Otc-30565-Ms

OTC-30565-MS
Prelude’s Remarkable Turbomachinery – The Story from Selection to First

Drop of LNG
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Mounir Mossolly and Emmanuel Bustos, TechnipFMC; David Messineo, Shell Eastern Petroleum Pte. Ltd
Copyright 2020, Offshore Technology Conference
This paper was prepared for presentation at the Offshore Technology Conference originally scheduled to be held in Houston, TX, USA, 4-7 May 2020. Due to COVID-19
the physical event was not held. The official proceedings were published online on 4 May 2020.
This paper was selected for presentation by an OTC program committee following review of information contained in an abstract submitted by the author(s). Contents of
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Abstract
This is the story of the remarkable turbomachinery of the Prelude floating liquefied natural gas (FLNG)
facility that was selected, designed, manufactured and extensively tested to achieve the highest levels of
technical assurance, to serve what was the FLNG facility ever sanctioned in the world, a pioneering project
destined to be an exemplary success.
The Prelude FLNG project is unique for its size and numerous innovations. Its large onboard
turbomachinery is usually applied at this size only to onshore liquefied natural gas (LNG) plants. The
technical requirements of the Prelude FLNG facility went far beyond the limits of offshore experience,
with consequences on the selection and design of the onboard turbomachinery. The management of this
new technical solution was successfully achieved using detailed modelling and engineering analysis, an
extensive test campaign using purpose-built test beds, and the development of dedicated start-up and
operating procedures.
This paper focuses on the pumping heart of this largest offshore facility ever constructed: the main
refrigerant compressors and steam turbine generators, in addition to the seawater lift pumps that are used
to extract seawater from a water depth of 150 meters, sustaining the main cooling capacity for the FLNG
facility. The paper also mentions other sophisticated machines such as the combined boil-off gas (BOG)/
end-flash gas (EFG) compressor, amongst others.
Extraordinary work has been performed to ensure that each step in the realization of the turbomachinery
for Prelude FLNG was an incremental success. Proper preservations, precise and careful installations of
turbomachinery in steel modules, as well as preparations for start-up during the pre-commissioning and
commissioning phases are explained.
Prelude FLNG Project Overview

Prelude FLNG is a floating turret-moored offshore structure equipped with well fluid reception, well
controls, gas processing, liquefaction, storage and offloading units, capable of producing, storing and
offloading 3.6 Mtpa of LNG, 0.4 Mtpa of liquefied petroleum gas (LPG) and 1.3 Mtpa of hydrocarbon
condensate. The facility will remain on station for 25 years without dry docking. The Project has been
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realized by an unincorporated Technip Samsung Consortium (TSC) between Technip France and Samsung
Heavy Industries Co. Ltd. The engineering and procurement of all main rotating equipment was performed
by Technip France on behalf of TSC. Lloyd’s Register (LR) has been selected as the "Classification",
"Certification", and "Validation Society".
Figure 1—Overview of Prelude Field Development via Floating LNG Facility (FLNG)
Major Turbomachinery Onboard Prelude FLNG

The focus in this paper is on the mixed refrigerant (MR) and pre-cooling mixed refrigerant (PMR)
compressors, steam turbine generators (STGs) and seawater lift (SWL) pumps. However, listed below
are examples of other sophisticated turbomachinery onboard Prelude FLNG and that were designed and
manufactured with cutting-edge technologies.
The end-flash gas (EFG) is a centrifugal compressor driven by a back-pressure steam turbine rated at
around 8 MW. Particular to Prelude FLNG, and unlike other LNG plants, boil-off gas is sent to a common
header with end-flash gas to be compressed in a single compressor during holding and offloading modes.
The choice to combine the compression of EFG and BOG in a single compressor allowed for savings in
space and weight by reducing the equipment count. Another remarkable piece of turbomachinery is the
Expander Re-compressor (also referred as Turboexpander) which is a power recovery machine rated at
around 5.5 MW and is quite a large size for this type of equipment installed offshore. It’s rotor is carried
on a sophisticated magnetic bearing system. On the expander side, it decreases the pressure of the main gas
to allow LPG separation, while other gas is recompressed by the recompressor. Another power recovery
turbomachinery is the LNG liquid expander which is rated at 1.8 MW power output, decreasing the LNG
pressure at the outlet of the liquefaction unit while recovering electric power. Compared to its previous
peers, this machine was designed by the supplier at an unprecedent maximum allowable working pressure
(MAWP), with the outer casing hydrotested at a pressure exceeding 155 barg.
Main Refrigerant Compressors (MR and PMR Compressors)

