Guidelines For Marine Operations LOC

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92754 NANTERRE
Guidelines
for
Marine Operations
By
London Offshore Consultants Limited
Copyright
Guidelines for Marine Operations, is the exclusive copyright of the publishers and
may not be reproduced in whole or part without the written pennission of Oilfield
Publications Limited.
Re-ordering
Additional copies of this book may be obtained by contacting OPL direct at the
address, telephone and fax numbers given at the foot of this page.
This book has been carefully prepared from the best existing sources of information
available at the time ofpreparation but OPL do not guarantee the accuracy of the
book nor of the text, diagrams or photographic reproductions portrayed thereon
nor do OPL assume any responsibility or liability for any reliance thereon.
Front Cover Picture:

The Seaway Heavy Lifting
crane vessel 'Stanislav Yudin'
equipped with a 2500 mT
revolving crane inshore at
Nigg. The vessel is taking
onboard, the Mobil Galahad
jacket, deck and piles for
transportation and associated
installation at the UK Sector of
the North Sea
a member of the OPS Holding Group

Homend House, PO Box 11, ledbury, Herefordshire HR8 1BN, England
Tel: +44 (0) 1531 634563 Fax: +44 (0) 1531 634239
Email: opl@dial.pipex.com
ISBN 1 870945
INTRODUCTION
These Guidelines for Marine Operations have been written by London Offshore Consultants (LOC), one of the
world's h;;ading warranty surveyors and marine consultants. Until now they have only been available to LOC's own
staff and clients.
Due to interest in the Guidelines, principally from design engineers and mariners engaged in project development
and wishing to establish the warranty surveyors requirements, LOC decided to make them generally available, this
OPL publication is the result.
It is emphasised that these are guidelines, not Rules. Also they are constantly being updated, as industry practice
changes. Thus, project-specific guidelines are often prepared by LOC based on the information in this book.
LOC have a permanent technical staff of over fifty (50) personnel, including master mariners, naval architects and
structural engineers, based in offices in London, Houston, Singapore, Stavanger, Dubai and Abu Dhabi.
The services offered by LOC and the addresses of LOC offices are given overleaf and on the inside back cover.
LOC look forward to hearing from readers about any clarifications which they may require to the Guidelines or about
ways in which LOC may be of service to them and hope that you will find this new book interesting and useful in
your day to day work.
London Offshore Consultants

April 1997
London Offshore Consultants has established a reputation as one of the leading offshore marine and
shipping consultancies. The consultancy team comprises of qualified and experienced Master Mariners,
Naval Architects, Marine, Civil and Structu:al Engineers, providing the Company with a powerful
combination of professional expertise. The LOC Head Office is located in London with overseas
offices in Houston, Singapore, Stavanger, Dubai, Abu Dhabi and Perth, LOC's work includes the
following:
Shipping
Offshore
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Salvage and wreck removal consultancy

Total loss and seaworthiness investigations
Hull and machinery surveys
Towage studies
Damage survey of port and offshore installations
Unsafe port investigations
Port design and operational studies
Risk assessment and loss prevention
Marine superintending
Oil shortage claims investigations
Slow steaming investigations
Pollution investigations
Vessel sale and purchase surveys
Marine personal injury investigations
Hydrographic surveys
Cargo surveys and investigations
Structural analyses
Mooring analyses
Meteorological studies
Vessel condition surveys
Management and operation audits
Stability investigations
Manoeuvring analyses
Marine insurance warranty surveying

Marine consultancy
Feasibility studies
Rig moving approval
Mooring design for floating production systems
Analyses of pipelines
Motion response analyses
Stability calculations
Structural analyses
Design of sea fastenings
Towage studies and approvals
Heavy lift evaluations
Crane suitability studies
Barge and tug surveys
On and offhire surveys and vessel condition
surveys
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Technical bid evaluations

Risk analyses
Jacket analyses
Damage surveys
Failure mode analyses
Safety case studies
Preparation of marine and engineering manuals
and Codes of Practice
For details of worldwide office locations,

telephone, telefax and telex numbers,
see the inside back cover
The
c ic~ I
Solution
!if Platform Transport and Installation
lif
Platform Removal
lif
Inshore and Offshore Heavy Lifting
If Subsea Structure Transport and Installation

[I(
Complete Project Management
lif Engineering
Seaway Heavy Lifting

Seaway Heavy Lifting Engineering B.V.
Wiltonstraat 11-13,2722 NG Zoetermeer, The Netherlands, Tel: +31 (0)79 3417114 Fax: +31 (0)79 3428404
CONTENTS
CHAPTER 1 : LOADOUT ........................................................................................ ~........................... 1-14
1.
1.1
1.2
1.3
1.4
Introduction .....................................................................................................................................3-4
Scope of Guidelines ............................................................................................................................. 3
Definitions ............................................................................................................................................ 3
Reference Documents ........................................................................................................................... 4
Certificates of Approval ....................................................................................................................... 4
2.
2.1
2.2
2.3
2.4
2.5
2.6
2. 7
Planning of OperatiOns ................................................................................................................... 5-7

General ................................................................................................................................................. 5
Loadout Manual ...................................................................................................................................5
Safety Procedures and Contingency Plans ........................................................................................... 6
Site Surveys .......................................................................................................................................... 6
Anchoring, Mooring and Fendering ..................................................................................................... 6
Environmental Criteria .........................................................................................................................?
Weather Forecasting and Environmental Monitoring .......................................................................... 7
3.
3.1
3.2
3.3
3.4
3.5
3.6
Loads and Analysis .........................................................................................................................8-9

General ................................................................................................................................................. 8
Weight and Weight Distribution ........................................................................................................... 8
Stability Requirements ......................................................................................................................... 8
Skidding Loads ..................................................................................................................................... 8
Skew and Deformation Loads .............................................................................................................. 8
Load Factors ......................................................................................................................................... 9
4.
4.1
4.2
4.3
4.4
4.5
4.6
4.7
Systems and Equipment ............................................................................................................. 10-12

General ............................................................................................................................................... 10
Jacking Systems and Winches ............................................................................................................ tO
Multi-Wheel Trailers .......................................................................................................................... 10
Lifted Load-Outs ................................................................................................................................ 11
Barge and Ballast System .................................................. :................................................................ 11
Power Supply ...................................................................................................................................... 11
Grillage and Seafastenings ................................................................................................................. 12
5.
Operational Requirements ......................................................................................................... 13-14
5.1 General ............................................................................................................................................... 13
5.2 Operational Recording ....................................................................................................................... 13
5.3 Barge or Vessel Handling ................................................................................................................... 13
5.4 Testing & Measuring .......................................................................................................................... 14
CHAPTER 2 : BARGE TRANSPORTATION ..................................................................................15-37

1.
Introduction ~17 -18
1.1
1.2
1.3
1.4
1.5
Scope of Guidelines ........................................................................................................................... 17

Definitions .......................................................................................................................................... 17
Safety Procedures and Contingency Plans ......................................................................................... 18
Reference Documents ......................................................................................................................... l8
Certificates of Approval ..................................................................................................................... 18
CONTENTS
2.
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
2.9
Planning of Marine Operations ................................................................................................. 19-21

General ............................................................................................................................................... 19
Transportation Manual ....................................................................................................................... 19
Documents and Records ..................................................................................................................... 20
Weather Forecasting ........................................................................................................................... 20
Environmental Criteria for Towing .................................................................................................... 20
Wind ...................................................................................................................................................21
Waves ......................................................................................................................................... ~ ........ 21
Ice .......................................................................................................................................................21
Departure Criteria ...............................................................................................................................21
3.
3.1
3.2
3.3
3.4
3.5
3.6
3.7
Determination of Loads and Motions .......................................................................................22-24

General ............................................................................................................................................... 22
Motion Response ................................................................................................................................ 22
Standard Criteria ................................................................................................................................. 22
Intact Stability .................................................................................................................................... 23
Dynamical Stability ............................................................................................................................ 24
Damaged Stability .............................................................................................................................. 24
In-harbour Moves ............................................................................................................................... 24
4.
4.1
4.2
4.3
4.4
4.5
4.6
4.7
Grillage, Seafastenings and Cargo Design ................................................................................25-27

General ............................................................................................................................................... 25
Loads during Transportation ..............................................................................................................25
Method of Structural Analysis ........................................................................................................... 26
Strength ...............................................................................................................................................26
Barge Strength .................................................................................................................................... 26
Internal Seafastenings ......................................................................................................................... 26
Fatigue ................................................................................................................................................ 26
5.
5.1
5.2
5.3
5.4
5.5
Operational Aspects .................................................................................................................... 28-29

General ............................................................................................................................................... 28
Draught and Trim .... ;.......................................................................................................................... 28
Pre-sailaway Checks ........................................................................................................................... 28
Towing Routes .................................................................................................................................... 28
Communication and Reporting .................................................................. :....................................... 29
6. _Requirements for Barges ............................................................................................................ 30-32

6.1 General ............................................................................................................................................... 30
6.2 Certification ......................................................................................................................................... 30
6.3 Technical Information ........................................................................................................................ 30
6.4 Ballast and Pumping Systems ............................................................................................................ 30
6.5 Watertight Integrity ............................................................................................................................ 31
6.6 Barge Deck Openings ......................................................... : ........................................... 31
6.7 Anchoring and Mooring System ......................................................................................................... 31
6.8 Navigation Lights and Shapes ............................................................................................................. 32
6.9 Access ................................................................................................................................................. 32
ii
CONTENTS
7.
7.1
7.2
7.3
7.4
7.5
7.6
7.7
7.8
Towing Arrangements .................................................................................................................33-34

General ............................................................................................................................................... 33
Tow Connections ................................................................................................................................ 33
Fairleads ............................................................................................................................................. 33
Towing Bridle ..................................................................................................................................... 33
Intermediate Tow Pennant .................................................................................................................. 34
Shackles .............................................................................................................................................. 34
Retrieving Arrangements ................................................................................................................... 34
Emergency Towing Arrangements ..................................................................................................... 34
8.
8.1
8.2
8.3
8.4
8.5
8.6
8.7
8.8
8.9
8.10
Requirements for Towing Vessels (Th.gs) ..................................................................................35-37

General ............................................................................................................................................... 35
Bollard Pull Requirements .................................................................................................................. 35
Towing Winches ................................................................................................................................. 35
Towline Control .................................................................................................................................. 35
Towing Wire ....................................................................................................................................... 36
Synthetic Ropes .................................................................................................................................. 36
Tailgates/Stem Rails ........................................................................................................................... 36
Additional Equipment ........................................................................................................................ 36
Bunkers ............................................................................................................................................... 37
Manning .............................................................................................................................................. 37
CHAPTER 3 : LIFTING .....................................................................................................................39-60
1.
1.1
1.2
1.3
1.4
Introduction .................................................................................................................................41-42
Scope of Guidelines ...........................................................................................................................41
Definitions ..........................................................................................................................................41
Reference Documents ......................................................................................................................... 42
2.
2.1
2.2
2.3
2.4
2.5
2.6
Planning of Marine Lifts ............................................................................................................43-44

General ...............................................................................................................................................43
Site Survey ......................................................................................................................................... 43
Lifting Manual .................................................................................................................................... 43
Documentation ................................................................................................................................... 44
Design Calculations ............................................................................................................................44
Operational Aspects ........................................................................................................................... 44
3.
3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8
3.9
3.10
Loads and Analysis .....................................................................................................................45-50

General ............................................................................................................................................... 45
Module Design Weight ....................................................................................................................... 45
Rigging Weight. .................................................................................................................................. 45
Centre of Gravity and Tilt of Module- Single Crane ...................................................................... .46
Static Hook Load- Single Crane Lift. ............................................................................................... 47
Static Hook Load- Dual Crane Lift ..................................................................................................47
Dynamic Hook Load .......................................................................................................................... 47
Derivation of Lifting Point Loads- Using a Single Crane .............................................................. .48
Derivation of Lifting Point Loads- Using Two Cranes ................................................................... .49
Lifting Through Water ........................................................................................................................49
iii
CONTENTS
4.
4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.8
4.9
4.10
Structures .....................................................................................................................................51-54
General ............................................................................................................................................... 51
LRFD and Consequence Factors ........................................................................................................ 51
Method of Analysis of Module .......................................................................................................... 51
Strength of Module ............................................................................................................................. 52
Padeye Design .................................................................................................................................... 52
Padears and Trunnions ....................................................................................................................... 52
Cast Lifting Points ..............................................................................................................................53
Fabrication and Installation of Lifting Points ....................................................................... ., .......... .53
Seafastening ........................................................................................................................................53
Bumpers and Guides .......................................................................................................................... 53
5.
5.1
5.2
5.3
5.4
5.5
Requirements for Lifting Equipment........................................................................................SS-57

General .......................................................................................................................... ,.................... 55
Sling Force Distribution .......................................... ,.......................................................................... 55
Shackles ................................................................................. ,............................................................ 56
Spreader Beams ......................................................... ,........................................................................ 56
Hydraulic Lifting Devices .............. ,................................................................................................... 56
6.
6.1
6.2
6.3
6.4
6.5
Crane and Crane Vessels .................................................................................................................58

General ............................................................................................................................................... 58
Allowable Load .................................................................................................................... ,............. 58
Crane Radius Curve ...........................................................................................................................58
Minimum Clearances .............................................................................................................. ,.......... 58
Crane Vessel Stability ......................................................................................................................... 58
Appendices ............................................................................................................................................59-60
Appendix A 1: Summary of Stages in Design/Analysis of Lift Using Single Crane .................................. 59

Appendix A2: Summary of Stages in Design/Analysis of Lift Using Two Cranes ....................................60
CHAPTER 4 : STEEL JACKETS ......................................................................................................61-78
1.
Introduction .................................................................................................................................63-64
1.1
1.2
1.3
1.4

Definitions .......................................................................................................................................... 63
Reference Documents ......................................................................................................................... 63
2.
2.1
2.2
2.3
2.4
2.5
Environmental Considerations ..................................................................................................65-66

Definition of Environmental Conditions ............................................................................................ 65
Load-Out. ............................................................................................................................................ 65
Towing ................................................................................................................................................ 65
Installation .......................................................................................................................................... 66
Stability During Tow .......................................................................................................................... 66
3.
3.1
3.2
3.3
Strength ................................................................................................................................... ~.... 67-69

General ......... ;..................................................................................................................................... 67
Load-Out ............................................................................................................................................. 67
Transportation ..................................................................................................................................... 67
iv
CONTENTS
3.4
3.5
3.6
Lifting .................................................................................................................................................68
Launching ........................................................................................................................................... 68
Upending and Positioning .................................................................................................................. 69
4.
4.1
4.2
4.3
4.4
4.5
4.6
4. 7
Launch ..........................................................................................................................................70-72
General ...............................................................................................................................................70
Weight, Buoyancy and Centre of Gravity .......................................................................................... 70
Launch Analysis .................................................................................................................................71
Launching System and Equipment. .................................................................................................... 71
Preparations for Launch .....................................................................................................................71
Seafastening Removal/Barge Ballasting ............................................................................................. 72
Launch Operation ............................................................................................................................... 72
5.
5.1
5.2
5.3
5.4
5.5
5.6
5.7
5.8
5.9
5.10
5.11
Upending and Positioning ..........................................................................................................73-76

Environmental Conditions ..................................................................................................................73
Tolerances and Clearances .................................................................................................................73
Systems and Equipment ..................................................................................................................... 73
Tug Configuration ...................................................... :.......................................................................74
Surveys/Water Depth .......................................................................................................................... 74
Monitoring of Position .......................................................................................................................74
Preparation for Upending ................................................................................................................... 75
Control During Upending ................................................................................................................... 75
Hook Assisted Upending Operations ................................................................................................. 75
Docking with a Template ................................................................................................................... 76
Damaged Jacket ..................................................................................................................................76
6.
On Bottom Stability .........................................................................................................................77
7.
Other Considerations .......................................................................................................................78
CHAPTER 5 : GRAVITY BASE STRUCTURES ..........................................................................79-100

1.
1.1
1.2
1.3
1.4
1.5
Introduction .................................................................................................................................81-82
Object of the Guidelines ............................. ~ ....................................................................................... 8l
Contents of the Guidelines ................................................................................................................. 81
Other Standards .................................................................................................................................. 81
Definitions .......................................................................................................................................... 81
2.
2.1
2.2
2.3
Stability and Motion Response ..................................................................................................83-85

Intact Stability .................................................................................................................................... 83
Damage Stability ................................................................................................................................ 84
Motion Response ................................................................................................................................ 85
3.
3.1
3.2
3.3
3.4
Strength ........................................................................................................................................86-88
Structural Design Specification .......................................................................................................... 86
Construction Afloat ............................................................................................................................ 86
Inclination During Towage ................................................................................................................. 87
Falling Objects ................................................................................................................................... 88
CONTENTS
4.
4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.8
GBS Mooring Criteria ................................................................................................................89-91

Environmental Criteria .......................................................................................................................89
Method of Analysis ............................................................................................................................ 89
Criteria for Intact Case ....................................................................................................................... 89
Criteria for 'Line Broken' Case .........................................................................................................90
Certification of Equipment ................................................................................................................. 90
Connection Points to the GBS and Shore .......................................................................................... 90
Seabed Anchors .................................................................................................................................. 91
Mooring Pontoons ..............................................................................................................................91
5.
5.1
5.2
5.3
5.4
5.5
5.6
5.7
5.8
Float Out of Base Structure .......................................................................................................92-93

General ............................................................................................................................................... 92
Environmental Criteria ....................................................................................................................... 92
Watertight Integrity ............................................................................................................................92
Underkeel Clearances ......................................................................................................................... 92
Side Clearances .................................................................................................................................. 92
Air Cushion ........................................................................................................................................ 92
Tugs, Towing Points and Pennants .................................................................................................... 93
Surveys and Control ........................................................................................................................... 93
6.
6.1
6.2
6.3
6.4
6.5
6.6
6.7
Towing Criteria ...........................................................................................................................94-97

General ...............................................................................................................................................94
Tugs and Required Bollard Pull ......................................................................................................... 94
Tow Route, Surveys and Clearances .................................................................................................. 95
Towing Points ..................................................................................................................................... 96
Towing Pennants and Shackles .......................................................................................................... 96
Environmental Criteria for Tow Departures ...................................................................................... 96
Crewing Requirements .......................................................................................................................96
7.
Water Ballast System .......................................................................................................................98
8.
Deck Mating ......................................................................................................................................99
9.
9.1
9.2
9.3
9.4
9.5
9. 6
9. 7
Installation at Offshore Location .................................................................................................. ! 00

Underkeel Clearance ........................................................................................................................ 100
Seabed Survey .................................................................................................................................. 100
Positioning Accuracy ....................................................................................................................... 100
Environmental Criteria .............................................................................................................. ;...... 100
Verticality of Platform after Installation .......................................................................................... 100
Reversibility ..................................................................................................................................... 100
Schedule for Installation ................................................................................................................... 100
CHAPTER 6: LIFT-OFF, TRANSPORTATION AND MATING OF TOPSIDES ..................101-117

1.
Introduction ............................................................................................................................. 103-107
1.1 Scope of Guidelines ......................................................................................................................... 103
1.2 Object of the Guidelines ................................................................................................................... 103
1.3 Contents of the Guidelines ............................................................................................................... 103
vi
CONTENTS
1.4
1.5
1.6
1.7
1.8
Other Standards ................................................................................................................................ 103

Definitions ........................................................................................................................................ 103
Manuals and Procedures ................................................................................................................... 104
Safety and Contingency Procedures ................................................................................................. 104
Personnel .......................................................................................................................................... 104
2.
2.1
2.2
2.3
Stability and Motion Response........................................:..........................................................~. ... l05

Intact Stability ... J 105
Damage Stability .............................................................................................................................. 105
Motion Response .............................................................................................................................. 105
3.
3.1
3.2
3.3
3.4
3.5
3.6
3.7
Methods of Analysis ......................................................................................................................... 106

Static Loads and Eccentricities ........................................................................................................ 106
Design Seastates Windspeeds and Currents ..................................................................................... 106
Wave Loads :1107
Collision Loads ................................................................................................................................. 107
Flooded Compartment ...................................................................................................................... 107
Load Combinations and Coefficients .................... J 107
4.
4.1
4.2
4.3
4.4
4.5
4.6
4. 7
4.8
4.9
Equipment ................................................................................................................................ 109-111

Barges ............................................................................................................................................... 109
Supports ............................................................................................................................................ 109
Ballasting/Deballasting System ........................................................................................................ 109
Tank Water level Indicators .............................................................................................................. 11 0
Ballast Control Rooms and the Command Centre ................... ,....................................................... 110
Guides and Fenders .................................................................. ;....................................................... 110
Positioning System ........................................................................................................................... 111
Positioning Marks ............................................................................................................................. 111
Electrical Supplies and Lighting ...................................................................................................... 111
5.
5.1
5.2
5.3
5.4
5.5
5.6
Lift-Off...................................................................................................................................... 112-114
Sequence of Operations .................................................................................................................... 112
Introduction of the Barges Beneath the Topsides ............................................................................ 112
Deballasting to take Most of the Weight of the Topsides ................................................................ 113
Approval to Complete the Lift Off................................................................................................... 113
Completion of Lift-off ...................................................................................................................... 114
Moorings at the Pier ......................................................................................................................... 114
6.
6.1
6.2
6.3
6.4
6.5
Towing Criteria ............................................................................................................................... 115

Towing Configuration and Effectiveness ......................................................................................... 115
Bollard Pull Requirements ............................................................................................................... 115
Tow Route, Surveys and Clearances ................................................................................................ 115
Towing Connections ......................................................................................................................... 115
Towing Pennants and Shackles ........................................................................................................ 115
7.
7.1
Deck Mating ............................................................................................................................. 116-117

Approval to Start the Operation ....................................................................................................... 116
Structural Analyses ................................................................................................................. 106-108
vii
C~NTENTS
7.2
7.3
7.4
7.5
7.6
7. 7
7.8
7.9
Minimum Clearances During Deck Mating ..................................................................................... 116

Control and Position on Approaching Shafts ................................................................................... 116
Control and Monitoring of Final Position ........................................................................................ 116
Communications with the Substructure ........................................................................................... 116
Approval of Final Positions .............................................................................................................. 117
Deballasting the Substructure ........................................................................................................... 117
Removal of the Barges ..................................................................................................................... 117
Deballasting to the Hook-up Draft ................................................................................................... 117
CHAPTER 7 : OFFSHORE PIPELINES ......................................................................................119-154

1.
Introduction ............................................................................................................................. 121-125
1.1
1.2
1.3
1.4
1.5
Object of the Guidelines ................................................................................................................... 121

Scope ................................................................................................................................................. 121
Other Standards ................................................................................................................................ 121
Deviation from the Guidelines ......................................................................................................... 122
Definitions ........................................................................................................................................ 122
2.
Documentation.........................................................................................................................126-128
2.1
2.2
2.3
General ............................................................................................................................................. 126

Key Documents ................................................................................................................................ 126
Document Retention ......................................................................................................................... 128
3.
3.1
3.2
3.3
3.4
Warranty Surveyor Attendance ............................................................................................129-130

General ............................................................................................................................................. 129
Vessel Audits .................................................................................................................................... 129
Onshore Activities ............................................................................................................................ 129
Offshore Activities ........................................................................................................................... 130
4.
4.1
4.2
4.3
4.4
Environmental Considerations .............................................................................................. 131-132

Environmental Data .......................................................................................................................... 131
Limiting Environmental Conditions ................................................................................................. 131
Environmental_Studies ..................................................................................................................... 131
Environmental Impact ...................................................................................................................... 132
5.
Surveys and Route Preparation ............................................................................................. 133-134
5.1 Route Survey .................................................................................................................................... 133
5.2 Geotechnical Surveys ....................................................................................................................... 133
5.3 Preparatory Works ............................................................................................................................ 133
5.4 Post-Preparation Survey ................................................................................................................... 134
5.5 Post-Lay Survey ............................................................................................................................... 134
6.
6.1
6.2
6.3
6.4
6.5
6.6
Pipeline Construction ............................................................................................................. 135-141

Pipelay Spread and Equipment ........................................................................................................ 135
Pipe, Materials and Equipment Control ........................................................................................... 135
Control and Monitoring of Position ................................................................................................. 135
Anchor Handling .............................................................................................................................. 136
Dynamic Positioning ........................................................................................................................ 137
Pipelay Start-Up ............................................................................................................................... 138
viii
CONTENTS
6.7
6.8
6.9
6.10
6.11
6.12
Pipelay .............................................................................................................................................. 138

Pipeline Laydown ............................................................................................................................. 139
Pipeline Abandonment & Recovery ................................................................................................. 140
Contingencies ................................................................................................................................... 140
Welding and NDT ............................................................................................................................ 140
Field Joint Coating ........................................................................................................................... 141
7.
7.1
7.2
7.3
7.4
7.5
Towed Pipeline Installation .................................................................................................... 142-144

General ............................................................................................................................................. 142
Surface and Near-Surface Tow ......................................................................................................... 142
Mid-Depth Tow ................................................................................................................................ 142
Off-Bottom Tow ............................................................................................................................... 143
On-Bottom Tow/Pull ........................................................................................................................ 143
8.
8.1
8.2
8.3
Pipeline Crossings ................................................................................................................... 145-146

General ............................................................................................................................................. 145
Design of Crossings ......................................................................................................................... 145
Pipeline Installation .......................................................................................................................... 145
9.
9.1
9.2
9.3
Freespan Rectification ....................................................................................................................147

Span Survey ...................................................................................................................................... 147
Span Criteria and Analysis ............................................................................................................... 147
Correction ......................................................................................................................................... 147
10.
10.1
10.2
10.3
Trenching and Backfilling ............................................................................................................. 148

General ............................................................................................................................................. 148
Trenching Tools ................................................................................................................................ 148
Procedures ........................................................................................................................................ 148
11.
11.1
11.2
11.3
11.4
Tie-Ins ....................................................................................................................................... lS0-151

General ............................................................................................................................................. 150
Above Water Tie-In .......................................................................................................................... 150
Subsea Tie-In .................................................................................................................................... 150
Tie-In Procedures ............................ ,................................................................................................ 151
12.
12.1
12.2
12.3
Shore Approach and Landfal1 .......................................................................................................152

General ............................................................................................................................................. 152
Procedures ........................................................................................................................................ 152
Design Requirements ....................................................................................................................... 152
13.
Testing and Commissioning ...................................................................................................153-154

Flooding and Cleaning ..................................................................................................................... 153
Gauging ............................................................................................................................................ 153
Pressure Testing ................................................................................................................................ 153
Leak Testing ..................................................................................................................................... 153
Pipeline Commissioning ................................................................................................................... 154
13.1
13.2
13.3
13.4
13.5
ix
CHAPTER 1 : LOADOUT
1.
INTRODUCTION
1.1
SCOPE OF GUIDELINES
These guidelines are a basis for the planning, design and operational aspects of load-outs which are
subject to approval by a Marine Warranty Surveyor. The purpose of them is to specify appropriate
standards, based on sound engineering and good marine practice, in order to ensure that the load-out
procedure at all times meets an acceptable level of safety.
The guidelines are based on experience over a large number of previous projects. However, as
knowledge advances in specific ~eas, it is recognised that these guidelines may need to be modified
to meet alternative or new proposed methods of operation. The general criteria is that the overall
level of safety should not be reduced by the introduction of novel or alternative proposals.
The Marine Warranty Surveyor will review and comment on all relevant specifications, proposed
load-out and load-off reports and procedures, choice of systems and equipment. Information shall
be made available to the MWS in sufficient time to enable completion of these reviews well before
the planned operations.
1.2
DEFINITIONS
Load-out Contractor:
The company which is responsible for a load-out of a cargo onto a barge or vessel, or a load-off of a
cargo from a barge or vessel.
MWS:
Marine Warranty Surveyor and/or Marine Warranty Survey Company.
Module:
A unit of cargo such as a jacket, integrated deck, topside components, pre-assembled units, items of
equipment or parts thereof.
Contingency plan:
Preconsidered response to a deviation from an intended course of action.
Grillage:
The temporary structural members that support the module and distribute the vertical static and
dynamic loads over the barge or vessel framing.
Seafastenings:
Shall in general mean the temporary structures or tie-downs that secure the module for transportation
and berthing forces.
Skidded load-out:
The module is pushed (by jacks) or pulled (by winches) onto the barge or vessel, supported on a
skidway.
Trailer load-out:
The module is supported on multi-wheel trailers for the movement onto the barge. The trailers may
be self propelled or may be pushed or pulled onto the barge.
CHAPTER 1 : LOADOUT
Lifted load-out:
The module is lifted onto the barge.
1.3
REFERENCE DOCUMENTS
The MWS review of technical documents will include checks to current editions of relevant national
standards or codes.
1.4
CERTIFICATES OF APPROVAL
A Certificate of Approval will be issued on site, immediately prior to the operation, by the attending
representative of the MWS when he is satisfied that the preparations for load-out are complete and
that the weather forecast is satisfactory.
As a pre-requisite to the issue of a Certificate of Approval the associated calculations and operations
manuals are to be reviewed and approved by the MWS well before the planned start of operations.
CHAPTER 1 : LOADOUT
2.
PLANNING OF OPERATIONS
2.1
GENERAL
A comprehensive load-out manual shall be prepared by the Load-out Contractor and issued for
review and approval by the MWS. This shall be submitted in sufficient time for MWS to comment
on it and for any resulting amendments to be incorporated in the manual and put into effect prior to
the loadout operation itself. An engineering manual which covers the structural analysis of the
module and the load-out supporting system shall also be prepared.
All planning shall be based, where possible, on the assumption that it may be necessary to interrupt
or reverse the operation.
The planning shall be based on the use of well proven principles, techniques, systems and equipment,
to ensure acceptable health and safety levels and to prevent loss of human lives and major economic
losses.
2.2
LOADOUT MANUAL
The load-out manual shall include a description of the procedure to be adopted and details of the
equipment to be used for the operation.
Information and details of the following items shall be included:
Loadout procedure
Schedule
Description of the module including weight and centre of gravity
Organization and communication
Site information
Environmental criteria and weather forecasting procedure
Water depth, tide tables and current speed data
Load-out equipment, such as:
trailer type, number, capacity and ground bearing load
pulling and retrieval winch systems
hydraulic push/pull systems
crane type, crane radius curve
lift rigging details and certification
ballast pump type, number, capacity and arrangement
linkspans/bridging ramp
Description of barge/vessel, grillage and seafastenings
Barge/vessel movements and procedures
Mooring arrangements before, during and after loadout
Fender details
Recording and monitoring procedures including monitoring of barge heel and trim during
loadout
Ballast procedures
Module set down and shimming requirements
Barge ballast and trim for welding of seafastenings
Check lists
Contingency plans
Safety procedures
Calculations for relevant items, such as:
Strength of skidway on land
CHAPTER 1 : LOADOUT
Pulling winch arrangement capacity and anchor point capacity

Trailer axle and wheel loading and ground capacity
Quay strength
Linkspanlbridging ramp
Barge/vessel deck and strength of skidway on barge
Ballasting of barge
Mooring capacity and limiting environmental criteria
Structural strength of module and any temporary loadout beams
Lifting point and lift rigging design
Associated drawings
The schedule which is included in the load-out manual shall clearly show the timing of the load-out
and ballasting operations, related to tidal variations, including identification of points which may be
critical in event of a late start or delays during load-out.
The schedule shall also include reference to the time taken to secure the seafastenings on completion
of load-out and to the actions to be taken thereafter.
2.3
SAFETY PROCEDURES AND CONTINGENCY PLANS

Safety procedures shall be developed and included in the load-out manual. The manual shall also
address any possible need to deviate from the established procedures. Contingency plans shall be
included in the manual, detailing the actions to be taken in the event of equipment failure,
deterioration in weather conditions and any other unforeseen delays and relevant considerations.
The organogram shall clearly show the line of communications between the parties involved in the
loadout. The personnel responsible for deciding to commence or halt the loadout shall be clearly
shown.
2.4
SITE SURVEYS
The load-out route at the fabrication site shall be documented by drawings, civil engineering data
and calculations to verify that the capacity along the route is sufficient to resist the anticipated loads.
The seabed at the load-out quay shall be surveyed prior to load-out to ensure that sufficient under
keel clearance exists, both during and after load-out, and that no obstructions exist which will
interfere with the operations. A minimum underkeel clearance of O.Sm shall be maintained at all
times. The effects of silting shall be considered and the sounding charts shall be clearly marked with
the date when the survey was undertaken. The number of sounding points shall be sufficient to give
adequate definition and to ensure that any high spots have been identified. The effects of abnormally
low tides, swell and barometric pressure shall be taken into account.
All elevations shall refer to Lowest Astronomical Tide (LAT) as well as any local datum.
I
2.5
ANCHORING, MOORING AND FENDERING

