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Oil & Gas Exploration, ProductionOil & Gas Exploration, Production and Transportation in the Arctic
July 2007Peter G. Noble
Chief Naval Architect, ConocoPhillips
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BackgroundBackground• Arctic activity for oil & gas exploration, y g p
production and development is expanding after a hiatus of ~20 years.
• The first “ice age” for the offshore oil & gasThe first ice age for the offshore oil & gas industry was from the 1960s to 1980s
• We are now entering the second oil and gas “ice ”age”.
• This current expansion is primarily market driven by the demand for new hydrocarbon resources, by t e de a d o e yd oca bo esou ces,rather than driven by an current or future changes in the climate of the Arctic region.
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The first Arctic Oil and Gas “I A ”“Ice Age”
• North Slope Alaska p– Manhattan N.W Passage voyages– Prudhoe Bay Oil Developments– TAPS – trans-Alaska pipeline system
• Canadian Beaufort SeaDome Petroleum and Gulf Canada exploration– Dome Petroleum and Gulf Canada exploration
• Canadian Arctic Islands– Oil and gas explorationOil and gas exploration – Arctic Pilot Project – LNG to eastern seaboard– Small scale pilot oil export – Bent Horn
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Wells drilled north of 60 - CanadaWells drilled north of 60 Canada
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North Slope OilNorth Slope Oil
Icebreaking tanker Manhattan
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Beaufort Sea Drilling UnitsBeaufort Sea Drilling Units
Drillships – McKinley Bay Molikpaq Drilling Caisson
Kulluk Circular Drillship SSDC Drilling Unit
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Beaufort Sea Support IcebreakersBeaufort Sea Support Icebreakers
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Current & Future Arctic Oil & Gas D lDevelopments
• US Beaufort and Chukchi Seas• Canadian Beaufort Sea• Canadian Beaufort Sea• Canadian Arctic Islands• Norwegian and Russian Barents Seas• Russian Timan-Pechora and Kara Seas
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Varandey Oil Export ProjectVarandey Oil Export Project
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Varandey Transport SystemVarandey Transport System
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Model of FOIROT – Fixed Offshore I R i Off k SIce Resistant Offtake Structure
Rotating Loading ArmRotating Loading Arm
T k
Piled base
Tanker Loading Hose
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FOIROT Base Under ConstructionFOIROT Base Under Construction
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Varandey Icebreaking Service V lVessels
100m Ice management vessel100m Ice management vessel1.7m icebreaking capability
81m Icebreaking supply vessel1.5m icebreaking capability
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Varandey Project Icebreaking T kTankers
• Three (3) icebreaking tankersThree (3) icebreaking tankers– 70,000 tdwt capacity– Under construction in Samsung
HI Koje shipyardHI, Koje shipyard– Break 1.7m ice continuously– 2 x 10MW Tractor Pod
propulsion– Medium speed diesel prime
movers– First ship will deliver in Dec 07
Total AFE ~$460MM
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Transportation SimulationsTransportation Simulations
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Hull Ice ScantlingsHull Ice Scantlings
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Arctic Tanker Construction – SHI, KoreaKeel-laying - ~3000 ton Mega-block Lift
Note: Keel laying to Launch – 9 weeks
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Arctic Tanker Construction – SHI, KoreaIcebreaking Bow showing Bow Loading Systems
Steel Cutting Nov 02, 2006Keel Laying Apr. 17, 2007Launching Jun. 23, 2007D li D 31 2007Delivery Dec. 31, 2007
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Arctic Tanker Construction – SHI, KoreaI t ll ti f El t i P d P lInstallation of Electric Pod Propulsors
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Arctic Navigation – Its not all IceArctic Navigation Its not all Ice
• It is not all aboutIt is not all about breaking ice
• Arctic navigation gissues include:– Low temperatures– Operation in total
darknessSuperstructure icing– Superstructure icing
– Rough water
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Snohvit LNG – Hammerfest NNorway
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Shtokman LNG ShippingShtokman LNG Shipping• Major FEL 1 Study for
Shtokman SLC– COP selected to carry out
shipping studies on behalf of pp gGazProm and Short Listed Companies
– LNG production in 2 Phase each ШТОКМАНОВСКИЙ - LNG
pof 15mtpa
– Fleet of ~ 30 ships needed– Extremely harsh environment
ШТОКМАНОВСКИЙ - LNG
ШТОКМАНОВСКИЙ - LNG
Extremely harsh environment– Phase 1 start-up 20??
ШТОКМАНОВСКИЙ - LNG
ШТОКМАНОВСКИЙ - LNG
ШТОКМАНОВСКИЙ - LNGО О С G
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Arctic Naval Architecture Challengesg• More than for any other service – for Arctic service it is important to
“design the right ships” before we start to “design the ships right”• Ships and offshore systems must have good performance in ice andShips and offshore systems must have good performance in ice and
open water• Ships and offshore systems must be efficient, reliable, cost effective and
environmentally sound. • Ships and offshore systems may not have much infrastructure support• Ships and offshore systems may not have much infrastructure support,
e.g. bunker ports, dry-dock facilities, etc, so must be as self sufficient as possible for day to day operations
• Ships should have high dwt capacity but shallow draftShi h ld b hi h d b t f l ffi i t• Ships should be high powered, but fuel efficient
• Navigation and communication systems in the Arctic are more challenged than in southern waters
• Availability of external resources for search and rescue, firefighting, y g gtowing and salvage are very limited, so again ships and marine systems must be as self sufficient as possible for emergency operations
• Crew habitability and working conditions must be good in regions of total darkness, high noise (icebreaking), extremely low temperatures, , g ( g), y p ,atmospheric and spray icing, etc
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Plan B – Just in case all the ice disappearsRi i Oil T k Ni i P j t ROT NRiverine Oil Tanker, Nigeria, Project ROT-N
Low emissions propulsion systemOmni-
directional bow Automatic
Optimized Hull Structural Support System
Simple cargo discharge system
thruster Automatic high level alarm -SOTP
Azimuthing mainDynamic anti-
Automatic wash suppression system
Organic biodegradable Hull Structure
Azimuthing main propulsorheel system
suppression systemNote: SOTP is ”seat of the pants” sensor system