IPTC 13707

Qatargas 2 - Leading the Way in Clean LNG Train Technology

M.D. Pratt and A. Onder, Qatar Liquefied Gas Co. Ltd. (2); and M. Raja, URS Qatar LLC

Copyright 2009, International Petroleum Technology Conference

This paper was prepared for presentation at the International Petroleum Technology Conference held in Doha, Qatar, 7–9 December 2009.

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Abstract
Qatargas 2 is the world’s first and largest, fully integrated value-chain Liquefied Natural Gas (LNG) project. The
cornerstones of the Qatargas 2 Project are the two LNG mega-trains (Trains 4 and 5), in the State of Qatar, each with a design
LNG production capacity of 7.8 million tonnes per annum (MTA), which is 50% larger than conventional trains currently in
operation. To receive the LNG, Europe’s largest LNG terminal, the South Hook regasification facilities, were constructed in
Milford Haven, Wales to supply the United Kingdom (UK) national gas grid. The Qatargas 2 LNG trains produced their first
LNG in March and September, 2009, respectively.

To achieve this step change in LNG production capacity, the Qatargas 2 Project developed and implemented a wide range of
advanced technologies, which provide both considerable economies of scale as well as world-class environmental
performance, making its two trains amongst the cleanest trains in terms of emissions to the atmosphere. The aim of this
paper is to review how inherent Qatargas 2 Project design features and the application of best available emission controls
result in some of the lowest specific Nitrogen Oxide (NOx), Sulfur Dioxide (SO2) and Carbon Dioxide (CO2) emissions (on a
per feed gas input basis) for LNG production facilities worldwide. The key emission control measures discussed include:

• First application of AP-XTM Hybrid liquefaction technology - large economies of scale resulting in lower specific
emissions.
• First use of General Electric (GE) Frame 9E turbines in LNG service equipped with Dry Low NOx (DLN-1) burners
with excess power generation.
• One of the world’s most efficient cogeneration and combined cycle systems utilizing compressor turbine waste heat
recovery to minimize need for additional boilers and gas turbine generators (GTGs).
• First in Qatar to achieve design sulfur recovery of 99.2% based on ExxonMobil’s Flexsorb-SE Plus process.
• Use of the BASF aMDEA process for acid gas removal.
• Comprehensive flare minimization measures, including process gas recycling, boil off gas (BOG) recovery,
equipment sparing, and compressor dry gas seals.
• Utilization of common facilities to maximize synergies and minimize emissions from product transport, storage and
loading.
• Largest and most efficient LNG ships ever built - the 216,000m3 Q-Flex and 266,000m3 Q-Max carriers.
• Fewer but larger submerged combustion vaporizers (SCVs) for regasification – reduced total fuel consumption
through economies of scale.

Project Overview
The overall scope of the Qatargas 2 Project consists of the following main components:
• Offshore Facilities: Three (3) unmanned wellhead platforms, located in the North Field of Qatar, supplying up to
2.9 billion cubic feet of gas per day (BCFD) of wet feed gas to onshore facilities (no offshore separation or
dehydration).
• Onshore Facilities: Centered on the two LNG trains located in Ras Laffan Industrial City (RLC), Qatar. A general
layout of both trains and associated facilities is illustrated in Figure 1. At full capacity, these trains are designed to
produce a total of 15.6 MTA LNG along with 0.85 MTA Liquefied Petroleum Gas (LPG), and over 140,000 barrels
per day (bpd) of condensate. The Qatargas 2 Project Management Team (PMT) has also overseen development of
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storage and loading facilities to be shared with other LNG, gas and gas-to-liquids producers located in RLC. These
facilities include common LNG tankage equipped with BOG recovery systems, integrated Common Sulfur Facilities
(CSF) capable of transporting molten sulfur, and granulating, storing and loading up to 12,000 tonnes of sulfur per
day, and an offshore Single Point Mooring (SPM) facility for condensate loading.

Qatargas Trains 1, 2
and 3 Qatargas 2 Trains 4 and 5
(Existing) (New)

Figure 1: Qatargas 2 LNG Trains 4 and 5

• LNG Carriers: The Qatargas 2 Project’s 14 LNG carriers, consisting of eight (8) 216,000m3 Q-Flex ships and six
(6) 266,000m3 Q-Max ships, are approximately 50% and 80% larger, respectively, than the largest conventional
LNG ship in operation today.

