Crane Barge EB 503 prepare for install template

Crane Barge EB 503 prepare for install template

CB EB503-2

CB EB503-2

CB EB502-2

CB EB502-2

Monday 26 January 2009

PROCESS AND PIPING DIAGRAM



Process and Piping Diagram

1. Process flow diagram
  •     Often called mechanical flow diagram (MFD).
  •     Describe the purpose of the facility
  •     Prepared by the process engineer
     Contains : all major items of equipment, Flow path of the process fluid, Operating conditions at each step of the process, Material balance.

2. Equipment Arrangement Diagram

  •     Often called "Plot Plan"
  • Scaled plan view of the facility showing the location of : all major equipment, Buildings, walkways and escape routes, Prevailing winds (optional).
  • Prepared by the facility design engineer
  • Indicates the proper spacing of equipment which : minimizes fire and gas hazards, Aids in planning and piping layout, Aids in electrical area classification, Aids in hazards analysis reviews.
3. Piping and instrument Diagram (P&ID)
  • Prepared by the facility design engineer
  • Provides : Drafting with necessary data to preparethe construction drawings, complete design detail relative to equipment and piping
  • includes the mechanical design of each item
  • Shows the piping and instrumentation of the process in considerably more detail than plot plan or process flow diagram. Such as : Control sensors and actuators, Valves and piping specially items, Process pressure, temperature and flow levels, Equipment sizes, Line sizes and "spec breaks"
4. Piping and equipment isometric diagram

  • Consists of a three dimensional, non perspective pictorial
  • Shows pipe elevation

Wednesday 21 January 2009

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TYPES OF INSULATION

TYPES OF INSULATION
The following general designations are generic names of the materials. The individual manufacturers have different trade names for each of them. For each of the separate types, various properties will be compared, with the following properties common to all.
1. They must have been tested for fire-related values by the ASTM, NFPA, and UL as previously discussed, and meet the minimum standard for a flame spread of 25 and smoke-developed rating of 50 or less except where otherwise noted.
2. The temperature at which the k and R figures have been calculated is 75F (24C).
Fiberglass
Fiberglass insulation (ASTM C 547) is fibrous glass, made either plain or with a heat-resistant binder in order for the fiberglass to hold its shape. Typical values for material with a density of 3 to 5 lb/ ft3 (48 to 80 kg/m3) are k  0.22 to 0.26 and R  3.8 to 4.5.
Fiberglass is the most popular insulation, and it comes in many forms. Felted glass fiber without any binder is available in rolls. Made with a thermosetting resin binder, it comes in several different stiffnesses. In the form most commonly used for pipe, it is molded and shaped into semicircular sections. The binder is the critical factor for the ultimate temperature for which it can be used.

Cellular Glass
Cellular glass insulation (ASTM C 552) is pure glass with closed cell air spaces. This material has a flame spread of 5 and smoke developed of 0. It also has a 0 perm rating. The typical k value is 0.38 and the R value is 2.6. A jacket is necessary for abrasion resistance; the type used depends upon the expected severity of service.
Cellular glass is used where an extremely strong and impermeable material is required. It is also impervious to common acids and corrosive environments, and must be cut with a saw. It is available either plain or with a variety of factory-applied jackets.
Expanded Plastic Foam
Elastomeric plastic insulation (ASTM C 534) is an expanded foam, closed cell material, made from nitrile rubber and polyvinyl chloride resin. The typical k value is 0.27 and the R value is 3.6. This material has a perm rating of only 0.17, and does not require a jacket except for appearance; it can also be painted. The flame ratings of 50 are valid for all thicknesses. For material 1⁄2 in (15 mm) thick and less, a smoke-developed rating of 100 has been established; up to 1 in (25 mm), the rating is close to 150. Because of the high rating, building codes do not allow
it to be used in all types of construction. A recent development has enabled manufacturers to reduce the smoke-developed rating down to 50 or below.
Recommended applications for pipes include temperatures from 35 to 220F (1.5 to 103C), and for sheets up to 180F (81C), due to the adhesive required to apply it to a tank. It is used in pipe spaces and boiler and mechanical equipment rooms, where code requirements may be relaxed and the ease of application could make it more cost effective.
Foamed Plastic
Foamed plastic insulation is a continuously molded, rigid product made from foaming plastic resin, which results in a closed cell material. Typical insulation materials are polyurethane (ASTM C 591), polystyrene (ASTM C 578), and polyethylene. A factory-applied jacket is usually provided. The typical k value is 0.15; R value is 6.7.
Due to the possibly wide variations in the composition of the materials that fall into this category of insulation, the fire rating varies between manufacturers. Although the materials are combustible, they can be made self-extinguishing. Foamed plastic is recommended for low temperatures including cryogenic, and for moderate temperatures, generally up to a maximum of about 220F (103C).

