m3/hour into LNG Storage Tanks
T-201A/B/C via a single 36-inch LNG unloading pipeline. The unloading pipeline will be maintained
at cryogenic conditions at times when there is no unloading operation at the berth by circulating LNG
from the LNG storage tank(s) through an LNG circulation pipeline to the berth. Expansion loops are
provided in the circulation pipeline to provide for pipeline expansion and contraction.
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13.1.15.3 LNG Storage System

Design Considerations
The LNG storage tanks (T-201A/B/C) are all 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 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.
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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 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 13.1.4.2 of this Report summarizes the key parameters used in the design of the LNG storage
tanks.
Low Pressure (LP) LNG Pumps (P-202AA/AB/BA/BB/CA/CB)
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. There
will also be one spare pump column installed in each of the LNG storage tanks for installation of
another pump if needed for future operation.
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.
13.1.15.4 Vapor Handling Systems

Vapor Handling Priority
To avoid the lifting of vacuum relief valves, the LNG storage tanks T-201A/B/C are first protected
from low pressure by injecting revaporized LNG into the boiloff gas (BOG) Header via the Gas
Make-Up Vaporizer E-206.
The LNG carriers tanks are protected from low pressure by returning BOG to the carrier via Vapor
Return Blowers C-205A/B through Vapor Return Arm L-102.
Excess vapor in the on-shore LNG storage tanks (indicated by rising LNG tank pressures) is either
returned to unloading carriers, consumed as fuel gas for the auxiliary heating system, or condensed in
BOG Condenser E-207 and sent out through the vaporization system.
During extended periods of zero sendout, or with loss of BOG Compressors C-204A/B/C and Vapor
Return Blowers C-205A/B during LNG carrier unloading with the LNG storage tank operating near
the vent pressure setpoint, excess vapor will be vented to the atmosphere through the Flare, L-210.
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BOG Condenser Design Considerations
BOG Condenser E-207 has been sized to condense the BOG gas stream generated during carrier
offloading and normal sendout operations. The BOG Condenser is sized to handle the peak volume of
BOG, which occurs during times of minimum sendout rate during carrier offloading operations. The
operating pressure of the BOG Condenser is optimized for the vapor compression and LP Pump
requirements.
Vent Design Basis
The atmospheric venting system, including Flare L-210, is designed for use during the following
situations:
Initial cooldown of the Terminal;
Extended power outage;
Extended Emergency Shutdown (ESD) events;
Unexpected loss of vapor handling equipment or sendout during carrier unloading with the LNG
tanks operating near maximum normal operating pressure; and
Any other scenario which could lead to tank pressure approaching design pressure.
13.1.15.5 LNG Vaporization and Sendout System

High Pressure (HP) LNG Pumps (P-301A/B/C/D/E/F)
The Terminal will be equipped with six HP Pumps. The HP Pumps are used to increase LNG pressure
to the natural gas sendout pressure.
Each HP Pump will be supplied from a common suction manifold fed by HP Pump Drum D-208 and
will discharge into a common manifold that supplies each HP Vaporizer with a separate inlet line.
Valves will be provided to safely isolate each pump from the system. Provisions have been made in
the design of suction and discharge manifolds for the addition of additional HP Pumps for possible
future expansion.
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.
13.1.15.6 First Stage Ambient Air Vaporizers (E-302A through Q)

The Terminal will be equipped with Ambient Air Vaporizers (AAVs) which will extract the bulk of
heat needed to vaporize LNG from ambient air prior to sendout through the pipeline. At times during
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the year it is expected that these vaporizers will provide all of the required LNG vaporization heat
duty; at other times, the natural gas leaving the AAVs must be further heated in a supplementary
heating system. For this reason the AAVs are identified as the First Stage Ambient Air Vaporizers.
The First Stage AAVs Vaporizers will be of forced draft design with ambient air entering from the
top and flowing down over finned tubes containing a countercurrent (flow up) stream of LNG. Inlet
and outlet connections and headers have been sized for the design pressure drop, and are supplied
with butt weld connections for interconnection piping.
13.1.15.7 Second Stage Vaporizers (E-304A/B/C)

In the event that ambient conditions are insufficient to heat the natural gas to the design basis 40F
sendout temperature, a sidestream of natural gas will be routed through the Second Stage Vaporizers,
which will heat the gas to approximately 180F. Gas exiting these second stage vaporizers will be
blended with the main natural gas flow to achieve the design basis sendout temperature. Second stage
vaporizer heat is provided from heat transfer fluid which is in turn heated by a bank of natural gasfired heaters.
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 an 8,300-gallon vertical liquid nitrogen storage tank 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.
13.1.16.3 Electric Power Transmission and Control Systems

The most likely electrical supply source for the Terminal is Pacific Powers Warrenton Substation,
which is located approximately 1.7 miles from the Terminal. The 115-kV power lines will be carried
on an overhead line from the substation to two dedicated onsite 115-kV/13.8-kV step down
transformers The 115-kV feed line will have a transmission capacity of 41.7 MVA.
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At the Terminal, the line will feed two 100 percent capacity 115-kV/13.8-kV step down transformers.
The 115-kV power will be stepped down to 13.8 kV and then routed to the 13.8-kV switchgear for
distribution to 4,160V 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 and Service Water Systems

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 Fire Water 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.
13.1.16.5 Storm Water and Wastewater Systems

Sanitary waste from domestic use will be sent to the City of Warrenton municipal sanitary waste
system for treatment.
Storm water falling in curbed process areas and LNG spill containment troughs will drain to the LNG
Spill Containment Basin S-606. In addition, operation of the AAVs will reduce the air temperature
below its dew point, which will generate condensate in the air flow and ice formation on the AAV
heat transfer surfaces. This condensate and the associated ice melt will also flow into the LNG Spill
Containment Basin S-606. Water collecting in this Basin will be pumped through an oily water
separator and then drained to a bioswale area on site. Storm water that falls on vegetated areas
elsewhere on the site will drain to the local waterways, dissipate into the soil, or flow into the
bioswale area.
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).
The following siting requirements from 49 CFR Part 193 and NFPA 59A (2001) are applicable to
systems and equipment.
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Three 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 four 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.
A pier composed 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 36-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.
LNG process equipment, including six in-tank LP LNG pumps (two per tank); six HP pumps; and
150 first-stage ambient air vaporizers. 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.
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 one insulated concrete LNG Spill Containment Basin (S-606) as
illustrated on plot plan 07902-DG-000-001 included in Appendix U.1. The flow of LNG spills into
this containment basin is illustrated on the LNG Spill Containment Plot Plan 07902-DG-600-001 that
is included in Appendix Q.2.
13.1.17.1 LNG Spill Containment Basin (S-606)

This containment basin is designed to contain a design spill of LNG resulting from a guillotine failure
of the 36-inch LNG unloading pipeline flowing for a period of 10 minutes. The maximum LNG
unloading rate is 14,000 m3/hour; therefore, the basin volume is designed to contain 2,333 m3 of LNG
(equivalent to 82,400 cubic feet, or 616,400 gallons). LNG spills would flow along insulated concrete
troughs located beneath LNG transfer pipes leading to the LNG storage tanks. Troughs are designed
and sized to minimize vapor formation during LNG spills.
LNG spilled from the process area would also flow into the S-606 basin. The required spill volume
for sizing the sump is conservatively based on a 10-minute flow from a guillotine failure of the LNG
Storage Tank In-tank LP Pump discharge header operating at full rated capacity. Because the flow
rate from these pumps is less than the 14,000 cubic meters per hour for carrier unloading, this spill
volume is bounded by the spill volume of the 36-inch LNG transfer line, as described above.
13.1.17.2 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
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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.
13.1.17.3 Flammable Vapor Exclusion Zones

In accordance with the requirements of Sections 2.2.3.3 and 2.2.3.4 of NFPA 59A and 49 CFR
Part 193.2059, 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 LNG vapor. These distances have been calculated for
the design spill into the LNG Spill Containment Basin, S-606, using the design spills defined in
accordance with Section 2.2.3.5 of NFPA 59A (2001 edition).
The DEGADIS Dense Gas Dispersion Model was used to compute dispersion distances based on
stability Class F, a wind speed of 4.5 miles per hour (mph), 50 percent relative humidity and the
average annual regional temperature of 51F and an initial basin wall temperature of 51.5F. The
calculation and resulting flammable vapor exclusion zones for the Terminal are detailed in
Appendix Q.1 of this Resource Report.
Vapor dispersion from LNG troughs has also been calculated and the results are included in
Appendix 11A of Resource Report 11.
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

The following hazard detector layout plans are included in Appendix U.8.
TABLE 13.1.18.2
Hazard Detector Layout Plans

Drawing Number
Description
07902-DG-610-410
Hazard Detector Layout OverviewPier
07902-DG-610-420
Hazard Detector Layout OverviewOnshore Facilities
07902-DG-620-431
Hazard Detection LayoutFire Area 1
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TABLE 13.1.18.2

Drawing Number
Description
07902-DG-620-432-01
07902-DG-620-432-02
07902-DG-620-433
07902-DG-620-434
07902-DG-620-435
07902-DG-620-436
07902-DG-620-437
07902-DG-620-438
07902-DG-680-801
Platform Control Room Building Hazard Detectors
07902-DG-680-802
Main Control Room Building Hazard Detectors
07902-DG-680-803
Security Building Hazard Detectors
07902-DG-680-804
Administration Building Hazard Detectors
07902-DG-680-805
Maintenance Building/Warehouse 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 Pump House Hazard Detectors
07902-DG-680-890
Utility Building Hazard Detectors
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 (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, 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, and will encompass carrier
unloading systems, natural gas sendout systems and specific equipment.
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 unloading, shutdown of the 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 unloading operations and isolation of the berth and unloading platform;
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ESD-1-1: A subset of ESD-1 which activates the ERC on each of the LNG unloading arms and
the vapor return arm; and
ESD-2: Shutdown of LNG/NG sendout operations, including ESD-1. This action isolates the
Terminal from the natural gas sendout pipeline and from any carrier which may be berthed.
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 a high expansion foam system.
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 3,000 gpm, which is calculated as the sum of the 1,000 gpm supply required for hand held hose
streams 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 two 1,000 gpm
monitors operating simultaneously on the unloading platform. 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.
The primary source of water for the fire water system is from the Fire Water 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:
Fire Water Tank, T-601, with a dedicated fire water storage capacity of 360,000 gallons, based on
a 2-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 is designed to supply the
entire 3,000 gpm fire water demand (100 percent redundancy) at an outlet pressure that will meet
the design requirement of 100 psig system pressure at the inlet valves for the monitors on the
unloading platform. 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
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can provide river water to the fire water distribution system to provide emergency makeup 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 (Purple-K) 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 the LNG Spill Containment Basins
high expansion foam system. 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 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 the LNG Spill Containment Basin (S-606) to control ignited or un-ignited LNG spills.
13.1.19 Emergency Response

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 offsite 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.
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13.1.20 Operating Modes

The Terminal is designed to operate in the following operating modes.
Case 1: Zero Sendout Rate, without carrier unloading;

Case 2: Minimum Sendout Rate, without carrier unloading;
Case 3: Minimum Sendout Rate, with carrier unloading;
Case 4: Peak Sendout Rate, with carrier unloading; and
Case 5: Peak Sendout Rate, without carrier unloading.
13.1.20.1 No Carrier Unloading Operating Modes

The Terminal operates in this mode at all times except when a carrier is unloading LNG to the LNG
storage tanks. When operating in this mode, the in-tank LP Pumps circulate LNG through a small
diameter circulation line to the pier and back through the transfer pipeline and to the sendout area in
order to keep these piping systems cold. In this operating mode, BOG is continuously generated in the
LNG storage tanks due to the heat leak into the system piping, from heat leak through the insulated
tank walls, and from the heat added by the operating LP pump(s). Under these operating conditions,
the BOG will be compressed by the BOG compressors and condensed in the BOG condenser. At high
sendout rates, there will be insufficient BOG to displace the LNG being withdrawn from the LNG
tanks. The displacement is provided by vaporizing a sidestream of the LP pump discharge and
injecting it into the BOG Header. This vaporization is performed using the E-206 Gas Makeup
Vaporizer.
13.1.20.2 Carrier Unloading Operating Modes

LNG will be delivered to an unloading berth on the Terminals unloading platform that has been
designed to accept LNG carriers with capacities ranging from 70,000 m3 to 266,000 m3. The carrier
will use onboard pumps to transfer the LNG through the unloading arms and insulated 36-inch
transfer pipeline to the LNG storage tanks.
The marine facility unloading system is designed to berth and unload one carrier at a maximum rate
of 14,000 m3/hour.
During carrier unloading, vapor in the LNG storage tanks will be displaced by the newly added LNG.
The displaced vapor is returned to the LNG carrier by vapor return blowers through a vapor return
line and a vapor return arm connected to the carrier in order to maintain the pressure in the carriers
tanks. Additional BOG will be generated due to the heat added by the carriers transfer pumps and the
heat leak into the tank and piping systems. Any BOG not returned to the carrier will be compressed
by the BOG compressors and condensed in the BOG Condenser, E-207.
13.1.20.3 Sendout Operating Modes

LNG will be pumped out of one or more LNG storage tanks via the in-tank LP Pumps. The LNG
pressure will be increased to pipeline sendout pressure by the HP Pumps, before being vaporized into
natural gas. The natural gas sendout will flow from the Terminal via the pipeline to the interstate
natural gas transmission system of Williams Northwest Pipeline (Williams) at the Molalla Gate
Station.
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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, including the LNG transfer pipeline, LNG storage tanks and LNG
sendout pipelines and equipment, 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.
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 -40F. 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,
oxygen rich 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 5 percent oxygen, 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 could also be used
A temporary piping connection is provided at the LNG berth such that a small LNG flow can be
routed from one LNG unloading arm to the 6-inch LNG recirculation line. The Terminal will be lined
out such that the 6-inch recirculation line is open to the tank spray cool ring. The LNG spray first
begins purging the tank of nitrogen and then cooling the LNG tank. Cooldown of an LNG tank
requires about 72 hours. The tank contractor will oversee the cooldown process and direct control of
the cooldown rate.
Initially the gas leaving the LNG tanks will be warm and nitrogen rich. As the outlet gas temperature
decreases it will be routed to the Vapor Return Blowers where it is directed to the unloading platform.
The gas is desuperheated upstream of the Platform Drum and routed through a temporary connection
to the L-101B LNG unloading 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.
The Vapor Return Blowers will circulate cold vapor until all portions of the unloading transfer line
reach -200F. At this point, it is safe to introduce cold liquid to the system. Once the LNG Transfer
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System has been inventoried and filling of the LNG tank has commenced, normal unloading may
commence.
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 the carrier has departed, commissioning personnel will align the Terminal such
that they may use the Vapor Return Blowers to introduce cold vapor to all equipment and large
diameter piping. Once the Terminal is sufficiently cool, it will be aligned to provide a cooling flow of
LNG from the LP Pumps to the balance of the piping system. At this point, the Terminal is cold and
ready for normal operation.
The timing of commissioning of equipment and systems at the Terminal is illustrated on the schedule
included in Appendix B.
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;
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.
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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
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.
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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, flushes, 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.
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 2 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 63 fulltime 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 Future Plans for the Terminal

Oregon LNG may seek to expand the Project in the future through the addition of additional
vaporization capacity. Certain engineering elements associated with the possible future expansion
have already been incorporated into the front end engineering design (FEED) for the Terminal. These
include:
Common process and auxiliary system piping headers that would have to carry the increased
volume have been sized accordingly;
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Double block and bleed (DB&B) isolation has been provided for the addition of additional HP
Pumps and vaporizers that will preclude the need to shutdown the Terminal to make tie-ins in the
future;
Provision of a third pump column (initially unused) in each tank; and
Additional capacity in the electrical design has been provided.
This future plan is dependent upon market demand and other commercial factors.
13.1.25 Drawings
13.1.25.1 Area Location Map
Resource Report 1 includes detailed maps that illustrate the location of the Terminal.
13.1.25.2 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.
13.1.25.3 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 northern portion of the East Bank Skipanon Peninsula (ESP) near
the confluence of the Skipanon and Columbia Rivers at Warrenton, Clatsop County, Oregon. The
ESP is located at River Mile 11.5 of the Columbia River. The Terminal will be situated entirely
within an approximately 96-acre parcel of land owned by the State of Oregon and leased to the Port
of Astoria by the Oregon Department of State Lands (DSL). LNG Development Company, LLC
holds a long-term sublease for the entire 96-acre 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.
Please refer to Resource Report 1 for detailed maps, drawings and descriptions of the Project.
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13.3.1.2
Site Development
LNG Development Company proposes to construct, own, and operate the Oregon LNG Import
Terminal. The Terminal will consist of a pier with an unloading platform and a single berth, LNG
transfer pipelines, three LNG storage tanks and process equipment needed to vaporize the 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 structures 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.
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, no gravel surfacing or
pavement. The access road to the terminal site is a poorly maintained asphalt concrete road with many
potholes.
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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. In addition, about 206,000 cubic
yards of dredge material will be used to raise the grade of the process area from elevation 16 feet to
elevation 22 feet (NAVD 88). On the basis of soil borings for the offshore docking facility, this
material is a poorly graded fine sand with silt (SP-SM) and typically has 5 to 12 percent material
passing the No. 200 sieve (fines). The dredge material will be placed at the location for fill or in a
stockpile area. The material will be placed in layers (1 to 2 feet thick) and allowed to dewater for
about a day. If the dredge material is a fine-grained soil, additional measures will be used to dry the
material.
Appendix T.5 contains details of site preparation specifications.
As presented in Table 13.3.1.3, it is anticipated that about 9,300 cubic yards of imported fill will be
required for site grading.
TABLE 13.3.1.3
Cut and Fill Quantities

Area
Quantity (cy)
Onsite Excavation
60,700
Onsite Fill
70,000
Net Import Fill
9,300
Dredge Material (Fill)
206,000
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 and dredge materials (poorly graded sand) are suitable for use as structural 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. Fill materials will be
placed at 3 horizontal to 1 vertical slopes to raise the grade around the process areas.
The LNG Spill Containment Basin is anticipated to require roughly 9 feet of excavation for the
foundation subgrade (elevation 2.7 feet). Excavation can be performed using standard excavation
equipment.
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.
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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. Some zones liquefy in this layer, but the liquefiable layers do not
appear to be horizontally continuous across the site;
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. Some zones liquefy in this layer, but the
liquefiable layers do not appear to be horizontally continuous across the site; 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
liquefy 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.
See Appendix J for the Geotechnical Report which includes the Geotechnical Data Report as
Attachment 1. The Geotechnical Data Report presents the results from subsurface exploration,
laboratory testing, and geophysical surveys.
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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 LNG storage tanks, the barrier wall,
and the western portion of the process area buildings adjacent to the Skipanon River. The CDSM will
extend 40 feet laterally beyond the outside diameter of the tank foundation slab, 80 feet wide for the
barrier wall and process area, and 80 feet below the ground surface. CDSM is a soft soil stabilization
method which mixes soft soil with cement slurry to produce soil-cement with higher strength and
lower compressibility than the native soil. The cement slurry is mechanically blended using an auger
with mixing paddles. A single auger or up to three augers can be used. A computerized batch plant
supplies the cement slurry and consists of a water tank, cement silo, mixers, pumps and control room.
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 25 feet below the ground surface. 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. This eliminates the generation of spoil. 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), and the LNG Spill Containment Basin 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, discusses the site
conditions, geotechnical analyses, preliminary foundation design and construction recommendations.
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
underlying soil. Layers of the underlying soil are compressible, even at depth, and settlement will
occur. It is anticipated that the piles will be 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.
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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. Total 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 first stage vaporizers will be supported on a concrete mat foundation and piles. The first stage
vaporizers are Seismic Category II structures. 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 8 inches, the piles will be 180 feet long. Static settlement is estimated to be less than 1 inch.
The following ancillary structures and equipment slabs will be supported on pile foundations:
Seismic Category I: Emergency generator building, fire water pump house, deluge pump house,
fire water tank, and spill containment basin.
Seismic Category II: Main control room, compressor building, auxiliary building, utility building,
high pressure pump structure, equipment slabs, transformer slabs, switchgear house, and spill
containment trough pipe rack.
Seismic Category III: Security building, administration building, and maintenance building.
It is anticipated that the piles for Seismic Category I buildings and slabs 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. Total static settlements will be less
than 1 inch. It is anticipated that the piles for Seismic Category II and III buildings and slabs will be
16-inch-diameter pipe piles, 1/2-inch wall thickness, and driven open-ended. In order to limit total
static settlements to less than 1 inch, the piles will be between 120 and 170 feet long. Seismic
settlement is estimated to be 14 to 16 inches. 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, 1/2-inch wall thickness, and driven open-ended. In order
to limit seismic settlements to less than 8 inches, the piles will be 180 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 LNG
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.
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Subgrade soil has a CBR of 15.

