Day 2 Tue, May 05, 2020最新文献

{"title":"Offshore LNG and Gas Monetization","authors":"F. Alabi","doi":"10.4043/30602-ms","DOIUrl":"https://doi.org/10.4043/30602-ms","url":null,"abstract":"\u0000 An anticipated acceleration in LNG's commoditization, driven by factors such as increased natural gas demand and newfound confidence in its potential as a marine fuel and as the cleanest of the fossil fuels, having lower emissions than either coal or oil fired power generation is expected to hand it a much larger role in global energy markets. The deployment floating liquefied natural gas (FLNG) facilities, becomes increasingly important as an option to achieve this task rather than an onshore facility. Jettyless LNG transfer concept could cut total project cost by 50%.\u0000 Recent policies in Europe have encouraged the use of renewables, with gas being the obvious complementary source of energy for power generation when these intermittent sources need backup power. A supply chain is the network of LNG from the upstream to the downstream called a distribution channel have three main flows which are the product, information and the finances flow. FLNG is an emerging technology for such fast and cost effective development of technology to unlock smaller, remote or environmentally sensitive fields. LNG Monetization will be thoroughly examined. FLNG however present some novel challenges less on the technical side and more to do with the supply chain, project management, stakeholder engagement, financing, regulation and tax. Understanding regulatory, legal, financing tax issues and engaging with the relevant stakeholders well ahead of investment decisions are keys. Flexibility is also being introduced in LNG Import Terminals, which have the potential to serve as a LNG Hub where LNG is received in bulk volumes from an LNG carrier and is then distributed out through gas pipeline. This solution is applicable when the visiting LNG carrier is connected to the onshore storage without a jetty. This solution enables small-scale LNG transfers to the LNG storage on shore or to the landlocked Floating Storage and Regasification Units. The international natural gas sector was geographically divided into distinct regional markets. The US and Europe supplied mainly by pipelines and Asia supplied by LNG. For all regions, there is a striking difference between the geopolitical context of international pipeline gas business and LNG which will be detailed in this work. The FSRU is lower in cost and can be reused while the land based terminals cannot be relocated. Geopolitics is a central concern for the oil and gas sector and can be viewed as a source of both risk and opportunity as identified by EY. Collaboration in adding values to the LNG business measured by total revenue will be examined in the work.","PeriodicalId":306535,"journal":{"name":"Day 2 Tue, May 05, 2020","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2020-05-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129456633","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Standardization Of Procurement Equipment Specifications: Establishing A Strong Foundation For Oil & Gas Capital Project Development And Delivery","authors":"A. Postema, Tony Ray, B. Jack","doi":"10.4043/30799-ms","DOIUrl":"https://doi.org/10.4043/30799-ms","url":null,"abstract":"\u0000 Industry-wide standardization is needed for operators to manage the $3 trillion in CAPEX expenditure forecast for 2018-2025 (Global Data, 2018), while maintaining competitiveness and mitigating risks.\u0000 With the backing of the World Economic Forum, Joint Industry Program 33 (JIP 33) was initiated to drive industry-level standardization for the procurement of equipment items, moving the industry structurally – across the value chain - towards common engineering designs and solutions established by means of cross-company collaboration.\u0000 Fourteen (14) standard specifications have been delivered to date. Their adoption by 12 major operators is being measured and is progressing well. This enables the program to capture and evaluate successes, challenges, key learnings and feedback. The program is also establishing a process for future maintenance of JIP33 specifications in order to achieve sustained benefits.\u0000 A further 35-40 supplementary specifications are being developed, based on recognized industry or international standards by the end of 2020.\u0000 This paper will present the status of the JIP33 program and showcase some of its early successes, challenges and learnings. Experience with digital requirement developments will be shared, as well as learnings from the adoption and use of the Phase 1-2 specifications by JIP33 members.","PeriodicalId":306535,"journal":{"name":"Day 2 Tue, May 05, 2020","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2020-05-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114119327","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Concrete Breakwater for the Greater Tortue Ahmeyim Project for BP in Mauritania and Senegal","authors":"A. Replumaz, Y. Julien, Damien Bellengier","doi":"10.4043/30534-ms","DOIUrl":"https://doi.org/10.4043/30534-ms","url":null,"abstract":"\u0000 \u0000 \u0000 During summer 2017, EIFFAGE GENIE CIVIL MARINE was invited by BP to bid for the construction of a concrete caisson breakwater protecting an offshore LNG liquefaction floating terminal which will be located 10 km west from Saint Louis, at 33 m water depth on the Mauritanian / Senegalese maritime border.