Mg innovation flng cn 2010

INNOVATIVE IDEAS FOR LIGHT MODULESINNOVATIVE IDEAS FOR LIGHT MODULESFLNG FORUM 2010:24 MARCHPRESENTED BY MUKES GUPTA – MD CANADOIL ENGINEERING

© 2010 Canadoil Group © MGwww.canadoilgroup.com

INNOVATIVE IDEAS FOR LIGHT MODULES FOR FPSO & FLNG

1.) INTRODUCTION ……HERE BACKGROUND OF SELF AND PAST EXPERIENCE WITH MODULES SHALL BE SHAREDEXPERIENCE WITH MODULES SHALL BE SHARED

2) FPSO & FLNG ……CURRENT STATUS

3) FUTURE PROSPECTS FOR FPSO & FLNG……..PERSPECTIVE PLANNING & GROWTH PROSPECTS

4) CHALLENGES IN DEVELOPING FLNG PROJECTS

5) INNOVATIVE IDEAS & APPROACH

6) EXPECTED TRENDS IN FLNG / FPSO6) EXPECTED TRENDS IN FLNG / FPSO

7) A POSSIBLE WAY FORWARD

8) CONCLUSION

1. INTRODUCTION

CANADOIL ENGINEERING CAPABILITIES

W ld Cl P id Of E i i S l tiWorld Class Provider Of Engineering Solutions

STATE OF ART FACILITIESCANADOIL ENGINEERING CONCEPT

STATE OF ART FACILITIESCANADOIL ENGINEERING CONCEPT

•

CANADOIL GROUP

THE ONE STOP SHOPTHE ONE STOP SHOP

ONSITECOMMISSIONING

DESIGN/ENGINEERING

1 5

INTEGRATEDCOATING

PIPE & FITTINGMANUFACTURING

2 4MANUFACTURING

FABRICATION / SPOOLING3

THAILAND (RAYONG) FACILITY (680,000 SQUARE METERS)

FITTING FABRICATIONPIPE COATINGFITTING FABRICATIONPIPE COATING

PIPE & FITTING MANUFACTURERPIPE & FITTING MANUFACTURER

ELBOWDiameter : 12.7mm (1/2”) – 3058.8mm(120”) Thickness : 6 mm (1/4”) – 150 mm (6”)

TEEDiameter : 12.7mm (1/2”) – 3058.8mm(120”)

PIPE Thickness : 6 mm (1/4”) – 150 mm (6”)

CAP

PIPEDiameter : 100 mm (4”) ‐ 3048 mm (120”) Thickness : 6.35 mm (0.25”) ‐ 100 mm (4.0”)Length : 3 meters (72” ‐ 120”),

( )Diameter : 12.7mm (1/2”) – 3058.8mm(120”) Thickness : 6 mm (1/4”) – 150 mm (6”)

12 meters (10” ‐ 72”), 15 meters (16” ‐ 72”)

REDUCERDiameter : 12.7mm (1/2”) – 3058.8mm(120”) Thickness : 6 mm (1/4”) – 150 mm (6”)

MATERIALSMATERIALS

FABRICATIONSLUG CATCHERS PRESSURE VESSELS

PIG LAUNCHERS SPOOLINGPIG LAUNCHERS SPOOLING

MODULESMODULES

PHOTOS OFPHOTOS OF PACKAGES THAT CAN BE HANDLED

GLYCOL GLYCOL REGENERATIONGLYCOL CONTACTOR

GLYCOL REGENERATIONUNIT

COMPLETE ENGINEERINGCOMPLETE ENGINEERINGABU DHABI

Lump Sum Turn Key Packages Pre‐feasibility Studies & Concept studies

Front End Engineering Design/FEED/Basic Engineering

Trouble Shooting/Technical Services

Engineering Management Services

Commissioning Services(Including Start‐up

& Trial run)

Detailed EngineeringConstruction Management

Services & Pre‐Commissioning

Inspection & Expediting Services

S iProcurement Services

QUALITY ASSURANCE ENGINEERINGQUALITY ASSURANCE ENGINEERING

PROJECT ENGINEERING MANAGEMENTGAS TREATMENT PACKAGES

Gas Treatment PackagesGas Treatment Packages

Budgeted Man hour 60,000 approx

HIGHLIGHTS: GAS Sweetening Package, GAS Drying Package and GAS Dehydration packagepackage