The mixed refrigerant (MR) compressor and pre-cooling mixed refrigerant (PMR) compressor are both the
pumping heart of the single liquefaction train in Prelude FLNG, circulating refrigerants in the refrigeration
loops that are designed according to Shell’s proprietary Dual Mixed Refrigerant (DMR) technology.
The MR compressor is a two-stage single casing barrel type compressor, while the PMR compressor is
a single casing barrel type with two side streams as shown in Figure 2. Both compressors are driven by
condensing type steam turbine mechanical drivers. All compressor nozzles are oriented downwards (vertical
or tilted). Steam turbines have been traditionally applied in offshore oil and gas applications as drivers
for power generation units mainly in floating production storage and offloading (FPSO), and in marine
propulsion applications. Steam turbines were very rarely selected as mechanical drivers for compressors
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or pumps in offshore oil and gas applications. However, Prelude FLNG changed that historical norm, with
wide selections of steam turbines driving compressors, for some good reasons:
Figure 2—MR and PMR Compressors with Steam Turbine Drive – Image courtesy of Baker Hughes Co.
One of the motives for selecting steam turbines was the perceived reliability and availability benefit.
Well maintained special purpose steam turbines can easily operate for full turnaround cycles (5+ years),
while gas turbines need more frequent shutdowns for periodic inspections and mandatory maintenance. In
a single train LNG plant like Prelude, the entire facility would need to be shut down during a gas turbine
maintenance campaign (including subsea wells), whereas in multi-train LNG plants only a reduction in
throughput is required (partial shutdown) while one train is out of service for gas turbine(s) maintenance.
Other advantages of steam turbines over aero-derivative gas turbines (at the time of selection) was the
reduction in equipment count (one steam turbine vs two aero-derivative gas turbines), due to limitations in
the maximum power output that a single (proven) aero-derivative gas turbine could provide. In addition,
fuel gas pressure requirements for boilers (that generate motive steam for running steam turbines) is less
than the fuel gas pressure for aero-derivative gas turbines (where fuel gas additional compression could be
needed), allowing for a gain in overall plant efficiency.
On the other hand, if gas turbine generators (GTGs) would be chosen to be used for power generation,
then electric motors with large variable frequency drive systems would have been necessary as mechanical
drivers for equipment, consuming space and adding weight. Accordingly favoring the choice for utilizing
steam turbine generators (STGs) instead.
Steam Turbine Generators (STGs)

The main power supply for FLNG normal operation is provided by three STGs each rated to provide an
output power of 40 MW at 11 kV. The STGs; shown in Figure 3, are located in the hull and are driven by
inlet motive steam at 69 bara / 475 °C and have an outlet pressure of 0.08 bara into the surface condenser.
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Figure 3—General Arrangement Drawing of Steam Turbine generator – Image courtesy of Mitsubishi Heavy Industires (MHI)
Sea Water Lift (SWL) Pumps

Seven (7) SWL pumps run in parallel to provide the main cooling capacity for Prelude FLNG. Another
eighth seawater lift pump is always kept in standby. The pumps are submerged-motor type, suspended inside
a caisson in the hull as shown in Figure 4, pumping an unprecedent rated capacity of 8000 m3/hr each,
which is far beyond the highest referenced pump of this type. The risk of applying this step-out in design
and manufacturing was controlled by a detailed qualification process and an extended surveillance plan.
The major advantage was in the reduction of equipment count in the FLNG.
Figure 4—Cassion-mounted Submersible Sea Water Lift Pump – Image courtesy of Framo
Specialized Design and Engineering Analysis

Numerous design and engineering analyses were performed to mitigate technical risks in the turbomachinery
of Prelude FLNG. In this section, a selected set of studies is listed and elaborated for the MR/PMR
compressors and SWL pumps.
Main Refrigerant Compressors (MR and PMR Compressors)

The technical solutions that were applied for the main refrigerant compressors in the context of Prelude
FLNG were subject to early detailed validations at the conceptual, design and engineering phases by
analytical calculations and numerical simulations. All the normal and usual turbomachinery studies were
performed such as the rotodynamic analysis, casing thermal loading and nozzles excessive stress analysis,
process dynamic simulations, bearings life calculations …etc.; moreover, other analyses that were specific
to Prelude FLNG were additionally performed and are highlighted below:
Safety Studies for the Steam Turbine. To ensure the highest levels of safety onboard Prelude FLNG,
containment analysis has been performed by the supplier for the steam turbine of the MR and PMR
compressors which are located topsides, to analyse the potential and consequences of the extreme scenarios
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of steam turbine failure incidents; as shown for example in Figure 5, and their impact on the plant
surroundings. The failure events that were studied (although very unlikely scenarios) included the fracture,
rupture, detachment and projectile shot and ballistic impact of components; such as blades, coupling, shaft
…etc., that could create a hazard risk in the FLNG. The analysis results proved to be within comfortable
allowable limits.
Figure 5—Paths for assessment of potential fractures in a steam turbine–Image courtesy of Baker Hughes Co.
Stresses, Deformations &Fatigue Analysis. The baseplates for the main refrigerant compressors are 3-
point mounted on gimbals, and thus subject to periodic twisting forces due to sea motions and accelerations
in the Prelude FLNG’s offshore environment, and during the towing phase from shipyard to station. The
stresses, deformations and associated fatigue were analysed using finite element analysis (FEA) as shown
in Figure 6, validating the design being safe and fit-for-purpose.
Figure 6—Baseplate deformation analysis – Image courtesy of Baker Hughes Co.
Another true challenge was the design of the inter-deck expansion bellow; as shown in Figure 7, between
the steam turbine and condenser, which is subject to periodic 3-axis movements and displacements. Detailed
analysis has been performed to study the impacts of fatigue (millions of cycles) on the longevity of the
expansion bellow for a design life of 25 years.
Figure 7—Expansion Bellow for Steam Turbines
Fluid Flow Analysis. A minimum straight run distance of the inlet and outlet piping; at the suction
and discharge nozzles of centrifugal compressors shall be respected to avoid turbulences in the flow and
thus ensure the best possible efficient operation of the compressor. However, in Prelude FLNG due to
space constraints, straight piping runs were a little compromised, accordingly computational fluid dynamics
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(CFD) analysis was performed for the non-perfectly straight-running piping as shown in Figure 8; to the
validate the acceptability of the design.
Figure 8—Upstream Inlet Piping CFD Analysis – Image courtesy of Baker Hughes Co.
Sea Water Lift (SWL) Pumps

