RULES FOR PLANNING AND EXECUTION OF MARINE OPERATIONS PART | : GENERAL REQUIREMENTS PART | CHAPTER 2 PLANNING OF OPERATIONS JANUARY 1996 SECTIONS 1. INTRODUCTION. 2. PLANNING... 3. OPERATIONAL REQUIREMENTS 4. STABILITY REQUIREMENTS 5, SYSTEMS AND EQUIPMENT... Det NORSKE VERITAS Veritasveion 1, N-1322 Hevik, Norway Tel.; +47 67 57 9900, Fax.: +47 675799 11CHANGES IN THE RULES ‘This is the first issue of the Rules for Planning ead Execution of Marine Operations, decided by the Board ‘of Det Norske Veritas Classification A/S as of December 1995. These Rules supersedes the June 1985, Standard for Insurance Warranty Surveys in Marine Operations ‘These Rules come into fores on Ist of January 1996. ‘© Det Norske Veritas ‘Computer Typesetting by Det Norse Veritas Printed in Norway bythe Det Norske Veritas Jensaty 1996 1.96.600 ‘This chapter is valid until superseded we chaptor. Supploments to this chapter will not Be aad except for minor amendments and an uj corrections presented in the introductioit Users are advised to check the systematiinde is introduction booklet to ensure that that the chapter is current. 3Rules for Marine Operations January 1996 Pt.1Ch.2 Planning of Operations Page 3 of 23 CONTENTS 1, INTRODUCTION........ 3.5 MARINE OPERATION MANUALG............13 3.51 General easssees 213 1.1 GENERAL. 3 1.1.1 Application 5 1.1.2 Regulations, codes and stindards.....5 4, STABILITY REQUIREMENTS 12 4.1 GENERAL REQUIREMENTS .. 4.1.1 Stability and reserve buoyancy . 4.1.2 Temporary closing elements 4 4.1.3 Stability calculations ..-cece.. 4 4.1.4 Inclining tests voc. 15 2 4.1.5 Watertight integrity 15 2.1 PLANNING PRINCIPLES 4.2 BARGE TRANSPORTS... 2.1.1 Philosophy... 4.2.1 Safety against entry of water... 2.1.2 Planning and design sequence . 27 4.2.2 Intact stability requirements... 2.1.3 Design basis and design brief. oF, 4.2.3 Single barge damage stability requirements o.oo 16 2.2. DOCUMENTATION 2 4 Multi barge damage stability 2.2.1 Documentation requirement. FoquiTements .eesosessseesesesenee 2.2.2 Documentation quality. 2.2.3 Input documentation .. 4.3. SELF FLOATING STRUCTURES... 2.2.4 Output documentation 4.3.1 General eon 2.2.5 Operation records...... 4.3.2 Intact stability requirements 4.3.3 Damage stability requirements 2.3 RISK EVALUATIONS ..cscsesn 2.3.1 Genena. 4.4 LOAD OUT OPERATIONS. 2.3.2 HAZOP study eae 4A General sce 2.4 MARINE OPERATION DECLARATION......9 4.5. OTHER VESSELS .. 24.1 General eee 4.5.1 General. ee 2.4.2 Review scope. 5, SYSTEMS AND EQUIPMENT. 3. OPERATIONAL REQUIREMENTS ... 5.1 SYSTEM DESIGN 3.1 OPERATION AND DESIGN CRITERIA... SALA Geert sescssssereneeveressteneeen 3.1.1 Operation reference period sso. 3.1.2 Back Up.sesseer 1.2 Weather restricted operations. 3.1.3 Unrestricted operations... 5.2” VESSELS AND BARGES 5.21 General evssersersvote 3.2 WEATHER FORECAST... 5.2.2 Towing vessels. 3.2.1 General... 5.2.3 Barges oe 3.2.2 Weather forecast levels... eeceed 3.2.3 Monitoring of environmental conditions.12 -$.3. +» MOORING SYSTEMS 5.3.1 General. 3.3 ORGANISATION. ese 5.3.2 ULS conditions 3.3.1 Organisation and responsibil 5.3.3 PLS condi 3.3.2 Communication 5.3.4 FLS conditions..c.e.sess 3.3.3 Shift plan... 5.3.5 Mooring line strength... 21 5.3.6 Mooring details 21 3.4 PREPARATION AND TESTING 5.3.7 Anchors. 22 3.4.1 Testing 3.4.2 Familiarisation and briefingJanuary 1996 Page 4 of 23 ‘5.4 GUIDING AND POSITIONING SYSTEMS. , 22 5.4.1 General 2 5.4.2 Characteristic loads, 2 5.4.3 Design strerigth::..:. 23 Table List ‘Table 3.1 - Sigiificant wave height: 0 Values :...... 10 ‘Table 3.2 - Weather Forecast Levels Figure 2.1 - Planning and Design Sequence Figure 4.1 ~ Illustration of Stability Terms. Figure 4.2 - Intact Stability requirement, Figure 4.3 ~ Damage Stability Requirements Rules for Marine Operations Pt.l Ch.2 Planning of Operations ‘Det NORSKE VERITASNae’ ed Rules for Marine Operations PL Ch.2 Planning of Operations January 1996 Rage § of 23, 1. INTRODUCTION 1.1 GENERAL 1.1.1 Application L.A-1.1 Pt.1 Ch.2, Planning of Operations, gives requirements end recommendations for planning, preparations and performance of marine operations. 1.1.1.2. Recommendations and requirements for design loads and loads cases are given in Pi.1 Ch.3, and for structural verifications in Pt. Ch. & 1.1.1.3 Operation specific requirements and recommendations are given in Pi.2 of these Rules. 1.1.1.4 Recommendstions and requirements in these Rules shali be considered in relation to the structural and operational complexity, sensitivity and type of marine operation to be performed. 1.1.1.5 Application of equipment and execution of ‘operations not adequately covered by these Rules shall bbe specially considored in each case. 1.1.1.6 General conditions for using these Rules are stated in Pt.0 Ch.J Sec 1.2. 1.1.2 Regulations, codes and standards 1.1.2.1 These Rules should be used together with other recognised codes or standards applicable for marine operations. In case of conflict between other codes or standards, and this document, the latter shall override if this provide a higher safety or serviceability. 