Mg innovation flng cn 2010

INNOVATIVE IDEAS FOR LIGHT MODULES
FLNG FORUM 2010:24 MARCH
PRESENTED BY MUKES GUPTA – MD CANADOIL ENGINEERING

© 2010 Canadoil Group © MG
www.canadoilgroup.com

INNOVATIVE IDEAS FOR LIGHT MODULES FOR FPSO & FLNG

1.) INTRODUCTION ……HERE BACKGROUND OF SELF AND PAST
EXPERIENCE 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 / FPSO

7) A POSSIBLE WAY FORWARD

8) CONCLUSION

1. INTRODUCTION

CANADOIL ENGINEERING CAPABILITIES

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

STATE OF ART FACILITIES
STATE OF ART FACILITIES
CANADOIL ENGINEERING CONCEPT
CANADOIL ENGINEERING CONCEPT

THE ONE STOP SHOP
THE ONE STOP SHOP

1 DESIGN/ 5 ONSITE
ENGINEERING COMMISSIONING

2 PIPE & FITTING 4 INTEGRATED
MANUFACTURING COATING

3 FABRICATION / SPOOLING

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

PIPE FITTING FABRICATION COATING

PIPE & FITTING MANUFACTURER
PIPE & FITTING MANUFACTURER

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

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

Diameter : 100 mm (4”) ‐ 3048 mm (120”)
Thickness : 6.35 mm (0.25”) ‐ 100 mm (4.0”)
Length : 3 meters (72” ‐ 120”),
12 meters (10” ‐ 72”),
( )
CAP
Diameter : 12.7mm (1/2”) – 3058.8mm(120”)
15 meters (16” ‐ 72”)
Thickness : 6 mm (1/4”) – 150 mm (6”)

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

FABRICATION
SLUG CATCHERS PRESSURE VESSELS

PIG LAUNCHERS
PIG LAUNCHERS SPOOLING

PHOTOS OF
PHOTOS OF
PACKAGES THAT CAN BE HANDLED

GLYCOL GLYCOL REGENERATION
CONTACTOR UNIT

COMPLETE ENGINEERING
COMPLETE ENGINEERING
ABU DHABI
Lump Sum Turn Key Packages Pre‐feasibility Studies & Concept studies

Trouble Shooting/ Front End Engineering Design/
Technical Services FEED/Basic Engineering

Commissioning Services
(Including Start‐up Engineering Management
& Trial run) Services

Construction Management
Detailed Engineering
Services & Pre‐Commissioning

Inspection & Expediting Services

Procurement Services
S i

QUALITY ASSURANCE
QUALITY ASSURANCE ENGINEERING

PROJECT ENGINEERING MANAGEMENT
GAS TREATMENT PACKAGES

Gas Treatment Packages
Gas Treatment Packages

Budgeted Man hour 60,000 approx

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

CE SCOPE: FEED AND DETAILED ENGINEERING;

BAGCR 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

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

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

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

MAHSHAHR PRODUCT STORAGE FACILITY PROJECT

BASIC Engineering being finalized by SPG, Germany, Detail Engineering by CE
BASIC 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+
Products

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

UNIQUE COMPETITIVE ADVANTAGES GAINED BY
UNIQUE 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 OPERATION
’
ONE FLNG PLANT UNDER EPC AND COUPLE OF THEM UNDER FEED / CONCEPT STAGE
MAINLY ONSHORE TECHNOLOGY & PLANT DESIGN CONCEPT APPLIED TO SHIP. ENGINEERING WISE
POSSIBLE TO IMPROVE WITH INVOLVEMENT OF ESTABLISHED ENGG COMPANY HAVING BOTH
POSSIBLE TO IMPROVE WITH INVOLVEMENT OF ESTABLISHED ENGG COMPANY HAVING BOTH
OFFSHORE & ONSHORE EXPERIENCE
NEED TO INVOLVE MODULE SUPPLIERS HAVING ENGINEERING BACKGROUND TO ENSURE TROUBLE
FREE MODULE TIE UP & OPERATION ON THE SHIP
FREE MODULE TIE UP & OPERATION ON THE SHIP
CURRENTLY 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 ETC
OPERATION 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)
b) A way to develop stranded gas fields, isolated, remote from land and other Infrastructure
c) Alternative to flaring and re-injection
d) Alternative to land-based Greenfield LNG-plants
) p
e) Market uncertainty
• Improved technology in LNG storage & transfer (sloshing and motion effects)
• FPSOs are conventional, over 100 in operation
p
• 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
• SLUG CATCHER

• HEAT EXCHANGERS
• GAS FILTERATION / SEPARATION
GAS FILTERATION / SEPARATION
– Coil‐Wound Heat Exchanger (CWHE)
– Plate Fin Heat Exchangers (PFHE)
• GAS TREATMENT COMPRISING OF
– Core‐in‐kettle
Core in kettle
– Low fin tubes heat exchangers
• GAS DEHYDRATION
– Printed Circuit Heat Exchangers (PCHE)