As mentioned earlier in this paper, the SWL pumps have an unprecedented flow rate capacity. This huge
flow rate not only has an internal impact on the pump hydraulics, but also imposes additional constraints on
the pumping system, such as the minimum submergence. Accordingly, various studies were performed to
ensure the operability of the SWL pumps and pumping system. Highlighted below are some studies which
are specific and subjective to the Prelude FLNG context.
CFD Simulations. The riser hanger assembly is a device that keeps the sea water riser pipe flexible
connected/hanging to the FLNG; as shown in Figure 9, allowing for swinging motion of the riser pump
within some tolerable limits. The internal riser hanger assembly obstructs the flow of the sea water into
the SWL pump suction causing some amount of turbulence and pressure drop, which would impact the
performance of the SWL pumps. CFD analysis was performed to provide an early estimate of the extent of
pressure drops at various flows and ensure that the design is acceptable.
Figure 9—Riser Hanger Assembly for Seawater Riser Pipe
Suction Level Analysis. The sea water level inside the caisson shall be maintained above a minimum to
keep a sufficient margin between the available net positive suction head (NPSH) and the pump’s required
NPSH and to ensure that the pump is at a safe submergence level so that air could not be entrained into the
pump due to vortex creation. The suction level analysis was done using CFD, to determine the evolution of
pressure loss within the water intake riser (WIR), during various vertical amplitude motions and associated
swell frequencies and periods, considering the dynamic motions of the FLNG due to waves. This study was
subcontracted to a specialized consultant.
Hydraulic Surge Analysis. A hydraulic surge analysis was performed to evaluate various operating
scenarios of the seawater lift pumps including the start-up scenario, complete power supply failure to all
pumps scenario, trip of one out of seven pumps scenario, closure of valves in the loop and emergency shut-
down. This study was performed to ensure that high pressures and high rates of change of pressure are
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avoided under normal and abnormal operating conditions, to confirm the integrity of the system including
the SWL pumps.
Quality Control and Rigorous Factory Tests

The testing of all Prelude’s turbomachinery was performed very extensively following API (American
Petroleum Institute) requirements and other more stringent project specifications to ensure the highest levels
of technical integrity of the equipment before leaving the factory. Below are some main highlights for MR/
PMR compressors, STGs and SWL pumps:
MR and PMR Compressors
Dedicated test bed for Full Power Compressor Test using E-motor. In keeping with the remote offshore
location, the testing of the refrigerant compressors for Prelude went further than any previous LNG project.
These tests ensured the highest possible level of technical integrity of the compressors before shipment
from the factory and eliminated many of the minor risks of rectification that can reveal themselves during
commissioning.
In addition to the usual API 617 mechanical running tests and ASME PTC-10 performance tests, full
speed full load full pressure (FSFLFP) tests were performed for each of the MR and PMR compressors.
Limited availability of high pressure motive steam generation capacity at the test facility meant it was not
possible to use the definitive 55 MW steam turbine drivers for tests at full load. Consequently, it was decided
to use an electric motor equipped with a variable frequency drive (VFD).
Having overcome this hurdle, a test stand with new gas piping loops was built to test the compressors
at full flow and full discharge pressure (> 40 bara). The tests were successfully completed for both MR
and PMR compressors; as shown in Figure 10, demonstrating very stable operation, smooth running of
critical components such as the dry gas seals and remarkably low vibration levels at less than 8 microns.
The supplier invested significant capital to upgrade its test facilities to be able to perform the testing that
was required for Prelude.
Figure 10—Casing Vibration Measurement during FSFLFP – Photo courtesy of Baker Hughes Co.
Complete string tests at partial load; as shown in Figure 11, (fixed by the maximum steam supply at the
test site) were then performed to verify the functionality of all systems and auxiliary sub-systems together.
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Figure 11—Compressor undergoing a String/Complete Unit Test – Photo courtesy of Baker Hughes Co.
Steam Turbine Generators (STGs)

