Updated Estimates of Frequencies of Pipeline Failures Caused by Geohazards

Author(s):  
Michael Porter ◽  
Gerald Ferris ◽  
Mark Leir ◽  
Miguel Leach ◽  
Mario Haderspock

This paper provides an updated compilation of geohazard-related pipeline failure frequencies for onshore hydrocarbon gathering and transmission pipelines, with a particular emphasis on the analysis of data from Western Europe, Western Canada, the US, and South America. The results will be of interest to owners, operators, regulators and insurers who wish to calibrate estimates of geohazard failure frequency and risk on planned and operating pipelines, particularly for pipelines traversing mountainous terrain. It concludes with an estimate of the global annual frequency of failures caused by geohazards on hydrocarbon gathering and transmission pipelines, and postulates that this failure frequency should continue to decline when measured on a per kilometer basis due to ongoing improvements in geohazard recognition, routing and design of new pipelines, and improvements to integrity management practices for operating pipelines.

2021 ◽  
pp. 531-556
Author(s):  
A. Hudgins ◽  
C. Roepke ◽  
B. James ◽  
B. Kondori ◽  
B. Whitley

Abstract This article discusses the failure analysis of several steel transmission pipeline failures, describes the causes and characteristics of specific pipeline failure modes, and introduces pipeline failure prevention and integrity management practices and methodologies. In addition, it covers the use of transmission pipeline in North America, discusses the procedures in pipeline failure analysis investigation, and provides a brief background on the most commonly observed pipeline flaws and degradation mechanisms. A case study related to hydrogen cracking and a hard spot is also presented.


Author(s):  
Gerald Ferris ◽  
Sarah Newton ◽  
Michael Porter

The movement of a mass of rock, debris or earth down a slope is a landslide, which in the pipeline industry is often referred to as ground movement. Landslides continue to cause pipeline failures throughout the industry, sometimes as the singular cause of failure and in others cases as a contributing factor to failures (such as stress corrosion cracking on slopes). Landslides can originate on slopes above a pipeline and cause impact loads; they can originate below a pipeline and cause unintended spans; and they can encompass the ground crossed by a pipeline, which can lead to high compressive (or tensile) strains and pipeline buckling. This paper focuses on the latter scenario. Similar to the approach recently outlined for watercourses [1], the term ‘vulnerability’ refers to the conditional probability of pipeline failure given that landslide movement spatially impacts a pipeline. This paper presents the development of a statistical and judgment-based vulnerability model for pipeline crossings of slopes that are subject to landslides that can be used to rank the relative importance of slopes at a screening level of assessment. The model is based on case histories where this type of landslide scenario caused pipeline failures (defined as holes, leaks and ruptures), or buckling of pipelines that resulted in the need for immediate repairs. Vulnerability has two main uses: on its own to help prioritize large numbers of slope crossings for further investigation; and, once combined with estimates of the probability of landslide movement, to provide a probability of pipeline failure estimate that can be used to guide integrity management programs.


Author(s):  
Terry Boss ◽  
J. Kevin Wison ◽  
Charlie Childs ◽  
Bernie Selig

Interstate natural gas transmission pipelines have performed some standardized integrity management processes since the inception of ASME B3.18 in 1942. These standardized practices have been always preceded by new technology and individual company efforts to improve processes. These standardized practices have improved through the decades through newer consensus standard editions and the adoption of pipeline safety regulations (49 CFR Part 192). The Pipeline Safety Improvement Act which added to the list of these improved practices was passed at the end of 2002 and has been recently reaffirmed in January of 2012. The law applies to natural gas transmission pipeline companies and mandates additional practices that the pipeline operators must conduct to ensure the safety and integrity of natural gas pipelines with specific safety programs. Central to the 2002 Act is the requirement that pipeline operators implement an Integrity Management Program (IMP), which among other things requires operators to identify so-called High Consequence Areas (HCAs) on their systems, conduct risk analyses of these areas, and perform baseline integrity assessments and reassessments of each HCA, according to a prescribed schedule and using prescribed methods. The 2002 Act formalized, expanded and standardized the Integrity Management (IM) practices that individual operators had been conducting on their pipeline systems. The recently passed 2012 Pipeline Safety Act has expanded this effort to include measures to improve the integrity of the total transmission pipeline system. In December 2010, INGAA launched a voluntary initiative to enhance pipeline safety and communicate the results to stakeholders. The efforts are focused on analyzing data that measures the effectiveness of safety and integrity practices, detects successful practices, identifies opportunities for improvement, and further focuses our safety performance by developing an even more effective integrity management process. During 2011, a group chartered under the Integrity Management Continuous Improvement initiative(IMCI) identified information that may be useful in understanding the safety progress of the INGAA membership as they implemented their programs that were composed of the traditional safety practices under DOT Part 192, the PHMSA IMP regulations that were codified in 2004 and the individual operator voluntary programs. The paper provides a snapshot, above and beyond the typical PHMSA mandated reporting, of the results from the data collected and analyzed from this integrity management activity on 185,000 miles of natural gas transmission pipelines operated by interstate natural gas transmission pipelines. Natural gas transmission pipeline companies have made significant strides to improve their systems and the integrity and safety of their pipelines in and beyond HCAs. Our findings indicate that over the course of the data gathering period, pipeline operators’ efforts are shown to be effective and are resulting in improved pipeline integrity. Since the inception of the IMP and the expanded voluntary IM programs, the probability of leaks in the interstate natural gas transmission pipeline system continues on a downward slope, and the number of critical repairs being made to pipe segments that are being reassessed under integrity programs, both mandated and voluntary, are decreasing dramatically. Even with this progress, INGAA members committed in 2011 to embarking on a multi-year effort to expand the width and depth of integrity management practices on the interstate natural gas transmission pipeline systems. A key component of that extensive effort is to design metrics to measure the effectiveness to achieve the goals of that program. As such, this report documents the performance baseline before the implementation of the future program.


Author(s):  
Zach Barrett ◽  
Mike Israni ◽  
Jeff Wiese ◽  
Paul Wood

In December of 2003 the US Department of Transportation’s Office of Pipeline Safety (OPS) published a final rule for integrity management of gas transmission pipelines. As in the earlier rule for integrity management of hazardous liquid pipeline, OPS had four fundamental objectives: 1) to increase the level of integrity assessments (i.e., in-line inspection, pressure testing or direct assessment) for pipelines that can affect high consequence areas; 2) to improve operator integrity management systems; 3) to improve government oversight of operator integrity management programs; and 4) to improve public assurance in pipeline safety. This paper describes the process leading to the rule, the primary features of the rule, and the current thinking regarding OPS expectations for inspecting against provisions of the rule. While the basic structure of the IM rule for gas transmission pipelines is very similar to that of the hazardous liquid rule, the gas rule has several distinctions that are discussed in this paper.


Author(s):  
Jeff Wiese ◽  
James von Herrmann ◽  
Paul Wood

Over the past several years the Office of Pipeline Safety (OPS) in the Research and Special Programs Administration of the US Department of Transportation has begun to develop and implement a different approach to structuring its regulations and to carrying out the inspections it uses to evaluate operator conformance with the provisions of these regulations. Several new Rules have been promulgated incorporating provisions that are a combination of prescriptive, performance-based, and management-based. These rules include the hazardous liquid integrity management rules for large and small operators, the operator qualification rule, and the gas integrity management rule. The new rules have been designed to allow operators flexibility in their approach to addressing the objectives of the regulations. Such flexibility is needed because of the significant differences in the pipeline infrastructure operated by each company, and the corresponding need to acknowledge these differences to assure the objectives of regulation are achieved without imposing a needless and costly burden on the operators. Promulgation of highly prescriptive “one-size-fits-all” regulations is inconsistent with the variations present in the infrastructure operated by the US pipeline industry. One ingredient in the approach OPS has chosen is the imposition of “management-based” requirements. These requirements are so-called because they prescribe implementation of a program that includes the need for several management practices. The new rules allow some flexibility in which management practices are selected and exactly how they are implemented. Inspection against management-based provisions is different from inspection of purely prescriptive requirements. Management-based requirements provide flexibility in how operators evaluate, justify and change their practices to satisfy the intent of the rule within their unique operating environment. While such changes are designed to lead to improved performance, they will not immediately manifest themselves in recognizable changes in performance, so finely tuned measures of performance are needed to help evaluate the effectiveness of the new requirements. OPS has adopted several mechanisms to aid in the consistent inspection of the management-based provisions of the new rules. These mechanisms are discussed in the paper, as is the OPS approach to answering the question of how it will know if the new approach is working.


2015 ◽  
pp. 30-53
Author(s):  
V. Popov

This paper examines the trajectory of growth in the Global South. Before the 1500s all countries were roughly at the same level of development, but from the 1500s Western countries started to grow faster than the rest of the world and PPP GDP per capita by 1950 in the US, the richest Western nation, was nearly 5 times higher than the world average and 2 times higher than in Western Europe. Since 1950 this ratio stabilized - not only Western Europe and Japan improved their relative standing in per capita income versus the US, but also East Asia, South Asia and some developing countries in other regions started to bridge the gap with the West. After nearly half of the millennium of growing economic divergence, the world seems to have entered the era of convergence. The factors behind these trends are analyzed; implications for the future and possible scenarios are considered.


2018 ◽  
Vol 6 (2) ◽  
pp. 91-103
Author(s):  
Ágnes Vass

AbstractPolicy towards Hungarians living in neighbouring countries has been a central issue for Hungarian governments, yet Hungarian diaspora living mainly in Western Europe and North America have received very little attention. This has changed after the 2010 landslide victory of Fidesz. The new government introduced a structured policy focused on engaging Hungarian diaspora, largely due to the nationalist rhetoric of the governing party. The article argues that this change reflects a turn of Hungarian nationalism into what Ragazzi and Balalowska (2011) have called post-territorial nationalism, where national belonging becomes disconnected from territory. It is because of this new conception of Hungarian nationalism that we witness the Hungarian government approach Hungarian communities living in other countries in new ways while using new policy tools: the offer of extraterritorial citizenship; political campaigns to motivate the diaspora to take part in Hungarian domestic politics by voting in legislative elections; or the never-before-seen high state budget allocated to support these communities. Our analysis is based on qualitative data gathered in 2016 from focus group discussions conducted in the Hungarian community of Western Canada to understand the effects of this diaspora politics from a bottom-up perspective. Using the theoretical framework of extraterritorial citizenship, external voting rights and diaspora engagement programmes, the paper gives a brief overview of the development of the Hungarian diaspora policy. We focus on how post-territorial nationalism of the Hungarian government after 2010 effects the ties of Hungarian communities in Canada with Hungary, how the members of these communities conceptualise the meaning of their “new” Hungarian citizenship, voting rights and other diaspora programmes. We argue that external citizenship and voting rights play a crucial role in the Orbán government’s attempt to govern Hungarian diaspora communities through diaspora policy.


Author(s):  
Detlef Pollack ◽  
Gergely Rosta

Although the countries of Western Europe are very similar to the US in terms of their social, political, and economic conditions, they differ greatly when it comes to religion. Chapter 10 discusses how these differences can be explained. The empirical analysis shows that, besides the considerable differences in the level of religiosity between the US and Western Europe, there are also surprising similarities in the weakening church ties and religious practices. The findings demonstrate that it is in many respects not Europe but America that is the exception. This relates among other things to the level of social inequality, which is unusually high for a modern society, the strong tendencies towards functional dedifferentiation, such as between religion and politics, and the traditionalism of the culturally accepted system of values.


2021 ◽  
Vol 6 (2) ◽  
pp. 18
Author(s):  
Alireza Sassani ◽  
Omar Smadi ◽  
Neal Hawkins

Pavement markings are essential elements of transportation infrastructure with critical impacts on safety and mobility. They provide road users with the necessary information to adjust driving behavior or make calculated decisions about commuting. The visibility of pavement markings for drivers can be the boundary between a safe trip and a disastrous accident. Consequently, transportation agencies at the local or national levels allocate sizeable budgets to upkeep the pavement markings under their jurisdiction. Infrastructure asset management systems (IAMS) are often biased toward high-capital-cost assets such as pavements and bridges, not providing structured asset management (AM) plans for low-cost assets such as pavement markings. However, recent advances in transportation asset management (TAM) have promoted an integrated approach involving the pavement marking management system (PMMS). A PMMS brings all data items and processes under a comprehensive AM plan and enables managing pavement markings more efficiently. Pavement marking operations depend on location, conditions, and AM policies, highly diversifying the pavement marking management practices among agencies and making it difficult to create a holistic image of the system. Most of the available resources for pavement marking management focus on practices instead of strategies. Therefore, there is a lack of comprehensive guidelines and model frameworks for developing PMMS. This study utilizes the existing body of knowledge to build a guideline for developing and implementing PMMS. First, by adapting the core AM concepts to pavement marking management, a model framework for PMMS is created, and the building blocks and elements of the framework are introduced. Then, the caveats and practical points in PMMS implementation are discussed based on the US transportation agencies’ experiences and the relevant literature. This guideline is aspired to facilitate PMMS development for the agencies and pave the way for future pavement marking management tools and databases.


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