Calcium Silicate
Calcium silicate (ASTM C 533) insulation is a rigid material compounded from silica, asbestos-free reinforcing fibers, and lime. At 500F (260C), it has a k value of 0.5 and an R value of 2.0. A field-applied jacket is required. This insulation is commonly referred to as ‘‘calsil.’’
Mineral Fiber
Mineral fiber (ASTM C 553) insulation is a rigid material composed of rock and slag made into fibers bound together with a heat-resistant inorganic binder. The typical k value is 0.28, and the R value is 4.9. This material is very well suited for high temperature work.
Insulating Cement
Insulating cement is produced from fibrous and/or granular insulation and cement, then mixed with water to form a plastic mass. Typical k values range between 0.65 and 0.95, depending upon the composition of the cement. They can be of either the hydraulic setting or the air drying type. This material is best suited for irregular surfaces or as a finish for other insulation applications. It can also be used in situations where space is at a premium and some kind of insulation is required. Installation costs are very high.
JACKETS
In order to function more efficiently and extend service life, most insulation must be protected from damage and degradation by the application of an effective cover, or jacket material. A jacket is defined as any material, except cements and paints, that can be used to cover or protect insulation installed on a pipe or vessel. The choice of jacketing will depend upon its use, which can be divided into seven general functional categories:
1. Weather barriers are used to prevent the entry of liquid water into insulation and also the entry of chemicals that would affect the inside or outside of the insulation. Materials include plastic, aluminum, and stainless steel as well as weather barrier mastics.
2. Vapor barriers are used to reduce the entry of water vapor into the surface of the insulation. In order to be effective, the vapor barrier must be completely sealed at every opening. A vapor barrier is used on cold surfaces primarily for eliminating the possibility of entrapped water vapor condensing on the pipe.
3. Mechanical abuse-resistant coverings are used to protect the underlying insulation from mechanical damage due to abuse or accidental contact by personnel or equipment. The compressive strength of the insulation used should be considered when selecting a jacket. Metal products are most commonly used.
4. Corrosion- and fire-resistant coverings are used as part of a complete hazard resistance system. Almost any type of jacket or mastic increases the fire rating. The most successful corrosion jackets are plastic or stainless steel depending upon the nature of the spill, leak, or atmosphere expected. Some mastics are also useful.
5. The visual appearance of some jackets over piping in exposed areas is an important feature in the selection of various coatings, finishes, cements, and covers. Since this consideration must often be approved by an architect or client, he or she should be consulted before final selection.
6. Jackets capable of being disinfected are used to present a smooth surface that will resist fungal and bacterial growth. They must withstand cleaning with powerful detergents coupled with steam and high pressure water. This requires a jacket with high mechanical strength.
7. Plain jackets are used on hot services and in other cases when a jacket is desired
for ease of installation and appearance. Jackets come in various forms and types, and can be divided into three general categories: rigid (plastic, aluminum, or stainless steel), membrane (glass cloth, coated papers, treated papers, and papers laminated with foils and/or cloth), and mastic. Jackets can be specified separately or factory applied. Separate jackets are used for special situations when a factory applied jacket is not available or possible, for example, jackets made of aluminum or plastic sheets. The factory applied jacket is by far the most common and is available in three types: the so-called all-purpose jacket, which has a vapor barrier, a plain jacket, and a weatherproof jacket.
Each manufacturer has a different combination of materials that are laminated to each other to provide flexibility, strength, and fire resistance. Kraft paper that has been coated or treated with chemicals is the most common base. The next layer is usually fiberglass cloth, used for strength, and the third layer is usually an aluminum foil. All three layers are permanently bonded together with a special adhesive to give the desired strength and water vapor retardation characteristics.
All-Service Jacket (ASJ)
The all-purpose, or all-service, jacket has a vapor barrier. The complete jacket is a lamination of kraft paper, fiberglass cloth (skrim) and either aluminum foil or metalized film. This is commonly referred to as an FSK jacket, for foil, skrim, and kraft. The kraft paper is a bleached 30-lb (13.5 kg) basis weight material, which means 30 lb (13.5 kg) for each 30,000 ft2 (2790 m2) area (or one ream). There is also a 45-lb (20.2 kg) basis weight paper available if a heavier paper is desired. The fiberglass scrim is used for strength and reinforcement of the paper. The standard weave is 5 5, which means five lines per inch. Other weaves are available, ranging from 1 1 to 10 10, and also a 10 20. Also available is a bias weave, which adds diagonal threads in a third direction. The closer the weave, the stronger the jacket.
The foil used is aluminum, ranging in thickness from 0.35 to 1.0 mil. The standard thickness is 0.50 mil. Metalized film is also available. Although thinner than foil, it retains its shape better under impact. One manufacturer described its product as a white, metalized polypropylene film with a perm rating of 0.02.
The composition of the adhesive and the actual methods used to bind the components together are proprietary. It is the adhesive that imparts the fire resistant rating to the entire jacket system. After a layer of adhesive is applied to the kraft paper, the scrim is added and the adhesive forced through the weave. Finally, the foil or metalized film is put on next. The three layers are then laminated together to form the complete jacket system.


