The Russian ice-breaking LNG carrier Christophe de Margerie completed its first commercial voyage, transporting LNG from Norway to South Korea via the Northern Sea route (NSR). The vessel set a new time record for crossing the NSR of 6.5 days. It became the world's first mechant vessel to travel the full length of the NSR without an ice-breaker escort vessel, according to the owner, Sovcomflot, adding it is the world's first and only ice-breaking LNG.
SOR introduced the 1100 Series magnetic level indicator for worldwide distribution. The 1100 series magnetic level indicator leverages decades of experience building pressure vessels with an indicator design that provides clear and reliable indication of any process liquid. External point-level switches or continuous level transmitters can be incorporated into the system easily without breaking the pressure boundary or disturbing any existing piping. The SOR 1100 Series magnetic level indicator can also become the heart of any tank-instrumentation system through the addition of other SOR instrumentation such as the 815PT smart pressure transmitter or SOR temperature-measurement devices if required.
Cost and delivery of long-distance natural gas pipelines to a distant liquefaction facility at a warm-water port has become excessive, and environmental restraints have been increasing. An alternative to this type of facility is an offshore ice-resistant liquid natural gas (LNG) port accommodating a new class of LNG transport vessels. The benefits of a deepwater Arctic marine port are undeniable; the concept would create a safe harbor that could be configured to fit the requirements of any Arctic endeavor.
This system adds greater performance and stability through new control software that increases reliability of its single-target tracking capability, and allows multiple operator stations for situations where control needs to be transferred between bridge personnel. The new software's advanced target tracking and modeling prevent spurious targets from causing a drive-off, while the intelligent clutter-rejection capability provides clearer signals for a better understanding of the operational environment. The system provides collision avoidance, gangway monitoring, and docking assistance on vessels operating in crew supply, anchor-handling-tug supply, construction support, dive support, dredging, and rock- dumping capacities. Other applications include seismic-source positioning for geophysical-exploration vessels and positioning of mine-detection equipment.
In S-lay operations, the pipeline passes over the stinger and is laid on the seabed after welding and nondestructive tests. The high combined loadings of axial tension, bending moment, roller reaction force, and the pipelay vessel motion may result in plastic deformation in the pipeline, which is difficult to accurately quantify. A real-time onboard monitoring system is recommended to guarantee the safety of the pipelaying process in challenging projects that include very large strain in the pipeline. However, most of the current onboard monitoring systems focus on the submerged section and sagbend section of the pipeline. The overbend section is ignored because of the uncertainty resulting from the combined loadings and the dynamic process during the pipe passing over the stinger. The present paper proposes a novel online monitoring method based on the roller reaction force measurement, which can monitor the dynamic overbend pipe strain fluctuations in real time. Relevant analytical equations in the model are first derived, then a large-scale hybrid model test and numerical simulation are carried out to verify the proposed monitoring system.
Submarine pipelines are often laid onto the seabed by the S-lay method schematically illustrated in Fig. 1. The name “S-lay” comes from the configuration of the pipeline suspended between the pipelay vessel and the seabed. Compared to other pipelaying methods, such as J-lay, reel lay or tow lay, S-lay is known as highly cost effective. Short sections of the pipeline are welded onto the pipelaying vessel firing line to make a continuous pipeline. It then passes through the tensioner and slides over the curved stinger downward to the seabed (Palmer and King, 2004; Heerema, 2005). In the overbend section, the pipeline bends from horizontal to the stinger curvature and then leaves the stinger at a certain departure angle depending on the water depth and pipeline dimensions. Large deformation is induced under the combined loadings of bending, axial tension, roller reaction force, and the pipelay vessel motion (Xie et al., 2015). The strain of the overbend pipeline section is relatively large compared with that of the sagbend in deepwater operations, because of the great stinger curvature and strain intensification effects at the roller support location (Torselletti et al., 2006a; Torselletti et al., 2006b; Perinet and Frazer, 2008). As the pipelay operations move to areas with harsher conditions, the risks of the overbend pipe increase. Real-time monitoring of the pipelay operation would be an effective way to guarantee the safety of the operation. Økland et al. (2008) presented a system that utilized the position of the vessel and some tension measurement for the pipe, as well as the current conditions. That system could predict the pipe catenary geometry and installed position of the pipe with good accuracy.
But, too often, fracture height and conductivity are limited by the capability of vessels, equipment, and fracture fluids. The customized solution helps operators create and maintain high-conductivity fractures to improve ultimate recovery through long-term, maximized production. Included in the solution is a combination of fit-for-purpose modeling and design software, the company's SC-XP frac-pack platform, and Spectra Frac G fracturing fluids with proprietary organoborate crosslinker and enzyme-breaker technology. The solution is delivered by high-performance vessels to improve operational reliability and create optimal fracture geometries while remote, real-time monitoring and analysis capabilities allow shore-based experts to make necessary adjustments.
AUVs (autonomous underwater vehicles) are increasingly being used for pipeline surveys and other offshore applications. But they hold potential for wider use, which is dependent on operators pushing for advances. "We've been at this thing for 20 years; a large number of the technology elements have been there for 15 years. It's just that the offshore industry has not consistently pursued them."
AbstractFor the development of the new frontiers in Brazil, spread moored FPSOs with a large number of flexible risers connected to one board of the unit are considered. Due to the large water depth and severe environmental conditions, the design of the flexible risers is challenging and the roll motions of the FPSO are a key parameter. The roll motions may induce large vertical displacements at the top of the risers which affect the ultimate strength of the flexible pipe as well as fatigue of end- fittings. Moreover, the vertical motions and accelerations may induce compression of the riser which could lead to exceedance of allowable curvature limit. The common practice for estimation of FPSO roll motions is to consider the unit in the free floating condition, without the presence of mooring lines and risers. The resulting motions are then imposed at the top of the risers in a decoupled way. Ideally, a fully coupled analysis should be performed in time domain in order to take into account the dynamics of the floater and lines systems simultaneously as well as the nonlinearity involved. However, as this type of analysis is very time consuming, an alternative methodology is proposed, which enables to consider the effects of coupling at early design phase at a reasonable timeframe. This methodology consists in performing preliminary numerical tests (forced motions) in order to obtain the effects of additional stiffness, added inertia and damping originated by the mooring lines and risers to be included in a decoupled motion analysis in the frequency domain. In this study we consider the example of a spread moored system in deep water depth designed for operating in Brazilian conditions. In this case it is observed that the coupling effects are very important, mainly for intermediate and shallow drafts of the unit. In particular, the lines (mooring and risers) may significantly contribute to damp the roll motions. As a consequence, the top tensions in the flexible pipes would be lowered comparing to the results of usual decoupled analysis.