Académique Documents
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0015/ND
www.gl-nobledenton.com
CONCRETE GRAVITY STUCTURES - GUIDELINES FOR APPROVAL OF CONSTRUCTION AND INSTALLATION
PREFACE
This document has been drawn with care to address what are likely to be the main concerns based on the
experience of the GL Noble Denton organisation. This should not, however, be taken to mean that this document
deals comprehensively with all of the concerns which will need to be addressed or even, where a particular matter is
addressed, that this document sets out the definitive view of the organisation for all situations. In using this
document, it should be treated as giving guidelines for sound and prudent practice on which our advice should be
based, but guidelines should be reviewed in each particular case by the responsible person in each project to ensure
that the particular circumstances of that project are addressed in a way which is adequate and appropriate to ensure
that the overall advice given is sound and comprehensive.
Whilst great care and reasonable precaution has been taken in the preparation of this document to ensure that the
content is correct and error free, no responsibility or liability can be accepted by GL Noble Denton for any damage or
loss incurred resulting from the use of the information contained herein.
© 2010 Noble Denton Group Limited, who will allow:
the document to be freely reproduced,
the smallest extract to be a complete page including headers and footers but smaller extracts may be
reproduced in technical reports and papers, provided their origin is clearly referenced.
CONTENTS
SECTION PAGE NO.
1 SUMMARY 5
2 INTRODUCTION 6
3 DEFINITIONS 7
4 THE APPROVAL PROCESS 10
4.1 General 10
4.2 GL Noble Denton Approval 10
4.3 Certificate of Approval 10
4.4 Scope of work leading to an approval 10
4.5 Technical studies 11
4.6 Surveys 12
4.7 Limitation of approval 12
5 HEALTH, SAFETY AND ENVIRONMENT 13
5.1 Introduction 13
5.2 Jurisdiction 13
5.3 Responsibilities 13
5.4 Risk Management 13
5.5 Qualification and Training 14
5.6 Safety Plan 14
5.7 Contingency and Emergency Planning and Procedures 14
5.8 Security and tracking system 14
6 ORGANISATION, PLANNING AND DOCUMENTATION 15
6.1 Introduction 15
6.2 Organisation and communication 15
6.3 Quality assurance and administrative procedures 15
6.4 Technical procedures 15
6.5 Technical documentation 16
6.6 Certification 16
7 WEATHER CRITERIA 17
7.1 Introduction 17
7.2 Metocean criteria 17
7.3 Weather restricted operations 19
7.4 Weather / Metocean forecast 20
8 WEIGHT CONTROL 21
8.1 Introduction 21
8.2 Weight Class 21
8.3 Reserves 21
8.4 Not-to-exceed weight 21
8.5 Weight control audits 21
8.6 Dimensional control 21
9 STRUCTURAL STRENGTH 22
9.1 Loadcases 22
9.2 Reinforced Concrete 22
9.3 Structural Steel 22
9.4 Compressed Air 23
10 MOTION RESPONSES 24
10.1 Purpose 24
10.2 Motion Response determination 24
10.3 Human Limit 24
11 STABILITY AND FREEBOARD 25
11.1 General 25
TABLES
Table 7-1 Return Periods 17
Table 7-2 Value of JONSWAP γ, ratio of Tp:Tz and Tp:T1 for each integer value of K 18
Table 7-3 Seastate Reduction Factor 19
Table 9-1 Load Factors 22
1 SUMMARY
1.1 These guidelines have been developed by GL Noble Denton for the marine aspects of construction,
towages and installation of offshore concrete Gravity Base Structures (GBS) including those used by
the oil and gas and renewable sectors. They are intended to be applicable to structures that are towed
on their own buoyancy, both deeper draft structures, where much of the construction work is carried
out afloat, as well as shallower draft structures where the construction of the Gravity Base Structure
(GBS) can be essentially completed in dry dock. These guidelines do not apply to low freeboard
structures such as tunnel segments, dock gates, breakwater sections, etc. which should meet the
requirements of GL Noble Denton 0030/ND “Guidelines for Marine Transportations”, Ref. [4].
1.2 These Guidelines are intended to lead to an approval by GL Noble Denton.
1.3 This Revision 3 supersedes Revision 2 dated 31 March 2010 and the main changes are described in
Section 2.7.