• GAS DRYING
• ROTATING MACHINES
– Compressors
p
• GAS SWEETENING
GAS SWEETENING
– Turboexpanders
– Gas turbines and power generators
• 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 facility
a floating LNG facility
• Location & sea condition
• Survival in storm conditions
• Ensuring smooth facility operation in motion & rough sea
E i h f ili i i i & h
• 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…..
y g
• Whether we really need such huge FLNG terminals or whether a smaller version
can 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 facility
• Method of transfer of cargo
M th d f t f f
• Deck congestion

5. INNOVATIVE IDEAS & APPROACH……FOR MODULARIZATION

BENEFITS OF MODULARIZATION

MODULARIZATION APPROACH & ISSUES

CASE STUDY ZORA
CASE 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 PROD
SAFER
COST EFFECTIVE (CONST COST SAVING, LESS TESTING ON SITE / SHIP)
BETTER QUALITY DUE TO CONTROLLED WORKING CONDITION
MINIMIZE IMPACT & FIELD WORK AT FINAL PRODUCTION SITE
MINIMIZE IMPACT & FIELD WORK AT FINAL PRODUCTION SITE
MINIMIZE LAYDOWN SPACE
MINIMIZE IN‐AIR WORK
STRUCTURAL / FOUNDATION REQUIREMENT SIMPLIFIED
REDUCE DELAYS DUE TO ADVERSE WEATHER
FEWER FITTING ERRORS
FEWER FITTING ERRORS
PROCUREMENT SIMPLIFIED
MATERIAL & EQUIPMENT ARE EXPENSIVE & DIFFICULT TO OBTAIN ON TIME
SHORTEN SCHEDULES FURTHER BY CONCURRENT PROCESSES SUCH AS
FABRICATION, PERMITTING & LOGISTICAL ARRANGEMENTS
UNIQUE MODEL OF COMPANY CAPABLE OF LSTK ENGG, FABRICATION,
UNIQUE MODEL OF COMPANY CAPABLE OF LSTK ENGG FABRICATION
PROCUREMENT & CONSTRUCTION SERVICES FOR MODULAR PROJECT
GLOBAL NETWORK OF ENGG PROCUREMENT CONSTRUCTION RESOURCES
ENSURING FASTER DELIVERY

PITFALLS OF MODULARIZATION

Bad Management
Incomplete planning
Incomplete planning
Material delivery not synchronized with the module assembly
Location of module yard
Construction begins too soon
Construction begins too soon
Decisions during construction are made based on construction completion date not on
the basis of the potential incurred cost by incomplete or un‐installed components
Case 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 disaster.
major 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 installed
The 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 stage
Create a strong integrated Management team for the Detailed design
Plan the procurement of materials in the order of assembly
Pl h f i l i h d f bl
The 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 equipment
Constructability must be done at the planning stage, e.g. the fabricators and
y g
module assembly team should be involved at the detailed design stage. g
Long lead items must be identified and purchased well in advance
Module assembly must be done using the 80/20 rule meaning that the
assembly does not begin unless 80% of the module materials have been
assembly 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 avoid
The 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 components
Meaning that do not over engineer if a common size works,
Meaning 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 saving g
Bulk purchase electrical cable and wire early
If there are multiple modules that will be assembled together
If 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.

Q
QATAR GAS OFFSHORE & AMINE FILTERATION MODULE……CASE STUDY

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

ASSEMBLY OF MODULES……MODULARIZATION IDEAS

DESIGNING 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 FPP
BARGE.….CASE

6. EXPECTED TRENDS IN MODULARIZATION - PRINCIPLES DRIVING THE MODULE
DESIGN…….
DESIGN
• 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 difficulties
Addressed technological difficulties
– Process selection / on board floater
– Machinery selection
– Layout / plot plan
/ plot plan
• Good understanding of technical quantities / cost of facilities
• Facility remains « on par » in terms of project magnitude with currently delivered large
oil 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)
power density
• Aero-derivative (high efficiency)
• Machine proven reliability

LIQUEFACTION TECHNOLOGY SELECTION CRITERIA……

• TECHNOLOGICAL SELECTION STRATEGY

– Selection of a simple and robust liquefaction process, adapted to medium capacity
l f l d b l f d d d
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 g
efficiency drops

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

• 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 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 – experienced
vendors to be considered to avoid problems

Process design aspects
• Natural gas (typical composition > 86% CH4, N2, C2,
C3, C4)

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

• The LNG storage and transportation is accomplished by
super 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 structure
must have superior fire, blast and low
temperature resistance.

