presented by Roger D. Leick ExxonMobil Development Company ...

© Gastech 2005

Adriatic LNG Terminal

presented by Roger D. Leick

ExxonMobil Development Company 17001 Northchase Drive Houston, Texas 77060

March 15, 2005

© Gastech 2005 Leick 2

Adriatic LNG Terminal 1.0 Executive Summary An offshore liquefied natural gas (LNG) storage and re-gasification terminal is under development by Affiliates of ExxonMobil (EM), Qatar Petroleum (QP), and Edison for installation in the Northern Adriatic about 17 kilometers east of Porto Levante, Italy. The terminal will be designed to deliver an annual average of 8.0 billion standard cubic meters of gas. Gas will be delivered to shore via a 30" pipeline where it will be tied into the Italian gas grid. A three-dimensional computer rendering of the Adriatic LNG Terminal (ALT) is shown in Figure 1.0. Eighty percent (80%) of the terminal capacity is reserved for supply of LNG into Italy from Qatar’s North Field. Ras Laffan Liquefied Natural Gas Company Ltd. (II), (RasGas), a joint venture between Qatar Petroleum and ExxonMobil, will supply the LNG from its facilities under a 25-year Sales and Purchase Agreement (SPA). The remaining twenty percent (20%) of terminal capacity is available for third party supplies. Start-up of the terminal is targeted for year-end 2007. The ALT Terminal will establish a number of industry "firsts" including:

• First offshore LNG import terminal • First concrete "gravity based structure" (GBS) used for an LNG terminal • First application of specially adapted LNG offloading arms designed to improve operability in more exposed

metocean conditions • First application of EM's proprietary Modular LNG storage tank technology

Figure 1.0 – ALT Terminal

2.0 Overall Project Description The Adriatic LNG Terminal (ALT) will be a unique facility utilizing innovative technology to lower investment and operating costs. The terminal will be a very large gravity based structure (GBS) resting on the seabed at 29 meters mean sea level. The structure will be 180 meters long by 88 meters wide (roughly two American football fields in length and nearly one across), with a height of about 47 meters. Approximately 90,000 cubic meters of concrete will be required to build the GBS. The GBS will contain two LNG storage tanks with a total working capacity of 250,000 cubic meters, approximately twice the capacity of a conventional LNG carrier. ExxonMobil's Modular LNG (MLNG) tank technology is being used to ensure the terminal meets all performance and safety standards at the lowest possible cost.


