Day 3 Wed, November 07, 2018最新文献

{"title":"Study on the Material Properties of Aged Steel Exposed to the Arctic Environment","authors":"Fenghua Wen, J. Bond, T. Cheung, P. Noble","doi":"10.4043/29161-MS","DOIUrl":"https://doi.org/10.4043/29161-MS","url":null,"abstract":"\u0000 As the oil and gas industry and international shipping companies push their assets into high latitude marine environments, it is important to thoroughly understand the performance of construction materials exposed to extremely low temperature and / or subjected to high ice loads. In the past, the design considerations have addressed the uncertainty in these areas by adopting conservative approaches. While proven effective, there exists a need for additional testing to gain insight into the safety margin levels that have been implicitly included. The work presented has the potential to lead to a better understanding of how steel materials behave in long-term Arctic conditions.\u0000 This paper presents the results of mechanical property tests of aged steel samples from the Kulluk, an ice-class rated drilling barge. This barge was exposed to the Arctic environment for almost 30 years. The Kulluk was built in Japan in 1983, specifically for exploration drilling operations in the Arctic environment. When the barge was scrapped in 2014, hull steel was selectively harvested. The intent was to conduct tests to better understand the behavior of shipbuilding steels that have endured long-term exposure to Arctic environments.\u0000 As an initial project phase, four sample groups of hull plate, from four different locations of the barge (one below the waterline, one in the ice belt region and two above the ice belt), were chosen for testing. The laboratory tests included tensile tests, Charpy impact tests and hardness tests. The test results indicate that the yield strengths, ultimate strengths, toughness and hardness of the aged steels continue to satisfy the ABS Rules requirements. A degradation assessment of these samples was also performed using these testing results and the limited data available as tracked from the barge's construction stage.\u0000 It is observed that the yield strengths and ultimate strengths remain consistent within the scatter of original or time period data. With respect to Charpy toughness values no conclusions concerning degradation can be made conclusively as the scatter in the data is substantial, especially at low temperatures. The steel in this study that has aged in the Arctic environment appears to maintain its original mechanical properties.\u0000 Based on the study presented in this paper, further studies could be performed such as additional sample tests to increase the reliability of results, material properties test for steel samples with butt/fillet welds to understand the variation of the heat affected zone (HAZ) and Crack Tip Opening Displacement (CTOD) tests to get a better understanding of the material toughness.","PeriodicalId":391061,"journal":{"name":"Day 3 Wed, November 07, 2018","volume":"50 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126970105","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":"Onshore Pipeline Design and Installation Considerations for Northwestern Alaska","authors":"B. Eisler, M. Murrill, T. Walker","doi":"10.4043/29165-ms","DOIUrl":"https://doi.org/10.4043/29165-ms","url":null,"abstract":"\u0000 Ever since oil potential was first discovered on the North Slope of Alaska, oil companies have been drawn to this cold region. Following the 1967 Prudhoe Bay discovery, an increased number of production pads and wells were developed and drilled. The Dalton Highway was built, paving the way for the construction of the Trans-Alaskan Pipeline System (TAPS). More wells were drilled, and large fields were developed. To date, however, development of discoveries on Alaska's North Slope have been limited to a relatively small area comprising Prudhoe Bay, the Kuparuk Area, small outliers of Badami and Point Thomson to the east, and the expanding Alpine field / Colville River area to the west. Development is just starting to extend further west into the National Petroleum Reserve Area (NPRA). The overall developed area encompasses an approximate 133 mile tract of land running east-west along the North Slope's coastal plain, of which, approximately 70 miles extend west of the TAPS pipeline. In comparison, there are approximately 260 to 300 miles between the Chukchi Sea coast and the TAPS pipeline.\u0000 The majority of Alaska's North Slope area is undeveloped with almost no infrastructure. Although there are a few gravel airstrips, including the village of Atqasuk, there are no roads in between that might provide efficient access to oil prospects in Northwestern Alaska from the closest major road artery, which is the Dalton Highway.\u0000 There are offshore U.S. lease blocks in the Chukchi Sea. There are also prospects at Smith Bay. One of the challenges with development of these Northwestern Alaska prospects is bringing their potential resources to market. Options include installing an onshore pipeline from the prospects to the TAPS pipeline. This paper addresses the technical aspects associated with the planning of a major pipeline across Northwestern Alaska (West of TAPS). While non-technical considerations are equally important in the planning of such a pipeline, the topical focus of this paper is to highlight the technical aspects.