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 and Walls
A concrete barrier will be constructed around the LNG storage tanks designed to withstand surge,
hydrodynamic, and debris forces due to a tsunami. As illustrated on Drawing 07902-DG-000-200
included in Appendix U.7, Foundation Type B for the barrier wall is a reinforced concrete wall with a
continuous concrete footing constructed on piles equally spaced along the perimeter of the wall; each
pile location consists of two piles equally spaced perpendicular to the wall. This arrangement prevents
the wall from overturning when struck by the force of a tsunami. The barrier wall is a Seismic
Category I structure. It is anticipated that the piles will be 16-inch-diameter pipe piles, -inch wall
thickness, and driven open-ended. The piles will be 210 feet long. Seismic-induced settlements are
estimated to be relatively uniform and less than 3 inches during an SSE event.
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In addition, the barrier wall is designed with consideration of scouring that may occur due to a
tsunami. Peak scouring to 1 foot of depth was estimated based on numerical modeling; given
uncertainty in the modeling, 2-foot scour depth was used for design. The base of the barrier wall
footing will be at an elevation that is at least 1 foot below the 2-foot scour depth. CDSM will be
constructed on both sides of the barrier wall and a 3-foot-thick by 8-foot-wide riprap layer will be
constructed on the water side of the barrier wall.
By designing the barrier wall to withstand the forces due to a tsunami and to not be undermined by
scouring, the LNG storage tank area inside the wall will not become inundated by a tsunami. Refer to
the Coastal and Hydraulic Modeling Study included in Appendix I.2 for additional description of the
modeling performed to estimate forces on the barrier wall and to estimate scouring caused by a
tsunami. The potential for debris carried by the tsunami to damage the barrier wall around the LNG
storage tanks was evaluated using a calculation method from ASCE 7-05.
The system is not designed to be watertight. Water that seeps beneath the barrier wall and storm water
that collects within the barrier will be removed by pumps and treated prior to disposal at the onsite
bioswales as illustrated on drawing 07902-PF-970-371 included in Appendix U.2.
The LNG process area, which will be raised to elevation of 22 feet (NAVD 88), is bounded on the
northeast side by an existing berm. To prevent scouring of the existing berm by a tsunami, the berm
will be protected using riprap. Predicted peak water velocity during a tsunami is 7 feet per second.
This velocity will be used to determine rock size and arrangement.
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 location
of the Terminal relative to neighboring properties as well as the following information:
Identification and general arrangement of the equipment, systems, structures, and buildings that
will comprise the Terminal;
Location of roads;
Routing of major pipe-racks; and
Location of the LNG spill containment basin.
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 access
and emergency routing.
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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, which USDOT incorporated within 49 CFR Part 193 on April 9, 2004;
although the design also meets the more stringent requirements of NFPA 59A 2006 edition).
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);

Design Basis, 07902-TS-000-002 (Appendix C.2);
General Arrangement Plot Plan, 07902-DG-000-001 (Appendix U.1);
Process Flow Diagrams, 07902-PF-000-001-01 and 07902-PF-000-001-02 (Appendix U.2);
Heat and Mass Balance Diagrams, 07902-PF-000-011 (Appendix U.3); and
Design Codes and Standards, 07902-TS-000-022 (Appendix D.1).
13.4.1
Guarantee Conditions
Total net storage capacity
480,000 m3 (3,018,000 bbl)
Net storage capacity per tank
160,000 m3 (1,006,000 bbl)
approx. 170,000 m3 (1,090,000 bbl)
Liquefaction capacity
N/A
LNG export rate
N/A
Fractionation products rate
N/A
Maximum LNG sendout rate
Design = 1.0 Bscfd, Peak = 1.5

Bscfd
Minimum LNG sendout rate, no carrier unloading
150 MMscfd
Minimum LNG sendout rate, with carrier unloading
300 MMscfd
Pipeline pressure at maximum sendout rate
1440 psig
13.4.1.1
Sparing Philosophy for Equipment and Utilities
The Terminal is designed to provide the design sendout with an availability of 95 percent and will
assume an n+1 sparing philosophy for all critical rotating and heat exchange process equipment with
the exception of the HP Pumps (P-301A/B/C/D/E/F) which will have an n+2 sparing philosophy. In
some cases, such as with the Vapor Return Blowers, alternative operating alignments negate the need
for sparing equipment.
The following table illustrates the major equipment that would be operating and which equipment
would be in standby when operating at the design sendout rate of 1,000 MMscfd.
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TABLE 13.4.1.1

Equipment
Number
Equipment Description
Number Number in
Operating Standby
Notes
L-101A/B/C
LNG Unloading Arms
During LNG carrier unloading only
L-102
Vapor Return Arm
D-103
Platform Drum
No moving parts
T-201A/B/C
LNG Storage Tanks
P-202AA/AB
P-202BA/BB
P-202CA/CB
In-tank LP Pumps
Only two pumps total required for

design sendout.
D-203
BOG Drum
No moving parts
C-204A/B/C
BOG Compressors, no
carrier
0 or 1
3 or 2
C-204A/B/C
BOG Compressors, with

carrier
C-205A/B
E-206
Gas Make-Up Vaporizer
As backup, sendout natural gas can

be let down and used as makeup gas
E-207
BOG Condenser
Straight through design, noncorrosive, non-fouling media
D-208
HP Pump Drum
No moving parts
L-210
Flare
Only used during Terminal upsets or

long-term zero sendout
D-211
No moving parts; only used during

maintenance activities.
E-213A/B
Fuel Gas Heaters
D-214
Fuel Gas Drum
No moving parts
P-301A/B/C/D/E/F
HP Pumps
Two spares required due to high

maintenance and possible
degradation
E-302A through Q
First Stage Ambient Air

Vaporizers
Varies
Varies
Varies depending on ambient

conditions. 15 trains of 10 units per
train are provided; nominally this is
sufficient for 1.5 Bscfd with 10 trains
operating and 5 in defrost
E-304A/B/C
B-401A/B/C
Fired Heaters
P-402A/B/C
HTF Pumps
Under expected worst case

conditions, the HTF system will
operate with 2 of 3 loops in service at
1.0 Bscfd.
D-403
HTF Surge Drum
No moving parts
L-306
Two meters in operation with one

spare
G-502
Emergency Diesel
Generator
Operating only during loss of offsite

power.
T-601
Fire Water Tank
No moving parts
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TABLE 13.4.1.1

Equipment
Number
Number Number in
Operating Standby
Notes
P-602 & P-603
Electric and Diesel Fire

Pumps
P-604A/B
Jockey Pumps
P-605
Deluge Fire Pumps
Operating only during fire emergency

event. 3 are needed for full
requirement; 1 spare is provided
S-606
LNG Spill Containment

Basin
No moving parts
P-607A/B/C/D/E

Sump Pumps
One pump needed for code-required

water removal. Additional pumps may
be needed depending on
accumulation of AAV condensate/ice
melt in the basin due to ambient
conditions
C-941A/B/C
Air Compressors
L-942A/B
Air Drier
D-943
Instrument Air Receiver
No moving parts
T-961
Liquid Nitrogen Storage

Tank
No moving parts
E-962A/B
Nitrogen Vaporizers
D-963
Unloading Platform
Nitrogen Receiver
13.4.2
Site Conditions
13.4.2.1
Site Elevations
Operating only during fire emergency

event. 1 is needed for full
requirement; 1 spare is provided
No moving parts
The existing site elevation varies from 7.7 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
Unloading Platform (beam support)
+ 31.0 NAVD88
LNG Storage Tanks
T-201A, T-201B, T-201C
+0.0 ft NAVD88 (nominal average)
Process Areas
HP Pump area
Ambient Air Vaporizer area
BOG Compressor area
+22.0 ft NAVD88 (nominal average)
Impoundment Floor
S-606 LNG Spill Containment Basin
The basin floors are 4 feet below site grade

(10 feet NAVD88 nominal average)
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TABLE 13.4.2.1
Site Elevations
Area
Equipment
Site Roads
13.4.2.2
Elevation (ft)
Perimeter
Site Internal (peak elevation)
Pier Access (slope)
At local grade; 23 feet NAVD88 (maximum)
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.
13.4.2.6
Tidal Range, Elevations
TABLE 13.4.2.6
Site Tidal Elevations

Tidal Plane
To MLLW (feet)
To NAVD
88 (feet)
Highest Observed Water Level
HOWL
12.55
12.38
Mean Higher High Water
MHHW
8.8
8.63
Mean High Water
MHW
8.1
7.93
North American Vertical Datum of 1988
NAVD 88
0.17
Mean Sea Level
MSL
4.68
4.51
Mean Tide Level
MTL
4.68
4.51
Mean Low Water
MLW
1.25
1.08
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TABLE 13.4.2.6
Site Tidal Elevations

Tidal Plane
To MLLW (feet)
To NAVD
88 (feet)
Mean Lower Low Water
MLLW
-0.17
Lowest Observed Water Level
LOWL
-3.76
-3.93
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
Air emissions result from the operation of the Diesel Fire Water Pump P-603, Deluge Fire Pumps
P-605, Flare L-210, Fired Heaters B-401A/B/C, and Emergency Diesel Generator G-502. Emissions
from these sources 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.8) and marine facilities
(Appendix C.9). The approach has been developed to meet the requirements presented in the 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.
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.
Evidence indicates that interface earthquakes occur at intervals of 200 to 1,500 years, with an average
return period of 500 to 600 years (Goldfinger, 2003). The last large earthquake occurred
approximately 300 years ago, in the year 1700, and was estimated to be a moment magnitude, Mw of
approximately 9.0 (Satake et al., 1996).
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The events associated with the interslab source 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, however, for this study, the intraslab source was considered an active seismic source,
consistent with the USGS (2002).
The site-specific seismic hazard evaluation was performed in order to develop a Seismic Category I
site-specific design response spectra for the Safe Shutdown Earthquake (SSE) and the Operating
Basis Earthquake (OBE). The OBE is represented by the site-specific 475-year return period
earthquake (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 SSE is represented
by the 2,475-year return period earthquake (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). Separate
horizontal and vertical component design spectra for SSE and OBE earthquake events at 5 percent
damping were developed. Three site-specific design response spectra were developed for the site:
LNG Storage Tanks with ground improvement to mitigate for liquefaction in the upper 80 feet, LNG
Storage Tanks and LNG Process Area with no ground improvement, and Marine facilities. See
Appendix I.1 for the Site-Specific Seismic Hazard Evaluation Report which includes a discussion of
the hazards for ground surface rupture, seismic shaking (ground motions), liquefaction potential,
seismic subsidence, seismic slope stability, and tsunami.
Analysis indicates that layers 1, 3, and 4 liquefy at the Project site. Liquefaction is generally
considered to occur primarily above a depth of 75 feet. To estimate the seismic performance of the
soils below a depth of 75 feet (and to supplement the equivalent linear analyses), 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, as based on the field explorations, indicate 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. The results of the
liquefaction analyses are presented in the Geotechnical Investigation Report for the Oregon LNG
Terminal Project, in Appendix J.1 to this Resource Report 13.
Seismic slope stability analyses were also conducted and the results estimate seismic slope
displacements of less than 1.5 feet. The results of the seismic slope stability analyses are presented in
Appendix J.1.
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 event used in the modeling was based on a study by the
Oregon Department of Geology and Mineral Industries (DOGAMI) (Priest et al., 2002), which
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examined tsunami events that would be caused by the CSZ offshore from Coos Bay, Oregon. Several
tsunami events were developed based on different assumptions regarding the magnitude of the fault
dislocation offshore. The dislocation event used in the modeling was termed Scenario 1-A Asperity
and consisted of dislocation along the entire CSZ from a magnitude 9.1 earthquake. This event is
predicted to cause an additional vertical seabed displacement of 19.7 feet between the uplift on the
fault line and the shoreline. DOGAMI termed the tsunami generated by this event to be an extreme
tsunami.
A two-dimensional numerical model, MORPHO, which was developed by CHE under a federal grant
from the US Civilian Research and Development Foundation, was used to model the tsunami wave
elevations from the source through the mouth of the Columbia and to the Terminal site. Previous
modeling for the 1A-Asperity event was done by DOGAMI to estimate tsunami elevations at Coos
Bay, Oregon, which is on the coast of Oregon. CHE used a different model than DOGAMI. One
difference in the models is the type of wave used at the source point. In the DOGAMI model, a wave
with a height equal to the vertical displacement at the fault line was used at the source; in the CHE
model, a soliton wave was used. A soliton wave is more stable than an ordinary wave; an ordinary
wave attenuates (decreases in energy and height) much faster in shallow water than a soliton wave. In
order to be consistent with previous modeling results, CHEs model was calibrated (by adjusting the
height of the soliton wave at the source point) so that the tsunami elevation at the shoreline of Coos
Bay predicted by their model was equal to the results predicted by DOGAMIs model. The soliton
wave developed from the calibration exercise was then used to model the tsunami wave from the
source point to the Terminal site.
The return period of the 1A-Asperity event has not been precisely determined. However, based on
discussion with DOGAMI (G. Preist), the return period is at least 500 years. Per the FERC seismic
design guidelines, tsunami elevations shall be determined for an event consistent with the SSE. For
the Oregon LNG Import Terminal, the SSE has a return period of 2,500 years. The joint probability of
the tide elevation combined with the 500-year return period of the 1A-Asperity event was used to
arrive at a combined probability of 2,500 years. Predicted tide levels from NOAAs Youngs Bay
station over a 19-year period were used to determine the tide elevation that, when combined with the
500-year return period for the tsunami, gives an overall return period of 2,500 years. This tide
elevation is approximately 6.7 feet (NAVD 88).
Events with longer return periods than 500 years have not been theorized at this time. However,
DOGAMI is currently working on characterizing events that have longer return periods, with
published results anticipated by the end of 2008. These results will be used during the detailed design
of the Oregon LNG Import Terminal to remodel the tsunami elevations.
Tsunami modeling for a tide elevation of 6.17 feet (NAVD88) predicted a peak tsunami wave
elevation of approximately 14.2 feet (NAVD 88) at the Terminal site, which is 8 feet above the tide
elevation. It is estimated that the tsunami elevation would be approximately 14.7 feet (NAVD88) at
the Terminal site for a tide elevation of 6.7 feet (NAVD88). The tsunami is predicted to increase
water elevations at the site for a period of 25 minutes.
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In assessing the site area that could be inundated by the tsunami, the potential subsidence of the site
was also considered. A study done by Y. J. Yhang of the potential subsidence that would occur due to
the 1-A Asperity event was used to estimate the amount of subsidence that may occur at the Terminal
site. Using data from the study, the estimated amount of subsidence at the Terminal site is 4.3 feet.
The subsidence would occur during 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 4.3
feet below current elevations. The combination of subsidence and peak tsunami elevation would
result in inundation of areas that are at or below an elevation of 18.5 feet (when the tide elevation is
6.17 feet) to 19.0 feet (when the tide elevation is 6.7 feet).
The potential for debris carried by the tsunami to damage the barrier wall around the LNG storage
tanks was evaluated using a calculation method from ASCE 7-05. For the purposes of the calculation,
a large log (4-foot diameter and 90 feet long) was used as the debris. This log was previously
identified by the Army Corps of Engineers in assessing the maximum size of logs that can pass
through dam system (DM 25, Appendix H, April 1976, Trash Structure, Bonneville Powerhouse).
The analysis was done assuming the large log is traveling at the peak velocity of the tsunami (7 feet/
second) and impacts the wall in a perpendicular manner. Results indicate that the impact of the log
may cause failure of a portion of the wall. Various methods could be used to deflect debris to prevent
it from hitting the barrier wall, including another concrete wall, rock berms, or a flexible, energyadsorbing barrier. Further evaluation of potential debris impact and methods to prevent damage to the
barrier wall will be done during detailed design.
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.
The design temperature used for thermal exclusion zone calculations was 37F. This value was
determined by reviewing climate data from 2001-2005 and was determined to occur less than
5 percent of the time.
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.
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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 assumed complete variability in
wind direction.
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.
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

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Event
Elevation, ft NAVD88
100-year Flood
12.3
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. 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 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 12.3 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
Rain Fall during the 100-Year Storm
The precipitation rate for a 100-year storm is 6.5 inches/24-hour. 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
LNG carrier design capacity range
13.4.7
70,000 m3 to 266,000 m3
Mooring
Number of berths
Turning basin
Yes
Number of platforms
Trestle
Yes
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. Oregon LNG will likely contract with a third party to provide tug
services with dedicated tugs.
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13.4.8
LNG Cargos
Source
13.4.8.1
See Table 13.1.3.1, LNG Sources
LNG Specifications, Range of Conditions
The Terminal is designed to receive LNG from several possible LNG production sources. A range of
compositions is used for the design basis. Heavy LNG composition was considered for the Heat and
Material Balances provided in Appendix U.3, but equipment is rated to accommodate both light and
heavy compositions as stated in Table 13.1.3.1, LNG Sources.
Maximum cargo equilibrium pressure, psig
13.4.9
2.5 psig
Unloading
Unloading arms and size per berth, liquid
3 x 16-inch
Unloading arms and size per berth, vapor return
1 x 16-inch
Unloading maximum rate
14,000 m3/hour
Unloading min pressure at carrier manifold
100 m head (~ 65 psig)
Design pressure, arms and piping
275 psig
Design vapor return pressure at carrier manifold
1.45 psig
Maximum vapor return temperature at carrier manifold
-180F
13.4.10 Feed Gas