In addition to mechanical run tests, completed unit tests for the steam turbine generators were performed
at full speed but partial load. The testing was successfully achieved, validating the satisfactory mechanical
behaviour and performance (at partial load) of the steam turbine, and confirming electric power generation
of the generator. All project auxiliary systems that were used in the complete unit test such as lube and
control oil system, turning gear, control & safety systems…. etc, where functionally verified and proved to
be satisfactory. All vibration, temperature, displacement parameters …etc.; as shown in Figure 12, where
all within the normal operating ranges.
Figure 12—Schematic of measurements taken during String test (excluding auxiliaries) – Image courtesy of MHI
Sea Water Lift Pumps

Due to the high flow of the SWL pumps, which is considered as a step-out, they where tested at full flow
during the Factory Acceptance Test (FAT) as per the test bed arrangement shown in Figure 13. The test was
performed in several steps with and without the project riser hanger assembly and at various flow rates. The
testing proved that the pumps satisfactorily delivered the expected performance in the context of pressure
drops at the riser hanger assembly.
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Figure 13—Test Bed Arrangement for SWL Pumps - Image courtesy of Framo
Installation/Construction and Preservation

Delivery at Samsung Heavy Industries (SHI) Yard
The construction of Prelude took place in the Samsung Heavy Industries (SHI) shipyard in Geoje, South
Korea. The machinery packages were all shipped to this location for integration into the Prelude hull and
topsides process modules. The delivery of the packages was critical from the standpoint of the sequential
construction process. A "pancake" module build technique was used, whereby one module deck at a time
is stacked on top of the previous layer to create the module. This meant that rotating machinery packages
needed to be available at the correct time and in the correct sequence, to be placed into the module before
the next deck was placed over the top.
From a maintenance point of view, each machine and machine component were designed to be
removeable from the finished module, but the entire base frame of many packages was only able to be
set in place during the module erection phase. These pieces of equipment were placed into the modules
as they were being built-up on the quayside, and due to careful planning, order placement, (and selective
expediting) all the packages were delivered with enough schedule float to ensure no bottlenecks for the
build-up of the modules.
Erection of Major Centrifugal Compressors

All the major barrel-type centrifugal compressor trains were bottom-bottom nozzle design, which meant
that the compressor trains were elevated enough to allow for sufficient piping space beneath the equipment.
There was also a drive to lower the centre of gravity as much as possible of the entire structure. As such,
the rotating machinery packages were mainly located on the second or third decks of the typically 5-deck
modules.
In Figure 14 below, the 250-ton main refrigerant compressor skid can be seen beneath SHI’s 800-ton
gantry crane during installation. The steam turbine exhaust duct can be seen pre-installed and protruding
beneath the base frame. The placement of rotating machinery on offshore modules is decades old, but the
size and weight of the Prelude equipment made for some unique challenges that generated considerable
attention in the design phase and translated to the construction phase.
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Figure 14—Pre-Mixed Main Refrigerant Compressor Skid with the Steam Turbine Exhaust Duct Attached
Construction Sequence
Machinery base frames were placed into modules when needed to meet module erection sequences. A
preliminary levelling and shimming was performed at this time and documented via formal construction
check sheets. However, it was recognized that module settlement and deflections were likely to occur as
module construction progressed and that these deflections could impart stresses into the base frames. These
predicted deflections were "small" and "normal" from the structural engineering perspective, but large
compared to the typical setup tolerances of rotating machinery. Therefore, final shimming ; as shown for
example in Figure 15, of base frames, piping connections, and shaft alignments were only carried out and
signed-off after the modules had been lifted onboard the Prelude hull, and the bulk of the weight was already
contained in the modules. In addition, shaft alignments and anti-vibration mounts (AVMs) positions and
pipe-strain checks were performed selectively upon arrival offshore as an assurance check to demonstrate
nothing had changed during the installation and towing phases. The results of these offshore checks were
very positive. Only one compressor required a minor adjustment for shaft alignment after arriving offshore,
a result considered a success considering the large population of machinery installed on Prelude FLNG.
Figure 15—Mounting foot with stack-up of several soleplates and shims (no "soft foot" that could lead to vibration issues)
Ensuring complete co-planar contact of the equipment mounts onto the steel structure was challenging
and the machinery team spent a lot of time developing the work process for installation. If the mounting pads
were welded to either the structure, or the baseframe with any deviations, then achieving full contact between
the baseframes and mounting pads was difficult or impossible. Significant in-situ field machining; as shown
in Figure 16, was performed on machinery mounting pads to ensure solid contact and the effective translation
of loading into the Prelude structure. The machinery team was careful to ensure full bearing contact, and not
simply rely upon bolted connections or welds to provide the structural link. These baseframe-to-structure
interfaces were reviewed and signed off formally via check sheets, and the team felt that this careful
attention during the construction phase paid off during commissioning when there were very few vibration
issues associated with poor mounting. Some resonance issues did occur (as one can imagine in an all-steel
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construction environment), however none of those occurrences could be attributed to poor hull-to-baseframe
interfaces.
Figure 16—Compressor soleplate field machining
Managing Deflections in Steel Structure