1.4 There are Sections on:
Definitions
A description of the approval process
Health Safety and Environment
Weather criteria
Weight control
Structural strength
Motion responses
Stability and freeboard
Ballasting and compressed air systems
Tow out from dry dock
Construction and outfitting afloat
Installation
2 INTRODUCTION
2.1 This document summarises the general guidelines developed by GL Noble Denton for application to
the marine aspects of construction, towages and installation of offshore concrete Gravity Base
Structures including those used by the oil and gas and renewable sectors. The guidance is intended to
be applicable to structures that are towed on their own buoyancy, both deeper draft structures, where
much of the construction work is carried out afloat, as well as shallower draft structures where the
construction of the Gravity Base Structure (GBS) can be essentially completed in dry dock. These
guidelines do not apply to low freeboard structures such as tunnel segments, dock gates, breakwater
sections, etc. which should meet the requirements of GL Noble Denton 0030/ND “Guidelines for
Marine Transportations”, Ref. [4].
2.2 As each platform will differ in design, building location and destination, detailed recommendations will
apply to individual cases. However, this document is submitted for general guidance during project
development and it is emphasised that discussions with GL Noble Denton at an early stage would be
desirable.
2.3 These Guidelines are intended to lead to an approval by GL Noble Denton. Such approval does not
imply that compliance with national codes and legislation, or the requirements of other regulatory
bodies, harbour authorities and/or any other parties would be given.
2.4 This document covers specific aspects of the towages of the GBSs and completed platforms that are
additional to the requirements of 0030/ND “Guidelines for Marine Transportations”, Ref. [4]. The
towage of components and integrated decks is also covered by 0030/ND.
2.5 Similarly deck-mating is covered in 0031/ND “Guidelines for Floatover Operations”, Ref. [5] and
moorings in 0032/ND “Guidelines for Moorings, Ref. [6].
2.6 This report refers to, and should be read in conjunction with other GL Noble Denton Guideline
documents, particularly:
a. 0013/ND “Guidelines for Loadouts”, Ref. [1]
b. 0021/ND “Guidelines for the Approval of Towing Vessels”, Ref. [2]
c. 0027/ND “Guidelines for Marine Lifting Operations”, Ref. [3]
d. 0030/ND “Guidelines for Marine Transportations”, Ref. [4]
e. 0031/ND “Guidelines for Floatover Operations” , Ref. [5]
f. 0032/ND “Guidelines for Moorings”, Ref. [6].
2.7 This Revision 3 supersedes Revision 2 dated 31 March 2010. Principal changes include:
the addition of sections on definitions (Section 3), the approval process (Section 4), health,
safety and environment (Section 5), organisation and documentation (Section 6), weight control
(Section 8) and installation (Section 17).
Mooring, deck-mating and towing are now covered in separate guidelines, Ref. [6], Ref. [5] and
Ref. [4] respectively.
2.8 Electronic versions of GL Noble Denton Guidelines are available on www.gl-nobledenton.com. Care
should be taken when referring to any GL Noble Denton Guideline document that the latest revision is
being consulted.
3 DEFINITIONS
3.1 Referenced definitions are underlined.
Term or Acronym Definition
Approval The act, by the designated GL Noble Denton representative, of
issuing a Certificate of Approval.
Barge A non-propelled vessel commonly used to carry cargo or equipment.
(For the purposes of this document, the term barge can be
considered to include vessel or ship where appropriate.)
Benign area An area which is free of tropical revolving storms and travelling
depressions, (but excluding the North Indian Ocean during the
Southwest monsoon season and the South China Sea during the
Northeast monsoon season). The specific extent and seasonal
limitations of a benign area should be agreed with the GL Noble
Denton office concerned.
Certificate of Approval A formal document issued by GL Noble Denton stating that, in its
judgement and opinion, all reasonable checks, preparations and
precautions have been taken to keep risks within acceptable limits,
and an operation may proceed.
Client The company to which GL Noble Denton is contracted to perform
marine warranty or consultancy activities.
Deck mating The act of installing an integrated topsides over a substructure,
generally by floatover and ballasting. Deck mating may take place
inshore or offshore, onto a floating or a previously installed
substructure.
DP Dynamic Positioning.
FMECA Failure Modes Effects and Criticality Analysis
Freeboard The height of the lowest downflooding point above the still water
level.
GBS Gravity Base Structure.
GL Noble Denton Any company within the GL Noble Denton Group including any
associated company which carries out the scope of work and issues
a Certificate of Approval, or provides advice, recommendations or
designs as a consultancy service.
GM Initial metacentric height.
HAZID Hazard Identification Study
HAZOP Hazard and Operability Study
HIRA Hazard Identification Risk Assessment
Insurance Warranty A clause in the insurance policy for a particular venture, requiring the
approval of a marine operation by a specified independent survey
house..
JSA Job Safety Analysis
Loadout The transfer of a major assembly or a module onto a barge, e.g. by
horizontal movement or by lifting.