1.1.2.2. By recognised codes or standards are meant national or international codes or standards applied by the majority of professional people and institutions in the marine and offshore industry. 1.1.2.3. Examples of applicable rules and regulations, codes or standards are; - SOLAS, + MARPOL, = IMO regulations, and - TSO and national standards. - NMD Rules and Regul = NPD Rules and Regulations, ~ DNV Rules for Classification of Mobile Units, = DNV Rules for Classification of Steel Ships. - Supporting documents to these publications such 1s Appendices, Guidelines, Classification Notes, and Certification Notes. 1.2. DEFINITIONS 1.2.4 Terminology 1.2.1.1 General definitions of torms are included in 2.0 Ch.t. ‘Terms considered to be of special importance for this chapter are repeated below. Design : An activity to create or form lay outs, concepts, arrangements or structures. Design criteria : The criteria applied for verification of systems, equipment, structures etc. for the planned ‘marine operation. Fail safe : A configuration which upon failure of clements remain in a controllable and safe condition. Independent third party verification : Verification sctivities performed by a body independent from ‘company and contractor. Marine Operation Declaration : A written confirmation stating compliance with these Rules of equipment, temporary and permanent structures, handled object, procedure, preparations etc, Object : The structure handled during the marine operation, typically a module, deck structure, jacket, GBS, sub sea structures, pipes, etc, Operation : A planned marine operation, with defined start- and termination point, Operation criteria : The acceptance criteria for start of the planned operation, Safe condition : A condition where the object is considered exposed to “normal” risk for damage or loss. Single critical element : Non-redundant element, which failure constitute failure of the structure/systemn, Unrestricted operations : Operations with characteristic ‘environmental conditions estimated according to long term statistics. Der Norske VeRiras.January 1996 Rules for Marine Operations Page 6 of 23, Pt.1.Ch.2 Planning of Operations Verification : Activity to confirm that a design, product/equipment, structure or procedure complics with defined standards and/or specifications. Verification.» > ‘may be documented by.calevlations, analysis, certificates, survey reports and inspection reports. Weather restricted operations : Operations with defined restrictions t6 the charactetistc eavironinental conditions, planned performed within the period for reliable westher forecast, 1.2.2: Symbols ’ t below dine the symbols vised in this dhapter:..° Design criteria. i Operation criteria, Bet Initial metacenttic height. ‘Righting arm; a function-of heel angle. Significant wave height. Operation reference period. Planned operation period... Estimated contingency time. Ultimate limit state. : Progressive Qt ste. ° Fatigue linait state. 1-0 Operation/design criteria ratio: = ‘ Total displacement, pas ‘Mean displacement. : First onder motion dus to waves ‘Material factor! Positive GZ range.” Maximum dynamic heel sngle'die to Wind and Der NoRSKE VERITASwy Rules for Marine Operations Pt. Ch.2 Planning of Operations 2. PLANNING 2.1 PLANNING PRINCIPLES 2.1.1. Philosophy 2.1.1.1 Marine operations shall be planned and prepared to bring an object from one defined safe condition to another according to safe and sound practice, and according to defined codes and standards. 2.1.1.2 Planning of marine operations shall be according to fail safe principles, ic. the handled objest shall remain in a stable and controlled condition if a failure situation should occur. 2.1.1.3 It should be possible to recover the object into a safe condition, or interrupt the operations in case of 2 possible failure situation, For operations passing a point where the operation can not be reversed, a point of no retur shall be defined. Safe conditions after passing a point of no return shall be base. Sree ‘results (drawings, calculations, for the handled object and all equipment, temporary or ete.), and persian sine, velo vlad nthe ~ relevant contracts or parts of contracts. @ ‘operation, should be:ideatifed before any-desi gx work is’: * uidance Note eeforned: 7 ‘Not that al elements ofthe marine operation shall be documented. Tis sls nue onshore (cities uch gun, sol pullers and foundations, = 2.2.4 Output documentation 2.2.1.2 Properties for object, equipment, structures, 2.2.4.1 "Necessary documentation shall bo prepared to. ‘ossels ote. may be documented with recognised prove acceptable quality of the intended marine certificates. "The basis for the certification shall thes be operation. Typical output documentation are: clearly stated, i.e. acceptance standard, basic Blan ies acescts - Planning documents including design briefs and sssumptions, dynamics considered etc., and comply with basis, schedules, conéept evallations, general the philosophy and intentions ofthese Rules. S aanguniantdeavings eal spectficalons’ 22.1.3 Design analysis should typically consist of _ various levels with a “global” analysis as top level, and ~ global streagth analysis, local design strength with strength calculations for details as lowest level, _ ealeulations, stability and ballast calculations -» Different types of analysis methods and tools may apply: ‘and structural drawings, sade ¥ for the different levels. 