Steel builds generate unique challenges in terms of the greater deflections that could be expected during
different operating conditions than conventional concrete mounted machines. To help combat deflection
and divorce the machinery from feeling the effects of structural flexure, Prelude FLNG made use of two
types of mounts on large machinery base frames. Three-point gimbal mounts; as shown in Figure 17, and
anti-vibration mounts as shown in Figure 18. The selection depended upon the machinery Vendor, and what
they were more comfortable with and had experience deploying. From an installation point of view, the
gimbals were much less fussy to install, shim and setup. AVMs require careful shimming and required re-
visiting several times during the setup to ensure correct final adjustment.
Figure 17—Gimbal mount beneath a pump base frame
Figure 18—An AVM beneath a compressor Skid
The base frames themselves were of a "stiff" design with robust lower structural members to provide
resistance to torsional and bending moments translated through the Prelude structure.
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Module construction using the pancake stack-up method involves building modules on the quay side.
While being built, the modules are supported via many bearing supports extending between the concrete of
the quayside and the lower module deck. After the module becomes developed enough to be structurally
self-supporting, these multiple temporary supports are removed, and the module is left to stand on 4 supports
at each of its corners. When this transition of support takes place, there is settlement and deflection in the
module decks. This is expected but needs to be accounted for when installing the machinery base frames. The
joint team of Shell, Technip France and SHI carefully discussed this phenomenon, and agreed a construction
sequence that ensured the final equipment checks, including baseframe shimming were only performed once
the modules were in their final positions, with as close to design loading as possible. Several intermediate
checks were made to quantify any impacts to machinery base frames and ensure no stresses were induced
that were beyond the design capacity of the skids.
Figure 19 below depicts the deflection that can be seen in a large module after temporary bracing is
removed. By waiting to finalize base frame shimming and shaft and piping alignments until after module
settlement, the machinery team was able to ensure induced stresses were eliminated, or at least reduced to as
low as possible. Temporary support braces were placed at each grid intersection for assembly support. After
these are removed, the module is only supported at its four corners (nodes 1,4,17 and 20) and downward
deflection occurred.
Figure 19—Plan view of a module
Preservation
Prelude faced preservation challenges during its > 4-year residence time in the shipyard. To maintain
the machinery in a well-preserved condition, a multi-faceted approach was used. Firstly, from the design
and procurement point of view, the specification was clearly embedded for robust packaging suitable for
long duration in an outdoor environment. Secondly, a robust material handling process, including a detail
ed receiving inspection were performed on all packages and components to ensure the preservation and
as-received condition was as required. This was documented via check sheets, and formal reports with
photographic evidence. This process proved to be very useful, as these receiving inspection reports (RIR)
were often used as references months and even years later when there was any question as to the development
of preservation faults, or warrantee issues. A large warehouse was constructed for the project and was
used to house loose items, and a climate-controlled section was utilized for storage of instrumentation, gas
seals, and other sensitive loose components. Capital spares items such as spare rotors were specified to be
delivered in nitrogen purged steel containers to ensure safe storage outdoors. Compressors were shipped
with gas seals removed, and these were installed only just prior to the start of commissioning.
To ensure periodic preservation checks were performed as-required, formal check sheets were used.
These were loaded into the completions management system and treated formally similar to any other
construction or commissioning activity. They contained detailed checks per equipment family and were
setup on a recurring basis at the frequency recommended by the Vendor. In this way, preservation
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activities carried the same weight and importance as core construction activities. While Prelude did have
some preservation challenges which are quite typical of long duration construction projects, overall the
preservation campaign was successful. The instances of commissioning phase and early start-up phase
delays attributed to poor preservation in the earlier project phases were limited.
Preparations for Towing

A sea fastening study was performed to decide and apply the necessary measures that shall be performed
to Prelude’s rotating equipment before sail away to ensure that they would safely withstand the towing
conditions (towing motions and accelerations). Some rotating equipment such as air compressors and
the closed cooling water pumps were required to be energized during the towing phase. Other rotating
equipment were kept non-running during the towing phase. The sea fastening measures ensured tha t during
the towing of the FLNG, bearings and seals could tolerate the loads without getting damaged and interstage
labyrinth seals were not subject to damage (due to changes in potential clearances).
Due to the robust overall design of the Prelude machinery and piping and support systems, the
requirement for additional bracing of piping for towing was very limited. All machinery nozzles remained
connected during the towing phase, and only a handful of additional temporary bracing was required. This
enabled a faster transition to commissioning once offshore as sea fastening removal work scope was reduced.
Monitoring of Equipment During Tow

