The SPE has split the former "Management & Information" technical discipline into two new technical discplines:
- Data Science & Engineering Analytics
The SPE has split the former "Management & Information" technical discipline into two new technical discplines:
|Theme||Visible||Selectable||Appearance||Zoom Range (now: 0)|
Fabrication work on the Heidelberg spar hull and load-out was completed in Pori, Finland, during the third quarter of the year. Development drilling is under way, and the project is on track for first oil in 2016. (Figure 1). Both have the same maximum throughput of For Anadarko, the secret of the "design one, build many" 80,000 BOPD, but the Lucius has a natural gas capacity approach to offshore production facilities is to control its of 450,000 MMcf/D, while Heidelberg's capacity will be enthusiasm for change. Seven of the company's spar hulls have been built at First introduced in the US Gulf of Mexico (GOM) the Technip Offshore Finland fabrication yard in Pori, in 1996, the spar production hull has grown in size and Finland.
Griffin, Paul E. (Chevron ) | Jones, H. (Chevron) | Cattell, Alan (Consultant to Chevron) | Scheffer, Martijn (Heerema Marine Contractors) | Miller, Scott (Technip) | Zhang, Bob (Technip USA) | Solberg, Inge C. (Technip Offshore Inc.)
Abstract Two types of Vortex Induced Motion (VIM) suppression strakes were used on the Tahiti Truss Spar: yard installed strakes which were fabricated and installed in the shipyard and the field installed strakes, referred to as belly strakes. The belly side strakes were fabricated in the shipyard, but installed offshore after the hull upending and fixed ballast installation. Yard installation was not possible due to interference with the transportation arrangement. The major components of the belly strake system are as follows: Sleeves which are installed in the spar hull in the yard and serve as receptacles for the support pins, support pins which are swaged into the sleeves using the patented Oil States Inc. (OSI) Hydra-Lok® tool. The support pins serve as structural support members for the Belly Strake panels. Belly strake panels are approximately 20 ft wide and ranging from 15 ft long to 50 ft long. Panel lengths were optimized to achieve similar loading for each of the support pin to sleeve connection. Each strake panel was set onto its corresponding two support pins and is connected via a bolted connection. This paper describes the methods used for fabrication and installation of the Tahiti belly strake components. The fabrication methodology is outlined, including a detailed description of the belly strake system, the component fit-up, and the integration testing methods. Offshore installation of the belly side strakes is described, including the structural connections formed between the components. The installation was performed with on-hull installation aids and installation tools specifically designed for the belly strake installation. A detailed description of the installation aids and their functions is presented, together with the installation steps performed offshore. Introduction Cylindrical hulls require strakes to suppress vortex induced motions caused by currents passing around the hull. Model testing of the Tahiti truss spar showed that the spar required strakes with a width of 15% of the hull diameter and 360° of coverage with 30° overlap. Limited ground clearances (~2 feet) between the deck of the dry transportation vessel and the horizontal spar prevented the completion of the installation of the 20 foot wide strake panels in the fabrication yard in Finland, see Figure 1. Rotating the spar hull to install the belly side strakes at the Gulf of Mexico quayside was also not a viable option because the draft of the hull plus the strake panel width would total approximately 53 feet, exceeding the channel depth of 45 feet. After considering several options for installing the strakes nearshore and at the offshore site, a post upending offshore installation method was selected. As this was the first time that strakes were installed offshore and underwater on a moored spar, the installation method had to be developed such that it could be performed in the offshore environment, exposed to the influences of wind, waves and currents. Heerema Marine Contractors (HMC, the hull installation contractor) provided early input to concept development, installation aid planning, and attendance at the system integration tests in Pori, Finland. This paper also details the development of the installation aids and their functions and the actual installation steps performed offshore.
Abstract This paper provides an overview of the ExxonMobil Diana/Hoover offshore installation, including both surface and subsea components in a record water depth of 4,850 feet. The use of equipment advancements and industry firsts are presented together with a description of the organization and management of the project. The paper concludes with an overview of performance results and lessons learned. Installation Overview The installation of a Deep Draft Caisson Vessel (DDCV) drilling and production facility with related subsea pipelines and components in record water depths presented unique installation challenges, which required technology development, equipment advancements and a novel execution approach. Some of the "Industry Firsts" achieved were 1) the heaviest lifts onto a floating structure in open waters, 2) the deepest and largest Steel Catenary Risers (SCRs) installed 3) the largest mooring system installation, and 4) the heaviest lifts onto any type structure in the Gulf of Mexico. The equipment advancements associated with the project included mooring system handling equipment, a two station J-Lay tower that installed the majority of the flowlines and SCRs, and a "long tether" pipeline touchdown monitoring ROV located on the pipelay vessel. The 950+ man-year installation mostly occurred during the winter months of 1999/2000 in an area that routinely experiences high velocity eddy currents. These environmental conditions presented safety and operational issues that challenged the Diana/Hoover Construction vessels, which were among the largest in the world. The execution approach was focused on selection of the most qualified Contractors working predominately under a risk sharing contract structure. A co-located integrated project team organization with common priorities was utilized to manage the offshore execution program. The team was expected to make decisions that were considered in the best interest of ExxonMobil (EM), the individual contractors and the overall project. The components installed as part of this project are shown in Figure 1. The following sections provide additional detail regarding the platform and subsea installations. Surface Components The surface components installed included the DDCV hull, lower and upper deck modules, and various other packages that were lifted into place offshore. This work occurred over a 70 day period, with the Saipem S-7000, the world's largest semi-submersible crane vessel (SSCV), being utilized as the primary construction vessel. DDCV Hull The DDCV hull (Fig. 2) was 705 feet long, 122 feet in diameter and weighed 35,000 tons. It was fabricated in two sections in Pori, Finland, and each section was dry transported by heavy lift vessel to Corpus Christi, Texas. The two hull sections were joined in Corpus Christi and wet towed to site in the horizontal configuration. Once the hull arrived offshore it was prepared for upending and mooring.
