SPSTM is a patented structural composite comprising two metal plates bonded with a solid polyurethane elastomer core. The elastomer core provides support to the plates. It enhances buckling capacity and fatigue life of the structure.
Benefits of using SPS repair technology
– Local and global strength reinstatement and strengthening
– Superior to conventional crop and replace
– Extremely fast process with no structural removal (up to 4x faster than conventional methods)
– Non-disruptive
– Better than the new structural performance
– Minimises labour content and downtime
Cold Work SPS for FPSO Capixaba
Using the SPS® Cold Work solution to reinstate the deck of the FPSO Capixaba ensured:
– 100% operational capacity was maintained throughout – tank below remained operational
– A non-disruptive repair was completed much faster than crop and renew repair
– Reinstated deck plate stronger than the original
– Fire risk eliminated
– No crude oil tank cleaning required
– No under deck scaffolding required in confined space
Our well-trained SPS team proposed SPS Cold Work installation to deliver this permanent repair. We reinstated the existing deck and created a new composite section. A combination of bolts and structural adhesive was used to fit and join the steel components to form airtight cavities. The elastomer core was injected between the cavities. All steel components were prefabricated before being shipped on board for installation. This reduced the cost of the project. Welding requirements were eliminated. Time was reduced for the installation team, which in turn simplified project logistics. The design and process were evaluated and approved by ABS Brazil.
The SPS cold work solution reduced the amount of in-situ offshore work and POB requirements, allowing the FPSO to remain in operation. The fire-related risk was eliminated during the repair. SPS cold work was a great solution, as well as being class approved, for steel repairs where both hot work and POB are a constraint.
Andrea Galter, Operability Lead Engineer, SBM Offshore
History evidence has shown that ancient Egyptians learned to weld iron together. Small golden boxes were discovered with pressure-welded lap joints from over 2,000 years ago.
During the Industrial Revolution in the 1800s, Sir Humphry Davy produced the first electric arc between two carbon electrodes using a battery. In 1836, his cousin, Edmund Davy discovered acetylene. In 1881, forge welding technology was developed when Auguste de Méritens used arc heat to join two pieces of lead plates together.
Modern welding did not start until the widespread availability of electricity at the start of the 20th century. In 1919, C.J. Holslag invented alternating current welding. It replaces electric arc welding as the most prevalent form of welding in the United States. Welding continued to increase and was in high demand due to the First and Second World Wars.
What is Welding In Maritime Industry?
Welding involves joining metals or thermoplastics together with the use of heat. In most instances, the welding job required to build ships and repair metal parts and structures. Maritime welding job aims to produce joints that are watertight and oil-tight.
Welded joints, as opposed to riveted joints, reduce steel weight, and require less maintenance than riveted joints. Welding technology is crucial in the shipbuilding industry for producing smooth hull surfaces, reducing hull resistance and power needs.
What is the best-known welding method used?
Gas tungsten arc welding (GTAW) – An electric arc welding process that produces an arc between a non-consumable electrode and the work to be welded.
Gas metal arc welding (GMAW) – An electric arc is formed between the metal and a wire electrode, applying heat to the metal pieces. This action melts and fuses the parts together to form a permanent bond.
Why Is Welding Important to the Shipbuilding Industry?
Welding is critical for Offshore operations such as the construction of new projects and for the maintenance of existing facilities.
Welding is important in the shipbuilding process because it can create joints that are water and oil tight. As you can imagine, a strong weld is essential to the integrity of the ship. On one large ship, it can have hundreds of joints that require welding.
Shipbuilders face many challenges in the shipyard that could prevent progress and create downtime during operation. The need for durable equipment and an experienced welder that can address the demands of different applications is vital.
SPSTM is a patented structural composite comprising two metal plates bonded with a solid polyurethane elastomer core. The elastomer core provides support to the plates. It enhances buckling capacity and fatigue life of the structure.
How can SPS be applied to offshore steel renewal work?
For repair and structural strengthening applications, the existing corroded or worn existing corroded or worn plating as one side of the composite panel to which perimeter bars and top plate are fixed to form a cavity into which the elastomer core is injected. The resulting composite fully restores or enhances the strength of the original structure.
SPS is a permanent structural repair solution that is approved by all major classification societies. SPS has completed 5500+ maritime and offshore projects for a wide range of applications. Examples include tank tops, bulkheads, decks, and ramp strengthening.
What are the 3 ways that SPS is a better solution?
