bluuebunny/crossref_metadata_2025_split huggingface dataset:
Autonomous Surface Vehicle Operations in the Arctic: Regional Baseline Data Acquisition
Authors: Anderson Brian S. , Beatman Luke 
Published: December 2012

Abstract
Based on Wave Glider supported data acquisition operations in the Arctic, Gulf of Mexico, and Pacific Ocean, a framework and rationale for theacquisition of baseline acoustic, hydrocarbon seeps, vessel traffic, meteorological and oceanographic data is described. Applications for thistechnology are pre-exploration environmental baseline assessments, oil and gasoperations, and physical environmental data for facilities design. Fielddata examples of passive acoustic, fluorometry, AIS (vessel traffic) andmetocean data from prior offshore survey operations are provided, along withinterpretive assessments of the data. The significance of this approachis the emerging capability to remotely control these types of data acquisitionoperations with zero environmental impact, minimized HSE risk to personnel, anddecreased cost of operations. The Wave Glider introduces a newmethodology for regional baseline environmental data acquisition.

Introduction
Since its introduction into offshore data acquisition operations in 2007, the Wave Glider has quickly become a well used tool by academic, government, and industrial users. In this paper we provide an introduction to theplatform, and examples of data from ocean missions performed to date. With the growing interest in Arctic industrial activities, the ability toconduct detailed, remotely operated data collection operations is increasinglyimportant to all stakeholders. Initial work with the Wave Glider AMVplatform indicates that it may provide a new tool in the Arctic dataacquisition toolkit.

Wave Glider Operations and Sensory Equipment
The Wave Glider is an Autonomous Marine Vehicle with a unique propulsionsystem, the key to which is the direct conversion of kinetic energy from theparticle motion in ocean waves into forward thrust, which is used as propulsionfor the vehicle. The vehicle is also equipped with solar panels on thetopsides of the surface float, which provide power for the instrument payloadof the system. It should be noted that during summer operations there issufficient solar power for Wave Glider function, however during winter this isnot the case. Alternative strategies for expanded battery payload forlimited duration winter operations are under review.
The pacing item for the duration of extended field operations isbiofouling. In practice, due to the decreased rate of growth in theArctic Summer, this is not anticipated to be a limiting factor during longduration Arctic operations. Several months of continuous operation in theArctic are possible with the Wave Glider platform. At the time of thiswriting, there are currently four Wave Glider systems on a record settingtransit from the West Coast of the United States, two units transiting toSouthern Japan via Hawaii, and two units transiting to the East Coast ofAustralia. This trans-Pacific Ocean crossing illustrates the durabilityand persistence of these systems. Data from the sensors on these units ismade available to the public.
Time Domain Analysis of a MODU Moored in Ice
Authors: Keijdener C. , Arens E. , Bereznitski A. 
Published: December 2012

Abstract
In light of the recent increasing interest in the oil and gas developmentsin the arctic region, Huisman Equipment B.V. has developed a Mobile OffshoreDrilling Unit (MODU) named JBF Arctic suited for arctic condition. The stationkeeping in ice is one of the crucial factors determining the feasibility of thedesign. As one of the first steps of the design process ice model tests wereperformed at the Krylov Shipbuilding Research Institute (KSRI) to gain insightin the ice forces acting on the unit. During the model tests the model of theJBF Arctic was retained in a fixed position while being towed through the ice. In reality the station keeping of the unit will be ensured by a mooring system, which has certain flexibility compared to the rigid constrains in the modeltests. This paper elaborates on the creation of a numerical model that canperform time-domain simulations of the dynamic interaction between the vesseland the ice-loads. Using these simulations the mooring system is optimized inorder to cope with the ice loads corresponding to unbroken level ice withthickness up to 3.1m. Several important conclusions were drawn. One is the factthat no dominating frequencies of the ice failing could be identified from themodel tests. This can be explained by a large ratio between the diameter of theunit and the ice thickness. So the ice failure mechanism has a chaoticcharacter. Another conclusion is that the unit does not exhibit significantdynamic behavior. This means that a quasi-static approach can be generally usedfor initial design of the mooring system.