CE SCOPE: FEED AND DETAILED ENGINEERING;

PROJECT ENGINEERING MANAGEMENTBAGCR PROJECT – GOHT & KHT REFINERY UNIT UPDATE

Present Progress till Dec 09 : 23.5%Present Progress till Dec 09 : 23.5% Budgeted Man hour 1,70,000 approx Man hour spent till end of DEC 09 : 36000

HIGHLIGHTS: GAS OIL HYDROTREATER and KEROSENE HYDROTREATER UNITS

PART OF 4 BILLION US$ GAS CONDENSATE REFINERY 360000 BPD

f fCAPACITY : 42,000 BARRELS PER DAY x 2 Trains for GOHT & 25,000 x 1 Train for KHT

LICENSOR: HALDAR TOPSOE / FEED : SNAMPROGETTILICENSOR: HALDAR TOPSOE / FEED : SNAMPROGETTI

CE SCOPE: DETAILED ENGINEERING; PROCUREMENT ENGG; FIELD ENGG & COMMISSG.

PROJECT ENGINEERING MANAGEMENTMAHSHAHR PRODUCT STORAGE FACILITY PROJECT

BASIC Engineering being finalized by SPG, Germany, Detail Engineering by CEBASIC Engineering being finalized by SPG, Germany, Detail Engineering by CE

Budgeted Man hour 1,00,000 approx

HIGHLIGHTS: CYOGENIC STORAGE AND HADLING FACILITY FOR C3, C4 and C5+ ProductsProducts

CE SCOPE: DETAILED ENGINEERING; PROCUREMENT ENGG; FIELD ENGG & COMMISSG. ASSISTANCE

UNIQUE COMPETITIVE ADVANTAGES GAINED BYUNIQUE COMPETITIVE ADVANTAGES GAINED BY PARTNERING WITH CANADOIL

SHORTER DELIVERY TIME

INCREASE ENGINEERING KNOW HOW AND INNOVATIVE SOLUTIONS BASED ON PRODUCTION PRE-FABBRICATION DEVELOPMENT

OPTIMIZATION OF ENGINEERING SPECIFICATION OF MATERIAL REQUISITIONS THEREFORE AVOIDING OVER DESIGN & OVER COSTS

REDUCED RISK OF MULTIPLE CONTACT/CONTRACT MANAGEMENT

CLOSER RELATIONSHIP TO MANUFACTURED COMPONENTS OR END PRODUCT

2. FPSO & FLNG CURRENT STATUS……

’CURRENTLY @ 100+ FPSO’S UNDER OPERATIONONE FLNG PLANT UNDER EPC AND COUPLE OF THEM UNDER FEED / CONCEPT STAGEMAINLY ONSHORE TECHNOLOGY & PLANT DESIGN CONCEPT APPLIED TO SHIP. ENGINEERING WISE

POSSIBLE TO IMPROVE WITH INVOLVEMENT OF ESTABLISHED ENGG COMPANY HAVING BOTHPOSSIBLE TO IMPROVE WITH INVOLVEMENT OF ESTABLISHED ENGG COMPANY HAVING BOTH OFFSHORE & ONSHORE EXPERIENCENEED TO INVOLVE MODULE SUPPLIERS HAVING ENGINEERING BACKGROUND TO ENSURE TROUBLE

FREE MODULE TIE UP & OPERATION ON THE SHIPFREE MODULE TIE UP & OPERATION ON THE SHIPCURRENTLY THE FLNG CONCEPT OF FULL LAND BASED PLANT BEING FIXED ON FLOATING HAS SOME

CHALLENGES TO ADDRESS ISSUE RELATED TO SLOSHING MOVEMENT, INTER SHIP TRANSFER, OPERATION OF PLANT DURING ROUGH WEATHER CONDITION ETCOPERATION OF PLANT DURING ROUGH WEATHER CONDITION ETC

Worldwide need for clean burning fuel• Shortage of large fields near shore leads to high project cost.• The cost escalation has led to floating LNG production on a vessel (FLNG)The cost escalation has led to floating LNG production on a vessel (FLNG)

b) A way to develop stranded gas fields, isolated, remote from land and other Infrastructurec) Alternative to flaring and re-injectiond) Alternative to land-based Greenfield LNG-plants) pe) Market uncertainty

• Improved technology in LNG storage & transfer (sloshing and motion effects)• FPSOs are conventional, over 100 in operationp• Hundreds of offshore gas fields over 0.5 trillion cubic feet, suitable for 1 – 2 MTPA

FLNG.

