bluuebunny/crossref_metadata_2025_split huggingface dataset:
Measured Wave Force Data on Offshore Platforms
Authors: Trasher L.W. , Aagard P.M. 
Published: October 2008

ABSTRACT
Wave forces on vertical cylinders and wave profiles were measured with instruments on two oil production platforms in 30 ft (1954–58) and 100 ft (1960–53) of water, respectively, in the Gulf of Mexico. Waved data were recorded during a number of storms and for waves up to 40 ft in height. The Standard Oil Company of California designed, installed, and operated the measurement systems. Shell Development Company and Esso Production Research were financial participants in the projects; the U.S. Navy obtained these data as a data purchaser. These data have been proprietary but will soon be deposited in public archives. The purpose of this paper is to present the following background information that defines the wave force data being made available.Instrumentation.Raw data collected.Data processing steps.Location of archives.

INTRODUCTION
A Gulf of Mexico platform designer needed especially strong nerves during the period around 1950. He was designing drilling platforms for a multimillion dollar investment in the hurricane belt, but didn't know what would happen when those hurricane waves smashed into his platform. How big are such waves and what force do they exert? He had asked oceanographers and ocean construction men who offered calculation schemes but had little actual data on wave heights, wave forces, and tide levels that he could use for design. Recommended wave force values had a 4t to 1 spread. The only way the designer could decrease that spread was to place instruments in the ocean and take the measure of the waves. Designers in several oil companies took that step.
Table 1 lists some of the wave measurement projects that were started. Probably the construction and operation phases alone of those projects have cost the industry in excess of $2,000,000 and the data obtained are the most complete and accurate information available today for platform design.
This paper describes the information obtained in two of the listed projects, Wave Projects I and II, operated by Standard Oil Company of California, and announces the availability of the measured data.

THE INSTALLATIONS
The wave measurement installations were located in the Gulf of Mexico because the immediate design problem was there, and hurricanes occurred frequently to generate the large waves important to platform design. Figure 1 shows the locations of the two installations.
The first installation, Wave Project I, was completed in late summer 1954 on Chevron D platform, Bay Marchand in a water depth of about 30 feet. Data were obtained during five hurricanes and many smaller storms. After more than four years of operation, the instruments were dismantled at the end of the 1958 hurricane season.
A study of the data obtained during Wave Project I indicated that further measurements were warranted. To obtain data from larger wave in deeper water, a second installation, Wave Project II, was placed in operation in late summer of 1960 on a Chevron platform at South Timbalier Block 63. The water depth is about 100 feet.
Vessel Motion Line Control Through Anchor Springiness
Authors: Klotz J.A. 
Published: October 2008

ABSTRACT
This paper concerns the catenary anchor lines used to anchor floating work vessels such as pipe laying barges, drilling vessels, and derrick barges. An anchored vessel in a sea-way behaves somewhat like a mass suspended between springs and acted upon by an oscillating force field. The mass will vibrate; the amplitude and frequency of this vibration depends upon the natural resonant frequency of the mass spring system, the frequency of the exciting force field, the size of the mass, the springiness of the springs, and damping. In a similar way a vessel in a sea-way will surge, pitch, and heave depending upon the wave periods, the size of the vessel, and the springiness of the anchor lines. For such a vessel, we do not have any control over the exciting force field, the size and frequency of the waves; nor do we have control over the mass of the vessel. But we can control the springiness of the anchoring system.
The analysis developed in this paper suggests that the springiness of an anchoring system can be controlled by changing the pretension in the anchoring system, by changing the weight of the anchor lines (through use of wire line or chain), and by using a compound anchor line consisting of an upper light weight, wire line section and a lower heavy weight, chain section.
The relationship between vessel motion and the anchor lines is shown by means of a specific example using an 880 ton vessel for which response functions have been previously published. The calculations illustrated in the paper suggest that the use of chain anchor lines results in less surge than use of wire lines and that inappropriate design of an anchor line consisting of wire and chain can lead to very large surge motions.

INTRODUCTION
Several years ago I visited many of the floating drilling vessels operating in the Gulf of Mexico in order to try to learn how the operators of these vessels adjusted their anchoring systems to keep the vessel on station and to minimize anchor line damage during storms. The things that I learned confused me. Some barge captains advocated slackening all lines before a storm other captains advocated tightening the lines. Some of the operators maintained that chain anchor lines were far superior to wire lines; others preferred wire.
In order to reduce this seeming chaos to a degree of rationality, I attempted to devise a mathematical analysis of vessel motions as they might be affected by the anchoring system. Then, I discovered a Rand Corp. memorandum written by J. J. Leendertse1 that appeared to cover some aspects of the situation. This present paper is based in part upon Leendertse's analysis.
As usual, when we attempt to apply formal mathematics to a complicated problem, we learn that many assumptions and simplifications are necessary to reduce the complexity of the mathematics to a point where some practical calculations can be made. This paper is no exception.
S7000: A New Horizon
Authors: Faldini Roberto 
Published: October 2008

