GROUP WEEKLY REPORT (Week 10/2023)

Scope of report:
Report date: 10-03-2023 Location: Maputo Report Nº: 001
Internship Report
Purpose of report: to provide a description of the activities performed during the week.
Summary of Activities
1. Internship Day 1
On March 6th, we started the second stage of our internship program. We started at the
engineering department.
The first task we had was to submit a drawing request in the GDD app, to update the StingRay
Deck layout drawing as per changes marked by Biju (Field Engineer onboard) to accommodate
current condition onboard StingRay. Through this task we learned about Gorinchem Work
Request APP and we now know how to submit a request to create/revise engineering
documents.
Then we reviewed the comments on the document and coordinated with Sajjad the CAD
engineer to complete the changes, then we reviewed again the drawing to make sure that all
comments have been incorporated.
We are happy to have this opportunity to improve our Excel knowledge since Excel is a software
with resources that allows the practicality and agility.
During the lessons we were able to see that Excel contains features that provide information for
quickly and easily data analysis, ensuring increased productivity.

2. Internship Day 2
Tuesday 7th March, we started a day with presentation about Pipe Stacking and Pipe Sea Fasting.
We started discussing about the basic concepts for stability barge loading. We learned about
engineering of pipe transportation which involves pipes stacking height calculations to
determine how pipes can be stored, also to know the maximum height of pipe stacking and
transportation Analysis for vessels to demonstrate the suitability of the vessel(s) for the transport
determining if sea fastening of the pipe are required or not.
When transporting pipelines we need to ensure that the barge bear the combination load of her
structural self-weight, environment forces and the six degrees of barge acceleration.
For such pipes to be stable while being subjected to these forces, it is to be secured to the deck
of the vessel using means such as lashing ropes, stoppers, beams etc. This is called the ‘Sea-
fastening’ of cargo. In order to have a suitable sea fastening procedure we have to know the
forces that are exerted on the cargo, we can do that studying the forces on the ship. Below we
described the steps to determine all the forces:

Step1: Find out the environmental parameters - During transport, the vessel/barge confronts
forces from the environment (wind, wave, current). Being on the vessel’s deck, the pipes also
encounters these forces. For sea fastening calculations we analyse environmental parameters
since they also have influence on the forces on the ship. These parameters depend on the
vessel’s voyage route. The environment of the voyage can be Unrestricted, or Restricted.
Weather restricted operations are generally in sheltered areas or coastal regions where wind,
wave and current are expected to be milder compared to the ‘’Open Ocean’’ where the weather
is ‘’unrestricted’’.
Step 2: Find out the forces suffered by the vessel in the environment - The environmental data
can be obtained from detailed Metocean data of the tow route proposed. This gives us the
design wind speed, wave height and current speed, for which, we need to calculate the
environmental forces on the vessel.
Step 3: Find out the forces on the cargo due to the vessel’s motion - There are multiple ways of
doing the force calculation on a vessel, depending on the time and resources at hand.
Model Testing - Tank tests in a basin can be performed on a ship model to evaluate the
behaviour of the vessel in the sea, and to provide the design motions and accelerations.
However, model tests can be performed only during the design stage of the vessel and are also
quite costly.
Motions Analysis - Another method is to perform a detailed motions analysis of the vessel. This
is an elaborate process involving preparing a hydrodynamic model of the vessel in specialized
software and applying the environment forces to perform a time or frequency domain analysis to
evaluate the forces on the vessel.
Default Motion Criteria (DNV) - If a detailed motions analysis is not available, there are some
default motion criteria which can be used. One such set of criteria are provided in the DNV
document DNV-ST-N001 – Marine Operations and Marine Warranty (2016), Sec 11. There are
different criteria which can be used depending on the methodology adopted:
The ASD/WSD method – These are based on AISC Allowable Stress Design and provide the Roll &
Pitch amplitudes and Heave accelerations for different weather cases and vessel types.
 ASD/WSD default motion criteria
The LRFD method – These are based on Load Resistance Factor Design method and provide the
accelerations in longitudinal, transverse and vertical directions for standard “North Sea Barge”
(300’ × 90’ × 20’) and bigger barges. These are provided in Table 11-2 of DNVGL-ST-N-001. It can
also be used for smaller barges with B > 20 m and L > 50 m with normal cargo configurations. An
extract is provided below:

Step 4: Design the sea fastenings to restrain the pipes forces

In order to design the suitable sea fastening we have to determine the forces on the pipes.
Forces on the pipes depend on multiple factors like the weight and centre of gravity of cargo, its
location on the deck and its size. As the vessel undergoes motions in the sea, the cargo expects
the following types of forces:

1. Static Forces

a. Self-weight – The self-weight of the cargo is a static force on the cargo.

b. Moment of Inertia – for large-sized cargoes, the self-moment of inertia of the cargo also
contributes to the dynamic roll/pitch forces. This is generally ignored for small-sized cargoes.

