Deep-In - WWZ TS Jacket Installation - Transportation, Launching, Lifting & Docking - 27 May 2021

DEEP IN May 2021
Technical Seminars
in Offshore Engineering
Jacket Installation –
Transportation, Launching,
Lifting & Docking
Goran Zadravec and Leonardo Mori (SAIPEM
Fano Hub),
Simone Passarella (SAIPEM HSE)
INDEX
01 – INTRODUCTION
02 – JACKET TRANSPORTATION & INSTALLATION ENGINEERING
03 – JACKET TRANSPORTATION
04 – JACKET LAUNCHING
05 – JACKET DOCKING – LAUNCHED JACKETS
06 – JACKET DOCKING – LIFTED JACKETS
Q&A SESSION
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INTRODUCTION
INTRODUCTION
Incidents occured
 HPNM Crane uncontrolled slewing – Saipem 3000
 Rupture of jacket buoyancy diaphragms – Saipem 3000
 Workboat capsize while boarding CB – Saipem 7000
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Crane uncontrolled slewing – Saipem 3000 – 11th May 2005
High Potential Near Miss
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Rupture of jacket buoyancy diaphragms – Saipem 3000 – 11th May 2015
High Potential Near Miss
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Workboat capsize while boarding CB – Saipem 7000 – 15th April 2011
Fatal accident
 Personnel locator beacons
 Waterproof radios
 Work suits and helmets
 Night vision binoculars
 Suitable tracking system for the workboat
 Workboat delta type
 Boat landing approved design
 Rules for day and night transfer by workboat
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INTRODUCTION
Platform General Layout
Shah Deniz 2 Platforms

SDB-PR & SDB-QU 5
Platforms
Navisworks Model
4
3 1. Pin Piles
2. Skirt Piles
3. Jacket
4. Topside
5. Link Bridge
1
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TION
JACKET TRANSPORTATION
& INSTALLATION
ENGINEERING
JACKET TRANSPORTATION & INSTALLATION ENGINEERING
Engineering Design Phase
 JACKET TRANSPORTATION  JACKET LAUNCHING
 LOAD OUT  TYPE OF JACKET LAUNCHING
 HORIZONTAL  LAUNCHING BARGE
 VERTICAL  LAUNCHING EQUIPMENTS
 LAUNCHING ANALYSIS
 JACKET LIFTING
 HORIZONTAL LIFTING
 VERTICAL LIFTING
 LIFT CALCULATION
 JACKET FREE FLOATING
 JACKET UPENDING
 UPENDING FROM FREE FLOATING
 2 BLOCKS UPENDING
 SELF UPENDING
 JACKET SET DOWN
 POSITIONING
 DOCKING / SET DOWN ANALYSIS
 ON-BOTTOM STABILITY
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Transportation Analysis
 Initial step - Cargo Barge Selection:
 Common Transportation Configuration
 Cargo Barge Specifications
 Cargo Barge Components
 Typical Towing Tug
 Towing Tug Selection
 Transportation Layout
 Grillage And Seafastening
 Stability/Strength Check
 Motion analysis
 Ballast Plan
 BP Calculation
 Voyage Planning
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Transportation Layout & Grillage And Seafastening
ROLL STOPPERS PITCH STOPPERS
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Barge stability, Longitudinal strength check & Motion
analysis:
 assessment of barge intact and damage stability
 assessment of barge longitudinal strength - bending
moments and shear force
 barge (and cargo) motions and acceleration for given
environmental conditions as a function of environment
conditions and directions
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Ballast Plan and Bollard Pull Calculation
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Voyage plan and Towing route

