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Cargo Oil Heating Requirements For An FSO Vessel Conversion PDF
Cargo Oil Heating Requirements For An FSO Vessel Conversion PDF
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Highly viscous crude oil stored in a floating-storage-and-offloading (FSO) vessel can provoke
cargo pumping and remain-on-board (ROB) problems. Cargo oil heating in the vessel to reduce the
viscosity and minimize the problems is studied in this paper as well as heating requirements. An
operating scenario is introduced for a vessel of 300 kdwt with assumed data. Heat dissipation from
warm cargo to ambient, heat addition to incoming cold cargo, and heat depletion during cargo
offloading are analyzed for the vessel. A simplified but robust heat loss analysis for the vessel is
presented. Using the readily available product crude as the boiler fuel to heat cargo is a logical
decision. Fuel consumption is estimated for the vessel. Boiler loads for heating steam generation
and heating devices are discussed. The cargo offloading configurations between the vessel and
shuttle tanker are investigated for heated and unheated cargo to determine its deliverability. The
configuration dictates the length of offloading hoses from the vessel to the tanker. High pressure
losses within long hoses may prevent unheated cargo from being delivered at the design rate to the
tanker. Alternatives to cargo heating are postulated. Addition of heating coils to an ultra-large crude
carrier (ULCC) built in the 1970's or 1980's is considered during the vessel conversion. The cost
estimates of addition and conversion for cargo heating are assessed. The transportational consid-
erations are discussed. Conclusions and recommendations are presented.
~ ~ PLEM
- ~ ~--'=-- ..~_
SHU'I-I'LE / ~
HAWSERS\
l~ ---~ ~ - ~ ~ OFFLOADING
.-.-~-~ -=S~ -J f ~ ~ HOSES
TURRET~ ~ ....
tanker is berthed at a buoy distanced from the FSO ves- --analyze and calculate heat losses from heated cargo in
sel. Cargo oil is offioaded to the tanker through a subsea the vessel,
pipeline and hose strings. The offloading hose string is --estimate the fuel consumption for heating cargo in the
connected between the buoy and the midship manifold. vessel,
This configuration is affiliated with the vessel anchored --devise steam heating requirements,
by a spread mooring system. The buoy is secured by a --define offioading system requirements for heated or un-
CALM system. heated cargo, and
--evaluate alternatives, estimate costs and consider trans-
This study defines the initial planning philosophy and cost portation issues.
basis, and supports the later engineering or operational ef-
forts. It is not the intention of this study to work out detailed A s c e n a r i o o f F S O vessel o p e r a t i o n s
design and engineering, to define detailed procedures for op-
eration and maintenance, or to determine the specific equip- Every existing FSO vessel in the world operates differ-
ment needed. The objectives of this study are to: ently. Operations are determined by production and offioad-
j OFFLOADING ~' ~
~ -- FLHE_X!IBEEL
,:' (TYP.)
/
ing rates, vessel and shuttle t a n k e r sizes, sea states, etc. To (assumed field production rate), q2 = 45 000 bbl/hr from
avoid being puzzled by these u n k n o w n factors, a simple rule t a n k e r d a t a [3] (total pump discharge r a t e from t h e vessel of
can be e s t a b l i s h e d for the vessel operations. The rule is t h a t 300 kdwt), and n 2 q 2 = 90 to 250 k d w t s h u t t l e t a n k e r s (ap-
w h a t e v e r is incoming to the vessel should be offloaded to a p r o x i m a t e l y 0.66 to 1.90 10 ~ bbl from t a n k e r d a t a [3]).
shuttle tanker(s) in order to have o p t i m u m operations and to Only the p a r t i c u l a r solution is sought in t h i s study, i.e., AQ
m a i n t a i n continuous production. G e n e r a l l y speaking, t h e r e = 0. This p a r t i c u l a r solution is t r u e for the scenario when
are two operation modes in a n operation period (n) for the t h e r e is a fleet of dedicated s h u t t l e t a n k e r s being long-term
vessel. The s t a n d b y mode (nl) r e p r e s e n t s days in which no chartered for the FSO vessel. Therefore, the offloading mode
t a n k e r is b e r t h e d to the vessel. The offloading mode (n2) rep- (n,~) r a n g e s from 0.61 to 1.76 days. The s t a n d b y mode (n 1)
resents days in which a t a n k e r receives cargo from the vessel. spans from 2.69 to 7.74 days. The operation period (n) covers
Times for the t a n k e r ' s waiting, b e r t h i n g and castoff are not from 3,30 to 9.50 days. In conclusion, the offioading modes are
included in the offloading mode. The commercial t e r m s such less t h a n 20% of all operation periods. This percentage will
as laytime, l a y d a y s , and others are i r r e l e v a n t to the opera- be used to justify t h e a v e r a g e fuel consumption from t h e
tion period in this study. Detailed t a n k e r operations are de- m a x i m u m fuel rate.
scribed in other sources [4].
