OTC 6948
Monitoring Offshore Lift Dynamics
Rene Wouts and Ton Coppens, HeereMac, and H.J.J. Van den Boom, MARIN
Copyright 1992, Offshore Technoiwy Conferenor
This P v r was presented at the 24th Annual On: in Houston, Texas, May 4-7, 1m2.
This paper was selected for presentation by the OTC Program Commlttee tollowlng revlew of information contained In an &tract submined by the author(s), Contents of the paper,
as presented, have not been revlswed by the Offshore Technology Conference and are subject to correction by the author(s). The material, as presented, doer not necessarily reflect
any posltlonof the Offshore Technolcgy Conferenm or its offlcors. Permissionto copy Is restflcted to an abstract of not more than 300 words. Illustrationsmay not be copled, The abstract
should contain conspicuous acknowledgment of where ahd by whom the paper Is presented.
This paper illustrates the swcance of lift dynamic aspects
observed during two major offshoreheavy lift operations performed
in 1991. Extensive offshore measurements provided further
knowledge related to the dynamic behaviour of heavy lift systems
offshore. The wntriiution of lift dynamics to the overall response
in the medium frequency range was found to be of similar
magnitude as the response in the wave frequency range. Initial
correlation studies with wmputer models show that this aspect was
underestimated by the analyses.
The large semi submersible crane vessels (SSCVs), currently active
on the heavy lift market, have been specifically designed and
equipped to perform very heavy lift operations at sea, wen in rather
severe environmental conditions. The lift records of the SSCVs show
clearly the trend of increasing lift weight versus time [1,2]. This fact
is not surprising as the market takes full advantage of the available
Wing capacity. Simultaneously with the lift weight, the dimensions
of the lifted structures have also increased swcantly, resulting in
minimal clearances between the load and the crane vessel.
For loads which are relatively light when compared with the
displacement of the crane vessel, the wave induced motion
behaviour of the SSCV is almost independent of the motion
behaviour of the load suspended from the cranes. Furthermore, the
relative motions of the load with respect to the crane vessel, thus
also the clearance, may be controlled to some extent by means of
control lines operated from tug winches. For relatively heavy loads,
References and illustrations at end of paper.
howater, the wave induced motion behaviour of the SSCV can be
strongly affected by the motion behaviour of the load, and viceversa
[2,3]. The dynamic motion behaviour of both the crane vessel and
the load, as well as of a cargo barge in case it is involved in the
lifting operations, are in fact coupled. The crane vessel, the load and
the cargo barge together form one integrated dynamic system,
Considering the phenomenon described above, it becomes evident
that lift dynamics play an important role in the feasibility and
workability of a lift operation involving a relatively heavy load.
Workability restrictions related to motions of the crane vessel and
the load are therefore dependent upon the effects of lift dynamics.
Furthermore, the clearance between load and crane vessef or the
tension variation in the hoisting wires or the slings, can become
limiting factors of a lift operation also due to the phenomenon lift
dynamics. Maintaining the minimal clearance between crane vessel
and lifted load throughout the lift operation has become of vital
importance with respect to the overall safety.
In 1985, The Netherlands, Shell Internationale Petroleum
Maatschappij (SIPM), The Hague, and the Maritime Research
Institute Netherlands (MARIN), Wageningen, commenced research
work with respect to lift dynamics, which was focused on the
development of a lit simulation computer program (LIFSIM} able
to calculate the dynamic motion behaviour of crane vessel, load and
cargo barge during the lift operation [4,5,6]. Extensive model tests
in MARIETs seakeeping basins were canied out, additionally
sponsored by Heerema Engineering Sentice BV, Leiden, for
verification and validation of the LIFSIM program. In subsequent
joint industry projects referred to as "Lift Analysis Study f (US-
I)" and "Lift Analysis Study TI (M-W,the results of different
computer models were mutually compared and verified against the
2 MONITORING OFFSWORE LIFT DYNAMICS
results of model tests. The model test series comprised dual crane
installations of a heavy topside and a large North Sea liftable jacket.
Particular assumptions and simpmcations are, however, inherent to
both computer models and model tests. The results of offshore
measurements obtained during actual heavy lift operations provide
data for ultimate validation and verification work. The offshore
measurement program performed by MARIN and HeereMac v.0.f.
(a joint venture of Heerema and McDerrnott) comprisingtwo heavy
lift operations is desmied in this paper. The offshore measurement
program is referred to as MOL91 which stands for Monitoring
Offshore W t s in 1991.