Abstract The Spar hull applied on the Neptune Project is 72 ft in diameter and 705 ft in length. It provides the buoyancy for the support ofthe production 'facilities and well work capability for the production and processing of the hydrocarbons. in Viosca Knoll 826 unit. The hull was designed and fabricated in Pori, Finland. This paper describes the design and fabrication techniques that were utilized to construct and handle the large hull sections. The assembly and inspection processes will be addressed. Due to the large diameter and length of the hull, special transportationtechniques were required. The hull was assembled in two large main sections and then dry transported to the Gulf of Mexico forfinal assembly. Methods used in alignment, and welding these large sections, while floating, will be presented. The special mooring system consists of a six leg taut mooring system composed of wire rope and chain. This marks first use of studless chain for a fixed mooring system in the Gulf of Mexico. Introduction The Neptune Spar hull was successfully engineered and built in Finland to two main sections, transported to the Gulf of Mexico for joining, joined floating in water, and the hull was then delivered to Oryx Energy Company (Oryx) floating horizontally at quay side after a 19.5 months contract period. The project was executed on the schedule originally set in an EPC contractbetween Aker Rauma Offshore (ARO) and Oryx as a part of the Neptune field development. The Neptune Spar project was a pilot milestone for the long cooperation between Deep Oil Technology (DOT), ARO and J. Ray McDermott (JRM) for developing the Spar type floating production platform. The Neptune project proved the new Spar hull construction techniques and feasibility of a taut mooring system for deep water developments in the Gulf of Mexico (GOM). Project Execution Outline . The technical basis for the Neptune hull and mooring contract was built in a preliminary engineering effort mobilized by Oryxafter initial concept feasibility studies. The preliminary engineering phase started in January 1994 and lasted until October 1994. The work included definition of the main dimensions and characteristics for the hull, topsides, and mooring system. ARO was responsible for the development of the hull and mooringspecifications, hull main scantling plans, hull marine system diagrams and arrangements. The best construction method was developed together with the Mantyluoto Works (MW) construction yard. Documentation for the hull structures was submitted to ABS for review and major elements of the hull were approved by ABS in late 1994. Based on the preliminary engineering work a firm bid was submitted for the hull and mooring system covering project management, engineering, procurement and construction. Oryx decided to go ahead and on 2 February, 1995 issued ARO a lump sum contract for delivery of the Spar hull and the mooring system components excluding the anchor piles (Fig. 1). Conceptual design work and analysis was carried out by DOT.
Abstract Several major international oil companies have now signed or are negotiating for exploration and development agreements with countries of the Former Soviet Union (FSU) for acreage in the highly prospective and land locked Caspian Sea. At the time of signing the first of these agreements there were no Mobile Offshore Drilling Units (MODUs) in the Caspian Sea which met internationally recognized standards of safety and operating efficiency. This paper presents the case history of the of the acquisition of and the $40 million, 12 month project to refurbish the semi-submersible drilling unit "Kaspmorneft" in the Azerbaijani sector of the Caspian Sea. This was the first such acquisition and refurbishment project to be undertaken in the region. The alternate options for accessing a suitable unit are reviewed as are the factors effecting the final selection of the "Kaspmorneft". The paper also reviews the contractual philosophy adopted to charter the vessel and to perform the refurbishment work. The preparation of the scope of work and selection of the refurbishment work site are described. The paper goes on to review the refurbishment project including the preparation of schedule, time and cost estimates, recruitment of expatriate and national staff, award of sub-contracts, logistics, safety management systems, training, preparation of worksite and implementation of the workscope. The paper discusses the problems that were encountered in initiating a project of this nature in a developing FSU country and the measures that were taken to overcome those problems and so see the project through to its successful conclusion. Introduction The un-developed hydrocarbon reserves lying beneath the Caspian Sea are estimated to be of the order of 12 billion barrels with a further 25 billion barrels yet to be found. The Former Soviet Union countries of Azerbaijan, Kazakhstan, Turkmenistan and Russia, and Iran, surround this land locked body of water (Fig. 1). Following the dissolution of the Soviet Union, several international oil companies began negotiations to participate in the development of the regions hydrocarbon reserves. One of the first agreements to be concluded was the Production Sharing Agreement (PSA) between the Republic of Azerbaijan and a consortium of eleven companies that were the founding members of Azerbaijan International Operating Company (AIOC) (Table 1). The PSA required AIOC to drill a minimum of three appraisal wells on their contract area within 30 months of the agreement being ratified in December 1994. The depth of the Caspian Sea varies from a few meters in the North Caspian to over 900m in the South Caspian. The water depth in the AIOC area of interest varies between 80m and 300m. Marine vessel access to the Caspian Sea is possible from the Black Sea via the Volga-Don waterway or from the Baltic Sea via the Volga River. The size of vessels that can navigate these waterways is limited in length, beam, height and draft. There are no existing MODU's able to navigate either waterway without significant modification. The indigenous MODU fleet of the Caspian Sea consists of five semi-submersible and six jack-up units. The first of the semisubmersibles was the "Kaspmorneft", a Freide & Goldman designed Pacesetter rig built in modules in Pori, Finland and assembled in Astrakhan, Russia by Rauma Repola in 1980. The four subsequent semi-submersibles were Soviet designed and built "Shelf" Class rigs which were also assembled in Astrakhan. The rigs are all owned and operated by the State Oil Company of the Azerbaijan Republic (SOCAR). The rigs were in a very poor state of repair and required significant investment to bring them to internationally recognized standards of safety and operating efficiency. P. 747^