7 ‘Operational procedure including testing togram and procedure; operational plans and 2.2.14 Operational aspects shall bo docuumentéd in ees, 7 te, azrangomicht drawings, safety {erm of procedure, operation mamuals; certificates, remient 2nd aduiatnt tied caleulations ete. Relevait qualifications of key sea me y Personnel shall be doctmonted : Cenitets tet reports, suv rports, NDE : documentation; as Bill report, ett: © 2.2.1.5 All relevaat documentation shall be evailable : : (pacity daring engean of toe Opeintion, 2.2.5 Operation records ©. Fapasies ? ae ee 2.2:5.1 Execiition 6f mafine operations shall be logged: 22-2 Dosimentaion malig Sample of plu ectng fot hl bold in 2.2.2.1 The documentation shall demonstrate that ‘the marine operations inanual,- philosophies, principles and requirements of these Rules are complied 2.2.2.2 Documentation for mazine operations shall be’ self contained, or clearly refer to other relevant documents, ‘DETNORSKE VERITASRules for Marine Operations Pt.I Ch.2 Planning of Operations 2.3 RISK EVALUATIONS 2.3.1 General 2.3.1.1 Risk evaluations or HAZOP studies, see 2.3.1.4, axe recommended for complex operations to reveal all possible hazards and their potential consequences. 2.3.1.2. Risk evaluations shall be in accordance with recognised principles, identifying critical items and activities, and their corresponding failure modes and causes. Identification and ranking of failure modes as a function of their probability of occurrence and consequence should be made, The effect of redundancy and back-up, safety barriers, and emergency procedures shall be taken into account in the risk estimates. 23.1.3 Contingency situations with a probability of ‘occurrence less than 10 per operation need not be considered. 2.3.1.4. Relevant corrective actions from the risk evaluations shall be implemented in planning and execution of the operations. 2.3.2 HAZOP study 2.3.2.1. In addition to, or instead of a risk evaluations, 2 HAZOP (HAZafd and OPerability study) may be pesformed for assumed critical operations. ‘The HAZOP should be based on manuals and procedures covering the actual operation, and the equipment involved in the operation. Guidance Note AHAZOP isa systematic ciicaleam review ofthe planned cperation, using & series of guide words to structure the exarination of the effects of upsets and sbnormal condlions in a plored peration. The review teem should consis of key personnel rom contractar familia wih the operation, a adion te company representatives and outside members with specialist competence for ‘ne planned operation. Wis recommended that the HAZOP leader is independent irom the cortracter. 2.4 MARINE OPERATION DECLARATION 2.4.1 General 2.4.1.1 DNV can, if requested, confirm compliance with these Rules of handled object, equipment, temporary and permaneat structures, procedure etc. by issuance of a Marine Operation Declaration. January 1996 Page 9 of 23 2.4.1.2 Ifa Marine Operation Declaration is requested DNV will review analysis, strength calculations, equipment certificates, verification statements, plans and procedures, test programmes, personnel qualifications, ste. 2.4.1.3 DNV will also attend important testing, and perform inspections of essential equipment and structural elements in order to confirm conditions and capacities a5, assumed in plans, procedures and calculations. 2.4.1.4 For complex or particularly sensitive operations DNV will also attend the operation to confirm acceptable environmental conditions for start and/or commencement of the operations, performance according to accepted procedures and evaluate and accept necessary minor alterations or modifications to accepted procedure. 2.4.2 Review scope 2.4.2.1 DNV will always review documentation of critical structural elements such as; = single critical eloments, ~ focal strength of support points (in geillage, barge, object ete.), - lift points and + heavy lift equipment, 2.4.2.2 DNV can for certain areas base an acceptance of capacities, strength, characteristic properties, etc. om verification work performed by other independent third parties, classification societies, governmental institutions, ete. 2.4.2.3 DNV will in these cases limit the scope to review of loads, load cases, acceptance criteria and verifiers conclusions. Areas or elements proposed for this scheme is subject for DNV acceptance. Applicable area may bes - global structural integrity of object to be handled, = global barge strength, + overall grillage strength, = equipment strength/capacities and quay/bollards. 