Introduction
The JBF Arctic is a semi-submersible drilling unit designed to cater thefuture needs for year-around drilling in the arctic region (Bereznitski, 2011). In the topside of the vessel this is reflected in the fully sheltered workingareas and number of other features needed for the winterization.
Methods for Efficient and Safe 3D Seismic Acquisition in Arctic Conditions
Authors: Rypdal Cato , Lippett David , Hedgeland David , Baker Steve , Lie Frode 
Published: December 2012

Abstract
There is a growing interest in seismic surveys in arctic areas. Normally 2Dsurveys can be carried out with limited risk, as long as the area is reasonablyfree of ice. However, 3D seismic surveys are an essential tool for explorationin order to de-risk prospective areas ahead of expensive and challengingdrilling operations. Acquisition of 3D surveys, with multiple streamers, is farmore difficult than single streamer 2D surveys, as the amount of in-seaequipment is an order of magnitude higher and the data density for a given areacovered is far greater: the physical footprint of a 3D equipment spread beingtowed behind a vessel can be about a kilometer wide by several kilometers long. This significantly increases the risk of equipment damage due to ice. Thispaper summarizes experiences from several 3D surveys in the Arctic, andaddresses how the use of new equipment and techniques can reduce such risks toacceptable levels.

Introduction
There are a number of operational challenges for surveys in arcticwaters:–Short seasonavailable for operations–Ice in the water andextreme weather impacting efficiency and data quality–Logistics in remoteareas–Low temperatureeffects on equipment–Crew safety andcomfort in severe conditions–Poor visibility -fog and snow showers
The focus of this paper is risks associated with ice in the water. This isoften the most critical issue for surveys in arctic areas. Ice conditions canvary significantly from year to year, creating major uncertainties regardingsurvey duration and potential equipment damage. This paper outlines how thesechallenges have been addressed on several 3D surveys that have been acquired inarctic conditions offshore Greenland, Canada and Russia. Methods and technologyto improve efficiency will be outlined; experiences of ice damage riskmitigation will be shared; data quality issues will be addressed and areas forfuture development focus will be identified. Opportunities for equipmentmanufacturers to further improve their products will be highlighted.
Aurora Slim Polar Research Icebreaker
Authors: Niini Mikko , Arpiainen Matti , Mattsson Tom 
Published: December 2012

Abstract
Dedicated research vessels that are capable to operate during all seasons ofthe year and under unfavourable weather conditions in the central Arctic Oceanand in the Southern Ocean are required to fulfil the new needs of polar oceanresearch for all marine disciplines. Today, no available research vessel hasthe capabilities required for this.
The European Research Icebreaker Consortium (ERICON-AB) project wasone the 35 projects identified in the 2006 roadmap of the European Forum onResearch Infrastructure (ESFRI) as a new Research Infrastructure ofpan-European interest. It was the largest project in the environmentalsciences. Funded by the European Commission for a duration of four years, theERICON project generates the scientific, strategic, legal, financial andorganisational frameworks required for advancing the decision-making process ofnational governments to commit financial resources for the construction andrunning ofan European Polar Research Icebreaker.
The initial design, however, appeared to be verycostly, a costestimate of up to 800 M EUR was presented, which ledEuropen Commission todrop the project from the ESFRI list of prioritized pan-Europeanprojects. However, as a lot of goodresultshad been achieved inother parts of the project (science missions, co-operation models, legalstructures etc) the ERICON-AB Stakeholder Councilin 2011 asked AkerArctic tostudy the possibilities for a more cost-efficient version forthe task.
Having received a positive response from ABB for the possibility to use PC1ice class pods as propulsion devices in the concept, AARCcreated a " SLIM" versionfor the vessel and ended up in a cost estimateunder 500 MEUR, without compromising any of the scientific goals. The performance of theAURORA SLIM was verified by ice model tests in early 2012. The AURORA SLIM byAker Arctic is operated on the Aker Arctic DAS™ principle, is based on triple15 MW pods and has a displacement of only 42.000 tons instead of the previous65.000 tons. Similarly the installed power has been reduced from 101 MW to 58,5MW. A reduction of close to 45% in operating costs was estimated. The newversion also incorporates the possibility to run the icebreaker for one weekwith LNG fuel, stored in containers on the deck.
The European research icebreaker project fullfils also another importantgoal; the vessel serves in an efficient way also as a platform for newtechnical innovation, and thus serves the purpose of other EU FP7 programtargets. The AURORA SLIM, with the new pod drives and use of LNG as clean fuel, is an example of such efforts, bringing an opportunity to the European maritimeindustry to introduce new state-of-the-art solutions, thus strengthening theEuropean industries' competitiveness and leading role in technologicaldevelopments.
Managed Ice Loads on a Dynamically Positioned Vessel
Authors: Gash R. , Millan J. 
Published: December 2012