SIMPLIFIED LNG BLOCK DIAGRAM SHOWING DIFFERENT MODULES (TYPICAL)( )

MAIN MODULES, PACKAGES & EQUIPMENTS……….FOR FLNG, Q

• ACID GAS ABSORBER : packed column• ACID GAS ABSORBER : packed column

• HEAT EXCHANGERS

• SLUG CATCHER

• GAS FILTERATION / SEPARATION– Coil‐Wound Heat Exchanger (CWHE)

– Plate Fin Heat Exchangers (PFHE)

– Core‐in‐kettle

• GAS FILTERATION / SEPARATION

• GAS TREATMENT COMPRISING OF Core in kettle

– Low fin tubes heat exchangers

– Printed Circuit Heat Exchangers (PCHE)• GAS DEHYDRATION

• ROTATING MACHINES

– Compressors

• GAS DRYING

GAS SWEETENINGp

– Turboexpanders

– Gas turbines and power generators

• GAS SWEETENING

• MERCURY REMOVAL

3. FUTURE PROSPECT & GROWTH……DEMAND FOR 150 MILLION TON PER YEAR OF LNG BY 2012

POSSIBLE TO HAVE A MEDIUM SIZE FLNG WITH CAPACITY OF 1 TO 2 MILLION TON PER YEAR

REQUIREMENT OF LIQUEFACTION VS CNG TO BE EVALUATED (NOT ECONOMICAL FOR DISTANCE LESS THEN 3000 MILES).

4. CHALLENGES IN DEVELOPING FLNG PROJECTS

There are a number of issues that need to be carefully examined when considering a floating LNG facilitya floating LNG facility• Location & sea condition• Survival in storm conditionsE i h f ili i i i & h• Ensuring smooth facility operation in motion & rough sea

• Suitable sites having available large quantity of Gas which can be trapped subsea• Availability of skilled manpower to build & operate, material and equipments / package modules suitable for operation in marine environment, suppliers, Certifying agency….. • Whether we really need such huge FLNG terminals or whether a smaller version y gcan be more productive and economical• Access for export / import vessels (tugs & pilotage)• Type of plant liquefaction / regasification• Type of plant, liquefaction / regasification• Type of vessel & containment• Mooring of the facilityM th d f t f f• Method of transfer of cargo

• Deck congestion

5. INNOVATIVE IDEAS & APPROACH……FOR MODULARIZATION

BENEFITS OF MODULARIZATION

MODULARIZATION APPROACH & ISSUES

CASE STUDY ZORACASE STUDY ZORA

CASE STUDY SPG

CASE STUDY QGII

CASE STUDY WITH MODULE SUPPLIERS

DISCIPLINE ENGINEERING INVOLVING INNOVATIVE IDEAS FOR LIGHTER MODULES

BENEFITS OF MODULARIZATION

FASTER TO BUILT, QUICKER CASH FLOW FRM PRODUCT DELIVERY, EARLY PRODSAFERCOST EFFECTIVE (CONST COST SAVING, LESS TESTING ON SITE / SHIP)BETTER QUALITY DUE TO CONTROLLED WORKING CONDITIONMINIMIZE IMPACT & FIELD WORK AT FINAL PRODUCTION SITEMINIMIZE IMPACT & FIELD WORK AT FINAL PRODUCTION SITEMINIMIZE LAYDOWN SPACEMINIMIZE IN‐AIR WORKSTRUCTURAL / FOUNDATION REQUIREMENT SIMPLIFIEDREDUCE DELAYS DUE TO ADVERSE WEATHERFEWER FITTING ERRORSFEWER FITTING ERRORSPROCUREMENT SIMPLIFIEDMATERIAL & EQUIPMENT ARE EXPENSIVE & DIFFICULT TO OBTAIN ON TIMESHORTEN SCHEDULES FURTHER BY CONCURRENT PROCESSES SUCH AS

FABRICATION, PERMITTING & LOGISTICAL ARRANGEMENTSUNIQUE MODEL OF COMPANY CAPABLE OF LSTK ENGG FABRICATIONUNIQUE MODEL OF COMPANY CAPABLE OF LSTK ENGG, FABRICATION,

