bluuebunny/crossref_metadata_2025_split huggingface dataset:
The Heidrun Field:Oil Offtake System
Authors: Rajabi F.D. , Braivik K. , Syvertsen K. 
Published: October 2008

Abstract
Off take of oil from the Heidrun field is achieved through a Direct Shuttle Loading (DSL) system. This approach eliminates the need for an intermediate storage facility, allowing continuous production and transfer of oil directly from the Heidrun TLP to shuttle tankers. Purpose-built or appropriately converted tankers with an integral bow turret locate and connect to a Submerged Turret Loading (STL) buoy which functions both as a tanker mooring point and a termination for the flexible offloading line. The system is designed to permit the tankers to remain connected during loading and to disengage km the STL buy on completion of loading in all weather conditions up to and including the 100 year storm.
This paper describe a implementation of the Heidrun DSL system from conception to first oil. It gives the background for choosing the DSL system and information on the data generated to support the selection process. Design, fabrication and installation of various components are explained to give an sight into the challenges that had to be overcome for realization of this 'first-of-its-kind' system in a record time of about one year
Installation of the complete DSL system in the summer of 1994, approximately one year ahead of the original plans, mabled full scale in situ testing of the system with a purpose modified shuttle tanker. The two-month program provided the equivalent of one year of operational experience with the system before first oil. The paper addresses data obtained during the full scale testing, and comparison with analytical results.
The operation of the Heidrun DSL system is also described, These data together with the experience gained during realization of this bold concept will give key information on how such a concept can be effectively applied to any major or marginal field development scenario either as an off take system or in conjunction with an FPSO/FSO.

Introduction
The DSL represented a method of offloading oil which required a bold decision for its implementation for a major development like Heidrun. When in summer of 1992 Conoco decided to use this concept for Heidrun, the STL technology was still in it a infancy and had not advanced beyond the preliminary design stage. Nevertheless, the idea was promising and offered potentially substantial cost savings when compared with other alternatives. However, the 'first-of-its-kind' and uninvolved nature of the STL technology, combined with the extremely tight schedule for its implementation, presented the Conoco Project Team with a formidable challenge.
An STL system was used for the first time in October 1993, albeit in a permanent connection mode, for the UK Fulmar field. Some Fulmar experience was useful, including the marine operation aspects, in service data, etc. which led Conoca to adopt a modified approach to marine operations and very rigorous testing and trial programs for implementation of the Heidrun DSL system.
Overview & Interfaces: International Standards Organization Design Guidelines for Platforms to Resist Earthquakes
Authors: Craig M.J.K. 
Published: October 2008

Abstract
This paper summarizes the work product and activities of anInternational Standards Organization (1S0) panel (committee) formed to create a set design standards for steel offshore platforms to be located in earthquake prone areas. This work product is a draft set of earthquake design standards which have been submitted for review and eventual incorporation, along with the products of other panels, into a comprehensive set of fixed steel offshore platform design provisions for worldwide use. The 1S0 committee heirarchy, the basic charge to the panel, the mix of necessary talents, liaisons, references, the code development process and the challenges to produce this draft are described. The basic earthquake design process is outlined. Future improvements to this draft are identified, as are the challenges that lie ahead.