During load-out, the barge or vessel shall be held in position by moorings which are designed to hold
the barge in position in the extreme wind, current and wave conditions anticipated during the
operation. A specification of the mooring arrangement and all the equipment shall be included in the
load-out manual. Generally, polypropylene or nylon ropes will not be acceptable as part of the
mooring system unless used as a contingency.
CHAPTER 1 : LOADOUT
The calculated maximum loads in the mooring wires, blocks, bollards and other rigging shall not
exceed the safe working load (SWL) of any component.
The pulling and holding capacities of any mooring winches shall be clearly stated; the holding
capacities must be at least 10% greater than the calculated maximum applied loads. The strength of
the foundations of the winches shall also be documented.
In general, the use of anchors should be avoided. However, if anchors are necessary in the mooring
arrangement, they shall be set and tested prior to load-out. The test load shall be at least 1.25 times
the calculated maximum applied load for that particular mooring line, in both the intact and one line
broken case. Procedures for testing shall be proposed by the Load-out Contractor for approval by the
MWS.
A sufficient number of fenders in good condition shall be provided to prevent damage arising from
contact between the barge or vessel and the quay side.
The barge or vessel shall not be moved from the load-out position after load-out until sufficient
seafastenings have been installed. See also Section 4.7.
After the load-out has been completed and initial seafastenings have been installed, the barge or
vessel shall be moored safely until sailaway. The moorings in the post-loadout position shall be
designed to withstand the 10-year return period extreme environmental conditions with any one line
broken.
2.6
ENVIRONMENTAL CRITERIA
Limiting wind speeds and wave heights for the load-out operation shall be defined and agreed in
order to ensure the safety of the proposed operation. The choice of limiting conditions will depend
on several parameters, such as the site, the duration of the operation, tidal range and the type of loadout being performed. If the load-out quay is sheltered the effect of waves may be considered to be
negligible The possible exposure of the load-out quay to long period swell waves should be
considered.
Generally, for trailer or skidded loadouts the limiting forecasted wind speed shall be Beaufort Force
5 (equivalent to 10 m/s). The forecast shall be of a duration which is equal to the planned length of
the operation plus allowances for contingencies and, if applicable, moving the barge to a safe
mooring after load-out.
For lifted load-outs other values may be appropriate, depending on the equipment to be used.
2.7
WEATHER FORECASTING AND ENVIRONMENTAL MONITORING

Prior to commencement of load-out, a favourable weather forecast shall be obtained from a
recognised meteorological agency. The forecast shall be of sufficient duration to cover the load-out,
installation of initial seafastenings and, if applicable, movement of the barge to a safe mooring.
Weather forecasts shall be obtained at 12 hour intervals for the duration of all of the operations.
CHAPTER 1 : LOADOUT
3.
3.1
LOADS AND ANALYSIS

GENERAL
The stresses and deformations of the module and any temporary supporting structure during load-out
shall be shown to be in accordance with appropriate Standards or Codes of Practice such as those
given in section 1.3. Wherever possible, the design shall be carried out to the requirements of one
code only.
Calculations demonstrating the integrity of the barge or vessel shall be prepared for each critical
stage of the load-out of the module.
For grounded or skidded load-outs the strength of the barge or vessel, in particular the longitudinal
bulkheads, shall be documented.
The grillage design and layout shall take account of any limitations imposed by the load-out method.
3.2
WEIGHT AND WEIGHT DISTRIBUTION

The load-out arrangement shall be based on the best estimate of weight, derived from the weight
control system. Final load distribution into the load-out support structures or hydraulic trailers shall
be confirmed after weighing the module, prior to load-out.
At the planning stage suitable contingencies shall be added to allow for changes to the weight and
centre of gravity position. The following values may be used:
3.3
Weight contingency: 10%

Shift of centre of gravity: longitudinal: l.Om, transverse: 0.5m
STABILITY REQUIREMENTS
During load-out the barge or vessel onto which the module is loaded out shall have a minimum value
of metacentric height (GM) of LOrn.
The barge or vessel shall have a minimum freeboard of 0.5 metres. Where there is a risk of waves
coming on deck, open manholes shall be protected by upstands ('tophats') or other means to prevent
the possibility of down flooding
3.4
SKIDDING LOADS
Skidding loads are the loads required to move the module, and may result from friction, inertia and
the slope of the skidding or rolling surface.
The values used for friction coefficients shall be proposed by the Load-out Contractor and
documented where necessary by test results or previous experience.
3.5
SKEW AND DEFORMATION LOADS

If the module is supported at more than three points without any load equalization system, the
module may be skewed (i.e. deformed).
CHAPTER 1 : LOADOUT
The resulting vertical skew or deformation loads shall be computed taking account of the following
items as appropriate:
The stiffness of the module and its supporting structure

Skidway tolerances
Movements of the barge or vessel (heel and trim)
Settlement of the ground
Horizontal skew loads may also be generated if the prime mover loads are applied asymmetrically
about the module centreline e.g. where one winch fails during a skidded loadout and the loadout
continues with one winch only.
The module structure and temporary loadout beams shall be checked for horizontal skew loads taking
account of the following items as appropriate:
3.6
The stiffness of the module and its supporting structure

Break-out friction forces
Rolling friction
Drag forces from non-self-propelled trailers
Pulling forces from winches
LOAD FACTORS
Where a Load and Resistance Factor Design (LRFD) method is used the following LRFD load
factors shall be used for load out:
Gravitational
Deformation
Skew
1.3
1.0
1.0
The use of the above Load Factors of 1.0 for the deformation and skew load cases require that the
operational procedures followed during loadout are such as to ensure that the deflections
assumed in the structural analysis are not exceeded in practice.
CHAPTER 1 : LOADOUT
4.
SYSTEMS AND EQUIPMENT
4.1
GENERAL
All equipment used shall be in good condition and well maintained. It will be inspected by the MWS
representative prior to issue of a Certificate of Approval.
The equipment used shall be in accordance with the manufacturer's operating procedures and
specified safe working loads and in compliance with relevant codes and practices.
A braking system, capable of arresting module movement, is required at all stages of the load-out
A pull back system which can retrieve the module in a contingency situation shall be provided unless
it can be demonstrated that, with the module partly onboard, the barge can be kept level with the quay
through a complete tidal cycle.
4.2
JACKING SYSTEMS AND WINCHES

An adverse longitudinal barge or vessel slope of at least 1% shall be considered when assessing
required winch, jack and braking capacities.
The computed load on the jacking or winching system shall not exceed the certified safe working
load of the system. Both break-out (i.e. start up) and moving conditions shall be assessed. In
computing the SWL of winch systems, due allowance shall be made for splices and bending of wire
ropes, and friction losses in sheaves.
The arrangement of the winching or jacking system shall permit the entire module to be moved from
the quay onto the barge or vessel without re-rigging.
It shall be demonstrated that, in the event of failure of any one component or subsystem, the jacking
or winching system shall continue to function effectively.
4.3
MULTI-WHEEL TRAILERS
For a trailer load-out the multi-wheel trailers shall be used in accordance with the manufacturer's
specification. For the following, the values recommended by the manufacturer shall not be exceeded:
Axle loadings
Trailer spine beam shear and bending stresses
Trailer deflections
The hydraulic system of the trailers shall generally be connected such that the trailers are in three
groups, thereby providing a three point support system. The position of centre of gravity of the
module shall be within the triangle defined by the centres of the three groups and shall be at least
1 metre from the sides of this traingle.
The required minimum vertical distance through which each of the trailer's axles is able to move (i.e.
the travel) shall be calculated taking account of the following:
Ground level and incline of linkspan/bridging ramp

Trailer deflections
Module deflections
Allowances for barge/vessel heel and trim
10
CHAPTER 1 : LOADOUT
It is recommended that when planning the operation, the maximum foreseeable travel shall be at least
1OOmm less than the value allowed by the manufacturer of the trailers
The module shall be positively restrained to prevent movement relative to the trailers
4.4
LIFTED LOAD-OUTS
For lifted load-outs the Load-out Contractor shall make available for inspection and approval by the
MWS:
4.5
Certificates for the crane

Crane radius curve (i.e. crane capacity as a function of outreach
Lifting and rigging arrangement
Certificates for all equipment in the rigging arrangement including spreader beams, slings,
shackles and padeyes
Barge or vessel handling and mooring procedures
If the crane is a floating crane then its stability/ballast details during lifting shall be provided
NDT records for padeyes/trunnions to be used during loadout
BARGE AND BALLAST SYSTEM

A ballasting schedule shall be prepared, showing that the barge or vessel can be safely deballasted
and/or ballasted to receive the module without overstressing the module or barge/vessel. The ballast
system shall have sufficient capacity to compensate for the worst combination of change of load and
tide rise or fall during the operation.
To ensure adequate contingency in the event that the loadout is halted, the ballast system shall have
adequate capacity to compensate for tide changes through a complete tide cycle.
Sufficient spare pumps shall be provided to allow for pump malfunctions and the actions to be taken
in the event of pump failures shall be documented. The ballast system shall have a minimum reserve
pumping capacity of 50%.
For load-out onto a cargo barge it is recommended that a ballast system, with its own power supply,
is installed, this system being independent of the barge's integral ballast system. Normally, the cargo
barge's own ballast system shall not be used during a loadout, except as a contingency, nor included
in the calculation of reserve capacity. However, some very large barges have sophisticated integral
ballast systems, with redundancy of pumps and power supplies. It is generally not necessary to install
a separate system when using these barges.
All equipment shall be tested, and shown to be fully operational, prior to the load-out.
4.6
POWER SUPPLY
The power supply system shall have adequate capacity to supply all equipment which may be used
during the load-out for continuous running at maximum rating.
If the ballast pumps and other equipment share a common power supply, for example the local
electricity supply, a back-up power supply shall be provided which can be brought into action quickly
in order that the load-out can be completed in a safe manner.
11
CHAPTER 1 : LOADOUT
The power supply system shall be designed to keep the essential equipment running in the event of
one of the following:
4.7
One power unit breaks down

Failure of the common energy supply
GRILLAGE AND SEAFASTENINGS

If the grillage is pre-installed on the barge, dimensional checks shall be carried out prior to load-out
to ensure that the module can be set down safely within agreed tolerances.
If the grillage is loaded out with the module the relative alignment of the grillage and barge frames
and bulkheads shall be estimated by measurement prior to load-out.
For trailer load-outs, the planned position of the module, and the possible need for shimming shall
be checked when the module has been partially set down onto the grillage. Complete set down shall
not take place until satisfactory shimming and positioning has been achieved and accepted by the
MWS. If there are more than four module support points, shimming shall be carried out with the
barge ballasted such that the deflected shape of the barge is the same as the transportation condition.
Prior to load-out, all preparations for installation of seafastenings should be completed. Erection of
seafastenings should commence as soon as practicable after the module has been set down and
should be installed in such a sequence that the module is fully restrained in minimum time, and that
no unnecessary stresses are introduced into the module structure.
During installation of the seafastenings special care shall be taken to prevent damage to the module.
The barge or vessel shall not be moved from the load-out position after load-out until sufficient
seafastenings have been installed. These seafastenings should be capable of withstanding horizontal
forces equal to 10% of module weight taken in any direction and applied at the centre of gravity of
the module.
12
CHAPTER 1 : LOADOUT
5.
OPERATIONAL REQUIREMENTS
5.1
GENERAL
Prior to the decision to start a Load-out operation a readiness review meeting should take place on
site. The purpose of the meeting is to ensure the following:
The load-out equipment is functioning and has been tested

The procedure to be followed is confirmed
The weather forecast is favourable for the planned duration of the operation including an
allowance for contingencies
The results of module weighing are satisfactory and have been accepted by all
parties
Checklists shall be prepared and completed to ensure all preparations have been carried out
satisfactorily.
For operations consisting of several predefined stages, a decision based on similar principles to the
commencement of the load-out shall be made prior to the commencement of each stage.
5.2
OPERATIONAL RECORDING
During the operation a record of events should be kept by the Load-out Contractor. A list of the
events and activities which are to be recorded shall be included in the load-out manual.
The log should also record deviations from agreed procedures and breakdowns or other delays to the
operation.
5.3
BARGE OR VESSEL HANDLING

Movements of the barge or vessel at the fabrication site shall be carried out in accordance with any
relevant harbour regulations. Harbour authorities should be notified prior to any moves.
If the barge or vessel is to be operated outside the conditions for which it is approved by the
Classification Society, the MWS shall be advised and the Classification Society shall be notified.
After the load-out is completed, a regular watch shall be provided to ensure the following:
Security of moorings
Barge draught, heel and trim
In adverse weather conditions the barge or vessel watch shall be continuous. A suitable number of
spare mooring lines of adequate size and in good condition shall be available on site.
If sub-zero temperatures are expected, the Load-out Contractor shall take action to avoid freezing of
water in the tanks and on deck. Similar precaution should be taken with cooling liquids within barge
or vessel machinery.
The barge or vessel shall not be moved from the load-out quay after load-out until sufficient
seafastenings have been installed. See Section 4.7.
13
CHAPTER 1 : LOADOUT
5.4
TESTING & MEASURING

Prior to load-out, all systems and equipment which will be used during the load-out, shall be checked
and shown to be in accordance with the approved documentation.
The pull/push system for a skidded load-out shall be commissioned and tested prior to load-out to
verify that the system has sufficient capacity.
Equipment shall be provided for monitoring barge or vessel heel and trim. During the load-out, the
following parameters shall be monitored:
Draught of barge or vessel

Heel and trim of barge or vessel
Ballast tank quantities
Tide level
Movement of module onto barge or vessel
Where the vessel deflections or alignment to the quay are critical these shall be monitored using
surveying equipment and targets on the vessel. The power supply shall be tested with all systems
which shall be supplied, running at maximum rating.
Ballast systems shall be function tested immediately prior to loadout. This test shall be witnessed by
the attending surveyor.
Loadout paths on the barge or vessel and the final position of the module over the grillage should be
clearly marked.
A dimensional survey of pre-installed grillages and seafastening shall be checked against the module
as-built dimensions.
Pre-fabricated grillages and seafastening NDT records shall be made available for inspection by the
attending surveyor prior to loadout.
14
CHAPTER 2 : BARGE TRANSPORTATION
1.
INTRODUCTION
1.1
SCOPE OF GUIDELINES
These guidelines cover the marine aspects of module transportations on towed barges.
The purpose of the guidelines is to specify appropriate standards, based on sound engineering and
good marine practice, so that the tow, at all times, meets an acceptable level of safety. Guidance on
the selection of tugs and barges is included.
The guidelines are intended to cover module transportation operations, in open seas as well as inland
waters, which are subject to approval by the Warranty Surveyor.
These guidelines are based on experience over a large number of previous projects. However, as
knowledge advances in specific areas, it is recognised that these guidelines may need to be modified
to meet alternative or new proposed methods of operation. The general criteria is that the overall
level of safety should not be reduced by the introduction of novel or alternative proposals.
The Insurance Warranty Surveyor will review and comment on proposed towing arrangements,
seafastening design, choice of tugs and barges and all relevant specifications and procedures.
Information shall be made available to the Insurance Warranty Surveyor in sufficient time to enable
completion of these reviews well before the commencement of any transportation operation.
1.2
DEFINITIONS
Contractor:
The Contractor who is responsible for the transportation operations.
Fabricator:
The company which is responsible for the construction and installation of the grillage and
seafastenings.
MWS:
Warranty Surveyor and/or Marine Consultant.
Towmaster:
Master of the tug or other person specified in the procedures as having ultimate responsibility for the
towing operation.
Bollard Pull:
Continuous static bollard pull as defined by the towing vessel's Bollard Pull Certificate.
Cargo:
Modules, topsides components, equipment or parts thereof being transported on a barge.
Contingency plan:
Grillage:
The temporary structural members that support the module and distributes the vertical static and
dynamic forces into the barge framing.
17

Seafastenings:
Shall in general mean the temporary structural members that resist rolling and pitching forces and
restrain the module in the global horizontal direction.
Unit:
The combination of cargo and barge.
MBL:
Minimum Break Load
1.3
SAFETY PROCEDURES AND CONTINGENCY PLANS

Safety procedures shall be developed and included in the Transportation Manual. The Manual shall
also address any possible need to deviate from the established procedures and shall describe
appropriate contingency plans.
1.4
REFERENCE DOCUMENTS
The MWS review of technical documents will include checks to current editions of relevant codes
and standards.
1.5
Calculations and operations manuals shall have been reviewed and approved by the Insurance
Warranty Surveyor well before the planned start of operations.
A Certificate of Approval will be issued on site, immediately prior to the operation, by the Surveyor
in attendance when he is satisfied that the preparations for towage are complete, that the towed unit
is fit to be towed and that the weather and tidal conditions and forecast are satisfactory.
18
2.
PLANNING OF MARINE OPERATIONS
2.1
GENERAL
Marine operations shall be planned so as to develop procedures which are both safe and practical.
The planning shall be based on the use of well proven principles, techniques, systems and equipment
to ensure acceptable health and safety levels and prevent loss of human lives, and major economic
losses. The possible impact of the tow on the environment shall also be considered. The feasibility
of extending existing technology and applying new techniques shall be documented.
All planning shall be based where possible on the assumption that it may be necessary to interrupt or
reverse the operation.
For deep drafted transportations, or for those following uncommon routes, the proposed and
contingency transportation routes shall be identified, examined and surveyed, as required, prior to the
commencement of the operation.
Ports which may be used as ports of refuge during the tow shall be identified and surveyed for
suitability prior to the operation.
2.2
TRANSPORTATION MANUAL
A transportation manual covering all normal, contingency and emergency aspects of the operation
shall be prepared for review and approval by the MWS.
The procedures given in the transportation manual shall be followed by all personnel involved in the
operation. The manual shall include details of the following:
Description of items to be transported

Organisation and communication
Site information for port of departure and arrival location
Grillage and seafastenings
Barge and towing vessel(s), including tug bollard pull requirements
Ballast plan, stability and damage stability calculations
Summary of the loading and motion analysis
Environmental criteria
Transportation route and possible ports of refuge
Towing procedure and configuration
Description of planned operation
Time schedules
Weather forecasting arrangements
Recording and reporting procedures, including emergency contacts
Recording and reporting procedure, including emergency contacts
Contingency plans
Safety procedures
The Warranty Surveyor will require to sight all relevant documentation relating to all vessels used
during an operation as listed in Section 6.2 of these guidelines.
The Warranty Surveyor will require all component parts of the towing equipment to be in satisfactory
condition and that associated certificates are valid.
19

Documentation to confirm that non-destructive testing (NDT) of the welds on the grillage and
seafastenings has been satisfactorily carried out shall be prepared. These tests shall be carried out by
a competent person and the necessary records shall be made available for review.
2.3
DOCUMENTS AND RECORDS

During a transport operation all relevant documentation shall be available onboard the main towing
vessel. An operations log-book shall be kept, and any deviations from the agreed procedures shall be
recorded.
2.4
WEATHER FORECASTING
A weather forecast shall be obtained from a recognized meteorological agency which has detailed
knowledge of the area covered by the forecast. For long tows it may be necessary to use the services
of more than one such organisation.
Weather forecasts shall be provided at 12 hour intervals, and shall contain forecasts for the next 24
and 48 hours, with the weather outlook for the coming 3 to 5 days period.
For certain tows it may be advisable to employ a meteorologist for the duration of the tow, to provide
specific forecasts for the tow route.
During a tow, arrangements shall be made for the Towmaster to receive weather forecasts and to have
onboard a weather facsimile machine.
2.5
ENVIRONMENTAL CRITERIA FOR TOWING

Tows shall be designed to withstand the seasonal I0 year return period extreme environmental
conditions, for the most exposed part of the route for the month or months during which the
transportation takes place. It is recommended that the seasonal analysis of extreme conditions for
northern hemisphere operations should be divided into periods May to August for summer operations
and September to April for winter operations. Southern Hemisphere and Tropical operations should
take due account of the possibility of periods of extreme weather and monsoon conditions
respectively.
For long duration tows passing through areas having different characteristic seastates, the worst
seastate for the route shall be identified and used in the design of the cargo, grillage and
seafastenings.
For towing operations of a limited distance, with short planned duration, reduced environmental
criteria may be proposed by the Contractor for approval by the MWS.
Environmental data shall be referred to by the following notation:
V!MIN
Hs
Hmax
Tz
TP
Maximum 1 minute mean wind speed at 10 m above sea level.

Associated significant wave height.
Maximum wave height.
Zero up-crossing wave period.
Wave period of peak spectral density.
Further information on the definition of environmental data is given under Steel Jackets, Section 2.1.
20

2.6
WIND
The design wind speed shall be based on the 1 minute sustained wind speed at a height of 10 metres
above still water level, for a return period appropriate to that given in Section 2.5.
The design wind speed may be sectored in order to determine extreme values from various directions.
It is recommended that the sector band shall not be less than 30 degrees.
The seasonal variation of wind speeds can be taken into account in determining extreme values.
2.7
WAVES
The design wave height shall be based on the significant height (Hs) associated with wind speeds
referred to in Section 2.6.
The design wave period shall be based on the zero up-crossing period (Tz) most probably associated
with the significant wave height (Hs).
It is recommended that motions shall be investigated for a range of values of peak period (Tp),
particularly if resonant conditions are possible. The range of values, defined in terms of significant
wave height, as recommended by ISSC (International Ships Structures Congress), is as follows:
(13 Hs) < TP < V (30 Hs)
where T P = peak period

In the maximum seastate under consideration, the natural period of motion of the unit may be below
the above range. In this case, motions shall also be determined in the highest seastate which may,
according to the formula above, have a peak period which is equal to the vessel's natural period of
motion.
For units which have a natural period of motion greater than y(30 Hs) and which may pass through
areas prone to long period swells then motions due to swell shall also be determined.
In open waters, waves shall usually be considered as being long crested. However, in some areas it
may be demonstrated that it is appropriate to consider the waves to be short crested and to apply a
spreading function to the wave energy.
2.8
ICE
Where the presence of ice may affect the operation, ice movement records, forecasts and monitoring
shall be used to assist planning of the operation.
2.9
DEPARTURE CRITERIA
The departure of a tow will only be approved after receipt of a favourable 48 hour weather forecast
covering the intended route. During the tow, it is recommended that forecasts are obtained frequently
from a recognised meteorological agency. If forecasts are received of weather which is likely to
endanger the tow, the Towmaster may then be alerted in good time and can divert the tow to a safe
holding area or port of refuge, if appropriate.
21
3.
DETERMINATION OF LOADS AND MOTIONS
3.1
GENERAL
"
The cargo, seafastenings and barge shall be designed and verified to withstand the motions and forces
resulting from the design transportation conditions. It is recommended that either a motion response
analysis is made or that model tests are performed for each transportation case.
3.2
MOTION RESPONSE
The motion response of the barge with cargo may be predicted by model tests. Alternatively, a
computer analysis incorporating proven software and techniques may be used. It shall be shown that,
for similar units and environmental conditions, the results from the program correlate well with
model test results. The motion response analysis shall use the design environmental criteria for
transportation. A 3-hour period exposure to the extreme design condition shall be used to determine
the maximum response.
The results of a motion response analysis shall be examined carefully in conditions in which the
incident wave period is close to the natural period of motion (resonant conditions).
As a minimum wave directions representing bow, quartering and beam sea conditions shall be used
for the motion response analysis.
3.3
STANDARD CRITERIA
Standard motion criteria may be applied in lieu of a motion response analysis or model testing for
the following conditions. For all other conditions a motion response analysis or model testing of the
barge/cargo combination shall be performed:
3.3.1 Large Barge

For a large barge, defined by the following parameters, where total cargo weight does not exceed
5000 tonnes:
24.4 m <
5.0 m <
76.0 m <
Beam
Depth
Length
< 36.6 m
8.0m
< 122.0 m
<
The forces to be used for the design of the cargo, seafastening and grillages may be derived using the
following table:
Single amplitude in 10 seconds
Season
Roll
Pitch
Heave
Summer Tows
20
12.5
0.25g
Winter Tows
25
15
0.3g
Table 3.1 Large Barge Motion Standard M~tion Criteria
22

3.3.2
Small Barge
For a small barge, in which any single dimension is less than in 3.3.1, above, and where total cargo
weight does not exceed SOOO tonnes:
Season
Roll
Pitch
Heave
All Seasons
2S 0
1S 0
0.3g
Table 3.2 Small Barge Motion Standard Motion Criteria
In the above tables:
The centre of motion shall be assumed to be at the still waterline

Heave motions shall act parallel to the global vertical axis
Roll motion shall be combined with heave
Pitch motion shall be combined with heave
3.3.3 Inland Tows

For small and large barges, defined by dimension in 3.3.1 and 3.3.2, above, and where total cargo
weight does not exceed SOOO tonnes:
Season
Roll
Pitch
Heave
All Seasons
so
so
0.1g
Table 3.3 Inland Tow Barge Motion Standard Motion Criteria
The criteria in 3.3.1 are also applicable to this table.
3.4
INTACT STABILITY
The transverse metacentric height (GM) must be positive, at zero angle of heel.
The range of transverse statical stability should normally exceed 40 degrees. Correction to values of
GM to allow for free surface effects should be included in this computation. The acceptability of
barges with a range of 30 to 40 degrees will be dependent on motion response predictions. (See
Section 3.2 Motion Response).
In the event of the range of statical stability being greater than 30 degrees and less than 40 degrees,
it shall be demonstrated that the maximum predicted roll angle is less than the angle at which the
maximum righting lever occurs.
A range of statical stability less than 30 degrees will not normally be accepted.
23

3.5
DYNAMICAL STABILITY
The area under the righting moment curve is to be at least 40% in excess of the area under the wind
heeling moment curve, considering both curves up to their second point of interception (See Figure
3.1 below) or the downflooding angle, whichever is less. For this purpose a 1 minute mean wind for
the 10 year return extreme condition shall be considered.
ADele of Heel -+
Area (A+B) i 1: 1.4 * Area (B+C)
Figure 3.1 Wind Heeling Moment Diagram
3.6
DAMAGED STABILITY
It shall be demonstrated that the barge with cargo will have sufficient reserve buoyancy to remain
stable and afloat when any one watertight compartment is flooded. In the damaged condition the tow
shall have the ability to withstand the overturning moment due to a wind of 25 m/s (or the wind used
in 3.5 if less) from any direction, without submerging any openings through which downflooding
may occur.
3.7
IN-HARBOUR MOVES
Tows which take place wholly within the confines of a river or harbour and have a duration of less
than 3 hours may be considered as in-harbour moves.
The stability requirements of Sections 3.5 and 3.6 above should in general be applied.
For in-harbour moves, the grillage and seafastenings should be designed for additional loads arising
from a force of at least 10% of the cargo weight applied in any horizontal direction or vertically at
the position of the centre of gravity of the cargo. The effects of one compartment damaged, combined
with wind induced heel and static wind loading resulting from a wind speed of 20 m/s should also be
checked.
24

4.
GRILLAGE, SEAFASTENINGS AND CARGO DESIGN
4.1
GENERAL
The purpose of the grillage and seafastenings is to secure the cargo during the tow so that neither the
cargo nor barge suffers damage as a result of severe environmental conditions or other accidental
events.
The grillage and seafastenings shall be designed in accordance with a recognised Standard or Code
of Practice. Wherever possible, the design should be carried out to the requirements of one code only.
The grillage design and layout should take account of any limitations imposed by the load-out
method.
The basis for the design of the grillage, seafastenings and cargo shall be the loads resulting from the
methods defined in Section 3.2 above.
Seafastenings shall be designed to be removed easily without damage to the cargo. During removal
of the seafastenings the cargo shall remain supported and restrained horizontally by the grillage.
4.2
LOADS DURING TRANSPORTATION

The components of load to be considered when analysing the total forces between the barge and
cargo are those due to:
The static weight of the cargo.

The dynamic loads which result from the barge's motion in all six degrees of freedom.
The static component of weight which acts parallel to the barge deck when the barge rolls or pitches.
Wind load.
Loads resulting from immersion of any part of the cargo.
Regarding the loads due to motions above, the combination of motions which give the highest
loading in any direction shall be considered. In the absence of information to the contrary (such as a
motion analysis taking account of phase relationships to compute acceleration vectors), the following
motions shall be considered to occur in phase with one another:
Roll, heave and sway

Pitch, heave and surge
Alternatively, results of a motion analysis taking account of phase relationships between motions to
compute acceleration vectors may be used.
Loads may normally be calculated using the assumption that all mot~ons approximate to sinusoidal motions.
Structural loadings due to green water impact shall be based on the true relative motion between the
structure and wave surface. The pressure coefficient shall be taken as not less than 3.0 for cylindrical
members.
Account shall also be taken of any substantial loads in the grillage and seafastenings resulting from
the relative deflections of barge and cargo, whether due to changes in ballast arrangement or due to
environmental effects.
25

4.3
METHOD OF STRUCTURAL ANALYSIS

The cargo shall be generally analysed as a three dimensional elastic space frame, including
appropriate restraints to represent the grillage and seafastening support points. The structural model
shall include all primary and secondary members and may take account of the bracing effect of floor
plating, if appropriate.
The loads input into the model shall represent structural and non-structural dead load and equipment.
The total input loads shall be equal to the module design weight, including overweight contingencies.
Where the grillage is supported by more than four transverse members, the relative stiffness of barge
frames and bulkheads shall be taken into account when deriving the load distribution between the
grillage and barge.
4.4
STRENGTH
The grillage and seafastenings shall be designed such that the static stresses in all members do not
exceed the allowable stresses in accordance with AISC (Document Ref. 4).
The 1h overload factor referred to in the AISC Code may be allowed for stresses in cargo and grillage
which result from the predicted motions in extreme environmental conditions. This overload factor
shall not be used for the design of seafastening connections and associated local steelwork.
4.5
BARGE STRENGTH
The calculated maximum loads imposed on the barge shall be checked against the maximum
permissible loads specified by the Classification Society with which the barge is classed. If they
exceed the specified permissible loads, then the Classification Society shall be informed. The MWS
will need to be satisfied that any subsequent acceptance of the calculated loads by the Classification
Society has been justified by means of a rational analysis.
The calculated still water bending moment (SWBM) and shear force (SF) shall be checked against
the allowable SWBM values and SF approved by the Classification Society.
4.6
INTERNAL SEAFASTENINGS
Internal seafastenings shall be provided where necessary. These may be in the form of temporary
steel members to provide structural support during transportation, or the securing of equipment and
loose items forming part of the cargo. Protection against wave slam or spray should also be provided
as appropriate.
For major items of equipment calculations may be required. In other cases the requirements for and
suitability of internal seafastening may be agreed with the attending Warranty Surveyor.
4.7
FATIGUE
The requirement for fatigue analysis of seafastenings, barge and cargo shall be agreed with the MWS.
In general fatigue analyses will be required where the duration of tow, nature of towing route or
season of tow indicate fatigue is possible. Prior to a fatigue analysis being performed the following
shall be agreed with the MWS:
26
Seastate criteria.
Type of analysis, deterministic or spectral.
S-N curve(s) applicable.
Stress concentration factors.
The minimum allowable calculated fatigue life shall not be less than 4 times the expected duration
of tow.
Whether or not fatigue analyses are performed, all seafastenings shall be designed for good fatigue
characteristics. Typically no stress concentrations of greater than 6 shall be permittted.
27
5.
OPERATIONAL ASPECTS
5.1
GENERAL
Marine transportation shall be performed by an experienced Contractor with qualified personnel,
using suitable systems and equipment.
5.2
DRAUGHT AND TRIM

The barge should be trimmed by the stern to give good directional stability. The trim should normally
be 1% of the barge length between perpendiculars.
The barge shall be ballasted for zero list. Tanks used for ballast shall, where possible, be pressed full.
Other tanks shall be empty.
:
The mean tow draught should normally be between 40% and 55% of the barge depth.
5.3
PRE-SAILAWAY CHECKS
Prior to the issue of the Certificate of Approval for the sailaway, all parties shall be satisfied that the
tow (tug, barge and cargo) is ready for departure.
Particular attention shall be paid to the following:
Barge documentation
Grillage and seafastenings - completion and satisfactory NDT checks
Internal seafastenings inspection
Barge lights, shapes and power supply
Barge draught, heel and trim
Watertight integrity of barge
Ballast pumps operable; fuel supplies sufficient
Condition and preparation of main and emergency towing equipment
Anchor; anchor winch and wire
Tug survey including statutory certification and condition and certification of towing equipment
The attending Warranty Surveyor may make further recommendations.
5.4
TOWING ROUTES
The tow route shall be proposed by the Contractor for acceptance by all parties. In selecting the route,
the following items shall be taken into consideration:
Requirements for additional tugs to assist with the passage to open sea
Navigation through restricted passages
Emergency shelter areas/ports of refuge
Likely weather and seastate en route
Requirements of governmental/local authorities
The route selected shall have adequate bottom and side clearance for the tows.
The minimum acceptable values will be dependent on the accuracy of navigation, the size and
28

draught of the tow and predicted motions. Tidal rise and fall, and the accuracy of bathymetric
surveys, shall be taken into account.
5.5
COMMUNICATION AND REPORTING

The Towmaster should be fully briefed on all aspects of the tow and be aware of any operational
limitations and the contingency plan.
The Towmaster shall report each 24 hours the following information:
Position and time (GMT)
Situation report, including weather, seastate and speed through water.
Sailed distance during previous 24 hours
Expected time of arrival (ETA)
Relevant incidents concerning tug, barge or cargo, such as stoppages, failures or other problems.
If any emergency situation occurs the Warranty Surveyor shall be informed as soon as possible.
29
6.
6.1
REQUIREMENTS FOR BARGES

GENERAL
The proposed barge shall be inspected by a MWS and approval given subject to its condition and the
condition and suitability of the towing equipment and machinery. Documentation required by the
flag state and international convention shall be in order and the barge shall be in Classification.
6.2
CERTIFICATION
Certificates relating to the barge, which are in accordance with the relevant statutory requirements,
shall be carried on board the barge or lead tug for the duration of the tow. These shall normally
include:
6.3
Certificate of Registry
Certificate of Classification issued by a recognised Classification Society
International Loadline Certificate
Tonnage Certificate
A Certificate, issued by a recognised authority, approving the navigation lights and shapes.
Test certificates covering all components for the main and emergency towing equipment.
SOLAS (Safety of Life at Sea) Certificates as required by the flag state.
Safetyffrading Certificate
IOPP Certificate
TECHNICAL INFORMATION
The Contractor should supply the following particulars of the barge(s) proposed for transportation:
General Arrangement drawings.