2.4.2.4 If acceptance of slements shall be based on other third party verification work, the interface between the different verifiers seope must be defined. Formal communication lines between DNV and the Verifier may be required, ‘Der NORSKE VERITASJasmary. 1996 Page 10 of 23, 3." OPERATION AND DESIGN CRITERIA 3.14 Operation reference period 3.1.11 Planning aid design of maine operations shal be based on an operation reference period defined as; Ty- “Operation teférenice period <> ‘Trop Planned operation period FEES ‘To= Estimated contingency time. 3.1.1.2 Reference periods less than 12 hrs. should be specially considered, ‘The start and termination points for the intended ‘operation shall be clearly defined. ©0000 3.1.1.3. I required time for contingency situations are not assested the reference period may be taken as twice the planned operation period, but not less than 6 lis: 3.1.2. Weather restricted operations... f 3.1.2.1 Marine operations with a reference period, lese than 72-hours may be defined as weather restricted. ‘Taese operations may be plaaned with environmental design conditions selocted independent of statistical data, ue, set by owner, operator etc. Start of weather restricted operations are conditional to a acceptable ‘weather forecast, see 3.2.1.5. Guidance Note.” Etwtormertal endo ahoul bested bask ch cna valiaion of posible wating on weahercoet/probabies, Structural capacties, operational aspects etc. Too st ‘envronmental conlions shoul be avoided, 3.1.2.2. Operations with « operation reference period ‘exceeding 72 hours riay be defined as weather restricted if a continues surveillance of actual and forecasted ‘weather conditions are specified in the operation procedure, and the operation can be interrupted and the handled object brought into a safe condition within the forecasted period if adverse environmental conditions are forecasted or experienced. (Characteristic environmental condition shall in these cases be based on a duration equal to the accumulated operation period, ie. not on estimated time for each single sequence or leg. Rules for Marine’ Operations Pt.1 Ch.2 Planning of Operations 3. OPERATIONAL REQUIREMENTS 3.1.2.3 . For weather restricted operations these Rules consider uncertainties in weather forecasts by applying a. ‘operation criteria less than the design criteria... The. ‘operation criteria should be taken 28; Cot Cy : where : Cy- design criteria, Co . operation etter, = operational vs, design criteria ratio, = for significant waves, 6 shoild be taken according to Table 3.1. «+» for wind (10 min, mean), o. should be taken as 0,80. oid ex fos For operations planned according to 3.1.2.2 the factor «. should be specially considered in each case. "Note! Table 3.1 fs based on ONM report OSO266UUND SSS325, ated 660504 viva ferecasted wave hes Efe an Statord, : if 3.1.3. Unrestricted operations...” 3.1.3.1" Marine operations with a operation reference ‘period, exceeding 72 hours are normally defined as un restricted operations. Environmental criteria for these ‘operations shall he based on extreme value statistics, see ‘Pt.1 Ch.3 Sec.2. ‘The operation criteria for these ‘operations may be taken equal to the characteristic environmental conditions. Guidance Note "ele tat certain operetons request cterton athough 1.4 (B+O) is illustrated in Figure 4.2 where the righting mement curve is inchided in the same diagram. 4.2.2.4. For marine operations of very short duration (for instance harbour moves and out of dock operations) covered by reliable weather forecasts, an‘exemption from the requirements given in-4.2.2.2 inay be acceptable provided that adequate safety is ensured: However, the stability should be positive to a heel angle 15 degrees beyond equilibrium. Such sitiations are subject to DNV acceptance. Rules for’ Marine Operations Pll Ch.2 Planning of Operations Figure 4.2 - Intact Stability requirement: GrB> 1449, ha vee 4.2.3. Single barge damage stability requirements 4.2.3.1. Damage stability evaluations shall be based on damage scenarios according to identified contingency Situations, see 2-1. Collision, leskage and operational failure situations shall be evaluated, : ‘As a minimum the barge should have an acceptable stability and reserve buoyancy, and remain floating in an acceptable manner with any one submerged or partly submerged compartment flooded. 4.2.3.2. The acceptable floating condition is determined by the following: = The design resistance of any part ofthe barge, cargo seafatening or grllage should not be ‘exceeded. - The barge should have sufficient fresboard ‘considering environmental effects to any open ‘compartment, where flooding may’occur. = The area‘under the righting moment curve should bbe greater than the minimum area under the wind hhecling moment curve up to, i the second intercept, or = the down fisoding al whichever is less, see Figure 4.3. 