Background
An industry initiative to forge a common set of sustainable engineering specifications for oil and gas industry use on a worldwide basis was started in 1993. The drivers behind this are potential cost savings through uniformity, consistency and better communication. These factors can reduce costs through less expensive fabrication and improved safety. The intent is to create global standards that reflect the use of 'Product Service Level' (PSL) philosophy, making maximum use of existing standards and minimum use of manpower. As in the other petroleum-related technical arenas, the global offshore platform design community had to decide how to best organize to meet this challenge, and what base document should be used, since there exist several professional society and national versions of platform design codes. This paper outlines the evolution of one part of this effort, relating to the design of offshore platforms against earthquake effects.
ISO Heirarchy & Panel 5 Charge The various standing, advisory, oversight and ad-hoc 1S0 committees and technical panels formed to develop theseinternational design standards are by default numerous. The author's understanding of the offshore platforms ISO heirarchy is Standing Committee 7 on Offshore Structures (SC7) is responsible for the work products of three Work Groups (WG3 - Fixed Steel Structures, WG4 - Fixed Concrete Structures and WG5 - Floating Systems). These Work Groups direct the work of specialized technical resource panels, which work for one or more of these three Work Groups. This organization is depicted in Figure 1.
Panel 5 on 'Seismic Loadings and Response' presently works for WG3/Steel and WG4/Concrete, and is charged with developing a comprehensive set of seismic design criteria for sizing fit-for-purpose platforms to be located in earthquake prone areas, while utilizing existing standards as much as possible, and incorporating PSL philosophy. Such areas include the Cook Inlet, Alaska, and offshore Southern California, Mexico, Venezuela, Peru, Australia, New Zealand, Indonesia, Japan, China, eastern Russia, india and in the Caspian Sea.
Smart. Leg : A New Method for Heavy Deck Offshore Installation
Authors: Labbé J.P. , Legras J.L. , Standing R.G. 
Published: October 2008

Abstract
A new shock less flotation method, called Smart-. Leg, developed by ETPM, is presented for the installation of a heavy deck on a jacket in open sea using a conventional cargo barge and specific recoverable devices, The details and advantages of the method are discussed. The paper also summarizes the dynamic analyses carried out to assess the efficiency of the specific devices; one is mounted on the barge and designed to stabilize it inside the jacket and another one is fitted inside the deck legs and designed to land the deck smoothly on the jacket.
The advantages of the integrated deck concept for large offshore platforms have been widely publicized. However, so far, the installation of heavy decks in open sea using the floatation method has been limited either by the shocks to be absorbed during the mating operation or by the difficulty of maintaining the barge steady inside the jacket.
With the new method and associated equipment, mating shocks are virtually eliminated and the barge is smoothly and steadily maintained within the jacket. The system allows, a deck weighing up to 20,000 tons to& installed in a 2m / 10s heading swell, The results of the numerical analyses performed provide crucial data on motions and forces for the design of the new flotation method. The prototype tests (scale 1/4) give precise indications about Smart-Leg parameters and the tank tests (scale 1/40) enable validation of the numerical analysis.

Introduction
Few methods permit the installation of heavy integrated decks offshore particularly in long swell seas where the ergo barge movements have high amplitudes. Smart-. Leg is the floatation method that can install the heaviest integrated deck in open sea using only a conventional cargo barge and specific reusable equipment.
With Smart- Leg and the accompanying stabilization devicesSmart- Fin, and Smart-Fender shocks during mating and barge immobilization are eliminated, As a result, a deck weighing more than 20,000 t ean be installed in a 2rn/10s swell. The principle used by Smart-. Leg devices is that whatever the size and mass of a heaving, surging or swaying body, its kinetic energy is zero when its velocity is zero. Smart-Leg, Smart-Fin and Smart-Fender are based on a jacking device that um detect the outward zero speed of the ram and maintain that ram position. A non-return valve located between the high pressure chamber (ram side) and the low pressure accumulator of the jacking device seines both purposes,
Another advantage of the Smart-Leg system is that the reverse operation (deck removal) is possible using the same principle and therefore without any shock.
The principle of Smart-Leg has already been validated inshore during the installation of the main girders of the Prince Edward Island bridge. Each of the 5 girders already installed weighs more that 7000 t.
The first Smart-Leg equipment will be ready for an offshore installation early 1997 and able to install a deck in the weight range 3500 t to 6000 t,
Seastar: Subsea Cluster Manifold System Design and Installation
Authors: Mason Paul T. , Upchurch John L. 
Published: October 2008