• It should also be able to withstand significant collision
loads from supply boats or LNG carriers ”
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 Pipeline
NGL Pipeline

Gas Conditioning
Plant

LNG
Gas Pipelines
G Pi li
L N G
Surface Storage
Vaporization

Liquefaction Process Criteria
q

Risk Management for‐LNG
Technology for LNG covers the “Gas Transportation Chain”

Propulsion
Hull
Vibration
Maintenance
Dual Fuel
Containment
System Integrity
System Integrity

Collision and
Grounding

Structural Terminal
Integrity
I t it Class/Certification

Ice Strengthening
and Cold Weather
Operations

46

INSTRUMENTATION


FLNG
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 p j
gy project execution methodology p y a large role in
gy play g
determining how successful ongoing operations will be.

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


FLNG
A distributed modular approach for the automation….

Reduces Control room footprint, and cable size & weight,
Facilitates modular design
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
p
provides the vessel's staff with the control, safety, and information
, y,
required for efficient, ongoing operations

PIPING


FLNG
FLNG HIGHLIGHTS – Piping Discipline inputs
p g p p

Layout of the topside facilities is driven by the sequential placement of the
processing systems

The key to an optimal layout is modularization by process or utility system. Each
major system i t
j t is treated as a stand-alone system and as a modularized
t d t d l t d d l i d
component of the entire facility.

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


A) Equipment Layout Consideration

The modularization of layout in to various modules & sub modules to be used for
entire layout system
Each major system is treated as a stand-alone module system and as a modularized
j y y
component 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/out
connection to the adjoining module to form a contiguous pipe rack once the
modules are integrated.
d) To integrate the pipe rack into the module structure.


Typical example of modular system is given below as a Electric Generator Set
Electric 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 on
skid to be located Interconnecting piping of acceries to main skid

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

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


B) 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.
e g For water service /drain service use plastics such as GRP , PP,HDPE
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 &
allowable stresses bearing capacities.
e.g. Instead of A 53 use A106 Material
Instead f
I t d of CS use SS Material
M t i l


B) Stress/Flexibility related factor for Weight
reduction consideration

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

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

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

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


INNOVATION & COST
CONTROLLING ASPECTS IN
STRUCTURAL ENGINEERING
OF FLNG PROJECTS


THREE MAJOR ASPECTS
● CHOICE OF MATERIAL

● CORROSSION RESISTANCE

● USE OF MODULAR STRUCTURES


CHOICE OF MATERIAL
Composite Construction
The form of steel–concrete construction i where steel plates are j i d with
Th f f t l t t ti is h t l l t joined ith
concrete so that the two form one structural element in themselves. The two
must have mechanical means for developing shear between the steel and
concrete components
components.
Typical arrangements are
1. A steel beam is joined to the concrete by welded studs. The concrete takes
j y
compression; the steel plate takes tension and transverse shear. This is the
scheme commonly employed in bridge construction.
2. 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 are
tied together with steel diaphragms or bolts or perhaps even short stressed
diaphragms, bolts,
bars.


Plastics and Synthetic Materials, Composites
Increasingly, 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 and
natural rubber fenders and bearings, to polyethylene bags for slope protection and
polyurethane foams for buoyancy
buoyancy.
Porous geotextile filter fabrics are extensively © 2000 by CRC Press LLC
employed under riprap to prevent leaching of sand. Epoxies are injected for repair
or applied as jointing and coating compounds
compounds.
Polyethylene pipes have been used for cold water pipelines in depths up to 2000
ft (600 m) off the island of Hawaii, and Kevlar, nylon, and carbon fiber mooring
lines are i common use i fl ti offshore operations.
li in in floating ff h ti
Glass fiber–reinforced plastic is used for fender piles to protect wharves.
Fiberglass and carbon tendons have been employed as prestressing tendons on an
experimental basis.
Ductility of concrete piles and columns has been increased by encasement in
aramid fibers. Carbon fiber sheets, affixed to the bottom of beams, increase the
, ,
bending capacity while carbon fiber sheets, affixed to the sides, increase the
shear capacity. Aramid fibers (Kevlar) are increasingly utilized in deepwater
mooring systems.

Titanium
Titanium is the “ultimate” material for marine applications, due to its strength and
freedom f
f d from
corrosion. However, it is very expensive.
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 steel
shafts of the Trans-Tokyo Bay Bridge
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)
Unit Weight
U it W i ht 48 kN/ 3 4 8 T/ 3(300 lb/
kN/m3= 4.8 T/m3(300 lb/cu. ft )
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. Application
4 A li i methods
h d
5. Time between surface preparation and first coat
6. 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

· Shell

· FPC

· Technip

· FlexLNG

· QG

· ConocoPhillips

· Saipem

· DNV

· Aker

· Waller Marine

· EnerSea Votrans

· E & P (Brian)

· Asim Deshpande & Michael
Economides

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

Mg innovation flng cn 2010

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