4.2.3.3. The consequences of a damage stability situation should be chorouphly evaluated, in particular with respect to; ~ progressive flooding, = local strength of watertight boundaries and, > ads on seafatening. Det Norske VERITAS: && e Rules for Marine Operations Pt Ch.2 Planning of Operations Figure 4.3 - Damage Stability Requirements Gress) 7 pooerana | a Wid Keone a“ ae | a EY pp 4.2.4 Multi barge damage stability requirements 4.2.4.1 Damage stability evaluations shall be based on ‘damage scenarios according to identified contingency situations, see 2.1.1. Collision, leakage and operational failure situations shall bo evaluated. As a minimum the barges with the transported object should remain afloat in stable equilibrium with sufficient freeboard to preclude progressive flooding with any one compartments open to the sea. ‘The acceptable floating condition is determined by the following : - The requirements of 4.2.3.2 apply. = The steady angle of heel or pitch caused by the damage and wind pressure should not immerse ‘any non watertight closures in the hull = Itshall be demonstrated by calculation that the flooding of any one compartment will not cause the damaged barge to change its heel or trim angle relative to the overall heel or trim of the barge unit, ie., the damaged barge should not pivot around any of the deck supports and thus loose ‘contact with the deck at other support(s). 4.3. SELF FLOATING STRUCTURES 4.3.1 General 4.3.1.1 This sub-section applies to objects such as gravity base structures, jackets, offshore towers, et supported by their own buoyancy during towing and ‘construction float, 4.3.1.2 The requirements in 4.2.1 apply. 4.3.1.3 Inclining tests for the floating object should be ‘performed prior to marine operation to confirm the position of ceatre of gravity, see 4.7.4. January 1996 Page 17 of 23 4.3.2 Intact stability requirements 4.3.2.1 The following requirements should be met by the self-floating object: - The initial mctacentric height, GM, corrected for free surface effects and effect of possible air cushion should be at least 1.0m. ~The requirements to intact stability in 4.2.2 apply. For large concrete gravity base structures a reduced ratio between righting moment and heeling moment of 1.3 may be used. = Special consideration should be given to the. hydrostatic stability and motions during transfer ‘of heavy loads to a floating structure both under ‘normal conditions and in case of an accidental Toad transfer. 4.3.3 Damage stability requirements 4.3.3.1 General requirements to damage stability given in 4.2.3 apply 4.3.3.2 Damage stability evaluations shall be based on damage scenarios according to identified contingency situations, see 2.1.1. Collision, leakage and operational failure situations shail be evaluated. ‘As a minimum the sef-floating object shall normally remain afloat in a stable equilibrium with sufficient freeboard to preclude progressive flooding with any one compartment open to the sea, as given in 4.2.3.2. Exemptions from this requirement are not acceptable unless adequate, approved precautions are taken. The precautions should ensure acceptable safety, for instance 40 given in 4.3.3.3 andlor 4.3.3.4. 4.3.3.3 If 4.3.3.1 cannot be complied with, the structure shell withstand tho collision loeds according to Pt.1 Ch.3 Sec.3, on the whole exposed circumference of the structure from 5 metres below to 5 metres above any ‘operation waterline without ingross of water. 4.3.3.4 During moored construction phases, compliance with 4.3.3.3 may be obtained by sufficient fendering in the waterline area. 4.4 LOAD OUT OPERATIONS 4.4.1 General 4.41.1 Load out operations shall be performed with a ‘minimum inital GM = 1.0m, The requirements in 4.2.2.3 and 4.2.2.4 apply. Det Norske VEnirasJanuary 1996 Rules for Marine Operations Page 18 of 23 Pt.1.Ch.2 Planning of Operations 4.4.1.2. Special attention shall be paid to the influence of slack tanks on stability afloat during the load out operations. 4.5. OTHER VESSELS 4.5.1: General 4.5.1.1 Other vessels, semi submersibles, crane vessels, tc., involved in marine operations shall, for both intact and damaged conditions, comply with national or international (IMO) stability regulations or codes, 4/5.1.2 Approved stability calculations sovording to 45.1.1 shall be presented upon request priot to the. operation. DET Noxske VERITAS2 Rules for Marine Operations Pt.1 Ch.2 Planning of Operations January 1996 Page 19 of 23 5. SYSTEMS AND EQUIPMENT 5.1 SYSTEM DESIGN 5.1.1 General S.1-1.1 Systems and equipment shall be designed, fabricated, installed, and tested in accordance with relevant codes and standards, see 1.1.2, $11.2 Systems and equipment shall be selected based ‘on a thorough consideration of functional and operational requirements for the complete operation. Emphasis shall be placed on reliability and contingency. 5.1.1.3. Depending on the complexity and duration of the operation, and the structure itself, separate studies may be required to determine the systems and equipment required for a safe operation, see 2.3. Such studies shall include normal operations as well as emergency situations. 