1) It is durable
An SPS repair is designed to last for the lifetime of a vessel or structure which has been proven with over 20 years’ experience in the market and thousands of hours of testing.
SPS fully restores and strengthens to build strength with greatly improved impact resistance and fatigued life.
2) It uses lesser steel and lower cos
The top plate required ranges from 4-8mm. Depending on the repair design, the elastomer core thickness is between 20mm–50mm. With continuous elastomer core support, SPS panels remain flat with no local buckling.
Reduced steel requirements mean that SPS reduces the cost of repair in comparison with conventional crop and renewal.
3) It is faster
SPS is a non-disruptive repair, completed in a fraction of the time crop and renewal as SPS uses the existing worn-steelwork to form one side of the composite panel formed by a new top plate and elastomer core.
“Using SPS rather than conventional crop and replace methods reduced our repair schedule by 40%.”
Floating platforms are increasing in number and complexity, particularly in Deepwater environments. They have driven the development of various technologies that benefit both commercial and military ships. However, operating these assets is also becoming more of a challenge. Currently, there are different production requirements and evolving marine standards.
Most FPS units are ship-shaped and are often based on new build or converted trading tankers. Many FPS units remain on-station for extended periods (typically 5-20 years) without drydocking. During this period, they may need to function at above 95% availability to remain commercially viable. Operators and owners have developed maintenance strategies to enable safe operations for extended periods.
Why Asset Integrity Management Is the Best Solution For Inspection & Maintenance Service for FPS?
Asset integrity is the term for an asset’s capacity to run effectively and accurately. At the same time, it protects the wellbeing of all personnel and equipment with which it interacts. There will be measures in place to assure the asset’s life cycle. Asset integrity applies to the entirety of an asset’s operation, from its design phase to its decommissioning and replacement.
Conventional drydock methods are not suitable to apply to an FPS on-station. One example is carrying out hot work that involves emptying, cleaning, and gas-freeing not only the tank to be worked in but all adjacent tanks that carry flammable materials.
1) Develop criticality-based inspection and maintenance plans
2) Managing the plans
3) Applying innovative inspection, maintenance, and repair methods.
The plans cover all areas of plant, machinery, process plants, marine piping, and control systems.
New Ways To Reduce Cost Without Compromising On Safety
In this lower oil price era, there is an increased focus on cost reduction, without compromising safety. It has led the industry to adopt radically new ways of operating using robotic and digitization methods. In this way, it can reduce human intervention for routine or hazardous tasks.
Co-operation and consensus between industry experts is the key to this process and the establishment of common standards, particularly for safety. The main drivers have been trying to reduce the need for divers, weather-dependent, and height-hazardous activities.
The various initiatives have helped to cut costs by (50%) and Personnel Onboard (POB) by 70%, with improved efficiency. A large part is due to the fact that the methods developed are implemented while the offshore assets are in operation. This will avoid out-of-service, shutdown costs, and penalties.
Rapid Growth of the Floating Gas Sector
The rapid growth of the floating gas sector has introduced different challenges. For example, the proximity of FSRUs to population centers raises potential safety. This proves to be an environmental hazard, which is different from those facing assets many miles from land.
This has become a growing preoccupation for the industry and was the theme of the FPSO Forum in Singapore earlier this year. One outcome was the formation of the FLOGAS (Floating Gas) joint industry project (JIP). The main aim is to identify and foster solutions to integrity issues facing nearshore vessels.
What has been achieved in the Oil & Gas Industry?
Technology like diver-less inspections of hull and sea valves are now commercially available. One key factor has been the ability to deploy a variety of tools on the ROV such as cavitation blasters. It cleans underwater components and helps to avoid the damage caused to coatings by mechanical cleaning tools.
Remote inspection of confined spaces is evolving rapidly with robotic camera systems. They are deployed for visual inspection of tanks to class equivalent standards.
A major recent breakthrough is the capability to measure thickness remotely. An FPSO in Equatorial Guinea was measured using the latest synchronous laser technology.
Full Benefits of working with various vendors
Long-term partnerships between operators, contractors, and service groups can help to realize the full benefits of emerging inspection technologies on floating assets.
Service companies will familiarize themselves with operators’ assets and ways of working. Thus, it will make it easier for them to deploy their systems on these assets.
At the same time, they will try to gain a better understanding of the operators’ priorities, working with them to seek solutions. The construction industry adopted this approach in the 1980s to foster cooperation rather than conflict, and it worked well.
The History of Seafaring and Who Created the First Maritime Trading Culture?
