bluuebunny/crossref_metadata_2025_split huggingface dataset:
CNG Transportation Utilizing Composite Pressure Vessels
Authors: Campbell Steven 
Published: October 2008

Abstract
The Trans Ocean Gas CNG transportation method, which utilizes composite pressure vessels and modular cassettes to store natural gas, overcomes the safety, corrosion, excessive weight, and cost deficiencies of all other proposed CNG trans-portation methods. The method also has the ability to extract NGL's while on route, removing the requirement of stripping gas on an offshore structure.

Introduction
The following paper describes an innovative method of CNG transportation. The method utilizes composite pressure vessels which are derived from the national defense / aero-space, and natural gas vehicle industries. The method over-comes all of the deficiencies anticipated from other proposed methods of CNG transportation that propose to use steel based gas containment systems.
Existing container ships may be optimized through the use of the cassette gas containment system. The cassette system also isolates composite gas pressure vessels from ship-induced forces. Being modular, installation and removal of cassettes would be relatively easy. The cassette storage system will provide significant economic advantage over potential com-petitors commencing with a pilot project. This paper will conclude that The Trans Ocean Gas CNG Transportation Method, offers a high level of safety, reliabil-ity, and economic feasibility.

Background.
The first Compressed Natural Gas (CNG) pilot project using steel pressure vessels mounted on the deck of a ship was conducted off the coast of New Jersey in 1966. It was concluded as not being feasible since the weight of steel pressure vessels required would be too heavy for the host ship to carry. CNG development then stagnated for thirty years.
Over the past decade, the increased lucrative potential of CNG has renewed interest and spawned several innovative concepts. All but one proposed method use steel containment systems, which still have issues of safety, corrosion, excessive weight, and cost. All of the proposed methods using steel con-tainment systems are requesting factors of safety less than that of the ASME code.
In 1999, author, Mr. Steven Campbell developed a method of CNG transportation that overcomes all of these deficien-cies. This method, licensed exclusively to Trans Ocean Gas Inc. of St. John's Newfoundland, proposes to use composite pressure vessels (CPVs) to safely and cost effectively trans-port up to 1.7 Bcf of natural gas by ship.
CPVs have been successfully used in the national defense / aerospace industry since the early 1970's. About 10 years ago, the natural gas vehicle industry started using CPVs for busses, fleet vehicles, and automobiles. CPVs are also used as accumulator bottles for riser tensioning systems on oil and gas TLPs. The CPVs proposed for a ship-based CNG transporta-tion method are similar, but larger than those currently used for natural gas driven buses. Since CPVs have been success-fully used to store natural gas for fuel on public busses, they are well justified for use in a ship-based CNG transportation system.
New Build Generic Large FPSO
Authors: Le Cotty A. , Selhorst M. 
Published: October 2008

Abstract
The increasing demand for FPSOs and constant pressure for ever shorter delivery times has motivated SBM to design conversions and new-build hulls in a generic manner.
SBM has been designing successfully generic FPSOs using converted VLCC hulls, based on a rationalized deck layout with integrated power generation and process equipment.
Over a period of 3 years, this generic conversion design has been applied to a series of 7 FPSOs that will be briefly described in this paper.
In order to meet the increasing world-wide demand for large new-build hulls, SBM has designed a generic hull with a storage capacity of 2mmbbls or 2.4mmbbls, capable of supporting large topsides with a high level of flexibility in the process layout and using a similar philosophy to that developed for the generic hull conversions. Typical machinery and accommodation blocks are proposed permitting future modifications to be tailored to specific requirement.
This new-build hull design will permit fast track hull construction and FPSO delivery.