5.1.1.4 The following systems shall be considered where applicable; = power supply, > fast eupply, = electrical distribution systems, = machinery control systems, ~ valve control systems, + bilge and ballast systems, + compressed air systems, + fire fighting systems, = communications systems, and ~ instrumentation systems for monitoring of; loads and/or deformations, ~ environmental conditions, + ballast and stability conditions, + hel, trim, and draught, ~ position (navigation), + underkeel clearance, and + penetration/settlements, 5.1.1.5 Systems shall as far as possible be designed to be fail safe. 5.1.1.6 Computerised control or data acquisition systems should be equipped with un-interuptable power supply system (UPS). 5, .7 All systems shall be tested according to 3.4. 5.1.2 Back up 5.1.2.1 All essential systems, part of systems or equipment shall have back-up or back-up alternatives. Necessary time for a change over operations shall be assessed. Guidance Note Iti recommended io include a ist nthe Operation Manuel of main spare part avaible on site. tis als recommended to assess the necessity of having repair or sanvic personnel available on site ding operations 5.1.2.2. All back-up systems shall be designed and fabricated to the same standard as the primary systems. Back-up systems can when found feasible be an integrated part of the primary systems. 5.1.2.3 For systems consisting of multiple independent Units back-up may be provided by having a sufficient putnber of available spare units available on site. 5.1.2.4 Automatic control systems shall be provided with a possibility for manual overriding. 5.2, VESSELS AND BARGES 5.2.1 General 5.2.1.1 All vessels shall be in good condition and fit for the intended operations. 5.2.12. Vessel and barges shall satisfy the hydrostatic stability requirements given in 4 5.2.1.3 All vessels/barges involved in the operations shall be inspected prior to the operation to confirm compliance with design assumptions, validity of certificates and general condition. 5.2.1.4. Vessels classed by a Classification Society shall be operated in accordance with requirements from this Society. ‘The condition for class as given in “Appendix to Class” cr similar shall be presented, ‘DET Norske VERITASJariuary 1996 Page 20 of 23, 5.2.1.5. For Mobile Offshore Unites the following, annexes (or similar) to the maritime certificates shall be presented; ‘Annex I operational limitations, Annex I resolutions according to which the unit has been surveyed, and possible deviations from these. 5.2.1.6 Valid recommendation’ given by the. | ‘Classification Society shall be presented. Guidance Note [Nadlifctions to vesse/barge structure or equipment may require ‘pproral from the Classification Society.» 5.2.1.7. ‘Whore several tugs or vessels are involved, a stand by tug to assist or remove vessels in case of black out, engine failure, ete. should be considered. 5.2.1.8 If allowable deck load is based on “load charts”, limitations and conditions for these with rospect. to number of loads and siimultaneousness of loads shall be clearly stated. Applied dynamic factors, load factors Of niaterial factors shall be specified. x 5.2.1.9. The vessels global and local condition with reepect to corrosion shall be confirmed and considered in strength verifications, see also Pr. Chf Seé.2.2.3.° 5.2.1-10 General description of vessel systems to be used shall be presented. Ballast and towing equipment/systems shall be described in detail if used. 5.2.2 Navigational lights and shapes 5.2.2.1 "Thi vessel ot towed object should exibit navigational lights and shapes ia accordance with IMO codes and local requlations. 5.2.2.2. Sufficient energy sipply'for the navigational lights to last for minimum 1.5 times the expected duration of the voyage shoul beprovided. 5.2.3 Towing vessels 5.2.3.1 Requirements to towing vessels are given in PL.2 Ch.2 Sec. 3.3. Requirements (6 towing equipment sare given in P.2 Cit.2 Seo:3.1. 5.2.4 Barges 5.2.4.1 Requirements to cargo barges and barge ‘equipment are given in Pt.2 Ch.2 Sec.3.1 and 3.2. Rules for Marine Operations Pi.1 Ch.2 Planning of Operations 5.3 MOORING SYSTEMS 5.3.1 General 5.3.1.1 This sub section applies for design and verification of mooring of vessel or barges alongside quays, or for mooring systems combining long and short lines. 4 5.3.1.2, For verification of offshore and inshore sation mooring esas ery lo Pc . h7. $.3.1,3 For mooring of GBS structures reference is ‘made to Veritas Marine Operations, Guidelines No:: 1.1 “Mooring sd Townge of Gravity Base Sirctita", ‘November 1989. 5.3.1.4. For certification of offshore mooring wire and chain reference is made to DNV Certification Note 2.5... “Certification of Offhore Mooring Steet ‘Wire Rope” and Gostification Nots 2.6,:*Certification of Ofthore ‘Mooring Chain”. 4 5.3.1.5 Mooring lines shall be in good condition. 