Notas FMA 571195 B-R-1-Boom Adaptation Plan and Lifting Plan Rev6

Revision 5 D:\PC SLB
D\JOBS\_Shell\15 - Job
Date: 8/10/2012 specific itens\Boom and
9:52 AM Boom adaptation plan KGP\571195 B-R-1_Boom
1 of 40 and lifting plan adaptation plan and lifting
plan Rev6.docx
Revision Description Responsible Date

Rev_0 (Draft) Document created Stefano Capponi 16-Nov-2011
[scapponi@slb.com]
Rev_1 Adaptation part design Diogo Piasseski 12-Dec-2011
add to the document [dpiasseski@slb.com]
Rev_2 Lifting plan for boom Diogo Piasseski 02-Jan-2012
installation [dpiasseski@slb.com]
Rev_3 Add pictures and Diogo Piasseski 11-Jan-2012
comments on Starboard [dpiasseski@slb.com]
side
Rev_4 Reviewed with SLB Stefano Capponi 18-Jan-2012
personnel performing [scapponi@slb.com]
installation
Rev_5 Reviewed with SLB Hygu Gomes 30-jan-2012
personnel performing [hgomes@slb.com]
installation after rig visit
Rev_6 Added pictures of rig Diogo Piasseski 10-Aug-2012
up/ prototype test. [dpiasseski@slb.com]
Note: In red items that needs correction/reviewing
Contents
Road map ........................................................................................................................................ 1
Physical dimension check of KGP.................................................................................................... 3
Physical dimensional check of U-boom .......................................................................................... 4
Adaptation part design. .................................................................................................................. 5
Boom arrangement reaction forces;............................................................................................... 7
Fabrication quality control plan .................................................................................................... 13
Comparative Analysis of KGP Jaw. ................................................................................................ 15
Boom rig up vertical arrangement proposal................................................................................. 16
Boom rig up horizontal arrangement ........................................................................................... 17
Boom rig up procedures ............................................................................................................... 19
Road map
The following steps must be taken to adapt Expro kingpost to SLB boom:
1. Physical dimension check of KGP installed offshore
a. SLB received form Shell the drawing of the Kingpost installed KING POST 2402SK-
2402-91
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b. Critical dimension must be checked against drawing:

i. KGP base to install boom
ii. KGPs position with on rig layout
iii. Top pad eyes ID and position with respect to base
iv. Horizontal pad eyes position and pad eyes geometry
v. Position of rear tie bars
2. Physical dimensional check of U-boom
a. Pins and holes at boom foot
b. Turntable
3. Drawing of adaptation plate to fit SLB U boom to Expro KGP
a. Expro KGP plus SLB U-boom drawing has been put in autocad generating drawing
571195 B-1
b. The base will be set so that the two 57mm OD pins are in the same position as
the two pins on the boom foot, this will minimize stress and bending forces
4. Calculation of reaction forces expected on critical nodes of the structure
a. Boom pad eyes
b. KGP top pad eyes
c. KGP base
d. Horizontal pad eyes
5. Design of adaptation plate to fit SLB U boom to Expro KGP, the design will be based on
the reaction forces calculated
a. Through SLB Rapid Response
b. Through an external shop
6. Fabrication of adaptation plate
7. Submittal of KGP type approval, SLB U boom type approval and adaptation plate type
approval to certifying authority thorough client to check the assembly can stand the
expected load.
8. Design of vertical and horizontal slings, this may be required for certifying authority
checks (see above) (drawing 571195 B-2 and 571195 B-3)
In addition to that it must be noted:

I. Weight and position of auxiliary equipment such as Optima gear must be made
available to calculate reaction forces
II. A lift plan for Boom installation must be made available as the STB crane won’t be
able to complete the installation. Boom will be hooked to the KGP on position which
differs from final boom position during operation
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Physical dimension check of KGP
See drawing # 571195 B-1
Figure 1: top view of rig Noble Clyde Boudreaux

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-
Figure 2: crane radius
Physical dimensional check of U-boom
Figure 3: side view of SLB standard boom