highlights optimal towing route
to offshore location, taking in
consideration shipping traffic,
offshore assets (both surface and
subsea) and allowable
approaches to existing offshore
locations.
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Launching Analysis – Barge/Jacket
Launch Analyses, Barge Longitudinal
Strength And Stability During Launch.
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Launch Analyses results:
 Clearances
 Rocker Pin Reactions
 Keel Submergence
 Separation Steps
 Jacket Dive Depth
 Durations
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Launch Ballast Plans
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Stopper angle: the primary rocker stopper angle is
set to ensure that for all cases analysed the primary
rockers contacts the stoppers before the ends of the
launch runners pass over the primary pins. This is
necessary to ensure the Jacket transitions correctly
onto the secondary rockers.
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Lifting Analysis – Jacket Upending and Set Down
 Define the operation steps that ensure an adequate clearance
between jacket and seabed
 Verify that hoists loads are within Crane Capacity
 Evaluate the effect of dynamic loads on Jacket rigging during the
installation and check if they are within the allowable values
 Check if the loads are within Crane Capacity due to dynamics
 Check if slings and hoists experience snap loads during the installation
 Check if jacket heeling angles are tolerated by the crane due to
dynamics
 Define the environmental conditions that satisfy the points above
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Lifting Analysis – Jacket Upending and Set Down
From Installation Methods point of view main points
that are to be verified:
 Rigging configuration
 Prong arrangement
 Rigging connections arrangement (shackles,
trunnions)
 Rigging disconnection philosophy (especially
if it will be performed subsea –trunnions,
hydraulic release shackles)
 Clash checks (with jacket structure or
installation aids)
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Jacket Docking Analysis
 Static docking covers the period from
post-launch equilibrium through to initial
set-down
 Set-down ballasting
 Post-set-down ballasting
 Set-down distances
Tp = 5s
0.0
Tp = 6s
337.5 2.0 22.5 Tp = 7s
315.0 1.5 45.0
1.0
292.5 67.5
0.5
270.0 0.0 90.0
247.5 112.5
225.0 135.0
202.5 157.5
180.0
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Static docking analyses results are providing information's about optimal sequence of operations
and associated ballasting sequence, together with associated set down distance for each step of
the jacket docking and hook loads.
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Static docking analyses results are providing associated ballasting sequence to be followed in
order to perform jacket docking.
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Dynamic docking analysis is performed as Time domain analysis and as such provided
information's about following:
 Environmental limits
 Motion responses
 Extreme loads (docking piles, crane system)
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On-bottom Stability Analysis
Objective: demonstrate adequacy of safety factors obtained
against the failure modes.
Failure modes:
 Overturning (uplift of weather side leg(s) or corner)
 Sliding (soil failure)
 Mud-mat/foundation bearing capacity
 Structure buoyancy
Highlights:
 Mud mats or pin piles - Provide temporary foundation during installation
 Considered as shallow foundation
 Aim to achieve jacket condition able to resist 10-year seasonal storm loading
 Increase of jacket on bottom stability, after initial set down on the sea bed or pin piles,
achived with:
o jacket flooding
o buoyancy tanks removal
o gripper system activation
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JACKET
TRANSPORTATION
HSE aspects
 CB seaworthiness
 Tug selection
 Weather
 Dropping objects
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Cargo Barge Components
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EXAMPLE OF EMERGENCY
TOWING GEAR
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Cargo Barges Overview
Cargo barge selection, the influencing factors are:
 Sufficient deck space
 Sufficient deck strength
 Suitability with a load out methodology
 Suitability with installation methodology
 CB trim/draught/freeboard
 Towing, mooring and ballasting equipment availability
 CB stability and local/global strength for the intended
use
 Availability of required documentation
 CB safety features (handrails, access ladders/boat
landing, various protections, lighting, injured person
evacuation)
 CB availability and price
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Cargo Barges Suitability Survey – FF & LSA survey
Fire fighting appliances:
 Fire extinguishers
 Fire alarm system and detectors
 Firefighting hoses and nozzles
 Firefighting system
 Firefighting PPE equipment
Life saving appliances:
 Lifeboats and life rafts
 Boat landings
 Handrails around CB perimeter and recesses in
deck area
 Muster point, access routes & emergency
escape routes
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Cargo Barges Overview
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Pre Load Out & Pre sail-Away Check Lists
A series of the checks are to be performed prior