The vessel c o n s t a n t l y receives incoming product crude
from the subsea pipeline. Downtimes due to w e a t h e r or me- Vessel heat loss analysis
chanical problems or both are excluded from this scenario. The cargo oil offloading r a t e from the FSO vessel is a l w a y s
W i t h i n an operation period, n = nl + n2, the volume vari- much g r e a t e r t h a n t h a t of incoming crude oil to the vessel.
ation of crude oil in the vessel can be expressed as The volume of crude oil stored in the vessel changes con-
(nl + n2) ql - n~q2 = AQ s t a n t l y due to the continuous incoming and i n t e r m i t t e n t
offloading. The h e a t loss in this n o n s t e a d y s t a t e of the crude
where oil incoming/offloading requires detailed a n a l y s i s which is
ql, q2 = m e a n r a t e s (bbl/day) of crude oil incoming to outside the scope of this study. However, t h e a n a l y s i s can be
vessel and offioading to shuttle tanker, solved with a few a s s u m p t i o n s and t r a n s f o r m e d into a
respectively steady-state approximation.
n~, n2 = n u m b e r of days when vessel is in standby and Depending on the size of the s h u t t l e t a n k e r , the vessel can
offloading, respectively v a r y from n e a r e m p t y to press-full over a period of several
AQ = Q2 - Q1 = volume (bbl) difference of crude oil days. The near-full condition of 95% provides a conservative
stored in vessel at end of n2 and b e g i n n i n g of and steady-state analysis for the m a x i m u m h e a t loss sce-
n~ nario as shown in Fig. 4. W i t h this assumption, the h e a t loss
is n e a r the m a x i m u m and y e t t h e r e is still room for incoming
The t e r m n2q2 is the oifioading parcel size and also the dwt cargo to be w a r m e d up w i t h i n the vessel. A vessel 98% full is
of a shuttle t a n k e r . AQ can be > 0, = 0, or < 0. A typical FSO recognized as completely full in the m a r i n e industry.
vessel operation is shown in Fig. 4. A scenario of vessel op- H e a t dissipates from the w a r m e r cargo t h r o u g h the vessel
erations in this study is a s s u m e d to be: ql = 200 000 bbl/day hull to the cooler s u r r o u n d i n g atmospheric a i r and seawater.
C)
V)
z
_J AVERAGE HEAT LOSS
O
uJ
0c
o
kQ, %
NOTE DAYS
OPERATION EQUATION
q~(n + r~2)- q2r~ = 0 2- Q~
LEGEND
PRODUCTION RATE ( q, )
Additional heat is required to warm the continuous incoming for the actual nonsteady operating conditions. The fuel con-
cooler crude, while heat is removed along with intermittent sumption for cargo oil heating is detailed in Appendix 1. The
offioaded cargo. Heat required for cargo heating in the vessel conclusions are summarized as follows:
at standby and offioading modes can be expressed as:
a. FSO vessel in standby mode for about 2.69 to 7.74 days The average crude oil consumption for cargo heating
(from previous section): is estimated to be 51.3 short tons/day or 114 920 bbl/
year. This estimate is based on the FSO vessel being
Heat required = Qair 4- Qwater + Qin partially full on average and heating steam being
turned on about half of all operation periods. The
b. FSO vessel in offloading mode for about 0.61 to 1.76
average heating cost of burning crude for cargo
days (from previous section):
heating is estimated to be 2.30 million $U.S. per
Heat required = Qair + Qwater + Qin - Qoe year at an assumed crude price of $20/bbl. This cost
excludes any other operational expenses such needs
where as cargo offioading, electricity generation, hotel
Qair = heat loss to air through vessel's main deck and equipment, or accommodations.