Abstract
The Saipem 7000 (S7000) is now being upgraded to also perform deepwater pipeline installation. The upgrading works, to be completed in spring '99, will allow the S7000 to install pipelines from 4-inch to 32-inch diameter, in excess of 2000-m water depth and without affecting its unique lifting capability. The system will comprise the fabrication of a J-lay tower, 130 meters high, capable of handling quad-joints of 49-m length. The tower will house three conventional track-type tensioners, of 175 tonne capacity each, two working stations and a friction clamp system with 1000 tonnes holding capacity. For abandonment and recovery operations (A&R), a double capstan winch of 550 tonnes, will be installed on deck.
The system has been designed to allow for future upgrade up to 2000 tonnes pulling capacity and the use of an innovative electron beam welding system currently under development by Saipem/TWI[1].
In addition to installing the pipe-laying equipment on the S7000, a major marine upgrade is being undertaken. In particular two new, retractable, azimuth thrusters units will be added. The thrusters will be integrated within a completely new DP system of the latest generation, able to communicate with the most sophisticated surface and underwater reference systems. The increase of the propulsion system together with the existing station-keeping capability of the S7000 will enhance the operability in unfavorable environmental conditions. The first application of the S7000 in J-lay configuration will be in the Gulf of Mexico to install flowlines associated with the Exxon Diana Project.
This paper provides an overview on the advantages of the J-lay technology for deepwater pipeline installation and describes the vessel characteristics and the potential for further upgrading.

1.0 Introduction
S7000 is up to now the largest world SSCV, with its unique capability to lift structures weighing up to 7,000 tonnes (single crane mode) or 14,000 tonnes (twin crane mode) fully acting in class 3 Dynamic Positioning (DP) mode.
The S7000 is now being upgraded to also perform deepwater pipeline installation. The upgrading works, to be completed in spring '99, will allow the S7000 to install pipelines from 4-inch to 32-inch diameter, in excess of 2000-m water depth and without affecting its unique lifting capability.

2.0 Reason of the conversion
In the offshore industry the market request is sharply varying. Deep-water field development, TLP/Spar buoy/FPSO technology are accompanying and replacing the conventional construction methods (e.g. fixed platforms, GBS, trunklines/ flow-lines in relatively shallow water). Consequently offshore contractors face constantly decisions to meet or to anticipate the demands of the market.
Saipem has decided to reconsider deeply the S7000 future, and, performing his evaluation, has fixed the following targets:S7000 shall keep the actual heavy lifting capabilitiesS7000 shall enters in the ultra deep water-depth pipe-laying market
A major conversion to transform the SSCV also in J-lay vessel of trunk-lines/flow-lines has then been sanctioned.
Influence of Lay Barge Pipeline Laid Motions on a Deep Water Under Tension.
Authors: Brewer William V. , Dixon David A. 
Published: October 2008

ABSTRACT
Tensioning is a prime requirement for laying deep-water pipelines. Of the several new or improved pipe laying methods which have been proposed, or even utilized, all require tensioning of the pipeline to minimize stress in the critical area. In these methods the use of a stinger is optional.
Dixon and Rutledge produced charts by which the minimum tension and angle of inclination could be determined for laying pipelines in intermediate and deep waters. The pipeline is freely suspended from the sea floor up to the stinger, or to the lay barge if no stinger is used. It takes a shape over its unsupported length which differs from a natural catenary at its ends due to the pipeline stiffness.
In the present work the authors have employed the same mathematical technique to study the sensitivity of a tensioned pipeline to lay barge motions, i.e., surge, heave and pitch. Two general trends emerge from the results, which are presented both in the form of graphs for several sizes of pipeline and for water depths up to 1,000 ft, and in the form of dimensionless charts. Surge, and to a lesser degree heave, is influential in shallow or intermediate water depths. Pitch becomes a critical parameter in deep waters where the tension is large.
The influence of a sloping rather than horizontal sea floor is also studied in this work. It is shown that for a practical range of slopes the prior analysis gives a satisfactory description of the configuration. However, additional curves, which have been provided, are required to make application of the previous results.