to commencement of the load out and subsequent
sailaway operations:
 Rigging & tugger lines laydown and tie
down
 Working platforms and access ladders
 Buoyancy tanks, if any
 Other components
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Load-out by Trailers
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Load-out by Crane
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Load-out by Skidding
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Sailaway & Transportation Details
Go-No Go meeting:
 it is recommended to develop and
prepare dedicated flow chart for
Go/No Go Meeting that is held prior to
sail-away, in order to simplify decision
making process;
 subject flow chart shall cover all
aspects that could have impact onto
the sail-away;
 main concept is to develop clear
guideline for all involved Parties by
highlighting governing environmental
factors that are relevant for final
decision.
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Sailaway & Transportation Details
Before the Jacket convoy commences the tow to the Field, following checks shall be performed by Barge Master/SAIPEM Tow Master:
 Visual inspection on Main Tow Lines,
 Visual inspection on Smit Brackets,
 Visual inspection on Emergency Tow Lines – update Tow Gear certificates for the above mentioned inspections,
 Inspection of Navigation Lights – update Tow Light certificates,
 Confirm CB ballast – configuration check signed, approval of sounding report completed,
 Check condition of ballast tank exhaust vent pipes,
 Test communication with Tow Tugs – VHS-SSB-Satellite communication,
 Check functionality of GPS antenna on the Jacket,
 Test Search Lights according to bridge rules requirements,
 Check safety and emergency barge equipment (according to HSE rules),
 Visual inspection on Jacket Sea Fastening,
 Jacket upending rigging inspection,
 Flotation Tank(s) rigging inspection,
 Jacket Flooding System inspection,
 Jacket Grouting devices inspection,
 Inspection of access to UCC,
 TMS System inspection,
 Jacking System inspection,
 Inspection of welding and cutting gear for sea fastening removal,
 Inspection of CB deck rigging gear for any rigging assistance,
 Check ballast pump machinery room utility – report fuel and lubricant situation,
 General inspection of skid ways (final report to be issued – grease situation to be included).
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JACKET LAUNCHING
JACKET LAUNCHING
HSE aspects
 Personnel transfer
 CB Stability failure
 Failure of buoyancy systems
 CB Launching system failure
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JACKET LAUNCHING
HSE aspects
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JACKET LAUNCHING
Jacket Pre-Launch Stage
 Convoy arrival on site
 Installation vessel and supporting fleet confirmed ready

 Pre-installation Survey done
 FWR available
 Jacket & CB Inspection/SCADA Integrity System OK
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JACKET LAUNCHING
Jacket Launching
 Tow Tugs Re-configuration
 CB Ballasting
 Jacket Seafastenings Removal
 Jacking/Launching/Upending
 Barge Departure from the Field
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JACKET LAUNCHING
Jacket Launching Sequence - example
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JACKET LAUNCHING
End of Launch
 End of launch (jacket

in post-launch
equilibrium position)
 Stern tug recovers
towline slack to
control the Jacket
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JACKET LAUNCHING
Jacket Wet Stow
 If the weather
conditions or else
are unfavorable for
docking
(placement) the
Jacket is kept in
stationary position
by the Tug on DP,
heading into
prevailing weather
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JACKET LAUNCHING
Jacket Launch Animation
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JACKET DOCKING –
LAUNCHED JACKETS
LAUNCHED JACKET DOCKING
HSE aspects
 Loss of position
 Loss of control of load
 Seabed stability
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JACKET DOCKING – LAUNCHED JACKETS
Jacket Pre-Docking
Stage
 FWR available
 DP/moorings OK
 ROVs operational
 Jacket Ballasting
system
check/power
 Connection with
HLV
 Personnel Transfer
 Transfer of
Equipment
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Jacket Docking
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Jacket Docking
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Jacket Post Set-down Stage
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Jacket Post Set-down Stage – Buoyancy Tank Removal Animation
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JACKET DOCKING –
LIFTED JACKETS
LIFTED JACKET DOCKING
HSE Aspects
 Personnel transfer and access (at height)

