Academic literature on the topic 'Overland Pass Pipeline Company'

Because of the wide distribution of overland oil and gas pipelines, some pipelines will unavoidably pass through landslide-prone mountainous areas. Landslides may cause deformation or even damage to pipelines, affecting the normal working of the pipeline system. Therefore, it is necessary to study the multiple influence factors of pipeline deformation caused by landslides and establish a forewarning model for oil and gas pipelines buried in landslides. In the present research, the field investigation and a series of large deformation numerical simulations are conducted along four pipelines located in the southeast region of China. Results show that small soil landslides are the main types of landslides threatening the safety of pipelines, whose deformation degree mainly depends on the scale of the landslides and the location of the pipelines in the landslides. Through the investigation, the scale of landslides is the main factor determining the deformation of pipelines induced by landslides. Considering the variation of the scale of landslides, with the increase of the angles, thicknesses, and lengths of the landslides, the pipeline deformation keeps increasing. When crossing the landslides laterally, the pipeline buried in the leading edge of landslides is safer than in the tail edge. What is more, it is most dangerous when the pipeline is buried in the middle of a landslide. Considering the variation of the scale of landslides, including the longitudinal length, horizontal width, thickness, and slope of landslides, as well as the location of pipelines in the landslides, a piecewise forewarning model including those parameters was established based on the influence function for crossing pipelines in landslides. The proposed forewarning model can be used for monitoring and evaluating landslide geological disasters of pipelines and reduce the risk of pipeline landslide geological hazards in the monitored area effectively.

A flaky test is a test which could fail or pass for the same version of a certain software code. In continuous software development environments, flaky tests represent a problem. It is difficult to get an effective and reliable testing pipeline with a set of flaky tests. Also, according to many practitioners, despite the persistence of flaky tests in software development, they have not drawn much attention from the research community. In this paper, we describe how a company faced this issue, and implemented solutions to solve flaky tests for REST web services. The paper concludes proposing a set of key success factors for stopping flaky tests in this type of testing.

A lot of work has shown that despite the effectiveness of the traditional electrokinetic remediation (EKR) technology in decontaminating soils with different types and amounts of contaminants, it can be enhanced by a number of strategies for extra effective performance. This work presents the effect of ethanol and acetone cosolvents in enhancing EKR of crude oil contaminated soil (COCS), collected at a depth of 1 m from a petroleum pipeline and storage company, Kaduna Nigeria using graphite electrodes to pass 1 V DC/cm across EKR setups enhanced by incorporating 20% ethanol and 20% acetone separately as cosolvents in the anode compartments of the setups. The total petroleum hydrocarbon results showed that the crude oil content of 78,600 mg/kg present in the COCS exceeds permissible limits for soils. Average removal efficiencies of 74.61% and 67.79% obtained from 20% ethanol and 20% acetone cosolvents enhancements respectively showed that 20% ethanol, with higher removal efficiency, is a better cosolvents for COCS than 20% acetone. Although 20% ethanol has been shown to be a better cosolvents compared to 20% acetone, either of them can be incorporated into EKR technology for enhancing the remediation of COCS.

Research have shown how electrokinetic remediation (EKR) technology attempts to tackle the challenge of soil contamination by crude oil. However, the suitability of the resulting remediated soils for use in road construction have not been well reported. This work investigates the engineering properties of filter media enhanced electrokinetic remediated crude oil contaminated soil (COCS) with a view to ascertain its suitability for use in road construction by comparing the performance of charcoal and active carbon as filter materials. COCS collected at a depth of 1m from the Nigerian Pipeline and Storage Company, Kaduna was remediated by using graphite electrodes to pass 1V DC/cm across EKR setups enhanced by incorporating a 1cm thick charcoal and active carbon separately as filter materials across the setups. Average removal efficiencies of 81.4% and 84.6% were obtained against the 78,600 mg/kg oil content of the COCS from charcoal and active carbon filter media enhancements respectively. This showed that active carbon, with higher removal efficiency, is a better filter medium for COCS than charcoal. The compaction and California bearing ratio (CBR) properties of the COCS also improved with the filter media enhanced EKR. However, the CBR values for the filter media enhanced EKR soils only meet the 20% minimum requirements for Type 2 sub-base course materials specified for light trafficked Nigeria roads. As such, charcoal or active carbon filter media enhanced EKR technology can be adopted for remediating COCS for light trafficked Nigeria road construction in areas not subjected to flooding.