Introduction
FPSO designs, whether based on converted tanker or new-build hulls, are governed by a number of key technical factors:- typically the storage capacity, production capacity, export capacity, site environment and crew complement.
However, a key non-technical factor affecting the entire project organization and major technical decisions is time schedule which is a significant challenge for designers.
There is obviously a need for a fast track method for building or converting FPSOs. However, it is unreasonable to expect to simply squeeze indefinitely all project activities to achieve significantly reduced delivery times: this would result in unacceptable risks during design and construction, with commensurate risks to the performance of the unit.
Those conflicting requirements triggered an alternative approach to manage a fast track FPSO project, the so-called generic approach.
At the end of 1999 SBM and Gusto invested time in screening all aspects of tanker conversion; defining a basis of design suitable for a wide range of applications and carried out an internal engineering study in preparation for expected future FPSO conversion projects.
This investment proved to be very fruitful. The design was used in several projects including the FPSOs Falcon, Atlantic and Serpentina for ExxonMobil, FPSO Espadarte, Brasil and Marlim Sul for Petrobras and FPSO Mystras for Agip. The design is also currently proposed on many other projects.
Despite the success of generic conversions, new-build hulls may be required for FPSO projects.
This paper will first address FPSO conversion background and explain the main drivers for new build hulls.
Then, the generic hull, including the basis of design, the structure, the hull systems and the interfaces with topsides plant, will be presented.
Finally, construction phase and operational feed-back will be addressed briefly based on the experience gained as both prime contractor and leased vessel operator.
Consideration of Collision and Contact Damage Risks in FPSO Structural Designs
Authors: Wang Ge , Jiang Dajiu , Shin Yung 
Published: October 2008

Abstract
FPSOs have a risk profile different from fixed platforms and commercial trading tankers. Being stationed in one location and routinely visited by supply boats and shuttle tankers. FPSOs can be collided by these ships. In addition, passing ships also pose a collision risk if an FPSO is close to a sailing route.
This paper presents a systematic approach to address the risk of collision and contact damage. It is aimed to propose a framework that can be applied in structural designs and risk assessment schemes. The focus is placed on accident scenarios, evaluation approaches and acceptance criteria, the three major issues for a risk assessment and also for a relevant design standard.
Accident scenarios and the associated occurrence frequency may be determined through statistics from historical data, expert opinions, and risk analysis, depending on different situations.
A spectrum of tools has been developed in recent years that predicts the structural damage of collisions, including simple formulae, simplified analytical methods, simplified FEM, and non-linear FEM simulations. Those based on the advanced structural crashworthiness theory provide powerful and practical tools, and are well suited for design evaluations and risk analysis.
Contact damage is more likely to occur than accidents resulting in rupture of shell plating. However, this type of accident has received very limited attention. An analytical approach is presented for analyzing contact damage that can be used during earlier design stage.
Acceptance criteria for collision and contact accidents are discussed. The emphasis is on structural integrity including local strength and hull performance.

Introduction
FPSOs have a risk profile different from fixed platforms and commercial trading tankers. Being stationed in one location and routinely visited by supply boats and shuttle tankers. FPSOs can be collided by these ships. In addition, passing ships also pose a collision risk if an FPSO is close to a sailing route.
A collision accident can lead to costly consequences in loss of lives, damage to property and/or environment. As past accidents have demonstrated, the indirect cost of compensation and bad publicity can be even higher. This has been the driving force in recent years for developing standards for design against collision accidents for trading oil tankers.
A collision with low kinetic energy can result in permanent deformations of side structures instead of rupture of side shell. This low-energy collision is sometimes called "contact accident". Usually, contact damage is not catastrophic and does not pose a threat to the safety of the installation and the protection of environment. Contact damage receives little attention.
This paper presents a systematic approach to address the risk of collision and contact damage. It proposes a framework that can be applied in structural design and risk assessment. Discussion is given to accident scenarios and acceptance criteria.
Wireless Transfer Successfully Transmits Bottomhole Data During Drill-Stem Testing in a Multi-Well Program Offshore Gabon
Authors: Dunkel Michael , Leonard Paul , Carpenter Don , Murray Chris 
Published: October 2008

Abstract
Conducting a drill stem test (DST) to gather data to evaluate the potential of a new field is a common practice in the oil and gas industry. In the past, gathering this data was performed by running a surface read-out tool in the drill string. Then, wireline would be used to deploy a tool into the well and latch it into a surface readout (SRO) tool downhole. Bottomhole data could then be generated during well shut in. This method worked satisfactorily for shut-in periods; however, this scenario was difficult to achieve while flowing the well.
This paper will discuss an innovative real-time subsurface data acquisition solution that uses a state-of-the-art Acoustic Telemetry System (ATS) to gather data both during the flow period as well as when the well is shut in, thus allowing realtime readout at the surface. The new system distinguishes itself from conventional surface readout (SRO) systems because it sends data through the tubing wall using acoustic energy rather than running a probe using wireline to latch into the gauges as is the case with traditional systems.
Pioneer Natural Resources successfully used the acoustic telemetry system to transmit bottomhole pressure and temperature data to the surface in real time during four separate drill stem tests in three different exploratory wells offshore Gabon. This was the first time this new technology had been used on a multi-well project. The data that were transmitted from down hole matched the data that were downloaded from the downhole memory gauges that were retrieved when the DSTs were ended.
The ATS was capable of providing accurate surface readout data from the beginning of the test, allowing Pioneer to better understand the downhole conditions, and consequently, execute a DST that could meet all the objectives for testing in these zones. In addition, since there were risks that sand production, paraffin deposition, and low pour-point crude could impair the integrity or stick the wireline if it were used for data transmission in these wells, the ATS enabled the needed information to be retrieved without compromise to safety or the environment.

