RULES FOR

PLANNING AND EXECUTION OF

MARINE OPERATIONS

CUFtRl3NT BOOKLETS
JANUARY 2000

PART 0 INTRODUCTION
Chapter 1 User Information Amendments and Indexes ........................................J a n 1996

PART 1 GErnRAL
Chapter 1 Warranty Surveys..................................................................................J a n 1996
Chapter 2 Planning of Operations ......................................................................... J a n 1996
Chapter 3 Design h a d s ........................................................................................
a n 1996
Chapter 4 Structural Design ..................................................................................
J a n 1996

PART 2 OPERATION SPECIFIC REQUIREMENTS

Chapter 1 Load Transfer Operations .....................................................................January 1996
Chapter 2 Towing ..................................................................................................J a n 1996
Chapter 3 Special Sea Transports.......................................................................... J a n 1996
Chapter 4 Offshore Installation .............................................................................J a n 1996
Chapter 5 Lifting ...................................................................................................
/ J a n 1996
Chapter 6 Sub Sea Operations ............................................................................... January 1996
Chapter 7 Transit and Positioning of Mobile Offshore Units ...............................January 2000

DET NORSKEVERITAS
. .
Veritasveien 1. N-1322 Hgvik. Norway Tel. +47 67 57 99 00. Fax. +47 67 57 99 1 1
 DNV - RULESFOR PLANNING AND EXECUTIONOF -E
OPERATIONS- 1996 REVISION

Please note the following clarifications/corrections to the DNV Rules for Planning and Execution of
Marine Operations.

m.1 C H .DESIGN
~ LOADS IlXM 2.3.3.5

The equation for "d" is printed as

d = 1.5 - (112j)

The last part of the equation may be misunderstood and is more correctly expressed as;

d = 1.5 - 1/(2j)

PT.2 C H .SUB
~ SEA OPERATIONS, 2.3.1
PARAGRAPH

A new item 2.3.1.5 with the following text will be added;

2.3.1.5 The effects of entrapped airlair cushions shall be

specially considered. Dynamic load effects as well as
changes in buoyancy forces shall be addressed.
Guidance Note
Formulas for loads and load effects in this chapter do not consider
the effects of entrapped air or air cushions.

Equation 2.6 should be understood as

i.e. the hydrodynamic force is a function of slamming, dynamic effects of buoyancy, drag and inertia
effects.

For combining load components into load cases the following combination is acceptable to DNV;

Rev. OA Sign. LUND Page 1 of 3

Slamming loads may be considered as an upward components only, i.e. may be ignored when
estimating maximum crane loads but included when evaluating the possibilities for slack in the
lifting wires. Please note that sideways slamming loads should be considered during local design of
the object.

Formula 2-8 is a curve fitted to numerically calculated slamming velocities. The curve was initially
intended for cases with relatively large crane hoisting~loweringvelocities. For lowering velocities
close to zero eq. 2-8 will estimate too high slamming velocities. The asymptote value for v, with
zero lowering velocities may be taken as;

For lowering velocities close to zero, v, may be taken as the least of estimates according to eq 2-8
and the asymptote above.

PT.2 CH.6 SUB SEAOPERATIONS

ITEM 2.3.4.1

This item estimate load components caused by varying buoyancy and dynamics due to waves. A
logical error (mass included twice through equations 2-4 and 2-9) resulted in unrealistic high load
estimates. It has also been found that certain combinations of crane stiffness, object geometry and
"massproperties will provide unrealistic high loads. The item is therefore revised. The revised item
is stated below;

2.3.4.1 The lift force component due to varying buoyancy

forces caused by waves may be taken as :

where

H,: Significant wave height [In]

m: mass of object in air [kg]
g: acceleration due to gravity 9.8 1 [m/sec2]
K: stiffness of hoisting system see 2.3.4.3 INlm]

The Fpneed not be taken greater than 0.5 times the total
buoyancy of the handled object.
PT.2 CH.6 SUB SEAOPERATIONS
ITEM 2.4.2.4

Rev. OA Sign. LUND Page 2 of 3

Please note a printing error in eq. 2-19. The equation should read;

a, = 3.le -0.32dI H,

In order to obtain correct estimates of the DAF according to eq. 2-15, equatian 2-22 should read;

The static component would otherwise be included twice when estimating the DAF.

Rev. OA Sign. LUND Page 3 of 3

 DNV - RULESFOR PLANNINGAND EXECUTION OF MARINE
OPERATIONS- 1996 REVISION

Please note the following corrections to the DNV Rules for Planning and Execution of Marine
Operations:

Replace old 3.1.2 with new:

3.1.2 Main Towing Line 3.1.2.2 The main towing line should for unrestricted
towing have a len,$h not less than;
3.1.2.1 For unrestricted towing, the rninimum
breaking load W L ) ,in tonnes, of the main and spare bowline = 2000 BPIMBLwtinc
towing lines shall be taken according to Eq. 3-1.
Eq. 3-2
where
3.0 BP BP 1 40
- (3.64 - 0.8 BPl50) BP 40 < BP < 90 bowfine
: minimum tow line len,d (m) "

2.2 BP BP 1 90 BP : continuous static bollard pull of the vessel

Eq. 3-1
where
BP : continuous static bollard pull of the vessel in
tonnes
Guidance Note
BP less than the certified bollard pull of the vessel may be
accepted in Eq. 3-1 for calculation of minimum towline
strength, provided a corresponding restriction on the bollard
pull (i.e. towline tension) to be exercised by the tug is specified
in the manual for the actual towing operation. Continuous
monitoring of towline tension from the tug's Meelhouse as
specified in 3.3.4.2 should then be possible.
in tonnes
MBI-he : towline MBL in tonnes
3.1.23 Towline MBL and minimum length less than
required by 3.1.2.1 and 3.1.2.2 may be accepted after
evaluation of:
- geographical area and tow route,
- season and possible weather restrictions,
- number of tugs and tow spread arrangement,
- characteristics of the towed object,
- winch design, and
- available back-uplcontingency.
However, the towline MBL shall never be less than
2 BP.

Rev. OF Sign. RHan Page 1 of 2

Replace old 3.3.2.6 with new:
333.6 Required tug bollard pull shall be estimated
based on calculated required towing force and tug
resistance, see 3.3.2.3, 3.3.2.4 and 3.3.2.5, and tug
efficiency in waves.
Unless more accurate calculations or model tests of
towing efficiency of the tug in waves are made, the
continuous bollard pull stated in the bollard pull
certificate shall be multiplied with an efficiency factor
according to Eq. 3-4.

-
= 0.75(1 yL)

Eq. 3-4

where
yn: tug efficiency factor
YL : tug len,g.h factor, y~= (1 - ~ 1 4 5 ) ~
L: tug len,* (m), not to be taken more than 45 m

Guidance Note
For tugs performing weather routed towing or towing in
protected areaslharbours, a tug efficiency factor according to
Eq. 3-5 below may be used instead of Eq.3-4.

- -
YTE = (0.875 ~ ~ / 8 ) (YL1 * Yw)
Eq. 3 5

where
L: length of tug (m), not to be taken more than 45 m
YL : -
tug length factor, YL = (1 ~ 4 5 ) ~
Yw : wave factor, yw = Hd5
Hs : limiting significant wave height (m)for the weather
routed towing operation; or the probable significant
wave height in the protected arealharbour. Hs is not
to be taken less than 1 meter and not more than 5
meter in this equation.

- ITEM3.3.2.7
PT.2 C H . TOWING
~

Eq. 3-4 to be renumbered Eq. 3-6.

Rev. OF Sign. RHan Page 2 of 2

 RULES FOR
PLANNING AND EXECUTION OF

Nm OPERATIONS
PART 0 : INTRODUCTION

PART 0 c m1
USER INFO NTS AND INDEXES
JANUARY 1996

SECTIONS

1. INTRODUC~ONTO USERS .................................................................................................... 4

2. AMENDMENTS AND CORRECTIONS ....:. ................................................................................. 8
3. DEFINITION OF TERMS. ........................................................................................................
9
4. SYSTEMATIC INDEX ..........................................................................................................
.I2
5. ALPHABETIC INDEX ............................................................................................................
16

DET NORSKE VERITAS

Veritasveien 1, N-1322 Hmik, Norway Tel.: +47 67 57 99 00, Fax.: +47 67 57 99 11
This is the first issue of the Rules for Planning and
Execution of Marine Operations, decided by the board of
Det Norske Veritas Classification A/S as of December
1995. These Rules supersedes the June 1985, Standard
for Insurance Warranty Surveys in Marine Operations.
'fiese Rules come into force on 1st of January 1996.
This chapter is valid until superseded by a revised
chapter. Minor revisions to these Ruies may be
publicised as supplements to section 2 of this chapter.
Users are advised to check the systematic index in this
chapter to ensure that chapters are current.

O Det Norske Veritas

Computer Typesetting by Det Norske Veritas
Printed in Norway by the Det Norske Veritas January 1996
 Rules for Marine Operations January 1996
Pt.0 Ch.1 User Information Amendments and Indexes Page 3 of 22

1. INTRODUCTION TO USERS ..................4 5. ALPHABETIC INDEX...........................16

1.1 OBJEC'IIVES OF THESE RULES ............... 4 5.1 ALPHABETIC INDEX ............................ 16

1.1.1 General ......................................... 4
1.1.2 Safety levels ................................... 4
1.1.3 Alternative methods .......................... 4
1.2 USE OF THESE RULES ........................... 4
1.2.1 Application .................................... 4
1.2.2 Conditions for use ............................ 4
5.1.1 General ........................................ 16
Table List
Table l .l .Numbering ..................................... 5
Table 1.2 .Guidelines......................................7
Table 1.3 .Classification Notes ..........................7
'fable 1.4 .Certification Notes ............................ 7

1.3 FORMAT OF THESE RULES .................... 5

1.3.1 General ......................................... 5
1.3.2 Part 0 ........................................... 5
1.3.3 Part 1 ........................................... 5
1.3.4 Part 2 ........................................... 5
1.3.5 Revisions....................................... 5
1.3.6 Numbering and cross references ........... 5
1.3.7 Guidance notes ................................ 6
1.3.8 Definitions ..................................... 6
1.3.9 Units ............................................ 6
1.3.10 Indexes........................................ 6
1.3.11 Tables of contents ........................... 6
1.3.12 Reprints from these Rules ................. 6
1.3.13 Marine operation computer programs .... 6

1.4 GUIDELINES AND NOTES ...................... 6

1.4.1 General ......................................... 6
1.4.2 Guidelines ..................................... 6
1.4.3 Classification Notes .......................... 6
1.4.4 Certification Notes ........................... 7

A
2 . AMENDMENTS AND CORRECTIONS ......8
2.1 INTRODUCTION ................................... 8
2.1.1 General ......................................... 8

2.2 AMENDMENTS AND CORRECTIONS ....... 8

2.2.1 General ......................................... 8

3. DEFINITION OF TERMS ....................... 9

3.1 DEFINITIONS ....................................... 9
3.1.1 General ......................................... 9

4 . SYSTEMATIC INDEX ...........................12

4.1 SYSTEMATIC INDEX ............................12
4.1.1 General ........................................12
January 1996 Rules for Marine Operations
Page 4 of 22 Ft.0 Ch.1 User Lnformation Amendments and Indexes

8. ODUCTION TO USERS

1.1 OBJECTIVES OF THESE RULES 1.1.3 Alternative methods

1.1.3.1 It is the intention that these Ruies shall not
1.1.1 General
inhibit use of the best available theoretical approaches
1.1.1.1 The overall objective of these Rules is to ensure and practical solutions.
that marine operations are performed within defined and
recognised safety levels. 1.1.3.2 Other methods than those described herein may
be used provided quality and safety equivalent or higher
1.1.1.2 Marine operations are in this context specially is documented, see 1.1.2. i.
designed, non-routine operations of limited duration
camed out at sea. Marine operations are normally 1.1.3.3 Deviations from requirements and
related to temporary phases of load transfer, recommendations given in these Rules shall be based on
transportation, installation and/or securing of units at detailed evaluations of background assumptions, data,
sea. analysis, theory and practical experience, see also
1.2.2.3.
These Rules does not consider conventional shipping
activities and is not applicable for regular classification
services.
1.2 USE OF THESE RULES
1.1.2 Safety levels
1.2.1 Application
1.1.2.1 Recommendations and guidance aims at a
1.2.1.1 These Rules will be used as reference document
probability of structural failure equal to, or better than
and basis for all work performed by DNV related to
1/10000 per operation.
marine operations, e.g. verification, advisory, Warranty
Surveys etc. It may however also be purchased for other
1.1.2.2 Note that above stated probability levels define applications such as;
a structural capacity reference. Considering also the
probability of operational errors will increase the totai for information,
- reference standard for single marine operations,
probability of failure.
- marine specification documentation in relation to
Guidance Note
A review of the Worldwide Offshore Accidental Database (WOAD)
a particular offshore development project, or
indicate a 40160 distribution between structural failure and
- general standard specification for a company.
operatiorial errors The data material IS however riot very dlstlncr
with respect to categorisation of accidental causes Neither could
any record of total number of marine operations performed be found 1.2.2 Conditions for use
No ~nd~cation of actual frequency of fa~lurefor marine operations
could hence be established 1.2.2.1 Users of these Rules should be familiar with its
Guidance Note scope, objectives and content.
One of the objectives for these Rules were to include probabilities of
operational eriors when assessing marine operatioris Any
'

background data to support such approach could however riot be
found DNV will seek to include an overall probability of failure as
soon as reliable statistical data of operational records are available
An probability of total loss equal to, or better than 111000 per
operation will then be aimed at
1.1.2.3 Recommendations and guidance are as far as
possible given based on statistical methods. Where
relevant statistical data have not been available, or
recommendations based on a statistical approach have
not been developed, given requirements are based on
recognised codes, standards and "industry practice".
"Industry practice" is defined as methods and practice
commonly accepted and recognised by the branch.
1.2.2.2 The user agrees that application of these Rules
shall be at the users sole risk, and accept by use that
DNV's liability for claims arising from omissions, faults
or inconsistencies in these Rules shall be limited to the
amount charged for these Rules.
1.2.2.3 DNV disclaims any liability and/or
responsibility resulting from any or all deviations from
given requirements and/or recommendations unless such
deviations have been approved by DNV beforehand.
Rules for Marine Operations
Pt.0 Ch.1 User Information Amendments and Indexes
1.3 FORMAT OF THESE RULES
1.3.1 General
1.3.1.1 The format of these Rules is chosen to allow for
easy maintenance and updating. It is our objective that
proven and sound engineering and operating practice, up
to date technological and operational developments at all
times shall be reflected in these Rules.
1.3.1.2 The Rules for Planning and Execution of
Marine Operations are published in three parts. Each
part consist of chapters appearing as separate booklets.
The three parts are;
Part 0,Introduction
- Part 1, General Requirements, and
- Part 2, Operation Specific Requirements.
1.3.2 Part 0
1.3.2.1 This part provide brief instructions to users and
present the general format of the Rules. Systematic and
alphabetic indexes and a list of corrections are included
as well.
1.3.2.2 Format and editorial details of the Rules are
described.
1.3.3 Part 1
1.3.3.1 Pt. 1 Ch. 1 defines requirements, roles, basis for
work and the procedure to be followed if DNV is
engaged as Warranty Surveyor.
1.3.3.2 Pt. 1, Ch. 2 through Ch. 4 give general
requirements and recommendations for planning,
preparations of marine operations as well as
environmental conditions, loads, load effects, load
combinations and structural verification to be
considered.
1.3.4 Part 2
1.3.4.1 This part give specific requirements for
different types of marine operations. Requirements in
Pt. 2 are based on the general requirements in Pt. I .
References back to this part are extensively used.
January 1996
Paee 5 of 22
1.3.5 Revisions
1.3.5.1 Revisions to these Rules will be included based
on proposals from the staff of this Society, insurance
companies, oil companies, engineering companies,
marine operators or other parts involved in marine
operations. Proposals will be assessed based on practical
experience, theoretical studies, research and
development. These proposal will normally be subject
for internal and external hearings before a formai
decision is made.
1.3.5.2 Revisions may be undertaken at any time, but
will normally be published January each year. Revisions
will be forwarded to registered users of the Rules as
revised chapters or as supplements to Sec.2. of this
chapter.
1.3.5.3 This chapter and the chapter list enclosed as
front page in the ring binder state current status of the
Rules in form of latest revision date for each chapter. It
is important that the user check that the date on the front
page of the relevant Rule chapters corresponds with
those given in these lists.
1.3.5.4 Revisions to latest edition of each chapter will
be stated on the second page of the respective chapter.
1.3.6 Numbering and cross references
1.3.6.1 Numbering according to Table I . 1 are used
throughout these Rules.
1.3.6.2 Cross references between chapters in Pt.2, and
from Pt. 1 to Pt. 2 are sought avoided.
1.3.6.3 Cross references are made according to the
following format;
- between chapters: see Pt. 1 Ch. 1 Sec. I . 1
- within a chapter: see also 1.1.1.
1.3.6.4 Cross references are written in italic style.
January 1996
Page 6 of 22
1.3.7 Guidance notes
1.3.7.1 Guidance notes are included where additional
advice, formulas, experience, practises, explanations etc.
may be applicable.
1.3.8 Definitions
1.3.8.1 Definition of terms are included in this chapter.
Definitions of terms considered to be of particular
importance for the respective chapters are repeated in
these.
1.3.8.2 All symbols used within a chapter are listed in a
symbol list at the beginning of each chapter.
1.3.9 Units
1.3.9.1 These Rules generally uses SI-units. When
other units are used these are particularly stated.
1.3.10 Indexes
1.3.10.1 A systematic and an alphabetical master index
have been prepared for the complete Rules. These are
presented in Sec. 4 and 5.
1.3.10.2 The systematic index gives references to
sections and subsections within each partlchapter
whereas the alphabetic index gives references to the page
number within the appropriate partlchapter, e.g. Pt. 1
Ch. 1 pl. Note that pages in each chapter are numbered
from 1.
1.3.11 Tables of contents
1.3.11.1 'Two tables of contents levels are included at
the beginning of each chapter. A table of sections on the
front page of the chapter, providing the starting page
number of each section, and a table of content including
sections, subsections and paragraphs.
1.3.11.2 List of figures and tables in <he chapter are
included after the table of contents.
1.3.12 Reprints from these Rules
1.3.12.1 Reprints from the Rules are available from the
Society on request. There is currently no subscription
scheme for reprints. No special notification of
amendments to buyers of reprints will be made.
Rules for Marine Operations
R . 0 Ch.1 User Information Amendments and Indexes
1.3,13 Marine operation computer programs
1.3.13.1 A software package supporting formulas and
methods specified in these Rules is planned. Users of
these Rules will be notified when this package is
released, and informed of subsequent updates.
1.4 GUIDELINES AND NOTES
1.4.1 General
1.4.1.1 In an effort to aid the parties involved in marine
engineering and classification of ships, DNV has issued
Guidelines and Classification Notes giving practical
information regarding classification and other relevant
regulations as well as guidance in new fields of
technology. These publications are available on a
purchase or subscription basis.
1.4.2 Guidelines
P.4.2,l Guidelines are publications which give
information and advice on technical and formal matters
related to the design, building, operation, maintenance
and repair of vessels and other objects, as well as the
services rendered by the Society in this connection.
Aspects concerning classification may be included in the
publication.
A list of Guidelines that may be relevant for marine
operations is given in Table 1.2.
1.4.3 Classification Notes
1.4.3.1 Classification Notes are publications which give
practical information on engineeringldesign aspects in
general, and on classification of ships and other objects
in particular. Examples of design solutions, calculation
methods specifications of test procedures, as well as
acceptable repair methods for some components are
given as interpretations of the more general rule
requirements.
A list of Classification Notes that may be relevant for
marine operations is given in T d l e 1.3.
Rules for Marine Operations January 1996
Pt.0 Ch.1 User Information Amendments and Indexes Page 7 of 22

1.4.4 Certification Notes

1.4.4.1 Certification Notes are publications which

contain principles, accept criteria and practical
information related to the Society's consideration of
objects, personnel, organisations, services and
operations, in connection with issuance of certificates or
declarations, which are not necessarily related to
ciassification.
A list of Certification Notes that m y be relevant for
m r i n e operations is given in Table 1.4.

I Units Class and Statutory Services, November

1986.

-
Table 1.3 Classification Notes

I siresses, October 1987.

30.4 1 Foundations, February 199'2
1 30.5 1 Environmental Conditions and Environmental I

-
Table 1.4 Certification Notes
I No. I Title I
Series No. 2 Approval Schemes
2.5 Certification of Offshore Mooring Steel Wire
Rope (May 1995).
2.6 Certification of Offshore Mooring Chain (August
January 1996 Rules for Marine Operations
Page-
- 8 of 22 R.0 Ch. l User Information Amendments and Indexes

2.1 INTRODUCTION

2.1.1 General

2.1.1.1 This section includes approved amendments and

corrections which are not yet incorporated in the
respective chapters.
Information on the coming into force date of new
amendments are given on the cover inside of this
Introduction chapter.
In addition correction of misprints and clarification of
the text may be included.

2.2 AMEWDMENTS AND CORRECTIONS

2.2.1 General

2.2.1.1 ?'his issue of the Rules for Planning and

execution of Marine Operations is the first issue of the
Rules. Hence there are no amendments or corrections to
this first revision of the updated Rules.
 Rules for Marine Operations
Pt.0 Ch.1 User Information Amendments and Indexes
3.1.1 General
3.1.1.1 Terms used in these Rules are defined below.
Definitions of terms considered to be of particular
importance for the respective chapters are repeated in
these.
Assured :The party who has obtained an insurance cover
for the marine operation and who engages the Warranty
Surveyor in order to ensure that the terms of the
warranty as laid down in his Insurance Policy are
complied with. This may be the OperatorICompany or
the Contractor.
Bobbin :Sheaves applied to increase the bending
diameter of double slings around a pin.
Bollard pull :Continuous static towing force applied by
tug, i.e. continuos tow line force
Cable laid grommet :Steel or fibre ropes arranged into a
stranded construction, cabled together, right or left lay,
and spliced such that there is no end.
Cable laid sling :Steel or fibre ropes arranged into a
stranded construction, cabled together, right or left !ay,
with a spliced eye in each end.
Certified item :Item with a capacity or property certified
by a recognised body.
Characteristic condition :A condition which, together
with load and material factors, render a defined
probability of exceeding structural capacity within a
defined time period.
Characteristic load : The value of a randomly variable
load that has an agreed probability of exceedance under
actual conditions within an agreed time period.
Characteristic resistance : The value of resistance that
has an agreed probability of exceedance.
Coastal towing :Towing in waters less than 12 nautical
miles of the coast line.
Contractors :The parties performing the actual work.
Design :An activity to create or form lay out's,
I
concepts, arrangements or structures.
Design criteria :The criteria applied for verification of
systems, equipment, structures etc. for the planned
marine operation.
Design factor :Factors to be applied for design of
January 1996
Page 9 of 22
structural elements which includes relevant load factors,
consequence factors, and local dynamics.
Design life : The period of time from commencement of
construction to condemnation of the structure.
Design load : Load used in the design of a structure,
i.e. characteristic load multiplied by the load coefficient.
Design load g e c t : The load effects calculated on the
basis of the design load.
Design resistance : The resistance to be used in the
safety evaluation of a structure or part of a structure,
i.e., characteristic resistance divided by the material
coefficient.
Design sea state :'fie short term wave condition which
form basis for the design and design verification.
Design strength : The material strength to be used in the
determination of the design resistance of a structure or
part of a structure, i.e., characteristic strength divided
by the material coefficient.
Dynamic amplification factor :A factor accounting for
the global dynamic effects normally experienced during
lifting. The dynamic amplification factor is defined as
(Dynamic load + Static Load)/ Static Load.
Fail safe :A configuration which upon failure of
elements remain in a controllable and safe condition.
Fibre sling :Slings made of high performance man made
fibres.
Float out :The activities necessary to transfer an object
from a dry construction site to a self floating condition
outside the construction site.
Grillage :Structural load distributing elements installed
to avoid excessive local loads.
Grommet :Endless sling.
Grouting :The activities necessary for cementing the
void spaces between pile and pile sleeve after pile
driving or the provision of even foundation support for
an object placed on the sea bottom by injection of
cement under the base structure.
Gust wind :Average wind speed during a specified time
interval less than one minute
Heavy lijl carrier :A submersible barge or vessel
carrying heavy object on deck. The objects are
loadedloff-loaded the carrier by float onlfloat off
operations.
January 1996
Page 10 of 22
Heavy 1 1
3 carrier transports :Transfer at sea from one
location to another of an object by a heavy lift carrier.
Independent third party verij?cation :Verification
activities performed by a body independent from
company and contractor.
Inshore towing :Towing in sheltered waters.
Insurer :The party who is providing insurance cover for
the marine operation.
bttemal seafastening :Securing of loose items within the
handled object.
Launching :An activity comprise cutting of seafastening
of an object resting on a specially equipped launch
barge, the object's slide down the skid beams on the
barge and diving into the water until the object is free
floating.
Lift 0 8 : The activities necessary to transfer an object
positioned on land or sea bed supports into a floating
condition.
Liji on :A reversed lift off. 1.e. the activities necessary
to transfer an floating object onto landlsea bed supports.
Lift points :The attachment points for slings on the
lifted object. Lift point are normally designed as
padeyes or padearltrunnions.
Lijied object :A structure or parts thereof subjected to
lifting.
Lifting :The activities necessary to lift or assist an object
by crane or cranes.
Lijling equipment :Temporary installed equipment such
as slings, shackles, sheaves, spreader beams or frames,
necessary to perform the lift.
Limit state : A state in which a structure ceases to fulfil
the function, or to satisfy the conditions, for which it
was designed.
Load : Any action causing stress or strain in the
structure.
Load co@cient : Coefficient by which the
characteristic load is multiplied to obtain the design
load.
Load g e c t : Effect of load on the structure, such as
stresses and stress resultants (internal forces and
moments), strain, deflections and deformations.
Load in :The activities necessary to transfer an object
from a vessel to land, i.e. a reversed load out.
Load out :The activities necessary to transfer an object
from land onto a vessel by a horizontal movement of the
object.
Load tran.$er :The activities necessary to transfer an
Rules for Marine Operations
R.0 Ch.l User Information Amendments and Indexes
object from one support condition to another.
Long term :A period of time where environmental
conditions are non-stationary.
Marine Operation Declaration : A written confirmation
stating compliance with this Standard of equipment,
temporary and permanent structures, handled object,
procedure, preparations etc,
Mating :The activities necessary to join two floating
objects. The floating objects may be supported by
barges, pontoons, etc.
Meatz wind veiocity : The average wind velocity within
a specified time interval.
Multi barge towing :Transfer at sea from one location to
another of an object resting on two or more barges by
use of tugs.
Natural period :?'he period of which the vessel will
move in still water.
Object: 'The object handled during the marine operation,
typically a module, deck structure, jacket, sub sea
structure, pipes, other equipment.
Offshore towing :Towing in waters more than 12
nautical miles of the coast line.
Operation :A planned marine operation, with defined
start- and termination point.
Operation criteria :The acceptance criteria for start of
the planned operation.
Operation reference period : The time period to be used
in establishing the characteristic value of a random
parameter used as the basis for the design.
Operator/Company :The party representing the
owner(s).
Padear :Lifting point on a structure consisting of a
tubular member with a stopping piate at the end. The
sling/grommet may be laid around the tubular member
such that a shackle is not needed.
Padeye :Lift point on a structure consisting of a steel
main plate with a matched hole for the shackle pin. The
hole may be reinforced by a plate (cheek plate) on each
side.
Piling :The activities necessary to secure an object to
the sea bottom by driving piles into the sea bottom.
Plate shackle :A shackle where the bow is replaced by
two steel plates and an extra pin.
Positioning :The activities necessary to position an
object at a certain predetermined location.
Recognised code or standard : National or international,
code or standard, which is recogniserl by the majority of
 Rules for Marine Operations
Pt.0 Ch.1 User Information Amendments and hdexes

$ professional people and institutions in the marine and object.

offshore industry.
liunnion :Lifting point on a structure consisting of a
Rigging arrangement :?he complete system, as tubular member with a stopping plate at the end. The
applicable, of slings, shackles and, spreader beams or sling/grommet may be laid around the tubular member
frames. such that a shackle is not needed.
Safe condition :A condition where the object is Unit :The assembled configuration of transport barges
considered exposed to "normal" risk for damage or loss. and object to be transported.
Seafastening :Structural elements providing horizontal Unrestricted operations :Operations with characteristic
and uplift support of object during towing operations. environmental conditions estimated according to long
term statistics.
Selffoating towing :Transfer at sea from one location
to another of an object supported by its own buoyancy Upending :The activities necessary to upend a floating
and pushed/ pulled by tugs. object.
>%
Setting :The activities necessary to set-down an object Verijication :Activity to confirm that a design,
on the seabed after positioning, including levelling, and product/equipment, structure or procedure complies with
soil penetration and suction (if applicable). defined standards and/or specifications. Verification
may be documented by calculations, analysis,
Shackle :A structural component composed by a bow
certificates, survey reports and inspection reports.
and a pin linking a sling/grommet to a padeye.
VMO :Veritas Marine Operations, a product offered by
Ship transportation :Transfer of an object at sea from
DNV. The product responsibility is assigned to a
one location to another of an object onboard a
specific DNV organisational unit.
conventional vessel or supply vessel.
Warranty surveyor :The independent third party
Short term : A period of time wherein statistical
ensuring that the terms of the Marine Insurance
environmental parameters may be assumed stationary.
Warranty Clause is complied with.
Nornjally 3 or 4 hours.
Wave height : The crest to trough height.
Short term wave condition :A wave condition where
significant wave height and zero crossing wave period Weather restricted operations :Operations with defined
are assumed constant in the duration time, typically 3 restrictions to the characteristic environmental
hrs. conditions, planned performed within the period for
reliable weather forecasts.
Signijicant wave : Four times the standard deviations of
the surface elevation in a short term wave condition Zero crossing wave period :Average wave period, i.e.
(close to the average of the one third highest waves). average time period between water surface elevate
through the still water level.
Single critical element :Non-iedundant element, which
failure constitute failure of the structure/system.
Site move :The activities necessary to transfer an object
from one location at the yard to another.
Skew load factor :A factor accounting for the extra
loading on slings caused by the effect of inaccurate sling
lengths and other uncertainties with respect to force
distribution in the rigging arrangement.
Sling :A strap used between liftpoint and crane hook
during lifting. The term sling is also used for a steel
rope with an eye at each end.
Snap force :Snatch load in hoisting line due to sudden
velocity change of lifted object.
Spreader beam/@ame :Part of the rigging which may
transfer compression loads. It may be applied to;
avoid horizontal loads to the lifted object,
reduce the effect of inaccurate sling lengths or
to avoid clashes between slings and the lifted
January 1996 Rules for Marine Operations
Page 12 of 22 Pt.0 Ch.1 User Information Amendments and Indexes

4.1 SYSTEMATIC INDEX 3. Procedures For Insurance Warranty Surveys

3. ! Engagement of The Warranty Surveyor
4.1.1 General 3.2 Basis for Work
4.1.1.1 Below systematic master index has been 3.3 Approval Work
prepared for the Rules. The systematic index includes 3.4 Preparation for Operations
sections and subsections within each partichapter 3.5 Attendance during Operation
3.6 Needs and Duties of Parties Involved
Part 0 Chapter 1
USER INFORMATION AMENDMENTS AND
INDEXES Part 1 Chapter 2
January I996 PLANNING OF OPERATIONS
January 1996
1. Introduction to Users
1.2 Use of this Standard 1. Introduction
1.3 Format of this Standard 1.1 General
1.4 Guidelines and Notes 1.2 Definition

2. Amendments and Corrections 2. Pladng

2. i Introduction 2.1 Planning Principles
2.2 Amendments and Corrections 2.2 Documentation
2.3 Risk Evaluations
3. Definition of Terms 2.4 Marine Operation Declaration
3.1 Definitions
3. Operational Requirements
4. Systematic Index 3.1 Operation and Design Criteria
4.1 Systematic Index 3.2 Weather Forecast
3.3 Organisation
5. Alphabetic Index 3.4 Preparation and Testing
5.1 Alphabetic Index 3.5 Marine Operation Manual

4. Stability Requirements
Part 1Chapter 1 4.1 General Requirements
WARRANTY SURVEYS 4.2 Barge Transports
January 1996 4.3 Self Floating Structures
4.4 Load Out Operations
Principles of Insurance Warranty Surveys 4.5 Other Vessel
1.
1.1 Introduction
1.2 Basic Definitions 5. Systems And Equipment
1.3 Marine Insurance Act 5.1 System Design
1.4 Purpose of Insurance Warranty Surveys 5.2 Vessels And Barges
1.5 Marine Operation Declarations 5.3 Mooring Systems
1.6 Breach of Warranty 5.4 Guiding And Positioning Systems

2. Scope of Insurance Warranty Surveys

2.1 Warranty Clause
2.2 Warranty Surveyor Tools
2.3 Warranty Level
2.4 Risk Assessment
2.5 Reduced Scope of Warranty
2.6 Extended Scope of Warranty
 Rules for Marine Operations January 1996
Pt.0 Ch.1 User Information Amendments and Indexes Page 13 of 22

$ Part 1Chapter 3
DESIGN LOADS Load Out
January 1996 General
Loads
1. Introduction Loadcases and Analysis Of Forces
1.1 General Structures and Soil
i .2 Definitions Systems and Equipment
Load Out Vessel
2. Environmental Conditions Operational Aspects
2.1 General Special Case
2.2 Wind Conditions
2.3 Wave Conditions Float Out
2.4 Current And Tide Conditions Introduction
Loads
Loads and Load Effects Loadcases and Analysis Of Forces
Load Categories Structures
Load Analysis Systems and Equipment
Wave Loads Operational Aspects
Wind And Current Loads
Static Loads Lift Off
Hydrostatic Loads General
Restrain Loads Loads
Accidental Loads Loadcases and Analysis Of Forces
Structures
Systems and Equipment
Lift Off Vessels
Part 1 Chapter 4
Operational Aspects
STRUCTURAL DESIGN
Januar 1996
Mating
Introduction
1. Introduction
Loads
1.1 General
Loadcases and Analysis Of Forces
1.2 Definition
Structures
Systems and Equipment
2. Design Principles
Operational Aspects
2.1 Design Considerations
2.2 Load Cases
Construction Afloat
2.3 Design Analysis and Criteria
Introduction
Loads
3. Design Verification
Stability Afloat
3.1 Verification Methods
Mooring
3.2 Strength Verification
Operational Aspects
3.3 Testing

4. Resistance and Materials

4.1 Structural Resistance Part 2 Chapter 2
4.2 Materials And Fabrication TOWING
January 1996

1. Introduction
Part 2 Chapter 1
1.1 General
LOAD TRANSFER OPERATIONS
1.2 Definitions
January 1996
2. Planning and Preparations
1. Introduction 2.1 Planning
1.1 General 2.2 Design
1.2 Design Phase 2.3 Structural Design Calculations
-
&
1.3 Operational Aspects
 January 1996 Rules for Marine Operations
-Page 14 of 22 -
Pt.0 Ch.1 User Information Amendments and Indexes

3. Towing Equipment Upending

3.1 Towing Arrangement Introduction
3.2 Barges Loadcases and Analysis Of Forces
3.3 Towing Vessels Structures
Systems
4. Towing Operations Operational Aspects
4.1 Tow Out
4.2 Towing Positioning and Setting
Introduction
Loadcases and Analysis Of Forces
Structures
Part 2 Chapter 3
Systems
SPECIAL SEA TRANSPORTS
Docking
January 1996
Operational Aspects
1. Introduction
Piling and Grouting
1.1 General
Introduction
1.2 Definitions
Operational Aspects
2. Ship Transportation
2.1 Planning and Preparations
2.2 Operation
Part 2 Chapter 5
LIFTING
3. Multi Barge Towing
January 1996
3.1 Planning and Preparations
3.2 Towing Equipment
1. General
3.3 Towing Operations
1.1 Introduction
1.2 Definitions
4. Self Floating Towing 1.3 Miscellaneous
4.1 Planning and Preparation
4.2 Towing Equipment
2. Loads
4.3 Towing Operations
2.1 Basic Loads
2.2 Dynamic Loads
5. Heavy Lift Carriers
2.3 Skew Loads
5.1 Planning and Preparations
2.4 badcases and Analysis Of Forces
5.2 Operational Aspects
3. Lifting Equipment
3.1 Slings and Grommets
Part 2 Chapter 4 3.2 Shackles
OFFSHORF: INSTALLATION
January 1996 4. Structures
4.1 Design Conditions
1. Introduction 4.2 Fabrication and Inspection
1.1 General
1.2 Definitions 5. Lift Operation
1.3 Installation Site 5.1 Crane and Crane Vessel
5.2 Operational Aspects
2. Loads
2.1 Environmental Loads 6. YardLifts
6.1 General
3. Launching 6.2 Loads
3.1 Introduction 6.3 Lifking Equipment
3.2 Loadcases and Analysis Of Forces 6.4 Structures
3.3 Launched Object 6.5 Cranes
3.4 Launch Barge 6.6 Operational Aspects
3.5 Systerns and muipment
3.6 Operational Aspects
 Rules for Marine Operations January 1996
Pt.0 Ch.1 User Information Amendments and Indexes Page 15 of 22

a-

Part 2 Chapter 6
SUB SEA OPERATIONS
January 1996

1. Introduction
1.1 General
1.2 Definitions
1.3 Planning
1.4 Loads
1.5 Structures

Design Loads
General
Crane Tip Motions
Hydrodynamic Forces when Lowered through
Water Surface
Hydrodynamic Forces on Submerged Objects
Snap Forces in Hoisting Line
Other Loads

Soil Capacities
On Bottom Stability
Pull Out Forces

4. Operational Aspects
4.1 General
4.2 Systems
4.3 Installation Aids
4.4 Rov Operations
4.5 Tie-In Operations
4.6 Bundle Operations

Part 2 Chapter 7
TRANSIT Ah!Ll ANDSITIONING OF MOBILE
OFFSHORE UNITS

HOLD
January 1996 Rdes for Marine Operations
Page 16 of 22 Pt.0 Ch.1 User Information Amendments and Indexes

5.1 ALPHABETIC INDEX

5.1.1 General Centre of gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Pt. 1 Ch.3 p16

5.1.1.1 Below alphabetic master index has been
prepared for the complete volumes of the Rules .
5.1.1.2 T h e format of the alphabetic index is as
follows;
<main index> . <sub.index> .c P t . , C h .
ref . > < page > .
Accidental case
structural design ................................. Pt .1 Ch.4 p6
Accidental loads .......................................Pt . 1 Ch.3 p17
dropped objects ...................................... Pt .1 Ch.3 p17
vessel collision .......................................... Pt . 1 Ch.3 p17
advisory service ...................................... Pt .1 Ch . 1 p9
Alternative methods ................................... Pt.0 Ch .1 p4
Amendments to the Standard ............................. Pt.0 Ch.1 p8
Application of the Standard Pt.0 Ch.1 p4
Ballast system
backup .................................................... Pt 2 Ch.1 p l l
.. Pt.2 Ch .1 p20 . Pt.2 Ch.1 p l 1
capacity .............................
lift off .............................................. Pt.2 Ch .1 p20
loadout ............................................. Pt.2Ch.lpll
mating ................................ . .......""""..." Pt.2 Ch . 1 p24
Barges
access ...................................................... Pt.2 Ch.2 p9
anchoring and mooring equipment ................Pt.2 Ch.2 p9
ballast systems ........................................ Pt.2 Ch.2 p9
corrosion ...............................Pt.2 Ch.2 p6 . Pt .1 Ch.2 p20
general requirements .............................. Pt .1 Ch.2 p 19
global strength.............
..... .................. Pt.2 Ch.2 p7
inspection and testing ......................
..... .. Pt.2 Ch.2 p9
.....
local strength ................. ..................... Pt.2 Ch.2 p7
Bumpers ..................................................... Pt .1 Ch.2 P22
Bundle pull in ................................................. Pt.2 Ch.6 p18
Bundle towing
bottom survey .............................. ..... . . . . . . . Pt.2 Ch.6 p17
inte~nalstrength ...................................... Pt.2 Ch.6 p l 8
tug monitoring ............................................ Pt.2 Ch.6 p18
tug requirements .......................................... Pt.2 Ch.6 p17
Buoyancy .............................................. ....... Pt.1 Ch.3 p16
Certificates
slings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pt
. 2 Ch.5 p13
Characteristic conditions
Clearances
mating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pt.2 Ch 1 p26
multi barge transports ...........................Pt.2 Ch.3 p9
Commisioning
program .............................................Pt.1 Ch.2 p13
Communication .....................................Pt .1 Ch.2 p12
testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Pt.1
. . Ch.2 p13
Conditions for use ...................................Pt.O Ch. i p 4
Construction afloat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Pt 2 Ch . 1 p 2 7
freeboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Pt.2 Ch 1 p27
inclination tests . . . . . . . . . . . . . . . . . . . . . . . . .Pt.2 Ch . l p 2 7
mooring equipment
planning ...........................................Pt.2 Ch.l p 2 7
stability afloat ...................................... Pt.2 Ch . l p 2 7
Corrections to the Standard .............................Pt.0 Ch 1 p8
Corrosion
existing structures ..................................... Pt . 1 Ch.4 p6
Crane vessel ............................................... Pt.2 Ch.5 p18
. .
crane documentation .............................Pt.2 Ch . 5p18
load moruto~mg....................................... Pt.2 Ch.5 p18
vessel documentation ............................... Pt.2 Ch.5 p18
Current loads ...................................................Pt . 1 Ch.3 p l 5
Declarations
complex operations ..............................Pt .1 Ch . 1 p l 1
issuance ................................................... Pt.1 Ch.1 p5
maintanence ....................................... Pt . l Ch
1 p 6
review scope ................................................ Pt .1 Ch.2 p9
scope ..................... ........................................Pt .1 Ch 2 p 9
Definitions ...................................................... Pt.0 Ch.1 p9
Design analysis
analytic models ......................................... Pt . 1 Ch.4 p8
failure modes ............................................. Pt .1 Ch.4 p8
phciples .................................................... Pt.1 Ch.4 p8
Design Basis .................................................. Pt .1 Ch.2 p7
Design Brief ........................................................ Pt. 1 Ch.2 p7
Design loads
load cases ................... . .............................. Pt.1 Ch.4 p7
load combinations ......................................Pt . l Ch 4 p 7
Design methods ................................................... Pt.1 Ch.4 p8
partial coefficient ................... ... .................... Pt.1 Ch.4 p9
permissible stress ............... ..........................Pt .1 Ch.4 p9
probabilistic ................................. ................. Pt.1 Ch.4 p9
Rules for Marine Operations January 1996
Pt.0 Ch.l User Information Amendments and Indexes Page 17 of 22