Deck load capacity plan for point loads and uniformly distributed loads.
Typical midship and longitudinal sections if required for evaluation of structural strength.
Ballast capacity plan.
Stability data.
If a compressed air ballasting system is fitted, full details shall be provided.
6.4
BALLAST AND PUMPING SYSTEMS

. Ballast pumps of suitable design and capacity shall be provided on the barge for the following:
General ballasting and deballasting operations

Correction of draught or trim
Damage control purposes in event of hull damage, grounding etc.
It is recommended that the pump room(s) be protected from flooding, either by cofferdams or by a
double skin to the hull.
If the pump room is not protected as above, the following alternative arrangements may be acceptable:
Two independent pump rooms from either of which any of the compartments can be ballasted or
de ballasted.
30
At least two portable pumps, with adequate capacity and power source, which can be
manhandled into position to serve any of the compartments. Submersible pumps, if used, shall
be of such a size that they can be lowered through the manhole. The total capacity of the pumps
should be sufficient to deballast completely one barge wing tank within a four hour period.
Each compartment shall be provided with sounding facilities independent of the manhole, unless a
sounding plug is fitted in the manhole cover. It is recommended that those compartments which are
commonly ballasted should be provided with sounding pipes.
Sufficient fuel and reserves of lubrication and hydraulic oil for the machinery should be stored within
the pump room.
Starting and operating instructions for the machinery and pumping systems shall be clearly displayed
in the pump room.
The system shall be checked by the tug master/engineer prior to the towage. Details of pumping
systems and of ballast status shall be retained onboard the lead tug during the tow.
6.5
WATERTIGHT INTEGRITY
All weather deck openings shall have adequate securing arrangements to ensure watertight integrity.
Door openings on weather decks shall be fitted with sills in accordance with International Loadline
Regulations.
Compartment manholes shall be properly secured with bolts and gaskets which must be maintained
in good condition. A set of tools shall be provided on board for releasing and refastening the manhole
covers.
If manholes to critical compartments are covered by cargo, grillage or seafastenings, care shall be
taken to ensure they are properly secured before being covered.
6.6
BARGE DECK OPENINGS

Barges having low freeboards during tow or load-out should be provided with at least one top hat of
600 mm height, with suitable means of fixing to the barge deck, which can be used in an emergency
. to gain access through a manhole which may be awash.
At least one stand pipe of 600 mm height shall be provided with suitable fittings, such that it can be
screwed into cap holes which may be awash.
6.7
ANCHORING AND MOORING SYSTEM

In all cases the barge shall be provided with an anchor which has sufficient holding power to hold
the barge and cargo in a fully developed gale together with a 0.5 mls adverse current.
Where no permanent anchoring system is installed, an emergency anchor shall be fitted at the stern on
a slanted billboard, or similar arrangement. The anchor shall be secured to allow for easy release and
the cable shall be coiled or flaked such that it will pay-out unobstructed when the anchor is let go.
31

An adequate length of cable shall be provided having a mjnimum breaking load (MBL) of at least 15
times the anchor weight if the cable is stowed on a winch, or 30 times the anchor weight if it is flaked
on deck.
The strength of the cable connection point on board shall exceed the breakload of the cable by at least 10%.
Mooring bitts or bollards shall be fitted on either side of the barge, suitably spaced. At least four
suitably dimensioned mooring ropes in good condition shall be carried on board. If the towing tug
has spare mooring lines then this may be considered as a part of the barge's mooring lines. Extra
mooring lines may be required if the barge is moored in an exposed location.
6.8
NAVIGATION LIGHTS AND SHAPES

Lights and shapes which comply with International Regulations for Prevention of Collision at Sea
shall be carried.
The lights shall have sufficient power from an independent source to last for the duration of the
voyage.
A full set of spare navigation lights and shapes shall be carried on the barge. In addition, spare parts
for the navigation lights shall be carried.
6.9
ACCESS
Safe ladders which extend from the manhole opening to the compartment bottom shall be pr9vided
in each compartment.
Steel ladders shall be fitted on each side of the barge, extending to below the water line, to permit
access for a boarding party.
32
7.
7.1
TOWING ARRANGEMENTS
GENERAL
The barge shall be towed from the forward end using a bridle of suitable construction. If two tugs are
used, the bridle may be split and each tug connected to a single leg of the bridle.
When assessing the strength of tow connections and fairleads on the barge and bridle, the effect of
the tug pulling at its maximum bollard pull in any direction shall be considered.
All towing equipment shall be in satisfactory condition. Test certificates for all the items specified in
this Section 7 shall be valid and available for inspection. Certificates shall provide clear identification
of the respective equipment.
7.2
TOW CONNECTIONS
Towline connections to the barge shall be of the quick release type where possible. For strength
purposes they shall be located over the intersections of transverse and longitudinal bulkheads. They
shall also be secured against premature release.
The breaking (ultimate) strength of the tow connections shall conform to the following:
7.3
At least three times the static bollard pull of the tug

Designed to be greater than the breakload of the bridle
FAIRLEADS
Capped fairleads shall be fitted forward of and in line with the tow connection points. Anti-chafe
protection shall be provided along the deck edge.
The breaking strength of the fairleads and their connections to the barge deck shall be greater than
that of the bridle.
7.4
TOWING BRIDLE
The towing bridle shall consist of two legs having an included angle at the apex in the region of 45
to 60.
If the bridle is a chain bridle it shall be composed of stud link chain, with enlarged open links at each
end to facilitate connections.
If a composite bridle is used it shall comprise two lengths of studded link chain, extending beyond
the deck edge, connected to wire pennants fitted with hard eye thimbles.
The bridle legs shall terminate in a shackled connection at a towing ring, triangular plate or other
approved device.
The breaking strength of each bridle leg and bridle terminator shall generally be at least three times
the static bollard pull of the tug. Under no circumstances should the breaking strength of each leg of
the towing bridle be less than the MBL of the towing wire.
33

7.5
INTERMEDIATE TOW PENNANT

An intermediate wire tow pennant shall be included between the towing bridle and the tug's main
towline. The pennant shall be fitted with hard eye thimbles, and shall be at least 10 metres in length.
The breaking strength of the wire pennant shall be no less than that of the main towline of the tug,
and shall be of the same lay as the main towline.
7.6
SHACKLES
The certified safe working load (SWL) of all shackles included in the towing arrangement shall be
greater than the static bollard pull of the tug to be used. Some reduction in this requirement may be
allowed for a tug with a bollard pull in excess of 100 tonnes, but in any event their breaking load
shall be greater than three times the bollard pull.
7.7
RETRIEVING ARRANGEMENTS
A retrieval system shall be provided to recover the bridle in the event of parting. The retrieving wire
shall be connected at the bridle apex either to the triangular plate or to an end link of the bridle leg.
The wire shall be led back to a retrieving winch, suitably fairleaded via an "A" frame or block
arrangement.
The retrieving winch shall be adequately secured where it can best serve its purpose, and shall be
capable of being manually operated (even if it has its own power source). The capacity of the winch
and SWL of the retrieval wire shall be sufficient to take the load of the bridle, apex connection,
pennant and connections with some reserve, and not less than 5 tonnes for a standard 300ft x 90ft
barge. The winch drum capacity shall be such that the required length of wire can be spooled.
7.8
EMERGENCY TOWING ARRANGEMENTS

Emergency towing arrangements shall be provided for use in the event of unsuccessful bridle
recovery or other unforseen failures. Two systems are suggested below although modified forms of
these may be accepted:
Alternative 1: Two spare towing connections shall be fitted forward, located inboard of the main
connections. A bridle, which may either be of chain or wire and chain, with a triangular plate or
towing ring at the apex, shall be attached to these connections. The towing ring shall be secured
to the barge by lashings. A pennant, with hard eye thimbles, shall be shackled to the towing ring
and clipped or lashed along the barge side, outboard of all obstructions. At the stern of the barge
a floating line with a buoy attached shall be shackled to the end of the pennant and streamed
astern.
Alternative II: A single spare towing connection shall be fitted, located on the barge centreline
either forward or aft. If the connection is fitted forward, a pennant shall be connected to it and
led aft to a floating line, as in Alternative I. If the connection is fitted aft the towing pennant shall
be coiled on deck with the floating line connected to it.
The pennants and tow connections shall, in either of the above alternatives, be sized similarly to the
main towing equipment.
34
8.
8.1
REQUIREMENTS FOR TOWING VESSELS (TUGS)

GENERAL
The proposed towing vessel will be inspected by an MWS surveyor and approval given subject to
condition and suitability of towing equipment, manning and machinery. Documentation required by
the flag state shall be in order and the vessel shall be in Class.
Tugs, as opposed to supply and anchor handling vessels, are recommended for use on ocean tows.
However, each vessel will be considered on its merits and its condition at the time of survey, account
being taken of the nature of the proposed tow.
All towing equipment shall be in satisfactory condition. Test certificates for all items shall be valid
and available for inspection and shall provide clear identification of the respective equipment.
The towing vessel shall have a spare towline which shall be similar in all respects to the main towline.
8.2
BOLLARD PULL REQUIREMENTS

The total environmental load acting on the barge and cargo due to the combined effects of the
following conditions shall be calculated and the tow shall be provided with adequate tugs to hold the
barge in a fully developed gale defined as:
Wind speed
Wave height (Hs)
Current velocity
20 m/s (approximately 40 knots)

5 metres
0.5 m/s (approximately 1 knot)
In the event of the tow encountering more severe conditions, provided the tow is in open waters, it
can be assumed that for a short duration the tow will drift because it is not practical for tugs to hold
the barge in such conditions.
The tow must be able to make reasonable speed with average weather conditions throughout the
passage. It is recommended that the tow shall be able to maintain a minimum speed of 5 knots speed
in good conditions, defined as:
8.3
Wind speed
Wave height (Hs)
10 m/s (approximately 20 knots)

2 metres
TOWING WINCHES
The towing vessel shall be fitted with suitable towing winches. Towing from a tow hook will not be
accepted for open sea towage.
It is recommended that two towing drums are provided. In the event that only one drum is fitted, the
second towing wire shall be stowed on a reel or spooling device so that it can be readily available
and easily transferred to the tow winch in an emergency in all weather conditions.
The tow winch shall have a minimum holding power of 3 times the static bollard pull of the tug at
the inner layer on the drum.
All towing winches shall be fitted with an emergency release brake mechanism.
8.4
TOWLINE CONTROL
Towing pods where fitted shall be of adequate strength, and well faired to prevent snagging.
35

Alternative arrangements for towline control may be accepted. If gog ropes are used they shall be
able to be adjusted from a remote station. A spare gog rope shall be provided.
Mechanical or hydraulically operated stops to control the towline shall, if fitted, be well maintained,
and capable of being withdrawn or removed when not in use.
8.5
TOWING WIRE
Two towing wires shall be provided and each shall be at least 1000 metres in length except in
circumstances such as inland or coastal tows.
The wire shall be in good condition, free from kinks, snags and with no opening of strands. Hard eye
thimbles or towing sockets shall be fitted.
The MBL of the towing wire shall be determined as shown in Section 7.2 above.
The Minimum Breaking Load (MBL) of each wire shall be no less than the following values:
Bollard Pull (BP)
MBL
Less than 30 tonnes
8.6
3 xBP
30 to 80 tonnes
[3.8- BP/50] x BP
Over 80 tonnes
2 xBP
SYNTHETIC ROPES
Stretchers or synthetic springs shall only be connected between the tug's wire and the intermediate
pennant and not to the bridle apex connection. In general, a stretcher made up as a continuous loop
is preferable to a single line. The breakload shall at least 1.5 times that of the main towline, and hard
eye thimbles are to be fitted. These ropes are to be in good condition.
8.7
TAILGATES/STERN RAILS
The tailgate or stern rail, if fitted, shall have an upper rail of radius not less than ten times the
diameter of the main tow line.
Anti-chafe gear shall be carried on the tug and fitted as necessary. The stern rail shall be weil faired
to prevent snagging.
8.8
ADDITIONAL EQUIPMENT
The following additional equipment shall be carried on board:
Burning and welding equipment for use by the tug's crew during an emergency.
Damage control equipment.
A powered work boat for inspection and communication with the barge while under tow. The tug
shall be fitted with adequate means of launching the work boat in open sea conditions.
A searchlight to illuminate the tow during night-time operations, should the tow's navigation
lights fail.
36
8.9
Portable radio transmitter/receivers for communication should a party have to be placed on board
the tow for any reason.
An adequate supply of shackles which are suitable for inclusion within the towing arrangement.
BUNKERS
Adequate reserves of fuel and consumables shall be on board for the proposed tow. An adequate
amount of fuel at full speed consumption shall be kept in reserve and arrangements made for
refuelling if necessary during the tow.
8.10 MANNING
The towing vessel shall be manned by sufficient numbers of suitably qualified and experienced crew
to enable them to execute their duties in a safe and satisfactory manner.
37
CHAPTER 3 : LIFTING
1.
INTRODUCTION
1.1
SCOPE OF GUIDELINES
These guidelines have been prepared as a basis for the planning, design and operational aspects of
marine lifting. Guidelines for load out and transportation are covered in the two preceeding chapters.
The purpose of these guidelines is to specify appropriate standards based on sound engineering and
good marine practice in order to ensure that lifting operations maintain an acceptable level of safety
at all times.
These guidelines are intended to cover any lifting operations which are subject to approval by the
Marine Warranty Surveyor. For example:
Topsides Module Lifting

Subsea Structure Lifting
Jacket Lifting
Other considerations may apply for other categories of lift.

These guidelines are based on experience over a large number of lifting operations. However, as
knowledge advances in specific areas, Marine Warranty Surveyors should recognise that lifting
operations may use alternative or new methods. The fundamental principle to be followed by the
introduction of novel or alternative methods is that the overall level of safety of a lifting operation
shall not be reduced.
The Marine Warranty Surveyor for a project will require to review the following for any lifting
operation requiring approval:
Design specifications
Proposed lifting procedure
Rigging design
Crane vessel details.
This information should be made available to the MWS in sufficient time to enable completion of
these reviews well before the planned operations.
1.2
DEFINITIONS
Company:
Warranted Company or representatives acting on their behalf.
MWS:
Marine Warranty Surveyor and/or Marine Warranty Survey Company.
Installation Contractor:
Shall mean the contractor who is responsible for the installation and marine lifting operations.
Module:
A structure or parts thereof subject to lifting.
41
CHAPTER 3 : LIFTING
Sling:
Steel ropes spun together with a spliced eye in each end.
Grommet:
Steel rope spun together and spliced such that there is no end.
Dynamic Amplification Factor (DAF):
A factor accounting for the global dynamic effects which may be experienced during lifting.
Consequence Factor:
An additional factor to be applied in assessing the structural strength of lifting points and primary
structure.
Module Design Weight (MDW):
The maximum weight of the module including all relevant contingencies.
Rigging Weight (RW):
The weight of all rigging which will be lifted by the crane.
1.3
REFERENCE DOCUMENTS
MWS review of technical documents will include checks to current editions of relevant codes and
standards.
1.4
The lifting design calculations and operations manuals shall be prepared well before the planned start
of operations and require approval by the MWS prior to the lifting operation commencing.
An MWS Certificate of Approval for Lift shall be issued by the attending Surveyor immediately
prior to the lift when all preparations and checks are completed to his satisfaction, and environmental
conditions/weather forecast are suitable for the planned duration of the operation.
42
CHAPTER 3 : LIFTING
2.
PLANNING OF MARINE LIFTS
2.1
GENERAL
The Installation Contractor shall prepare and issue a comprehensive lifting manual for approval by
MWS This manual may form part of an installation manual for the Module.
All planning for marine operations is based, where possible, on the principle that it may be necessary
to interrupt or reverse the operation. This is generally impractical for lifting operations. Therefore
points of 'no return', or thresholds, shall be defined during planning and in the operations manual.
Checklists should be drawn up detailing the required status to be achieved before the operation
proceeds to the next stage.
Operational planning shall be based on the use of well proven principles, techniques, systems and
equipment to ensure acceptable health and safety levels are met and to prevent the loss or injury to
human life and major economic losses.
2.2
SITE SURVEY
Drawings shall be prepared to document that the lifting site is suitable for the planned lifting
operation.
A drawing shall be prepared clearly showing existing pipelines and seabed obstructions. The drawing
shall also show the areas where mooring anchors cannot be placed.
2.3
LIFTING MANUAL
A lifting manual shall be prepared and shall include, as a minimum, details of the following:
Time schedule
Module dimensions
Module weight and COG information
Module buoyancy and COB information
Organisation and communication
Site information
Crane vessel tugs and barges
Clearances module/crane/vessel/barge
Crane vessel mooring and/or DP arrangement
Crane radius curve
Lifting equipment
Vessel handling procedures
Mooring arrangement
Pre-lift checklist
Description of operation
Limiting environmental criteria
Specific operations:
Barge/crane vessel ballasting
ROV
Survey and positioning
Suction and ventilation systems.
Recording Procedure
Drawings
Safety and contingency plans.
43
CHAPTER 3 : LIFTING
2.4
DOCUMENTATION
The MWS requires to sight all relevant documentation related to the crane vessel including but not
limited to Classification and Statutory records and details of crane tests.
The MWS requires to be satisfied that all certificates for component parts of the rigging, particularly
slings, grommets and shackles, are valid. All slings and grommets shall meet the requirement of
Guidance Note PM 20 from the Health and Safety Executive- 'Cable laid slings and grommets'
(October 1987).
Documentation which confirms that suitable tests of the welds on the lifting points have been
satisfactorily carried out shall be available for inspection by the attending Surveyor. If a module is
lifted more than once, then a close visual inspection of the lifting point welds shall, where access is
possible, be carried out by a competent person before the second and subsequent lifts.
2.5
DESIGN CALCULATIONS
Calculations prepared by the designers of the module, lifting points and rigging arrangements shall
be submitted for review. Generally, the calculations will be reviewed and checked against the criteria
contained herein.
Where computer analyses form the basis of the designers' submission, details of the program and the
basis of the input should be made available to assist the MWS's in their reviews and approval.
2.6
OPERATIONAL ASPECTS
Before approving the lifting operation the MWS will require detailed descriptions and specifications
of the equipment involved and a comprehensive procedure for the lifting operation.
Where the limiting criteria for a lift have been derived by dynamic analysis resulting in a limiting
criteria based on an allowable significant waveheight, Hs, and associated wave period it is
recommended that a wave buoy or similar device is deployed at the lifting site to allow accurate
determination of the existing seastate.
44
CHAPTER 3 : LIFTING
3.
LOADS AND ANALYSIS
3.1
GENERAL
This section gives guidelines concerning the derivation of the loads for which the lifting equipment,
structure and crane vessels should be assessed.
The stages in the design or analysis of a lift are summarised in a flow chart in Appendix 1. The text
of these guidelines should be read in conjunction with this chart.
3.2
MODULE DESIGN WEIGHT

The Module Design Weight (MDW) shall include adequate contingency factors to allow for the
module being heavier than intended. The MWS will require to review the designers proposed
overweight allowances, otherwise the following paragraphs give recommended factors.
If the weight is being estimated at the design stage, then the weights of all components of the module
should be established by accurate material take-off and separated into two parts:
Structural steel weight. To allow for mill tolerances, paint, weld, section size substitution and
future additions, the estimated weight of structural steel should be increased by 10%.
Weight of equipment and ancillaries. To allow for inaccuracies in the estimation of the
equipment weights and the unforeseen addition of equipment and associated steelwork, such as
equipment foundations and working platforms, the estimated weight of equipment and
ancillaries should be increased by 20%.
After completion, the module shall be weighed using an approved weighing method. The as-weighed
weight shall be increased by 3% to account for weighing inaccuracies. Documentation should be
provided to demonstrate that the equipment and procedures adopted for weighing have the required
accuracy.
Similarly, if the module is partially complete then the design lift weight may be established by an
approved weighing method and allowances for weighing inaccuracies made. The weight of items
which are not yet installed should then be established by an updated material take-off and an
appropriate allowance made for inaccuracies and possible future additions.
If the as-built weight plus contingency exceeds the module design weight then calculations shall be
. submitted to verify the lift design.
3.3
RIGGING WEIGHT
A further component, the Rigging Weight (RW), shall be added to the MDW. This allowance
represents the weight of rigging and shall include the estimated weight of all shackles, slings,
spreaders and rigging platforms. For preliminary design purposes an assumed weight of rigging of
5% of a topsides module weight may be used (7% if spreader bars are used). For jacket structures
the weight assumed in the preliminary design shall reflect the proposed rigging arrangement. In the
final design phase the actual weight of rigging (including contingencies) shall be used.
45
CHAPTER 3 : LIFTING
3.4
CENTRE OF GRAVITY AND TILT OF MODULE- SINGLE CRANE

The plan position of the centre of gravity shall generally be restricted for the following reasons:
To allow for the use of matched pairs of slings

To prevent overstress of the crane hook
To control the maximum tilt of the object.
The module COG should be kept within a design envelope. Figure 3.1 shows the allowable zone
within which the centre of gravity should be positioned.
The value of 'e' in Fig. 3.1 shall not exceed e = 0.02 x vertical distance from the crane hook to the
module centre of gravity. Where the vertical distance between the crane hook and module centre of
gravity is not initially known, the value of 'e' in Fig. 3.1 shall not exceed 600 mm. Where the centre
of gravity is found to be outside the cruciform shown in Fig. 3.1, the strength of the crane hook shall
be shown to be sufficient for the design load case.
The length of the lifting slings/grommets shall be chosen to control the tilt of the module. For
practical purposes the tilt of the module should not exceed 2.
When the module has been weighed, the maximum tilt should be calculated using the measured
centre of gravity position and the certified lengths of the rigging arrangement. Also, the relative
offset between the centre hook position and the module centre of gravity should be less than 600mm.
LIFT POINT
1/3L
1/3L
1/6 L 1/6L
~
''
''
I
I
I
''
ie~
'
/
/
/
/
/
''
/
/
/
/
/
LOVERALL
Figure 3.1 Allowable position of Centre of Gravity
46
''
$2
.,..
''
CHAPTER 3 : LIFTING
3.5
STATIC HOOK LOAD SINGLE CRANE LIFT

The Rigging Weight (RW) shall be added to the Module Design Weight (MDW) to give the Static
Hook Load (SHL):
MDW+RW=SHL
The Static Hook Load shall be checked against the approved crane capacity curve at the maximum
planned outreach.
Where the lifting situation may give rise to a dynamic increase in the effective load the Dynamic
Hook Load (DHL) shall be calculated in accordance with Section 3.7 below.
3.6
STATIC HOOK LOAD -DUAL CRANE LIFT

For dual crane lifts, the SHL for each crane shall be calculated as follows:
The SHL shall be the MDW shared between cranes in accordance with static equilibrium, plus
allowances of:
-
5% of calculated hook load for offset of centre of gravity (comparing actual with
predicted); this value may be reduced to 3% after weighing.
3% for longitudinal tilt of the lifted object during the lift.
RW appropriate for the crane.
For subsea lifts using two hooks the buoyancy, hydrodynamic loads and wave slam effects may
alter the load distribution between the two hooks. These effects should be taken into account
when determining the individual hook loads.
The SHL shall be checked against the approved crane capacity curve at the maximum planned
outreach for each crane.
3.7
DYNAMIC HOOK LOAD

The Dynamic Hook Load (DHL) shall be obtained by multiplying the SHL by a Dynamic
Amplification Factor (DAF):
DHL = SHL x DAF
The DAF allows for the dynamic loads arising from the relative motions of the crane vessel and/or
the cargo barge during the lifting operations.
The DHL shall be checked against the approved crane capacity curve at the maximum planned outreach.
For lifts in air the dynamic load is normally considered to be highest at the instant when the module
is being lifted off its grillage. This load, and hence the appropriate DAF, should be substantiated by
means of an analysis which considers the maximum relative motions between the hook and the cargo
barge and takes account of the elasticity of the crane falls, the slings, the crane booms and the luffing
gear.
The description of such an analysis must clearly state the assumed limiting wave heights and periods
47
CHAPTER 3 : LIFTING
such that, if the calculated value of DAF is critical to the feasibility of the operation, then those
conducting the lift will be aware of the limiting sea states.
For lifts with the module submerged, special investigations should be made taking account of
hydrostatic and hydrodynamic effects to calculate an appropriate DAF.
Further recommendations are given in section 3.10.
In the absence of a dynamic lift response analysis being carried out the values of DAF given in Table
3.1 may be used for lifts in air using the semisubmersible crane vessels.
Weight of Module
< 100 Tonne
100-1 ,000 Tonne
> 1,000 Tonne
Lift Offshore
1.30
1.20
1.10
Lift Inshore
1.15
1.10
1.05
Table 3.1 DAF values for SSCV
For offshore lifts from the deck of a semisubmersible crane vessel the DAF appropriate to an inshore
lift may be used.
For lifts from a quayside a DAF of 1.0 may be used.
When using larger mono-hulled crane vessels, the values of DAF given in table 3.2 may be used as
a guideline.
Weight of Module
< 100 Tonne
100-1 ,000 Tonne
> 1,000 Tonne
Lift Offshore
1.50
1.40
1.30
Lift Inshore
1.30
1.20
1.15
Table 3.2 DAF values for large mono-hulled crane vessels
It should be noted that some crane capacity curves already take due account of the DAF and care
should be taken to ensure that the DAF is not considered twice in the design calculations.
3.8 . DERIVATION OF LIFTING POINT LOADS -USING A SINGLE CRANE

Lifting points (padeyes or padears) are the structural elements which connect the lift rigging to the
structure of the module. Spreader bars may also be considered to have lifting points where the slings
or grommets are attached.
After specification of the lifting point locations and lift rigging lengths, the lifting point loads shall
be derived from the Design Lift Load (DLL) by consideration of the geometry of the lifting
arrangement and the position of the module centre of gravity:
DLL=MDWxDAF
An analysis shall be made to determine the load distribution between diagonally opposite pairs of
48
CHAPTER 3 : LIFTING
lifting points. This should include an assessment of the torsional rigidity of the module and spring
stiffness of the slings. In such an analysis it is recommended that, in the absence of other information,
the fabrication errors listed below should be considered to occur in combination:
Lifting Points. Each lifting point is positioned 12mm from its correct position. The combined
effect of all lifting points being out of position shall be summed in the least favourable manner.
Shackles. Two shackles which are 6mm shorter than their standard dimensions are attached to
diagonally opposite padeyes, whilst 2 shackles which are 6mm longer than standard are attached
at the remaining diagonals.
Slings/Grommets. Slings/grommets which are 0.25% under specified nominal length should be
considered to be attached to two diagonally opposite lifting points, whilst slings/grommets which
are 0.25% over specified nominal length are attached to the two remaining lifting points.
If the above analysis is not carried out the DLL carried by a diagonally opposite pair of lifting points
shall be increased by a skew load factor of 1.5, i.e. the load shall be distributed in the ratio 75/25
across opposite pairs of diagonals.
Where a loose spreader bar is used the skew load factor may be reduced to 1.2, i.e. the load shall be
distributed in the ratio 60/40 across opposite pairs of diagonals.
3.9
DERIVATION OF LIFTING POINT LOADS -USING TWO CRANES

Lifting point loads for lifts using two cranes should be derived from the Design Lift Load in
accordance with the following principles.
The DLL is determined for each crane:
DLL =DHL - (RW x DAF)
For lift arrangements having four lift points i.e. two to each crane, the lift point loads are statically
determinate, and shall then be derived from the DLL by considering the geometry of the sling
arrangement. No skew load factor need be applied.
The lift point load shall be increased by 5% to allow for rotation (yaw) of the lifted object.
3.10 LIFTING THROUGH WATER

This section applies to a module being lowered through the sea surface to its final position on the
seabed. These guidelines are in addition to the foregoing paragraphs.
The DAF and modified hook loads applicable when lifting through water shall be determined taking
account of the factors given below. The lift design shall be checked accordingly.
The buoyancy and centre of buoyancy of the object shall be established on the basis of accurate
hydrostatic calculations.
For subsea modules, where wave loading may be significant, environmental loads shall be
49
CHAPTER 3 : LIFTING
established for wave conditions consistent with the design and operational criteria. An appropriate
range of wave lengths and directions, including swell effects, shall be considered. Wave slam effects
in the splash zone shall also be evaluated, as shall the possible uplift of the module and resulting
slackening of slings.
Hydrostatic loads due to external pressure on the submerged module shall be considered. The effect
of hydrodynamic loads shall be calculated. For objects with complex shapes, a 3D analysis should
be carried out to determine the hydrodynamic coefficients.
The limiting operational criteria shall be established by considering the predicted motions of the
crane vessel for varying seastates and directions. This may be achieved either by model testing or a
suitable hydrodynamic analysis.
Module impact velocities, in horizontal and vertical directions, due to mating or contacting the
seabed, should not be taken as less than 1 m/s.
Forces due to current on the object and hoist lines should be evaluated and used to derive off lead
(forces away from the crane) and side lead (forces perpendicular to the crane boom axis) loads.
At the preliminary design stage a DAF of 1.4 may be assumed for lifts of small structures through
water. For jackets a DAF of 1.2 may be assumed.
50
CHAPTER 3 : LIFTING
4.
STRUCTURES
4.1
GENERAL
The lifted object shall be designed in accordance with Standards or Codes of Practice given in
Section 1.3. Wherever possible, the design should be carried out to the requirements of one code
only.
4.2
LRFD AND CONSEQUENCE FACTORS

For Load and Resistance Factor Design (LRFD), the combined LRFD and Consequence Factors as
given in Table 4.1 below shall be applied to the structural elements in addition to the factors for
dynamic effects, weight tolerances, etc. given in Section 3.
A material resistance appropriate to the chosen Standard or Code shall be used.
For Working Stress Design (WSD), in addition to the factors for dynamic effects, weight tolerances,
etc. given in Section 3, the consequence factors given in Table 4.1 shall be applied for each element
of the structure.
Structural Element
Combined
LRFD+
Consequence
Factor
Working Stress
Consequence
Factor
Lift Points, spreader bars, etc.
1.50
1.0
Primary load transferring members
1.50
1.0
Other, secondary, members
1.15
0.67
Table 4.1 Consequence Factors
In Table 4.1, a member is considered as being primary if structural collapse could result from failure
of that member alone. Generally, primary members will be those members framing directly into the
lifting points. Other members are defined as being secondary.
4.3
METHOD OF ANALYSIS OF MODULE