Lagging
Lagging is the process of insulating a pipe or vessel and then covering the insulation with a cloth jacket. The jacket is primarily used to improve the surface appearance of any insulation, offering very little in the way of protection. Lagging materials are available in a full spectrum of colors and may eliminate the need for painting. This cloth can be canvas or fiberglass, for example, and is secured to the insulation with lagging adhesive and/or sizing. Also available is a combination system that serves as both an adhesive and protective coat.
Aluminum Jackets
Aluminum jackets (ASTM B-209) are available in a corrugated or smooth shape and in thicknesses ranging from 0.010 to 0.024 in, with 0.016 in being the most commonly used. Also available are different tempers or hardness. These range from H 14 (half hard) to H 19 (full hard), with H 14 being the most common. Aluminum jackets can be secured by one of three different methods: banded by straps on 9-in centers, by a patented seam in an S or Z configuration, or by sheet metal screws. The ends are overlapped 2 in and secured with straps or screws (or nothing for the interlocking type). Since they are usually applied over insulation, a variety of vapor barrier materials can be factory applied to the aluminum jackets, which may be necessary if the insulation has any ingredient that causes galvanic or corrosive attack on the aluminum, or if an additional vapor barrier is thought to be necessary. Fittings are fabricated from roll material in the shop. There are four different alloys of aluminum commonly used for jacketing material: 1100, 3003, 3105, and 5005. Although there are differences among them, it is not usually necessary to specify which alloy is to be used. The properties of all types are so closely matched that the service or performance of the material is not affected by different choices. It is common practice for the fabricator of the jacket to interchange any of the four types depending upon availability and price. By specifying the ASTM code alone, the engineer is allowing the contractor to use any of the types (since they are all acceptable), and avoids the possibility of a delay caused by waiting for the particular alloy specified and the extra cost involved.
One alloy, 1100, is mostly used for fittings because it is the most malleable of the four. If the jacketing is used on a pipe that may expand and contract often because of system operation, corrugated aluminum jackets should be used. These jackets easily expand and contract. Aluminum jackets have the following advantages:
1. Easy application in any weather
2. Easy formation into different shapes
3. Good resistance to abuse
4. Ready availability

Aluminum jackets have the following disadvantages:
1. Low resistance to pH ranging from 7 to 11
2. Low fire rating
3. Low emittance value
4. High initial cost
5. Low resistance to strong cleaning chemicals
Stainless Steel Jackets
Stainless steel jackets (ASTM A-240) are available in either flat or corrugated forms and in standard thicknesses of 0.010, 0.016, and 0.019. They are secured in the same manner as aluminum jackets. A factory applied moisture barrier can also be added.
The most commonly available alloys are types 301, 302, 303, 304, 305, and 316; 304 is the most popular. It is best to consult with the manufacturer for the criteria that will help determine which alloy would be best for any particular application. Several types of finishes are available, from polished to dull. Stainless steel jackets have the following advantages:
1. Excellent fire rating
2. High resistance to mechanical abuse
3. Excellent corrosion and weather resistance
4. Easy application in any weather
5. Excellent hygienic characteristics

Stainless steel jackets have the following disadvantages:
1. High initial cost
2. Corrosion cracking where chlorine or fluorine exists
3. Low emittance value
4. Long lead time
There are often strict union regulations requiring that stainless steel jackets over 0.20 in thick be installed by sheet metal workers. Jackets 0.20 in thick or less can be installed by the insulation contractor. The insulation contractor is more knowledgeable about this kind of work, so when job conditions permit, it is usually more cost effective to specify the thinner thickness to ensure that the work will be done by the insulation contractor.
Wire Mesh
Wire mesh is a little-known jacket material. It’s mainly used when a strong, flexible, abrasion-resistant covering that must be easily removed is needed. It is available in widths from 1 to 43 in (25 to 1075 mm), with 12, 18, 24, and 30 in (300, 450, 600, and 750 mm) used most often. Common wire diameter of the mesh is either 0.008 or 0.011 in. The thicker wire is used where greater strength is needed or heavy use expected. The openness of the weave is expressed in density, which gives the number of openings per inch. Densities of 48 to 130 are used, with 60 being the most common. Material of the mesh can be Monel, Inconel, or stainless steel. It is attached with lacing hooks or sewn with stainless steel wire. In addition, it must be secured with either tie wires or metal straps.

Plastic Jackets
Plastic jackets are manufactured in a great variety of materials, including PVC, ABS, PVF, PVA, and acrylics. Thickness ranges from 3 to 35 mils. The manufacturers should be consulted to determine the criteria necessary to select the best material and thickness for any particular application. Plastic jackets have the following advantages:
1. Lowest cost of any solid jacket
2. Best resistance to chemical corrosion
3. Excellent resistance to bacterial and fungal growth

Plastic jackets have the following disadvantages:
1. Poor fire rating
2. Low impact resistance
3. Softening at high temperatures
4. Vulnerability to infrared and ultraviolet rays and ozone
5. Cold weather embrittlement

Monday 19 January 2009

CHECK VALVES



FUNCTION OF CHECK VALVES
       The prime function of a check valve is to protect mechanical equipment
in a piping system by preventing reversal of flow by the fluid. This
is particularly important in the case of pumps and compressors, where
back flow could damage the internals of the equipment and cause an
unnecessary shutdown of the system and in severe cases the complete
plant.
         Generally speaking check valves have no requirement for operators, and
so the valve is operated automatically by flow reversal; however, in very
special circumstances this uni-directional facility has to be overridden.
Check valves either can be fitted with a device that allows the closure
plate(s) to be locked open or alternatively can have the closure plate(s)
removed. The latter alternative requires dismantling the valve, removing
the plates, and re-installing the valve.
        Check valves are automatic valves that open with forward flow and close
against reverse flow. This mode of flow regulation is required to prevent return flow,
to maintain prime after the pump has stopped, to enable reciprocating pumps and
compressors to function, and to prevent rotary pumps and compressors
from driving standby units in reverse. Check valves may also be required
in lines feeding a secondary system in which the pressure can rise above
that of the primary system.
           Grouping of Check Valves
            Check valves may be grouped according to the way the closure member
moves onto the seat. Four groups of check valves are then distinguished:
           1. Lift check valves. The closure member travels in the direction normal
to the plane of the seat
           2. Swing check valves. The closure member swings about a hinge, which
is mounted outside the seat
           3. Tilting-disc check valves. The closure member tilts about a hinge,
which is mounted near, but above, the center of the seat
           4. Diaphragm check valves. The closure member consists of a
diaphragm, which deflects from or against the seat.
          