Introduction
The scope of a DST can range from a basic test (such as an openhole test in an onshore area in which there is no flow to the surface) to a complex, cased-hole test (such as one that would be run in the North Sea flowing at surface for many days).1,2,3,4 Analysis of the DST data is used for making decisions concerning completion/field development or drilling continuation. The data acquisition is defined by the test parameters, which generally require both surface and downhole inputs. Usually, bottomhole data acquisition has been performed by a surface read-out (SRO) system, and wireline in some form (braided or slickline) is needed. The traditional drill stem testing procedures use wireline to deploy probes to acquire whatever information from downhole is needed to obtain the information required.
Field Trials Scheduled for New Compact Dehydration Technology
Authors: Sams Gary W. , Wallace Harry G. 
Published: October 2008

Abstract
Significant improvements in the capacity and performance of existing oil dehydrators and desalters are expected from an improved, patent pending, transformer and controller system. This electrostatic system is now ready for a field trial in South America. Production at the selected facility is currently at 45,000 bopd per unit on a medium gravity crude oil. This oil is currently being processed by five 10-ft. diameter × 45 ft. long electrostatic dehydrators using combined AC/DC electrostatic technology. Pilot studies utilizing the improved transformer / controller have demonstrated capacity improvements exceeding 30% above existing technology or outlet BS&W reductions between 10 to 30%.
To confirm these results and define the limits of this new technology, a series of scheduled field trials has been planned. In addition, several other vessel modifications will include upgrading the inlet spreader design, and installing new high voltage electrodes.
Once these improvements are made and the new compact electrostatic technology is implemented, it is estimated the vessel capacity will increase significantly, while maintaining the required oil specification. If successful, this electrostatic transformer and controller may provide producers and refiners with a new technology to process highly conductive, viscous oils.

Testing Objective
Utilizing a South American oil facility, a new electrostatic dehydration technology is scheduled to be field tested. The objective of these tests is to quantify improvements to the oil dehydration process, demonstrate the robustness of the equipment and establish confirmation of the laboratory test results.

Facility
The production facility shown in Figure 1 has five oil dehydration vessels operating in parallel. Each horizontal dehydrator is 10 ft OD × 45 feet long × 125 psig with Dual Polarity® electrostatic technology, open bottom spreaders, either steel or composite high voltage electrodes and pipe collectors. The Dual Polarity transformers are 480 volt, single phase rated for 150 kVA. Following an upgrade of three vessels to improve performance, a fourth vessel is scheduled to be retrofitted with a new electrostatic transformer including step/start switchgear and PC-based process controller. The facility has the capability to increase the oil flow to the test vessel so the limits of the technology can be investigated.

Application
The facility is currently processing a 27.1 API oil at flow rates varying between 45,000 bopd to 60,000 bopd per vessel. The operating temperature is maintained at 140 F and the operating pressure is 80 psig. At operating temperature the dry oil viscosity is 8.9 cp. The inlet water cut typically ranges between 20 to 30%. The outlet specification is less than 1% BS&W and is routinely met by the dehydration process.
The Use of Scatter Diagrams in the Selection of Design Current Profiles for a Riser Experiencing Vortex-Induced Vibration
Authors: Donnelly Jessica Mary , Vandiver J. Kim 
Published: October 2008