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Figure 4: top view of SLB standard boom
Adaptation part design.
Based on the previous information, the survey on the rig was done. A full “in loco”
measurements were taken. It was found a difference up to 10mm from the dimensions stated
on the KGP quality file, see figure 4.
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Figure 5: In dark blue the dimensions measured in loco, cyan is the measures from the quality file, the diference is about
10mm.
Figure 6: Expro KGP “jaw”. The place where the boom will stab in.
After the measurements the next step was to find the load configuration that the Expro KGP
operates. Based on the boom and Kingpost geometry the weight of the boom (circa 11 ton) is
supported by the vertical hanginging slings with an angle of 24deg. This generates the following
reaction forces on the Kingpost:
11
sin 24 =
T
T (total tension on vertical slings) =~26Ton
11
tg 24 =
C
C(total compression on the boom frame) =~24Ton
So, under normal proved working conditions Expro KGP handle approximately this loads C and
T, so it is comfortable to assume that this are proven loads for design reference.
From the Expro drawing “2192-500-30-SS-0100.pdf” it is possible to see the reaction forces
equivalents to C= 45ton (from design conditions).
From ABS document “IRCN00972USA09.pdf” there is a statement of required test loads:
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Figure 7: information from ABS document IRCN00972USA09.pdf
As there is no clear information regarding the operating envelop of the KGP the approach was
to use proven values as references.
To simulate the adaptation piece the first step was to study the reaction forces on the boom
arrangement.
Boom arrangement reaction forces;
Using a specific FEA analysis for boom simulation it was possible to gather the data regarding
the reaction forces created by the SLB boom arrangement under the operating conditions. As
final reaction forces consider the ||F|| as the final vector of reaction forces.
Figure 8: Portside boom reaction forces at 80 knots.

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Figure 9: Starboard side boom reaction forces at 80knots.
Figure 10: FEA of boom rig up arrangement.
From this first batch of analysis the conclusions are:

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Maximum compression on SLB boom frame = 18ton

Approximate work compression force on Expro KGP with Expro Boom = 24ton
Design compression load Expro KGP = 45ton.
Maximum Tension on vertical slings due to SLB boom = 19.3ton

Approximate tension Expro boom with Expro KGP=26ton
Design tension of KGP= “not clear”
So, from the data above is very clear that SLB boom generates lower stress than Expro Boom.
Originally the Expro boom creates a pure compressive force on the KGP “jaw”. The jaw is the
element that links the Kingpost to the boom. An adaptation kit was designed to make sure SLB
boom could fit on Expro boom.The approach adopted was for this adaptation to keep pure
compressive force being transferred from the boom to the jaw. But due to the difference in
design between the Expro and SLB boom there will be a small difference of 7cm between the
center of boom pin and curved shape of jaw, which creates some momentum to the jaw.
For the first analysis the adaptation part was simulated under different conditions, as can be
seen below
Figure 11: proposed design of adaptation piece

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Esfuerzo=32.84N/mm2
Fy=250N/mm2
Esto es A-36 o similar!
Figure 12: FEA considering 18ton compression on the pad eyes. Concentrated on pad eyes only.
Esf.=121 N/mm2
0.6 Fy=150 N/mm2
UC=121/150
UC=0.80
Figure 13: Different boundary condition simulating 18 ton compression on padeyes considering the pins taking the load.
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Esf.=88.07 N/mm2
UC=88/150
UC=0.58
Figure 14: refined analysis, part passed reaching a maximum of 30% of yield stress.
Figure 15: Diferent boundary condition application to confirm the previous simulation.
Esf.=117.4 N/mm2
UC=117.4/150
UC=0.78
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The part itself passed all the analysis by having an maximum of 30% of yield stress of the
chosen material ASTM 113 DH 36. In all scenarios the part has passed bellow 30% of yield
stress.
Figure 16: typical properties of ASTM 113 DH36
Prototype Rig Check
A prototype in 1:1 scale (real size) has been done in wood. So it was possible to have it checked
either in the boom and at the rig, so fabrication adjustments would be possible. In the pictures
was possible to identify that the holes had to be 5mm bigger in the diameter.
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Figure 17: Prototype check at the boom
Figure 18: Prototype check at the rig