 Operation of Check Valves
Check valves operate in a manner that avoids:
             1. The formation of an excessively high surge pressure as a result of the valve closing.
            2. Rapid fluctuating movements of the valve closure member.
  
           However, the speed with which forward flow retards can vary greatly
between fluid systems. If, for example, the fluid system incorporates a
number of pumps in parallel and one fails suddenly, the check valve at the
outlet of the pump that failed must close almost instantaneously. On the
other hand, if the fluid system contains only one pump that suddenly fails,
and if the delivery line is long and the back pressure at the outlet of the
Figure 4-14. Diaphragm Check Valve, Incorporating Flattened Rubber Sleeve
Closure Member. [Courtesy of Red Valve Company Inc.)
pipe and the pumping elevation are low, a check valve with a slow closing
characteristic is satisfactory.
            Rapid fluctuating movements of the closure member must be avoided to
prevent excessive wear of the moving valve parts, which could result in
early failure of the valve. Such movements can be avoided by sizing the
valve for a flow velocity that forces the closure member firmly against a
stop. If flow pulsates, check valves should be mounted as far away as practical
from the source of flow pulsations. Rapid fluctuations of the closure
member may also be caused by violent flow disturbances. When this situation
exists, the valve should be located at a point where flow disturbances
are at a minimum.
          The first step in the selection of check valves, therefore, is to recognize
the conditions under which the valve operates.

Sunday 18 January 2009

VIETNAM LARGEST VESSEL


 
      The Nam Trieu Ship Building Industry Corporation (Nasico) launched a 150,000DWT Floating Storage and Offloading vessel (FSO), the largest of its kind in Vietnam, in Hai Phong port city on January 14.
      The vessel, which is 258.14m long, 46.4m wide and 24m high, is used to store oil products pumped up from oil fields and to separate crude oil from them to be supplied to oil refineries.
      Addressing the ceremony, Deputy Prime Minister Hoang Trung Hai described the launch as a quantum leap in the Vietnamese shipbuilding industry. He asked workers to complete the remaining work to hand it over to the Vietnam National Oil and Gas Group (PetroVietnam) on schedule.
      Currently, more than 3,000 workers are putting the final touches to the vessel, which will be towed to Bach Ho (White Tiger) oil field once completed.



 

NEW DEEPWATER SEMI SUBMERSIBLE DRILLING RIG FROM DSME SHIPYARD


        Oil and Gas Drilling - Seadrill today took delivery of the new deepwater semi-submersible drilling rig West Aquarius from the DSME shipyard in South Korea. The unit will leave Korean waters in a few days after completing some general mobilization activities, en route to its first drilling assignment in Indonesia. Start-up of operations is expected mid February. West Aquarius has a three-year contract with ExxonMobil for worldwide exploration activities.
       West Aquarius is a sixth generation, high specification, deepwater, state of the art semi-submersible drilling unit. The rig has a high load carrying capacity, an efficient drilling floor layout with improved safety and working environment measures. West Aquarius can run parallel drilling operations and is designed with a dynamic positioning system and a water depth capacity up to 3,000 meters.
      West Aquarius is the seventh consecutive deepwater drilling unit delivered to Seadrill during the last 10 months, and the second deepwater newbuild delivered to Seadrill that starts a long-term contract with ExxonMobil.

 

Saturday 17 January 2009

EQUIPMENT FOR PIPELINE HYDROSTATIC TEST


Following below are equipment that require during  hydrostatic test of pipeline :


1. Fill manifold complete with valves

2. Dewater manifold complete with valves

3. Low pressure fill pump with filter screens

4. High pressure positive displacement pump

5. Dead Weight gauges

6. Chart for pressure recording

7. Chart for recording temperature of water

8. Chart for recording temperature for ambient conditions

GAS CARRIERS



Gas Carriers


Gas carriers take liquid which occupies about 1/600 of the volume it would occupy as a gas.

Two different forms are carried; Liquid Petroleum Gas which is mainly propane and butane, and Liquid Natural Gas which is mainly methane. Critical factors in the carriage of gas in liquid form are the boiling point tempo at atmospheric pressure and the critical tempo ( this is the temperature above which the gas cannot be liquified no matter what the pressure.

The type of containment vessel used for the cargo will differ depending upon the desired tempo and pressure ( the tempo must always be below the critical ).

In general low pressures may be used if the tempo is kept low, alternately higher temperature may be used but higher pressures are required. LNG

LNG has a boiling point of -162oC at atmospheric pressure and a critical tempo at 47 bar of -82oC, suitable containment conditions allow the carriage of LNG at different tempo and pressure.

LPG
LPG comprises many different gases which have different boiling points and critical temperature, carriage requirements vary between atmospheric pressure and 18 bar and -100oC to -5oC

For smaller ships carrying LPG, pressurised systems are generally used, these employ spherical or cylindrical tanks. However, there is a considerable loss of space. With higher pressures ( up to 18 bar) no reliquifacation plant is fitted and no insulation is required. Relief valves are used to protect the system.

Recompression of boil off gas may be employed.