• South Hook Receiving Terminal: The terminal consists of an LNG offloading jetty (two berths), five LNG storage
tanks with BOG recovery systems, and 15 Submerged Combustion Vaporizers (SCVs). The Q-Max ship Mozah is
shown offloading at the South Hook LNG Terminal in Figure 2.

Figure 2: South Hook LNG Terminal

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Environmental Permitting
The Qatargas 2 Project was subject to two independent environmental permitting programs in two different jurisdictions:

• Permitting of onshore and offshore facilities in Qatar.

• Permitting of the South Hook LNG terminal in the UK.

As the majority of the Qatargas 2 Project facilities are located in Qatar, this discussion will focus on the permitting process
for these offshore and onshore facilities, with only an overview provided for the environmental permitting of the South Hook
LNG terminal in the UK.

Environmental Permitting Process – Qatar Offshore and Onshore Facilities

The Qatargas 2 Project offshore and onshore facilities in Qatar underwent a comprehensive environmental permitting
process that lasted more than 18 months. The rigor of this process was based on the following factors:

• Extensive Regulatory Framework: Compliance with a variety of regulations and guidelines including:
• Qatari local and national regulations administered by two regulatory agencies, the Ministry of Environment
(MOE, formerly Supreme Council for the Environment and Natural Reserves [SCENR]) and Ras Laffan
Industrial City (RLC).
• International agreements and protocols signed and ratified by the State of Qatar, including relevant United
Nations conventions and International Maritime Organization (IMO) standards.
• International lending agency requirements:
• World Bank / International Finance Corporation (IFC) Equator Principles.
• United States Export – Import Bank (US ExIm) environmental procedures and guidelines.
• I’Insituto per i Servizi Assicurativi del Commercio Estero (SACE, Italy) environmental standards.

• Young and Dynamic Regulatory Environment: At the time of permitting, the environmental regulations in Qatar
were administered by the lead regulatory agency, the SCENR (now MOE). The SCENR was created in 2000 to
spearhead, coordinate and implement national environmental policies. Qatargas 2 Project was among the first LNG
Projects to be permitted by the SCENR and set a benchmark for future Qatari LNG projects with regard to
environmental impact assessment and regulatory permitting.

• Combined Permitting for 4 LNG Mega-Trains: Both the Qatargas 2 Project and its sister project Qatargas 3 and
Qatargas 4 (then known as Trains 6 & 7), which also comprised two LNG trains designed to produce 7.8 MTA, were
permitted at the same time within the same permitting package. This increased scope led to a more comprehensive
impact assessment and rigorous regulatory review.

The Qatargas 2 Project environmental permitting process was initiated in April 2003 with the submission of a Scoping
Study document to the Qatar MOE. Following approval of the Scoping Study, a Preliminary Environmental and
Socioeconomic Impact Assessment (ESIA) was completed in November 2003 and submitted to the MOE and main Project
lending agencies. Based on the Scoping Study and Preliminary ESIA, a combined comprehensive ESIA was undertaken for
the Qatargas 2, Qatargas 3 and Qatargas 4 Projects in accordance with the regulatory framework outlined above. The main
ESIA components included detailed baseline characterization, assessment of both adverse and beneficial environmental and
socioeconomic impacts for all lifecycle phases and specification of effective mitigation and monitoring measures to minimize
potential impacts.

A critical consideration during the ESIA process was mitigation and minimization of air emissions, particularly emissions
of NOx and SO2. These emissions result primarily from fuel combustion in fired sources, and are of particular importance to
the Qatar airshed because of their potential adverse effects on health and the environment. NOx, along with Volatile Organic
Compounds (VOCs), are the main precursors to the formation of ambient Ozone (O3), which is an important transboundary
pollutant in the Arabian Gulf region and a key component of photochemical smog. The MOE therefore has stringent
emission limits for NOx and SO2 emissions with a requirement for emission controls on all fired sources to meet Best
Available Technology Not Entailing Excessive Cost (BATNEEC) requirements.