\u0000 The ultimate goal of such a project will be to install a pipeline system. However, the project costs and routing decisions may be driven more by logistics, the environment, and the associated Right-of-Way access, as opposed to the pipeline construction itself. Furthermore, the shortest straight line route, with the least expected straight line pipe quantities, may not necessarily equate to the least costly route, design, and construction option. This will become more evident once the design aspects for such a pipeline in this area are realized and the impacts from site specific geological, geotechnical, and meteorological conditions are incorporated into the design and installation planning. Having this understanding will help better prepare an organization for permitting approvals and for adjustments once the non-technical risks and external input are considered.","PeriodicalId":391061,"journal":{"name":"Day 3 Wed, November 07, 2018","volume":"183 ","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"120878139","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":"Ridge Loads on Wind Turbine Structures","authors":"K. Croasdale, N. Allyn","doi":"10.4043/29107-ms","DOIUrl":"https://doi.org/10.4043/29107-ms","url":null,"abstract":"\u0000 Wind turbine towers are being planned in ice covered regions subject to pressure ridges (e.g. the Great Lakes). Conical collars are often employed to reduce ice loads from level ice and their associated dynamics. For level ice, downward breaking cones have some advantages. It is not clear if this is the case for pressure ridges. This paper presents an improved method for ridge loads on wind turbines with downward breaking cones and makes comparisons with upward breaking cones.\u0000 First year pressure ridges can be formidable ice features and usually control design ice loads in the sub-Arctic. Important components of a ridge creating ice loads are the consolidated layer at the surface (which is considered as solid ice) and the ridge keel below consisting of ice rubble, but much thicker. The load due to the consolidated layer is usually derived as if it is thick level ice. On a cone, methods for level ice assume it can be idealized as a plate on an elastic foundation (the water) and equations have been developed for upward and downward breaking cones. But for a ridge on a downward cone, to break the consolidated layer downwards requires it to be pushed into the keel rubble below. This will have a different foundation modulus than water buoyancy. A method is developed to account for this difference. The method uses an iterative approach to determine the point of breaking of the consolidated layer (and associated load) accounting for the ridge geometry, keel rubble shear strength, the flexural strength of the consolidated layer and the buoyancy forces. The keel loads on the vertical shaft below the conical collar are based on the method currently in ISO 19906 (2010) but modified to add the effect of additional rubble in the keel from breaking the consolidated layer downwards.\u0000 In examples, it is shown that the breaking force can be about twice that of breaking the consolidated layer without the keel present. This might be seen as a disadvantage for downward breaking cones vs upward breaking. However, it is also shown that the clearing forces on an upward cone are higher; which tends to balance out the lower breaking force. Example loads are given on typical wind turbine bases due to typical ridges. Upward and downward breaking configurations are compared.\u0000 The paper provides new methods for ice loads due to ridges acting on wind turbine structures not currently covered by existing methods.","PeriodicalId":391061,"journal":{"name":"Day 3 Wed, November 07, 2018","volume":"18 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129393335","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":"Transient Flow Assurance Analysis to Optimize Freeze Prevention Procedure in Alaska Nikaitchuq Oil Producers","authors":"D. Cresta, K. Hester, A. D. Lullo, L. Atencio","doi":"10.4043/29136-MS","DOIUrl":"https://doi.org/10.4043/29136-MS","url":null,"abstract":"\u0000 In the Alaskan North Slope field of Nikaitchuq, the standard shut-down strategy of oil producers was to inject warm diesel inside the tubing of the wells for freeze prevention of the tubing. The procedure requires that a Gas Lift Valve (Shear Orifice Valve) located at 2,000 ft be ruptured to displace the tubing fluid inside the annulus. It was desired to evaluate whether this procedure could be avoided to reduce both operational risk and costs associated with this strategy.\u0000 An evaluation was performed using a transient fluid-dynamic simulator based on oil producers. Based on geothermal gradient acquired by DTS fiber optic technology and considering the salinity of formation water, the depth of the tubing under freezing risk was defined. Simulations were performed for both the rate of cooling of the produced fluids in the tubing and the time required to reach ice formation conditions.