fore-and-aft bulkheads In order to arrive at the above fuel consumption rate for
Q w a t e r = heat loss to seawater through vessel's cargo heating, the cargo tanks in the FSO vessel are simpli-
sideshells and bottom plate fied into a single large tank as shown by the dotted lines in
Qin = heat transfer to incoming oil Fig. 5 (which is shown with another SPM system). The sim-
Qo~ = heat depletion to offioaded oil plified tank floats on seawater and is subjected to a set of
prescribed environmental conditions. The desirable cargo
Heat required for the FSO vessel in the oifloading mode heating temperature is assumed to be 120F. In this study,
does not provide the near-peak heat loss since the vessel is the bulk of cargo in the tank is maintained at this tempera-
partially empty while oil is oifioaded. Therefore, the heat loss ture, which implies that heating coils are installed in all
calculation during this operating mode will not be performed. tank bottoms evenly. Other coil installations, such as install-
The final crude oil consumption based on 95% full at all times ing in selected large tanks or at sides or both, are not be-
will be adjusted to represent the vessel under all operating lieved applicable to this methodology. Other assumptions for
periods. The heat loss calculations for the vessel of 300 kdwt crude oil consumption calculations are included in Appen-
is detailed in Appendix 1. Basic heat transfer techniques are dix 1.
applied to the calculations.
Steam heating requirements
Fuel c o n s u m p t i o n
No attempts have been made to assess whether the vessel's
The fuel consumption of crude oil burning in the vessel existing boilers can generate sufficient steam to heat and
boilers for cargo heating is proportional to the heat required maintain cargo at the temperature of 120F. A heat balance
to maintain cargo at a constant temperature. The heat loss design [5] sheds light on boiler loads for steam generation
and fuel rate from the steady-state assumption are averaged and utilization. The existing two boilers may have sufficient
ARTICULATED ' ~ %
RISER~ "~"~MpO.R.ING
~ " JACKET
capacity to generate superheated high pressure (HP) steam loading requirements with and without cargo heating are
to be converted to low pressure (LP) steam to heat cargo at a addressed for three different configurations in the following
temperature while the vessel is in the standby mode. During sections.
this mode, one boiler is sufficient for supporting vessel oper-
ations. This boiler is under 25% of the rated load in the heat Alongside offloading (Fig. 1)
balance design. However, boilers may not have enough ca-
pacity to heat cargo while the vessel is in the offioading mode. The offioading hose is estimated to be 60 ft long for this
During this mode, turbines of cargo transfer pumps consume configuration as demonstrated in Appendix 2. This hose
up to 62% of each boiler load as shown in the design. Addition length shall be long enough to span the midship-to-midship
of an auxiliary boiler on the vessel's main deck for cargo manifolds and the 10-ft-diameter fenders between the FSO
heating is a conceivable solution in this circumstance. vessel and shuttle tanker. The elevation difference due to
An alternative to conserve fuel is to heat cargo just prior to draft changes between the vessel and t a n k e r is included in
the arrival of the shuttle tanker. This is applicable if the the hose length calculation.
vessel's heating coils have enough capacity and the standby The hose size is calculated to be two, 16-in.-diameter flex-
mode is long enough to let the cargo be heated to the desired ible hoses for the unheated cargo from the preliminary anal-
temperature. ysis as shown in Part II of Appendix 3. Other combinations of
The cargo heating system includes steam coils in all cargo, hose sizes may be applicable for this configuration.
slop and forward fuel tanks; an LP steam generator; and a Crude oil does not require heating due to the short hose
drain tank. Selection of the heating coil material will depend span for delivery, but at a severely restricted rate. In other
on the crude oil properties and service factors. Stainless steel words, cargo from the vessel can reach the shuttle t a n k e r at
or nickel brass is the recommended coil material. An LP the much lower oifloading rate with existing transfer pumps
steam generator converts superheated HP steam into LP and without cargo heating under this configuration. In order
heating steam for use in coils. A separate steam condensate to achieve the maximum and average offloading rates, cargo
return system is required and includes an inspection tank, oil must be heated.
monitors, scrubbers, etc. to detect and treat oil contaminants.
The cargo steam heating system is usually separate from the Tandem offioading (Fig. 2)
main steam system to avoid contamination.