Based on the above State of Qatar requirements, a detailed alternatives or options analysis of the Qatargas 2 Project base
case design was completed to ensure that the proposed emission control measures met or exceeded BATNEEC requirements
or industry standards as a minimum. As a result of this assessment and the overall ESIA process, the following emission
controls and measures were incorporated:

• Fitting of all Frame 9E turbines with Dry Low NOx (DLN) burner technology to comply with the State of Qatar NOx
emission limit of 55 mg/Nm3 (BATNEEC).
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• Adding Heat Recovery Steam Generators (HRSGs) to selected Frame 9E turbines for energy efficiency and
consequent reduction of overall NOx and CO2 emissions (exceeds BATNEEC). The driver for this innovation was a
key State of Qatar restriction on self-generation of power using stand-alone GTGs, as had previously been the norm
for LNG facilities in Qatar.
• Equipping boilers with Low NOx burner technology and Flue Gas Recirculation (FGR) to meet the State of Qatar 55
mg/Nm3 NOx emission limit (BATNEEC).
• 99% plus sulfur recovery efficiency for SRUs with incineration of residual sulfur compounds (BATNEEC).
Provision of process interlinks between SRUs of both Trains 4 and 5.
• Flare minimization measures, including BOG and process gas recycling/reuse systems.
• Smokeless flares during normal operations with greater than 99% design destruction efficiency at normal vent rates
(BATNEEC).
• Development of Common Sulfur Facilities (CSF) to eliminate sulfur trucking emissions from all current and future
RLC end-users (meets Best Available Techniques/Technology [BAT] requirements).
• Tie-in of LNG loading berths to BOG recovery facilities, the development of which is being managed by the
Qatargas 3 and Qatargas 4 Project, to minimize jetty flaring.
• Utilization of offshore SPM for loading field condensate, resulting in significant emission offsets due to reduced
tanker travel distances.

The comprehensive ESIA was completed in September 2004 and submitted to the MOE and lender agencies for review.
The ESIA was approved by the MOE culminating in the issuance of a combined Environmental Permit (Consent to
Construct) in December 2004.

Environmental Permitting Process - South Hook LNG Terminal

The environmental permitting program for the South Hook LNG Terminal commenced with the preparation and
submission of a Scoping Report to two planning authorities, the Pembrokeshire County Council and the Pembrokeshire Coast
National Park Authority. This report was the first engagement of consent authorities to gain feedback on project scope and
requirements. Following endorsement of the Scoping Report, two Planning Applications were prepared (one for each
consenting authority) and submitted in April 2003. Each Application included a detailed Environmental Statement, prepared
in accordance with the Town and Country Planning (Environmental Impact Assessment) (England and Wales) Regulations
1999, which addressed all potential major impacts and associated mitigation and monitoring measures for the project. Both
applications were approved in October 2003.

The South Hook LNG Project then applied to the UK Environmental Agency (EA) in November 2003 for a permit under
the Pollution Prevention and Control (PPC) Regulations (2000) for project construction and operation. The permit application
detailed project compliance with the UK EA Best Practicable Environmental Option (BPEO), including an options analysis
for the Submerged Combustion Vaporizers (SCVs), which comprise the main project air emission sources. A PPC Permit
was issued for the project in July 2004, which specified several project conditions, including incorporation of energy
efficiency measures into project design and operation, development of an energy management system, submission of design
data for the project SCVs, and ambient air and noise monitoring details.

Overview of Emission Control Measures

This section is intended to describe the following:

• Emission mitigation measures inherent to the first-of-a-kind advanced technologies employed for the Qatargas 2
Project.
• Applied emission controls that meet and/or exceed State of Qatar best available technology requirements.

These key emission controls are listed in Table 1, followed by a more detailed description of these measures and associated
emission reductions.
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Table 1: Summary of Qatargas 2 Emission Control Benefits

Qatargas 2 Project Key Inherent / Applied Emission Control Measures

TM
First-Ever Application of AP-X
Liquefaction Technology
First Frame 9E Gas Turbines in LNG Service
Advanced Cogeneration/Combined Cycle System
aMDEA Process for Acid Gas Removal
Flexsorb-SE Plus Process for Sulfur Recovery
Comprehensive Flare Minimization Measures
Common Facilities Utilization
World’s Largest, Most Efficient LNG Ships
Large Submerged Combustion Vaporizers (SCVs)
(South Hook LNG Terminal)
Hybrid
• Large economies of scale.
• DLN-1 burners.
• Excess power generation through use of unique variable speed starter/helper
motor/generators.
• Low- NOx burners and Flue Gas Recirculation (FGR).
• Unfired HRSGs on C3 and MR compressor turbines.
• Steam Turbine Generators (STGs) for additional power.
• Lower co-adsorption of methane into flash gas.
• Incineration of flash gas rather than venting.
• Design sulfur recovery of 99.2% using Flexsorb-SE Plus solvent.
• Tail gas incineration.
• Interconnection of the SRUs for each train.
• Smokeless flaring using steam injection.
• Design destruction efficiency of 99.7%.
• Process gas and BOG recycling, equipment crossovers and sparing, and
compressor dry gas seals.
• Construction of Common Sulfur Facilities (CSF): Elimination of sulfur trucking
emissions and reduction in potential for sulfur dust emissions from multiple sites.
• Construction of offshore SPM: Significant offsets in condensate tanker emissions
relative to conventional Port loading due to shorter marine vessel traveling
distances
• Tie-in to Jetty BOG Recovery Project (development being managed by Qatargas
3 and Qatargas 4 Project) - expected to recover around 650,000 tonnes/year or
93% of BOG produced at all RLC LNG loading berths (incl. Qatargas 2 Berths
4&5).
• Twin slow-speed diesel engines.
• Onboard reliquefaction plant, backed up by dedicated Gas Combustion Unit
(GCU).
• Online continuous monitoring of engine combustion emissions.
• Firefighting systems based on advanced, non-CO2 technologies.
• Utilization of smaller number of larger SCVs for LNG regasification.