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Figure 19: Final dimensional check after rig visit
Fabrication quality control plan
There are two ways to have the adaptation piece validated by certifying authorities:
1-DNV process; it requires to follow all steps with a DNV inspector. From the project, first cut,
material samples collection, welding, weld inspection, and as a final result we can get the Type
approval for the part; it is quite time consuming, as all the steps have to be in sequence. We
can’t change the orders as per convenience to speed up. We still under consult with them to
define a possible time line.
2-ABS process; it mainly reviews the issued paper work. As example, ABS doesn’t need to
witness the weld inspection, as long as you have a proved qualified inspector that has issued
the certification with all the traceability they will stamp the document. The final product is a full
certification from ABS.
ABS procedure was chosen for this adaptation piece.
The following quality controls are being considered for this project (revisions by Certifying
Authority, ABS):
1. project review;
a. structural calculation review.
b. detailed manufacture drawing (issued to fabrication with all welds specified).
2. Material quality control
a. certificates revision (certificates coming from steel supplier).
b. independent material laboratory analysis.
3. Manufacture control
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a. WPS revision (as per AWS d1.1 / ASME IX).

b. Weld inspection review (MPI, Ultrasonic,…).
c. Welders qualification as per AWS d1.1 / ASME IX.
d. Final dimensional check.
4. Final certificate issued by Certifying Authority
Comparative Analysis of KGP Jaw.
The objective of this analysis is to have a qualitative data, based on comparison of two
scenarios, to help understand the physics and forces distribution of the problem. All the model
was based on the quality file information and measures taken during the rig visit. Schlumberger
has no liability on this study as it is not one asset under engineering or fabrication control of
SLB product centers. The purpose is to have a comparative data to guide the design of the
component and to have a complete understanding of the impact of the load in the overall
scenario.
esf.=27.13 N/mm2
UC=27/150
UC=0.18
Figure 20: Jaw under operating conditions with Expro Boom

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Esf.=73.43 N/mm2
UC=73/150
UC=0.49
Figure 21: Effect of new load distribution on Expro Jaw.
Boom rig up vertical arrangement proposal
From ABS document “IRCN00972USA09.pdf” it is stated that the “strut pad eyes” can handle
48988Kg (see Figure 6). So, as each KGP top pad eye can withstand 48ton, the best rig up
option would be to use 2 of them and spread the load in this way. Pulleys will be used to create
even tensions in the boom frame, see drawing “571195 B-1 B-2_SH_SLB_KGP
adaptation_vertical arrangement.pdf”.
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Figure 22: schematic of boom rig up vertical slings.
Boom rig up horizontal arrangement
The maximum load for the horizontal guy lines is very low (below 1.9 ton). So, the minimum
pad eye to be used for this application is 6.5ton. A detailed drawing “571195 B-1 B-
2_SH_SLB_HORIZONTAL PAD EYES POSITION.PDF” has the distances for the pad eyes. See
figures 7 and 8 for the maximum load on side pad eyes.
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Figure 23: Portside boom side guy lines arrangement
Figure 24: Starboard side guy lines arrangement.

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Boom rig up procedures

Introduction
Safety Design Considerations.
1. Equipment available have a Quality file, and all maintenance done.
2. All the gear (bulldog clamps, slings, shackles, pulleys,…) to be supplied by recognized
brands.
3. Calculations for slings must be done (all the sizing and stress calculation).
4. In case of not new, the gear has to be inspected and tested (shackles, turnbuckles,
wedge sockets, bulldog clamps and other rigid links).
5. Extra length of slings is always recommended at the dead ends in case of adjustments
are needed.
6. The efficiency factor for bulldog clamps (also called clips) must be taken into account.
The Safe Work Load is reduced due to the use of these items by multiplying it by its
efficiency.
Bulldog clamp ( clips ) size Efficiency

1/8” up to 7/8” 80%
1” up to 3-1/2” 90%
Table 1: efficiency of bulldogged terminations.
7. Bulldog Clamps are not recommended to be used in the short sling. For these sling a
steel crimped end should be used.
8. Aluminum crimped ends are forbidden in the boom slings.