Abstract
The SeaStar CIuster Manifold system was engineered as A low cost alternative to larger and more expensive completion template designs. Utilizing field-proven equipment and installation techniques, it was the first of its kind to be installed in the Gulf of Mexico. The Cluster Manifold system allows the connection of flowlines from adjacent satellite wells and numerous in field flowlines consisting of export, service, and methanol lines. With new technological advances, and a variety of flowline connection systems on the market today, deep water completions are being used with increasing frequency. Subsea operations are becoming more routine and installation times are being reduced. The SeaStar system was successfully installed in Garden Banks Block 70/71 in the Gulf of Mexico during the first quarter of 1995. Currently two (2) 4'x2') 10,000 psi lay-away trees are installed and connected to the manifold. Production is being processed at a Marathon platform in Vermilion Block 386B approximately 13.5 miles away from the subsea installation.

Introduction
The SeaStar development is located in Garden Banks Block 70/7 1 approximately 120 miles south of Cameron, Louisiana. The water depth at this location is 750 ft. The subsea equipment consists of a 4-slot manifold system, two 4'x2' 10,000 psi lay-away trees with retrievable choke inserts, electro-hydraulic (E/H) control system, E/H Umbilical, Umbilical Termination Assembly (UTA), flexible well jumpers with collet connector, hard pipe spool pieces with C&X connectors for the 6' export flowline and 2' service jumper, and four (4) 2' methanol lines. The manifold is used to commings gas production from up to four wells and deliver the production gas via dual 6' subsea pipelines to a host platform processing facility 13,5 miles distant in Vermilion Block 386B. An existing subsea sales gas pipeline system then transports the processed gas to shore.
Economic and feasibility studies were conducted from March to August of 1993 to determine the optimum development scenario. The subsea tie-back to an existing facility was chosen over a new-build, fixed platform, due to its low cost and optimum feasibility. From August to December of 1993, predevelopment engineering studies were conducted to determine overall project costs. In early January 1994, the %&tar project was kicked off.
When the project was kicked off in January 1994, three (3) wells had already been drilled, two in GB 70 and one in GB 71. The wells were drilled using a spacer template which provided a 16 R spacing between the three wells. The northern most well (GB 70 #2) was suspended following testing and will not be completed. Fig-1 shows the as-built field layout of the Manifold system, 6' and 2' hard pipe spool pieces, three well locations, two 6' flowline skids, 2' service line skid, four 2' methanol pipe lines, and the E/H umbilical.
Engineering Appraisal Of Pipeline Flotation During Backfilling
Authors: Cathle D.N. , Machin J.B. , Overy R.F. 
Published: October 2008

Abstract
A case history of two 8' flowlines which were trenched and backfilled in the Northern North Sea is presented. The majority of the trench was cut in sands and soft clay overlying the uneven surface of a hard clay, The trenching operation as successful with the pipe set at the required depth, but the post-backfill survey revealed long sections of both lines exposed at the surface. The problems were resolved by retrenching, dumping a screed of rock and then repeating the backfilling operation. Post-installation engineering work was performed to establish the likely cause of the pipe uplift. A pipe flotation hypothesis was advanced and this paper concentrates on the work performed on this scenario. The conclusions reached were that during backfilling the mixing of the tine sand, silt, clay and shells produced a very high void ratio material that behaved as a slurry for long enough to allow the pipe to progressively uplift as the backfill plough passed, Soils to be trenched and backfilled should be investigated very carefully, not only for trench ability and in-service behaviour, but also for short term behaviour during backfilling and consolidation.

Introduction
A case history is described to further the state-of-the-art in the design of backfilling operations. A mechanism by which pipeline uplift during backfilling can occur and how it can be anticipated is described. Under contract to Shell Expro, Coflexip Stena Offshore (CSO) successfully installed the Cormorant Alpha to Pelican flowlines. Following pipe laying, the trenching operation was successfully completed using CSO'S multi-pass plough and the lines were lowered to the required depth of approximately 1.5 m. Backfilling was then performed using a backfill plough (Figure 1). However, the post back filling survey revealed long sections of both lines lying on the surface of the backfill, The problems were resolved by retrenching, dumping a screed of rock and then repeating the backfilling operation. Post-installation engineering work was performed to establish the likely cause of the pipe uplift. This paper provides a summary of the case history, an explanation of the probable uplift mechanism, and the lessons learned from the project.