Not applicable.
13.4.11 Pretreatment
Not applicable.
13.4.12 Regeneration Gas

Not applicable.
13.4.13 Liquefaction
Not applicable.
13.4.14 Fractionation Products

Not applicable.
13.4.15 Storage
Type of tank
Full Containment, Above Ground
Foundation
Piled with concrete pile cap, with seismic isolators
Secondary containment
Concrete Outer Containment
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Number of tanks
approximately 170,000 m3 (1,090,000 bbl)
Working capacity per tank
160,000 m3 (1,006,000 bbl)
Design pressure
4.3 psig
Design vacuum
Not less than 2.0 inches w.c.
Normal Operating pressure
0.5 3.7 psig (range)
Design LNG specific gravity
0.48
Boiloff rate (pure methane and full tank)
0.05% per day at 95F
13.4.16 LP Pumps
Type of pump
In-tank, column-mounted, submerged motor, centrifugal
Number of pumps
2 per tank
Rated flow
4,600 gpm
Differential head
300 ft
Maximum LNG specific gravity
0.46
13.4.17 HP Pumps
Type of pump(s)
Vessel-mounted, submerged motor, centrifugal
Number of pumps operating and spare
4 operating and 2 spare
Rated flow
2,300 gpm
Differential head
8,250 feet
Maximum LNG specific gravity
0.46
13.4.18 First Stage Ambient Air Vaporizers
Vaporizer type
Forced Draft Ambient Air Finned
Heating media
Ambient Air
Vaporizers operating and spare
100 op. with 50 in defrost (design)
Design flow rate each
1,200,000 (max) to 675,000 MMscfd
Design discharge pressure
2088 psig
Design discharge temp
Variable depending on ambient conditions
13.4.19 Second Stage Vaporizers
Vaporizer type
Shell & Tube
Heating media
Heat transfer fluid
Vaporizers operating and spare
2 operating and 1 spare
Design flow rate each
200 MMscfd
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Design discharge pressure
2160 psig
Design discharge temperature
180F
13.4.20 Gas Liquid Removal

Not applicable.
13.4.21 Btu Adjustment
Process
Not applicable
Throughput capacity
Not applicable
Pipeline Btu and composition spec.
Williams NW Pipeline Tariff
13.4.22 Sendout Battery limit
Design flow rate
1,000 MMscfd (design), 1,500 MMscfd (peak)
Pipeline maximum allowable operating pressure
1440 psig
Maximum allowable pipeline temperature
120F
Minimum allowable pipeline temperature
40F
13.4.23 Fuel Gas Conditions
Design flow rates:
Maximum Capacity 180 MMBtu/hr
Pipeline maximum allowable operating pressure
285 psig
Maximum allowable fuel gas temperature
120F
Minimum allowable fuel gas temperature
40F
13.4.24 Vapor Handling
Vapor return blower type
Single-stage, centrifugal compressor
Vapor return blower each
500,000 scfh, 22,100 lb/hr
Vapor return blower discharge pressure
8.2 psig
BOG compressor type
Single-stage, reciprocating compressor
BOG compressors each
380,000 scfd, 17,500 lb/hr
BOG compressor discharge pressure
60 psig
Required LNG sendout rate, no carrier unloading
150 MMscfd
Required LNG sendout rate, with carrier unloading
300 MMscfd
13.4.25 Stack
Vent type
Flare
13.4.25.1 Maximum Flow Conditions
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Flow rate
1.7 MMscfd, 80,000 lb/hr
Pressure
2.9 psig
Temperature
Ambient
13.4.25.2 Minimum Flow Conditions
Flow rate
0 MMscfd, 0 lb/hr
Pressure
0 psig
Temperature
-260F
13.4.26 LNG Trucking

Not applicable.
13.4.27 Electrical
Main power utility supplier
PacifiCorp Power (most likely)
Utility supply voltage
115 kV
Utility supply capacity
41.7 MVA
Main power generated onsite
No
Main power generators
N/A
Emergency power supply
Onsite generated
Emergency power generators
1 Diesel Generator
Emergency power voltage
4.16 kV
Emergency power capacity
2.0 mVA
UPS services, voltage, size and capacity
120V
13.4.28 Control Instrumentation
Design of Distributed Control System
During detailed design
Control System software supplier
Safety instrumented system manufacturer
13.4.29 Instrument Air
Compressors
Oil-free reciprocating compressor
Drying system
Heatless
Flow rate
610 scfm (design)
Operating Pressure
80-105 psig
13.4.30 Service Air
Compressors
(Same compressors as Instrument Air)
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13.4.31 Inert Gas

The only inert gas to be used at the Terminal is nitrogen, which is covered in 13.4.32.
13.4.32 Nitrogen
Source
Cryogenic storage Dewar
Liquid nitrogen storage capacity
8,300 gal
Flow rate
350 scfm design (29 scfm continuous)
Pressure
110 psig
13.4.33 Fire Water
Source
Onsite: T-601 Fire Water Tank; backup from Skipanon River
Fire Water Pump (P-602)
Centrifugal, Electric
Fire Water Pump (P-603)
Centrifugal, Diesel
Jockey Pump (P-604A/B)
Centrifugal, Electric
Deluge Fire Pump (P-605A/B/C/D) Centrifugal, Diesel
Fire Water Pump rated capacity
3,000 gpm
Jockey Pump rated capacity
250 gpm
Deluge Pump rated capacity
4,500 gpm
Make up water source
City of Warrenton with river water backup
13.4.34 Cooling Water

The Terminal does not require cooling water.
13.4.35 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 largediameter 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 3 square feet in area if an active pump is used, and 6 square feet in area
if a passive pump is used. A Limited Water Use License will be required for withdrawal of the
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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 and subsequently to the third tank, 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 third 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. 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.
13.4.36 Utility (Service) Water
Source
City of Warrenton municipal water system
Flow Rate
60 gpm (design)
Supply Pressure
90 psig (maximum)
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13.4.37 Fire Protection

13.4.37.1 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 0 and Resource
Report 11 for additional information.
13.4.38 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 feet (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
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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.
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,
Section 11.4.6.
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 120 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 is 14,000 m3/hour. The operating pressure at the unloading arm flange is
65 psig.
13.5.1.3
Unloading Platform
An unloading 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 LNG carrier will normally arrive at the pier loaded and will
leave in ballast condition.
The main components of the marine facility will include the following:
A pier extending from the shore line to the unloading platform; the pier will support an elevated
pipeway and spill containment system and provide a roadway to the unloading platform area;
Unloading platform with a single berth;
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Mooring and breasting dolphins
Aids to navigation; and
Mechanical systems.
To support the Terminal marine operations, a turning basin will be constructed by expanding existing
channels by dredging.
13.5.1.4
Unloading Arm and Piping Design Conditions
Each LNG unloading arm is designed to unload LNG at a rate of 4,700 m3/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 (Platform Drum D-103,
LNG Unloading Arms L-101A/B/C and Vapor Return Arm L-102) is 275 psig.
Design temperatures range from -270F to +120F for the piping and process equipment in the
unloading system at the Terminal.
13.5.1.6
Vent and Blowdown Design
LNG unloading 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; however, any
liquids entrained will collect in Platform Drum D-103. Following the completion of unloading,
nitrogen pressure is used to push any liquids that may be present in the Platform Drum into the LNG
Transfer system.
Draining (blowdown) of the LNG unloading 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 (HV-112A/B/C) 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 unloading platform will support the articulated unloading arms that connect the
Terminal piping systems to the carriers manifold. The unloading 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 unloading arms to an elevated pipeway.
The elevated pipeway will extend from the unloading 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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The maximum unloading rate is 14,000 m3/hour. Piping will be provided in the design to allow
circulation of LNG through the unloading system during periods when no carrier is unloading, to
maintain the unloading lines at cryogenic temperatures, thus avoiding thermal cycling of the
unloading lines.
13.5.1.8
Platform Fire Protection
As illustrated in drawing 07902-DG-610-440 included in Appendix U.9, the platform will be

