Marine Systems Chapter 6© Choice of Ship © Tank Arrangements © LoadinglOfficading System ‘© Cargo Pumps © Ballast System © Slops System Inert Gas System © Vessel/Topsides InterfaceESD Choice of Ship % © Factors affecting the» Capacity of cargo choice of ship are: storage and » Cost of conversion vs offloading new build » Condition of » Field life and machinery redeployment » Propulsion type » Need for additional » Free area for topsides strengthening plant » Cargo tank conditions Choice of Shi Conversion of existing tankers is a common route chosen for the delivery of an FPSO for numerous reasons. However, care has to be exercised when selecting the vessel tobe used. ‘There are many advantages in using a converted tanker especialy i the project is beirg driven by EPS (early production system). Itis estimated that approximately 10-12 months building yard time can be ‘saved by conversion rather than by new build. The average cost of a ‘conversion is approximately $M180. This, of course, is dependent on the condition and size ofthe vessel. In addition, the need to secure a shipyard slipway io build the vessel is eliminated which can save a ‘considerable amount of time under the current circumstances Vessel selection atria takes into consideration the projected ite of the veceo! againet the ficla’s expected Ife and whether itis enviaagod {0 be a one off field development, or to be a movable unit for various fields either in or outside one geographical area with similar ‘environmental conditions,Itis common practice to have a vessel surveyed by independent surveyors regarding its sultabilty o perform the proposed task. The major areas of concem are: * Cargo tank consition and condition ofthe steelwork inside the tanks Provided good qualiy coatings were applied tothe tanks in the first place and they have been well maintained the steelwork should be f relatively good condition. + Cargo handling system This should be suitably sized forthe production rate ofthe topsides process to be operated as well as having sufficient storage capacity and offloading rate. + Condition of the machinery ‘This wil include the condition ofthe main propulsion unit and also the cargo pumping system. A diesel engine rain propulsion units more attractive than a steam plant. This is particulary true ifthe main propulsion units seldom used ‘and consequently the steam boilers only operate at reduced capaci. In such circumstances the steam facilities are normally only required {or cargo pump operations and the inert gas system. Strength of the vessel is of paramount importance especialy in the ‘area where itis proposed to install the mooring turret. Additional strengthening ofthe hull inthe turret area contributes a major element {o.cost and time for the conversion Cargo tank capacity should be of sufficient size thatit has adequate storage capacity o store a cargo parcel and continue to alow production without cut back fora few days, Environmental conditions have to be considered for the FPSO and the offloading shuttle tanker. The FPSO is generally capable of operating in rougher seas than those in which the shuttle tanker can accept cargo. Approximate acceptable significant wave Feights for an FPSO in harsh environments are 13 metres, whilst crute ol offloading may be limited in waters up to say 4.5 melres. Wher such conditions prevail itis Imperative that the cargo storage capaci & such that production should continue for atleast 10 Say. Tha shut tanker eapacity shauild alan ba takan in account for the total cargo stocaga equation, Ths is an area where profitblity can bbe maximised by avoiding production shutdowns, which in some cases can have adverse effects on reservoirsVessel Sizes © Tanker sizes used for FPSO conversion: » VLCC (very large crude carrier) 200,000 to 319,000 dwt » Suezmax ~ 120,000 to 200,000 dwt » Afrariax 75,000 to 120,000 dut ‘Typical examples ofthe most common tanker sizes used for FPSO “Very Large Crude Carters (VLCC) Deadweight Tonnage - 319,000 tonnes Overall Length ~ 333 metres, Beam —60 metres Depth - 20.4 metres Draught 21 metres *Suezmax Deadweight Tonnage - 165,000 tonnes Overall Lexgth — 274 metres Boom — 60 metres Depth -23.1 mets Draught 16 metres *Airamax (American Freight Rate Association) Deadweight Tonnage - 113,000 tonnes Overall Length ~ 250 metres Beam —4¢ metres Depth -21 metres Draught — 13.6 metresxD Siti ae Teor ani Couses—g Cargo Tank Anangement Crude ol storage onboard the vessel comprises a numberof large Cavernous box shaped tanks, commonly referred to as the cargo oll tanks (COT), which form the major section ofthe hull. Tank dimensions ‘of 20 metres by 20 metres by 20 metres are common and in many