INTRODUCTION
As offshore production moves to everincreasing water depths there arises a growing demand for means of laying deeper and larger pipelines. Many new techniques have been proposed for meeting this demand; some have become practice while others are still in the development stages. Most of these methods have one important feature in common -- the use of tensioning in order to increase the unsupported length of pipeline and shorten (or eliminate) the conventional stinger. As operations move to deeper water it seems reasonable to expect the unsupported segment of the pipe to become much greater.
Recently, the Lavan pipeline, one of the world's deepest, longest and largest underwater pipelines,1 was laid in 290 ft of water using an abbreviated stinger and constant tensioning, Fig. lA. The same organization which laid this pipeline is currently building the world's largest pipe laying barge, which will be equipped with a means for applying tension, and will be capable of laying 48-in. pipe.2Another contractor, known for laying pipe from reels, found it advantageous to develop a torque converter by which a constant amount of tension could be maintained.3 It is important to point out that constant tensioning helps to reduce the influence of lay barge motions.
Still others have proposed total elimination of stingers. One such suggested technique was to lay the pipeline from the vertical derrick of a drilling vessel, similar to running drill pipe.4
Ocean Currents Offshore Northern Angola
Authors: Cooper Cortis K. 
Published: October 2008

Abstract
Large oil fields have recently been discovered in the deepwaters near the Congo River off northern Angola and Cabinda. Major facilities will soon follow. The metocean environment in this region is generally benign though little is known about ocean currents. Until 1990 there had only been a few synoptic measurements of currents but this is changing. Since 1990, Chevron has collected one year of moored current data, two years of wind data, three months of near-surface drifting buoy data, and two years of ADCP profiles from a drilling rig. All the measurements have been taken in roughly a 90-km square around the Congo Canyon, a deep east-west trench originating at the mouth of the Congo River. The paper shows a number of interesting processes that have important potential impact on deepwater drilling and facilities design and operation. These include 100 cm/s shelf waves, 150 cm/s river plume, 150 cm/s near-bottom jets, and turbidity currents. Some of the processes are no doubt observed in other low latitude sites, especially near large rivers.

Introduction
In the past two years, exploration in the deepwater off Northern Angola has discovered several billion barrels of oil in water depths greater then 400 m (Figure 1). Chevron is now designing major new facilities to produce these deepwater reserves. Metocean conditions are a key element in safely delineating and economically producing these frontier fields, as well as responding to oil spills.
In general, the wind and wave environment in the region is benign and well understood. Cardone1 et. al report on an extensive hindcast of winds and waves in the region and indicate 100-yr design maximum wave heights of 6–7 m, roughly a factor of five less then the North Sea or Gulf of Mexico. These waves reach the region as swell, having been generated by stronger winds hundreds of km to the south. Local winds are dominated by the SE Trades with a mean speed of 4 m/s although these are occasionally interrupted by brief squalls. A strong land-sea breeze is evident within about 30 km of the coast. Astronomical tides in the region are small with a mean elevation range of 1.2 m generating mild currents of less then 10 cm/s on the slope and outer shelf.
Much less is known about non-tidal currents in this region. Published work is limited to studies by Berrit2, Meulenbergh3, Wauthy4, and Eisma and Van Bennekom5. These studies involved synoptic CTD sections and limited synoptic current profiles within a few km of the Congo River mouth. Heezen6 et al. studied turbidity currents in the Congo Canyon and convincingly argued that they are responsible for the long deep trench at the mouth of the river (Figure 2).
The limited historical measurements show a stronginfluence from the Congo River, not surprising given that it has an average discharge of 40 k m3/s making it second only to the Amazon. Larger-scale oceanographic studies indicate that there are no strong permanent currents - the Benguela Current breaks away from the southern African coast well south of northern Angola.
Computing Soliton Currents from Synthetic Aperture Radar Images of the South China Sea
Authors: Lai David Y. , Ebbesmeyer Curtis C. 
Published: October 2008

Abstract
Solitons (solitary internal waves) are generated by the interaction between tides and bottom topography. Energetic solitons with vertical density displacements of over 100 m, accompanied by 3-plus knot surface currents, are often observed in the South China Sea. The strong episodic currents associated with these internal waves have significantly affected offshore oil operations.
A space-borne synthetic aperture radar (SAR) has the ability to provide all-weather imagery of ocean surface roughness. These images cover swaths of ~50 km at a spatial resolution of ~20 m. These lines are manifestations of surface roughness variations due to the modulation of short surface waves as they propagate through the spatially varying soliton surface currents.
An inversion model is developed to retrieve surface currents of solitons from SAR images. This data inversion is based on iterative fitting of SAR data to models of wave-current interaction, radar scattering and SAR imaging. The inversion model is applied to Space Shuttle SAR images of solitons in the South China Sea, and the surface currents thus retrieved are compared with in-situ current measurements. Due to the large area coverage and fine resolution, the ability to obtain accurate surface currents from SAR images makes them a cost-effective means for assessing soliton currents for offshore platform design.