4.4.2 TOWAGES
a. The towage route and surveys, side and underkeel clearances
b. The design metocean parameters for the towage route and season
c. Motion responses
d. Resulting loads and stresses
e. Stability
f. Systems, including power generation, ballast and compressed air systems
g. Towing resistance and required bollard pull
h. Tug specification
i. Towing connections and arrangements
j. Navigational equipment
k. Marine procedures.
4.4.4 INSTALLATION
a. Details and survey reports of installation location
b. Installation method
c. Loads and stresses during installation
d. Stability
e. GBS ballasting system and limitations
f. Mooring, positioning and handling systems
g. Installation procedures.
4.6 SURVEYS
4.6.1 Surveys and attendances carried out as part of GL Noble Denton's scope of work typically include, as
may be relevant to the particular operation:
a. Pre-flooding survey of the dry-dock, including handling arrangements
b. Tug suitability surveys (see note)
c. Suitability surveys of other major marine equipment used in the marine operations, such as
barges, crane vessels, mooring laying vessels (see note)
d. Attendance prior to and during lift-off in dry-dock
e. Attendance during tow out from dock, to inshore moorings or hand-over location
f. Attendance during connection to inshore moorings
g. Periodic attendances during construction afloat, particularly during any critical ballasting
operations, changes of mooring configuration, critical lifts, etc.
h. Attendance during deep submergence tests
i. Attendance during preparations for, and during, inshore deck-mating
j. Attendance during preparations for towage offshore
k. Attendance during towage, either on the structure if manned, or on the lead tug
l. Attendance during preparations for installation, and during installation operation
m. Attendance during offshore construction activities, including deck mating or module lifting.
Note: For tugs registered in the GL Noble Denton Towing Vessel Approvability Scheme,
Ref. [2], with a valid bollard pull certificate, tug suitability surveys may be carried out immediately prior
to sailaway. Similarly, for other equipment known and generally acceptable to GL Noble Denton
suitability surveys may be carried out immediately prior to the operation, although a review of
documentation may be made in advance. When a vessel is unknown to GL Noble Denton it is
suggested that a preliminary survey be undertaken before committing to the vessel use or charter.
5.2 JURISDICTION
5.2.1 In addition to Approval by GL Noble Denton, construction and marine operations will be subject to
national and international regulations and standards on personnel safety and protection of the
environment. It should also be noted that a marine operation may involve more than one nation’s area
of jurisdiction, and that for barges and vessels the jurisdiction of the flag state will apply.
5.2.2 This document does not specifically cover platform removal, but it should be assumed that the design
must allow technically and economically feasible removal operations, in accordance with international
environmental legislation.
5.3 RESPONSIBILITIES
5.3.1 Normally, the owner of the structure will have the overall responsibility for planning and execution of
the construction and marine operations, and hence also the safety of personnel, facilities and
environment. The owner may delegate the execution and follow-up of these issues to the contractor.
5.3.2 If a part of the marine operations is to be carried out near other facilities or their surroundings, safety
zones shall be defined by the owner.
5.4.2 Each major marine operation should be subject to detailed hazard studies. Those taking part should
include personnel and organisations involved in the design of structures and systems, as well as those
involved in the marine operation.
5.4.3 Each major system, essential to the performance and safety of marine operations, including, for
example, the power generation, ballast and compressed air systems, should be subjected to a rigorous
study. Those taking part should include personnel and organisations involved in the marine
operations, as well as those involved in the design and operation of the system.
5.4.4 A variety of techniques including HAZID, HAZOP, FMECA, HIRA, JSA and Tool Box Talks may be
used as appropriate to monitor and control such hazards and to model their potential effects.
5.4.5 QRA techniques may be used to compute the particular level of risk applicable to any operation, to
compare levels of risk between alternative proposals or between known and novel methods, and to
enable rational choices to be made between alternatives.
5.4.6 Ideally, each of the various studies outlined above should be managed by a competent independent
person familiar with the overall concept, but outside the team carrying out the relevant system or
structure design or operational management.
5.7.2 The procedures should detail alarm signals, reporting, communication, organisation and required
equipment such as escape routes, personnel rescue means and fire fighting equipment.
6.2.3 In each case the responsibilities and duties of each function shall be clearly defined, to minimise
uncertainties and overlapping responsibilities.
6.2.4 During on-going marine operations, the site team should be limited to those persons with defined roles
during the operation. Back-up services, including emergency services, contingency assistance and
technical advisory services shall be identified and appropriately located.
6.2.5 Communication systems, including radio channels, telephone, telefax numbers, e-mail addresses and
out-of-hours numbers shall be identified.
6.2.6 Where personnel changes occur during the course of an operation because of shift changes, these
shall be identified. Every effort should be made to avoid changes of personnel during critical stages of
the operation.