Systems employing pressurised tanks may be partly or fully refrigerated thus requiring less strength in the cargo tanks. This reduces weight and cost. Insulation and reliquification plant is required. Partly refrigerated systems have a maximum pressure of about 8 bar and a temperature of about -10oC. Fully refrigerated have a maximum pressure of about 8 bar but the temperature may be down to -45oC thus increasing the range of petroleum gas cargoes that may be carried. These systems employ cylindrical or spherical tanks which must be self supporting.

Most shipments of LPG are carried at atmospheric pressure at theire respective boiling point. Some typical examples are ethylene -103oC, propane -42oC, ammonia -33oC and butane 0oC to- 5oC

Lloyds register require that in cases other than for pressurised tanks, for carriage of cargoes below 10 oC the hold spaces should be segregated from the sea by a double bottom. For below 50oC the ship should also have longitudinal bulkheads forming the tank sides.

Most gas tanks incorporate a method of detecting leakage. When the primary barrier is breached the secondary barrier should capable of confining the leakage for a minimum of 15 days.

In addition, especially for LNG carriers, the inert gas contained in the barrier space is sampled and temperature probes fitted. Regular 'cold spot' inspections are carried out on the secondary barrier.

Before designing a gas tank certain criteria set down in the IMO code for ships carrying bulk gas must be met. These, by giving a set of figures determining a damage to the ship, ensure the ships survivability in a collision, grounding etc. The position of the tanks, determined by the type of cargo to be carried, are laid down to prevent the escape of cargo under similar conditions.

For systems other than fully pressurised a method of dealing with 'boil off' must be fitted. For LPG carriers this takes the form of an on board
Fully pressurised
The tanks are internally stiffened and constructed of ordinary grade steels as the cargo is carried at atmospheric temperatures.





Alternative tank support arrangements



Tanks are in the form of pressure vessels, cylindrical or spherical.

Maximum pressure is about 18 bar and no reliquification plant is provided.

Apart from certain areas around the supports insulation is not usually fitted. Relief v/v's are required to safe guard against pressure build up due to boil off. A compressor is provided to keep the tank system pressurised.

Tanks are classed as self supporting, because of the loss of space the system is not popular and is usually applied to smaller ships
Semi-pressurised, partly refrigerated
These reduce the cost and weight; tanks are insulated and reliquifaction plant is fitted, max pressure is 8 bar and minimum tempo about -5oC. Tank arrangement is similar to the fully pressurised and so there is still the loss of space.
Semi-pressurised, fully refrigerated
Pressure about 8 bar, and temperatures down to -45oC. Tanks well insulated and reliquification plant essential. Tank pressurised but it is possible to carry a range to cargoes at different pressures and temperatures.
Fully refrigerated
Cargoes are carried at atmospheric pressure but at a temperature below the atmospheric boiling point. Very suitable for LNG, but can also be used for LPG and ammonia ( LNG carriers do not generally have a reliquification plant but LPG carriers may )

Prismatic tanks or membrane wall systems may be used. Prismatic tanks are self supporting but they must be tied to the main hull structure.
Prismatic tank


Membrane tanks
Membrane tanks are rectangular and rely on the main hull of the ship for strength.

The primary barrier may be corrugated in order to impart additional strength and to account for movement due to change of temperature. Systems vary but the arrangement shown is typical.



Primary barrier material must have the ability to maintain its integrity at the low temperatures. 36% Nickel steel(invar), stainless steel and aluminium are satisfactory at normal LNG temperatures.

Secondary barriers may be fitted depending upon the arrangements but it is not normally required as the ships hull may be used as the secondary barrier if the temperature of the barrier is higher than - 50 oC and construction is of arctic D steel or equivalent.

An independent secondary barrier of nickel steel, aluminium or plywood may be used provided it will perform a secondary function correctly.

Insulation materials may be Balsa, mineral wool, glass wool, polyurethane or pearlite. It is possible to construct a primary barrier of polyurethane's as this will contain and insulate the cargo.

Usually, secondary barriers are of low temperature steel or aluminium, neither of which becomes brittle at low temperatures.

Gas detection equipment needs to be fitted in the inner barrier and void spaces in cargo pump rooms and in control rooms.

The type of equipment depends upon the cargo being carried and the type of space involved measurement of inflammable gas vapours and toxic vapours as well as oxygen content should be monitored.

Visual and available warnings must be given when high levels are approached. Toxic gasses must be measured every four hours except when personnel are in the spaces when the interval is 30 mins.

Membranes are very thin (less than 2mm) and are therefore susceptible to damage, tanks are never partially loaded.
Boil off
With LNG reliquifaction is not economically viable. It is a requirement by class that a suitable method be installed for the handling of this gas

One common method is to utilise the gas as fuel for the propulsion plant. A suitable method of disposing with excess energy should be fitted. Typically for a steam powered vessel this would take the form of a steam dumping arrangement.

Alternately , the gas may be vented although port restrictions mean it may not always be possible.

For LPG boil off can be reliquified or a suitable venting system clear of the ship may be used. Burning in the main engine can be very problematic, not least with the ensuring safe gas tightness on the engine. Combustion problems and the probable production of noxious gasses are also areas of concern.
Safety
During transit gas will boil off and venting may be employed to release pressure but methane is a green house gas and pollution regulations may restrict such venting. Any venting of gas must be vertical and away from the ship.