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Boom Commom Procedures

Safety aspects to be taken in account prior to hang off a boom.
1. For every installation, specific HARC and JSA must be addressed for each rig.
2. Maximum weather conditions for the boom rig up/down: cloudy (no rain), winds up to
15 knots and for floating rigs no more than 1.5 degress of pitch/rolling. Out of these
conditions an Exemption must be raised, and a new specific Harc addressed.
3. The weather forecast has to be analyzed before starting the rig up/down, good weather
forecast is a must.
4. Safety harness is not mandatory in the boom during rig up/down, if you are inside the
hand rails. Whenever out of hand rails limits, safety harness must be attached to a fixed
point.
5. Work vest must be worn at all times.
6. Is recommended to start the operations in the first day light.
7. Operation should be carried out only with day light.
8. Tool box meeting is mandatory, it has to assign clear responsibilities for the involved
personnel.
9. Radios are recommended to be used for communication with the crane, deck crew and
Schlumberger personnel. A clear line of communication is a key factor for the operation
success.
10. Hand signals must be given by only one person (in general the deck coordinator under
Schlumberger orientation).
11. Regular reviews should be carried out during the operation to ensure that the operation
can be completed in day time, otherwise a decision to stop the installation must be
made. The boom should either be lowered back onto the boat or secured in a safe
manner with the correct rated equipment.
12. The crane shouldn’t do any movement while hooked with the boom if there are people
on the boom. The boom must be clear before any crane movement.
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Boom transportation and checks at the port
The boom will be transported assembled from SLB base and the Nitshore port by truck. At the
port the booms should be removed from the truck using the three legs sling that will be already
attached to the boom. The booms should be placed on a flat surface, trestles are
recommended. Note that when removing the booms from the truck they will not be totally flat,
as seen in figure 22. According to SLB procedure the lifting slings must be attached to the
second lifting arm from the foot to the head section and to the padeyes just below the burner
head.
Figure 25: Flare boom

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A final check and preparation of the assembly must be done at the port and final adjustments
(tag lines etc) can be carried out. Note that the booms are about 30 meters long and the area
should allow crane access.
1. A 6” flare tips (Main gas line) and a 4” one (Additional gas line) will be installed on the
S/N 917 flare boom. This flare boom will be rigged up on portside and will not be placed
on the deck prior to rig up. To perform this operation a crane or forklift should be
available since the pieces are 500 Kg each one and 6 meters long.
2. Check the lifting slings. Attach tag lines properly. Two hanging in the head section, and
two hanging in the foot section. Recommended to have at least another 2 tag lines
running inside the boom and already tighten to the frame, such way you can remove
then once the boom is sitting on the kingpost.
3. Check the horizontal guy lines and lifting slings to ensure that they are installed on the
right boom. They should follow the configuration bellow:
916 flare boom - Starboard

Lifting sling: SWT SLG UBMH 865
Right guy line: 236M and 232M1
Left guy line: 235M and 232M2
917 flare boom - Portside

Lifting sling: SWT SLG UBMH 864
Right guy line: 232M3 and 233M
Left guy line: 232M4 and 234M
4. Put tie-raps and run the lifting sling in a clear area, helping guide the slings and avoiding
it to get stuck in hung off points in the boom. Make sure that the slings are running in
the back of the pilots and it will have a smooth pick up. Make sure the correct lifting
eyes are used for the vertical slings.
5. Prepare the temporary guy line (tied in the frame) and run it inside the boom until the
foot section. One temporary guy wire is placed on each side of the boom frame. Once
the boom sit at the KGP rest this sling can be run until the tirfor (manual whinch) and
the boom can be secured for people to walk on.
6. A SLB operator will stay at the port until embark the booms, to ensure that they will not
be damaged during this operation.
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Installing vertical guy lines assembly prior to rig-up.

