corrosion management system and implementation of imo pspc on fpso
TRANSCRIPT
SATUAN KERJA KHUSUS
PELAKSANA KEGIATAN USAHA HULU MINYAK DAN GAS BUMI
(SKK Migas)
PRIVATE AND CONFIDENTIAL
Corrosion Management System & Implementation of IMO PSPC on FSO/FPSO
By Putu Indra Mahatrisna
NACE CIP Level 3 – Certified
Dept. of Marine & Transportation SKK Migas
2PRIVATE AND CONFIDENTIAL
Agenda:1. Indonesia Upstream Oil & Gas Marine Operation Overview
2. Corrosion Management System on FSO/FPSO
3. Implementation IMO PSPC on FSO/FPSO
3PRIVATE AND CONFIDENTIAL
Indonesia Upstream Oil & Gas Marine Operation Overview
Working Area Based on Water Depth
- 0 – 100 m = 204 Working Area- 100 – 500 m = 26 Working Area- 500 – 1500 m = 31 Working Area- > 1500 m = 15 Working Area
Source: Ditjen Migas
Indonesia Oil and Gas Future is... OFFSHORE
PRIVATE AND CONFIDENTIAL 5
Daily Marine Fleet Controlled by SKK Migas
Total Fleet Operates in Upstream Oil and Gas Activity 2016 around 620 ships
0 20 40 60 80 100 120 140 160
AHT / AHTS
Flat Top Barge
Diving Support Vessel
FSO/FPSO/MOPU
Hopper Barge
Tug Boat / Terminal Tug / Harbour Tug
Sea Truck / Speed Boat / Fifi Sea Truck
LCT
Multipurpose Vessel / Utility Vessel
Oil Barge / Tanker
PSV / Supply vessel
Accomodation Barge/ Crane Barge
Crewboat, RIV, & Others
Jumlah
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Marine Daily & Annual Operation Expenditure (OPEX)
Note :
• Average Shipping Opex is USD 2,280,360,- /day atau USD 824,331,400,- /year, includes Tangguh LNG Fleet with “Cost of Sales” mechanism.
• Above shipping opex exclude fuel cost, drilling ship opex, ship to supportEPCI, and survey seismic vessel or G&G.
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Vessel Requirements 235 Units
No Ship Type Amount %
1 Accomodation Work Barge 6 2.6%
2
Anchor Handling Tug & Supply
(AHTS) 58 24.7%
3 Cable Boat/Cable Laying Barge 17 7.2%
4 Crew Boat 2 0.9%
5 Dinamic Position Vessel 5 2.1%
6 Diving Support Vessel 9 3.8%
7 Drilling Ship 8 3.4%
8 FSO/FPSO 9 3.8%
9 High Speed Craft 1 0.4%
10 Jack up Rig 31 13.2%
11 Multi Purpose Vessel 17 7.2%
12 Pipe Lay Barge 11 4.7%
13 Platform Supply Vessel 9 3.8%
14 Semi Submersible Rig 10 4.3%
15 Survey (Seismic) Vessel 16 6.8%
16 Tender Assist Rig 6 2.6%
17 Transportation Barge 2 0.9%
18 Utility Vessel 13 5.5%
19 Warehouse Barge 5 2.1%
Exploration & Project Fleet 2011-2015
Accomodation Work Barge
2,6%
Anchor Handling Tug & Supply
(AHTS)24,7%
Cable Boat/Cable Laying Barge
7,2%
Crew Boat0,9%
Dinamic Position Vessel2,1%Diving Support
Vessel3,8%
Drilling Ship3,4%
FSO/FPSO3,8%
High Speed Craft0,4%
Jack up Rig13,2%
Multi Purpose Vessel7,2%
Pipe Lay Barge4,7%
Platform Supply Vessel3,8%
Semi Submersible Rig
4,3%
Survey (Seismic) Vessel6,8%
Tender Assist Rig2,6%
Transportation Barge0,9%
Utility Vessel5,5%