AP-XTM Hybrid Liquefaction Technology

The AP-XTM Hybrid process allows for higher LNG production by adding a third Nitrogen (N2) refrigeration cycle to the
conventional C3MR process. In terms of emission benefits, the main advantages of the AP-XTM LNG process are centered on
the unprecedented economies of scale it offers. Simply expressed, it would require a minimum of two trains based on the
conventional C3MR design to produce the same 7.8 MTA of LNG that either of the two Qatargas 2 Project trains are
designed to produce. As illustrated further in the Qatargas 2 Emissions Benchmarking section of this paper, specific NOx and
CO2 emissions (on a per feed gas unit basis) from the Qatargas 2 Project trains are estimated to be lower than the industry
average, which is based primarily on facilities comprising two or more C3MR trains.
GE Frame 9E Turbines
The Qatargas 2 Project was the first LNG venture to utilize GE Frame 9E turbines in LNG mechanical driver service,
with three (3) Frame 9Es required for each train (one for each refrigeration string). Frame 9E has the advantage of lower unit
cost of power than the current industry standard Frame 7EA, as well as lower specific emissions – Frame 9E CO2 emissions
are about 6% less than Frame 7EA per unit of power generated (Ref. 1).

A unique, variable speed starter / helper motor / generator was developed for the Qatargas 2 Frame 9E turbines that
enables pressurized starting of the compressors, ensures adequate power for refrigeration compression, and exports a
significant amount of surplus power as electricity into the plant grid to fully utilize the capability of the gas turbine. This
additional power generation minimizes the need for stand-alone Gas Turbine Generators (GTGs) for onsite power generation,
thereby meeting a key environmental requirement for the project and reducing overall plant NOx and CO2 emissions. An
estimate of these emission reductions is provided in Table 2.

One of the challenges faced with Frame 9E application to the Qatargas 2 Project process was turbine emission compliance
with the State of Qatar NOx limit and project BATNEEC requirement of 55 mg/Nm3. This was based on the following
constraints:
• Use of low Btu fuel gas from the Qatargas 2 Project LNG process with a high N2 content (approx. 25-41%) during
normal operations.
• Operation in LNG mechanical drive service.
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Following extensive qualification efforts by GE-Nuovo Pignone, the Frame 9E turbines were equipped with DLN-1
combustors guaranteed at 25 ppmvd, which equates to approximately 52 mg/Nm3 (less than State of Qatar emission limit of
55 mg/Nm3). Combustion testing was also performed to confirm the above guarantee for a wide fuel gas N2 range of 4 –
48% (Ref. 2). Two of three Frame 9E turbines were also equipped with Heat Recovery Steam Generators (HRSGs) to
provide supplemental steam generation and reduce overall plant emissions, as described further below.

Advanced Cogen/Combined Cycle System

An advanced Cogeneration/Combined Cycle system was developed for the Qatargas 2 Project LNG trains, which
combines Frame 9E excess power supply with a comprehensive steam system for process heating, large drives and additional
power generation. The main components of this system include:

• Six (6) packaged Macchi boilers, each providing a design steam flow of 240 tonnes/hr. Each boiler is equipped with
Low-NOx burners and a Flue Gas Recirculation (FGR) system for guaranteed NOx emissions of less than 55
mg/Nm3, thereby meeting State of Qatar emission standards and BATNEEC requirements for the project.

• Unfired Deltak HRSGs installed on the C3 and MR Frame 9E compressor turbines in each train, in line with project
BATNEEC requirements. Each HRSG generates approximately 200 tonnes/hour of high pressure steam to
complement the steam generated by the packaged boilers with no incremental increase in emissions.