PROCUREMENT & CONSTRUCTION SERVICES FOR MODULAR PROJECTGLOBAL NETWORK OF ENGG PROCUREMENT CONSTRUCTION RESOURCES

ENSURING FASTER DELIVERY

PITFALLS OF MODULARIZATION

Bad ManagementIncomplete planningIncomplete planningMaterial delivery not synchronized with the module assemblyLocation of module yard Construction begins too soonConstruction begins too soonDecisions during construction are made based on construction completion date not on

the basis of the potential incurred cost by incomplete or un‐installed componentsCase study: y

•Typical issue like for one module the EHT (Electric Heat Tracing) had not been designed and they were proceeding with the installation of the Insulation. •The modules were going to be finished and shipped in this state. Someone had made the decision that shipping the modules without the EHT but installing the insulation was the best thing to do. •This decision was a typical example of how the modularization concept can turn from a major cost reduction initiative to a disastermajor cost reduction initiative to a disaster. •The insulation and cladding will have to be removed and probably wasted because the size will most likely be larger than installed at the yard•The EHT cables will have to be field installedThe EHT cables will have to be field installed •The power points and connections and will have to be field installed•Field costs will be exponentially more as compared to the cost of those at the module yard Commissioning and start‐up will be delayed.g p y• The project will see a major cost overrun.

INNOVATIVE & CORRECT APPROACH FOR MODULARIZATION

Modularization concept must start at feed stageCreate a strong integrated Management team for the Detailed designPl h f i l i h d f blPlan the procurement of materials in the order of assemblyThe detailed design must be initiated using the module or modules as the

basis and the components and equipment must be designed to fit the module not the module designed to suit the equipmentConstructability must be done at the planning stage, e.g. the fabricators and

module assembly team should be involved at the detailed design stage.y g gLong lead items must be identified and purchased well in advanceModule assembly must be done using the 80/20 rule meaning that the

assembly does not begin unless 80% of the module materials have beenassembly does not begin unless 80% of the module materials have been received and the other 20% have been purchased and are in the process of being delivered.The module assembly yard should be adjacent to the water to avoidThe module assembly yard should be adjacent to the water to avoid

shipping constraints in terms of size and weight.

INNOVATIVE COST SAVING METHOD FOR MODULARIZATION

Standardize the sizes of structural componentsMeaning that do not over engineer if a common size worksMeaning that do not over engineer if a common size works,

even if it is a heaver section than is required the bulk purchase of a common size will result in cost savinggBulk purchase electrical cable and wire earlyIf there are multiple modules that will be assembled togetherIf there are multiple modules that will be assembled together

on the vessel, perform all hydrostatic testing in the module yard and use the “In‐Process” inspection system for the joints between the modules.Maximize the work in the module yard and minimize the work

performed in the field or on the ship.

QATAR GAS OFFSHORE & AMINE FILTERATION MODULE……CASE STUDYQ

TEMPORARY FLARE PACKAGE SUITABLE TO FIT & USE ON 3 DIFF PLATFORMS

ASSEMBLY OF MODULES……MODULARIZATION IDEAS

DESIGNING GAS/ LNG FACILITIES FOR LOCATION ONDESIGNING GAS/ LNG FACILITIES FOR LOCATION ON FLOATER……

AMINE SWEETENING MODULE

ONSHORE PLANT CONVERTED TO MODULE TO BE SHIPPED…….CASE STUDY

TYPICAL GAS DEHYDRATION PACKAGE MODULE…….CASE STUDY

WEIGHT REDUCTION ANALYSIS & OPTIMIZATION OF MODULES FOR OFFSHORE PLATFORM ………..CASE STUDY ZORA PLATFORM

WEIGHT REDUCTION ON THE OFFSHORE ..…..CASE STUDY ZORA PLATFORM

CONTROL ROOM & SWITCHGEAR MODULES IN FLOATING ENVIRONMENT ARE QUITE STANDARDIZED AND USED IN PAST FOR POWER BARGE CASE STUDY FPPQUITE STANDARDIZED AND USED IN PAST FOR POWER BARGE.….CASE STUDY FPP

6. EXPECTED TRENDS IN MODULARIZATION - PRINCIPLES DRIVING THE MODULE DESIGNDESIGN…….

• Safety

• Process functions rationale

– Central interconnecting pipe rack to feed process modules

– Follow logic of flows to minimize piping lengths

Minimize motions of key equipment– Minimize motions of key equipment

• Modularization philosophy

– Well‐defined hull / topsides interfaces

– Mechanical completion by function – easier testing & pre‐commissioning

– Size / weight of modules selected to enable lifting by conventional means

• Addressed technological difficultiesAddressed technological difficulties– Process selection / on board floater