6.2.7 Where transfer of responsibility is involved, times of and procedures for hand-over from one
organisation to another (e.g. from fabrication to marine operations, from on-shore to offshore) shall be
identified.
d. Project criteria
e. Design basis
f. Metocean criteria
g. Calculation procedures
h. Change management.
6.5.3 Procedure documents, intended to be used as an active tool during marine operations should include a
section which clearly shows their references to higher and lower level documents, and should list all
inter-related documents. An organogram format is often helpful.
6.5.4 Essential elements to be included in or referred to by a marine operation document include:
a. Introduction
b. Reference documents
c. Outline execution plan
d. Organogram and lines of command
e. Job-descriptions for key personnel
f. Safety plan
g. Authorities and permits including notification and approval requirements
h. Contractual approvals and hand over
i. Environmental criteria, including design and operational criteria
j. Operational bar chart, showing the anticipated duration of each activity, inter-related activities,
key decision points, hold points
k. Specific step-by-step instructions for each phase of the operation, including sequence, timing,
resources and check lists
l. Reference to related calculations, e.g. environmental loads, moorings, ballast, stability, bollard
pull
m. Contingency and emergency plans
n. Emergency Preparedness Bridging Document.
6.5.5 Documents referred to by a marine operation procedure document should be available and accessible
on board or on site close to the operation for reference by those involved.
6.5.6 The document should define the On-Scene Commander in the event of an emergency situation and
the interfaces between the various parties involved.
6.6 CERTIFICATION
6.6.1 Marine equipment proposed should generally be in possession of valid Certificates, in accordance with
Table 5-2 in 0030/ND, Ref. [4] although some Certificates are not mandatory within inshore waters.
7 WEATHER CRITERIA
7.1 INTRODUCTION
7.1.1 This Section refers to the metocean criteria applicable for marine operations.
7.1.2 It may be impractical and/or uneconomic to design marine operations for extreme conditions.
However, if the operational design levels are set too low the waiting time for acceptable conditions
could be excessive.
7.1.3 A set of limiting metocean criteria should be established dependent on the duration of each discreet
operation, which may be a weather restricted or a weather unrestricted operation as defined in
Section 3. Reference may be made to ISO 19901-1 "Metocean design and operational
considerations", Ref. [7] for weather unrestricted operations. For weather restricted operations see
Sections starting with 7.3.1.
* If conditions have been determined using the joint probability of different parameters, then the 50
year return period should be increased to 100 years.
7.2.2.2 Directionality of the environment should be considered.
7.2.3 WIND
7.2.3.1 The design wind speed shall generally be the 1 minute mean velocity at a reference height of 10m
above sea level. A longer or shorter averaging period may be used for design depending upon the
nature of the operation, the structure involved and the response characteristics of the structure to wind.
7.2.3.2 The relationship between wind velocity at the reference and actual elevations above sea level and
between different averaging periods can be found in ISO 19901-1 "Metocean design and operational
considerations", Ref. [7].
7.2.4 WAVES
7.2.4.1 The maximum design wave shall be the most probable highest individual wave in the design seastate,
assuming an exposure of 3 hours. The determination of the height, period and crest elevation of the
maximum wave should be determined from an appropriate higher-order wave theory and account for
shallow water effects.
7.2.4.2 Seastates shall include all relevant spectra up to and including the design storm seastate for the
construction site or towage route. Long-crested seas shall be considered unless there is a justifiable
basis for using short-crested seas. Consideration should be given to the choice of spectrum.
7.2.4.3 In the simplest method the peak period (Tp) for all seastates considered, should be varied as:
(13.Hsig) < Tp < (30.Hsig)
where Hsig is in metres, Tp in seconds. The effects of swell should also be considered if not already
covered in this peak period range.
However, this method incorrectly assumes that all periods are equally probable. As a result this
method should generally produce higher design accelerations than would be the case when using the
more robust Hsig-Tp method described in the following section.
7.2.4.4 In the alternative method, a contour is constructed within the Hsig-Tp plane that identifies equally
probable combinations of Hsig & Tp for the design return period subject to theoretical constraints on
wave breaking. This contour should also cover swell. The combinations should be tested in motion
response calculations to identify the worst case response.
7.2.4.5 The relationship between the peak period Tp and the zero-up crossing period Tz is dependent on the
spectrum. For a mean JONSWAP spectrum (γ=3.3) Tp/Tz = 1.286; for a Pierson-Moskowitz spectrum
(γ=1) Tp/Tz = 1.41.
7.2.4.6 The following Table 7-2 indicates how the characteristics of the JONSWAP wave energy spectrum
vary over the range of recommended seastates. The constant, K, varies from 13 to 30 as shown in the
equation in Section 7.2.4.3 above. T1 is the mean period (also known as Tm).