\u0000 \u0000 \u0000 \u0000 The basic design as originally proposed by BP was composed of 18 rectangular concrete caissons laying on an underwater rumble-mound foundation. Dimensions of the concrete boxes were approximatively 63,5 meters long, 32 meters wide and 30 meters high, on a design consisting of multi rectangular cells (128 units/caisson)\u0000 EIFFAGE GENIE CIVIL MARINE answered to the ITB by proposing under an EPC basis an alternate caisson shape optimizing drastically the concrete quantities.\u0000 \u0000 \u0000 \u0000 Alternate caisson dimensions were 54,5 m long, 28 m width, 35m height including a 4 m high crest wall at the top against extreme waves overtopping. The geometry of the caisson has been changed to a 10 lobes caisson. The weight of each caisson is around 16 000 tons.\u0000 As a result of the subsequent FEED studies performed from April 2018 to February 2019, including 3D model testing in basin, Eiffage was able to reduce the amount of concrete required by 40 % compared to the first design, leading to both financial as well as environmental benefits.\u0000 \u0000 \u0000 \u0000 Execution plan involving Mauritania and Senegal\u0000 This infrastructure offers key local content components for this gas field development in each country, something Eiffage had key experience with thanks to an historical presence in the the region : Eiffage started its activities in Senegal more than 100 years ago.\u0000 The original execution plan as proposed by Eiffage for the EPC phase signed in February 2019 was to build the 21 concrete caissons in Dakar-Senegal. A dedicated yard of 12 hectares has been reclaimed besides the actual port of Dakar providing a safe direct access to the sea and the required water depth for the caissons towing.\u0000 As a result, at peak more than 600 jobs will be created in Senegal, with the reclaimed land for the fabrication yard left as a legacy for the port area.\u0000 The underwater rubble mound requires 2 million tons of quarry material. EIFFAGE’s proposal was to produce, transport and load from Mauritania those materials. A specific logistics scheme between the quarry and vessels loading point has been developed including a bypass road around Nouakchott. The transport of the quarry materials requires the mobilization of many trucks. A special safety mitigation plan including dedicated training is being implemented in order to reduce identified risks linked to road transportation.\u0000","PeriodicalId":306535,"journal":{"name":"Day 2 Tue, May 05, 2020","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2020-05-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130732059","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Applying MBSE 2.0 with Intent Aforethought","authors":"Zane Scott, Antony J. Williams","doi":"10.4043/30507-ms","DOIUrl":"https://doi.org/10.4043/30507-ms","url":null,"abstract":"\u0000 The objective of this paper is to provide guidance to the practitioner initiating a model-based systems engineering (MBSE) approach to a system design process. The principles discussed here are applicable irrespective of the domain subject matter of the design and reflect experience drawn from across a range of domains from military-aerospace to property and casualty insurance process to healthcare delivery and subsea oil and gas operations.\u0000 It is well recognized that the oil and gas industry has a substantial problem with cost overruns and schedule delays. Citing a 2014 Ernst and Young study of 365 projects with a proposed capital investment of above US$1b that reviewed project performance in the oil and gas industry They found that 64% are facing cost overruns and 73% are reporting schedule delays. [EYGM, 2014] Matthew Hause and Steve Ashfield tied the solution to much of the overrun and delay problems to a disciplined and integrated approach to systems engineering using MBSE. Hause (2018)\u0000 All too often the move to MBSE begins with an embrace of the idea of MBSE as implemented in a particular configuration. Having heard of MBSE, \"seen\" MBSE in a particular tool, or heard a pitch for some \"industry standard\" approach, the practitioner is tempted to adopt outright the implementation of the MBSE solution that was presented. The reasoning is that, \"the source of the presentation solved their problems by using Tool X so if we buy tool X and start building models, it will do systems engineering for us and solve our problems/make our lives easier.\" This reasoning contains a number of misconceptions that can get the adopter off to a bad start on an important journey. It is the aim of this paper to see that this temptation is avoided and the quality of the choices made is improved.\u0000 NOTE: At many points in the initial journey to MBSE it will seem that the process suggested here slows the progress and makes the choice of MBSE less productive, perhaps even less productive than remaining with the status quo. But this is a confusion of operational speed with strategic speed. The good news is that the slowdown to carefully navigate the considerations and choices on the front end of the journey pays off in a higher quality solution at implementation.