The module shall be analysed as a three dimensional elastic space frame, including the slings and
appropriate restraints to prevent rigid body rotations. The structural model shall include all primary
and secondary members and may take account of the bracing of floor plating, if appropriate.
The loads input into the model shall represent structural and non-structural dead load, equipment and
finishes. The total input loads shall equal the module design weight, including overweight
contingencies, multiplied by the appropriate DAF.
For single hook lifts two load combinations shall be considered, representing the load being
distributed unevenly to each diagonally opposite pair of padeyes, as per Section 3.8 above.
For dual hook lifts the design load shall be the lifting point loads as determined in Section 3.9.
51
CHAPTER 3 : LIFTING
4.4
STRENGTH OF MODULE
The stresses in the member resulting from the lift analyses shall be evaluated and compared with the
design resistance or allowable stress of the member computed in accordance with the appropriate
design code.
4.5
PADEYE DESIGN
Padeyes shall be designed for the following loads:
Lifting point loads calculated in accordance with section 3.8 and 3.9 above.
An additional lateral load equal to 5% of the lifting point load. This shall be assumed to act
horizontally at the level of the padeye pinhole.
Where a loose spreader bar is used in the rigging arrangement the additional lateral load above
shall be increased to 8%.
Padeyes shall be aligned to the theoretical true vertical sling angle but shall be dimensioned for a
sling angle tolerance of 5.
Wherever possible padeyes shall be designed with the main welds in shear rather than tension. Where
plates/sections are subjected to tensile loads applied perpendicular to the rolling direction they shall
have guaranteed through thickness properties.
Wherever possible the padeye main plate shall be continuous into the primary structure.
Padeyes should not have more than one load-bearing cheek plate on each side of the main plate. The
cheek plate thickness should be no greater than the main plate thickness.
Pin holes should be machined, and be line bored after the welding of the cheek plates to the main
plate.
All sharp edges likely to damage the sling during handling and transportation shall be radiused.
4.6
PADEARS AND TRUNNIONS

Padears and trunnions shall be designed for the following loads:
Loads calculated in accordance with Section 3.8 and 3.9 above. Additionally, where doubled
slings or grommets are used, a load split in the ratio 55%/45% between sling legs shall be
considered;
An additional lateral load equal to 5% of the lifting point load. The line of action of this force
shall be taken at centre of the trunnion, in the longitudinal and transverse directions;
Where a loose spreader bar is used the additional lateral load above shall be increased to 8%.
The central stiffener plate (shear plate) of the trunnion should be slotted through the main plate and
should be designed to transfer the total sling load into the main plate, without taking the strength of
the trunnion bearing plate into account.
The diameter of the trunnion shall be a minimum of 4 times the sling/grommet diameter except
where the reduction in strength due to bending losses has been considered.
52
CHAPTER 3 : LIFTING
Unless the lift point is profiled the sling will flatten out at the contact area during lifting. Therefore
the width of a fabricated trunnion should be a minimum of 1.25 times the overall sling diameter plus
25mm.
The trunnion shall be fitted with a sling retaining arrangement.
Padears shall be aligned to the theoretical true sling angle but shall be dimensioned for a sling angle
tolerance of 5 vertically and horizontally.
All sharp edges likely to damage the sling during handling and transportation shall be radiused.
4.7
CAST LIFTING POINTS

The strength of cast lifting points shall be verified by finite element analyses.
The finished castings shall be subject to stringent quality control including dimensional conformity,
material properties and NDT.
4.8
FABRICATION AND INSTALLATION OF LIFTING POINTS

Fabrication and inspection of lifting points shall be in accordance with Company structural steel
fabrication and casting specifications.
4.9
SEAFASTENING
Lift rigging, spreaderbars and other temporary lifting equipment shall be seafastened for
transportation.
4.10 BUMPERS AND GUIDES

For offshore lifts consideration shall be given to the provision of bumpers and guides on the modules.
The bumpers and guides shall:
Enable the object to be positioned after the lift within the required tolerances.
Protect the lifted object, the adjacent surroundings and equipment from damage during lift.
Particular requirements for bumpers and guides should be determined at the planning stage taking
account of lifting procedures and the assessed risk of damage.
Fabrication tolerances of guides shall be closely controlled. Prior to lifting an as-built dimensional
survey of the guide systems shall be carried out to confirm that operational tolerances have been
maintained.
The design forces on bumpers and guides shall not be less than those given in Table 4.2.
The bumpers and guides should be designed for any possible combination of forces, except that the
total force perpendicular to the face of the bumper need not exceed 1.1 x MDW.
The requirements for design impact forces for stab-in guides (e.g. deck to jacket legs) are given in
Table 4.3.
The point of the Stab-in guide shall be designed to fail before damage can occur to the receiving
guide.
53
CHAPTER 3 : LIFTING
..
Bumpers
Guides
Pin/Bucket
Vertical forces due to friction
1%MDW
1%MDW
1%MDW
Vertical forces due to direct impact (Fv)

(vertical post type)
10%MDW
10%MDW
10%MDW
Horizontal forces due to friction
1%MDW
1%MDW
1%MDW
Horizontal forces due to impact acting

normal to face (Fh)
10%MDW
5%MDW
5%MDW
Horizontal forces due to impact acting

parallel to the face (Fl)
5%MDW
5%MDW
5%MDW
Force
Table 4.2 Bumper and guide impact force factors
For bumpers and guides designed as secondary systems the forces Fv, Fh and Fl may be taken to be
50% of those given in Table 4.2.
Force
Primary
Secondary
Vertical forces due to direct impact
10% SHL
5%SHL
Horizontal forces due to direct impact in longitudinal

direction of deck
10% SHL
5%SHL
Horizontal forces due to direct impact in transverse

direction of deck
10% SHL
5%SHL
Table 4.3 Design forces for stab-in guides
54
CHAPTER 3 : LIFTING
5.
REQUIREMENTS FOR LIFTING EQUIPMENT
5.1
GENERAL
Cable laid rope for heavy offshore lifting shall be constructed and used in accordance with the
requirements of Guidance Note PM20, issued by the Health and Safety Executive, entitled Cable
Laid Slings and Grommets, or an equivalent standard.
The Safe Working Load of slings/grommets shall be calculated in accordance with PM20 taking due
account of splicing efficiency and strength losses due to any bending of the wire rope.
5.2 SLING FORCE DISTRIBUTION

5.2.1 Doubled Slings
To take account of the friction losses where slings have been doubled around the lifting or crane hook
the total sling force shall be divided between the two legs of the slings in the ratio 45%/55%.
5.2.2
Gro~ets
When single grommets are used over a padear or trunnion, the total sling load shall be divided
between the two legs of the grommet in the ratio 45%/55%. This ratio may be 50%/50% where
sheaves are used in the system.
In cases where grommets are doubled between the hook and lifting point a distribution of 45%/55%
shall be used between each leg and in addition a distribution of 45%/55% between each pair, i.e. a
design factor of 1.21 shall be used on the heaviest loaded grommet leg.
5.2.3 Manufacturing and Tolerances

The wire rope construction shall be well suited for the intended use and comply with recognised
codes and standards.
The length of slings or grommets should normally be within tolerances of plus or minus 0.25% of
their nominal length. During measuring, the slings or grommets should be fully supported and
adequately tensioned. The tension load should be in range of 2.5% to 5.0% of the MBL. Matched
slings should be measured with the same tension load and under similar conditions.
5.2.4 Construction and Certification

Valid certificates for each sling and grommet to be used shall be supplied by the sling Manufacturer
and should be available for inspection prior to installation of the slings or grommets on the lifted
object.
For cable laid slings and grommets the certificates required in accordance with PM20 are as follows:
Consolidation Test Certificate which shall contain;

Identification details
Calculated and actual breaking load for outer and core ropes
Summation of breaking loads
Calculated sling or grommet breaking load
Calculation of Working Load Limit
Certificates of Dimensional Conformity
Certificates of Examination (The Certificate of Examination is valid for a period of 6 months.)
55
CHAPTER 3 : LIFTING
5.2.5 Inspection and Re-Use of Slings/Grommets
Slings/grommets shall be examined by a competent person prior to each use. Where the sling or
grommet is not part of the vessel's approved rigging gear, covered by an annual inspection by its
Classification Society, then the details of the history of the sling/grommet and a record of lifts for
which the slings/grommets have been previously used should be available.
The MWS acceptance is subject to a visual inspection of each sling/grommet prior to and after
rigging and tie-down is complete.
During sling laydown, particularly with cable laid rigging, care must be taken to avoid any twisting
of the slings/grommets. Where possible, a line should be painted along the length of the
sling/grommet during manufacture, to facilitate correct lay down of the rigging.
If a sling/grommet is found to have any defects such that the certified Minimum Breaking Load
cannot be guaranteed, it shall not be used for lifting purposes.
5.3
SHACKLES
Each shackle shall be marked with its Safe Working Load (SWL) as recommended by the
manufacturer, who shall be a recognised shackle fabricator.
A certificate verifying the proof loading and the SWL of each shackle shall be provided for
inspection by the MWS. These certificates shall be issued by a recognised Certifying Authority or
testing house. Each shackle shall be clearly stamped with an identifying mark with reference to the
corresponding certificate.
Shackles and their certification will be subject to an inspection by the attending MWS prior to lift.
The SWL of shackles which are attached to lifting padeyes shall not be less than the lifting point load
divided by the DAF.
Shackles shall be loaded along their centreline, in accordance with the design and load rating
principles to which the shackles were fabricated.
When selecting shackles for a particular application the proposed sling or grommet diameter shall be
taken into account.
5.4
SPREADER BEAMS
The requirements of Section 4 shall also apply to the design and fabrication of spreader beams where applicable.
5.5
HYDRAULIC LIFTING DEVICES

Hydraulic Lifting Devices (HLD), such as pile lifting clamps, may also be used. The points below
should be taken into consideration when designing for such lifts.
The HLD should be rated by the manufacturer. The SWL should be documented, preferably by
means of test results, in accordance with recognised standards. It shall be used in accordance with
the manufacturer's instructions and approved procedures.
56
CHAPTER 3 : LIFTING
The SWL of the HLD shall be greater than the Design Lift Load (See Chapter 3)
The HLD shall be designed to fail safe. Thus failure of the hydraulic system during lift (e.g. rupture
of the control umbilical) shall not lead to the load being dropped. The lifting manual shall document
modes of failure and their effects and the appropriate contingency measures.
The lifting forces from the HLD to the lifting points should be transmitted in accordance with these
guidelines and the code of practice being used in the design of the structural steelwork.
57
CHAPTER 3 : LIFTING
6.
CRANE AND CRANE VESSELS
6.1
GENERAL
The crane, crane vessel and associated equipment shall be fit to perform the planned lift operations
in a safe manner.
The crane should be equipped with an accurate load monitoring device, sufficient to measure cyclic
dynamic loads.
6.2
ALLOWABLE LOAD
Prior to lift, the correct value of the Module Design Weight shall be confirmed using the as-weighed
module weight or updated estimates of weight.
The Dynamic Hook Load, which includes the DAF, shall be compared to the crane radius curve,
adopting the maximum radius to be used for the lift.
It shall be demonstrated, by reference to the crane certification, or by calculation of allowable stress
levels and safety factors within the components of the crane and its foundations, that the crane has
adequate capacity to carry out the lift.
6.3
CRANE RADIUS CURVE

A part of the submission made to the MWS for approval purposes shall be a crane radius curve
showing the allowable lift capacity of the crane at different lift radii.
The crane capacity shall be as specified by the manufacturer of the crane and shall have been
validated by a proof load test wherein the crane is loaded to 10% in excess of the crane radius curve.
A statement that the crane is in class with a Certification Authority is sufficient confirmation that
such a test was carried out.
6.4
MINIMUM CLEARANCES
During all phases of a lift the following minimum clearances should be maintained:
Below module :
Between module and crane boom :
Between spreader bar and crane boom :
3m
3m
3m
For offshore lifts:
6.5
3 m (Anchored crane vessel)

10m (Crane vessel on DP)
From crane vessel to platform :

From crane vessel to platform :
CRANE VESSEL STABILITY

If the design hook load is less than 80% of the capacity of the cranes and the crane vessel will
perform the lift at its normal working draft then no special submission is required by the MWS with
regard to stability. However, if the load is near the maximum allowable for the vessel or the vessel will
be at a draft outside its normal operational range a stability statement shall be submitted for review.
When carrying out tandem lifts, documentation shall be submitted to demonstrate that the crane
vessel can safely sustain the changes in hook load which arise from the tilt and yaw factors combined
with environmental effects in the lifting calculations, specifically considering allowable cross lead
angles for the crane booms.
58
CHAPTER 3 : LIFTING
Appendix Al SUMMARY OF STAGES IN DESIGN/ANALYSIS OF LIFT USING SINGLE CRANE
(3.2)
Module Design Weight (MDW)
(3.3)
Rigging Weight
(RW)
(3.4)
Check COG
Position & Tilt
(3.5)
._.__-I MDW + RW =Static

Hook Load (SHL)
Check Crane
Capacity
....__-t
(3.7)
SHLxDAF=
Dynamic Hook
Load (DHL)
(3.8)
MDW x DAF =Design
Lift Load (DLL)
(5.)
Rigging Design
(3.8)
Lifting Point Forces
(4.2)
Consequence Factors for:-
(a) Lifting points, spreader bars

(b) Primary Members
(c) Secondary Members
(4.)
Module
Structural
Strength
Combined LRFD +
Consequence Factor
1.50
1.50
1.15
Working Stress
Consequence Factor
1.0
1.0
1.0 (Va increase allowed)
(4.5- 4.8)
Lifting Point
Design
59
CHAPTER 3 : LIFTING
Appendix A2 SUMMARY OF STAGES IN DESIGN/ANALYSIS OF LIFT USING TWO CRANES
(3.2)
Module Design Weight (MDW)
(3.6)
Static Hook Load (SHL) = (MDW x a< 1>x 1.05<2>x 1.03(3>) +Rigging Weight
where:
(1) is the ratio of the CoG postion to the length between lift points
(2) is the factor to allow for CoG shift
(3) is the factor to allow for longitudinal tilt
Check Crane
Capacity
(3.7)
Dynamic Hook Load (DHL) = SHL x DAF
(5.)
Rigging
Design
(3.9)
DLL = [DHL -(RW x DAF)]
(3.9)
Lift Point Load= DLL x 1.05(1}
where: (1) is the factor to allow for yaw
(3.9)
Lifting Point Forces
(4.2)
Consequence Factors for:-
Combined LRFD +
Consequence Factor
Working Stress
Consequence Factor
(a) Lifting points, spreader

bars
(b) Primary Members
(c) Secondary Members
1.50
1.0
1.50
1.15
1.0
1.0 (1/a increase allowed)
(4.5- 4.8)
Lifting Point Design
(4.3 -4.4)
Module Sructural Strength
60
CHAPTER 4 : STEEL JACKETS
1.
INTRODUCTION
1.1
SCOPE OF GUIDELINES
These guidelines have been prepared as a basis for evaluating the marine aspects of construction,
towage and emplacement of any particular design of sited steel offshore platforms, generally referred
to as 'jackets'.
The object of these guidelines is to specify acceptable standards, based on sound engineering and
good practice, in order to ensure that the jacket at all times meets an acceptable level of safety.
These guidelines are based on experience over a large number of previous projects. However as
knowledge advances in specific areas, all parties must recognise the need to modify these guidelines,
as appropriate, to meet alternative or new proposals. The general criteria is that the overall level of
safety shall not be reduced by the introduction of novel or alternative proposals.
It should be acknowledged that, with many of the marine operations considered, different criteria
apply from one location to another. Similarly, the jackets have important differences in design, which
makes comparison of the level of risk difficult. However, these guidelines shall be used to give
general guidance whilst specific marine aspects may well require more detailed scrutiny.
As regards steel jackets transported to offshore locations on their own buoyancy, considerations other
than those contained in these guidelines will apply.
1.2
DEFINITIONS
Contractor:
The Contractor who is responsible for the installation operations.
MWS:
Marine Warranty Surveyor, Consultant and/or Marine Warranty Survey Company.
Towmaster:
Master of the tug or other person specified in the procedures as having ultimate responsibility for the
towing operation.
Bollard Pull:
Continuous static bollard pull as defined by the towing vessel's Bollard Pull Certificate.
Contingency plan:
Seafastenings:
Shall in general mean the temporary structural members that resist rolling and pitching forces and
restrain the module in the global horizontal direction.
1.3
REFERENCE DOCUMENTS
The MWS review of technical documents will include checks to current editions of relevant Codes
and Standards.
63

This Chapter 4 should be read in conjunction with relevant parts of the following Chapters:
Chapter 1
Chapter 2
Chapter 3
1.4
LOADOUT
BARGE TRANSPORTATION
LIFI'ING
Calculations and operations manuals shall have been reviewed and approved by the Insurance
Warranty Surveyor well before the planned start of operations.
A Certificate <?f Approval will be issued on site, immediately prior to the operation, by the Surveyor
in attendance when he is satisfied that the preparations for towage are complete, that the towed unit
is fit to be towed and that the weather forecast is satisfactory.
64
2.
ENVIRONMENTAL CONSIDERATIONS
2.1
DEFINITION OF ENVIRONMENTAL CONDITIONS

The environmental data for the areas in which the jacket is constructed, towed and installed shall be
supplied by a recognised meteorological and oceanographic agency. If required, the MWS can
provide the relevant environmental data through association with a recognised agency.
Environmental data shall be referred to by the following notation:
V1MIN
Hs
Tz
Tp
Maximum 1 minute mean wind speed at 10 m above sea level.

Associated significant wave height.
Zero up crossing wave period.
Period of peak spectral density.
The wind speed used in design (i.e. the design wind speed), for the various operations, shall be the
1 minute sustained wind speed at a height of 10 metres above still water level. The uncertainties of
extreme value analysis shall be considered and appropriate allowances made to ensure that such
uncertainties are covered. The design wind speed may be sectored in order to determine extreme
values from various directions. It is recommended that the sector band shall not be less than 30
degrees. The seasonal variations of wind speed can be taken into account in determining extreme
values. The seasonal analysis of extreme winds should be divided into periods. For North Sea jackets,
summer operations are from May to August and winter operations are from September to April.
The design wave shall be the significant height (Hs) associated with wind speeds referred to above.
The design wave period shall be based on the zero crossing period (Tz) most probably associated
with the significant wave height (Hs). Motions shall be investigated for a range of values of peak
period (TP), particularly if resonant conditions are possible. The range of values, defined in terms of
significant wave height, may be taken as follows:
13 Hs < T P <
30 Hs
In open waters, waves shall usually be considered as being long crested. However, in some areas it
may be appropriate to consider the waves to be short crested and to apply a spreading function of
wave energy.
The design current shall be the extreme current velocity including variation with respect to depth.
The total current to be taken into account should include tidal currents, wind-generated currents,
currents associated with storm surges and any current due to other cause.
2.2
LOAD-OUT
The maximum allowable wind speeds and seastates for the load-out operation shall be defined in
order to ensure the safety of the proposed operation. The choice of limiting conditions will depend
on several parameters, such as the sensitivity of the barge at the loadout quay to environmental loads,
quay exposure, expected duration and method of loadout (See Chapter 1).
In order to complete the seafastening after load-out, it is sometimes necessary to provide temporary
moorings. These moorings shall be designed to withstand the environmental conditions.
2.3
TOWING
For tows to offshore locations, the MWS normally recommend that the tow be designed to withstand
65

the seasonal 10 year return period extreme environmental conditions. The rationale for this is that,
although the planned tow duration may be within the duration of a reliable forecast (i.e. in the range
of 24 to 48 hours), delays may occur offshore due to any of the following:
Towline breakage.
Non-preparedness of the crane vessel.
Jacket system damage during tow (e.g. small-bore piping).
Tug breakdown.
Weather. deterioration, despite previous good forecasts.
Temporary postponements of the launch or lift may lead to prolonged postponement, because of
deterioration in weather. Under these circumstances, diverting the tow to a safe port may carry more
risks (e.g. towline breakage when near to land) than the risk attached to holding it offshore. If using
Load Factor design, the associated ULS extreme case (b) should have Load Factor of 1.0 on
Permanent and Live Loads and 1.3 on Environmental Load.
Depending on the nature and duration of the tow and other considerations, approval may be given
for design based on relaxed criteria. For example, design to 1 year return period conditions may be
considered as satisfactory.
2.4
INSTALLATION
Specifications of the maximum permissible seastate in which installation of the jacket may
commence is dependent on operational and safety conditions. A curve defining the limiting range of
seastates for the operation, specified as combinations of significant wave height (Hs) and associated
zero crossing period (Tz), shall be made available.
2.5
STABILITY DURING TOW

The stability of barge and jacket being towed on open seas and inland waterways shall meet with the
requirements of the following chapter:
BARGE TRANSPORTATION
66
3.
3.1
STRENGTH
GENERAL
During load-out, transportation, launch, upending and positioning, the stress in the jacket under the
imposed loads shall comply with a recognised Code of Practice or Classification Society Rules.
A mathematical model of the jacket shall be prepared, to enable the loads in the individual members
of the jacket to be analysed at each stage of the operations, typically as follows:
Loadout
Transportation
Installation
The MWS will review the model to ensure it is a reasonable representation of the jacket. The
computer programs used to analyse the load in various operations shall be properly verfied and
calibrated. The results of the analyses covering calculated stresses, stress interaction ratios and
deflected shapes shall be available for review by the MWS in reasonable time prior to operations.
The maximum loads imposed on the barge during each operation shall be checked against the
maximum permissible bending moment specified by the Classification Society with which the barge
is classed. If they exceed the permissible loads, the Classification Society should be informed and
the MWS will need to be satisfied that any subsequent acceptance of the calculated stress had been
justified.
3.2
LOAD-OUT
Loads in the jacket and loads between the barge and jacket shall be analysed at every stage of the
load-out (See Chapter 1). The following shall additionally be considered:
3.3
Prior to first contact between the jacket and barge, the jacket is sometimes skidded to a position
such that a part of it overhangs the quay edge. Loads in the jacket should be analysed in this
condition.
For floating load-outs, the effect of possible errors in barge attitude and ballasting during the
operation shall be considered. The assumed magnitude of these errors will depend principally on
tidal range, pumping procedures and capacities, skidding arrangements and operator efficiency.
For grounded load-outs, the effect of any possible settlement of the barge during the operation
shall be considered.
Effect of high spots and/or settlement of the quay.
TRANSPORTATION
The components of load to be considered when analysing the total forces between the barge and
jacket, and the loads in members of the jacket, are those due to:
The dead weight of the jacket

The dynamic loads which result from the barge's motion in six degrees freedom.
The static component of weight which acts parallel to the barge deck when the barge rolls or
pitches.
Wind load
Loads resulting from immersion of any part of the cargo or barge.
67

The combination of motions which give the highest loading of any direction shall be considered. In
the absence of information to the contrary, the following motions shall be considered to occur in
phase with one another:
Roll, heave and sway

Pitch, heave and surge
Loads may normally be calculated using the assumption that all motions approximate to sinusoidal
motions as per 3.4 of Chapter 2. Account shall also be taken of any substantial loads resulting from
the relative deflections of the barge and jacket.
The 1hrd overload allowance referred to in the AISC Code may be applied to stresses which result
from the calculated maximum motions in extreme environmental conditions. The allowance may not
be applied to loads which are considered to be cyclical.
During transportation some members may be located where they may be struck by waves as the barge
moves in a seaway, for instance, overhanging piles or legs. The effect of these slamming loads shall
be evaluated, assuming appropriate slamming coefficients.
3.4
LIFTING
The structural engineering for lift installed jackets shall meet with the requirements of the following
chapter:
Chapter 3
3.5
LIFfiNG
LAUNCHING
The effect of the following loads acting on the jacket during the launch sequence shall be considered:
Self Weight
Buoyancy
Drag
Friction
Barge/Rocker Beam Reaction
Hydrodynamic Inertia Forces
Structural Inertia Forces
The resulting loads in each member of the jacket shall be computed at discrete times during the
launch. An envelope of loads can thus be described for each member and the maximum load
compared to the allowable value.
The actual values of self-weight, position of centre of gravity and coefficient of friction will only be
known within certain tolerances. Member loads shall be evaluated assuming that these quantities
vary by the maximum anticipated amount and the resulting member loads shall then be compared to
allowable values.
Certain members will be subject to slamming loads during launch. The effect of these loads shall be
checked. Stress due to those hydrostatic loads which are derived from the calculated depth of
68

immersion during launch, shall not exceed basic allowable stresses. It is recommended that a suitable
contingency head shall then be added to the calculated maximum depth of immersion of each
member during launch. If the launch condition is limited for any given member, then the resulting
stresses may exceed basic allowable stresses by up to one third.
3.6
UPENDING AND POSITIONING

The hydrostatic loads to which the watertight diaphragms on certain members are subjected may be
a maximum during upending and positioning. The maximum resulting str~sses in the members shall
be calculated and the calculations submitted to the MWS for approval.
Basic allowable stresses shall not be exceeded during immersion, upending or positioning due to
hydrostatic loads. When calculating the maximum hydrostatic head, with the jacket on the seabed,
account shall be taken of head due to tidal rise.
It is recommended that suitable contingency heads shall be added to the calculated maximum depth
of immersion of each member. When calculating the value of the contingency head of positioning,
with the jacket on the seabed, account shall be taken of the increase in head due to passage of a 10
year maximum wave, as well as tide and tidal surge. The one third overload allowance on stresses
may be used in this condition.
If the upending or positioning operations are hook assisted, the loads and stresses resulting from the
hook loads shall be evaluated and added to those due to self weight and buoyancy.
69
4.
LAUNCH
4.1
GENERAL
Lanching operations apply to either longitudinal or side launching of jackets or towers. Launching
of other items, such as piles or tether elements, will be subject to special consideration.
For jackets that are lifted into the water, reference should be made to the following Guidelines to be
found elsewhere in this book
LIFfiNG
'Loads during Launching' are covered in section 3.4, above.

A schedule shall be prepared indicating the duration of each phase of the installation operation. The
schedule shall show that the jacket can be made safe within the period of a favourable weather
forecast, typically 48 hours. The beginning of this period shall be taken as the time of commitment
to the launch and final removal of seafastenings. The jacket can be said to be "safe" when it can
survive an extreme 10 year return period storm. Therefore, as a guideline, the schedule should
preferably demonstrate that extreme conditions can be survived within 48 hours of the decision to
launch.
4.2
WEIGHT, BUOYANCY AND CENTRE OF GRAVITY

Jacket predicted weight and buoyancy shall be calculated using material take offs from
design/construction drawings combined with the physical weighing of components. Potential
inaccuracies in buoyancy shall be included in the tolerance applied to predicted weight in platform
analyses.
The analysis tolerance applied to jacket weight shall be at least 3% (including buoyancy
inaccuracy).
The analysis tolerance applied to jacket centre of gravity (including centre of buoyancy inaccuracy)
shall be at least:
X0.3 m
Y0.3m
Z 1.0 m
Where the X and Y axes are in the horizontal and Z in the vertical for the finally installed orientation
of the jacket.
The above analysis tolerance shall apply to the final analyses, in which all main steel is approved for
construction. Smaller tolerances may be used if they are justifiable on the basis of weight accuracy.
It is recommended that the jacket designer uses larger weight contingencies during the earliest stages
of design to account for design uncertainties which are progressively refined.
Analyses performed to document the acceptability of launch or upending for warranty purposes shall
only consider variation of one of the above analysis tolerances at a time:
No combination of weight variation with centre of gravity variation need be considered.

The centre of gravity shall only be varied in one of the directions (X, Y,Z) at a time.
70

The jacket shall have a reserve buoyancy of at least:
15% of jacket predicted weight during launch.