Our ancestors migrated out of Africa 60,000 to 70,0000 by boats. One of the main reasons that our ancestors ventured out of the land may be due to the lack of food or to search for raw materials.
The Phoenician civilization was the first to create the first maritime trading culture. They formed a network of colonies and trade centers across the ancient Mediterranean between the period of 1200 BC t0 900Bc. They act as middlemen traders to transport goods such as papyrus, textiles, metals, and spices between the many civilizations with whom they had contact.
When Did Maritime Law First Start and How Is It Benefiting for Seamen?
Maritime Law was first documented at the time of Ancient Egypt. For trade to flourish, ships needed to be able to travel from port to port with a reasonable expectation of safety and fair trade. Ancient Egyptian maritime forces were commanded by trained and experienced marine professionals.
The European Laws of Oleron is created around 1150, which is the oldest regulating medieval shipping in north-western Europe. It is known to has one of the best-known sea laws. One of the laws stated that shipowners are responsible for the living expenses and medical care of seamen.
Due to the nature of the working environment, seamen will be prone to fall ill or be injured in the course of their duties. This law of “maintenance and cure” is still included in current U.S. maritime law.
The Importance of Seafarers in Our Changing World and How Can Maritime Law Help Protect Them?
Seafarers have been the anonymous heroes in our current pandemic. The world relies on them to transport more than 80% of traded goods by volume. Goods such as vital food, medical goods, energy, raw materials, and manufactured goods are moved across the globe with their help.
At the same time, seafarers have also been collateral victims of the crisis. Due to travel restrictions, it has left tens of thousands of them stranded on ships, or unable to join ships. This has prone IMO to establishing a Seafarer Crisis Action Team. The team is set up to check developments, coordinate efforts, and communicate with all relevant stakeholders. They provide targeted support in individual cases and particularly urgent situations as well.
Final Takeaway
1) Our ancestors ventured out of Africa to search for more food and raw materials.
2) The Phoenician civilization was the first to create the first maritime trading culture.
3) Maritime Law was first documented at the time of Ancient Egypt.
4) The European Laws of Oleron stated that shipowners are responsible for the medical care of seamen.
5) IMO set up a Seafarer Crisis Action Team to assist stranded seafarers on ships due to pandemic
History of the International Labour Organization for the Shipping Industry
Shipping has a long history of multinational crewing. One hundred years ago, maritime unions, shipowners, and government representatives sat down to discuss the first moves to regulate this globalized workforce. They recognize that seafarers would be most effectively protected by a uniform law.
After the first World War, there was a strong desire to build a better world. The International Labour Organization (ILO) was formed as part of the Versailles peace treaty. The ILO sought to set global standards for working conditions.
However, there was a recognition that the shipping industry was a special case deserving of special treatment. The ILO decided to devote the whole of its second conference in the following year to maritime matters. The most notable questions about the implementation at sea were the eight-hour day and 48-hour week. It has been adopted as the standard for industry ashore.
The commission’s final draft reached broad agreement on:
– 48-hour weeks for all except for masters, supervising officers, wireless operators, and cattlemen (the draft had foreseen 56-hour weeks at sea and 48 hours in port)
– A three-watch system for vessels over 2,000 tons (draft 2,500 tons)
– Maximum overtime of 14 hours per week or 60 hours per month to be compensated in pay or time off
– 45-hour weeks for ratings in port, with Saturday limited to five hours
All of these conventions ultimately found their way into the Maritime Labour Convention (MLC) of 2006. MLC 2006 united the provisions of 36 ILO conventions and one protocol adopted between 1920 and 1996.
What Is the Maritime Labour Convention and How Did It Benefit Our Seafarers?
The Maritime Labour Convention (MLC) entered into force on 20th August 2013. It aims to achieve decent work for seafarers and to secure economic interests through fair competition for quality ship owners.
The convention consists of the sixteen articles containing general provisions as well as the Code. The Code consists of five Titles in which specific provisions are grouped by standard (or in Title 5: mode of enforcement):
– Title 1: Minimum requirements for seafarers to work on a ship
– Title 2: Conditions of employment
– Title 3: Accommodation, recreational facilities, food and catering
– Title 4: Health protection, medical care, welfare, and social security protection
– Title 5: Compliance and enforcement
The Maritime Labour Convention provides a comprehensive set of basic maritime labour principles. This ensures all seafarers secure their basic employment rights. The working environment and living conditions have largely improved. They are able to make their opinions known to the shipowner. At the same time, the shipowner has a clear identification of his/her overall responsibility.