Documentation

Hazop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pt.1 Ch.2 p9

Heavy lift carriers ..................................Pt.2 Ch.3 p 12
analysis of motion Pt.2 Ch.3 p i 2
quality requirements ...........................Pt 1 Ch.2 p8 cribbing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Pt.2
. Ch.3 p12
Dynamic amplification factor guides .............................................. Pt.2 Ch 3 p12
liftin Pt.2 Ch.5 p7 on- and off-loading . . . . . . . . . . . . . . . . . . . . . . . . . . . .Pt.2 Ch.3 p13
operational aspects . . . . . . . . . . . . . . . . . . . . . . . . . . .Pt.2 Ch 3 p13
seafastening inspection . . . . . . . . . . . . . . . . . . . . . .Pt.2 Ch.3 p13
self propelled carriers ............ ...... . . . . . . .Pt.2 Ch.3 p12
Envuonmental conditions structural design verification ............ Pt.2 Ch.3 p12
current Pt 1 Ch 3 p10 transport manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Pt.2 Ch.3 p13
envuonmental phenomena Pt 1 Ch 3 p6 Hydrodynamic loads
gust v m d Pt 1 Ch 3 p8 splash zone .............................................Pt.2 Ch.6 p9
local conditions Pt 1 Ch 3 p7 submerged structures . . . . . . . . . . . . . . . . . . . . . . . Pt.2 Ch.6 p10
monltomg Pt 1 Ch 2 p12 Hydrostatic loads ............................ ...... Pt.1 Ch.3 p16
swell Pt 1 C h 3 p 1 0
tlde vanatlons Pt 1 Ch 3 p l l
waves Pt 1 Ch 3 p8
w d Pt 1 Ch 3 p7 Inclination test
Envuo~lmentalstatistics Pt 1 Ch 3 p6 construction afloat . . . . . . . . . . . . . . . . . . . . . . . . . . . .Pt.2 Ch .1 p27
seasonal vanat~ons Pt 1 Ch 3 p7 Index
alphabetic ......................... .... Pt.0 Ch . 1 p15 . Pt.0 Ch .l p 6
systematic ....................... Pt 0 Ch.1 p12 . Pt.0 Ch.1 p6
Information to users
Fabrication certification notes . . . . . . . . . . . . . . . . . . . . . . . . . . Pt.0 Ch. l p 7
classification notes ..................... ............ . Pt.0 Ch.l p 6
cross references .................................. Pt.0 Ch . l p 5
definitions ........................................Pt.0 Ch . l p 6
guidance notes ............................ Pt.0 Ch.1 p6
guidelines ........................................ . . Pt.0 Ch . l p 6
numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pt.0 Ch . l p 5
reprints ............................................ Pt.0 Ch .l p 6
..
revisions .......................................... Pt.0 Ch . l p 5
air cushion system ............................. Pt 2 Ch.1 p16 structure of the Standard . . . . . . . . . . . . . . . . . . . . . Pt.0 Ch .l p 5
symbols ............................................Pt . 0 Ch .l p 6
table of contents ............ . . . . . . . . . . . . . . . . . . . . .Pt.0 Ch . l p 6
Inspection
monitoring ........................................ Pt.2 Ch .1 p17 lift points .............................................. Pt 2 Ch.5 p17
Pt.2 Ch.1 p16 non destructive examination . . . . . . . . . . . . . . . Pt . 1 Ch.4 p15
Pt.2 Ch.1 p15 shackles ........................................... Pt.2 Ch.5 p15
Pt 1 Ch.3 p13 slings ......................... ................. Pt.2 Ch.5 p14
Pt.2 Ch .1 p8 through thickness quality ............................Pt .1 Ch 4 p15
skidding .............................................Pt.2 Ch .1 p8

Grillage and seahstening
load out ............................................Pt.2 Ch . 1 p14
Purpose
set down procedure ................................. Pt.2 Ch . 1 p 13
Grouting ........................................ Pt 2 Ch.4 p18
equipment ...........................................Pt.2 Ch.4 p 17
operational criteria ...............................Pt.2 Ch.4 p18
Guiding systems
design requirements ................................ Pt . 1 Ch.2 p22
loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P t 1 Ch.2 p22
positioning line requirements ................... Pt .1 Ch.2 p23
strength ......................................... Pt .1 Ch.2 p23
Launch
accidental flooding .....................................Pt.2 Ch.4 p9
Pt.2 Ch.2 p6
. anti self-launch devices ............................. Pt.2 Ch.4 p9
barge positioning ................................ Pt.2 Ch.4 pl 1
buoyancy tank attachments .................... Pt.2 Ch.4 p9
buoyancy tank testing ............................ Pt.2 Ch.4 p l l
buoyancy tanks ...................... . . . . . . . . . . . . . . Pt.2 Ch.4 p9
cutting facilities .................................... Pt"2 Ch.4 p10
. .
fixtion .................................. :................Pt.2 Ch.4 p10
general . ..................................................
. . . Pt.2 Ch.4 p8
launch uutiation ....................................... Pt.2 Ch.4 p8
launch systems .......................................... Pt.2 Ch.4 p10
loads and loadcases ...................................Pt.2 Ch.4 p8
. .
monltomg ............................................ Pt.2 Ch.4 p l l
object Geeboard ........................................ Pt"2 Ch.4 p9
object strength ........................
........ ...... Pt.2 Ch.4 p9
January 1996 Rules for Marine Operations
Page 18 of 22 Pt.0 Ch.1 User Information Amendments and Indexes

preparations for launch . . . . . . . . . . . . . . . . . . . Pt.2 Ch 4 pl i Pt 2 Ch.5 p12

rubber diaphragms ..................... .... Pt 2 Ch.4 p9 Pt . 1 Ch.3 p13
rubber diaphragms testing . . . . . . . . . . . . . . . Pt.2 Ch 4 pl 1 Pt 1 Ch.3 p13
Pt 1 Ch.3 p13
Pt.1 Ch.3 pi4
Pt.i Ch.3 p13
Pt.1 Ch.3 p13
system inspection . . . . . . . . . . . . . . . . . . . . . . . . . Pt.2 Ch.4 p10 Pt.i Ch.3 p14
Launch barge
ballasting syste Pt.2 Ch 4 p i 0 Pt.2 Ch.5 p10
general ........................................... Pt . 2 Ch.4 p9 Pt.2 C h 5 p20
Pt.1 Ch.3 p!2
Pt.1 Ch.3 p12
. . . . . . . . . . . . . . . . . . . . . . . . . . . .Pt.i
. Ch.3 p12
Pt 1 Ch.3 p12
Pt.1 Ch 3 p12
Pt . 1 Ch 3 p12

motion and wind . . . . . . . . . . . . . . . . . . . . Pt .! Ch.4 p7

restraint and inertia load
swell and irregular wave
Load factors
construction supports

loads ............................................ Pt.2Ch.l p18

minimum freeboard ................................ Pt.2 Ch . 1 p21
. .
monlto~mg........ .................................Pt.2 Ch .1 p22
mooring ................................................Pt.2 Ch .1 p2 i

vessels ...............................................Pt 2 Ch . 1 p2 1
Lift points

..............................................
Pt.2Ch.5 p17

Lifting
bumpers and guides ...............................Pt.2 Ch.5 p17
clearances ................................... Pt.2 Ch.5 p18

double slings ...................................... Pt.2 Ch.5 p9

dynamic loads Pt.2 Ch.5 p7
global skew load factor ...............................Pt.2 Ch.5 p8
lay down arrangements ....................... Pt.2 Ch.5 y 17
lift off conditions ................................... Pt.2 Ch 5 p19
lifted object ............................................ Pt.2 Ch:5 p16
loadcases ............................................... Pt.2 Ch.5 p10
load factors ............ .. ............................... Pt.2 Ch.5 p16
monitoring ...................................... Pt.2 Ch.5 p19
object weight ............................................. Pt.2 Ch.5 p7
planning ................... ... ............................ Pt.2 Ch.5 p6
seafastening and grillage ....................... Pt.2 Ch.5 p17
skew loads ....................................... Pt.2 Ch.5 p8
special loads ........................................... Pt.2 Ch.5 p7
structural design ......................................Pt.2 Ch.5 p16
weight of rigging .......................................... Pt.2 Ch.5 p7
Lifting equipment
design considerations ............................... Pt.2 Ch.5 p16
nominal safety factors ................................ Pt.2 Ch.5 p12
skidding loads .................................. Pt.2 Ch .l p 8
soil ................................................Pt.2 Ch .l p 9
stability afloat ..................................Pt 2 Ch .l y 1 3
testing ...........................................Pt 2 Ch.1 p12
trailers ................................................. Pt.2 Ch .l p 1 0
. underkeel clearance .............................Pt.2 Ch .l p 1 3
vessel ..................................................... Pt.2 Ch.1 p12
vessel documentation .................... Pt.2 Ch .l p 1 3
vesseharge maintenance . . . . . . . . . . . . . . . . . . Pt.2 Ch .l p 1 3
Load transfer operations
documentation .................................. Pt.2 Ch . l p 6
operational aspects ..........................Pt.2 Ch .l p 6
planning ...........................................Pt.2 Ch 1 p5
Material coefficients
fatigue limit state .....................................Pt.1 Ch.4 p14
Rules for Marine Operations
Pt.0 Ch.1 User Information Amendments and Indexes
progressive limit stat Pt . 1 Ch.4 p14
serviceability limit s ................. P t . l C h . 4 ~ 1 4
ultimate limit state ............................ Pt .1 Ch.4 p13
\;ire ropes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Pt . 1 Ch.4 p14
Materials
fabrication ......................................Pt.1 Ch.4 p14
inspection and fab~icationcatego~ies. . . . . . . . Pt . 1 Ch.4 p14
steel qualities ..................................... Pt . 1 Ch.4 p14
Mating ...................................................... Pt.2 Ch.l p23
ballast systems ....... ......... . . . Pt.2 Ch.1 p24
clearances............................................. Pt.2 Ch.1 p26
1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pt.2 Ch.1 p24
loads ................................................... Pt 2 Ch. 1 p23
mating site. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Pt.2 Ch . 1 p25
monitoring ....................................Pt.2 Ch .1 p26
mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Pt.2
. Ch.1 p25
seafastening .....................................Pt.2 Ch.1 p24
systems......................................... Pt.2 Ch 1 p24
Mooring
construction afloat . . . . . . . . . . . . . . . . . . . . . Pt.2 . Ch.1 p27
float out ......................................... Pt.2 Ch.1 p16
lift off ............................................... Pt.2 Ch.1 p21
load out ............................................... Pt.2 Ch.1 pi2
mating ................................................Pt.2 Ch 1 p25
Mooring systems
anchors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pt
. .1 Ch.2 p22
equipment ................................... Pt .1 Ch 2 p2 1
generai .........................................Pt . 1 Ch.2 p20
line strength ............................................Pt .1 Ch.2 p2 1
loads ..................................................... Pt .1 Ch.2 p20
PLS condition ........................................Pt .1 Ch.2 p21
submerged brackets ............................Pt .1 Ch.2 p21
synthetic fibre ropes ................................ Pt . 1 Ch.2 p21
ULS condition ........................................ Pt .1 Ch.2 p20
wire clamps ......................................... Pt .1 Ch.2 p21
Motion analysis .................................... Pt . 1 Ch.3 p14
RAO's .......................................... Pt.lCh.3~15
wave headings ....................................... Pt .1 Ch.3 p 15
wave periods ................... . . . .................... Pt . 1 Ch.3 p15
Multi barge transports .................................. Pt.2 Ch.3 p7
ballasting system ................................... Pt.2 Ch.3 p8
clearances. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pt.2 Ch.3 p9
monitoring............................................ Pt.2 Ch.3 p9
navigational equipment................................Pt.2 Ch.3 p8
operational aspects ............................. Pt.2 Ch.3 p9
seafastening ............................................Pt.2 Ch.3 p8 .
skew loads............................................... Pt.2 Ch.3 p7
structural design verification......................... Pt.2 Ch.3 p7
support structures ........................................ Pt.2 Ch.3 p7
towing equipment .................................... Pt.2 Ch.3 p8
towing route survey .................................. Pt.2 Ch.3 p9
towing vessels .......................................Pt.2 Ch.3 p8
Non destructive examination........................... Pt . 1 Ch.4 p15
January 1996
Page 19 of 22
Objectives of the Standard ..........................Pt 0 Ch .l p 4
Offshore installation
hydrostatic loads ................................. Pt.2 Ch 4 p7
loads from soil ..........................................Pt.2 Ch.4 p7
positioning brackets ............................... Pt.2 Ch.4 p13
positioning loads ................................... Pt.2 Ch.4 p7
site survey ........................................... Pt.2 Ch.4 p5
site survey extent ....................................Pt.2 Ch.4 p6
Organisation
briefing ...........................................Pt.1 C h . 2 ~ 1 3
CV's ............................................... Pt .1 Ch.2 p12
responsibilitie Pt.1 Ch.2 p12
shift plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Pt . 1 Ch 2p12
Partial coefficient method
acceptance criteria .......................................Pt .1 Ch.4 p10
design approach ........... . . . . . . . . . . . . . . Pt.1 Ch.4 p10
fatigue limit state .....................................Pt.1 Ch.4 p l l
load factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Pt .1 Ch.4 pl 1
progressive limit state . . . . . . . . . . . . . . . . . . . . . .Pt .1 Ch.4 pl 1
serviceability limit state .......................Pt.1 Ch.4 p12
ultimate limit state ................................ Pt-1 Ch.4 pl l
Piling
clearances ...........................................Pt.2 Ch.4 p17
followers ......................................Pt.2 Ch.4 p17
general ................................................Pt.2 Ch.4 p17
installation .........................................Pt.2 Ch.4 p17
pile upending ........................................Pt.2 Ch.4 p17
self penetration ...................... ................ Pt. 2 Ch.4 p17
sleeve guiding ......................................... Pt.2 Ch.4 pi7
splash zone.....................................Pt.2 Ch.4 p17
Planning
contingency situations ...........................Pt . 1 Ch.2 p7
contingency time ................................... Pt . 1 Ch.2 p10
operation reference period ...................... Pt .1 Ch.2 p10
philosophy..........................................Pt .1 Ch.2 p7
. .
principles ............................................Pt .l Ch.2 p7
sequence .................................................... Pt .1 Ch.2 p7
Positioning ............................................Pt.2 Ch.4 p14
ballast systems .....................................Pt.2 Ch 4 p15
docking general ................................ Pt.2 Ch.4 p15
guides and bumpers .................................Pt.2 Ch.4 p15
guiding structures ................................... Pt.2 Ch.4 p16
horizontal docking................................... Pt.2 Ch.4 p16
loads and loadcases ...............................Pt.2 Ch.4 p14
monitoring ..........................Pt.2 Ch.4 p16 . Pt.2 Ch.4 p15
mooring............. . .................................. Pt.2 Ch.4 p15
onbottom stability ..................................... Pt.2 Ch.4 p14
operational ........................................... Pt.2 Ch.4 p16
seabed survey............................................. Pt.2 Ch.4 p16
stability afloat .......................................... Pt.2 Ch.4 p14
structural strength ........................................ Pt.2 Ch.4 p15
vertical docking..........................................Pt.2 Ch.4 p16
Probability levels .............................................. Pt.0 Ch.l p 4
Progessive limit state
load factors ......................... . . . . . . . . . . . . Pt . 1 Ch.4 p l l
material coefficient.................................. Pt .1 Ch.4 p14
Pull in operations
loads ........................................................ Pt.2 Ch.6 p12
Rules for Marine Operations January 1996
R.0 Ch. 1 User Information Amendments and Indexes Page 21 of 22

wave efficiency factors .........................Pt.2 Ch 2 p10

'Towing line
accept criteria.. ................................Pt.2 Ch 2 pl 1

Towting procedure ....

escort tug. ......................................... Pt 2 Ch 2 p14
guard ship ........................................Pt.2 Ch.2 p14
Towing vessels
criteria for selection . . . . . . . . . . . . . . . . . . . . . . . . . .Pt.2 Ch.2 p10
documentation Pt.2 Ch.2 p l l
inspection and .............................Pt.2 Ch.2 p l l
personnel transfer .................................Pt.2 Ch 2 pl 1
Systems spare towing line.. . . . . . . . . . . . . . . . . . . . . . . . . Pt.2 Ch.2 p 1 1
towingline ..................................... P t . 2 C h 2 p l l
to\ving\vinch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P t . 2 C h . 2 ~ 1 1
.............. Pt.1 Ch.2 p l 9 winc Pt.2 Ch.2 p10
'Trailers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pt.2 Ch. 1 pi0
'Transports
heavy lift carrier transports ...................... Pt.2 Ch.3 p12
multi barge transports .......................... Pt.2 Ch.3 p7
ship transports ........... ... ......................Pt.2 Ch.3 p5

structural strength Pt 1 Ch 4 p12

Tie m operations
ROV recommendations Pt 2 Ch 6 p17 Ultlmate l l m t state
Io\mg load factors Pt 1 C h 4 p l l
barge ballast condition matenal coefficients Pt 1 C h 4 p13
Umts PtOCh l p 6
Unrestricted operations Pt 1 Ch 2 p10
Upendmg operations Pt2Ch4p12
docunientation Pt2Ch2p5 ballast system backup Pt2Ch4p13
envuonmental conditio~ ballast systems Pt2Ch4p13
fiber rope penn loads and loadcases Pt 2 C h 4 p12
mternal seafast momtonng Pt2Ch4p13
load cases Pt 2 Ch 2 p6 seabed clearance Pt 2 C h 4 p12
manual Pt 2 Ch 2 p5 spare buoyanc Pt2Ch4p12
motion Pt2Ch2p5 stability afloat Pt2Ch4p12
~ l m g Pt 2 Ch 2 p5 structural strength Pt2Ch4p13
ports of shelter Pt2Ch2p5
routmg Pt2Ch2p13
simplified motion cntena P t 2 C h 2 p5
structural strength venficat~on Pt 2 Ch 2 p6 Verification
to\\;mg clearances Pt 2 C h 2 e l 3 quality surveyor Pt 1 Ch 1 p9
to~vmgm narrow waters Pt 2 Ch 2 p14 t h ~ party
d verification Pt.1 Ch 1 p10
to\vmg manua Vessel
towline attacheme condition Pt 1 Ch 2 p20
tow-out co~idition deck load chart Pt 1 Ch 2 p20
tow-out cntena system description Pt 1 C h 2 p20
unrestricted towvmg Vessels
weather forecast Pt2Ch2p13 general requuements Pt 1 Ch 2 p19
weather routed to~vmg Pt2Ch2p5 load out Pt.2 Ch 1 p12
T o w i g arrangement
bndle Pt2Ch2p8
emergency towvmg arrangement Pt2Ch2p9
general Pt 2 Ch 2 p8 Warranty scope
recovery arrangements Pt2Ch2p8 alternative methodes . . . . . . . . . . . . . . . . . . . . . . . . Pt.1 Ch 1 p10
Iowmg equipment risk differentiated scope ............................ Pt.1 Ch. 1 p8
multl barge transports Pt2Ch3p8 Warranty Survey
self floatmg to\mg Pt2Ch3p10 risk evaluations .................................... Pt. 1 Ch.2 p9
I o\vmg force Warranty surveys
barge mteraction effects Pt2Ch2p10 approval in principle .................................Pt. 1 Ch.1 p9
open sea Pt2Ch2p10 approval work ........................................Pt. 1 Ch. 1 p10
January 1996 Rdes for Marine Operations
Page 22 of 22 B.0 Ch.l User Information Amendments and Indexes

Pt.1 Ch.1 p l l
................ Pt.1 Ch.1 p5
........
breach of warranty .............. Pt 1 Ch .1 p l 1. Pt .1 Ch 1 p6

document review
duties of assured
duties of insurer

inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . ... Pt.1 Ch.1 p l l

issuance of declarations . . . . . . . . . " . . . . . . . . . .Pt . 1 Ch . 1 pl 1
marine insurance act ............................... Pt .1 Ch .1 p5
marine operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Pt. .1 Ch .1 p5
marine surveyors ................................Pt . 1 Ch.1 p?
needs and duties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Pt .1 Ch .1 p12
Pt.1 Ch.1 p10
.................. Pt.lCh.1~5
Pt .1 Ch .i pl 1
testing . . . . . . . . . . . . . . . . . . . . . ............ Pt.l Ch 1 p l l
third party verification ~ t . ~1 h . p10
1
tools ........................ Pt.1 Ch.1 p8
warranty clause................................. Pt.1 Ch .1 p7
Wave drifr forces
barges Pt2Ch2p10
Wave height
unrestricted operations ............................Pt .1 Ch.3 p8
weather restricted operations ......................Pt.1 Ch.3 p8
Wave loads
design spectra method .................................. Pt .1 Ch.3 p9

Weather forecast
acceptance criteria ...................................Pt .1 Ch.2 p l 1
assessment ..................................... Pt . 1 Ch.2 pl 1
levels... . . . ..................................P t . l C h . 2 ~ 1 1
procedure Pt.1 Ch.2 p l l
requirements .......................................... Pt-1 Ch.2 p l 1
Weather restricted operations ...................... Pt. 1 Ch.2 p10
operation vs . design criteria ....................Pt .1 Ch.2 p10
Weighmg ............................................... Pt.1 Ch.3 p16
Weight ......................, ..........................Pt.1 Ch.3 p16
Pt . 1 Ch.3 p l 5
Wind loads ...................................................
Wind velocity
unrestricted operations ..........."..-.-"..... Pt . 1 Ch.3 p7
weather restricted operations ..................... Pt .1 Ch.3 p7

Yard lifts .................................................... Pt.2 Ch.5 p20

clearances ................................................ Pt.2 Ch.5 p21
crane allowable loads .................................Pt.2 Ch.5 p21
crane documentation ..............................Pt.2 Ch.5 p21
Pt.2 Ch.5 p21
cranes ............................".......",......""""."""....
general requirements ............................... Pt.2 Ch.5 p20
lifting equipment ........................................ Pt.2 Ch.5 p21
lifting points ................. . . ...................... Pt.2 Ch.5 p21
loads ....................................................... Pt.2 Ch .5 p20
 RULES FOR
PLANNING AND EXECUTION OF

NNE OPEUTIONS
PART 1 : GENERAL REQUIREMENTS

PART 1 CHAPIER 1

W NTY SU3RWYS
JANUARY 1996

SECTIONS

1. PRINCIPLES OF INSURANCE WARRANTY SURVEYS .................................................................

4
2. SCOPE OF INSURANCE WARRANTY SURVEYS .........................................................................
7
3. PROCEDURES FOR INSURANCE WARRANTY SURVEYS............................................................ 10

DET NORSE VERITAS

Veritasveien 1, N-1322 Hsvik, Norway Tel.: +47 67 57 99 00, Fax.: +47 67 57 99 11
C GES IN THE RIJLES
?'his is the first issue of the Rules for Planning and
Execution of Marine Operations, decided by the Board
of Det Norske Veritas Classification A/S as of December
1995. These Rules supersedes the June 1985, Standard
for Insurance Warranty Surveys in Marine Operations.
These Rules come into force on 1st of January 1996.
This chapter is valid until superseded by a revised
chapter. Supplements to this chapter will not be issued
except for -or amendments and an updated list of
corrections presented in the introduction booklet.
Users are advised to check the systematic index in the
introduction booklet to ensure that that the chapter is
current.

O Det Norske Veritas

Computer Typesetting by Det Norske Veritas.
Printed in Norway by the Det Norske Veritas January 1996
 Rules for Marine Operations
.
Pt 1 Ch.1 Warranty Surveys
1. PRINCIPLES OF INSURANCE WARRANTY
SURVEYS ............................................ 4
1.1 INTRODUCTION ................................... 4
1.1.1 Objectives ......................................4
1.1.2 Application ....................................4
I
1.2 BASIC DEFINITIONS .............................4
1.2.1 Parties involved ...............................4
1.2.2 Marine surveyors ............................. 4
1.2.3 Marine operations ............................ 5
1.3 MARINE INSURANCE ACT .....................5
1.3.1 Terms of reference ...........................5
1.4 PURPOSE OF INSURANCE WARRANTY
SURVEYS ............................................ 5
1.4.1 Basic principles ...............................5
1.4.2 The role of the warranty surveyor .........5
1.5 MARINE OPERATION DECLARATIONS .... 5
1.5.1 Issuance of declarations......................5
1S . 2 Maintenance of declarations ................6
1.6 BREACH OF WARRANTY ....................... 6
1.6.1 Deviation from approved procedures ......6
2 . SCOPE OF INSURANCE WARJ3ANTY
ShTWVlEYS ............................................7
2.1 WARRANTY CLAUSE ............................7
2.1.1 Adaptation to risk level ......................7
2.2 WARRANTY SURVEYOR TOOLS ............. 8
2.2.1 Type of tools available....................... 8
2.3 WARRANTY LEVEL ..............................8
2.3.1 Risk differentiated scope .................... 8
6
2.4 RISK ASSESSMENT ...............................8
2.4.1 Requirements from authorities.............. 8
. 2.4.2 Simplified risk evaluation ...................8
2.5 REDUCED SCOPE OF WARRANTY .......... 9
2.5.1 Approval in principle ........................9
2.6 EXTENDED SCOPE OF WARRANTY ........ 9
2.6.1 Quality surveyor .............................. 9
2.6.2 Marine advisory services ....................9
January 1996
Page 3 of 12
3. PROCEDURES FOR INSURANCE
WARRANTY SURVEYS .......................0.l
3.1 ENGAGEMENT OF THE WARRANTY
SURVEYOR ......................................... 10
3.1.1 Warranty contract partners ................. 10
3.2 BASIS FOR WORK ................................10
3.2.1 Main or alternative methods ...............10
3.2.2 Assumptions..................................10
3.3 APPROVAL WORK ............................... 10
3.3.1 Documentation ...............................10
3.3.2 Document review ............................10
3.3.3 Independent computer analysis ............10
3.3.4 Third party verification .....................10
3.4 PREPARATION FOR OPERATIONS.......... 10
3.4.1 Site surveys ................................... 10
3.4.2 Functional testing ............................11
3.4.3 Vessels and equipment certification
control ................................................
11
3.4.4 Issuance of marine operation declarations11
3.5 ATTENDANCE DURING OPERATION ......11
3.5.1 Surveillance of operation ...................11
3.5.2 Breach of warranty .......................... 11
3.6 NEEDS AND DUTIES OF PARTIES
INVOLVED ......................................... 11
3.6.1 Difference of opinion .......................11
3.6.2 Duties of insurer .............................12
3.6.3 Duties of assured ............................12
3.6.4 Duties of warranty surveyor ...............12
Table List
Table 2.1 .Warranty Levels ..............................8
Figure List
Figure 2.1 -Classification of risk as a function of
probability of hazards and consequences. 7
January 1996
Page 4 of 12
1.1 INTRODUCTION
1.1.1 Objectives
1.1.1.1 Pt. 1 Ch.1, Warranty Surveys, describes how
these Rules shall be applied for Insurance Warranty
Surveys in Marine Operations.
1.1.1.2 The purpose of Warranty Surveys is to ensure
that Marine Operations are performed within defined
risk levels. The risk levels, as specified in Pt. 0 Ch. 1
Sec. 1.2.2, should be tolerable to marine insurance and
also to the industry, as well as to the national and
international Regulatory Bodies.
1.1.2 Application
1.1.2.1 These Rules describes the formal and technical
requirements which DNV considers necessary for proper
planning and safe execution of marine operations.
1.1.2.2 The Rules applies to Warranty Surveys of all
structures, objects, vessels and equipment, systems and
procedures involved in marine operations. It covers the
range from simple coastal transportations to complex
offshore installations. It also applies to evaluation of the
selected mode of marine operations in relation to cargo
or object suitability, e.g. with respect to internal
strength or water integrity.
1.1.2.3 The requirements given in this chapter shall
form the basis for Insurance Warranty Surveys in marine
operations but the Rules will also be used for other types
of work, e.g. oil companies verification requirements,
see Pt.O Ch.1 Sec. 1.2.1.
Rules for Marine Operations
Pt.1 Ch.1 Warranty Surveys
1.2 BASIC DEFINITIONS
1.2.1 Parties involved
1.2.1.1 The different parties involved are:
Operator/Company :the party representing the
owner(s).
Contractors :the parties performing the actual work.
hsured :the party who has obtained an insurance cover
for the marine operation and who engages the Warranty
Surveyor in order to ensure that the terms of the
warranty as laid down in his Insurance Policy are
complied with. This may be the Operator/Company or
the Contractor.
Insurer :the party who is providing insurance cover for
the marine operation.
VMO :Veritas Marine Operations, a product offered by
DNV. The product responsibility is assigned to a
specific DNV organisational unit.
Warranty surveyor :the independent third party ensuring
that the terms of the Marine Insurance Warranty Clause
is complied with.
1.2.2 Marine surveyors
1.2.2.1 The Marine Surveyor is the one who carries out
the survey, which includes examination and evaluation
of the operation and conditions ascertaining acceptable
risks.
1.2.2.2 The marine surveyors may have different tasks
and act in different roles according to the needs of the
parties involved. The three typical roles are:
- Warranty Surveyor,
- Quality Surveyor or Verification Body
Marine Advisor.
1.2.2.3 Warranty Surveyor is defined above and the
roles as Quality Surveyor and Marine Advisor are
described in 2.6.
Rules for Marine Operations
Pt.1 Ch.1 Warranty Surveys
1.2.3 Marine operations
1.2.3.1 Marine Operations are in general all activities
pertaining to the sea, but in this context limited
according to the definition in Pt. 0 Ch.1 Sec. 1.1.1. This
covers the temporary phases in connection with load
transfer, transportation and/or securing of units at sea.
1.2.3.2 Typical marine operations are;
- load out, float out, float onloff,
- 1.4 PURPOSE O F INSURANCE WARRANTY
towing, self propelled carrier transports,
- launching, upending, positioning,
- setting, piling, grouting,
- lifting, lift off, mating,
- transit and positioning of semi submersibles or
jack-up rigs, and
- Insurer will achieve reductions in insurance claims, but
subsea operations, special marine operations.
1.3 MARINE: INSURANCE ACT
1.3.1 Terms of reference
1.3.1.1 The term Marine Insurance Warranty as used in
marine insurance is based on the UK Marine Insurance
Act 1906 and is according to "Dictionary of Marine
Insurance Terms and Clauses" by R.H. Brown 1989
defined as:
A marine insurance warranty is a promissory
warranty by which the assured undertakes that
some particular thing shall or shall not be done,
or that some condition shall be fulfilled, or
whereby he affirms or negatives the existence
of a particular state of facts.
The assured must comply literally with the
terms of a warranty. Compliance in spirit is not
acceptable. If the assured fails to comply with
the terms of the warranty, the insurer is
discharged from all liability under the policy as
from the date of breach of warranty, but
without prejudice to insured losses occurring
prior to such date.
A warranty may be "express" or "implied". An
express warranty is set out in the policy
conditions. An implied warranty does not
appear in the policy, but is implied to be
therein by law.
January 1996
Parre 5 of 12
1.3.1.2 The above terms of reference are particularly
relevant for the London Insurance market, but are
regulated according to law in the different countries.
Thus, in Norway it is necessary to be able to show a
direct causal connection between the accident and the
condition resulting in breach of warranty in order to
discharge the insurer from liability.
SURVEYS
1.4.1 Basic principles
1.4.1.1 By adherence to a recognised Standard the
it is important that the Insurer is aware of the fact that a
Warranty Surveyor can only reduce not eliminate risk.
1.4.1.2 The scope of work of an insurance warranty
survey is to some extent subject to agreement between
the parties involved. However, the warranty conditions
as defined in the insurance documents and disclosed to
the Warranty Surveyor shall be complied with.
1.4.2 The role of the warranty surveyor
1.4.2.1 The Warranty Surveyor will require;
that satisfactory plans and procedures according
to these Rules are prepared for the operation,
that satisfactory preparations are carried out to
the extent and in the manner approved for the
operation,
that the marine operations are performed in
accordance with the approved procedures, and
that the work is carried out in compliance with
these Rules.
1.5 MARINE OPERATION DECLARATIONS
1.5.1 Issuance of declarations
1.5.1.1 When the required documentation has been
approved, the prevailing conditions have been found
acceptable, and all surveys completed to the Warranty
Surveyor's satisfaction, a Marine Operation Declaration
will be issued. The general requirements to obtain a
Declaration are specified in Pt. 1 Ch.2 Sec. 2.4.1.
January 1996 Rules for Marine Operations
Page 6 of 12 Pt.1 Ch.1 Warranty Surveys

1.5.1.2 A Warranty Surveyor is not responsible for the

operation and can not by any efforts inspect quality into
it, but he shall reject to issue a Marine Operation
Declaration if he is not satisfied with the planning and
preparations for the operation.

1.5.2 Maintenance of declarations

1.5.2.1 It is the responsibility of the Assured to ensure

that conditions given in the Marine Operation
Declaration are complied with. The operation shall be
carried out with a safety level as specified in 2.1.1.

1.6 BREACH OF WARRANTY

1.6.1 Deviation from approved procedures

1.6.1.1 It is the duty of the Warranty Surveyor to

inform the Assured when for any reason there is a breach
of warranty. Such a situation may arise if and when
there is a deviation from the approved procedure and the
deviation is not approved beforehand by the Warranty
Surveyor.

1.6.1.2 When a breach of warranty situation has

occurred, the Warranty Surveyor shall immediately
notify the Assured in writing, informing him of breach
of warranty and the reasons for this. The Marine
Operation Declaration becomes at the same time invalid.

1.6.1.3 If the condition leading to the breach of

warranty does no longer exist, the Warranty Surveyor
may revalidate the Marine Operation Declaration. If
there are reasons to believe that damages have occurred
during the time of the breach of warranty, a reservation
to this effect will be stated on the Declaration.

1.6.1.4 The Warranty Surveyor will act according to

the Terms of Reference as defined in 1.3.1 above. It is
only the implications of a breach of warranty which may
be different due to possible differences in the insurance
laws of the different countries as indicated in 1.3.1.
Rules for Marine Operations
Pt. 1 Ch. 1 Warranty Surveys
2. SCOPE OFINS
2.1 WARRANTY CLAUSE
2.1.1 Adaptation to risk level
2.1.1.1 The risk level is depending on the probability
of hazards and the consequences. For marine operations
the consequences are mainly related to the following
three areas; damages or loss of units and objects
involved, delay or production down time and personnel
injuries or fatalities.
2.1.1.2 The different parties involved may have
different focus on the possible consequences. The marine
insurance interests are in most cases to avoid claims due
to damages to the insured objects. These Rules establish
a tolerable risk level in particular related to such needs.
2.1.1.3 An Insurance Warranty Clause shall be adapted
to the risk level of the marine operation under
consideration. This requires a dialogue between the
Insurer, Assured and the Warranty Surveyor.
2.1.1.4 The matrix presented in Figure 2.1 illustrates
the combinations of consequence and initial probability
of failure which results in "intolerable risk" and
"tolerable risk". The border area between intolerable
and tolerable risk is denoted "ALARP- As Low As
Reasonably Practicable" and therefore requires actions to
be taken in order to be tolerable.
2.1.1.5 The purpose of insurance warranty is to ensure
that no operations are approved to be carried out with
"intolerable risk" and that all necessary actions are taken
for operational hazards in the ALARP area. For this
purpose 4 different warranty scope levels denoted from
WO to W3 are indicated. These are described in 2.3.1
below.
January 1996
Page 7 of 12
CE W
-
Figure 2.1 Classification of risk as a function of
Operations
) Tolerable Risk Area I
2.1.1.6 The definitions of the consequences are;
Minor : An event that causes local damage to the unit
andlor light personnel injuries.
Severe : An event that causes large damage to unit
and/or serious personnel injuries.
Fatal : An event threatening the integrity of the unit
and/or cause fatalities.
Catastrophic :An event that causes loss of unit andor a
number of fatalities.
Disastrous :An event that causes loss of unit and/or a
very large number of fatalities.
2.1.1.7 In practice it may be difficult to define
probability levels directly, and therefore robustness or
vulnerability aspects such as complexity of the operation
on one side and safety margins or redundancy on the
other, may give simple and more relevant criteria for
selection of the Warranty Level.
Guidance Note
The expressed warranties may for instance be formulated as:
"Warranted Det Norske Veritas, Marine Operations shall be the
Surveyors to approve the tug, tow, towage, loading and stowage
arrangements for all tows according to warranty level W1
(alternatively W 2 or W3)"
January 1996
Page 8 of 12
2.2 WARRANTY SURVEYOR TOOLS
2.2.1 Type of tools available
2.2.1.1 The typical work methods or tools to be applied
by the Warranty Surveyor are:
- Verification of established Design Criteria
- Document Review and verification of
- Design calculations and drawings
- Operational manuals and procedures
- Site Surveys and approval
- Surveys during construction
- Commissioning
- Surveys of vessels and equipment
- Preparations prior to operation
- Verification of established, Operational
Limitations
- Weather criteria
- Other conditions for declaration
- Attendance during operation
- Surveillance according to approved
procedure
2.2.1.2 Design criteria andor operational limitations
will always have to be established and the other main
elements are Document Review, Site Surveys and
Attendance during operations. These three elements are
referred to in order to define the warranty level.
Dependent on the risk level of the marine operations
only some or all the tools may be necessary to apply.
2.3 WARRANTY LEVEL
2.3.1 Risk differentiated scope
2.3.1.1 The requirements to warranty level as a
function of initial risk shall be as presented in the W l e
2.1 below.
2.3.1.2 The Warranty Surveyor shall evaluate the
warranty level selected by the Insurer during his work
and if necessary adjust the level and inform the Assured,
who shall inform the Insurer. The aim shall be that all
operations are carried out with "tolerable risk" as
specified in 2.1.1.
Rules for Marine Operations
Pt.1 Ch.1 Warranty Surveys
Simple WO i No Warranty
operations f Basic quality level for marine
with high
j operations, no Warranty Declaration
redundancy
i required by the insurance.
......................... .....................................................................................
Well Wl i Limited Scope of Warranty
controlled
simple Warranty Declaration to be issued
either only based on evaluations of
operations or
high documentation (e.g, for MoU location
redundancy approval), or only according to surveys
on site (e.g. lashing of ship cargo).
i The most relevant alternative to be
i selected by the Warranty Surveyor.
i 'The Declaration should specify
i conditions for operation as found
f necessary (e.g. weather restrictions).
........................................................................................................................
Complex or
weather
j W2 j Standard Scope of Warranty
sensitive j
i As W1, but including both evaluation
i of design documentation and
operations i i operational procedures as basis for
i verification surveys prior to the
.............................. .............i ..................................................
.
..)
operation (e.$ single barge towingj "
........
Complex and ] W3 ] Full Scope of Warranty
sensitive j j As W2, but including surveillance of
operations ] i the operation (e.g. mating operation).
2.4 RISK ASSESSMENT
2.4.1 Requirements from authorities
2.4.1.1 Some Regulatory Bodies require risk
evaluations to be carried out in connection with all
offshore activities. In principle a Risk Analysis or
Formal Safety Assessment may be worked out, but in
practice there is a lack of statistical data for marine
operations and therefore some simplified approaches are
required.
2.4.1.2 Risk Analysis may be relevant for comparisons
of alternative marine operations. The probability of
failure may also be calculated for structural strength in
relation to e.g. the wave and wind loads in order to
document a specific safety level.
2.4.2 Simplified risk evaluation
2.4.2.1 Based on experience some Reference Cases
(RC) with a defined risk level may be established for
typical marine operations. For each new operation a
Rapid Risk Ranking (RRR) checklist should be used in
order to assess the risk level relative to the most relevant
RC.
Rules for Marine Operations
R.1 Ch.1 Warranty Surveys
2.4.2.2 In Table 2.1 some examples are given with
respect to typical Reference Cases for each warranty
level. The RC of a single barge towing is for example
specified under W2. However, a single barge towing
may well end up as either W 1 or W3 depending on the
RRR checklist evaluation of the particular case.
2.4.2.3 For complex or novel operations it is
recommended to carry out a HAZOP (HAZard and
Operability) analysis as a documentation of the most
relevant risk elements and the recommended actions to
be taken, see Pt. I. Ch. 2 Sec 2.3.2. It is recommended
that the Warranty Surveyor participate in the HAZOP
team.
2.5 REDUCED SCOPE OF WARRANTY
2.5.1 Approval in principle
2.5.1.1 Marine operations are normally approved by
the Warranty Surveyor case by case. However, in
principle these Rules opens up for approval based on
quality system and procedure certification with
documentation of skill. Due to the inherent risks in
marine operations the Warranty Surveyor will have to
base the final approval on Site Survey prior to each
operation. Only in case of repetitive marine operations
the Site Surveys may be replaced by an Audit Scheme.
2.5.1.2 The basis for Approval in Principle is
implementation of QA systems according to the IS0
9000 series. For vessels involved in the operation this
may be covered by the Safety Management Class
requirements introduced by DNV or the ISM
(International Safety ~ a n a ~ e d e nCode
t ) presented by
IMO (International Maritime Organisation).
2.5.1.3 The additional requirements are approval of
documentation and procedures worked out for the type
of marine operations to be carried out under this scheme
and qualification certification of the involved personnel,
including documented knowledge of the relevant parts of
these Rules.
2.5.1.4 Only possible deviations from the approved
procedures shall be submitted for approval in each case.
The minimum requirement is that a yearly renewal audit
of the Approval in Principle scheme shall be carried out,
e.g. connected to performance evaluation of a selected
marine operation.
January 1996
Page 9 of 12
2.6 EXTENDED SCOPE OF WARRANTY
2.6.1 Quality surveyor
2.6.1.1 The Operator/contractors may have additional
needs for marine services and/or verification over and
above what normally is covered in the scope of work for
Warranty Surveys. To cover such needs a role as Marine
Quality Surveyor or Verification Body is introduced.
2.6.1.2 The Quality Surveyor is an independent
facilitator in a marine operation project who is appointed
to ensure, through evaluations, verifications and
inspections, that the terms of quality as selected by the
Operator or Contractors and specified in the relevant
design, fabrication or operational contracts are complied
with. The combination of Warranty & Quality Surveys is
expected to improve both quality and cost efficiency of
the control work and the operations.
2.6.1.3 The typical work methods of the Quality
Surveyor are in addition to the Warranty Surveyor tools,
see 2.2.1;
- perform HAZOP studies, risk analysis etc.,
- carry out independent verifications including
- separate analyses as parts of the design
evaluation,
- carry out onhire/offhire surveys, and
- perform quality certification of
- designers and/or builders,
- operators for marine operations.
2.6.2 Marine advisory services
2.6.2.1 The Marine Advisor is the consultant in a
marine operation project who is appointed to support the
Operator or Contractor in agreed aspects relevant to
design, fabrication or operation.
2.6.2.2 In order to avoid any possible conflict of
interest the Warranty Surveyor shall not be involved in
Marine Advisory covering e.g. direct design assistance
or any other work that he may later receive for approval.
January 1996
Page 10 of 12
3.1 ENGAGEMENT OF THE WARRANTY
SURVEYOR
3.1.1 Warranty contract partners
3.1.1.1 Although it is the Insurer who requires the
warranty, in practice it is usually the Assured who
engage and compensate for the service of the Warranty
Surveyor. The Assured being the Operator, the Owner,
or his Contractor.
3.1.1.2 A separate contract shall be entered into
between the Warranty Surveyor and the Assured in each
case. 'I'he terms of this contract shall be as set out in Pt.0
Ch.1 See. 1.2.2.
3.2 BASIS FOR WORK
3.2.1 Main or alternative methods
3.2.1.1 The marine operations undertaken shall comply
with these Rules. However, alternative methods may be
acceptable, as specified in Pt. 0 Ch.I Sec. 1.1.3.
3.2.2 Assumptions
3.2.2.1 It is assumed that the planning and execution of
marine operations are carried out by qualified personnel
and in accordance with sound principles, that the
activities during the marine operations are carried out by
Contractors having the required skill and experience, and
that adequate quality control is carried out.
3.2.2.2 The Contractors should therefore have
implemented the relevant parts of a Quality System, e.g.
according to the I S 0 9000 series.
3.3 APPROVAL WORK
3.3.1 Documentation
3.3.1.1 The Warranty Surveyor shall upon his
appointment make clear to the Assured the requirements
to fulfil the terms of warranty.
Guidance Note
For complex marine operations the Warranty Surveyor will identify
design and engineering document subject to review and approval
well in advance based on document lists submitted by the Assured.
Rules for Marine Operations
R . 1 Ch.1 Warranty Surveys
3.3.1.2 ?'he necessary plans, descriptions,
specifications, procedures, certificates, and other
required information shall be submitted to the Warranty
Surveyor. The minimum documentation required shall be
specified by the Warranty Surveyor and specific details
for the various types of marine operations are given in
Part 2.
3.3.1.3 The documentation shall be submitted in due
course of a marine operation allowing ample time for
review by the Warranty Surveyor.
3.3.2 Document review
3.3.2.1 When the submitted documentation has been
reviewed, the Warranty Surveyor will inform the
Assured whether the planned marine operation can be
approved. Such approval may be on condition that
specified minor corrections or modifications are made.
In case of more important corrections or modifications,
submission of revised documentation will be required.
3.3.3 Independent computer analysis
3.3.3.1 The most effective means of review of
submitted documentation, is in some cases to perform
independent computer analysis.
3.3.4 Third party verification
3.3.4.1 The Warranty Surveyor may partly base his
work on material and component certificates as well as
vessel certificates issued by other independent third
parties.
3.3.4.2 Approval or acceptance may also be based on
verification carried out by other third parties. However,
the Assured shall document for the Warranty Surveyor
the basis for such verification, the scope of work and
qualifications of the verifying body.
3.4 PREPARATION FOR OPERATIONS
3.4.1 Site surveys
3.4.1.1 Surveys by the Warranty Surveyor will be
carried out at the construction site(s) as required during
all temporary phases.
Rules for Marine Operations
Pt.1
-- Ch.1 Warranty Surveys
3.4.1.2 The Warranty Surveyor will perform surveys
prior to the operation and may specify requirements to
be met in order to comply with the terms of the
warranty. In some cases also survey of installation site
may be necessary in order to document that it is ready to
receive the object. The Warranty Surveyor will prepare
reports on all surveys.
3.4.2 Functional testing
3.4.2.1 Functional testing shall be carried out to the
extent it directly or indirectly affects the safety in any of
the respects mentioned in 1.4. ?'he testing shall be
carried out according to test programmes approved by
the Warranty Surveyor.
3.4.2.2 Unless otherwise agreed, the testing shall be
carried out in the presence of the Warranty Surveyor.
3.4.3 Vessels and equipment certification control
3.4.3.1 All vessels involved in marine operations shall
be well suited for the tasks and have relevant valid
classification and flag state certificates which are to be
presented to the warranty surveyor, upon request.
3.4.3.2 Equipment and components involved in the
marine operations and of particular importance to the
safety of the operations shall have valid certificates
specifying the relevant capacities.
3.4.4 Issuance of marine operation declarations
3.4.4.1 When the required documentation has been
approved, the prevailing conditions have been found
acceptable, and the surveys completed to the Warranty
Surveyor's satisfaction, a Marine Operation Declaration
will be issued on a special form prior to start of the
operation, see 1.5.I .
3.4.4.2 For more complex marine operations, several
Declarations may be issued by the Warranty Surveyor in
order to cover all phases of the operation. Each
Declaration will in such cases specify the activities
which are covered and be issued immediately prior to
start of those activities.
3.4.4.3 'I'he Marine Declaration will be in force until
the operation defined in the Declaration has been
completed, e.g. safety moored, lifted object safely
landed and secured.
January 1996
Page 11 of 12
3.4.4.4 In the event that the Warranty Surveyor for any
reason is unable to issue a Declaration, both the Assured
and Insurer shall be informed that the requirements in
the warranty clause not can be met or fulfilled.
3.5 ATTENDANCE DURING OPERATION
3.5.1 Surveillance of operation
3.5.1.1 The Assured shall ensure that the marine
operations are carried out in accordance with the
approved documentation.
3.5.1.2 Any deviation from approved plans during the
operation shall be considered as a change to the marine
operations manual. Such changes shall be presented to
attending Warranty Surveyor for approval and the
deviation duly recorded in the marine operations log.
3.5.1.3 In marine operations the weather forecast is of
particular importance and should be compared to the
limiting weather criteria specified in the Marine
Operation Declaration issued for the operation. In case
of sudden weather changes not forecasted the attending
Warranty Surveyor may witness if the approved
procedure has been followed.
3.5.2 Breach of warranty
3.5.2.1 Deviations from approved procedures may
result in a breach of warranty situation. This situation is
described in 1.6.
3.6 NEEDS AND DUTIES OF PARTIES
INVOLVED
3.6.1 Difference of opinion
3.6.1.1 In most cases the parties involved (Insurer,
Assured, Warranty Surveyor and Authorities) have the
same interest regarding safety aspect related to marine
operations. However, difference of opinion may occur.
In order to avoid any possible conflict of interest the
Warranty Surveyor shall therefore have a well defined
scope of work and carry out his task in accordance with
these Rules.
3.6.1.2 ?'he needs and duties of the different parties are
specified in the Sections above, therefore only some
additional aspects are emphasised in the following.
January 1996 Rules for Marine Operations
Page 12 of 12 Pt.1 Ch.1 Warranty Surveys

3.6.2 Duties of insurer

3.6.2.1 The Insurer should propose level of Warranty

for the different types of marine operations to be
insured, based on previous experience or dialogue with a
Warranty Surveyor and specify this in the Insurance
Warranty Clause.

3.6.2.2 'I'he Insurer will be presented a list of Marine

Surveyors considered pre-qualified by the Assured to
tender for Warranty Surveys. At that time the Insurer
has the possibility to reject proposed Warranty
Surveyors based on objective non-discriminating criteria.

3.6.3 Duties of assured

3.6.3.1 The Assured shall select a Warranty Surveyor

among those pre-qualified and accepted by the Insurer.

3.6.3.2 It is the duty of the Assured to inform the

Warranty Surveyor of the warranty conditions for the
project, including the level of warranty for each marine
operation, as proposed by the Insurer.

3.6.3.3 The Assured is responsible in relation to the

Insurer for all aspect of the marine operation, and shall
give the Warranty Surveyor all necessary documentation
and support.

3.6.4 Duties of warranty surveyor

3.6.4.1 The Warranty Surveyor is contracted solely for

the purpose to warrant that the requirements of the
Insurer as expressed in the Warranty Clause are fulfilled.
It is emphasised that the Warranty Surveyor is there to
approve the operation(s), not to perform them.
 RULES FOR
PLANNING AND EXECUTION OF

M A N m OPEUTIONS
PART 1 : GENERAL REQUIREMENTS

PART 1 CHAPTER 2

NG OF OPERATIONS
JANTJARY 1996

SECTIONS

1. INTRODUCTION ................................................................................................................... 5
2. PLANNING .......................................................................................................................... 7
3. OPERATIONAL REQUIREMEN'I'S .......................................................................................... . l o
4. STABILITY REQUIREMENTS ................................................................................................ . I 4
5. SYS'EMS AND EQUIPMENT ................................................................................................. 19

DET NORSKE VERITAS

Veritasveien 1, N-1322 Hsvik, Norway Tel. : +47 67 57 99 00,Fax.: +47 67 57 99 11
C
This is the first issue of the Rules for Planning and
Execution of Marine Operations, decided by the Board -
of Det Norske Veritas Classification A/S as of December
1995. These Rules supersedes the June 1985, Standard
for Insurance Warranty Surveys in Marine Operations.
These Rules come into force on 1st of January 1996.
This chapter is valid until superseded by a revised
chapter. Supplements to this chapter will not be issued
except for minor amendments and an updated list of
corrections presented in the introduction booklet.
Users are advised to check the systematic index in the
introduction booklet to ensure that that the chapter is
current.

O Det Norske Veritas

Computer Typesetting by Det Norske Veritas
Printed in Norway by the Det Norske Veritas January 1996
Rules for Marine Operations
Pt.1 Ch.2 Planning of Operations
1. INTRODUCTION ..................................5
1.1 GENERAL ............................................5
1.1.1 Application .................................... 5
1.1.2 Regulations, codes and standards ..........5
1.2 DEFINITIONS ....................................... 5
1.2.1 'Terminology ................................... 5
i .2.2 Symbols ........................................ 6
2. PLAIWmG ..........................................
7 4.1.5 Watertight integrity ......................... 15
2.1 PLANNING PRINCIPLES ........................ 7
2.1.1 Philosophy ..................................... 7
2.1.2 Planning and design sequence .............. 7
2.1.3 Design basis and design brief ............... 7
2.2 DOCUMENTATION ............................... 8
2.2.1 Documentation requirement................. 8
2.2.2 Documentation quality ....................... 8
2.2.3 Input documentation ......................... 8
2.2.4 Output documentation ....................... 8
2.2.5 Operation records ............................. 8
2.3 RISK EVALUATIONS ............................. 9
2.3.1 General ......................................... 9
2.3.2 HAZOP study ................................. 9
2.4 MARINE OPERATION DECLARATION...... 9
2.4.1 General ......................................... 9
2.4.2 Review scope .................................. 9
3. OPERATIONAL R E Q U l R E m W S .........10
3.1 OPERATION AND DESIGN CRITERIA ...... 10
3.1.1 Operation reference period .................10
3.1.2 Weather restricted operations .............. 10
3.1.3 Unrestricted operations ..................... 10
3.2 WEATHER FORECAST .......................... 11
3.2.1 General ........................................ 11
3 .2.2 Weather forecast levels ..................... 11
3 -2.3 Monitoring of environmental conditions . 12
3.3 ORGANISATION .................................. 12
3.3.1 Organisation and responsibility ........... 12
3.3.2 Communication .............................. 12
3.3.3 Shift plan ...................................... 12
3.4 PREPARATION AND TESTING ............... 12
3.4.1 Testing ........................................ 12
3.4.2 Familiarisation and briefing ................ 13
January 1996
Page 3 of 23
3.5 MARINE OPERATION MANUALS ........... 13
3.5.1 General ........................................13
4 . STABK mu ~ Q U M M E M T S ,.............14
4.1 GENERAL REQUIREMENTS .................. 14
4.1.1 Stability and reserve buoyancy ............ 14
4.1.2 Temporary closing elements ............... 14
4.1.3 Stability calculations ........................ 14
4.1.4 Inclining tests ................................ 15
4.2 BARGE TRANSPORTS...........................15
4.2.1 Safety against entry of water ...............15
4.2.2 Intact stability requirements ............... 15
4.2.3 Single barge damage stability
requirements ......................................... 16
4.2.4 Multi barge damage stability
requirements ......................................... 17
4.3 SELF FLOATING STRUCTWSS.............. 17
4.3.1 General ........................................ 17
4.3.2 Intact stability requirements ............... 17
4.3.3 Damage stability requirements ............ 17
4.4 LOAD OUT OPERATIONS...................... 17
4.4.1 General ........................................ 17
4.5 OTHER VESSELS ................................. 18
4.5.1 General ........................................ 18
5. SYSTEMS AND EQUIPMENT................19
5.i SYSTEM DESIGN ................................. 19
5.1.1 General ........................................ 19
5.1.2 Back up ........................................ 19
5.2 VESSELS AND BARGES ........................ 19
5.2.1 General ........................................ 19
5.2.2 Towing vessels ............................... 20
5.2.3 Barges ......................................... 20
5.3 MOORTNG SYSTEMS ............................20
5.3.1 General ........................................ 20
5.3.2 ULS conditions .............................. 20
5.3.3 PLS conditions ............................... 21
5.3.4 FLS conditions ............................... 21
5.3.5 Mooring line strength ....................... 21
5.3.6 Mooring details .............................. 21
5.3.7 Anchors ....................................... 22
January 1996 Rules for Marine Operations
Page 4 of 23 Pt.1 Ch.2 Planning of Operations

5.4 GUIDING AND POSITIONING SYSTEMS.. 22

5.4.1 General ....................................... 22
5.4.2 Characteristic loads ......................... 22
5.4.3 Design strength .............................. 23

Table Eist
Table 3.1 .Significant wave height .a values ....... 10
Table 3.2 .Weather Forecast Levels ................... 11

Figure Eist
Figure 2.1 .Planning and Design Sequence ............7
Figure 4.1 .Illustration of Stability Terms............ 16
Figure 4.2 .Intact Stability requirement............... 16
Figure 4.3 .Damage Stability Requirements ......... i 7
 Rules for Marine Operations
Pt.1 Ch.2 Planning of Operations
1.1 GENERAL
1.1.1 Application
1.1.1.1 Pt. 1 Ch. 2 , Planning of Operations, gives
requirements and recommendations for planning,
preparations and performance of marine operations.
1.1.1.2 Recommendations and requirements for design
loads and loads cases are given in Pt. 1 Ch. 3, and for
structural verifications in Pt. 1 Ch. 4.
1.1.1.3 Operation specific requirements and
recommendations are given in Pt. 2 of these Rules.
1.1.1.4 Recommendations and requirements in these
Rules shall be considered in relation to the structural and
operational complexity, sensitivity and type of marine
operation to be performed.
1.1.1.5 Application of equipment and execution of
operations not adequately covered by these Rules shall
be specially considered in each case.
1.1.1.6 General conditions for using these Rules are
stated in Pr. 0 Ch. 1 Sec 1.2.
1.1.2 Regulations, codes and standards
I
i
1.1.2.1 These Rules should be used together with other
-. recognised codes or standards applicable for marine
operations.
In case of conflict between other codes or standards, and
this document, the latter shall override if this provide a
higher safety or serviceability.
1.1.2.2 By recognised codes or standards are meant
national or international codes or standards applied by
the majority of professional people and institutions in the
marine and offshore industry.
1.1.2.3 Examples of applicable rules and regulations,
codes or standards are;
SOLAS,
MARPOL,
- IMO regulations, and
- IS0 and national standards.
- NMD Rules and Regulations,
- NPD Rules and Regulations,
January 1996
-
Page 5 of 23
- DNV Rules for Classification of Mobile Units,
- DNV Rules for Classification of Steel Ships.
- Supporting documents to these publications such
as Appendices, Guidelines, Classification Notes,
and Certification Notes.
1.2 D E r n I O N S
1.2.1 Terminology
1.2.1.1 General definitions of terms are included in
Pt. 0 Ch. 1. Terms considered to be of special
importance for this chapter are repeated below.
Design :A.n activity to create or form lay out's,
concepts, arrangements or structures.
Design criteria :The criteria applied for verification of
systems, equipment, structures etc. for the planned
marine operation.
Fail safe :A configuration which upon failure of
elements remain in a controllable and safe condition.
Independent third party ver~jication:Verification
activities performed by a body independent from
company and contractor.
Marine Operation Declaration : A written confirmation
stating compliance with these Rules of equipment,
temporary and permanent structures, handled object,
procedure, preparations etc.
Object :The structure handled during the marine
operation, typically a module, deck structure, jacket,
GBS, sub sea structures, pipes,
. . etc.
Operation :A planned marine operation, with defined
start- and termination point.
Operation criteria :The acceptance criteria for start of
the planned operation.
Safe condition :A condition where the object is
considered exposed to "normal" risk for damage or loss.
Single critical element :Non-redundant element, which
failure constitute failure of the structure/system.
Unrestricted operations : Operations with characteristic
environmental conditions estimated according to long
term statistics.
January 1996 Rules for Marine Operations
Page 6 of 23 Ft.1 Ch.2 Planning of Operations

Verification :Activity to confirm that a design,

product/equipment, structure or procedure complies with
defined standards and/or specifications. Verification
m y be documented by calculations, analysis,
certificates, survey reports and inspection reports.

Weather restricted operations : Operations with defined

restrictions to the characteristic environmental
conditions, planned performed within the period for
reliable weather forecasts.

1.2.2 Symbols
The list below define the symbols used in this chapter:
C, : Design criteria.
Co : Operation criteria.
GM : Initial metacentric height.
GZ : Righting arm, a function of heel angle.
H, : Significant wave height.
TR : Operation reference period.
Tpop: Planned operation period.
T, : Estimated contingency time.
ULS : Ultimate limit state.
PLS : Progressive limit state.
FLS : Fatigue limit state.
CL : Operatioddesign criteria ratio.
6, : Total displacement.
-
bmem . Mean displacement.
6,,, : First order motion due to waves.
Ym Material factor.
4: Positive GZ range.
: Maximum dynamic heel angle due to wind and
waves.
Rules for Marine Operations January 1996
R . 1 Ch.2 Planning of Operations Page 7 of 23

2.1 PLANNING PRINCIPLES Develop design briefs describing activities

2.1.1 Philosophy
2.1.1.1 Marine operations shall be planned and
prepared to bring an object from one defined safe
condition to another according to safe and sound
practice, and according to defined codes and standards.
planned in order to verify the operation, i.e.
available tools, planned analysis including
method and particulars, applicable codes,
acceptance criteria, etc.
Carry out engineering and design analyses.
Develop operation procedures.

2.1.1.2 Planning of marine operations shall be 2.1.2.2 'I'he indicated sequence is illustrated in Figure
according to fail safe principles, i.e. the handled object 2.1. Planning and design should be considered as an
shall remain in a stable and controlled condition if a iterative process.
failure situation should occur.
2.1.2.3 Applicable input, and planned output
2.1.1.3 It should be possible to recover the object into a documentation should be defined as early as possible,
safe condition, or interrupt the operations in case of a see also 2.2.3 and 2.2.4.
possible failure situation.
For operations passing a point where the operation can -
Figure 2.1 Planning and Design Sequence
not be reversed, a point of no return shall be defined.
Safe conditions after passing a point of no return shall be (
defmed and considerde in the planning.
Regulations. Rules
Soecifications. Standards I
2.1.1.4 All possible contingency situations shall be
identified, and contingency plans or actions shall be
prepared for these situations. Such plans shall consider
I Overail Planning
I
redundancy, back-up equipmeat, supporting personnel,
emergency procedures and other relevant preventive
measures and actions. Contingency situations may be
defined or excluded based on conclusions from risk
evaluations, see 2 . 3 .

2.1.1.5 Design and planning for marine operations shall

as far as possible be based on well proven principles,
techniques, systems, and equipment.
1 Operational Procedure
I
2.1.2 Planning and design sequence

2.1.2.1 It is recommended to adopt the following

sequence for the planning and design process: 2.1.3 Design basis and design brief

Identify relevant regulations, rules, company
specifications, codes and standards.
Identify physical limitations.
Overall planning of operation i.e. evaluate
operational concepts, available equipment,
limitations, economical consequences, etc.
Develop a design basis describing
environmental conditions and physical
limitations applicable for the operation.
2.1.3.1 It is recommended to develop a design basis
and/or a design brief in order to obtain a common basis
and understanding all parts involved during design,
engineering and verification.
2.1.3.2 The design basis should describe the basic input
parameters, characteristic environmental conditions,
characteristic loadslload effects, load combinations and
load cases.
January 1996
Page 8 of 23 --
2.1.3.3 ' R e design brief should describe the planned
verification activities, analysis methods, software toois,
input specifications, acceptance criteria, etc.
Guidance Mote
The Design Basis and the Design Brief may be combined and
issued as one document.
Guidance Note
It is recommended to include the Design Basis and the Design
Briefs as part of the formal documentation for the operation, and
subject for review and approval according to projecUoperatiori
requirements.
2.2.1 Documentation requirement
2.2.1.1 Acceptable characteristics shall be documented
for the handled object and all equipment, temporary or
permanent structures, vessels etc. involved in the
operation.
Guidance Note
Note that all elements of the marine operation shall be documerited
This also include onshore facilities such as quays, soil, pullers and
foundations
2.2.1.2 Properties for object, equipment, structures,
vessels etc. may be documented with reco,pised
certificates. The basis for the certification shall then be
clearly stated, i.e. acceptance standard, basic
assumptions, dynamics considered etc., and comply with
the philosophy and intentions of these Rules.
2.2.1.3 Design analysis should typically consist of
various levels with a "global" analysis as top level, and
with strength calculations for details as a lowest level.
Different types of analysis methods and tools may apply
for the different levels.
2.2.1.4 Operational aspects shall be documented in
form of procedure, operation manuals, certificates,
calculations etc. Relevant qualifications of key
personnel shall be documented.
2.2.1.5 All relevant documentation shall be availab!e
on site during execution of the operation.
2.2.2 Documentation quality
2.2.2.1 The documentation shall demonstrate that
philosophies, principles and requirements of these Rules
are complied with.
2.2.2.2 Documentation for marine operations shall be
self contained, or clearly refer to other relevant
documents.
Rules for Marine Operations
Pt.1 Ch.2 Planning of Ouerations
2.2.2.3 The quality and details of the documentation
shall be such that it allow for independent reviews of
plans, procedures and calculations, for all parts of the
operation.
Guidance Mote
A document plan describing document hierarchy and scope for each
document IS recommended for major marlne operations
2.2.3 Input documentation
2.2.3.1 Applicable input documentation, such as;
- statetory regulations,
rules,
- company specifications,
standards and codes,
- concept descriptions,
- basic engineering results (drawings, caiculations,
etc.), and
- relevant contracts or parts of contracts.
should be identified before any design work is
performed.
2.2.4 Output documentation
2.2.4.1 Necessary documentation shall be prepared to
prove acceptable quality of the intended marine
operation. Typical output documentation are:
Planning documents including design briefs and
basis, schedules, concept evaluations, general
arrangement drawings and specifications.
Design documentation including load analysis,
global strength analysis, local design strength
calculations, stability and ballast calculations
and structural drawings.
Operational procedure including testing
program and procedure, operational plans and
procedure, arrangement drawings, safety
requirement and administrative procedures.
Certificates, test reports, survey reports, NDE
documentation, as built reports, etc.
2.2.5 Operation records
2.2.5.1 Execution of marine operations shall be logged.
Samples of planned recording forms shall be included in
the marine operations manual.
 Rules for Marine Operations
Pt.1 Ch.2 Planning of Operations
2.3 RISK EVALUATIONS
2.3.1 General
2.3.1.1 Risk evaluations or HAZOP studies, see
2.3. i.4, are recommended for complex operations to
reveal all possible hazards and their potential
consequences.
2.3.1.2 Risk evaluations shall be in accordance with
recognised principles, identifying critical items and
activities, and their corresponding failure modes and
causes. Identification and ranking of failure modes as a
function of their probability of occurrence and
I consequence should be made. The effect of redundancy
and back-up, safety barriers, and emergency procedures
shall be taken into account in the risk estimates.
2.3.1.3 Contingency situations with a probability of
occurrence less than lo4 per operation need not be
considered.
2.3.1.4 Relevant corrective actions from the risk
evaluations shall be implemented in planning and
execution of the operations.
2.3.2 l3AZOP study
2.3.2.1 In addition to, or instead of a risk evaluations,
a HAZOP (HAZard and Operability study) may be
performed for assumed critical operations. The HAZOP
should be based on manuals and procedures covering the
actual operation, and the equipment involved in the
operation.
Guidance Note
A HAZOP is a systematic critical team review of the planned
operation, using a series of guide words to structure the examination
of the effects of upsets and abnormal conditions in a planned
operation. The review team should consist of key personnel from
contractor familiar with the operation, in addition to company
representatives and outside members with specialist competence for
the plariried operation. It is recommended that the HAZOP leader is
independent from the contractor
2.4 OPERATION DECLARATION
2.4.1 General
2.4.1.1 DNV can, if requested, confirm compliance
with these Rules of handled object, equipment,
temporary and permanent structures, procedure etc. by
issuance of a Marine Operation Declaration.
January 1996
- Page 9 of 23
2.4.1.2 If a Marine Operation Declaration is requested
DNV will review analysis, strength calculations,
equipment certificates, verification statements, plans and
procedures, test programmes, persomei qualifications,
etc.
2.4.1.3 DNV will also attend important testing, and
perform inspections of essential equipment and structural
elements in order to confirm conditions and capacities as
assumed in plans, procedures and calculations.
2.4.1.4 For complex or particularly sensitive operations
DNV will also attend the operation to confirm acceptable
environmental conditions for start and/or commencement
of the operations, performance according to accepted
procedures and evaluate and accept necessary minor
alterations or modifications to accepted procedure.
2.4.2 Review scope
2.4.2.1 DNV will always review documentation of
critical structural elements such as:
- single critical elements,
- local strength of support points (in grillage,
barge, object etc.),
- lift points and
- heavy lift equipment.
2.4.2.2 DNV can for certain areas base an acceptance
of capacities, strength, characteristic properties, etc. on
verification work performed by other independent third
parties, classification societies, governmental
institutions, etc.
2.4.2.3 DNV will in these cases limit the scope to
review of loads, load cases, acceptance criteria and
verifiers conclusions.
Areas or elements proposed for this scheme is subject for
DNV acceptance.
Applicable area may be;
- global structural integrity of object to be handled,
- global barge strength,
- overall grillage strength,
- equipment strengtblcapacities and
- quayhollards.
2.4.2.4 If acceptance of elements shall be based on
other third party verification work, the interface between
the different verifiers scope must be defined.
Formal communication lines between DNV and the
verifier may be required.
January 1996 Rules for Marine Operations
Page 10 of 23 R . 1 Ch.2 Planning of Operations

3.1 OPEIRATION DESIGN CRITERIA 3.1.2.3 For weather restricted operations these Rules
consider uncertainties in weafher forecasts by applying a
3.1.1 Operation reference period operation criteria less than the design criteria. The
operation criteria should be taken as;
3.1.1.1 Planning and design of marine operations shall C, 2 a C,
be based on an operation reference period defined as;
where
C, - design criteria,
C, - operation criteria,
where
u- operationai vs. design criteria ratio,
TR- Operation reference period - for significant waves, a should be taken
TpOp- Planned operation period according to Table 3.1.
Tc - Estimated contingency time. - for wind (10 min. mean), a should be taken as
0.80.
3.1.1.2 Reference periods less than 12 hrs, should be
specially considered. For operations planned according to 3.1.2.2 the factor a
should be specially considered in each case.
The start and termination points for the intended
operation shall be clearly defined.

3.1.1.3 If required time for contingency situations are

not assessed the reference period. may be taken as twice
the planned operation period, but not less than 6 hrs.

3.1.2 Weather restricted operations

3.1.2.1 Marine operations with a reference period, less

than 72 hours may be defined as weather restricted.
These operations may be planned with environmental
design conditions selected independent of statistical data, Note: Table 3 1 is based on DNMI report DS0265lLUND-95115325,
dated 95-05-04 verifying forecasted wave heights at Ekofisk and
i.e. set by owner, operator etc. Start of weather Statfjord
restricted operations are conditional to a acceptable
weather forecast, see 3.2.1.5.
3.1.3 Unrestricted operations
Guidance Mote.
Environmental conditions should be selected based on an overall
evaluation of possible waiting on weather costs/probabilities,
3.1.3.1 Marine operations with a operation reference
structural capacities, operational aspects etc Too strict period, exceeding 72 hours are normally defined as un-
erivironmental conditions should be avoided. restricted operations. Environmental criteria for these
operations shall be based on extreme value statistics, see
3.1.2.2 Operations with a operation reference period Pt. 1 Ch.3 Sec. 2. The operation criteria for these
exceeding 72 hours may be defined as weather restricted operations may be taken equal to the characteristic
if a continues surveillance of actual and forecasted environmental conditions.
weather conditions are specified in the operation
Guidance Note
procedure, and the operation can be interrupted and the Note that certain operations require a start criterion although
handled object brought into a safe condition within the designed for unrestricted conditions Further information is given for
forecasted period if adverse environmental conditions are the respective operations in Pt 2
forecasted or experienced.
Characteristic environmental condition shall in these
cases be based on a duration equal to the accumulated
operation period, i.e. not on estimated time for each
single sequence or leg.
 Rules for Marine Operations
Pt.1 Ch.2 Planning of Operations
t
3.2 WEATHER FORECAST
3.2.1 General
3.2.1.1 Arrangements for receiving weather forecasts at
regular intervals prior to, and during the marine
operations shall be made. Such weather forecasts shall
be obtained from recognised sources.
3.2.1.2 Weather forecast procedures should consider
the nature and duration of the planned operation, see
3.2.2.1.
The weather forecasts shall be in writing.
3.2.1.3 Ln addition to a general description of the
weather situation and the predicted development, the
weather forecast shall, as relevant, include;
- wind speed and direction,
- waves and swell, significant and maximum
height, mean or peak period and direction,
- rain, snow, lightning, ice etc.,
- tide variations and/or storm surge,
- visibility,
- temperature, and
- barometric pressure
for the coming 12, 24, 48 and 72 hrs. In addition an
outlook for the next days should be included.
3.2.1.4 The forecast shall clearly defme forecasted
parameters, e.g. average time for wind, characteristic
wave periods (T, or T,).
3.2.1.5 A weather forecast is acceptable for start of
marine operations if all relevant items listed in 3.2.1.3
are within the defined operational criteria for the
operation reference period.
3.2.1.6 The weather forecasts shall be assessed
according to a worst case scenario.
This is particularly important for unstable weather
situations and for forecasts which are considered to be of
low confidence.
3.2.2 Weather forecast levels
3.2.2.1 Based on evaluations of the operational
sensitivity to weather conditions, a categorisation of the
operation into weather forecast levels A, B or C shall be
made.
January 1996
Page 11 of 23
L e ~ eA
l
Weather forecast level A inciude major marine
operations sensitive to environmental conditions.
Typical "level A" operations may be;
- mating operations,
- multi barge towing,
- GBS tow out operations,
- offshore installation operations, and
- jackup rig moves.
Level B
Weather forecast levei B inciude environmentai sensitive
operations of significant importance with regard to value
and consequences.
Typical "level B" operations may be;
- float out operations,
- offshore lifting,
- sensitive barge towing,
Level C
Weather forecast level C include conventional marine
operations less sensitive to weather conditions, and
carried out on a regular basis.
Typical "level C" operations may be;
- onshore/inshore lifting,
- load out operations,
tows in sheltered waterslharbour tows and
- standard barge tow without weather restrictions.
3.2.2.2 Based on selected weather forecast level, a
forecast procedure complying with requirements in Table
3.2 should be established.
-
Table 3.2 Weather Forecast Levels
1) Based on sensitivity w r t weather conditions smaller intervals
may be required.
2) Contact/discussionswith meteorologist shall be made
3) A written forecast from only one of the sources may be
acceptable.
Guidance Note
Independence between weather forecast sources is satisfied if there
are organisational independence between the sources, i.e. it is
acceptable to obtain a second forecast from a national and a local
source (relevant for the actual area).
January 1996
Page 12 of 23 - Pt.1 Ch.2 Planning of Operations
3.2.3 Monitoring of environmental conditions
3.2.3.1 For marine operations particularly sensitive for
certain environmental conditions such as waves, swell,
current, tide etc., systematically monitoring of these
conditions prior to and during the operation should be
arranged.
3.2.3.2 Monitoring should be systematic.
Responsibilities, monitoring methods and intervals
should be described in a procedure.
3.2.3.3 Essential monitoring systems should have back
up systems.
3.2.3.4 Predicted variations of these parameters during
executions of the marine operations should be based on
monitored variations, tabulated values and forecasted
variations.
3.2.3.5 Any unforeseen monitoring results should be
reported without delay.
3.2.3.6 'Tidal variations should additionally be
monitored a period with the same lunar phase as for the
planned operation.
Guidance Note
Tide variations should be plotted against established astronomical
tide curves Any discrepancies should be evaluated, duly
considering barometric pressure arid other weather effects
3.3.1 Organisation and responsibility
3.3.1.1 Organisation and responsibility of key
personnel involved in marine operations shall be
established and described prior to execut~onof marine
operations.
3.3.1.2 Organisation charts, including names and
functional titles of key personnel, shall be included in
the marine operations manual. Authority during the
operation shall be clarified.
3.3.1.3 CV's for supervisors and key personnel
involved in major marine operations shall be presented.
3.3.1.4 Supervisors shall posses a thorough knowledge,
and have experience with the actual operation type, see
also 3.4.2.
3.3.1.5 Key personnel shall have knowledge, and
experience within their area of responsibility.
Rules for Marine Operations
3.3.1.6 Operations shall be carried out in accordance
with the conditions for design, the approved
documentation, and sound practice, such that
unnecessary risks are avoided. This is the responsibility
of the operation superintendent or manager.
3.3.1.7 Responsibilities in possible emergency
situations shall be described.
3.3.1.8 Access to the area for the operation should be
restricted. Only authorised personnel should be allowed
into the operation area.
3.3.2 Communication
3.3.2.1 Communication lines and primary and
secondary means of communication shall be defined,
preferably in a communication chart.
i~nportantinformation should be dedicated to un-
interuptable Iineslchannels.
3.3.2.2 The planned flow of information during the
operation shall be described. A common language
understood by all shali be used for VHFAJHF
communication.
Guidance Note
The communication chart shall reflect the ectual communication
lines that will be used during the operation
Guidance Note
To avoid interference between internal andlor external users it is
recommended to allocate VHFIUHF channels as early as possible
3.3.3 Shift plan
3.3.3.1 For operations with a planned duration (Tmp)
exceeding 12 hours a shift plan shall be established.
3.4 PREPARATION AND TESTING
3.4.1 Testing
3.4.1.1 All equipment and structures involved in
marine operations shall be inspected and tested in order
to confirm compliance with specifications, functional
requirements and assumptions for the design.
3.4.1.2 All systems and their back up shall be tested
before the start of an operation. Such tests shall
demonstrate the reliability and the capacities of the
system.
3.4.1.3 Change over from a primary to a secondary
system shall be tested.
 Rules for Marine Operations
Pt.1 Ch.2 Plannine of O~erations
%
-A
' 3.4.1.4 Instrumentation systems shall be calibrated and
tested prior to the operation. The calibration procedure
may be subject for review.
3.4.1.5 ' R e test and inspection program shall be
planned, and the results documented.
Guidance Note
The inspections and testing can be documented by survey and
inspection reports, filled in test check lists, test reports, etc
3.4.1.6 For larger operations it is recommended to
develop a testtcommissioning program specifying the
planned inspections and tests. The test program should
indicate expected characteristics, and state acceptance
criteria based on the design assumptions.
Guidance Note
Acceptance criteria for tests may also be functional requirements.
3.4.1.7 For operations with complex
communicationlreporting procedures, or where proper
information flow is vital, a "run through" of
communication routines is recommended.
'I'his training should be performed with the nominated
personnel and under conditions similar to what are
expected during the actual operation.
3.4.2 Familiarisation and briefing
3.4.2.1 Operation supervisors shall familiarise
themselves with all aspects of the planned operations
and possess a thorough knowledge with respect to
limitations and assumptions for the design.
3.4.2.2 Key personnel shall familiarise themselves with
the operations. A thorough briefing by the supervisors
regarding responsibilities, conimunication, work
procedures, safety etc. shall be performed.
Guidance Note
Briefings are recommended both for familiarisation with the planned
operation and as a "team building" effort.
3.4.2.3 Other personnel participating in the operations
shall be briefed, generally about the operation and
specially about safety and assigned tasks/responsibilities.
January 1996
Page 13 of 23
3.5 MARINE OPERATION MANUALS
3.5.1 General
3.5.1.1 Operational procedure shall be developed for
the planned operation, and shall reflect characteristic
environmental conditions, physical limitations, design
assumptions and tolerances. The operational procedures
shall be described in a Marine Operation Manual
covering all aspects of the operations. Such manual shall
include descriptions of, as applicable;
organisation,
communication routines and systems,
general arrangement,
operational procedures and plan of execution,
contingency planning and emergency procedures,
permissible load conditions,
environmental operation criteria,
tolerances,
permissible draughts, trim, and heel and
corresponding ballasting plan,
systems and equipment including layout,
systems and equipment operational instructions,
vessels involved,
tow routes and ports of refuge,
navigation,
weather and currentlwave reporting,
safety equipment,
recording and reporting routines,
sample forms,
check lists for preparation and performance of the
operation, and
test and commissioning planes.
3.5.1.2 Limiting criteria for marine operations or parts
thereof shall be clearly stated in the Operation Manual.
3 S.1.3 Documentation in the form of certificates,
release notes and classification documents for all
equipment and vessels involved in the marine operation
shall be enclosed andlor listed in the Operation Manual.
January 1996
Page 14 of 23
4.1 GEWRAL REQUIREMENTS
4.1.1 Stability and reserve buoyancy
4.1.1.1 Sufficient stability and reserve buoyancy shall
be ensured for all floating objects in all stages of the
marine operations.
4.1.1.2 Both intact and damage stability shall be
documented.
4.1.1.3 'I'he requirements to damge stability shall be
evaluated considering the operation procedure,
environmental loads and responses, duration of
operation, consequences of possible damage, etc.
4.1.1.4 Attention shall be paid to ingress of water
caused by e.g.;
- impact loads from vessels, dropped objects, etc.,
- mechanical system failure,
- operational errors, and
- deteriorating weather conditions.
4.1.1.5 Sufficient stability should normally not include
the up-righting contribution from occasionally
submerged elements such as jacket legs hanging over the
barge sides. This contribution may, however, be
included in special cases for the requirement given in
4.2.2.2 upon careful examination of the operational
parameters. The contribution of the buoyancy of cargo
elements in the stability calculations must be accounted
for in the seafastening loads.
4.1.1.6 Drainage openings to avoid unacceptable
accumulation of water should be considered. If drainage
openings are impractical, the stability of the barge
should be investigated considering this effect.
Rules for Marine Operations
--- Pt.1 Ch.2 Planning of Operations
4.1.2 Temporary closing elements
4.11.2.1 Temporary closing devices, such as hatches,
blind flanges, access openings etc., that may be exposed
to slamming or sloshing shall be designed and verified
for such effectstloads.
Special considerations shall be made to securing of these
devices.
Type and securing of sealingslgaskets shall be carefully
considered. Relative movement between closing device
and supporting structure shall be considered.
4.1.2.2 All openings between buoyant compartments
that may cause progressive flooding of the object should
be ciosed during operations.
4.1.2.3 Regular inspections or gauging of air pressure,
water level, draught, heel, trim, etc. in search for
leakage should be carried out during operations.
4.1.3 Stability calculations
4.1.3.1 During the calculations of stability and reserve
buoyancy, due allowance shall be included to account for
uncertainty in mass, centre of gravity location, density
of ballast arid ballasting water, and density of the sea.
4.1.3.2 Correction for free surface effects in tanks and
compartments containing liquids shall be included.
4.1.3.3 For operations where stability andlor reserve
buoyancy at some stage is critical, special consideration
shall be given to the duration of the critical condition,
the risk of possible hazards and to the mobilisation time
for - and amount of - back-up system.
4.1.3.4 Calculations of motions and effect of wind as
input to 4.2.2.2, 4.2.2.3 and 4.3.2.1 shall be for the
decisive design condition as defined in Pt. 1 Ch.3 . If not
otherwise specified, the 1 minute average wind speed
shall be applied in the stability calculations. For
unrestricted operations in the North Sea area wind speeds
exceeding 41 m/s need normally not be considered.
Guidance Note
The load factor can for stability considerations be taken as 1 0 when
calculating wind heeling moments
Rules for Marine Operations
R . 1 Ch.2 Planning of Operations
- Page 15 of 23
4.1.4 Inclining tests
4.1.4.1 Inclining tests shall normally be performed at
various stages during construction afloat and prior to
major marine operations to confirm the parameters
influencing the stability. ?'his is particularly relevanr
when the calculated value of the metacentric height is
close to the minimum acceptable value and if such a
minimum condition is obtained by the transfer of heavy
loads.
4.1.4.2 A detailed procedure for the tests should be
prepared considering the following:
Maximum allowable wind speed for execution
of the tests should be established prior to the
testing. This maximum value should normally
not exceed 3 m/sec.
'fie inclining angle should be of the order of
41- ldeg. for large volum structures and 5 deg.
for conventional vessels/barges.
The angles should be measured by at least two
pendulums, or one pendulum and one
electronic/optical device.
The draught should be such that the waterline
intersects the unit in a wallside area.
The effects of external forces due to wind,
waves, moorings, anchors, tugs, cranes, etc.,
should be considered and preferably monitored.
4.1.4.3 Before the test, a sensitivity analysis of the
parameters affecting the inclining test results shouid be
performed. Such parameters are draught, heel angle, sea
water density, inclining weights and distances moved,
variable wind speed, accuracy of the measuring
equipment, etc.
The sensitivity analysis should give the total expected
error on the position of the centre of gravity and also
indicate which parameters to p no nit or during the test.
4.1.4.4 Upon completion of the inclining test, a report
containing measurements/readings and corresponding
calculations of displacement (and light weight if
relevant), metacentric height (GM), and the position of
the centre of gravity of the structure, should be
prepared.
After execution of inclining tests, a proper weight
control system should be implemented and enforced until
the relevant marine operation is completed.
January 1996
4.1.4.5 For floating objects with large metacentric
height, an inclinimg test may not give sufficient accurate
results. The stability calculations may then be based on
the calculated weight and centre of gravity andlor on
results from a thorough weight control system enforced
during the construction.
4.1.5 Watertight integrity
4.1.5.1 ?'he number of openings in watertight
bulkheads and decks shall be kept to a minimum.
4.1.5.2 Where penetrations of watertight decks, outer
walls, and bulkheads are necessary for access, piping,
ventilation, electrical cables, etc., arrangements shall be
~nadeto maintain the watertight integrity.
4.2 BARGE TRANSPORTS
4.2.1 Safety against entry of water
4.2.1.1 ?'he requirements of The Lntemational
Conference on G a d Lines, 1966 (ILLC 66) should be
complied with as applicable with respect to air pipes,
overboard and inlet pipes through hull, and weather tight
securing of doors, hatches and other openings.
4.2.1.2 All doors, hatches, windows and ventilators
shall be closed with their closing appliances, except
where use of such openings are necessary for a riding
crew. In this case, the closing appliances for the
openings in use shall be stored close to their respective
openings. Manholes to tanks should be closed. All
water tight doors in bulkheads should be closed.
Valves on the barge sides and bottom not in use during
the voyage should be closed. Pipelines leading
overboard without any closing appliances should be
blanked off.
All bilges should be clean and dry on departure.
4.2.1.3 Dry compartments and empty or slack tanks
which contribute significantly to the buoyancy of the
barge shall be fitted with sounding facilities.
4.2.2 Intact stability requirements
4.2.2.1 For single multi barge tows the
requirements both in 4.2.2.2 and 4.2.2.3 should
normally be met during all stages of sea transportation
operations.
 January 1996 Rules for Marine Operations
Page 16 of 23 Pt.1 Ch.2 Planning of Operations

4.2.2.2 The stability should be positive to a heel angle Figure 4.2 - Intact Stability requirement
1
beyond equilibrium as given beiow:
1 I
4 2,,$( + 15 + 15/GM), max. 40 degrees NTACT S T A B I - ' ~ \

Eq. 4-1
, , 4 for the design environmental condition is
provided
i -
(h + B) 2 1 i (E + C)

c 1 P~shtingvornanl I
smaller or equal to the heel angle where the maximum
'
z I /
2 + /'
transverse righting moment occurs, otherwise : ,/ -
/*-
Wind Korrenr
r'

4 > 40 degrees F
I

- I

Eq. 4-2 - -1
I

Ll/ I ,
where I 1
_,/ d
I
%-
I
, ,$ = maximum dynamic heel angle due to wind and
waves, see also Pt. 1 Ch.3.
II I-EEL A'4G.E

GM = initial metacentric height in metres.