\u0000 The \"opposition\" to instituting an organizational MBSE practice most often appears well-taken on the front end. By rejecting MBSE it appears that the design teams avoid creating \"needless\" diagrams, interviewing numerous stakeholders and refining large numbers of requirements. The time not \"wasted\" on paperwork and documentation can be spent on \"real\" design work.\u0000 But this is an illusion. The MBSE process that is avoided turns out to be the very thing that would have mitigated or eliminated the inevitable problems that result from the shortcuts and skipped process steps. Design choices that are illuminated by the MBSE practice often fail to appear and are lost to the team. Preventable problems are missed an","PeriodicalId":306535,"journal":{"name":"Day 2 Tue, May 05, 2020","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2020-05-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124318842","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Offshore Urban Extension of the Anse Du Portier in Monaco","authors":"P. Aristaghes, David Compte","doi":"10.4043/30531-ms","DOIUrl":"https://doi.org/10.4043/30531-ms","url":null,"abstract":"\u0000 As part of the Monaco offshore extension project, Bouygues Travaux Publics is in charge of design & build a maritime infrastructure as the first step of the six-hectare expansion of the city into the sea. This maritime infrastructure consists of a fill enclosed by a band of 18 trapezoid reinforced concrete caissons and will serve as base for construction of the new eco-neighborhood in Monaco. The caisson precasting area is located in the port of Marseilles, using a dedicated floating dock.\u0000 The paper focuses on some of the problems which had to be solved, among which : The optimization of promenade level, searching for : ○a compromise between architectural point of view and safety related to storm wave overtopping, taking into account sea level rise and correlations between extreme waves and water levels;○minimal reflection coefficient for vertical concrete caissons, so as to minimize impact on existing Port Hercules wave disturbance.Caissons and rubble mound foundation stability related to waves and seism, including extra seismic forces due to buildings considering the high reclamation height (up to 40 m) and the immediate proximity of building foundations.The presence of a small craft harbor, whose location was fixed for urbanistic reasons, which requested optimizations in detail of anti-overtopping devices as much as possible integrated in the urban context, including a low crested \"swimming pool caisson breakwater\"Design and build of a dedicated floating yard\u0000 Design has required a multidisciplinary approach (urbanists, landscapers, architects, marine infrastructure engineering, biologists), with unconventional infrastructure solutions due to the very specific context (direct exposure to offshore waves, proximity of sensitive port and natural areas, seismic hazard associated with buildings very close to 25 m high concrete caissons …).","PeriodicalId":306535,"journal":{"name":"Day 2 Tue, May 05, 2020","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2020-05-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121108387","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Improving Mooring Reliability Through Risk Based Monitoring and Inspection","authors":"Suqin Wang","doi":"10.4043/30529-ms","DOIUrl":"https://doi.org/10.4043/30529-ms","url":null,"abstract":"\u0000 Over the last decades, a number of mooring incidents have been reported in the public domain by conference papers and safety alerts. Mooring chain corrosion and fatigue have been reported as dominant incident triggers for these mooring incidents. Corrosion development is closely related to the locations of the mooring site. Fatigue is related toenvironmental conditions as well as mooring configuration for the mooring line load.\u0000 This paper provides a review of the environmental conditions and water quality at offshore mooring sites. Important factors affecting mooring line load and load bearing capacity (mooring line degradation) are investigated. The ship-shaped FPSOs,as a dominant type of floating installationsand with more than two hundred of them currently in service,are the focus of this paper. The performance and uncertainties associated with the mooring system of the ship-shaped FPSO are evaluated.The paper provides recent industry advances onmooring performance simulations, monitoring and mooring incident identification techniques. It is recommended that risk-basedmonitoring and inspectionof mooring system can play an important role in improving mooring reliability and operational efficiency. The key elements includeidentifying critical directions of environmental loads, most loaded mooring lines, and the segments of the mooring line thatsubject to heavy corrosions. Systematical data collection, data sorting,data sharing and optimization of algorithm for anomalyidentification play important roles in effective monitoring.","PeriodicalId":306535,"journal":{"name":"Day 2 Tue, May 05, 2020","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2020-05-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115364614","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}