Abstract
Stationkeeping in ice-covered waters has become a large area of interest forresearch and development in light of heightened interest in Arctic oil and gasexploration. The performance of Dynamic Positioning (DP) control systems forstationkeeping purposes in ice conditions is a difficult challenge fornumerical modeling assessment. Given that full-scale validation data for DP inice operations is often scarce, physical modeling of stationkeeping in iceoffers the best method for assessing the performance of dynamically positionedvessels in these conditions. A series of model tests carried out at theNational Research Council of Canada's Ice Tank facility in August and Septemberof 2011 attempted to observe the effects of various managed ice conditions(i.e. ice floes which have been broken into manageable pieces by an icebreaker) on DP performance. Results from these tests are discussed. Ofparticular interest in this study is the observation of non-linear effects ofvarying ice conditions on DP performance. The use of machine vision-based dataproducts as potential estimators of ice loading is discussed. It is concludedthat simple statistical observations of these conditions will be unable tofully characterize the effects of various ice parameters on performance, andthat investigation into more advanced data products available from machinevision systems may be able to aide in characterizing these effects as well asin the development of models capable of predicting ice loads.
Development of Azipod Propulsion for High Power Arctic Offshore Vessels
Authors: Hanninen Samuli , Heideman Torsten , Tenhunen Erno 
Published: December 2012

Abstract
The traffic volumes in arctic waters are expected to grow rapidly in thenear future. New fleets of oil and LNG carriers as well as ice classeddrillships and offshore supply vessels and icebreakers with high ice-class areneeded for the transportation and oil exploration. The recent growth inactivities in the Arctic region has materialized in several projects, whereAzipod propulsion system is playing an important role in making the projectstechnically possible and economically feasible. Azipod propulsion offers a veryattractive and efficient propulsion solution for most of these vessels. However, there is an evident need for azimuthing propulsion units with power inexcess of 15 MW with highest ice classes, such as the " new" IACS PC1.
In response to the market demand ABB Marine has recently developed an Azipodpropulsion concept with high power to meet the requirements of the high arcticice classes.
This paper will outline some important design considerations during thedevelopment work, such as:–different ice class rule requirements–need for overload / overtorque capacity of the electric propulsion motor inice–utilisation of measurements from full-scale ice trials with poddedpropulsion
High power Azipod propulsion systems help the shipowners to accessopportunities in the Arctic areas by providing safe and reliable operation inthe region. With ABB electric propulsion and Azipod units, the shipowner getsequipment designed to meet the demanding Arctic requirements and which isproven to be reliable in ensuring safe navigation in the sensitive Arcticseas.
Vibratory Driven Piles in Cold Permafrost
Authors: Mayrberger T. , Braun K. , Scott W.N. , Cologgi J. 
Published: December 2012