The main concern for this operation is working on heights, pinch points and over the side work.
In cases where there is no available platform with handrails in the top of the king post, the
recommended method for this operation is the personal basket suspended by a crane. Of all
the lifting operations, lifting of personnel presents the greatest risk. The specific hazardous
nature of personnel lifts require a Formal Lift Plan supported by a detailed Task Hazard Analysis
(THA).
For this particular rig up provision has been made so that scaffolding is available for people to
work at the top pad eye of the kingpost.
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Rig up using short sling + pulley +slings and only one crane available, with scaffold
platform at the KGP.
1. This operation should comply with OFS-STD-13.
2. Wind, pitch and rolling have to be evaluated before the operation.
3. The hanging vertical slings assembly must come ready from the base, assembled, with
the correct length, rolled and secured by rope, inside a basket. Each boom requires two
sets of hanging vertical slings, one per each side.
4. A tool box meeting should be conducted reviewing all the operation in details and all
the involved hazards.
5. Choke a lifting sling at the short sling and lift the assembly slowly. Cut off the ropes and
tie down the two ends of the hanging sling together. The top shackle is already at the
short sling. Tag lines are connected to the assembly.
6. Personnel to climb at the KGP scaffold structure.
7. All the safety precautions should be applied for the Work Platform, inertia blocks, safety
harness and tag lines.
8. It is necessary to prepare a toolbox with hand tools (small hammer, safety pins and pipe
wrench). Shell and Noble HSE must be involved during planning. Shell DROPS standard
must be addressed as well. Secure all the hand tools by rope to avoid drop objects.
9. Pick up the vertical sling via the choke line with the closed crane and position it close to
the final hook up point.
10. While picking up the slings the operator will ensure there are no knots or hang off
points.
11. To break the slings movement use tag lines. It will avoid the sling to hit the scaffold
12. Connect the short sling shackle to the KGP and split the safety pin.
13. Lay down the ends of the slings such way it doesn’t disturb the boom landing at the
turntable.
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Figure 23: example of vertical assembly instalation
Temporary guy line preparation.

It is recommended to use a temporary guy line for boom stabilization. If weather conditions are
good (small pitch/rolling and low wind), the stress at the side wires are small. Manual winches
(also called Tirfor) are to be used for this purpose. Tirfor and are use to tight the temporary side
wire to limit boom move. The tirfor must be tight to a structure on the rig, barge engineer or
OIM to be consulted. Handrails are not proper anchoring points. Solid structures or pad eyes
shall be used. The temporary guy lines don’t replace the need of keeping the crane hooked until
the end of operation.
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Portside - 85ft Boom rig up procedure.

85ft boom rig up, 1 crane with full reach available.
It is believed that the easiest way to rig up boom to the kingpost is by having the boom
adaptation piece installed on the boom. The adaptation has a profile that makes it easy to slide
into the Kingpost “jaw”. It is also, known that either ways of rigging up are possible. To have the
adaptation installed in the boom or installed in the jaw. It will depend on the schedule of
previous tests (fit into the jaw test), if it will allow to assembly it in the boom prior to operation.
1. Follow all the safety requirements stated in the previous chapter.
2. A tool box meeting to be performed before the operation. A detailed review of the
operation should be done. Radios should be in place, a banks man assigned and the line
of communication should be clear.
3. Rig crew to prepare all the crane gear. The boom assembly weights approximately 8t
4. Call the boat for approach.
5. Discuss with the boat’s crew about the by radio.
6. Lower down the hook and connect to the 916 boom lifting sling.
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7. Pick up the boom and approach to the rig. Supply boat to stand-by as rescue boat in
case of man in the water
8. Get the tag lines. In some cases helps to move the boom closer to the rig and use
extension arms to get the lines.
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9. Stabilize the boom using the tag lines.
10. In case of spinning out of control the crane operator has to touch the boom in the water
to stop spinning.
11. Approach the boom to the KGP base.

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12. Move the boom towards the KGP base and fit the two vertical pins on the “jaw”, split
the safety pins. For the operator performing this task, a clear escape route should be in
place and in case of no guard rail a safety harness has to be worn. Tag lines are used to
guide the boom in place. Manual handling of the boom is to be avoided. Tag lines shall
be used. The operator will have to intervene to install the pin by hand.
13. Distribute the temporary side lines which are running inside the boom across the rig to
fully stabilize the boom.
14. Now, if the boom is stable the crane operator should be informed that two men will
proceed to the boom. If available a secondary mechanical break should be activated and
no moves with the crane while man are in the boom.
15. Carry the foot section vertical slings into the boom and connect them to the pad eyes.
16. Carry the head section vertical slings into the boom and tie then down by rope close to
the head section hanging pad eyes.
17. Personnel should return to the rig and wait for the crane operation.
18. Before lift the boom, the temporary guy lines should be slack.
19. Lift the boom at 30deg. Make sure the lifting slings don’t interfere with the Evergreen
burner. Banksman, to give the signals under slb supervisor instructions.
20. Tighten the temporary guy lines and stabilize the boom.
21. Now, if the boom is stable the crane operator should be informed that two men will
proceed to the boom. If available a secondary mechanical break should be activated and
no moves with the crane while man are in the boom.
22. Un-tie the vertical guy line and connect it to the head section hanging pad eyes.
Depending on the weight of your vertical assembly you might need to use a lever block
to pull the vertical sling towards the pad eye. If a light assembly the use of rope
techniques should be enough to pull the vertical slings.
23. Personnel should return to the rig and wait for the crane operation.
24. Personnel standing by at the temporary guy lines.