Warehouse Barge2,1%
PRIVATE AND CONFIDENTIAL 8
• Year Built : 1972• Length : 142,5 m• Breadth : 48.2 m• Depth : 26,45 m• Capacity : 30,000 BOPD• Operator : PHE ONWJ
FSO ARCO ARDJUNA
• Year Built : 1972; • Recondition : 1989• Capacity : 1,000,000 BBLS• Length : 183.6 m• Breadth : 40.5 m• Depth : 24.9 m• Operator : JOB Pertamina
Petrochina East Java
FSO CINTA NATOMAS
SKK Migas FSO, FPSO, & FPU Own Fleet (1)
PRIVATE AND CONFIDENTIAL 9
• Year Built : 1975, • Rebuild : 1985• Length : 272.0 m• Breadth : 43.4 m• Depth : 20.6 m• Field Location : South Cina Sea• Operator : Star Energy (Kakap) Ltd
FPSO KAKAP NATUNA
• Year Built : 1990• Capacity : 400,000 BBLS• Processing Cap : 25,000 BOPD• Length : 166 m• Breadth : 39 m• Depth : 21.4 m• Operator : Premier Oil Natuna Sea
FSO ANOA NATUNA
SKK Migas FSO, FPSO, & FPU Own Fleet (2)
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It was the first Deep Water Development inIndonesia• Water Depth: 2,400 - 3,400ft• Start Production: 2003• Design capacity: 60,000 BOPD
Crude Oil, 150 MMSCFD Gas,• Hull build in PT PAL and Topside Fabrication
at Hyundai, South Korea.• Operated by Chevron Indonesia Company
FPU WEST SENO
• Field Location: South Cina Sea
• PSC : ConocoPhillips Indonesia
• Production: Oil 40.000 BOPD; Gas 440 MMSCFD
• Condensate Prod. : 4,800 stbbls/day
• Cargo tank cap : 1,187,000 bbls
FPSO BELANAK NATUNA
SKK Migas FSO, FPSO, & FPU Own Fleet (3)
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FSO GAGAK RIMANG
• Year Built : 1993,• Rebuild : 2013• Length : 327 m• Breadth : 58 m• Depth : 22.9 m• Field Location : Java Sea• Operator : ExxonMobil Cepu
Ltd.
SKK Migas FSO, FPSO, & FPU Own Fleet (4)
Number of FSO. FPSO, and FPU that operate in Indonesia are 23 units, with total capacity around 15 MMBBLS Oil and Condensate.
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Corrosion Management System On FSO/ FPSO
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Definition:“Corrosion management is that part ofthe overall management system, whichis concerned with the development,implementation, review andmaintenance of the corrosion policy.”(UK Health and Safety Executive (HSE),2004)
Corrosion Management System
Objective:• Reducing the number of corrosion related hydrocarbon
releases and other safety related and environmentallydamaging outcomes;
• Identifying good practices for setting up an optimal corrosionmanagement scheme, and
• Providing an overview of the top corrosion threats.
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• Statutory or Corporate compliance with Safety, Health and Environmental Policies ----> Cert. of Safety Costruction, Class, SKPI, SKPP, etc.
• Reduction in leaks• Increased plant availability• Reduction in unplanned maintenance• Reduction in deferment costs
Why Manage Corrosion?
Organise and operate successfullof Corrosion managementsystem depend on:• Design• Stage in Life Cycle• Process Conditions• Operational History
15PRIVATE AND CONFIDENTIAL
Yes
No
Basic Corrosion Management Process
• Leak and emissions targets• Unscheduled shutdown targets• Annual reduction targets
• Assess skills and competence• Define roles & responsibilities• Ensure co-operation & communication
• Identify hazards & assess risks• Agree targets, processes & systems• Set standards for measuring performance
• Proactive, measurement using regularchecks to show controls are working
• Reactive, measurement identifies whyperformance was substandard
• Review activities & trends• Check for compliance• Learn from experience & make
changesSource:UK Health and Safety Executive (HSE) Report
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FSO Lentera Bangsa – (Sept. 2011)• Explosion in the Engine Room• Casualties : 1 Person, several
injured• Oil Spilled on the spot • Location : Java Sea• Loss of Production : 18.000 BOPD
FSO Gagasan Perak – (Aug. 2010)• Explosion in the Slop tank• Casualties : 1 Person, several
injured• Oil Spilled on the spot • Location : Java Sea • Loss of production : 1.200 –
1.700 BOPD
Major Accident History
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PMS Audit
FSO/ FPSO
SEAWORTHYNESS-Class – Strength and Reliability
-Statutory (SOLAS & MARPOL) - HSES
PMS
Rules- Manufacturer
- Class
Period- Load
- Running Hours
Actors- Crew
- Contractor
Documentations- Planning & Schedulling
- Report
Controll- Ship Management – ISM Code
- SKK MIGAS & KKKS – Owner/ Charterer
Technical Recomendations
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SKK Migas PMS Audit for FSO & FPSO
1. Ship Particular
2. Ship Certificate & Documentation
3. Ship Operation Manual
4. Hull Components
5. Machinery Components
6. Other Components
1. Electrical Components
2. Navigation Equipments
3. Life Saving Appliance (LSA)
4. Mooring System
Objective :Continues Improvement on effectiveness, safety, and reliability FSO & FPSO operation to minimize unplanned shutdown.
Scope:Working Plan, Operation Management, Safety, Maintenance, Rule and Regulation Implementation on FSO & FPSO
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Common Observation Result
Heavy Corrosion on Deck Heavy Corrosion on Structural
Heavy Corrosion on Piping
Broken Insulation Weathertight Door/Openings Corroded
Corrosion on access
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Major Observation Result
Leaks on Cargo Tank/ Hull Cracks on Hull Leakage on Engine Room
Corrosion Leakage on Boiler Corrosion on Life Appliance Mechanical Damage
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Challenges
1. Marine corrosion is one of the leading causes of structural andmechanical failures in the floating production facilities, but the rightmeasures to protect these assets can ensure they operate safely,efficiently and profitably.
2. As the price of oil continues to fall, Facility owners may be looking tocut budgets, which could affect corrosion control providers
3. Poor understanding of the corrosion management concept and itspractical applications.
4. Increased expectations from the public for safety, strictergovernmental regulations and, perhaps more than anything, ashortage of experienced personnel.
5. Aging infrastructure, particularly as it relates to marine coatings, isanother major concern in the industry
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How to Improve Asset Corrosion Management
1. Companies should have a policy statement that clearly addresses theorganization’s objectives for the corrosion management system
2. Companies must continue to train, certify and provide opportunity totheir corrosion control personnel to ensure the program is beingproperly maintained.
3. Marine corrosion control starts with the proper design andinstallation of the infrastructure. If a company takes the time todevelop, implement and maintain a proper program, these assetswill operate safely, while protecting the environment and providing aprofitable system to the owner.
4. There’s not just one methodology for controlling marine corrosion.Coating, cathodic protection, electrical isolation and propermaintenance all play a role.
