corrosion management system and implementation of imo pspc on fpso

SATUAN KERJA KHUSUS

PELAKSANA KEGIATAN USAHA HULU MINYAK DAN GAS BUMI

(SKK Migas)

PRIVATE AND CONFIDENTIAL

Corrosion Management System & Implementation of IMO PSPC on FSO/FPSO

By Putu Indra Mahatrisna

NACE CIP Level 3 – Certified

Dept. of Marine & Transportation SKK Migas

2PRIVATE AND CONFIDENTIAL

Agenda:1. Indonesia Upstream Oil & Gas Marine Operation Overview

2. Corrosion Management System on FSO/FPSO

3. Implementation IMO PSPC on FSO/FPSO


Indonesia Upstream Oil & Gas Marine Operation Overview

Working Area Based on Water Depth

- 0 – 100 m = 204 Working Area- 100 – 500 m = 26 Working Area- 500 – 1500 m = 31 Working Area- > 1500 m = 15 Working Area

Source: Ditjen Migas

Indonesia Oil and Gas Future is... OFFSHORE

PRIVATE AND CONFIDENTIAL 5

Daily Marine Fleet Controlled by SKK Migas

Total Fleet Operates in Upstream Oil and Gas Activity 2016 around 620 ships

0 20 40 60 80 100 120 140 160

AHT / AHTS

Flat Top Barge

Diving Support Vessel

FSO/FPSO/MOPU

Hopper Barge

Tug Boat / Terminal Tug / Harbour Tug

Sea Truck / Speed Boat / Fifi Sea Truck

LCT

Multipurpose Vessel / Utility Vessel

Oil Barge / Tanker

PSV / Supply vessel

Accomodation Barge/ Crane Barge

Crewboat, RIV, & Others

Jumlah


Marine Daily & Annual Operation Expenditure (OPEX)

Note :

• Average Shipping Opex is USD 2,280,360,- /day atau USD 824,331,400,- /year, includes Tangguh LNG Fleet with “Cost of Sales” mechanism.

• Above shipping opex exclude fuel cost, drilling ship opex, ship to supportEPCI, and survey seismic vessel or G&G.


7

Vessel Requirements 235 Units

No Ship Type Amount %

1 Accomodation Work Barge 6 2.6%

2

Anchor Handling Tug & Supply

(AHTS) 58 24.7%

3 Cable Boat/Cable Laying Barge 17 7.2%

4 Crew Boat 2 0.9%

5 Dinamic Position Vessel 5 2.1%

6 Diving Support Vessel 9 3.8%

7 Drilling Ship 8 3.4%

8 FSO/FPSO 9 3.8%

9 High Speed Craft 1 0.4%

10 Jack up Rig 31 13.2%

11 Multi Purpose Vessel 17 7.2%

12 Pipe Lay Barge 11 4.7%

13 Platform Supply Vessel 9 3.8%

14 Semi Submersible Rig 10 4.3%

15 Survey (Seismic) Vessel 16 6.8%

16 Tender Assist Rig 6 2.6%

17 Transportation Barge 2 0.9%

18 Utility Vessel 13 5.5%

19 Warehouse Barge 5 2.1%

Exploration & Project Fleet 2011-2015

Accomodation Work Barge

2,6%

Anchor Handling Tug & Supply

(AHTS)24,7%

Cable Boat/Cable Laying Barge

7,2%

Crew Boat0,9%

Dinamic Position Vessel2,1%Diving Support

Vessel3,8%

Drilling Ship3,4%

FSO/FPSO3,8%

High Speed Craft0,4%

Jack up Rig13,2%

Multi Purpose Vessel7,2%

Pipe Lay Barge4,7%

Platform Supply Vessel3,8%

Semi Submersible Rig

4,3%

Survey (Seismic) Vessel6,8%

Tender Assist Rig2,6%

Transportation Barge0,9%

Utility Vessel5,5%

Warehouse Barge2,1%


• Year Built : 1972• Length : 142,5 m• Breadth : 48.2 m• Depth : 26,45 m• Capacity : 30,000 BOPD• Operator : PHE ONWJ