• Total of three Steam Turbine Generators (STGs) for an additional power generation of 132 MW (44 MW each),
thereby displacing the need for additional onsite GTGs and meeting a key State of Qatar environmental criterion for
the Qatargas 2 Project. These STGs are also used as mechanical drives for medium-size compressors (with added
benefit of variable speed).

With the above configuration, the Qatargas 2 Project is designed to achieve a plant thermal efficiency of over 92.5%
(based on HHV), making it one of most highly thermally efficient LNG plants in the world. To demonstrate the emission
benefits provided by the Qatargas 2 Project’s cogeneration/combined cycle configuration, an estimate of incremental
increases in potential NOx and CO2 emissions should any of the above advanced systems (Frame 9E excess power generation,
HRSGs and STGs) not be implemented, is provided in Table 2 below. It should be noted that the non-implementation
scenarios in Table 2 represent generalized assumptions on potential equipment alternatives and are intended for indicative /
comparative purposes only.

Table 2: Incremental Emission Increases – Non-Implementation of Cogen/Combined Cycle Components

Potential Incremental Emissions Increase
(Estimated)
Scenario Consequence
NOx CO2
(tonnes/year) (tonnes/year)
No Frame 9E Power Generation 2 additional GE Frame 6 GTGs required 328 376,830
No HRSGs on C3 and MR Frame 9E
4 additional packaged boilers required 560 1,400,000
Turbines
• 4 additional GE Frame 6 GTGs required
No Steam Turbine Generators (STGs) • Displacement of 2 packaged boilers due to 378 53,560
reduced steam requirements
Notes:
GTG emissions estimated based on GE design data for a Frame 6 GTG site-rated for Qatargas 2 conditions.
Boiler emissions estimated based on design data for Qatargas 2 Macchi packaged boilers.
Emissions estimates assume continuous annual unit operation for 8,760 hours.

aMDEA Acid Gas Removal

The BASF activated Methyl Diethanol Amine (aMDEA) process was selected for Acid Gas Removal (AGR) in the
Qatargas 2 LNG trains. An inherent GHG reduction feature of the aMDEA process is its ability to co-adsorb significantly
less methane from the sour gas stream than the more conventional Sulfinol process. This results in less methane in the flash
gas and consequently lower CO2 emissions when the flash gas is incinerated. Data from the Pluto LNG Project suggests that
the use of aMDEA resulted in project GHG emission reductions on the order of 90% of methane from the AGR process,
equivalent to approximately 70 kg CO2-equivalent/tonne of LNG (Ref. 3).

In addition, flash gas from aMDEA solvent regeneration in the Qatargas 2 AGR process is not vented, as is the case in
other similar facilities, but sent to the SRU Tail Gas Incinerator. This results in a reduction in GHG emissions through
conversion of any methane in the flash gas to CO2, whose Global Warming Potential (GWP) is 21 times less than methane.
IPTC 13707 7

99%+ Sulfur Recovery

The Qatargas 2 Project SRUs (one for each train) are centered on a two-stage Claus process designed by Lurgi with tail
gas treatment and acid gas enrichment using the ExxonMobil Flexsorb-SE Plus process. The above processes are designed to
achieve a sulfur recovery efficiency of 99.2%, which exceeds the key project BATNEEC requirement making Qatargas 2
Project the first facility in Qatar to achieve this high recovery target. The desulfurized tail gas from the tail gas treatment
section of the SRU, along with stripping air from molten sulfur degassing, is combusted in a tail gas incinerator (one
incinerator per SRU). The flue gas from the tail gas incinerator meets the following SRU-specific State of Qatar emission
standards:

• 5000 mg/Nm3 (max.) CO.

• 50 mg/Nm3 (max.) COS+CS2+H2S.
• Combustion of more than 99.9% of C6+ hydrocarbons and BTEX.

In fulfillment of another project environmental requirement, the SRU facilities for both Qatargas 2 Project LNG trains are
interconnected, such that in the case of process upsets, sulfur recovery can be maximized and acid gas flaring and consequent
flaring emissions minimized.

Flare Minimization Measures

A range of significant features have been implemented as part of the Qatargas 2 Project design to minimize flaring and
associated NOx, SO2 and CO2 emissions. These include, but are not limited to:

• Flare Design:
• Shared Flares: One set of acid gas, wet gas and dry gas flares (total 3 flare headers along with 2 spare
headers) serve four LNG mega-trains, the Trains 4 and 5 (Qatargas 2 Project) and Trains 6 and 7 (Qatargas
3 and Qatargas 4 Project). This minimizes continuous flaring due to additional purge, burn-back, and flame
shaping gas.
• Smokeless firing based on steam injection to minimize smoke densities to Ringelmann #1 or less (exceeds
BATNEEC).
• 99.7% design destruction efficiency (exceeds BATNEEC).
• 200m flare stack height – highest in RLC, Qatar, to promote dispersion of flaring emissions.