10-15% of jacket predicted weight (incl. ballast and water in damaged compartment) during upending
(see 5.2).
4.3
LAUNCH ANALYSIS
A launch analysis and/or model tests shall be performed to evaluate the induced loads. The analysis
shall include consideration of the following:
Barge trim/heel angle and draught

Structure position on barge
Friction coefficient
Main rocker-arm rotational limit
Auxiliary buoyancy
In addition to calculating loads, the analysis shall demonstrate that the following are included:
The combined launch barge and jacket system has a transverse metacentric height greater than
1.0 m throughout the period between the start of launch and the end of primary rocker beam
rotation.
The transverse metacentric height of the jacket may be negative in the period between separation
from the barge and the jacket base reaching its maximum dive depth. This is acceptable provided
model tests, or a three dimensional launch analysis, demonstrate that the jacket trims to a
position with adequate transverse GM before it has time to start rolling. The above criteria apply
to all intact and damage cases for launched jackets.
The clearance between the jacket and the seabed is at least 10% of the waterdepth at all times,
both for the intact and damaged cases or 1Om whichever is greater.
The depth of submersion of the stern of the barge is within allowable limits at all times.
Both launch and upending analyses shall consider the effect of damage to any one jacket
compartment with the predicted jacket weight and centre of gravity. It may be assumed that
accidental flooding during hook-assisted upending shall be slow enough to enable the crane operator
to avoid overloading the crane by paying out cable.
The jacket shall be fitted with timber launch runners and the barge skid beam shall be fitted with
teflon, or similar material. The minimum dynamic friction coefficient analysed for timber on
lubricated teflon shall be 4.5%.
4.4
LAUNCHING SYSTEM AND EQUIPMENT

Launch initiating units, power packs, winches, slings and shackles shall have sufficient capacity to
exceed the static friction force between launch runners and skidbeams, including an adequate safety
margin. The launch barge ballasting system shall be operational, to enable ballasting to the prelaunch trim.
Sufficient manpower and cutting facilities shall be assigned to ensure quick cutting of seafastenings.
Systems for monitoring barge trim and tank levels shall be available onboard the barge.
4.5
PREPARATIONS FOR LAUNCH

Before any preparations are commenced it is essential that the weather forecast indicates that a stable
71

weather pattern is developing, and will remain for the programmed duration of the operation. The
decision to commence launch shall shall be based on a forecasted weather window suitable to
complete all jacket installation operations, including an acceptable allowance for contingencies, up
to and including the stab in of the piles.
The jacket shall only be launched in seastates with significant wave height (Hs) of 2.0 metres or less.
In line with common industry practice, the environmental loads acting on the barge rocker beams will
be assumed to be 10% of the still water loads predicted by model tests or computer analysis.
A Control Centre shall be designated at the early stages of design, so that all command and control
can be co-ordinated from one central position. The Control Centre shall be equipped to deal with all
information regarding the operation. If failure of any equipment could jeopardise the operation, this
equipment should be duplicated, or alternative systems provided.
Prior to jacket launch, a check shall be required of the upending system and an inspection of the
jacket made to confirm that no damage or leakage has occurred during tow. At this stage in
preparation, the barge ballasting system shall be checked and the results of the check confirmed with
the Control Centre.
4.6
SEAFASTENING REMOVAL/BARGE BALLASTING

At the design stage a programme of seafastening removal and barge ballasting shall be prepared and
submitted to the MWS for approval.
Before commencing the ballasting, the seafastenings shall be removed, during which time the barge
shall be maintained in the approximate launch position by tug(s). This will usually mean holding the
barge bow-on to prevailing environmental conditions. Seafastening cutting shall not commence until
the crane barge, piles and pile hammers are in readiness so that they can immediately be used to
secure the structure to withstand seasonal extreme weather conditions. When removal of
seafastenings is complete, the barge shall be ballasted to obtain the required pre-launch trim. During
the final trimming of the barge the numbers of the persons on board the barge shall be reduced to the
minimum necessary for controlfing the launch operation.
4.7
LAUNCH OPERATION
The launch operation shall take place in a specified area close to the final location. This area shall
have been subject to a hydrographic survey to confirm that there are no obstructions; launching
above pipelines, templates or other subsea obstructions is not recommended.
Following cutting of seafastenings and pre-ballasting of the barge, the jacket shall be jacked or
winched in order to set the launch in motion.
The jacket shall be free of any obstruction during launch. If any lines are rigged to the jacket prior
to launch it shall be demonstrated that they are not likely to foul on obstructions during the launch
operation.
The barge ballast condition shall be monitored in order to obtain the planned barge draught and trim
and in order to avoid self launching before all seafastenings are cut and secured on the barge deck.
A number of tugs shall be available to handle the jacket after launch and at least one tug shall be
connected to the barge at all times.
72
5.
UPENDING AND POSITIONING
5.1
ENVIRONMENTAL CONDITIONS
At the design stage the maximum allowable seastate for carrying out the upending and positioning
operations shall be stated with reference to the operational limitations including installation
tolerances and motions.
Reliable information on the currents to be anticipated at the field shall be presented together with
their variation with the tidal cycle and any particular combination of meteorological conditions.
5.2
TOLERANCES AND CLEARANCES

An appropriate range of possible weights of the jacket, and centre of gravity locations, shall be
considered for the upending analysis. The upending analysis shall consider the following:
Minimum seabed clearance to be 5m (at LAT) for the intact structure provided the calculated
clearance includes amount of predicted motions, heel due to current and towing forces, local
survey inaccuracy, possible jacket overweight, and depression of the sea level due to high
barometric pressure.
Seabed clearance to be positive when any one buoyancy compartment is damaged.
Longitudinal and transverse metacentric height to always be at least 1 metre for the intact
condition.
The freeboard shall not jeopardise activities on top of the jacket such as immersion of rigging
platforms ..
The upending analysis shall include simulation of the total available buoyancy flooding of one
compartment.
There should be a reserve buoyancy during all stages of upending as follows. The reserve buoyancy
is a percentage of the total available buoyancy i.e. the buoyancy which would be out if the jacket
were forced under water.
15%
10%
Launched jacket
Lifted off barge and hook assisted upend
The operational limitations for self upending structures shall be subject to individual considerations.
5.3
SYSTEMS AND EQUIPMENT

The ballasting system to be used for upending the jacket and ballasting it into location shall be
described together with procedures for accessing and operating the systems. The system shall be
capable of upending the structure within a few hours in order to minimise the exposure time.
Contingency plans shall be drawn up in case of failure of valves, operator error or other unforeseen
events. These plans shall include alternative actions required to make the jacket safe and to allow it
to be subsequently upended.
Time consuming activities, such as air pressurisation of buoyant compartments, should be avoided
except as contingency plans. The ballasting system shall have the capability to reverse the upending
operation at any stage. There should either be two separate methods available for starting and
stopping the flooding of any compartment, or alternative procedures should be described.
73

There shall be systems for monitoring the following parameters:
Draught, trim, heel angle and orientation

Open/closed status of valves
Seabed clearance
The following parameters should also be monitored and recorded:
5.4
Water content in buoyant compartments

Air pressure in buoyant compartments
Consumption of compressed air, nitrogen, etc
Hook load
TUG CONFIGURATION
The tug and/or crane barge configuration for upending and installation shall be clearly defined. It
shall be demonstrated that the configuration is suitable for positioning within the required tolerances
of both position and orientation, given the environmental conditions already defined. If the jacket is
to be docked with a template it is likely that a motion response analysis will need to be carried out
in order to assess suitability of the positioning configuration.
The procedures for manoeuvring the jacket after launch into the configuration for upending and,
subsequently, positioning shall be described.
5.5
SURVEYS/WATER DEPTH
A hydrographic survey of the designated upending area shall be carried out to demonstrate that the
area is free of underwater obstructions and that there is adequate waterdepth.
It is recommended that the clearance between the mudmat and seabed during upending shall be not
less than 10% of water depth in shallow water or 5 metres minimum in deeper water.
A detailed hydrographic and seabed survey of the installation site shall be undertaken prior to
installation. Any debris or boulders shall be identified in the survey and removed from the
installation site as necessary.
The hydrographic survey shall provide details of levels of the seabed at the site. Any overall slope
or undulations of the seabed shall be considered when planning the positioning operation.
If the jacket is to be positioned over a pre-drilled template, there should be a comprehensive survey
of the template area, with a particular view to checking that drillcuttings, grout and other debris will
not obstruct positioning of the jacket or bear on the lower bracings.
5.6
MONITORING OF POSITION
A positioning system shall be provided which is capable of providing a continuous fix and recording
of the position and orientation of the jacket, particularly at seabed level, relative to the desired final
position of 'target'. In addition, there shall be a second independent position monitoring system
which can be used as a back-up or check on the primary system.
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If it is intended that the base shall at any time be within 10 metres of any existing equipment, for
example pipelines or a pre-installed subsea template, then their relative positions shall be monitored
by either an ROV or pre-installed television cameras. Whichever method is chosen there must be
adequate redundancy in the system.
5.7
PREPARATION FOR UPENDING

After launching the jacket and prior to upending, an inspection shall be required in order to confirm
that there is no visible damage to the jacket or leakage into it. The condition of the jacket shall be
assessed from observed draughts onboard the crane barge or other assisting vessel, trim and heel
readings. These values shall be transmitted to the Control Centre for comparison with the anticipated
calculated readings. Any discrepancies shall be investigated and corrected.
A team shall be placed on the jacket to connect umbilical and control cables and/or to perform the
operation. The team shall consist of the minimum number of personnel required to efficiently
perform the operations.
5.8
CONTROL DURING UPENDING

Overall control of the upending operation shall be from the Control Centre. Any personnel on the
jacket shall communicate directly and be under the command of personnel in the Control Centre.
The personnel carrying out the control of the ballast system shall be familiar with the system and
with all operational manuals, having completed training in all upending procedures.
Draft readings and upending angle shall be measured at regular intervals throughout the upending
and positioning operations and compared with design values. Any discrepancies shall be noted and
remedial measures taken as necessary.
5.9
HOOK ASSISTED UPENDING OPERATIONS

Crane lifting forces shall be determined, based on the ballasting sequence. Accidental flooding
during crane assisted phases shall not cause uncontrolled upending of the object or prevent sling
release.
The crane vessel's influence of the motion characteristics of the structure shall be considered in the
motion analysis.
Loads on padeyes and related sling loads shall be determined in accordance with the following to be
found elsewhere in this book
LIFTING
. In addition eccentric loading resulting from the upending procedure, shall be accounted for in the
design.
There shall be a minimum clearance of 3 metres between any part of the crane vessel, and the jacket
at all times. The clearance between the crane vessel and cargo barge shall normally be at least 3
metres, but may be less if adequate fendering is used.
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5.10 DOCKING WITH A TEMPLATE
An analysis and/or model tests shall be carried out, at the design stage, to predict the motions of the
jacket in the maximum seastate (generally 1-2 metres significant waveheight) under which docking
will be attempted. The analysis shall predict the forces and moments which will be transferred from
the jacket to the template; these are to be taken into account in the design of the pile and pile catcher
and surrounding secondary structure of the jacket. If engagement of the docking piles or pins is
progressive, then the analysis shall consider the forces acting after engagement of each pin.
The docking system for docking over templates shall be designed so as to achieve positioning within
the requirements of the project. The following tolerances shall be considered:
Mating system geometry

Installed accuracy of locating pin (plan position and verticality)
Annular gaps between mating components (sleeve to guide, sleeve to pin)
Fabrication tolerances (conductor slots in jacket, sleeve guides, sleeves, pins, template)
Lateral deformation of mating components under load
Installed jacket levelling
If the docking pile guides are attached to the template during docking, the design shall account for
loads, which may be transmitted to the template during docking. If the structure has fixed pile sleeves
for vertical docking, the ballasting system shall be able to discharge water from buoyant
compartments to allow docking to be repeated.
For structures having movable pile sleeves for vertical docking, the pile sleeve lowering system shall
be able to elevate the pile sleeves to allow docking to be repeated.
5.11 DAMAGED JACKET

In the horizontal post-launch (or post-lift) equilibrium position, if accidental flooding of any one
compartment occurs then the jacket must remain afloat and in a sufficiently stable attitude for repairs
to be effected if possible or contingency worked out.
The jacket watertight subdivisions shall provide a level of damage control such that, with any one
compartment unintentionally flooded prior to upending, the jacket may still be upended to the
vertical position clear of the seabed. It must be shown that, from this position, the jacket can be
satisfactorily positioned. Conversely, should a flood valve fail to open during the upending, and there
is no alternative means of flooding the compartment in question, an alternative ballasting sequence
must be developed.
In performing these analyses some relaxation of the upending criteria may be tolerated. The
minimum clearance must, however, remain positive and the GM should at no time fall below lm. In
addition, if the upending is hook-assisted, it may be acceptable to increase the hook load for the
damaged condition.
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6.
ON BOTTOM STABILITY
An on-bottom stability analysis shall be carried out to determine the jacket's stability at various
phases of installation. The maximum allowable seastate at each stage shall be defined. These stages
may typically include:
Immediately after positioning, with partial flooding of legs

After complete flooding of the legs
After driving 2, 4 or more piles
After removal of buoyancy tanks or tubes
The analysis shall include an assessment of the jacket's ability to withstand the following and shall
incorporate the minimum factors of safety:
Sliding- Factor of safety 1.5

Overturning -Factor of safety 2.0
Unacceptable settlement at one or more legs
The analysis shall also consider the possibility of build-up of unacceptable suction loads under
mudmats.
The mudmats shall be designed to withstand bearing pressure arising from the maximum allowable
seastate in conjunction with any pile sections which may be hung off prior to driving.
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7.
OTHER CONSIDERATIONS
The consequences of breakdown of one crane, one pile hammer etc. shall be considered if pile
driving is required in order to achieve the "safe" condition and adequate contingencies should be
defined.
The lifting arrangement for removal of buoyancy tanks shall include allowance for some water
contained in the tanks during lifting.
Piling activities should not take place when hydraulic pile grippers are activated for temporary
fixation of the structure.
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CHAPTER 5 : GRAVITY BASE STRUCTURES

1.
INTRODUCTION
1.1
SCOPE OF GUIDELINES
These guidelines have been prepared to assist Marine Warranty Surveyors and others to form a basis
for evaluating the requirements for marine aspects of construction, transportation and installation of
Gravity Based Structures, and are applicable worldwide.
1.2
OBJECT OF THE GUIDELINES

The object of the guidelines is to specify acceptable standards, based on sound engineering and good
practice, so as to ensure that proper levels of safety are maintained at all times, The guidelines are
based on those which have been developed for previous concrete platforms.
The guidelines may be used to establish the criteria for marine operations. It is recommended that
this be done at an early stage in the project, in consultations between Company, Contractor and the
Marine Warranty Surveyor.
1.3
CONTENTS OF THE GUIDELINES

The guidelines cover marine aspects of:
The float -out from dock

Inshore construction site and mating site, as appropriate
Mooring at the deep water site
Construction afloat
Deck mating
Tow to the field
Installation at the field
The subjects which are addressed in the guidelines include intact stability, damage stability, structural
strength, mooring analysis and the tugs and towing arrangements.
1.4
OTHER STANDARDS
The guidelines shall be read in conjunction with the international and national codes, standards and
regulations applicable to the work. In particular they shall be read in conjunction with the other
Guidelines for Marine Operations for:
LIFT-OFF, TRANSPORTATION AND MATING OF TOPSIDES
1.5
DEFINITIONS
Company:
The operator of the field
Contractor:
GBS fabrication Contractor
GBS:
Gravity Base Structure, i.e. the whole of the concrete substructure on which the topsides bear.
Topsides (or Deck):
The entire assembly which is mounted on the GBS whether it be an integrated deck or a module
support frame with modules subsequently installed on it.
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Base Structure:
The part of the GBS which is constructed in a drydock and then floated out and towed to a mooring
in deep water.
Cell:
The whole lower part of the GBS, up to the level of the bottom of the shafts.
The Platform:
The entire offshore platform as prepared for tow to offshore location, i.e. the GBS and the topsides.
Shaft(s):
The concrete member(s) which project from the top of the cells and on which the deck bears.
Drydock:
The construction site in which the base structure is built.
Inshore Construction Site:
The mooring site, at which slipforming of the cells and shafts takes place. It may also be the mating
site. On some products the mating site is at a separate location and GBS is towed from this inshore
construction site to the mating site.
Inshore Hook-up:
The Hook-up work to be performed at the mating site during the period after deck mating and prior
to towing the platform to offshore location.
Mating Site:
The site for mating the deck with the GBS.
GBS Moorings:
The mooring systems at the mating site and inshore construction site, as appropriate.
Offshore Location:
The location on the field, at which Company has specified that the platform be installed.
Freeboard:
The height between the still water surface and the lowest point at which downflooding could occur,
including any unplugged construction openings.
Design Windspeed:
The 1 minute sustained wind speed at lOrn above sea level, as used in design. At the GBS mooring
sites the design windspeed will vary, according to direction, because of topography.
Design Seastate:
The significant wave height which is used by the project in design. At the GBS mooring sites the
magnitude of the design seastate will vary according to direction.
Design Current :
The extreme current velocity including variation of current with water depth.
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2.
STABILITY AND MOTION RESPONSE
2.1 INTACT STABILITY

2.1.1 Metacentric Height (GM) during Construction Afloat
The GM during construction afloat shall at all times be at least 1 metre and shall be sufficient to
ensure that, in 100 year return period conditions, the maximum inclination does not exceed 5 degrees.
For consideration of the mating operation, 10 year return period conditions may be used.
2.1.2 Metacentric Height (GM) for Tow to the Mating Site
For the tow to the mating site the GM shall be at least 1 metre and shall be sufficient to ensure that
the inclination does not exceed 5 degrees when full towline pull is applied. The 'full towline pull'
shall be defined as the sum of the certificated Bollard Pulls of all the forward tugs.
2.1.3 Metacentric Height (GM) for Tow to the Offshore Site
For the tow to the offshore site the GM shall be at least 1 metre, and shall be sufficient to ensure that:
The maximum inclination of the unit does not exceed 5 degrees taking all the following into
account:
Static inclination due to full towline pull,
Static inclination due to a windspeed of 20m/s
Maximum motions due to a seastate of Hs=5m.
The maximum inclination of the unit due to the 10 year seasonal storm conditions (with zero
towline pull) does not exceed 5 degrees.
The inclination does not exceed 2 degrees when 50% of the full towline pull is applied, in still
water.
Differential ballasting may be used to reduce, by up to 50%, the static angle of heel resulting
from towline pull only.
2.1.4 Metacentric Height (GM) for Installation

For the final approach to the site, for installation, the GM shall be positive, and sufficient to ensure
that:
The maximum inclination of the unit does not exceed 5 degrees taking into account:
Static inclination due to full towline pull, defined as per 2.1.2 above, taken together with
Dynamic inclination (e.g. pitch, roll) due to a 2m seastate and a lOm/s steady wind.
The static inclination does not exceed 2 degrees when 50% of the full towline pull is applied in
still water.
Differential ballasting may be used to reduce, by up to 50%, the static angle of heel resulting from
towline pull only.
2.1.5 Dynamical Stability
During tow and construction afloat, the area under the righting moment curve, to the lesser of:
The second intercept between the curve and the wind heeling moment curve, or
The downflooding angle, or
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The angle which causes allowable stresses to be exceeded in any part of the platform shall be not
less than 40% in excess of the area under the heeling moment curve, to the same limiting angle.
The windspeed used to derive the wind heeling moment shall be the seasonal 10 year return
period, 1 minute mean windspeed for the tow and the 100 year return period windspeed for
construction afloat.
2.1.6 Freeboard during Construction Afloat

The minimum freeboard of the GBS, during construction, shall satisfy the following:
It shall be at least 1 metre greater than the 100 year return period maximum wave crest elevation,
allowing for local build-up of waveheight around the structure.
It shall be at least 1 metre greater than the 10 year return period maximum wave crest elevation,
allowing for the loss of pressure in any one compartment of the air cushion.
At similar locations to those which have previously been used, the minimum freeboard is
normally 6 metres, resulting from application of the above criteria.
For the period prior to the start of slipforming, the freeboard to the top of the concrete structure may
be 4.5 metres provided that, for directions from which there may be substantial wave action, there is
a temporary structure which provides the 6 metres freeboard.
2.1. 7 Inclining Tests

Inclining tests shall be carried out in order to check that the GM is at or above the minimum
allowable value. As a minimum, there shall be a test immediately prior to deck mating and a further
test immediately prior to departure to Offshore Location.
2.2 DAMAGE STABILITY

2.2.1 Base Structure Float Out and Towage
The base structure shall have 'one compartment damage stability' which means that it shall remain
stable and afloat with any one cell flooded to the waterline.
In the flooded condition, the effect of a 1 minute windspeed of 25 m/s and associated seastate at the
location, shall be considered.
2.2.2 Construction Afloat

During construction afloat the GBS shall have one compartment damage stability for as much of the
time as is practicable, which means that it shall remain stable and afloat with any one cell completely
flooded or any one shaft flooded to the waterline.
The minimum freeboard in the damaged case shall exceed the seasonal 10 year return maximum
wave crest height. When assessing the freeboard, allowance shall be made for inclination of the
structure due to the 10 year return period seas tate and a 25 m/s windspeed and the design current at
the location.
When the GBS does not have one compartment damage stability it shall have both the following:
A means of compensating for the inclination due to flooding of a compartment. This may either
be done by transferring flood water to other compartments or by quickly deballasting water from
the flooded compartment, whilst ballasting other compartments.
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Sufficient structural strength in the outer walls to withstand impact from vessels which may be
in close proximity to the GBS. Fendering may be used to reduce impact loads, if necessary.
In addition, if the GBS does not have damage stability, rigorous procedures shall be developed to
ensure that such flooding will not occur. These shall include consideration of collision, leakage
through the ballast system and other system, reliability and redundancy in pumping arrangements,
operator error and redundancy of power supplies.
At all times there shall be adequately trained personnel on board the platform, who are wholly
dedicated to maintaining the marine safety of the platform; their duties shall include the control of
traffic in the vicinity.
The risk of flooding shall be evaluated by means of a risk assessment and the level of risk shall be
shown to be acceptable.
2.2.3 During Tow of GBS/Piatform

It shall be demonstrated that, when towing with the waterline at the cells or shaft(s), the platform can
survive flooding of any one ballast cell. The assessment shall demonstrate that there is at least 5
metres freeboard, to downflooding of the shaft(s), in a 25 m/s wind.
If the platform does not have damage stability with respect to flooding of the shaft(s), rigorous
procedures shall be developed (as for construction afloat) to ensure that such flooding will not occur.
These shall include consideration of collision, leakage through the ballast system and other systems,
reliability and redundancy in pumping arrangements and redundancy of power supplies. Also, a risk
assessment shall be carried out as per the final paragraph of 2.2.2. above.
2.3
MOTION RESPONSE
The responses during construction afloat shall be analysed, if they may be critical to loss of freeboard
or other considerations.
The motion response of the platform during towage shall be predicted by model tests. Predictions
shall be made for extreme conditions and for any other conditions which may give higher responses.
The response during installation of the platform shall also be determined, taking account of the
underkeel clearance at this stage.
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3.
3.1
STRENGTH
STRUCTURAL DESIGN SPECIFICATION
The design of the GBS shall conform to the relevant project specification for structural design. All
possible load combinations shall be considered, including those given below. Wind and wave loads
shall be considered to act from any direction relative to the GBS.
3.2 CONSTRUCTION AFLOAT

3.2.1 Load Cases
Load Coefficient
Load Case 1
Loads due to static weight and live loads (i.e. loads due to
static weight, including ballast and all equipment on board)
1.2
+ loads due to 100 year return period waves at the mooring site
0.7
+ loads due to 100 year return period 1 minute windspeed
0.7
+ loads due to maximum predicted currents at the mooring site
0.7
+ associated loads in mooring chains
1.3
Load Case 2
Loads due to static weight and live loads
1.2
+ loads due to any long period swell at the mooring site
0.7
+ loads due to 100 year return period windspeed
0.7
0.7
1.3
Load Case 3
Loads due to static weight and live loads
1.0
+ maximum loads due to waves (i.e. whichever is found,

from load cases 1 and 2, to be critical)
1.3
+ loads due to 100 year return period 1 minute mean winds
1.3
1.3
1.0
(Note: If it is shown, by examination of one displacement and water ballast condition only, that load
case 3 is definitely not limiting for design, then it shall be acceptable to conclude, by inspection, that
load case 3 need not be analysed for other displacements).
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Load Coefficient
Load Case4
Loads due to static weight
1.0
+ loads due to flooding of any ballast compartment
1.0
+ maximum loads due to waves
1.0
+ loads due to wind of 20 m/s
1.0
+ loads due to tidal currents (at spring tides) at the mooring site
1.0
1.0
Load Case 5
(Only for conditions in which the air cushion is present).
1.0
+ loads due to accidental release of air from one compartment
1.0
+ maximum load due to waves
1.0
+ loads due to wind of 20 m/s
1.0
+ loads due to tidal currents (at spring tides) at the mooring site
1.0
1.0
3.2.2 Strength of Outer Walls

If the GBS does not have one compartment damage stability it shall have means of transferring flood
water to other compartments, plus:
3.3
either
Sufficient structural strength in the outer walls to withstand impact from vessels which may
be in close proximity to the GBS.
or
Adequate fendering all round the GBS.
INCLINATION DURING TOWAGE

The platform shall be designed to survive an angle of inclination of at least 10 degrees. An analysis
shall be carried out to assess the maximum inclination which the platform attains when downflooding
of the shaft occurs. The assessment shall consider the platform to initially be at the towage draft and
shall evaluate the inclination reached at downflooding of the shaft. If this angle exceeds 10 degrees
this shall be the maximum angle of inclination used in design of the platform.
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The resulting loads shall be combined with wind and wave loads as follows:
Static loads in inclined condition + loads due to 25 m/s wind + loads due to waves of significant
height (Hs) =5 m
A Load Coefficient of 1.0 shall be used for all of the above.
3.4
FALLING OBJECTS
Consideration shall be given to the effect of objects falling onto the top of the cells during
construction and towage. There shall be an assessment of the type of objects which could possibly
fall, and the design shall ensure that the GBS would remain intact and serviceable after such a fall.
There shall also be an assessment of possible damage due to objects falling onto other critical areas,
for example onto ballast pipes which are open to the sea.
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4.
4.1
GBS MOORING CRITERIA

The GBS mooring shall be considered in the intact condition and also with one line broken, in
accordance with the criteria in 4.3 and 4.4 below.
In the intact condition the moorings shall be designed and analysed for the 100 year return period
design wind, wave and current conditions, except that 10 year return period conditions may be used
for analysis of the deck mating condition.
If the GBS is to be at the moorings for less than a year, the environmental criteria used in the design
and analysis of the moorings may be the 100 year return period conditions which apply to the
relevant months during which the GBS will be at the mooring.
The analysis shall be based on wind, wave and current 'roses', which give the variation in extreme
conditions with direction, resulting from the local topography. This data, particularly the wind speed,
shall preferably be provided by an independent source, such as the relevant national meteorological
bureau. The analysis shall allow for the increase of windspeed with height.
Detailed environmental criteria, for design of the GBS moorings, shall be submitted to the Marine
Warranty Surveyor for approval at an early stage in the project.
4.2
METHOD OF ANALYSIS
The mooring system for the GBS shall be designed taking account of the design wind, wave and
current, as specified in 4.1 above.
The design shall be based on an analysis of the extreme excursions of the GBS taking into account
mean drift forces acting on the GBS, and also the low frequency motions of the platform about the
mean position. The dynamic analysis shall take account of dynamic excitation of the GBS due to
variations in the magnitude and direction of both waveheight and windspeed.
The analysis shall consider the changed mooring geometry and catenaries under load, for each
operational phase. For the mooring at the Mating Site, the phases examined shall include 'arrival
draft'(*), 'deck mating draft' and' hook-up draft'. The calculations shall include for forces acting on
temporary equipment which is moored alongside or is secured to the platform.
(*) 'arrival draft' is the draft of the GBS when it arrives from the drydock or the inshore construction
site as appropriate.
4.3
CRITERIA FOR INTACT CASE

For all operating conditions:
a) The maximum tension in any part of any mooring line shall not exceed the lesser of:
70% of the minimum certified breakload of the chain, or
the proof load of the chain, or
50% of the minimum breakload of the wire (if appropriate).

This also applies to the components of the mooring system, such as kenter shackles.
b) The underkeel and side clearances shall always exceed specified values. ('Side clearance' means
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the horizontal distance between the edge of the skirts and the seabed). The required clearances
depend upon platform draft, survey accuracies and other considerations. The values indicated below
and in 4.4. are general guidelines and may vary from one platform to another:
Underkeel Clearance (*)
Site Clearance
Deck mating condition
15m
Excursion in 10 year return conditions

+ 25 metres
Hook-up condition
30m
Excursion in 100 year conditions

+50 metres
* Underkeel clearance is here defined as being the clearance between the skirts and seabed, after
making allowance for platform motions, survey inaccuracies and tidal level.
4.4
CRITERIA FOR 'LINE BROKEN' CASE

For all operating conditions, except the deck mating conditions, an analysis shall be carried out to
consider the effect of breaking any one line, with 100 year return period environmental conditions.
4.5
The load in the remaining lines shall not exceed 90% of the guaranteed minimum breakload of
the chain or wire. The analysis shall consider changes in the direction of the environmental
conditions, with the line broken.
The underkeel and side clearances shall always exceed the following values:
Underkeel clearance: 10 metres
Side clearance: 25 metres
CERTIFICATION OF EQUIPMENT
Appropriate Certificates and QA documentation shall be provided for all the mooring equipment.
Mooring equipment which has been used previously may in principle be reused, provided that it has
been re-certified and that it has been re-inspected and re-tested in accordance with procedures which
are agreed by the Marine Warranty Surveyor.
4.6
CONNECTION POINTS TO THE GBS AND SHORE

The connection points at which the chain is attached to the GBS and to the shore shall satisfy the
following:
They shall be designed for a load which is 30% in excess of the minimum breakload of the chain
or wire. Appropriate material factors shall be considered, in accordance with appropriate national
standards.
The connection point shall be capable of accepting any combination of the line tension and line
angle, at any of the operating conditions. The 'line angle' means the angle, in either the vertical
or horizontal plane, which the chain adopts to the centreline of the connection point. The analysis
shall consider stresses in the end link of the chain as well as in the connection point and its pin(s).
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4.7
SEABED ANCHORS
The design holding capacity of any seabed anchors shall be at least equal to the guaranteed minimum
breakload of the chain.
After laying the anchors, and before connecting the GBS, all seabed anchors shall be subjected to a
load which is at least equal to the calculated maximum load which will be applied to the anchor.
4.8
MOORING PONTOONS
Any pontoons which are incorporated in the mooring system shall be subjected to checks of stability
and strength. The pontoons shall also be shown to remain stable and afloat with any one compartment
flooded.
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5.
FLOAT OUT OF BASE STRUCTURE
5.1
GENERAL
This section gives general guidelines for the float out operation; they may be amended for a specific
location.
5.2
The decision to lift off from drydock is normally made by Contractor, with approval from the Marine
Warranty Surveyor. As a guideline, the 48 hour weather forecast shall indicate favourable conditions,
with wind speeds not exceeding Beaufort force 3 for the critical period during which the base will
exit from the drydock and not more than Beaufort force 5 throughout the forecast period, with a
favourable outlook.
5.3
WATERTIGHT INTEGRITY
Prior to float out, the watertight integrity of the structure shall be checked and documented. This shall
include a methodical check of all pipes and other openings in the underside of the base structure.
5.4
UNDERKEEL CLEARANCES
After the base structure has 'lifted off' from the bottom of the drydock, a minimum underkeel
clearance of 0.5 metres must be obtained before attempting to move the base structure horizontally.
This clearance must be maintained throughout the tow out from the dock.
In float out operations, the scheduling is usually important because the clearance is dependent upon
the tidal cycle. It is recommended that the float out is scheduled to be carried out on a rising tide and
completed by high water, so that any time remaining, on the falling tide, is a contingency factor.
A tide gauge shall be installed on site as early as possible to check that actual tide rises correspond
to those predicted.
Once outside the building basin the minimum underkeel clearance shall be at least 10% of the draft
of the base structure.
5.5
SIDE CLEARANCES
It shall be demonstrated that good positional control of the unit is provided when passing out of the
building dock and in the exit channel. The required channel width will depend upon the siting of the
drydock and channel. The following are provisional guidelines:
For operations in which the position of the base section is controlled by winches, the channel
width (at full depth) shall not be less than 1.2 x the width of the base structure.
If position is controlled by tugs, the channel width shall be at least twice (2x) the largest
'diameter' of the base section.
In cases where the structure is guided along the dock wall whilst leaving the dock, the side
clearance on the opposite side shall be at least 20 metres.
The arrangement of the winches and/or tugs shall provide sufficient redundancy for the operation to
continue safely in the event of malfunction or failure of any one winch or tug or other component.
5.6
AIR CUSHION
Compressed air may be used at float-out to reduce the draft. Its use is acceptable subject to a number
of considerations, as follows:
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5.7
5.8
Sufficient water-seal to be available to prevent air escaping. 0.5 metre is to be the minimum
value during floatout.
There shall be a reliable method of measuring the water seal. If this involves calculations
regarding differential pressures, these shall take account of the weight of the compressed air
itself.
Sufficient compressors shall be placed onboard to achieve the specified lift-off schedule and to
maintain cushion pressure, allowing for predicted leakage and with appropriate contingencies.
All critical valves and piping shall have back-ups. Free-surface effects of the air/water interface
shall be included in the stability calculations. The venting system shall be designed and operated
in a manner which guarantees that all air is removed when the air cushion is no longer required.
TUGS, TOWING POINTS AND PENNANTS

These items are covered in 6.2, 6.4 and 6.5 below. The following additional considerations apply:
The tugs considered to be the most suitable for the floatout operation are those which are highly
manoeuvrable, but have sufficient power to hold the base section in event of adverse weather
during connection to moorings.
The towing connections for float out may be above the water during connection, but release of
air, causing an increase in draft, may result in these connections being below water, in which case
provision must be made for disconnection of lines from them.
SURVEYS AND CONTROL

There shall be a survey of all tow routes, including a side scan sonar survey. The channel which leads
out of the drydock shall be surveyed after removal of the dock entrance and after all dredging is
complete. The survey method and results shall be documented.
During the operations, there shall be surveyors onboard the base structure as well as on
predetermined survey points on land. The system for determining the base structure's position shall
be the same as that used for carrying out the survey. In addition to a primary navigation system, a
fully independent system with its own power source shall be in operation throughout.
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6.
6.1
TOWING CRITERIA
GENERAL
This section applies to:
Towage of the base structure from the drydock to the Inshore Construction Site, or Mating Site,
as appropriate;
Towage of the GBS from Inshore Construction Site to the Mating Site (if appropriate) and;
Towage of the complete platform from the Mating Site to Offshore Location.
When reading this section, reference should also be made to the Requirements for Towing Vessels
(Tugs) in Section 8 of Chapter 2, Barge Transportation.
6.2 TUGS AND REQUIRED BOLLARD PULL

6.2.1 Towing Configuration and Effectiveness
The tow shall be provided with tugs of sufficient power, and arranged in such a manner, as to give
adequate speed, control and holding power. The towing resistance of the platform shall be
determined by means of model tests or by reference to previous tests or full scale measurements.
The effectiveness of the towing fleet in achieving speed and control of orientation depends upon the
configuration in which the tugs are arranged, as well as the number of tugs and the power of each
tug. In particular the 'effective bollard pull' will be substantially less than the sum of the bollard pulls
of all the tugs, if the towline length is less than about 500 metres. For these configurations, the
effective bollard pull shall be calculated or measured in model tests.
An appropriate allowance shall be made for the reduction in effective bollard pull, due to the
operating offshore in close proximity to one another.
For each tug the Bollard Pull Certificate shall be issued in accordance with DnV or Lloyds
recommendations for bollard pull tests and shall not be more than 3 years old.
6.2.2 Bollard Pull Requirements

For each tow, the towing fleet shall have sufficient effective bollard pull such that, arranged in
normal towing configuration, it satisfies the more onerous of the two criteria given in 6.2.3 to 6.2.5
below.
When calculating the bollard pull, contribution of any tugs which are pushing against the platform,
or are alongside it, may be included in the calculation, provided it can be demonstrated that they will
pull (or push) effectively in the worst conditions which may be encountered during the tow.
6.2.3 Tow from Drydock to Inshore Construction Site

To make 0.5 knots speed, with main tugs (including any pusher tugs astern) on half power, in the
following conditions:
Wind
lOrnls
Significant Waveheight
0.5m
Current
0.25 rnls
To make 0.5 knots speed over the ground, with main tugs (including pusher tugs) on full power,
in the following conditions:
94

Wind
Significant Waveheight
Current
lOm/s
0.25m
0.5m/s
6.2.4 Tow from Inshore Construction Site to Deck Mating Site
To hold the structure in a fully developed gale, defined as:

Sustained wind speed
20 m/s
Significant waveheight (Hs)
2m for inshore tows
5m for offshore tows
0.5 m/s
Current
To make an average speed of 2 knots, with a 10m/s head-wind.
Waves to be ignored for calculation purposes in this case.
6.2.5 Tow to Offshore Location

To hold the structure in a fully developed gale, defined as:
20 m/s
Sustained wind speed
Significant waveheight (Hs) :
5m
0.5 m/s
Current
To make an average speed of 1.5 knots, with a 10 m/s head-wind and a seastate of 2 m significant
waveheight.
6.3
TOW ROUTE, SURVEYS AND CLEARANCES

The tow route shall be carefully surveyed, including a side-scan sonar survey carried out prior to the
tow. Recent survey data may be used to maximise efficiency of the survey carried out, by agreement
with Company.
The underkeel clearance throughout the tow route must not be less than 5 metres, after making
allowance for the following:
Maximum predicted motions

Inclination due to towline pull and wind
Inaccuracy of seabed surveys
Inaccuracy in measuring the draft
Changes in sea water density
Changes in tidal level
The required channel width at any given passage will depend upon:
Direction and strength of possible currents

Seabed survey accuracy
Duration between leaving moorings and navigating through the passage. This affects the degree
of certainty that environmental conditions will be favourable.
As a guideline, in sheltered waters the minimum channel width shall be at least twice the beam of
the platform.
For passages where the channel width is close to this limit, special considerations shall apply, for example:
95
6.4
Rearrangement of the tug configuration

Environmental limitations
Training of personnel in control of the operations, using computer simulations.
TOWING POINTS
The towing brackets on the GBS shall be designed to a characteristic load of three times (3x) the
static bollard pull of the most powerful tug which may be connected to that point. The points shall
be designed to resist towline pull from any direction in which load could possibly be applied.
The embedment plates, to which the brackets are attached, shall be designed to a characteristic load
of four times (4x) the static bollard pull of the largest tug.
6.5
TOWING PENNANTS AND SHACKLES

All towing pennants shall have a Minimum Break Load (MBL) which is equal to or greater than the
MBL of the tug's tow wire.
The certified safe working load (SWL) of all shackles included in the towing arrangement shall be
greater than the static bollard pull of the tug to be used. Some reduction in this requirement may be
allowed for a tug with a bollard pull in excess of 100 tonnes, but in any event the breaking load shall
be greater than three times the bollard pull of the tug.
6.6
ENVIRONMENTAL CRITERIA FOR TOW DEPARTURES

The decision to commence each of the tows shall only be taken on receipt of a favourable 48 hour
forecast and a 72 hour outlook which shows no serious deterioration in the weather.
The following are guidelines for acceptable weather forecasts for tow departure:
6.6.1 Tow from Drydock to Inshore Construction Site and from Inshore Construction Site to Mating Site
The 48 hour forecast shall indicate wind speeds not exceeding Beaufort Force 3 for the critical period
during which the base will exit from the drydock, and not more than Beaufort Force 5 throughout the
48 hour period. The 72 hour outlook shall show no serious deterioration in the weather.
6.6.2 Tow to Offshore Location
The 24 hour forecast shall indicate wind speeds not exceeding Beaufort force 4. There shall be a
favourable forecast for the next 48 hours, indicating windspeeds not exceeding Beaufort force 5 and
a favourable outlook.
6.7
CREWING REQUIREMENTS
The number of crew, and the disciplines provided, shall be sufficient for carrying out the following
operations:
Monitoring watertight integrity of platform.