– Machinery selection

– Layout / plot planLayout / plot plan

• Good understanding of technical quantities / cost of facilities

• Facility remains « on par » in terms of project magnitude with currently delivered large oil FPSOsoil FPSOs

• Important commercial potential for medium scale gas accumulations

GAS TURBINES GUIDELINES

The Gas Turbine selected has to be referenced as:• Off shore application (FPSO)

• Power generation (Electrical motor)

• Mechanical driver (High “power density” and efficiency for big compressors)• Mechanical driver (High power density and efficiency for big compressors)

• Aero-derivative (high efficiency)

• Machine proven reliability

LIQUEFACTION TECHNOLOGY SELECTION CRITERIA……

• TECHNOLOGICAL SELECTION STRATEGY

l f l d b l f d d d– Selection of a simple and robust liquefaction process, adapted to medium capacity and marine environment with high inherent safety

– Avoid the use of large HydroCarbon (HC) liquid inventory (such as: refrigerants used in onshore LNG plants)

– Minimization of two‐phase flows

– Minimization of distillation towers

– No by‐products (as LPG) to avoid logistics constraints

– Use of proven equipment in identical or similar technologies (gas turbines, heat exchangers )exchangers…)

– For utilities and common facilities (sea water cooling, flare …), stay within capacities already in place in large FPSOs. (200,000 BOPD)

LNG FPSO

OFFSHORE LNG

FSRUs

ACID GAS REMOVAL PACKAGE …….

• RECOMMENDED INTERNALS IN MOVING ENVIRONMENT : STRUCTURED PACKING

– Trays and random packing are not recommended because of liquid channeling and y p g q gefficiency drops

Structured packing is less affected by tilt and motion thanks to an higher– Structured packing is less affected by tilt and motion thanks to an higherhydraulic resistance to sideways flow

MOTION IMPACT ON STRUCTURED PACKING PERFORMANCES• MOTION IMPACT ON STRUCTURED PACKING PERFORMANCES

– A permanent tilt has an effect on liquid flow repartition. p q p

– Periodic oscillations have a natural mixing effect, less damaging on performances than permanent tiltperformances than permanent tilt

CRITICAL ISSUES FOR MODULE /EQUIPMENT LOCATIONS……Q

– The column should be located as close as possible from the centre of gravity of the ship to limit liquid maldistribution

– Intermediate remixing distributors reduce the consequence of the liquid flow distortion. This leads to an increase of the column length.

– Specific distributors, enable to mitigate motion on distribution – experiencedvendors to be considered to avoid problems

Process design aspects • Natural gas (typical composition > 86% CH4, N2, C2,

C3, C4)C3, C4)

• At temp. –256 F (–160 C) and atmospheric pressure itcondenses to a liquid called liquefied natural gas (LNG).

• The LNG storage and transportation is accomplished bysuper insulation in a pressurized, double tank system.

• Design pressure of equipment is kept as low as possible,to ensure low thickness and hence weight .

• The storage pressure of about 8 bar is maintained.

• From safety point of view, the equipment structuremust have superior fire, blast and lowmust have superior fire, blast and lowtemperature resistance.

• It should also be able to withstand significant collisionloads from supply boats or LNG carriers ”loads from supply boats or LNG carriers.


Typical LNG Offloading yp g

– LNG Carrier offloading every three days– Berthing offloading & departure: 18 hours– Berthing, offloading & departure: 18 hours– Rate: 10,000 to 14,000 cubic meters/hour

NGL PipelineNGL Pipeline

LNG

Gas Conditioning Plant

G Pi li

Vaporization

L N GSurface Storage

Gas Pipelines

Liquefaction Process Criteriaq

Risk Management for‐LNG

Technology for LNG covers the “Gas Transportation Chain”

Propulsion Vibration

HullMaintenance

Dual Fuel

Containment System IntegritySystem Integrity

Collision and Grounding

Structural I t it

Grounding

Terminal Integrity Class/Certification

Ice Strengthening and Cold Weather Operations

46

INSTRUMENTATIONINSTRUMENTATION


FLNGFLNG

Automation typically accounts for only 3% of the capital costs for an FLNG project, but is critical to its successful operation. The automation technology and project execution methodology play a large role in gy p j gy p y gdetermining how successful ongoing operations will be.