Berthing facilities will accommodate LNG carriers ranging in size from 65,000 to 152,000 m3. Unloading of an LNG carrier will occur approximately once every three days in order to sustain continuous operation of the terminal. Tanker berthing will be limited to daylight hours, but cargo unloading can continue throughout the night. Total turnaround time for the large tankers is 18 - 24 hours. Three innovative LNG offloading arms and a vapor return arm will utilize a cable-guided connection system that significantly enhances operability, thus allowing LNG carriers to berth and offload when wave heights are up to four times greater than those allowed by conventional offloading arm systems. This innovation has allowed the elimination of breakwaters resulting in significant investment savings to the project, while ensuring safety considerations are addressed. Approximately 15,000 tons of topsides facilities will be installed directly on the GBS structure. Major process equipment will include four in-tank LNG pumps, five high-pressure send-out pumps, four Open Rack Vaporizers (ORV's) which use seawater as the heating medium, a Waste Heat Recovery LNG Vaporizer (WHRV) which uses waste heat from the turbine generators, and two Boil Off Gas (BOG) compressors. One of the in-tank LNG pumps, one high-pressure LNG pump, and one ORV serve as spare equipment. Three gas turbine generators will provide approximately 31.5 Mega Watts (MW) of electric power. Living quarters will be provided on the terminal for up to 60 people. A 30-inch diameter, 40-km long pipeline (15 km sealine, 10 km wetlands, 15 km onshore/farmland) will transport gas to shore and on to a metering station at Cavarzere. As a separate project and investment, Edison will build a new 84-km section of pipeline from Cavarzere to Minerbio for delivery of the gas to the Italian grid. The GBS will be constructed in a large casting basin at the Campamento site in Algeciras, Spain. Installation of the LNG tanks and installation, hook-up, mechanical completion and commissioning of the topsides equipment will also occur in the casting basin prior to flooding the basin and towing the completed terminal to the Northern Adriatic. Once on-site in the Adriatic, approximately 360,000 tons of ballast material will be installed to secure the GBS to the seabed and final commissioning and cool-down activities will commence. The following sections of this paper describe in greater detail the various components of the terminal and the design and execution strategies employed. 3.0 Health, Safety and Environment (HSE) The ALT Project is committed to deliver a safe, reliable and operable facility at minimum cost through simple and effective design. The ALT Project will be developed in compliance with all locally applicable laws and regulations with respect to safety and the environment, and responsible standards in the absence of applicable regulations. Personnel safety is a core value of the ALT Project and the first priority in decisions regarding design options, construction procedures, facilities operation and cost/schedule trade-offs. The overarching goal is an accident free workplace. Underlying this goal is the fundamental belief that all accidents are preventable. To facilitate the protection of personnel and the environment during all phases of the project, safety procedures and processes (including HSE training and emergency response management) will be implemented and managed. 4.0 Environmental Design Conditions 4.1 Metocean Criteria The ALT installation site will be under the influence of the Northern Adriatic climate which is known for fast variations in weather conditions. Many of these variations are caused by migrating extra tropical cyclones, which enter Europe from the North Atlantic Ocean either in the vicinity of Normandy, France, or across the coast of Portugal. Most of these systems follow a common trajectory to northern Italy and then exit the northern Adriatic to the northeast, east, or southeast. Another phenomenon causing significant variations in the weather is the formation of low-pressure storm systems in the region itself. This latter event is common in the months of January, February, and July. The main winds in the area are the "bora" and the "scirocco." Bora is a wind originating from the Northeast, but its direction shifts with topographic and migratory influences. Offshore Venice, it tends to arrive as an inflow of continental Polar or Arctic air through Trieste. Sometimes it funnels through the East Coast of the Adriatic, arriving from the ENE sector. Wind from this special direction in the Adriatic is referred to as a "levantera". The most noteworthy aspect of the bora is that they sometimes "spill" out of the mountains with an abrupt rise in velocity, spawning squalls and yielding wind speeds of 55 to 70 knots within a couple of hours. Bora winds are most intense from October through May and typically last ½ to 2 days.


The scirocco has a completely different origin. It emerges from the south as tropical continental air that has lifted up moisture from the Mediterranean Sea. As the air moves up the Adriatic, its wind rotates such that it arrives near the GBS site from an easterly direction, typically with very cloudy conditions. Scirocco winds are most intense from January to May in this region and tend to last from 1 to 3 days. Extreme metocean criteria for the design of the ALT Terminal are based on a calibrated North Adriatic hindcast for winds and waves which includes 20 continuous years of data plus 34 storms spanning 36 years. Extreme omni-directional and directional metocean criteria were developed for 1-, 5-, 10-, 20-, and 100-year return periods. The hindcasts were calibrated with measurements at the ADA platform and the Acqua Alta tower, both of which are located in the general vicinity of the planned ALT terminal installation site. Operational metocean criteria were also developed to allow simulations of carrier manoeuvring in the vicinity of the terminal to be performed. 4.2 Geotechnical Criteria Geotechnical design criteria were based on a site-specific soil investigation at the GBS site, a conventional and advanced laboratory testing program conducted on the samples recovered in this investigation, and an engineering interpretation of the results. The survey covered an area of roughly 400 m in diameter. The investigation included a grid of shallow Piezo Cone Penetrometer Test (PCPT) soundings at 60 m centers, supplemented by deeper PCPT and soil borings. The maximum depth of investigation was 100 m. 4.3 Seismic Criteria The general region of the ALT installation site is characterized as one of moderate seismicity. Seismic hazards were based on a probabilistic seismic hazard assessment (PSHA) performed by D'Appolonia for the offshore terminal site. An earthquake catalogue was developed for the project taking into consideration existing Italian catalogues supplemented by available global catalogues and historical records of seismicity in the area. A study of local geology and tectonics was used to define seismotectonic provinces. Seismicity parameters were determined for the provinces by statistical analysis of the earthquake catalogue. Ground motion attenuation was examined using correlations applicable to the seismotectonic environment. PSHA integration was then used to determine uniform hazard spectra applicable to stiff soil conditions. The above philosophy was implemented for the ALT Project by adopting a two-tier design approach in line with National Fire Protection Standard 59A – Standard for the Production, Storage, and Handling of Liquefied Natural Gas consisting of:

• Operating basis earthquake (OBE) with a 475 year return period, and • Safety shutdown earthquake (SSE) with a 5,000 year return period.