Soil Conditions
Pre-trenching data. Cone penetrometer testing (CPT) was performed along the route. Some sampling at the Pelican end of the route was used to assist the interpretation of the CPT'S which used the standard correlations.' The sampling programme revealed interbedded loose sand and soft clay overlying stiff clay. Based on the site investigation, three soil units were distinguished :Unit 1 Very loose to medium dense SAND (varying between 0.3 and 0.7 m thick)Unit 2 Very soft CLAY (varying between 0.0 and greater than 2 m thick) sometimes with sand layersUnit 3 Firm to hard CLAY with gravel and sand layers
New Mooring Chain Designs
Authors: Cafiada Luis , Vicinay Javier , Sanz Alejandro , Lopez Eduardo 
Published: October 2008

ABSTRACT
The present work introduces the readers to the developments the high technology offshore chain industry has carried out m recent yearn, m an effort to offer products that meet the needs of petroleum exploration and production. In Ibis manner the industry can continue to regard chain as a fundamental element in its moorings system. whether for projects with a 25 year life, or projects at depths of over 1,000 meters, or ]n such severe environments as those faced In the Sub-Artic
Data is presented on STUDLESS CHAIN and VGW or Variable Geometry and Weight chain. These will allow engineers designers to forget the needs for chains to be circumscribed to rigid guidelines of geometry or dimensions, Instead they can design rnooring sysems specific for the particular situations they face. No longer shall chain have to meet geometric standardization derived from the middle of the 19th century while meeting the requirements of the 2nd half of the 20th century.

1- INTRODUCTION
For its use in mooring systems for floating platforms, chain has been adapted over the years to meet the increasingly Innovative requirements of the offshore industry
Until recently. chain had always been supplied with studs. a design going back to the second half of the 19th century. probably begun In the year 1858 by the Committee Of Lloyd's Register (l). AI the time this was an impressive.. technological leap forward for the development of Mooring Systems for the shipbuilding industry
When the offshore oil industry started in the 1960s. the chain m current use was designed for ships, As offshore Installations began requiring higher specifications, the standards for offshore chain began to differ born those of marine chain.
Major milestones in this process were:1970s- Developments of the API-2F standard. with the Introduction of ORQ). as a new concept and chain quality (2)1980s- Further progress on the ORQ concept, with the development and standardization of Grade 4 chains based primarily on DNV - CN 2.6, of July 1985 (3, and ABS "Guide to Certification of Offshore Mooring Chain 1985 (4).First half of the 90s. - Break with the old design concept of stud link chain, with the introduction of STUDLESS CHAIN, now being standardized with DNV's August 1.995revislon of CN 2.6, which will come into force on l" July 1996, (5)Second half of the 90$, - Dimension standards begin change with the introduction of the new VGW chain or VARIABLE GEOMETRY AND DIMENSION CHAINS, designed to meet specific project requirements, as in the case of STLIDLESS chain
The development of new chains during the 1990s made it necessary to consider whether chain standards should continue In their present form, i.e., with clear unequivocal Quality Assurance specifications, mechanical properties and geometric constants The purpose of this article is to examine the current application of STUDLESS CHAIN and VGW CHAlN. and whether 01 not DIMENSION STANDARDS should be changed.
Through Tubing Window Milling - A Cost Effective Method of Casing Exit
Authors: Blizzard B. , Carter T. , Roberts J. 
Published: October 2008

Abstract
Through tubing operations currently provide oilfield operators with an attractive method for significantly enhancing production at a relatively low cost. ?This paper will present a newly developed and innovative system for initiating a production casing sidetrack below the production tubing. The system uses coiled tubing technology and blends the special techniques of both drilling and window milling operations using coiled tubing. Development details emphasized will be the overall system design, performance criteria and equipment evaluation.