of the larger vessels are exceeded. These tanks are grouped port and starboard ofthe vessel's centreline and run slong most ofthe vessels length from the fore-peak to the engine room buikheads. The igure above shows a typical tank arrangement. The capacity of each tank is dependent on he sizeof the vessel but generally varies fom 7500 to £20,000 m? (48,000 - 125,000 bb). “The ballast water is held in the wing ballast tanks (WET) which again run fore and aft and are outboard of the cargo tanks. This arrangement Cf having separate ballast tanks is called segregated ballast and is. standard tanker design. Two additional ballast tanks, known as the fore and aft peak tanks, are used to adjust the trim ofthe vessel and give it ether a bow or stern tim,Behind the main cargo section, and infront ofthe engine room bulkheads, are the slops tanks. The port and starboard slops tanks are designed to handle the oily water generated on the vessel during ‘normal day to day activities. The port tank is normally designated as the diy’ slops tenk and the starboard as the ‘clean’. Water is discharged from the vessel from the clean tank only. Oil separated from the water inthe tanks is skimmed off into the residual oll tank. In most FPSO designs the slops tanks are also used for handling off specification produced water. I the produced water cannot meet its ‘required quality having been subjected to the normal treatment it can bbe diverted to the siops tanks for addtional clean-up or “polishing”. This helps the operator meet his environmental obigatons.Loading/Offloading Piping Arrangement § a ESO| Loading/Ofloedira Piping Arrangements ‘The tanks are fied with @ series ofloading/ofioading tines located on the bottom of each tank. The lines run the fullIength ofthe cargo tank system and are designated as port and starboard “outer” and inner" lines. Each lina is fitted with hydraulically operated, butterfy-type, tank valves to allow the cargo to flow in and out of each cargo tank. The lines are connectad to the main deck cargo transfer system by “drop lines” “The cargo lines are manifold to the production rundown header on the main deck. AI ther aft end the cargo ines are manifolded to the vessel’ offloading pumps. This arrangement allows continued production while the vessels simultaneously being ffloaded. Under ‘notmal circumstances the production rundown is routed through the ‘outer ines whist he inner ones are connected to the cargo pups, Loading and offcading ofthe FPSO is carried out using the current “oading/offioading sequence plan’ which is designed to minimise the effect of abnormal load stresses on the hull. Most vessels today use ‘some form of computer program, such as ‘Loadmaster’ to plan and ‘monitor the loading and offloading events,Tanks are normaly loaded to a maximum of 96% lovel'o alow fr movernent of the contents during bad weather whilst minimising the effect of "tee suracs” A high tank level alam is inated at 59% and a Ih level at 98%. tank gauging system is aso installed to alow for both automatic ard manual checkin ofthe tank conten. The ‘automatic gauging system is independent ofthe high evel alarms and is usualy of the radar-type measurement system. The manual system is based on a suspended steel tape design, The crude ol rundown temperature is normaly ited to 35 to 45°C in order to minimise the degree of degassing inthe cargo tanks. A higher ‘upper mit is usualy set by the type of coating applied tothe cargo tanks and may be as high as 55°C. The lower mii usually dictated by the wax characteristics of the crude ol ‘On now build FPSOs there isthe potential toate the loading! oleacing system design to preclude the use of submerged piping systems and conventional cargo pump configurations, a discussed tater. Cargo Loadina/Ofteading Cargo offloading should commence before the cargo storage becomes {ull and results ina cessation of production. The effect of adverse weather on offloading operations also has fo be considered. Offoading should commence within the 24 hour prior othe cargo tanks becoming ful The rate of cargo offloading shouldbe atthe maximum rato based on the capacty ofthe cargo pumps and offoading system. This otra is based on several actos both commercial and operational but safoty is paramount, The faster the offloading can be achieved. the shorter wll be the time interval that the shut tanker vl be moored. This in turn minimises the associated risks especialy if the shut tanker is directly moored aster asisthe case wth hose-based offloading systems. Asa genera rule offloading shouldbe achieved in under 24 hours for the maximum cargo parcel sizeCargo Offloading Systems Floating Hose @ Reeled Hose CALM