ABSTRACT The Ship Escort Response Vessel System (SERVS) of Alyeska Pipeline Service Company (Alyeska) in Valdez Alaska is responsible for overseeing the prevention, preparedness, and response activities for the safe transportation of oil through Prince William Sound. Since the inception of SERVS in 1989, escort vessels have accompanied laden tankers through Prince William Sound from the Valdez Marine Terminal to the Gulf of Alaska, a distance of approximately 70 miles. The tankers pass through the pristine Prince William Sound, which encompasses over 2,500 square miles, with fjord-like topography and a subarctic climate. The evolution of the tanker escort system began with the emergency order issued by the state of Alaska in 1989 immediately after the grounding of the Exxon Valdez. A fleet of 12 vessels, each singular in purpose, was quickly developed: three dedicated pairs of escorts (comprised of an escort response vessel and tug), response barge standby vessels, and four dedicated docking tugs. The emphasis was more on oil spill response than prevention, and there was little interchangeability between vessels and their missions. In subsequent years, a variety of factors has caused changes to the escort system and vessel mix. These included the Disabled Tanker Towing Study, Prince William Sound Risk Assessment Promulgation of Federal Escort Requirements, oil spill response responsibility in the Gulf of Alaska, tanker vapor recovery, reduction in pipeline throughput, and weather restrictions. Additionally, industry instituted voluntary measures such as ice scouts and sentinel standby escorts for inbound tankers in ballast have affected the escort system, in addition to the experience gained in the operation the system. As the escort system matured, there was a marked emphasis and focus on oil spill prevention, fleet modernization, and multipurpose vessels to increase capabilities while maximizing efficiencies. Alyeska/SERVS embarked on a dedicated strategy to upgrade the specialized vessel fleet of 12 vessels to a fleet composed of fewer multipurpose vessels. This strategy encompassed a technological and operational enhancement of the fleet, significantly improving the prevention posture while maintaining the necessary response capabilities. Today, the Alyeska/SERVS escort fleet consists of nine multipurpose vessels. The cornerstones of the escort fleet are the two 10,192 horsepower Voith Schneider enhanced tractor tugs and the three 10,192 horsepower ? drive Prevention and Response Tugs, all specifically designed, constructed, and outfitted for tanker escorting. The combination of these vessels for tanker escorting utilizes complimentary best available technology to ensure the safe transit of tankers through Prince William Sound.

_ Liquefied natural gas (LNG) has been in global energy supply discussions for decades. Geopolitical tensions, however, recently elevated it from a bullet point to the entire conversation. Rarely does a day pass without mention of signed long-term LNG purchase agreements or LNG terminal construction projects advancing, one day making it possible to transport the curiously cold molecules across oceans to eventually power industries or heat homes. So strong are the fundamentals of the LNG industry, for example, that they were cited as a primary driver in the conversion of one of the largest pure-play US-listed shipping companies—Capital Product Partners led by Greek shipowner Evangelos Marinakis—to a pure-play LNG shipping company. In addition to changing its name to Capital New Energy Carriers, the partnership is selling off its modern fleet of 15 Neo-Panamax and Panamax container vessels. It will spend $3.13 billion to purchase 11 newbuild LNG carriers (LNGC). According to an announcement on 13 November, the first of the new vessels arrived in October 2023. The company already had seven LNG carriers in its fleet, with the remaining 10 newbuild vessels scheduled for delivery through March 2027. Jerry Kalogiratos, chief executive of Capital Product Partners, said the acquisition was transformative, noting that the partnership “expects our contracted revenues to increase by 87% percent to $3.1 billion, our revenue weighted charter duration to 7.2 years as of the closing date, and the average age of our LNG fleet to decrease to 3.2 years by the time all LNGCs have been delivered in 2027.” LNG Market Overview Events like the Russian invasion of Ukraine in February 2022 and the sudden loss of Russian pipeline gas supplies upended global energy markets. European buyers turned to LNG imports to meet demand. According to Wood Mackenzie, the current conflict in Israel/Gaza, possible pipeline sabotage in the Baltics, and the threat of fresh strike action at Australian LNG facilities all pushed spot prices up 35% through October. In a November blog post, Wood Mackenzie noted that a record 200 mtpa of new supply is under construction as “players bet big on Asia’s push to reduce its dependence on coal and Europe’s need to replace Russian gas.” While the proliferation of LNG projects is prompting concerns that there may be too much LNG on the market once these projects are completed, this is not the case, according to Wood Mackenzie. “Increased supply availability will bring prices down and boost demand growth,” said Gavin Thompson, vice chair of Europe, Middle East, and Africa, and Massimo Di Odoardo, vice president, gas and LNG research for Wood Mackenzie, noting that the market will need another 60 mtpa of new LNG by 2033. “Much will hinge on sustained economic growth, driving increased demand across emerging markets in Asia. China’s LNG demand will increase by 12% in 2023, and with 50 mtpa of LNG contracted over the past 2 years, imports will double by 2030. LNG demand in South and Southeast Asia will also grow twofold by this time,” they said.