equipped with the following fire protection systems:
Fixed dry chemical system, covering the curbed area under the unloading 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 unloading platform area or platform control
room during unloading operations to monitor the cargo unloading 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 unloading 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 unloading platform.
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 serves as the control center for LNG unloading operations.
The PCR and/or unloading platform will be attended any time an LNG carrier has an unloading arm
connected, including the vapor arm. Control from the PCR will be limited to LNG unloading
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
Unloading 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 unloading operations.
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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 (knots)
Port Approach
25
Cargo Transfer Limit
60 (current at 0 to 3 knots)
55 (current at 5 knots)
Moored Carrier
70 (current at 0 to 1 knot)
Structures and Topsides
87
LNG Supporting Structures
130
A safe means of access by a gangway is to be provided from the unloading 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.
TABLE 13.5.1.12
Marine Drawings
Drawing Number
Description
07902-DG-100-800
Marine Terminal Plot Plan
07902-DG-100-801
General Arrangement
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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
13.5.2
Unloading
The following describes the basis for the design for unloading 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.
13.5.2.1
LNG Carrier Capacities, Unloading Rates, and Conditions
The Terminal is designed to unload a single LNG carrier with capacity between 70,000 m3 to
266,000 m3. The maximum unloading rate is 14,000 m3/hour with carriers arriving with a maximum
cargo equilibrium pressure of 2.5 psig. LNG unloading is accomplished through three manifolded,
articulated LNG unloading arms L-101A/B/C. The LNG transfer to onshore is accomplished through
a single 36-inch line with a small sidestream flowing through the 6-inch LNG circulation line.
The unloading 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 unloading
arms and carrier manifold when the unloading arm operating envelope is exceeded, and minimizes the
spill of LNG in case of an emergency uncoupling of the unloading arms from the carrier.
A data sheet for the unloading 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
Vapor Return Desuperheating
There will be periods during the LNG transfer operation where the vapor returning to the LNG carrier
will be warmer than that allowed by most LNG carriers, nominally warmer than -180F. In this event
the returning vapor will automatically be desuperheated by a spray desuperheater system protected by
the downstream liquid knockout drum, Platform Drum D-103. The vapor returns to the LNG carrier
through a single 16-inch articulated loading arm, L-102. The temperature and pressure compensated
vapor flow will be monitored.
A low flow to the vapor arm will also close the LNG supply to the vapor return desuperheater spray.
13.5.2.3
Liquid Removal
In the event that any liquid builds up in Platform Drum D-103, gaseous nitrogen can be used to push
the liquids directly into the 36-inch LNG transfer line. The primary source of liquid will be from
carryover during the cooldown of LNG Unloading Arms L-101A/B/C; however, liquid carryover
from the spray desuperheating of the vapor being returned to the carrier may also contribute to any
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build-up. The de-inventorying of D-103, if required, typically would occur following LNG transfer,
however it can be accomplished during the LNG transfer if the transfer rate is reduced or if the LNG
carrier can produce its own vapor displacement during the de-inventory.
A high level in Platform Drum D-103 will also close the LNG supply to the vapor return
desuperheater spray and close the vapor return pressure control valve, PV-103.
A data sheet for the Platform Drum (07902-DS-100-103) is included in Appendix M.3.
13.5.2.4
LNG Relief Valve Discharge Containment
Each LNG unloading arm (L-101A/B/C) and the 36-inch LNG transfer line are protected by
individual thermal relief valves. Platform Drum D-103 is protected by a pressure relief valve. All of
these relief valves discharge into the LNG Arm Vent Header, which in turn connects to the on-shore
BOG Header.
13.5.2.5
LNG Vents and Drains
The Terminal is designed to recover all vented gases and drained LNG occurring during normal dayto-day operation and maintenance as part of the Closed Vent/Drain System (See Section 13.5.11 of
this Report). Venting of hydrocarbons to the atmosphere is not part of any normal operation. This
high level of emission control integrity is made possible by using a combination of the Closed
Vent/Drain System, the Vapor Return System to the LNG carrier, and the BOG Condensing System.
The vents from LNG arm cooldown are directed to Platform Drum D-103 and then onshore to the
BOG Header. It is possible that some LNG may carryover during the arm cooldown and therefore the
liquid will be captured within Platform Drum D-103. The LNG arms drain into the LNG transfer line
using a bypass around the LNG Unloading Arm isolation valves (HV-111A/B/C around
HV-101A/B/C). HV-111 A/B/C valves automatically close upon completion of arm draining.
13.5.2.6
Isolation Valves
Isolation valves associated with LNG transfer are located on each LNG unloading arm
(HV-101A/B/C, HV-111 A/B/C), the vapor arm (HV-102), and the Platform-Trestle/Shore ESD
valves (HV-100, HV-101 and HV-106). 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-000024) for the shutoff valves associated with the marine facility.
13.5.2.7
LNG Transfer Operations Narrative
LNG unloading is completely controlled by the Cargo Officer onboard the LNG carrier. The Terminal
Operations Department is in direct communications throughout the unloading operation including
having personnel continuously present in the LNG carriers Cargo Room.
Once the Unloading Arms have been connected and the spool piece purged of air, the Unloading
Arms L-101A/B/C will be aligned for cooldown. The design of the Unloading Arms will allow rapid
cooldown with the cooldown vapor being directed into Platform Drum D-103 to facilitate cooldown.
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Once the Unloading 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.
The unloading rate will be highest during the initial period as the level in the carriers tanks is
highest. As the carrier unloads the unloading rate will decrease. As each carrier tank approaches
minimum tank levels, the cargo pumps will be shut down.
Once all of the carriers cargo pumps are shut down, the LNG Unloading Arms are drained and
purged. The LNG on the carrier-side of the apex of the arm returns to an LNG tank on the carrier. The
LNG on the shore-side of the apex of the arm is bypassed around the closed unloading arm valve into
the LNG Transfer header.
13.5.3
Feed Gas
Not applicable.
13.5.4
Liquefaction
Not applicable.
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 Return to the LNG Carrier
During LNG unloading operations, once the LNG unloading arms are cooled down the carriers LNG
Cargo Officer will begin to ramp up the unloading rate as quickly as the carriers pumps can be
started and lined out. Depending on the carriers cargo capacity and heat leak the Terminal will need
to provide displacement vapor (LNG tank boiloff) to the vapor space of the LNG carrier in order to
prevent low pressures within the carriers cargo tanks. In expectation of this, one or both of the Vapor
Return Blowers (C-205A/B) will be made ready to start. The Vapor Return Blowers have large
capacity but low dynamic head so that a large amount of BOG from the LNG Tanks (T-201A/B/C)
can be pushed to the carrier. The Terminal will provide adequate flow through the Vapor Return
Blowers, the vapor return line and the 16-inch articulated Vapor Return Arm (L-102) to provide
vapor displacement for all known LNG carriers transferring cargo at rates up to 14,000 m3/hour.
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In the unlikely event that the vapor return arm is unavailable for service, the contingency operation
would involve the reduction of LNG unloading rate, and/or the use of the LNG carriers ability to
generate its own displacement vapor.
At the start-up of the Vapor Return Blowers (C-205A/B) it is possible that BOG from the LNG tanks
will need to be desuperheated. In this case a small stream of LNG is sprayed into the vapor stream
just upstream of the BOG Drum (D-203). This is the same process that is used to cool the returning
vapor upon the initiation of the process as the returning vapor will be warmer than allowable for the
LNG carrier. In each event, the returning vapor will be desuperheated to -180 or colder.
A data sheet for the Vapor Return Blowers (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 Taken from the LNG Carrier
The Terminal design also includes a provision to take vapor from an LNG carrier during periods
where the carrier is at the berth and not unloading. If a carrier is not unloading, reversing the valve
positions of HV-258 and HV-259 provides a flow path to the on-shore BOG Header. The temperature
and pressure compensated vapor flow from the LNG carrier is monitored. The delivery pressure of
the vapor from the LNG carrier must be at least 5.0 psig, often requiring the use of the carriers
blowers, to assure that the Terminal can take the vapor in all operating scenarios.
ESD-1 or ESD-2, loss of the Vapor Return Blowers, or high liquid level in Platform Drum D-103 will
cause the vapor return to the LNG carrier to cease.
The Vapor Return Blowers will shut down with activation of an ESD-2, high liquid level in the BOG
Drum (D-203) or low suction pressure.
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/C) and
the maximum allowable saturated pressure on arrival of the LNG carriers cargo, there will be no
flashing of the unloaded LNG. The volume of vapor being generated during the LNG transfer will be
the normal boiloff from the LNG tanks 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 LNG
carrier for vapor displacement (See Section 13.5.6.1 of this Report). The remainder of the BOG must
be disposed of, otherwise the LNG tank pressures will begin rising. The BOG from the LNG tanks is
directed to the BOG Compressors (C-204A/B/C) through the BOG Drum (D-203). The first priority
use of the BOG Compressor discharge is to provide fuel gas to the Fuel Gas System. Any BOG not
used as fuel gas is condensed in the BOG Condenser, E-207 (see Section 13.5.6.4 of this Report).
A data sheet for the BOG Compressors (07902-DS-200-204) is included in Appendix M.3 of this
Report and typical manufacturer data (07902-VP-200-204) is included in Appendix M.4.
The BOG Compressors will shut down with activation of an ESD-2, high liquid level in the BOG
Drum (D-203), low LNG tank pressure, high compressor discharge temperature or pressure or low
compressor suction pressure.
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13.5.6.4
BOG Recondensation
When there is more BOG available than can be returned to the LNG carrier (if unloading) or
consumed as fuel gas, the shell and tube BOG Condenser (E-207) will be used to condense the excess
BOG and mix it with the inlet stream to the HP Pumps (P-301A through F) prior to vaporization.
A data sheet for the BOG Condenser (07902-DS-200-207) is included in Appendix M.3 of this
Report, and typical manufacturer data (07902-VP-200-207) is included in Appendix M.4.
13.5.6.5
BOG High Pressure Compression
The Terminal does not have a high pressure compression system for BOG. High pressure
compression is not warranted at this time for the following reasons:
The Terminal design includes a Closed Vent/Drain System which captures all discharges from
thermal reliefs, drains and vents for LNG process equipment and piping. The only way the gas is
released to atmosphere is through the Flare (L-210), or from pressure relief valves on the LNG
storage tanks, the HP vaporizers, and the fuel gas drum; and
The high tank design pressure and inclusion of redundant BOG compressors reduces the need to
vent gas.
During detailed design, the EPC contractor will evaluate the expected operating and sendout
scenarios, and determine whether the Terminal is likely to operate for long periods of time at low or
no sendout. In that case, if economics dictate, high pressure BOG compression will be included in the
design at that time. To allow for this possible future installation, the BOG system includes provisions
for connection to a pipeline compressor, as illustrated on P&ID 07902-PI-200-109 included in
Appendix U.4.
13.5.6.6
Vapor Handling Operations Narrative
When not unloading LNG, the selected method for vapor handling will vary depending on LNG
sendout rate. When operating at low sendout rates, excess BOG will be generated in the LNG tanks
due to LNG tank heat leak from the ambient air surrounding the tank and associated piping being
recirculated. Normally one BOG Compressor (C-204A/B/C) will be required to handle the amount of
BOG generated. The BOG Compressor discharge will first be used as fuel gas for heating the heat
transfer fluid. If this use is not adequate to control tank pressure, the excess BOG will be condensed
in the BOG Condenser (E-207). The lower the sendout rate the more BOG must be handled,
conversely at high sendout rates there may not be adequate BOG to displace the volumetric
withdrawal of LNG from the tanks. In this situation the BOG Compressors will automatically shut
down and BOG condensing will stop. If the LNG storage tank pressures continue to fall, the Gas
Make-Up System vaporizes a side stream of LP Pump discharge through the ambient Gas Make-Up
Vaporizer (E-206) with the vapor injected directly into the BOG header. Sizing of the Gas Make-Up
Vaporizer is based on the peak sendout (1.5 Bscfd) operating mode. See Gas Make-Up Vaporizer
datasheet, 07902-DS-200-206 (Appendix M.3) and Case 5 of the Heat and Material Balances, 07902PF-000-011-05 (Appendix U.3). If the Gas Make-Up System cannot maintain a minimum LNG tank
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pressure, sendout gas may be let down in pressure to the LNG storage tank pressure and injected into
the BOG header.
When unloading an LNG carrier there will be excess BOG to handle. In this situation the Vapor
Return Blower(s) will direct BOG to the LNG carrier. The LNG carriers Cargo Officer will control
the vapor return rate. The excess BOG flowing from the on-shore LNG storage tanks will be directed
through the BOG Compressors to the BOG Condenser (E-207). At lower than design unloading rates
and/or lower than maximum carrier saturated pressure the above scenario may change to where there
will be no BOG condensed or even inadequate fuel gas available for vaporization. In this case, fuel
gas will be supplemented from letdown sendout gas.
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 tanks. However, there
are basically two scenarios that could lead to venting BOG. The first scenario involves extended
periods of operation at sendout rates lower than the minimum sendout rate. In this scenario, the LNG
tank pressures will begin rising. Rather than allowing the LNG tank pressure safety valves to open, a
discretionary venting system is used. Based on rising tank pressure, excess BOG will be directed to
the atmosphere first via a discretionary vent installed on each LNG storage tank; then eventually via
the Flare, L-210. Venting rate will be equal to the BOG generation rate resulting from heat leak into
the Terminal. The second scenario occurs during LNG transfer of LNG at or near maximum saturated
condition and at or near maximum unloading rates (14,000 m3/hour). In this scenario the LNG tanks
are operating near maximum operating pressure. Any loss of vapor handling or LNG sendout could
result in the LNG tanks approaching maximum allowable operating pressure. Such an event would
very quickly result in the reduction or cessation of LNG transfer, thus should venting occur it will be
very short lived. Once the cause of the upset is rectified the BOG handling system will be re-started,
venting will stop and LNG transfer can be increased or re-started.
13.5.7
LNG Sendout System
Vaporization system studies were performed for the Oregon LNG Project. Alternative vaporization
systems were considered and are described in the report entitled Vaporizer Alternatives Study
(07902-TS-000-107) that is included in Appendix R.1. Oregon LNG will use Forced Draft Direct
Ambient Air Vaporizers as the primary means of LNG Vaporization, which will be supplemented by
natural gas fired heaters using an intermediate heat transfer fluid system. The basis for the design of
the LNG vaporization system is further described in the LNG Vaporization Study (TR-07902-000002) that is included in Appendix C.5.
In summary, vaporization is performed in two stages at Oregon LNG:
First Stage Vaporization is performed using forced draft Ambient Air Vaporizers. These
vaporizers obtain the bulk of the heat needed for vaporization from ambient air; and
Second Stage Vaporization is used at times when the heat available from the ambient air is not
sufficient to produce sendout gas at the design sendout temperature. This could occur when
ambient temperatures are low or when heat transfer to the AAVs is hampered by accumulation of
ice. When in service, the Second Stage Vaporizers heat up a sidestream of natural gas above the
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sendout temperature, after which the sidestream is blended with the remaining natural gas to
achieve the design sendout temperature.
The following describes the basis of the design for both of these systems along with the anticipated
operating conditions, the design features of the equipment and special design conditions for each.
13.5.7.1
Low Pressure LNG Pumps, Minimum Flow, Low Pressure LNG Recycle
Systems from High Pressure Pump Suction
The allowable operating pressure of the full containment design LNG tanks (T-201A/B/C) allows a
minimization of the operating pressures of the BOG Condenser (E-207) compared to many Terminals.
Thus, the operating head of the LP Pumps will vary with liquid level in the LNG tank and LNG tank
vapor pressure.
Each of the in-tank LP Pumps can provide LNG circulation of the LNG transfer piping, supply LNG
to the BOG desuperheater upstream of the BOG Drum (D-203), supply LNG to the Gas Make-Up
Vaporizer (E-206), and supply LNG to the Sendout System. Each LP Pump has a recycle system
sized for a minimum of 35 percent of its design flow to ensure that with loss of downstream flow the
pump can run indefinitely on recycle without causing damage to the LP Pump. The recycle flow is
directed to the top fill line of the respective LNG tank.
A data sheet for the LP Pumps (07902-DS-200-202) is included in Appendix M.3 of this Report and
typical manufacturer data (07902-VP-200-202) is included in Appendix M.4.
The LP Pumps will shut down with activation of an ESD-2, high LP Pump vibration or high or low
LP Pump amperage.
13.5.7.2
Inter Tank LNG Transfer Systems
Each LNG tank is provided a crossover valve (HV-222A/B/C) from the LP Pump discharge to the
tank top fill line to provide the ability to recirculate the tank inventory. In this operation the pumps
are permitted to operate near maximum pump amperage to ensure a maximum recirculation rate. In
addition to the temperature/density profile monitoring capability provided in the tank design, each
tank is provided with an LNG sampler upstream of the crossover valve to monitor LNG composition.
13.5.7.3
LNG Transfer Pipeline Cooling
LNG transfer pipe maintenance cooling is provided using a side stream of the LP Pump discharge.
Depending on the LNG sendout rate, the recirculated LNG can be directed back to the LNG tank(s) or
upstream of the BOG Condenser (E-207). The recirculation flow rate, supply, return and differential
temperatures are continuously monitored.
13.5.7.4
High Pressure LNG Pumps, Pump Vessel Vent System, Minimum Flow
Recycle
The HP Pumps (P-301A through F) draw supply from the HP Pump Drum (D-208). The HP Pump
Drum will be supplied by the discharge from the BOG Condenser (E-207) and, at higher sendout
rates, a bypass of the BOG Condenser will take LNG directly from the LP Pumps or the LNG
Transfer circulation system.
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The HP Pumps are dedicated to supplying the First Stage Ambient Air Vaporizers (E-302). Each HP
Pump has a recycle system sized for a minimum of 35 percent of the design flow to ensure that with
loss of downstream flow the pump can run indefinitely on recycle without damage to the HP Pump.
The recycle flow is directed to the top fill lines of the LNG tanks thus minimizing upstream supply
upsets when recycle operation takes place.
The HP pumps share a common recycle header. The following provisions have been made in the
design to protect the recycle header from the HP pump discharge pressure and operating conditions:
Prior to entering the recycle header, the recycle discharge flow from each HP pump is reduced in
pressure via an anti-cavitation valve sized for about 40 percent of design flow.
The recycle header is continuously recirculated with LNG from HP pump suction manifold to
ensure the header is kept cold at all times when one or more HP pumps is operating.
All interfacing lines of lower pressure class will be protected with a check valve.
As vessel-mounted pumps, each pump is tied into the top of the HP Pump Drum with a
continuously rising pump vessel vent line to ensure a flooded pump vessel in all operating modes
including continuous cooling during the idle mode.
A data sheet for the HP Pumps (07902-DS-300-301) is included in Appendix M.3 of this Report and
typical manufacturer data (07902-VP-300-301) is included in Appendix M.4.
The HP Pumps will shut down with activation of an ESD-2, low HP Pump Drum level or pressure,
high HP Pump vibration, high or low HP Pump amperage, high sendout gas pressure or low sendout
gas temperature.
13.5.7.5
First Stage of LNG Vaporization
LNG discharged from the HP pumps flows to the First Stage Ambient Air Vaporizers (AAVs). These
are vertical, forced-draft heat exchangers with top-mounted fans that force ambient air down past the
outside surface of finned tubes. LNG enters the tubes through a header at the bottom of the vaporizer
and flows up through the finned tubes, rising in temperature as heat is transferred from the ambient
air to the LNG. The large temperature difference between the entering LNG and the countercurrent air
flow in this heat exchanger allows the exiting natural gas temperature to approach the ambient air
temperature.
As ambient air flows down through the AAVs, the air can cool to its dew point and a portion of the
water vapor in the ambient air will condense. This condensate is either carried out of the AAV with
the air flow or deposits on the finned tube outer surfaces. Condensate that collects on the surfaces can
freeze, leading to a buildup of a frost/ice layer on the tubes, impeding heat transfer. This layer
increases with thickness in time, leading to reduced heat transfer. The rate of accumulation varies
based on ambient conditions (temperature, relative humidity, wind, solar radiation, precipitation, etc.)
and LNG parameters (such as flow, inlet temperature, pressure and composition). As a result, over
time either the exiting natural gas temperature will drop, or the amount of gas that can be heated to
the desired temperature will drop, or both.
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The AAVs are arranged in 15 trains with ten units per train, for a total of 150 units available for use.
The discharge temperature of each train is indicated in the control room, and the discharges of all 15
trains are combined and mixed in a common discharge. The temperature of the mixed AAV discharge
is continuously monitored and indicated to the plant operations staff, who can take action if the
temperature drops below the design basis limit of 40F as follows:
Individual trains may be taken out of service and defrosted. At the same time, one or more idle
(defrosted) trains may be placed in service. This will increase the mixed discharge temperature
since the gas exiting the new train will be relatively warm compared to the train that was taken
out of service.
If bringing idle AAV trains on line is not sufficient to achieve the desired sendout temperature,
plant operators can send a portion of the mixed discharge through the Second Stage Vaporizers as
described below. This sidestream of gas will be heated to a temperature above the sendout
temperature and then mixed with the balance of the flow as needed to achieve the desired sendout
temperature.
AAVs can be defrosted by stopping the LNG inlet flow while keeping the fans on. At the
Terminal site, ambient temperatures are generally above freezing, so this method will defrost the
AAVs at most times of the year. However, when ambient temperatures are too low to allow
defrosting, there is relatively little water vapor in the ambient air. Accordingly, the rate of
condensation and ice buildup on the tube surfaces will be greatly reduced under these conditions.
This means that the units will operate for longer periods before needing to be taken out of service
for defrosting. Prolonging the run cycle allows operators to wait to take units out of service for
defrosting for times when the temperature is warmer (i.e., daylight or the end of a cold period of
weather).
The units will continue to transfer heat from air to LNG even with an ice buildup, due to the large
temperature difference driving force for heat transfer and the large heat transfer area. Accordingly,
although the heat transfer is impeded with ice buildup, significant heat duty can still be achieved even
under iced conditions.
As more experience is gained with use of AAVs for LNG vaporization, it is expected that equipment
vendors will develop methods for in-place defrosting the units should it prove to be necessary. This
may include mechanical ice removal methods, spraying of warm fluids, or provision of heated air
flow through iced units. Oregon LNG will review operating experience and current technology trends
as experience is gained with this equipment elsewhere and may add features to the final design to aid
in defrosting these units.
To account for the lower performance of AAVs due to icing and the difficulty for defrosting the units
at certain times, the following provisions are made for the Oregon Terminal:
The number of AAVs units planned for Oregon LNG (150) was selected based on the peak
sendout of 1.5 Bscfd, with 33 percent of the installed units out of service for defrosting. This
means that each of the 100 operating units can produce an average of 15 MMscfd. Typically each
unit can vaporizer much higher flows for a short period and at least this amount for a longer
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period. This large number of vaporizer units allows operators to plan vaporization campaigns
taking into account the drop-off in performance of individual units with time and the need to take
units out of service for defrosting.
Designing for the peak sendout case of 1.5 Bscfd provides margin to ensure that the design
sendout of 1.0 Bscfd can be achieved under a wider range of ambient conditions.
A data sheet for the First Stage Ambient Air Vaporizers (07902-DS-300-302) is included in Appendix
M.3 and typical manufacturer data (07902-VP-300-302) is included in Appendix M.4.
The AAVs will shut down with activation of an ESD-2 or low low outlet temperature.
13.5.7.6
Second Stage of LNG Vaporization
At times when the gas exiting the First Stage Vaporizers falls below the desired sendout temperature,
a portion of the gas is routed through the Second Stage Vaporizers, heated, and then mixed back into
the main gas flow to control the sendout temperature.
The Second Stage Vaporization System design is based on the following considerations:
Per vendor information, the AAVs will operate with an approach temperature of 30F. As the site
rarely experiences temperatures below about 30F, it is assumed that the lowest expected AAV
discharge gas temperature will be 0F throughout the year.
The desired sendout temperature is 40F; to reach this temperature, the 0F AAV outlet gas must
be increased by 40F. Increasing the temperature of the peak sendout flow of 1.0 Bscfd by this
amount will require approximately 90 mmBtu/hr (for heavy LNG composition). For the peak
sendout case (1.5 Bscfd), 135 mmBtu/hr will be required.
Accordingly, the design duty for the Second Stage Vaporization is at least 90 mmBtu/hr. For Oregon,
additional margin is added to allow the system to provide 120 mmBtu/hr on a design basis (i.e., with
an N+1 sparing philosophy), with a peak duty of 180 mmBtu/hr with all spare equipment operating.
This is accomplished by providing a three-loop system where each loop has a 60 mmBtu/hr duty.
Each loop consists of the following components:
E-304 Second Stage Vaporizer. This is a horizontal shell and tube heat exchanger which heats gas
flowing through the tube side using a heat transfer fluid (HTF) flowing on the shell side;
B-401 Fired Heater. This heater burns fuel gas to heat HTF flowing through tubes. Fuel gas to
these Fired Heaters is produced by the fuel gas system as described below; and
P-402 HTF Pump. This is a centrifugal pump used to move the HTF between the Fired Heater
and the Second Stage Vaporizer shell.
The loops are connected via a common header and are equipped with an HTF Surge Drum (D-403) to
account for volume changes which will occur as the HTF operating temperatures change.
The system is designed to heat a portion of the AAV outlet gas to a temperature above the desired
sendout temperature, and then to blend that heated portion back to the main flow to achieve the
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desired sendout temperature. Under peak conditions, about 25 to 30 percent of the AAV outlet flow
(at 0F) would be heated to 180F in the Second Stage Vaporizer system and then blended back with
the remaining flow to achieve an average of 40F.
The HTF flow rate through the heat exchanger shell and fired heater in each loop is kept constant.
The control system for the Second Stage Vaporizer system will regulate the natural gas flow rate into
the heat exchanger tubes as needed to maintain the outlet natural gas temperature after blending at the
setpoint value. A falling outlet natural gas temperature will result in an increase in the fraction of the
sendout gas that is routed through the Second Stage Vaporizers. This will increase the heat transfer in
these heat exchangers and reduce the HTF temperature exiting the heat exchanger shell side.
This cooled HTF will flow into the Fired Heater. Fuel gas flow to the Fired Heater will be controlled
such that the firing is sufficient to heat the exiting HTF temperature to the HTF setpoint temperature
of nominally 200F. The HTF flow rate is selected such that when providing 60 mmBtu/hr of heating
duty, a single system loop will return HTF from the Second Stage Vaporizer shell to the Fired Heater
at 120F.
Data sheets for the Second Stage Vaporizers (07902-DS-300-304) and Fired Heaters (07902-DS-400401) are included in Appendix M.3 of this Report and typical manufacturer data (07902-VP-300-304
and 07902-VP-400-401) is included in Appendix M.4.
13.5.7.7
Sendout Gas Metering
Vaporized LNG will exit the Terminal through Sendout Meter Station L-306 located near the battery
limit of the Terminal (along the southern property boundary). The vaporization system is designed to
provide natural gas at 1,440 psig and 40F at this location.
Piping & Instrumentation Diagram 07902-PI-300-122-01 and 07902-PI-300-122-02 included in
Appendix U.4 shows the design of the Sendout Meter Station. In addition, a data sheet for the
Sendout Meter Station (07902-DS-300-306) is included in Appendix M.3.
13.5.7.8
Natural Gas Sendout Operations Narrative
Prior to the startup of the first vaporizer, the Terminal will typically be in the zero sendout mode. In
this mode, all of the large bore LNG piping associated with sendout will be maintenance cooled with
a side stream from the LP Pumps. The LP Pump discharge is circulated through and around the BOG
Condenser (E-207), through the HP Pump Drum (D-208) and into the suction header that feeds the
HP Pumps. Piping is provided to allow LNG to cool the HP Pump suction header, and to then flow
into and cool the HP Pump discharge header. After traversing this discharge header, the LNG flows
into the HP pump recycle header back to one or more of the LNG storage tanks, via the tank top fill
line. In addition, piping is provided to allow LNG flow through the First Stage Vaporizer inlet header
and into the HP pump discharge header, for maintenance cooling of this large bore line. To provide
for these flow paths, operators will follow startup procedures which will require them to open several
normally car seal closed manual valves.
The design of the HP Pump recycle header permits extended recycle operation of one or more of the
HP Pumps without flow through the vaporizers. To begin vaporization using the AAVs, the fans will
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be started in one of the AAV trains, and Operators will then halt maintenance cooling in the discharge
header by car seal closing manual valves per procedure. Once all the zero sendout valving has been
re-car sealed closed, an HP Pump will be started in recycle only. When operation of that pump has
stabilized, the discharge valve on the HP Pump will be throttled opened, which will pressurize the HP
pump discharge header and allow flow to begin to the first vaporizer. LNG flow will be gradually
increased to the AAV train while gas outlet temperatures are monitored. If additional sendout is
required, the process will be repeated until adequate pumps and vaporizers have been started and
lined out.
To initiate use of the Second Stage Vaporization system, warm HTF flow will be initiated through the
shell side of a Second Stage Vaporizer until procedurally controlled operating temperatures are
established. At that time, a portion of the AAV outlet gas flow will be routed through the tube side of
that heat exchanger and the outlet gas temperature monitored. The gas flow will be increased as
needed to achieve the setpoint sendout temperature.
An upset in the sendout system, such as a momentary loss of the sendout line outside of the Terminal
property boundary, will not immediately result in the shutdown of all HP Pumps. Without Operations
staff intervention, the HP Pumps will automatically be shut down in a controlled sequence over time;
however, the design of the recycle system can permit the HP Pumps to remain on line as long as
needed until the cause of the shutdown has been located and corrected. This will minimize the start/
stop cycles on the HP Pumps, which will increase mean time between failures and facilitate a more
rapid re-establishment of sendout.
If the sendout system is to be shut down for a longer duration, Terminal staff will determine whether
or not to shift to zero sendout mode. The choice will be a function of the estimated time before
sendout is to be re-established.
13.5.7.9
Fuel Gas Operations Narrative
Fired Heaters B-401A/B/C burn fuel gas (natural gas) at inlet conditions of approximately 50 psig
and 40F. There are two sources available at the Terminal for fuel gas for these fired heaters.
The primary source of fuel gas for the fired heaters is BOG from the LNG process system. This gas is
collected in the BOG header, and can be compressed to the required fuel gas pressure in BOG
Compressor C-204A/B/C and warmed to the required temperature in Fuel Gas Heaters E-213A/B.
Warmed fuel gas flows to Fuel Gas Drum D-214 prior to entering the fired heater fuel gas manifold.
When the amount of BOG generated at the Terminal is insufficient to meet the fuel gas demand, the
next option for providing fuel gas to the fired heaters is to use the Terminal sendout gas. When used
as fuel gas, the sendout gas must first be reduced in pressure and heated to compensate for the
resulting gas temperature drop. The pressure reduction is performed by one of the two pressure
control valves PV-213A/B, which reduces the sendout pressure to the nominal fuel gas system
pressure. The reduced pressure sendout flow is heated in one of the two Fuel Gas Heaters E-213A/B,
after which it flows into the Fuel Gas Drum D-214.
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13.5.8
Gas Liquid Removal
Not applicable.
13.5.9
Btu Adjustment
Not applicable.
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. All LNG and natural gas relief valves
(excluding relief valves on the LNG Storage Tanks, Fuel Gas Drum D-214 and the 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 is equipped with a pilot which is fed from the sendout header. A continuous nitrogen gas
sweep is incorporated downstream of PV-290 to ensure proper purging of the flare stack.
A data sheet for the Flare (07902-DS-200-210) is included in Appendix M.3.
13.5.10.3 The Low Point Drain System