Buoy © Submerged Hose Cargo Offioading Systems The cargo offloading system is designed to offload cargo from the FPSO toa shuttle tanker safely and eficiently, whilst at the same time ‘maintaining production rundown. Most offloading systems are based on a cargo hose system provided at either the bows or stem depending on the configuration of the vessel. Most conventional cargo vessel Configurations wil have the officading systom at tho stern. The transfer of crude oil from an FPSO tothe shultle tanker can be configured in several ways: + Floating Hose The simplest transfer system is a floating hose which is Kept afloat using buoyancy devices. The hose is made of sections of fully bonded reinforced rubber pipe jointed together. The hose diameter and preceure rating i specified to take account of the decign efloading rate of the FPSO. + Reeled Hose The reeled hose is similar tothe floating hose but is used in harsher environments. The hose is wound onto a hydraulically operated reel located atthe stern of the FPSO, 10+ CALM Buoy This isa "catenary anchor leg mooring” buoy to which the shuttle tanker moots. The main advantage of this system is that the shuttle tanker does not have to moor directly onto the FPSO. With the buoy located several hundreds or thousands of metres from the FPSO this provides fora safe mooring and to some extent makes the transfer less ‘eather dependent, Connection between the buoy and tanker is usually via @ floating hose. + Submerged Hote For deepwater agplications the transfer conduit between the anchoring buoy and the FPSO can be submerged and held at mid water depth by buoyancy tanks to give ita wave compliant configuration, In situations where the shutle tanker is directly moored to the FPSO it is most common have it moored astem in tandem formation. A ‘mooring hawser is used to hold the tanker atthe required distance of typically 80 metres from the stern Atypical mooring assembly may be a 20" circumference, double {grommet nyion hawser with a breaking strain of 70 tonnes, secured to the stern of the FPSO by a 76mm buoyed chafe chain, secured in @ hydraulically opetated release mechanism,[ Floating Hose ArrangementReeled Hose Arrangement Esp sD smn es “The total cargo parcel for the shuttle tanker should be offoaded atthe ‘maximum rate commensurate with the capacity of the offloading system and the IG system. The offloading must be planned with ‘minimum valve operations and ballast movements compatible with ‘acceptable stress.on the hull, trim attude and ist limits, All cargo and ballast movernents during offloading are pre-planned and based on ‘computation provded by a load computer. A cargo transfer fiscal metering package is based on a turbine meter system with an inlagrated, bi-directional prover loop. Typically there are three, 12", turbine meters, each of which can handle 50% of the ‘maximum offloadng rate. A sampling and analysis system is included Jn the package fo: measurement of ol density and water content, The ‘metering system s a computer based system and provides for flow calculations and export reports, During crude officading operations, ol from the cargo pumps passes to the inlet manifold before being routed through the onine metering streams. The oll passes through flow straighteners before passing through the turbire meters. The measured flow is transmitled to an associated flow computer, which uses input temperature and pressure ‘compensation to calculate standardised flowrates. Downstream ofthe flow meter, the oll passes through a hand control ‘valve which is mcdulated from the flow computer to balance the flows, through the on-lite metering streams. Cil from the outlet manifold is routed tothe offcading system,CALM Buoy § ESD}Submerged Hose System Daal tpiatenargo Pumping Systems (On conventional cargo vessels the cargo pumping system consists of a combination of steam turbine and diesel engine driven pump units, ‘The pump units ae located in he pump room which itself is located at the kee! below the engine room. This arrangement is chosen to provide the maximum advantage of quid height in the cargo tanks to supply the necessary NPSH for the pumps. However, this means that the pump room is a hazardous location and the potential for a gas build-up Is high. Asa consequence the pump crive unt are located in the tengine room above the pump toom and the drive shafts penetrate the pump room deckhead via gas tight seals. Steam driven pumps are Vertically connected, whist the diesel drives are usually Via an angled gearbox, ‘The primary officading pumps are the steam criven units. This ‘operating philosophy assumes that the steam raising plant provides the ‘source of inert