5.3.2 ULS conditions $.3.2.1. All relevant combinations of characteristic loads and directions should be evaluated in the ULS case. i 5.3.2.2. Characteristic mooring line loads should be calculated with characteristic loads according (9 Ps. Ch.3. See.2 and See.3. $.3.2.3' Design load and load casts shold be defined according to Pt.1 Ch.4. Guidince Note Effect of pretension and extemal lads, €¢. rom pullpush systems, thay be categorized as Ive loads. §,3.2.4. Tension in anchors and mooring lines should be calculated based on the design loads, vessel response, caractriste line and fender sifaes, and the local path of displacement. 5.3.2.5 A dynamic analysis of the system behaviour is prefertble. “A quasistatic analyses may'be aéceptable ‘upon consideration of natural frequencies ofthe system and its individual components. 5.3.2.6. Special considerations sball be tnade to thie Load distribution in mooring lines for systems with several short lines arranged in an undetermined pattern. ‘Der Noeske VERITAS @ gRules for Marine Operations Pi.1 Ch.2 Planning of Operations ‘Guidance Note Quasistatic analysis mpl that wind, currant, and mean wave eit forces are considered as sate frces. Forces resulting from wave induced motions ae then added tothe static forces, “The silfness characteristics shouldbe determined from recognised theory. ‘The moored structure wiltake an equilsium postion at which the Festoring force from the mooring system equals the sum of static forces. The aistence from this postion to @ postion corresponding to Zero envircrmental forces is caled the mean quasistatic clisplacement. Dus te the wave induced forces, tye structure will ‘osciate around tha equllrium poston, ‘The total quasistatic displacement is assumed fo be the sum ofthe ‘mean quasistatic displacement and the oscistry ampityde: Baat = Bran + Bein ITrelevart, local dynamics of indvicual mooring ines should be included. ‘The line may be excted bythe time vaying motions atte "upper end (found from the dynamic system anaQysis) anc by wave ‘and current induced vortex shedding 5.3.3. PLS conditions 5.3.3.1. The mooring system shall be verified for a PLS case. The PLS case should be defined as « conditions with any one line broken. Dynamic effecis/transient motion and clearances shall be considered for the PLS 5.3.3.2 Loading conditions c and d, see Pt. Ch.4 Table 3.2, should be investigated. 5.3.3.3. Upon failure of one mooring line the remaining system should be able to resist expected loads and isplacements untill repaired. Guidance Note Verficaton of@ PLS may be omitted if tugs are stand by at the ‘mocring site, end the system allow the tugs to prod sufficient trust at posiione and in directions necessary ta replace any one ne, 5.3.4 FLS conditions 5.3.4.1. For permanent mooring systems of long design life and with serious failure consequences, fatigue data should be established for the relevant environment and a fatigue investigation carried out, The investigation should be based on the load history of the equipment. 5.3.4.2 For chain cable and steel wire ropes fatigue dats should be based on statements from manufacturers and available research results. ‘Guidance Note For synthetic fibre ropes speci fatigue calculations are normally ‘ot required. A condition fr this thet the various cemponents wil be replaced at certan intervals. & program for euch replacernen ‘should be prepared in each separsie case. Besides ordinary {etigue, the effect of weer, ageing, temperatureise de to cyeic leading, long-tarm creep end othe possible effets shouldbe taken Inte account when deckting replacement Inteals. January 1996 Page 21 of 23, 5.3.5. Mooring line strength 5.3.5.1 The mooring line design capacity may be found by dividing the characteristic strength by the appropriate material factor, see 5.3.5.4 and 5.3.5.6, 5.3.5.2 The characteristic strength of mooring lines may be assumed to be the minimum breaking strength specified by the fabricator. 5.3.8.3 Reductions in line capacity due to bending shall be considered, see also Pr.2 Ch.5 Sec. 3.1. 5.3.5.4 The material factors for certified stool wire ropes and chains are normally taken as: Ye = 1S for ULS e213 for PLS Guidance Note "Mocring arrangements wth planned durations lees than 30 days ‘and arranged with new certified wire ropes may be veried with = Feducad material factor, 7a= 135 (ULS). Guidance Note We ropes without a certified MBL may be acceptable for mocring purposes. Design calculations for these systems shall be based on {he fabricators specified MBL and a materia factor: m2 1.65 (ULS), 5.3.5.5. If mooring lines are arranged with wire clamps these shall be installed, and regularly inspected, according to fabricators instructions and procedure. ‘Guidance Note ‘Special considerations shall be made fo the required numberof ‘lamps and possible tensioning andlor contol procedure, 5.3.5.6 Material factors for synthetic ropes should be taken as: 35 for ULS 3.0 for PLS Ya 5.3.5.7 Special attention shall be made to the possibilities of chafing if synthetic fiber ropes are used. shall be designed so that failures, due to overloading will not result in damage to the main structure. 