The offloading hose is estimated to be 1000 ft long for this
configuration as demonstrated in Appendix 2. This hose
Ottloading system requirements length shall be long enough to cover the distance between
two manifold receiving flanges on the FSO vessel and shuttle
Offloading a highly viscous cargo poses problems for exist- tanker, The vessel's manifold is assumed to be located at the
ing FSO vessel transfer pumps of the centrifugal type. Pump- aft and port side. The freeboards of the vessel and t a n k e r are
ing viscous fluid through offloading hoses generates unusu- included in the hose length calculation.
ally high pressure losses which are adverse for any pumping The hose size is calculated to be two 20-in.-diameter float-
operations. In an extreme case, it may not be possible to ing hoses for heated or unheated cargo from the preliminary
deliver cargo at a specific rate to the shuttle tanker, analysis as shown in Part III of Appendix 3. Other combina-
It is assumed that the existing transfer pumps in the tions of hose sizes may be applicable for this configuration.
ULCC will be retained in the FSO vessel conversion. The Calculations show that crude oil can be delivered to the
pumps are usually centrifugal type and their discharge pres- shuttle tanker at varying rates with or without heating. In
sures are predetermined. For a typical ULCC of 300 kdwt, other words, crude oil does not require heating for delivery at
the maximum offioading rate is assumed to be 60 000 bbl/hr at a much lower offioading rate even though the hoses are
120 psig at the offloading manifold, and 45 000 bbl/hr at 150 rather long. In order to achieve the maximum and average
psig is assumed to be the average offloading rate for heated rates, cargo heating is required. The pressure drops for
cargo [6]. The transfer pump discharge rate is assumed to be heated and unheated cargo are calculated for comparison.
30 000 bbl/hr at 75 psig at the offioading manifold for un- For the heated cargo calculation, the assumption is made
heated viscous cargo, which is interpreted from pump char- that cargo is kept at 120F within hoses without any temper-
acteristic curves [7]. Other assumptions are included in Part ature drop. In reality, the majority of long hoses will float on
I, Appendix 3. The type of vessel mooring system will have the sea with surface currents and breezes which tend to cool
minimal effect on hose length determination. The vessel off- off heated cargo along the way. A heat transfer analysis is
Seawaterproperties (assumed same as fresh water except for den- T h e t h e r m a l r e s i s t a n c e of steel a n d s e a w a t e r is negligible com-
sity) @ 78F p a r e d w i t h t h a t of crude oil.
Qwaterl = Heat loss to seawater through 2 vertical sideshells o f Qa~rl = Heat loss to air through horizontal main deck o f F S O ves-
F S O vessel--Heat t r a n s f e r s from h e a t e d c r u d e oil t h r o u g h s i d e s h e l l s s e l - H e a t t r a n s f e r s f r o m h e a t e d c r u d e oil t h r o u g h t h e m a i n deck of
of t h e steel plate to s e a w a t e r h a v i n g a 2 k n o t (3.3 ft/sec) c u r r e n t t h e steel plate to t h e a t m o s p h e r i c air h a v i n g 10 m p h w i n d p a s s i n g
flowing p a r a l l e l to t h e v e s s e l ' s l o n g i t u d i n a l axis. C r u d e oil a n d sea- parallel to t h e vessel's l o n g i t u d i n a l axis. C r u d e oil a n d air e a c h f o r m
w a t e r e a c h form a t h i n l a y e r w h i c h a d h e r e s to e a c h side of t h e steel a t h i n b o u n d a r y l a y e r a r o u n d t h e m a i n deck. T h e l a y e r s c o n s t i t u t e
plate. T h e l a y e r s c o n s t i t u t e t h e r m a l r e s i s t a n c e to t h e h e a t t r a n s f e r . t h e t h e r m a l r e s i s t a n c e s to t h e h e a t t r a n s f e r . T h e h e a t t r a n s f e r for
T h e h e a t t r a n s f e r for c r u d e oil is u n d e r free convection w h e r e a s t h e crude oil is u n d e r free convection w h e r e a s air is u n d e r forced con-
s e a w a t e r is u n d e r forced convection. All f o r m u l a s a n d e q u a t i o n s vection. T h e air g a p of 95% full, w h i c h is above t h e c r u d e oil a n d
s h a l l be referred to C h a p t e r s 8 a n d 9 of reference [9]. below t h e m a i n deck, also provides t h e r m a l r e s i s t a n c e d u e to free
convection a n d radiation. T h e air h e a t c o n d u c t i o n w i t h i n t h i s g a p is
CRUDE OIL HEAT TRANSFER BY FREE CONVECTION: negligible. All f o r m u l a s a n d e q u a t i o n s s h a l l be r e f e r r e d to C h a p t e r s
8, 9 a n d 13 of reference [9].