Abstract
A two-year-long field study was conducted by ConocoPhillips Alaska, Inc. andPND Engineers, Inc., at Kuparuk in Alaska's arctic North Slope region. Thestudy verified that pipe piles can be directly driven into predrilled pilotholes in frozen ground, without requiring thermal modification of thepermafrost. The traditional " drill-and-slurry" method of permafrost pileinstallation involves hanging piles in an oversize hole and backfilling theannulus with a sand/water slurry. Vibratory driven pile installation isconsiderably more efficient with large benefits in installation time, expenses, and safety. Both methods require an adequate adfreeze bond for pileperformance. The objective of this testing program was to determine whetherdespite great benefits in installation efficiency the vibratory driven pilewould perform adequately. Twelve 12.75-inch-diameter steel pipe piles wereinstalled in permafrost in the Alaskan arctic; eight piles were installed inice-rich sandy silt and four piles were installed in a frozen gravel soil. Piles were loaded in tension for six different durations ranging from five daysto six months at loads varying from 35 kips to 145 kips. At the completion oflong-term testing, the test piles were unloaded, rested, and then loaded tofailure to characterize the adfreeze short-term strength. Pile load anddisplacement were continuously recorded with electronic displacement and loadtransducers. Subsurface soil temperatures were also monitored. Collected datawas used to characterize long- and short-term pile velocity as a function ofload and adfreeze temperature. Experimental results were compared to currenttheoretical and empirical performance.
Power Distribution for Arctic Subsea Tiebacks
Authors: Hazel Terence , Woodroffe Adrian 
Published: December 2012

Abstract
Subsea tiebacks are becomingincreasingly prevalent in oil and gas field developments. As the accessibilityof the production from wellheads becomes more difficult, the need for subseacompression and pumping increases. Compression and pumping require significantpower which can be distributed and controlled from a HVSS (High-Voltage SubseaSubstation). The viability of an Arctic field development will be determined bythe reliability of all elements in the tieback and in particular, thecentralized subsea power distribution system.

Introduction
This paper presents the conceptual design and capabilities of a modular, expandable and highly reliable subsea HV (High Voltage, U &gt; 1000V)and LV (Low Voltage, U £ 1000V) power distribution system. The assemblyis designed to operate without intervention for extended periods of time and isideally suited to emerging green field developments in the Arctic. The conceptis built from components and subsystems each with a technology readiness levelof six or seven and is therefore well positioned for a prototype build anddeployment with minimal additional qualification.
The core switchgear is built around proven 36kV CBs (Circuit-Breakers)connected together via an SF6-insulated bus bar. The use ofSF6 as a dielectric medium allows the size of the CBs and bus barpressure vessel to be minimized, reducing the mass and thus deploymentconstraints of the assembly. Connections to the switchgear assembly for boththe incoming power feed and switched outputs are via wet mate connectors. Theonly components in the main pressure vessel are the CBs, current transformers, voltage transformers and busbars.
To maximize the overall system availability, the control and protectionsystems for each 36kV CB are redundant and housed in a series ofrecoverable modules rather than inside the main HV switchgear pressure vessel. Should there be a fault in the control and protection system, the redundancy isdesigned such that a faulty module can be replaced without loss of control ofits associated 36kV CB, thus maintaining production availability.
A key and unique feature of this switchgear assembly design is the abilityto power all of the protection, control and communication equipment independentof the main HV AC power. This is achieved by including two high voltage directcurrent and fiber optic cables in the umbilical. At the switchgear module, theHV DC voltage is stepped down to LV DC via a pair of redundant nodes thatdistribute auxiliary power and communication capabilities to the subseaequipment. By independently powering the control and monitoring system, thestatus and position of each CB can be known during a black start without theneed for a subsea battery-supplied UPS (Uninterruptible Power System). Inkeeping with the simple and robust design philosophy, only critical telemetryis provided to monitor and control the system. Where telemetry is provided, itis also redundant
A Constellation Of Satellites For Enhanced Mapping Of Sea Ice
Authors: Davidson Malcolm , Walker Nick , Williams Chris , Power Desmond , Ramsay Bruce , Partington Kim , Barber David , Arkett Matt , De Abreu Roger 
Published: December 2012

