Hoán cái sữa chữa giàn khoan ngoài khơi.

Topic khá hay về việc sử lý hay gia cố các joint và member bị hư hỏng sau thời gian dài sử dụng.

Mr Zahari A Razak started work as a Structural Integrity Engineer. Besides analyzing old structures, he also did a number of member and joint strengthening.The problem with old structures are the availability of previous design, fabrication and installation records. There are times we have to use 3D photogrammetry survey and sent divers to confirm all the dimensions.And we usually end up designing friction clamps, grouted member and joints for the underwater strengthening. The biggest underwater clamp he have worked on is a 50 MT skirt pile sleeve connected to an existing jacket leg. The bolts itself are 2 inches x 6 ft long.
Brownfield Strategies for Offshore. MADCON specializes in extending the life of “brownfield” developments. Conductor & well casing repairs. Platform strengthening - subsea and topside. Corrosion protection - subsea, splash zone, & topside. Our repair methods provide 20 to 30 years of continuing service. www.madcon.com info@madconcorp.com

Nguồn: https://www.linkedin.com/posts/zaha...p&rcm=ACoAAB6-fr0BAg9FT_WR78Fp4mlBfeyZFEjy9yw

 

I used to look after very old offshore structures installed in early 1960s where the leg joints do not have any joint cans (in today terms, no Through Thickness Properties, TTP, nor additional thickness)All the leg joints on the structure do not meet the latest API code in terms of fatigue life. Conducting detailed underwater inspection on all joints is not an option as it cost about USD 100K to inspect each joint, mainly due to offshore time to clean the marine growthsThe way out? Select/Ranked 3 most critical joints having the lowest life with the highest Unity Check, UC and have them inspected. The logic is, if there are no cracks on them, the possibility of finding cracks on the rest is lower.This is the basis of the earlier RBI method that I developed for PETRONAS where we used analysis and inspection results as part of the Structural Integrity Management System, SIMS. It started in early 1990s where API SIMS is not even there.
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When RBI shows that only 1.4% of welded joints really drive structural risk and inspection effort Over the last years we have used RBI as the backbone of structural integrity management for more than 40 fixed platforms worldwide. The objective is simple, extend asset life and keep risk within acceptable limits, without sending divers and ROVs to every joint just because it exists. In a recent portfolio level assessment covering more than 40 jackets, the impact of risk based inspection became very clear. Out of 10,206 welded connections, only 140 joints, around 1.4 percent, were classified as medium risk under the RBI framework, requiring targeted CVI or flooded member detection every five years. No joint fell into the high risk category that would trigger NDT. In other words, more than 98% of all welded connections can be safely managed with routine general visual inspection, while keeping the calculated structural risk within the thresholds defined by international standards. The result is a lean, efficient and high value inspection strategy that eliminates unnecessary offshore intervention and focuses effort precisely where it matters most. This is exactly how we like to work at NSG, small specialized teams, deep structural and fatigue expertise, and inspection plans driven by quantified risk and value, not by checklists. If you are revisiting inspection programs or life extension strategies for your platforms, we are always open to a technical conversation.
Nguồn: https://www.linkedin.com/posts/nsg-...p&rcm=ACoAAB6-fr0BAg9FT_WR78Fp4mlBfeyZFEjy9yw