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25. Slowly lower the crane, transferring the weight to the hanging slings. Watch the vertical
slings to check if they hang on the boom frame. Banksman to give the signals under slb
supervisor instructions. Leave a minimum pull on the crane: the weight of the boom
shall be transferred to the kingpost, lifting slings attached to the crane still under
tension.
26. Tighten the temporary guy lines and stabilize the boom. The boom shall be horizontal or
with a slight (1 to 2 deg) upward angle. In case it is not so the boom shall be picked up
again and vertical hanging slings adjusted.
27. Observe for 15 minutes.
28. The next step is to connect the horizontal lines. To do that one side of the temporary
guy lines must be slacked off and boom pullerd to one side.
29. Banksman to give the signals to crane operator under slb supervisor instructions. Swing
the boom towards one of the sides about 5 degrees.
30. Re-tighten the temporary side guys as necessary.
31. The horizontal guy lines are already installed on the boom assembly, tight to a side of
the frame. 2 men walk on the boom and slack off the horizontal guy wires out of the
boom side. Horizontal guy wires are pulled towards the rig side by tie wires.
32. Connect the horizontal guy line to the turnbuckle and pad eye on the rig side. Don’t
tension the line.
33. Slack the temporary guy lines.
34. Move the boom towards the opposite direction about 5 degrees.
35. Re-tighten the temporary side guys as necessary.
36. Connect the side guy lines, in the same way done for the other side.
37. Apply tension in the horizontal guy lines.
38. Remove the temporary guy lines. Observe the boom for 5 minutes. Correct the tension
if necessary to a better stabilization.
39. Load test of Kingpost as per separate procedure.
40. Disconnect the crane with the lifting slings. Store properly the lifting slings.
41. Housekeeping and the job is done

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42. The swinging movements should be done having the crane attached to the boom. No
swing should be done if no crane is attached. In the port side is preferred to use the
crane to swing the boom, as there is no limit reach. Tifors or rope can be used in this
side, as there is no reaction forces due to the boom slings geometry.
Starboard side - 85ft Boom rig up procedure.

85ft boom rig up, 1 crane with partial reach and 1 auxiliary knuckle crane .
The great difference of the Starboard side rig up can be seen in figures 23 and 24. Between the
stab in and the final position there is an assisted rotation of 93 degrees. This rotation will be
done by tilting the rig or using the knuckle crane, as the main crane can’t reach the final
position. Partial reach will impact over the whole rig up. It creates extra difficulty for picking up
the boom, controlling with tag lines, sitting at the base plate, stabilizing the boom, with the
temporary guy lines, running the horizontal lines and putting the boom in the final position.
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Figure 24:Starboard stab in position, crane is holding the weight.

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Figure 25: final boom position, main crane doesn’t reach