For the design of the pipeline the following return periods were adopted:

• Offshore pipeline: 200-year OBE and 2000-year SSE. • Onshore pipeline: 200-year OBE and 1000-year SSE.

5.0 Gravity Base Structure 5.1 General Configuration The ALT GBS configuration is the result of an extensive optimization process. At an early stage the concept consisted of two breakwater structures in addition to the GBS; and the structure was oriented 30 degrees to the South-North direction thus providing shelter on the West Side of the terminal. Further review of the prevalent metocean conditions at the site, coupled with the decision to use an enhanced LNG offloading arm design made it possible to delete the breakwater structures. The GBS was re-oriented such that the maximum waves (from east) would hit the short end of the GBS. The terminal's North thus became equal to true North. 5.2 Construction Site In late 2003, following an extensive survey of potential casting basin sites, the Campamento site in Algeciras, Spain was chosen.


Figure 5.2 – Campamento Casting Basin

Selection of the Campamento construction site provided significant execution benefits to the project, not the least of which was the ability to complete the terminal, including installation of the LNG tanks and the topsides while the GBS was still in the casting basin. To allow completion of the terminal in the casting basin, the basin depth (directly beneath the GBS) was set to 20 meters below LAT and the tow-out channel depth was set at 19.0 m. A comprehensive weight monitoring program was implemented to ensure the maximum tow-out draft of the terminal was not exceeded. 5.3 Tow and Installation at Site Upon completion of the GBS in the casting basin, including installation of tanks and topsides, the casting basin will be flooded, the bund wall removed, dredging of the tow-out channel completed, and the completed terminal will be towed to the final installation site. During installation at site the GBS will initially be ballasted with water to provide sufficient foundation stability for a seasonal storm (10-year return period). Moderate underbase suction will be established temporarily through a number of filters installed in the base slab. Then the GBS will be permanently ballasted with solid ballast to provide adequate foundation stability for 100-year extreme conditions. Approximately 360,000 tons of solid ballast will be required for long-term stability. 6.0 Mooring and Berthing System A total of four mooring dolphins (two pairs) have been incorporated into the ALT Terminal design. Each pair of dolphins comprises a single, concrete GBS structure with multiple columns. Mounted atop the columns will be quick release hooks used for mooring the LNG carriers. Four breasting structures will be supported off the sidewall of the GBS and there are also two mooring decks supported off the northwest and northeast corners of the GBS. Floating, pneumatic type fenders will be attached to the breasting structures for the LNG carriers to moor alongside. A schematic of the mooring arrangement is shown in Figure 6.0.


Figure 6.0 – ALT Terminal Mooring Arrangement

When LNG carriers are approaching the terminal, they will be connected to tugs which will assist in the berthing operation. Two line boats will assist in transferring the mooring lines from the LNG carrier to the appropriate mooring hooks. Tug size and configuration requirements were determined from a Full Mission Bridge Simulation study. 7.0 LNG Offloading Arms 7.1 Conventional Arms Not Suitable for Exposed Environment The initial ALT Project basis for the LNG cargo transfer system was conventional hydraulically operated offloading arms such as are generally used in protected harbors where wave-induced ship motions are minimal. The most common type of LNG cargo transfer system used at these terminals are hydraulically operated all metal loading arms, such as those manufactured by FMC Technologies of Sens, France (see Figure 7.1). These arms consist of five main components: a riser, inboard arm assembly, outboard arm assembly, connection/disconnection coupler, and counterweight system.

Figure 7.1 – Typical FMC LNG Loading Arm

As the ALT Terminal will be located in a more exposed offshore environment, the LNG carrier will be subjected to wave-induced motions during the offloading arm connection and disconnection sequence and throughout the duration of the cargo transfer operations. Conventional LNG offloading arms with standard hydraulic controls are not as well-suited for operation in this kind of environment for the following reasons:


• Conventional cryogenic swivels are less reliable and likely to wear-out prematurely due to the frequency and

range of motions to which they would be subjected and • Maneuvering the arm and connecting it to a moving manifold is extremely difficult using the arm's hydraulic

controls without damaging the flange sealing face and imparting excessive loads on to the vessel's manifold. For these reasons, the relative motions between the carrier manifold and the arms have to be limited in order to maintain a safe and reliable operation. To mitigate this problem for the ALT Terminal, conventional LNG offloading arms will be equipped with an enhanced connection device and swivel joints to improve overall safety, reliability and operability during manifold connection and disconnection phases of the cargo transfer operation. 7.2 LNG Offloading Arms with Extended Functionality For the past several years FMC Technologies has been working on ways to modify conventional LNG offloading arms to extend their functionality in offshore applications. That research recently resulted in the full scale testing of a new prototype "Cable Targeting System" (CTS). The CTS employs well proven cable connection technology to allow the offloading arm to be connected to vessel manifolds undergoing relative motions substantially higher than those allowed for offloading arms fitted with standard hydraulic controls. The CTS principally consists of a constant tension cable and a constant speed winch that are used to maneuver the offloading arm alignment guide onto an alignment post mounted to each carrier manifold. An FMC LNG offloading arm fitted with the Cable Targeting System is shown in the Figure 7.2.

Figure 7.2 – Full-scale Prototype Test of Loading Arm with CTS

Once the alignment guide is in position, the hydraulic quick connect/disconnect coupler (QC/DC) can be closed and the arm connection is complete. Because the cable is used for the final maneuvering of the arm, the arm's hydraulic control system is placed in "freewheel" and thus does not impart a resistance load on the manifold flange during connection. A comparison between the allowable LNG carrier manifold motions for a normal LNG offloading arm versus one fitted with the Cable Targeting System is shown in Table 7.2.

Manifold Motion

Conventional Arms

Arms Equipped with Cable System

Displacement range

0.5 m 4.0 m

Velocity

0.25 m/s 1 m/s

Table 7.2 – Allowable Manifold Motions for Connection / Disconnection


The LNG arms for offshore service are also equipped with constant motion swivels that have been tested for several years for cryogenic conditions under more severe and sustained motions. In addition, the QC/DC is fitted with a protection ring and damping springs to protect the flange face against shocks during connection. 8.0 Modular LNG Storage Tanks 8.1 Background on MLNG Concept ExxonMobil's Modular LNG (MLNG) Tank design was first conceived in 1996 and has undergone significant engineering and development work to position it for use on the ALT Project. The basic design consists of a self-standing, prismatic tank having internal rib stiffeners with lateral and longitudinal trusses constructed entirely of 9% nickel steel. The internal truss system allows for the tank wall thickness to be considerably thinner than that of other prismatic tanks that have previously been used in LNG carrier applications. The basic tank geometry is conducive to panel line fabrication methods and automated welding procedures – resulting in a more efficient and tightly controlled manufacturing process. Figure 8.1 shows the internal framing configuration of the MLNG tank.

Figure 8.1 – Schematic of MLNG Tank

The MLNG tank is designed to rest on a continuous layer of rigid insulation on the GBS floor and to resist lateral movement by friction between the tank and the insulation. Two MLNG tanks will be installed in the GBS, each with a net volume of 125,000 m3. The net volume of each tank takes into account the minimum allowable liquid level required to re-start the in-tank pumps and the normal maximum fill level. Each tank will have a cross-section of 33 meters wide by 28 meters high and a length of 155 meters. 8.2 MLNG Tank Structural Integrity The MLNG tanks are designed not to leak at anytime during the design life of the terminal. This is accomplished through the application of a rigorous fracture mechanics approach, coupled with a leak-before-failure philosophy. An initial defect size that would create a through thickness crack is assumed. This crack is then analyzed for growth during repeated stress cycles. The final crack size is compared to the critical crack size that would cause immediate rupture of the tank to ensure the stable crack size is not exceeded. Coupled with the fact the assumed initial defect size is detectable with a high degree of confidence by a typical inspection program, this methodology is inherently conservative. An extensive seismic analysis of the tanks has been conducted to ensure the tanks can withstand both the Operating basis earthquake (OBE) and the Safety shutdown earthquake (SSE). The seismic design analyses included an assessment of potential LNG sloshing loads within the tanks.


A quality control program consistent with the best practices for LNG containment structures will be implemented for the fabrication and assembly stages. Quality control measures include 100% NDT inspection of all welds on the pressure shell. A dimensional control program will be used to minimize distortion and out-of-tolerance. The strength and integrity of the MLNG tank will be tested by means of a hydro-pneumatic test in which water is filled to above the equivalent LNG load line and the remainder of the tank is pressurized. This tests both the tightness and strength of the tank. This test will be conducted once the tanks are installed in the GBS. 8.3 Secondary Containment System A secondary containment system, sized to contain any credible leak event, will be provided as an extra measure of safety. The maximum credible leakage rate and volume is estimated using the results from the crack propagation studies described in Section 8.2. The secondary containment system is then over-sized to contain more than the total quantity of leakage from the time of leak detection until the tank can be emptied. A schematic of the secondary containment system is shown in Figure 8.3.