 Loss of position
 Loss of control of load (CB mooring, crane, tugger
lines)
 Seabed stability
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JACKET DOCKING – LIFTED JACKETS
Jacket Pre-Lifting Stage
 Pre-Installation survey done
 FWR available
 DP/moorings OK
 ROVs OK
 Jacket Ballasting system check
 Connection with HLV
 Personnel Transfer
 Rigging & Tugger lines connections
 Seafastening removal
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Jacket Pre-Lifting Stage
Important notes:
 temporary rigging
platforms appropriate
design;
 temporary access
platforms and ladders
appropriate design;
 “Working on Height” PPE
and mandatory Safety
features must be
implements for this kind
of operations.
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Jacket Lifting from the CB
 Jacket lifting from cargo barge

 Cargo barge cast off
 Jacket lowering in the water
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Jacket Lifting from the CB
 Jacket lifting from cargo barge

 Cargo barge cast off
 Jacket lowering in the water
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Jacket Upending
Specific attention to be given to:
 rigging loads;
 out of plane loads during upending (padeyes,
shackles);
 ballasting sequence for forced water pumping;
 seabed clearances;
 clearances between vessel and jacket;
 clearances between rigging and preinstalled
installation aids.
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Jacket Upending
By 2 cranes/hooks
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Jacket Upending
By 2 cranes/hooks
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Jacket Upending
By ballasting – free flooding vs pumping water
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Jacket Upending
By ballasting – free flooding vs pumping water
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Jacket Set-down Stage
Jacket set down
 Positioning jacket with assistance of S&P systems
(E.g. SPARO, MRU/Gyro installed on the jacket in
a Gyro box + DGNSS antenna or RTK + Crane tip
DGPS with differential correction)
 Positioning jacket on pre-installed docking piles
(MRU/Gyro installed on the jacket in a Gyro box
+ DGNSS antenna or RTK + Crane tip DGPS with
differential correction)
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Jacket set down, positioning jacket with assistance of

SPARO – SAIPEM In-house system
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Jacket set down

