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INTRODUCTION In order to meet the rapid growth in LNG demand, new liquefaction facilities must be designed to meet a number of challenges including (1) demand for larger train capacity, (2) the desire to monetize natural gas resources in colder climates, (3) increased demand in the U.S. and U.K. where a lower heating value and Wobbe Index are required. For many years, the propane pre-cooled mixed refrigerant (C3MR) process has remained the dominant liquefaction cycle in the LNG industry. The versatility of this cycle makes it well-suited to accommodate this ever changing industry. Recent technology advancements in natural gas liquefaction are playing a key role in meeting the industrys needs: Enhancements in Air Products main cryogenic heat exchangers (MCHEs) have been coupled with advancements in refrigerant compressors and drivers to significantly increase C3MR train capacity beyond 5 million tons per annum (MTA) using a single MCHE. These same advancements applied to AP-XTM process cycles (an extension of the C3MR cycle) can increase train capacity beyond 10 MTA. Use of alternative pre-cooling fluids with the same cycle and equipment configuration as for C3MR allow for productive utilization of this reliable and efficient process in colder climates. Efficient integration of NGL/LPG recovery with the liquefaction process plays a key role in achieving lower heating value LNG requirements for a variety of feed conditions.

BACKGROUND The majority of the worlds LNG is produced using C3MR technology. Capacity is currently increasing at a very rapid rate and is projected to increase 10% per year over the next five years with capacity doubling by 2015 [1]. A basic schematic of the C3MR process is shown in Figure 1. Natural gas from the acid gas removal unit is dried and pre-cooled to about -35oC by propane. After precooling, it passes up through a tube circuit in the main cryogenic heat exchanger where it is liquefied and sub-cooled to between -150oC to -162oC by mixed refrigerant (MR) flowing down on the shell-side. To pre-cool the natural gas, propane is compressed to a high enough pressure such that it can be condensed by ambient air or cooling water. Liquid propane is then let down in pressure in a series of stages, further reducing its temperature and allowing it to provide refrigeration to the natural gas. The propane is also used to pre-cool the mixed refrigerant which has been compressed after exiting the bottom of the MCHE. After pre-cooling, the partially condensed mixed refrigerant is separated in a high pressure separator. The vapor and liquid streams pass through separate tube circuits in the MCHE where they are further cooled, liquefied, and sub-cooled. The two sub-cooled streams are let down in pressure, further reducing their temperatures. As the mixed refrigerant vaporizes and flows

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downward on the shell side of the MCHE, it provides refrigeration for liquefying and sub-cooling the natural gas. The vaporized mixed refrigerant is then recompressed. The use of a single component pre-cooling fluid with a staged pressure let-down provides for an efficient, easy to control pre-cooling step. The use of a mixed refrigerant for liquefaction and sub-cooling in a single exchanger permits boiling of the refrigerant over a temperature range, leading to high efficiency when it is most crucial. In this way, the C3MR cycle minimizes the number of equipment items and control loops while maintaining the highest efficiency on the market. These advantages lead to minimal plant complexity, easier operation, and high availability.

LNG

Propane MR Vapor Feed Propane Pre-cooling

MR Liquid Mixed Refrigerant

Figure 1: Propane Pre-Cooled Mixed Refrigerant (C3MR) Process DESIGN FOR LARGER TRAIN CAPACITY Figure 2 demonstrates the evolution of train sizes over the years by showing the train capacity for a representative sample of LNG liquefaction facilities. From the 1960s until about 2000, train capacities increased from less than 0.5 MTA to about 3 MTA. Since 2000, train capacity has increased to about 5 MTA. The industry is about to take a very substantial step towards increasing train capacity with the implementation of the AP-XTM process in Qatar in early 2008. Six trains are currently under construction, each with a nameplate capacity of 7.8 MTA. The AP-XTM process is an extension of the C3MR process, maintaining its advantages as well as allowing for a substantial increase in train capacity. Other technological developments have been made which allow the C3MR cycle to be extended beyond 5 MTA and the AP-XTM cycle beyond 8 MTA. These improvements

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