Abstract
In conducting safe and cost effective operations in ice prone waters, icemanagement and risk mitigation practices are integral to operations. A criticalelement in ice management is the mapping and characterisation of sea ice. Satellite synthetic aperture radar (SAR) is a standard tool used by icecharting agencies to map the extent of sea ice. Wide-swath SAR has become thepreferred sensor of choice for ice mapping and the collection of data regardingice parameters. SAR provides a high degree of information content on basic iceparameters such as concentration, type and topography. SAR can be used tocharacterise different sea ice types, such as multi-year versus first year ice, and the use of multiple SAR frequencies (L, C and X-Band) can reduceinterpretation ambiguities during the melt season. The advent ofmulti-frequency and polarization SAR systems, acting as a constellation, isseen as an important next step in the evolution of sea ice monitoring. Theevaluation of a SAR ice constellation is an interesting challenge since aquantitative evaluation is necessary. As a consequence, a sea ice backscattertool has been developed that provides a figure of merit estimation of iceclassification from a constellation scenario. The authors have used its sea-icebackscatter tool to simulate various ice constellation scenarios. Thesescenarios will be presented in the context of their utility and versatility inoil and gas operations. The implementation of a SAR ice constellation providesthe opportunity to significantly expand the ice information extractioncapabilities, over and above that of these systems acting alone. In the contextof its use within Arctic resource development, SAR constellations offerenhanced ice charting to the oil and gas industry.
Index Terms—Sentinel-1, SAR, sea-ice, backscatter, constellations

Introduction
In conducting safe and cost effective operations in ice prone waters, icemanagement and risk mitigation practices are integral to operations. A criticalelement in ice management is the mapping and characterisation of sea ice. Satellite synthetic aperture radar (SAR) is a standard tool used by icecharting agencies to map the extent of sea ice. Wide-swath SAR has become thepreferred sensor of choice for ice mapping and the collection of data regardingice parameters. SAR provides day-night, all-weather capability and relativelyhigh resolution. Additionally, SAR can provide a high degree of informationcontent on basic ice parameters such as concentration, type and topography.
Image Analysis Techniques for High Arctic, Deepwater Operation Support
Authors: Blunt J.D. , Garas V.Y. , Matskevitch D.G. , Hamilton J.M. , Kumaran K. 
Published: December 2012

Abstract
Safe and economic hydrocarbon exploration, development and productionoperations in the high arctic deepwater require a nuanced understanding of thesea ice environment. Robust image analysis techniques provide methods bywhich this nuance can be more objectively characterized and used for decisionmaking while in operations. Morphological segmentation and windowedstatistical analysis are proposed as two approaches that provide usefulinformation on the tactical scale by rapidly characterizing floe fieldmorphology and relative surface roughness. Their use is demonstratedwithin the context of actual high arctic field program data. Results fromthe method application are shown and the benefits and limitations of their useare discussed.

Introduction
A significant hydrocarbon reserve is believed to exist in the higharctic. Hamilton [2011] used U.S. Geological Survey data [Bird et al.2008] to estimate that 40 billion bbl of oil could lie in the high arcticdeepwater (defined as water depths &gt;100m). A vision for addressingthe technical challenges associated with safe and economic floating drilling inthe high arctic was also defined. With respect to execution of icemanagement operation support, Hamilton et al. [2011] and Younan et al. [2012]begin to address these technical challenges by defining a near-field icebreakertasking process control framework and a far-field risk characterization / alertsystem framework respectively. Selected image analysis techniques areproposed as a means to build on this ice management framework by improving theobjectivity with which far-field sea ice characterization and decision makingcan be conducted while in operations.
The proposed use of automated and semi-automated digital analysis techniquesto improve the consistency and speed of sea-ice data analysis is notnecessarily novel. Kwok et al. [1992] and Kwok [2004] demonstratedautomated segmentation methods for distinguishing between first-year ice (FYI)and multi-year ice (MYI) with synthetic aperture radar (SAR) satellitedata. The first iterations of this method used clustering to segment theimage and then a rule based look-up table (LUT) to classify image pixels. The later versions of this effort incorporated data fusion through the use ofsatellite based SSM/I and AMSR-E passive microwave and QuikSCAT radar data toimprove ice concentration and MYI classification respectively. The U.S. National Ice Center, under sponsorship of the U.S. Navy, U.S. Coast Guard andNational Oceanic and Atmospheric Administration has developed ARKTOS [Gineriset al. 2000] that uses SAR and passive microwave SSM/I data with watershedsegmentation and rule based classification.