• Process Gas Recovery/Recycling:

• Recycling of Spent C3/C4 Molecular Sieve Regeneration Gas to Process: Spent regeneration gas is
recycled back to AGR to recover sulfur compounds and co-adsorbed LPGs.
• Boil-Off Gas (BOG) Recycle to Process: Excess BOG can be recycled to NGL Recovery instead of flaring
it.
• Depropanizer Overhead Non-Condensables: Excess ethane in Depropanizer overhead can be sent back to
fuel system instead of flaring it.
• MCHE-MR Composition Adjustment: MCHE shell vent gas can be sent to fuel gas compressor suction for
recovery.
• AGR Overhead Startup Crossover: Ability to send gas from outlet of one AGR absorber across to absorber
in other train instead of flaring it during start-up.
• NGL Fractionation Feed Crossover: Cross-link provided between trains at inlet to fractionation for use if
one fractionation train is out of service.
• C3 and C4 Treater Regeneration Gas Displacement: During depressurization and re-filling of the C3 and
C4 treater molecular sieves, the vent gas is directed to the fuel gas system instead of flaring it.

• Process Equipment Design and Sparing:

• Dry Gas Seals: Installed on all Qatargas 2 Project compressors for containment of process gas in line with
project requirement to minimize hydrocarbon (primarily methane) emissions from seal atmospheric vents
resulting in a reduction in GHG emissions.
• Spare Offgas Compressor: Allows offgas compressor to be taken out of service for maintenance without
need to flare offgas.
• Spare Boil-Off Gas (BOG) Compressor: BOG compressor can be taken out of service for maintenance
without need to flare BOG.
• Spare Pressure Relief Valves (PRVs): Leaking PRVs can be taken out of service immediately.
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Common Facilities Utilization

The Qatargas 2 Project scope also included managing the construction of world-scale common facilities, which, while
maximizing synergies between various producers in RLC also provide a host of key emission benefits, some of which are
discussed briefly below.

Common Sulfur Facilities (CSF)

The main emission benefits of the CSF consist of:

• Elimination of Trucking Emissions: A primary environmental objective of the CSF was the elimination of trucking
emissions from transport of elemental sulfur from each processing plant to the RLC Port area for shipment. This was
achieved through the construction of two 23 km molten sulfur pipelines to transport molten sulfur from each end user
to the central granulation, storage and loading facility located at the RLC Port berth. This resulted in significant
reductions in vehicle emissions, which amount to approximately 40 tonnes/year of NOx and 10 tonnes/year of CO (as
estimated during the ESIA stage) based on a peak combined sulfur production of about 3,300 tonnes/day from all
Qatargas LNG trains (including Qatargas 2, Qatargas 3 and Qatargas 4 Projects).

• Reduction in Sulfur Dust Emissions: The elimination of granulation facilities at multiple plant sites, as was previously
the norm in RLC, reduces sulfur dust generation to a single location in the Port area.

• More Effective Emissions Control: The common facility in the Port area is equipped with a range of emission
controls, including air sweeping of molten sulfur storage tanks, wet scrubbing of granulator exhaust air, surfactant-
based dust suppression system for sulfur conveying, and semi portal-type stackers/reclaimers and dual quadrant ship
loaders to minimize sulfur dust generation.

Common Condensate Loading SPM

The SPM pipeline and offshore buoy is utilized to load condensate from a majority of RLC producers. The offshore SPM
location allows larger tankers to be loaded than was previously possible at the RLC Port due to draft restrictions. SPM
condensate loading also serves to eliminate projected traffic bottlenecks and congestion at the Port thereby providing
shipping flexibility for other RLC export products.

The overriding environmental benefit of SPM operation is a net reduction in condensate tanker exhaust relative to
conventional condensate loading at the RLC Port emissions due to shorter marine vessel traveling distances, reduced time in
cruise and maneuvering modes and decreased support vessel requirements. A detailed emissions study was completed during
the SPM environmental permitting program, which estimated that SPM operation will result in reductions of over 742
tonnes/year in tanker NOx emissions and 492 tonnes/year for SO2, based on total expected 2010 production levels from RLC
end-users utilizing the SPM.