Any ballasting which might be necessary during towage. This could include:
Corrections to trim or list, due to flooding of a compartment,
A requirement to increase draft during towage, in order to increase GM,
96.
A requirement to decrease draft so as to increase the underkeel clearance, for example when
approaching the field.
Monitoring of the precise position of the platform.
Connection and disconnection of towlines before and after the tow. Procedures for doing this
have previously involved the operation of winches onboard the platform.
Reconnection of any broken towline(s), including provision for doing so in bad weather.
Disconnection from moorings and, if applicable, connection to any moorings which are to be
used for position-keeping during installation.
Ballasting onto location, with all associated activities such as monitoring of skirt evacuation,
penetration, and stress in the dowels or skirts (if applicable).
Monitoring the weather situation. A meteorologist shall be onboard, having continuous access
via telefax or modem to the latest synopses.
In addition to the above, an operations command centre must be provided, to which the following
personnel must have access:
Towmasters
Contractor's Representatives
Meteorologist
Surveyors (position monitoring)
Client's Representatives
Marine Warranty Surveyors
The control centre shall house all the equipment and facilities which are necessary for making
decisions regarding the conduct of the tow. This shall include position monitoring equipment,
weather forecasting equipment and any necessary readouts from equipment on board the platform.
Procedures shall be developed for evacuating personnel from the platform at any time.
97
7.
WATER BALLAST SYSTEM

The ballast water sytem shall conform with the following:
The ballast system shall have sufficient capacity and capability to transfer the deck structure in
approximately 36 hours with adequate reserve to cover contingencies.
There shall be a back-up power supply with sufficient capacity to power all the water ballast
pumps.
The ballast pumps and controls shall be accessible for routine maintenance at all times during
marine operations.
Ballast water levels shall be constantly monitored, with systems which have adequate back up
and a high level of accuracy.
Pipework, valves and control shall be designed to prevent accidental cross flooding.
Even if it is intended that certain ballast compartments remain dry, these compartments shall
have adequate dewatering capability if it is possible that there could be accidental leakage into
them.
It is recommended that all the control equipment is located at the top of the shafts.
Power and control shall be maintained at all times during all marine operations, including those
involving the transfer of equipment to and from the structure during temporary phases.
The immersion system shall be capable of fine control for the transfer of ballast water, for the
purpose of trim adjustment and for performing inclining experiments before and after the deck
mating operation.
Air venting systems shall have adequate monitoring and control to prevent excess structural
loading during ballasting and deballasting of compartments.
Where appropriate, check valves shall be installed to give instantaneous protection against
malfunctions of valves or other equipment. However, there shall always be additional valves in
the system which can subsequently be closed, to guard against possible failure of any check
valve.
In the event of a power or control failure, all critical valves shall at all times automatically close
or open, according to the position which gives a safe situation.
Umbilicals from the power supply to the substation onboard the GBS shall be adequately
protected and duplicated.
Trials of the pumps, power supplies and control systems shall be performed at all drafts, prior to
the deck mating operation.
The ballast system shall be manned whenever the structure is afloat.
98
CHAPTER 5 : GRAVITY BASE S"FRUCTURES
8.
DECK MATING
(SEE ALSO: 'LIFT-OFF, TRANSPORTATION AND MATING OF TOPSIDES')
Deck mating shall conform to the following:
Prior to lift-off of the Topsides from the pier, there shall be a trial submergence of the GBS, to
deck mating draft. There shall be rigorous procedures to ensure that all systems function
correctly and that watertight integrity of the platform is maintained.
The minimum freeboard during deck mating shall not be less than 6 metres. The draft of the
structure shall be capable of being precisely controlled, particularly at the critical periods of
minimum freeboard.
The schedule for deck mating shall be carefully planned in order to minimise the time spent at
minimum freeboard. In event of delays the structure shall be returned to a stand-by draft, at
which the freeboard is not less than 20 metres. The structure shall have the capability of
remaining at the stand-by draft for an indefinite period.
It shall be demonstrated that the Topsides is adequately restrained against sliding relative to the
GBS, prior to making a permanent connection. The restraint shall be designed to accommodate
the maximum tilt of the structure which could occur at the relevant draft; the calculation may
include for restraint due to friction.
At the design stage, the required vertical clearance between the GBS and the underside of the
deck, whilst the deck tow is being manoeuvred over the GBS, shall be taken to be 0.5m.
Similarly, the required horizontal clearance on either side of each of the barges which carry the
deck shall be taken to be 0.5m. There is considered to be no definitive minimum allowable figure
for these clearances; it is sufficient to ensure that a clearance does exist, having taken account of
deformations of the shafts and deck, motions and errors in assessment and calculation.
99
9.
9.1
INSTALLATION AT OFFSHORE LOCATION

UNDERKEEL CLEARANCE
As per 6.3, the minimum underkeel clearance, during the approach to location, shall be 3m, after
making allowance for the items listed in 6.3.
It is recommended that the platform is not manoeuvred over subsea pipelines or structures during the
approach to location, or at other times when underkeel clearance is critical.
9.2
SEABED SURVEY
A survey shall be carried out of the installation site and of the area over which the platform will
approach the site. The purpose of the survey will be to check for any debris or obstructions. Any
debris shall be removed.
9.3
POSITIONING ACCURACY
The procedures and systems for positioning the platform on location at the field shall be such as to
ensure that it is placed within the tolerances in position and orientation required by Company.
The position monitoring system shall be compatible with the system which is used for determining
the target position and must be capable of providing continuous positions of the GBS relative to the
target. A totally independent positioning system shall also be provided.
9.4
The decision to approach location will be taken by Contractor, with approval by Company. As a
guideline, installation shall only be attempted on receipt of a favourable 48 hour forecast, indicating
2 metres significant waveheight or less.
9.5
VERTICALITY OF PLATFORM AFTER INSTALLATION

After completion of installation of the platform, its inclination shall be within the allowable
tolerances specified by Company.
9.6
REVERSIBILITY
The procedures and equipment shall provide for the installation operation to be reversible. Thus if,
for example, the platform position is outside the installation tolerances, it shall be possible to
deballast, reposition and ballast down again.
9.7
SCHEDULE FOR INSTALLATION

The platform shall be made safe to withstand 10 year return period seasonal conditions within a
period of 48 hours from 'the point of no return'. This period is specified because it is usually taken
as being the period of a reliable weather forecast.
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CHAPTER 8 : LIFT-OFF, TRANSPORTATION AND INSHORE MATING OF

TOPSIDES
1.
INTRODUCTION
1.1
SCOPE OF GUIDELINES
for the evaluation of the requirements for loadout, transportation and mating of platform topsides.
1.2

The guidelines concern Topsides facilities which are to be mated with any Substructure at sheltered
'inshore' locations. The Substructure means either a Gravity Base Structure (GBS) or any offshore
structure requiring the float-over and mating of Topsides, Module Support Frames (MSFs) or
Modules.
The object of the guidelines is to specify acceptable standards, based on sound engineering and good
practice, so as to ensure that proper levels of safety are maintained at all times. The guidelines are
based on those which have been developed for previous topsides.
The guidelines may be used to establish the criteria for marine operations and it is recommended that
this be done at an early stage in the project, in consultations between Company, Contractor and the
Marine Warranty Surveyor.
1.3
CONTENTS OF THE GUIDELINES

The guidelines cover the marine aspects of the following:
Using barges to lift off the topsides from the pier or dummy pillars on which the topsides or deck
is supported during fabrication.
The transportation of the topsides facilities.
Mating with the substructure.
The subjects which are addressed in the guidelines include intact stability, damage stability, structural
strength and towing and mating criteria.
1.4
OTHER STANDARDS
The guidelines shall be read in conjunction with the international and national codes, standards and
regulations applicable to the work. In particular they shall be read in conjunction with other
Guidelines for Marine Operations for:
GRAVITY BASE STRUCTURES
1.5
DEFINITIONS
Company:
The operator for the field.
Contractor:
The Contractor responsible for the lift-off and transportation of the topsides, and for deck mating.
Substructure:
The Gravity Base Structure, or other structure on which the topsides bear.
Topsides (or Deck)
The entire assembly which is mounted on the Substructure whether it be an integrated deck or a
module support frame with modules subsequently installed on it.
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TOPSIDES
Barges:
The barge or barges on which the topsides are transported from the dummy pillars or pier, to the deck
mating site.
Supports:
Or Barge Supports, the structures on the deck of the barge(s) on which the topsides are supported.
The Tow:
The topsides, mounted on a barge or barges.
Platform:
The entire offshore platform as prepared for tow to offshore location i.e. the Substructure and the
Topsides.
Shafts:
The members which project from the top of the substructure and on which the deck bears.
Lift-off:
Raising the topsides off the dummy pillars or the pier by deballasting the barges.
Topsides Assembly Site:
The site at which the topsides or deck is assembled, supported on "dummy pillars" on a "pier" , and
at which the barges are introduced beneath the topsides and deballasted to lift off the topsides.
Mating Site:
Or Deck Mating Site, the site for mating the Deck with the Substructure.
Design Windspeed:
The 1 minute sustained wind speed at 1Om above sea level, as used in design.
Design Seastate:
The significant wave height and associated period or periods which is used by the project in design.
Design Current:
The extreme current velocity including variation of current with water depth.
1.6
MANUALS AND PROCEDURES

The Contractor shall prepare engineering manuals and operations procedures for submission to the
Marine Warranty Surveyor for approval.
1.7
SAFETY AND CONTINGENCY PROCEDURES

Safety procedures shall be developed and included in the Operations Manual. The Manual shall also
address any possible need to deviate from the established procedures and shall describe appropriate
contingency procedures.
1.8
PERSONNEL
The success of the operations will depend upon the qualification and experience of the personnel
involved. The Manuals shall identify all the personnel who will be involved in the operations and
shall include job descriptions, organograms and reporting procedures.
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CHAPTER 6 : LIFT-OFF, TRANSP.ORTATION AND INSHORE MATING OF

TOPSIDES
2.
STABILITY AND MOTION RESPONSE
2.1
INTACT STABILITY
For topsides tows involving more than one barge, the metacentric height (GM) is always very large,
and intact stability is inherently good. For completeness, the following criteria shall be complied
with:
During tow, the area under the righting moment curve, to the lesser of:
The second intercept between the curve and the wind heeling moment curve
The downflooding angle
The angle which causes allowable stresses to be exceeded in any part of the platform
shall be not less than 40% in excess of the area under the heeling moment curve, to the same limiting
angle.
The wind speed used to derive the wind heeling moment shall be the seasonal 10 year return period,
1 minute mean windspeed, for the tow route.
2.2
DAMAGE STABILITY
It shall be demonstrated that the topsides tow remains stable and afloat when any one compartment
of any barge is flooded, with positive freeboard on each barge.
2.3
MOTION RESPONSE
The responses of the tow are normally small but they contribute to the forces which occur between
the topsides and the barges. The responses and forces shall either be determined by model tests or by
a motion response analysis. With either method, account shall be taken of:
The highest waveheights which may be experienced during tow or in any standby location, with
their associated periods.
Any lesser waveheights which may give higher forces than those due to the above. An example
is a wave, being beam-on to the barges, and having a wavelength which is twice the beam of any
one barge.
Any swell which may be experienced during tow.
The above conditions shall be considered at various different angles, relative to the barge heading.
Sufficient cases shall be analysed to ensure that the highest possible loads, or combination of loads
. at the barge supports, have been identified.
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TOPSIDES
3.
STRUCTURAL ANALYSES
3.1
METHODS OF ANALYSIS
Documentation and calculations shall be submitted to the Marine Warranty Surveyor showing under
each load combination:
The maximum reactions at the tops of the supports

The loads and stresses in the barges and supports
Deflections of the barges and topsides
The analysis shall demonstrate that the stresses and buckling loads are within allowable limits.
The largest components of load will be those due to dead weight. These static weights are transmitted
from the topsides via the supports to the barges. The loads transmitted to each barge are then counterbalanced by the hydrostatic forces acting on the underside of the barge. In addition to the dead loads,
there will be loads arising from wind and wave effects, collision loads or flooding of a compartment.
Guidance on the specification of these loads is given below, and the recommended load combinations
are given in 3.7.
During transportation the entire weight of the topsides is carried by the barges, whereas during liftoff and deck mating the barges only carry part of the weight. For this reason, the loads and stresses
during transportation are normally limiting. However, the intermediate loading conditions which
occur during lift-off and deck mating shall also be considered, and any limiting conditions identified.
3.2
STATIC LOADS AND ECCENTRICITIES

The design shall be based on the weight of outfitted topsides, together with the maximum possible
shift in the centre of gravity of the topsides, all as specified in the contract between Company and
Contractor.
In addition, Contractor shall make allowance for any temporary equipment which is likely to be on
the topsides during the marine operations.
3.3
DESIGN SEASTATES WINDSPEEDS AND CURRENTS

The design shall take account of all seastate conditions which may be limiting, both during lift-off
and during any 'hold' conditions. The actual waveheights and periods to be used in design will
depend upon the final lift-off and deck mating locations, and on overall procedures; they shall
therefore be agreed with Company and the Warranty Surveyor at an early stage in the design. It is
. likely that the design waves, listed below, will first need to be specified:
The design seastate for tow.

The design seastate to which the configuration may be subjected when it is still at the topsides
assembly site, with part of the load transferred to the barges. This shall be the 10 year seasonal
extreme waveheight and wave period for the location.
The design seastate at the mating site and any possible 'hold' locations, to which the tow may
be diverted if the deck mating is aborted.
The design swell height and period for the towage, lift-off or hold conditions. Note that a long
period swell, of small height, may give larger forces at the supports than a seastate of lesser
period and greater height.
Design windspeed.
Any appropriate allowances for current or the effect of forward speed.
106

TOPSIDES
3.4
WAVE LOADS
The hydrodynamic analysis which is used to calculate the loads which occur at the tops of the
supports, due to the design waves, shall take account of the following:
Loads due to motions of the configuration

Loads due to the variations in buoyancy along and across each barge, as the wave passes through.
Loads due to the variations in horizontal forces acting on the sides and ends of the barges, as the
wave passes through.
The total loads due to the above effects will be greatest if the loads due to all of them are added
algebraically. This total may be reduced due to any calculated phase relationship between the effects.
This is acceptable provided it can be demonstrated that the phase relationship can be reliably applied.
3.5
COLLISION LOADS
The tow shall be designed to carry a horizontal load acting at any point on the periphery of any one
of the barges. This load could result from either of the following:
The tow contacting a quay or the Substructure

A collision between the tow and one of the vessels operating in the vicinity
Quantification of an approximate load depends principally upon the assumed speed of collision, the
depth of indentation, the area of impact and, for the second of these the assumed displacement of the
colliding vessel. All these are necessarily arbitrary assumptions. It is recommended that the project
shall agree on a collision load to be used in design. As a guideline, a load of 500 tonnes is suggested.
The collision loading is to be considered in combination with the static weight.
3.6
FLOODED COMPARTMENT
Loads due to flooding of any one compartment of any one barge shall be considered.
These loads shall be considered in combination with the static weight and loads due to waves.
3.7
LOAD COMBINATIONS AND COEFFICIENTS

The loads shall be combined in a manner which reasonably represents the limiting conditions which
could be encountered. Assuming that the load factor method is used, the following load combinations
and coefficients are suggested.
Load Coefficient
Load Case No.1 - Towage Conditions
1.3
+ loads from waves from any direction
0.7
+ loads due to wind and current
0.7
107

TOPSIDES
Load Coefficient
Load Case No.2 - 'Standby' in sheltered area
Load due to static weight
1.3
+ loads from waves, from any direction,
0.7
0.7
Load Case No.3 - Flooding of Barge Compartment

1.0
+ loads due to flooding of any one barge compartment
1.0
+ loads due to waves
0.7
1.0
Load Case No. 4 - Collision

1.0
+ loads due to collision load
1.0
Load Case No. 5 - "Hold" condition at Pier

Load due to static weight
1.3
+ loads from waves from appropriate directions
0.7
+ loads due to wind
0.7
Other Load Factor Combinations

For loadcases 1, 2 and 5, there shall also be checks taking a load coefficient of 1.0 on static loads and
of 1.3 on wave and wind loads. For the topsides tow it may be possible to demonstrate, without full
analysis, that these combinations will only be limiting for horizontal seafastening forces.
Materials Coefficients
The materials coefficient shall be taken as 1.15 for the barges and supports. For load cases 3 and 4,
the material coefficient shall be taken to be 1.0.
108
CHAPTER 6 : LIFT-OFF, TRANSP'ORTATION AND INSHORE MATING OF

TOPSIDES
4.
EQUIPMENT
4.1
BARGES
Requirements for transportation barges are contained in the chapter:
BARGE TRANSPORTATIONS
The structural strength of the barges shall be verified in accordance with 3.1 above. If any
reinforcement is installed it shall be subject to acceptance by the barge's own Classification Society.
If it is proposed to load any barge such that the load line is submerged, agreement shall be obtained
from the Classification Society.
4.2
SUPPORTS
The structural strength of the supports between the barges and the topsides shall be verified as
described in 3.1, by the use of finite element analysis. The supports shall be fabricated in accordance
with project specifications for the fabrication of primary steelwork.
It shall be demonstrated that the loads will be shared by the supports in the desired manner. This shall
be performed by calculations relating to the deflected forms before and after the transfer of weight
and/or by the introduction of compressible members or other arrangements. There shall also be
provision for monitoring the transfer of loads to the support on the barges during the transfer
operation.
Adequate seafastenings shall be provided, either at the tops of the supports or elsewhere; these shall
be sufficient to resist the maximum loads predicted in the calculations. It is recommended that the
design allows for the seafastenings to be completed before load transfer to the barges has been
completed, and in a condition in which the configuration can safely remain, bearing on the pier, in
all weather and all tidal conditions. On previous projects it has been necessary for 20 to 25% of the
load to remain on the pillars/pier, in order to prevent sliding between the topsides and supports. Prior
to installing the seafastenings, any further compression of the compressible members at the tops of
the supports shall be prevented, for example by inserting steel shims and wedges between the tops
of the supports and the underside of the topsides.
Adequate walkways, with access towers, shall be provided around the tops of the supports, to enable
safe execution of the work at the tops of the supports.
4.3
BALLASTING/DEBALLASTING SYSTEM
Equipment shall be provided for ballasting and deballasting the barges in a controlled manner. For
this purpose it is recommended that submersible pumps are used and, if barge freeboard is such that
barge movement and/or waves could cause water to come onto the deck, manholes or other deck
openings shall be protected from water ingress by upstands of adequate height.
Spare submersible pumps shall be available and there shall be provision for quickly deploying these
in the case of failure of any installed pump. The barge internal ballast systems should not normally
be included in the planned ballast system for mating operations.
109

TOPSIDES
4.4
TANK WATER LEVEL INDICATORS

There shall be a system for the continuous monitoring of water levels in all those barge tanks which
are to be used during the operations. The monitoring shall take place at the control centre or at a
ballast control room on the relevant barge.
A back-up system shall be available for measuring the tank levels in the event of malfunction of the
main system. The manual measurement of ullage readings is an acceptable back-up arrangement.
The accuracy of the monitoring system shall be clearly demonstrated.
4.5
BALLAST CONTROL ROOMS AND THE COMMAND CENTRE

On each barge there shall be a ballast control room, at which the ballasting status and the levels in
the tanks can be continuously monitored. Alternatively, the ballasting status and ballast levels shall
all be monitored on one barge.
On one of the barges a command centre shall be established, from which the operations shall be
monitored and managed.
It is recommended that all the necessary computing facilities which are necessary for monitoring the
load transfer, shall be available at the control centre or at least on the same barge as the control centre.
The computer programs available on board shall include facilities for continuously monitoring:
Total upthrust and movements on each barge

The calculated loads in the supports
Stresses in the barge and supports
Good communications systems, with adequate backups, shall be established between the control
centre and the ballast control rooms. For the lift off operation, there shall be a suitable arrangement
for being able to monitor the tidal level, from the control room.
4.6
GUIDES AND FENDERS

It is recommended that guides be provided to assist in correctly and safely positioning the barges
beneath the topsides.
Consideration shall also be given for permitting guides to assist in removing the barges from beneath
the topsides after deck mating; these may be the same guides as those used for positioning the barges.
When the topsides tow first approaches the Substructure shafts there is a risk of heavy contact
occurring between the barges and shafts. Therefore, suitable fendering shall be fixed to the barges,
to the shafts or to both, in the areas in which the first contact is planned to occur, or might occur.
As the topsides is floated into position over the shafts there is a risk of intermittent contact occurring
between the barges and the shafts. It is recommended that timber fendering shall be fixed along the
sides of those barges which might contact the shafts.
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TOPSIDES
4.7
POSITIONING SYSTEM
A system shall be provided for ensuring that the tow can be closely controlled whilst it is manoeuvred
towards the Substructure shafts and then floated into the final position. The systems shall be adequate
to prevent impact loads occurring between the barges and the shafts. Normally, this system takes the
form of winches mounted on the deck of the barge, with lines leading to padeyes on the Substructure.
The following criteria shall apply:
The padeyes on the Substructure and their fixings to the Substructure, shall have an ultimate load
of at least 1.5 times the breaking load of the line which is to be attached to it, allowing for the
line to pull at any possible angle.
Each winch shall be capable of being operated from two independent power supplies.
When the tow is close to its final position, there shall be a suitable system for finely positioning it,
with respect to the Substructure shafts to within the required tolerances. This may take the form of
hydraulic jacks aligned horizontally. These may be mounted on the Substructure, and bear against
the topsides, or they may be mouqted on the topsides or barges, and bear on the Substructure.
4.8
POSITIONING MARKS
A system shall be provided for indicating the position of the topsides, relative to the Substructure,
during deck mating. This may take the form of marks on both the Substructure and topsides which
line up with one another when the position is correct. Prior to the operation, great care shall be taken
to ensure that all these marks are in the correct position, so that there are no uncertainties when the
mating takes place.
4.9
ELECTRICAL SUPPLIES AND LIGHTING

There shall be two independent power sources, each of which shall have sufficient capacity to power
all the equipment which is used during the operations. Adequate lighting shall be provided, so that
any of the operations may, if necessary, take place at night.
Ill

TOPSIDES
5.
LIFT-OFF
5.1
SEQUENCE OF OPERATIONS
The lift-off of the topsides, from the pillars/pier, onto the barges, normally involves the following
sequence of operations, which is denoted Alternative I.
Alternative I
Decision to introduce the barges beneath the topsides.

Introduction of the barges, one by one, and deballasting them to take part of the weight until the
supports make firm contact with the underside of the topsides, at all states of the tide.
Deballast all the barges progressively until they take most (about 75%) of the weight of the
topsides.
Seafastening.
Decision to either hold or to continue deballasting the barges.
Deballast the barges until they take all the weight of the topsides and there is a clearance of the
last 0.5m between the tops of the supports and the topsides.
Tow away from the pier, to the deck mating site.
Alternative II
Alternatively, seafastening is sometimes carried out after all the weight has been transferred to the
barges. In this case the barges are moored such that the topsides remain moored over the pier.
5.2 INTRODUCTION OF THE BARGES BENEATH THE TOPSIDES

5.2.1 When the barges are floated into position beneath the topsides they are not easy to manoeuvre
because they have a large inertia, a large draft and small freeboard. The large draft can affect the
effective bollard pull of the tugs which manoeuvre the barges into position because in addition to the
high inertia, the tugs' washes react against the sides of the barge. The low freeboard can give rise to
a small range of stability and other potential problems, such as water coming on deck if any waves
are encountered. For these reasons, the barges shall only be introduced in good weather. As a guide,
the maximum acceptable environmental conditions shall be:
Wind : Beaufort Force 3
Waveheight : 0.2 m
5.2.2 The barges shall be introduced one at a time. The procedures shall be such that fine control over the
position of the barges is achieved at all times. These procedures may include the use of wires from
winches on the barge to fixed points on the pier. Guides may be used for final positioning.
5.2.3 The stability during positioning shall be checked and documented. From previous experience, 0.3
metre is the minimum acceptable freeboard.
5.2.4 If there are any manholes which have to be open on deck, they shall be surrounded by an adequate
upstand (a "tophat") to prevent the ingress of water.
5.2.5 During introduction of the barge, the minimum acceptable clearance between the tops of the supports
and the underside of the topsides, during introduction of the barges, is 0.5 metre. The minimum
underkeel clearance for all barges is 0.5 metre having allowed for the tidal rise and fall (including
meteorological effects), survey inaccuracies and barge motions.
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TOPSIDES
5.2.6 It may only be possible to introduce the barges at certain tidal heights. It is recommended that the
design shall be such that it is possible to introduce each barge at mid tide, with a minimum clearance
of 0.5 metre at the tops of the supports, as described above. The schedule for these operations shall
contain adequate allowances for unforeseen delays.
5.2. 7 As soon as each barge is in the correct position it shall be deballasted as quickly as possible so that
the supports and the underside of the topsides are in firm contact at all states of the tide.
5.3 . DEBALLASTING TO TAKE MOST OF THE WEIGHT OF THE TOPSIDES

During the entire deballasting operation the following shall be monitored and calculated:
The water levels in barge tanks

Tidal height.
Total calculated upthrust and moments acting on each barge.
Measured longitudinal deflection of the barges.
The loads in each support, as calculated from the levels in tanks.
Measured loads in supports. Strain gauges may be used. Alternatively, assuming that there is
some compressible material at the tops of the supports, measurement of compression in these
materials may give a sufficiently accurate and reliable measurement of the loads.
There shall also be facilities available onboard one of the barges for calculating the stresses in
the barges and supports. These facilities will be important if the actual loading conditions differ
significantly from the intended conditions.
Deballasting shall halt when there is a condition in which as much as possible of the water ballast
has been deballasted without there being a risk of the topsides accidentally lifting off the pier at high
water. From previous experience in areas of low tidal range, this condition has been reached when
7 5 to 80% of the weight has been transferred to the barges.
5.4
APPROVAL TO COMPLETE THE LIFT-OFF

When the ballast condition referred to in 5.3 above has been reached, the contractor shall obtain
approval from Company and the Marine Warranty Surveyor before continuing to deballast.
Assuming that Alternative I, in 5.1 above, is the project procedure, it is recommended that this
approval shall cover all of the following:
Deballasting the barges until there is a vertical clearance between the topsides and the pier
Towing the topsides from the piers, to the deck mating site.
Deck mating.
Since these operations are dependent on good weather, it is recommended that the schedule, taken up
to the time when the topsides is in firm contact with the Substructure, shall not exceed 24 hours.
In order for the approval to be granted, both the topsides and the Substructure must be shown to be
in readiness for all the operations. Also, the weather forecast must indicate satisfactory conditions for
all operations. For the most weather sensitive operations, namely the departure from the pier and the
deck mating operation, the limiting conditions are considered to be Beaufort Force (B.F.) 3.
Therefore, if the operations are all scheduled for completion within a 24 hour period, an acceptable
forecast would be:
113

TOPSIDES
Maximum B.F. 3 for the next 24 hours and

Maximum B.F. 5 within a 48 hour period, with no significant deterioration within a 72 hour period.
If Alternative II, as per 5.1, is used, then a suitable forecast will be required for completion of
deballasting of the barges in a moored condition. As a guide, the forecast shall show wind speeds do
not exceed the Beaufort Force 4 within a 24 hour period.
5.5
COMPLETION OF LIFT-OFF
During final deballasting, monitoring shall continue, as per 5.3. In addition, vertical clearance,
between the tops of the pier, and the underside of the topsides, shall be measured.
5.6
MOORINGS AT THE PIER

A mooring arrangement shall be provided, which will hold the topsides tow in position at the pier,
immediately after lift-off.
If Alternative I is used, the mooring shall be designed to hold the tow in winds of Beaufort Force 6.
If Alternative II is used, the moorings shall be designed for the 10 year return period seasonal
conditions.
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TOPSIDES
6.
TOWING CRITERIA
This section applies to towage of the topsides from the topsides assembly site to the deck mating site.
6.1. TOWING CONFIGURATION AND EFFECTIVENESS

The tow shall be provided with tugs of sufficient power to give adequate speed, control and holding
power as specified in 6.2. The effectiveness of the towing fleet in achieving speed, and control of
orientation, depends upon the configuration in which the tugs are arranged, as well as the number of
tugs and the power of each tug.
In order to achieve the necessary close control of position during deck mating, it is normal practice
to include tugs with Voith Schneider or Schottle propulsion, or similar, and to secure these alongside
the barges, and/or at the bow and stem.
If the turning configurations for the tow and for deck mating are different to one another, there shall
be clear procedures for changing the configuration.
6.2. BOLLARD PULL REQUIREMENTS

For each tow, the towing fleet shall have sufficient effective bollard pull such that, arranged in
normal towing configuration, it can hold the structure in a fully developed gale, defined as a
sustained wind speed of 20 m/s, together with the maximum seastate which corresponds to this
windspeed. The appropriate value of waveheight will depend on the tow route. In addition there shall
be an allowance for the maximum current velocity which is likely to be encountered.
6.3. TOW ROUTE, SURVEYS AND CLEARANCES