 Positioning jacket onto the pre-installed
docking piles
 MRU/Gyro installed on the jacket in
a Gyro box + DGNSS antenna or RTK
+ Crane tip DGPS with differential
correction
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Jacket post set down activities:
 removal of installation rigging;
 removal of buoyancy tanks, if any;
 removal of jacket docking / set-down
installation aids (S&P system, ballasting
system);
 preparations for piling:
 transfer of equipment,
 installation of pile installation aids.
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Q&A Replies
Q1: what factor is designed in for dynamic amplification when entering the splash zone of the jacket?
R1: Dynamic Amplification are normally provided as result of the dynamic analysis, which are run taking into consideration the
expected environmental conditions (i.e. waves, wind, current), for the various steps.
Q2: what is the height of the pin piles used and what is the criteria for selection of pin pile over mudmat for on-bottom stability?
R2: height of the Pin Piles in specific cases shown was 1.5m and 3.5m above seabed. Dimension are driven by design criteria to be
respected, taking into consideration also the soil characteristic. Basically, the geotechnical analysis results are giving
the inputs to properly design the piles. Also, required OBS reaction is governing factor
for determination of optimal methodology. For example, if the size of the jacket is large (like we have had in Caspian, 18000t) we
can just assume what would be the necessary area of the mudmats for such jacket.
Q3: what is the advantage of lifting method compared to launching or vice versa?
R3: let's say that the method is almost imposed by design and size of jacket itself. Lifting method is much easier in term of
equipment and presents less risks. Another issue might be the lifting barge/vessel availability as it is for instance in the Caspian
Sea, which is a closed sea. This may lead the final choice between lifting and launching as well. Launching requires a less
specialized barge, but it will be booked for a much longer time due to preparation activities therefore cost wise it may even be
more expensive than lifting.
Q4: does the type of structure we transport impact the selection of cargo barge since COG may change the overall balance?
R4: that's correct, especially for such big structures the barge selection depends on the cargos to be transported. In case
of launching, we saw that the CB needs to have specific characteristics too. It is indeed a matter of structure to be transported,
but also a matter of which operation will be performed (transport only or launching too).
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Q&A Replies
Q5: doing transportation regards to weather condition always have to be taken care to avoid
any maneuver dangerous that affect the transportation analysis?
R5: that's for sure, however transportation analyses are performed taking in consideration the most adverse/severe weather
condition expected along the route, on top of all contingency factors that must be considered as per standards. When the travel
is long there are anyhow contingency measures such as safe ports or sheltered areas that will be identified along the route for
such cases in case of weather conditions deterioration.
Q6: skid loadout is so much dependent on the water depth at Quay side; but anyways ballasting can support the match quay side
wall.
R6: yes, correct. Ballast system is mandatory for load out operations. On the other hands, usually there is load out pocket
dredged in order to cope with barge ballasting during load out.
Q7: during skidding of the Jacket how are the buoyancy tanks controlled for the barge to be in horizontal condition. How water
pumping calculations are done while filling the buoyancy tanks?
R7: The buoyancy tanks are normally rigidly connected to the jacket. Regarding the filling calculation this is done during
engineering phase, trough specific ballasting analysis, aimed to verify the behavior and integrity of the jacket during
the upending phase. During operation procedure and analysis steps must be followed. Actual control of the water pumped into
the tanks (jacket compartments or buoyancy tank compartments) is monitored by flowmeters, if required.
Q8: what is the training plan to ensure that personnel performing barge inspections are equipped with adequate knowledge
for this inspections?
R8: as general rules the barge inspection is performed by a certified third party (i.e. DNV, RINA, IMCA) and their
guidelines. Nevertheless, barge inspection can be performed by Saipem personnel (Operations, HSE, Engineering) to assess and
verify specific requirements. Internal resources are selected for this tasks based on recognised on-the-job experience.
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Q&A Replies
Q9: has it been considered that ballasting of the cargo barge may differs on sail away and on launching?
R9: yes, it has been considered. As mentioned during initial section of the presentation, there is specific ballast plan
for transportation and later there are ballast plans for each step of the launching operation.
Q10: how do we decide when to cut the last tie down in jacket launch?
R10: last tie down of the jacket is cut after completion of ballasting operation (or very close to the completion of the ballasting).
Usually, last tie down plates that are cut are pitch stoppers. Again, this subject is dealt within the specific go/no-go procedure.
Q11: where is it possible to find the Engineering Criteria that were mentioned at the start of the presentation?
R11: those can be found withing the SAIPEM document system.
Q12: personnel who cut seafastening is required to remain on CB during the whole launching, or is there some chance to transfer
them before to ballast CB and perform the launch? Is there any other personnel who need to remain on CB during the whole
launching ops, excluding obviously the ones required to cut the seafastening? Is there any way to avoid cutting
of seafastening using hydraulic systems only (if this approach is allowed by rules)? Normal distance between launch location and
final jacket installation position?
R12: sea fastening removal sequence is closely related with ballasting sequence, i.e. there is mandatory alignment of the
progression for each of these operations. They cannot be performed independently, but in defined sequence. Therefore,
personnel required for seafastening removal usually remains on the CB throughout the whole launching operation. Prior to the
operation, there is list of mandatory personnel that will remain on the CB during the operation ( Assistant Superintendent, Marine
personnel, Riggers, HSE, FE’s, Project team, etc.). Regarding the hydraulic system usage, we believe that
main show stopper in this moment would be the size of the hydraulics that are needed to keep 15000t tons jacket in place during
the navigation. Normal distance between launch location and final position is governed by needed water depth for jacket
launching and upending.
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Q&A Replies
Q13: considering launching of jacket as not reversible ops, why do we need to re-assess weather windows when jacket is in
floated conditions and before docking it? Allowable Hs for jacket to remain floated and jacked to be docked are really
that different? I was supposing that a single weather window were foreseen to be identified to cover the whole installation
from launching till dock included, please not consider obvious limits due to pin piles limits, consider a standard installation
without levelling systems
R13: design limits for jacket launching and docking operations are determined based on specific analyses and could be quite
different. Actual operational criteria are defined based on previous experience and actual limitation of the installation
spread. You can define single weather window both for jacket launching and docking, but what has to be taken in consideration is
that it will be more realistic that you will get multiple shorter weather windows that one long single weather window. Main
question usually raised is how long we would need to wait for weather window for overall operation of jacket launching and
docking that could last for more than 48hrs.
Q14: are there mitigation in case there is poor weather condition after the jacket is docked?
R14: all the steps are designed and thought keeping always in mind the personnel safety, asset integrity, based on operative
limitation and expected weather conditions. For each steps or series of steps allowable weather windows are defined and
operation will not commence if these windows are not meet. Remedial action in case of weather worsening after the docking
would be to complete the flooding of the empty compartments and achieve required OBS reaction and as such achieve that jacket
is safe for adverse weather conditions. Additional step could be to activate grippers (if available).
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Q&A Replies
Q15: our standard procedure for the offshore transfer of personnel from a vessel to an offshore structure, as a Jacket, does not
distinguish if the transfer happens from an anchored vessel or a DP vessel; are those type of vessel really equivalent in terms of
station keeping, for example to regulate the usage of the gangway? Should this topic be developed in more details, considering
that personnel transfer affects at the same time Safety and Productivity of the installation Vessel? in most of the cases, approx. 1
hour per day is in the critical path only for personnel shift change, by means of transfer basket or work boat.
R15: the standard STD_OF-SCTOF-HSE-007-E gives general rules. Every transfer should then be assessed against the specific
situation, that may depend on several factors, further than DP vs. anchors station keeping. As regards the use of gangways, in
particular hydraulic ones, the suggestion of having guidelines in the standard is indeed to be considered.
Q16: huge out of plane angle shown at page 66 of presentation is normally not allowed by a single crane even with two hooks,
which is the way forward in that case?
R16: in this specific case, there was a request raised towards the crane manufacturer to evaluate and advise if such off-lead and
side-lead angles are allowed. Feedback received has addressed that it is allowed to proceed with these angles.
Q17: what are the latest technology upgrades that are coming up in rigging material which can replace conventional rigging? Any
thoughts.
R17: yes, actually there are several cases where soft slings have been already used for lifting operations, replacing the
conventional wire steel rigging. Several manufacturers are developing new technology to make more efficient and
stronger soft sling for future operations and applications.
Q18: due to material improvement the same rigging can also be reused.
R18: yes, correct.
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Q&A Replies
Q19: what are the reasons to install jacket at night as the visibility is less important?
R19: there is no reason for night installations of jackets. But we have to consider that sometimes installation operations
are started during the night hours, since we want to complete critical operations during daylight hours.
Nevertheless, nighttime operations are not major issue in case of proper planning and assurance that all necessary equipment and
aids are available (proper lighting system, etc.).
Q20: piles installation will not be shown in this presentation?