gas forthe cargo tanks during offloading. The capacity ‘of the pumps depends on the size ofthe vessel but ranges from 1500, rmIhr to over 2309 m°Vhr. This rate is also used to determine the size of the inert gas eystem, “The maximum offoading rate of the FPSO is dictated by the capabilities ofthe offloading system. Under most circumstances the offloading system will be sized to match the installed pumping system, However, certain local conditions may require the rate to be limitedSubmerged Cargo Pumps frm anmacnee | ‘Submerged Cargo Pump Systems (On new build FPSOs a submerged cargo oll pumping system can be installed to replace the conventional pumping system. In this system either a single pump or two pumps are installed in each COT to pump crude from the associated tank into a deck-mounted discharge or transfor header, The pumps can ether be hydraulic or electric motor driven units. The pumps are verticel deepwel, submerged, centrifugal pumps. Each pump has atypical capacity of 1500 mir, The head developed by these pumps is lower than that developed by conventional cargo pumps 0 wien discharging to remote loading buoys the required head ‘may have to be ret by booster pump units located on the main deck The submerged pump wells postioned inthe tank towards the aft bulkhead by means of a deck flange resting on the deck trunk and ‘supported by intermediate cupport rings and a bottom suppor. For the hhyéraulically driven pump units the impeller is driven by a builtin high pressure hydraulic motor via short shaft. The shaft is supported by bearings, which ae lubricated and cooled by the hydraulic ol return from the submerged pump motor. The hydraulic fud supply and return is piped to the pump unit via a three pipe concentric pipe-in-pipe arrangement. The inner pipe isthe supply the intermediate isthe return and the outer serves to form a dry annulus. Such a system eliminates hydraulic fd losses and serves to provide integity monitoringoreurayos dung o81e5Each pump is capable of pumping the associated tank almost completely empty. At very low levels this means thatthe pump suction head is extremely ow and cavitation can readily occur. To gas-free the pump volute a "stripping line is included alongside the main discharge Tine. The stripping ine discharges into the discharge header or into a stripping header which connects tothe residual oll tank. 2Tank Cleaning © Crude Oil Washing - COW » Remcves wax and sediment build-up » Carried out during offloading operations » Uses warmed crude oil » Following oil washing —Water washing used prior fo tank inspection Water washing can generate static charges Always done under inert gas blanket ‘Tank Cleaning System ‘Crude from the cargo pumps may also be used for crude oll washing the cargo tanks whilst offloading operations are taking plac. Crude oll washing (COW) is carted out in order to remove wax and sediment from a eargo tank structure, which, fet to build up wll reduce the capacity ofthe tank. For sludge contrat inthe bottom ofthe tanks, 25% of all tanks must be washed every three months. The frequency of COW will depend on the ype of crude and wil not normally be cartied out everytime the tank is discharged. ‘As @ COT Is being discharged and when the tank level slow, a portion ofthe cargo flow is directed tothe tank washing machines. Two ‘machines are typically positioned in the top deckhead of each tank and are used to spray crude onto the walls, structural members and base of tho tank, From the base ofthe tank the wach residues are drained using the cargo pump stripping line facity, An alternative preferred ‘method of clearing is by closed cycle washing after offloading Following crude ol washing and dependent on whether tank inspection is necessary, water washing may follow, Hot or cold water fs supplied to the fixed tank washing machines, Movement of water at high velocity ‘can generate state electriciy. Therefore, water washing is always. performed in an inert atmosphere,Water washing ofa tank involves the use of either hot or cold water to wash the walls and flor of the tank. Seawater from the ballast system is delivered by a tenk cleaning pump. If required, the wash water can be heated to 40°C in the tank cleaning heater before being fed tothe tank washing machines. An alternative source of wash water is from {the slops tanks. The liquids in the tank are removed by a cargo pump, delivered to the cargo discharge header when crude oll washing and to the residual oll tank when water washingBalas System 4Ballast Pumping System Ballasts used to counteract stresses placed on the hull by the loading and offfading of crude oll on the FPSO. Ballasts also used to control the