BP Oil Company time-charters a fleet of American-flag tankers for the ocean transportation of crude oil and petroleum products to the East, West and Gulf Coasts of the United States. Commencing in 1991, ship response and structural monitoring instrumentation was installed on the four ships of the Atigun Pass-class. These crude carriers are operated in the Trans-Alaska Pipeline Service, or "TAPS" trade, sailing the waters of the North Pacific Ocean and Gulf of Alaska. The structural monitoring systems were designed to measure the effects of subjecting a ship to the typical loads and forces encountered while at sea: hogging, sagging, slamming, hydrostatic pressure, and hull girder springing. Additionally, BP was interested in developing a system that could provide shiphandling guidance to the master or watch officer so that the detrimental effects of prolonged exposure to such loads and forces could be effectively minimized. The paper describes in detail the physical arrangement of the BP Oil Tanker Structural Monitoring System (BPSMS), including the suite of sensors employed to measure ship responses and hull girder stresses. It explains how the response data collected by the sensors is analyzed by the onboard computer located on the ship's bridge and how ship response data are presented back to the deck officers via a family of display monitor screens. These displays provide the officers with a "tool" that can be used to effectively monitor the physical and structural response of their ship to waves, and to quantify, in terms of lowering the wave bending moment and reducing the risk of slamming, the result of an action or actions taken to minimize the risk of incurring structural damage. Onboard ship response and structural monitoring is now an integral part of BP's tanker fleet structural management program. The units have greatly increased the awareness of the ship's officers regarding their role in helping to control the amount of structural damage done to the ships. Data from the units have also helped management make more informed decisions regarding operational requirements placed on the ships.

The Leichhardt Highway is a six hundred-kilometre stretch of sealed inland road that joins the Australian Queensland border town of Goondiwindi with the Capricorn Highway, just south of the Tropic of Capricorn. Named after the young Prussian naturalist Ludwig Leichhardt, part of this roadway follows the route his party took as they crossed northern Australia from Morton Bay (Brisbane) to Port Essington (near Darwin). Ignoring the usual colonial practice of honouring the powerful and aristocratic, Leichhardt named the noteworthy features along this route after his supporters and fellow expeditioners. Many of these names are still in use and a series of public monuments have also been erected in the intervening century and a half to commemorate this journey. Unlike Leichhardt, who survived his epic trip, some contemporary travellers who navigate the remote roadway named in his honour do not arrive at their final destinations. Memorials to these violently interrupted lives line the highway, many enigmatically located in places where there is no obvious explanation for the lethal violence that occurred there. This examination profiles the memorials along Leichhardt’s highway as Gothic practice, in order to illuminate some of the uncanny paradoxes around public memorials, as well as the loaded emotional terrain such commemorative practices may inhabit. All humans know that death awaits them (Morell). Yet, despite this, and the unprecedented torrent of images of death and dying saturating news, television, and social media (Duwe; Sumiala; Bisceglio), Gorer’s mid-century ideas about the denial of death and Becker’s 1973 Pulitzer prize-winning description of the purpose of human civilization as a defence against this knowledge remains current in the contemporary trope that individuals (at least in the West) deny their mortality. Contributing to this enigmatic situation is how many deny the realities of aging and bodily decay—the promise of the “life extension” industries (Hall)—and are shielded from death by hospitals, palliative care providers, and the multimillion dollar funeral industry (Kiernan). Drawing on Piatti-Farnell’s concept of popular culture artefacts as “haunted/haunting” texts, the below describes how memorials to the dead can powerfully reconnect those who experience them with death’s reality, by providing an “encrypted passageway through which the dead re-join the living in a responsive cycle of exchange and experience” (Piatti-Farnell). While certainly very different to the “sublime” iconic Gothic structure, the Gothic ruin that Summers argued could be seen as “a sacred relic, a memorial, a symbol of infinite sadness, of tenderest sensibility and regret” (407), these memorials do function in both this way as melancholy/regret-inducing relics as well as in Piatti-Farnell’s sense of bringing the dead into everyday consciousness. Such memorialising activity also evokes one of Spooner’s features of the Gothic, by acknowledging “the legacies of the past and its burdens on the present” (8).Ludwig Leichhardt and His HighwayWhen Leichhardt returned to Sydney in 1846 from his 18-month journey across northern Australia, he was greeted with surprise and then acclaim. Having mounted his expedition without any backing from influential figures in the colony, his party was presumed lost only weeks after its departure. Yet, once Leichhardt and almost all his expedition returned, he was hailed “Prince of Explorers” (Erdos). When awarding him a significant purse raised by public subscription, then Speaker of the Legislative Council voiced what he believed would be the explorer’s lasting memorial —the public memory of his achievement: “the undying glory of having your name enrolled amongst those of the great men whose genius and enterprise have impelled them to seek for fame in the prosecution of geographical science” (ctd. Leichhardt 539). Despite this acclaim, Leichhardt was a controversial figure in his day; his future prestige not enhanced by his Prussian/Germanic background or his disappearance two years later attempting to cross the continent. What