Table 7-2 Value of JONSWAP γ, ratio of Tp:Tz and Tp:T1 for each integer value of K
Constant K Γ Tp/Tz Tp/T1 Constant K γ Tp/Tz Tp/T1
13 5.0 1.24 1.17 22 1.4 1.37 1.27
14 4.3 1.26 1.18 23 1.3 1.39 1.28
15 3.7 1.27 1.19 24 1.1 1.40 1.29
16 3.2 1.29 1.20 25 1.0 1.40 1.29
17 2.7 1.31 1.21 26 1.0 1.40 1.29
18 2.4 1.32 1.23 27 1.0 1.40 1.29
19 2.1 1.34 1.24 28 1.0 1.40 1.29
20 1.8 1.35 1.25 29 1.0 1.40 1.29
21 1.6 1.36 1.26 30 1.0 1.40 1.29
7.2.4.7 For operations involving phases sensitive to extreme sea states, such as temporary on-bottom stability
or green water assessment, the maximum wave height and associated period should be used.
7.2.4.8 For precise operations sensitive to small fluctuations of the sea level even under calm sea state
conditions, the occurrence of long period, small amplitude swell on the site should be checked.
7.2.4.9 Attention should also be paid to particular site conditions prone to current acting against the waves
which could amplify the steepness of the sea state.
7.2.5 CURRENT
7.2.5.1 The design current shall be the rate at mean spring tides, taking account of variations with depth and
increases caused by the design storm and storm surge.
7.2.5.2 Currents may be divided into two different categories:
a. Tidal currents
b. Residual currents that remain when the tidal component is removed, including river outflows,
surge, wind drift, loop and eddy currents.
7.2.5.3 Tidal currents may be predicted reliably, subject to long term measurement (at least one complete
lunar cycle at the same season of the year as the actual planned operation). Residual currents may
only be reliably predicted or forecast using sophisticated mathematical models.
7.2.6 OTHER PARAMETERS
7.2.6.1 Other factors including the following may be critical to the design or operations and should be
addressed:
a. Water level including tide and surge
b. Sea icing, icing on superstructure
c. Exceptionally low temperature
d. Large temperature differences
e. Water density and salinity
f. Bad visibility.
7.3.4.2 Generally the forecast window duration should be in excess of the required window duration including
contingencies.
7.3.5 POINT OF NO RETURN (PNR)
7.3.5.1 Weather restricted operations may be divided into sequences where the operation may be aborted and
brought to a safe condition within the remainder of the existing weather window.
7.3.5.2 The Point of No Return (PNR) should be defined as the last point in time, or a geographical point along
a route, at which an operation could be aborted or returned to a safe condition.
7.3.5.3 For the critical operation period between any PNR and the structure reaching a safe condition, the
reliability of the weather window is crucial.
7.4.2.2 Other conditions like current, tide and surge may be relevant to certain operations. Such conditions
may need real time measurement as well as regular forecasting before and during operations.
Attention should be paid to local current phenomenon, for instance:
a. Loop-eddy currents in the Gulf of Mexico (unlikely to be relevant to GBSs)
b. Soliton currents in the South China Sea.
8 WEIGHT CONTROL
8.1 INTRODUCTION
8.1.1 This Section describes the procedures for weight control which should be in operation throughout
construction and outfitting.
8.1.2 Weight control shall be performed by means of a well-defined, documented system, complying with the
ISO International Standard ISO 19901-5 – Petroleum and Natural Gas Industries – Specific
requirements for offshore structures – Part 5: Weight control during engineering and construction,
Ref. [8].
8.3 RESERVES
8.3.1 For calculation purposes conservative values of weight and CoG should be used. It should be noted
that some calculation results, e.g. transportation motions, may be more conservative with a lower value
of weight and lower CoG.
8.3.2 Where an operation is likely to be CoG sensitive, the extremes of the CoG envelope shall be
considered in calculations.
8.3.3 An adequate reserve shall be added to the 50/50 weight estimate, as defined in Ref. [8] to suit each
particular operation and the weight and CoG sensitivity and the maturity of the project design. In
general, the reserve applied to the final 50/50 weight estimate should be not less than 5%.
8.3.4 Where structures or components are weighed, a reserve of not less than 3% should be applied to the
final weighed weight, unless it can be demonstrated that the weighing method and equipment have an
overall accuracy better than this figure.
9 STRUCTURAL STRENGTH
9.1 LOADCASES
9.1.1 Loadcases shall be derived by the addition of fluctuating loads resulting from wind, wind heel, wave
action and the effect of towline pull or mooring loads to the static forces resulting from gravity and
hydrostatic loads. Accidental loadings shall also be considered. Specific loadcases shall be agreed
with GL Noble Denton. Adequate global and local strength shall be documented.