Npr = IXCp/K,P r a n d t l n u m b e r = 430.25 0.45/0.08 =
2420 AIR HEAT TRANSFER BY FORCED CONVECTION ABOVE MAIN DECK:
NG r = .y~3 [3At/v2, G r a s h o f n u m b e r
= 32.2 (90) 3 0.000343 (120 - 78) hair1 = 5.5 Btu/hr-ft2-F, air h e a t t r a n s f e r coefficient as
(3600)2/(430.25/58.032) 2 r e c o m m e n d e d by A m e r i c a n Society of H e a t i n g a n d
= 7.973 10 l Ventilating Engineers
NprNGr = 1.9295 1014, log (NprNcr) = 14.28
A I R HEAT TRANSFER BY FREE CONVECTION BELOW MAIN DECK AND
log (NNu) = 3.70 from Fig. 9.3, NNu = hl/K or N u s s e l t n u m b e r
ABOVE HEATED CRUDE OIL:
= 5011.9
ho~1 = 5011.9 0.08/90 - 4.455 Btu/hr-ft2-F, crude oil hair2 - 0.12 IAt/1) 14 from Table 9.1 - 0.0834 Btu/hr-ft2-F, a i r
h e a t t r a n s f e r coefficient h e a t t r a n s f e r coefficient
STEEL HEAT TRANSFER BY CONDUCTION: A I R HEAT TRANSFER BY RADIATION BETWEEN THE AIR GAP BELOW
MAIN DECK AND ABOVE HEATED CRUDE OIL:
K = 20 Btu/hr-ft-F, or
hstee1 = 240 Btu/hr-ft2-F ( a s s u m e 1 in. wall t h i c k n e s s ) , steel ha,r3 = (r(to, 1 + tstee l) X (~,l + t~t~d)/[(1/Eo,l) + (1/E.~teel) -- 1]
plate h e a t t r a n s f e r coefficient from e q u a t i o n (13.8) -~ 0.780 Btu/hr-ftU-~F, a i r g a p
r a d i a t i o n coefficient
SEAWATER HEAT TRANSFER BY FORCED CONVECTION OF 3.3 FT/SEC
CRUDE OIL HEAT TRANSFER BY FREE CONVECTION:
CURRENT:
ho, l = 7.183 Btu/hr-ft2-F from Qwater2, crude oil h e a t t r a n s f e r
Npr = 5.85
coefficient
NR~ = vl/v, R e y n o l d s n u m b e r
= 3.3 760 3600/0.0334 = 270.323 10 ~, TOTAL HEAT LOSS:
t u r b u l e n t flow
NNu = 0.036 (NRe) 's (NRr) lj3 from e q u a t i o n (8.6) = Qa,rl = At x (area)/[1/ha,rl + 1/(hair2 + haw3) z_ 1/holl ] = 3.885
361017.06 10 ~ B t u / h r
h . . . . . t~ = 168.6 Btu/hr-ft2-F, s e a w a t e r h e a t t r a n s f e r
coefficient A d d 10% to t h e final loss due to t h e cooling fins effect of stiffeners,
girders, braces, a n d f r a m e s below m a i n deck plate. Qairl = 4.273
TOTAL HEAT LOSS: 106 B t u / h r .
Qw,~rl = At (area)/(1/hoi 1 + 1/hstee1 + 1/h . . . . . ter ) Qa~r2 - Heat loss to air through vertical fore a n d aft bulkheads in
(120 - 78) (760 90 2)/(1/4.455 + 1/240 +
F S O vessel--All f o r m u l a s a n d e q u a t i o n s s h a l l be r e f e r r e d to C h a p -
1/168.6) = 24.495 106 B t u / h r
t e r s 8 a n d 9 of reference [9].
Q w a t e r 2 = Heat loss to seawater through horizontal bottomplate of CRUDE OIL HEAT TRANSFER BY FREE CONVECTION BEHIND
F S O vessel--All f o r m u l a s a n d e q u a t i o n s s h a l l be referred to C h a p - BULKHEADS:
t e r s 8 a n d 9 of r e f e r e n c e [9].
hoi~ = 4.455 Btu/hr-ft2-F from Q w a t e r l , crude oil h e a t t r a n s f e r
coefficient
CRUDE OIL HEAT TRANSFER BY FREE CONVECTION: