“yom ‘Tom K. Knutsen [tkk@knutsenoas.com] \ sent: 22. juni 2004 07:38 To: Hilde Schistad Subject: FW: Navion Europa FMEA a @ 'P9849_Rep-00 Transmittal pat ‘rev0 pa Original Message- From: Mari Austheim [mailto:mari.austheim@teekay.com) Sent: 22. juni 2004 08:31 ‘To: Tom Ketil xnutsen (E-mail) Ce: Reidar Homérom Subject: FW: Navion Europa FMEA pm ogs4 sendt pr. post i felge transmittalPML TEEKAY NORWAY AS NAVION EUROPA FAILURE MODES AND EFFECTS ANALYSIS OF THE VOC INSTALLATION 0 | iao6os For sue to Client RL sc KM A_| 07.0604 For Internal Review RL Re | Date Description By Check | Approved Document No. PML/9849/Rep-001 Poseidon Maritime (UK) Limited Erployment Registered in Scotland No 149338 CenfestrtonTeekay Norway AS Navion Europa FMEA cf VOC. ‘Summary, This desktop study concludes that the only failure likely to affect the vessel’s DP system is short circuit or overload of the 440V supply to the VOC unit from the vessel’s 440V switchboard. Provided the electrical protection works satisfactorily any failure should not exceed the vessel’s worst case failure design intent. Recommendations have been made for a trials programme. POSEIDON MARITIME (UK) LIMITED: Page 2 of 13, PMLI9B49/Rep-001, rev 0Teekay Norway AS Navion Europa FMEA of VOC Table of Contents 1. INTRODUCTIO! 11 Instructions... 1.2 Scope of Work. 1.3 Conduct of Work... 14 Vessel Particulars 2. VRU INSTALLATION FOR VOCS. 21 General 2.2 VRU Power Requirements .en 3. SWITCHBOARD MODIFICATIONS. BL General nvne 4. OPERATION OF THE VOC 41 Crude Oil 42 Sea Water Cooling 43° Hydraulic System... 44 Regeneration. 45 Fire Detection. 46 Control. 5. ELECTRICAL LOAD. 5.1 General 6. FAILURES WHICH WOULD AFFECT MARINE OPS... 61 General 7, CONCLUSIONS AND RECOMMENDATIONS. TAL Conclusions evenness 72 Recommendations: soe POSEIDON MARITIME (UK) LIMITED Page 3 of 13 PMLI9849/Rep-001, rev 0Teckay Norway AS Navion Europa EMEA of YOC 1 1 12 12.1 13 134 13.2 133 INTRODUCTION Instructions Poseidon Maritime (UK) Ltd (PML) were instructed by Teekay Norway AS (Teekay) to produce a Failure Mode and Effect Analysis (FMEA) of the VOC Installation as fitted on the shuttle tanker Navion Europa. Scope of Work The scope defined by Teekay is to compile the report and prove the results by trials. The vessel is a DP shuttle tanker with a VOC (volatile organic compound) recovery system. ‘This system requires a considerable amount of power and cooling which is provided by the vessel’s marine systems. This FMEA only considers the interface between the marine systems and the VOC installation and the effects that various demands or faults of the VOC installation has on the vessel's DP capability. Any trial is intended to demonstrate that the ‘VOC installation has no effect on the vessel’s DP or normal operational capability Conduct of Work A revision of the original FMEA of the DP system which had been done by Global Maritime was completed by PML in June 2003, Following this revision, a DP tials programme was developed and carried out. The results of the trials report and the FMEA revision have been used to assess the vessel systems when considering the interface with the Information of the VOC and the source of any vessel system supplies was forwarded to PML as hard copy. No further visit to the vessel has been made to verify the installation. ‘The scope was taken to include an examination of the following: + Vessel electric power supply to the VOC installation + Vessel cooling water supply to the VOC installation + Vessel auxiliary systems, compressed air etc. to the VOC Installation + Remote monitoring and control of the VOC Installation, The purpose of this FMEA is two fold: firstly, to identify any shortage of resources when operating at high demand levels of the vessel and VOC equipment and, secondly, to assess the effects of failures the VOC installation with respect to the continued operation of the marine systems, POSEIDON MARITIME (UK) LIMITED Paged of 13 PMLS849/Rep-00I, rev 0Teekay Norway AS ‘Nevion Europa EMEA of VOC 14 14d 142 143 144 Vessel Particulars ‘The Navion Europa is a shuttle tanker with three fixed speed variable pitch bow thrusters, two fixed speed variable pitch stem thrusters and a single main fixed pitch propeller which is driven by two independent cyclo converter electric motors. The vessel has a Kongsberg ‘Simrad Integrated control system with an ADP-702 DP system. Power generation is by four. main 6.6kV Diesel generators. Fitted on the main deck, starboard side and forward of the mid ship cross over lines is an ‘Aker Kvaerner VOC recovery plant. This is an open, non sheltered structure and contains the necessary pumps for the recovery. ‘The control for this unit is from is from a fan room within the aft structure and all power for the unit is from the vessel 440V switchboard, ‘Vessel Particulars: Main Diesel generator Engines 4 x Sulzer 9ZL40S, each 6580kW coupled to 4x ABB generators type HS6.1250M4 rated at 6275kW; 6600V; 60hZ. Auxiliary Diesel engine Bergen KRG-8, 1350KW; 40V 60hZ Main propulsion Single shaft with fixed pitchpropeller driven by 2 synchronous ac motors each with independent cycloconverters, ABB HSSOL 38/2 rated at 9580kW. each, 6600V, 0-98 rpm. Forward tunnel thrusters 3x Ulstein CPP type 800TV and 1750kW Stern tunnel thrusters 2x Ulstein CPP type 800TV and 1750kW Power Distribution 6kV One 6kV switchboard port and one 6KV switchboard starboard. Each supplied by two Diesel generators. Bus tie normally closed Power distribution 440V ‘One 440V switchboard port (Bus B) supplied by port 6kV via transformer and one 440V switchboard starboard (Bus A) supplied by starboard 6kV switchboard via transformer. Bus tie normally open. Design Worst Case Failure ‘The vessel uses its Dynamic Positioning System for position keeping at offshore loading installations. External systems such as the VOC unit should not interfere with the worst case failure of the DP system. Trials revealed that the worst case failure is the loss of the starboard side of the 6.6KV switchboard which supplies two bow tunnel thrusters, one stern, thruster and one of the main propulsion motors. POSEIDON MARITIME (UK) LIMITED Page 5 af 13 PML/9B49/Rep-001, rev 0‘Teekay Norway AS Navion Europa FMEA of Yor. 2. 24 24d 22 22.1 222 VRU INSTALLATION FOR VOCS General ‘VOC gases are Volatile Organic Compounds which are a mixture of light end hydrocarbons given off through vaporisation of crude oil and refined products. The unit being installed on the Navion Europa is termed a Vapour Recovery Unit (VRU) which is being used to control and reduce the emission of the VOCs. ‘The VRU is a skid mounted unit with various tanks, heaters, pumps, pipework and valves etc. and relies on vessel services for supplies of cooling water, electrical power, hydraulic power etc. VRU Power Requirements It is noted that the VOC documentation from Kvaemer is not consistent when referring to the switchboard terminology. The following terms have been used to describe the switchboards, 1. Their cable scheduling refers to 440V main distribution board SP2 and 440V distribution board forward. In their electrical load calculations they refer to 440V. switchboards main SBI and SB2. 2. The vessel diagram from the builder has two 440V switchboards, termed port or Bus “A” and starboard or Bus “B”. 3. The Unitech Power system short circuit calculation refers to switchboards | and 2. From Kvaerner documentation, the supplies from 440V Main distribution board SP2 are: 1. Electrical power for the vacuum pump (from circ 100 to TAG P-261) 2. Heater for the vacuum pump (TAG EE 261) 3. Electrical power for crude oil supply pump ((TAG P-301) 4, Electrical power for erude oil return pump (TAG P-321) 5. Electrical power for Glycol pump (TAG P-401) 6. Local emergency stop for the crude oil supply pump (TAG XS 301) 7. Heater for the enude oil supply pump (TAG EE 301) 8. Heater for the nude oil return pump (TAG P-321) POSEIDON MARITIME (UK) LIMITED Page 6 of 13 PML/9849/Rep-001, rev 0‘Teekay Norway AS Navion Europa FMEA of VOC 9 Heater for the glycol pump (TAG EE 401) 2.2.3. From Kvaerner documentation the supplies from 440V switchboard Fwd are: 1 2 Power for HPU I Power for HPU 2 Local emergency stops for HPU I and 2 Heater for HPU motors | and 2 Electrical power for the sea water cooling pump. 220V supply for the air suction unit 2.2.4 Clarification of switchboard designation The port 440V switchboard as designated in the vessel drawing is Bus B and on the port side of the vessel, fed from the port side 6.6kV switchboard and the port side Diesel generators. ‘The starboard 440V switchboard is Bus A and on the starboard side of the vessel fed from the starboard side main 6.6kV switchboard and the starboard side Diesel generators. ‘Therefore, using the vessel drawings as the standard, all references to SP2, SB2 and Starboard are assumed to be the Starboard 440V switchboard or 440V Bus A; and all references to Fwd, SBI and port are assumed to be the Port 440V switchboard or Bus B. POSEIDON MARITIME (UK) LIMITED Page 7 oF 13, PML/9B497Rep-O01, rev 0Teekay Norway AS ‘Navion Europa FMEA of VOC. 3. SWITCHBOARD MODIFICATIONS 3.1 General 3.1.1 United Power Systems in their document UPS-200207-RO1, calculated the short circuit capacity of the existing bus bars within the two main 440Vswitcboards, port and starboard. ‘These calculations were made using the additional consumers that were to be supplied from. these switchboards to power the VOC installation, 3.1.2. Their recommendation was that, for both switchboards, the bus bar droppers were to be changed for larger ones with shorter distance between the supports, 3.1.3 We have been informed that these modifications were carried out. POSEIDON MARITIME (UK) LIMITED Page 8 oF 13 PMLI9849/Rep-001, rev 0Teckay Norway AS Navion Europa FMEA of VOC. 4. 44 44d 412 42 42d 422 OPERATION OF THE VOC Crude Oil The system requires crude oil to be supplied at about 3.5 bar (depending on the density of the crude oil). ‘This has been done by installing a new crude oil pump in the existing pump room. When the tanker is loading at an offshore installation the crude oil, after entering the ships system from the bow loading, or other system, is fed through the existing deck oil header pipes. ‘The oil is then distributed to Nos 2 and 5 centre cargo tanks and thereafter to the other tanks. The bottom line in No.5 tank is open to the vacuum/suction tank in the pump room. This is a stendard tank and there is normally one per main cargo pump in the pump room and its purpose is to maintain a head of oil for the discharge pump. From this tank there is a new suction line for the new VOC crude oil pump. The existing system has not been altered; it is an addition which can be isolated from the main system if necessary. It should be noted that as the vacuum/suction tank is there to provide a positive suction head for the pumps there is a requirement for a minimum amount of crude in the tank before this positive head can be achieved. The figure quoted is a minimum of 2.3m. ‘The VOC crude oil pump discharges into the existing Crude Oil Washing (COW) line and from this line there is a tic line to the VOC plant. As the system uses the COW line there can be no use of the COW system when the VOC plant is in operation. After treatment in the VOC plant, the treated crude oil is returned to No.2 centre tank. The crude oil pump has an electric motor drive and is elect lly supplied from the starboard 40V switchboard. After treatment the crude oil is pumped to the cargo tanks. The crude oil outlet pump has an electric motor drive and is electrically supplied from the starboard 440V switchboard, Sea Water Cooling ‘The VOC plant requires sea water for cooling purposes. The sea water is supplied from a dedicated pump located in the bow thruster room. ‘The pump takes suction from the same sea chest intake as the emergency fire pump. Information given is that the discharge pipework from the pump to the VOC plant is independent of all other pipework. After the VOC unit, the sea water is discharged overboard in way of No.3 starboard ballast tank. POSEIDON MARITIME (UK) LIMITED Page D of 13 PMLIO849/Rep-O01, rev 6Teekay Norway AS Navion Europa EMEA of VOC 423 43 43.1 442 45 451 46 46.1 ‘The sea water pump has an electric motor drive and is electrically supplied from the port 440V switchboard. Hydraulic System From the Electrical load calculations and the VOC description, there is a requirement for hydraulic pressure, The only reference to an hydraulic system is in P&ID 5678-VOC-KP- PD-300-03. This shows a hydraulic unit, P-950 HPU, located in the forecastle. From information supplied, e-mail from Denis Malivernat 1* June 2004, it was confirmed that the VOC plant has its own dedicated hydraulic power pack installed forward. These HPUs have their electrical supply from the port 440V switchboard. Regeneration, During the loading process the vapours given off by the crude will come into contact with the inert gas already within the tanks. Standard tanker practice is to have the tanks inerted prior to loading with the tank pressure/vacuum valves operational and the mast riser open. This is to prevent over pressurisation (or under) of the tanks, However, as the requirement is to prevent emission of these gases, the mast riser is closed and the gases led to the VOC plant. The gases pass through absorption filters for cleaning and are then allowed to vent to atmosphere. ‘The control of the absorption filters chambers is by a vacuum pump. The vacuum pump has an electric