Spaces between the tank barriers or between the barrier and the ships side must be constantly inerted or there must be sufficient inert gas available to fill spaces. Tanks must be fitted with indicators for level, pressure and temperature. There must also be a high level alarm with visual and audible warning together with automatic flow cut off. Pressure alarms and gas monitoring points for detection equipment must also be provided in inter barrier spaces. Detection equipment is also required in void spaces, cargo pump rooms and control rooms. Measurements must be taken of flammable vapours, toxic vapours and oxygen content. For fire protection, the fire pump must be capable of supplying at least two jets or sprays which can reach all parts of the deck over the cargo tanks fixed dry chemical systems may also be required.

Automatic tank piecing (lng)



Should a leak be detected from the tank into the interbarrier space by either temperature probes or gas detectors during the loaded voyage the inter barrier space will fill to the level of the liquid in the tank. On discharge it is possible that the level in the tank will fall more rapidly than the liquid can drain from the inter barrier. The primary barrier, which has little mechanical strength will thus collapse.

To prevent this a nitrogen powered punch assembly is fitted to a low point in the tank, before start of discharge this punch may be operated to allow proper drainage. Once the cargo has been discharged both the original leak and the hole caused by the punch are repaired.


Jettison the cargo

Should a problem occur of such severity that it is required to jettison the cargo then a special nozzle arrangement is fitted to the manifold and the main cargo pumps started. The liquid is ejected down wind of the vessel forming a large gaseous ball. By carefull design and flow considerations the flammable region is kept to a minimum.




The author has witnessed videos of tests carried out on this system and can vouch for its effectiveness.
LNG vessel propulsion systems.
Although the amount of boil off from a modern LNG carrier represents a small percentage of the cargo it still is significant in terms of cost.

The traditional method of dealing with this boil off is to specify steam propulsion for the vessel and utilise the boil off as fuel in the boiler. The disadvantage of this is that initial cost is high and efficiency is low in comparison to reciprocating engines. The advantage is the proven design, low maintenance and high reliability

The growth in carrier size up to and above 200000m3 has led to twin screw designs. This has favoured the use of slow speed and duel fuel burning engine designs There are alternatives available to this some of which are
Two stroke diesel electric propulsion plant- the boil off is burnt in a boiler which powers a turbo-alternator which supplies electricity for propulsion.- reached design stage but the proven track record of the steam turbine as held it at bay.
Slow speed engine and reliquificationconcerns over the initial cost, unproven reliability in the marine environment and high electrical power consumption has meant this is only a recent introduction
Duel burning diesel engines- question mark over reliability and effect on the near perfect safety record of the worlds LNG fleet. In this design gas is introduced either at low presure during the air suction stroke into the air inlet ducting. Alternately the gas may be injected at high pressure directly into the cylinder. In both designs a pilot fuel oil injector is used. The engine retains the ability to run on fuel oil only. Low NOx and CO2 emissions at least equalt to steam plants are claimed
Gas Turbine
- in a turbolectric set up

Predicting Pipeline Corrosion


Predicting Pipeline Corrosion

Dr. James D. Garber, Dr. Fred Farshad, Dr. James R. Reinhardt, Hui Li, and Kwei Meng Yap and Robert Winters

A model has been developed which can predict the corrosion rate in gas and oil flowlines and pipelines. The Windows-based program describes the physical and chemical conditions inside of a pipe. This model is capable of predicting the corrosion rate in systems containing CO2, H2S, organic acids and bacteria.

The model also predicts the occurrence of “top of the line” corrosion, wettability conditions and can describe flow dynamics in large diameter pipelines. A new addition to the model is a risk assessment component, which allows for integrity management of the system. A number of field tests were performed to show the utility of the model, and the results were very satisfactory.


Corrosion prediction model

In May 1999, the Corrosion Research Center at the University of Louisiana at Lafayette received a three-year Department of Energy grant to develop a flowline/pipeline corrosion prediction model. The objective was to produce a computer model that was capable of providing a physical description of a system and predict corrosion rates for 3-phase pipeline and gas pipeline networks. A beta version, Phase I, was released on July, 21, 2002. On January 26, 2003, the Phase II version was released with numerous technical and cosmetic changes.

On November 1, 2003, an industrial consortium was formed by several companies to develop a Phase III version. This project produced a new multislope flowline model and an oil pipeline model. It was released on January 14, 2005. The Corrosion Research Center then sponsored further work on the model and developed a Phase IV market version which, in addition to improving the physical description of slug flow, added additional elements to the model such as improved flow dynamics, wettability “ top of the line” corrosion, H2S effect and risk assessment.

All phases of the program were developed using Visual Basic 6.0 with Microsoft Access as the database. Figure 1 shows the 5 models which constitute the program. A description of the models follows.

Physical description. The first three models shown in Figure 1 give the physical description of a system. This includes temperature/pressure profile, phases present, and the flow dynamics at each point in the pipe. As is usually the case in CO2 corrosion, the flow regime is very critical to the prediction of corrosion rate. Figure 2 shows the various horizontal flow regimes that are described by the model. The system loops at this point until it converges on pressure. This usually takes two to three loops. The pressure difference for convergence can be as little as 0.1 psi. The flow dynamic model includes empirical corrosion rate prediction.

Ion, pH and scale profile. At this point the ion, pH and scale model calculates the chemical properties of water in the system. In a system containing condensed water, the pH is low and so is the ion concentration. It is possible to track the location of organic acids entering the system as well as the bicarbonates and other ions. If the system is in stratified flow and condensing, two pH values are reported, one pH for water at the top of the line and one for the bottom of the line. These values can differ by 1-2 units.