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The 917 boom (the one with yellow maintenance platform) will be picked up from the boat
with the fast ball and put on the deck to remove the Stinger sling. Removing stinger sling will
allow the crane boom goes lower to connect the flare boom to the kingpost.
As the flare tip is a fragile peace and could be damaged if hits any part of the rig it will be rigged
up on the deck to mitigate any risk. The base plate also will be installed on the deck as it is
already on the rig. Note that the flare boom plus flare tips is 29 meters long so a clear area
should be available.
After removing the stinger sling and installing flare tips and base plate the flare boom will be
picked up again to be connected to the king post same as done at the portside flare boom. The
boom position is shown in figure 26 as position B
Once it is connected temporary guy wire will be pulled towards the rig sides and boom secured
in place. At this moment the boom is secured in position by the temporary guy wires and 2 men
have to walk the boom to rig up the vertical hanging slings as done for the portside. Once
vertical slings are hung the crane will slack the weight keeping about 1 ton. Then the boom can
be swung to its final position.
This operation will be assist by the barge master since the rig will be tilted to make the boom
moves toward to its final position. Once the boom starts moving an extra tension will be
created at TIRFOR 2. At this point there will be two options: The first one is allow the flare
boom moves to its final position by gravity only relieving slowly the tensioned TIRFOR 2’s sling.
The second option is allow the boom moves to position A and then start pulling the boom using
the TIRFOR 1. As this decision involves rig aspects it will be made by the rig crew and the SLB
engineer in charge during the operation. Note that in both cases while relieving one TIRFOR’s
sling the other one will be tensioned to keep the boom secured.
If it is not possible to tilt the rig due to the current operation the boom will be swung by the
knuckle crane.
The knuckle crane has a limitation in the SWL. If the handling arm is attached the SWL=3.5 ton.
This creates the limitation that this crane can’t actually lift the boom, but it can assist the
rotation, in a combined movement with the main crane. The worst case scenario of loads
distribution would be if the main crane keeps the weight of the boom while the knuckle pulls
the boom towards the operating position. The simulated pulling force for this scenario is 8 ton,
if the main crane doesn’t slack any weight. So, to avoid this extra tension, is necessary to slack
the main crane tension while the boom rotates toward the final position.
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Main
crane
block
Tension
Weight
Pulling force
Boom, Boom
stab final
position position
H
Figure 26: pulling force schematic
A single leg sling has been installed on the boom top-right pad eye (normally used for horizontal
and vertical hanging slings) and run towards the boom foot section while the boom was on the
port. This sling will can be connected to the knuckle crane to assist swinging the boom towards
it final position.
The pulling force to swing the boom to its final position will be limited as per SLB person in
charge instructions. This is to avoid the boom frame getting damaged by excessive stress.
plan Rev6.docx
TIRFOR 1
TIRFOR 2
Figure 27 Boom swinging to final position
Prior to swing the boom will be swinging between position A and B in the picture above. The
temporary guy wire interfere with the kingpost will avoid the boom to swing any further than
position B.
The initial stage of the operation is the most critical as the lever arm of the temporary guy wires
pulling the boom is the least favorable.
plan Rev6.docx
Connect the knuckle crane to the single leg sling on the boom side. The knuckle crane will be
used to aid swinging the boom in the initial 20 deg or rotation, i.e. until the boom is
perpendicular to the rig side. The crane operator of the knuckle crane will be in constant
communication with the SLB operator and will let the SLB operator know variation of the
weight. While pulling the boom the temporary guys wires will be adjusted to make sure they
are not slack. Visual and radio communication is required.
The main crane weight will be slacked slowly so that the vertical hanging slings start
transferring some weight to the kingpost. The overall strategy is to keep a constant pulling
force and to keep slacking the weight of the main crane.
Start to pull the boom using the temporary guy lines towards the boom operating position. For
this operation the crane operator must be synchronized with boom movement to avoid over
tension the TIFOR. The TIFOR has to be at least a SWL = 5ton device for this operation as the
instability can be very high and the boom can swing.
Note that the KGP capability of handling loads if the boom in not lined with the rear tie bar
position is unknown. So it is necessary a perfect communication with the crane operator to
guarantee that the load will be slacked only to guarantee not to overstress the knuckle crane.
From practical experience to swing a boom a small force is required. With this said it is clear
that all the reaction force is coming from the tension due to the angle with the main crane. A
balance between of slacking the main crane/ pulling the boom will guarantee that the KGP
won’t be affected with unplanned stresses and the boom frame won’t suffer any over stress.
When swinging the boom it is recommended to keep the crane hooked but slacked to avoid
counter efforts to the dragging winch, reducing the tension in the pulling winch.
The more the boom is swung towards its final position the more the boom weight will be
transferred to the Kingpost. When the boom reached its final position the horizontal guy wires
will be installed as done in the port side and the hook will be released.
At the end even tilting the rig or using the knuckle crane the main crane’s hook and the flare
boom will not be lined when the flare boom reaches its final position and the releasing of the
hook will not be as usual.
To disconnect the hook a single leg sling that will be already attached to the hook will be
connected to a 1.5 ton TIRFOR. Then a small tension will be applied by the TIRFOR and the
crane operator will be requested to start slacking off the fast ball slowly. A SLB operator will
keep tensioning the single leg sling by TIRFOR while slacking off the fast ball. Once the flare
boom’s lifting sling is loose a men will proceed to the boom to remove the shackles releasing
the sling. Once it is done the cable between the TIRFOR and the hook will be slowly released
and the fast ball will move toward to its normal work position.
plan Rev6.docx
Load test of kingpost will take place as per separate procedure.
Installation of rig cooling on boom
As per Optima procedure
Boom rig up pictures
Figure 28: final fit of the piece