As Prelude has no onboard propulsion, the vessel was towed from the South Korean shipyard to Australian
waters by three ocean going tugs. The onboard living quarters was fully commissioned, as well as utility
systems and boilers to keep piping hot and preserved. The towing phase was of some concern to the rotating
equipment team as the metocean conditions that could be encountered were the most severe of all the
operational cases. While the design work indicated no significant cause for concern, it was somewhat unclear
exactly how potential hogging and sagging of the hull structure would impact the large machinery trains.
To quantify the effects of the tow conditions and monitor the flexure and loading on the base frames, a
monitoring system was implemented just prior to sail away from the shipyard. The system consisted of a
"pipe-within-a-pipe" configuration, with one pipe being attached to the driver, and one pipe being attached
to the driven machine. The larger dimeter pipe was fitted with four proximity probes that were wired to
data acquisition systems to record displacements, as shown in Figure 20. In this way, the flexure of the
machinery train could be monitored continuously. The system was not set up for any type of alarm, but the
data was harvested and analyzed once the vessel was moored to evaluate if the machinery was subjected
to any extreme deflection during the tow phase. The post processing of this data did take a considerable
amount of time due to the sheer quantity of the high-resolution data. In general, no abnormal behavior was
seen, and the machinery and hull interactions were within expected ranges. Occasional significant spikes in
displacement were attributed to human interference (i.e. – someone bumping the device while performing
a preservation inspection for example).
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Figure 20—Displacement monitoring system for tow ing phase installed on compressor
Precommissioning, Commissioning and Start-up