5. Government can ensure that legislation and regulations relevant tothe industry includes language that supports proper corrosioncontrol planning and the use of qualified personnel
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Implementation IMO PSPC On FSO/FPSO
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The Performance Standard fo Protective Coating (PSPC)IMO PSPC for Water Ballast TanksIMO MSC.215(82) Performance Standard for Protective Coatings for Water Ballast Tanks(2006)• A standard designed to achieve a target coating lifetime of 15 years in dedicated
seawater ballast tanks and double side-skin spaces of bulk carriers.• The regulatory amendment is: SOLAS Regulation II-1/3-2• Entry Into Force
• The building contract was placed on or after 1st July 2008• The keel was laid on or after 1st January 2009• The delivery is on or after 1st July 2012
IMO PSPC for Cargo Oil Tanks
The IMO MSC.291(87) Performance Standard for Protective Coatings for Cargo Oil Tanks of Crude Oil Tankers (2012)• Designed to achieve a target coating lifetime of 15 years to ensure the longevity of
cargo oil tanks.• The regulatory amendment is: SOLAS regulation II-1/3-11• Entry Into Force:
• The building contract is placed on or after 1st January 2013 or• The keels of which are laid or which are at a similar stage of construction on or
after 1st July 2013• Or the delivery of which is on or after 1st January 2016
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SOLAS Regulation II-1/3-2, Clause No. 4:• Maintenance of the protective coating system shall be included in the
overall ship's maintenance scheme.• The effectiveness of the protective coating system shall be verified
during the life of a ship by the Administration or an organizationrecognized by the Administration, based on the guidelines developedby the Organization.*
Main Element of PSPC
Main Elements of the PSPC• Design of a specification and coating system• Coating System approval• Definition of inspection procedures• Production of a Coating Technical File (CTF) which records all aspects of
the process• Verification of compliance
• IMO PSPC requires that the CTF should be completed by the shipyard and reviewed by the flag State (usually a Class society acting as an RO) before the related certificate is issued.
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Shipyard Shipowner
Paint Company
The Parties Involved
Inspector
Source: Sandy Kirkwoodwww.safinah.co.uk
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Coating System on FSO Karapan Armada Sterling III - HCML
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Ballast Tank Dehumidifier – FSO Gagak Rimang
• OEM: Munters Pte Ltd.
• Type unit: Desiccant
Dehumidification MT-10000E
• Process Air: Rated air flow:
10000 m3/h;
• Reactivation air: Rated air flow:
3330 m3/h;
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Implementation of PSPC, Challenges:
• Greater demand for education in coating management• New technology solutions for “equivalent” coating system• More systematic approach to inspection with objectivity• Better data recording and control of process• True additional cost on New Build as yet not verified
• Today the surface preparation andcoating process is considered by mostshipyards as a ‘bottleneck’ in the process.
• Genuine shortage of trained coatinginspectors
• Coating Process predictable, but not anexact science (weather, drying times,access to surface).
30PRIVATE AND CONFIDENTIAL
1. To reach the goal of 15 years useful coating life in GOOD condition from
initial coating application, these initial efforts during the new construction in
the shipyard is critical element include:
a) The clearly defined tripartite agreement on specification and
inspection procedures,
b) The selection of qualified and certified coating inspector(s),
c) Carrying out IMO PSPC-compliant surface preparation and coating
application,
d) Quality inspection and comprehensive CTF documentation.
2. The standardization of shipyard new construction processes to meet the
PSPC requirements not only has the potential for improving the quality of
coating, but also provides an opportunity for better controlling costs
during construction and throughout the service life of the vessel.
Summary
S C C E S S
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About Presenter
• Name : Putu Indra Mahatrisna
• Date of Birth : 1st May 1979
• Education :
• Bachelor degree in Department of Marine Engineering, Faculty of
Maritime Technology, ITS Surabaya
• Now is continuing Master degree majoring in Gas Management,
Department of Chemical Engineering, Faculty of Engineering,
University of Indonesia
• Experience :
• Marine Engineer at BPMIGAS/ SKK Migas (2009 to date)
• Lead Production Engineer & Subject Matter Expert (SME) for Coating & Passive
Fire Proofing at J. Ray McDermott (Batam yard) (2005-2009), project included:
• Chevron Platong Gas II CPP Topside Construction & HUC
• North Belut CPP Topside Construction & HUC
• Woodside LNG Train, Phase V Expansion Project
• Technical Service Advisor at PT. Jotun Indonesia (2003-2005)
• Certification:
• NACE CIP Level 3
• IMO OPRC (Oil Pollution Preparedness, Response, and Cooperation Convention)
- Level 2
• NEBOSH International Technical Certificate in Oil and Gas Operational Safety