4.2.3 Single barge damage stability requirements
-
Figure 4.1 Inlustration of Stability Terms.
iI 4.2.3,l Damage stability evaluations shall be based on
damage scenarios according to identified contingency
situations, see 2. I. I . Collision, leakage and operational
( 4
I
~ i ~ h tA~
i n ~(GZ) i failure situations shall be evaluated.
As a minimum the barge should have an acceptable
stability and reserve buoyancy, and remain floating in an
acceptable manner with any one submerged or partly
submerged compartment flooded.

4.2.3.2 The acceptable floating condition is determined

4.2.2.3 The areas under the righting moment curve and
the wind heeling moment curve should be calculated up
to an angle of heel which is the least of;
- the angle corresponding to the second intercept of
the two curves,
- the angle of progressive flooding, or
- the angle at which overloading of a structural
member occurs.
The area under the righting moment curve should not be
less than 1.4 times the area under the wind heeling
moment curve.
This stability requirement (A-bB) 2 1.4 (B+C) is
illustrated in Figure 4.2 where the righting moment
curve is included in the same diagram.
4.2.2.4 For marine operations of very short duration
(for instance harbour moves and out of dock operations)
covered by reliable weather forecasts, an exemption from
the requirements given in 4.2.2.2 may be acceptable
provided that adequate safety is ensured. However, the
stability should be positive to a heel angle 15 degrees
beyond equilibrium. Such situations are subject to DNV
acceptance.
by the following :
- 'fie design resistance of any part of the barge,
cargo seafastening or grillage should not be
exceeded.
- ?'he barge should have sufficient freeboard
considering environmental effects to any open
compartment, where flooding may occur.
- The area under the righting moment curve should
be greater than the minimum area under the wind
heeling moment curve up to :
- the second intercept, or
- the down flooding angle, whichever is less, see
Figure 4.3.
4.2.3.3 The consequences of a damage stability
situation should be thoroughly evaluated, in particular
with respect to;
- progressive flooding,
- local strength of watertight boundaries and
- loads on seafastening.
Rules for Marine Operations
Pt. 1 Ch.2 Planning of Operations
Figure 4.3 - Damage Stability Requirements
? Rigntin~Moment
i free surface effects and effect of possible air
I
4.2.4 Multi barge damage stability requirements
4.2.4.1 Damage stability evaluations shall be based on
damage scenarios according to identified contingency
situations, see 2.1. I . Collision, leakage and operational
failure situations shall be evaluated.
As a minimum the barges with the transported object
should remain afloat in stable equilibrium with sufficient
freeboard to preclude progressive flooding with any one
compartments open to the sea.
?'he acceptable floating condition is determined by the
following :
- The requirements of 4.2.3.2 apply.
- The steady angle of heel or pitch caused by the
damage and wind pressure should not immerse
any non watertight closures in the hull.
- It shall be demonstrated by calculation that the
flooding of any one compartment will not cause
the damaged barge to change its heel or trim angle
relative to the overall heel or trim of the barge
unit, i.e., the damaged barge should not pivot
around any of the deck supports and thus loose
contact with the deck at other support(s).
4.3 SELF FLOATING STRUCTURES
4.3.1 General
4.3.1.1 This sub-section applies to objects such as
gravity base structures, jackets, offshore towers, etc.
supported by their own buoyancy during towing and
construction afloat.
4.3.1.2 The requirements in 4.2.1 apply.
4.3.1.3 Inclining tests for the floating object should be
performed prior to marine operation to confirm the
position of centre of gravity, see 4.1.4.
January 1996
Page 17 of 23
4.3.2 Intact stability requirements
4.3.2.1 The following requirements should be met by
the self-floating object:
- The initial metacentric height, GM, corrected for
cushion should be at least 1.Om.
?'he requirements to intact stability in 4.2.2
apply. For large concrete gravity base structures
a reduced ratio between righting moment and
heeling moment of 1.3 may be used.
- Special consideration should be given to the
hydrostatic stability and motions during transfer
of heavy loads to a floating structure both under
normal conditions and in case of an accidental
load transfer.
4.3.3 Damage stability requirements
4.3.3.1 General requirements to damage stability given
in 4.2.3 apply.
4.3.3.2 Damage stability evaluations shall be based on
damage scenarios according to identified contingency
situations, see 2.1.1. Collision, leakage and operational
failure situations shall be evaluated.
As a minimum the self-floating object shall normally
remain afloat in a stable equilibrium with sufficient
freeboard to preclude progressive flooding with any one
compartment open to the sea, as given in 4.2.3.2.
Exemptions from this requirement are not acceptable
unless adequate, approved precautions are taken. The
precautions should ensure acceptable safety, for instance
as given in 4.3.3.3 andor 4.3.3.4.
4.3.3.3 If 4.3.3.1 cannot be complied with, the
structure shall withstand the collision loads according to
Pt. 1 Ch.3 Sec.3, on the whole exposed circumference of
the structure from 5 metres below to 5 metres above any
operation waterline without ingress of water.
4.3.3.4 During moored construction phases,
compliance with 4.3.3.3 may be obtained by sufficient
fendering in the waterline area.
4.4 LOAD OUT OPERATIONS
4.4.1 General
4.4.1.1 Load out operations shall be performed with a
minimum inital GM = 1.0 m. The requirements in
4.2.2.3 and4.2.2.4apply.
January 1996 Rules far Marine Operations
Page 18 of 23 Ft.1 Ch.2 Planning of Operations

4.4.1.2 Special attention shall be paid to the influence

of slack tanks on stability afloat during the load out
operations.

4.5 OTHER VESSELS

4.5.1 General
4.5.1.1 Other vessels, semi submersibles, crane vesseis,
etc., involved in marine operations shall, for both intact
and damaged conditions, compIy with national or
international (IMO) stability regulations or codes.

4.5.1.2 Approved stability calculations according to

4.5.1.1 shall be presented upon request prior to the
operation.
Rules for Marine Operations January 1996
Pt.1 Ch.2 Planning of Operations Page 19 of 23

5, SYSTEMS

5.1 SYSTEM DESIGN 5.1.2 Back up

5.1.1 General
5.1.1.1 Systems and equipment shall be designed,
fabricated, installed, and tested in accordance with
relevant codes and standards, see 1.1.2.
5.1.1.2 Systems and equipment shall be selected based
on a thorough consideration of functional and
operational requirements for the complete operation.
Emphasis shall be placed on reliability and contingency.
5.1.1.3 Depending on the complexity and duration of
the operation, and the structure itself, separate studies
may be required to determine the systems and equipment
required for a safe operation, see 2.3. Such studies shall
include normal operations as well as emergency
situations.
5.1.2.1 All essential systems, part of systems or
equipment shall have back-up or back-up alternatives.
Necessary time for a change over operations shall be
assessed.
Guidance Note
It is recommended to include a list in the Operation Manual of main
spare parts available on site. It is also recommended to assess the
necessity of having repair or service personnel available on site
during operations
5.1.2.2 All back-up systems shall be designed and
fabricated to the same standard as the primary systems.
Back-up systems can when found feasible be an
integrated part of the primary systems.
5.1.2.3 For systems consisting of multiple independent
units back-up may be provided by having a sufficient
number of available spare units available on site.

5.1.1.4 The following systems shall be considered 5.1.2.4 Automatic control systems shall be provided
where applicable; with a possibility for mand overriding.
power supply,
fuel supply,
electrical distribution systems, 5.2 VESSELS AND BARGES
machinery control systems,
valve control systems,
5.2.1 General
bilge and ballast systems,
compressed air systems, 5.2.1.1 All vessels shall be in good condition and fit
fire fighting systems, for the intended operations.
communications systems, and
instrumentation systems for monitoring of;
5.2.1.2 Vessel and barges shall satisfy the hydrostatic
- loads and/or deformations, stability requirements given in 4.
- environmental conditions,
- ballast and stability conditions,
- heel, trim, and draught, 5.2.1.3 All vessels/barges involved in the operations
shall be inspected prior to the operation to confirm
- position (navigation),
compliance with design assumptions, validity of
- underkeel clearance, and
certificates and general condition.
- penetration/settlements.
5.1.1.5 Systems shall as far as possible be designed to 5.2.1.4 Vessels classed by a Classification Society shall
be fail safe. be operated in accordance with requirements from this
Society.
5.1.1.6 Cornputerised control or data acquisition The condition for class as given in "Appendix to Class"
systems should be equipped with un-interuptable power or similar shall be presented.
supply system (UPS).

5.1.1.7 All systems shall be tested according to 3.4.

January 1996
Page 20 of 23
5.2.1.5 For Mobile Offshore Unites the following
annexes (or similar) to the maritime certificates shall be
presented;
Annex I operational limitations,
Annex TI: resolutions according to which the unit has
been surveyed, and possible deviations from
these.
5.2.1.6 Valid recommendations given by the
Classification Society shall be presented.
Guidance Note
Modifications to vessellbarge structure or equipment may require
approval from the Classification Society
5.2.1.7 Where several tugs or vessels are involved, a
stand by tug to assist or remove vessels in case of black
out, engine failure, etc. should be considered.
5.2.1.8 If allowable deck load is based on "load
charts", limitations and conditions for these with respect
to number of loads and simultaneousness of loads shall
be clearly stated. Applied dynamic factors, load factors
or material factors shall be specified.
5.2.1.9 The vessels global and local condition with
respect to corrosion shall be confirmed and considered in
strength verifications, see a1,c.oP!. 1 Ch.4 Sec. 2.2.3.
5.2.1.10 General description of vessel systems to be
used shall be presented. Ballast and towing
equipmentlsystems shall be described in detail if used.
5.2.2 Navigational lights and shapes
5.2.2.1 The vessel or towed object should exibit
navigational lights and shapes in accordance with IMO
codes and local requlations.
5.2.2.2 Sufficient energy supply for the navigational
lights to last for minimum 1.5 times the expected
duration of the voyage shoul be provided.
5.2.3 Towing vessels
5.2.3.1 Requirements to towing vessels are given in
Pt. 2 Ch.2 Sec. 3.3. Requirements to towing equipment
are given in Pt. 2 Ch.2 Sec. 3.1.
5.2.4 Barges
5.2.4.1 Requirements to cargo barges and barge
equipment are given in Pt. 2 Ch.2 Sec. 3.1 and 3.2.
Rules for Marine Operations
Pt.1 Ch.2 Planning of Operations
5.3 MOORING SYSTEMS
5.3.1 General
5.3.1.1 This sub section applies for design and
verification of mooring of vessel or barges alongside
quays, or for mooring systems couibinhg iong and short
lines.
5.3.1.2 For verification of offshore and inshore
catinary mooring system reference is made to Pt. 2
Ch. 7.
5.3.1.3 For mooring of GBS structures reference is
made to Veritas Marine Operations, Guidelines No. : 1.1
"Mooring and Towage of Gravity Base Structures",
November 1989.
5.3.1.4 For certification of offshore mooring wire and
chain reference is made to DNV Certification Note 2.5,
"Certification of Offhore Mooring Steei Wire Rope" and
Certification Note 2.6, "Certification of Offhore
Mooring Chain".
5.3.1.5 Mooring lines shall be in good condition.
5.3.2 ULS conditions
5.3.2.1 All relevant combinations of characteristic
loads and directions should be evaluated in the ULS
case.
5.3.2.2 Characteristic mooring line loads should be
calculated with characteristic loads according to Pt. 1
Ch.3. Sec. 2 and Sec. 3.
5.3.2.3 Design loads and load cases shold be defined
according to Pt. 1 Ch. 4.
Guidance Note
Effect of pretension and external loads, e g from pulllpush systems,
may be categorized as live loads
5.3.2.4 Tension in anchors and mooring lines should be
calculated based on the design loads, vessel response,
characteristic line and fender stiffness, and the local path
of displacement.
5.3.2.5 A dynamic analysis of the system behaviour is
preferable. A quasistatic analyses may be acceptable
upon consideration of natural frequencies of the system
and its individual components.
5.3.2.6 Special considerations shall be made to the load
distribution in mooring lines for systems with several
short lines arranged in an undetermined pattern.
Rules for Marine Operations
Pt.1 Ch.2 Planning of Operations
Guidance Note
Quasistatic arialysis implies that wind, current, and mean wave drift
forces are considered as static forces. Forces resulting from wave
irlduced motions are then added to the static forces
The stiffness characteristics should be determined from recognised
theory
The moored structure will take an equilibrium position at which the
restoring force from the mooring system equals the sum of static
forces The distance from this position to a position corresponding to
zero environmental forces is called ttie mean quasistatic
displacement. Due to the wave induced forces, the structure will
oscillate arourid the equilibrium positiori
The total quasistatic displacement is assumed to be the sum of ttie
mean quasistatic displacement arid the oscillatory amplityde.
If relevant, local dynamics of individual mooring lines should be
included The lirie may be excited by the time varying motions at the
upper end (found from the dynamic system analysis) and by wave
and current induced vortex shedding.
5.3.3 PLS conditions
5.3.3.1 The mooring system shall be verified for a PLS
case. The PLS case should be defined as a conditions
with any one line broken. Dynamic effectsltransient
motion and clearances shall be considered for the PLS
case..
5.3.3.2 Loading conditions c and d, see Pt.1 Ch.4
Table 3.2, should be investigated.
5.3.3.3 Upon failure of one mooring line the remaining
system should be able to resist expected loads and
displacements until1 repaired.
Guidance Note
Verification of a PLS may be omitted if tugs are stand by at the
mooring site, and the system allow the tugs to provide sufficient
thrust at positions and in directions necessary to replace any one
line
5.3.4 FLS conditions
5.3.4.1 For permanent mooring systems of long design
life and with serious failure consequences, fatigue data
should be established for the relevant environment and a
fatigue investigatio~lcanied out. The investigation
should be based on the load history of the equipment.
5.3.4.2 For chain cable and steel wire ropes fatigue
data should be based on statements from manufacturers
and available research results.
Guidance Note
For synthetic fibre ropes specific fatigue calculations are normally
not required A condition for this is that the various components will
be replaced at certain intervals A program for such replacements
should be prepared in each separate case Besides ordinary
fatigue, the effect of wear, ageing, temperature-rise due to cyclic
loading, long-term creep and other possible effects should be taken
into account when deciding replacement intervals
January 1996
Page 21 of 23
5.3.5 Mooring line strength
5.3.5.1 ?he mooring line design capacity may be found
by dividing the characteristic strength by the appropriate
material factor, see 5.3.5.4 and 5.3.5.6.
5.3.5.2 ?'he characteristic strength of mooring lines
may be assumed to be the minimum breaking strength
specified by the fabricator.
5.3.5.3 Reductions in line capacity due to bending shall
be considered, see also Pt.2 Ch.5 Sec. 3. I .
5.3.5.4 The material factors for certified steel wire
ropes and chains are normally taken as:
ym = 1.5 for ULS
ym = 1.3 for PLS
Guidance Note
Mooring arrangements with planned duration's less than 30 days
and arranqed with new certified wire ropes may be verified with a
reduced material factor; =y, I35 (ULS).
Guidance Note
Wire ropes without a certified MBL may be acceptable for mooring
purposes. Design calculations for these systems shall be based on
the fabricators specified MBL and a material factor: y,, 2 1 65 (ULS)
5.3.5.5 If mooring lines are arranged with wire clamps
these shall be installed, and regularly inspected,
according to fabricators instructions and procedure.
Guidance Note
Special considerations shall be made to the required number of
clamps and possible tensioning andlor control procedure
5.3.5.6 Material factors for synthetic ropes should be
taken as:
y, = 3.5 for ULS
ym = 3.0 for PLS
5.3.5.7 Special attention shall be made to the
possibilities of chafing if synthetic fiber ropes are used.
5.3.6 Mooring details
5.3.6.1 Mooring line attachement and equipment such
as;
- bollards,
brackets,
- mooring ringsllugs, and
fenders.
shall be designed so that failures due to overloading will
not result in damage to the main structure.
5.3.6.2 Submerged mooring brackets shall be design in
such a way that they will not cause openings to sea in
case of excessive loading of the bracket.
January 1996
Page 22 of 23
v
5.3.6.3 Design loads for mooring details should be
taken as the characteristic mooring line load multiplied
with load factors, see Pt. 1 Ch.4.
5.3.6.4 Strength verification of mooring line
connections shall comply with requirements in Pt. 1
Ch.4. The characteristic strength shall be documented
either by calculations or certificates. Strength reduction
due to corrosion and wear shall be considered.
Guidance Note
Special consideratioris shall be given to condition of barge bollards
older than 10 years
5.3.6.5 Onshore bollards without a certificate from a
recognised Certifying Body should be tested before use
to 1.25 times the characteristic line load.
5.3.7 Anchors
5.3.7.1 The conditions of the seabed should be taken
into account in the selection of the anchor type.
5.3.7.2 Characteristic anchor forces should be
determined in accordance with 5.3.2 or 5.3.3.
5.3.7.3 The characteristic holding capacity of anchors
should be taken as the conservatively assessed mean
value based on information from tests or theoretical
calculations. The values used should apply to the actual
conditions of the seabed in question.
5.3.7.4 171e anchor material coefficient (holding
capacity coefficient) is normally taken as:
y, = 1.5 for ULS
ym = 1.3 for PLS
5.3.7.5 For anchors not designed to carry vertical loads
the length of anchor line should be such that no vertical
force wili occur in any loading condition.
5.3.7.6 Direct-embedment anchors of deep penetration
and high holding powerlweight ratio may be used
provided the suitability of the anchors is documented in
advance. Alternatively pile anchors may be used.
5.3.7.7 Anchors shall normally be tested to 1.25 times
the characteristic mooring line load. The anchors shall
be tested for at least 15 minutes.
Rules for Marine Operations
R.1 Ch.2 Planning of Operations
5.4 GUDIf\lG AND EQSITIONEYG SYSTEMS
5.4.1 General
5.4.1.1 This sub section applies for design and
verification of guiding and positioning systems to be
used for marine operations.
5.4.1.2 Guides and bumpers shall have sufficient
strength and ductility to resist impact and guiding loads
during positioning without causing operational problems
(e.g, excessive positioning tolerances), and without
overioading members of the supporting structure.
Plastic deformation of guides due to impact Ioads may be
allowed. After contact between bumpers and guides they
should, in a deformed shape, be able to resist loads due
to the environmental conditions during operation, and
operational loads from tugger lines, mooring lines etc.
Guidance Note
A factor not less than 1 3 between des~gnloads of supporting
structure and gu~delbumperstrength IS recommended
Guidance Note
Guiding systems are often designed with a primary and secondary
system The primary system is normally designed to absorb
possible impact energy, and provide guiding onto the secondary
system. The secondary system is normally design to ensure
accurate arid controlled positioning of the object.
5.4.1.3 Guides and bumpers shall after an impact
provide a positive clearance towards neighbouring and
supporting structure, and maintain their functionality.
The possibility and consequences of multiple impacts
shall be considered.
5.4.2 Characteristic loads
5.4.2.1 Characteristic impact loads for bumpers should
be based on impact and deformation energy
considerations.
5.4.2.2 Realistic impact velocities, impact positions and
deformation patterns shall be assumed.
5.4.2.3 Design loads and load cases for the impact
phase may, assuming realistic maximum impact
velocities, be established according to requirements for a
PLS case.
5.4.2.4 Characteristic loads for the guiding and
positioning phase shall be based on environmental
conditions during operation, in addition to operational
loads from tuggerlines, mooring lines etc. Combination
of horizontal and vertical loads during guiding shall be
considered in the design load cases. Realistic friction
coefficients shall be used.
5.4.2.5 Design loads and load cases for the guiding and
positioning phase may be established according to
requirements for an ULS case,

5.4.2.6 Characteristic loads for positioning lines

(tugger lines, mooring lines etc.) and attachments
(padeyes, brackets etc.) shall be the expected maximum
line tension. Possible dynamic effects shall be
considered.

5.4.3 Design strength

5.4.3.1 Structural strength of guiding and positioning

systems shall be verified according to Pt. 1 Ch.4.

5.4.3.2 Positioning padeyes should be design to behave

in a ductile manner in case of overioading.

5.4.3.3 For submerged brackets or padeyes the

requirements in 5.3.6.2 apply.
 RULES FOR
PLANNING AND EXECUTION OF

PART 1 : GENEKAL REQUIREMENTS

PART 1 C m3

DESIGN LOADS
JANUARY' 1996

1. INTRODUCTION...................................................................................................................
4
2. ENVIRONMENTAL CONDITIONS. ........................................................................................... 6
3. LOADS AND LOAD EFFECTS ................................................................................................ 12

DET NORSKE VERITAS

Veritasveien 1, N-1322 Hsvik, Norway Tel.: +47 67 57 99 00, Fax.: +47 67 57 99 11
This is the first issue of the Rules for Planning and
Execution of Marine Operations, decided by the Board
of Det Norske Veritas Classification A S! as of December
1995. These Rules supersedes the June 1985, Standard
for Insurance Warranty Surveys in Marine Operations.
These Rules come into force on 1st of January 1996.
O Det Norske Veritas
Computer Typesetting by Det Norske Veritas
Printed in Norway by the Det Norske Veritas January 1996
This chapter is valid until superseded by a revised
chapter. Supplements to this chapter will not be issued
except for minor amendments and an updated list of
corrections presented in the introduction booklet.
Users are advised to check the systematic index in the
introduction booklet to ensure that that the chapter is
current.
Rules for Marine Operations
.
W 1 Ch.3 Design ~ o a d s
INTRODUCTION ..................................4
GENERAL ............................................ 4
1.1.1 Application .................................... 4
1.1.2 Regulations, codes and standards ..........4
DEHNI?lONS ....................................... 4
1.2.1 Terminology ............................ 4
1.2.2 Symbols ........................................ 4
ENVIRONMENTAL CONDITIONS ...........6
GENERAL ............................................ 6
2.1.1 Environmental phenomena .................. 6
2.1.2 Characteristic conditions and loads ........ 6
2.1.3 Environmental statistics ..................... 6
2.1.4 Seasonal variations ........................... 7
2.1.5 Local environmental conditions ............7
WIND CONDITIONS ..............................
2.2.1 General .........................................
2.2.2 Characteristic wind velocity ................
2.2.3 Gust wind ......................................
WAVE CONDITIONS............................. 8
2.3.1 Design methods ............................... 8
2.3.2 Weather restricted operations ...............8
2.3.3 Unrestricted operations ...................... 8
2.3.4 Design wave method .........................9
2.3.5 Design spectra method ....................... 9
2.3.6 Swell ........................................... 10
C-NT AND TlDE CONDITIONS ........ 10
2.4.1 Current ........................................10
2.4.2 Tide ............................................11
3. LOADS AND LOAD EFFECTS................12
3.1 LOAD CA'ITEGOFUES .............................12
3.1.1 General ........................................12
3.1.2 Permanent loads (P) ......................... 12
3.1.3 Live loads (L) ................................12
3.1.4 Deformation loads (D) ......................12
3.1.5 Environmental loads (E) .................... 12
3.1.6 Accidental loads (A) ........................ 12
3.2 LOAD ANALYSIS ................................. 13
3.2.1 General ........................................
13
3.2.2 Sensitivity studies ...........................13
3.2.3 Dynamic effects.............................. 13
3.2.4 Non-linear effects............................ 13
January 1996
Page 3 of 20
3.2.5 Friction effects ............................... 13
3.2.6 Tolerances .................................... 14
3.2.7 Model testing ................................ $14
3.3 WAVE LOADS ..................................... 14
3.3.1 First order wave loads ...................... 14
3.3.2 Second order wave loads ...................14
3.3.3 Analysis of motions .........................14
3.3.4 Wave headings ............................... 15
3.3.5 Wave periods ................................. 15
3.3.6 Response amplitude operators (RAO) .... 15
3.3.7 Slamming loads .............................. 15
3.3.8 Water on deck ................................ 15
3.3.9 Swell ........................................... 15
3.4 WIND AND CURRENT LOADS ............... 15
3.4.1 Wind load components...................... 15
3.4.2 Current loads ................................. 15
3.5 STATIC LOADS.................................... 16
7 3.5.1 Weight estimates ............................. 16
7 3.5.2 Characteristic weight ........................ 16
7 3.5.3 Centre of gravity ............................. 16
8
3.6 HYDROSTATIC LOADS .........................16
3.6.1 Characteristic hydrostatic loads ...........16
3.7 RESTRAIN LOADS ............................... 16
3.7.1 GeneraI. ........................................16
3.8 ACCIDENTAL LOADS ........................... 17
3.8.1 General ........................................
17
3.8.2 Vessel collision ..............................17
3.8.3 Dropped objects..............................17
APPENDIX ...................................................
18
Figure List
Figure 2.1 .Design
. .
process .................................6
Figure 2.2 .Current stretching method ...................11
Figure 2.3 .Definition of water levels ...................11
Table List .
Table 2.1 .Characteristic wind velocities.................7
Table 2.2 .wind U ( ~ . ~ A / U ( ~ . ~ ..........
,A 8
January 1996 Rules for Marine Operations
Page 4 of 20 Bt.1 Ch.3 Design Loads

Design ioad : A load or load condition which forms

1.1.1 Application
1.1.1.1 Pt. 1 Ch. 3, Design h a d s , applies as reference
for establishing environmental conditions and loads for
marine operations planned and designed according to
requirements and philosophy of these Rules.
basis for design and design verification.
Gust wind : Average wind speed during a specified time
interval less than one minute
Long tertn : A period of time where environmental
conditions are non-stationary.

Mean wind velocity : 'fie average wind velocity within

1.1.1.2 General recommendation for planning and
preparations are given in Pt. 1 Ch.2, and for structural
design in Pt. I Ch.4. Load factors and combination of
loads into design loadcases are described in Pt. I Ch. 4.
1.1.1.3 Operation specific requirements and
recommendations are given in Pt. 2 of these Rules.
1.1.1.4 Conditions for using these Rules are stated in
Pt. 0 Ch. 1 Sec. 1.2.
a specified time interval.
Short term : A period of time wherein statistical
environmental parameters may be assumed stationary.
Normally 3 or 4 hours.
Sign$catzt wave : Four times the standard deviations of
the surface elevation in a short term wave condition
(close to the average of the one third highest waves).
Wave height : ?'he crest to trough height.

1.1.2 Regulations, codes and standards

1.2.2 Symbols
1.1.2.1 Other complementary recognised codes and The list below define symbols used within this chapter:
standards m y be used. A, : Current volume, mean water level.
A : Current volume, top of wave.
1.1.2.2 Examples of applicable publications giving A : Current volume, bottom of wave.
further recornlendations are; COG : Center of gravity.
- NPD Guidelines consenling loads and load c: Weibull slope parameter for wind.
effects, D: See Sec. 2.3.3.
- DNV Classification Note 30.5, d: See Sec. 2.3.3.
- DNV Classification Note 30.6, 4,: Operation period in days.
- DNV Classification Note 3 1.4, F,, : Collision load.
NE 3479, and Fx : Force comp., X direction.
- Veritas Offshore Standards, Recommended F, : Force comp., Y direction.
Practices. F, : Force comp., Z direction.
F : Wind force cornp., X direction.
F, : Wind force comp., Y direction.
f(q) : Directional function.
fi : See Sec. 2.3.3.
f0l : See Sec. 2.3.3.
1.2.1 Terminology fd : Weather forecast uncertainty factor.
Characteristic condition : A condition which, together g: Acceleration of gravity.
with load and material factors, render a defined H: Wave height.
probability of exceeding structural capacity within a H, : Significant wave height.
defined time period. Hc : Characteristic wave height.
H : Characteristic significant wave height.
Characteristic load : A load having a defined H : Max. wave height.
probability of exceeding the structural capacity within a H-,c. Max. characteristic wave height.
defined time period. HI : Weibull scale parameter for waves.
h: Water depth.
Rules for Marine Operations January 1996
R.1 CR.3 Design Loads Page 5 of 20

b: Reference water depth.

j : Weibull slope parameter for wave.
k: See See. 2.3.3.
N : Number of occurrences.
S(o :) Wave spectrum.
S(o,cp) : Directional wave spectrum.
SIT : Storm factor.
T : Exposure period.
TA : Period with stationary wind conditions.
T, : Wave spectrum peak period.
T, : Wave period.
?; : Mean zero up-crossing period.
a : Average period for wind.
: Reference average period for wind = 10 m i n .
U(z,,f : Reference wind velocity.
U ,,m, (z,b-) : Characteristic max. wind.
U ( z , b a : Max. mean wind within a period TA
U, : Weibull scale parameter for wind.
v: Current velocity.
v, : Current velocity, mean water level.
v : Current velocity, top of wave.
v : Current velocity, bottom of wave
vti,, : Tide generated current velocity.
v, : Wind generated current velocity.
W: Loads due to self weight.
Z : Max. wave amplitude.
z: Height or depth.
Z, : Reference height = 10m.
a: Phillips' constant.
Y: Wave spectrum peakness parameter.
cP : Wave spreading angle.
A : Wave length.
0 : Spectral width parameter.
a: Angular wave frequency.
op: Angular spectral peak frequency.
January 1996 Rules for Marine Operations
Page 6 of 20 Pt.1 Ch.3 Design Loads

2. EWPLIR EWAL CONDITIONS

2.1 GENERAL The design process involving;

characteristic conditions,
2.1.1 Environmental phenomena characteristic loads, and
- design loads
2.1.1.1 Environmental conditions are natural
phenomena which contribute to structural stress and is iilustrated in Figure 2.1.
strain, impose operational limitations/restrictions or
navigational considerations. Phenomena of general
importance are;
-
Figure 2.1 Design process

wind,
- waves and
currents.
Conditions
Phenomena which may be of importance are;
tide,
soil conditions,
ice and snow,
- earthquake,
- temperature,
- fouling,
- visibilitylfog and
- heavy rain.
2.1.3 Environmental statistics
2.1.2 Characteristic conditions and loads
2.1.3.1 Environmental phenomena may be described by
2.1.2.1 Characteristic conditions are conditions with a statistical distributions and variables. Statistical data
defined probability of exceedance, within a defined should as far as possible be used to establish
period of time. characteristic environmental conditions. The statistical
description should reveal the extreme conditions for
2.1.2.2 Characteristic conditions and loads combined short and long term cases.
with load and material factors as specified by these Rules
complies with the overall objectives as stated in Pt.0 2.1.3.2 Statistical data used as basis for establishing
Ch.1. characteristic environmental criteria must cover a
Guidance Note sufficiently long period of time period. For
Note that these Rules adopt an approach alternative to the traditional meteorological and oceanographic data a minimum of
return period design philosophy, although with the same safety three to four years of data collection is recommended.
philosophy. A return period design will have (dependent of duration)
a variating probability of failure, while these Rules aim at a constant
probability of failure per operation. 2.1.3.3 The environmental design data should be
With a return period approach an operation would have the same representative for the geographical area or site.
characteristic condition both for a three days and a three months
planned duration. A three months period would however expose the
object for a longer period, with a corresponding higher probability of
2.1.3.4 If statistical environmental data are assumed to
failure compared to the tree days operation. follow a two parameter Weibull distribution, the
regression analysis should be performed with emphasise
2.1.2.3 Characteristic conditions and loads combined on a correct representation of the extreme values.
with load and material factors according to Pt. I Ch.4 Guidance Note
shall form the basis for design and design verification. Regression analysis of two parameter Weibull distributions are
recommended based on the 30 % highest data points, i.e
P(x=-X)=O3
Rules for Marine Operations January 1996
Pt.1 Ch.3 Design Loads Page 7 of 20

2.1.4 Seasonal variations 2.2.2.2 For unrestricted operations the characteristic

wind velocity may be calculated according to Eq. 2-2
2.1.4.1 Seasonal variations may be taken into account.

2.1.4.2 Characteristic environmental conditions

considering seasonal variations shall be based on
statistical data for the actual operation month(s), and the
preceding and succeeding month.
2.1.5 Local environmental conditions
2.1.5.1 Local environmental conditions, not reflected
by statistical data, shall be investigated.
Such effects may be;
- speciai tide variations,
- 2.2.2.3 Simplified characteristic wind velocities may be
special swell or wave conditions,
current variations, and
- local wind variationslconditions.
Guidance Note
Local harbour authorities, pilots etc may be sources for such
information
Eq. 2-2
where
Uc,,,(z,~ean) = Characteristic max. wind speed.
'T = Exposure time.
T, = Period for which wind conditions are assumed
stationary (usually 3 hours) or max. wind
observation period.
Characteristic wind velocities less than the 1 year return
wind is not recommended for unrestricted operations.
taken according to Table 2.1. Wind velocities exceeding
4lm/sec, ha= lomin, z= 10m need normally not be
considered on the Norwegian continental shelf.
-
Table 2.1 Characteristic wind velocities

2.2 WIND CONDITIONS

2.2.1 General
) T > 3Odays I 100 year return I
2.2.1.1 Wind velocity varies with time and height 2.2.2.4 For weather restricted operations characteristic
above the sea surface. wuid velocities less than 10mlsec are generally not
recommended. Requirements to ratio between operation
The averaged wind velocity over a d e f i e d period is and design wind is given in Pt. I Ch.2 Sec.3. I .
referred to as mean wind.
Guidance Note 2.2.2.5 ?'he wind velocity profile may be related to a
Forecasted wlnd IS normally given at z=lOm reference height and reference height (q) and mean time period (t,,,d
trneanZl0 min mean wind according to Eq. 2-3, see also Table 2.2.
2.2.1.2 'The characteristic mean wind period shall
correspond to the systems response periods.
Guidance Note. Eq. 2-3
The following periods are meant as illustrative examples,
- Local plate field 3 [set 1 where
- Mooring with "short"lines 1 [minute] z = Height above sea surface.
- Catenary mooring of vessels 10 [minutes]
- Catenary mooring of GBS 60 [minutes] Z, = Reference height 10 [m].
& a = Averaging time for design.
2.2.2 Characteristic wind velocity f ,a = Reference averaging time 10 [minutes].
U(z,&& = Average wind velocity.
2.2.2.1 The statistical behaviour of maximum mean U(&,f ,& = Reference wind speed.
wind velocities, Umx(z,t,,,d, within a "short term"
period (Td m y be described by a Weibull distribution;

Eq. 2-1
PrW) = Cumulative probability of U-(z,~-).
U = U,,(z,&-), max. mean wind speed.
U, = Weibull scale parameter.
c = Weibull slope parameter.
January 1996
Page 8 of 20
Averaging time
2.2.3 Gust wind
2.2.3.1 For elements or systems sensitive to wind
oscillations (e.g. where dynamics or fatigue may be
governing for the design) the short and long term wind
variations should be considered.
2.2.3.2 The wind variations may be described by a
wind spectrum according to NPD, Guidelines for Loads
and Load Effects.
2.3 WAVE CONDITIONS
2.3.1 Design methods
2.3.1.1 Wave conditions are defined by characteristic
wave height, H,, or the significant wave height, H,,, and
corresponding periods.
2.3.1.2 Wave conditions for design may be described
either by a deterministic design wave method, see 2.3.4,
or by a stochastic method see 2.3.5.
2.3.1.3 With the deterministic method the design sea
states are represent by regular periodic waves
characterised by wave length (or period), wave height
and possible shape parameters.
2.3.1.4 With the stochastic method the design sea states
are represent by wave energy spectra characterised by
parameters such as H, and T, or T,.
2.3.2 Weather restricted operations
2.3.2.1 Characteristic wave conditions for weather
restricted operations, i.e. operations with wave heights
(andlor periods) selected independent of statistical data,
see also Pt. 1 Ch.2 Sec. 3.1.2,should be as described by
2.3.5.
Rules for Marine Operations
R . 1 Ck.3 Design Loads
2.32.2 Requirements to ratios between operation
criteria and si,gdkant characteristic wave height are
given in Pt. 1 Ch.2 Sec.3. I.
Guidance Note
Significant wave heights less than 2m are not recommended for
open sea operatiorls
2.3.2.3 Characteristic maximum wave height for
weather restricted operations should be estimated
according to Eq. 2-4.
H,, = STF " H,
Eq. 2-4
where
STF= 2.0 for operation reference periods up to 72
hours.
2.3.3 Unrestricted operations
2.3.3.1 Characteristic wave conditions for unrestricted
operations shall be based on long term statistical data.
2.3.3.2 Long term variations of waves may be
described by a set of sea states, each characterised by the
wave spectrum paramerer e.g. H,,TI or a , T,, Y.
2.3.3.3 Characteristic significant wave height, H , , may
be taken according to 2.3.3.5. Corresponding maximurn
wave height, Ha.,, may be taken according to 2.3.3.6.
Characteristic values shall be based on the defmed
operation reference period, see Pt. 1 Ch.2 Sec. 3.I.
Periods less than 3 days shall not be used.
Guidance Note
The ,H., . corresoorids to a 10% orobabilitv of exceedance for
individ'Gl-wave heights. ~haracteristicwaie conditions defined
according to alternative methods should be based on the 10%
fractile of the extreme wave height distribution of individual waves for
the anticipated operation duration.
2.3.3.4 In the absence of site specific wave data the
Weibull parameters in table A1 (Appendix) may be used.
Guidance Note
For operationsltransports passing through several area, the extreme
value distribution may be based on an accumulated distribution of
individual wave heights considering the exposure period in the
individual area A simplified approach would be to estimate,,,H
,
based on exposure in the worst area for the whole operation period
Rules for Marine Operations January 1996
R.1 Ch.3 Design Loads Page 9 of 20

2.3.3.5 Characteristic significant wave height for the 2.3.4.2 'fie following wave periods should be
exposure period may be taken as considered for the characteristic wave height H, (P-i,,,
\l/j
in metres and T in seconds).

112
Eq, 2-5 (45~,,~,,)S T 5 20
where

2.3.5 Design spectra method

2.3.5.1 The design spectra method is based on

calculation of motion and load responses in sea states
characterised by a wave spectrum.
= Gamma function, see appendix A Characteristic significant and maximum responses are
identified by investigating a range of 'I', periods
d = 1.5-(112j) according- to 2.3.5.2. The wave spectrum may be taken
N,and j = Weibull parameters for the probability according to 2.3.5.3.
function of the observed significant wave
heights, see also 2.3.3.4. 2.3.5.2 For the design sea spectra method the following
periods should be considered @ I,,
shall ,given in
be
N = 14400 d,where d, is the number of days metres, T, in seconds).
within the design operation period.
2.52 .H:,:~ 5 T, 2 13 H,,,
6 5.6 [m]
2.3.3.6 Maximum characteristic wave height, H,,,,, 0 5
2.52 H:,:' i T, 6 ( 3 0 . ~ ~ , , ) H,,>5.6 [II?1
for a defined exposure period may be taken as
Eq. 2-8
H,,., = 1.8, ,Z
Eq. 2-4 2.3.5.3 Wave spectra defined by the Jonswap or the
Pierson Moskowitz spectrum are most frequently used.
where
The spectral density function is;
Ilk

i
Zmx = ~ ( f o l )
S(O) = r ~ ~exP~ o - ~ 14-r
f,., = ln(l0 . R . N) + (d - 1) ln(ln(10 .R . N)) Eq. 2-9
where
o = Angular wave frequency, w =2.rr/Tw,
Tw = Wave period.
Reference is made to 2.3.3.5 for definitions of symbols. (,IP
= Angular spectral peak frequency op=2n/'Tp
E: = Acceleration of gravity.
a = Generalised Phillips' constant,
2.3.4 Design wave method
a = (5/16)*(~~o,4/~~)*(1-0.287ln(~))
2.3.4.1 For most practical purposes the kinematics of cs = Spectral width parameter.
regular deterministic waves may be described the = 0.07 if o 6 op
following theories: = 0.09 if o > o,
Y = Peakness parameter.
W h 5 0.1 Solitary wave theory.
0.1 < W h 5 0.3 Stokes' 5th order wave theory. The Pierson Moskowitz spectrum appears for y = 1.O.
W h > 0.3 The relation between T, and Tp may be taken according
Linear wave theory.
to Eq. 2-10.
I
where
h = Water depth.
h = Wave length. Eq. 2-10
January 1996 Rules for Marine Operations
Page 10 of 20 ?to1 Ch.3 Design Loads

2.3.5.4 The Pierson Moskowitz spectrum is generally 2.3.6.2 Swell type waves may be assumed regular in
recommended for open, deep waters ( > 150m) and fully period and height, and may normally also be assumed
developed seas. 'I'he Jonswap spectrum is recommended independent from wind generated waves.
for fetch limited, growing seas and in shallow waters.
2.3.6.3 Characteristic height for swell type waves may
For a general Jonswap spectrum the y parameter may,
be taken as the 10 year return value. Criticai swell
unless specific data are available be taken as (Tzin
periods should be identified and considered in the design
seconds and H, in metres);
verification.
for

2.4 CURRENT AND TIDE CONDITIONS

2.4.9 Current
for
2.4.1.1 Characteristic current velocity shall be based on
iocai statistical data and experiences. Unless more
2.3.5.5 A directional short crested wave spectrum, see detailed evaluations of current velocity are made the
Eq. 2-11, may be applied based on non-directional characteristic current shall be the taken as the 10 year
spectra. return value.

s(o 7cp) = S(o - f(v) 2.4.1.2 Variations in current velocity due to tide shall
Eq. 2-11 be considered for inshore operations.
where Guidance Note
Significant local variations in current velocity due to tide may occur
cp = Angle between direction of elementary wave If site specific data are not available current variations should be
trains and the main direction of the short monitored prior to and during the operation, see Pt I Ch.2 Sec 3
crested wave system.
S(o ,cp) = Directional short crested wave power density 2.4.1.3 Effects of sixnultaneous occurrence of current
spectrum. and waves shall be considered.
f(cp) = Directional function. Guidance Note
Although the tidal current velocity can be measured, and the wind
Energy conservation requires that the directional generated current velocity can be calculated, the resulting current in
function fulfils Eq. 2-12; the extreme storrn condition is a rather uncertain quantity. Note that
errors in the estimation of current velocity are offen considered to
Vmax represent one of the most critical uricertainties in the load analysis
I f(cp)dcp = 1
Vrniri
2.4.1.4 In open areas the characteristic wind-generated
Eq. 2-12 current velocities at still water level may, if statistical
In absence of more reliable data the following directional data are not available, be taken as;
function may be applied for H,between 2 and 10m; V& = 0.015*U(~,&eao)
H;") cosHs(9)
i(p)= (0"116+0.3~ -7112 r cp In/2 Eq. 2-14
where
f ( d =0 elsewhere
Eq. 2-13 U(z,f eao) is the wind velocity according to 2.2.
z = 10 [m]
Directional short crestness should not be considered for
significant wave heights exceeding 10m. tm- = 1 [hr]

2.3.6 Swell

2.3.6.1 Swell are long period waves generated outside

the geographical area of interest. Swell type waves
should be considered for operations sensitive to long
period motion or loads.
Rules for Marine Operations January 1996
W.1 Ch.3 Design Loads Page 11 of 20

2.4.1.5 ?'he current profile should be specially 2.4.2 Tide

considered for each project. Alternatively the current
profile may be taken as L4.2.1 The astrononlical tidal range is defmed as the
range between the highest astronomical tide (HAT) and
v(z> = vtide(z> + vWid(z> the lowest astronomical tide ( L A P , see Figure 2.3.
Eq. 2-15
where 2.4.2.2 Mean water level (MWL) is defined as the
"tidc ('1 = tide (59"' mean level between the highest astronomical tide and the
lowest astronomical tide.