motor drive and is electrically supplied from the starboard 440V switchboard. Vacuum pumps generally require some sort of sealing arrangement to allow operation. This pump relies on a glycol/water mix for the seal. The Glycol pump has an electric motor drive and is electrically supplied from the starboard 440V switchboard, Fire Detection Fire detection within the VOC plant has been integrated into the ship’s system. There is no automatic shutdown of ship’s systems in the event of a fire alarm in the VOC plant. Control A vent room aft has been used as a remote control station for the VOC plant, The power for the control console has been taken from the existing 240V cargo control UPS. POSEIDON MARITIME (UK) LIMITED Page 10 of 13 PMLI9849/Rep-001, rev 0Teekay Norway AS Navion Europa FMEA of VOC 5. 5a ELECTRICAL LOAD General ‘The port and starboard switchboards have had their bus bar droppers renewed and additional supports fitted in order to withstand the calculated short circuit faults, The supply to these switchboards has not been changed, i.e. the 6,6KV/440V transformers remain as original. ‘There is therefore an increase in demand for the same supply due to the VOC plant. ‘The additional loads are: Port 440V switchboard Sea Water pump 45kW HPUs no details Starboard 440V switchboard ‘Vacuum pump 315kW Crude oil supply pump 60kW Crude oil return pump =—-25kKW Glycol pump 4.6KW ‘These loads are all constant as the VOC unit will be in continuous operation during the loading period. The 6.6kV/440¥ transformers are rated at 2300kVA. It is assumed that the total loading when on DP and operating the VOC plant has been calculated and that the maximum peak load is well within the rating of the transformer, POSEIDON MARITIME (UK) LIMITED Page 11 of 13 PMLI9849/Rep-001, rev 0Teekay Norway AS Navion Europa FMEA of VOC 6. | FAILURES WHICH WOULD AFFECT MARINE OPS. 6.1 General 6.1.1 When the vessel is at an offshore loading location it maintains position relative to the installation by DP. With the installation of a VOC unit the vessel will also be using this unit to reduce the VOC emissions, 6.1.2. There is no reference to any particular preferential tripping of the VOC unit to prevent overload of the 440V switchboards. This is accepted as the thruster main power is from the vessel 6.6kV switchboard and the only power from the 440V switchboard is for thruster pitch hydraulic power packs. The largest perceived load on the 440V switchboard would be loss of one hydraulic power pack and the automatic start of the stand by unit. POSEIDON MARITIME (UK) LIMITED Page 12 of 13 PMLISB49IRep-001, rev 0gy Teekay Norway AS Navion Europa FMEA of VOC TAQ 713 12 721 CONCLUSIONS AND RECOMMENDATIONS Conclusions The VOC plant fitted to the Navion Europa is a self contained unit requiring electrical supplies from the existing 440V vessel switchboards, These switchboards have been modified to withstand the new load short circuit conditions. The worst case failure would be loss of one 440V switchboard and this is within the DP worst case failure mode, With proper setting and maintenance of the various breaker protection devices this should be a remote possibility. The scope of work required proof of the conclusions by trial. ‘This could be done by the vessel staff. Refer to recommendations. Recommendations This desk top study concluded that the only possible failure of the VOC plant that could affect the DP system was failure of a 40V switchboard. Under working conditions, this ‘would be as a result of a massive short circuit or overload. ‘The short circuit calculations have been done by others therefore it remains to test overload conditions, This could be done by the vessel staff by loading the switchboard to maximum and then stopping and starting high starting current consumers in quick succession in an attempt to overload each switchboard in turn, POSEIDON MARITIME (UK) LIMITED Page 13 of 3 PMLIORADIRep-D01, rev 0DOCUMENT TRANSMITTAL Knutsen OAS ‘Smedasundet 40 5529 HAUGESUND Attn: Tom Knutsen ‘Transmittal m VOCSs01-T-0022 Please find enclosed the following documents: Tile: No.of copies: Replaces dos rev. Failure Modes and effects analysis of the VOC {installation for info. 'VOCos01-KI-40001 Remarks: Our ref. Reidar Homdrom Please sign and return transmittal to Doc Control ‘Yours faithfully, Teekay Norway AS Received by: Date received: Mari Austheim On behalf of Doe. Control Pesta atsece: Otic estes: Po.bes eos Yanan Noes Sravancer aao4 STAVANGER Fosters) 438 00 Town 79 saat