Two major characteristicdual crane lift operationswere selected for
the MOL91 project:
- A liftable jacket for Gannet of about 8500 t (Figure l), which
was installed for Shell Expro in June 1991.
- A Production and Utility Deck (PUD)for Piper B of about
10800 t (Figure 2), which was installed for Elf Enterprise
Caledonia (EEC) in December 1991.
The Gannet field is located in the central part of the North Sea and
the Piper field in the northern part.
su'J3Y CONSIDERATIONS
It is indispensable for all parties involved and for the installation
contractor in particular that heavy lift operations are performed with
an acceptable level of overall safety. This implies extensive and
thorough job preparatory work, especially for very heavy and/or
complex lift operations. The job preparatory work should obviously
comprise, but is certainly not limited to, aspects related to lift
dynanucs.
The key-persons on board the crane vessel who are responsible for
decision making whether or not to commence a lift operation, rely
on experience, skitls, in-situ environmental conditions and the
information achieved in the job preparatory phase of the project.
Data related to lift dynamics should be practical and should indicate
whether significant dynainic response characteristicsbecome evident
in progress of a lift operation when compared with the initial
condition of free floating crane vessel and cargo barge. In other
words, the data related to lift dynamics should ensure that the key-
persons are not taken by surprise in progress of the lift operation
due to resonant motions of, for instance, the suspended load.
It is for these reasons that emphasis has been placed on the
reliability and completeness of the advisory data presented to the
offshore key-persons. Offshore measurement programs have been
initiated and performed to further increase the understanding of
the phenomenon lift dynamics with all associated pertinent aspects.
The present offshore monitoring program (MOL91) basically forms
part of this development.
OTC 6948
SCOPE OF OFFSHORe MEASUREMENT PROGRAM
A heavy lift operation is basically a three body system, comprising
the crane vessel, the load to be lifted and the cargo barge. Both
crane vessel and cargo barge respond to waves, current and wind.
Although the cargo barge may be shielded by the crane vessel, or
vice versa, hydrodynamic coupling between the two-bodies is
normally small when compared to the mechanical coupling f7,8].
The heavy lift system is not only subjected to environmental loads
but also to the lift operation itself. Hoisting actions, ballastkg
procedures, mooring and Dynamic Positioning @P) operations
introduce motions in the system. For practical reasons three major
ranges of periods in the response are distinguished. Since the
mechanically coupled system contains a large number of natural
periods, each frequency range is of particular interest:
- High frequency response (2 to 12 S) which covers the wave
spectrum.
- Medium frequency response (12 to 30 S) which covers the
resonant response of SSCVs exposed to long period swells and
second order wave effects.
- Low frequency response (30 to 200 S) which covers mainly the
horizontal motions excited by wave drift forces and wind gusts,
and responses due to operations on board the crane vessel,
The crane vessel, the load and the cargo barge were instntmented
to monitor the motion behaviour of the three bodies in all six
degrees of freedom. Further instrumentationwas applied to monitor
the tensions in the slings of the hoisting arrangement. The tenszons
in the hoisting wires were recorded by means of the built-in load
sensors of the cranes. For both lift operations, wave rider buoys
were deployed to measure the encountered wave condition.
Furthermore, video recordings were made to obtain a visual aid on
the global dynamic motion behaviour of the lift system and to
monitor the clearances between the load and the crane vessel as
well as the clearances and contact behaviour between the load and
the cargo barge during the lift-off phase, and between the load and
the jacket structure during the set-down stage of the deck
installation.
The liftable jacket was lifted from the cargo barge, lowered in the
water, upended and set on the seabed. The followkg lifting stages,
listed in chronological sequence and shown in Figure 3, were
recognized and were of importance for further analysis:
- Free floating SSCV without pretension in rigging arrangement.
- Pretension of rigging arrangement.
- Lift-off jacket from cargo barge.
- Jacket horizontally suspended from the cranes bendufum
condition).
- Lowering of jacket into the water.
- Upending of jacket to vertical orientation.
- Positioning of jacket above its location.
- Docking of jacket on seabed.
- Jacket in final position with tension in rigging arrangement.
The deck structure was lifted from a cargo barge and set onto the
OTC 6948 WOUTS, COPPENS, Van den BOOM
platformjacket. The following lifting stages, shown in Figure 4, were
of importance for further analysis:
- Free floating SSCV without pretension in rigging arrangement.
- Pretension of rigging arrangement.
- Lift-off module from cargo barge.
- Module suspended from the cranes (pendulum condition).
- Set-down of module on jacket.
- Module on jacket with tension in rigsing arrangement.
DATA ACQUISZTON AND PROCE!SING
The monitoring program on board DB102 was aimed at the
assessment of the dynamic behaviour of the heavy lift system due to
waves and operational activities such as hoisting, ballasting and
moving in the anchoring system. To measure the dynamic behaviour
in each of the defined frequency ranges special purpose sensors,
data acquisition and storage, as well as analysis procedures, have
been adopted.
Measurement equipment
Motions of the SSCV were measured by means of six linear servo
accelerometers distniuted over the vessel. This set-up enabled an
accurate measurement of accelerations in all modes of motion over
the required frequency ranges. Similar sets were used to measure
the motions of the cargo barge (Gannet) and deck (Piper). The
liftable jacket and the transportation barge used at Piper were
instrumented with a compact sensor box containing three linear
accelerometers and three solid state angular rate sensors. The
compact sensor box containing vulnerable sensors was adapted to
offshore use and could be installed easily. All signals were
transferred to the measurement centre in the port crane tub by
means of cables. The analogue accelerations and angular velocities
were fed into a compact measurement computer, low pass filtered
to prevent aliasing, and then converted into digital format at a
sample rate of 5 Hz.The digital signals were stored on hard disk.
As no in-line components in the slings themselves were allowed, the
measurement of the tensions required instrumentation of the sling
attachments on the loads. For this purpose both spreader bars of
the liftable jacket were fitted with strain gauges on both ends. The
deck structure was instrumented similarly at the vertical sling
supports. This instrumentation was camed out at the construction
yards. Tensions in the starboard and port side hoisting wires were
measured by means of the existing load sensors in one of the ends
of the hoisting wires. The signals were taped directly from the
sensors, excluding corrective measures accounting for friction
effects. To be able to identify high frequency components in the
tension signals, these signals were taped on an analogue recorder.
The tension measurements were calibrated during the data post
processing stage by equalling the mean values and the weight of the
load.
The wave elevation during the lifts were recorded continuously by
a Datawell wave rider buoy located some 1000 m approximately
windward of the SSCV. The wave signal and the motion signals
3
were sirnilarily treated. Another wave rider buoy supplied on-line
wave spectra.
Each measurement series started with DB102 motion recordings in
the free floating condition. These runs were made for assessment of
the Response Amplitude Operators (RAOs), both for correlation
and quality control purposes. The actual lift operations (from cargo
barge alongside SSCV to set-down of the loads) lasted
approximately 20 hours for the jacket and 6 hours for the deck
installation. The measurements covered most of this time, with
separate recordings of 1 to 2 hours.
Data pr-
Linear and angular motions were derived from the measured
accelerations and angular velocities by means of integration.
Inevitably this led to "drift" in the derived signals which was
removed by high pass filtering. This implied that low frequency
components had to be derived separately. The gravity acceleration
was present in the measured horizontal accelerationsdue to roll and
pitch. A special procedure was developed to derive the high,
medium and low frequency components of each mode of motion,
The end results of this post processing consisted of the motions of
each body at its centre of gravity or reference location.
Material strains measured in the sling attachments were processed
to derive the sling tensions. For this purpose an approximative
strain-force relation was adopted based on the slenderness
assumption of the attachments. Spectral analysis of the analogue
tensions was carried out prior to sampling the analogue data to
guarantee sufficient sample rate, especially for high frequency
components in the signals.
All defined motion and tension time traces were then plotted and
subjected to statistical analysis. For comparisons with linear
computational lift dynamics, stationarylift stages such aspretension
and pendulum condition were selected to derive spectra and RAOs.
Display, Logging and Simulation @LS) system
The crane vessel DB102 is equipped with a so-called DLS system
The basic aim of this system is to assist the captain and ballast
operators in (1) preparing lift and ballast procedures, (2) taking
adequate ballast actions during actual lift and ballast operations and
(3) controlling the vessel's stability throughout the lift and ballast
operation. Logging of pertinent variables(4) is permanently possible
in both on-line display and simulation mode of operation. The
logging facility of the DLS system has been used for the MOL91
program to monitor the draft, heel and trim of the crane vessel, the
hoisting wire tensions and the ballast and crane operations. This
system has also been used to monitor other heavy lift operations, For
example the installation of Saga's concrete foundation templates for
Snorre field [9].
RESULTS
Encountered wave climate
The waiting period, which had to be adopted prior to the
 MONITORING OFFSHORE LIFT DYNAMICS
commencement of the heavy lift operations, was in the order of a
couple of hours (summer) for the jacket installation at Gannet and
about a month (winter) for the deck installation at Piper. In
wintertime, the Atlantic is exposed more frequently to depressions
generating fast travelling swell waves which &end as far as the
northern part of the North Sea. The long waiting period was due to
these swell waves causing relatively large heave and pitch motions
of the crane vessel.
Throughout the actual lift operations, the encountered wave climate
was moderate. The wave spectra show clearly two distinct
contniutions of swell seas and wind driven seas (Figure 5). The
signZcant wave height (Hs) related to the wind driven seas was
about 1.0 m during the jacket lift operation and about 1.4 m during
the deck installation.The associated peak period (Tp) was about 5.8
s and 5.9 s respectively. The swell characteristics, derived from the
wave spectra, amount to Hs-values of about 0.5 m and 0 3 m and
Tp-values of about 8.4 S and 12. s for the jacket and deck
installation respectively.
Motion behaviour of SSCV
The motion response of the SSCV consists of (1) wave induced
motions, (2) motions at the natural periods of the vessel and (3)
motions induced by crane and ballast actions. The spectra of the
motions clearly show these contributions, see Figure 6 for the roll
response in free floating, pretension, pendulum positioning and
jacket on bottom condition. In the pretension stage, the roll motions
of the SSCV were sign5cantly larger when compared with those
observed during the free floating and pendulum condition.
Motion behaviour of cargo barge
The roll motions of the free floating cargo barge were reduced
wcantly when pretension was applied in the rigging
arrangement. Increasing the pretension level did not further reduce
the barge roll motions.
Motion behaviour of the loads
The observed motions of the loads when fully suspended from the
cranes were very small. The vertical motions of the jacket when
submerged in water were smaller than the vertical motions of the
crane vessel, although the jacket and the crane tips move vertically
in unison. The additional viscous and potential damping of the
submerged jacket in combination with the relatively low hydrostatic
pitch stiffness, characteristic for SSCVs, are expected to implicate
this behaviour.
H o w wire tensions
The spectra of the hoisting wire tensions show contributions in the
high frequency range only. The tension variation was in pretension
condition about 25 % of the final hoisting wire tension, about 6 %
in pendulum condition, and about 15 % when the jacket was placed
on the seabed.
The Dynamic Amplification Factor (DAF) of the hoisting wire
tensions remained below 10 %, typically 5 %, throughout the heavy
lift operations. The DAF-value is defined with respect to the final
hoisting wire tension when the load is fully suspended from the
cranes.
Naturalpaiods
The natural periods of both crane vessel and cargo barge changed
swcantly during progress of the lift operation, For the jacket
installation, the natural roll period of the cranevesselchanged from
about 28 S in free floating condition to about 16 S in pendulum
condition, and about 36 s during positioning of the jacket (Figwe 6).
The natural roll period of the cargo barge changed from about 9.0
s in free floating condition to about 6.2 S in pretension condition.
Behaviour during lift-off
During the lift-off stage of a lift operation, one is generally
concerned about significant vertical impacts between the load and
the moving cargo barge. It was observed that immediately after lift-
off the cargo barge remained stabilised for some time. Because of
this phenomenon, there was suffident time to lift the jacket and the
deck away from the cargo barge, before the cargo barge started
building up wave induced motions. Minor vertical impacts and some
horizontal impacts were observed having only marginal effects on
the hoisting wire tensions. Video recordings showed that the
longitudinal flexiiility of the cargo barge may have a significant
effect on the magnitude of the impact forces between the load and
the cargo barge.
One of the most important aspects of the followed lift and ballast
procedures is to avoid vertical misalignment of the crane tips, load
and cargo barge prior to, during, and directly after lift-off. Any
vertical misalignment results in horizontal motions)S-( of the
load after lift-off. There were no significant horizontal motions of
the loads obselved and measured just after lift-off. Good job
preparation and an experienced and trained crew is, during this
stage, of utmost importance!
The time traces of the hoisting wire tensions did not show a
noticeable overshoot during lift-off (Figure 7). The Dynamic .
Amplification Factor obtained from these observations is
well below 10 % of the final hoisting wire tension.
Setdawn of deck struclure on platform jacket
The set-down of the deck structure on the platform jacket was a
very smooth operation. No impacts were observed between the deck
and the jacket. The motion behaviour of the SSCV changed
significantly when the lifted deck structure was @artly) set on
platform jacket.