100mm SCREED

3 x 150mm THK Cellular Glass Insulation

AERATED CONCRETE

50 mm SCREED OR PAVING

5mm THK 9% Ni

100mm SCREED OR PAVING TANK OUTER SKIN

GBS TANK FLOOR SLAB

3mm CARBON STEEL VAPOUR BARRIER

2 x 75mm Cellular Glass Insulation

5mm thick 9% Ni

GBS INNER WALL

3mm Thick Carbon Steel Vapour Barrier

Expanded Perlite Insulation

Figure 8.3 – Secondary Containment System The secondary containment system consists of a 3mm carbon steel vapor barrier applied to the face of the concrete, followed by layers of cellular glass insulation material, and finally a 5mm thick 9% nickel steel cryogenic barrier. The secondary containment system forms a “shower pan” beneath the MLNG tanks to contain any credible LNG leak from the tanks. The 3mm carbon steel liner is continued up the face of the concrete to prevent moisture ingress into the space between the concrete wall of the GBS and the tanks. 8.4 Detection of Potential Leaks The annular space between the MLNG tanks and the GBS structure will be charged with nitrogen and equipped with a fiber optic leak detection system for monitoring temperature and gas detectors for early warning of cracks in the tank shell. The tank insulation system is designed to allow any escaping liquid to flow downwards to be discharged into the secondary containment system. 8.5 Third Party Review The ALT Project has engaged the services of Lloyd’s Register (LR) to perform a third party review of the MLNG tank design for this application. In September 2003, LR provided an “Approval in Principle” for the tank design concept. That was followed by a more detailed review by LR resulting in a “General Approval” in November 2003. A review of the detailed design and an independent assessment has now been initiated by LR leading to an “Approval for a Specific Application”, which is the highest level of approval in LR’s three-tier approval process.


9.0 Topsides Facilities 9.1 General Requirements The ALT Terminal will include all process and utility equipment, piping and instrumentation necessary for LNG unloading, LNG storage, boil off gas (BOG) recondensation, LNG vaporization, NG (natural gas) send out, and LNG recirculation. The Integrated Control and Safety System (ICSS) will provide a fully integrated monitoring, control, protection and safety system for the terminal. The topsides are designed to achieve a nominal natural gas vaporization and delivery rate of 8.0 GSCMA (774 MCFD). Peaking capacity will be used to help manage inventory and carrier delivery scheduling, and to offset the effects of scheduled and unscheduled facility downtime. The facilities are designed for high availability such that all critical equipment have the optimum number of operating units and one additional unit to serve as an installed spare. Non-critical units are configured in the optimum number of units, but may not have an installed spare. This sparing philosophy has been adopted to meet the gas send out requirements for availability. 9.2 Basic Process Scheme

LNG is unloaded from a tanker via the ship's cargo pumps, which can transfer LNG into either one terminal LNG storage tank or into two tanks in parallel through three unloading arms and one vapor return line. During normal tanker unloading operations, LNG is simultaneously pumped from both terminal LNG storage tanks to the vaporizers.

To make up the volume of the LNG transferred out of the carrier tank, some displaced vapor from the terminal LNG tanks is returned to the carrier tank. The remaining vapor is compressed and flows to the re-condenser where it is transferred back to the tanks as LNG.

The LNG in the storage tanks will be pumped out via the in-tank pumps. The LNG discharged by the in-tank pumps and the recondensed LNG from the Boil Off Gas (BOG) recondenser are then pressurized by the High Pressure Send-Out Pumps to pipeline operating pressure prior to entering the vaporizers.

Boil-off gas from the storage tanks together with flash vapor and displaced vapor during a ship unloading operation is collected and sent back to the carrier tanks during the unloading operation. All the gas from the LNG storage tanks, less the vapor sent back to the LNG carrier during unloading, will be compressed by two BOG compressors, and then be recondensed in the recondenser.

The LNG from the HP Send Out Pumps is vaporized in either the Open Rack Vaporizers (ORV) or the Waste Heat Recovery Vaporizer (WHRV).