FSO ARCO ARDJUNA

• Year Built : 1972; • Recondition : 1989• Capacity : 1,000,000 BBLS• Length : 183.6 m• Breadth : 40.5 m• Depth : 24.9 m• Operator : JOB Pertamina

Petrochina East Java

FSO CINTA NATOMAS

SKK Migas FSO, FPSO, & FPU Own Fleet (1)


• Year Built : 1975, • Rebuild : 1985• Length : 272.0 m• Breadth : 43.4 m• Depth : 20.6 m• Field Location : South Cina Sea• Operator : Star Energy (Kakap) Ltd

FPSO KAKAP NATUNA

• Year Built : 1990• Capacity : 400,000 BBLS• Processing Cap : 25,000 BOPD• Length : 166 m• Breadth : 39 m• Depth : 21.4 m• Operator : Premier Oil Natuna Sea

FSO ANOA NATUNA


22/04/2016 10PRIVATE AND CONFIDENTIAL 10

It was the first Deep Water Development inIndonesia• Water Depth: 2,400 - 3,400ft• Start Production: 2003• Design capacity: 60,000 BOPD

Crude Oil, 150 MMSCFD Gas,• Hull build in PT PAL and Topside Fabrication

at Hyundai, South Korea.• Operated by Chevron Indonesia Company

FPU WEST SENO

• Field Location: South Cina Sea

• PSC : ConocoPhillips Indonesia

• Production: Oil 40.000 BOPD; Gas 440 MMSCFD

• Condensate Prod. : 4,800 stbbls/day

• Cargo tank cap : 1,187,000 bbls

FPSO BELANAK NATUNA



FSO GAGAK RIMANG

• Year Built : 1993,• Rebuild : 2013• Length : 327 m• Breadth : 58 m• Depth : 22.9 m• Field Location : Java Sea• Operator : ExxonMobil Cepu

Ltd.


Number of FSO. FPSO, and FPU that operate in Indonesia are 23 units, with total capacity around 15 MMBBLS Oil and Condensate.


Corrosion Management System On FSO/ FPSO


Definition:“Corrosion management is that part ofthe overall management system, whichis concerned with the development,implementation, review andmaintenance of the corrosion policy.”(UK Health and Safety Executive (HSE),2004)

Corrosion Management System

Objective:• Reducing the number of corrosion related hydrocarbon

releases and other safety related and environmentallydamaging outcomes;

• Identifying good practices for setting up an optimal corrosionmanagement scheme, and

• Providing an overview of the top corrosion threats.


• Statutory or Corporate compliance with Safety, Health and Environmental Policies ----> Cert. of Safety Costruction, Class, SKPI, SKPP, etc.

• Reduction in leaks• Increased plant availability• Reduction in unplanned maintenance• Reduction in deferment costs

Why Manage Corrosion?

Organise and operate successfullof Corrosion managementsystem depend on:• Design• Stage in Life Cycle• Process Conditions• Operational History


Yes

No

Basic Corrosion Management Process

• Leak and emissions targets• Unscheduled shutdown targets• Annual reduction targets

• Assess skills and competence• Define roles & responsibilities• Ensure co-operation & communication

• Identify hazards & assess risks• Agree targets, processes & systems• Set standards for measuring performance

• Proactive, measurement using regularchecks to show controls are working

• Reactive, measurement identifies whyperformance was substandard

• Review activities & trends• Check for compliance• Learn from experience & make

changesSource:UK Health and Safety Executive (HSE) Report


FSO Lentera Bangsa – (Sept. 2011)• Explosion in the Engine Room• Casualties : 1 Person, several

injured• Oil Spilled on the spot • Location : Java Sea• Loss of Production : 18.000 BOPD