\u0000 In the paper, we will show that the sweeping effect of gas during production does not allow for water accumulation at the x-mas tree and surface piping. In addition, the vertical geometry in the tubing results that any water present falls below the permafrost line during shut-in conditions. As no bulk water is present in the well inside of the ice stability region, the risk of a blockage from ice is not present during a planned shutdown and the previous preservation strategy is not required.\u0000 The change in the standard operating procedure for planned shutdowns was successfully applied, leading to a marked reduction of costs and reduced down-time with a consequential recovery of otherwise lost production.","PeriodicalId":391061,"journal":{"name":"Day 3 Wed, November 07, 2018","volume":"21 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130952885","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":"Rigid Foam as an Engineered Material","authors":"S. Halcomb, Bryan Oakland","doi":"10.4043/29108-MS","DOIUrl":"https://doi.org/10.4043/29108-MS","url":null,"abstract":"\u0000 The traditional use of extruded polystyrene (XPS) rigid foam insulation has been to control heat flow between building living space and outside environment; however, new information reveals additional ways XPS rigid foam insulation can be used in heavy load roadway, railbed, and airfield applications. The objective of this paper is to provide engineers with a better understanding of the behavior of rigid foam as an engineered insulation material to support transportation infrastructure in cold regions.\u0000 Numerous aspects of foam application and performance are discussed in this paper. Aspects include equivalent thermal resistance of foam vs. soil, normalized stress-strain curves of various rigid foam ultimate compressive strengths, cost comparisons between rigid foam and fill, and recent testing results of rigid foam when applied loadings exceed the ultimate compressive strength under repeated loadings. Testing approach was designed to consider loading associated with heavy equipment active in oil and mining operations.\u0000 Historic design recommendations for use of rigid foam in bearing considerations has been the inclusion of a sustained dead load from which a reduced live load is then utilized. The reduced live load presents challenges in roadway and runway applciations as more fill is required to reduce applied surface loads to lower values, thus disqualifying XPS as a viable insulation solution to support pavement structures under heavy live loads. With the introduction of new data, analysis, and interpretation, XPS is shown to provide a cost-effective thermal barrier between the subgrade and road surface for heavy loads when compared to fill that is sourced far from the construction site.\u0000 The recent testing of both extruded and expanded polystyrene under heavy and repeated loadings, with thermal resistance comparisons, leads to additional understanding of rigid foam as an engineering material.","PeriodicalId":391061,"journal":{"name":"Day 3 Wed, November 07, 2018","volume":"33 12","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114006438","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":"Probabilistic Approach to Determine Combined Sea Ice and Wave Actions","authors":"Mark Fuglem, Jan Thijssen, Paul Stuckey, Somchat Suwan, Qianran Zhang","doi":"10.4043/29167-MS","DOIUrl":"https://doi.org/10.4043/29167-MS","url":null,"abstract":"\u0000 Design of offshore structures for arctic and subarctic regions requires consideration of wave, wind and ice actions. If individual actions are not mutually exclusive, then combined actions also need consideration. ISO 19906 recommends that, when possible, extreme level combined actions should be determined based on the joint probability distribution of the actions. As an alternative, ISO 19906 provides a framework where a user can determine principal and companion extreme actions independently, and sum these with calibrated combination factors applied. While the combination factors in ISO 19906 were calibrated over a range of conditions and platforms, site-specific information is not taken into account when applying the method. In this paper, a procedure is presented for determining extreme level combined actions for sea ice and waves based on site-specific sea ice and wave information, accounting for the joint probability distribution of the actions. The procedure is demonstrated for an example fixed structure on the Grand Banks off Canada's east coast. The results are compared with extreme actions determined using the ISO 19906 combination factors.","PeriodicalId":391061,"journal":{"name":"Day 3 Wed, November 07, 2018","volume":"4 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121933026","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":"Propulsion Technology for Polar Expedition Ships","authors":"Ole-Jacob Irgens, K. Kokkila, S. Hanninen","doi":"10.4043/29125-MS","DOIUrl":"https://doi.org/10.4043/29125-MS","url":null,"abstract":"\u0000 The cruise industry is seeking new markets and products to trigger a growing customer base around the world. As the more traditional cruise ships have become bigger and more geared towards mass tourism in typical locations like the Mediterranean and the Caribbean, there has also emerged a need for smaller niche type of cruises, typically higher end and more exclusive. Exploration of the Arctic and Antarctic is exotic and is seen as the next step after the popular cruises to places like Alaska has become mainstream.