The ORV’s utilize seawater to vaporize the LNG. The ORV’s are made up of multiple sections of vertical panels of aluminum finned tubes, which are manifolded to a LNG header at the bottom and to gas headers at the top of the ORV. The LNG flows through the tubes from the bottom up, while seawater flows down over the outside finned surfaces of the tubes, collecting in basins at the base of the panels. From there the seawater flows by gravity to the sea through pipes in one of the GBS compartments. A shelter covers each multiple-paneled ORV unit for wind protection.

The Waste Heat Recovery Vaporizer (WHRV) utilizes a closed loop circulating a propylene glycol and water mixture from the Gas Turbine Waste Heat Recovery System. The WHRV is a shell and tube type of heat exchanger with the propylene glycol-water mixture and the LNG flowing co-currently which causes the LNG to be vaporized and heated up to about 00C.

High pressure gas from vaporizers is then routed to the pipeline for transport and delivery to the Italian National Gas Grid.

This basic process scheme for the ALT Project is shown in Figure 9.2.


Figure 9.2 – ALT Topsides Process Diagram

9.3 Topsides Layout The topsides facilities consist of:

• LNG Offloading Module • LNG Vaporizers/Send-Out Module • Boil Off Gas Compressors Module • Power Generation and Utilities Module • Electrical & Instrumentation Building • Living Quarters Building

Major off-module equipment includes:

• Vessel Berthing Structures • Pedestal Cranes • Vaporizer Seawater Pumps • Essential Services Generator • Fire Water Pumps • Industrial Water Pumps • Flare Systems • Pig Launcher • Maintenance Building

LNG storage tanks2 x 125 000 m3

LNG ships 65 000 - 145 000 m3

3 x 16” unloading arms 1 x 16” vapor return arm

2 x BOGcompressors

1 x LNG recondenser

5 x HPsend-out

pumps(4 + 1 spare)

4 x ORV

4 x Seawatervaporizer pumps

Seawater out

In-tank pumps, 2 in eachTotal 4 + 1 warehouse spare

1 x WHR LNG Vaporizer

Fuel Gas

Flue Gas to Atmosphere

Ambient Air

3 x WHR Coils (2 + 1 Spare)

Bypass

Flue Gas

Propylene Glycol / Water

3 x GT Air Chiller (2 + 1 Spare)

1 x Glycol- Water Drum

2 x Propylene Glycol- Water Pumps (1 + 1 Spare)

3 x Gas Turbine (2 + 1 Spare)

HP Gas Sendout


The general layout of the topsides facilities is shown Figure 9.3.

Figure 9.3 – ALT Terminal Topsides Layout

10.0 Pipeline System 10.1 System Description The 30” Export Pipeline System will consist of the following components/facilities:

• An offshore pipeline section from the offshore terminal to the landfall located at the outer (natural) sand bank. • An onshore pipeline section from the landfall to Cavarzere. • A block valve station at the Santa Margherita landfall. • Block valve stations along the onshore pipeline. • A pig receiver, shutdown valve, and metering station at Cavarzere.

The offshore pipeline section (approximately 15.6 km long) extends from the offshore terminal to the landfall point at the outer (natural) sand bank, where it is connected to the onshore pipeline section. The riser and the pig launcher at the terminal are included in the offshore pipeline section. The onshore pipeline section (approximately 24.5 km long) extends from the landfall point to the onshore metering station at Cavarzere. The pipeline route from the ALT Terminal to the Metering Station is shown in Figure 10.1.

Maintenance Building

Living Quarters

Electrical & Instrument

Building (EIB)

Power Generation & Heat Recovery

Open Rack Vaporizers (ORV) & HP Sendout Pumps

Boil-off Gas Compressors

Loading Platform w/ Loading Arms

Concrete / GBS Mooring

Dolphins

Berthing Structures


Figure 10.1 – ALT Pipeline System

As a separate project and investment, Edison will build a new 36” diameter 84-Km section of pipeline from Cavazeve to Minerbio for delivery of gas to the Italian grid. 11.0 Conclusion The ALT Terminal will represent an industry first among LNG import terminals and, hopefully, set a standard for future such terminals. The marriage of conventional technology (concrete GBS and LNG re-gas facilities), the logical extension of existing technology (LNG offloading arms equipped with cable targeting system) and the judicious integration of new technology (Modular LNG tanks) have all contributed to enhancing the safety, reliability, operability, and cost effectiveness of the ALT Terminal.

presented by Roger D. Leick ExxonMobil Development Company ...

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