Any onshore liquid drains are collected by gravity into the un-insulated Low Point Drain Drum
(D-211) onshore. 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.
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 deinventory bypass. The low point drain drum can be de-inventoried to the HP pump recycle line.
Following this bulk draining step, any small residual volume of LNG is gravity drained to a low point
collection (the D-103 Platform Drum on the Unloading Platform, and the D-211 Low Point Drain
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Drum on-shore). These small LNG volumes are then permitted to vaporize through ambient heat leak
into the respective vessel. The vapors formed are routed eventually to the BOG Header.
This method minimizes problems experienced in some LNG facilities where components are deinventoried 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. At the Oregon LNG Import Terminal,
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 tank vapor pressure transmitters approach the setpoint 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 the flare is in operation. 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 Closed Vent/Drain System

The Terminal is designed such that the venting of process gases to atmosphere is strategically
minimized. All thermal relief valves and process relief valves in the Terminal (excluding LNG
Storage Tanks (T-201A/B/C), the Fuel Gas Drum (D-214) and the First Stage Ambient Air 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 (depressure) 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 collects 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 BOG Condenser (E-207), the HP Pump Drum (D-208) or any HP Pump (P-301A through
P-301F) 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 First
Stage Ambient Air Vaporizers (E-302A through E-302Q) is automatically gravity drained into
the Low Point Drain Drum.
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Because all vents, drains and BOG are directed into the BOG Header, which is connected to the vapor
space of the LNG storage tanks (T-201A/B/C), there is no need to vent the system pressure until the
vapor pressures in the LNG storage tanks approach the setpoint of PIC-290, which directs gas to the
Flare, L-210. During prolonged periods without LNG sendout it is conceivable that venting could
take place as the pressure in the LNG storage tanks rises due to system boiloff. It is also conceivable
that short-term venting could occur with the loss of the BOG Compressors (C-204A/B/C) and/or the
Vapor Return Blowers (C-205A/B) during LNG carrier transfer operations if the LNG storage tanks
are operating near PIC-290s setpoint.
13.5.11.2 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 13.5.11.2
Equipment Isolation/Maintenance Venting
Procedurally, VLV 1 would be closed first 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 Sendout Metering

Sendout gas is measured using temperature and pressure compensated ultrasonic meter runs. Each run
is individually analyzed with on-line gas chromatographs.
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The meter station is protected from over-pressure and unacceptably low operating temperatures
through a two-out-of-three voting logic High Integrity Pipeline Protection System (HIPPS).
Activation of the HIPPS will isolate the meter station from the LNG vaporization system.
Drawing 07902-PI-300-122-01 and 07902-PI-300-122-02 in Appendix U.4 illustrates the piping and
instrumentation for the sendout meter station. In addition, data sheet 07902-DS-300-306 in
Appendix M.3 presents design data for the sendout meter station.
13.5.13 LNG Product LoadingMarine

Not applicable.
13.5.14 LNG Product Loading/UnloadingTrucking

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 setpoints 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
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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 Commissioning
With respect to cryogenic systems including the LNG unloading pipeline, LNG storage tanks, and
LNG sendout pipelines and equipment, 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.
Dry air will be injected into a common header connection to distribute dry air to all parts of the
Terminal. Commissioning personnel will cycle valves so that all parts of the Terminal receive a
steady dry air flow. This dry air purge will continue until all parts of the Terminal demonstrate
hygrometer dew point readings of -40F or lower. At this point, the Terminal is considered dry.
Once dryout has been completed, gaseous nitrogen will be injected into the connections previously
used to feed dry air into the piping system. The goal is to displace the dry, oxygen-rich air
environment with an inert nitrogen environment that 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 ensured that all points of the Terminal contain an environment with less than
5 percent oxygen, the system will be considered to be purged and ready for cooldown.
Cooldown will commence with the LNG unloading pipeline and one LNG storage tank. The Terminal
has been designed so that cooldown can be achieved by using either liquid nitrogen or LNG.
To use LNG for the cooldown, a temporary piping connection is provided at the LNG unloading
platform such that a small LNG flow can be routed from the L-101B LNG unloading arm to the
6-inch LNG circulation line. The Terminal isolation valves will be aligned such that the 6-inch
recirculation line is open to spray cool ring in one of the LNG storage tanks. The LNG spray first
begins purging the LNG storage tank of nitrogen and then cooling the LNG storage tank. Cool-down
of an LNG storage tank requires about 72 hours. The LNG storage tank contractor will oversee the
cool-down process and direct control of the cool-down rate.
Initially, the gas leaving the LNG storage tanks will be warm and nitrogen rich. As the outlet gas
temperature decreases it will be routed to the Vapor Return Blowers where it is directed to the LNG
unloading platform. The vapor is desuperheated upstream of the Platform Drum and routed through a
temporary connection to an LNG unloading arm. The cold vapor then returns onshore through the
LNG unloading pipeline. Once on-shore, the vapor cools other large diameter LNG piping.
The Vapor Return Blowers will circulate cold vapor until all portions of the unloading line reach
-200F. At this point, it is safe to introduce cold liquid to the system. Once the LNG Transfer System
has been inventoried and filling of the LNG storage tank has commenced, normal unloading can then
commence.
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Once the LNG 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 the LNG carrier has departed, commissioning personnel will align the Terminal
such that they may use the vapor return blowers to introduce cold vapor to all equipment and large
diameter piping. Once the Terminal is sufficiently cool, the Terminal will be aligned to provide a
cooling flow of LNG from the LP pumps to the balance of the piping system. At this point, the
Terminal is cold and ready for normal operation.
13.6
LNG Storage Tanks
The following technical description of the proposed LNG storage tanks (T-201A/B/C) 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-200108 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/C) 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
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 9 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
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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.
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.
TABLE 13.6.1
LNG Storage Tanks, General Information

Number of tanks
Net capacity of each inner containment
160,000 m3 (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 temperature
-270F
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
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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-DG200-205 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;
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,
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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 feet
Seismic Design Liquid Level:
115.75 feet
Maximum Normal Operating Level:
115.75 feet
Minimum Normal Operating Level:
5.50 feet
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 9 percent nickel steel A553 Type 1.
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 operating base earthquake (OBE) and safe shutdown earthquake (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 feet 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 feet 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 feet for sloshing. Per the
calculation in Appendix L.6, the slosh height is 7.9 feet for OBE. As this calculated slosh height is
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less than the 14.1-foot 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 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 Perlitey 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 2-5 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.
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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/ft3. 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-200107-01 through 03 included in Appendix U.4 and specifications 07902-TS-200-203 and 07902-TS200-204 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 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.
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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.
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 combined for the three tanks, which minimizes the potential for
actuation of these relief valves.
Each 12-inch by 16-inch 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
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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-inch 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 the tank P&IDs 07902-PI-200-107-01 through 03 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 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 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 BOG make-up vaporizer and large vapor volume combined for the three
tanks minimize the potential for actuation of these relief valves.
Each 12-inch 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
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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 through 03 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-DG200-257 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
included in Appendix L.2.
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 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 included in Appendix L.2.
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 through 03 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-DG200-209, 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.
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13.6.10.5 Tank External Pipework and Supports

The LNG tank external piping is illustrated on P&IDs 07902-PI-200-107-01 through 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-200-107-01/02/03 (included in Appendix U.4), LNG Storage
Tanks T-201A/B/C 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).
In accordance with the above referenced Engineering Design Standard, all efforts have been made in
the proposed design to meet the intent of NFPA 59A-2006 Section 9.3.1.4, which requires that the use
of flanges in cryogenic piping be minimized. 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.
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.
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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 then
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.
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.
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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.
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.
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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 9 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 API620 requirements,
the test water will meet the following requirements.
pH: between 6 and 8;

The electric conduction ratio: below 500 s/cm @25C;
Chloride content (Cl): below 500 ppm;
Water soluble sulphate (SO32-) content: below 200 ppm;
Iron content (Fe) targeted: below 1.0 ppm;
Ammonium ion content (NH4+): nearly 0 ppm; and
The chemical oxygen demand of the test water (CODMn): below approx. 15 ppm.
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 largediameter 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 3 square feet in area if an active pump is used, and 6 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 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 and subsequently to the third tank, 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
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rate of 120 gpm. Once hydrostatic testing of the third 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 subsequent tanks. 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 to 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.
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.
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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 of Resource Report 13. 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 9 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.
TABLE 13.6.21
LNG Storage Tank Drawings

Drawing Number
Description
07902-DG-200-201
General Arrangement of 160,000 M3 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
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TABLE 13.6.21
LNG Storage Tank Drawings

Drawing Number
Description
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-inch Manway and 52-inch 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 OpeningTypical 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 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
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13.7
Utilities
13.7.1
Instrument Air
The Instrument Air System will supply dry compressed air to pneumatic valves and cabinet purges in
the Terminal.
13.7.1.1
Basis of Design
Instrument Air and Service Air Utility Flow Diagram 07902-PF-940-341 included in Appendix U.2
provides details of the design flow rates, pressures and temperatures of the instrument air system.
Operating conditions for the instrument air system are as follows:
Instrument air discharge pressure (after regulator on receiver): 135 psig;

Maximum instrument air operating pressure: 105 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 100 percent 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 engineering phase of the Project.
13.7.1.2
The Plant Air System will provide flow to the Instrument Air System and the Service Air System.
The Plant Air System will consist of the following equipment:
Air Compressor Package
Three 50 percent motor-driven air compressor packages (C-941A/B/C) will be installed. Each
50 percent compressor will provide oil-free air at a design rate of 310 scfm (for a total design flow
rate of 620 scfm) and a 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, and an after cooler and
control instrumentation systems. When the system air pressure falls below a predetermined setpoint
pressure, the standby compressor will automatically start.
Air Dryer Packages
Two 100 percent Air Dryer Packages (L-942A/B), each with a capacity of 620 scfm, will be installed.
Air from the plant air compressors will supply each dryer package. The dryer 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. Air provided to the dryers will be oil
free. 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.
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Instrument Air Receiver
An Instrument Air Receiver (D-943) with a volume of 880 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 5 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 halted.
P&IDs 07902-PI-940-341 through 07902-PI-940-343 included in Appendix U.4 illustrate the
Instrument Air System.
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 at the site. The service air is taken from the
Instrument Air Receiver and is therefore dried in the Air Dryer Package L-942A/B for freeze
protection. Also, since the instrument and service air system is oil free, pneumatic tools and
equipment will need to be fitted with lubricators as required.
13.7.2.1
Basis of Design
Instrument and Service Air Utility Flow Diagram 07902-PF-940-341 included in Appendix U.2
provides details of the design flow rates, pressures and temperatures of the Service Air system.
Operating conditions for the service air system include:
Service air discharge pressure (after dryer): 135 psig; and

Service air design operating pressure: 105 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 one time. The service air system flow rate
is designed to provide 235 scfm to service these tools.
Total service air consumption will be verified during the detailed engineering phase of the Project.
13.7.2.2
The service air supply will be from the air compressors C-941A/B/C that are described in
Section 13.7.1.2 of this Report.
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 engineering phase.
The Service Air System is illustrated on P&IDs 07902-PI-940-344 and 07902-PI-940-345 included in
Appendix U.4.
13.7.3
Nitrogen
Nitrogen will be used within the Terminal during normal operations and for preparing equipment for
maintenance or return to service after maintenance. Nitrogen will be used to prevent concentrations of
natural gas vapors and oxygen reaching the lower flammability limit.
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13.7.3.1
Basis of Design
The total nitrogen design consumption for the Terminal is 334 scfm. The total continuous
consumption is 29 scfm. This is based on the following usage and is also detailed in the Nitrogen
System Utility Flow Diagram 07902-PF-960-361 that is included in Appendix U.2.
Unloading and Vapor Return Arms (L-101A/B/C and L-102)
Nitrogen will be provided for purging of the unloading and vapor return arms before, during and after
unloading.
Prior to unloading, nitrogen is used to purge the unloading arms to remove air pockets between the
carrier and unloading arms. This ensures the natural gas concentration in the arms is below the lower
flammability limit. During unloading, nitrogen is used to purge the swivel joints in the unloading and
vapor return arms. At the completion of unloading, a nitrogen purge is also used to force liquid LNG
into both the LNG carrier and the unloading header.
Nitrogen is also required on an intermittent basis to purge the unloading arms of LNG and natural gas
after carrier unloading.
13.7.3.2
Platform Drum (D-103)
The Platform Drum receives LNG liquid drained from the unloading arms at the end of the carrier
unloading. The liquid is transferred to the LNG storage tanks via the unloading line using nitrogen
pressure. This is an intermittent operation and required only after carrier unloading.
LP Pumps (P-202AA/AB/BA/BB/CA/CB)
Nitrogen will be used to maintain a positive nitrogen seal and/or continuous purge in the junction
boxes of the low pressure pumps. Nitrogen is also required for purging the columns when the in-tank
LP Pumps need to be removed for maintenance.
Vapor Return Blower (C-205A/B) and BOG Compressors (C-204A/B/C)
Nitrogen will be used for purging of the seals on these components.
HP Pumps (P-301A/B/C/D/E/F)
Similar to the LP Pumps, nitrogen will be used to maintain a positive nitrogen seal and/or provide a
continuous purge to the electrical and instrumentation junction boxes of the HP Pumps. Nitrogen is
also used to purge the HP pump housings when these pumps need to be disassembled for
maintenance.
Vent Header and Flare (L-210)
Nitrogen will be provided to continuously sweep the vent header and flare stack to prevent air entry.
Utility Stations
Nitrogen will be available at utility stations located throughout the Terminal. Although the actual
quantity and location of utility stations will be determined during the detailed engineering phase,
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provision has been made within the front end engineering design based on nitrogen requirements for
purging piping and equipment.
HTF Surge Drum (D-403)
Nitrogen will be supplied to maintain backpressure in this drum during HTF system temperature
swings.
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, etc.
13.7.3.3
The nitrogen system will consist of:
1 x 100 percent liquid nitrogen storage tank;
1 x 100 percent dedicated small ambient air vaporizer to maintain pressure in the tank;
2 x 100 percent vaporizers (1 operating, 1 back-up) for supply of gaseous nitrogen to meet
the nitrogen demand; and
Piping network distributed throughout the Terminal to provide nitrogen to equipment and
utility services.
The nitrogen tank and vaporizers will be a skid-mounted, prefabricated 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 valving.
The nitrogen storage tank will be a vertical pressure vessel. The vessel will be vacuum jacket
insulated and will be supplied with liquid nitrogen from a truck. Pressure will be maintained in the
tank via a small ambient air vaporizer loop. The pressure is monitored at the tank outlet. When the
outlet pressure decreases below the setpoint of the controller, a control valve will open which will
allow liquid nitrogen into the ambient air vaporizer. The vaporized nitrogen will flow into the tank
vapor space, which increases the pressure until the required control pressure is reached. If the
pressure increases above the required control pressure, a control valve will open and excess nitrogen
will be vented into the atmosphere.
The vendor package will also include 2 x 100 percent capacity vaporizers (one operating, one
standby) which will vaporize sufficient nitrogen flow to supply gaseous nitrogen to the distribution
network on demand. The spare vaporizer allows one vaporizer to be shut down for maintenance. A
pressure regulator on the distribution header controls the nitrogen supply pressure.
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.
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Nitrogen system P&IDs 07902-PI-960-361 and 07902-PI-960-362 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.
13.7.4.1
Basis of Design
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 is also illustrated on Terminal Water
Balance 07902-PF-900-300 that is included in Appendix U.2.
13.7.4.2
Potable water from the City of Warrenton water system is provided via a potable water piping
connection located at the intersection of Northeast King Avenue and East Harbor Street/WarrentonAstoria Highway. 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.
13.7.5.1
Basis of Design
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.
A summary of the Service Water System design parameters is also illustrated on the Terminal Water
Balance 07902-PF-900-300 that is included in Appendix U.2.
13.7.5.2
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 Fire Water Tank T-601;
2 x 100 percent, Service Water Pumps (P-926A/B) operating at 160 feet total dynamic head and
60 gpm; and
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1 x 100 percent, 300 gallon (working volume) Service Water Hydrostatic Tank (T-927) operating
at 90 psig. The tank 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 and Condensate Water
The Storm Water and Condensate System consists of the following streams:
Storm water from curbed process areas and LNG containment troughs, all of which drain to the
LNG Spill Containment Basin, S-606;
Condensate and ice melt resulting from operation of the First Stage Ambient Air Vaporizers,
which also drain to the LNG Spill Containment Basin, S-606;
Storm water from the LNG Spill Containment Basin, S-606 itself;
Storm water from sumps inside the barrier surrounding the LNG tanks; and
Storm water from other areas of the Terminal which do not drain directly to the LNG Spill
Containment Basin, S-606.
13.7.6.1
Basis of Design
Storm water that falls within the LNG storage tank area will be collected in sumps and pumped to the
storm water treatment system. Storm water that falls in the process areas will either drain to the LNG
spill containment basin or directly to the storm water treatment system. Sump pumps in the LNG spill
containment basin and tank area sumps will be used to pump the storm water to the treatment system.
The report entitled Rainfall Design Basis (07902-CA-900-301) included in Appendix C.6 details the
assumptions used in designing the storm water collection and removal systems.
In addition to storm water, up to 1,000 gpm of condensate may result from condensation of ambient
water vapor on the outside of the ambient air vaporizer tubing, which is further described in the report
entitled Estimated Condensation Rate for Ambient Air Vaporization (07902-CA-300-302) that is
included in Appendix C.3. This condensate will also flow to the LNG spill containment basin.
The storm water treatment system is a bioswale system based on 27 acres of impervious surface.
Discharge from the storm water treatment system flows into the existing wetlands located on the
northeast portion of the site. The discharge will be distributed across a wide section of the wetlands to
prevent channelization.
The Storm Water and Condensate 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.
13.7.6.2
The Storm Water and Condensate System consists of the following equipment:
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LNG Spill Containment Basin S-606
This LNG spill containment basin collects all storm water falling directly into the containment
system, as well as any storm water collected into plant areas that drain directly into it. These plant
areas include all LNG spill containment troughs under LNG-conveying pipe racks (including racks
extending from the unloading platform to the shore line, which also drain to this basin), curbed LNG
process areas such as the HP pump area and First Stage Ambient Air Vaporizers area (which drain by
troughs to this basin), and the top of the LNG storage tanks (parts of which also drain to this basin via
drain pipes from the tank tops which feed into troughs). In addition to storm water, this basin also
receives condensate and ice melt resulting from operation of the AAVs. Except for these areas, the
site is graded such that no other rain water will fall into this basin. The basin volume is sized to
contain a 10-minute spill of LNG from an unloading line, with margin, which is more than adequate
to contain the expected rain fall.
LNG Spill Containment Basin Pumps P-607A/B/C/D/E
These sump pumps pump water out of the S-606 basin into Storm Water Oily Waste System L-970.
The NFPA code requires that these sump pumps must remove 25 percent of the rainfall from a
10-year, 1-hour storm, which for Oregon LNG is 0.9 inch per hour. Each of the five pumps is sized to
remove 100 percent of the NFPA 59A required storm water removal flow. Multiple pumps are
provided to ensure that this water removal rate can be achieved simultaneously with the design basis
condensate generation rate from AAV operation. Capacities of these sump pumps are illustrated in
07902-PF-970-371 included in Appendix U.2.
Storm Water Oily Waste System L-970
This is a 1 x 100 percent system sized to handle storm water at 4,000 gpm. The discharged water from
this system flows to the Bioswales.
Tank Barrier Area Sumps and Sump Pumps
The tank area is surrounded by a barrier, which is provided with two sumps to collect storm water.
Each sump has a two 100 percent sump pumps which pump collected storm water over the barrier and
into the L-970 Oily Waste System. 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 included in Appendix U.4.
13.7.7
Wastewater
The Wastewater System consists of the following streams:
Oily waste from the Compressor Building;

