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Abstract The prediction of practical ice loads for ships operating in ice-covered waters is fundamental to the calibration of ice class requirements and improvement of Polar ship structural design. Data collected from full-scale instrumentation campaigns is highly valuable, not only for identifying characteristics of ice loads during actual service experience, but also for benchmarking ice class selection and informing future design decisions. This paper presents results of a study focused on utilizing full scale ice impact data for practical Arctic engineering applications. Three (3) bow-shoulder ice impact events were selected from the Varandey shuttle tanker field data set; representing both peak force and peak local pressure events. The 4D pressure method was used to apply the real-time/real-space pressure panel data directly to a finite element model of the bow in order to assess the structural response. Subsequently, these ice loads were applied to lighter structural hull configurations, to benchmark their capability under the same loading events. The results provide unique insight to the response of different ice class structures to real ice impact measurements.
- North America > United States (0.68)
- North America > Canada > Newfoundland and Labrador > Newfoundland (0.29)
- Transportation > Marine (1.00)
- Energy > Oil & Gas > Upstream (1.00)
Abstract Icebreakers as such have been sailing for some 120 years. At first they were just a bit stronger than ordinary commercial vessels. Propulsion solution was steam engines connected to propeller. During the first decades not much development took place. As the marine diesel engines started to replace the steam engines and advances in electric devices took place, first diesel-electric icebreakers were built in the 1930ies. During the next 40 years this solution became more or less a standard for such ships. Next step was the development of the electric drive itself. New smaller AC-motors gave room for new thinking and podded drives came into the picture in the early 1990ies. Simultaneously there were also development exercises on mechanical devices like CP-propellers and Z-drives during 1970ies and −80ies. Today we have available and most commonly used; traditional fixed pitch propellers with conventional shaft lines, mechanical Z-drives and podded drives, all driven by electric motors. The operational profile and mission of the vessel will dictate how the icebreaker will be furbished. This paper discusses the development history of icebreaker propulsion. Recently there have been delivered and designed new icebreakers, icebreaking shuttle tankers and LNG carriers. Many of these vessel concepts are relying on podded propulsion system. AZIPOD propulsion has been selected to many of these vessels as it provides excellent ice performance for the vessel, good torque characteristics for the propeller and there already exists proven track record of ice operations. This paper will outline important design considerations when developing diesel-electric podded propulsion system.
- Europe (1.00)
- North America > United States (0.95)
- Asia (0.68)
- North America > Canada > Newfoundland and Labrador (0.46)
- Transportation > Marine (1.00)
- Government > Military (1.00)
- Transportation > Freight & Logistics Services > Shipping (0.87)
- (2 more...)
Abstract Cost and delivery of long distance natural gas pipelines to a distant LNG (liquid natural gas) liquefaction facility at a warm water port location has become excessive and environmental restraints have been increasing. An alternative to this type of facility is now being considered: an offshore ice resistant LNG Port accommodating a new class of LNG transport vessels. Improvements in LNG processes have reduced the footprint of the facility by 2/3 and lowered the cost by 20% giving an advantage to an offshore ice resistant port facility that can be used for offloading LNG which will eliminate the long distance natural gas pipeline. The presentation is based on original analysis. The benefits for deep water Arctic Marine Port are undeniable. It is possible to provide safe harbor and configure the port to fit the requirements of the endeavor. For Arctic offshore LNG liquefaction operations, this port can be designed to provide safe harbor and be relocated if needed to another site. A system of ship-like rectangular GBS (Gravity Base Structure) type structures can be constructed to create a safe area where there would be no ice movement and would provide shelter from large wind storms. The structures could be constructed in the Pacific Rim and towed to the site of the new port. They would then be ballasted into position. For the Beaufort Sea, the port could be positioned offshore west of BP's Northstar Island in approximately 60ft. of water. The ice movement is benign and units can be readily designed to resist the ice loads. Life expectancy would be greater than 20 years. The concept is extremely adaptable to the location and type of deployment. The Ice Resistant LNG Port System would be designed to accommodate the shallow waters of the near shore Arctic seas. In addition, the individual units could be configured to serve multi-functions in the exploration and development of offshore hydrocarbon fields. These units could be configured to provide shallow water drilling GBSs and or storage for offshore operations or both. Advances in ice class LNG transport vessels developed for the Russian Arctic allows the discharge and transport of LNG by sea, thus eliminating long distance natural gas pipelines. The new LNG carriers being designed for the use at the Yamal project are capable of breaking through ice 2.1 meters thick and newer designs will be capable of breaking 2.5 meters ice unassisted. These new vessels are to enter service in 2016 and haul the LNG to the Pacific-rim countries. The vessels are 299 meters long and draft 12 meters.