R20: no, this will be part of next event by the end of June 2021
Q21: in Saipem did we have any experience on the failure of Diaphragm during the installation?
R21: no, apart from that occurred in 2015, to my knowledge.
Q22: what is HLV please?

R22: HLV is acronym for Heavy Lift Vessel.
Q23: several vendors have the way to determine the pile gripper capacity, what is the Saipem standard
of determining the capacity of the Pile grippers?
R23: Saipem would perform OBS (On Bottom Stability) analysis and that would be starting point for definition of PPG capacity.
Intention of the PPG’s is to prevent uplift of the jacket legs(corners) due to adverse weather conditions.
Q24: what about wave-induced dynamics during jacket settling down? Typical vertical/horizontal speed limits?
R24: all of these limits are defined based on both Static and Dynamic docking analyses. If you think about the lowering speed
during jacket docking, we can say that they are kept on very low level, around 0.5m/s.
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Q&A Replies
Q25: what is the recommended grouting seal in Saipem, double seal or single seal? And we have any experience of the seal failure?
R25: recommendation for type of grout seal is closely related to Company requirements & Project characteristics, it is not
something that can be generalized. Yes, there were few cases of grout seal failure. (Might Simone can find something to report)
Q26: if we have a crane of 5000MT hook and we are lifting the jacket with static hook load of 2500 MT on 2x prongs, are we
supposed to do the prong checks? Or only when the static hook load is close to crane hook capacity, we need to do the prong
checks? Thanks
R26: whenever the rigging arrangement is such to result in considerable differences in sling angles and eccentric hook loading, it
is prescribed to contact the Crane manufacturer, present the relevant lifting system arrangement and ask to perform a Prong
check for the specific case under assessment.
Q27: I want to know about pre- pin pile fixing method.