Oily waste from the Auxiliary Building; and
Sanitary waste.
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13.7.7.1
Basis of Design
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.
The Wastewater System is illustrated on P&ID 07902-PI-980-381 included in Appendix U.4.
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.
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.
TABLE 13.8.2.1
List of Process Equipment Data Sheets

Document Number
Description
07902-DS-100-101
LNG Unloading Arm
07902-DS-100-102
Vapor Return Arm
07902-DS-100-103
Platform Drum
07902-DS-200-201
LNG Storage Tank
07902-DS-200-202
LP Pump
07902-DS-200-203
BOG Drum
07902-DS-200-204
BOG Compressor
07902-DS-200-205
Vapor Return Blower
07902-DS-200-206
Gas Make-Up Vaporizer
07902-DS-200-207
BOG Condenser
07902-DS-200-208
HP Pump Drum
07902-DS-200-210
Flare
07902-DS-200-211
07902-DS-200-213
Fuel Gas Heater
07902-DS-300-301
HP Pump
07902-DS-300-302
First Stage Ambient Air Vaporizer
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TABLE 13.8.2.1
List of Process Equipment Data Sheets

Document Number
Description
07902-DS-300-304
Second Stage Vaporizer
07902-DS-300-306
07902-DS-400-401
Fired Heaters
13.8.2.2
Equipment Vendor Data
Table 13.8.2.2 lists the manufacturers vendor packages provided for major process equipment that
are included in Appendix M.4.
Vendor information for the LNG Storage Tanks T-201A/B/C is included in Appendix L of this
Report.
TABLE 13.8.2.2
Equipment Vendor Data

Vendor Package
Description
07902-VP-100-101
LNG Unloading Arms & Vapor Return Arm
(See Appendix L)
LNG Storage Tanks
07902-VP-200-202
LP Pumps
07902-VP-200-204
BOG Compressors
07902-VP-200-205
07902-VP-200-207
BOG Condenser
07902-VP-300-301
HP Pumps
07902-VP-300-302
First Stage Vaporizers
07902-VP-300-304
07902-VP-400-401
Fired Heaters
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
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with user-friendly information displays, monitoring, processing and automatic and manual control of
the processes.
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 I/O racks.
The Terminal will be controlled primarily from the Main Control Room (MCR), 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 will be the control center for unloading operations and will be attended
during LNG unloading 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 marshalling 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 Diagram 07902-DG-700-001 included in Appendix U.11 depicts 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 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 unloading operations.
The PCR will be attended during LNG carrier unloading operations. Control from the PCR will be
limited to LNG carrier unloading 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-ofthe-art Distributed Control System (DCS) with 5 years of proven service in LNG applications.
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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.
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 and Vapor Return Blower control systems;
Interface with electrical substation and MCC controls;
Interface with Marine Monitoring system;
Interface with tank gauging and data acquisition system;
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Interface with LNG unloading and vapor return arms system;
Interface with SIS and HDMS;
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 subsystems:
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.
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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:
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
The Vapor Return Blowers will include an anti-surge control. This control will be via a PLC 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 will include a Burner Management System (BMS) to ensure safe
operation and control.
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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.
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
Ship unloading operations will be monitored and controlled from the PCR through local devices. The
PCR will be provided with a console to monitor the unloading of LNG and operation of the packaged
equipment controls installed on the platform.
During unloading operation the carrier personnel will communicate with Terminal Operators via
radio. In case of an emergency and/or abnormal operation, the carrier personnel can activate the ESD
push button in the 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
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be 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.
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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 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 any 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
1 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 24 VDC systems will be provided for all equipment as required. This system
will include dual battery chargers and 100 percent 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: 24 VDC (supplied by the Control System);

PCMS sub-systems: 120 VAC, 60 Hz;
Solenoid valves: 24 VDC; and
Alarms/annunciators: 24 VDC.
All system and I/O modules will be capable of operating at a minimum of 10 percent available
voltage and 5 percent available frequency.
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Separate 24 VDC 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.
Each power supply will be rated for expected duty including an additional 15 percent 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 the sendout 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 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.
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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 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 percent 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 MCRa high integrity system, UL approved for safety
integrated monitoring service, will be required;
Operator interfacevideo 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:
24 VDC
PCMS sub-systems:
120 VAC, 60 Hz
Solenoid valves:
24 VDC
Alarms/annunciators:
24 VDC
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-500-503 included in Appendix O.2 and are further described in
Section 13.11 of this Report.
In addition, redundant 24 VDC systems will be provided for all equipment as required. This system
will include dual battery chargers and 100 percent 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
120 VAC 10 percent, 60 Hz 3 percent, 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 percent 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. Natural gas sendout into the
pipeline may also be stopped by an ESD valve located in the natural gas sendout pipeline near the
Terminal battery limit.
ESD circuits will be provided for major equipment such as 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.
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.
The following two levels of ESD will be configured for the Terminal.
ESD-1: Shutdown of unloading operations and isolation of the pier. ESD-1-1 is a subset of ESD1 and activates the Emergency Release Couplings (ERCs) on each of the LNG unloading arms
and the vapor return arm. ESD-1 is referred to as interlock I-100 on the Terminal logic and P&ID
drawings included in Appendix U.4. ESD-1-1 is referred to as interlock I-101; and
ESD-2: Shutdown of LNG/NG sendout operations, including ESD-1. This action isolates the
Terminal from the natural gas sendout pipeline and from any carrier which may be berthed at the
unloading platform. ESD-2 is referred to as interlock I-200 on the Terminal logic and P&ID
drawings included in Appendix U.4.
The demarcation of the various ESD zones is depicted in the following diagram.
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FIGURE 13.10.5.1
Emergency Shutdown System Zones
13.10.5.2 ESD-1: LNG Transfer Operations

Activation of ESD-1 suspends unloading operations, isolates unloading arms and the vapor return arm
and isolates the Platform/Shore transfer line.
The following actions are performed on activation of ESD-1 for the pier:
ESD valves on unloading arms and vapor return arm are closed;
Process valves on pier piping with ESD function are closed;
LNG unloading pumps on the carrier trip, and the carriers manifold valves are closed (through
the ship/shore umbilical signal); and
Platform/Shore ESD isolation valves are closed.
ESD-1 is manually actuated by:
ESD push buttons located in the Platform Control Room and the Main Control Room;
ESD push buttons located near the LNG unloading and vapor return arms;
ESD push buttons located at the Platform/Shore interface; and
The carriers cargo officer.
ESD-1 is automatically operated on the following:
Actuation of the first stage over-reach alarm (apex or slew angle) on any of the unloading or
vapor return arms;
Activation of cross-zoned fire or spill detectors; and
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Activation of a cross-zoned gas detector HH limit alarm.
ESD-1 will completely shut down LNG unloading operations and vapor return and isolate the process
lines to/from the Platform.
13.10.5.3 ESD-1-1: Arm Breakaway

ESD-1-1 is a subset of ESD-1. Actuation of ESD-1-1 leads to the following actions:
Activation of the Emergency Release Couplings (ERC) on the unloading and vapor return arms;
and
Activation of ESD-1.
ESD-1-1 is manually actuated through:
ESD push buttons located in the Platform Control Room and the Main Control Room;
ESD push buttons located near the LNG unloading and vapor return arms; and
ESD push buttons located at the Platform/Shore interface.
ESD-1-1 is automatically operated on the following:
Activation of second stage overreach of apex or slew angle alarm on any of the unloading or
vapor return arms.
13.10.5.4 ESD-2: Balance of Terminal

ESD-2 shuts down process operations to minimize potential releases of hydrocarbons in an
emergency. Activation of ESD-2 automatically initiates ESD-1.
Actuation of ESD-2 leads to the following actions:
LNG storage tank in-tank LP Pumps trip;

The inlet and outlet valves to the LNG Storage Tanks close;
HP Pumps trip;
Vapor Return Blowers and BOG Compressors trip;
Valves close on LNG inlet and outlet to the BOG Condenser and the HP Pump Suction Drum area;
Valves close on LNG inlet to the first stage vaporizers; and
Sendout isolation valve closes.
ESD-2 action is initiated manually by activation of any single push button at the following locations:
Near the HP Pumps;

Near the Compressor Building;
First stage vaporizer area;
Main Control Room console; and
Platform Control Room console.
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ESD-2 is automatically operated on the following:
Activation of cross-zoned fire or spill detectors; and

Activation of a cross-zoned gas detector HH limit alarm.
13.10.5.5 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.
13.10.5.6 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 first stage 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 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.
13.10.5.7 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 is included in Appendix U.11.
The ESD system logic P&ID 07902-PI-000-006 is included in Appendix U.4.
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13.10.6.2 Cause and Effect Diagram

Cause and Effect Diagram 07902-DG-660-460 is included in Appendix U.4.
13.11
Electrical
13.11.1 Description of Electrical System

The following describes the Terminals electrical system. See single line diagrams 07902-DG-500501 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 Pacific Powers Warrenton Substation,
which is located approximately 1.7 miles from the Terminal. 115-kV power lines will be carried on
an overhead line from the respective substation to two 100 percent capacity dedicated onsite
115-kV/13.8-kV step-down transformers. The 115-kV feed will have a transmission capacity of
41.7 MVA.
13.11.1.2 Onsite Power Distribution System

The 115-kV/13.8-kV transformers will feed the 13.8-kV bus. The main 13.8-kV bus will be doubleended with bus XB-501A and bus XB-501B and a bus tie breaker.
Four 4,160V buses are supplied from the 13.8-kV bus. The 4,160V 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.
Each 4,160V bus powers two 480V buses. The 480V buses will consist of 480V switchgear
XB-521A, XB-521B, XB-521C and XB-521D, XB-521E, XB-521F, XB-521G and XB-521H, with
bus tie breakers between XB-521A-XB-521B and XB-521C-XB-521D and XB-521E-XB-521F and
XB-521G-XB-521H. A fifth 480V bus, XB-521J, is powered off 4,160V bus XB-511A or XB-511B
and provides power to the pier.
During normal operation, the 13.8-kV, 4,160V, 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 standby power generator 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;
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Control systems;
One instrument air compressor; and
Other necessary auxiliary systems.
The standby diesel powered generator (G-502) is connected to the 4,160V bus and will be used when
the normal power supply has failed. As stated above, G-502 is sized to power non-process loads, 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-500-503
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-500-502 in Appendix O.2, G-502 will also provide power to the
480V buses and to the Unloading Platform. 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 4,160V switchgear will be built to ANSI/IEEE C37.20.7 arc-resistant Type 2 design. Arcresistant design is also specified for the 4,160V 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
4,160V Motors
TEFC or TENV
480V Motors
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:
4,160V;
480V and 208Y/120V power and control;
24 VDC 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.
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 facility. A minimum of foot-candle of lighting will be provided throughout the
facility. 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.
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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.
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-500512 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 power
requirement is 29 MVA for the 1.5 Bscfd sendout case.
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.
TABLE 13.11.3.3
Transformer List
Tag No.
Voltage Service
Size (MVA)
Location
XF-501A
115 kV/13.8 kV
41.7
Switchyard
XF-501B
115 kV/13.8 kV
41.7
Switchyard
XF-511A
13.8 kV/4,160V
15
Power Distribution Center
XF-511B
13.8 kV/4,160V
15
XF-511C
13.8 kV/4,160V
15
XF-511D
13.8 kV/4,160V
15
XF-521A
4,160 V/480V
XF-521B
4,160 V/480V
XF-521C
4,160 V/480V
XF-521D
4,160V/480V
XF-521E
4,160V/480V
XF-521E
4,160V/480V
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TABLE 13.11.3.3
Transformer List
Tag No.
Voltage Service
Size (MVA)
Location
XF-521F
4,160V/480V
XF-521G
4,160V/480V
XF-521H
4,160V/480V
XF-521J
4,160V/480V
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-DG500-512 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-500-502 included in Appendix O.2 also illustrates the emergency
power distribution including the UPS systems and the Emergency Diesel Generator G-502.
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 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.
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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

At times when the ambient environmental conditions are such that the natural gas exiting the First
Stage Ambient Air Vaporizers is below the design sendout temperature of 40F, a portion of the gas
will be routed through Second Stage Vaporizers, E-304A/B/C. These vaporizers are shell-and-tube
heat exchangers which transfer heat from heat-transfer fluid flowing in the shell side to the cold
natural gas flowing in the tube side. The HTF returning from these heat exchangers is warmed in the
B-401A/B/C Fired Heaters. The Fired Heaters burn fuel gas at inlet conditions of approximately
50 psig and 40F.
There are two sources available at the Terminal for fuel gas for these fired heaters. Each is described
below.
13.12.1.1 BOG Fuel Gas System

Fuel gas for the Fired Heaters will be BOG from the LNG process system. This gas is collected in the
BOG header, and compressed to the required inlet fuel gas pressure in BOG Compressor C-204A/B/C
and warmed to the required temperature in Fuel Gas Heaters E-213A/B. Warmed fuel gas flows to
Fuel Gas Drum D-214 prior to entering the Fired Heater fuel gas manifold.
13.12.1.2 Fuel Gas System

When the amount of BOG generated at the Terminal (and available to be used as fuel gas) is
insufficient to meet the HTF heating demand, fuel gas for Fired Heaters B-401A/B/C may be
obtained from the Terminal sendout gas. When used as fired heater fuel gas, the sendout gas must
first be reduced in pressure and heated to compensate for the resulting gas temperature drop. The
pressure reduction is performed by one of the two pressure control valves PV-213A/B, which reduce
the sendout pressure to the nominal fuel gas system pressure. The reduced pressure sendout flow is
heated in one of the two Fuel Gas Heaters E-213A/B, after which it flows into Fuel Gas Drum D-214.
Flow from this drum can then be used for Fired Heater fuel gas.
Data sheet 07902-DS-200-213 is provided in Appendix M.3 for Fuel Gas Heaters E-213A/B.
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.
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13.12.2.2 Fuel Gas Operating Parameters

Process Flow Diagram 07902-PF-000-001 included in Appendix U.2 includes the Fuel Gas System.
Heat and Material Balance Drawings 07902-PF-000-011 included in Appendix U.3 illustrate the
operating pressures, temperatures and flows of fuel gas for the mode where the gas is produced via
the fuel gas system.
13.13
Spill Containment Systems
13.13.1 Description of Spill Containment Systems

The siting requirements of 49 CFR Part 193 Subpart B and NFPA 59A 2001 edition (which the
USDOT incorporated within 49 CFR Part 193 on April 9, 2004) are applicable to the Terminal.
The following siting requirements from 49 CFR Part 193 and NFPA 59A (2001) are applicable to
systems and equipment.
Three 160,000 m3 (net) full-containment LNG storage tanks49 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 four 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 36-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
Six in-tank LP LNG pumps (two per tank); six HP pumps; 150 First Stage Ambient Air Vaporizer
units; and three Second Stage Vaporizers. 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/C)

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/C) 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
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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 9 percent nickel steel open-top inner containment;
A pre-stressed concrete outer containment wall;
roof.
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.
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.
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13.13.1.2 LNG Spill Containment Basin (S-606).