5.3.6.2 Submerged mooring brackets shall be design in such a way that they will not cause openings to sea in case of excessive loading of the bracket, ‘Der Norske VERITASJanuary. 1996 Page 22 of 23 5.3.6.3. Design loads for mooring details should be taken as the characteristic mooring line load multiplied with load factors;’see Pt. Ch.4. 5.3.6.4 Strength verification of mooring line ‘connections shall comply with requirements in Pr.1 (Ch.4eThe characteristic strength shall be documented: either by calculations or certificates. Strength reduction due'to corrosion ad wear shall be considered. ‘Guidance Note ‘Special considerations shal be given to condton of barge boards ‘okie han 10 years. §.3.6.5. Onshore bollards without a certificate from a recognised Certifying Body should be tested before use to 1.25 times the characteristic line load. 7 5.3.7 Anchors 5.3:7.1 The conditions of the seabed should be taken into account in the selection of the anchor type. 5,3:7.2 Charactetistig anchor forces should be ctermined in accordance with 5.3.2 or 5.3.3. 5.3.7.3. The characteristic holding capacity of anchors should be taken as the conservatively assessed mean. ‘value based on information from tests-or theoretical calculations, The values used should apply to the actual conditions of the seabed in quest 8.3.7.4 ‘Th anchor saterialsoefsien holing, ‘capacity coefficient) is normally taken as: mw a1S for ULS e213 for PLS 5.3.7.5. For anchors not designed to carry vertical loads ‘the length of anchor line should be such that no vertical force will océur in atiy loading condition. 5.3.7.6. Direct-embedmeat anchors of deep penetration and high holding power/weight ratio may be used provided the suitability of the anchors is documented in. advance. Alternatively pile anchors may be used. 5.3.7.7 Anchors shall normally be tested to 1.25 timés the characteristic mooring line load.. The anchors shall be tested for at least 15 mimutes. Rules for Marine Operations Pt. Ch.2 Planning of Operations 5.4 GUIDING AND POSITIONING SYSTEMS. 5.4.1 General 5.4.1.4 This sib section applies for design and ‘eificton of guiding and positioning ystems tobe used for marine Operations. ~~ $ 5.44.2. Guides and bumpers shall have sufficient. strength and ductility to resist impact and guiding loads ‘during positioning without causing operational problems (e.g. excessive positioning tolerances), and without” overloading members of the supporting structure. Plastic deformation of guides due to impact loads maybe % allowed.” After contact between bumpers and guides they should, in a deformed shape, be able to resist loads due to the environmental conditions during operation, and ‘operational loads from tugger lines, mooring Lines ec. Guidance Note ‘fact ness than 13 beeen design oad of supporting, ‘Sele are guistbuper strength recommenced Guidance Note Guidng ees ae fen degre wit primary an secondary ‘System The prota system fsnormely ested © abso possible mpac ney. and prove gun oro the seconday Shae. Te secedeysyteo enorme design to enue ‘ccunleandcontoled preening of the ojo 9 5.4.1.3. Guides and bumpers shall after an impact provide a positive clearance towards neighbouting and ‘supporting structure, and maintain their functionality, The posibility and consequenoes of multiple impacts shall be considered. 5.4.2" Characteristic loads ae 5.4.2.1 Characteristic impact loads for bumpers should be based on impact and deformation energy considerations. Bucs 5.4.2.2 Realisti¢ impact velocities, impact positions and deformation patters shall be assumed. ~ 3 5.4.2.3 Design loads and load cases for the impact * phase may, assuming realistic maximum impact: -° ‘elite, be established according to requirements for PLSease. é 5.424 Crass loads fo the ing sod positioning phase shall be based on eavironmental conditions during operation, in addition to operational loads front tuggertines, mooring lines ete. ‘Combination of horizontal and vertical loads during guiding shall be considered in the design load eases...Realistc friction cooficieats shall be used. Der Noaske Vinrras:Rules for Marine Operations Pt.1 Ch.2 Planning of Operations 5.4.2.5 Design loads and load cases for the guiding and positioning phase may be established according to requirements for an ULS case. 5.4.2.6 Characteristic loads for positioning lines (tugger lines, mooring lines etc.) and attachments (padeyes, brackets etc.) shall be the expected maximum, line tension. Possibte dynamic effects shall be considered. 5.4.3 Design strength 5.4.3.1. Structural strength of guiding and positioning systems shall be verified according to Pr.1 Ch.4. 5.4.3.2 Positioning padeyes should be design to behave in a ductile manner in case of overloading. 5.4.3.3. For submerged brackets or padeyes the requirements in 5.3.6.2 apply. January 1996 Page 23 of 23 [DET NORSKE VERITAS