V W l n d ( ~ ) = "wind - 2.4.2.3 Storm surge includes wind induced and

atmospheric pressure induced effects. Variations due to
storm surge shall be considered.

~ ( z ) = Total current velocity at level z. 2.4.2.4 Characteristic water levels shall be taken as
z = Distance from still water level, positive expected astronomical tide variations plus/minus storm
upwards. surge effects. Both a maximum and minimum
v = Tidal current velocity at still water level. characteristic water level shall be defined for operations
v, = Wind generated current velocity at still water sensitive to tidal variations, see Figure 2.3.
ievei.
h = Water depth to still water level (taken
positive)
= Reference depth for wind generated current, h(j
=50m

2.4.1.6 It is normally assumed that waves and current

are coincident in direction.

2.4.1.7 Variation in current profile with variation in

water depth due to wave action shall be accounted for.
Variations in the current profile may for regular waves,
and as a simplified approach, be considered by stretching
the current profile vertically. The current velocity at
any proportion of the instantaneous depth is kept
constant, see Figure 2.2. By this method the surface
current component shall remain constant.

-
Figure 2.2 Current stretching method
r

I I
CURRENT PROFILE CURRENT PROFILE STRETCHING
NO WAVE ( Vco = Vcl = Vc2 )
( Acl > Aco , Ac2 )
January 1996 Rules for Marine Operations
Page 12 of 20 Pt.3 Ch.3 Design Loads

3.1 LOAD CATEGORIES 3.1.4 Deformation loads 0)

3.1.4.3 Deformation loads are associated with
3.1.1 General
deformations. Such loads may be;
3.1.1.1 Loads and load effects shall be categorised into installation or set down tolerances,
the following groups; structurai restraints between structures,
- Permanent Loads - P, differential settlements, and
Live Loads - L, - temperature.
- Deformation Loads - D,
3.1.4.2 Characteristic deformation loads shall be
Environmental Loads - E, and
maximum or minimum values resulting from
Accidental Loads - A.
characteristic environmental conditions.

3.1.2 Permanent loads (P)

3,P.S Environmental loads (E)
3.1.2.1 Permanent loads are static loads which will not
be moved or removed during the phase considered. 3.1.5.1 All loads caused by environmental phenomena
Such load may be; shall be categorised as environmental loads. Such loads
may be;
- weight of structures,
- weight of permanent ballast and equipment that - wind,
can not be removed, waves,
- external/internal hydrostatic pressure of current,
permanent nature, and - storm surge,
- buoyancy (permanent part). tide, and
ice.
3.1.2.2 Characteristic permanent loads shall be based
on reliable estimates of weight, weight control system or 3.1.5.2 Loads due to the gravity components in plan
weighted weight, see also 3.5. parallel or perpendicular to deck, caused by motions due
to wind and waves of a floating object, shall be
categorised as environmental loads.
3.1.3 Live loads a)
3.1.5.3 Characteristic environmental loads shall be
3.1.3.1 Live loads are loads that can be moved, based on characteristic environmental conditions as
removed or added. Such loads may be; specified in Sec.2.
- operation of cranes,
- loads from alongside vessels,
- differential ballasting, 3.1.6 Accidental loads (A)
- operational impact loads, and
- stored materials, equipment or liquids.
3.1.6.1 Accidental loads are loads associated with
exceptional or unexpected events or conditions. Such
3.1.3.2 Characteristic live loads shall be specified with loads may be;
maximum and minimum values, both values may be collisions from vessels,
necessary to consider. - dropped objects,
- loss of hydrostatic stability,
- flooding, and
- loss of internal pressure.

3.1.6.2 Characteristic accidental loads shall be based on

realistic accidental scenarios.
Realistic accidental scenarios may be identified by
Hazop techniques, see Pt. 1 Ch.2 Sec. 2.
Rules for Marine Operations
Pt.1 Ch.3 Design Loads
3.2 LOAD ANALYSIS
3.2.1 General
3.2.1.1 All loads and load effects which during the
marine operation may influence operational procedure,
design or the dimensioning of structures shall be
analysised and considered in planning and preparation
for marine operations.
3.2.2 Sensitivity studies
3.2.2.1 Parametric sensitivity studies should be
performed if any load or operational parameters
significantly affect the design or the selection of method
and equipment.
If the result of the study indicates that the operational
safety is critically dependent on any parameters,
increased reliability shall be obtained for the design
solution e.g. by use of conservative characteristic values.
Guidance Note
The objectives with a sensitivity study are to reveal if minor changes
of input parameters critically or unexpectedly affect the design
3.2.2.2 Consequences of unexpected conditions and
loads w.r.t. structural capacity and failure modes should
be investigated. Emphasis shall be put on possible non-
linear load effects.
Guidance Note
Examples of unexpected conditions may be unexpected
deformations and load distributions, unexpected weights and '2.0 G
positions, unexpected buoyancy and centre of buoyancy etc
3.2.2.3 Consequences of malfunctioning equipment and
erroneous operation of equipment or systems shall be
evaluated.
Guidance Note
Examples of malfunctioning equipment may be leaking valves,
valves impossible to close, pipeline fracture, unexpected deformation
pattern of load distribution elements.
Examples of erroneous operation of equipment may be
openinglclosing of wrong ballast valve.
3.2.2.4 'Ile variations of input parameters shall be
within realistic limits. Too small variations shall be
avoided.
3.2.2.5 Consequences of parameters outside specified
or expected values or ranges may be categorised as a
PLS condition.
Single unplanned or unexpected events, see 3.2.2.2 and
3.2.2.3, shall not lead to a progressive failure situation.
Simultaneous variations of several input parameters
outside the specified design value or range does not be
considered.
January 1996
Page 13 of 20
3 2 . 3 Dynamic effects
3.2.3.11 Dynamic loads and load effects shall be
investigated. Dynamic load effects may be caused by
oscillatory wave forces, wind loads (gusts), vortex
shedding in air or water, or slaxnming loads.
3.2.3.2 Dynamic loading effects shall be investigated
by recognised methods, realistic assumptions of natural
period, damping, material properties etc.
3.2.3.3 Speciai considerations should be made to the
possibilities of dynamic amplification.
3.2.3.4 Both fatigue and ultimate stress or deflection
may be critical for the design.
3.2.4 Non-linear effects
3.2.4.1 Nan-linear effects shall be considered in cases
where these significantly influence the load estimates.
Typical non-linear effects are;
- material non-linearities,
- geometrical non-linearities,
- damping effects,
- non linear effects due to combination of load
components or response components, and
- wave elevation effects.
3.2.4.2 Non linear load effects due to combination of
environmental conditions should be evaluated.
Guidance Note
The quadratic increase in drag loads due combination of wave
particle velocity and current velocity illustrate such effect.
3.2.5 Friction effects
3.2.5.1 Effect of friction shall be considered in the
design verification.
3.2.5.2 A friction coefficient range, i.e. both a
maximum and a minimum friction coefficient may be
necessary to considered in the design calculations.
3.2.5.3 The friction coefficient range shall be defined
according to recognised industry standards or tests, see
also Pt.2 Ch.1 Sec.2.2.5.
3.2.5.4 Consequences of friction coefficients outside
the established range shall be evaluated, and if found
severe the range shall be extended, see also 3.2.2.
3.2.5.5 Vibrations, variating or uncertain surface
condition etc. affecting the friction shall be considered.
January 1996
Page 14 of 20
3.2.5.6 Restraint effects caused by combination of
friction and global deflections shall be considered.
3.2.6 Tolerances
3.2.6.1 Loads caused by operational or fabrication
tolerances exceeding tolerances stated in the design
standardslcodes shall be considered. Typical examples
may be;
- set down tolerances (load out, positioning),
- shimming tolerances, and
- uncertain deformation (in load distributing
material).
3.2.6.2 Characteristic loads shall be based on specified
maximum or minimum values.
3.2.7 Model testing
3.2.7.1 Testing to determine motions or loads may be
required. Reference is also made to 3.3.3.1
3.2.7.2 Adequate and reliable model test data should be
used to verifylcorrelate theoretically calculated
environmental loads. This is particularly relevant for
geometrically complex structures and for new design or
operational concepts.
3.2.7.3 The law of similarity shall be carefully
considered in order to obtain a representative test result.
Effects that may influence the measured quantity, and
that can not be represented in the model test shall be
identified and consequences of these effects should be
evaluated.
3.3 WAVE LOADS
3.3.1 First order wave loads
3.3.1.1 Wave loads should be estimated according to a
deterministic or stochastic design method. A wave
period range according to 2.3.4 or 2.3.5 should be
investigated.
Guidance Note
if any responses are found dimensioning for T, < 2 5 2 ~ ~ ,the
, 0 ~ ~
response should be checked in these areas with H,=O 17~; '*
3.3.1.2 Wave loads shall be determined by use of
methods applicable for the location and operation, taking
into account the type of structure, size, shape and
response characteristics.
3.3.1.3 Effects of wave elevation shall be evaluated,
and if necessary included in the design verification.
Rules for Marine Operations
Pt. 1 Ch.3 Design Loads
3.3.1.4 Wave slamming loads, see 3.3.7,
hydrodynamic loads and hydrostatic loads on members
protruding over the barge side shall be considered. The
effect of such loads on motion characteristics and on
seafastening /grillage shall be accounted for.
3.3.2 Second order wave loads
3.3.2.1 Second order wave drift forces may be
important for design of certain marine operations. The
effect of second order drift forces shall be considered for
these cases.
Guidance Note
Drlft are particular Important for large volume structures, desrgn of
moorlngs and pos~t~on~rig systems, towrng resistance estimates, etc
3.3.2.2 Second order wave ioads may be assumed to
consist of;
mean wave drift forces, and
- slow varying wave drift forces.
3.3.2.3 Long period responses exitated by slow drift
forces shall be investigated.
3.3.3 Analysis of motions
3.3.3.1 Motions of floating objects shall be determined
for the relevant environmental conditions and loads.
Testing of models or full scale structures may be carried
out where relevance of theoretical approaches are
uncertain, or where the design is particularly sensitive
for motions.
Estimation of motions from model testing or by
theoretical calculation has associated advantages and
disadvantages. The hvo approaches are generally to be
considered as complimentary rather than as alternatives.
3.3.3.2 It is recommended to correlate theoretical
calculations against relevant model test data (if available)
in cases where strong non-linear behaviour may be
expected. Such cases may be when;
- overhanging cargo is being occasionally
submerged, or
-
there are large changes in the water plane area
with draught.
3.3.3.3 The analytic models should be checked with
respect to sensitivity to input parameters, see 3.2.2.
3.3.3.4 Recognised and well proven six degrees of
freedom linear or linearized computer programs,
utilising the strip theory or 3D sink source techniques
are generally recommended. Special considerations shall
be made to the non linear damping effects. 'I'he effect of
forward speed shall be evaluated.
Rules for Marine Operations
Pt.1 Ch.3 Design Loads
Guidance Note
Cases where conservatively estimated motions significantly
influence the design are recommerided arialysed with a strip or 3 0
sink source program This generally applies for transport of objects
weighing rriore than 1000 tonnes
3.3.4 Wave headings
3.3.4.1 'I'he full range of wave headings shall be
considered. Spacing between analysed wave headings
should not exceed 45 degrees. If wave short crestedness
is considered analysed wave headings should not exceed
30 degrees.
3.3.5 Wave periods
3.3.5.1 A wave period range with corresponding wave
heights, see 2.3 shall be considered when evaluating
characteristic motions and accelerations.
3.3.6 Response amplitude operators (RAO)
3.3.6.1 RAO's for the basic six degrees of freedom
may be utilised to establish RAO's for displacements,
velocities, accelerations, and reaction forces (for a body
fixed co-ordinate system). These RAO's may be used
for calculation of significant and maximum responses.
3.3.6.2 When combining different responses, the phase
angle between the different components may be
considered.
3.3.6.3 The gravity component shall be considered
when determining the RAO's for inertia loads (e.g.
transverse accelerations).
3.3.6.4 Inertia loads due to motion should be calculated
for all six degrees of freedom.
Guidance Note
This include also an evaluation of inertia effects from roll and pitch
These effects should as a minirriuni be quantified, and the effect
evaluated. This is particularly relevant for barge transports with
large roll motions
3.3.7 Slamming loads
3.3.7.1 Elements in the splash zone or overhanging the
outer borders of the floating body shall be investigated
w.r.t. possibility and effect of slamming loads.
3.3.7.2 Shock pressures on surfaces in the splash zone,
caused by breaking waves, shall be investigated.
January 1996
Page 15 of 20
3.3.8 Water on deck
3.3.8.1 'me possibilities, and effects of extensive
amounts of water on deck due to waves shall be
considered. Both structura! and stability (weight and
free surface) effects shall be investigated.
3.3,9 Swell
3.3.9.1 Loads and motion effects of swell shall be
considered. Swell may be governing for towing
operations designed for small irregular waves (H, less
than 4 to 5m) as the relative importance of swel! effects
increase.
3.4 WIND AND CURRENT LOADS
3.4.1 Wind load components
3.4.1.1 Wind loads shall be calculated based on
characteristic wind speed, see 2.2, and recognised
methods.
3.4.1.2 Wind induced loads shall be based on projected
area. Total wind load shall consider both lateral and
parallel load components.
Possibility and magnitude of lift effects shall be
considered.
3.4.1.3 The gravity components due to wind heeling
shall be considered.
Guidance Note
DNV Classification Note 30 5 , "Environmental Conditions and
Environmental Loads" give further informatiori with respect to shape
coefficients, effects of angulare wind and 3D effects
3.4.2 Current loads
3.4.2.1 Current loads shall be calculated based on
characteristic current velocity, see 2.4, and recognised
methods.
3.4.2.2 Current induced drag loads shall be calculated
considering both current and wave particle velocity.
3.4.2.3 Increased current velocities/loads due to
shallow waters or narrow passages shall be considered.
January 1996
Page 16 of 20
3.5 STATIC LOADS
3.5.1 Weight estimates
3.5.1.1 Weight and position of centre of gravity should
preferably be determined by weighing. If weighing is
not feasible, the weight and centre of gravity should be
calculated on basis of accurately specified weights and
volumes, and/or weighed or estimated weights of parts
of the object.
3.5.1.2 Weighing equipment with inaccuracy higher
than 3 % is not recommended. If weighing equipment
with inaccuracy higher than 3 % is used the characteristic
weight should be adjusted, e.g. by application of an
inaccuracy factor. ?'his factor should be defined
considering the weighing arrangement and procedures.
3.5.2 Characteristic weight
3.5.2.1 Characteristic weight shall be taken as one of
the following;
a) weighed weight,
b) weight according to a detailed weight control
system, or
c) estimated weight.
For characteristic weights based on weighings after 90%
completion, an inaccuracy factor of 1.0 is acceptable, see
also 3.5.2.2 and 3.5.2.3. For characteristic weights
based on c), a weight inaccuracy factor of minimum 1.1
should be applied.
Guidance Note
For designs having critical details in tension, possible minimum
weights should also be considered in the designtengineering
phases, i e. characteristic weight divided by the inaccuracy factor.
3.5.2.2 A weight control system that continuously
forecast final weight and COGpoition, is recommended.
The system should include all components and consider
weight uncertainties. It is recommended to establish and
maintain an overall weight inaccuracy factor based on
corresponding factor for each objectlcomponent The
factors should be changed (reduced) during the
designlfabrication as found appropriate.
3.5.2.3 Weight and COGposition estimates based on
weight control systems should normally be
confirmedJcalibrated towards one or more weighings.
3.5.2.4 A detailed weighing procedure, including
equipment specifications, should be made. The
weighing should normally be repeated at least three
times.
Rules for Marine Operations
Pt. P Ch.3 Design Loads
3.5.2.5 The weight control system should be employed
until the installation is compieted. W-eight estimates
shall be corrected for remaining work.
Guidance Note
Note that normal weighing operations only identify the COG position
In a horizontal plan. inaccuracies in veriical COGposition should
hence be specially considered for operations sensitive to vertical
COGposition.
3.5.3 Centre of gravity
3.5.3.1 Inaccuracy in COG position shall be considered
in the design loads. To allow for COG inaccuracies a
COG envelope or box is recommended. 'fie size of the
envelopelbox should reflect the operationai and
structural sensitivity to COG variations. Further should
object shape, size, type of operation, control possibilities
(weighing, transfer operations) etc., be considered when
establishing the COGbox.
Guidance Note
For early design phases too small envelopelbox should be avo~ded
Box sizes less than I x l x l m should be avoided
Guidance Note
For operations with a linear relation between COGshifts and
loadslload effects, or operations less sensitive to COGshifts,
inaccuracy in estimated COGmay be accounted for by an
iriaccuracy factor This factor should normally not be taken less
than 1 05
3.6 HYDROSTATIC LOADS
3.6.1 Characteristic hydrostatic loads
3.6.1.1 FIydrostatic loads can generally be categorised
as permanent loads (P).
Characteristic loads should be based on maximum and/or
minimum expected values.
3.6.1.2 The buoyancy of the object should be
determined on the basis of an accurate geometric model.
The position of the center of buoyancy should be
established accordingly.
3.7 RESTRAIN LOADS
3.7.1 General
3.7.1.1 Loads and motions due to interaction between
structures deflecting in environmental condition (e.g.
waves, temperature, redistribution of ballast etc.) shall
be considered, see also Pt. 1 Ch.4 Sec. 2.2.4.
Rules for Marine Operations January 1996
R . 1 Ch.3 Design Loads Page 17 of 20

3.7.1.2 Horizontal restraint loads may typically occur 3.8.2.2 The behaviour of the vessels or structures
with a statically undetermined seafastening arrangement. during the impact, and thus the distribution of impact
Guidance Note energy between kinetic rotation and translation and
Horizontal restraints may typically occur for "pitch" seafastening
deformation energy, should be considered by dynamic
arrangements with stoppers at both "ends" Restraint loads may equilibrium or energy considerations.
riormally be ignored for "roll" stopper arrangements if the stoppers
are arranged on both sides of the module arld each stopper supports
load in one direction only If the stoppers support load in both
3.8.2.3 Both local effects (deformation, damage, etc.)
directions the effect of restraints should be considered. and global load effects (acceleration, global stress, etc. )
It is generally recommended to, as far as possible, avoid horizorital shall be considered.
restraint loads through proven design of seafasteriing
Guidance Note
Guidance Note
DNV, Rules for Classification of Mobile Offshore Un~ts,Pt 3 Ch 1
In order to obtain a statically determined system, seafastening and
Sec 4 and DNV, Veritas Offshore Standards, RP D205 (May 1981)
grillages are often arranged with sliding surfaces If sliding surfaces
"Impact Loads from Boats" give further guidance for 2siirnating
are used, any effects caused by the sliding should be considered.
impact loads
i e possible clashes, fixation of "low friction" pads etc

3.7.1.3 Vertical restraint loads, due to interaction 3.8.3 Dropped objects

between independent deflecting structures, caused by
environmental condition (e.g. waves, temperature 3.8.3.1 Loads caused by dropped objects may be
ballasting) shall be considered. relevant for some PLS load cases. Characteristic loads
due to dropped object should be based on possible object
3.7.1.4 Vertical restraint loads may typically occur due weight and maximum fall height in the actual position.
to bending and torsion deflections of barges.
3.8.3.2 For objects falling through water a 20 deg.
Restraint loads in tension details (uplift stoppers, dispersion angle should be assumed.
connections to barge decks) should be specially
considered.
Guidance Note
Vertical restraint effects may typically be considered for transports oi
objects on standard barges with three or more supports over the
length of the barge For objects supported on totally four supports
on typtcal cargo barges restraint effects due to torsion may riormally
be igriored
Guidance Note
Global moments for calculation of global deflections does not be
taken greater than wave bendirig moments according to DNV, Rules
for Classification of Ships Pt 3 Ch 1 Sec 4

3.8 ACCIDENTAL LOADS

3.8.1 General

3.8.1.1 Accidental loads should be defined based on

relevant accidental cases and contingency situations.
Accidental cases and contingency situations may be
defined or excluded based on results from HAZOP's or
risk evaluations/assessments, see also Pt.1 Ch.2 Sec.2.3.

3.8.2 Vessel collision

3.8.2.1 Characteristic collision loads shall be estimated

from energy considerations. Estimates of collision
energy should be based on reasonable assumptions of
possible collision scenarios, velocities, directions, ship
or object type, size, mass and added mass. Estimates of
deformation energy should be based on most likely
impact points and probable defonnation patterns.
 January 1996 Rules for Marine Operations
-18 of 20
Page
- W.1 CR.3 Design Loads

-
figure A1 Area Definition.

150
0"
180
I
150
I
I?O 90
I
60
I
30
I
0
I 3?
60
9P 120
I
ieo

90 1 I I I I I I I I I I I
I
180 150 120 90 60 30 o 30 60 90 120 150 180

Nautical zones for estimation of long term wave distribution parameters.

Rules for Marine Operations January
Bt.1 Ch.3 Design Loads Page f 9
January 1996 Rules for Marine Operations
Page 20 of 20 Pt. 1 Ch.3 Design Loads

-
Table A2 Gamma Function Values

0.8896
0.8914
0.8935
0.8959
 RULES FOR
PLANNING AND EXECUTION OF

TtE OPEIPlaTIONS
PART 1 : GENERAL REQUIREMENTS

PAR'S 1 CHAPTER 4

JANUAR 1996

SECTIONS

1. INTRODUCTION ...................................................................................................................4
2. DESIGN PRINCIPLES ............................................................................................................. 6
3. DESIGN METHODS ...............................................................................................................9
4. RESISTANCE AND MATERIALS ............................................................................................ -13

DET NORSKE VERITAS

Veritasveien 1, N-1322 Hwik, Norway Tel.: +47 67 57 99 00, Fax.: +47 67 57 99 11
This is the first issue of the Rules for Planning and
Execution of Marine Operations, decided by the Board
of Det Norske Veritas Classification AIS as of December
1995. These Rules supersedes the June 1985, Standard
for Insurance Warranty Surveys in Marine Operations.
These Rules come into force on 1st of January 1996.
O Det Norske Veritas
Computer Typesetting by Det Norske Veritas
Printed in Norway by the Det Norske Veritas January 1996
This chapter is valid until superseded by a revised
chapter. Supplements to this chapter will not be issued
except for ,,,inoramendments and an updated list of
corrections presented in the introduction booklet.
Users are advised to check the systematic index in the
introduction booklet to ensure that that the chapter is
current.
Rules for Marine Operations Januar 1996
Pt.1 Ch.4 Structural Design Page 3 of 15

1. IIVTRODUCTION ..................................4 4. RESISTANCE AND MATERIALS ............13

I .1 GENERAL ............................................ 4
4.1. I Application .................................... 4
1.1.2 Regulations, codes and standards .......... 4
1.2 DEFINITIONS ....................................... 4
1.2.1 Terminology ................................... 4
1.2.2 Symbols ........................................ 5
4:l . S T R U C m RESISTANCE .................. 13
4.1.1 General ........................................ 13
4.1.2 Characteristic resistance .................... 13
4.1.3 Material coefficients - ULS ................ 13
4.1.4 Material coefficient - PLS .................. 14
4.1.5 Material coefficient - SLS ..................14
4.1.6 Material coefficient - FLS ..................14

4.2 MATERIALS AND FABRICATION ........... 14

2. DESIGN PRINCIPLES............................6
2.1 DESIGN CONSIDERATIONS.................... 6
2.1.1 General ......................................... 6
2.1.2 Structural details .............................. 6
2.1.3 Inspection ...................................... 6
2.1.4 Existing structures ............................6
2.1.5 Protection against accidental damage ...... 6
2.2 LOAD CASES ....................................... 7
2.2.1 Load combinations ........................... 7
2.2.2 Sensitivity analysis ........................... 7
2.2.3 Loads due to motions and wind ............7
2.2.4 Restraint and inertia loads ................... 7
2.2.5 Loads due to irregular waves and swell ... 7
2.3 DESIGN ANALYSIS AND CRITERIA .........8
2.3.1 General ......................................... 8
2.3.2 Failure modes ................................. 8
4.2.1 General ........................................ 14
4.2.2 Structural categories......................... 14
4.2.3 Material quality .............................. 14
4.2.4 Fabrication .................................... 14
4.2.5 Non destructive examination............... 15
Figure List
Figure 3-1 .Comparing safety levels ....................9
Table List
'Table 3.1 .Load factors for ULS ........................11
Table 3.2 .Load factors for PLS ........................11
Table 3.3 .Cumulative damage ratios ..................11
Table 4.1 .Material coefficients for members in
compression...

3. DESIGN VERIFICATION .......................9

3.1 VERIFICATION METHODS .....................9
3.1.1 Probabilistic methods ........................9
3.1.2 Partial coefficient method ...................9
3.1.3 Permissible stress method ...................9

3.2 S'IIRENGTH VERIFICATION ................... 10

3.2.1 General ........................................ 10
3.2.2 state definition ........................ 10
3.2.3 Design approach ............................. 10
3.2.4 Acceptance criteria .......................... 10
3.2.5 Ultimate limit state - ULS .................. 11
3.2.6 Progressive collapse limit state - PLS .... 11
3.2.7 Fatigue limit state - FLS .................... 11
3.2.8 Serviceability limit state - SLS ............ 12

3.3 TESTING ............................................12

3.3.1 General ........................................
12
3.3.2 Model testing .................................
12
3.3.3 Full scale testing and monitoring ......... 12
Januar 1996
Page 4 of 15
1.1 GENERAL
1.1.1 Application
1.1.1.1 The intention of Pt. I Ch.4, Structural Design is
to give requirements and guidelines for design and
verification of structures involved in marine operations.
1.1.1.2 General recomnendation for planning and
preparations of marine operations are given in Pt. 1
Ch. 2 , and for establishing environmental conditions and
loads in Pt. I Ch.3.
1.1.1.3 Operation specific requirements and
recommendations are given in Pt.2 of these Rules.
1.1.1.4 Conditions for using these Rules are stated in
Pt.0 Ch.1 Sec.1.2.
1.1.2 Regulations, codes and standards
1.1.2.1 This chapter does not specify detailed
requirements for design and fabrication. Accordingly
this chapter shall be used together with other recognised
codes and standards for design and fabrication.
1.1.2.2 Examples of acceptable publications describing
additional requirements to design and fabrication are;
- NPD - Guidelines on Design and Analysis of
Steel Structures,
- determination of the design resistance of a structure or
NS3472 - Norwegian Steel Standard, and
- part of a structure, i.e., characteristic strength divided
API - RP-2A-LRFD; "Recommended Practice for
Planning, Designing and Construction Fixed
Offshore Platform - Load and Resistance Factor
Design.
- DNV - Rules for Classification of Fixed Offshore
Installations,
- Load : Any action causing stress or strain in the
DNV - Rules for Classification of Mobile
Offshore Units,
- DNV - Rules for Classification of Steel Ships,
- DNV - Supporting documents to the Rules as
Appendices, Guidelines, Classification Notes, and
Certification Notes.
1.1.2.3 Combining requirements in different codes
should be done with due consideration to the desired
safety level.
Rules for Marine Operations
Bt.1 Ch.4 Structural Design
1.2 DEFIWITIONS
1.2.1 Terminology
1.2.1.1 General definitions of t e r n are included in
Pt. 0 Clt. I . Terms considered to be of special
importance for this chapter are repeated below.
Characteristic load : The value of a randomly variable
load that has an agreed probability of exceedance under
actual conditions within an agreed time period.
Characteristic resistance : The value of resistance that
has an agreed probability of exceedance.
Characteristic strength : The material strength,
determined by tests, that has an agreed probability of
exceedance.
Design life : The period of time from commencement of
construction to condemnation of the structure.
Design load : Load used in the design of a structure,
i.e. characteristic load multiplied by the load coefficient.
Desrgn load effect : 'Ihe load effects calculated on the
basis of the design load.
Design resistance : The resistance to be used in the
safety evaluation of a structure or part of a structure,
i.e., characteristic resistance divided by the material
coefficient.
Design strength : The material strength to be used in the
by the material coefficient.
Limit state : A state in which a structure ceases to fulfil
the function, or to satisfy the conditions, for which it
was designed.
structure.
Load co&cient : Coefficient by which the
characteristic load is multiplied to obtain the design
load.
Load g e c t : Effect of load on the structure, such as
stresses and stress resultants (internal forces and
moments), strain, deflections and deformations.
Operation reference period : The time period to be used
in establishing the characteristic value of a random
parameter used as the basis for the design.
,
Recognised code or standard : National or international,
code or standard, which is recognised by the majority of
professional people and institutions in the marine and
offshore industry.

1.2.2 Symbols
The list below define the symbols used in this chapter:
A: Accidental load, see Pt. I Ch.3 Sec. 3.1.6.
D: Deformation load, see Pt. I Ch.3 Sec. 3. I. 4.
E: Environmental load, see Pt. I Ch.3 Sec. 3. i.5.
F. Load.
Fc : Characteristic load.
Fa: Characteristic load.
F, : Design load.
F,,, : Maximum loads due to deflections.
F, : Load.
F m: Characteristic static load components.
F : Amplitude of dynamic load components.
F : Maximum inertia loads due to motion.
F : 'Total design load.
F, : Wind force in x direction.
F, : Wind force in y direction.
F, : Inertia force in x direction.
Fy : Inertia force in y direction.
F, : Inertia force in z direction.
FLS : Fatigue limit state.
fc : Characteristic strength.
f, : Critical buckling stress.
fd : Design strength.
f, : Critical elastic buckling stress.
fy : Yield strength.
L: Live load, see Pt. 1 Clz.3 Sec. 3.1.3.
P: Permanent load.
PLS : Progressive collapse limit state.
4: Usage factor.
q0 : Permissible usage factor.
R: Resistance.
RJ Design resistance.
Rc : Characteristic resistance.
S: Loading effect.
S, : Design load effect.
SLS : Serviceability limit state.
ULS : Ultimate limit state.
W: Load due to self weight (vectors).
Yf : Load coefficient.
Yn : Load coefficient.
Ym : Material coefficient.
, : Material coefficient for ULS.
h: Reduced slenderness.
Januar 1996
Page 6 of 15
2. DESIGN
2.1 DESIGN CONSIDERATIONS
2.1.1 General
2.1.1.1 The overall design shall be performed with due
consideration to the execution of marine operations.
2.1.1.2 ?he design shall be such that acceptable safety
is achieved during the marine operations. Acceptable
safety shall normally be provided against;
loss and damage of property,
- loss of human lives or injury of human health,
and
- pollution or other damage of the environment.
2.1.1.3 Structures shall be able to resist local damages
without a total collapse.
2.1.1.4 Structural components and details should be so
shaped that the structure as far as possible will behave in
a ductile manner. Connections should be designed with
smooth transitions and proper alignment of elements.
Stress concentrations should as far as possible be
avoided.
Guidance Note:
A structure or a structural element, may be brittle ever1 if it is made
of ductile materials e g, when there are sudden changes in section
properties
2.1.1.5 Simple load and stress patterns shall be aimed
for in the design.
2.1.1.6 Structures shall preferably not be designed to
rely on compressed air such as internal over pressure in
buoyant members or underbase air cushions to obtain
sufficient safety against structural failure. This may,
however, be exempted from in special cases upon
thorough consideration of the systems involved,
including back-up systems, redundancy, failure
consequences, duration of the operation, etc.
2.1.2 Structural details
2.1.2.1 Transmission of tensile stresses through the
thickness of rolled steel elements (plates, beams etc.)
should as far as possible be avoided.
2.1.2.2 Structural details above the waterline shall be
so arranged that water will not be trapped in the
structure if this may cause damages such as e.g. rupture
due to freezing of the water.
Rules for Marine Operations
Pt.1 Ch.4 Structural Design
CWLES
2.1.3 Inspection
2.1.3.1 To the extent relevant or practicable, access for
inspection, maintenance, and repair shall be provided.
2.1.3.2 Instrumentation which gives information on the
performance may be used as a supplement to ot'her
inspection.
2.1.4 Existing structures
2.1.4.1 Strength calculations for marine operations will
often include verification of existing steel structures
including barges. Possible reduction in design capacity
due to e.g.;
corrosion
- damages, and
- modifications not shown on drawings
need to be considered.
2.1.4.2 Existing structures should normally be
inspected in order to assess possible reductions in the
design capacity.
Guidance Note
in case inspections of existing structures in barges are not carried
out, a reduction of the plate thickness indicated on barge drawings
of 0 2 mm per year from the barge was new is recommended This
indicated value is assumed to account for corrosion on both sides of
the plate For new barges with a proper corrosion protection
system, e.g. painting or coating, no thickness reduction need to be
considered for the first five year of the barge life.
2.1.5 Protection against accidental damage
2.1.5.1 The structure shall be protected against
accidental damage by the following two principles:
- Reduction of damage probability.
- Reduction of damage consequences.
2.1.5.2 Pipes, equipment, structures etc. which in a
damaged condition involves risk of accidental flooding,
explosion, fire or pollution, shall be protected to
lrrinimise the risk of accidental damage. The protection
may be established by providing a sheltered location, by
local strengthening of the structure, or by appropriate
fender systems.
Rules for Marine Operations Januar I996
Pt.1 Ch.4 Structural Design Page 7 of 15

2.2 LOAD CASES 2.2.3 Loads due to motions and wind

2.2.1 Load combinations 2.2.3.1 In lieu of a r e h e d anaiysis the worst possible

combination of the individuai responses for the same
2.2.1.1 Loads and load effects according to Pt. 1 Clz. 3 heading, including components from the self weight and
shall be combined to load cases applicable and physically wind, shall be combined, 1.e.
feasible, for the actual structures and type of operation. Sd = S(*(F, +F A , *(F, +F,), +(WkFJ)
Eq. 2-2
2.2.1.2 All possible load cases which during the marine where
operation may influence the dimensioning or feasibility
of the marine operation shall be considered in the design S, : Design load or load effect.
and design verification. S( ) : Responselload effect function.
F,,F,,F, : Inertia forces (vectors), in x, y and z
2.2.1.3 Characteristic loads may be combined taking directions including relevant loadfactors and
into account their simultaneous occurrence. gravity components.
F,,F, : Wind forces (vectors), in x and y directions
including reievant loadfactors. The horizontal
2.2.1.4 Characteristic static load components and
load components due to wind induced heel or
characteristic dynamic load components which are
trim shall be included.
statistically independent may be combined according to
W: Load due to self weight (vectors).
Eq. 2-1.
Guidance Note:
Dynamic load components shall in this context be Wind loads based on the one hour mean wind will normally be
restricted to loads with periods less than 10 minutes. acceptable in the above load combination
Dynamic loads with periods greater than 10 minutes
shall be added as mean values 2.2.3.2 Where transfer functions for motions are
I
available these may be combined to a transfer function
for the actual response or load effect. The phasing
between the different components should be considered.
Eq. 2-1 Significant and extreme values should be estimated
where according to Pt. I Ch.3 Sec.2.3.
Guidance Note
Fi,,, : Characteristic static load components. This method require careful evaluations of the responses to be
Fi.,, : Amplitude of dynamic load components. analysed All responses which will be governing for the design shall
be considered
2.2.1.5 Correlated dynamic load components shall be
added as vectors, unless statistical data of simultaneous 2.2.4 Restraint and inertia loads
occurrence are available,.
Guidance Note
2.2.4.1 Combination of restraint loads due to barge
Note that load components due to firsi order motions are consiaered deflecting in waves, see Pt. I Ch.3 Sec. 3.7, and inertia
to be correlated Combination of these components are described in loads due to barge motion may be taken according to Eq.
2 2.3 2-3.

2.2.2 Sensitivity analysis Ftot = \IF:., + Fief + Fmot F*,,

Eq. 2-3
2.2.2.1 Defining loadcases shall include parametric where
sensitivity analyses whenever found relevant. 'I'he
F, : Total design load.
extent of such analysis shall comply with Pt. I Ch.3
Sec. 3.2.2.
F,,, : Maximum loads due to deflections.
F,, : Maximum inertia loads due to motions.

2.2.5 Loads due to irregular waves and swell

2.2.5.1 Combinations of load and load effects from

irregular waves and swell shall be combined. These
loads and load effects may normally be combined as
statistically independent.
Januar 1996 Rules for Marine Operations
Page 8 of 15 Pt.1 Ch.4 Structural. Design

2.3 DESIGN ANALYSIS AND CRITERIA 2.3.2.3 Local modes of failure may be;
- plastic overIoading (yield),
2.3.1 General - buckling,
fracture,
2.3.1.1 The analytic models used for evaluation of - large deflections, and
responses, structural behaviour and resistance must be - excessive vibration.
relevant considering the design philosophy, type of
operation and possible failure modes. They should
satisfactory simulate the behaviour of the structures, its
supports, and the environment.

2.3.1.2 Design analyses should generally include the

following steps:
- Determination of characteristic loads, see Pt. 1
Ch.3.
- Determination of relevant load cases, see 2.2.
Calculation of load effects.
Determination of structural resistance, see 4.1.
- Determination of safety, which depends on the
ratio between loading effect and structural
resistance, and on the uncertainties of these
quantities.

2.3.1.3 Adequate safety is obtained when the steps in

2.3.1.2 satisfy certain requirements and criteria. The
detailed requirements and criteria depend on the design
method used.

2.3.1.4 Design methods are;

- probabilistic methods,
- the partial coefficient method, and
- the permissible stress method.
These methods are explained in sections 3 . 1 , 3.1.2 and
3.1.3.

2.3.2 Failure modes

2.3.2.1 All relevant failure modes shall be investigated.

The relevant failure modes may be grouped according to
their nature, either as global (total system) or local
(individual members) modes of failure.

2.3.2.2 Global modes of failure may be;

- overturning,
- sliding,
lift-off,
- loss of hydrostatic or hydrodynamic stability,
- sinking,
settlement, and
- free drift.
Rules for Marine Operations Januar 1996
Pt.1 Ch.4 Structural Design Page 9 of 15

3.1 VERIFICATION METHODS 3.1.2.4 ?he method is particularly suitable for non-
linear problems since safety coefficients are included
3.1.1 Probabilistic methods both on the load side and on the material side.

3.1.1.1 The evaluation of safety may be based on
probabilistic methods. In these methods calculations are
made to determine the probability of failure making use
of a probabilistic description of the joint occurrence of
the relevant parameters involved, taking into account the
true nature of the failure domain. All relevant failure
modes shall be considered, see 2.3.2.
3.1.3 Permissible stress method
3.1.3.1 By this method the target safety is obtained by
calibrating an inverted safety factor which is applied to
the characteristic value of the structural resistance. The
inverted safety factor is normally referred to as the
permissible usage factor.

3.1.1.2 All parameters which are essential in the
analysis of an actual failure criterion shall be described
as stochastic variables. Such parameters are loads and
materials' strength, geometry, imperfections,
uncertainties in the failure criterion model used, etc.
3.1.1.3 Probabilistic analyses may be directly used as a
design method or it may be used in combination with
another method. Particular benefit of this method may
be achieved for the determination of partial coefficients,
see 3. I. 2, to be used in dynamic problems, associated
with the determination of design loads for floating and
compliant structures.
3.1.3.2 Generally the factors should be defined such
that the safety level will be equal or greater than
obtained with the partial coefficient method.
Guidance Note:
The common used basic usage factors in ULS are 0.6 considering P
and L loads onlv and 0.8 when E loads are included as well.
The graphs in h u r e 3-1 compare the safety level (i e. characteristic
loadlcharacteristicresistance) applying the partial coefficient method
and the permissible stress method Usage factors are as indicated
above, r, = 1 15, equal characterrstrc loads and loadfactors
accordrng to Table 3 1are assumed
-
Figure 3-1 Comparing safety levels
17

15
3.1.1.4 In probabilistic design analyses the design 15
criteria are normally that calculated probabilities of 3: : I d
failures shall not exceed specified target probabilities, ,.
4s
1 1 3
see also Pt. 0 Ch.1 Sec.1. A
!
12

3.1.1.5 The target probability of failure for an 1 1

individual structural element shall never be higher than Io 10 20 30 40 50 60 70 80 90 100

that the target value for the total system will be met. 2 Permmalt L D O ~ (~oo~(P+L)/(P+L~E))

-u- P o l C. m l b d -+- Perm Sires U

3.1.2 Partial coefficient method

3.1.2.1 In the partial coefficient method the target
safety is obtained by multiplying characteristic values
(reference values) of loads and structural resistance by
calibrated coefficients such as load and material
coefficients.
3.1.2.2 How partial coefficients are applied to obtain
design values for load and structural resistance and to
ensure adequate safety is explained in 3.2.4
The graphs in Figure 3-1 indicate that the safety level obtained by
applying an 113 allowable stress increase, i.e. from 0.6 to 0.8, due to
the presence of E loads, are not generally acceptable. An acceptable
safety level may be obtained by;
- increase the characteristic E loads, or
- decrease the basic usage factor.
For non linear problems (e. g. buckling) an additional reduction in the
permissible usage factor may be applicable in order to ensure an
acceptable safety level.