The Terminal design includes one insulated concrete LNG Spill Containment Basin (S-606). The
flow of LNG spills into this containment basin is illustrated on the LNG Spill Containment Plot Plan
07902-DG-600-001 that is included in Appendix Q.2.
This basin is designed to contain a spill of LNG resulting from a guillotine failure of the 36-inch LNG
unloading pipeline flowing for a period of 10 minutes (see Line Numbers LNG-100-36-01SS-8CC
and LNG-200-36-01SS-8CC on the P&IDs in Appendix U.4). This is an unlikely occurrence, because
the LNG unloading line will be a fully welded design. The maximum LNG unloading rate is 14,000
cubic meters per hour; therefore, the basin volume is designed to contain a 10-minute spill equal to
2,333 cubic meters of LNG (equivalent to 82,400 cubic feet, or 616,400 gallons).
LNG spilled from the process area would also flow into this basin. The required spill volume for sizing
the sump is based on a 10-minute flow from a guillotine failure of the LNG Storage Tank In-tank LP
Pump discharge header (Line Numbers LNG-232-30-01SS-7.5CC and LNG-239-30-01SS-7.5CC on the
P&IDs in Appendix U.4) operating at full rated capacity. The full sendout capacity for the Terminal at
peak conditions is 1.5 Bscfd. Assuming a typical expansion of 600-to-1 for vaporized LNG, 1.5 Bscfd is
equivalent to about 2,950 m3/hour, which is substantially less than the unloading rate of 14,000 m3/hour.
Since the sump was sized based on a design basis 10-minute spill at the full unloading rate, it is much
larger than required for a guillotine break of the LP Pump Discharge Header.
The location of LNG Spill Containment Basin S-606 is illustrated on the Terminal plot plan 07902DG-000-001 included in Appendix U.1.
LNG spills would flow along insulated concrete troughs that will be located adjacent to and beneath
LNG transfer pipes leading to the LNG storage tanks, and adjacent to and beneath LNG piping
between the tanks and process area equipment. A splitter will be installed in the trough near the
LNG Spill Containment Basin (S-606) to prevent LNG from sloshing into the trough south of the
sump as it attempts to flow into the sump. This feature will prevent LNG spills from the unloading
line from spilling into the portion of the trough located south of the sump. Troughs are designed and
sized to minimize vapor formation during LNG spills. A 7-foot-tall, 75 percent obstruction vapor
fence will be placed along the unloading line trough to further reduce the downwind dispersion
distance of vapor formed during any LNG spill.
Pipe-rack section drawings 07902-DG-000-002-01 and 07902-DG-000-002-02 included in
Appendix U.6 illustrate the following information:
Dimensions of pipe-racks;
Locations and dimensions of LNG spill containment troughs and dimensions; and
Typical piping support systems.
The capacity of LNG Spill Containment Basin S-606 is summarized in the following table.
TABLE 13.13.1.2
LNG Spill Containment Basin S-606

Basin Dimensions
Containment Volume
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Length (ft)
Width (ft)
Depth (ft)
110
110
96,800 cubic feet (equivalent to 724,100 gallons)
The basin will be an insulated concrete design, which is further described in Section 13.21 of this
Resource Report 13. In accordance with the requirements of Section 2.2.2.8 of NFPA 59A (2001
edition), the insulation system used for the impounding surfaces will be, in the installed condition,
noncombustible and suitable for the intended service, considering the anticipated thermal and
mechanical stresses and loads.
Section drawings of the LNG Spill Containment Basin are illustrated on LNG Spill Containment
Cross-Section Drawing 07902-DG-600-002 included in Appendix U.7.
As required by Section 2.2.2.7 of NFPA 59A (2001 edition), the spill containment basin will include
a sub-basin to clear rain or other water from the impounding area. For the Oregon Terminal, water
generated by operation of the ambient air vaporizers (from condensation of ambient water vapor and
ice melt) will also flow initially into this sub-basin. In accordance with Section 5.2.2.10.2 of NFPA
59A (2006 edition) the water removal system will have the capacity to remove water at a minimum of
25 percent of the rate from a storm of a 10-year frequency and 1-hour duration. As illustrated in
document 07902-CA-900-301 that is included in Appendix C.6, this is equivalent to 0.9 inches per
hour for the area.
Per the requirement of Section 2.2.2.7 of NFPA 59A (2001 edition), sump pumps P-607A/B/C/D/E
will be installed to remove water from the spill containment basin. Utility Flow Diagram 07902-PF370-371 included in Appendix U.2 illustrates the design and continuous volumetric flows of water
removed from the spill containment basin, which is routed to an oily water separator and then
discharged to the bioswale area of the Terminal site.
The sump pumps will be fitted with an automatic cutoff device that prevents their operation when
exposed to LNG temperatures.
13.13.1.3 High Expansion Foam Systems

The LNG Spill Containment Basin will be fitted with a High Expansion Foam System, which is
described in Section 13.18 of this Report. P&ID 07902-PI-640-441, which is included in
Appendix U.4, illustrates the High Expansion Foam System that will be installed.
13.13.2 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 (2001 edition), 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 the Thermal Radiation and Vapor
Dispersion Report and drawings included in Appendix Q.1 of this Resource Report.
The following summarizes the bounding assumptions used in thermal radiation modeling and the
isopleths that have been calculated.
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Tank inside diameter (feet)
264
Tank height above grade (feet)
151
S-606 basin dimensions
110 feet long by 110 feet wide
Ambient Temperature (F)
37
Relative Humidity (%)
58.2
Wind speed (mph)
0-16
Weather data used in thermal radiation and flammable vapor exclusion calculations for the Terminal
are from published data from the Astoria Clatsop County Airport, COOP ID 350328. The data set
used for these calculations included hourly-collected data from a period beginning December 31,
2000 and ending December 31, 2005.
In accordance with 49 CFR Part 193.2057, these calculations use values for wind speed, ambient
temperature and relative humidity that produce the maximum exclusion distances, except for those
values that occur less than 5 percent of the time based on recorded data for the area.
Based on this set of input data, the thermal radiation exclusion zone distances listed below were
calculated:
TABLE 13.13.2
Thermal Radiation Exclusion Zone Radii
10,000 Btu/hr/ft2
LNG Tanks
T-201A/B/C (ft)

Basin S-606 (ft)
361
268
3,000 Btu/hr/ft
728
392
1,600 Btu/hr/ft
941
496
Note: All distances are presented as radii measured from the center point
of the specified location.
Drawing 07902-DG-000-005 included in Appendix Q.2 to this Resource Report 13 depicts the
isopleths in relation to the property boundaries.
13.13.3 Flammable Vapor Exclusion Zones

13.13.3.1 Exclusion Zone for Spill Containment Basin S-606
In accordance with the requirements of Sections 2.2.3.3 and 2.2.3.4 of NFPA 59A and 49 CFR Part
193.2059, 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 LNG vapor. These distances have been calculated for the design
spill into LNG Spill Containment Basin S-606, using the design spill defined in accordance with
Section 2.2.3.5 of NFPA 59A (2001 edition).
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The DEGADIS Dense Gas Dispersion Model has been used to compute dispersion distances. The
calculation and resulting flammable vapor exclusion zones for the Terminal are detailed in Appendix
Q.1 of this Resource Report 13. The following summarizes the assumptions used in flammable vapor
exclusion modeling and the resulting distances.
Wind Speed (mph):
4.5
Atmospheric Stability Class:
Category F
Relative Humidity (%):
50
Ambient Temperature (F):
51.5
Surface Roughness Factor (m):
0.03
Basin Lining:
Insulating Polymer Concrete
Basin Floor/Wall Temperature (F):
51.5
Weather data from the Astoria Airport from 2001-2005 were used to calculate the above temperature.
In accordance with 49 CFR Part 193.2059, the average ambient temperature is used.
Based on this set of input data, the flammable vapor exclusion zone distances listed below were
calculated:
TABLE 13.13.3
Flammable Vapor Exclusion Zones for LNG Spill Containment Basin

LNG Spill Containment Basin
S-606 (ft)
Lower Flammability Limit (5%)
170
50% of LFL (2.5%)
350
Note: All distances are presented as radii measured from the center point
of the specified location
Drawing 07902-DG-000-006 included in Appendix Q.2 of this Resource Report 13 depicts the
flammable vapor exclusion distances in relation to the property boundaries.
13.13.3.2 Vapor Dispersion for Spills in Troughs

Troughs located beneath or alongside equipment that normally contains LNG will channel any LNG
spills to an LNG spill containment basin. The troughs and the spill containment basin contain design
features to minimize LNG vapor evolution.
Vapor dispersion from LNG troughs has been calculated and the results are detailed in Appendix 11A
to Resource Report 11.
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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 presence of fire and LNG and flammable gas leak hazards, and by activating necessary systems
to control these hazards. Hazard Detection and Mitigation Philosophy document 07902-TS-600-500
is included in Appendix C.4 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 LNG spills, fires or flammable gas leaks. 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 self-supervising to alert operating personnel of fault conditions.
The main HDMS control panel and operator interface will be located in the MCR. A secondary
control panel will be provided in the PCR for control of systems on the pier. 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;
A 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 the MCR, PCR and other buildings as required; and
Hard-wired switches located in the MCR and PCR.
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The HDMS will interface with the following systems:
DCSredundant Ethernet or serial links;

ESD Systemhardwired from the main control panel;
SIShardwired from the main control panel;
Public Address/General Announcement (PA/GA) systemhardwired; and
Call out capability to the designated local fire department.
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.
Operating personnel will be able to initiate appropriate fire fighting and/or shutdown actions via hardwired 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 07902DG-660-460 included in Appendix U.4.
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.
TABLE 13.14.2
Hazard Detection Equipment Data Sheets

Document Number
Description
07902-DS-600-611-01
Heat DetectorIndoor
07902-DS-600-611-02
Heat DetectorOutdoor
07902-DS-600-612-01
Smoke Detector
07902-DS-600-613
Low Temperature Detector
07902-DS-600-614-01
Combustible Gas Detector
07902-DS-600-614-02
Combustible Gas Detector
07902-DS-600-614-03
Duct Mounted Combustible Gas Detector
07902-DS-600-615-01
Flame DetectorIndoor
07902-DS-600-615-02
Flame DetectorOutdoor
07902-DS-600-616
High Temperature 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.
TABLE 13.14.4.1

Drawing Number
Description
07902-DG-610-410
Hazard Detector Layout OverviewPier
07902-DG-610-420
Hazard Detector Layout OverviewOnshore Facilities
07902-DG-620-431
07902-DG-620-432-01
07902-DG-620-432-02
07902-DG-620-433
07902-DG-620-434
07902-DG-620-435
07902-DG-620-436
07902-DG-620-437
07902-DG-620-438
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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.
TABLE 13.14.4.2
Building Hazard Detector Layout Plans

Drawing Number
Description
07902-DG-680-801
Platform Control Room Building Hazard Detectors
07902-DG-680-802
Main Control Room Building Hazard Detectors
07902-DG-680-803
Security Building Hazard Detectors
07902-DG-680-804
Administration Building Hazard Detectors
07902-DG-680-805
Maintenance Building/Warehouse 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 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 offsite emergency organizations in providing emergency response
services to the Terminal.
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.
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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 offsite personnel or property?

This criterion determines whether the emergency is a Terminal Site Emergency or a General
Emergency.
13.15.1.1 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 spills that are contained within the LNG spill containment system and do not result in fire;
LNG 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 departureunexpected 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.
13.15.1.2 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 in a
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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 spills that are not contained by the LNG spill containment system and do not result in fire;
LNG 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 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 pipeline or
natural gas pipeline; and
An act of sabotage that may result in structural failure of an LNG storage tank or rupture of an
LNG tank or major LNG pipeline or natural gas pipeline.
An Uncontrollable Emergency is then further classified as a Terminal Site Emergency or a General

Emergency.
13.15.1.3 Uncontrollable EmergencyTerminal Site Emergency

This is an Uncontrollable Emergency that threatens Terminal personnel or equipment with exposure
to natural gas (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.
At the instruction of the Terminal Emergency Director, emergency help will be requested by the
Public Information Contact from offsite emergency organizations during a Terminal Site Emergency.
13.15.1.4 Uncontrollable EmergencyGeneral Emergency

This is an Uncontrollable Emergency that threatens the public with exposure to natural gas (liquid,
cold vapor, or gaseous state) or involves a fire or explosion of a magnitude that affects persons or
property offsite. At the instruction of the Terminal Emergency Director, emergency help will be
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requested by the Public Information Contact from offsite 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
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
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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 offsite 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
Public Information
Contact
Emergency Response
Team Leader
Security Shift
Supervisor
Emergency Response
Team
Security Force
Assembly Leaders
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13.15.2.1 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 onsite groups (Terminal
employees dealing with the emergency) as well as offsite groups (media and offsite 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 offsite emergency organizations and, if acting as the Public
Information Contact, requesting offsite assistance for emergency response;
Determining which resources are required to respond to an emergency and directing the call-in of
additional Terminal employees;
Directing onsite evacuation and providing recommendations for offsite 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.
13.15.2.2 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
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outlets and 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 offsite emergency organizations to request emergency support during an emergency

condition as directed by the Terminal Emergency Director;
Providing offsite 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.
13.15.2.3 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 onsite Emergency Response Team and will
report to the Terminal Emergency Director. Generally, the Emergency Response Team Leader will
direct the Operations Team and offsite 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 offsite resources that may be needed in an emergency; and
Providing the Terminal Emergency Director with the current information about the emergency
situation.
13.15.2.4 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;
Selected contractor personnel as requested by the Emergency Response Team Leader; and
Selected offsite emergency personnel as requested by Emergency Response Team Leader.
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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 offsite 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 offsite rescue squads as needed. The Terminal employees will perform this
function until offsite rescue squad personnel arrive. As offsite 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 offsite 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 offsite emergency personnel as required.
13.15.2.5 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.
13.15.2.6 Security Force

The specific duties of Security Force Personnel include the following tasks:
Securing and maintaining the Terminal perimeter;
Controlling access to the Terminal;
Ensuring that Terminal access roads are clear for use by emergency vehicles and essential
personnel;
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Coordinating and directing offsite emergency response teams to staging areas as directed by the
Emergency Response Team Leader;
Assisting with onsite 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.
13.15.2.7 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.4 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
(Purple-K) 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.
Fixed dry chemical systems are provided on the unloading platform, the Compressor Building, HP
Pump Enclosure and the LNG storage tank pressure safety valve tail pipes.
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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 or LNG processing equipment should be protected with a
total flooding system due to the risk of a three-dimensional fire, including the tail pipes of LNG
storage tank relief valves. These systems will be automatically activated by the HDMS using heat
and/or flame detectors;
Areas where LNG spills may collect should be provided with a local application system that is
either automatically or manually operated, or portable extinguishers. The choice selected depends
on the results of a hazards evaluation that considers the size of the hazard, ignition sources
available, time required for response and other factors; and
Open areas where natural gas or LNG leaks, sprays, or ruptures may occur should be equipped
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, Terminal personnel or equipment, manual
systems (either hose lines or portable extinguishers) may be used. However, each area should be
individually examined in a hazards evaluation.
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 available throughout areas where LNG or natural gas
process piping exists for fast response to small fires.
Dry chemical system sizing is described in the hazard detection and mitigation philosophy (07902TS-600-500) included in Appendix C.4 to this Resource Report.
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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.
TABLE 13.16.4.1
Dry Chemical Equipment Systems Location Plans

Drawing Number
Description
07902-DG-610-440
Fire Protection OverviewPier
07902-DG-610-442
Fire Extinguisher LayoutPier
07902-DG-620-450
Fire Protection OverviewOnshore Areas
07902-DG-620-452
Fire Extinguisher LayoutOnshore 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.
TABLE 13.16.4.2
Dry Chemical Equipment Coverage Plans

Drawing Number
Description
07902-DG-610-444
Fixed Dry Chemical CoveragePier
07902-DG-620-454
Fixed Dry Chemical and High Expansion Foam CoverageOnshore Areas
13.16.4.3 Dry Chemical System P&IDs

The following P&IDs for the dry chemical systems are included in Appendix U.4.
TABLE 13.16.4.3
Dry Chemical System P&IDs

Drawing Number
Description
07902-PI-620-421
Dry Chemical SystemUnloading Platform
07902-PI-620-422
Dry Chemical SystemCompressor Building
07902-PI-620-423
Dry Chemical SystemHP 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, fresh water 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 2 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-2001/2006. The Fire Water Tank will
be supplied with water from the city water main.
In addition, there will be an LNG storage tank deluge system to protect LNG storage tanks that are
exposed to the heat from a fire involving an adjacent LNG storage tank. The deluge system will be
fed from dedicated pumps taking suction from the Skipanon River.
The main fire water pumps will consist of two x 100 percent jockey pumps and two x 100 percent fire
pumps: one motor driven and the other diesel driven. The deluge system will use four x 33 percent
fire pumps that will all be diesel driven.
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-2001/2006. 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 2,000 gpm of water at a residual
pressure of 100 psig, plus 1,000 gpm for hose streams for a total of 3,000 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/C 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 tanks. Coverage is provided for the surfaces of
the adjacent tanks that may be exposed to radiant heat fluxes in excess of 9,500 Btu/(hr-ft2), which is
based on the concretes ability to withstand this heat flux. As demonstrated in the Firewater System
and Equipment Sizing Calculation 07902-CA-600-401 included in Appendix P.2 the deluge system
requires a flow of up to 20,000 gpm for the limiting case where the middle tank (T-201B) is burning
and deluge water is provided to the two adjacent tanks.
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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 360,000 gallons to handle the maximum
credible fire event for 2 hours. The make-up water will be from the city water supply.
Data sheet 07902-DS-600-601 for the Fire Water Tank is included in Appendix M.3.
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 fire water system will normally be pressurized to above 100 psig by operation of one of the two
100 percent capacity Jockey Pumps (P-604A/B). The Electric Fire Pump (P-602) and Diesel Fire
Pump (P-603) are arranged for automatic, sequential start upon a decrease in the fire water system
pressure. Upon a drop in system pressure, the first fire pump to operate will be the Electric Fire
Pump. If this fire pump fails to start, or if the header pressure continues to fall, the Diesel Fire Pump
will automatically start. Design flow for each pump is 3,000 gpm. The design flow for the jockey
pumps is 250 gpm, which enables fire water usage of up to 250 gpm flow without requiring start of
the large fire water pumps.
The following data sheets are provided in Appendix M.3 for these components:
07902-DS-600-602 for the Electric Fire Water Pump;

07902-DS-600-603 for the Diesel Fire Water Pump; and
07902-DS-600-604 for the Fire Water Jockey Pumps.
Deluge Fire Pumps