Maintaining your offshore assets’ engines and mechanical systems ensures your vessel functions efficiently.
The Vessel Classification Society establishes and maintains technical standards for the construction and operation of ships and offshore structures. They conduct regular surveys and inspections to ensure the smooth operation of the Vessel. Engineers are on board to ensure that there are annual inspections of the vessel, with a full survey undertaken every 4 to 5 years. The port authority checked on the mechanical condition of the ship.
Be it cruise vessels or offshore assets, the maintenance schedule needs to be planned well by the owners to allow the maintenance society to undertake the repair work as and when needed.
How Is Maintenance Work Done Onboarding a Vessel?
In the earlier days, the number of crew members and engineers on a ship was large. Thus, the maintenance was carried out fast and easily. However, in the present scenario, the number of crew members and engineers on the ship has reduced drastically.
Many ships carry only 3-4 engineers onboard a ship. The time required to carry out maintenance on the ship has reduced as well. The number of crew members is lesser, and the amount of machinery is more. Thus, maintenance requires more manpower and time.
Types of Ship Maintenance
Efficient planning and proper use of the equipment is the key to maintaining a ship. There are different types of procedures undertaken by the engineers on board and on the port.
1. Scheduled maintenance:
This is a precautionary measure to avoid probable damages and to adopt necessary precaution measures. It is also known as the Planned Maintenance System. A team from the maintenance company will schedule servicing of the vessel as per the running hours like 4000 hours or more. The provider will send representatives after proper intervals to continue the servicing in a consistent manner. In such a maintenance program, the parts must be changed that are mentioned in the schedule even if they are fully functional.
2. Corrective maintenance:
Sudden breakdowns can be dangerous and unfortunate. Corrective maintenance is dedicated to preventing emergencies. This program can become costly especially if the breakdown severely impacts other parts of the ship. It is thus necessary to ensure that regular inspection is conducted.
3. Conditional Maintenance:
Machinery parts should be inspected on a regular basis to detect the underlying defects and errors. Issues need to be corrected as soon as possible to restore the ship’s functional capability.
The condition of a machine can be accurately checked by using powerful sensors. Inspection reports need to be sincerely followed by experienced specialists. If wrong interpretation might occur, it will lead to acute machinery damage.
Final Takeaway
1) Maintaining your offshore assets’ engines and mechanical systems ensures your vessel functions efficiently.
2) More manpower is needed for offshore maintenance jobs as crews working onboard have been reduced.
3) Schedule maintenance is a precautionary measure to adopt necessary precaution measures.
4) Corrective maintenance is dedicated to preventing emergencies.
5) Conditional inspection reports need to be sincerely followed by experienced specialists.
1) The Lines Between Fossil And Renewable Energy Will Be Blurred
Today, nearly every product a consumer buys has a fossil fuel somewhere in how it is made or delivered. Coal requires little technology and offers a great deal of energy. As such, it is a stubborn and persistent part of the high-CO2 energy system. Dealing with it will take determined action by governments to provide competitive alternatives.
In recent years, better renewable electricity has been generated efficiently. Rapid progress with renewable electricity technologies has made the price affordable. This leads Energy Experts to look at renewable energy as being the future of our energy resources.
In this way, we can free fossil fuels and coal to produce more sophisticated carbon products. Hydrocarbons and polymers can make it a feedstock rather than a fuel.
2) “Smart Oilfield” Technology
Digital oilfield technologies replicate an oilfield’s performance on a computer. Engineers can gather and monitor production through a tablet or mobile device.
At the end of the day, this data provides key indicators of oilfield well-being and performance. In this way, it improves and simplifies accurate decision-making.
With gas demand set to persist until at least 2050, there will be increased costs and activity on older pipeline systems all around the world. In North America, pipeline systems continue to be repurposed and undergo change of service due to shifts in where gas is produced and consumed, and LNG exports being allowed.
From a technology standpoint, the ideal solution would need to seamlessly connect all systems and hardware platforms across the various fields of operation, integrating exploration, drilling and production facilities, and ultimately delivering useful data and video streams to a central location, allowing the operators to make better and quicker decisions.
3) The challenge of rig decommissioning
The offshore oil and gas sector took off 50 years ago. The largest oil rigs may extend hundreds of feet to the bottom of the seabed and be supporting multiple platforms full of technical equipment and accommodation for workers. Thousands of huge bulky structures such as offshore rigs, platforms, and pipelines are nearing the end of their current useful life.
One of the biggest challenges facing oil and gas companies is the cost of decommissioning aging rigs around the world. The cost will reach $13bn a year by 2040.