Jetty Boil-Off Gas (BOG) Recovery Project

In line with Project Consent to Construct requirements, the two LNG loading berths constructed under the supervision of
Qatargas 2 as part of the common LNG storage and loading facility, will tie into a jetty BOG recovery facility, the
development of which is being managed by the Qatargas 3 and Qatargas 4 Project. This system will minimize jetty flaring by
recovering, compressing and returning BOG from all RLC LNG loading berths to LNG plant fuel gas systems. In a typical
year, it is estimated that around 650,000 tonnes/year or 93% of jetty BOG produced at the RLC loading berths will be
recovered. However, depending on operational conditions, the recovery rate can vary between 89 to 95%. During operations,
combined emission reductions of approximately 1,520,000 tonnes/year CO2, 822 tonnes/year of NOx, 4,149 tonnes/year of
CO and 8,952 tonnes/year of Volatile Organic Compounds (VOC) are expected. The operation of jetty BOG recovery
facility will save approximately 1 trillion cubic feet of gas reserves over a period of 30 years.

Largest LNG Ships

The Qatargas 2 Project Q-Flex (216,000m3) and Q-Max (266,000m3) ship designs incorporate several new technologies
which include inherent emission reduction measures as summarized briefly below. An indicative comparison of Q-Flex, Q-
Max and conventional LNG carrier sizes is provided in Figure 3.

• Alternative Propulsion: Each Q-Flex and Q-Max vessel features twin slow-speed diesel main engines (first ever in
the LNG industry), providing full propulsion redundancy at all maneuvering speeds. These systems are more
thermally efficient than conventional steam turbines and therefore consume less fuel resulting in an approximately
30% reduction in overall ship emissions. In addition, the engines will utilize low sulfur diesel to further reduce
emissions (particularly SO2).
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• Onboard Reliquefaction: Unlike conventional LNG carriers, where boil-off gas is fed to boilers to produce steam to
power steam turbines for propulsion, the Q-Flex and Q-Max required an alternative means of handling LNG Boil-Off
Gas. This resulted in implementation of an onboard reliquefaction system, which also significantly enhanced
shipping economics by allowing delivery of the full LNG cargo. Additional backup is provided through the
installation of a Gas Combustion Unit (GCU) in the unlikely event that the reliquefaction plant is out of service
during gas freeing operations. This complies with the project’s philosophy to minimize hydrocarbon venting during
normal operations and results in GHG emission reduction through incineration of any methane to CO2.

• Continuous Emissions Monitoring: The Q-Flex and Q-Max ships will be among the first to specify online monitoring
of engine flue gas, allowing the carriers to maximize efficiency while minimizing emissions.

• State of the Art Fire-Fighting Systems: The Q-Flex and Q-Max carriers will be among the first LNG ships to include
advanced firefighting systems based on combinations of Hi-Ex foam, Hi-Fog water and safer and cleaner fire
extinguishing agents to eliminate the need (and consequently emissions) of CO2.

Figure 3: Q-Flex and Q-Max LNG Ships

Larger Submerged Combustion Vaporizers (SCVs) for LNG Regasification

Based on a detailed options assessment conducted during the environmental permitting program for the South Hook LNG
Terminal, Submerged Combustion Vaporizer (SCV) technology was identified as BAT for the terminal in comparison with
other vaporization technologies such as Open Rack Vaporizers (OPR). The overall design approach was to meet the required
LNG throughput capacity using the minimum number of SCV units to take advantage of economies of scale and lower
emissions.

In compliance with this objective, Qatargas 2 Project opted to install a total of fifteen 169 tonne/hr Selas Linde SCVs at
the SHLNG Terminal rather than the initial FEED requirement for nineteen 130 tonne/hr conventional SCV units (with one
spare). This new SCV design comprising fewer but larger units is inherently more efficient in terms of fuel consumption.
The design basis total fuel consumption for 19 SCVs of 130 tonne/hr capacity was approximately 27 tonnes/hr. The total fuel
consumption rate of 15 SCVs of 169 tonne/hr capacity is 24 tonnes/hour, which provides an overall reduction in fuel
consumption of 11% and equates to an emission offset of approximately 85,000 tonnes/year of CO2. Each Selas Linde SCV
is rated at 85 mg/Nm3 for both NOx and Carbon Monoxide (CO) emissions.