The tow route shall be carefully surveyed, including a side-scan sonar survey carried out prior to the tow.
The underkeel clearance throughout the tow route must be not less than 1 metre, after making
allowance for the following:
Maximum predicted motions

Inaccuracy of seabed surveys
Inaccuracy in measuring the draft
Changes in tidal level
The required channel width at any given passage will depend upon:
Direction and strength of possible currents

Seabed survey accuracy
Duration between leaving the topsides assembly site and navigating through the passage. This
affects the degree of certainty that environmental conditions will be favourable.
The degree of control provided by the towing configuration.
6.4. TOWING CONNECTIONS

The towing connections on the barges shall have a design load of three times (3x) the static bollard
pull of the most powerful tug which may be connected to that point. The points shall be designed to
resist towline pull from any direction in which load could possibly be applied.
6.5. TOWING PENNANTS AND SHACKLES

The towing pennants, which connect the tug's tow-line to the tow, shall have a capacity which is at
least equal to that of the tug's tow gear. All shackles within the towing arrangement shall have a
capacity which is commensurate with the bollard pull of the tug.
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TOPSIDES
7.
DECK MATING
7.1
APPROVAL TO START THE OPERATION

Section 5.1 above discusses two alternative sequences for the operations which precede the deck
mating operation.
If Alternative 1 is adopted, approval to start the final deballasting, the tow and the deck mating, will
be given prior to final deballasting of the barges.
If Alternative II is used, approval will be given prior to departure from the mooring at the topsides
assembly site.
In either case, once the tow has started there will be no further approval to start the deck mating
operation. If, after starting the topsides tow, there is reason to abort the deck mating, the Contractor
shall seek approval from Company and the Warranty Surveyor, to instigate one of the prepared
contingency procedures.
7.2
MINIMUM CLEARANCES DURING DECK MATING

The recommended minimum clearances during deck mating are:
7.3
Horizontal Clearance of 0.5 m between the barges and the Substructure shafts, taking account of
all fenders and other possible obstructions. This minimum clearance shall also exist between the
barges and the pier, when towing out from the topsides assembly site.
Vertical clearance of 0.5 m between the underside of the topsides and the uppermost parts
(e.g. the bearing areas) on the Substructure shafts.
CONTROL OF POSITION ON APPROACHING SHAFTS

Particular regard shall be paid to the arrangements for closely controlling the position of the tow,
relative to the Substructure shafts, during the final stages of approach to the shafts. At this stage there
is a risk that, without very close control, the tow could make heavy contact with the Substructure.
Consideration shall be given to passing lines from winches onboard the barges, to the Substructure,
prior to the barges finally approaching the shafts.
7.4
CONTROL AND MONITORING OF FINAL POSITION

Ther~
shall be suitable arrangements for achieving final positioning of the topsides relative to the
Substr_ucture shafts, within the specified tolerances. Acceptable methods for doing this include the
use of hydraulic jacks, aligned horizontally, and/or winches.
7.5
COMMUNICATIONS WITH THE SUBSTRUCTURE

Throughout the deck mating operations there shall be continuous communication between the
topsides and the ballast control room in the Substructure. Radio communications must use
frequencies on which there will be no interruptions from other users; the numbers of personnel
permitted to talk on the selected frequencies must be minimised.
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TOPSIDES
7.6
APPROVAL OF FINAL POSITIONS

When the Contractor is satisfied that the position of the topsides is within the required tolerances he
shall seek approval of the position from Company. This approval shall only be requested when the
platform is in a condition in which the topsides cannot subsequently move relative to the
Substructure; this means that a proportion of the weight of the topsides will already have been
transferred to the Substructure.
7.7
DEBALLASTING THE SUBSTRUCTURE

When the position has been approved, the deballasting of the Substructure shall continue as quickly
as possible, in accordance with the agreed procedures. As a guideline, the total time for deballasting
the weight of the topsides shall not exceed 36 hours.
During deballasting of the Substructure it may be necessary to ballast the barges, either to maintain
zero heel moments on them or to reduce longitudinal bending moments in them. Apart from these
requirements, ballasting of the barges shall in general be avoided during the weight transfer, so that
the total available buoyancy beneath the topsides is maximised.
7.8
REMOVAL OF THE BARGES

When the barges no longer carry any of the weight of the topsides an airgap opens up, between the
topsides and the tops of the supports. At this stage, they are nearly unladen and their motions in a
seastate may be considerable.
Also, they have substantial windage. There is therefore a risk of the tops of the supports repeatedly
striking the underside of the topsides, or of the barges contacting the shafts.
For these reasons, the procedures shall be such that the barges come free from the topsides one at a
time, so that the barges can be removed from beneath the topside one at a time in a controlled manner.
If possible, the airgap shall be quickly increased, for each barge, after it comes free; this may entail
adding ballast to the barge. A limit shall be set on the environmental conditions in which the barges
may be removed. As a guideline, winds of over Beaufort Force 5 will not be acceptable.
It is recommended that there be appropriate guides, protruding from the tops of the supports or
elsewhere, to assist in controlling the position of each barge after it has come free from the topsides,
and whilst awaiting removal.
7.9
DEBALLASTING TO THE HOOK-UP DRAFT

After all the barges have been removed, deballasting of the Substructure shall continue so as to
increase the freeboard and the reserve buoyancy as quickly as possible. When the appropriate draft
has been reached, fixing of the topsides to the Substructure shall commence without delay.
117
CHAPTER 7 : OFFSHORE PIPELINES
1.
INTRODUCTION
1.1

for the evaluation of pipeline projects.
1.2
SCOPE
The guidelines are applicable for a wide range of pipeline projects including, but not limited to, the
following:
Subsea pipelines between offshore facilities and landfall.

Inter-field and in-field pipelines.
Estuary and river crossing pipelines.
The guidelines are applicable to both rigid and flexible pipelines for the following installation methods:
Laybarge installation by S-Lay, J-Lay or reeling.

Installation by towing or pulling.
The guidelines are also applicable to the following associated activities:
1.3
Spoolpiece installation.
Tie-ins (surface and subsea).
J-Tube and I-Tube pull-ins.
Testing and commissioning.
OTHER STANDARDS
These guidelines are to be used in conjunction with international, national and Company specified
codes, standards, regulations and acts applicable to the work. One or more of the latest editions of
the following Codes shall be used, unless prior written approval has been gained from the Warranty
Surveyor to use alternative Codes:
a) Code of practice for pipelines: Part 3. Pipelines subsea design, construction and installation.
BS 8010: Part 3: 1993. (UK).
b) Model Code of Safe Practice in the Petroleum Industry: Part 6 Pipeline Safety Code. Institute of
Petroleum. 4th Edition, December 1982. Plus Supplement, August 1986. (UK).
c) R':lles for Submarine Pipeline Systems. Det Norske Veritas, April1981, reprint with corrections
1982. (Norway).
d) Recommended Practice for Design, Construction, Operation and Maintenance of Offshore
Hydrocarbon Pipelines. American Petroleum Institute API RP1111, 1993. (USA).
e) Gas Transmission and Distribution Piping Systems. ASME Code for Pressure Piping, B31.
ANSIIASME B31.8- 1989. Plus Addenda, B31.8a- 1990, B31.8b- 1990 and B31.8c- 1992. (USA).
f)
Liquid Petroleum Transportation Piping Systems. ASME Code for pressure Piping, B31.
ANSIIASME B31.4- 1979. (USA).
121

g) ISO 9000: 1987. Quality Management and Quality Assurance Standards - Guidelines for
Selection and Use. (International Organization for Standardization, Geneva).
The design, fabrication and installation of any beach, on-shore or topside portion of a pipeline is
generally not covered by the above Codes. Contractor shall use the recommendations contained in
the above Codes for those portions of a pipeline.
Where conflicting requirements are identified in the applicable international, national and Company
specified codes, standards, regulations and acts, Company and/or Contractor shall clearly highlight
and prioritise them.
1.4
DEVIATION FROM THE GUIDELINES

No deviation from these guidelines or the codes, standards, regulations and acts referred to herein is
acceptable without the prior written approval of the Warranty Surveyor.
1.5
DEFINITIONS
The following definitions are applicable to this document:
AE:
Asphalt Enamel.
A&R:
Abandonment and Retrieval. Reference to the equipment on a pipelay barge which is used to place
the pipeline on the seabed and recover it again into the vessel.
Barge:
Vessel or ship under its own power or controlled by anchors or tugs.
Beach:
All forms of land at the edge of a sea, lake, estuary or river.
Bundle:
Two or more pipelines and/or control cables or umbilicals mechanically joined together.
CTE:
Coal Tar Enamel.
Company:
Eventual operator and/or owner of the pipeline system.
Contractor:
Organisation whose work the Warranty Surveyor is to verify.
Design Life:
Period of time for which operational conditions of the pipeline are valid.
Design Pressure:
Internal contents pressure selected for design purposes.
122

Double Jointing:
Welding of two pipe sections together prior to entry into the main firing line.
DSV:
Diving Support Vessel.
Field Joint:
Connection between two pipe joints made up on the barge or beach.
Firing Line:
The area on a barge or beach in which welding, tensioning, NDT and field joint coating are
performed.
Guard Vessel:
Vessel specifically assigned to patrol an area and warn off other shipping.
HAT:
Highest Astronomical Tide.
J-Tube (!-Tube):
Tube installed on an offshore installation through which a pipeline is pulled from below sea level to
topsides level. J or I refers to the lower end shape of the tube.
Joint:
Basic pipeline section, nominally 12 metres long.
LAT:
Lowest Astronomical Tide.
MAOP:
Maximum Allowable Operating Pressure, the maximum internal pressure which the pipeline is
allowed to continuously operate at. Note that an ultimate pressure up to 110% of MAOP is allowed
due to valve or pump initiation or cessation.
Mattress:
Concrete or bitumen subsea mattress used for protection or for weight.
MSV:
Multifunction Support Vessel, incorporating all the functions of a DSV.
NDT:
Non Destructive Testing.
Offshore Installation:
Permanent or temporary structure or vessel.
Ordinance:
Explosives such as mines, bombs, etc.
123

Pig:
Device inserted into a pipeline and pushed along by rear pressure. Typical pigging activities include
cleaning and gauging.
Pig Launcher:
A device attached to the pipeline system that allows pigs to be inserted into the system.
Pig Receiver:
A device attached to the pipeline system that allows pigs to be trapped and removed from the system.
Pipe lay:
Installation of pipelines and pipeline bundles.
Pipeline:
Circular tube through which liquids, gases or fluidised solids are passed.
Pipeline System:
Pipeline and all its valves, appurtenances, components and branches extending between the
specification break points.
PLEM:
Pipeline End Manifold.
Pull (Tow) Head:
A device on the end of a pipeline or bundle to which a pull (tow) cable can be attached.
QA:
Quality Assurance.
QC:
Quality Control, the methods, documents and procedures by which quality is assured.
Radiation Hardness:
Energy level of X-ray radiation used for NDT.
RAO:
Response Amplitude Operators of a vessel.
ROV:
Remotely Operated Vehicle.
RTJ:
Ring Type Joint.
SIMOPS:
Simultaneous Operations.
SMYS:
Specified Minimum Yield Strength.
124

Sub-Contractor:
Organisation working for or on behalf of Contractor.
Subsea Installation:
Offshore Installation which is normally wholly submerged.
Specification Break:
End points of the pipeline system. Typical specification break points are a subsea manifold, topside
pig receiver, emergency shut down valve, first valve on a permanently moored tanker or topsides
and the pipeline connection device for a transient tanker.
Topsides:
Portion of an offshore installation wholly above water level, containing equipment, machinery,
accommodation etc.
Wave Zone:
Portion of sea or lake from water line to depth at which loading from wave action is not the
dominanting environmental criteria.
125
2.
DOCUMENTATION
2.1
GENERAL
All documentation shall be prepared, checked and approved by competent persons, knowledgeable
and experienced in the subject matter. Each document shall clearly indicate those persons responsible
for its preparation, checking and approval by means of a front sheet containing names and signatures.
Initials and initialled signatures are acceptable instead of full names. The front sheet shall
additionally identify the document by name, number, revision and date.
Documentation produced by Sub-Contractors shall be reviewed and approved by Contractor prior to
submission for review by the Warranty Surveyor.
Copies of professional and educational qualifications and Curricula Vitae for all persons responsible
for preparing, checking and approving any project documentation shall be made available to the
Warranty Surveyor on request.
2.2
KEY DOCUMENTS
The Warranty Surveyor will review documentation covering all aspects of the design, construction,
installation and testing of the pipeline system and its associated works. The Warranty Surveyor may
additionally review documentation relating to Contractor or Sub-Contractor standard operating
procedures. Documentation to be reviewed, dates for submission and dates for return will generally
be agreed with Company and Contractor at an early stage of the project.
Documentation covering those subjects listed below will typically be prepared and available for review:
General
Document Register
Master Schedule
Document Distribution Matrix
Technical component of contract with Company
Design & Analysis
Basis of Design
Pipeline Route
Wall thickness
Upheaval Buckling
On-Bottom Stability
Expansion
Allowable Freespan Criteria
Cathodic Protection
Weight and Corrosion Coats
Dropped Object and Trawling Protection
Spoolpieces and/or Risers
Static Pipelay Analysis
Dynamic Pipelay Analysis (if required)
Environmental Impact Study
Start-up and Laydown Heads
Overall Field Layout Drawing
Pipeline Alignment Sheets
Issued For Construction Drawings
126

Quality Assurance and Safety
Quality Assurance Plan

Quality Control Manual
Quality Plan for Line Pipe
Material Control Procedure
Pipe Tracking System
Safety Plan
Variation Orders
Authorised Deviations
Audit Records
Procurement and Fabrication
Line Pipe Specification

Flexible Pipe Specification
Spoolpiece and Riser Specification
Weight Coat Specification
Weight Coat Application Specification
Corrosion Coat Specification
Corrosion Coat Application Specification
Anode Specification
Anode Attachment Specification
Procedures Covering all Fabrication Activities
Installation and Offshore Activities
Procedures Covering all Installation and Offshore Activities

SIMOPS Handbook
Pipelay Procedure
Start-Up and Laydown Procedures
Field Jointing and NDT Procedures
Tie-In Procedures
Trenching and Backfilling Procedures
Cleaning and Gauging Procedures
Pigging Procedure
Pressure Testing Procedure
Construction Records
Pre-Lay and Post-Lay Survey Reports

Material Certificates
Heat Treatment Certificates
Pipeline Component Reference Numbers
NDT Test Results
Inspection Reports
Weld Repair Reports
Weld Procedure Qualification Certificates
Welder and NDT Operator Qualification Records
Pipe Tensions
Weather Reports
Vessel Positions and Logs
Diving Records
127
2.3
Cleaning and Gauging Records

Hydrotest Records
Commissioning Records
As Built Records
DOCUMENT RETENTION
All design, testing and survey documentation shall be retained for the life of the pipeline system.
Construction documentation shall be retained for a minimum of three years following commissioning
of the pipeline system.
Retained documentation shall be stored in a manner such that it is protected from fire, theft and
degredation.
128
3.
WARRANTY SURVEYOR ATTENDANCE
3.1
GENERAL
The Warranty Surveyor is responsible for ensuring the pipeline and its associated works are designed,
fabricated, installed, tested and operated to a standard which ensures the required level of safety is
maintained at all times. Attendance at vessel audits, meetings, onshore and offshore construction is
required to ensure these responsibilities are adhered to.
In principal, the Warranty Surveyor shall be granted unrestricted access to all vessels, equipment and
operations involved in a pipeline project, at any time, upon request. To ensure all parties are aware
of the Warranty Surveyor's attendance requirements, these shall generally be agreed with Company
and Contractor at the beginning of the project. Company shall advise Warranty Surveyor of the start
of activities at which he has requested presence, with a reasonable notification period.
The Warranty Surveyor retains the right of unrestricted access, at times other than previously agreed,
if he has cause to suspect activities may occur that could be detrimental to the safe and professional
execution of the project. Warranty Surveyor shall, under these conditions, give sufficient notification
of attendance to the Company.
3.2
VESSEL AUDITS
Prior to mobilisation, and unless otherwise agreed, all vessel(s) involved in offshore construction
activities shall be subjected to an audit at which the Warranty Surveyor shall generally be in
attendance. These vessels will typically include the following specialist activities:
Survey
Pipehaul
Pipelay
Anchor handling
Presweeping/Dredging
Trenching
Tugs
MSV/DSV's
Lifting
The audit shall verify as a minimum that the following are in compliance with the relevant codes,
standards and project specific documentation:
3.3
Procedures for survey, sampling and sample analysis.

Equipment checks and calibrations.
Documentation of survey and analyses (tapes, discs, charts, core samples, lab test reports).
Vessel operational and safety procedures.
ONSHORE ACTIVITIES
The Warranty Surveyor shall, in general, not require to be present for onshore activities other than
the following:
Fabrication and launch of towed or pulled pipelines and pipeline bundles.

Fabrication and installation onto pipelay vessel of reeled pipelines.
129

The Warranty Surveyor shall, however, be granted unrestricted access to all pipe, materials,
equipment, certificates and documentation, on request, at any stage of the project.
3.4
OFFSHORE ACTIVITIES
The Warranty Surveyor shall typically be present for the following offshore activities, unless
otherwise agreed:
Start and finish of pipelay.

Pipelay involving activities considered unusual or difficult. For example close passes to existing
facilities, the launch of inline tees and pipelaying in pre-dredged landfall areas.
The crossing of 'Marine Traffic Separation Zones'.
Modification work to existing facilities, including addition of risers, J-tubes and I-tubes.
J-tube or I-tube pulling and connecting.
Installation of spoolpieces, risers, valves etc.
Pressure testing of pipelines.
The Warranty Surveyor shall not, in general, require to be present for the following offshore
activities:
Surveys.
Route preparation works, including pre-sweep and crossing construction.
The Warranty Surveyor will, however, review the revised on bottom profile resulting from route
preparations and the effects this has on pipeline design.
130
4.
4.1
ENVIRONMENTAL CONSIDERATIONS
ENVIRONMENTAL DATA
The environmental data for the area containing the pipeline route (and tow route where applicable)
shall be supplied by a recognised meteorological and oceanographic agency and shall be included in
the Basis of Design documentation.
The data shall include extreme and percentage exceedance values of wind, wave and current, for the
relevant time of year.
4.2
LIMITING ENVIRONMENTAL CONDITIONS

The applicable values of limiting environmental conditions will depend upon the type of operation
and characteristics of the vessel(s) and equipment
Environmental limits shall be defined for the following operations:
4.3
Launch of pipeline strings at landfall or pipeline bundle from Fabrication Site.

Start of pipelay.
Anchor handling vessel limits.
Abandonment of pipelay.
Deployment of trenching/ploughing and backfilling Equipment.
Abandonment of trenching/ploughing and backfilling Operations.
Transport of retro-fit risers, spoolpieces and any other items requiring seafastening.
Lifting of any items to or from a floating vessel, including lifting through the wave zone.
Abandonment of diving or ROV operations.
Any other weather sensitive operations.
ENVIRONMENTAL STUDIES
Environmental studies shall be performed to quantify the effects of those items listed below when
they are considered to have an implication on the design, installation or operation of the pipeline
system:
Scour and sediment transportation

Beach movement
Sand wave mobility
Slope stability
Sea ice and icebergs
Presweeping
Trenching
Soilliquefaction
Fishing activity intensity and iteraction study
Seismic activity
Military activities (for example submarine, surface and air training areas)
Defence systems (for example mine fields)
Ordinance, chemical or other dumping areas.
131

4.4
ENVIRONMENTAL IMPACT
All aspects of fabrication, installation, testing and subsequent operation of the pipeline system shall
be designed and performed in such a way as to minimise the impact on the local marine environment.
In particular the following shall be avoided or, if unavoidable, kept to a minimum and their
environmental impact quantified in an environmental impact study:
Disruption of fishing grounds and/or activity.

Disruption of beach sediment transportation.
Disruption of fish spawning.
Disruption of marine, bird and wildlife on mudflats and beaches.
Discharge of hydrocarbons.
Discharge of toxic or potentially toxic substances.
Toxic or potentially toxic coatings.
Subsea detonations or blasting.
Subsea acoustic signalling and control systems, in particular the generation of signal frequencies
at less than 40 Hertz.
Among particular environmental concerns are typically the discharge of toxic substances during fish
spawning, the disruption of mud flats and the generation of significant low frequency acoustic noise.
Company and Contractor shall endeavour to keep these activities to an absolute minimum.
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5.
5.1
SURVEYS AND ROUTE PREPARATION

ROUTE SURVEY
The final pipeline route shall be selected based on the results of a detailed geophysical and
geotechnical survey centred on the proposed route. The survey corridor shall generally be not less
than 500 metres width. Sufficient longitudinal and lateral survey lines shall be run to give a detailed
definition of the seabed and sub-bottom conditions. The survey will typically be performed using
high resolution side-scan sonar and sub-bottom profiler in conjunction with an echo sounder. Survey
results should provide detailed bathymetric and sub-bottom data including the identification of
wrecks, ordinance and other unusual seabed features.
Bathymetric data point acquisition along the route shall not exceed a mean spacing of 5 metres over
any 250 metres length or an absolute spacing of 12 metres.
In areas where the seabed is mobile, or likely to change profile for any other reason, a final route
survey shall be performed immediately prior to pipelay. If any changes in seabed profile are detected
Contractor shall quantify the effects on the pipeline design and take remedial action if required.
For pipelines that are to be installed by the bottom or off-bottom tow methods a bathymetric survey
shall additionally be performed on the tow route.
5.2
GEOTECHNICAL SURVEYS
Geotechnical surveys shall, as a minimum, be carried out at the following locations:
Start and end of pipeline route.

Intervals of approximately 1 to 3 km along the route centreline, although shorter intervals may
be required under variable seabed soil conditions or where pipeline or ploughing/trenching
design is sensitive to soil variations.
Pipeline and cable crossings.
Close to existing offshore and subsea installations.
Sonar contacts identified during the route survey.
At locations of moving sandwaves.
The geotechnical survey shall as a minimum comprise shallow (2-3m) vibrocore and Circ
Penetrometer Text (CPT) sampling. Deeper samples may be required in areas of special interest; for
example at sand waves, where presweeping or dredging is required, or where piles are to be driven.
Deeper samples will most probably require the mobilisation of specialised drilling and boring
equipment, deployed either from a Jack-Up Rig or customised handling frame mounted on a vessel
deck.
5.3
PREPARATORY WORKS
Route preparation may be required to provide a suitable on bottom profile for the pipeline to prevent
freespanning, overstressing, upheaval buckling or other unacceptable conditions.
Where pre-lay route preparation is required it shall be performed at the shortest reasonable duration
prior to pipelay, so as to minimise environmental action on the preparatory works. An important
example of the degredation of pre-lay route preparation is the way sand waves can rapidly regain
their pre-swept height under strong currents. In general, where the expected duration between route
preparation and pipelay will exceed one month, possible degradation of the preparatory works shall
be quantified and accounted for.
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Route preparation may be required for the following conditions:
Pre-dredging a shore approach trench.

Pre-trenching in areas of stable seabed.
Pre-dredging a vessel access channel in areas of limited water depth, for example inshore and
offshore shoals.
Clearance of rocks and/or debris from selected route corridor.
Pre-sweeping of sand waves or permanent seabed features to minimise the possible occurrences
of pipeline freespans and/or overstressing and/or upheaval buckling.
Removal of wrecks.
Removal of marine defence systems, such as mine fields.
Disposal of ordnance.
Blasting of rocky outcrops and bedrock, although blasting of any form and in particular of coral
may be environmentally unacceptable.
Gravel dumping to provide an acceptable seabed profile in rocky areas, pockmarks or iceberg
scour marks.
5.4
POST-PREPARATION SURVEY
Contractor shall perform a bathymetric survey on the section(s) of pipeline route subjected to
preparatory works. This survey should ideally be performed prior to demobilisation of the route
preparation vessel(s)/equipment. Contractor shall quantify the effects of the new bottom profile on
the pipeline design and take further remedial action if required.
5.5
POST-LAY SURVEY
A survey of the as-laid pipeline shall be performed immediately following the completion of pipelay.
This survey shall include measurement of the following:
Pipeline route, start-up and laydown locations.

Pipeline out of straightness.
Span lengths and heights, with a profile of the span below the pipe for significant spans.
Depth of cover achieved over buried sections of the pipeline.
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6.
PIPELINE CONSTRUCTION
6.1
PIPELAY SPREAD & EQUIPMENT

All equipment and vessels used for pipelay operations shall be in a good and operable condition and
shall be manned by competent persons, knowledgeable and experienced in their operation. Vessels
and equipment shall conform to relevant international, national and project specific safety and
operability requirements. Personnel shall be trained in offshore safety and survival to the relevant
statutory requirements for the operating location. Certificates of conformance for vessels, equipment
and personnel training shall be made available to the Warranty Surveyor on request. For dynamically
positioned vessels full Dynamic Positioning (DP) and operator records shall also be made available.
All vessels shall have up to date copies of relevant project specific operating procedures, drawings
and contingency manuals as defined by the project Document Distribution Matrix.
6.2
PIPE, MATERIALS AND EQUIPMENT CONTROL

Detailed pipe, materials and equipment control procedure(s) shall be produced for the following:
Efficient transportation and control.

Identification and traceability.
Handling and storage.
Inspection.
Contractor shall appoint a QC coordinator who will ensure that full traceability of all pipe, materials
and equipment is provided.
For pipe control purposes Contractor shall provide a QC Inspector and/or Site Representative at the
pipe mill who will verify that identification marks are applied to all pipe sections and that the correct
transfer of heat, cast and pipe numbers is carried out. He will record the relevant details of
inspections performed on the applicable inspection report.
Material, equipment and pipe shall at all times be handled and stored with due care and attention and
in a manner which will not allow degradation or damage. Pipe sections shall not be stacked to a
height greater than the maximum calculated allowable.
On request the Warranty Surveyor shall be granted unrestricted access to all pipe, materials,
equipment, certificates and documentation, at any stage of the project.
6.3
CONTROL AND MONITORING OF POSITION

The position of major vessels, such as pipelayers, DSV's and MSV's, shall be controlled and
monitored during offshore construction activities. The control and monitoring system shall
incorporate 100% redundancy or standby to allow for breakdown and shall be calibrated immediately
prior to construction activities. Vessel and construction positions shall be recorded and retained.
Vessel position shall be continuously monitored based on the following references:
Relative to contract grid reference system.

Relative to offshore installations and other reference points in the immediate vicinity.
Global geographical position.
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Account shall be taken of the vessel and pipeline offset relative to positioning antenna or other
positioning system.
Contractor shall ensure pipelay vessel positioning and pipeline installation are maintained within the
tolerances defined by the pipelay analysis and contractual obligations with Company. For pipelay and
other construction operations requiring greater accuracy than provided by the positioning system, for
instance start-up, laydown and crossings, Contractor shall install a local positioning system of
suitable accuracy. This will typically consist of an acoustic transponder array
Positioning of vessels may be either by DP, anchors, or a combination of anchors and thrusters.
6.4
ANCHOR HANDLING
For positioning of vessels by anchors or a combination of anchors and thrusters, a detailed anchor
handling procedure shall be developed. The procedure shall provide anchor patterns for key
operations such as start-up or laydown at offshore or subsea installations, pipelay in the vicinity of
existing pipelines and/or installations. In addition the anchor handling procedure shall identify the
following:
Definition of responsibilities.
Emergency and contingency procedures.
Vessel mooring and anchoring system data.
Environmental limitations for anchor handling.
Details of anchor handling operations.
Specific anchor handling procedures including;
Anchoring in vicinity of existing pipelines & cables.
Anchoring in the vicinity of existing offshore and subsea installations.
All statutory and project specific anchor placement limits.
The following limits for anchor placement shall apply unless prior written approval is obtained from
the Warranty Surveyor:
No anchor shall be placed within 200 metres of an existing pipeline or within 500 metres of an
offshore or subsea installation. Additionally, no anchor shall be placed within 400 metres of a
pipeline when the direction of pull of the anchor is toward the pipeline.
Separation of a cable crossing a pipeline or subsea installation shall not be less than 20 metres.
This will normally be achieved by buoying the cable above the pipeline or installation.
No anchor shall be placed within 100 metres of the pipelay corridor centreline.
No anchor shall be carried over a pipeline or subsea installation without being lifted and secured
to the deck of an anchor handling vessel.
Permits shall be obtained from relevant third parties for anchor placement within existing exclusion
zones.
Pipelay from barges positioned by anchors is normally governed by the environmental operating
limits of the anchor handling vessels. In the event of sustained inclement weather preventing anchor
handling, Contractor shall perform a fatigue analysis on the portion of the pipeline suspended from
the barge. If this analysis shows unacceptable fatigue damage then Contractor shall retrieve the
fatigued section on commencement of pipelay and replace it.
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Alternatively, if adverse weather conditions are forecasted to continue for a longer period of time, the
pipeline may be abandoned onto the sea bed. See Section 6.8, Pipeline Laydown.
Contingency procedures shall include consideration of the following:
Wet buckle of the pipeline

Inclement weather
Anchor dragging
Dropped anchor
Loss of anchor buoy
Anchor cable breakage
Equipment failures or breakdowns
The contingency procedures shall specify reporting requirements for such incidents.
6.5
DYNAMIC POSITIONING
For dynamically positioned vessels a positioning procedure shall be produced identifying the following:
Definition of responsibilities.
Emergency and contingency procedures.
Vessel dynamic positioning system data.
Details of positioning operations.
DP signal protection to avoid interference if or when other DP vessels operate in the same area.
DP signal protection will typically be through the use of specified frequencies, agreed with other
vessel operators.
The following limits for dynamic positioning shall apply unless prior written approval is obtained
from the Warranty Surveyor:
No vessel to enter an offshore exclusion zone without possessing the relevant class of dynamic
positioning system applicable to governing Statutory and/or Company requirements.
No vessel to come within 500 metres of an offshore installation without an automatic position
keeping system incorporating redundancy in the technical design.
Typically the requirements for redundancy will allow only those vessels with NMD Class 2 or 3 (or
equivalent) DP systems to approach within 500 metres of an offshore installation.
Permits and approval shall be obtained from relevant third parties for dynamically positioned vessels
to enter existing exclusion zones.
Pipelay from dynamically positioned vessels is normally governed by the environmental operating
limits of the pipe haul vessels. In the event of sustained inclement weather preventing pipe loading,
Contractor shall perform a fatigue analysis on the portion of the pipeline suspended from the barge.
If this analysis shows unacceptable fatigue damage then Contractor shall retrieve the fatigued section
on commencement of pipelay and replace it. Alternatively the pipeline may be abandoned as per
Section 6.8.
Contingency procedures shall include wet buckle of the pipeline, inclement weather, dynamic
positioning failure and reporting requirements. These procedures can be non project specific.
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6.6
PIPELAY START-UP
The start-up procedure shall demonstrate the feasibility and operability of the proposed start up
method, which may be by deadman anchor, driven pile, via jacket leg, beach pull or another method.
The procedure shall include analyses, calculations and operations detailing as a minimum the
following (where applicable):
6.7
Start-up cable size, properties and position in relation to existing pipelines and installations.
Anchor capacity (deadman anchor start-up).
Minimum required length of pipeline on the seabed prior to removal of the start-up aids.
Required start-up pile and sheave size (sheave/pile start-up).
Strength verification of jacket leg or any other structure used for start-up.
Linear winch minimum size and anchoring (beach pull start-up).
Sizing of any equipment, rigging and structures used in the installation of the start-up equipment.
Installation procedures for all start-up equipment.
PIPELAY
Pipelay procedures shall be developed on the basis of pipelay stress analyses covering the full range
of pipeline configurations and environmental conditions expected in the field. The analyses shall
comprise as a minimum:
Static analysis for start-up, normal pipelay, laydown and abandonment/ recovery.
Static analyses for particular lay configurations such as the deployment of in-line tees, valve
assemblies, buckle arrestors, piggy-back lines, and any other items.
Dynamic analyses as required in this section, 6.7, of these guidelines.
Pipelay analyses shall be performed for the full range of water depths using the relevant pipe and
coating properties for each particular water depth case. The static analysis shall consider the
following external loads:
Pipe weight and buoyancy including the effect of water absorption by the external coating
material where relevant.
Pipe tension.
Barge roller support reactions.
Seabed foundation reaction.
External hydrostatic pressure.
The barge geometry shall allow for operating draft and trim angle. The analyses will be used to
optimise the lay configuration to establish the following parameters:
Radius of curvature of ramp.