FSO Gagasan Perak – (Aug. 2010)• Explosion in the Slop tank• Casualties : 1 Person, several

injured• Oil Spilled on the spot • Location : Java Sea • Loss of production : 1.200 –

1.700 BOPD

Major Accident History

22/04/2016 17PRIVATE AND CONFIDENTIAL 17• 17

PMS Audit

FSO/ FPSO

SEAWORTHYNESS-Class – Strength and Reliability

-Statutory (SOLAS & MARPOL) - HSES

PMS

Rules- Manufacturer

- Class

Period- Load

- Running Hours

Actors- Crew

- Contractor

Documentations- Planning & Schedulling

- Report

Controll- Ship Management – ISM Code

- SKK MIGAS & KKKS – Owner/ Charterer

Technical Recomendations


SKK Migas PMS Audit for FSO & FPSO

1. Ship Particular

2. Ship Certificate & Documentation

3. Ship Operation Manual

4. Hull Components

5. Machinery Components

6. Other Components

1. Electrical Components

2. Navigation Equipments

3. Life Saving Appliance (LSA)

4. Mooring System

Objective :Continues Improvement on effectiveness, safety, and reliability FSO & FPSO operation to minimize unplanned shutdown.

Scope:Working Plan, Operation Management, Safety, Maintenance, Rule and Regulation Implementation on FSO & FPSO


Common Observation Result

Heavy Corrosion on Deck Heavy Corrosion on Structural

Heavy Corrosion on Piping

Broken Insulation Weathertight Door/Openings Corroded

Corrosion on access


Major Observation Result

Leaks on Cargo Tank/ Hull Cracks on Hull Leakage on Engine Room

Corrosion Leakage on Boiler Corrosion on Life Appliance Mechanical Damage


Challenges

1. Marine corrosion is one of the leading causes of structural andmechanical failures in the floating production facilities, but the rightmeasures to protect these assets can ensure they operate safely,efficiently and profitably.

2. As the price of oil continues to fall, Facility owners may be looking tocut budgets, which could affect corrosion control providers

3. Poor understanding of the corrosion management concept and itspractical applications.

4. Increased expectations from the public for safety, strictergovernmental regulations and, perhaps more than anything, ashortage of experienced personnel.

5. Aging infrastructure, particularly as it relates to marine coatings, isanother major concern in the industry


How to Improve Asset Corrosion Management

1. Companies should have a policy statement that clearly addresses theorganization’s objectives for the corrosion management system

2. Companies must continue to train, certify and provide opportunity totheir corrosion control personnel to ensure the program is beingproperly maintained.

3. Marine corrosion control starts with the proper design andinstallation of the infrastructure. If a company takes the time todevelop, implement and maintain a proper program, these assetswill operate safely, while protecting the environment and providing aprofitable system to the owner.

4. There’s not just one methodology for controlling marine corrosion.Coating, cathodic protection, electrical isolation and propermaintenance all play a role.

5. Government can ensure that legislation and regulations relevant tothe industry includes language that supports proper corrosioncontrol planning and the use of qualified personnel


Implementation IMO PSPC On FSO/FPSO


The Performance Standard fo Protective Coating (PSPC)IMO PSPC for Water Ballast TanksIMO MSC.215(82) Performance Standard for Protective Coatings for Water Ballast Tanks(2006)• A standard designed to achieve a target coating lifetime of 15 years in dedicated

seawater ballast tanks and double side-skin spaces of bulk carriers.• The regulatory amendment is: SOLAS Regulation II-1/3-2• Entry Into Force

• The building contract was placed on or after 1st July 2008• The keel was laid on or after 1st January 2009• The delivery is on or after 1st July 2012

IMO PSPC for Cargo Oil Tanks

The IMO MSC.291(87) Performance Standard for Protective Coatings for Cargo Oil Tanks of Crude Oil Tankers (2012)• Designed to achieve a target coating lifetime of 15 years to ensure the longevity of

cargo oil tanks.• The regulatory amendment is: SOLAS regulation II-1/3-11• Entry Into Force:

• The building contract is placed on or after 1st January 2013 or• The keels of which are laid or which are at a similar stage of construction on or

after 1st July 2013• Or the delivery of which is on or after 1st January 2016

http://www.international-marine.com/pspc/imo-pspc-for-water-ballast-tanks.aspx

http://www.international-marine.com/pspc/imo-pspc-for-water-ballast-tanks.aspx


SOLAS Regulation II-1/3-2, Clause No. 4:• Maintenance of the protective coating system shall be included in the

overall ship's maintenance scheme.• The effectiveness of the protective coating system shall be verified

during the life of a ship by the Administration or an organizationrecognized by the Administration, based on the guidelines developedby the Organization.*

Main Element of PSPC

Main Elements of the PSPC• Design of a specification and coating system• Coating System approval• Definition of inspection procedures• Production of a Coating Technical File (CTF) which records all aspects of

the process• Verification of compliance

• IMO PSPC requires that the CTF should be completed by the shipyard and reviewed by the flag State (usually a Class society acting as an RO) before the related certificate is issued.


Shipyard Shipowner

Paint Company

The Parties Involved

Inspector

Source: Sandy Kirkwoodwww.safinah.co.uk


Coating System on FSO Karapan Armada Sterling III - HCML


Ballast Tank Dehumidifier – FSO Gagak Rimang

• OEM: Munters Pte Ltd.

• Type unit: Desiccant

Dehumidification MT-10000E

• Process Air: Rated air flow:

10000 m3/h;

• Reactivation air: Rated air flow:

3330 m3/h;


Implementation of PSPC, Challenges:

• Greater demand for education in coating management• New technology solutions for “equivalent” coating system• More systematic approach to inspection with objectivity• Better data recording and control of process• True additional cost on New Build as yet not verified

• Today the surface preparation andcoating process is considered by mostshipyards as a ‘bottleneck’ in the process.

• Genuine shortage of trained coatinginspectors

• Coating Process predictable, but not anexact science (weather, drying times,access to surface).


1. To reach the goal of 15 years useful coating life in GOOD condition from

initial coating application, these initial efforts during the new construction in

the shipyard is critical element include:

a) The clearly defined tripartite agreement on specification and

inspection procedures,

b) The selection of qualified and certified coating inspector(s),

c) Carrying out IMO PSPC-compliant surface preparation and coating

application,

d) Quality inspection and comprehensive CTF documentation.

2. The standardization of shipyard new construction processes to meet the

PSPC requirements not only has the potential for improving the quality of

coating, but also provides an opportunity for better controlling costs

during construction and throughout the service life of the vessel.

Summary

S C C E S S

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About Presenter

• Name : Putu Indra Mahatrisna

• Date of Birth : 1st May 1979

• Education :

• Bachelor degree in Department of Marine Engineering, Faculty of

Maritime Technology, ITS Surabaya

• Now is continuing Master degree majoring in Gas Management,

Department of Chemical Engineering, Faculty of Engineering,

University of Indonesia

• Experience :

• Marine Engineer at BPMIGAS/ SKK Migas (2009 to date)

• Lead Production Engineer & Subject Matter Expert (SME) for Coating & Passive

Fire Proofing at J. Ray McDermott (Batam yard) (2005-2009), project included:

• Chevron Platong Gas II CPP Topside Construction & HUC

• North Belut CPP Topside Construction & HUC

• Woodside LNG Train, Phase V Expansion Project

• Technical Service Advisor at PT. Jotun Indonesia (2003-2005)

• Certification:

• NACE CIP Level 3

• IMO OPRC (Oil Pollution Preparedness, Response, and Cooperation Convention)

- Level 2

• NEBOSH International Technical Certificate in Oil and Gas Operational Safety