The key in accelerating project execution for FLNG is in deploying recent The key in accelerating project execution for FLNG is in deploying recent technologies such as wireless and electronic marshalling combined with an advanced project execution model


FLNGFLNGA distributed modular approach for the automation….

Reduces Control room footprint, and cable size & weight,

Facilitates modular design Facilitates modular design,

Pre-assembly and test which helps reduce the project timeline.

Wireless Instrumentation approach for the automation..

Eliminate cables, conduit, cable tray, and the overall steel and space required, which translate into lower operational costs.

Electronic marshalling reduces design, engineering, drawings, cabinets and the associated incremental installation and commissioning effort required.

These technologies combined with a structured project execution methodology help to reduce the overall project risk and cost. It also provides the vessel's staff with the control, safety, and information © 2010 Canadoil Group © MGwww.canadoilgroup.com

p , y,required for efficient, ongoing operations

PIPING


FLNGFLNG

FLNG HIGHLIGHTS – Piping Discipline inputsp g p p

Layout of the topside facilities is driven by the sequential placement of theprocessing systemsprocessing systems

The key to an optimal layout is modularization by process or utility system. Eachj t i t t d t d l t d d l i dmajor system is treated as a stand-alone system and as a modularized

component of the entire facility.

Th t d di d l t t l id ith d l ith id dThe standardized layout uses a central corridor with modules on either side andpipe racks running from bow to stern. The piping interfaces between modulesshould be kept to a minimum. This configuration minimizes the impact ofrelative motion caused by wave action and resulting hog and sag of mid shiprelative motion caused by wave action and resulting hog and sag of mid-shipbending. It also fosters personnel safety by allowing for access, egress, and thematerials handling necessary for operation and maintenance.


A) Equipment Layout Consideration

The modularization of layout in to various modules & sub modules to be used forentire layout systemEach major system is treated as a stand-alone module system and as a modularizedj y ycomponent of the entire facility

Modularization takes care of following

a) Various units s to kept and assembled as modules

b) The piping interfaces between modules should be kept to a minimum

c) The piping is contained within the specific module with a basic in/outconnection to the adjoining module to form a contiguous pipe rack once theconnection to the adjoining module to form a contiguous pipe rack once themodules are integrated.

d) To integrate the pipe rack into the module structure.


Typical example of modular system is given below as a Electric Generator SetTypical example of modular system is given below as a Electric Generator SetElectric Generator system can be modularized by following manner

----Generator unit to be skid mounted

----Skid to be equipped with all accessories including with fuel tank, Lube tank,and start up compressed Air Tank etc.

----Equipments location on skid to be decided to have minimum length of piping onskid to be located Interconnecting piping of acceries to main skid

----All secondary pipe supports to be taken from main support frame of skid

V t & d i i t f kid t b ht t th b tt li it i l ti i t----Vent & drain points for skids to brought to the battery limit aw a single tie pointfor each skid


B) Piping component Weight reduction considerationB) Piping component Weight reduction consideration

For optimization /reduction weight is discussed below

1) Use light weight material with similar technical properties, Example of same is given below.

e g For water service /drain service use plastics such as GRP PP HDPEe..g. For water service /drain service use plastics such as GRP , PP,HDPE

2) In order to reduce pipe weight by reducing pie thickness of pipe can be achieved by use Superior grade piping material with Superior corrosion resistance & by use Superior grade piping material with Superior corrosion resistance & allowable stresses bearing capacities.

e.g. Instead of A 53 use A106 MaterialI t d f CS SS M t i lInstead of CS use SS Material


B) Stress/Flexibility related factor for Weight B) Stress/Flexibility related factor for Weight reduction consideration

Impact on weigh due to stress/flexibility factors can be kept under control withfollowing steps

----Feasibility for Using alternative Light weight material for supports to be reviewedon case to case basis

Pi i t t b ti i d th t l t ibl fitti & R ti l th i------Piping stresses to be optimized so that least possible fitting & Routine length isreviewed & used

No of life cycles to be based on no of years for system operability requirements------No of life cycles to be based on no of years for system operability requirements


INNOVATION & COST CONTROLLING ASPECTS IN STRUCTURAL ENGINEERING STRUCTURAL ENGINEERING

OF FLNG PROJECTS


THREE MAJOR ASPECTS● CHOICE OF MATERIAL

● CORROSSION RESISTANCE

USE OF MODULAR STRUCTURES● USE OF MODULAR STRUCTURES


CHOICE OF MATERIALComposite ConstructionTh f f t l t t ti i h t l l t j i d ithThe form of steel–concrete construction is where steel plates are joined withconcrete so that the two form one structural element in themselves. The twomust have mechanical means for developing shear between the steel andconcrete componentsconcrete components.