Introduction
Solitons are generated by the interaction between tides and bottom topography. A packet of several solitons is typically generated at a time. The width of an individual soliton can range from 100 m in the New York Bight1 to several km in the Sulu Sea2. The length of a soliton can extend to more than 50 km1–6.
Extensive oceanographic surveys in the South China Sea near Pratas Reef southwest of Taiwan (Figure 1) revealed energetic solitons with vertical density displacements of over 100 m, accompanied by 3-plus knot near-surface currents5,6. Studies using a ray tracing model indicate that solitons in this area are generated between Batan and Sabtang Islands in the Luzon Strait, more than 500 km to the east of Pratas Reef5,6. After being generated at the source region, the solitons propagate westward towards the continental shelf. The presence of strong currents associated with these solitons has significantly affected offshore oil operations.
Genesis Risk Management Program
Authors: Visser Robert C. 
Published: October 2008

Abstract
An "expanded", qualitative risk management program was used for the design and construction of the Genesis Deepwater Spar located in the Gulf of Mexico. This program focused on the hazards associated with our project's unique technology/designs and the conventional high risk systems. The three key processes used were risk assessment, risk control and communication. The risk management program was beneficial in identifying and resolving potential technical, safety and environmental hazards, providing a mechanism for making cost effective decisions based on risk exposure, and facilitating earlier input to the design from all the diverse groups involved in the project. The paper will describe the scope, drivers, strategies, major processes used, major risk assessments conducted, lessons learned and benefits of the risk management program.

Introduction
The public, stockholders and corporate management are demanding improved safety and environmental performance. To support the demand for improved safety and environmental performance, formalized risk management processes have become more commonplace in the offshore oil industry. For example, within the last 7 years we have seen the implementation of the requirement for a Safety Case in the UK and other countries, and the issuance of API Recommended Practice 75 (RP75) Recommended Practices for the Development of a Safety and Environmental Management Program for Outer Continental Shelf Operations and Facilities.
Most risk management programs instituted for new shallow water offshore developments in the Gulf of Mexico, have followed API RP75, and deal mostly with production facility process hazards analysis, and fire and emergency planning.
New deepwater developments in the Gulf of Mexico are using new or limited-experience technology for which "common" industry design standards do not apply or are still under development. The lack of established standards, coupled with industry's limited experience with floating facilities like Spar's, TLP's, and deepwater risers, require expanding risk management beyond the standard process facilities hazard analysis to ensure that the unique hazards associated with the entire installation are identified, assessed, and mitigated in a cost effective manner.
This paper will describe a qualitative, fit-for-purpose risk management program used during the design and construction of the Genesis Project, a new Gulf of Mexico deepwater offshore producing installation. It will describe the scope, drivers, strategies, major processes used, major risk assessments conducted, lessons learned and benefits of the risk management program.
Managing a Safe and Efficient Startup for the Genesis Project
Authors: Williams Albert  J. , Sabrier J.J. 
Published: October 2008

Abstract
The Genesis Development Project was Chevron's first deepwater project and the world's first Drilling & Production SPAR. With very little precedence to guide the efforts of Genesis, new processes were continuously being developed to provide road maps for the unique challenges the project team faced. One of those unique challenges was managing facility hook-up, commissioning, and startup activities during the offshore phase of the project. Successful execution of these activities during the last stage of the project had a wide range of cost and schedule ramifications on the completion of the project.
This paper will review the commissioning and startup work plans, processes, and tools that were developed and implemented to enable the integration of these activities to be accomplished, without compromising safety, while minimizing adverse impacts to project cost and schedule.

Introduction
The Genesis Facility is located offshore Louisiana in Green Canyon Block 205, approximately 150 miles south of New Orleans. Water depth at GC 205 is 2650 feet. The facility consists of several major components:SPAR Hull - 122 feet diameter × 705 feet lengthMooring System - 14 linesTopsides Modules - Drilling, Utility, and Production Deck - Each 185 feet × 185 feetTopsides Production Facilities rated for 55,000 BOPD and 72 MMCFDQuarters Building - 110-man capacity permanent w/ 32-man temporaryOil & Gas Export Risers connected to departing PipelinesProduction Risers for 16 wells and 4 spare slots for future wellsRetrofitted Drilling RigRemote Operating Vehicle (ROV)
Considering the large scope of work activities to be completed offshore, key stakeholders were identified for coordinating the startup activities for each of the SPAR's major components. Startup of the hull and mooring systems, the drilling rig, and the ROV was coordinated by those Contractors who had primary responsibility for the design, construction, and operation of those systems. Startup of the Topsides production and utility systems was coordinated by Chevron.

Facility Startup Management Plan
The purpose of the Startup Management Plan was:to provide a common communication tool for all teams involved in startup;to provide guidance for the management of facility and personnel resources during execution of startup activities; and,to provide a framework for prioritizing startup activities to allow safe execution of all activities, within the schedule and budget constraints of the project.