R27: this aspects will be specifically treated during the next webinar session in June 2021
Q28: do we have to do the grouting inside the Jacket legs always after installation of piles or what is the aspect on this?
R28: no, it depends on the specific Project requirements.
Q29: during launch the jacket from the cargo barge, how to make the cargo barge steady?
R29: cargo barge will remain in its position until the jacket is sliding over the rocker arms. Only in that moment, CB will move
forwards, what is positive situation, since with that movement, clearance between barge and launched jacket is increased.
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Q&A Replies
Q30: it could be nice to share the connection details between jacket leg and buoyancy tank (diverless removal
using ROV, above water connection cutting and under water cut by diver)?
R30: overview of the connections and removal system can be seen below, while specific details can be provided on request:
Q31: specially, for the DP vessel lifting the jackets, what are the points to be checked while performing lifting simulation onboard
the vessel?
R31: no lifting simulation are run on the vessel. All lifting checks, analysis, and steps are performed during details engineering
phase, by means of specific software. In addition to standard verifications, checks and analyses, DP vessels shall be verified in
terms of DP Capability Plots, that would assure that installed DP system can cope with defined and actual weather conditions.
Q32: how do we decide when to cut the last tie down in jacket launch?
R32: see reply to question number 10.
Q33: is there any analysis parameter to refer?

R33: yes, all the analysis are performed based on standards and specific Company/Project requirements.
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Q&A Replies
Q34: as went we cut the final tie down, the jacket has to be launched
R34: yes, correct, at that point there is no way back.
Q35: how the pin piles can be positioned in the right position (distance between them) assuring also their verticality?
R35: this aspects will be specifically treated during the next webinar session in June 2021
Q36: just a suggestion, during the upending phase, it is worth to highlight only 2-prong to be used, the lower slings are placed at
outer side of each prong, and upper slings are placed inner side of each prong.
R36: noted. Thanks
Q37: is there a plan to digitalize all the jacket installation through a consistent software including all design and further
installation phases?
R37: for the time being, there are no plan in this sense, however can be considered for future digitalization development.
|85
This seminar will be complemented by
the coming soon Deep In WWZ technical
seminar on foundation piles, from their
design to installation,
stay tuned!
|86

Deep-In - WWZ TS Jacket Installation - Transportation, Launching, Lifting & Docking - 27 May 2021

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Deep-In - WWZ TS Jacket Installation - Transportation, Launching, Lifting & Docking - 27 May 2021

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DEEP IN May 2021

 HPNM Crane uncontrolled slewing – Saipem 3000

 Rupture of jacket buoyancy diaphragms – Saipem 3000

 Workboat capsize while boarding CB – Saipem 7000

Shah Deniz 2 Platforms

Ballast Plan and Bollard Pull Calculation

Voyage plan and Towing route

Launch Ballast Plans

270.0 0.0 90.0

A series of the checks are to be performed prior

 Installation vessel and supporting fleet confirmed ready

 End of launch (jacket

 Personnel transfer and access (at height)

 Jacket lifting from cargo barge

 Jacket lifting from cargo barge

By ballasting – free flooding vs pumping water

By ballasting – free flooding vs pumping water

Jacket set down, positioning jacket with assistance of

Jacket set down

Q20: piles installation will not be shown in this presentation?

Q22: what is HLV please?

Q27: I want to know about pre- pin pile fixing method.

Q33: is there any analysis parameter to refer?

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