9.1.2 The unit shall be able to withstand a static heel angle of 10 degrees. If it has damage stability the unit
shall also be able to withstand the static and dynamic loads caused by the flooding of any one
compartment in a 25 metres/second wind and associated waves. These would be regarded as
extreme (ultimate limit state) conditions.
9.1.3 Hydrostatic loads on the substructure at the deepest draft during deck-mating can be the governing
loadcase. It shall be demonstrated that a thorough independent check of the calculations covering this
loadcase has been carried out, and that the design and reinforcement details assumed in the
calculations concur with the as-built condition.
9.1.4 Any limitations on the maximum allowable duration of deep immersion, in relation to the structural
stability of the unit, should be established and the procedures planned accordingly.
9.3.3 Any load case may be treated as a normal serviceability limit state (SLS) / Normal operating case.
9.3.4 The infrequent load cases, generally limited to survival and damaged cases, may be treated as
ultimate limit state (ULS) / Survival storm cases. This does not apply to:
Steelwork subject to deterioration and/or limited initial NDT unless the condition of the entire
loadpath has been verified, for example the underdeck members of a barge or vessel.
Steelwork subject to NDT prior to elapse of the recommended cooling and waiting time as
defined by the Welding Procedure Specification (WPS) and NDT procedures. In cases where
this cannot be avoided by means of a suitable WPS, it may be necessary to increase the
strength or impose a reduction on the design/permissible seastate.
10 MOTION RESPONSES
10.1 PURPOSE
10.1.1 The behaviour of the unit shall be determined by means of theoretical calculations and/or model
testing, in order to determine the response to the design environmental loadings for construction,
towage and installation, as appropriate. In particular, the responses should be determined, or shown
to be negligible, for the following conditions:
a. Departure from building basin, and towage to floating construction site
b. All stages of construction afloat
c. Deck mating operations
d. Towage to offshore site, at all likely towage drafts
e. Installation at final location
f. Any condition where the motions may be critical to loss of freeboard, stability, position keeping
or other considerations.
11.1.6 The number of openings in buoyant elements adjacent to the sea shall be kept to a minimum. Where
penetrations are necessary for access, piping, ventilation, electrical connections, etc. arrangements
shall be made to maintain watertight integrity. During construction phases, particular attention should
be paid to openings near the waterline, which will vary as construction proceeds.
11.1.7 Damage stability requirements shall be evaluated considering the operation procedure, environmental
loads and responses, the duration of the operation and the consequences of possible damage.
Compartments that may be subject to flooding or partial flooding include:
a. Compartments adjacent to the sea
b. Compartments inside the structure, crossed by seawater filled pipes
c. Skirt compartments containing compressed air.
11.1.8 Special attention should be paid to flooding which may be caused by:
a. Impact loads from vessels
b. Damage to structure or pipework from dropped objects
c. Mechanical system failure
d. Human error.
11.1.9 The consequences of water ballast escaping from any compartments above the waterline, or the
escape of air from any air cushion shall be evaluated where applicable.
11.1.10 Flooding as a result of vessel impact is assumed to occur in a zone bounded by two horizontal planes
normally positioned 5 metres above and 8 metres below the waterline. These levels should be
reviewed if deep draft vessels are likely to be operating nearby.
11.1.11 For operations where the structure cannot meet damage stability criteria, measures shall be taken to
minimise the risk, by:
a. Limiting the exposure period
b. Providing additional local structural strength
c. Providing additional protection, such as fendering
d. Minimising vessel movements near the structure
e. Dedicated procedures and experienced personnel.
11.1.12 A risk assessment shall be carried out for operations where at any stage stability or reserve buoyancy
is critical, or where damage stability cannot be obtained. The results of the risk assessment shall be
agreed with GL Noble Denton. The duration of the critical condition should be minimised.
Requirements for back-up or protection systems, or special procedures should be assessed.
11.2.4 A sensitivity analysis of the parameters affecting the test results should be performed.
11.2.5 Procedures for the test should be developed considering:
a. The inclining angle should be sufficient to obtain an adequate degree of accuracy
b. The inclining angles should be measured by at least 2 independent devices
c. The preferred method of inclining is by shifting weights, without changing displacement
d. The preferred draught is such that the stability is minimum and the waterline intersects the
structure in a vertical wall-sided area
e. A detailed assessment of the state of construction and amount of temporary equipment and
materials is essential. No construction activities or shifting of any construction equipment shall
be allowed during the test
f. The effects of external forces due to winds, waves, currents, moorings, tugs etc shall be
monitored. Maximum allowable wind and current speeds shall be determined
g. A statistical assessment of the results should be included in the test report.
