tanker offtake system for arctic: experience and challenges
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Tanker Offtake System for Arctic: Experience and Challenges Alex Iyerusalimskiy, Marine Engineering Lead
The United States Association for Energy Economics Conference (28 – 31 July 2013)
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Cautionary StatementThe following presentation includes forward-looking statements. These statements relate to future events, such as anticipated revenues, earnings, business strategies, competitive position or other aspects of our operations or operating results. Actual outcomes and results may differ materially from what is expressed or forecast in such forward-looking statements. These statements are not guarantees of future performance and involve certain risks, uncertainties and assumptions that are difficult to predict such as oil and gas prices; refining and marketing margins; operational hazards and drilling risks; potential failure to achieve, and potential delays in achieving expected reserves or production levels from existing and future oil and gas development projects; unsuccessful exploratory activities; unexpected cost increases or technical difficulties in constructing, maintaining or modifying company facilities; international monetary conditions and exchange controls; potential liability for remedial actions under existing or future environmental regulations or from pending or future litigation; limited access to capital or significantly higher cost of capital related to illiquidity or uncertainty in the domestic or international financial markets; general domestic and international economic and political conditions, as well as changes in tax, environmental and other laws applicable to ConocoPhillips’ business and other economic, business, competitive and/or regulatory factors affecting ConocoPhillips’ business generally as set forth in ConocoPhillips’ filings with the Securities and Exchange Commission (SEC).
Two strong trends in world maritime trade can be highlighted over several decades: Seaborne oil trade is steadily growing (might imply increased risk) Oil spills are continue to decline (encouraging)
1970’s146 bbl/mbbl
20120.4 bbl/mbbl
Introduction
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Crude oil shipping in the Arctic Tanker trade in the Arctic remains just a fraction of overall world tanker
operations An AMSA study in 2000’s noted over 6,000 ships per year were recorded in the Arctic,
but only 200+ were tankers
Most shipping traffic in the Arctic is in waters that are either permanently or seasonally ice-free
Exceptions include the year-round export of the concentrates from Dudinka and the nickel from Deception Bay
This status began to change in 2008 with the opening of the first year-round crude oil export system from Varandey terminal located in the ice-covered part of the Barents Sea
No medium or large oil spill has been recorded in the Arctic ice from tankers
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Introduction Continued
Varandey Year-Round Arctic Marine Crude Oil Offtake System
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A Success Story
The following technical presentation is only intended to provide an example of ConocoPhillips' past experience in Russia.
Murmansk
Open Water Tankers to Market
Approximate seasonal ice boundary
Varandey
Transshipment Point
LUKOIL and ConocoPhillips Joint Venture NaryanMarNefteGaz (NMNG)*
*ConocoPhillips is no longer a partner in NMNG Joint Venture
Source: Design Challenges for Large Arctic Crude Oil Tanker by A. Iyerusalimskiy and P. Noble. ICETECH 2010
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Varandey Project Overview
Arctic Shuttle Tanker
FSOBLS
FOIROT
7
Varandey Project Overview: Key Components
Design Basis Environment conditions
Dynamic area of first-year pack ice in the extreme years up to 1.5 m
The ridge thickness may reach 9 – 10 m
Ice drift of various directions at FOIROT up to 1.5 – 2.0 knots
Air temperature as low as -40oC with -45oC as extreme value
Wave height at loading point may exceed 4.2 m
The ice transit distance may exceed 250 nautical miles
Reliable and safe ice transit to ice-free Murmansk year-round No icebreaker support on transit route Reliable and safe operations at the FOIROT year-round Ice management and tug assistance at the FOIROT are provided
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Icebreaker Shuttle Tanker: Key Project Element
Design Basis
Technical Requirements,Specification
Ice performance
Icebreaking concept and propulsion system
Hull form, Resistance and Powering
Winterization
Ice Class and hull strengthening
Arctic Features
Common design issues to be addressed for any vessel intended for Arctic operations
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Arctic Design Challenges
There was no precedent
for an icebreaking crude oil tanker
of this size
Design
No trafficability
data
No full-scaleperformance
data
Very limited full-scale
Ice loads data
No icebreaker support
Work on schedule
Icepressure
Maneuverability
Backing performance
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Varandey-Specific Arctic Design Challenges
Load case Design Ballast CommentsAhead 2.8 knots 3 knots 1.5 m level