Available data
For correlation purposes, results of calculations and model tests
could be used which were generated in previous projects (LAS-I and
US-n). The large North Sea jacket used for the calculations and
model tests was similar to the Gannet jacket. Data comprised time
traces, spectra, transfer functions and statistical quantities.
Furthermore, lift dynamic calculations were carried out during the
OTC 6948 WOUTS, COPPENS, Van den BOOM
preparatory stages of the actual projects.
For selected cases, calculations were carried out after the offshore
measurements using the measured wave spectrum as input.
correlation tecbniquea
Initial correlation work presented in this paper is based on
comparison of motion and tension spectra. Comparison of statistical
quantities was not yet performed, as the recorded data comprised
low, medium and high frequency components. Comparison of
statistical quantities can be done realistically when these quantities
are calculated for each of the defied frequency ranges. The
ultimate comparison of time traces was not performed as, for
instance, the wave direction was not measured.
Behaviour of SSCV in free floating condition
The correlation of pitch motions of DBlM in free floating condition
is presented in Figures 8 and 9. The model test results were
obtained for a theoretical formulation of the (PM) wave spectrum
characterisedby a significant wave height of 1.5 m and a mean zero
upcrossing period of 6.0 S.
SigniF~cant discrepancies were found when comparing the
calculations based on the theoretical formulation of the wave
spectra with the measured data (Figure 8). The differences were
reduced to some extent when using the measured wave spectrum.
In the high (wave) frequency range, a marked conformitywas found
between the calculations and measurements (Figure g), which was
reported by others as well [10]. In the medium frequency range
however, the calculations underestimated the actual response.
Behaviour during lift Operation
The observed motion response of the SSCV (heave, roll and pitch)
was very small throughout the lift operation, determined as well by
the calculations. The variations in the hoisting wires were
siwcantly overestimated by the calculations which were based on
the theoretical formulation of the wave spectrum.
Naturalperiods
The calculated and observed natural periods showed an excellent
correlation. The calculated and observed natural periods of the
SSCV in free floating condition are presented in Table 1. For all
stationarylifting stages throughout the heavy lift operation, resonant
responses appeared at periods close to previously computed natural
periods.
CONCLUSIONS
The instrumentation applied for this offshoremeasurement program
functioned well and the sensitivities of the used sensors were
adequate to monitor the motions of relatively small magnitude.
It was possible to define stationary stages in the lift operation
duringwhich the characteristicsof the system remained more or less
constant. Spectral analyses were performed on the recorded signals
to derive statistical quantities and response spectra. The response
spectra were very helpful in understanding the dynamic behaviour
of the heavy lift system. Furthermore, the response spectra could be
used to compare and correlate these with spectra obtained by means
of lift dynamic calculations and model tests.
The observed wave spectra comprised distinct contniutions of wind
driven seas and swell seas. The motion behaviour of the SSCV and
the suspended load was found to make a large contribution ro the
medium frequency range, outside the wave frequency range, The
significant response at the natural periods of the dynamic system is
expected to originate from wave drift forces, long period swell waves
(Tp > 12 S) and unforeseen aspects of lift dynamics. Tftis
contniution is underestimated by the lift dynamic calculations and
may be due to incomplete modelling of aspects with signip~cant
effects.
Natural periods of free floating crane vessel and cargo barges, as
well as of complex heavy lift systems, can be calculated suffessfully
and show a good correlation when compared with the actual natural
periods.
The hoisting wire tensions show high frequency contributions only.
The effect of swell waves and wave drift forces on the hoisting wire
tensions was found to be marginal. The maximum hoisting wire
tension observed throughout the heavy lift operations remained well
below a margin of 10 % on the static hoisting wire tension. No
wershoot was observed during lift-off of the loads from the cargo
barge.
Although of particular concern during the design and job
preparatory stages of a heavy lift operation, the observed impacts
between the loads and the cargo barges were hardly noticeable and
certainly did not endanger the lift operation at any time. Based on
offshore observations, it is expected that the global flexiiility of the
cargo barge and the load may have a significant effect on the
magnitude of the impact forces.
It is recommended to initiate research on how to account
realistically for combinations of wind driven seas and swell seas in
lift dynamic calculations to be performed in the preparatory phase
of a lift operation.
Enhanced post processing techniques have to be adopted to be able
to correlate realistically the statistical quantities of results of
offshore measurements, model tests and lift dynamic calculations,as
the recorded data comprised low, medium and high frequency
components.
