bluuebunny/crossref_metadata_2025_split huggingface dataset:
Review of the Kilauea Development Strategy
Authors: Marin J.E. 
Published: October 2008

ABSTRACT
The strategy employed by Texaco to develop the Green Canyon Block 6 field was new to its Gulf of Mexico operations. The platform, located in 622 feet of water, is Texaco's deepest Gulf of Mexico structure. The field is small by deep water standards, requiring only five development wells to recover the proven reserves. The economics associated with these reserves and the deep water site necessitated minimal investment costs and a quick on-line date to assure the development's profitability. This paper discusses the fast-track turnkey competitive bidding strategy used to design fabricate, and install the 16 slot deep water platform. This strategy and the excellent performance provided by our various contractors resulted in a minimal cost facility which was delivered several months ahead of schedule. Without this approach, this field might not have been developed.

BACKGROUND
Texaco acquired the Green Canyon Block 6 lease in April 1984 for a 100% bonus of $7.0 million. The lease is located approximately 123 miles south-southwest of Morgan City, Louisiana (see Fig. 1) in water ranging from 400 feet to 880 feet in depth. The Block 6 reservoir play was named after the Hawaiian volcano "Kilauea" by Texaco's geologists. The Project Team used the Kilauea name for the platform as well. A discovery well drilled in March 1985 found several natural gas sands. Two subsequent wells drilled later that year delineated and confirmed the presence of commercial gas reserves and discovered various oil sands. In October 1985 engineering commenced for a platform in 690 feet of water capable of producing 60 million cubic feet per day of gas and 10,000 barrels per day of oil. The proposed schedule (see Fig. 2) had 10 months of engineering followed by two years to bid, fabricate, install, drill and complete the first development well. First production was projected for November 1988.

Project On Hold
In July 1986 the project was put on hold. The major factor led management to this decision was that the industry wide gas bubble was not evaporating and the projected gas prices for first production in late 1988 were very low. The development was very gas price sensitive because the potential oil reserves had been downgraded. The project remained on hold until the late spring of 1987. At that time, a second potential gas play was identified in the northern part of Block 6. These additiona1 potentia1 reserves plus improving price projections for gas in 1989 once again made the development viable. Additionally, the Block 6 lease was due to expire in April 1989. If Texaco was going to develop this lease, it was time to begin.

Selling The "New" Kilauea
The reactivated Kilauea project had been significantly modified. Downgraded oil reserve potential caused the oil processing facility to be sized for 2,500 barrels per day instead of 10,000 barrels per day. Also, the northern reservoir play required a change in the platform location of 2,850 feet. This revised the platform water depth from 690 feet to 622 feet.
Offshore Giant Fields, 1950-1990
Authors: Edwards J.D. 
Published: October 2008

ABSTRACT

OFFSHORE GIANT FIELDS

1950 - 1990
During the past forty years, 125 giant offshore oil and gas fields have been discovered in 28 countries, on five continents. The cumulative reserves discovered in these giant offshore fields is 316 BBOE.
A giant field has an ultimate reserve of 500mill ion barrels of oil and/or gas equivalent. Gas is converted to oil equivalent at 6000 cubic feet per barrel.
Offshore giant oil and gas fields account for 23 percent of the 540 known giants and for a 22 percent of the 1450 BBOE discovered to date in giant fields. Seventy-eight percent of the total oil and gas discovered occurs in giant fields. Five Middle East countries hold 200 BBOE (62%) of the total offshore reserves in 33 fields, with Saudi Arabia alone holding 105 BBOE (32%). The 28 remaining non-Middle East countries hold 116 BBOE unequally distributed in 95 fields. Norway, UK and Mex1co together account for 65 BBOE in 34 giant offshore fields. During the decade of the 80's, only 22 giant offshore fields were found containing only 20 BBOE. Recognizing that economic and politica1 pressures decreased discoveries of offshore giant fields during the 1980's, there still have been very significant declines in the worldwide combined onshore-offshore giant field finding rates from 1960 to 1990. However, the potential for discovery of offshore giant fields is still good due to the variety of exploration frontiers remaining worldwide.
The total world-wide hydrocarbon reserve base from which production is derived may increase into the early 21st Century as additional discoveries and reserve reV1 S1ons are made particularly in the Middle East. Also, eventual crude price increases and/or technology breakthroughs may permit both the aggressive enhanced recovery of conventional oil and the economic development of tar sand and oil shale resources. These techno1ogies will extend "The Age of Oil" through the 21st Century.

INTRODUCTION
During the past forty years (1950-1990), 125 giant offshore oil and gas fields have been discovered in 28 countries, on five continents. (See Figure 1) The cumulative recoverable reserves discovered in these giant offshore fields is 316 BOE. (See Figure 2)

DEFINITIONS
A giant field has an ultimate reserve of 500 million barrels of oil and/or gas equivalent. Gas is converted to oil equivalent at 6000 cubic feet per barrel. Reserves are defined as economically recoverable oil or gas. The lists of giant fields published by Halbouty et. al. (1970), Nehring (1978) and St. John (1980) were Combined and pub1i shed in 1983 by Carmalt and St. John. This paper forms the basis of the giant field list from which offshore giant fie1ds were selected for this paper.
Some past field discoveries not now credited with 500 BBOE may in the future be proven to contain this minimum reserve amount and become categorized as giant fields. In some cases it has taken some as long as twenty years for fields to be recognized as giants.
DISPS Template Component Development
Authors: Villanueva C. 
Published: October 2008

ABSTRACT
The paper outlines the component development programme carried out as part of BP Exploration's DISPS Project. It describes the components identified as being critical to achieving the performance levels for a diverless subsea production system. The scope of testing for new and existing components is discussed and the results of the testing programmes are summarised.
It concludes that the testing programme has been essential in proving the various components and the principles and techniques of the template system.

INTRODUCTION
BP Exploration have been carrying out a deepwater subsea facilities development programme, namely the DISPS Project, since 1985. The main objective being to identify and develop diverless principles, techniques and equipment for water depths between 350-750 metres.
As part of the development work various components and systems were identified as being critical to prove the feasibility of the diverless template system. Where possible existing proven components were utilised but various components were identified as requiring development. The development requirements were for new components needed to satisfy the system approach and modified existing components that required further work to improve their reliability.

DISPS TEMPLATE CONCEPTS
The DISPS template design consists of modular packages configured in an 8-slot template as shown in Figure 1, and discussed in more detail in Reference 1.
The design is based on interconnecting retrievable modules by using vertical or horizontal connectors as shown in Figure 2. Maintenance has been based on achieving high availability by increasing the reliability of components and minimising the effect of component failure on production downtime.
In order to achieve maximum reliability, emphasis has been given to simplicity of component design, use of field proven equipment and minimising the number of subsea connections. The impact of component failure has been minimised by providing over ride mechanisms and by configuring modules in such a manner that components with potentially the lowest Mean Time to Failure are readily retrievable with minimum disturbance to other components or other producing wells.

COMPONENT DEVELOPMENT PROGRAMME

Development Philosophy
The development programme for new components was carried out principally in the following stages:-Preliminary designDetail designFactory acceptance testingIntegration and system testing The components classified under this category were:-Horizontal process connectorHorizontal controls connectorSoft landing equipmentElectro-hydraulic umbilical connectorROV tooling The development programme for existing components was carried out in the following stages:-A review study to establish critical sub elements of the component requiring development testing.Manufacture and testing of the sub elements.Manufacture and testing of the complete assembly.
Operational Assessment of the DISPS Wet Testing Programme
Authors: Watson G. , Villanueva C. 
Published: October 2008

ABSTRACT
Wet trials on the DISPS systems were carried out in 150 metre water depth to test the principles and techniques for a diverless production system. The paper describes the operational philosophy andpractices which were adopted to provide a realistic test. The results of the Inshore Testing are discussed from an operational point of view.
The main conclusion is that the trials were successful and provided confidence and experience in the operation of diverless subsea equipment and systems.

INTRODUCTION
BP Exploration have carried out progressive testing of the DISPS concepts in order to achieve their objective of developing equipment, principles, and techniques for diverless subsea production technology.
The DISPS Project, as outlined in Reference I, comprises a development programme of template systems (including ROV tooling), and the module deployment systems which have been subjected to various stages of testing. Components for the template and the ROV tooling were factory acceptance tested prior to integrating into a Template Test Rig (TTR), representing a full size mock up of one bay of the DISPS template. A comprehensive Land Testing programme was then carried out as reported in Reference 2. The module deployment equipment was subjected to factory testing and then integrated with the Template Test Rig.
The next stage of the work was to conduct the Inshore Testing, ie wet trials of the complete integrated systems, but without hydrocarbons. The main objectives being:To confirm the adequacy of the analytical techniques and assumptions used in the design of the module deployment system.To test the performance at the Remote Guidance Vehicle (RGV) system.To confirm the template module guidance arrangement.To confirm the ROV intervention techniques.To gain operational experience. This paper describes the wet trials test system, defines the operational philosophy, summarises the results from an operational viewpoint, and makes conclusions.

TEST SYSTEM DESCRIPTION

Template Test System
The Template Test Rig (TTR) is based on a representative section of the template as shown in Figure 1 and as described in Reference 2. The TTR, which sits on the seabed and weighs 96 tonnes consists of a base structure, a secondary structure representing the well bay envelope and guidance framework, an ROV adjustable fence, and a four point leveling /locking system. There are three dummy modules ranging in weight from 11 to 21 tonnes. The template components are described in Reference 3, and are housed on the modules or in the TTR.
The TTR is installed and recovered diverless using a spreader frame. An ROV is used to assist in the connection and disconnection of the spreader frame. For recovery of the TTR, the frame is run on two ROV installed guidewires with retrievable connectors. The TTR is levelled remotely from the surface vessel using an acoustic system to monitor levelness.
Performance Trials for a Remote Guidance Vehicle
Authors: Parfitt S.H.L. , Watters A.J. 
Published: October 2008

ABSTRACT
Transfer functions for lateral motion of a negatively buoyant Remote Guidance Vehicle in response to thrust and surface motion are derived from full scale trials at 130m water depth. Va1ues of added mass and drag are derived from these results. The abilities of two control systems to successfully reject the effects of surface motion and hold position are described. Acoustic noise measurements are also presented.

INTRODUCTION
The development of the DISPS Remote Guidance Vehicle (RGV) has been described elsewhere (Reference 1). During this development numerical simulation of the vehicle and its control systems was used to establish the expected performance of the complete system. and the performance required from individual subsystems if the complete system was to meet the design objectives.
Major design features of the RGV are the use of eight high speed hydraulic thrusters. with × and y thrusters mounted near the base of the vehicle in different horizontal planes giving a total nominal lateral thrust in any direction of 8000N; a longbaseline acoustic positioning system (APS) with a 2Hz update rate; and the ability to switch readily between different position and heading control1ers.
Performance trials of the prototype RGV were carried out with the following objectives:To determine the position keeping performance using a proportional integral and derivative (PID) controller working from vehicle position.To establish the benefits of a formalised on-site system identification and controller tuning method using a mu1tivariable proportional and derivative (MVPD) controller. with bothvehicle and barge positions as inputs.To validate or amend the predictions of dynamic behaviour given by the simulation model. to allow similar design methods to be applied with confidence in the future. These trials were performed in Loch Linnhe and operational aspects are described in Reference 2.

TRIALS DEVELOPMENT
The expected dynamic behavibur of the RGV was obtained from simulation results. using a range of hydrodynamic parameters to provide an envelope of motions which might occur in response to top motions of the lift line and thruster forces. The aim of the trials development work was to meet the above objectives by devising a series of tests. relevant to eventual operations. which would quantify the open and closed loop performance of the RGV with and without modules. and allow motions and external disturbances to be measured and then related to the mathematical model of the system.