troubled the colonial political class, however, was his transgressive act of naming features along his route after commoners rather than the colony’s aristocrats. Today, the Leichhardt Highway closely follows Leichhardt’s 1844-45 route for some 130 kilometres from Miles, north through Wandoan to Taroom. In the first weeks of his journey, Leichhardt named 16 features in this area: 6 of the more major of these after the men in his party—including the Aboriginal man ‘Charley’ and boy John Murphy—4 more after the tradesmen and other non-aristocratic sponsors of his venture, and the remainder either in memory of the journey’s quotidian events or natural features there found. What we now accept as traditional memorialising practice could in this case be termed as Gothic, in that it upset the rational, normal order of its day, and by honouring humble shopkeepers, blacksmiths and Indigenous individuals, revealed the “disturbance and ambivalence” (Botting 4) that underlay colonial class relations (Macintyre). On 1 December 1844, Leichhardt also memorialised his own past, referencing the Gothic in naming a watercourse The Creek of the Ruined Castles due to the “high sandstone rocks, fissured and broken like pillars and walls and the high gates of the ruined castles of Germany” (57). Leichhardt also disturbed and disfigured the nature he so admired, famously carving his initials deep into trees along his route—a number of which still exist, including the so-called Leichhardt Tree, a large coolibah in Taroom’s main street. Leichhardt also wrote his own memorial, keeping detailed records of his experiences—both good and more regretful—in the form of field books, notebooks and letters, with his major volume about this expedition published in London in 1847. Leichhardt’s journey has since been memorialised in various ways along the route. The Leichhardt Tree has been further defaced with numerous plaques nailed into its ancient bark, and the town’s federal government-funded Bicentennial project raised a formal memorial—a large sandstone slab laid with three bronze plaques—in the newly-named Ludwig Leichhardt Park. Leichhardt’s name also adorns many sites both along, and outside, the routes of his expeditions. While these fittingly include natural features such as the Leichhardt River in north-west Queensland (named in 1856 by Augustus Gregory who crossed it by searching for traces of the explorer’s ill-fated 1848 expedition), there are also many businesses across Queensland and the Northern Territory less appropriately carrying his name. More somber monuments to Leichhardt’s legacy also resulted from this journey. The first of these was the white settlement that followed his declaration that the countryside he moved through was well endowed with fertile soils. With squatters and settlers moving in and land taken up before Leichhardt had even arrived back in Sydney, the local Yeeman people were displaced, mistreated and completely eradicated within a decade (Elder). Mid-twentieth century, Patrick White’s literary reincarnation, Voss of the eponymous novel, and paintings by Sidney Nolan and Albert Tucker have enshrined in popular memory not only the difficult (and often described as Gothic) nature of the landscape through which Leichhardt travelled (Adams; Mollinson, and Bonham), but also the distinctive and contrary blend of intelligence, spiritual mysticism, recklessness, and stoicism Leichhardt brought to his task. Roadside Memorials Today, the Leichhardt Highway is also lined with a series of roadside shrines to those who have died much more recently. While, like centotaphs, tombstones, and cemeteries, these memorialise the dead, they differ in usually marking the exact location that death occurred. In 43 BC, Cicero articulated the idea of the dead living in memory, “The life of the dead consists in the recollection cherished of them by the living” (93), yet Nelson is one of very few contemporary writers to link roadside memorials to elements of Gothic sensibility. Such constructions can, however, be described as Gothic, in that they make the roadway unfamiliar by inscribing onto it the memory of corporeal trauma and, in the process, re-creating their locations as vivid sites of pain and suffering. These are also enigmatic sites. Traffic levels are generally low along the flat or gently undulating terrain and many of these memorials are located in locations where there is no obvious explanation for the violence that occurred there. They are loci of contradictions, in that they are both more private than other memorials, in being designed, and often made and erected, by family and friends of the deceased, and yet more public, visible to all who pass by (Campbell). Cemeteries are set apart from their surroundings; the roadside memorial is, in contrast, usually in open view along a thoroughfare. In further contrast to cemeteries, which contain many relatively standardised gravesites, individual roadside memorials encapsulate and express not only the vivid grief of family and friends but also—when they include vehicle wreckage or personal artefacts from the fatal incident—provide concrete evidence of the trauma that occurred. While the majority of individuals interned in cemeteries are long dead, roadside memorials mark relatively contemporary deaths, some so recent that there may still be tyre marks, debris and bloodstains marking the scene. In 2008, when I was regularly travelling this roadway, I documented, and researched, the six then extant memorial sites that marked the locations of ten fatalities from 1999 to 2006. (These were all still in place in mid-2014.) The fatal incidents are very diverse. While half involved trucks and/or road trains, at least three were single vehicle incidents, and the deceased ranged from 13 to 84 years of age. Excell argues that scholarship on roadside memorials should focus on “addressing the diversity of the material culture” (‘Contemporary Deathscapes’) and, in these terms, the Leichhardt Highway memorials vary from simple crosses to complex installations. All include crosses (mostly, but not exclusively, white), and almost all are inscribed with the name and birth/death dates of the deceased. Most include flowers or other plants (sometimes fresh but more often plastic), but sometimes also a range of relics from the crash and/or personal artefacts. These are, thus, unsettling sights, not least in the striking contrast they provide with the highway and surrounding road reserve. The specific location is a key component of their ability to re-sensitise viewers to the dangers of the route they are travelling. The first memorial travelling northwards, for instance, is situated at the very point at which the highway begins, some 18 kilometres from Goondiwindi. Two small white crosses decorated with plastic flowers are set poignantly close together. The inscriptions can also function as a means of mobilising connection with these dead strangers—a way of building Secomb’s “haunted community”, whereby community in the post-colonial age can only be built once past “murderous death” (131) is acknowledged. This memorial is inscribed with “Cec Hann 06 / A Good Bloke / A Good hoarseman [sic]” and “Pat Hann / A Good Woman” to tragically commemorate the deaths of an 84-year-old man and his 79-year-old wife from South Australia who died in the early afternoon of 5 June 2006 when their Ford Falcon, towing a caravan, pulled onto the highway and was hit by a prime mover pulling two trailers (Queensland Police, ‘Double Fatality’; Jones, and McColl). Further north along the highway are two memorials marking the most inexplicable of road deaths: the single vehicle fatality (Connolly, Cullen, and McTigue). Darren Ammenhauser, aged 29, is remembered with a single white cross with flowers and plaque attached to a post, inscribed hopefully, “Darren Ammenhauser 1971-2000 At Rest.” Further again, at Billa Billa Creek, a beautifully crafted metal cross attached to a fence is inscribed with the text, “Kenneth J. Forrester / RIP Jack / 21.10.25 – 27.4.05” marking the death of the 79-year-old driver whose vehicle veered off the highway to collide with a culvert on the creek. It was reported that the vehicle rolled over several times before coming to rest on its wheels and that Forrester was dead when the police arrived (Queensland Police, ‘Fatal Traffic Incident’). More complex memorials recollect both single and multiple deaths. One, set on both sides of the road, maps the physical trajectory of the fatal smash. This memorial comprises white crosses on both sides of road, attached to a tree on one side, and a number of ancillary sites including damaged tyres with crosses placed inside them on both sides of the road. Simple inscriptions relay the inability of such words to express real grief: “Gary (Gazza) Stevens / Sadly missed” and “Gary (Gazza) Stevens / Sadly missed / Forever in our hearts.” The oldest and most complex memorial on the route, commemorating the death of four individuals on 18 June 1999, is also situated on both sides of the road, marking the collision of two vehicles travelling in opposite directions. One memorial to a 62-year-old man comprises a cross with flowers, personal and automotive relics, and a plaque set inside a wooden fence and simply inscribed “John Henry Keenan / 23-11-1936–18-06-1999”. The second memorial contains three white crosses set side-by-side, together with flowers and relics, and reveals that members of three generations of the same family died at this location: “Raymond Campbell ‘Butch’ / 26-3-67–18-6-99” (32 years of age), “Lorraine Margaret Campbell ‘Lloydie’ / 29-11-46–18-6-99” (53 years), and “Raymond Jon Campbell RJ / 28-1-86–18-6-99” (13 years). The final memorial on this stretch of highway is dedicated to Jason John Zupp of Toowoomba who died two weeks before Christmas 2005. This consists of a white cross, decorated with flowers and inscribed: “Jason John Zupp / Loved & missed by all”—a phrase echoed in his newspaper obituary. The police media statement noted that, “at 11.24pm a prime mover carrying four empty trailers [stacked two high] has rolled on the Leichhardt Highway 17km north of Taroom” (Queensland Police, ‘Fatal Truck Accident’). The roadside memorial was placed alongside a ditch on a straight stretch of road where the body was found. The coroner’s report adds the following chilling information: “Mr Zupp was thrown out of the cabin and his body was found near the cabin. There is no evidence whatsoever that he had applied the brakes or in any way tried to prevent the crash … Jason was not wearing his seatbelt” (Cornack 5, 6). Cornack also remarked the truck was over length, the brakes had not been properly adjusted, and the trip that Zupp had undertaken could not been lawfully completed according to fatigue management regulations then in place (8). Although poignant and highly visible due to these memorials, these deaths form a small part of Australia’s road toll, and underscore our ambivalent relationship with the automobile, where road death is accepted as a necessary side-effect of the freedom of movement the technology offers (Ladd). These memorials thus animate highways as Gothic landscapes due to the “multifaceted” (Haider 56) nature of the fear, terror and horror their acknowledgement can bring. Since 1981, there have been, for instance, between some 1,600 and 3,300 road deaths each year in Australia and, while there is evidence of a long term downward trend, the number of deaths per annum has not changed markedly since 1991 (DITRDLG 1, 2), and has risen in some years since then. The U.S.A. marked its millionth road death in 1951 (Ladd) along the way to over 3,000,000 during the 20th century (Advocates). These deaths are far reaching, with U.K. research suggesting that each death there leaves an average of 6 people significantly affected, and that there are some 10 to 20 per cent of mourners who experience more complicated grief and longer term negative affects during this difficult time (‘Pathways Through Grief’). As the placing of roadside memorials has become a common occurrence the world over (Klaassens, Groote, and Vanclay; Grider; Cohen), these are now considered, in MacConville’s opinion, not only “an appropriate, but also an expected response to tragedy”. Hockey and Draper have explored the therapeutic value of the maintenance of “‘continuing bonds’ between the living and the dead” (3). This is, however, only one explanation for the reasons that individuals erect roadside memorials with research suggesting roadside memorials perform two main purposes in their linking of the past with the present—as not only sites of grieving and remembrance, but also of warning (Hartig, and Dunn; Everett; Excell, Roadside Memorials; MacConville). Clark adds that by “localis[ing] and personalis[ing] the road dead,” roadside memorials raise the profile of road trauma by connecting the emotionless statistics of road death directly to individual tragedy. They, thus, transform the highway into not only into a site of past horror, but one in which pain and terror could still happen, and happen at any moment. Despite their increasing commonality and their recognition as cultural artefacts, these memorials thus occupy “an uncomfortable place” both in terms of public policy and for some individuals (Lowe). While in some states of the U.S.A. and in Ireland the erection of such memorials is facilitated by local authorities as components of road safety campaigns, in the U.K. there appears to be “a growing official opposition to the erection of memorials” (MacConville). Criticism has focused on the dangers (of distraction and obstruction) these structures pose to passing traffic and pedestrians, while others protest their erection on aesthetic grounds and even claim memorials can lower property values (Everett). While many ascertain a sense of hope and purpose in the physical act of creating such shrines (see, for instance, Grider; Davies), they form an uncanny presence along the highway and can provide dangerous psychological territory for the viewer (Brien). Alongside the townships, tourist sites, motels, and petrol stations vying to attract customers, they stain the roadway with the unmistakable sign that a violent death has happened—bringing death, and the dead, to the fore as a component of these journeys, and destabilising prominent cultural narratives of technological progress and safety (Richter, Barach, Ben-Michael, and Berman).Conclusion This investigation has followed Goddu who proposes that a Gothic text “registers its culture’s contradictions” (3) and, in profiling these memorials as “intimately connected to the culture that produces them” (Goddu 3) has proposed memorials as Gothic artefacts that can both disturb and reveal. Roadside memorials are, indeed, so loaded with emotional content that their close contemplation can be traumatising (Brien), yet they are inescapable while navigating the roadway. Part of their power resides in their ability to re-animate those persons killed in these violent in the minds of those viewing these memorials. In this way, these individuals are reincarnated as ghostly presences along the highway, forming channels via which the traveller can not only make human contact with the dead, but also come to recognise and ponder their own sense of mortality. While roadside memorials are thus like civic war memorials in bringing untimely death to the forefront of public view, roadside memorials provide a much more raw expression of the chaotic, anarchic and traumatic moment that separates the world of the living from that of the dead. While traditional memorials—such as those dedicated by, and to, Leichhardt—moreover, pay homage to the vitality of the lives of those they commemorate, roadside memorials not only acknowledge the alarming circumstances of unexpected death but also stand testament to the power of the paradox of the incontrovertibility of sudden death versus our lack of ability to postpone it. In this way, further research into these and other examples of Gothic memorialising practice has much to offer various areas of cultural study in Australia.ReferencesAdams, Brian. Sidney Nolan: Such Is Life. Hawthorn, Vic.: Hutchinson, 1987. Advocates for Highway and Auto Safety. “Motor Vehicle Traffic Fatalities & Fatality Rate: 1899-2003.” 2004. Becker, Ernest. The Denial of Death. New York: Simon & Schuster, 1973. Bisceglio, Paul. “How Social Media Is Changing the Way We Approach Death.” The Atlantic 20 Aug. 2013. Botting, Fred. Gothic: The New Critical Idiom. 2nd edition. Abingdon, UK: Routledge, 2014. Brien, Donna Lee. “Looking at Death with Writers’ Eyes: Developing Protocols for Utilising Roadside Memorials in Creative Writing Classes.” Roadside Memorials. Ed. Jennifer Clark. Armidale, NSW: EMU Press, 2006. 208–216. Campbell, Elaine. “Public Sphere as Assemblage: The Cultural Politics of Roadside Memorialization.” The British Journal of Sociology 64.3 (2013): 526–547. Cicero, Marcus Tullius. The Orations of Marcus Tullius Cicero. 43 BC. Trans. C. D. Yonge. London: George Bell & Sons, 1903. Clark, Jennifer. “But Statistics Don’t Ride Skateboards, They Don’t Have Nicknames Like ‘Champ’: Personalising the Road Dead with Roadside Memorials.” 7th International Conference on the Social Context of Death, Dying and Disposal. Bath, UK: University of Bath, 2005. Cohen, Erik. “Roadside Memorials in Northeastern Thailand.” OMEGA: Journal of Death and Dying 66.4 (2012–13): 343–363. 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During the summer of 1996, the TransAlaska Pipeline System (TAPS) experienced a vibration problem near Thompson Pass which is 25 miles north of Valdez and is part of the Chugach Mountain Range, the most southerly of the three mountain ranges which the pipeline crosses on its route from Prudhoe Bay to the Port of Valdez. The vibrations could, on occasion, be detected by residents living near the pipeline at the bottom of the pass. Close to the source of the phenomena, small bushes could be seen moving in response to the seismic shocks and a noise similar to “mortars firing in the distance” could be heard. Alyeska Pipeline Service Company initiated an extensive investigation and quickly determined that the seismic shocks were a result of pressure pulses originating near the slackline-packline interface. This only occurred when the slackline-packline interface was positioned near a terraced portion of the pipeline topography on the downstream side of the pass. This knowledge allowed Alyeska Pipeline to control the pulsations by backpressuring the pipeline and moving the slackline-packline interface well above the terrace location.