trim and draught ofthe vossel to encure its stability is maintained Within safe limits under all sea states. Seawater is the prmary ballasting medium and is stored in "wing tanks" (WT) outboard of the COTs. This so-called "segregated ballast” system, complies with Marzol 73/78 and is the standard for all ocean-going cargo tankers. The offective "double skin” arrangement provides protection forthe cargo tanks in the event of acolision and subsequent rupture ofthe ships hull Trim ballast is stored inthe fore and aft peak tanks, ‘Aballast main runs through each group of wing tanks, allowing the distribution of ballast between them. Movement of ballast around the system is achieved using ballast pumps and ballast ejectors (eductors) located in the engine room. Control of the ballast routing is determined Using a system of hydraulically and manually operated valves. LLovel monitoring in the ballast tanks uses a air bubblor typo system. A limited amount of balasting and de-ballasting can be carried cut under ‘gravity using the tydrostatc differential to fil or emply the tanks, although normally movement of ballast is cartied out using the pumps and ejector. ‘The ballast pumps are centrifugal units, normally electric or diesel driven. The pumps ae typically rated 1500 to 2000 mfr, but the actual capacity is determined by the loadinglofloading rates. Under normal production conditions pairs of port and starboard wing tanks are continucusly de-ballasted to provide a constant stern trim on the vessel, typical this is 0.5 deg. One pump is capable of achieving this condiion since the ballast piping Is configured to alow either pump to be used, ‘The ballast system is also used to supply seawater to the tank cleaning system when water washing Is to be cartied out, as discussed earlier9 = ae on oponsieg ways uresq uadg snopaezepy‘Slops Handling Sysiem ‘Two slops tanks, pert and starboard, and a contral residual oil tank provide the main slops handing capac forthe vessel. On an FPSO the slops tanks normally operate in a “clean and dry" mode to allow ‘maximum ullage for off spec produced water If it cannot meet the regulatory discharge specication ‘The port slops tank normally designated as the “dity”slops tank recelves flow streams from: + Process Hazardous Open Drains (HOD) system + Process Non-hazardous Open Drains (NHOD) system + Produced water treatment system Itis not intended that produced water is run to the slops tanks indefinitely. The diversion is provided solely to give the operator time to diagnose a problem and rectify itif possible, whilst atthe same time ‘maintaining producion. The maximum time that of-spec produced water can be 1un tothe slops tanks is, of course, dependent on water rates and tank ullage but @ continuous rundown in excess of 36 hours should be considered excessive. Ifthe slops tanks are short of ullage then the produced water stream can be diverted to the COT designated as the “wat” reception tank, The starboard tanks generally usod as the “clean slop tank whist the port tank isthe main reception tank fr all stops. Oillwater separation takes place in the tanks with the water being discharged overboard and the separated ol being discharged to either the residual oil tank or the ‘cargo tanks. To aid with oll and water separation the slops tanks are {ited with heating coils which are supplied with steam or heating ‘medium from the topside utity system Cli removed from the upper part ofthe pot tank by a skimming pump, which delivers into a selected cargo tank. Water is drained off to the starboard slop lank for cleaning via the balance line, \Water movement Eetween the two slops tanks and overboard is usually by siphoning standhipes. The overboard flow is monitored for olin water content. 2uiayshg sed youyInert Gas System ‘The inert gas (IG) system is required to prevent the existence of a flammable atmosphere in the cargo and siops tanks, It does this by! + Creating and mairtaning an overpressure inthe tanks to prevent the ingress of air irrespective of whether the tanks are being filed or ‘emptied + Controling the quality of the IG to limit its oxygen content. “The demand for IG is dictated by the FPSO's cargo operations. During ‘normal production tundown the IG is displaced from the cargo tanks 38 they fil. There is orfy a minimum requirement for inert gas and the IG system operates at minimum stable turndown flow. When offloading is taking place there isa demand for IG equal othe cargo offioading rate and the IG system automatically ramps its production to match Marine Safety of Lite at Sea (SOLAS) regulations require that the IG system i always available and that the oxygen content must be less