3.1.2.3 Characteristic values of loads and structural

resistance parameters are defined in Pt. I Ch.3 Sec.3 and
4.1 respectively.
Januar 1996 Rules for Marine Operations
Page 10 of 15 Bt. f CR.4-
Structural Design
"
-

3.2 STRENGTH VERIFICATION 3.2.4 Acceptance criteria

3.2.4.1 'fie formal requirement that the structure may

3.2.1 General
3.2.1.1 These Rules recommend the partial coefficient
method for verification of structural strength. Load and
material factors specified in this sub-section are
according to the principles of the partial coefficient
method.
3.2.1.2 Usage factors for the permissible stress method
are not defined in these Rules. Permissible usage factors
are to be agreed in each case.
reach but not exceed a defined limit state when subjected
to design loads, is satisfied when the design load effect,
Sd, does not exceed the design resistance, &, for all
possible failure modes i. e. ;
Sd 5 %
Eq. 3-1
The equation Sd = % defines the limit state.
3.2.4.2 A design load effect is a load effect (such as
stress or stress resultant) due to a design load i.e.:

3.2.2 Limit state definition

where
3.2.2.1 A limit state is commonly defined as a state in
which the structure ceases to fulfil the function, or to S: loading effect
satisfy the conditions, for which it was designed. Fd : design load
S(Fd) : S-function of Fd
3.2.2.2 The following limit state shall be considered in
3.2.4.3 A design load is obtained by multiplying the
the strength verification;
characteristic load by a load coefficient i.e.:
- 'fie Ultimate Limit States (ULS), related to the
maximum load carrying capacity (yielding limit
Eq*3-3
state, buckling limit state, etc.)
where
- The Fatigue Limit State (FLS), related to the
capacity of the structure to resist accumulated yf : load coefficient
effect of repeated loading. F, : characteristic load
- The Progressive Collapse Limit States (PLS), 3.2.4.4 A design resistance is obtained by dividing the
related to maximum load carrying capacity under characteristic resistance by a material coefficient, i. e. :
the assumption that local damage is unavoidable,
or that certain parts of the structure have been rt, = R,/ym
clamaged or removed (see also ULS). Eq. 3-4
- where
The Serviceability Limit States (SLS), related to
limits regarding structural behaviour under R, : characteristic resistance
specified conditions of service or treatment y, : material coefficient
(deflection limit state, vibration limit state, limit
states related to human limits, etc.) 3.2.4.5 In practical design Eq. 3-1 may take various
forms. If & can be defined by one single quantity, Eq.
3-1 may be written as;
3.2.3 Design approach
S(Y~IFcl,....-y& F A 5 Rc / ym
3.2.3.1 The format of the partial coefficient method Eq. 3-5
implies that strength verification of structures or
structural element involves the following Steps: 3.2.4.6 If both Sd and & cannot be defined by singie
- Identify all relevant limit stateslfailure modes. quantities, Eq. 3-1 may be written as;
- For each limit state and failure mode, determine F (Sdl/%l,....., S&/Rdo)5 1
the design loads and conditions. Eq. 3-6
For each limit state and failure mode, determine Above function describes a combination of the fractions
the design load effects. Sdl/%, through Sh& by interaction. A typical
- For each limit state and failure mode, determine
example of this case is the buckling of a plate subjected
the design resistance. to various stress components, for which the structural
- Ensure adequate safety by proving that the design
resistance may be defined separately for each component
loads or effects does not exceed the design acting alone.
resistance.
Rules for Marine Operations
Pt. 1 Ch.4 Structural Design
3.2.5 Ultimate limit state - U7LS
3.2.5.1 For the ultimate limit states (ULS) the two load
conditions a and b as given in the Table 3.1 below shali
be considered.
-
Table 3.1 Load factors for ULS
Load categories P, L, D, E and A are described in Pt 1 Ch 3 Sec 3
3.2.5.2 For loads and load effects that are well
controlled a reduced load coefficient yf = 1.2 may be
used for the P and L loads instead of 1.3 in load
condition a.
Guidance Note:
A load coefficient of 1 2 is for projects within the petroleum act~vities
on the Norwegian continental shelf, subject to NPD's approval
3.2.5.3 Where a permanent load P (e.g. self weight or
hydrostatic pressure) causes favourably load effects a
load coefficient yf = 1.0 shall be used for this load in
load condition a.
3.2.5.4 In cases where the load is the result of
counteracting and independent large hydrostatic
pressures the appropriate load coefficient shall be applied
to the pressure difference. However, the pressure
difference should not be taken less than 0.1 times the
hydrostatic pressure.
3.2.5.5 In dynamic problems special considerations of
application of the load coefficients are necessary. In lieu
of a refined analysis, e.g. such as indicated in 3.1, the
load effects may be found by application of load
coefficients after having found the responses, e.g. after
having solved the equations of motion for vessel motion
response analysis.
3.2.6 Progressive collapse limit state - PLS
3.2.6.1 Possible accidental situations shall be
considered against which sufficient local strength cannot
be provided by reasonable means, or against which
increased local strength would reduce the safety against
overall failure of the structure.
Januar 1996
Page 11 of 15
3.2.6.2 The evaluation of safety against progressive
collapse (PLS) shall be carried out in the following two
steps:
Determination of effects (damages) caused by an
1)
accidental situation on the intact structure. For
this check loading condition c applies, see Table
3.3 (loads of type E may be ign&ed).
2) Verify that the damaged structure may resist the
design loading effect caused by P, L, D, and E
without the occurrence of a global mode of
failure, see 3.2.2.2. See also Table 3.2, loading
condition d.
3.2.7 Fatigue limit state - FLS
3.2.7.1 For marine operations of long durations and
with elements exposed to high cyclic loads the
possibilities and effects of fatigue should be considered.
3.2.7.2 The fatigue limit state (FLS) shall be evaluated
according to procedures given in a recognised code or
standard. Such evaluation should be based on the
defined operation period and the anticipated load history
during the marine operation
3.2.7.3 All load coefficients shall be
yf = 1.0
3.2.7.4 If a deterministic approach by calculating a
Miner sum is used, the Miner sum shall not exceed the
values indicated in Table 3.3.
The elements shall be categorised according to definition in 4.2 2.
3.2.7.5 Lower values for the Miner sums may be
relevant if the structure has been or will be subjected to
fatigue loading before or after the considered marine
operation. In such cases the maximum allowable Miner
sum for the actual marine operations shall be determined
by considering the total load history the structure wiH be
exposed to.
Januar 1996 Rules for Marine Operations
Page 12 of 15 Pt.1 Ch.4 Structural Design

3.2.8 Serviceability limit state - SLS

3.2.8.1 For checking of the serviceability limit states

(SLS), loading conditions of categories P, L, D and E
shall be considered using the partial coefficient value;

Guidance Note
The load categories P, L, D, E and A are described in Pt I Ch 3
Sec.3.

3.3.1 General

3.3.1.1 Testing such as standardised material testing to

determine material strength, testing to determine
structural resistance, or testing to determine response or
loading effect is frequently used in combination with or
instead of theoretical calculations.

3.3.2 Model testing

3.3.2.1 Model testing is most frequently used for

determination of response and loading effects but may
also be used for determination of structural resistance.
In most cases the testing is combined with theoretical
calculations. Typically, the purpose is to verify an
analysis which is considered uncertain.

3.3.2.2 In model testing the laws of similarity shall be

considered, in order to ensure that the measured
quantities can be correctly transformed.

3.3.3 Full scale testing and monitoring

3.3.3.1 Full scale testing may be used if the required

similarity otherwise is difficult or impossible to obtain.
Normally such testing can only be carried out for
structural details or components. It may be used for
determination of response or loading effect (e.g. strain-
gauge measurements) as well as for determination of
structural resistance (destructive testing).

3.3.3.2 Observation of performance of existing

structures, including measurements on such structures,
may give valuable information on response and loading
effect, but less on structural resistance. One difficulty
compared with laboratory testing is the measuring of the
load which causes the measured response. 'I'he
information obtained may therefore be of statistical
nature, and statistical methods may be necessary in order
to draw conclusions.
Rules for Marine Operations Januar 1996
Pt.1 Ch.4 Structural Design Page 13 of 15

4.1 STRUCTURAL RESISTANCE 41.2.6 The characteristic static resistance of steel, fc, is
to be taken as the smaller of;
4.1.1 General - the guaranteed minimum yield stress, fy, or
- 0.85 times minimum tensile strength of the
4.1.1.1 The structural resistance shall be determined in material.
accordance with a recognised code or standard, see
i.i.2. 4.1.2.7 The critical buckling stress f, shall be
determined from a recognised code or standard, see
i.1.2.
4.1.2 Characteristic resistance
4.1.2.1 The characteristic values of resistance 4.1.3 Material coefficients - ULS
parameters are values having agreed probabilities of
exceedance. 4.1.3.1 In ULS the material coefficient for steel
structures is normally taken as:
4.1.2.2 The characteristic resistance Rc may be y, = i.15
determined on the basis of characteristic strength of
materials, f,,; 4.4.3.2 For members in compression the material
coefficient is to be taken according to Table 4.1.
Rc = R(fc)
Eq. 4-1
where -
Table 4.1 Material coefficients for members in
R: resistance
R(fc) : R - function of fc

4.1.2.3 For structures not susceptible to structural plate feld. 1.05 1.05 1.05
instability (buckling) the characteristic resistance (if Girders, beams
written as stress) is equal to the characteristic strength of stiffeners on plates
inaterials; and shells. 1 1.15 1 1.15 1 1.15
Columns and beam
Rc = fc columns. 1 1.15 1 1.12t0.16h / 1.28
Eq. 4-2 Shells of sinale
curvature.
- I
1 1.15
1
1 1.08t0.361,
1
1 1.44
Shells of double I 1 I
4.1.2.4 For structures susceptible to buckling the curvature. 1 1.44 1 1.35+0.45A. 1 1.88
characteristic resistance may be determined on the basis
of critical buckling stress; 4.1.3.3 In ULS the material coefficient for static
strength of tubular joints should be chosen according to
Rc = R(f,)
Eq. 4 3 the applied code, but never smaller than 1.15.
where
f, : critical buckling stress
4.1.3.4 The material coefficient for plastic design
approaches should be agreed in each individual case.
R(f,) :R - function of f,

4.1.2.5 'fie characteristic strength of materials, fc, shall 4.1.3.5 If redistribution of stresses found by linear
be based on the 5th or the 95th percentile of the test elastic analysis are assumed, an increased material factor
results, whichever is the most unfavourable. for main elements, e.g. girders on a stiffened plate,
should be considered.
If statistical data are not available, the characteristic
values may be taken from a recognised code or standard,
see I. 1.2.
Januar 1996 Rules for Marine Operations
Page 14 of 15 Pt.1 Ch.4 Structural Design

4.1.3.6 In ULS the material coefficient for certified 4.2.2 Structural categories
steel wire ropes and chains shall normally be taken as:
4.2.2.1 Structural elements and connections shall be
grouped in categories determined according to;
Guidance Mote: - cype of stress,
= 1.15/0.85/0.9 = 1.5
- presence of cyclic loading,
where
1.15 is the general steel material coefficient,
- presence of stress concentrations,
0.85 is a factor to account for that the characteristic strength, - presence of restraint,
see 3.1.3) of the ropes and chains is based on the tensile - ioading rate,
strength (MBL), and - consequences of failure, and
0.9 is a factor to account for wear arid tear. (this factor may
vary considering the intended use of the ropeslchains).
- redundancy.

4.1.3.7 Material coefficients for other materials e.g. 4.2.2.2 ?'he following categories of structural elements
concrete, concrete reinforcement, wood, synthetic shall normally be used;
materials, soil, etc. shall be in accordance with a - speciui - those portions of primary structural
recognised code or standard. elements which are in a way of critical load
transfer point or stress concentrations.
4.1.3.8 If a material coefficient y, = 1.0 is found more - primary - structural elements essential to the
unfavourable than the values given above, this value overall integrity of the unit where failure could
shall be used. lead to loss of human life or considerably physical
damage, and
- secondary - structural elements of less importance
4.1.4 Material coefficient - PLS where failure is unlikely to result in loss of
human life or considerable physical damage.
4.1.4.1 The material coefficient for steel may in PLS be
taken equal to: 4.2.2.3 The categories define requirements for
materials and extent of inspection and non destructive
Ym = ~m,,/l. 15
examination.
where
y,, = the applicable material factor in ULS, see 4.1.3.
4.2.3 Material quality
4.1.4.2 The material coefficient for wire ropes may in 4.2.3.1 Selection of steel types shall be decided based
PLS be taken equal to :
structural application. All steel materials shall be
y, = 1.3 suitable for the intended service conditions and shall
have adequate properties of strength, ductility,
4.1.5 Material coefficient - SLS toughness, weldability, and corrosion resistance.

4.1.5.1 The material coefficient for steel may in SLS be 4.2.3.2 Material types and qualities shall normally
taken equal to: comply with requirements in DNV Rules for
y, = 1.0 Classification of Mobile Offshore Units, Pt.2 Ch.2 and
Pt.3 Ch. 1 Sec.2
4.1.6 Material coefficient - FLS
4.2.3.3 Non structural steels shall have adequate
4.1.6.1 The material coefficient for steel may in FLS be mechanical properties and weldability for the intended
taken equal to: application.
y, = 1.0

4.2 MATERIALS AND FABRICATION

4.2.1 General

4.2.1.1 Requirements to materials, fabrication method

and extent of non destructive and destructive testing shall
be as given in a recognised code, see 1.1.2.
 Rules for Marine Operations Januar 1996
.-Pt. 1 Ch.4 Structural Design Page 15 of 15

9
4.2.4 Fabrication

4.2.4.1 Workmanship is to be of good standard and

according to accepted practice.

4.2.4.2 As build deviations shall not exceed fabrication

tolerances assumed in applied structural codes and
standards, or in the design analysis, unless specially
considered on a case to case basis. Acceptance of any as
build deviations exceeding specified tolerances shall be
confirmed ui written.

4.2.4.3 Requirements to welding and welding

consumables shall normally comply with requirements in
DNV Rules for Classification of Mobile Offshore Units,
Pt.2 Ch.2 and Pt.3 Ch. 1 Sec. 10 A.

4.2.5 Non destructive examination

4.2.5.1 All non destructive examination (NDE) of

structures and structural components shall be camed out
by qualified personnel and covered by written
specifications and procedures.

4.2.5.2 The NDE method selected shall be suitable for

detection of the type of defects considered detrimental to
the safety and integrity of the structures.

4.2.5.3 The extent of NDE shall be based upon the

importance of the connection in question. Aspects which
shall be considered in specifying the extent of NDE are;
stress level and stress direction,
- cyclic loading,
- material toughness,
- redundancy of the member,
- overall integrity of the structure, and
- accessibility for examination.

4.2.5.4 Non destructive examination of structural

elements shall normally comply with requirements in
DNV Rules for Classification of Mobile Offshore Units,
Pt.3 Ch. 1 Sec. 10 B and Pt.2 Ch.2.

4.2.5.5 Plates without Z-quality, but experiencing

stress in through thickness direction should be checked
for lamination by UT after welding.

4.2.5.6 P e r s o ~ e evaluating
l results from NDE shall
posses thorough knowledge and experience with NDE.
 RULES FOR
PLANNING AND EXECUTION OF

fMANm OPEWmONS
PART 2 : OPERATION SPECIFIC REQUIREMENTS

PAKT 2 CHAPTER 1

LOAD TMNSFER OPEUTIBNS

JANUARY 1996

SECTIONS

1. IN'lXODUCTION ................................................................................................................... 5
2. LOAD OUT .......................................................................................................................... 7
3. FLOAT OUT....................................................................................................................... .I5
4. UFT OFF .......................................................................................................................... .18
5. MATING ...........................................................................................................................-23
6. CONSTRUCTION AFLOAT ................................................................................................... .27

DET NORSKEVERITAS
Veritasveien 1, N-1322 Hsvik, Norway Tel.: +47 67 57 99 00, Fax.: +47 67 57 99 11
' f i s is the first issue of the Rules for Planning and
Execution of Marine Operations, decided by the Board
of Det Norske Veritas Classification A/S as of December
1995. These Rules supersedes the June 1985, Standard
for Insurance Warranty Surveys in Marine Operations.
These Rules come into force on 1st of January 1996.
O Det Norske Veritas
Computer Typesetting by Det Norske Veritas
P~intedin Norway by the Det Norske Veritas January 1996
This chapter is valid until superseded by a revised
chapter. Supplements to this chapter will nor be issued
except for IIlinoraInendnlents and an updated list of
corrections presented in the introduction bookiet.
Users are advised to check the systematic index in the
introduction booklet to ensure that that the chapter is
current.
1. INTRODUCTION ..................................5
I .1 GENERaL ............................................ 5 2.6.2 Structural strength ........................... 12
1.1.1 Application .................................... 5 2.6.3 Documentation ............................... 13
1.1.2 Terminology ................................... 5 2.6.4 Stability afloat................................ 13
1.1.3 Symbols ........................................ 5 2.6.5 Maintenance .................................. 13
1.2 DESIGN PHASE ....................................5
1.2.1 Planning and design .......................... 5
1.2.2 Documentation ................................ 6
1.3 OPERATIONAL ASPECTS ....................... 6
1.3.1 Preparations ................................... 6
1.3.2 Recording and monitoring ..................6
1.3.3 Weather forecast ..............................6
1.3.4 Organisation ................................... 6
2. LOAD OUT ..........................................7'
2.1 GENERAL ............................................ 7
2.1.1 Application .................................... 7
2.1.2 Planning and design .......................... 7
2.1.3 Load out class ................................. 7
2.2 LOADS ................................................ 7
2.2.1 General .........................................7
2.2.2 Weight and COG.............................. 7
2.2.3 Weight of load out equipment .............. 8
2.2.4 Environmental loads ......................... 8
2.2.5 Skidding loads ................................ 8
2.2.6 Skew load ......................................8
2.2.7 Other loads .................................... 8
2.3 LOADCASES AND ANALYSIS OF FORCES 9
2.3.1 General ......................................... 9
2.3.2 Loadcases ...................................... 9
2.4 STRUCTURES AND SOIL ........................9
2.4.1 General .........................................9
2.4.2 Quays ........................................... 9
2.4.3 Soil ..............................................9
2.5 SYSTEMS AND EQUIPMENT ................... 9
2.5.1 General ......................................... 9
2.5.2 Push/pull systems ............................. 9
2.5.3 Trailers ........................................ 10
2.5.4 Skidding equipment .........................10
2.5.5 Barge ballast system.........................11
2.5.6 Power supply .................................12
2.5.7 Testing ........................................12
2.5.8 Mooring and fendering .....................12
2.6 LOAD OUT VESSEL..............................12
2.6.1 General ........................................ 12
2.7 OPERATIONAL ASPECTS ......................13
2.7.1 General ........................................ 13
2.7.2 Load out site ................................. 13
2.7.3 Preparations .............................. .,,. 13
2.7.4 Grillage and seafastening................... 14
2.7.5 Monitoring ................................... 14
2.8 SPECIAL CASES................................... 14
2.8.1 Load in ........................................ 14
2.8.2 Barge to barge load transfer ................ 14
3. FLOAT OUT .......................................15
3.1 INTRODUCTION .................................. 15
3.1.1 Application ................................... 15
3.1.2 Planning and design basis .................. 15
3.2 LOADS ............................................... 15
3.2.1 General ........................................ 15
3.2.2 Weight ......................................... 15
3.2.3 Buoyancy ..................................... 15
3.2.4 Other loads ................................... 15
3.3 LOADCASES AND ANALYSIS OF FORCES15
3.3.1 Basic loadcases and structural analyses .. 15
3.4 STRUCTURES...................................... 15
3.4.1 General ........................................ 15
3.4.2 Stability afloat ................................ 16
3.5 SYSTEMS AND EQUIPMENT ..................16
3.5.1 General ........................................16
3.5.2 Installation systems..........................16
3.5.3 Air cushion systems ......................... 16
3.5.4 Mooring/Positioning/Towing System .... 16
3.6 OPERATIONAL ASPECTS ...................... 16
3.6.1 General ........................................16
3.6.2 Float out site ................................. 16
3.6.3 Clearances ....................................16
3.6.4 Monitoring ................................... 17
January 1996
Page 4 of 28
4. LIFT OFF ..........................................18
4.1 GENERAL .......................................... 18
4.1.1 Application .................................. 18
4.1.2 Planning and design basis ................. 18
4.1.3 Lift off class ................................. 18
4.2 LOADS .............................................. 18
4.2.1 General ....................................... 18
4.2.2 Skew loads ................................... 18
4.2.3 Other loads ................................... 19
4.3 LOADCASES AND ANALYSIS OF FORCES19
4.3.1 General ....................................... 19
4.3.2 Basic loadcases and force distribution ... 19
4.4 STRUCTURES ..................................... 19
4.4.1 General ....................................... 14
4.4.2 Object .................................. 19
4.4.3 Construction supports ...................... 19
4.4.4 Barge supports............................... 19
4.5 SYSTEMS AND EQUIPMENT ................. 20
4.5.1 General ....................................... 20
4.5.2 Ballast system ............................... 20
4.5.3 Positioning systems ......................... 21
4.6 LIFT OFF VESSELS .............................. 2 1
4.6. 1 General ....................................... 2 1
4.6.2 Structural strength .......................... 21
4.6.3 Stability afloat ............................... 21
4.7 OPERATIONAL ASPECTS .................... 2 1
4.7.1 General ....................................... 21
4.7.2 Lift off site ................................... 21
4.7.3 Preparations.................................. 22
4.7.4 Clearances .................................... 22
4.7.5 Monitoring and monitoring systems ..... 22
5.1 INTRODUCTION ................................. 23
5.1.1 Application .................................. 23
5.1.2 Planning and design basis ................. 23
5.2 LOADS .............................................. 23
5.2.1 General ....................................... 23
5.2.2 Skew loads ...................................23
5.3 LOADCASES AND ANALYSIS OF FORCES23
5.3.1 Basic loadcases and force distribution ... 23
5.3.2 Additional loadcases ........................ 23
5.3.3 Deck horizontal restraint .................. 24
Rules for Marine Operations
R.2 Ch.1 Load Transfer O~erations
5.4 STRUCTURES..................................... 24
5.4.1 General ........................................24
5.4.2 Barge supports ...............................24
5.4.3 Substructure .................................. 24
5.5 SYSTEMS AND EQUIPMENT ..................24
5.5.1 General ........................................ 24
5.5.2 Multi barge ballast systems ................24
5.5.3 Substructure ballast and sounding systems24
5.5.4 Primary positioning system ................25
5.5.5 Secondary positioning system..............25
5.6 OPERA'I'IONAL ASPECTS ...................... 25
5.6.1 General ........................................ 25
5.6.2 Mating Site ................................... 25
5.6.3 Preparations .................................. 25
5.6.4 Clearances ..................................... 26
5.6.5 Monitoring and monitoring systems ......26
6. CONSTRUCTIONAFLOAT ....................24
6.1 INTRODUCTION ..................................21
6.1.1 Application ...................................27
6.1.2 Planning and design basis .................. 27
6.2 LOADS ............................................... 27
6.2.1 General ........................................ 27
6.3 STABILITY AFLOAT ............................. 27
6.3.1 General ........................................ 27
6.3.2 Inclining tests................................. 27
6.4 MOORING ........................................... 27
6.4.1 Generai ........................................ 27
6.4.2 Anchor lines .................................. 28
6.4.3 Auxiliary anchoring equipment............28
6.5 OPERA'IIONAL ASPECTS ...................... 28
6.5.1 General ........................................ 28
Table List.
Table 2.1 - Load out class definition ....................... 7
Table 2.2 .Friction coefficients ............................ 8
Table 2.3 .Push/pull requirements ....................... 10
Table 2.4 .Ballast capacity requirements ............... 11
Table 4.1 .Lift off class definition ....................... 18
Table 4.2 .Ballast capacity requirements ............... 20
Rules for Marine Operations January 1996
Pt.2 Ch.1 Load Transfer Operations Page 5 of 28

1.1 GENERAL Mating :The activities necessary to join two floating

objects. The floating objects may be supported by
1.1.1 Application barges, pontoons, etc.

1.1.1.1 Pt. 2 Ch.I , Load Transfer Operations, gives Object :Structure subjected to one or several of the
specific requirements and recommendations for load out, operations defined in this paragraph.
float out, lift off and mating operations. This chapter Site move :The activities necessary to transfer an object
also applies for the construction afloat phases. from one location at the yard to another.

1.1.1.2 General requirements for planning, design and

execution of marine operations are given in Pt. I Ch.2. 1.1.3 Symbols

1.1.3.1 The list below defines the syrnbois used in this

1.1.1.3 Requirements generally applicable for load chapter.
transfer operations are given in this section. Sections 2
through 6 include requirements for the different types of COG : Centre of gravity.
operations. F : Expected dynamic skidding load.
F, : Expected static skidding load.
f&, : Minimum effective freeboard.
1.1.1.4 For load transfer operations carried out by
GBS : Gravity Base Structure.
crane lifting reference is made to Pt.2 Ch.5.
GM : Initial metacentric height.
Hmax : Maximum anticipated waveheight.
1.1.1.5 The towing aspects of load transfer operations PLS : Progressive (collapse) Limit State,
are covered in Pt. 2 Ch.2 and Ch.3.
Pdp : Additional loads during skidding.
P8 : Additional break loose loads during skidding.
1.1.1.6 Conditions for using these Rules are stated in TR : Operation Reference Period.
Pt.0 Ch. I Sec. 1.2. W: Weight (of object).
W, : Weight of load out equipment.
1.1.2 Terminology Pdyn : Dynamic friction coefficient.
Ps : Static friction coefficient.
1.1.2.1 Definitions of terms are given in Pt. 0 Ch. I .
Terms considered to be of spyial importance for this
chapter are repeated below. 1.2 DESIGN PI.LASE
Float out :The activities necessary to transfer an object
from a dry construction site to a self floating condition 1.2.1 Planning and design
outside the construction site.
1.2.1.1 General requirements to planning and design
Load in :The activities necessary to transfer an object
are given in Pt. I Ch.2.
from a vesse! to land, i.e. a reversed load out.
Load out :'l'he activities necessary to transfer an object 1.2.1.2 The design effects of all extreme environmental
from land onto a vessel by a horizontal movement of the conditions need to be evaluated. The effects should be
object. considered in the design calculations and if applicable be
taken care of by operational limitations.
Load tran.$er :The activities necessary to transfer an
object from one support condition to another.
1.2.1.3 The operation should be defined as either
Lift off: The activities necessary to transfer an object weather restricted or unrestricted, see Pt. 1 Ch.2 Sec. 3.1.
positioned on land or sea bed supports into a floating
condition. 1.2.1.4 Sensitivity studies should be carried out
Lift on :A reversed lift off. 1.e. the activities necessary according to Pt. I Ch.3 Sec. 3.2.2, whenever relevant.
to transfer an floating object onto landlsea bed supports.
January 1996 Rules for Marine Operations
Page 6 of 28 Pt.2 Ch.1 Load Transfer-Operations

"12.2 Documentation 1.3.2 Recording and monitoring

1.2.2.1 General requirements to documentation are
given il Pt. 1 Ch.2. Sec. 2.2.
1.2.2.2 The following design documentation are
normally required;
- documenting of adequate strength and capacity of
all involved equipment and structures,
- documentation of civil elements (soil, quay,
bollards, etc.) engineering calculations,
barge data, stability and strength verifications,
and
- ballast caiculations covering the planned
operation as well as contingency situations.
1.2.2.3 Evaluations and calculations of expected
monitoring results should be presented. Acceptable
tolerances should be stated and documented.
1.2.2.4 An operation manual must be prepared, see
Pt. 1 Ch.2 Sec. 3.5.
1.3.2.1 During the operation a detailed log should be
prepared and kept, see Pt. 1 Ch. 2 Sec. 2.2.5. '-rhe
following should be recorded:.
- environmental conditions,
- the sequence of events and
- all monitoring results.
1.3.2.2 Monitoring of environmental conditions shall
be carried out according Pt. 1 Ch.2 Sec. 3.2.3.
3.3.3 Weather forecast
1.3.3.11 The operation manual should clearly define
weather limitations and requirements to the weather
forecast, see Pt. I Ch. 2 Sec. 3.2.
1.3.3.2 Weather effects such as swell and tide could be
of significant importance for load transfer operations and
should be duly considered.

1.2.2.5 Before the start of the operation; 1.3,4 Organisation

certificates, 1.3.4.1 General requirements to the organisation and
- test, survey and NDE reports, and communication during load transfer operations are given
classification documents in Pt. 1 Ch.2 Sec.3.3.
for structures, equipment and vessels involved should be
Guidance Note
presented, as applicable. Load transfer operations will in many cases involve personnel which
are not participating in this type of operation on a frequent basis.
Personnel exercising and briefing are hence of great importance,
see Pt I Ch 2 Sec 3 4 2
1.3 OPERATIONAL ASPECTS

1.3.1 Preparations

1.3.1.1 The environmental conditions, including the

forecasts, should be such that the operation can be
completed in a well controlled manner and in accordance
with the design assumptions and the operational
limitations for the objects involved.

1.3.1.2 Ail structures and equipment necessary for the

operation should be correctly rigged and ready to be
used.

1.3.1.3 For operations or phases of operations that may

be carried out in darkness sufficient lighting should be
arranged to be present during the entire operation.

1.3.1.4 ?'he involved area should be checked for

obstacles which may unduly delay the operations.
January 1996
Page 8 of 28
2.2.3 Weight of load out equipment
2.2.3.1 The weight of the load out equipment (Weq)is
the total weight of equipment and support structures
which moves with the transported object. Such
equipment may be support beams, grillages, skidding
shoes, trailers, pushlpull jacks, hydraulic power packs,
etc.
2.2.4 Environmental loads
2.2.4.1 All load effects caused by tide variations shall
be considered.
2.2.4.2 Load out operations should normally not be
carried out in significant waves and swell conditions.
Loads due to waves and swell should however be
considered for barge mooring after the load out
operation. Wave conditions and loads should be
determined in accordance with Pt. 1 Ch.3 Sec. 2 and 3.
2.2.4.3 Wind and current loads should be determined in
accordance with Pt. 1 Ch.3 Sec. 3.4.
2.2.5 Skidding loads
2.2.5.1 The expected static and dynamic skidding loads
are respectively the loads required to start and to
continue moving the object. These loads are expressed
as;
Fs = K (W+ We,) + Ps
Fd, = Vd, (W +W,) + Pd,
Eq. 2-1
where
F, : Static skidding load.
F, : Dynamic skidding load.
ps : Static friction coefficient, see 2.2.5.4.
pd, : Dynamic friction coefficient, see 2.2.5.4.
W : See2.2.2.
W,, : See 2.2.3.
P, : Any other ioad occurring during break out, see
also 2.2.5.2.
P,, : Any other Ioad occurring during skidding, see
also 2.2.5.2.
2.2.5.2 Effects of inertia, environmental loads and
slope of the skidding or rolling surface should be
considered and if relevant included in the skidding loads.
2.2.5.3 If two or more push/pull systems are used the
effect of maximum possible differential pushlpull loads
shall be considered.
Rules for Marine Operations
Pt.2 Ch.3 Load Transfer Operations
2.2.5.4 The friction coefficient values used shouid not
be ,taken less than specified i11 Table 2.2 unless adequate
in service documentation indicates that other vaiues may
be used.
-
Table 2.2 Friction coefficients
TeflonlStainless Steel 0 20 0 07
TefloriNVood 0 25 0 08
Waxed woodlsteel 0 20 0 12
Sieel rollerslSteel 0 02 0 02
Rubber wheels1Asphalt
Notes
0.03 0.03
I
- It is assumed that the sliding surfaces are properly
lubricated
- Break out factor to account for extra loading due to long term
effects such as adheslon, settlemenrs, etc IS ~ncludedIn the
statlc coefficierlts
- The values are valid orily for contact stresses lower or equal
to the allowable contact stresses for the cons~deredmedium
Allowable contact stresses should be obta~nedfrom the
manufacturer or from an applicable code or standard
2.2.6 Skew load
2.2.6.1 Skew load is the extra loading at object support
points due to inaccuracies in the level of the skidways,
rolling surfaces, supports, etc.
2.2.6.2 Skew loads could normally be disregarded for
load out operations where the object has a 3 point
support system. This could be obtained by including a
reliable load equalising system.
2.2.6.3 For cases not covered by 2.2.6.2, the skew
load should be determined by considering the stiffness of
the object, the supporting structure, the tolerances of
skidways, rolling surfaces and supports, movement of
barge and link beams and load on the barge.
Guidance Note
In lieu of a more refined analysis, the skew load may be determined
considering the object to be supported by 3 support points only
2.2.7 Other loads
2.2.7.1 Any other significant loads, not covered above
should be considered in the design of the object and in
the planning of the operation. Such loads may include;
- hydrostatic loads on barges,
- impact loads,
- local support loads on grounded barge hulls,
- mooring loads, and
- guiding loads.
Rules for Marine Operations
Pt.2 Ch.1 Load Transfer Operations
2.3 LOADCASES AND ANALYSIS OF FORCES
2.3.1 General
2.3.1.1 Relevant load cases and load combinations
should be established according to the principles outlined
in Pt.1 Ch.4.
2.3.1.2 A load out operation does not represent one
well defined loadcase, but a sequence of different
loadcases. In principle, the entire load out sequence
should be considered step-by-step and the most criticai
loadcase for each specific element should be identified.
2.3.2 Loadcases
2.3.2.1 Relevant loadcases should be selected in order
to identify design conditions for the object, skidding
equipment or trailers, support structures and barge.
2.3.2.2 All loads described in 2.2 shall be considered.
2.3.2.3 The force distribution during a load out may
normally be represented by static loadcases distributing
the object weight and any environmental and equipment
loads to each element.
2.3.2.4 The design loadcases for link beams, L i
beam attachments and the quay should consider mooring
forces and skidding forces when relevant, foreseeing a
situation that the object is jammed for some reason.
2.3.2.5 For design of the mooring system maximum
loads from pushing or pulling units should be
2.4 STRUCTURES AND SOIL
2.4.1 General
2.4.1.1 Structures and structural elements shall be
verified according to principles and requirements in
Pt. 1 Ch.4.
2.4.2 Quays
2.4.2.1 Strength of load out quays should be
documented. Allowable horizontal and vertical loads
should be defined.
2.4.2.2 Calculations showing the actual loads during
load out are less than the allowable loads should be
presented.
January 1996
Page 9 of 28
2.4.3 Soil
2.4.3.1 Strength and settlement calculations/
evaluations for the ground in the load out area should be
presented.
Guidance Note
The risk of differential ground settlements which may influence the
loads during load oui, should be minimised by means as;
- pre-loadingof ground in load out tracks and
- load spreading by e.g. concrete slabs.
2.4.3.2 Soil material should normally be tested prior to
construction or load out of the object. Alternatively
relevant site investigation reports should be available.
2.4.3.3 For load outs involving grounded barge, the
seabed should be evaluated with respect to topography,
bearing capacity, settlement, etc.
2.5 SYSTEMS AND EQUIPMENT
2.5.1 General
2.5.1.1 Systems and equipment to be used during load
out should comply with the requirements given in Pt. I
Ch.2 Sec.5.
2.5.2 Pushlpull systems
2.5.2.1 'The push/pull systems shall be able to break.
loose and push/pull the object to the final position on the
barge.
Guidance Note
Adequate break loose capacity may be obtained by combining e.g
jacks with the continuous push/pull system
2.5.2.2 The pusldpull systems for transfer of the object
shall have a nominal capacity equal or greater than the
minimum design capacity defined by the respective load
out class, see lhble 2.3.
2.5.2.3 The push/pull systems should act in a
synchronised manner in the transfer direction. A
minimum required load out velocity shall be identified
considering;
- maximum allowable load out duration,
- length of the load out track,
- maximum anticipated duration of repair work if
such work is accepted as back up, and
- estimated installation time for back up equipment.
January 1996 Rules for Marine Operations
Page 10 of 28 R . 2 Ch,l Load Transfer Operations

2.5.2.4 Back-up pushlpull system capacity should be
able to compensate for the following conditions;
a) Breakdown of one arbitrary self contained
push/pull unit.
b) Unexpected increase in the skidding loads above
the expected nominal value.
2.5.2.5 Requirements to pusW pull back up systems for
the respective load out class are given in Table 2.3.
Guidance Note
The back-up capacity for accidental conditions represented by
2 5 2 4 a) may be separate pushlpull units with nominal capacity to
complete the operation in the case of a mechanical breakdown of the
main system The back-up capacity may also be spare parts of the
mairi units, if an acceptable repairlreplacement time can be prover1
The back-up capacity for conditions represented by 2 5 2.4 b) may
be spare capacity in the main units or back-up pushlpull units.
2.5.2.6 Any required modifications during the
operation, e.g. removal of pull bars of the pushlpull
system lay -out should be proven feasible. Normally,
lay-out modifications should be avoided with the object
supported both at the quay and barge.
2.5.3.4 Adequate global structural strength (spine
strength) should be documented for the actual support
conditions.
2.5.3.5 Trailers to be used should have adequate
handling capabilities and cargo weight capacity giving
wheel ioads within the permissible limits,
2.5.3.6 The support lay-out on each trailer shall ensure
stability in both directions of the trailer.
Guidance Note
A trailer with a fully linked hydraulic suspension need to be regarded
more as a distributed load than a suppori structure The supports
on such trailers should be checked for the vertical loading from the
trailers combined with rnaximum horizorital loads acting or1 the
trailers, see 2.5.3 7.
2.5.3.7 The trailers should be properly supported to
withstand horizontal loads. These are caused by
"external" effects, i.e. wind, inertia and ground slope,
in addition to "internal" effects such as differential
traction and steering inaccuracies.
2.5.3.8 The traction system, either the trailers are self-
propelled or pushed/pulled by tmcks/winches, should
fulfil the requirements in 2.5.2. Ground surface
conditions should be duly considered.

2.5.3.9 It should be documented that the trailer

I I I possibilities within 30 1 I hydraulic suspension will work well within the stroke
minutes
2 150% 120% capacity, or repair Yes limits. Support heights, ground slopes/conditions and
possibilities within 2 possible barge levels/movements should be considered.

I
3 1
I
120%
I
I
I
hours
No specific, but repair
possibilities shall be
I No
I
!I Guidance Note
Normally the planned operational stroke should be limited to 70% of
I ihe total theoretically available stroke
4 1 120% 1
documented
100% capacity, or repair
ssibilities within 6
I Yes I 2.5.3.10 Contingencylrepair procedures should at least
be presented for;
See 2 2 5 1 for definition of 100% pushlpull capacity - hydraulic systemlhose ruptureslleakage,
- tyre puncture,
steering problems and
2.5.3 Trailers traction failure, see 2.5.2.
2.5.3.1 Trailers (multi wheel bogies) should be used in
accordance with the manufacturer's specifications. 2.5.4 Skidding equipment

2.5.3.2 The hydraulic suspension layout (lkkhg) 2.5.4.1 Skidshoes, steel wheel bogies and steel rollers
should be thoroughly considered. Normally a layout are in this subsection defined as skidding equipment.
giving a three point support condition for the object is Any part of such equipment used for the horizontal
recommended. movement of the object is defined as part of the
pusWpul1 system, see 2.5.2.
2.5.3.3 The trailer design load calculations must
consider; 2.5.4.2 Adequate strength and stability of skidding
- equipment should be documented. All possible
weight of object and relevant equipment,
combinations of vertical load, horizontal load and
- extreme positions of COG,
support reaction distribution should be verified.
- hydraulic suspension lay-out, and
relevant horizontal loads.
Rules for Marine Operations January 1996
Pt.2 Ch.1 Load Transfer O~erations Page 11 of 28

Guidance Note Guidance Notes

Skiddirig equipment may be connected in order to reduce internal
horlzorital loads transfered through the object The effect of
poss~blerotation of skidding equipment should be considered
2.5.4.3 Skidways level tolerances, surface condition
and side guides should be adequate for the applied
skidding equipment.
2.5.4.4 For a hydraulic suspension system, see 2.5.3.2
and 2.5.3.9.
2.5.5 Barge ballast system
2.5.5.1 Barge ballast systems should have sufficient
capacity to compensate for both change of load and
change of tide during the entire load out operation.
2.5.5.2 Any strength limitations, see 2.6.2.1, and/or
hull deflection restrictions should be considered in the
ballast procedure.
The back-up capacity required to compensate for the conditions
represented by a), b) and c) may be spare pumps or spare capacity
in the main pumps
The back up capacity for accidental conditions represented by d) for
pumps that may not be replaced within the time available for
repiacement, may be a spare pump with sufficient capacity to
replace the main pump For pumps that may be replaced during the
load out spare pumps in stand-by position that require a minimum of
time for replacemerit may be used.
2.5.5.7 Guidance for minimum total ballast capacity
required, including back-up, is given in Ih-ble 2.4. See
also notes in the table.
2.5.5.8 To rely on the barge internal pumps as the
primary pumping source during loadout should be
carefully considered, bearing in mind the often
unreliable service record of such units and the inherent
inflexibility of the permanent piping systems.
2.5.5.9 Ballasting by air pressurising barge tanks
during the load out operation should be avoided.

2.5.5.3 It should be thoroughly documented how the

ballasting will be donelcontrolled for all possible -
Table 2.4 Ballast capacity requirements
combinations of tide level and load transferred.
I Load 1 Normal Operation - I Tide Compensation- 1
1 out [ Object moving as I Object unexpectedly I
Guidance Note
In order to maintain maximum control with the ballasting it is
recommerided to as far as possible use different systemsttanks for with intact system and with Intact system and
compensation of; minimum 120% capacity minimum 100% capacity
- tide, in all tanks with any one in all tanks with any one
- weight, I pump system failed. I pump system failed.
- trim, and 2 1 Minimum 130% capacity I Minimum 150% capacity
- heel with intact system arid with intact system and
minimum 100% capacity minimum 120% capacity
2.5.5.4 The nominal ballast capacity should be in all tanks with any one in all tanks with any one
pump system failed. pump system failed.
determined by the worst combination of expected tide Minimum 130% capacity As for Class 2
rise/fall and load out velocity, see h~so2.5.2.3. with intact system and a
contingency plan
covering pump system
2.5.5.5 For load out classes 2 through 5, it should be
documented that the ballast systems have capacity to 4 1 As for Class 2 I No requirements
compensate for the tide riselfall through one complete 5 1 As for Class 3 I No requirements
tide cycle with the load out object in any position. I Notes
- 100% pump capacity during normal operation is the capacity
2.5.5.6 Back-up ballast capacity is the capacity required required to carry out the load out at the planned speed. The
required pump capacity for a reduced speed could be
to compensate for the following situations: acceptable as reference, if ballast calculations are presented
a) Tide levels and/or tide velocities abovelbelow the for this case. The maximum allowable operation period
predicted values. should also be duly considered

b) Unplanned stops in object movement during the - 100% pump capacity during tide compensation is the
capacity required to compensate for the maximum expected
load out due to repair work, etc. tide variation
C) If required, retrieval of the load out object. - A pump system includes the pump(s) which will cease to
d) Breakdown of ballast pump(s). operate due to a single failure in any component, see 2.5.5.6
e) Breakdown of power supply, including cables. d through g, in the ballast system.
f) Failure of any control panel/switchboard.
g) Failure of any ballast valve or hoselpipe.
January 1996 Rules for Marine Operations
Page 12 of 28 R . 2 Ch.1 Load Transfer Operations

2.5.6 Power supply 2.5.8 Mooring and fendering

2.5.6.1 Adequate power supply and sources for the
ballast pumps and for the pushlpull units should be
ensured during the load out.
2.5.6.2 The need for emergency power supply due to
the following situations should be considered;
a) Breakdown of one arbitrary power unit.
b) Breakdown of the common energy supply.
c) Unexpected increase in the consumption of energy
above the expected value.
Guidance Note
The back-up capacity for accidental conditions represented by
2.5.6.2 a) and b) may be spare units in starid-by position The back-
up capacity for conditions represented by 2.5.6.2c). may be spare
capacity in the main unit or a back-up unit installed to assist the
main unit.
2.5.6.3 Sufficient main and back-up power supply
capacity should be documented by calculations.
2.5.6.4 Guidance for necessary ballast capacity for each
load out class is given in Table 2.4. For evaluations of
back up requirements an independent power supply
source should be regarded as a "pump system".
2.5.8.1 General design requirements to mooring
systems are given in Pt. 1 Ch.2 Sec.5.3. Other
additional requirements applicable for ioad outs are
given below.
2.5.8.2 For additional loadcases to be considered see
2.3.2.4and 2.3.2.5.
2.5.8.3 Facilities for retensioning of mooring lines
should be present and in stand by during the load out.
Such facilities may be winches, jacks for tensioning, etc.
2.5.8.4 Adequate strength, stiffness and layout of
fenders should be documented.
Guidance Note
Fender desigri solut~onsshould at least consider,
- poss~blerequirement to a stiff mooring system during load out,
- effect of extreme tide variations,
- possible impact loads, arid
- the possibility that the barge could "hang" on the fenders, see
also 2 7 2 3
2.6 LOAD OUT VESSEL

2.5.7 Testing 2.6.1 General

2.5.7.1 See general requirements in Pt. 1 Ch. 2 Sec.3.4 2.6.1.1 General requirements to vessels and barges are
with respect to testing/commissioning, test procedures given in Pt. 1 Ch. 2 Sec.5.2 and in Pt. 2 Ch. 2 Sec.3.2 and
and test reporting. 3.3.