ice + 20 cm of snowAstern 2.95 knots 3.4 knots
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Ice Performance and Hull Form
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Propulsion and Power
ARC 6 Required
• 23 MW+
Initial Ice Model Test
• 17 MW
Specified and Class Approved Power
• 20 MW• Ice Q = 1.5
bollard Q
Rules on ice class selection need to be validated for large ships Arc 6: Ramming is not allowed Arc 7: Ramming is allowed Eliminating the necessity of backing and ramming provides the
opportunity to lower the ice class from Arc 7 down to Arc 6 without compromising safety, but rather increasing it
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Propulsion, Power and Rules
The azimuthing propulsion concept improves maneuverability and provides good steering ability while going astern Increased use of backing and Icebreaking astern in ice Changed the icebreaking pattern around the hull Most classification societies have not yet fully adopted changes reflecting this
new icebreaking technique
B-IB-II B-III
AI-IAI-III
A-I+A-I AI-IAI-III
A-IAI-IAI-III
C-I B-IB-II B-III
Russian Maritime Register of Shipping LU 6 Ice Class Requirements
Specification Ice Strengthening Requirements
TURNI NG DI RECTI ONConventional
Podded
Active icebreaking and high loads zone
Most strengthened region
Leaststrengthened region
TURNI NG DI RECTI ONConventional
Podded
Active icebreaking and high loads zone
Most strengthened region
Leaststrengthened region
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Ice Class and Hull Strengthening
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Varandey Icebreaking Tanker: State of the Art
Length Overall 257.0 m
Length b.p. 234.7 m
Beam 34.0 m
Design draft 14.0 m
Deadweight/Displacement 71254/92047 MT
Open water trial speed 15.8 knots at 15.7 MW shaft power
Icebreaking capability at 3 kn 1.5 m of ice + 20 cm of snow
Propulsion system Diesel-electric, 2 X Azimuthal Units
Total installed power 27,300 kW
Propulsion power 2 X 10,000 kW
Cargo oil tank capabilities (approx.) 85,000 m3
RS Class KM, *ARC6, 2AUT1 “OIL TANKER” (ESP)
Double hull, twin screw icebreaker tanker is the largest vessel for Arctic today Ice performance equal or exceeds most of modern non-nuclear icebreakers Utilizes bi-directional concept: equal icebreaking ahead and astern New Technology: AZIPODs; Ice Loads Monitoring System
System Bridge Monitor
Source: The Interim Results of Long-term Ice Loads Monitoring on the Large Arctic Tanker by A. Iyerusalimskiy
at.al. POAC 2011
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Effective Ice Loads Monitoring System
Purpose: Risk mitigation and safety of
ice navigation Potential operational cost
reductions Validation of the criteria and
requirements to be used for new Arctic ship
Validation of ice stress monitoring system concept
Ice loads statistics collection and operational data analysis
System developed by ConocoPhillips ABS Samsung Heavy Industry
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System OverviewDesign, Installation & Commissioning 2008-2009
Accelerometer:Ship’s response
Camera system:Ice thickness monitoring
GPS, Anemometer,Azipod data processing:Navigation info.
LVDT:POD deflection Strain sensor:
Ice load monitoring
System Configuration
2.536 MN Max Force
0.1
1
10
0.1 1 10 100Pr
essu
re (M
Pa)
Area (m^2)
Maximum Bow Pressure Area Curve and Force
Pressure_B123934Pressure_B130813Force_B224959Force_B124524Force_B123934Force_B130813Limiting PressureMax Force
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Ice Loads Monitoring System
Three 70,000 DWT Arctic tankers have been delivered by SHI shipyard in 2008-2009 and chartered by NMNG
First crude oil lifted on June 08, 2008 (five-year operation) Never missed the cargo (Some offloading delays at FOIROT) Over 500 crude oil lifts performed (over 250 MM bbl) No icebreaker escort ever required for transit, but ice management
is used at offloading terminal The vessel meets specification requirements, but operational
performance significantly exceed predictions
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Varandey Experience and Learning
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec0
20
40
60
80
100
120
0123456789101112131415
Average winter Severe winter Speed Average winter Speed, Severe winterSpeed, Actual. Laden
Perc
enta
ge o
f max
imum
di
stan
ce o
f the
yea
r, %
Spee
d, k
nots
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Varandey Experience and Learning: Average Transit Speeds
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Varandey: Lessons Learned
The challenges and the lessons of the Varandey project could be projected on the design process and operations of other large ships built for a similar purpose
Several factors found crucial for Arctic Tanker Offtake System development: Vessel concept should be developed at the early stage of the project State of the art icebreaker tanker requires advanced training of the ship drivers
and engineering crew Near real time ice information for transit planning greatly mitigates the risk and
improves the efficiency Learning ice regime, currents, tides and other local factors specific to offloading
locations is necessary
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Conclusions and Thank You
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