Modelling
The simulation of the RGV involved both lift line and vehicle dynamics. The liftline. which was assumed to be inextensible. was' simulated using a lumped parameter approach in a finite difference scheme.
The vehicle equations of motion (for six degrees of freedom) were developed following Reference 3, and solved using a proprietary simulation language to provide variable manipulation and graphical output facilities. Hydrodynamic forces were estimated on a Morison I s equation approach, i e summing separate inertia and drag based terms.
Design and Integration of Systems for Veslefrikk A and B
Authors: Langeseth K. 
Published: October 2008

ABSTRACT
The Veslefrikk concept represents a new way to layout an offshore production and drilling facility. A drilling wellhead platform (VFA) is connected to a floating production vessel (VFB), which is a converted drilling rig.
This paper presents the general philosophy for developing the concept, split of systems between the platforms, and highlights specific features of the system design.
Major modifications to the existing rig systems, and handling of the documentations for these systems will be described.

INTRODUCTION

Field Location
The Veslefrikk field is an offshore oil field located as shown in Fig. 1.

Concept Development
During the spring of 1986 the oil prices fell drastically, and this reduced the need for drilling rigs in the North Sea. that time a Norwegian rig owner was constructing a forth generation drilling rig on a four-year charter to Statoil at a South Korean yard. The drilling rig was to be delivered to the rig owner by the end of 1986. Because of the reduced need for drilling rigs as a consequence of the reduced oil prices, Statoil proposed considering the use of the drilling rig as a production vessel at Veslefrikk. A brief study carried out by the rig owner revealed that the rig could be used as a field installation on Veslefrikk in combination with a sub-sea installation. Other concepts than sub-sea installations with transfer of the well stream in flexible hoses to the production vessel were studied in order to reduce or avoid the use of flexible hoses. The final solution was to use a drilling wellhead platform connected to VFB by flexible hoses, and a telescopic bridge. The concept is shown in Fig. 2.

TRANSPORT OF PRODUCTS
Stabilized oil is transported in a 16 " pipeline to the Oseberg A platform and from there in a 28" pipeline to a crudeoi1 terminal at Sture on the Norwegian West Coast. The gas delivered from Veslefrikk is to fulfill the following specifications:Cricondenbar pressure: &lt; 110 bargeCricondentherm: &lt; 40°Water content: &lt; 40 mg/sm3Carbon dioxide content: &lt; 2.0 vol.%Dihydrogen sulphide content: &lt; 2.5 ppmPipeline inlet pressure: 167 barg The gas will be exported through the Statpipe/Norpipe system to Emden in West Germany. The gas export pipeline from Veslefrikk is a 10" line. This is connected to Statpipe at a preinstalled subsea T connection as shown in Fig. 3 and 4. Statpipe is a 30" line while the dimension of the T-connection in 20". At the T is installed valves and piping with the possibility to connect a subsea pig receiver.

GENERAL PHILOSPHY FOR DEVELOPMENT OF THE CONCEPT
During the initial study phase of the project, in the summer of 1986, it became evident that the converted floater could accommodate all process, utility and mud handling required.

VFB
The philosophy for VFB was to keep modifications to a minimum, and to use as many as possible of the existing systems for the production vessel.
Resonant Heave Dumping of Tension Leg Platforms
Authors: Huse E. 
Published: October 2008

SUMMARY
The present paper describes an experimental investigation of the resonant heave ("springing") damping of a tension leg platform column with sharp lower edge. The results show that even the damping due to vortex shedding at the sharp edge (pressure drag) Is linear In velocity. Even at the smallest amplitudes the total hydrodynamic damping is several times larger than can be explained by skin friction.
The paper introduces a theory for calculating the hydrodynamic part of the resonant heave damping. The theory is based on simple wake and momentum considerations. Comparison with the experiments shows that the theory predicts correctly the fact that the pressure drag damping is linear. It also predicts fairly accurately the quantitative value of the damping.