2.5.7.2 Commissioning of the ballast pumps should at 2.6.2 Structural strength

least include;
- capacity control and 2.6.2.1 The barge global strength shall be documented
- h a 1 functional testing not more than two hours for all possible ballast conditions, see also Pt.2 Ch. 2
before start of the operation. Sec. 2.3.
Guidance Note
Pump capacity control should be carried out with equal or greater 2.6.2.2 The strength should be documented for all parts
head and similar hose lengths as planned used during the operation
If tank ullages are used as capacity measuring means pumped
of the barge exposed to local loads. Such parts are
volumes should be sufficient to obtain minimum 300 mm difference typically;
in ullages before and after pumping. a) link bearnlplate support area,
b) skidway/launchrunner, including support area,
2.5.7.3 For load out operations of class 1 a complete
test run of the ballast system following the procedure for c) deck plate for wheel loading,
d) push/pull system connection points,
the load out should normally be carried out.
e) hull locally for horizontal loads from the quay,
f) bottom structure, if grounded load out and
2.5.7.4 The push/pull units including the spare units g) bollardslmooring brackets.
should be tested in both push and pull mode prior to the
load out operation in order to verify the estimated
friction forces and functioning/capacities of the
equipment.
Rules for Marine Operations
Pt.2 Ch.1 Load Transfer Operations
2.6.3.1 Load out vessel documentation such as;
- geueral arrangement drawing,
- hull structural drawings, including any internal
reinforcement,
- limitations for evenly distributed load and point
loads on barge deck
- equipment data and drawings,
- hydrostatic data, curves/tables,
- tank plan, including ullage tables,
- guidelines for air pressurised barge tanks and
- guidelines for grounded barge condition.
should, when applicable, be available or prepared.
2.6.4 Stability afloat
2.6.4.1 Sufficient stability afloat should be ensured
during load out. The minimum requirements to intact
stability are given in Pt. 1 Ch.2 Sec. 4.
2.6.4.2 For load out operations the minimum "effective
freeboard" should be;
f,, = 0.5m + H,,.,/2
Eq. 2-2
where
f,, : Minimum effective freeboard, see the guidance
note below.
H
,, :Maximum anticipated waveheight at the site
during load out.
Guidance Note
The "effective freeboard is defined as the minimum vertical distance
from the water surface to any opening, e g an open manhole A
maximum possible tide level and any possible barge heelttrim should
be considered Coamirlgs at openiws could be installed to increase
the "effective freeboard
Guidance Note
Class approval to use the barge with less freeboard than defined by
the load line certificate is required
2.6.4.3 Normally there is no requirement to document
damage stability during load out. However, it may be
applicable to investigate the effect on the stability of
incorrect operation of the ballast system.
2.6.5 Maintenance
2.6.5.1 A barge handling procedure should normally be
presented. The procedure should describe berthing, any
relocation, surveys e.g. on-hire and off-hire surveys,
condition surveys etc., moorings (before and after load
out), watchkeeping, need for barge engineer e.g. for
ballasting, etc.
January f 996
Page 13 of 28
2.6.5.2 If relevant precautions to avoid freezing in
ranks and ballast systems should be taken.
Guidance Note
Such arrangements may be heating devcces (in pump rooms),
additive anti freeze coolant, or any other devices or actlons serving
the above purpose
2.7 OPERATIONAL ASPECTS
2.7.1.1 Operational requirements are generally
described in Pt. 1 Ch.2 Sec.3.
2.7.2 Load out site
2.7.2.1 'I'he searoom at the load out site should be
inspected for obstacles. The seabed in front of the load
out quay should be inspected by divers or by an adequate
survey method if the barge underkeei clearance is
considered as critical.
2.7.2.2 Sufficient barge underkeel clearance should be
present for floating barges during and after the load out
operation. Normally the clearance should not be less
than 0.5m.
2.7.2.3 Due attention should be paid to the possibility
for the barge to "hang" on the fenders or the quay
structures.
2.7.2.4 A level control of the site area should be
performed for load outs with trailers to ensure that the
level tolerances of the trailers will not be exceeded.
2.7.3 Preparations
2.7.3.1 See 1.3.1 for general guidelines.
2.7.3.2 Barge supports (if applicable, skidway- and
temporary supports-) levels and horizontal dimensions
should be thoroughly checked to be correct, i.e. within
acceptable tolerances.
2.7.3.3 A set down procedure for the object should be
used in order to ensure that the grillage and seafastening
design assumptions are fulfilled.
2.7.3.4 Nominal set down position and set down
tolerances should be marked on the support stools.
2.7.3.5 Suitable shims should be present at the support
stools in case of any excessive gaps during set down.
January 1996 Rules for Marine Operations
Page 14 of 28 Pt.2 Ch.1 Load Transfer Operations

2.7.3.6 It should be ensured that skidway surface
condition is as assumed in the friction coefficient
estimate.
2.7.3.7 Planned trailer tracks should provide an
adequate surface condition and the tracks should be
marked on the ground and barge.
2.7.4 Grillage and seafastening
2.7.4.1 The main requirements for the grillage and
seafastening structures of the transported object are
presented in Pt. 2 Ch.2 Sec. 2.3.2.
2.7.4.2 The seafastening should coumence immediately
after completion of the load out operation.
2.7.4.3 The transported object should be secured to the
barge to withstand possible impact loads andlor any heel
and trim prior to moving the barge to another location
at the same site for further seafastening.
Guidance Note
As a minimum horizorital acceleration of O.lg should be considered
in any direction. Friction should be neglected in the calculations of
necessary seafastening capacity.
2.8.2 Barge to barge load transfer
2.8.2.1 A barge to barge load transfer operation is
defined as the activities necessary to transfer an object
between vessels doing mainly a horizontal movement of
the object.
2.8.2.2 Requirements to load our. operations are
generally applicable for barge to barge load transfer
operations as well.
2.8.2.3 Barge to barge load transfer operations could be
complex involving more than two barges, and different
support conditions on one or more of the barges. Due
attention should be paid to this fact during planning,
design and execution of the operation.
Guidance Note
For operation to ae carrled out the level, trim and heel
measurements of the barges may not be suffic~entto control the road
dlstrlbutlon
2.8.2.4 Tide effects can be neglected for operations
involving only floating barges if sufficient bottom
clearance is ensured. Hence, the operation could be
defined as load out Class 4 or 5.

2.7.5 Monitoring

2.7.5.1 The following load out parameters should as

applicable be monitored and recorded, see 1.3.2, prior to
and/or during the operation:
a) Tide.
b) Push/pull force.
C) Straightness and levelness of skidding tracks.
d) Inclination of linkbeam.
e) Level and vertical deflections of the object.
f) Horizontal position of the object.
g) Barge draught.
h) Barge heel and trim.
i) Water level in barge tanks.
j) Hydraulic pressure and stroke on any
supportlequalising jack, e.g. trailer hydraulic
suspension.

2.8 SPECIAL CASES

2.8.1 Load in

2.8.1.1 Requirements to load out operations are

generally applicable for load in operations as well.

2.8.1.2 As load out is the usual operation special

attention should be paid to items as optimal tide phase
for the operation and ballast requirements.
 Rules for Marine Operations
Pt.2 Ch.1 Load Transfer Operations
3.1 INTRODUCTION
P 3.1.1 Application
3.1.1.1 This section applies to objects such as gravity
base structures, jacket substructures, loading towers etc.
fabricated in a dry dock, brought afloat and floated out
from the fabrication site.
3.1.2 Planning and design basis
3.1.2.1 General requirements are given in 1.2.1.
3.1.2.2 Any local environmental effects should be
identified and considered.
3.1.2.3 Sensitivity studies, see Pt. 1 Ch.3 Sec. 3.2.2,
should include evaluation of;
time limitations due to the tide,
- extreme tide variations due to atmospheric and
local environmental effects,
- limiting environmental conditions,
- accidental conditions, and
structural limitations.
3.2 LOADS
3.2.1 General
3.2.1.1 Loads and load effects should be established
according to Pt. I Ch.3.
3.2.2 Weight
3.2.2.1 The weight of the object should be calculated
on the basis of accurate specific weights and volumes
andlor weighed or estimated weights of parts of the
object, equipment, etc.
3.2.2.2 The requirements of 2.2.2 apply.
3.2.3 Buoyancy
3.2.3.1 The buoyancy of the self-floating object should
be estimated on the basis of an accurate geometric
model. The buoyancy should be estimated for all
relevant draughts. The position of the centre of
@ buoyancy should be estimated accordingly.
January 1996
Page 15 of 28
3.2.3.2 The final buoyancy estimate should take place
when the final geometry of the object is established.
3.2.4 Other loads
3.2.4.1 All loads which may occur due to effects such
as hydrostatic pressure, impacts, guiding, pulling by
tugs and winches, etc. should be considered in the
design of the object and in the planning of the operation.
3.2.4.2 The value of other loads should be determined
considering operational and equipment limitations. For
determination of accidental loads possible failure modes
should be sought for.
3.3 LOADCASES AND ANALYSIS OF FORCES
3.3.1 Basic loadcases and structural analyses
3.3.1.1 A float out operation represents different
loadcases from the condition when the self weight is
resting on the fabrication supports to the self floating
condition. In principle, the entire float out sequence
should be considered step-by-step and the most critical
loadcase for each specific member should be identified.
3.3.1.2 The global structural analysis required for
verification of the integrity of the structure for the float
out operation may be omitted provided that analyses
show that other operations or conditions represent a
more severe condition for the design.
3.3.1.3 'I'he float out operation represents a loadcase
for the towinglpositioning winches, wires, brackets,
quick release hooks, etc. 'I'hese structures should be
capable of withstanding relevant environmental loads in
addition to the positioning/towing loads.
3.3.1.4 Additional loadcases due to environmental
loads (mooring forces, etc.) should be considered for the
relevant structures (mooring equipment, etc.)
3.4 STRUCTURES
3.4.1 General
3.4.1.1 Structures should be designed as indicated in
Pt. 1 Ch.4.
January 1996
Page 16 of 28
--
3.4.2 Stability afloat
3.4.2.1 The stability requirements in Pt. 1 Ch.2 Sec. 4
apply.
3.5 SYSTEMS AND EQUIPMENT
3.5.1 General
3.5.1.1 Systems and equipment to be used during float
out should comply with the requirements given in Pt. 1
Ch.2 Sec. 5.1.
3.5.2 Installation systems
3.5.2.1 The installation systems or parts thereof (piping
for flooding, grouting, skirt water evaluation, etc.)
should be inspected for blockage prior to dry-dock
flooding.
Guidance Note
The dry-dock area beneath the skirt compartments should be
cleaned to avoid blockage of piping outlets/inlets due to debris, etc.
Filter boxes, plugs, etc., should be attached to piping outletslinlets, if
necessary, to avoid blockage.
3.5.3 Air cushion systems
3.5.3.1 To achieve sufficient bottom clearance during
the operations , air cushions may be applied under the
bottom slabs of the object. An adequate water seal
should be used.
Guidance Note
The water seal should be specified considering the underbase
compartmentation, environmental conditions, motions during
operation, horizontal speed and the consequences of loss of air.
Normally, a water seal of minimum 0.5 rn should be used.
3.5.3.2 The system should have adequate redundancy in
all parts such that breakdown of one arbitrary delivery
line, compressor or generator does not adversely affect
the operation.
3.5.3.3 The air leakage from the air cushions prior to
lift off shall be less than 5 % of the compressor capacity.
After lift off the leakage shall be monitored to assess the
feasibility of continuing the operation.
3.5.3.4 A proper venting system should be designed to
ensure that all trapped air under the base can be let out
when planned.
Rdes for Marine Operations
- Pt.2 Ch.1 Load Transfer Operations
3.5.4 Mooring/Positioning/Towingsystem
3.5.4.1 The moorimg/positioning/towing system
(wires, quick release hooks, winches, etc.) should be
capable of co~ltrollingthe object during the operations.
3.5.4.2 Design requirements to mooring systems are
given in Pt. 1 Ch.2 Sec.5.3.
3.5.4.3 The wire lengths (elasticity) and tensions
should be selected to avoid horizontal distortion of the
structure during the float out operation.
3.5.4,4 The positioningltowing system should be
designed to manoeuvre the structure at a safe distance,
see 3.6.3.2, from the dry-dock sidesldock gates.
3.5 OPERATIONAL ASPECTS
3.6.1 General
3.6.1.1 Operational requirements are generally
described in Pt. 1 Ch.2 Sec. 3. See also 1.3.
3.6.2 ]Float out site
3.6.2.1 The dry-dock including the float out channel
outside the dry-dock should be surveyed prior to float
out to verify that the required minimum underkeel
clearance will be maintained throughout the float out
operation. Obstacles that may damage the object or the
tugs should be removed.
3.6.3 Clearances
3.6.3.1 An adequate underkeel clearance inside the
dock until a reasonable distance from the dock exit
shouid be documented.
3.6.3.2 Sufficient side and vertical clearances should be
ensured considering;
the operational arrangement,
enviro~lentalconditions,
equipment and vessels to be used,
dock water inlet requirements,
consequences of failure or malfunctioning of any
one of the pulling sources,
guiding and fendering arrangements,
bottom clearance, and
float out velocity.
Guidance Note
The minimum vertical bottom clearance should not be less than
0.5rn considering the maximum draught, motions and applicable trim
and heel
Rules for Marine Operations January 1996
Pt.2 Ch.1 Load Transfer Operations Page 17 of 28

Guidance Note
Normally a minlmum width of 1 2 times the object breadth is
recommended for the channel from the dock entrancelaate to open
water If the object is floated out under winch control aiong a fe'nder
at one of the channel sides, a minimum channel width of 1.05 times
the object breadth is recommended Channel width less than 1.05
times object breadth should be specially considered. If the chanr~el
width is greater than 4 times the object breadth, it may be regarded
as open water, see f f . 2 Ch.3 Sec.4.

3.6.4 Monitoring
3.6.4.1 Monitoring and recording, see 1.3.2, of;
- draught, trim, and underkeel clearance,
- position and orientation of the object,
- environmental conditions including tide,
- air pressure in air pressurised compartments,
- air leakage and
- water plug
should be carried out prior to and/or during the float out
operation.
January 1996 Rules for Marine Operations
Page 18 of 28 Pt.2 Ch.1 Load Transfer Operations

4.1 GENERAL 4,1.3 Lift off class

4.1.3.1 A Lift off Class should as for load out, see
4.1.1 Application
2.1.3. be defined according to lhbie 4. I .
4.1.1.1 This section applies to objects such as offshore -
Table 4.1 Lift off class definition
modules and deck structures lifted off ground supports.
Lift off may be carried out by one or several
barges/vessels.

4.1.1.2 Lift off includes all activities from barge

positioning up to the object is lifted to an acceptable
height above the construction supports. The weight of
the object is normally transferred from the supports to
the barge(s) by deballasting of the barge(s) at rising tide. 4.2 LOADS

4.1.1.3 The requirements in this section are also 4.2.1 General

generally applicable for lift on operations.
Guidance Note 4.2.1.1 Loads and load effects should be established
As "lift on" is a reversed "lifl off' the requirements may for some according to Pt. 1 Ch.3.
items, e.g positioning, not be relevant. Adequate requirements to
these items may be found in section.5.
4.2.1.2 All relevant wave lengths including swell type
wave lengths should be considered.
4.1.2 Planning and design basis
4.2.1.3 First order wave loads need to be considered
4.1.2.1 General requirements are given in I . 2. I .
for stiff securing/mooring systems, such as;
- mooring arrangements including short lines
4.1.2.2 Tide variation, which is normally the most
critical parameter for lift off, should be specially without catenary, and
- objects partly supported by barges and partly by
evaluated.
landsea bed supports.
4.1.2.3 'fie operation reference period, TR, defined in
Pt. 1 Ch.2 Sec. 3.1 should be established at an early 4.2.2 Skew loads
stage. 'I'he start and stop points for the lift off should be
clearly defined. 4.2.2.1 Skew loads are here defined as the variation in
support reactions due to fabrication- and operation
4.1.2.4 Any local environmental effects, e.g. the inaccuracies. All possible skew loads should be
possibility of swell/waves at the lift-off site, should be evaluated and included in the relevant strength
identified and considered. calculations if the effect can not be proven insignificant.
Guidance Note
4.1.2.5 Other items of importance for the lift-off Operational precautions such as shimming, monitoring, etc., may be
used prior to and during the operation in order to reduce/ eliminate
planning are normally; potential skew loads.
- construction support lay-out, including position
of object,
- requirements to support heights and lay-out of
barge supports and barges.
- barges dimensions and strength,
- water depths,
- quay and ground strengthlcondition,
- accidental conditions and
- structural limitations for object, barge supports,
and barges.
Rules for Marine Operations
Pt.2 Ch.1 Load Transfer Operations
4.2.2.2 Items which may cause skew load effects are:
- Fabrication tolerances for the object and for the
barge supports.
- Fabrication tolerances for the barge(s).
- Vertical offset of the object for each support
condition.
- Barge heel and trim variations.
- Movement of barge centre of buoyancy, gravity
and flotation relative to draught and ballast
configuration.
- Inaccurate positioning of barges relative to the
object supports.
- Deformation of the object and the barges
including the possible introduction of horizontal
loads.
4.2.3 Other loads
4.2.3.1 The corresponding requirements of 3.2.4 apply.
4.3 LOADCASES AND ANALYSIS OF FORCES
4.3.1 General
4.3.1.1 The lift off operation, from initial contact
through completed lift off, represents a serie of loadcases
for both the object and the barges. 'I'he intermediate
loadcases due to transfer of ballast in the barges and due
to global deformations of the object and the barges
should be considered.
4.3.1.2 The entire lift off operation should be
considered step-by-step and the most critical loadcase for
each specific member of the object should be identified.
4.3.1.3 Accidental load conditions should be identified,
see Pt.I Ch. 3 Sec.3.8. Identified accidental loads that
cannot be neglected due to low probability, see Pt.I
Ch. 2 Sec.2.3, should be included in the design
calculations.
4.3.1.4 Local loads acting on the object and on the
barges during the operation should be assessed.
4.3.2 Basic loadcases and force distribution
4.3.2.1 The loadcases given in 4.3.1 should be
analysed as static loadcases by distributing the self
weight, barge support forces, and other loads to the
actual members of the object.
January 1996
Page 19 of 28
4.3.2.2 Local loads on the object and on the barges
during positioning and mooring at the construction site
after lift off, tow out, etc. should be treated as separate
loadcases.
4.3.2.3 Forces in anchoring, mooring and fendering
equipment/structures due to functional and
environmental loads should be considered.
4.3.2.4 The force distribution in the object and in the
barges, and their global deflections, should preferably be
determined by a 3-dimensional analysis.
4.4 STRUCTURES
4.4.1 General
4.4.1.1 Structures shall be designed as indicated in
Pt. 1 Ch.4.
4.4.2 Object
4.4.2.1 Special attention should be paid to the
assessment of local support loads from the barge
supports and other external loads.
4.4.2.2 Vertical deflection tolerances should be
specified resulting from the structural analysis of the
object such that unacceptable vertical deflections may be
avoided. ?'he selected deflection tolerances should duly
consider the practical limitations of the shimming
procedure.
4.4.3 Construction supports
4.4.3.1 The construction supports should have
sufficient strength to withstand the object self weight and
relevant skew loads, relevant impact loads from vessels,
mooring forces, forces due to environmental loads, etc.,
occurring during the lift off operation.
4.4.4 Barge supports
4.4.4.1 The barge supports should have sufficient
strength to withstand all vertical and horizontal forces
during lift off. The horizontal forces may be reduced by
decreasing the horizontal restraint by means of e.g.
teflon plates.
January 1996 Rules for Marine Operations
Page 20 of 28 Pt.2 Ch.1 Load Transfer O~erations

4.4.4.2 The barge supports should be shimmed in 4.5.2.7 'The ballast pumps should be arranged with one
accordance with an appropriate procedure to avoid control centre on each unit. For multi barge operations
unfavourable distortion and load distributions in the the control centre on one of the barges should also be
object or the barge supports, and to account for as built defined as the master baliast control centre. The
deviations. arrangement should be such that simultaneous
debailasting can be effected for all the relevant tanks at
4.4.4.3 A flexible support system should be used each stage.
between the top of the barge supports and the object in
order to ensure an adequate load distribution to all 4.5.2.8 The back-up ballast requirements should be
supports. The flexible support system may be obtained determined by considering the following accidental
by useing crushing tubes, lead plates, wood, a wedge conditions;
system or similar. a) Tide levels and/or tide velocities above/below the
predicted values.
b) Breakdown of ballast pumps.
4.5 SYSTEMS AMD EQUIPMENT C) Breakdown of power suppiy, including cables.
d) Failure of any control panel/switchboard.
e) Failure of any ballast valve or hoselpipe.
4.5.1 General f) One compartment damage of any barge.
g) Air leakage and adjustment of air pressure in alr
4.5.1.1 The systems used for lift off should be pressurised compartments in submerged barges.
designed, fabricated, installed, tested according to Pt. i
Ch.2 Sec. 3.4.
4 5 2 . 9 Guidance for minimum necessary total ballast
capacity, i.e. including back-up, dependent on lift off
4.5.2 Ballast system ciass is given in Tabie 4.2. See also notes below the
table.
4.5.2.1 Barge ballast systems should have sufficient Table 4.2 - Ballast capacity rc juirernents
capacity to compensate for both change of load and I Lift off I Normal Operation - Tide Compensation -
change of tide during the entire lift off operation. Class I Load transfer as planned Load transfer stopped
1 I Minimum 200% capacity Minimum 120% capacity
with intact system and with intact system and
4.5.2.2 Any strength limitations and/or hull deflection minimum 120% capacity min~mum100% capacity
restrictions should be considered in the ballast in all tanks with any one in all tanks with any one
procedure. pump system failed. pump system failed.
Minimum 130% capacity Minimum 150% capacitv
with intact system arld with intact system and
4.5.2.3 The power supply is regarded as an integrated minimum 100% capacity minimum 120% capacity
part of the ballast system in this sub-section. in all tanks with any one in all tanks with any one
pump system failed. pump system failed.
Minimum 130% capacity As Class 2
4.5.2.4 In order to maintain maximum control with the with intact system and a
ballast, it is normally recommended to apply different contingency plan
ballast tankslsystems for; covering accidental
situations, see 4.5.2.8.
tide, and 4 As Class 2 No requirements
- weight transfer. 5 As Class 3 No requirements
7

Guidance Note I Notes I

If system segregation is not practical, a combined system could be
applied In this case it should be thoroughly documented how the
ballasting will be donelcontrolled for all possible combinations of tide
level and load transferred.
4.5.2.5 The ballast system and procedure should have
operational flexibility to cope with unexpected tide
conditions and accidental situations, see 4.5.2.8.
4.5.2.6 The nominal ballast capacity should be
determined by the worst combination of expected tide
velocity and planned lift off velocity.
- 100% pump capacity during normal operation is the capacity
required to carry out the lift off at the planned speed The
required pump capacity for a reduced speed could be
acceptable as reference, if ballast calculations are presented
for this case The maximum allowable operation period
should also be duly considered.
- 100% pump capacity during tide compensation is the
capacity required to compensate for the maximum expected
tide variation
- A pump system includes the pump(s) which will cease to
operate due to a single failure in any component, see 4 5 2 8
b through e , in the ballast system
Rules for Marine Operations
Pt.2 Ch.1 Load Transfer Operations
4.5.2.10 The back-up systems should be adequately
separated from the main system such that failure of any
component does not adversely affect the safe conduct of
the operation.
4.5.2.11 Any umbilicals used for air pressurisation of
submerged barge compartments should be connected to
valves at the barge tanks. Air pressurised barge tanks
should be fitted with safety valves.
4.5.3 Positioning systems
4.5.3.1 General design requirements for mooring and
positioning systems are given in Pt.1 Ch.2 Sec.5.3 and
5.4. Other additional requirements applicable for lift off
are given below.
4.5.3.2 See 4.3.2.2 and 4.3.2.3 regarding loadcases to
be considered.
4.5.3.3 The positioning and mooring system should
provide for correct alignment and securiig of the barges
during all phases of the operation.
4.5.3.4 Facilities to re-tension mooring lines should be
present and in stand by position during the lift off. Such
facilities may be winches, jacks for tensioning, etc.
4.5.3.5 Fendering structures should be arranged on the
barge sides or the construction pillars to prevent
damages to the barges during the lift off operation.
4.5.3.6 The barges should be equipped with guides to
ensure accurate positioning underneath the object prior
to commencing the lift off operation.
4.6 LDT O W VESSELS
4.6.1 General
4.6.1.1 Requirements to vessels are given in Pt.1 Ch.2
Sec.5.2 and 2.6.3.1.
4.6.1.2 For requirements to barge maintenance see
2.6.5.
4.6.2 Structural strength
4.6.2.1 General requirements to barge S t ~ c t u r d
strength verification are given in Pt. 2 Ch.2 Sec. 2.3.3
and Sec. 2.3.4.
January 1996
Page 21 of 28
4.6.2.2 The barge deflections should be maintained
within an acceptable range during lift off by selecting
adequate ballast configurations for each barge.
Tolerances for the barge deflections should be
established considering the maximum allowable skew
loads at the barge supports.
4.6.3 Stability afloat
4.6.3.1 Special attention should be paid to accurate
interpretation and application of hydrostatic data for the
barges. For complicated operations inclining tests may
be relevant to verify the hydrostatic stability parameters.
4.6.3.2 Sufficient stability afloat should be ensured for
single barges during positioning. The following
requirements apply;
a) G M 2 1.0m
b) Pt. l Ch.2 Sec. 4.
c) fm=0.3m+H,,,/2,seealso2.6.4.2
4.6.3.3 The requirements to stability after lift off are
given in Pt. 1 Ch.2 Sec. 4.2.
4.6.3.4 For lift off operations camed out with open
manholes the minimum "effective freeboard" (f&
during load transfer, including any defined "stop point"
before lift off, should be;
f,, = 0.5m + H,,,/2, seealso 2.6.4.2
4.7 OPERATIONAL ASPECTS
4.7.1 General
4.7.1.1 Operational requirements are generally
described in Pt. 1 Ch.2 Sec.3. See also 1.3.
4.7.2 Lift off site
4.7.2.1 The lift off site should be surveyed prior to
installation of the barges. The survey should verify that
the barges vertical and lateral clearances are acceptable
for the planned operation. Obstacles that may damage
the barges or impede the operation should be removed.
4.7.2.2 The site survey should include a seabed survey,
if grounded barges will be used. This survey should
verify that the grounded barges will not be exposed to
local or global support loads exceeding the capacity of
the barge hull.
January 1996 Rules for Marine Operations
Page 22 of 28 Pt.2 Ch.1 Load Transfer Operations

Preparations
.1 'The requirements of 1.3.1apply
4.7.3.2 Means for closing leakages in barge tanks
should be available during the operations. Such means
may be leak mats, steel plates, welding equipment, etc.
4.7.4 Clearances
Gu~danceNote
Normally a remote readlrlg soundlng system should be used for tank
water level control A back-up system but not necessarily remotely
controlled (e g hand ullagelng) should be provlded If access to any
tank IS obstructed, e g by seafasten~ngsuppons, alternative access
snould be arranged
Guidance Note
Support reactlor1measurements and comparlsorl of the results w~th
the actual ballast water and tlde sltuatlon should be performed
conr~nuouslydurlng the Ilft off The actual devlatlon In total loaa and
moments should be noted for each measurement and Compared
wlth agreed tolerances

4.7.4.1 Sufficient vertical clearance shall be maintained

between the underside of the object and the top of the
barge supports during positioning of barges and prior to
the weight transfer operation.
Guidance Note
This clearance should relative to a reference tide level, not be less
than 25% of the tide variation or 0.25rn The reference tide level
should be defined taking adequately into account the operation
procedure/schedule including contirlgencies

4.7.4.2 During possible mooring at the construction

supports after weight transfer from these to the barges
sufficient clearance shall be ensured between the
underside of the object and the top of the construction
supports.
Guidance Note
The rninimum vertical clearance at low tide should not be less than
25% of the tide variation or 0.25111.

4.7.4.3 Sufficient horizontal clearance between barges

and construction supports should be ensured throughout
the operation.

4.7.4.4 A minimum underkeel clearance of 0.5m

should be maintained during the weight transfer
operation.

4.7.5 Monitoring and monitoring systems

4.7.5.1 The following lift off parameters should as

applicable be monitored and recorded, see 1.3.2, prior to
and during the operation:
a) Tide.
b) Swell.
c) Support reactions.
d) Object deflections.
e) Barge deflections and draught.
f) Water level in barge tanks.
g) Air pressure in air pressurised barge
compartments.
h) Clearance between the barge supports and the
object.
i) Seabed clearances.
j) Clearance between construction supports and the
related object.
Rules for Marine Operations
Pt.2 Ch.1 Load Transfer Operations
5.1 INTRODUCTION
5.1.1 Application
5.1.1.1 This section applies to mating operation such as
operations typical for joining heavy deck structures
supported by barge(s) and gravity base structures
together. Mating includes ballasting of the structures,
positioning, weight transfer between structures,
ballasting and deballasting of the structures to finai
draught, see also sec. 6.
5.1.2 Planning and design basis
5.1.2.1 See 1.2.1 for general requirements.
5.1.2.2 The following parameters should be considered
in relation to operational feasibility and structural
limitations of the deck on barges and the substructure:
- Environmental conditions.
- - Time limitations determined by the weather
forecasting period.
- Geographical limitations.
- Structural limitations for deck, barges, barge
supports, substructure, etc.
- Freeboard and hydrostatic stability.
5.2.1 General
5.2.1.1 The loads given in 3.2 should be considered for
the mating operation.
5.2.2 Skew loads
5.2.2.1 Requirements in 4.2.2.1 apply.
5.2.2.2 An analysis should be performed to verify
whether the skew loading effects remain as permanent
loads after completion of the mating or not.
January 1946
Page 23 of 28
5.3 LOADCASES AND ANALYSIS OF FORCES
5.3.4. Basic loadcases and force distribution
5.3.1.1 The basis loadcases for the deck on barges and
the substructure should be determined by evaluating the
following activities:
- Ballasting of the substructure to mating draught.
- Positioning of the deck on barge(s) above the
substructure.
- Deballasting of the substructure to contact with
the deck.
- Deck weight transfer from the barges to the
substructure by combined deballasting of the
substructure and ballasting of the barges.
- Removal of the barges and deballasting of the
substructure to inshore hook-upltowing draught.
5.3.1.2 Each phase of the mating operation should be
considered step-by-step and the most critical Ioadcase for
each specific member of the structures should be
identified.
5.3.1.3 The basic loadcases for the substructure are
determined by loads from;
- externallinternal hydrostatic pressure,
- internal transfer of ballast water and
- deck self weight.
5.3.1.4 The basic loadcases for the deck on barges are
determined by loads from;
- transfer of deck self weight from the barges to the
substructure, and
- transfer of ballast water in the barges.
5.3.1.5 The loadcases given in 5.3.1.3 and 5.3.1.4~nay
be analysed as static loadcases.
5.3.2 Additional loadcases
5.3.2.1 Positioning and mooring loads acting on the
substmcture or the deck on barges should be considered.
Adequate protection against positioning loads should be
ensured.
Motion amplitudes due to waves should be determined
according to Pt. I Ch.3 Sec. 3.3.
January 1996
Page 24 of 28
5.3.2.2 All realistic accidental load conditions should
be identified, see Pt. 1 Ch. 3 Sec.3.8. Identified
accidental loads that cannot be neglected due to low
probability, see Pt. 1 Ch. 2 Sec.2.2.3, should be included
in the design calculations.
5.3.3 Deck horizontal restraint
5.3.3.1 In the period from deck weight transfer to the
substructure until the permanent connection between
deck and substructure has been established, the deck
shall be horizontally restrained.
5.3.3.2 'The capacity of the horizontal restraint
capability shall be sufficient to hold the deck in a worst
possible damage case including wind heel and possible
effects of current and waves after deballasting to hook-
up draught. This heel condition may be regarded as a
PLS situation. The effects of friction may be taken into
account.
5.4 STRUCTURES
5.4.1 General
5.4.1.1 Structures shall be designed as indicated in
Pt. 1 Ch. 4.
5.4.2 Barge supports
5.4.2.1 The barge supports should have sufficient
strength to withstand all vertical forces and horizontal
forces introduced by deflections of the deck and the
barges during deck weight transfer.
5.4.3 Substructure
5.4.3.1 The substructure should be protected against
possible accidental loads such as mooring line failure
(not relevant if the mooring lines are slack during deck
mating), flooding of buoyant compartments, dropped
objects, collision loads, etc., during the mating
operation.
5.5 SYSTEMS ANZ)EQUIPMENT
5.5.1 General
5.5.1.1 The mating systems should be designed,
fabricated, installed, tested and commissioned according
to Pt. 1 Ch. 2 Sec.3.4.
Rules for Marine Operations
- Pt.2 Ch.1 Load Transfer Operatiors
5.5.2 Multi barge ballast systems
5.5.2.1 The requirements given in 4.5.2 apply. There
is no tide influence, as the substructure is floating, hence
Class 4 or 5 is applicable.
5.5.3 Substructure ballast and sounding systems
5.5.3.1 The deballast systems should have sufficient
capacity to complete the deck mating operation within
the time limitations determined by the weather
forecasting period.
Guidance Note
Normally the operation should be designed to be performed within a
per~odof 48 hours
5.5.3.2 Valves used for ballastingldeballasting should
be doubled when installed on self floating structures not
complying with the one compartment damage stability
requirement.
5.5.3.3 One back-up unit should be available for each
ballast pump, compressor, and generator.
5.5.3.4 The ballastldeballast systems should be capable
of levelling the structure by eccentric
ballastingldeballasting to compensate for any shift in the
centre of gravity during the mating operation.
5.5.3.5 Pipe systems and valves should be designed to
prevent accidental cross flooding and uncontrolled
ingress of water.
5.5.3.6 Ballast compartments, which are intended to
remain dry, should have adequate drainage capability to
eliminate free surface effect from uncontrolled ingress of
water. Water detection sensorslequipment should be
evaluated.
5.5.3.7 Air venting systems from cells and ballast
compartments should have adequate monitoring and
control to prevent excess structural loading during
ballasting and deballasting of compartments.
5.5.3.8 Umbilicals for remote power and control
should be adequately protected and be backed up by
additional systems to cover breakdowns or rupture.
5.5.3.9 Power and control systems should have
adequate redundancy to cover failures to ensure deck
transfer within the defined period.
 Rules for Marine Operations
Pt.2 Ch.1 Load Transfer Operations
5.5.3.10 Immersion trials should be performed at
selected draughts prior to the mating operation. These
trials should be used to test the performance of the
pumps and powerlcontrol systems and water tightness of
the structure.
5.5.4 Primary positioning system
5.5.4.1 General requirements to guiding and
positioning systems are given in Pt. 1 Ch.2 Sec.5.4.
5.5.4.2 The substructure and the deck structure should
be secured by primary positioning systems, which
normally are;
- a permanent mooring system for the substructure.
see Pr. 1 Ch.2 Sec.5.3, and
- the towing fleet for the deck on barge(s), see Pr.2
Ch.3 Sec.3.2.4.
I 5.6.2 Mating Site
5.5.4.3 ?'he primary positioning system should be
capable of securing the structures in the event that the
deck mating operation is interrupted.
5.5.4.4 ?'he primary positioning system should be
sufficiently accurate to ensure safe navigation and
positioning of the multi barge unit close to the
substructure.
5.5.5 Secondary positioning system
5.5.5.1 'I'he secondary positioning system should
ensure accurate and well controlled positioning of the
deck on barges above the substructure. The positioning
should take place without causing local impact loads
exceeding the energy absorption capability of the
positioning bumpers.
5.5.5.2 ?'he secondary positioning system (winches,
wires, jacks, etc.) should have sufficient capacity to
resist inertia forces, wind forces, current forces, etc.
5.6 OPERATIONAL ASPECTS
5.6.1 General
5.6.1.1 Operational requirements are generally
described in Pt. I Ch.2 Sec. 3 . See also I . 3 .
5.6.1.2 ' f i e minimum freeboard should not be less than
6 m for large concrete gravity base structures with open
shafts.
January 1996
Page 25 of 28
5.6.1.3 During mating, the relative movements of the
structures due to environmental loads should be carefully
considered.
5.6.1.4 All back-up systems should be ready for
immediate activation during the critical stages of the
mating operation.
5.6.1.5 For mating operations between GBS and deck
structures the schedules for mating should be carefully
planned in order to minimise the time at the minimum
draught. In event of delays the substructure (iarge
gravity base structure) should be returned to a stand-by
draught, such that the minimum freeboard is not less
than 20 meters. The substructure should have the
capability of remaining at the stand-by draught for an
indefinite period.
5.6.2.1 The following criteria should be considered in
the selection of the mating site:
- Environmental conditions
- Magnitude and direction of wind, waves, and
current, protection against swell, etc.
- Geographical limitations
- Feasibility of towing the deck to the mating site,
searoom for mooring, minimum water depth, etc.
5.6.2.2 The seabed at the mating site should be
surveyed prior to submergence of the substructure to
mating draught, if the seabed clearance is considered
critical.
5.6.2.3 The location where mating will take place
should be investigated for the possibility of variations in
the density of the water. If rapid changes in density is
possible, density measurements should be performed
prior to and during the mating.
5.6.3 Preparations
5.6.3.1 ?'he requirements of 1.3.1 apply
5.6.3.2 All connections between the barges and the
deck structure, which may hamper the lift off, should be
properly removed prior to commencement of weight
transfer.
5.6.3.3 A seabed survey at the site must be available,
covering the total excursion area. 'fiedepth
lines shall be drawn in sufficient detail to give an
adequate indication of seabed profile, considering the
seabed slopes and actual clearances encountered.
January 1996 Rules for Marine Operations
Page 26 of 28 Pt.2 Ch.1 Load Transfer Operations

5.6.4 Clearances

5.6.4.1 For mating operations between GBS and deck

structures, assuming maximum excursions caused by the
environmental loads, the following minimum bottom
clearances apply:
Vertical clearance of 10m.
- Horizontal clearance of half the diameter at the
lower end of the substructure.

5.6.4.2 Sufficient clearances between the barge(s) and

substructure should be ensured.
Guidance Note
The nominal sideways clearance during positioning should be ai
least 0.5m.
A vertical clearance of minimum 0.25m should be maintained
between the underside of the object and the top of the substructure
during positioning
If the substructure tias underwater horizontal elements limiting the
waterdepth a minimum barge underkeel clearance of 0.5m should
be maintained.

5.6.5 Monitoring and monitoring systems

5.6.5.1 The following parameters should be monitored

manually or by monitoring systems, see 1.3.2, during
mating operations:
Relative position, orientation, and clearances of
substructure and deck prior to and during
positioning.
Clearances between barge-deck supports.
Barge trim, heel, and draught.
Environmental conditions (monitoring should
begin well in advance of the operation).
Seabed clearance.
Water level in barge tanks.
Air pressure in air pressurised barge
compartments if applicable.
Open/closed status for barge valves.
The substructure's;
- waterlevel in cells,
- air pressure in cells,
- operdcloses status for valves,
- leakages,
- draught, and
- heelltrim.
Submergence rate and motions of the
substructure.
Guidance Note
Normally a remote reading sounding system should be used for tank
water level control. A back-up system but not necessarily remotely
controlled (e.g. ullaging by hand) should be provided.
Guidance Note
Support reaction measurements and comparison of the results with
the actual barge(s) and substructure ballast situation should be
performed continuously during the mating. The actual deviation in
total load and moments should be noted for each measurement and
compared with agreed tolerances.
 Rules for Marine Operations
Pt.2 Ch.1 Load Transfer -Operations
6.1 INTRODUCTION
6.1.1 Application
6.1.1.1 ?'his section applies for marine aspects related
to the construction phase of self floating structures.
6.1.2 Planning and design basis
6.1.2.1 General requirements are given in 1.2.1.
6.1.2.2 Adequate protection of the structure against
impact loads from dropped objects and vessels used
" during the construction should be provided.
6.1.2.3 Sufficient freeboard to any open compartment
should be ensured during all stages of construction
considering the crest height of the design wave for the
operation in question and the consequences for accidental
flooding. For special operations, e.g. mating where the
reserve buoyancy is very small, any open compartment
should preferably be temporarily closed.
6.1.2.4 During heavy ballasting, slip forming and
installation or transfer of heavy loads, special attention
should be paid to hydrostatic stability and adjustment of
moorings, see also 6.3.
6.1.2.5 Adequate watertight integrity should be ensured
at all stages during construction, see Pt. 1 Ch. 2 Sec.4.
6.1.2.6 Where valves are provided at watertight
boundaries to provide watertight integrity, these vaives
should be capable of being operated from the bulkhead
deck or weather deck, pump room, or other normally
manned place. Vaive positioned indicators should be
provided at the remote control station.
6.1.2.7 All inlets should be adequately protected to
prevent damage by entering debris and cables. All
internal compartments should be cleared of debris before
commencement of an immersion operation.
6.1.2.8 System and equipment to be used in the marine
operations during construction should be specified to
such a detail that complete assessment of the operational
feasibility is rendered possible. An adequate emergency
pumping system should be provided. The general
requirements given in Pt. 1 Ch.2 Sec.5 should be
complied with.
January 1996
Page 27 of 28
6.2 LOADS
6.2.1 General
6.2.1.1 The loads given in 3.2 should be considered
during construction afloat.
6.2.1.2 Adequate approved precautions (guides,
bumpers, reduction of ballast rate, etc.) should be taken
to avoid damages due to impact loads.
6.3 STABILITY AFLOAT
6.3.1 General
6.3.1.1 General requirements to stability afloat are
given in Pt. 1 Ch.2 Sec.4.
6.3.2 Inclining tests
6.3.2.1 Inclining- tests should be performed at different
stages during construction of floating structures in order
to assess the position of the centre of gravity. This is
particularly relevant when the calculated value of the
metacentric height is close to the ninimum value and if
such a minimum condition is obtained by the transfer of
heavy loads.
6.3.2.2 Inclining tests for the substructure should be
performed both prior to major tows and prior to mating.
6.3.2.3 Pt. 1 Ch. 2 Sec.4.1.4.describes inclining tests.
6.4 MOORING
6.4.1 General
6.4.1.1 ?'he requirements in Pt. 1 Ch. 2 Sec.5.3 apply.
6.4.1.2 The position of the moored structure should be
checked with regard to pe-ent displacements,
particularly in the first period after installation and after
extreme weather conditions.
6.4.1.3 The penetration depth of direct-embedment
anchors should be verified after the installation.
January 1996 Rdes for Marine Operations
Page 28 of 28 Pt.2 Ch.1 Load Transfer Operations

6.4.2 Anchor lines 6.5 OPERATIONAL ASPECTS

6.4.2.1 The anchor lines used for long time mooring

6.5.1 General
during construction afloat should have a documented
minimum quality, see the guidance note below. 6.5.1.1 Operational requirements are generally
Guidance Note described in Pt. 1 Ch. 2 Sec. 3. See also 1.3.
Chain cables should comply with the requirements in DNV
Certification Note 2 6, Certification of Offshore Mooring Chain.
Steel wire ropes should comply with the requirements in DNV
Certificatiori Note 2 5, Certificatiori of Offshore Mooririg Steel Wire
Ropes

6.4.2.2 The strength of the connecting link for

combined chain and wire systems should not be inferior
to the strength of the anchor line.