Typical arrangements are

1. A steel beam is joined to the concrete by welded studs. The concrete takesj ycompression; the steel plate takes tension and transverse shear. This is thescheme commonly employed in bridge construction.

2. Special shear connectors, in the form of transverse bars or vertical plates2. Special shear connectors, in the form of transverse bars or vertical plates(with holes), are welded to the steel.

3. Two steel plates, spaced apart, are filled with concrete. The two plates aretied together with steel diaphragms or bolts or perhaps even short stressedtied together with steel diaphragms, or bolts, or perhaps even short stressedbars.


Plastics and Synthetic Materials, CompositesIncreasingly, plastic and similar synthetic materials are being utilized in the

marine environment.

Glass, carbon, and aramid fibers are embedded in a resinous synthetic polymer., , y p y

Uses range from glass fiber–reinforced plastic for pipelines to neoprene andnatural rubber fenders and bearings, to polyethylene bags for slope protection andpolyurethane foams for buoyancypolyurethane foams for buoyancy.

Porous geotextile filter fabrics are extensively © 2000 by CRC Press LLCemployed under riprap to prevent leaching of sand. Epoxies are injected for repairor applied as jointing and coating compoundsor applied as jointing and coating compounds.

Polyethylene pipes have been used for cold water pipelines in depths up to 2000ft (600 m) off the island of Hawaii, and Kevlar, nylon, and carbon fiber mooringli i i fl ti ff h tilines are in common use in floating offshore operations.

Glass fiber–reinforced plastic is used for fender piles to protect wharves.Fiberglass and carbon tendons have been employed as prestressing tendons on anexperimental basis.

Ductility of concrete piles and columns has been increased by encasement inaramid fibers. Carbon fiber sheets, affixed to the bottom of beams, increase the, ,bending capacity while carbon fiber sheets, affixed to the sides, increase theshear capacity. Aramid fibers (Kevlar) are increasingly utilized in deepwatermooring systems.


TitaniumTitanium is the “ultimate” material for marine applications, due to its strength andf d ffreedom from

corrosion. However, it is very expensive.

Titanium is used in critical marine installations which are subject to rapid corrosion,Titanium is used in critical marine installations which are subject to rapid corrosion,e.g., saltwater

ballast lines that are in frequent use. Titanium cladding was applied to the steelshafts of the Trans-Tokyo Bay Bridgeshafts of the Trans-Tokyo Bay Bridge.

Titanium structural elements can be rolled with the following properties:

Strength 800–1200 MPa (120,000–160,000 psi)

Endurance limit under cyclic loading 400–500 MPa (60,000–70,000 psi)

U it W i ht 48 kN/ 3 4 8 T/ 3(300 lb/ ft )Unit Weight 48 kN/m3= 4.8 T/m3(300 lb/cu. ft.)

`Cost Five times that of steel

Future developments in metallurgy may make titanium more available at lower costs.


CORROSSION RESISTANCE

DNV rules require that the provisions for coating include:1. A description of general application conditions at coating yard

2. Method and equipment for surface preparation

3. Ranges of temperature and relative humidity

4 A li i h d4. Application methods

5. Time between surface preparation and first coat

6. Minimum and maximum dry film thickness of a single coat6. Minimum and maximum dry film thickness of a single coat

7. Number of coats and minimum total dry film thickness

8. Relevant drying characteristics

9. Procedure for repair of damaged coating

10. Methods of inspection — for example, adhesion testing and holiday detection


ACKNOWLEDGEMENTS (PHOTOGRAPHS; ARTICLES & PRESENTATION….)· ABS· ABS

· Shel l

FPC· FPC

· Technip

· FlexLNG

· QG

· ConocoPhillips

· Saipem

· DNV

· Aker

· Waller Marine

· EnerSea Votrans

· E & P (Brian)

· Asim Deshpande & Michael EconomidesEconomides

· CE & CG Team (Bill / Milind) & others

Mg innovation flng cn 2010

Design

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