Pre-commissioning
Pre-commissioning of rotating machinery consisted of cleaning and preparation actives required to ready the
machinery for initial operation. Prelude used a series of check sheets pre-populated into the commissioning
management system to define and document this work. Work was delivered as part of the overall sub-system
within which the piece of equipment was located, and these sub-systems were prioritized and delivered
sequentially in line with the overall commissioning priorities. Typical activities falling within this category
included cleaning tasks (piping, vessel internals, filter housings), lube oil flushing, shaft pre-alignment
checks, confirmation of piping components installation, including restriction orifice sizing verification, etc.
The aim of the pre-commissioning work was to prepare the machinery for a smooth and trouble-free
startup, and each work task was clearly tracked to completion before the system could progress to the
commissioning phase. This work was almost all achieved within the shipyard for the rotating machinery,
in order to be able to progress to the extensive shipyard commissioning campaign that was planned. One
notable campaign on Prelude that contributed to a smooth transition was the pipe cleaning work. As the
piping is directly linked to the rotating machinery, the machinery team had a vested interest and was very
much a part of the cleanliness specification and assurance team. This team identified all piping within the
process systems and assigned a cleaning method, verification method, and acceptance criteria to the piping
segment. These three steps are critical, and all must be completed in order to have confidence the piping
is clean and there will be no surprises on startup.
The cleaning method was typically air blowing. A third-party specialist sub-contractor was brought in to
support this work, along with several additional temporary vessels; shown in Figure 21, to provide enough
air volume. Sustained blowing was used, and the duration and pressures were derived to achieve sufficient
cleaning velocities and blow duration for the various piping segments. For verification, the Prelude team
insisted upon 100% visual inspection of the line post air-blowing. This was achieved by borescope, robot
video cameras, and crawler cameras. Very little confined space entry by personnel was required. Some
segments of line were difficult to access, but the team became adept at threading the camera into difficult
areas and devising other methods to "pull-through" the camera in some difficult instances. This video and
accompanying check sheets formed the basis of the confidence the team developed in the cleanliness of the
systems and ability to progress to machinery startup. All Prelude compressors were equipped with temporary
commissioning strainers in the suction lines, but the team wanted to be able to achieve as few as possible
cleaning cycles, and in most cases be able to pull the strainers prior to hydrocarbon introduction in order to
avoid long and complex isolations and hydrocarbon freeing activities.
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Figure 21—Temporary air vessels used for piping cleanliness air blows
This campaign proved effective, as no compressor strainers went through any cleaning iterations. In
fact, none of them reached their maximum pressure differential during initial commissioning and most
were extremely clean when removed from the lines; as shown for example in Figure 22. The line cleaning
campaign on Prelude was considered a success.
Figure 22—Clean temporary compressor suction strainer after removal - proof of the effective piping cleaning campaign
Lube oil flushing: Prelude utilized a third-party sub-contractor to perform lube oil flushing. This was
the same sub-contractor that provided other Precommissioning services, including air blowing and process
line cleaning. The on-skid pumps were used, together with the specified operating oil for each machine.
Dedicated flushing oil was not used. In general, the campaign went quite well, and was managed effectively.
A solid technical specification, as well as a regimented process with intermediate sign-offs was instrumental
to achieving positive results here.
Steam blowing of the Prelude steam network was done within the shipyard and prior to full
commissioning of the network. Upstream of Preludes steam turbines were some of the critical areas that
were subjected to targeted blows. Polished brass targets were used, and acceptance criteria for pit size and
quantity were pre-agreed with Vendors using their criteria, in addition to industry standards. A continuous
blowing technique was used at low pressure and trans-sonic velocities. Shell had good experience using
this technique in the past and it proved effective on Prelude as well. The campaign was well executed, and
acceptance criteria were reached quickly. One contributing factor to fast and efficient steam blowing was
that the high-pressure steam piping was acid washed (pickled) prior to installation to remove mill scale.
Therefore, the steam blowing durations were shortened significantly.
Shipyard Commissioning
The goal of commissioning for Prelude rotating machinery was to maximize what could be commissioned
and tested in the shipyard, prior to arriving many kilometers offshore. While significant design work was
16 OTC-30565-MS
undertaken to minimize the uncertainty of machinery operation, it was expected that there would be some
teething issues and minor design related items that would require rectification. The team very much wanted
to flush out these issues in the more controlled and accessible shipyard environment wherever possible.
In order to enable machinery commissioning at the SHI shipyard, capital projects were undertaken
by the shipyard, with Prelude project support, to prepare its infrastructure well in advance of the yard
commissioning phase. A dedicated high voltage electrical feed with sufficient capacity to operate Prelude’s
large pump and air compressor motors was installed, as well as the setup of a barge with a desalination plant
for preparing boiler feedwater. Prelude was effectively provided with utilities from the quayside to allow
for it to commission its own internal systems.
The overall commissioning sequence called for the utilities units to be prepared and operational first,
to allow these systems to support further process commissioning, and to support living aboard the facility
during the tow and hookup phases. The Prelude air compressors and boiler feedwater systems were
some of the first commissioned, as well as diesel generators, followed by the steam turbine generators.
These activities were all mapped to a master commissioning schedule and linked to must-have sail
away requirements for ensuring Prelude was habitable. Testing of machinery followed a typical solo run
(uncoupled) driver test, followed by a loaded test of the machine at rated conditions (or as close as possible)
in order to test and document performance. During this phase, some design issues were discovered and
quickly resolved with the teams combined input. Structural resonance of some of the seawater pumps were
one issue that required attention as shown in Figure 23. These vertical pumps required additional stiffening
to overcome a resonance issue at operating speed.
Figure 23—Seawater pumps with stiffening tie-rods added to solve resonance issues – Photo courtesy of Framo
Process unit commissioning was also undertaken as much as possible at the shipyard using inert gases.
The team had the strict remit not to introduce any hydrocarbons while at the quayside but opted to test
the compression loops on nitrogen in a closed loop in order to test the machines. This was only done at
approximately 3 barg suction pressure for most machines and was enough to be able to safely start them and
generate confidence that at least under partial load their behavior was acceptable. One of the key advantages