Introduction
Sidetracking through tubing represents a special technical challenge. The casing exit equipment must first pass through the relative small confines of production tubing and then provide a platform within the larger production casing belowfor casing exit operations. This transition from a small to large tubular represents a significant obstacle to the functionality of the system. To function properly, the platform must support the loads imposed during the casing exit activity (milling) as well as provide guidance to subsequent reentry operations. Of course, as always, the technique and associated equipment must be as cost effective as possible in order to fully benefit from the through tubing aspects of this type of well intervention.
Various types of through tubing sidetrack methods have been developed for meeting this challenge. To date, the largest number of exits performed utilize a cement plug. Bent downhole motor housings and bent subs are conveyed with coiled tubing and drive a mill to create a casing exit using the cement for support. 1A variation of that method consists of a cement plug with a pilot hole in which a conventional whipstock is placed. Figures 1 and 2 illustrate these methods. Both of these techniques require cement to be placed and therefore are not optimal solutions. True optimization and benefit of through tubing techniques lie in the ability to achieve an exitquickly,with a minimum number of trips in the hole,with minimal risk to the formation,that provides for repeated reentryand a quick return to production.
Clearly, a system that does not require cement and does not completely block access to the casing below the platform would be an optimal situation. The only practical manner of providing such a system is to utilize robust component hardware that expands to bridge the distance across the casing bore. Through tubing whipstock systems provide the best method to date to achieve this bridging This technology is in its early stages and only a few whipstock systems are available to the industry.
The following text serves to both describe a new system that has been recently developed and to document what has been determined to be the critical design issues relating to this type of casing exit technology.
The 'Marine Quality Kit'; a Tool to Monitor Accelerations, Velocities and Motions in Arbitrary Locations on Floating Objects
Authors: Bos A.J. , van Hoonaard A. 
Published: October 2008

Abstract
During design stages of offshore operations the maximum allowable values for accelerations, velocities and motions are calculated. These values are translated into environmental conditions, such as: maximum wave height and maximum wind speed. On site operational progress is based on the comparisons between the actual (or forecasted) and the maximum allowable environmental conditions. Hydrographic and Marine Consultants BV (HMC) and MARIN developed a tool, to monitor real time the values as mentioned under (1) on arbitrary locations on floating objects.
Thus factors used in (2) and (3) are becoming tangible. Safe operation will be maintained by a known Safety Factor. The online information and trend analyses make the MQK to reduce down time in marine operations.

Introduction and objective
Decision making during offshore projects is often based on entities deducted from calculated parameters from the design stage of the project, In 1994 HMC and MARIN decided to develop a portable tool to monitor the accelerations, velocities and motions in arbitrary locations on floating objects. The tool needed to be easy to install and easy to use.
Primarily monitoring had two purposes:To monitor real time the values of above-mentioned parameters.To collect statistical data of above-mentioned parameters. Data and results were to be integrated in a Decision Support System to achieve a tool to compare real time values against design criteria and to adjust operational decisions to enhance safety and to reduce downtime, Shipboard operations can be supported directly. Data and results can be saved for later analyses. Because this encompasses the Quality Control during marine operations the system was named the MARINE QUALITY KIT (MQK). The MQK would consist of a sensorbox and a laptop computer (figure 2).
During the study for the MQK an inventory was made regarding the available hardware and software. I hardware components for the sensorbox were available in different types and brands, Software for integration of the monitoring system and analyses and forecasting software with the possibilities of data processing, presentation and data storage was not available and was to be developed.
In this paper a resume of the possible fields of application is given together with a table with the bandwidths for accelerations and periods for the six degrees of freedom. This will be followed by a list of sensors that maybe used in the sensor box. A hardware build-up of the sensor is presented as well, followed by a calculation procedure and a software and user-interface description, Finally an evaluation of a pilot project with a cutter dredger is given followed by the conclusions.