1. INTRODUCTION
Tension leg platforms are normally designed to have their heave roll and pitch resonant frequencies well above the frequencies of the wave spectrum. This is in order to prevent first order wave forces from Inducing excessive resonant motions in these directions, which could lead to serious fatigue stresses in the tethers. However. due to non-linear wave forces there will be some excitation forces occurring at the sum-frequencies of the components in the wave spectrum. Thus there is still a possibility of significant fatigue stresses in the tethers due to resonant heave, pitch and roll. The phenomenon is often referred to as "springing" of the platform.
Present-day theories for second order excitation forces have limitations regarding accuracy. Even more serious is the lack of theory for prediction of the hydrodynamic damping of the very small. high-frequency motions in question. This lack of theory also makes the scaling of model tests uncertain.
The objective of the present paper Is to provide experimental data on the resonant heave damping of TLP columns. Furthermore, it suggests and Investigates the applicability of a calculation procedure for theoretical prediction of the damping. The procedure. would hopefully also assist in providing a rational basis for the scaling of results from model tests with tension leg platforms. The main problem is to evaluate the drag damping due to the shedding of vortices along the lower edge. The basic idea of the present paper IS to apply wake and momentum considerations in such a way that the drag coefficient in stationary flow can be used.

2. THEORY

General
Let us consider a single cylindrical column with vertical axis, having diameter D and draught H. The bottom of the cylinder is assumed to be horizontal, the lower edge being a sharp 90 degrees corner. Fig. 1 shows the geometry.
The cylinder is assumed to oscillate harmonically in vertical direction. The diameter. draught and motion amplitudes are assumed to be such that there is negligible damping due to wave generation. Thus there are only two contributions to the hydrodynamic damping left:Skin friction dampingPressure drag on the bottom of the cylinder due to the flow (vortex shedding) at the sharp edge
Marine Mineral Potential in New Zealand's Exclusive Economic Zone
Authors: Glasby G.P. , Wright I.C. 
Published: October 2008

ABSTRACT
Marine minerals recovered from the New Zealand Exclusive Economic Zone include salt, silica sand and minor aggregate. Irons and gold placers are known but of no commercial interest. Potentially, the most important mineral is the Chatham Rise phosphoresce. With the present depressed agricultural economy, exploitation of this deposit in the near future appears unlikely. Future work is likely to concentrate on manganese crusts and nodules and on hydrothermal mineral deposits associated with the Australian/Pacific plate boundary.

INTRODUCTION
The islands of New Zealand represent an isolated landmass which forms part of a largely submerged sub-continent, the New Zealand Platform. The presently emergent part of this subcontinent represents only a minor portion (-14%) of the total area (2.07 × 106 km2) above the 2000 m isobathic. This platform area initially resulted from the splitting of this sub-continent from Gondwanaland about 80 m. yrs ago. Its development has been associated with an active plate boundary since that time. This has led to the complex morphology and geological history of the area. In addition, late Cenozoic glacial history has played a dominant role in the oceanography and associated phenomena such as sea level and sedimentary regime in the region.
The New Zealand 200-mile Exclusive Economic Zone (EEZ), declared in 1978, extends over most of the submerged sub-continent and significant areas of the surrounding deeper ocean basins. As a result of the occurrence of a number of small, isolated islands (Kermadec, Chatham, Bounty, Antipodes, Campbell, Auckland and The Snares Islands) on the New Zealand Platform, the New Zealand EEZ covers some 4.05 × 106 km 2 making it the world's fourth largest. It has a large latitudinal spread (from 26°S - 56°8). Major bathymetric features of the region include the Lord Howe Rise and Challenger Plateau to the west, and the Chatham Rise and Campbell Plateau to the east of New Zealand, respectively. The Kermadec and Colville Ridges, Havre Trough and Kermadec Trench in the north, and Macquarie Ridge in the south form part of the presently tectonically and volcanically active Australian-Pacific plate boundary.
Most of the presently known marine mineral potential of the New Zealand EEZ can be related either to the effects of past climate change and New Zealand's position across a number of major oceanographic boundaries or to volcanism associated with the active plate boundary. Examples of the former include nearly all of the relict placer deposits on the continental shelf (including iron sand, gold, and aggregate) and the phosphoresces of the Chatham Rise, whilst hydrothermal deposits are related to volcanism.