\u0000 To enable the cruise industry to conquer Polar region a new generation of cruise ships is entering the market. A common feature for all of these is that they are smaller ships with more luxurious accommodation. Strong focus on safety, customer comfort along with sustainability and low environmental footprint are also all key drivers in this market. To achieve these objectives some of latest technology in terms of propulsion, power generation and distribution, navigation and digital solutions is critical. As per today more than 25 such expedition cruise ships are on order, most of which have been contracted in 2017.\u0000 Ensuring the safety, comfort and satisfaction of 100s if not 1000s of passengers and crew in such inhospitable regions is no mean feat. Through the experience and innovation in hip power management and propulsion systems some companies have become the leader in providing these type of solutions to the cruise industry. The past 25 years the leading companies have worked closely with ship owners, operators, designers and shipyards to develop the technical that is now setting the standard in the cruise industry.\u0000 Historically, naval architects have tackled these issues independently, working within rules developed by individual classification societies. However, the exhaustive harmonization work done in developing the IMO's new Polar Code has delivered a type of equivalence in structural and machinery specifications, as set out in the International Association of Class Societies Unified Requirements for Polar Class (PC) ships, which come into force on 1 January 2017.\u0000 Podded propulsion systems offer major safety benefits for ice-going vessels and has built a strong track-record across the sector, as demonstrated by the fact that it already satisfies IMO's Polar Code requirements and is available with PC notations suitable for a range of ice conditions. This level of confidence stems from past performance, with more than 60 vessels now in operation or ordered working in icy waters, including Pechora Sea, Kara Sea, Ob Bay, and Yenisei River.\u0000 In addition to ice-going ships, today, around 100 cruise ships are fitted with podded propulsion, including the world's largest such vessels - Royal Caribbean's Oasis class. In fact, due to better vessel maneuverability, improved passenger and crew safety, greater fuel efficiency and lower total cost of ownership, podded propulsion have largely superseded conventional shaftline propulsio","PeriodicalId":391061,"journal":{"name":"Day 3 Wed, November 07, 2018","volume":"89 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132687919","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":"Deep Recurrent Neural Network DRNN Model for Real-Time Multistage Pumping Data","authors":"S. Madasu, Keshava P. Rangarajan","doi":"10.4043/29145-MS","DOIUrl":"https://doi.org/10.4043/29145-MS","url":null,"abstract":"\u0000 A new real-time model was developed, based on a deep recurrent neural network (DRNN), to predict response variables, such as surface pressure response, during the hydraulic fracturing process. During the stimulation process stage, fluids are inserted at the top of the wellhead, and the flow is driven by the difference between the hydrostatic pressure and reservoir pressure. The major physics and engineering aspects in this process are very complex; quite often, the measured data includes a large amount of uncertainty related to the accuracy of the measured data, as well as intrinsic noise. Consequently, the best approach uses a machine learning-based technique that can resolve both temporal and spatial non-linear variations.\u0000 The approach followed in this paper provides a long short-term memory (LSTM) network-based method to predict surface pressure in a fracturing job, considering all commonly known surface variables. The surface pumping data consists of real-time data captured within each stage, including surface treating pressure, fluid pumping rate, and proppant rate. The prediction of a response variable, such as the surface pressure response, is important because it provides the basis for decisions made in several oil and gas applications to ensure success, including hydraulic fracturing and matrix acidizing.\u0000 Currently available modeling methods are limited in that the estimates are not high resolution and cannot address a high level of non-linearity in the treatment pressure time series relationship with other variables, such as flow rate and proppant rate. In addition, these methods cannot predict subsurface variable responses based only on surface variable measurements. The method described in this paper is extended to accommodate the prediction of diverter pressure response.