Deluge Fire Pumps P-605A/B/C/D will be installed in the Deluge Pump House (A-861) located on
the western boundary of the Terminal. The pumps will be vertically mounted centrifugal pumps and
will take suction from the Skipanon River. 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 6,750 gpm) per pump. All
Deluge Fire Pumps will be diesel-driven. These pumps are designed per NFPA 20. Starting controls
are based on LNG tank containment fire.
The Deluge Fire Pumps 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 foot per second or less under design flow conditions.
Data sheet 07902-DS-600-605 for the Deluge Fire Pumps is included in Appendix M.3.
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Fire Water Piping
A looped, underground fire water distribution network will extend throughout all areas of the
Terminal in accordance with NFPA 24. The layout of the system will provide a supply to each area
from a minimum of two directions, except for the pier, which will be supplied by a single fire water
line. Isolation gate valves (Post Indicating Valves) will be used to isolate sections of piping in the
event of failures and will retain the ability to supply fire water to each designated area. The
distribution system is sized to deliver the design fire water demand to the hydraulically most remote
location in the network at a minimum residual (flowing) pressure of 100 psig. Aboveground piping
will deliver fire water to the pier and unloading platform area via a pipe rack.
Post Indicator Valves (PIVs) will be resilient type gate valves. Butterfly valves will not be used.
These valves will be locked open so as not to require electrical supervision. A PIV will be located at
each branch connection and downstream of each branch connection at a minimum per 33 CFR
127.607.
For the pier, the fire main system will 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-inch or
greater hose of length no greater than 100 feet) or from a fire monitor in accordance with 33 CFR
127.607. The hose will be connected to the hydrant or standpipe and will be on a reel or hose rack.
The nozzle will be a USCG-approved combination solid stream and water spray nozzle.
Hydrants
Fire hydrants will be located throughout the Terminal area (process area, pier and unloading platform
areas) in accordance with NFPA 24 and the OCIMF guidelines. Hydrants will be spaced at not more
than 150 feet in Terminal process areas and dock areas and not more than 300 feet along the trestle
and Terminal roads.
Three types of fire hydrants will be provided:
Two-way fire hydrants with 2-inch hose connections;
Three-way fire hydrants (with one 3-inch pumper connection and two 2-inch hose
connections); and
Three-way monitor mounted fire hydrants with two 2-inch hose connections.
Hydrants located along the pier and roadways will be two-way type.
Hydrants located in the LNG unloading area, LNG tank storage area and LNG process area will be
two-way or three-way monitor mounted types.
Monitors
Fire water monitors will be located as needed to provide cooling, vapor dispersion and exposure
protection.
Berthing area monitors will be tower elevated brass monitors, will be remotely controlled with either
electrical or electro-hydraulic operation, and will be suitable for hazardous locations. Each monitor
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will be equipped with a fog/straight stream nozzle. Monitor remote controls will be located at least 50
feet from anticipated fire locations.
The area near the LNG Spill Containment Basin will be equipped with one monitor as needed to cool
the pipe rack in the event of a fire in the basin. Monitors will be equipped with a combination fog/
straight stream brass nozzle.
The number of monitors is minimized since the use of monitors can inadvertently add significant
amounts of water to the LNG containment system increasing the evolution of vapor and/or fire
intensity (if ignited). A spill in the process area will drain away from the process area to the LNG
containment basin, minimizing exposure to process equipment. If a spill does ignite in the process
area, activation of the ESD will isolate the spill and, with the draining of the spill away from the area,
the fire exposure in the area will be mitigated. For this reason, hose reels will be used to respond to
any lingering fires and will be strategically located for vapor cloud control in the event that the spill
does not ignite.
Hose Reels and Hose Houses
Outside hose houses with fire hose carts, nozzles, hydrant wrenches, spanners and other necessary
equipment will be provided and located around the Terminal in accordance with NFPA 24. Hose
houses at hydrants will have hoses pre-connected to the hydrant.
13.17.1.3 Sprinkler and Water Spray Systems

Automatic Sprinklers
Automatic (either wet pipe or dry pipe) sprinkler systems will be provided in non-process areas in
accordance with NFPA 13 and local building codes. Systems are hydraulically designed for the
occupancy classification of the application.
LNG Tank Water Deluge System
The Tank Water Deluge System will consist of 360 circumferential spray ring headers for the roof of
each tank, and circumferential spray ring headers for the tank side walls. For the middle tank
(T-201B), the side wall spray ring header will extend 360 around its circumference to provide
protection in the event of a fire in either of the adjacent tanks. For the end tanks (T-201A and
T-201C), the side wall spray ring headers extend 270 around each tank since the side of each tank
away from the middle tank does not need deluge flow.
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 is 0.1 gpm/ft2 on the exposed tank surface areas to ensure complete
wetting of the surfaces. 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 Fire Pumps through
deluge valves and will operate normally dry from these valves to the tank distribution rings.
13.17.1.4 Water Supply for High Expansion Foam

The fire main system will supply water to the high expansion foam system located at LNG Spill
Containment Basin S-606. The fire main is sized to meet the demands of the high expansion foam
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system, but the peak flow demand for the foam systems will not be used to determine the fire main
system maximum demand, since the foam system will operate intermittently 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, size, 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.
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.
TABLE 13.17.3.2-1
Fire Water Equipment Location Drawings

Drawing Number
Description
07902-DG-610-440
Fire Protection OverviewPier
07902-DG-610-441-01
Fire Hydrant, Fire Monitor and Hose Reel LayoutPier
07902-DG-610-442
Fire Extinguisher LayoutPier
07902-DG-610-444
Dry Chemical CoveragePier
07902-DG-620-450
Fire Protection OverviewOnshore
07902-DG-620-451-01
Fire Hydrant, Fire Monitor and Hose Reel LayoutOnshore
07902-DG-620-452
Fire Extinguisher LayoutOnshore Areas
07902-DG-620-453
Automatic Sprinkler CoverageOnshore Areas
07902-DG-620-455
Water Deluge CoverageOnshore Areas
The following P&IDs for the fire water systems are included in Appendix U.4.
TABLE 13.17.3.2-2
Fire Water P&IDs

Drawing Number
Description
07902-PI-600-401
Fire Water System
07902-PI-600-402
Fire Water System Distribution
07902-PI-600-403
Deluge Fire Pumps
07902-PI-600-404
LNG Tanks Fire Water Deluge System
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13.17.3.3 Fire Water Coverage Plans

The following equipment location and coverage drawings are included in Appendix U.9.
TABLE 13.17.3.3
Fire Water Coverage Plans

Drawing Number
Description
07902-DG-610-441-02
Fire Hydrant CoveragePier
07902-DG-610-441-03
Fire Monitor CoveragePier
07902-DG-620-451-02
Fire Hydrant CoverageOnshore Areas
07902-DG-620-451-03
Fire Monitor CoverageOnshore Areas
13.18
High Expansion Foam System
13.18.1 Description of Foam System and Equipment

A high expansion foam system will be provided for LNG Spill Containment Basin S-606.
High expansion 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.
The 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 basin. The foam concentrate has
an expansion ratio of at least 500:1. The system will be activated manually by Terminal Operators as
required. The foam generator is 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 system provides for coverage of at least 1 foot blanket depth over the entire basin area
within 30 seconds of system actuation, and coverage of at least 5 feet blanket depth within 1 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 high expansion (Hi-Ex) foam system is designed in accordance with NFPA 11 and will be UL
listed or FM approved. System capacity is based on an initial foam discharge rate of 6 cubic feet per
minute per square foot of surface area (cfm/ft2) and on maintaining a blanket coverage depth of 5 feet.
The discharge rate and foam depth are based on LNG spill testing where the test application rate of 6
cfm/ft2 resulted in total foam coverage within 30 seconds of system actuation. The 5-foot coverage
depth was selected to provide margin over testing that showed that 3-foot coverage depth was
sufficient to significantly reduce downwind gas concentrations. The 5-foot coverage depth provides
additional conservatism since LNG Spill Containment Basin S-606 will be insulated, resulting in
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lower LNG boiloff rates, which in turn provides 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, California, May 5
to 7, 1975, pp. T-121 to T-136.)
System capacity to maintain a 5-foot depth of foam for 24 hours has been conservatively selected to
provide sufficient time to disperse the LNG vapors in a controlled and safe manner. This capacity also
provides a margin of safety to account for wind-driven or rain-driven foam depth loss.
Potassium bicarbonate dry chemical agents may be used as well as 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.4 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 LNG Spill Containment Basin and its
area of coverage is 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 LNG Spill Containment Basin is
illustrated in drawing 07902-PI-640-441, which is included in Appendix U.4.
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.
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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:
Perimeter security;
Access points into the Terminal;
Restrictions and prohibitions applied at the access points;
Identification systems; and
Screening procedures.
A 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:
13.19.1.1 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.
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13.19.1.2 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;
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.
13.19.1.3 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.
13.19.1.4 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.
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13.19.3 Cameras
A 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 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 following design
fluid velocities at maximum design steady-state velocities:
Low Pressure LNG: 10 ft/sec;

High Pressure LNG: 15 ft/sec;
LNG Unloading Lines: 25 ft/sec;
LNG Vapor: 75 ft/sec; and
Heat Transfer Fluid: 10 ft/sec.
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.
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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 deinventorying.
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.
Due to the seismic nature of the site, special features shall be incorporated into the piping design to
accommodate movement of the tanksup to 30 inchesin 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 inches) 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 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, Cold

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.
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Cold 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:
LNG or BOG at cryogenic temperatures as low as -270F. 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;
Boiloff gas at temperatures as low as -150F. 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; and
Fluids in general with temperatures as low as 32F which operate below ambient temperatures.
For these fluids, the insulation is designed to minimize condensation or freezing of atmospheric
moisture onto the insulation outside surface.
This specification includes insulation for both indoor and outdoor applications.
13.20.4 Piping Insulation, Hot

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. The insulation
specification for hot piping and equipment will be developed during the final design of the facility.
13.20.5 Pipe Racks

The locations of major pipe racks at the Terminal are illustrated on plot plan 07902-DG-000-001
included in Appendix U.1.
Pipe rack sections are illustrated on drawings 07902-DG-000-002-01 and 07902-DG-000-002-02
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.
13.20.6 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.
13.20.7 Piping Insulation Tabular Summary

The following table is a summary of the insulation type and thickness requirements for nominal pipe
sizes that will be used in process piping at the Terminal. These are also included in the Insulation
Specification 07902-TS-000-105 that is included in Appendix T.2.
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TABLE 13.20.7
Pipe Insulation Tabular Summary

Insulation Thickness
(Inches)
Insulation Thickness
(Inches
Nominal Pipe
Size (inches)
Class CC
Class CP
Nominal Pipe
Size (inches)
Class CC
Class CP
0.5
16
1.5
0.75
3.5
18
1.5
3.5
20
7.5
1.5
22
7.5
24
7.5
2.5
26
7.5
1.5
28
7.5
1.5
30
7.5
5.5
1.5
32
5.5
1.5
36
1.5
40
10
6.5
1.5
44
12
6.5
1.5
48
14
1.5
Key:
CC = Cold conservation (Aluminum jacketed cellular glass).
CP = Condensate control below ambient through -40F.
13.20.8 Piping Arrangement Drawings

The following drawings that are included in Appendix U.5 illustrate the plan and elevations of major
process equipment that will be installed at the Terminal:
TABLE 13.20.8
Major Process Equipment Area Layout Drawings

Drawing Number
Description
07902-DG-110-101
Marine Unloading Platform Piping Arrangement Plan View
07902-DG-111-102
Marine Unloading Piping Arrangement Elevation View B-B
07902-DG-111-103
Marine Unloading Piping Arrangement Elevation View C-C
07902-DG-210-120
BOG Compressor Area Piping Arrangement Plan View
07902-DG-211-121
BOG Compressor Area Piping Arrangement Section View A-A
07902-DG-211-122
BOG Compressor Area Piping Arrangement Section View B-B
07902-DG-310-123
HP Pump Area Piping Arrangement Plan View
07902-DG-311-124
HP Pump Area Section View A-A
07902-DG-310-125
Vaporizer Area Piping Arrangement Plan View
07902-DG-311-126
Vaporizer Area Piping Arrangement Elevation View A-A
07902-DG-310-127
Second Stage Vaporizers Piping Arrangement Plan View
07902-DG-311-128
Second Stage Vaporizers Piping Arrangement Section View A-A
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13.21
Foundations and Supports
13.21.1 Description of Foundations and Supports

13.21.1.1 Foundations
Building Foundations
Appendix J.1 includes the Geotechnical Investigation Report, which discusses the site conditions,
geotechnical analyses, and preliminary foundation design and construction recommendations.
Specifications included in Appendix T.3 through T.8 contain specifications for 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-200251, included in Appendix L.2). Deep foundations are required to provide uplift capacity for the
overturning load from 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.
This 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 Basin (S-606) is described in Section 13.13.1.2 of this Report, and is
illustrated on the plot plan 07902-DG-000-001 that is included in Appendix U.1.
The sidewalls of the basin will consist of reinforced concrete in order to provide separation between
the LNG and the adjacent ground and groundwater. A conceptual design of the basin 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,
tsunamis, 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 a 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
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Geotechnical Investigation Report (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-inchdiameter 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 210 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. 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 Geotechnical
Investigation Report 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
In addition to the above structures, pads and foundations will be provided for other structures and
equipment, including:
First stage vaporizer area (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-000-200 included in Appendix U.7);
Auxiliary heating area, second stage vaporizer area, and fuel gas area (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 included
in Appendix U.7);
Compressor Building (Foundation Type C, concrete mat foundation, spread footing, and integral
slab and gradebeam system will be constructed on the piles to support the building shell and
equipment, see Drawing 07902-DG-000-201 included in Appendix U.7);
Gas Makeup Vaporizer (Foundation Type C, concrete mat foundation, spread footing, and
integral slab and gradebeam system will be constructed on the piles to support the building shell
and equipment, see Drawing 07902-DG-000-201 included in Appendix U.7);
HP Pump 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-DG000-201 included in Appendix U.7);
Emergency Diesel Generator Building (Foundation Type C, concrete mat foundation, spread
footing, and integral slab and gradebeam system will be constructed on the piles to support the
building shell and equipment, see Drawing 07902-DG-000-201 included in Appendix U.7);
Fire pump houses and fire water storage tank (Foundation Type C, concrete mat foundation,
spread footing, and integral slab and gradebeam system will be constructed on the piles to support
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the building shell and equipment, see Drawing 07902-DG-000-201 included in Appendix U.7);
and
Drums (BOG and HP Pump) and BOG condenser (Foundation Type C, concrete mat foundation,
spread footing, and integral slab and gradebeam system will be constructed on the piles to support
the building shell and equipment, see Drawing 07902-DG-000-201 included 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 typically be pile supported as outlined in the
Geotechnical Investigation Report 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 total static settlements to
less than 1 inch, the piles will be between 120 to 170 feet long.
Ancillary structures at the Project site include structural steel buildings, pipe rack structures, and
other miscellaneous ancillary structures. Ancillary structures supported by Foundation Type C
include the main control room, utility building, security building, administration building, and
maintenance building (see Drawing 07902-DG-000-201 included 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 included in Appendix U.7). The transformer slabs and switchgear house
will be supported by Foundation Type C. 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 total static settlements to less
than 1 inch, the piles will be between 120 to 170 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.
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.
13.22.1.1 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.
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The PCR will be attended during LNG carrier unloading operations and will contain all controls
necessary for controlling and monitoring unloading 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.
13.22.1.2 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.
13.22.1.3 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.
13.22.1.4 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.
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.
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13.22.1.5 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.
13.22.1.6 Compressor Building (A-820)

The Compressor 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-800-820-01 and 07902-DG-800-820-02
The building will house the BOG Compressors and Vapor Return Blowers. The building will be a
two-story design with the BOG Compressors and Vapor Return Blowers 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 and Vapor Return Blowers 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.
13.22.1.7 HP Pump Structure (A-830)

The HP Pump Structure 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
The HP Pump Structure supports the HP Pumps and associated electrical and mechanical equipment,
and a 15 ton bridge crane used for pump maintenance.
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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.
13.22.1.8 Auxiliary Buildings (A-840)

The Auxiliary 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
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.
13.22.1.9 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.
13.22.1.10 Fire Pump House (A-860)

The Fire 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.
Located adjacent to the fire water storage tank, the building will be constructed of ribbed surface,
non-load bearing metal panels with a roof parapet constructed from smooth metal panels.
13.22.1.11 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 and the building layout is illustrated on drawing 07902-DG-800-861 included in Appendix U.10.
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.
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The building will be constructed of ribbed surface, non-load bearing metal panels with a roof parapet
constructed from smooth metal panels.
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

Dimensions (ft - in)
Building
Number
Building Description
Length
Width
Wall Height
A-801
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
Compressor Building
128 - 0
63 - 0
30 - 0
A-830
HP Pump Structure
118 - 0
30 - 0
46 - 0
A-840
Auxiliary Building
200 - 0
100 - 0
30 - 0
A-850
Emergency Diesel Building
43 - 0
23 - 0
36 - 8
A-851
160 -0
110 -0
15 -0
A-852
Switchgear House
40 -0
20 - 0
13 - 0
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.
TABLE 13.22.3.1
List of Buildings Drawings

Document Number
Description
07902-DG-800-801
07902-DG-800-802
Main Control Room
07902-DG-800-803
Security Building
07902-DG-800-804
Administration Building
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TABLE 13.22.3.1
List of Buildings Drawings

Document Number
Description
07902-DG-800-805-01
07902-DG-800-805-02
07902-DG-800-820-01
Compressor Building
07902-DG-800-820-02
Compressor Building
07902-DG-800-830-01
HP Pump Structure
07902-DG-800-830-02
HP Pump Structure
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.
TABLE 13.23.1.1
Process Flow Diagrams

Drawing Number
Description
07902-PF-000-001-1
Process Flow DiagramLNG Carrier Unloading
07902-PF-000-001-2
Process Flow DiagramNo LNG Carrier Unloading
07902-PF-400-201
Heat Transfer Fluid 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
07902-PF-940-341
Instrument/Service Air System
07902-PF-960-361
Nitrogen System
07902-PF-970-371
Storm Water and Condensate System
13.23.1.2 Heat and Material Balance (H&MB) Diagrams

Process simulations have been performed for the following operating modes:
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TABLE 13.23.1.2
Process Simulation Cases

Drawing Number
Design
Case
Operating Mode
07902-PF-000-011-01
Case 1
Zero Sendout Rate without Carrier Unloading
07902-PF-000-011-02
Case 2
Minimum Sendout Rate with Carrier Unloading
07902-PF-000-011-03
Case 3
Minimum Sendout Rate without Carrier Unloading
07902-PF-000-011-04
Case 4
Peak Sendout with Carrier Unloading
07902-PF-000-011-05
Case 5
Peak Sendout without Carrier Unloading
H&MBs for each of the process simulation results are provided in Appendix U.3.
13.24
Piping and Instrument Diagrams
P&IDs are included in Appendix U.4. A Process Hazards Assessment (PHA) has been performed on
the process design and the findings and recommendations are contained in Appendix G.1. Marked up
P&IDs illustrating the nodes that were evaluated during the PHA are included in Appendix G.2.
Appendix G.3 contains the action plan associated with the PHA recommendations.
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 and 07902-PI-000-004 included in
Appendix U.4 describe the instrumentation legends and symbols that are used within the P&IDs.
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Resource Report 13Engineering and

Docket Number CP09-_-000

List of Acronyms and Abbreviations ...........................................................................................13-xv

Facility Description ............................................................................................................13-1

FERC NGA Section 3a Application