Roller height settings.
Ramp angle.
Stinger angle (where applicable).
Stinger buoyancy (where applicable).
The lay analysis shall as a minimum include the following Code checks:
Overbend stress (or strain) limit.

Sagbend stress (or strain) limit.
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Local buckling checks.

Propagation buckling checks.
Collapse under combined loads due to tension, bending and hydrostatic pressure.
Maximum equivalent stresses.
The effect of coatings on pipe stiffness shall be included in the lay analysis if they are considered to
have a notable effect on stresses or strains.
Under the following circumstances Contractor shall perform dynamic pipelay analyses in addition to
static analyses. The requirement for dynamic analyses will normally be defined at the start of the
project:
Where the pipelay vessel will be subjected to significant motions due to environmental effects.
Where the pipelay vessel will operate near its limiting lay capability.
Where the installation stresses on the pipeline are significant.
The dynamic analysis shall take account of the dynamic characteristics of the tensioner system, roller
support stiffness, phase angles of vessel motions, and relative motions of barge/stinger combination.
Analyses shall be performed for sea states in varying directions, normally head, beam, stem, head
quartering and stem quartering.
The analysis shall use an industry-accepted methodology and will be performed for an adequate
number of wave cycles to ensure that a steady-state solution is achieved. The analyses may be
performed for regular or irregular seas using site-specific environmental data and documented vessel
RAO's.
The results of relevant static analyses cases shall be used as input to the corresponding dynamic
analyses cases.
Contractor shall develop weld repair criteria based on the analysis results using accepted codes and
standards. The use of BS 4515 and PD 6493 are recommended, however Company standards will
normally also be acceptable. In addition, fracture mechanics assessments shall be performed as
necessary to show cracks are stable under the maximum likely equivalent stresses due to operation
and hydrotest.
6.8
PIPELINE LAYDOWN
. The laydown procedure shall include analyses performed with the laydown head in a number of
positiqns from the barge to the seabed. The results will provide details of pipe tension, stresses, roller
loads, cable tension and cable profile to allow estimation of proximity to existing pipelines and
installations. The results of these analyses shall then be used to establish the optimum barge position
during laydown.
The laydown procedure shall provide details of all equipment to be used in support of the lay down
operations. Typically this will include laydown head, shackles, cables, ROY's and other items of
equipment.
The necessity for protection of the laydown head shall be established based on risk and consequences
of damage. Laydown head protection, if required, will typically be by coverage of a mattress or guard
vessel.
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6.9
PIPELINE ABANDONMENT & RECOVERY

Pipeline abandonment and recovery shall generally be in accordance with section 6.8, above. The
abandonment and recovery procedure shall include analysis of a number of positions of the A&R
head on the barge and in the sagbend. The results shall be used to establish the optimum position of
the barge for recovery of the pipe. If the pipelay barge moves away from the A&R head the
requirement to protect the head shall be established. Analyses and procedures shall cover flooded as
well as dry pipeline conditions.
6.10 CONTINGENCIES
Procedures shall be developed to cover all foreseeable contingencies, in particular the following:
Anchor handling, as contained in section 6.4 of these guidelines.

Dynamic positioning, as contained in section 6.5 of these guidelines.
Dry pipeline buckle.
Wet pipeline buckle.
Simultaneous operations.
The pipeline dry and wet buckle procedure(s) shall include details of all equipment used to monitor
buckling of the pipeline and to effect a repair. The buckle detection equipment shall be able to detect
a reduction in pipe diameter of 5% or more.
Simultaneous operations, in which one or more vessels are operating in close vicinity to each other
or to an offshore installation, shall be subject to hazard identification and review. Simultaneous
operations (SIMOPS) matrices shall be produced to show which simultaneous operations are
permitted, not permitted, or permitted with additional identified controls. Contingency procedures
shall be developed for all relevant hazards and incorporated with the SIMOPS matrices in a SIMOPS
handbook.
6.11 WELDING AND NDT

Project specific procedures shall be developed for welding, NDT and weld repair. These procedures
shall take account of the following:
Cleaning of pipe section ends.

Welding methods.
Welding equipment.
Chemical compositions of weld material and pipe.
Location of welding (surface, hyperbaric).
Defect detection methods.
Defect detection equipment.
Allowable defect criteria.
Weld repair methods.
Weld repair equipment.
Weld material shall be selected to be cathodic to the parent pipe, of low porosity and low carbon
equivalent. As a guide for carbon-manganese pipeline steel, maximum carbon equivalent according
to CEnR should not exceed 0.41 and according to PcM should not exceed 0.24.
Welding of duplex steel requires great care, which shall be reflected in the procedures. The welding
process shall not unnecessarily alter the phase balance in the parent plate and shall not result in a
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weld which is anodic. To avoid the formation of oxide films, which may result in in-service pitting
attack, the bore of the pipe shall be purged with argon during welding. To ensure some nitrogen
uptake by the weld, it is recommended nitrogen gas be included with the argon. Duplex welding
procedures shall additionally address the stricter requirements for slag or oxide inclusions, weld
porosity and removal of any iron and iron salts from the surface of the pipe joints.
All pipeline welds shall be 100% non destructive tested (NDT) by mechanised ultrasonic equipment
or radiography, with all records being catalogued and retained.
For radiographic NDT the radiation hardness and exposure time shall be selected to give maximum
contrast between pipe and weld on the recording equipment. The radiation source shall generally be
placed on the inside of the pipe, with the photographic film wrapped around the outside of the weld.
Real time radiography may be used if results prove satisfactory. Double wall radiography, where the
radiation source is on one side of the pipe and the film on the other, will only be allowed on small
diameter pipe with prior written approval.
For the NDT of welds using mechanised ultrasonic equipment, a calibration block shall be available
for frequent checks of the equipment. This calibration block shall include a weld made by an
approved weld procedure that has agreed, predefined defects' within it.
Where double jointing is to be employed on the pipelay vessel a procedure shall be developed to
cover the methodology and equipment used.
6.12 FIELD JOINT COATING

Specific procedures shall be developed for field joint coating and field joint repairs. These
procedures shall take account of the following:
Method and equipment for field joint coating.

Method and equipment for defect detection.
Method and equipment for repair.
Protection of personnel from inhalation of carcinogenic fumes given off by some common used
field joint materials, notably coal tar enamel (CTE).
Where the field joint coating is of a flammable or toxic nature, Contractor shall develop operating
procedures that minimise the likelihood of spillage, pollution or combustion. Typically these
procedures shall include the restriction of certain activities in the areas where field joint coating is
. prepared and applied.
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7.
7.1
TOWED PIPELINE INSTALLATION

GENERAL
Towed pipelines are those that are constructed onshore and towed into place. The installation method
has the advantage that it does not impose any limitations on the complexity of bundles that can be
assembled.
The Warranty Surveyor's requirements relating to towed pipeline installation shall generally be
similar to those relating to pipelay from an offshore pipelay barge. As such similar specifications and
procedures shall be developed and submitted for review.
Pipelines and pipeline bundles shall be inspected prior to tow out. This inspection will cover the
following:
100% NDT of all pipe welds in accordance with section 6.11 of these guidelines.
Inspection of field joint coating.
Inspection of all pipeline or bundle attachments, appurtenances, buoyancy and tie straps.
Inspection is to be at a level agreed with the Warranty Surveyor at project initiation.
Inspection of the tow out route from the beach to a depth at which no part of the pipeline or
pipeline bundle will be in contact with the seabed.
Towed pipeline installation shall consider the effects of environmental loading during the tow.
Consideration shall be given to the fatigue and ultimate induced stresses. Environmental loading with
a return period not less than 10 years, for the time of year of towing, shall be considered. Relaxation
to a 1 year return period may be allowed if suitable sheltered areas exist close to the tow route or if
the tow is of a particularly short duration. Relaxation shall be allowed only with the prior written
approval of the Warranty Surveyor.
For all types of towed pipeline or pipeline bundle of greater than 250 metres length Contractor shall
supply a guard vessel(s) to prevent possible damage from third party vessels.
7.2
SURFACE AND NEAR-SURFACE TOW

Surface and near-surface tows are not recommended in environments where rough seas are likely,
such as the North Sea. Surface tow in a rough sea subjects the pipeline to stresses which can readily
cause the fatigue limit of the pipeline to be exceeded.
Near-surface tow, in which the pipeline is suspended from surface buoys, also induces high stresses
in rough seas. An additional complication arises from stresses and fatigue induced in the buoys and
buoy supports.
For surface and near-surface tows in open seas, Contractor shall perform dynamic analyses of
sufficient complexity to show that the pipeline and buoyancy system will not be fatigued or
overstressed. During tow Contractor shall monitor the vertical and horizontal profile along the length
of the pipeline or bundle.
7.3
MID-DEPTH TOW
In a mid-depth tow, the pipeline is negatively buoyant and is suspended in a long, flat catenary
between two tugs, positioned at each end. The tugs apply tension to the pipeline to prevent it
buckling.
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Contractor shall conform with the following provisions for mid-depth tow:
7.4
The pipeline shall be made negatively buoyant, either by its own weight or by the addition of
chains or weights along its length.
Towing analysis shall consider the effects of surge movements in the tugs when subjected to
wave action and the effects of hydrodynamic lift on the pipeline and chains at different towing
speeds.
Particular attention shall be made to accurately determining and adjusting the submerged weight
of the pipeline prior to tow as this is of importance to configuration of the catenary.
The effects of pipeline flexural stiffness shall be quantified and accounted for, if significant.
Mid-depth tows of pipelines or bundles in excess of 6500 metres in length shall not generally be
allowed, as the effect of accurately controlling the submerged weight becomes critical above this
length.
Contractor shall monitor the horizontal and vertical profile along the length of the pipeline or
bundle during towing.
OFF -BOTTOM TOW

In off-bottom tow the pipe is buoyant and is held down, to float between 1 and 2 metres clear of the
seabed. The normal holding down method is by chains that drag on the seabed.
Contractor shall conform with the following provisions for off-bottom tow:
7.5
A bathymetric survey of the proposed tow route shall be made and a pipeline stress analysis
considering the bottom profile shall then be performed.
The pipeline, tow head and cable shall not be subjected to abrasion or damage from the seabed
or any structures, pipelines or debris on the seabed.
Pipelines and cables to be crossed during the tow shall be protected from damage resulting from
the dragging chains.
Consideration shall be given to stresses induced in the pipeline if the tug(s) lift some or all of the
chains clear of the seabed.
Contractor shall monitor the horizontal and vertical profile along the length of the pipeline or
bundle during towing.
ON-BOTTOM TOW/PULL
With bottom tow/pull the pipeline or bundle rests directly on the seabed and is pulled by a tug or a
winch attached to a fixed facility. On-bottom tow/pull is the second most popular form of pipeline
construction. It is particularly used for river, estuary and hike crossings.
Contractor shall confirm with the following provisions for on-bottom tow/pull:
A bathymetric survey of the proposed route shall be made and a pipeline stress analysis
considering the bottom profile shall then be performed.
The pipeline, tow head and cable shall not be subjected to excessive abrasion or damage from
the seabed or any structures, pipelines or debris on the seabed. An abrasive resistant outer coating
shall be applied.
Any mechanical protection which is provided over anodes during tow shall be removed after
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pipeline installation or, if left in place, shall be shown to have a negligible effect on the
performance of the anode.
Pipelines and cables to be crossed shall be protected from damage.
Consideration shall be given to stresses induced in the pipeline if the tug or winch lifts part of it
clear of the seabed.
Ingress of seabed soils and debris into the pipeline shall be prevented.
For on-bottom pulls the winch base site and sheave sites shall be designed to resist the maximum
expected pulling force, with suitable factors of safety.
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8.
PIPELINE CROSSINGS
8.1
GENERAL
Prior to placement of a new pipeline across the route of an existing pipeline or cable agreement must
be sought from the owners of the existing facilities.
8.2
DESIGN OF CROSSINGS
The design of a crossing shall ensure that the operation of the pipeline or cable to be crossed is not
affected or compromised. Several methods are typically employed for pipeline/cable crossings
including:
Cutting and removing a disused cable or pipeline at the location of the crossing. Particular
attention shall be paid to possible pollution from cutting disused pipelines. The ends of the
pipeline or cable that have been cut shall be covered by means of rockdump or mattresses.
Lowering the existing cable/pipeline into the seabed by trenching or waterjetting.
Constructing a crossing from rockdump, concrete or bitumen mattresses.
Constructing a crossing from prefabricated supports or bridge structures. Particular attention
shall be paid to the effects of scour, fishing and anchor activity on such crossings.
Constructing a crossing from the use of frond mattresses (also known as artificial seaweed
mattresses) which build up the seabed height prior to pipeline installation.
The following shall be considered in the design of a crossing:
Survey tolerances.
Construction tolerances of the crossing construction method.
Installation tolerances of the pipeline.
The condition of the existing cable/pipeline.
Loads applied by the new pipeline and its associated works onto the cable or pipeline to be
crossed, including allowances for short and long term settlement.
Possible upheaval buckling of the new pipeline due to its out of straightness caused by the
cross mg.
The cathodic protection systems employed by each pipeline. Contractor shall show that each
cathodic protection system is not unduly affected.
A minimum safe separation between the new and existing facilities shall be defined and the
crossing constructed such that the separation is guaranteed. Typically this separation will not be
less than 300 mm and will be guaranteed by the placement of flexible mattresses over the
existing facilities.
Scour around the crossing construction is to be prevented.
If the survey of the crossing location fails to locate the existing facilities, Contractor can assume they
are buried below the seabed. Crossing design shall then make allowance for the likely area over
which the existing facilities might lie. Trenching operations on the new pipeline shall not be
performed within the likely vicinity of the existing facility. Rockdump or mattresses shall be
deployed over the expected area of the exiting facility to ensure a minimum safe separation of the
new pipeline or bundle from the existing facilities. Typically a minimum depth of 300 mm will be
required as a safe separation.
8.3
PIPELINE INSTALLATION
Installation tolerance of the pipeline shall be controlled such that it is within the limits defined for
the design and fabrication of the crossing.
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To ensure the pipeline is installed on the pre-constructed crossing Contractor shall employ one or
more of the following:
Visual inspection of the pipeline as it is placed on the crossing, by means of diver or ROV with
direct communication to the pipelay spread. To assist determination of the required pipeline
position the crossing may typically be painted at the location the pipeline should cross.
Prior installation of a transponder array at the crossing location. Pipeline shall have one or more
transponders attached such that accurate determination of its position relative to the crossing can
be determined at all times during installation.
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9.
FREESPAN RECTIFICATION
9.1
SPAN SURVEY
Contractor shall perform a survey of the pipeline in its as-laid and as-trenched condition for the
purpose of identifying all pipeline spans. The requirements of this survey are detailed in section 5.5
of these guidelines. Spans shall be measured and grouped according to the following criteria:
9.2
Length of span.
Height of span. For significantly long and variable height spans the profile shall be taken.
End support conditions of span (eg resting on rock, buried in sand or clay).
Design current velocities across span.
SPAN CRITERIA AND ANALYSIS

As part of the pipeline design allowable freespan limits shall be established. These shall take account
of the following:
Environmental loading, from currents and wave action.

In-line and cross-flow vortex shedding around the freespan.
Interaction with fishing gear, anchors, icebergs and any other objects likely to impart loading into
the freespan.
Equivalent pipeline stresses during operation and hydrotest resulting from the additional stresses
induced into the pipeline due to the span.
Fatigue of the pipeline and appurtenances resulting from vortex shedding induced oscillation. No
in-line or cross-flow motion, resulting from vortex induced vibration due to the steady state
component of environmental loading, shall be permitted.
Analysis of freespans shall be performed to determine allowable strength, fatigue, coating and
appurtenance integrity levels. Particular attention shall be paid to ensuring fatigue induced cracks do
not increase in size to a critical level.
All measured freespans exceeding the allowable criteria shall be corrected in accordance with section
9.3, below.
9.3
CORRECTION
Freespans exceeding the allowable criteria shall be corrected until they are within the allowables.
Typical correction methods include:
Gravel or rock dumping.

Lowering the pipeline by trenching.
Placement of supports under the freespans, such as sand/grout bags.
A combination of one or more of the above methods.
Correction methods shall not cause damage to the pipeline or its coatings, anodes or appurtenances.
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10. TRENCHING AND BACKFILLING

10.1 GENERAL
Trenching and backfilling are commonly used to protect pipelines against environmental loading,
dropped objects, dragging anchors and fishing activity. Unless Contractor can show the pipeline will
not be adversely affected by these, or any other activities, the pipeline shall be trenched. Mechanical
backfilling shall additionally be used when it cannot be shown that natural backfilling will occur over
a reasonable period of time.
Contractor shall supply a guard vessel(s) to prevent third party activity damaging the pipeline during
the period between pipelay and trenching. If the probability of damage is shown to be insignificant,
by means of a shipping interaction study, then the pipeline may be left unguarded.
Unless otherwise determined by Statutory or Company criteria, the trench depth shall be sufficient
to prevent damage of the pipeline from external causes. If the required trench depth is unattainable,
as an example for protection against scouring ice, then Contractor or Company shall establish
contingency procedures to limit the environmental impact of damage to the pipeline. Likely releases
of hydrocarbons and chemicals resulting from damage shall be calculated and their effects quantified
in an environmental impact study, as defined in section 4.4.
Post-lay trenching is most commonly applied, although pre-lay trenching may be used where firm
soil conditions exist.
Contractor shall confirm with the following provisions for trenching and backfilling:
The selected trenching method is suitable for the seabed soils. This shall be proved by means of
a geotechnical trenching analysis.
The environmental impact shall be addressed in an environmental impact study.
Limiting seastates shall be defined for all aspects of the trenching and backfilling operation.
10.2 TRENCHING TOOLS

The following types of trenching tools are commonly used:
Towed Plough.
Jet Sledge.
Mechanical Cutter.
Tractor Plough.
Rock Trencher.
10.3 PROCEDURES
Trenching and backfilling procedures shall, at a minimum, consider the following activities:
Deployment of trencher above pipeline, including positioning aids (transponder array),

monitoring of deployment (TV, sonar etc).
Trencher engagement on pipeline (pipe lift claws etc) and trench depth setting.
Monitoring and control during trenching (pipe contact load cells, pipe tracking etc).
Trencher recovery.
Emergency disconnection.
Contingency procedures (plough shares locked, power failure etc).
148

The procedures shall define the limiting environmental conditions for all the above activities.
Additionally the procedures shall define the DP class of the support vessel and the capacity of the
deployment equipment (crane, A-frame, etc) in relation to weight of trenching and backfilling
machinery.
After completion of trenching and backfilling Contractor shall survey the pipeline route with a
pipetracker to determine achieved cover depth. Any sections of pipeline with less than the required
cover depth shall be corrected, primarily by means of rockdump or concrete mattress cover.
149
11. TIE-INS
11.1 GENERAL
The procedures required for tie-in(s) will be significantly affected by the chosen method. Tie-ins can
be classified into two broad groups; above water and subsea.
Tie-in connections shall be suitably protected from corrosion, environmental loading, dropped
objects and dragging anchors. For tie-ins located outside permanent exclusion zones, additional
protection from fishing activity shall be provided.
11.2 ABOVE WATER TIE-IN

Above water tie-in of new pipelines generally uses one of the following methods:
Pull-Tube (J-tube or I-tube) method using pre-installed conduit on Jacket.

Riser Stalk-On.
Mid-line tie-in using a barge.
Raising a pipeline end to the surface, welding a PLEM in place and lowering back to the seabed,
the pipeline being maintained at all times in a tensioned catenary.
Connection of the pipeline to the tie-in pipe shall normally be achieved either by welding or by a
flanged connection using RTJ flanges with metallic gaskets. Bolt tensioning for flanged connections
shall be by a hydraulic tensioning or torquing system, with a procedure that specifies maximum and
minimum allowable values.
For pulling a pipeline through a J or I-tube Contractor shall comply with the following requirements:
Survey of the J or I-tube by diver or ROV, including confirmation of condition of bellmouth,

height above seabed and alignment.
Continuous monitoring of cable, pull head and pipeline at bellmouth during pulling operation.
Calculations and analyses showing winch foundation and supporting structure of the offshore
installation is within allowable stress limits as defined by the governing topsides design code.
Calculations and analyses showing the hang-off arrangement and securing of the pipeline are
within allowable stresses as defined by the governing design code.
Immediately following pipeline pull Contractor shall seal the bellmouth and treat the contained
water with corrosion inhibitor and oxygen scavanger. The seal shall be suitable to prevent
seawater ingress or discharge due to the variation in hydrostatic pressure from tide and wave
heights.
11.3 SUBSEA TIE-IN

Subsea tie-in of new pipelines is generally achieved through the use of closure spools with one of the
following connection methods:
Flanged connection using RTJ flanges with metallic gaskets.

Hyperbaric welding.
Mechanical connectors based on collets or cold forging.
Hot tapping for tie-in to an existing pipeline or riser using either welded or mechanical hot tap
fittings.
Pipe freezing.
Diverless tie-in using ROV intervention and pre-installed remotely activated pull-in and mating
connector systems.
150

Each of the above methods has certain unique requirements in terms of surface support equipment,
diver intervention, meteorology, pipe preparation, handling and alignment equipment, power supply,
monitoring and testing equipment.
11.4 TIE-IN PROCEDURES

Tie-in procedures shall, as a minimum, consider the following activities, where these are applicable:
Tie-in survey including transponder arrays and/or measurements made by divers.

Co-ordination with platform and vessels for use of position reference and location of any
transponders.
Worksite clearance including debris removal, jetting, levelling and dredging.
Clearance requirements between habitat and jacket members, mud mats, appurtenances and the
projection of riser required to enter habitat.
Pipeline excavation and support methods.
Pipeline handling, alignment frames and methods.
Worksite stabilisation by cofferdam or other means.
Habitat deployment, stabilisation and recovery.
Pipeline cutting, coating removal and pipeline cleaning.
Special equipment to be used including bolt tensioners, handling frame, hydraulic power packs,
umbilicals, forging tools and hot tapping machines.
Spoolpiece installation, including lift through the wave zone and rigging requirements.
Hyperbaric Welding. Hyperbaric welding is permitted in water depths up to the limits set by the
governing Codes or Standards, as defined by Company or Statutory requirements. Welding in
deeper water shall only be permitted if Contractor can show the additional pressure effects on
weld metallurgy, linepipe and physiological effects on diver welders have been fully researched
and accounted for. Contractor must also show agreement has been received from Company and
the relevant Statutory authorities.
Simultaneous operations involving tie-in and other construction or operational activities
occuring in the same location.
The procedures shall clearly indicate the governing environmental conditions for all tie-in activities.
Contingency procedures shall include consideration of inclement weather, equipment failure,
positioning failure of any supporting vessels and any other forseeable situations. The procedures
shall specify reporting requirements for such incidents.
151
12. SHORE APPROACH AND LANDFALL

12.1 GENERAL
The shore approach and landfall sections of a pipeline are classified as those sections requiring one
or more of the following:
A different method of pipeline installation.

Temporary or permanent works required to install the pipeline.
Different pipeline design considerations (for example environmental loading due to breaking
waves and splash zone corrosion protection).
The procedures required for shore approaches and landfalls will be significantly affected by the
construction method to be used. The most commonly used techniques are:
Bottom-pull of prefabricated pipe strings from the beach using winches located on a pipelay
vessel or barge positioned offshore in minimum acceptable water depth. Normal pipelay
proceeds on completion of shore pull by laying away from initial vessel position.
Bottom-pull of pipeline from lay vessel to shore using a winch, pulley and holdback arrangement
located on the beach above HAT. Following the bottom-pull, pipelay proceeds as above.
Pick-up of exposed end of pipeline installed either by directional drilling or tunnelling.
12.2 PROCEDURES
The following detailed procedures shall be produced, depending on the method to be employed:
Survey and positioning.

Dredging for vessel access.
Pull wire laying.
Winch, pully and sheave installation and fixing to suitable foundations.
Pipe pulling.
Vessel anchoring.
Maintenance dredging.
Sheet piling (for winch holdback and/or coffer-dam).
Buoyancy tank attachment and release.
Pulling head installation.
Pulling sled.
Backfilling.
As-laid survey.
Seabed debris clearance.
Diving/ROY intervention.
12.3 DESIGN REQUIREMENTS

The following shall be considered in the design of the landfalVshore approach, depending on method
to be used:
Pulling analysis to establish the maximum required pulling capacity.

Pipeline required submerged weight and buoyancy tank design.
Pipeline stability including loads on buoyancy tanks.
Pullhead design.
Holdback anchor, winch and sheave design, including foundations.
Pull sled design.
Environmental study to establish limiting operational conditions.
Environmental impact study.
152
13. TESTING AND COMMISSIONING

13.1 FLOODING AND CLEANING
Pipelines are in general laid dry and must be flooded prior to cleaning and hydrotesting. Contractor
shall ensure that flooding of the pipeline considers the following:
Normal flooding agent is seawater, either in a normal or treated state. Other flooding agents shall
be used if seawater would have a detrimental effect on the pipeline internal coating, valves or
fixtures.
Avoidance of danger to diver if a diver operated flooding valve is used.
Avoidance of debris and seabed soils entering the pipeline during flooding.
All valves on the pipeline are to be open during flooding to allow air in the pipeline to escape.
Unless Contractor has shown the pipeline to be clean of debris, seabed soil or other contaminants he
shall clean the pipeline after flooding. Cleaning will normally be achieved by running one or more
pigs through the full length of the pipeline.
13.2 GAUGING
Gauging will normally be required to verify the bore of the pipeline along its length. Gauging shall
be achieved by running a pig fitted with a gauging plate, the diameter of which shall not be less than
95% of the minimum internal diameter of the pipeline. The pig train containing the gauging plate
shall contain a transponder at each end to facilitate tracking and location in case the train is stopped.
13.3 PRESSURE TESTING

Pressure testing is required to ensure the integrity of the pipeline and fittings.
A test pressure and duration in accordance with the selected design code criteria shall be used. Test
pressure shall be shown not to induce a maximum equivalent stress 100% of SMYS on the minimum
wall thickness, when mill tolerances have been allowed for.
The test pressure shall be corrected to account for the tidal conditions at the time of test, such that
the design pressure is applicable when the pipeline operates at LAT.
All pressure testing shall be performed in accordance with a procedure which addresses the
following:
Safety of personnel involved in pressure testing.

Calibration and use of recording equipment.
Notification of relevant third parties prior to test.
Test acceptance criteria, with allowances made for temperature and tidal variation during the
course of the test.
Pressure stabilisation prior to the test is likely to be longer when all or part of the pipeline is of
flexible construction.
13.4 LEAK TESTING

Where component parts of the pipeline have been pressure tested prior to final assembly, a leak test
shall be performed on the final assembly. This leak test shall conform to the requirements of the
pressure test contained in section 13.3, above, except that the leak test pressure shall be not less that
1.1 times the design pressure.
153

13.5 PIPELINE COMMISSIONING
Dewatering, product filling and commissioning procedures shall include the following
considerations:
The release of hydrocarbons or chemicals into the marine environment shall be avoided or if
unavoidable the impact quantified within an environmental impact study.
Special attention shall be made to avoiding ice and hydrate formation during the pressuring up
of gas pipelines and to wax formation in oil pipelines.
154
LONDON (Head Office)

London Offshore Consultants Ltd
20 St. Dunstan's Hill
London EC3 8HL
Telephone 0171 283 5544
Telex 894192 LOCLON G
Telefax 0171 600 0562
HOUSTON
London Offshore Consultants Inc.
15311 Vantage Parkway West
Suite 290
Houston Texas 77032
USA
DUBAI (UAE).
London Offshore Consultants WLL
World Trade Centre
PO Box 9206
Dubai
UAE
Telephone: 00 1 713 987 7400

Telex: 3729045 LOCHOU UB
Telefax:
00 1 713 987 7438
Telephone: 00 971 4 319933

Telex:
893 40400 EMNET
Telefax:
00 971 4 317795
STAVANGER
London Offshore Consultants Norge A.S.
Postboks 1114
Merkanteilsentret
Jakob Askelands Vci 13
4301 Sandnes
Norway
ABU DHABI
London Offshore Consultants WLL
Level 4, The Blue Tower
Khalifa Street
PO Box 46280
Abu Dhabi
Telephone: 00 4 7 51 63 04 44
Telefax:
00 47 51 67 76 07
Telephone: 00 971 2391 882

Telex:
(893) 40400 EMNET EM
Telefax:
00 971 2335 407
SINGAPORE
London Offshore Consultants
15 McCallum Street
Natwest Centre
Singapore 069045
PERTH(WA)
Marine and Engineering Consultants
7-9 Ventnor Avenue
West Perth 6005
Western Australia
Telephone: 00 65 224 9200

Telex: 43256 LOCSIN RS
Telefax:
00 65 224 2416
Telephone: 00 61 9 322 7943

Telex:
94746
Telefax:
00 61 9 322 154
..
:~
--'t.
Installation
Vondellaan 47, 2332 AA Leiden, The Netherlands
Mailing Address: P.O. Box 9321, 2300 PH Leiden, The Netherlands
Tel.: +31 (0) 71 579 90 00, Telex: 32483, Fax: +31 (0) 71 579 90 99

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Front Cover Picture:

a member of the OPS Holding Group

London Offshore Consultants

Salvage and wreck removal consultancy

Marine insurance warranty surveying

Technical bid evaluations

For details of worldwide office locations,

Inshore and Offshore Heavy Lifting

If Subsea Structure Transport and Installation

Complete Project Management

Seaway Heavy Lifting

Planning of OperatiOns ................................................................................................................... 5-7

Loads and Analysis .........................................................................................................................8-9

Systems and Equipment ............................................................................................................. 10-12

CHAPTER 2 : BARGE TRANSPORTATION ..................................................................................15-37

Scope of Guidelines ........................................................................................................................... 17

Planning of Marine Operations ................................................................................................. 19-21

Determination of Loads and Motions .......................................................................................22-24

Grillage, Seafastenings and Cargo Design ................................................................................25-27

Operational Aspects .................................................................................................................... 28-29

6. _Requirements for Barges ............................................................................................................ 30-32

Towing Arrangements .................................................................................................................33-34

Requirements for Towing Vessels (Th.gs) ..................................................................................35-37

CHAPTER 3 : LIFTING .....................................................................................................................39-60

Planning of Marine Lifts ............................................................................................................43-44

Loads and Analysis .....................................................................................................................45-50

Requirements for Lifting Equipment........................................................................................SS-57

Crane and Crane Vessels .................................................................................................................58

Appendix A 1: Summary of Stages in Design/Analysis of Lift Using Single Crane .................................. 59

Scope of Guidelines ........................................................................................................................... 63

Environmental Considerations ..................................................................................................65-66

Strength ................................................................................................................................... ~.... 67-69

Upending and Positioning ..........................................................................................................73-76

On Bottom Stability .........................................................................................................................77

Other Considerations .......................................................................................................................78

CHAPTER 5 : GRAVITY BASE STRUCTURES ..........................................................................79-100

Stability and Motion Response ..................................................................................................83-85

GBS Mooring Criteria ................................................................................................................89-91

Float Out of Base Structure .......................................................................................................92-93

Towing Criteria ...........................................................................................................................94-97

Water Ballast System .......................................................................................................................98

Deck Mating ......................................................................................................................................99

Installation at Offshore Location .................................................................................................. ! 00

CHAPTER 6: LIFT-OFF, TRANSPORTATION AND MATING OF TOPSIDES ..................101-117

Other Standards ................................................................................................................................ 103

Stability and Motion Response........................................:..........................................................~. ... l05

Methods of Analysis ......................................................................................................................... 106

Equipment ................................................................................................................................ 109-111

Towing Criteria ............................................................................................................................... 115

Deck Mating ............................................................................................................................. 116-117

Structural Analyses ................................................................................................................. 106-108

Minimum Clearances During Deck Mating ..................................................................................... 116

CHAPTER 7 : OFFSHORE PIPELINES ......................................................................................119-154

Object of the Guidelines ................................................................................................................... 121

General ............................................................................................................................................. 126

Warranty Surveyor Attendance ............................................................................................129-130

Environmental Considerations .............................................................................................. 131-132

Pipeline Construction ............................................................................................................. 135-141

Pipelay .............................................................................................................................................. 138

Towed Pipeline Installation .................................................................................................... 142-144

Pipeline Crossings ................................................................................................................... 145-146

Freespan Rectification ....................................................................................................................147