During the summer of 1996, the TransAlaska Pipeline System (TAPS) experienced vibrations in a section of the pipeline near Thompson Pass, north of Valdez, Alaska. Alyeska Pipeline Service Company, operator of TAPS, initiated an extensive investigation, and determined that the vibrations were caused by pressure pulses originating near a slackline-packline interface. The pressure pulses are thought to have been caused by the collapse of vapor bubbles trapped in the flow. The vibrations occurred only when the interface was positioned near a terraced portion of the pipeline topography on the downstream side of the pass. This knowledge allowed Alyeska Pipeline to control the vibrations by back-pressuring the pipeline to move the slackline-packline interface well above the terrace location.

Abstract Enbridge is North America’s premier energy infrastructure company delivering the energy people need and want. Enbridge’s business value is asset intensive. With over 200 onshore liquids pipelines facility assets, operational safety and environmental protection are always top priorities. The embedment of risk management practices in business decisions is an effective way to appropriately optimize asset performance while avoiding catastrophic impacts to people and the environment. This includes understanding and managing these risk events and establishing barriers to prevent the impact. Facility site containment is an independent protection layer that mitigates the consequences of a spill. The United States Environmental Protection Agency and the National Fire Code of Canada provide requirements to contain overland flow of a spill from liquids pipelines facility assets. Although there are specific volumetric requirements for spill containment for facility tanks, there are no specific volumetric requirements for spill containment for pipeline facility assets such as pumps, valves, etc. Industry typically employs an index-based approach to determine the specific design volumes using catastrophic rupture volumes and facility location. This approach has several shortcomings, including design inadequacy, inconsistency, and challenges with scalability. A risk-based approach is appropriate in determining the required site containment volume based on oil spill history, facility assets, and environmental sensitivities. A probabilistic model can be created using historical facility oil spill data based on the Pipeline and Hazardous Materials Safety Administration’s (PHMSA’s) facility incident database to estimate the likelihood of a given size of release occurring. If available, company oil spill history can also be used or integrated with the PHMSA dataset. Combining the likelihood of the size of release occurring with the estimated consequence (by accounting for the volume of a release and the environmental sensitivity at the release location), it is possible to evaluate the risk of a release. This estimation of risk can then be leveraged to support facility site containment design to manage the risk to an acceptable level. By informing facility site containment with volumetric requirements using reliability and consequence models and risk management principles, an organization can prudently balance pipeline safety and capital constraints to comply with federal regulations. This paper demonstrates this approach and describes: • The value of available data and model development • Reliability modeling and consequence assessment • Risk-informed decision-making • Future model enhancements

During the summer of 1996, the TransAlaska Pipeline System (TAPS) experienced vibrations near Thompson Pass, about 25 miles north of Valdez, Alaska. The vibrations could, on occasion, be detected by residents living near the pipeline at the bottom of the pass. Close to the source of the phenomena, small bushes could be seen moving in response to the seismic shocks and a noise similar to a “mortar firing in the distance” could be heard. Alyeska Pipeline Service Company initiated an extensive investigation and quickly determined that the seismic shocks were a result of pressure pulses originating near the slackline-packline interface. This only occurred when the slackline-packline interface was positioned near a terraced portion of the pipeline topography on the downstream side of the pass. This knowledge allowed Alyeska Pipeline to control the pulsations by back pressuring the pipeline to move the slackline-packline interface well above the terrace location. One key aspect of the project was an extensive analytical investigation of a dented and ovalled section of the pipeline near the origin of the pressure pulses. The main concern at this location was that, as each pressure pulse passes, the ovalled and dented pipe section tends to “reround” causing the pipe wall to flex a small amount. Since the pulses occurred frequently under certain flow conditions, there was a concern for possible fatigue damage to the pipe steel. The locations of maximum stress range were estimated to be near the 6:00 position on the outside surface of the pipe at the periphery of the dents in the X65 base metal (Stations 40959+28 and 40959+40 in Alyeska terminology). This paper describes the “design” and “decision” S-N relationships that were developed during the Thompson Pass investigation to estimate fatigue damage. These curves are a combination of the AWS A fatigue curve and an adjusted version of the ASME Section VIII, Division 2 design fatigue curve. These curves were used together with a multi-axial fatigue model to compute fatigue damage due to pipe stresses caused by pressure pulse cycling as well as that due to operational startup and shutdown cycles.