than 5.0 vol, Relabilty and integrity is builtin by the provision of ‘spare equipment. The regulations also state thatthe minimum quantity (of IG available during an offloading event must be atleast 1.25 times the cargo discharge rate. This specification i the basic sizing criteria for the IG system, Under most circumstances the system is sized to provide the quantity of IG relative to the maximum offloading rate, Inert gas is produced by the controlled combustion of fuel, either fuel ‘92s oF marine diesel ol The inert gas is essentially the product gases (of the combustion process and is 2 mixture of carbon dioxide, nitrogen, ‘ater vapour and a small residual concentration of oxygen. The critical ‘constituent of the irert gas isthe oxygen content which must be less than 5.0 vol%, To meet this specification the combustion process is carefully controled by control ofthe adfuel rato, Boiler exhaust gas i taken from the exhaust uptakes and routed to a {gas scrubber where It is cooled and cleaned of solid particles. Some Carbon dioxide is abo removed. The cooled IG is then routed to the IG fans which are normally 2x 100%, or 1 x 100% and 1 x 60%. The discharge IG of the fans is analysed for oxygen content. itis above 5.0 vol then the gas has to be exhausted tothe funnel. If itis within limits any excess IG above demand volume is re-ircuated. ‘The discharge of the IG fans is routed to the IG distibution system via a deck mounted water seal. Ths seal sa vital safety feature and acts as a non-telumn bartet to prevent the reverse flow of hydrocarbon ‘contaminated IG ino the engine room. For gas-freoing of tanks a fresh air intake is fied between the scrubber and the IG fans. The intake is usualy blind flanged with a limit switch fited to safeguard against inadvertent ar ingress. 2»wiaysfg 1OyeIAUIS) SPD }IOUTInedt Gas Generators (On new build FPSOs where steam raising plant isnot installed the production of IG is achieved by the use of inert gas generators (IGG) ‘Conventional cargo vessels may also have the provision of an IGG for ‘small volume production, Inert gas is produced in an IGG by the controlled combustion of either fuel gas or marine diesel ol Reliability is builtin by the provision of 2x 100% duty rated generators, The system is designed on a supply and demand basis, ‘Typical flowrates of inert gas from the IGG may vary between the plant ‘capacity of 7500 Nm*ihr and the idling capacity of 1875 Nf, depending on operational requirements. The supply volume and pressure of IG is a function ofthe capacity ofthe combustion air fans. ‘The fuel supply is a function ofthe IG demand and its quality. The preferred fuel s the FPSO's own fuel gas, butts backed up by the ‘vessel's own diesel supply system in case the fuel gas isnot available. For safety the ple burners ofthe IGGs are maintained on diesel fuel at all ties. The IGGs are housed in the engine room and the fuel gas supply lines have to pass through @ non-hazardous zone as they are routed from the topside supply source to the generators. To provide gas safely in the safe area and the machinery space the supply linos and the fuel gas control cabinet may be ventilated. ‘The flue gases resulting from the combustion process are routed to a scrubbing unit comprising a scrubber tower and a demister. The lower ‘section of the scrubber tower receives the hot, dity flue gases from the ‘combustion chamber. When passed through the scrubber unit the gas is cooled and cleened by direct contact with the downward spray of seawater. The pre-cooled flue gas exits the scrubbing unit and passes through a demister pad to remove the entrained water. The operating temperature of tho inert gas from the scrubber is continuously montored. The seawater used for cooling purposes collects in the botom of the tower and is disposed of overboard. The fuel consumption ofthe IGG is dependent on the flowrate and oxvaen Content of the IG demand. The 1G passes through a venturi flowmeter before flowing tothe deck seal unt, The flow information is supplied to the burner control system so adjustment tothe fuel ow to the burner can be made to maintain te airfue ratio, hence, oxygen content ofthe IG. The flow signal is also used as input to a controller to vent IG to ‘atmosphere to maintain minimum flow through the unit 3The IG leaving the scrubber is spit into the folowing streams: “The main strear is routed through a water-filled deck seal and passes fon to the main deck + Aslipstream is routed tothe IG compressor + A vent stream which is flow regulated to provide a constant load on the generator during low demand situations. Pressurised IG is used for stripping oil from the cargo pumps and is supplied at 7.0 barg via the IG compressor. 