Research should be continued on the phenomenon lift dynamics by
means of extensive correlation studies in which the results of
computer models will be compared with the observed data. If
required, the computer models have to be adjusted and input data
defined differently. Efforts should be focused on the excitation and
motion response in the medium frequency range.
6 MONITORING OFFSHORE LIFT DYNAMICS
It is recommended to adapt the computer modeh accounting for the
flexibility of the cargo barge and the load for lift-off simulations.
Measurements offshore, focused on this topic, may also be valuable
in understanding this phenomenon.
The significance of offshore monitoring programs during heavy lift
operations has been demonstrated and offshore monitoring should
be performed on a permanent basis for major heavy lift operations.
The authors thank the oil companies Shell Expro and Elf Enterprise
Caledonia (EEC) respectively for allowing this offshore monitoring
program, carried out during the installation of their respective
structures.
The assistance and cooperation of the offshore crew on board
DB102 were of vital importance for the success of the offshore
monitoring programs. The offshore crew as well as the project teams
were obliged to perform additional work on top of their already
high workloads. The authors appreciate their attitude and their
contribution to MOL91.
This offshore monitoring program was made possible via a subsidy
granted by the StichtingMaritiem Ondenoek (CMO; Coordination
Maritime Research), Rotterdam.
REFERENCES
1. Michelsen F. and Coppens A., "On the Upgrading of SSCV
Hermod to Increase its Lifting Capacity and the Dynamics of
Heavy Lift Operations",paper OTC 5820, Proceedings 20th OTC
(1988), Houston.
2. Clauss G.F. and Riekert T., "OperationalLimitationsof Offshore
Crane Vessels", paper OTC 6217, Proceedings 22nd OTC (1990),
Houston.
OTC 6948
3. Clauss G., Riekert T. and Coppens A., "Limits for Operations of
Large Crane Vessels", Jahrbuch der SchiMbautechnischen
Gesellschaft (1990), Berlin.
4. Willemstein A.P., van den Boom H.J.J. and van Dijk A.W.,
"Simulation of Offshore Heavy Lift Operations", Proceedings
CADMO Conference (1986), Washington.
S. van den Boom W.J.J., Dekker J.N. and Dallinga R.P., 'Computer
Analysis of Heavy Lift Operations", paper OTC 5819,
Proceedings 20th OTC (1988), Houston.
6. Baar J.J.M., "Developments in the Analysis of Offshore Heavy
Lift Operations", Proceedings 1st ISOPE Conference (1991),
Edinburgh.
7. Baar J.J.M., Pijfers J.G.L. and van Santen JA.,
"Hydromechanically Coupled Motions of a Crane Vessel and a
Transport Barge", paper OTC 6949, Proceedings 24th OTC
(1992), Houston.
8. Tong K.C. and Duncan P.E., 'Modelling the Dynamics of
Offshore Jacket Lifts", Proceedings 1st ISOPE Conference
(1991), Edinburgh.
9. Lange F.C., Hetland S. and Knudsen J.I., "Control and Dynamics
During Lift Installation of the Snorre TLP Concrete Foundation
Templates", paper OTC 6881, Proceedings 24th OTC (1992),
Houston.
10.Standing R.G., Brendling WJ. and Jackson G.E.,"Full-scale
Measured and Predicted Low-frequency Motions of the Semi-
submersible Support Vessel Uncle John", Proceeding 1st ISOPE
Conference (1991), Edinburgh.
Table 1: Natural periods of free floating SSCV at 20 m draft.
heave
pitch 19.6
I. , - . -.

FREE FLOATING STAGE PRETENSION STAGE

LIFT-OFF STAGE SET-DOWN STAGE

Fig. 4: Installation stages of deck

 Free f l o a t i n g ( p r e - l i f t )
--- - Pretension
Piper -- H -
= l 4 m T = 3.7 S
W W

--- Pendulum
--- Gannet
Model t e s t s
HI l : m'
- H:
~ T' = 4.2 r
= 1.5 m: T: = 6.9 s
Positioning
Jacket on bottom

ia l .5
WAVE FREQUENCYIN RADB

Fig. 5: Encountered wave spectra Fig. 6: Spectra of m 1 1 SSCV f o r various stages (Gannet)

I
0
. . . . I
m
. . . . 100, . . . . It0, . . . . two
, . .
3ECONDS

Fig. 7: Hookloads during l i f t - o f f (Gannet)

8;OM H All- WXL33d8