Abstract
This paper describes a scatter diagram approach for the classification of large numbers of current profiles for use in the prediction of riser fatigue damage due to vortex-induced vibration. Scatter diagrams have long been used to characterize the probability of various combinations of wave height and period, which are then used to assess wave forces. To predict VIV fatigue damage the designer needs to know which current profiles have the combined property of long regions of relatively constant velocity and relatively high speed. A sorting algorithm is proposed which searches every current profile for long regions of relatively constant flow speed. The probability of each length and speed combination is assessed and the data is used to populate the bins of the scatter diagram. The designer need only select relatively few representative profiles for detailed VIV analysis from those bins that would account for the most damage. The method is tested by making comparison to a brute force approach in which each of many thousands of profiles is evaluated for fatigue damage by running it in the SHEAR7 VIV response prediction program.
This scatter diagram method could reduce the cost of risers by reducing the over-conservatism that is introduced by using an envelope design current profile. It also reduces analysis time by helping the designer choose a small number of profiles to examine, rather than having to consider the tens of thousands of profiles contained in a typical data set.

Introduction

Motivation
Before a riser can be designed and deployed in a new location, information on the local currents must be obtained. Because this data often consists of tens of thousands of measured current profiles, it is difficult to know which ones are important for riser design. To overcome this difficulty, current industry practice is to prescribe a conservative design profile, based on the data set. One type of design profile is the envelope of maximum values. This profile is found by plotting the maximum velocity found in the data set at each measured depth, and incorporating these points into a single "envelope profile". Therefore, at any point along the riser, the greatest velocity to be found at that depth in the entire data set will be used. Sometimes a "slab" of constant velocity is drawn in the region of the peak of the envelope profile (the area of highest velocities). An example of this method is shown in Figure 1. In this case, the envelope and slab were produced using 1000 profiles gathered over the course of one current ring event. These conservative design profiles don't actually occur in nature, and usually result in much higher damage rates due to vortex-induced vibration (VIV) than any measured profile. So any riser designed to this specification will be built far more conservatively than the actual currents in the region require.
Probabilistic Fault Displacement Hazard Assessment For Flowlines and Export Pipelines, Mad Dog and Atlantis Field Developments, Deepwater Gulf of Mexico
Authors: Angell M.M. , Hanson K. , Swan F.H. , Youngs R. , Abramson H. 
Published: October 2008

Abstract
Seafloor faults having strong geomorphic expression and evidence for late Quaternary activity (i.e. &lt; 150,000 years) are common geologic features associated with the Sigsbee Escarpment. Waterbottom maps derived from exploration 3D multichannel seismic data provided an early indication that several zones of seafloor faults are in the vicinity of the Mad Dog and Atlantis prospect areas. As part of the site investigation activities for field development BP initiated a study to characterize the potential hazard due to fault displacement. The fault displacement hazard study consists of five components:a site-wide structural geologic characterization of the style and origin of active faulting and fault-related deformation;development of a late Quaternary stratigraphic model to evaluate the history, recency, and rate of fault activity at the site;detailed characterization of faulting within limited study areas designated to capture fault behavior in areas of potential facilities development;a general description of the relationship between Quaternary active faulting and slope failure processes within the field area; anda probabilistic fault displacement hazard analysis (PFDHA) of the potential for fault rupture within the designated study areas that relates annual frequency of recurrence of faulting events to the size of the event.
Changes in the style and origin of faulting and deformation of shallow (suprasalt) sediment across the individual field areas primarily is due to differences in the depth, geometry, and movement history of the underlying Sigsbee Salt Nappe. These relationships and the resulting geologic model for structural evolution of the suprasalt section has been used effectively to assess the site-wide geohazards not only for faulting, but also indirectly for slope failure and mass-gravity flows.
Hazard from potential seafloor offset at fault crossings is judged to be moderate to low. Fault offsets of the shallowest horizons (less than 15 thousand years old) are typically less than ten meters to several tens of meters. Fault slip rates are on the order of tenths to several tens of metersper- thousand-years (m/kyr, also millimeters-per-year, or mm/yr), with most values in the range of 2-10 m/kyr Similarly, the probabilistic annual recurrence of 1-meter events is typically less than 10−3.
These studies demonstrate that the presence of potentially active faults does not preclude safe development of seafloor facilities. To evaluate risk associated with potential seafloor faulting, integrated hazard studies can and should be conducted in the early stages of project development, with an underlying intent to understand the causative processes and quantitatively and explicitly evaluate the locations, magnitude and recurrence potential of displacement events.