2. Dynamic Forces 

These are the forces arising due to the rotatory motions of the ship – rolling and pitching.
Basically, any rotatory motion leads to an angular acceleration which adds to the force on the
cargo.

3. Combined Forces

When the ship heaves and rolls/pitches simultaneously, a component of heave contributes to the
acceleration in transverse direction too. These kinds of forces are called combined forces.

When a motion analysis software is being used to calculate the forces on the cargo, then detailed
results may be obtained. These analyses will generally be based on a frequency or time-domain
analysis which uses a wave spectrum and the vessel’s hydrodynamic model to generate vessel
Response Amplitude Operators (RAO’s) and provide the accelerations as results.

When Default Motion Criteria are being used, then the following simplified approach can be used
to determine the motion forces on the cargo.

The first step is to adopt a vessel-based coordinate system. This is a coordinate system which is
fixed to the vessel, and is defined as below:

1. The origin of the coordinate system is at the Longitudinal Centre of Floatation (LCF) of the
vessel
2. The longitudinal axis is along the centreline of the ship
3. The transverse axis is along the port or starboard
4. The vertical axis is vertically upwards from the LCF

This coordinate system moves with the ship and is not fixed to the ground. Many times, due to
lack of data on LCF, the midship is used in place of LCF. This may lead to a minor difference in
results.

With vessel coordinate system we can calculate the forces in different directions – Transverse,
Longitudinal and Vertical. A simple presentation of calculation for transverse and vertical forces
is shown in the figure below.

Transverse and vertical forces

We can see that each force is resolved along the two directions – transverse and vertical in the
vessel coordinate system. The total force in each direction is calculated by adding up the
components.

It is to be noted here that the maximum of all components may not happen simultaneously, and
there will be phase difference among them. However, ignoring the phase differences will lead to
more conservative results.

For forces along the vertical direction, the net force being experienced also depends on the
direction of heave or roll. For example, when the cargo is heaving upward, the dynamic heave
force in the vertical direction will be opposite to the static self-weight of the cargo and should be
deducted in the final force calculations.

Similarly, when the cargo is rolling from Port towards Starboard, and considering the positive
transverse axis is towards Starboard, then the dynamic roll force in the vertical direction will be
positive.

However, when the cargo rolls from Starboard to Port, then the dynamic roll force in the vertical
direction will be negative. Similarly, the dynamic heave-roll force in the vertical direction will be
positive when the ship is heaving up, and negative when the vessel is heaving down.

The same above scenarios apply to pitching as well, and the following table summarizes how the
final accelerations should be presented.
Wind Forces

Besides the motion forces as discussed above, the cargo will also be subjected to wind forces,
which will depend upon its projected wind surface area in both directions, and on its height
above the sea level.

Combining the wind and motion forces we can get the final forces on the cargo in transverse and
longitudinal directions. These forces can further be exploited to design the lashing/sea-fastenings
of the cargo.

A simple excel spreadsheet can be developed for performing these calculations. The spreadsheet
should take as input the vessel’s properties, the cargo properties and the wind speed as inputs.
The motions can be taken from the ASD default motion criteria in DNV-ST-N-001. These can be
used to compute the accelerations and forces as described above.

Limitations

Obviously, the above method is a highly simplified one and is recommended only when the
option of a detailed motions analysis is not available. Some limitations are:

• Conservative results – the values provided in DNV Default Motion Criteria (ASD/LRFD/Class
Rules) are based on extreme weather and will give quite conservative results. An actual motions
analysis may reveal considerably lower values. As a result, the sea-fastening design based on
these results may be over-designed.

• Self-moment of inertia ignored – The above calculations ignore the self-moment of inertia of
the cargo due to its own size and assume the cargo as a point load. This is valid for small-sized
cargo (relative to the vessel), but for bigger sized cargo (any cargo with length more than one-
third of the vessel’s) the forces arising due to self-moment of inertia of the cargo need to be
considered.

• Role of phase in force calculation – The different dynamic forces of roll and heave-roll have
their own phases and their maximums may not occur simultaneously. This method just adds the
maximums to give the final force. This leads to conservative results and potential over-design of
sea-fastenings.