2Inert Gas Distribution (On deck the IG Is distributed by three trunk mains: + Normal IG/Vent Main - which is used to connect all cargo and slop tanks tothe IG system and to the forward IG/Vent riser. + Clean IG Main - hich is used to provide hydrocarbon free IG or clean fresh air to selected tanks for purging or gas-reeing respectively. The clean main terminates at a forward vent riser « Purge Main - whch is used to vent tank purge gases to a forward vent Normal IG/Vent Mai (On deck, the IG is distributed to all cargo and slop tanks through the normal IG/Vent main which connects every tank to the IG supply via a pressure control valve and to the IG/Vent reer atthe forward end of the vessel Each tank is supplied from the main by a branch line which contains an isolation valve, spectacle blind and a three ported, two-way valve, The ‘main terminates inthe bow area atthe vertical IGiVent riser. ‘The normal operating pressure within the tanks and the gas main is typically 200 - 10C0 mmWG (20 - 100 mbar) I the main pressure rises beyond a value of approximately 1100 mmiNG (110 mbar) there is @ danger that the tanks could overpressure and damage the main deck structure. Likewise, if the pressure inthe tanks falls below atmospheric pressure there i a danger of structural damage. The vent rise is filed with a pressureivacuum (P/V) valve designed to prevent the occurrence of either over or under pressure. High and low pressure alarms are set to alert personnel prior to activation of the PIV valve, Under normal cargo loading operations the displaced inert gas from the tanks is free vented to the vent riser and the pressure maintained in the ‘main by addition of fresh inert gas if required, During offoading operations the tank pressure falls as ol is pumped ‘out. The gas main is pressure controlled by inflow from the IG system ‘The cyetic action ofthe tanks “breathing” means thet the gee main has fa variable composition and will contain hydrocarbon vapour. It does not have @ guarantees quality and, therefore, must be considered as a hazardous gas stieam. A deck seal, non return valve (NRV) and deck isolating valve are installed betwoen the IG system and distribution ‘mains to prevent hydrocarbons flowing back into the safe areas if pressure is lost on the IG supply to deck. 3Clean IG Main For tank purging there is a second IG main so that hydrocarbon free inert gas can be supplied to selected tanks. Excess pressure in the clean IG main is vented by a PIV valve through the ciean IG Vent riser. ‘This is @ segregated main since it must not contain any hydrocarbon vapour and it mus: be of guaranteed quality. This is because the gas _main is used to inert a cargolslop tank prior to entry. A tank which has been emptied for entry wil sill contain a mixture of inert gas and hydrocarbon vapour. This gas mix ean only be displaced by a gas low in oxygen and hydrocarbon vapour. ‘The clean main is segregated from the normal main by a “locked closed! valve. The main terminates atthe bow riser ofthe same design ‘that forthe normal main, ‘The clean gas is routed tothe individual tanks via branch lines connected to the same three-ported valve as isthe normal main. The branch is positively isolated by a closed spectacte blind. Purge Main This main runs the length of the main deck and terminates in a bow purge riser. The riser does not have a PIV valve installed, Displaced {gas from a cargo iank being purged via the clean IG main is routed through this main to the purge riser. also atthe forward end of the ‘vessel, Purging of @ cargo tank has to continue until the hydrocarbon content of the purge vapours less than 2.0 vot. Compressor Inert gas is supplied under pressure to various points on the main deck and is used for maintenance purposes. I is also used for purging ofthe IGG fuel gas supply system. A typical IG compression system consists of @ compressor, sized to deliver 50.0 mir at 7.0 barg, and a volume bottle sized to provide 6.0 m of high pressure gas. uTank Vapour Recovery © Today's environmental focus is on: » Emissions!! @ Cargo tank operations — no exception ‘@ Tank vapour recovery is modem trend » Don't vent tank vapour — re-use it!! © Problem - its “inert” nature @ Answer — don't use “inert” gas | J5 Tank Blanketing es Eso @ Latest development is tank blanketing » Use a gas that will = Exclude air, but be reusable » Hydrocarbon gas fills that need © During loading tank gases » recovered for use as fuel @ During offloading separator gas » flows into tanks to exclude air“ms |e" ree eet = ® spini4 snoaueysosiy) | ——— aon ry EF Te Sei? + = ! “Hy = Ores Se eee] =s ond gsa ne § aoeyiaquy sapisdoy, jesse,