More than 600 rigs will be decommissioned by 2021. Sinking the rigs is not feasible. Oil companies need to come up with environmentally friendly ways of decommissioning rigs or face a potentially huge backlash from increasingly environmentally conscious consumers.
As of January 2018, the North Sea was home to 184 offshore rigs, while the Golf of Mexico had 175 and the Persian Gulf housed 159.
4) Digital transformation offshore
Since the Industrial Revolution, the Oil & Gas industry has played a pivotal role in the economic transformation of the world. It fuels the need for heat, light, and mobility of the world’s population. Today the oil and gas industry is able to redefine its boundaries through digitalization.
Asset owners increasingly see the benefit of gathering data to improve operations. They are looking for ways to own both the data they generate and the technology that enables them to manage maintenance programs. Digital technology such as real-time monitoring, accurate reporting for compliance purposes, integration of Wi-Fi, and location-based technologies are examples of this trend.
More oil and gas companies are taking steps to capture and learn from smart data to make their operations smarter and reduce costs. Largest fleet owners are expected to be the most aggressive in leading this development.
5) Enabling greater use of stranded offshore gas
The stranded gas reserve is a natural gas field that has been discovered but the gas fields are too deep to drill into.
Offshore gas producers face significant challenges in some of the world’s largest natural gas resources. They are found at great distances from the biggest gas markets and without access to export infrastructure routes.
Substantial growth in FLNG technology can offer a solution to unlock the development of stranded offshore gas assets. Production can be exported by LNG carriers rather than uneconomic pipelines.
In some locations, companies may prefer to send LNG direct to the final market’s entry point rather than processing gas onshore.
SPS (Sandwich Plate System) is a structural composite material comprising two metal plates bonded with a solid polyurethane elastomer core.
The SPS layout retains the existing steel plate and reinforces it with a new steel layer and a polyurethane core. This will result in a stronger and flatter surface. SPS repairs and strengthening can be undertaken while the vessel is still in service. Choosing SPS can eliminate the need to wait for an offshore shutdown period.
ASOM SPS Case Study: SPS Reinstatement of FPSO’s Pontoon Deck
Our operations manager Mr. Rajesh Pillai had led our structure team and injection team to complete the project successfully during the COVID-19 pandemic. We have a tight-knitted team who will ensure we complete the project in a short and efficient time frame.
Working in a limited headspace of less than 300mm, our team have taken extra precautions and time to ensure the injection process is carried out safely and efficiently for our client.
The SPS deck reinstatement was substantially quicker than an equivalent conventional steel repair.
SPS Layout: Able to adapt to all working conditions.
Due to the confined work location, our Elastomer injection machine was to be placed 18m away.
We worked out a detailed plan to reduce all the space restrictions with our SPS Technician, Khun. After much planning, SPS elastomer core was injected to fully reinstate the strength and integrity of the structure.
It is a non-destructive testing (NDT) process to detect surface crack line in ferromagnetic materials.
Ferromagnetic materials such as iron can be found on the pipeline system in vessels. The pipeline system help to supply and distribute liquids and gases to different parts of a vessel.
One of the main advantages of magnetic particle inspection is that it can give an immediate indication of defects and discontinuities.
What caused pipes to crack?
Pipe age and material:
The older the pipe is, the higher the risk of cracks will be. For instance, water lines that are installed before 1980 tend to be made from cast iron. Although durable, cast iron can become brittle and crack due to constant expansion and contraction. New water pipes tend to be made of more resistant materials, such as plastic or ductile iron.
Pressure changes:
The pressure levels inside a water pipe can change due to several reasons. Temperature changes, or thermal expansion, are one of the most common causes. As the ground surrounding the pipe freezes and thaws, the pipes contract and expand, often resulting in cracks.
Corrosive soils:
Pipes made from iron and other metals can break over time if installed in acidic and corrosive environments. This happens most often in pipes that don’t have appropriate corrosion protection, such as polyethylene encasement for ductile iron pipes.
How Magnetic Particle Inspection Is Important To Offshore Maintenance?
Any crack in the water tank can also lead to engine room flooding.
The leak can also take place from any of the fresh or seawater pipelines due to which a lot of water can enter the engine room space, which will be a disastrous event.
How To Conduct Magnetic Particle Inspection In Four Steps?
1) Induce a magnetic field in the specimen
2) Apply magnetic particles to the specimen’s surface
3) View the surface, looking for particle groupings that are caused by defects
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