plan Rev6.docx
Figure 29: rig up operation
Figure 30: final fit

plan Rev6.docx
Figure 31: approach to the rig
Figure 32: final fit

Notas FMA 571195 B-R-1-Boom Adaptation Plan and Lifting Plan Rev6

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Notas FMA 571195 B-R-1-Boom Adaptation Plan and Lifting Plan Rev6

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Revision 5 D:\PC SLB

Revision Description Responsible Date

Note: In red items that needs correction/reviewing

b. Critical dimension must be checked against drawing:

In addition to that it must be noted:

Physical dimension check of KGP

See drawing # 571195 B-1

Figure 1: top view of rig Noble Clyde Boudreaux

Physical dimensional check of U-boom

Figure 3: side view of SLB standard boom

Figure 4: top view of SLB standard boom

Adaptation part design.

Figure 7: information from ABS document IRCN00972USA09.pdf

Boom arrangement reaction forces;

Figure 8: Portside boom reaction forces at 80 knots.

Figure 9: Starboard side boom reaction forces at 80knots.

Figure 10: FEA of boom rig up arrangement.

From this first batch of analysis the conclusions are:

Maximum compression on SLB boom frame = 18ton

Maximum Tension on vertical slings due to SLB boom = 19.3ton

Figure 11: proposed design of adaptation piece

Figure 16: typical properties of ASTM 113 DH36

Prototype Rig Check

Figure 17: Prototype check at the boom

Figure 18: Prototype check at the rig

Figure 19: Final dimensional check after rig visit

Fabrication quality control plan

ABS procedure was chosen for this adaptation piece.

a. WPS revision (as per AWS d1.1 / ASME IX).

Comparative Analysis of KGP Jaw.

Figure 20: Jaw under operating conditions with Expro Boom

Figure 21: Effect of new load distribution on Expro Jaw.

Boom rig up vertical arrangement proposal

Figure 22: schematic of boom rig up vertical slings.

Boom rig up horizontal arrangement

Figure 23: Portside boom side guy lines arrangement

Figure 24: Starboard side guy lines arrangement.

Boom rig up procedures

1. Equipment available have a Quality file, and all maintenance done.

Bulldog clamp ( clips ) size Efficiency

8. Aluminum crimped ends are forbidden in the boom slings.

Boom Commom Procedures

5. Work vest must be worn at all times.

6. Is recommended to start the operations in the first day light.

7. Operation should be carried out only with day light.

Boom transportation and checks at the port

Figure 25: Flare boom

916 flare boom - Starboard

917 flare boom - Portside

Installing vertical guy lines assembly prior to rig-up.

1. This operation should comply with OFS-STD-13.

2. Wind, pitch and rolling have to be evaluated before the operation.

6. Personnel to climb at the KGP scaffold structure.

Figure 23: example of vertical assembly instalation

Temporary guy line preparation.

Portside - 85ft Boom rig up procedure.

1. Follow all the safety requirements stated in the previous chapter.

4. Call the boat for approach.

5. Discuss with the boat’s crew about the by radio.

9. Stabilize the boom using the tag lines.

11. Approach the boom to the KGP base.

24. Personnel standing by at the temporary guy lines.

27. Observe for 15 minutes.