Corrosion rate profile. The final and most difficult part of the model is the determination of the corrosion rate. Using equations developed in previous models developed by the UL Lafayette Corrosion Research Center as well as from others, it has been possible to obtain accurate estimates of the corrosion rate at each point in the system. In addition to the more empirical models, a pitting corrosion model has also been included which estimates the theoretical pitting rate. This model requires that a water analysis is available. To provide the best estimate of the actual corrosion rate, an expert system has been developed which accounts for variables that can enhance or diminish the predicted corrosion rate values. The parameters that are considered are temperature, water wetting, % inhibition, scaling, and bacteria effect. In this fashion the model considers a multitude of variables before giving the user the final corrosion rate.


Risk assessment

Risk assessment was incorporated into the Phase IV model because it has become a topic of interest in the field of engineering in the past few years due to its usefulness in evaluating the life of various systems. Internal risk assessment is taken into account by this model.

Risk is defined as the probability of a failure (or frequency of failure) times the consequence of the failure. The consequence is usually ranked from 1 to 5, which correspondingly range from non-severe to catastrophic failure. Consequence is typically assessed in a qualitative fashion, which is an inconvenience for computer application. It is usually easy for companies to establish and is left for the users to determine.

General corrosion models predict corrosion rate on a deterministic basis; namely, all the input values are known and are fixed. However, in reality, each input will have some uncertainty associated with it because of the variation of production conditions and the environment. This variation can have a significant impact on the corrosion rate prediction. One way to solve this problem is to calculate the range of corrosion rates based on the whole range of input values. This process can be time consuming if many inputs are involved. Furthermore, not all of the inputs vary in a uniform manner; some of them may vary following normal distribution, and others may behave in a log-normal distribution.

Random number generators for uniform, normal and log-normal distribution were developed. By assigning a certain distribution type to each major variable in the pitting corrosion model, random numbers were generated according to the specified distribution. All of these effects were combined using Monte-Carlo simulation to give the probability of the resulting corrosion rate. Any number of iterations can be performed. However, the recommended number is 10,000 or higher. From these results the mean and standard deviation were calculated, which could then be useful in determining the probability of failure.


Pitting corrosion

There are a total of 20 parameters used as inputs to determine corrosion rate in the pitting model used in Phase IV. Variations of some of these have significant impact on the predicted corrosion rate, and others have only a minor impact. Attaching a random number generator to all these variables will be time consuming and unnecessary. In this work, major variables are distinguished from minor variables in terms of their influence on the corrosion rate, and only major variables are considered to be associated with certain distribution types. The minor variables will be evaluated on their input basis.

Specifying the typical range of each variable in the field, the corrosion rate is calculated by continuously changing one variable in the range with others fixed. The resulting maximum and minimum corrosion rates are then compared, giving the percent change of the corrosion rate for that particular variable. The effect of each variable on the corrosion rate is listed in Table 1. From Table 1, it can be seen that bicarbonate, temperature, CO2 mole fraction, pipe wall thickness, chloride, pressure and bulk iron concentration have significant effect on corrosion rate in the range assigned. They are therefore considered as major variables associated with the specific probability function.


Major variables

It is important to obtain knowledge on the distribution type for each major variable, since different types of distribution will have a different impact on the corrosion rate. Process data can provide the best basis for determining the range and type of distribution, but since it is not always available, some assumptions still have to be made. In this work, field data and assumptions from the literature are combined to determine the distribution type of major variables.

Based on of 11,838 water analyses from a major oil company, distributions have been found for the following variables:

• Alkalinity (Bicarbonate): log-normal

• pH: normal

• Chlorides: log-normal or normal.

The following criteria suggested by BP Technology regarding distribution type was used to help determine the rest of the variables. The distribution for various parameters in the Cassandra model was also taken into consideration. Based on the above criteria, the rest of major variables could be defined in terms of distribution type, as shown in Table 2.

After a number of tests were performed, corrosion rate distributions were found to consistently fit the Weibull distribution, which is a most frequently used function for failure analysis. A corrosion rate distribution of 20,000 iterations with assigned distribution type inputs is presented in Figure 3. In this case, the calculated mean corrosion rate was 20.7 mpy, and the standard deviation equals 9.54 mpy. The actual predicted corrosion rate was calculated to be 19.6 mpy by using the mean value for normal and log-normal type inputs and the average value between the lower and upper limit for uniform type inputs. Note that the predicted corrosion rate roughly equals the mean corrosion rate, and that the standard deviation is approximately 45% of the mean value. This ratio is the same as quoted by investigators of the Norsok and DeWaard Milliams models for local corrosion. This result is encouraging because it validates the random number generators and also the pitting model. In the Phase IV model, due to time constraints, the standard deviation was fixed at 45% of the predicted corrosion rate even though it will normally range from 35% to 55% depending on the input values.


Probability of failure

The DNV-RP-G101 standard mentions that the probability of failure is determined using a Weibull distribution which is described by a scale parameter (a) and shape parameter (b). The Weibull distribution is the most useful mathematical form for failure analysis. In this work, a and b are determined from mean and standard deviation with the help of published relationships, as shown in Equations 1 and 2:


(1)



(2)


Where mean & std= mean and standard deviation for corrosion rate distribution, respectively, G(x) = Gamma function, which is defined as:


(3)


The gamma function can also be calculated using a polynomial approximation of Equation 3, as shown in Equation 4:


(4)


By comparison, the error caused by the polynomial expression is less than 310-7 for 0<=x<=1 but much faster than the integration process using Equation 3. Thus, Equation 4 was adopted in this work. The gamma function for any real number can be solved by combining Equation 4 with the following equation:


(5)


Using the above equations, a and b can be solved numerically.