of this testing was also to allow the software systems, instrumentation and sequences to be tested live. As
anyone who has conducted modern turbomachinery commissioning can attest, it is often these systems that
require the most time to commission and fine tune such that they operate as required. This was also the
time that the technical integrity and safeguarding systems could be initially tested as well, and as with all
previous phases, these activities were well documented through formal check sheets and maintained within
the completion management system.
Prelude was able to commission all its main process compressors on nitrogen at the shipyard, thus
generating high confidence that during the hydrocarbon startup phase there would be no surprises. There
were several items uncovered during this campaign that made it all worthwhile, and that would have resulted
in delays if only uncovered offshore. Surge system tuning, as well as a control oil modification to the
refrigeration compressors were significant items that were discovered during the shipyard phase, and then
OTC-30565-MS 17
had repairs engineered and implemented during the towing and hookup phases. The Prelude machinery team
overall was supportive of the amount of testing performed in the shipyard, and while it was a significant
amount of cost and effort, the risk reduction to the overall offshore startup schedule was significant and an
insurance policy worth having in the case of a large and novel project such as Prelude.
Offshore Commissioning
Offshore commissioning of Prelude began once she was securely moored offshore. One of the first
campaigns was the installation of the submerged motor seawater pumps within caissons that extend below
the surface to provide cool water for process cooling. This campaign was well planned and was executed
with military precision as the 8 pumps were positioned in their final resting places in the caissons, and
the seawater riser pipes extended to 150 meters beneath the Prelude hull. The planning of this work was
extensive, and extended to dry fitting all components, as well as mockup testing to ensure good fit-up, crane
and personnel access. Prior to putting all pumps into their caissons, leak down tests were performed on the
seal systems to ensure integrity, as well as rotational tests to ensure free rotation.
Process pump and compression systems commissioning commenced offshore with the introduction of
hydrocarbons, or final operational fluids such as amine. These were again sequential, and in the order that
would support the overall startup schedule. Cooling water systems were circulated and cleaned, amine
systems as well. High pressure Mono Ethylene Glycol (MEG) injection to the wells was accomplished via
a suite of reciprocating pumps. These were all commissioned offshore as well.
The high-pressure leak testing campaign started in the shipyard phase but continued offshore. The
machinery team remained involved in these tests to ensure the health of the machines during the tests. Testing
was done through the machinery wherever possible considering the design constraints of the casing and
seals and ensuring the machine auxiliaries (oil and seal system) were online during the tests. This allowed
the team to leak test the machinery package portion of the system, in addition to the main piping and flange
joints. This was significant benefit, as the compressor packages and small-bore piping connections could
be tested. This is an area historically where startup leaks can be found, and Prelude was able to test this on
inert gas prior to hydrocarbon introduction.
Start-up
The transition to startup was phased and transitioned seamlessly from the commissioning phase. LNG
cargoes were offloaded into Prelude’s tanks to enable the cooldown and commissioning of cryogenic
systems. In-tank pumps, provided by Nikkiso, were tested in conjunction with the tank membrane tests,
and the pumps were used to decant cargoes into the next tank in the test sequence. These tests progressed
smoothly. Other support systems were brought online and circulated such as the amine in the acid gas
removal unit, and MEG systems started and circulated in preparation for circulation subsea.
Compressors were also started and operated at minimum speed through their recycle lines in advance of
the feed forward of product. In these cases, the surge control lines were set conservatively, ensuring ample
margin to the surge lines. In all cases the machinery team performed surge testing on final process gases to
validate the systems and ensure the safeguarding of the machine for its design life.
As a result of the comprehensive design efforts, as well as thorough and diligent commissioning, Prelude
machinery was able to successfully deliver its first drop of LNG to the tanks, as well as support the first
offload to an LNG carrier moored alongside.
18 OTC-30565-MS
Figure 24—Prelude team gathers on Prelude helideck to celebrate first cargo
Conclusion
Prelude FLNG is now in the production phase, the technical solutions that were applied to Prelude’s
turbomachinery have been proven successful. True collaboration between engineers from Shell,
TechnipFMC and Suppliers meant there was a robust decision-making process in technology selection,
validation and testing. The pioneering Prelude FLNG project is indeed an exemplary technological success
in the offshore oil and gas industry.
Disclaimer
Some figures have been intentionally amended to avoid revealing values protected by copy rights and/or
other confidential data.
Acknowledgment
The authors this paper would like to extend the thanks to all the talented technicians, engineers,
specialists, and managers from Shell, TechnipFMC, Samsung Heavy Industries, Lloyds Register and all
suppliers, subcontractors and consultants without whom this technological monument wouldn’t have been
successfully realized.
Nomenclature
API American Petroleum Institute
ASME The American Society of Mechanical Engineers
AVM Anti-Vibration Mount
BOG Boil-Off Gas
CFD Computational Fluid Dynamics
DMR Dual Mixed Refrigerant
EFG End Flash Gas
FAT Factory Acceptance Test
FEA Finite Element Analysis
FLNG Floating Liquefied Natural Gas
FPSO Floating Production Storage and Offloading
FSFLFP Full Speed Full Load Full Pressure
GTG Gas Turbine Generator
LNG Liquefied Natural Gas
LPG Liquefied Petroleum Gas
LR Lloyd’s Register
MAWP Maximum Allowable Working Pressure
MEG Mono Ethylene Glycol
MHI Mitsubishi Heavy Industry
OTC-30565-MS 19
MR Mixed Refrigerant
Mtpa Million Tons per Annum
MW Mega Watt
NPSH Net Positive Suction Head
PMR Pre-cooling Mixed Refrigerant
PTC-10 Performance Test Code on Compressors
RIR Receiving Inspection Reports
SHI Samsung Heavy Industry
STG Steam Turbine Generator
SWL Sea Water Lift
TSC Technip Samsung Consortium
VFD Variable Frequency Drive
WIR Water Intake Riser

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Prelude’s Remarkable Turbomachinery – The Story from Selection to First

Copyright 2020, Offshore Technology Conference

Prelude FLNG Project Overview

Major Turbomachinery Onboard Prelude FLNG

Main Refrigerant Compressors (MR and PMR Compressors)

Steam Turbine Generators (STGs)

Sea Water Lift (SWL) Pumps

Specialized Design and Engineering Analysis

Main Refrigerant Compressors (MR and PMR Compressors)

Figure 6—Baseplate deformation analysis – Image courtesy of Baker Hughes Co.

Figure 7—Expansion Bellow for Steam Turbines

Sea Water Lift (SWL) Pumps

Figure 9—Riser Hanger Assembly for Seawater Riser Pipe

Quality Control and Rigorous Factory Tests

Steam Turbine Generators (STGs)

Sea Water Lift Pumps

Installation/Construction and Preservation

Erection of Major Centrifugal Compressors

Managing Deflections in Steel Structure

Figure 17—Gimbal mount beneath a pump base frame

Figure 18—An AVM beneath a compressor Skid

Figure 19—Plan view of a module

Preparations for Towing

Monitoring of Equipment During Tow

Precommissioning, Commissioning and Start-up

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