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UKOOA FPSO Design Guidance Notes

UKOOA FPSO Design Guidance Notes

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06/15/2014

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Design of the FPSO should take account of the demands of long-term service with in-situ
inspection and maintenance and the requirements of performing this safely with
minimum interruption to production activity.

An integrity management plan should be developed in parallel with the design of hull
structure/systems and the mooring system. This document will cover inspection strategy,
the frequency of inspection, criteria for acceptance of results and plans for repair or
replacement of failed items with a permissible time limit for these to be implemented.
Design safety factors, fatigue lives, redundancy and corrosion margins should be
compatible with the inspection regime in the integrity management plan.

Hull design should enable safe means of access to all tanks and void areas for inspection
and maintenance at sea. Consideration should be given to locating stiffeners in double
skin wing tanks and in double bottom where possible to facilitate inspection without
entering cargo spaces. Access to pumps and valves for change-out should be provided.

Tank arrangements should provide a sufficient number of tanks to enable production
operations to continue at close to optimum efficiency while selected tank(s) are cleaned
for inspection and maintenance. Tank venting arrangements should facilitate purging of
selected tanks for entry.

The International Chamber of Shipping & Oil Companies International Marine Forum
publication International Safety Guide for Oil Tankers & Terminals (ISGOTT) (ref.54) is
a reference for many items relevant to tanks operations.

Other useful reference sources are the Tanker Structures Co-operative Forum Condition
Evaluation & Maintenance of Tanker Structures (ref.55), which deals mainly with
corrosion, and their Guidance Manual for the Inspection and Condition Assessment of
Tanker Structures (ref.56) which deals with weld defects and possible repair details.

The mooring integrity plan should include a reliable means of monitoring the integrity of
each mooring line and anchor. The permissible delay until a failed line is replaced should
also be covered. This will depend on the time of year and the probability of
environmental loads exceeding the reduced capacity of the mooring system. Results
from DNV DEEPMOOR and ND/MCS Integrated Mooring and Riser Design Study
suggested a time limit of 3 months.

94

UKOOA FPSO DESIGN GUIDANCE NOTES FOR UKCS SERVICE

PART 3

PRODUCTION FACILITIES

CONTENTS LIST

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