Engineered composite repairs are rapidly gaining traction as an alternative pipeline integrity repair method. These repair systems are being used to repair corrosion, erosion, dents, wrinkle bends, mechanical damage, and other anomalies that commonly occur on pipelines. Composites possess many significant advantages when compared to traditional metallic repairs. One of the most critical benefits of composites is that most composite repairs are fabricated on-site by installing an uncured composite that subsequently cures. This cure-in-place approach enables the production of repairs that can conform to complex geometries. Conformability allows for the reinforcement of damaged piping and pressure vessels that were difficult, or impossible, to repair with rigid metallic sleeves. While composites offer improved performance and reduced installation times for complex geometries, the engineering and installation of these repair systems is not as straightforward. Many areas of the methodology used to design composite repair systems are active areas of research. One of the current areas of discussion is the distance a repair must extend past a non-through-wall defect. The current nonmetallic repair standards, ASME PCC-2 Article 4.1 [1] and ISO/TS 24817 [2], suggest that a composite repair should extend a varying length past the defect in each direction, based on either the diameter and thickness of the pipe to be repaired or the stiffness of the composite. For the case of through-wall defects, the design methodology is based on the lap-shear strength of the composite and generally leads to repairs that extend farther beyond the defect when compared with non-through wall repiars. For this damage scenario, the presence of an extended repair area is considered an additional factor of safety. However, for non-leaking external defects, there is some debate as to whether the standard-prescribed, minimum repair length is required. This paper investigates a comparison of the minimum repair length required by ASME PCC-2 Equation 17 versus a shorter overlap length of 2 inches. Finite Element Analysis is used to model the difference in the two repair approaches. The FEA model is then verified by a hydrotest on a full-scale spool repair. Six specimens are machined to 75% wall loss and repaired with an engineered composite solution. The defect design for these repairs is adopted from guidance in ASME PCC-2. After installation of the repair, the pipe spool is then subjected to a hydrotest to 100% SMYS. After the 100% SMYS test, the specimens were ruptured in order to compare the ultimate strengths of the two repair approaches. All test results are compared using appropriate statistical approaches to determine significance (α = 0.05).

Abstract Digitalization in the oil and gas industry has led to the formation of digital twins. Digital twins bring closer the physical and virtual world as data is transmitted seamlessly between real time sensors, databases and models. The strength of the digital twin concept is the interconnectivity of data and models. Any model can use any combination of inputs (e.g. operator owned data sets and sensors, third-party databases such as soil composition or weather data, results from other models such as flow assurance, threat modelling or risk modelling). Consequently, the result of one model may become the input of another. This strength is also a weakness, as uncertain (or missing data) will lead to a great source of uncertainty and may lead to wrong results. Worst case scenarios have been used to solve this issue without success. This paper presents a new concept: probabilistic digital twins for pipelines. Probabilistic digital twins do not lose uncertainty as results pass from one model to another, thus providing greater confidence in the final results. This publication reviews the probabilistic digital twin concept and demonstrates how it can be implemented using gas pipeline data from West Pipeline Company, CNPC.

The economics of high voltage direct current for long-distance transmission of electrical energy have been reported as very attractive, to the extent that several projects are in the making. Several reasons other than the savings in transmission costs, for example the exchange of peak power between time zones and seasonal zones, would permit utilities to save on plant investment for generating capacity while maintaining a high level of service. This report summarizes work on the initial phase of a study to determine the effects of high-voltage direct-current (H.V.D.C.) electric transmission lines on buried pipeline systems. Pipeline Research Council International, Inc. initiated this work in response to an anticipated threat posed by the Pacific Northwest-Southwest Intertie H.V.D.C. system now being designed (and other possible H.V.D.C. lines in the future) because of the announced plans to pass direct current through the earth. The objectives of the overall program are:(1) To determine the nature and magnitude of problems that will be created by the earth current from H.V.D.C. systems, and(2) To devise means of protecting pipelines from the effects of such currents. A computer program was written based on a mathematical model of a buried pipeline in the environment created by an H.V.D.C. system. Excellent agreement was obtained between computed soil potential gradients and measurements obtained during a field test of H.V.D.C. in Oregon. Reasonably good agreement was also obtained between measured pipe-to-soil potentials on the Pacific Lighting Gas Supply Company pipeline near Camino, California, and computed values during a field test of H.V.D.C. power transmission.