The probability that a failure will occur within DT years is given by the cumulative probability function of the Weibull distribution, W(CRmax, a, b) as shown in Equation 6:


(6)


where PoF = the probability that a failure will occur within DT years, CRmax= maximum allowable corrosion rate calculated by the following equation,


(7)


where tcurrent = current wall thickness, tmin = minimum allowable wall thickness (typically takes 0 for pitting corrosion, 2- 3 mm for uniform corrosion), DT = time in years, a, b = Weibull scale and shape parameters, respectively.

Note that the minimum allowable wall thickness depends on the particular operating condition. Typically, it can be calculated based on allowable pipe pressure before pipe rupture as suggested in DNV RP-F101.


Classification of risk assessment

With the knowledge of probability of failure, the risk category of the pipe can be identified based on the criteria proposed in DNV RP-G101, which is shown in Table 3. In the Phase IV model, the graph that is generated for risk assessment is placed under the “plot” button and is labeled as “risk assessment.” If “top of line” corrosion is present, risk assessment would be evaluated based on both the bottom and top of line corrosion rates, and both will show up on “select plots” in the new model.

Figure 4 shows one case of risk assessment generated by the new Phase IV model. It can be seen that without inhibitors, the pipe will reach the maximum risk category in 7 years, while the risk of the pipe is significantly reduced with the help of inhibitor of 80% effectiveness. The risk category stays at the minimum value up to 25 years, and then gradually increases to medium risk at the end of 30 years.


Conclusion

The Phase IV computer model contains a number of substantial improvements over previous versions. The physical description of large-diameter pipes has been improved with the modification of the Dukler flow regime maps. Within the flow regime area, the modeling of slug flow has been the most difficult flow regime to describe. A change in the calculation of the height of the liquid film has given reasonable slug lengths and liquid hold up values. The program no longer has problems with the negative slug lengths.

The accurate prediction of the wettability of a three-phase of gas-oil-water is important for the determination of the final corrosion rate. Using laboratory work performed at UL Lafayette in a stirred tank, and information from Ohio University on horizontal flow, it has been possible to establish the liquid velocity at which water is picked up by the oil phase. Since the Phase IV model gives the flowrates of all the fluid phase, the conditions, which allow pickup, can be found. The stirred tank information can provide knowledge as to the percent wettability of the system in this condition. This allows an appropriate adjustment to the corrosion rate to be made.

Describing “top of the line” corrosion in a condensing pipeline requires an accurate calculation of the phase equilibrium of the fluids in the system, as well as an accurate knowledge of the flow regime involved. The Phase IV model is capable of determining if the “top of the line” corrosion can occur and what the pH value is at the top and bottom of the line. By incorporating the effect of organic acids in the calculations it is possible to predict how seriously it would affect the pipe.

Depending on a variety of parameters, the presence of H2S in CO2 corrosion systems can have a variable effect on the corrosion rate. Experimental data has verified that initially the CO2 will dominate the corrosion process and small amount of H2S will contribute to an increase in corrosion. However, when the H2S species becomes dominant then there is a drop in the corrosion rate. Using the pitting model developed at UL Lafayette, it has been possible to model the effect of H2S on CO2 corrosion.

The final improvement made to the pipeline model was in the area of the internal risk assessment. The seven primary variables that affect the pitting corrosion model and their distribution type were identified in this work. It was found that the pitting model has a Weibull distribution, which is similar to other corrosion models, and its standard deviation is approximately 45% of the mean. The same standard deviation is quoted by the investigations of the Norsok and DeWaard Milliams models. The model is used to calculate the probability of the failure (PoF) and provide a risk classification using a 1-5 rating (with 1 the best) as a function of years of use. From this information, a plot of risk classification versus years to determine the expected time to failure can be developed. The effect of inhibitors on this classification can also be described.

The physical description changes in the Phase IV model on the flowline and pipeline has produced an improvement in the final predicted corrosion result. The new model predicted stratified flow cases closely except for two cases, which were at elevated temperature. Although annular flow values of corrosion rate varied widely, the model was able to closely describe the four cases in question. Slug flow condition was also highly variable but the new model showed a high level of accuracy. Overall, the improvements in the program have helped in achieving more accurate corrosion rate predictions. n


Acknowledgments

The authors wish to express their thanks for the support provided by the EETAP division of the U.S. Department of Energy, together with the various companies that have supported the model development. They are BakerPetrolite, Champion Technologies, Chevron, Coastal Chemical, Nalco, Shell and Williams. Based on a paper presented at the NACE CORROSION 2008 Conference & Expo, held in New Orleans, Louisiana, March 16-20, 2008.

Friday 16 January 2009

Flange Physical Characteristics


 
    This characteristic can avoid any confusion when describing or ordering flanges, the following information should be given:

1. Type ASA or API;

2. Description of connection:

a) Weld neck flange

b) Slip on welding flange

c) Threaded flange

d) Blind flange.

3. Nominal diameter;

4. Number in ASA or API classification;

5. Type of face and gasket;

6. Bore if necessary;

7. Type of steel used for manufacture.