\u0000 The model presented in this paper uses a deep learning neural network model to predict the surface pressure based on flow rate and proppant rate. This work represents the first attempt to predict (in real time) a response variable, such as surface pressure, during a pumping stage using a memory-preserving recurrent neural network (RNN) variant (for example, LSTM and gated recurrent unit (GRU)). The results show that the LSTM is capable of modeling the surface pressure in a hydraulic fracturing process well. The surface pressure predictions obtained were within 10% of the actual values. The current effort to model surface pressure can be used to simulate response variables in real time, providing engineers with an accurate representation of the conditions in the wellbore and in the reservoir. The current method can overcome the handling of complex physics to provide a reliable, stable, and accurate numerical solution throughout the pumping stages.","PeriodicalId":391061,"journal":{"name":"Day 3 Wed, November 07, 2018","volume":"28 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"122361404","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":"Global Mooring Loads for Semi-Submersible Station Keeping in Pack Ice","authors":"Jan Thijssen, Mark Fuglem, F. Ralph","doi":"10.4043/29166-MS","DOIUrl":"https://doi.org/10.4043/29166-MS","url":null,"abstract":"\u0000 Approaches are presented in this paper for estimating the global mooring loads and response of a semi-submersible drilling rig, as a result of pack ice loading. The focus is on loading events from pack ice conditions relevant to the Grand Banks, where the pack ice typically consists of small floes and limited concentrations. The current practice for semi-submersible drilling operations on the Grand Banks is to avoid contact with pack ice by disconnecting and moving off-station in the event of an ice incursion. From a global loads perspective this may be unnecessary, given that the typical pack ice is of low severity and mooring loads may well be within acceptable limits.\u0000 To be able to operate in pack ice while moored, operators need to demonstrate that the moored semi-submersible will have sufficient structural and mooring capacity to withstand the ice loads. Some existing semi-submersible hulls have ice strengthening in place as specified by a classification society, with associated allowable operating criteria in terms of ice conditions. These operating criteria are to ensure sufficient structural capacity given the ice conditions. No standardized approaches are currently available to quantify global pack ice loads and associated offsets for moored semi-submersibles, which are needed to assess the required mooring capacity. The objective of this paper is to address this gap and present approaches that can assist in specifying allowable operating criteria for station-keeping in pack ice.","PeriodicalId":391061,"journal":{"name":"Day 3 Wed, November 07, 2018","volume":"31 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127288111","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":"The Challenges of Arctic for Oil and Gas Pipeline Design","authors":"A. Al-Showaiter, C. Fan, B. Abdalla, C. Mckinnon","doi":"10.4043/29141-ms","DOIUrl":"https://doi.org/10.4043/29141-ms","url":null,"abstract":"\u0000 It has been discussed that about a quarter of the world untapped oil and gas reserves are located in the Arctic. Development of such prospects has faced challenges, both operational and design-related. Operational challenges include geographic location and associated working conditions, such as remoteness, prolonged darkness, communications and equipment reliability; climate conditions, such as low temperatures and ice coverage; unique characteristics of arctic development, such as high reliability requirements and extremely long tie-backs; and environmental conditions and regulations due to the extremely sensitive Arctic ecosystem. The design related challenges include design conditions, loadings and material issues that are unique to the area and environment and that arise from unique arctic operational and environmental conditions.\u0000 Due to those challenges, the design of pipelines in the Arctic area requires the consideration of design conditions that do not apply elsewhere, such as ice gouging, frost heave and permafrost. Advanced numerical analysis is apt to play an important role in addressing these challenges and to bridge the technology gaps that still exist in order to enable optimized developments to proceed.\u0000 This paper opens with a review of the main arctic challenges for pipeline design followed by the benefits of using advanced numerical techniques to address problems relevant to the design of pipeline in the arctic environment.","PeriodicalId":391061,"journal":{"name":"Day 3 Wed, November 07, 2018","volume":"84 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2018-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126201685","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}