- Asia (0.69)
- North America > United States > Alaska (0.47)
- North America > Canada > Newfoundland and Labrador (0.46)
- Government > Regional Government > North America Government > United States Government (1.00)
- Energy > Oil & Gas > Midstream (1.00)
- North America > United States > Alaska > North Slope Basin > Prudhoe Bay Field (0.94)
- Asia > Russia > Ural Federal District > Yamalo-Nenets Autonomous Okrug > Purovsky District > West Siberian Basin > Central Basin > Tazovskoye Field (0.94)
- North America > Canada > Quebec > Arctic Platform (0.89)
- North America > Canada > Nunavut > Arctic Platform (0.89)
Abstract There has been considerable interest in deepwater opportunities offshore Newfoundland and Labrador (NL). The significant discovery of Mizzen, Harpoon and Bay du Nord fields by Statoil and partner Husky Energy, as well as the regional seismic data and metocean characterization projects by Nalcor, has generated industry interest in the area resulting in successful calls for bids in the deepwater region by the Canada Newfoundland Offshore Petroleum Board (CNLOPB) in 2014 and 2015. With the recent exploration license activity and significant deepwater discovery, the potential for further exploration and near-term development is rapidly approaching. There has been extensive operations experience and research and development within the shallow waters of continental shelf Jeanne d'Arc Basin over the past 40 years. With the progression of opportunities for exploration and development in deep water, the operations experience and applied research proven in shallow water can be utilized and adopted to deep water. The technical aspects of Remote Sensing, Ice Engineering, Ice Management and Geotechnical Engineering will be reviewed and discussed in the context of deepwater developments and opportunities for enhancement of technology will be presented.
- North America > Canada > Newfoundland and Labrador > Newfoundland > North Atlantic Ocean > Atlantic Margin Basin > Grand Banks Basin > Jeanne d'Arc Basin > Hibernia Field > Hibernia Formation (0.99)
- North America > Canada > Newfoundland and Labrador > Newfoundland > North Atlantic Ocean > Atlantic Margin Basin > Grand Banks Basin > Jeanne d'Arc Basin > Hibernia Field > Avalon Formation (0.99)
- North America > Canada > Newfoundland and Labrador > Newfoundland > North Atlantic Ocean > Atlantic Margin Basin > Grand Banks Basin > Flemish Pass Basin > Mizzen Field (0.94)
- North America > Canada > Newfoundland and Labrador > Newfoundland > North Atlantic Ocean > Atlantic Margin Basin > Grand Banks Basin > Flemish Pass Basin > Harpoon Field (0.94)
Abstract A Slocum-class underwater glider has been modified for autonomous mapping of the underside of icebergs. A scanning sonar has been integrated inside the extended nose-section of the vehicle. The sonar is oriented to scan a sector to forward-side of the vehicle. A control algorithm using returns from the sector scanning sonar has been implemented in order to adapt the path of the vehicle around an iceberg. With the sonar implemented together with the adaptive heading controller, the Slocum glider is programmed to circumnavigate the target iceberg at a desired standoff distance. In this paper, the design of the adaptive control algorithm will be presented. Initially, the control algorithm is validated in a simulation environment that models the iceberg-profiling mission for a moving iceberg with the modified Slocum underwater glider. In July 2015, the Slocum glider was deployed to map an iceberg in Conception Bay, Newfoundland, with the proposed adaptive controller integrated. The detailed planning for this field trial together with results will be presented. The results show that using the Slocum-class underwater glider for underwater iceberg profiling has the potential of reducing the operational cost, while improving the quality of the data obtained on icebergs. The operation of underwater glider only requires minimal number of operational personnel and equipment. The acoustic noise is much lower than for a larger support vessel, and the glider can stay closer to the iceberg resulting in improved quality of the sonar measurements. More importantly, environmental data around the iceberg, such as salinity, water temperature and potentially water current profiles, are also measured during the mission that is necessary for scientists in understanding iceberg dynamics leading to an improved iceberg drift prediction model.
- Research Report > New Finding (0.34)
- Research Report > Experimental Study (0.34)
- Transportation > Passenger (1.00)
- Transportation > Air (1.00)
- Energy > Oil & Gas > Upstream (0.47)
Abstract High resolution iceberg profiles are an essential element of an intelligent ice management toolkit. This paper describes field work undertaken during the spring and summer of 2015 to test our high resolution, rapid iceberg profiling system and presents some key results obtained. The profiling system uses a multibeam SONAR for the iceberg keel and a LIDAR for the iceberg sail. The system was used to collect 10 different iceberg profiles in the waters off eastern Newfoundland, ranging in size from 20m to 190m (waterline length). Profiling was performed at a speed of up to 6kts, allowing a 100m (waterline) iceberg to be profiled in under five minutes. The system is able to collect data even when significant vessel roll/pitch is evident and is able to compensate for iceberg movement during the profiling operation. Iceberg profiles created by C-CORE's system are validated by comparison with photographs and also via hydrostatic analysis.
Abstract Baltika, the world’s first oblique icebreaker designed to break ice sideways, left Murmansk on 20 March 2015 and headed to the Russian Arctic. The purpose of the three-week voyage to Kara Sea and the Gulf of Ob was to evaluate the vessel’s icebreaking performance and operational capability through extensive full-scale trials in challenging Arctic ice conditions. In the ice-free Barents Sea, the seakeeping characteristics of the asymmetric icebreaker hull were also evaluated in moderate seas. Performance trials were carried out in three different ice thicknesses, ranging from 40 cm thick saline sea ice in the Kara Sea to up to 1.22 m thick hard low-saline ice outside the Sabetta LNG terminal in the Gulf of Ob. During these trials, Baltika exceeded her design icebreaking capability of 3 knots in 1 m thick ice in both ahead and astern directions. In addition, the oblique icebreaking mode was demonstrated for the first time, and the vessel performed beyond expectations. While the main goal of the trial voyage was to confirm Baltika’s icebreaking capability, both the vessel’s crew and the designers gained considerable operational experience during the daily operations in the challenging ice conditions. After the best way to tackle obstacles such as ridged ice fields was discovered, Baltika was found out to be equivalent - sometimes even superior - to conventional icebreakers despite her lower propulsion power. There have always been those who have doubted the feasibility of the oblique icebreaker concept. The extensive full-scale ice trials in the Russian Arctic have shown that Baltika, the first icebreaker with an asymmetric hull, could not only break ice sideways, but also sometimes out-perform conventional icebreakers in other operational situations as well. The concept is thus seen to hold potential for a number of missions such as escort and port icebreaking and in offshore projects.
- North America > Canada > Newfoundland and Labrador (0.46)
- Europe > Russia > Kara Sea (0.45)
- Asia > Russia > Kara Sea (0.45)
- (2 more...)
- Transportation > Marine (0.94)
- Government (0.94)
- Energy > Oil & Gas > Midstream (0.54)
- Europe > Russia > Ural Federal District > Yamalo-Nenets Autonomous Okrug > West Siberian Basin > South Kara/Yamal Basin > Gulf of Ob (0.89)
- Asia > Russia > Kara Sea (0.89)
Abstract The Arctic regions offer significant resource bases for energy supplies for the future. The Arctic developments has been challenged during the last years due to relatively high risk and cost levels related to the remote locations, harsh environment and environmental risks. The price of energy has fallen significantly and Liquefied Natural Gas (LNG) prices has followed the oil market, therefor the development of LNG facilities in the Arctic has to offer substancial cost benefits over what was planned some few years back. Gas fields in the Arctic can be developed with LNG plants onshore, Floating LNG (FLNG) or by Gravity Based Structure (GBS) LNG solutions. Onshore developments has been the only alternative developed to date but logistical, foundation and lower productivity for construction, hook up and commissioning in arctic conditions has enabled another development concept to be evaluated. FLNG in shallow water and ice infested areas has not yet been considered a feasible development solution. The GBS LNG concept offers solutions to many of the challenges in developing a large scale LNG plant in the arctic. The self contained GBS LNG based on compact design with integrated topside, Product storage and offloading in one unit can improve the execution of: Construction and integration in a yard instead of in an remote localization with harsh environment large parts of the year Reduced logistical challenges and no ice breaking tansport vessels required Locating the GBS LNG in permafrost free site Concrete GBS can be constructed locally to ensure substantial local content Securing the project schedule by working in a controlled environment with established infrastructure and work force Significant reduction in bulk quantities due to compact design Integrated ice barrier and potentially ice management systems in the GBS The GBS LNG concept has been developed to be a flexible solution where; Train size and number of trains can be accommodated - up to 10 MTPA LNG capacity per GBS Large flexibility in LNG and condensate storage capacity Water depth ranging from 13-30m Design one build many - easy hook up for multiple LNG GBSs Cooling medium (Air or Water cooled) Driver selection - GT or Electrical drive Self contained with Living Quarter, Flare and utilities in produced on board Flare can be installed on GB S This paper is based on several conceptual and pre-FEED studies for the arctic and sub arctic environment where the GBS LNG solution has been evaluated favourable over the onshore development alternative, especially in location with ice infested waters and were permafrost on land is present.
Results from hundreds of studies, laboratory and basin experiments and field trials conducted worldwide over the past 50 years, in particular in the United States, Canada and Scandinavia, show that the industry has a wide range of viable technologies, beyond mechanical recovery, for oil spill response in the presence of ice in open water. To continue to build on this existing research and improve the technologies and methodologies for Arctic oil spill response, nine international oil and gas companies (BP, Chevron, ConocoPhillips, Eni, ExxonMobil, North Caspian Operating Company, Shell, Statoil, and Total) are working collaboratively in the Arctic Oil Spill Response Technology - Joint Industry Programme (JIP). The JIP has brought together the world's foremost experts on oil spill response research, development, and operations from across industry, academia, and independent research centres to undertake the technical work and scientific studies. The core areas of research are: dispersants, environmental effects, trajectory modelling, remote sensing, mechanical recovery, and in situ burning (ISB) in Arctic and ice-prone regions. Significant work is committed to developing a robust information database that will support the use of Net Environmental Benefit Analysis for response decision-making and environmental impact assessments related to the Arctic environment. Phase one of the JIP is complete and seventeen research reports dedicated to literature and state-of-theart reviews are available on the JIP website (www.arcticresponsetechnology.org). This initial phase identified specifically targeted research projects to improve industry capabilities and coordination in the area of Arctic oil spill response. Phase two activities actively underway include dispersant effectiveness testing; modelling the fate of dispersed oil in ice; assessing the environmental effects of an Arctic oil spill; advancing oil spill trajectory modelling capabilities in ice; extending the capability to detect and map oil in darkness, low visibility, in and under ice; and expanding the'window of opportunity' for ISB response operations. The JIP is committed to sharing information with the public on the progress and results of its projects with the objective of improving Arctic spill response capabilities.
- North America > Canada > Newfoundland and Labrador (0.46)
- North America > United States > Alaska (0.29)
- Research Report > Experimental Study (0.67)
- Research Report > New Finding (0.66)
- Energy > Oil & Gas > Upstream (1.00)
- Government > Regional Government > North America Government > United States Government (0.68)
Overview of Measures Specifically Designed to Prevent Oil Pollution in the Arctic Marine Environment from Offshore Petroleum Activities
Jacobsen, Sigurd (Petroleum Safety Authority) | Haver, Karianne (Proactima) | Gudmestad, Ove (Faculty of Science, Department of Structural Engineering and Materials Science, University of Stavanger) | Tuntland, Øyvind (Petroleum Safety Authority)
Abstract The Kiruna Ministerial Meeting of the Arctic Council in 2013 identified an action to develop an overview of the existing and potential technical and operational safety measures specifically designed to prevent oil pollution in the Arctic marine environment due to offshore petroleum activities. The Task Force on Arctic Marine Oil Pollution Prevention (TFOPP) was subsequently established and delivered its recommendations to the Iqaluit Ministerial Meeting in 2015. The report presented in this paper is a response to one of the recommendations. The report (Haver, 2015) was prepared by Proactima for the Norwegian Petroleum Safety Authority acting on behalf of the Norwegian Ministry of Foreign Affairs. The final report was delivered to the Ministry of Foreign Affairs for further processing within the Arctic Council. A comprehensive overview of measures has been established based on contributions from the industry and R&D institutions through a baseline survey in addition to reviewing open sources. The report endeavours to provide a broad overview, covering the most important areas subject to the scope of work. An objective of the report is to provide a catalogue of existing pollution prevention measures for petroleum activities in the Arctic and a basis for evaluating the need for development of new measures. The aim is to make best use of existing knowledge in operations and optimum use of resources when considering future research and development projects. The report demonstrates that extensive research and development initiatives have been ongoing for several decades related to enhancing the safety of offshore petroleum activities in the Arctic and cold climate regions. The report, although being a documentation of facts, presents observations, recommendations and suggestions for further work. The objective of this paper is to make the report known to the wider community of petroleum professionals with special interest in activity in the Arctic. The paper should provide sufficient information to motivate the community to review the report and make use of it where applicable. Note: This paper is an extract of the report (Haver, 2015) and the text is primarily taken directly from the report. The report has extensive references that are not included in this paper. The report is openly available for download at:
- Europe > Norway (1.00)
- North America > Canada > Newfoundland and Labrador > Newfoundland (0.28)
- North America > Canada > Nunavut > Iqaluit (0.24)
- Government > Regional Government > Europe Government > Norway Government (1.00)
- Energy > Oil & Gas > Upstream (1.00)
- Europe > Russia > Northwestern Federal District > Northwestern Federal District > Nenets Autonomous Okrug > Timan-Pechora Basin (0.89)
- Europe > Russia > Northwestern Federal District > Komi Republic > Nenets Autonomous Okrug > Timan-Pechora Basin (0.89)
- Europe > Russia > Barents Sea > East Barents Sea Basin > Ledovoye Field (0.89)
- Asia > Russia > Kara Sea > West Siberian Basin > South Kara/Yamal Basin > Leningrad Field (0.89)