Qatargas 2 Emissions Benchmarking

To provide a comparative indication of the overall emission benefits realized as a result of the advanced project technologies
and innovations described previously, the expected emissions from the two Qatargas 2 Project LNG Trains have been
estimated and benchmarked against similar emissions from other LNG facilities. The basis for these emission estimates is
summarized in Table 3 below.
10 IPTC 13707

Table 3: Basis for Qatargas 2 Emissions Estimates

Applicability Basis

• Train 4 and 5 onshore operations only.

• Not included: • Emission guarantees.
• Offshore operations. • Design fuel consumption, heat rates and fuel gas composition data.
• Common facilities operations. • Flaring emissions based on normal pilot and purge gas rates only.
• LNG loading. • Assumed continuous 8,760 hours of annual operation.
• Fugitive hydrocarbon emissions.

Emissions estimates for NOx, SO2 and CO2 from operation of the two trains have been calculated on a per feed gas input
basis, e.g.: tonnes NOx per annum / tonnes of total feed gas input per annum, which is also expressed as % Weight on Total
Intake (WOI) (Shell Global Solutions [SGS] preferred terminology). The Qatargas 2 Project % WOI estimates have been
compared with similar data from other LNG facilities in Figures 4 through 6.

The following important points should be noted when reviewing the emissions estimates presented in Figures 4 through 6:

• Qatargas 2 Project emissions estimates are based on conservative design data due to the relatively short operational
history of the two LNG trains and are therefore intended for indicative or comparative purposes only.

• Emissions estimates for other LNG facilities have been obtained directly from emission trend plots (no tabulated
data) in the SGS 2007 Operational Performance Review Report (Ref. 4). Please note that the confidentiality of
participating LNG facilities is preserved by SGS.

LNG Avg.

0.017

Figure 4: NOx Emissions Benchmarking

IPTC 13707 11

0.013
LNG 1-6 Data Not Available

Figure 5: SO2 Emissions Benchmarking

LNG Avg.
26.7

Figure 6: CO2 Emissions Benchmarking

Conclusions
The two Qatargas 2 Project LNG Trains (Trains 4 and 5), have recently commenced production. Qatargas 2 was subjected to
a rigorous environmental assessment, review and permitting program in two different jurisdictions (Qatar and the UK).
Stringent emission requirements and standards were set for the project, which when combined with the technical and process
challenges, represented an extraordinary undertaking.

As discussed in this paper, these environmental challenges were met through emissions benefits inherent in a range of new
advanced LNG technologies developed specifically by the Qatargas 2 Project, in tandem with the application of best
available emission controls. These combined Qatargas 2 Project process and environmental innovations provide not only
unprecedented LNG production but also allow Trains 4 and 5 to rank amongst the cleanest in the world in terms of emissions
to the atmosphere.
12 IPTC 13707

References
1. Saunderson, R.P. et al.: “LNG: Larger is Greener”, Air Products and Chemicals, Inc., September 2003.
2. Salisbury, R. et al.: “Design, Manufacture, and Test Campaign of the World’s Largest LNG Refrigeration Compressor Strings”,
paper presented at the LNG 15 Conference, Barcelona, Spain, 24-27 April, 2007.
3. Woodside Energy Ltd. “Pluto LNG Project: Greenhouse Gas Abatement Program”, Program Report, September 2007.
4. Shell Global Solutions International B.V. “Operational Performance Review – Qatargas 2007”. Confidential Draft Report. April
2008.

Acknowledgement
• Perez, V. et al.: “Qatargas 2 , the Designs and Technologies for a 7.8 MTPA LNG Train”, paper presented at the 7th Doha Natural
Gas Conference, Doha, Qatar, 9-12 March, 2009.
• Al-Naimi, M.: “South Hook LNG Terminal”, presentation at BERR-EFF Event: LNG – Expanding Gas Supply Options, London,
UK, 18 February, 2008.
• Chavez, V. et al.: “Technical Challenges during the Engineering Phases of the Qatargas II Large LNG Trains”, paper presented at
the LNG 15 Conference, Barcelona, Spain, 24-27 April, 2007.
• Wright, S. et al.: “Technology Challenges for a New Generation of Ultra-Large LNG Trains”, paper presented at APCI Owners
Seminar, Hershey, Pennsylvania, USA, September, 2006.
• Greer, M.N. et al.: “Large LNG Ships – The New Generation”, paper IPTC10703 presented at the 2005 IPTC Conference, Doha,
Qatar, 21-23 November, 2005.
• Thompson, G.R. et al.:“Qatargas 2 Fuel Supply Chain Overview”, paper presented at the LNG 14 Conference, Doha, Qatar, 21-
24 March 2004.