While above limitations exist, the above method provides a quick check of the forces on the ship
and is useful in time-limited demanding operations (when an elaborate motions analysis is not
feasible), and in preliminary stages of design when the tolerance for error is more.

With Javad’s presentation we managed to understand how to store and transport pipes in a safe
manner. With that knowledge we are able to support on engineering pipe calculations.

3. Internship Day 3

As we learned about pipe stacking and sea fastening, we are now reviewing the concepts learned
using the technical note: Sea fastening pipe joints Stingray & OSVs Brave and Fearless which is
the pipe stack sea fastening document that was prepared on Dos Bocas project.
This Technical Note (TN) was prepared to determine if sea fastening of the pipe joints is required
during storage on board Stingray and during the transportation from shore to Stingray on board
PSVs Brave and Fearless. To determine whether sea fastening was necessary, the criteria DNV-ST-
N001 have been checked. The Basis of Design Pipelay Analysis was used for input parameters.
Through this review we managed to understand how to apply all the concepts learned, seeing
how they have been applied in this specific case.

4. Internship Day 4
Learning about Pre-Commissioning of pipeline. That are activities made after the completion of
pipeline construction. Before putting the pipeline system in operation, must ensure that all
system is safe for receiving the product, verifying the pipeline failure along the internal diameter,
to do this there are procedures must follow, such as, Flooding, Cleaning, Gauging, Hydrotesting,
Swabbing and Drying.
 Flooding, cleaning, and gauging, these operations are made simultaneously, and it is
called Pig Train, consist in send them through the pipeline diameter to ensure that the
entire operation is completed satisfactorily in a single pass. Flooding pig is used to
eliminate the air bubbles and equalize the pressure inside the pipeline, is used water to
move forward the flooding and water is still pumping to ensure the good condition of the
pipeline in operation.
 Cleaning pig is designed with wire brushes and multiple magnets. The wire bushes to
allow internal maximum cleaning and the magnets to collect ferrous debris.
 Gauging pig is fitted with a circular aluminium gauging plate with a small diameter than
internal pipe diameter (95% - 97%), to confirm that no buckles exist in the pipeline. It’s
designed to bend when it encounters a buckle or restriction on the pipeline internal
diameter.
 Calliper Pig is a device designed with electronics sensor that accurately measure and
record the internal diameter of the pipeline along it’s entire measured length. When it’s
moving into the pipeline record the data and after the recovery can be downloaded and
analysed to confirm the presence of buckles or anomalies.
 Intelligent Pig is a device advanced more than the calliper pig, it’s have multiples sensors
to allow highly complex internal measurement of the pipeline.
 Hydro-Testing is to ensure that the integrity of the systems is complete, and that its
pressure retaining capabilities exceed the intended operating parameters of the pipeline
or system. A common specification for the testing pressure is 1.25 or 1.5 times the design
pressure of the pipeline. In order to comply with the design code and industry standards,
all pipelines and subsea systems associated with pipelines are hydro-tested and the
pressure held for approximately 24 hours, allows sufficient time for even small leaks to
be evident as a pressure drop.
 Swabbing is a process to remove fluids off the production zone from a gas or oil well.
They are used foam pigs for displacing the water moved with compressed air or nitrogen.
The water, accumulated in front of the pig, will be pushed to the outlet of the pipeline.
These pigs act like a sponge and can easily absorb the free water.
 Drying is the process done after the pipeline swabbed and most of the free water has
been removed, but this does not mean that the pipeline is dry, because we have to do
these process to ensure the pipeline dry and it’s used hot air or hot nitrogen.
5. Week Summary
Our second week of internship was very interesting and challenging. We were learning pipe
engineering. Basic concept for stability barge loading and pre-commissioning operations. We
faced challenges to understand the procedures since was the first time being involved in such
calculations, but with the help of our team we manged to assimilate what we learned. Not all
information have been assimilated, but we are able to offer support in the engineering
departments when it comes to pipe stacking and pipe sea fastening calculations. We will make
the most of aur training program by keep learning in order to assimilate all lessons we had.
Francisco liked to learn and he is considering a lot to join the engineering department in pipeline
analysis. Oldina also liked the lessons, but as she is still assimilating the concepts she is not
thinking to join this department for now. But she knows that it is important to understand and
know how to apply this concepts because they are related to all other operations.

Written by: Checked by: Distribution:

Internship Members Project Manager Original to:
Oldina