11.3.1.2 During towing, the static inclination in still water when subjected to 50% of required towline pull should
not normally exceed 2 degrees. Differential ballasting may be used to reduce the static inclination
resulting from towline pull only by not more than 1 degree.
11.3.1.3 The area under the righting moment curve shall be not less than 140% of the area under the
overturning moment curve. Both curves shall be bounded by the least of:
a. The second intercept of the righting and overturning moment curves
b. The angle of downflooding
c. The angle which would cause any part of the GBS to touch bottom in the minimum water depth
at the construction site or along the towage route. This requirement may be deleted for
installation at the offshore site.
d. The angle at which allowable stresses are reached in any part of the structure, construction
equipment, topsides or topsides attachments, if applicable.
11.3.1.4 The wind used for overturning moment calculations should be the design wind for the operation, as
defined in Section 7.2.3. Short duration operations during construction or towage may be considered
as weather-restricted operations, provided the structure can achieve or be returned to a safe condition,
within the operational reference period.
11.3.2 FREEBOARD
11.3.2.1 For towages and construction afloat, the freeboard as defined in Section 3 shall not be less than the
greater of:
a. 1 metre above the design wave crest height, with allowance for run-up, all around the structure,
under the design storm loading from the most critical direction,
b. 6 metres in the intact condition, if the unit does not have one-compartment damage stability.
i. A risk assessment of flooding shall be carried out, and the results agreed as acceptable by GL
Noble Denton.
11.4.3.3 It is acknowledged that during installation, it might be impractical to provide reinforcement against
collision over the full range of waterlines. Planning and risk assessment shall include a procedure to
return to the reinforced waterline should the installation operation be aborted.
11.4.4 FREEBOARD
11.4.4.1 For offshore towages, after damage, when subject to the design wind for the operation, a freeboard of
not less than 5 metres shall remain above the design wave crest height, with allowance for run-up, all
around the structure, under the design storm loading from the most critical direction.
11.4.5 STRUCTURAL LIMITATIONS
11.4.5.1 The platform shall be demonstrated to meet the requirements of Section 9.1.2.
12.2 REDUNDANCY
12.2.1 The design of the ballasting system shall be such that the failure of any one valve to open or close, or
the fracture of any pipe, will not cause flooding of the unit, or failure to flood when required.
12.2.2 All remotely controlled valves shall be capable of operation by a secondary, preferably manual system.
Any automatic or radio controlled system shall have a manual override system.
12.2.3 The secondary valve operation system may be by ROV, provided that ROV access and a suitable
ROV are available at all stages of the operation.
12.2.4 Sufficient redundancy of pumps, power supplies, cross-over pipework and instrumentation shall be
provided so that essential operations can continue in the event of failure of any one component or
system.
12.3 INLETS
12.3.1 All internal and external inlets shall be adequately protected to prevent damage by entering debris and
cables. All internal compartments must be cleaned of debris before immersion or towage starts.
12.3.2 Except when in use for inlet or discharge, all openings to sea shall be protected by a double barrier.
12.3.3 Any external valves and pipework shall be protected against collision and fouling by towlines, mooring
lines or handling wires.
12.4 PIPEWORK
12.4.1 All essential pipework shall be of permanent-type construction and hydrostatically tested to a minimum
of 1.3 times the design pressure.
12.4.2 Temporary flexible hoses are not generally permitted. Where their use cannot be avoided, for instance
for supply of back-up compressed air from a compressor barge alongside, then a risk assessment shall
be carried out to demonstrate the acceptability of the system and submitted for GL Noble Denton
approval.
12.5 UMBILICALS
12.5.1 If umbilicals are necessary to provide power and/or hydraulic services during any marine operation,
adequate back-up capability shall be provided, and fail-safe systems shall be incorporated into critical
controls.
12.6 INSTRUMENTATION
12.6.1 Adequate instrumentation shall be installed to measure:
a. The water level in all compartments, quantity and percentage
b. Status of all valves
c. Pump status and flow rates
d. Main and emergency power supply status
e. Platform draft, heel and trim
f. Compartment air pressure
g. Compressor status
h. Air cushion pressure
i. Water seal level in skirt compartments
j. Status of access doors and manholes.
13 BUILDING BASIN
13.1 The surrounding walls of the construction basin shall be designed in accordance with accepted civil
and geotechnical engineering practice.
13.2 Where materials are used whose stability characteristics can be affected by a change in pore water
pressure, suitable monitoring devices shall be installed and the retrieved data analysed by competent
geotechnical engineers to ensure continuing stability of the walls throughout the period of the platform
construction.
13.3 Meteorological design criteria for the basin design shall be in accordance with the return periods
specified in Section 7.2.2.
13.4 Consideration shall be given to the design of the basin walls, including but not limited to the following:
a. The integrity of the walls shall remain stable when subjected to:
The highest astronomical tide, plus
Storm surge, plus
Maximum wave crest height, corrected for shoaling if applicable.
b. The walls shall be of adequate height to prevent overtopping, except by spray, in the above
conditions
c. Walls shall be protected against the effects of collision, propeller scour and wave action
d. The effects of ice loading shall be considered when applicable.
13.5 Pumping capacity shall be adequate for maximum seepage, rainfall (including run-off from surrounding
land) and spray overtopping.
15.2.2 Any structural, stability or draft limitations which lead to constraints on construction operations must be
clearly defined, and written into the relevant operational procedures. These may include:
a. Maximum and minimum draft
b. Differential ballast levels in adjacent buoyancy compartments, or any compartment and the sea
c. Weight distribution
d. Structural limitations on heel or trim, which may therefore lead to limitations on draft, stability or
environmental conditions
e. Free surface limitations
f. Phases during which one-compartment damage stability does not exist, and the requirements
given in Section 11.4.2.2 apply.
15.2.3 The age of any time-dependent construction material such as concrete should be taken into account in
the calculations and procedures.
15.3.2 The number of barges moored alongside the platform should be kept to a minimum. Where practical,
any redundant equipment should be removed from the spread.
15.3.3 The mooring and fendering system for each item of the spread should be designed in accordance with
the requirements of 0032/ND, Ref [6]. Where such a design is impractical, then the design and
operational meteorological limits for the moorings should be clearly defined. Procedures should be
developed to close down the function of the affected equipment and remove it to a place of safety,
before the operational limit is reached. Adequate tugs and safe moorings should be available to
perform this operation.
15.3.4 All equipment and material on barges shall be secured to minimise the risk of loss overboard. Any
equipment which, if lost overboard, could cause damage to the structure, shall be identified and
handled so as to minimise the hazard.
15.3.5 All floating equipment moored adjacent to the platform shall possess one-compartment damage
stability. The need for contingency pumping equipment on site should be evaluated.
15.3.6 A hazard identification study and risk assessments should be carried out for the entire spread involved
during the construction and outfitting afloat. The results should be submitted for GL Noble Denton
approval.
16.3 LIFTING
16.3.1 See 0027/ND – Guidelines for Marine Lifting Operations, Ref. [3].
16.4 TOWAGES
16.4.1 See 0030/ND – Guidelines for Marine Transportations, Ref. [4].
17 INSTALLATION
17.1 GENERAL
17.1.1 This section describes the general requirements for the installation of a concrete gravity platform at its
final offshore location. The installation procedures will vary, depending on parameters including:
a. The size and design of the platform
b. Water depth
c. The positioning tolerances required in all 6 degrees of freedom
d. The positioning / station-keeping system proposed
e. Whether the operation involves docking over a template, docking piles or other structures
f. Stability at all stages of immersion
g. Whether a vertical or inclined installation is required
h. Tolerances on differential ballast levels
i. The skirt design, and penetration method
j. Whether under-base grouting is required
k. Whether solid ballast or scour protection is required.
17.2.4 The bottom topography shall be established by swathe bathymetry and checked by single beam echo
sounder, side scan sonar, magnetometer and ROV video. The extent of any required levelling or other
seabed preparation should be decided at the design stage.
17.2.5 The seabed and sub-seabed conditions shall be established by coring, magnetometer, in-situ testing,
lab testing and sub-bottom profiling.
17.2.6 Current surveys should be carried out.
17.3.2 In general, shallow draft platforms will be towed to site with freeboard on the base structure. These
platforms frequently undergo a phase of instability during submergence of the base, and an inclined
installation procedure must be used. Sometimes it will be necessary to touch down on one edge to
achieve stability. In the event of an inclined installation the following shall be considered:
a. All machinery, systems and personnel, if aboard, must be able to work efficiently in the inclined
condition
b. Monitoring of ballast levels, and allowable differential levels
c. Structural capacity of the skirt at touch down, and possible impact loads imposed
d. Skirt touch down, if on the final site, may disturb the seabed, and prejudice the final skirt
penetration or base slab bearing
e. If the skirt touch down is on the final site, accurate position control may be difficult in the
inclined condition
f. If skirt touch down is remote from the final site, the deballast capability required by Section 12.1
will be used.
17.3.3 Deep draft structures are normally towed to site floating on the columns, and installed by ballasting
vertically.
REFERENCES