6.4.3 Auxiliary anchoring equipment

6.4.3.1 Normally, the total breaking capacity of the

windlass should not be less than the required strength of
the anchor !he.

6.4.3.2 Cable lifters should have sufficient diameter

and be so designed that unfavourable chain stresses are
avoided. Cable lifters should normally be of cast steei
but ferritic nodular cast iron may also be considered.

6.4.3.3 Chain and wire stoppers should be of a design

which does not bring unfavourable stresses upon the
chain or wire.

6.4.3.4 Possible arrangement for emergency release of

anchor lines should be considered in each case.

6.4.3.5 Fairleads fitted between the stopper and the

anchor should be of the roller type and have swivel
provisions.

6.4.3.6 ?'he fairlead diameter should be sufficiently

large and the design should be such that unfavourable
stresses in the anchor line are avoided.

6.4.3.7 Shackles should be manufactured and tested

according to Veritas Rules for Classification of Mobile
Offshore Units, Part 3 , Ch.2, Sec.5.

6.4.3.8 Compensators based on steel springs,

hydraulic/pneumatic spring systems, fibre ropes over
sheaves, etc., may be used.

6.4.3.9 'I'he compensator should be of safe design and

certified materials. Possible standard components used
should be manufactured and tested according to
recognised codes.
 RULES FOR
PLANNING AND EXECUTION OF

NNE OPEMTIONS
PART 2 : OPERATION SPECIFIC REQUIREMENTS

PART 2 CHAPTER 2

TOWING
JANUARY 1996

SECTIONS

1. IN'IRODUCTION ...................................................................................................................
4
..
2. PLANNING AND PREPARATIONS ........................... ............................................................. 5
3. TOWING EQUIPMENT ...........................................................................................................8
4. 'TOWING OPERATIONS ........................................................................................................
-13

DET NORSKE VERITAS

Veritasveien 1, N-1322 Hmik, Norway Tel.: +47 67 57 99 00, Fax.: +47 67 57 99 11
This is the first issue of the Rules for Planning and
Execution of Marine Operations, decided by the Board
of Det Norske Veritas Classification A/S as of December
1995. These Rules supersedes the June 1985, Standard
for Insurance Warranty Surveys in Marine Operations.
These Rules come into force on 1st of January 1996.
Q Det Norske Veritas
Computer Typesetting by Det Norske Veritas
Printed in Norway by the Det Norske Veritas January 1996
'This chapter is valid until superseded by a revised
chapter. Supplements to this chapter will not be issued
except for minor amendments and an updated list of
corrections presented in the introduction booklet.
Users are advised to check the systematic index in the
introduction booklet to ensure that that the chapter is
current.
 Rules for Marine Operations January 1996
Pt.2 Ch.2 Towing Page 3 of 14

1. INTRODUCTION ..................................4 3.3 TOWING VESSELS ...............................10

3.3.1 General ........................................
10
1.1 GENERAL............................................ 4 3.3.2 Criteria for selection of towing vessels .. 10
1.1.1 Application .................................... 4 3.3.3 Towing lines .................................11
3.3.4 Towing winches .............................11
1.2 DEFINITlONS ....................................... 4 3.3.5 Equipment for personnel transfer .........11
1.2.1 Terminology ...................................4 3.3.6 Vessel documentation .......................11
1.2.2 Symbols ........................................4 3.3.7 Inspections and testing ......................11

2 . PLANNING AND PREPARATIONS ..........5 4. TOWING OPERATIONS .......................13

1

2.1 PLANNING ........................................ 5 4.1 TOWOUT ........................................... 13

2.1.1 General .........................................
5 4.1.1 Tow out criteria ..............................13
2.1.2 Weather routed towing ....................... 5 4.1.2 Weather forecast .............................13
2.1.3 Unrestricted towing ..........................5 4.1.3 Internal seafastening ........................13
2.1.4 Documentation ................................ 5 4.1.4 Towing manual ..............................13

2.2 DESIGN ............................................... 5 4.2 TOWING ............................................ 13

2.2.1 Environmental conditions ...................5 4.2.1 Routing........................................13
2.2.2 Motions ........................................5 4.2.2 Towing clearances ...........................13
2.2.3 Simplified motion criteria ...................5 4.2.3 Towing procedures ..........................14
2.2.4 Stability afloat .................................6
2.2.5 Loads and load effects .......................6
2.2.6 Load cases ..................................... 6

2.3 STRUC'IZTRAL DESIGN CALCULA'I'IONS .. 6

2.3.1 General ......................................... 6
2.3.2 Grillage and seafastening ....................6
2.3.3 Barge global strength ........................ 7
2.3.4 Barge local strength ..........................7

i
3 . TOWING EQUIPMENT .......................... 8
3.1 TOWING ARRANGEMENT...................... 8
3.1.1 General .........................................8
3.1.2 Main towing line .............................8
3.1.3 Towing bridle .................................8
3.1.4 Towline attachments .........................9

3.2 BARGES ..............................................9

3.2.1 General .........................................9
3.2.2 Emergency towing arrangement ............ 9
3.2.3 Anchoring and mooring equipment ........ 9
3 .2.4 Ballast and drainage systems................ 9
3.2.5 Access ..........................................9
3.2.6 Inspection and testing ........................9
3.2.7 Barge documentation ........................10
January 1996 Rules for Marine Operations
Page 4 of 14 Pt.2 Ch.2 Towing

1.2.2 Symbols
1.1.1 Application The list below define symbols used in this chapter;
1.1.1.1 Pt. 2 Ch.2, Towing, give specific requirements A : Exposed cross sectional area in m2.
and recommendations for single vessel and barge towing %: Accelerations in vessel longitudinal direction.
operations. a),: Accelerations in vessel transverse direction.
a.. : Accelerations in vessel vertical direction.
Guidance Note B: Breadth.
Requirementsand recornmeridations for transportation onboard
ship, towing of multi hull vessels, self floating and self propelled BP : Static tug bollard pull in tomes.
carrier transports are given in Pt.2 Ch.3 Requirements and Fm : Wave drift forces.
recommendations for transit and positioning of Mobile Offshore g: Acceleration of gravity.
Uriites are given in Pt.2 Ch.7.
H, : Significant wave height.
L: Length.
1.1.1.2 General requirements and guidelines in Pt. 1 of
these Rules applies for towing operations. ?'his chapter
L e: Length of towline.
MBL : Certified minimum breaking load.
is complementary to Pt. 1.
M B L , : Towline MBL
SWL : Certified safe working load.
1.1.1.3 Conditions for using these Rules are stated in
T: draft.
Pt. 0 Ch. 1 Sec. 1.2. V, : Current velocity.
V, : Mean wind velocity.
v : Towing speed.
1.2 DEFINITIONS ah : Interaction efficiency factor.
rl : Shape factor.
1.2.1 Terminology

1.2.1.1 Definitions of terms are included in Pt.0 Ch. 1.

Terms considered to be of special importance for this
chapter are repeated below.
Bollard pull - Continuous static towing force applied by
tug, i.e. continuos tow line force
Coastal towirzg :Towing in waters less than 12 nautical
miles of the coast line.
Object :The object handled during the marine operation,
typically a module, deck structure, jacket, sub-sea
structure, pipes, other equipment.
Grillage :Structural load distributing elements installed
to avoid excessive local loads.
Seafastening :Structural elements providing horizontal
and uplift support of object during towing operations.
Certified item :Item with a capacity or property certified
by a recognised body.
Inshore towing :Towing in sheltered waters.
Internal seafastening :Securing of loose items within the
handled object.
Ojjhore towing :Towing in waters more than 12
nautical miles of the coast line.
Rules for Marine Operations
Pt.2 Ch.2 Towing
2.1 PLANNING
2.1.1 General
2.1.1.1 'Ibwing operations shall be planned and
prepared according to philosophies and requirements in
Pt.1 Ch.2.
2.1.1.2 Towing operations may be categorised as;
weather routed, or
unrestricted.
Guidance Note
For transportation operation the termmation point may be assumed,
unless otherwise agreed, when mooring in receiving port IS
completed
2.1.2 Weather routed towing
2.1.2.1 Weather routed towing operations may be
designed for specified environmental criteria, see Pt. 1
Ch.2 Sec. 3.1
2.1.2.2 Weather routed tows shall seek shelter if
weather situations exceeding the operation criteria are
forecasted or experienced.
2.1.2.3 Ports and/or area of shelter shall be defined in
towing procedures. Entrance, geography and size of
shelter shall be considered.
Guidance Note
For weather restricted towing operations crossing open waters, with
an estimated operation reference period (TR)exceeding 72 hours,
and were a Marine Operation Declaration is requested, a DNV
representative will normally be required onboard the tug during
towing, s e e also Pt I Ch 2 S e c 2.4 1 and S e c 3. I 2
2.1.3 Unrestricted towing
2.1.3.1 Unrestricted towing operations are designed for
unrestricted environmental conditions, see Pt. 1 Ch.2
Sec. 3.1. Note also requirements for tow out given in
4.1.1.
January 1996
Page 5 of 14
2.1.4 Documentation
2.1.4.1 The planned towing operation shall be
described by procedures and drawings. Documentation
quality shall comply with requirements in Pt. 1 Ch.2
Sec.2.2.
A manual covering the relevant aspects of the towing
operation shall be prepared, see also 4.1.4and Pt. I
Ch.2 Sec. 3.5.
2.1.4.2 Certificates, test reports, and classification
documents for equipment and vessels involved shall, as
applicable, be presented before start of towing
operations.
2.2 DESIGN
2.2.1 Environmental conditions
2.2.1.1 Characteristic environmental conditions for
towing operations shall comply with Pt. 1 Ch.3 Sec.2.
2.2.2 Motions
2.2.2.1 Determination of motions shall comply with
Pt. 1 Ch.3 Sec. 3.
2.2.2.2 For single barge towing simplified criteria
according to 2. 2.3 may be used for preliminary design
evaluations.
2.2.2.3 These criteria should be confirmed by more
accurate methods.
2.2.3 Simplified motion criteria
2.2.3.1 The simplified criteria given below may be
used for preliminary design evaluations of objects,
seafastening and grillage.
The conditions for using the simplified criteria are;
- towing in open sea on a flat top barge with length
greater than 80m,
- barge natural period in roll equal to or less than 7
Sec.,
- object positioned close to midship and with no
part overhanging the barge sides, and
- object weight less than 500 tomes
January 1996
Page 6 of 14
'I'he simplified criteria (including the component for self
weight) may be taken as;
- ay (transverse acceleration due to roll and sway):
0.65 g at waterline, increasing 0.015 g each meter
above the bottom of the object,
- ax (longitudinal acceleration due to pitch and
surge): 0.45 g at waterline, increasing 0.01 g
each meter above the bottom of the object,
- az (vertical acceleration due to gravity and
heave), maximum 1.35 g, minimum 0.55 g (both
conditions to be checked) and
- wind pressure: 1 0 0 0 ~ / m ~ .
2.2.4 Stability afloat
2.2.4.1 General requirements to stability are given in
Pt. 1 Ch.2 Sec.4.
2.2.5 Loads and load effects
2.2.5.1 Characteristic loads and load effects should be
taken according to Pt. 1 Ch.3 Sec.3.
2.2.5.2 Additional loads due to barge deflections
should be considered. This is pwicularly important for
cargo supported by more than two vertical supports over
the length of the barge and for cargo secured
horizontally with a indetermined seafastening system,
see also Pt. I Ch.3 Sec.3.7.
2.2.6 Load eases
2.2.6.1 Load cases for the towing operations shall be
according to Pt. 1 Ch.4 Sec.2.6.
2.2.6.2 The towing operation should be represented by
a sequence of load cases determined by environmental
loads, wave headings, self weight, relevant accidental
loads, and combinations of these.
2.2.6.3 The most critical load cases for the each
specific member of the object shall be identified.
2.2.6.4 Critical load cases m y be analysed as quasi-
static load cases, adding loads due to dynamic motions
of the barge with cargo to the static loads caused by the
self weight of the object.
Rilles for Marine Operations
Pt-2 Ch.2 Towine:
2.3 STRUCTURAL DESIGN CAILCULATI[BNS
2.3.1 General
2.3.1.1 Structural strength verifications shall comply
with Pt. 1 Ch.4.
2.3.1.2 All load carrying elements without a certified
capacity shall be verified by calculations. Typical
elements requiring separate verification are;
- local barge capacity,
- grillage elements,
- seafastening elements and
- internal seafastening for items exceeding 5
tomes.
2.3.1.3 Global and local conditions with respect to
corrosion shall considered in the design calculations, see
also Pt. 1 Ch.4 Sec.2.1.4.
2.3.1.4 Element properties (e.g. strength, capacities,
dimensions, weight etc.) m y be verified by having
certified properties. The conditions for the certification
shall be stated, see also Pt. I Ch.2 Sec.2.2.
Elements that m y be subject for this verification
procedure are;
- barge global strength,
- towing brackets,
- towing equipment,
- mooring equipment, and
winches and foundations.
2.3.1.5 Modifications to, or use of certified equipment
outside specified limitations require an acceptance from
the certifying body. Typical examples are;
- exceedance of allowable global bending moments
in restricted waters, and
- ballasting below load line.
2.3.2 Grillage and seafastening
2.3.2.1 The transported object are normally supported
and secured to the barge by seafastening and grillage
elements.
2.3.2.2 The grillage elements shall be used to distribute
a concentrated deck load to a sufficient number of barge
load carrying elements.
2.3.2.3 Seafastening, including shimming plates, shall
be used to secure the transported object from translations
in all directions.
Rules for Marine Operations January 1996
Pt.2 Ch.2 Towing Page 7 of 14

2.3.2.4 Grillage and seafastening strength shall be
verified according to Pt. 1 Ch.4 for characteristic loads
according to Pt. 1 Ch.3.
Guidance Note
Further guidance for design of seafastening and grillage systems
-
are given in VMO 1.2 Guideline for Grillage and Seafastening
systems
2.3.2.5 Seafastening for all items exceeding 5 tonnes
shall normally be verified with calculations.
2.3.2.6 Seafastening design for offshore or inshore
installation operations should allow for easy release and
provide adequate support and horizontal restraints until
the object can be lifted clear of the barge, or launched as
applicable.
2.3.4.2 If allowable deck load is based on "load
charts", these shall clearly state limitations andlor
conditions with respect to number of loads, spacing
between loads and number of simultaneous acting loads.
It shall also be clarified if stated capacities include or
exclude dynamic loads and if any desigdload factors are
included or not. Applied load and material factors shall
be specified.
Guidance Note
Approved "load chart" shall be used with care, specially for heavy
object (> 500 tonnes). For highly loaded barges separate
analysis/calculations are recommended for verification of local deck
strength.

2.3.2.7 Elements providing horizontal andlor vertical

support after cuttinglremoval of seafastening shall be
verified for characteristic environmental conditions
applicable for the installation operation.

2.3.2.8 For seafastening and grillage for harbour moves

see Pt. 2 Ch. 1 Sec. 2.7.4.

2.3.3 Barge global strength

2.3.3.1 The global barge capacity shall be confirmed.
For barges or vessels classed with a recognised
classification society it is recommended to base the
global strength verification on stated allowable shear and
bending capacities.

2.3.3.2 For barges without class the global strength

shall be verified according to Pt. 1 Ch.4, and with loads
according to Pt. 1 Ch.3. The yerification shall
considered all relevant loads and load combinations, i.e.
hydrostatic loads, hydrodynamic loads, motion and
weights shall be evaluated

2.3.4 Barge local strength

2.3.4.1 The barge local strength shall be verified.
Local strength verifications shall considered actual barge
condition, i.e. effects of corrosion, local damages,
modifications and structural details shall be taken into
account.
January 1996 Rules for Rlarlne Operations
Page 8 of 14 Pt.2 Ch.2 Towing

3.1 TOWING ARRANGEMENT 3.1.2.3 The main towing line should for offshore
towing have a length not less than;
3.1.1 General I.+,& = 2000 BP/MBI.+,*

3.1.1.1 Towing equipment shall be arranged so that Eq. 3-2

proper control over towed object is ensured. where
: minimum tow line length (m)
3.1.1.2 'fie following items should be considered w.r.t BP : static bollard pull of the vessel in tomes.
to structural strength and operational practicalities, M B L h e : towliine MBL in tomes
- towing brackets on towed object,
fairleads on towed object,
arrangement of towing line, 3.1.3 Towing bridle
possible fibre rope towing pennant,
3.1.3.1 A bridle should be used for connection of the
wire rope towing pennant, tow line to the towed object. Chains should be used in
chain bridlelwire rope bridlelsingle leg chain, the way of chafing areas such as fairleads.
flounder plate,
shackles,
3.1.3.2 Each single ieg, components and connections
rings, (shackies, rings etc.) in the bridle shall have a MBL not
thimbles, and
less than the MBL of the main tow line. Reductions of
recovering arrangement.
equipment MBL due to bending in way of fairleads, end
connections etc. shall be considered. Fairleads shall
3.1.2 Main towing line have a shape preventing excessive bending stress in the
chain linkstwire.
3.1.2.1 ' f i e minimum breaking load, in tonnes, of the
towing line should be taken according to Eq. 3-1. Guidance Note
Shackles, rings etc. are normally acceptable if stated safe working
load (SWL) is minimum 113 of the main towline MBL.
4 BP BP < 25
- 0 . 8 +16&
~ ~ 25 < BP < 130 3.1.3.3 A towing bridle should normally be attached to
2.2 BP BP > 130 towing brackets.
Eq. 3-1
where 3.1.3.4 End connections of wire ropes should
BP : static bollard pull of the vessel in tonnes. preferably be spelter sockets. Pressed connections fitted
with thimbles may be used. Spliced connections should
Guidance Note be avoided.
The lower limit of 2.2 BP corresponds to a load factor of 1.3, a
material factor of 1 5 and a DAF of 1"1.
3.1.3.5 Pennants with lower minimum breaking loads
3.1.2.2 The required towline MBL may also be than the main towline may be attached if a reduction of
influenced by the dimensions of the towline attachments is desired.
- length of towing line to be used, However the minimum requirements in 3.1.2 shall
tow route, always be complied with.
- number of tugs and tow fleet arrangement,
- nature of the towed object, 3.1.3.6 A recovery wire rope should be fitted to the
- winch design, and flounder plate, or if single leg connections are used, to
- available back-uplcontingency. the end of the legs. The recovery wire rope should be
lead to a winch in an accessible position.
The recovery wire rope should have a minimum breaking
ioad not less than 3 times the weight of the bridle or leg.
 Rules for Marine Operations
Pt.2 Ch.2 Towing
i
3.1.3.7 Fibre rope pennants should normally not be
used where there is adequate depth and sea room to
allow for sufficient shock absorbing in the tow line
catinary.
If fibre rope pennants are used the pennants shall be in as
new condition. Minimum breaking load of any fibre
rope pennants shall not be less than;
- 2.3 times the tow line MBL for tugs with bollard
pull less than 50 tonnes,
- 1.5 times the tow line MBL for tugs with bollard
pull greater than 100 tonnes, and
- linearly interpolated between 1.5 and 2.3 times
the tow l i e MBL for tugs with bollard pull
between 50 and 100 tonnes
3.1.4 Towline attachments
I
3.1.4.1 Towline attachments shall be designed to resist
towline pull from any likely direction, with the use of
fairleads if necessary.
3.1.4.2 The ultimate capacity of any towline attachment
(bracket, bollard and their foundations) shall not be less
than 1.3 times the minimum breaking load of the
towlipe.
3.2 BARGES
3.2.1 General
3.2.1.1 General requirements to barges are given in
Pt. I Ch.2 Sec.5.2. Strength verification of barge
: structure and barge equipmeut. shall be according to 2.3.
3.2.1.2 Towing equipment shall comply with
requirements in 3. I.
3.2.2 Emergency towing arrangement
3.2.2.1 An emergency towing wire rope of with
minimum length equal to barge length shall be connected
to a bridle or single leg connection, and lashed to the
barge side for easy release. A recovery trailing line with
a pick-up buoy shall be fitted to the emergency towing
wire rope.
January 1996
Page 9 of 14
-
3.2.2.2 The trailing line shall be of floating material
and shall have a minimum breaking load not less than 30
tonnes. The distance from the aft extremity of the towed
object to the buoy shall not be less than 50 metres. In
addition to the trailing line, a messenger line of length
100 metres may be considered necessary between the
buoy and the trailing line.
3.2.3 Anchoring and mooring equipment
3.2.3.1 A barge should normally have at least one
anchor available for emergency anchoring. A windlass
or similar arrangement should be and capable of paying
out and holding the anchor. The anchor should be
secured with a easy release arrangement.
?'he anchor line length and MBL shall comply with the
Rules of the Classification Society.
Guidance Note
For barges classed by Det Norske Veritas reference is made to
Rules for Classification of Ships, Pt.3 Ch.3 Sec.3
3.2.3.2 Mooring ropes of adequate strength and length
shall be available on board.
Guidance Note
It is recommended to have at least 4 mooring ropes of 110m each
(or 2 of 220m each) available onboard.
3.2.4 Ballast and drainage systems
3.2.4.1 The drainage system and bilge pumps should
comply with the Rules of the Classification Society.
3.2.4.2 If the barge bilge pumps are out of order or if
bilge pumps are not fitted, bilge suction may be arranged
by portable pumps placed on board the barge.
3.2.5 Access
3.2.5.1 The barge shall be equipped with adequate
access means, allowing safe entering from both sides of
the barge during towing.
3.2.6 Inspection and testing
3.2.6.1 The barge, object, equipment, and
arrangements shall be available for inspection before
departure of the tow.
3.2.6.2 Functional testing of machinery that may be
used during the voyage should be performed. The
machinery should be tested in presents, or by the
personnel who will operate the systems.
January 1996 Rules for Marine Operations
Page 10 of 14 -.- Pt.2 Ch.2 Towing

3.2.7 Barge documentation 3.3.2.4 Towing force for open sea towing shall be
sufficient to maintain zero speed under the following
3.2.7.1 General description of barge systems shall be conditions.
presented. Ballast and towing equipment/systems shall - sustained wind velocity V, = 20 [ads],
be described in detail.
- head current velocity V, = I [ads], and
- significant wave height H, = 5 [m].
3.2.7.2 The following main particulars should as a
minimum be described; 3.3.2.5 Towing force for coastal towing and towing in
- object particulars, narrow or shallow waters representing a danger for
- name, signal letters, owners and port of registry grounding, shall be sufficient to maintain a speed over
of barge, ground, in safe direction, of minimum 2 knots under
- draught during towing, defined environmental design conditions.
- stability properties for intact and damaged Guidance Note
conditions, Above requirements are based on the necessity to control the tow
- specification of anchoring and mooring offshore, and to ensure adequate manoeuvrability lnshore and in
narrow waters
equipment, and
- the class of the barge (if any), length, breadth, Guidance Note
Simplified wave drift force components for single "box" shaped
depth, and year of build, etc. barges may be calculated according Eq 3-3, provided,

3.2.7.3 The following main drawings should normally

be presented;
- general arrangement,
- load charts if applied,
- midship section, longitudinal section and other
Eq. 3 3
plans for evaluation of structural strength, if such
where
evaluation is found necessary, Fm,, Wave drift forces [kNl
- drawings showing arrangement and scantlings of Hs Significant wave height [ml
towing brackets, bollards and fairleads, B Breadth 1m1
- the main and emergency towing arrangement, and L Length [ml
T Draft [ml
- recovering arrangement. v Towing speed (through water) [knots]

3.3.2.6 Required tug bollard pull shall be estimated

3.3 TOWING VESSELS based on calculated required towing force, tug
resistance, and tug efficiency in waves.
3.3.1 General Unless more accurate calculations of tug efficiency are
made, the continuous bollard pull stated in the bollard
3.3.1.1 General requirements to towing vessels are pull certificate shall be multiplied with an efficiency
given in Pt. 1 Ch.2 Sec.5.2. factors of;
- 0.85 inshore
3.3.1.2 Towing equipment shall comply with 3.1. - 0.75 offshore

3.3.2.7 For towing with short towlines the interaction

3.3.2 Criteria for selection of towing vessels
3.3.2.1 Towing vessels shall be selected to enable;
- effective utilisation of bollard pull,
- good manoeuvrability,
- simple disco~ectingoperations, and
- simple recovery.
3.3.2.2 The towing vessels shall be equipped with a
towing winch, see 3.3.4. Towing with hooks should
only be used for assistance and in sheltered waters.
3.3.2.3 Necessary towing force should be estimated
based on the planned towing route.
effects due to propeller race between tug and the towed
object shall be considered in estimates of required pull.
Unless more accurate analysis are performed an
efficiency factor may be taken as;
Eq. 3-4
where
a, : Interaction efficiency factor.
&, : Projected cross sectional area of towed object in
m2.
Lt,&:Towline length in metres.
q = 2.1 for typical barge shapes.
 Rules for Marine Operations
Pt.2 Ch.2 Towing
3.3.3 Towing lines
3.3.3.1 'I'he requirements of 3.1.2 apply. Minimum
required tow line MBL shall consider bending of tow
line over stem, or around other tow line guiding/steering
equipment.
3.3.3.2 Tugs should be equipped with suitable anti-
chafmg equipment.
3.3.3.3 Gog rope or alternative arrangement should be
provided to prevent athwartship pull from the towing
line.
1 3.3.3.4 For offshore towing one spare towline,
satisfying requirements in 3.1.2, shall be available
onboard, preferably on a second winch drum.
Additionally the following spare equipment should be
"ept available on board the towing vessel and/or the
towed object.
- 1 pennant
- machinery changes a renewed bollard pull test may be
2 fibre rope springs, if used
- required.
A suitable number of shackles, rings, and other
connecting equipment for at least one complete
towing line configuration
3.3.4 Towing winches
3.3.4.1 'I'he towing winch shall be approved according
classification requirements.
3.3.4.2 Winches for open sea towing should be remote
operated from the wheel house and so designed and
instrumented that it will be possible to determine the
loads in the wire rope from the drum. As examples, this
j -
may be arranged either directly by use of a load cell or
indirectly when the brake is actuated by hydraulic
f
pressure.
3.3.5 Equipment for personnel transfer
3.3.5.1 At least one suitable workboat with propulsion
should be carried onboard for transferring personnel and
equipment from the towing vessel to the towed barge.
If the workboat is of the inflatable type, a flooring of
adequate strength should be fitted to allow the carriage
of heavy objects.
January 1996
Page 11 of 14
3.3.6 Vessel documentation
3.3.6.1 The following main particulars should normally
be described;
- name, signal letters, owners and port of registry,
- main engine(s): manufacturer and number,
maximum continuous output and corresponding
r.p.m.,
- static continuous bollard pull,
- propeller(s): number, type, whether nozzle is
fitted or not,
- side thrusters (if fitted): position and thrust,
- fuel capacity,
- fuel consumption, tomes .per day, and
- stability particulars for departure and arrival
loading conditions.
3.3.6.2 Towing vessels shall have a bollard pull
certificates not older than 10 years. The bollard pull test
procedure shall be stated.
If the vessel has undergone significant structural or
3.3.6.3 For the towing winch and towing lines the
following should be available:
- Certificate and particulars for the towing winch
stating manufacturer, type, maximum holding and
stalling power.
- Certificates for main and spare towing wire ropes,
stating manufacturer, diameter of rope, length,
construction, nominal tensile strength of wires,
breaking strength.
- A log for the towing lines, giving the following
information on each rope;
date taken in use,
- records of inspection,
- date of renewal of end sockets or other end
connections and
- report on damage to the rope.
- Certificates for shackles, rings and connecting
equipment.
3.3.7 Inspections and testing
3.3.7.1 Before departure an inspection of the towing
vessel and towed object including all parts of the towing
arrangement shall be carried out to confirm compliance
with above stated requirements.
Functional testing of towing winch systems shall as a
minimum be carried out.
3.3.7.2 An inspection of the towing wire ropes shall be
performed. At least the first 50 metres of the towing
wire should be streamed for inspection.
January 1996 Rules for Marine Operations
Page 12 of 14 Pt.2 Ch.2 Tovving

3.3.7.3 The towing line shall not be used if;

- the reduction of towline strength due to wear,
corrosion and broken wires exceeds 10 % and
- there are severe kinking, crushing, or other
damages resulting in distortion of the rope
structure.
End sockets or other end connections should normally
not be older than 2 years, depending on the extent of use
(wear and tear).
Guidance Note
The tow line should be subject for special evaluations if number of
broken wires over a length of 7 times the tow line diameter exceeds
6% of total number of wires in the rope, if significant wear of outer
layer of wires are found or if the tow line is found significantly
corroded.
Guidance Note
Special attention should paid to the connection of end sockets
 Rules for Marine Operations
Pt.2 Ch.2 Towing
4.1 TOW OUT
4.1.1 Tow out criteria
4.1.1.1 A tow out criteria shall be established for all
towing operations.
A tow out criteria of Beaufort force 5 or better for the
coming 24 hours is normally acceptable.
Based upon evaluations of tow out route, type of tow
and tow arrangement other tow out criteria may be
accepted.
Guidance Note
The lntentlon wlth the tow out crlterla IS to allow tlrne for
farnlllar~satlonwith the tow, and to ensure adequate dlstance to
shore In case of adverse weather cond~tions
4.1.1.2 The tow out should take place with good
visibility. Due care should be given to effects of
snow, rain, fog, etc. This is particularly relevant if
tow master is unfamiliar with the area. Assistance
from local pilots should be evaluated.
4.1.2 Weather forecast
4.1.2.1 Arrangements for receiving weather forecasts
at regular intervals prior to and during towing shall be
made.
4.1.2.2 Weather forecast requirements shall comply
with Pt. I Ch.2 Sec.3.2.
3
4.1.3 Internal seafastening
4.1.3.1 All loose items shall be properly secured
andlor stowed. Items that may be damaged by water
shall be adequately protected.
4.1.3.2 Securing of internal items weighing more than
5 tomes shall be verified by calculations according to
2.3.
4.1.3.3 Internal seafastening by means of steel wire
ropes, clamping devices, etc., may be accepted for
securing smaller items such as piping, valves, etc.
January 1996
Page 13 of 14
4.1.4 Towing manual
4.1.4.1 A towing manual shall be prepared and
distributed to key personnel. The tow master shall
familiarise himself with the towing procedure and
briefed about essential information in the towing
manual (limitations, restrictions etc.), see also Pt. I
Ch.2 Sec.3.5.
4.1.4.2 The towing procedure shall normally contain
detailed information regarding;
tow out criteria,
- criteria for seeking shelter,
- towing route,
- portslareas of shelter,
- estimated towing time (ETD, ETA),
- environmental limitations w. r. t. structural
capacity of object, seafastening, grillage etc.,
- contingency actions,
- description of the ballast condition,
- reporting routines for progress of the tow,
ETA, status, etc.,
- contact persons and telephone numbers,
- expected environmental conditions for the
intended towing route for the relevant season,
and
- Procedures for departure and arrival as well as
calls at intermediate ports.
4.2 TOWING
4.2.1 Routing
4.2.1.1 ?'he routing shall be chosen so that adequate
bottom clearance and sea room are available during the
towing. Considerations should be given to
navigational accuracy, environmental conditions and
loads, motion characteristics of the unit, possible heel
and trim effects, towing force, etc.
4.2.2 Towing clearances
4.2.2.1 ?'he tow should normally be routed so that a
minimum underkeel clearance of 5 metres for barge
and tug is obtained. Clearances less than 5 metres
shall be evaluated in each case.
4.2.2.2 'fie combination of bollard pull and towline
length should be so that a clearance of at least 5 metres
between towline bight and seabed is maintained.

4.2.2.3 The width of the towing route should

normally be at least three times the width of the tow.
Narrow channels should be passed in with good
visibility.

4.2.3 Towing procedures

4.2.3.1 The tow shall not commence under more

adverse environmental conditions than specified by the
operational or characteristic design criteria.

4.2.3.2 During normal operation, the length of the

towing line should be adjusted at regular intervals to
avoid chafing at the stem rail.

4.2.3.3 The crew of the towing vessel(s) and the

boarding crew or permanent crew for the towed object
shall be familiar with the equipment and installations
which may be used during the voyage. A
demonstration of the operation of bilge and ballast
systems, anchoring arrangement, etc. on the towed
object may be required before departure.

4.2.3.4 Slack tanks should be avoided. If used, it

should be verified that the specified slack tanks will
not jeopardise the stability or strength of the barge.

4.2.3.5 In order to avoid slamming and improve

seakeeping it is recommended that the towed barge is
trimmed minimum 0.005 times barge length by stem,
and ballasted to a draft at bow of minimum 0.15 times
barge depth.

4.2.3.6 For large tows or towing close to shipping

lanes the use of a guard ship to prevent other vessels
and objects from jeopardising the tow should be
considered.

4.2.3.7 For towing in areas with high traffic density

an escort tug should be available to assist in case of a
break down of the main tug.
The presence of a riding crew on the barge may also be
relevant in such waters to pick up an towline, or
release the anchor, in case of towline failure.
 RULES FOR
PLANNING AND EXECUTION OF

NE OPERATIONS
PART 2 : OPERATION SPECIFIC REQUIREMENTS

PART 2 CHAPTER 3

SPECIAL SEA SPOlRTS

JANUARY 1996

SECTIONS

1. INTRODUCTION ...................................................................................................................
4
2. SmP TRANSPORTATION ....................................................................................................... 5
3. IvlULTI BARGE TOWING.. ......................................................................................................
7
4. SELF FLOATING TOWING ................................................................................................... -10
5. HEAVY LIFT CARRIERS .......................................................................................................12

DET NORSKE VERITAS

Veritasveien 1, N-1322 Hjsvik, Norway Tel.: +47 67 57 99 00, Fax.: +47 67 57 99 11
C GES IN THE RULES
This is the first issue of the Rules for Planning and
Execution of Marine Operations, decided by the Board
of Det Norske Veritas Classification A/S as of December
1995. These Rules supersedes the June 1985, Standard
for Insurance Warranty Surveys in Marine Operations.
These Rules come into force on 1st of January 1996.
This chapter is valid until superseded by a revised
chapter. Supplements to this chapter will not be issued
except for minor amendments and an updated list of
corrections presented in the introduction booklet.
Users are advised to check the systematic index in the
introduction booklet to ensure that that the chapter is
current.

O Det Norske Veritas

Computer Typesetting by Det Norske Veritas
Printed in Norway by the Det Norske Veritas January 1996
Rules for Marine Operations
Pt.2 Ch.3 Special Sea Transports
1. INTRODUCTION .............................. ....4
1.1 GENERAL ............................................ 4
1.1.1 Application .................................... 4
1.2 DEFINITIONS ....................................... 4
1.2.1 Terminology ................................... 4
2. SHIP TRANSPORTATION ......................5
PLANNING AND PREPARATIONS............ 5
2.1.1 Application .................................... 5
2.1.2 Planning ........................................ 5
2.1.3 Documentation ................................ 5
2.1.4 Design loads ................................... 5
2.1.5 Structural design .............................. 5
2.1.6 .................................................. 5
2.1.6 Seafastening ................................... 5
2.1.7 Equipment ..................................... 5
2.2 OPERATION......................................... 5
2.2.1 Operational aspects ...........................5
2.2.2 Transport procedure .......................... 6
2.2.3 Inspection ...................................... 6
3. =TI BARGE TOWING.......................7
3.1 PLANNING AND PREPARATIONS............ 7
3.1.1 Application .................................... 7
3.1.2 Planning ........................................7
3.1.3 Stability afloat.................................7
3.1.4 Design loads ................................... 7
3.1.5 Skew loads ..................................... 7
3.1.6 Structural design verification ............... 7
3.1.7 Barge supports ................................ 7
3.1.8 Seafastening ................................... 8
3.2 TOWNG EQUIPMENT ........................... 8
3.2.1 Barges .......................................... 8
3.2.2 Barge ballasting systems ..................... 8
3.2.3 Towing arrangement and equipment....... 8
3.2.4 Towing vessels ................................8
3.2.5 Navigational equipment ..................... 8
3.3 TOWING OPERATIONS ..........................9
3.3.1 Operational aspects ........................... 9
3.3.2 Clearances ..................................... 9
3.3.3 Survey of towing route ...................... 9
3.3.4 Monitoring ..................................... 9
January 1996
Page 3 of 13
4 . SELF FlLOATING TOWING ...................10
4.1 PLANNING AND PREPARATION ............10
4.1.1 Application ................................... 10
4.1.2 Planning.......................................10
4.1.3 Stability afloat ...............................10
4.1.4 Design loads ..................................10
4.1.5 Buoyancy .....................................10
4.1.6 Hydrostatic loads ............................10
4.1.7 Other loads ................................... 10
4.1.8 Structural design calculations..............10
4.2 TOWING EQUIPMENT ..........................10
4.2.2 Systems and equipment ..................... 11
4.2.3 Navigation equipment ...................... 11
4.2.4 Navigational lights and shapes ............ 11
4.3 TOWING OPERATIONS .........................11
4.3.1 General ........................................
11
4.3.2 Rubber diaphragms..........................11
5. HEAVY LIFT CARRIERS ......................12
5.1 PLANNING AND PREPARATIONS ..........12
5.1.1 Application ...................................12
5.1.2 Planning....................................... 12
5.1.3 Stability afloat ...............................12
5.1.4 Design loads .................................. 12
5.1.5 Motions during transit ......................12
5.1.6 Structural design calculation ...............12
5.1.7 Cribbing and guides .........................12
5.1.8 Self propelled carrier ........................12
5.1.9 Documentation ...............................13
5.2 OPERATIONAL ASPECTS ......................13
5.2.1 Transport procedure.........................13
5.2.2 On and off loading ..........................13
5.2.3 Inspections and testing ......................13
January 1996 Rules for Marine Operations
Paee 4 of 13 Pt.2 Ch.3 S~ecialSea Transoorts

1.1 GENERAL Unit :The assembled configuration of transport barges

and object to be transported.
1.1.1 Application
1.1.1.1 Pt.2 Ch.3 Special Sea Transports, give specific
requirements and recommendations for transportations
onboard conventional ship, for multi hull towing, self
floating and self propelled carrier transports.
Guidance Note
Requirements and recommendations for single vessel and barge
towing operation are given in Pt 2 Ch.2. Requirements and
recommendations for transit and positioning of Mobile Offshore
Units are given in Pt.2 Ch.7

1.1.1.2 General requirements and guidelines for ship

transportation, multi hull towing, self floating and self
propelled carrier transports are given in Pt. 1 of these
Rules. 'IXs chapter is complementary to Pt.1.

1.1.1.3 Conditions for using these Rules are stated in

Pt. 0 Ch. 1 Sec. 1.2.

1.2.1 Terminology
1.2.1.1 Definitions of terms are included in the Pt.0
Ch. 1. Terms considered to be of special importance for
this chapter are repeated below.
Heavy lift carrier :A submersible barge or vessei
carrying heavy object on deck. The objects are
loadedloff-loaded the carrier by float odfloat off
operations.
Heavy ZiJi- carrier transports :Transfer at sea from one
location to another of an object by a heavy lift camer.
Object -The object handled during the marhe operation,
typically a module, deck structure, jacket, sub sea
structure, pipes, other equipment.
Multi barge towing :Transfer at sea from one location to
another of an object resting on two or more barges by
use of tugs.
Selffloating towing :Transfer at sea from one location
to another of an object supported by its own buoyancy
and pushed/ pulled by tugs.
Ship transportation :Transfer of an object at sea from
one location to another of an object onboard a
conventional vessel or supply vessel.
Rules for Marine Operations
Pt.2 Ch.3 Special Sea Transports
2.1 PLANNING AWD PREPARATIONS
2.1.1 Application
2.1.1.1 This section applies for transportation of heavy
objects on deck, or in cargo holds of conventional
vesseis, supply vessels etc.
2.1.2 Planning
2.1.2.1 Planning of special ship transportation's shall
as applicable comply with Pt. 1 Ch.2. Sec. 2.
2.1.2.2 Stability requirements shall be according to
Pt. 1 Ch.2 Sec.4.
2.1.3 Documentation
2.1.3.1 The planned sea transportation shall be
described by procedures and drawings. Structural
strength shall be documented by design calculations,
certificates, approval statements etc.
A procedure covering the relevant aspects of the sea
transportation operation should be prepared, see 2.2.2.
2.1.3.2 Before the start of operations weight reports,
certificates, test reports and classification documents for
equipment involved shall be presented, as applicable.
2.1.4 Design loads
2.1.4.1 Characteristic environmental conditions and
loads shall comply with Pt. 1 Ch.3.
2.1.4.2 Simplified accelerations may be calculated
according to DNV Rules for classification, Steel Ship,
accelerations for heavy objects.
2.1.4.3 Characteristic loads shall be combined, factored
and analysed according to Pt. 1 Ch.4.
2.1.5 Structural design
2.1.5.1 Structural design calculations shall comply with
Pt. 1 Ch.4.
2.1.5.2 Load distributing grillage elements may be
required to avoid local overloading of deck structures.
January 1996
Page 5 of 13
2.1.6 Seafastening
2.1.6.1 Seafastening should primarily be arranged with
welded stoppers or chain. Seafastening with wire ropes
is normally not acceptable for items weighing more than
1 tome.
2.1.6.2 If seafastening is arranged with chain tensioner,
special considerations shall be made to possible skew
loads due to uneven pretensioning, undetermined
seafastening arrangements.
'I'he design loads for chains should be multiplied with a
skew load factor not less than 1.5 if skew load effects are
not calculated.
2.1.6.3 Characteristic strength for chain used in
seafastening may be based on certified MBL, and
material factors according to Pt. 1 Ch.4 Sec.4.
Reductions in MBL due to bending shall be considered.
2.1.7 Equipment
2.1.7.1 General requirements are given in Pt. 1 Ch.2.
Sec.5.
2.2 OPERATION
2.2.1 Operational aspects
2.2.1.1 General operational requirements are given in
Pt. I Ch.2 Sec.3.
2.2.2 Transport procedure
2.2.2.1 A transport procedure shall be prepared and
distributed to key personnel. The master shall be briefed
regarding essential information in the transport manual
(design limitations, restrictions etc.), see. also Pt. 1 Ch.2
Sec.3.5.
January 1996 Rules for Marine Operations
Page 6 of 13 - Ft.2 Ch.3 Special Sea Transports

2.2.2.2 'I'he transport procedure should contain detailed

information regarding;
route,
- portslareas of shelter,
- estimated transport time, E'ID and ETA,
- environmental limitations w.r. t. structural
capacity of object, seafastening, grillage etc.,
- contingency actions,
- reporting routines for progress, ETA, status, etc.,
- contact persons, including key personnel at
receiving site, and telephone numbers, and

2.2.3 Inspection

2.2.3.1 Seafastening arrangements shall be regularly

inspected during the voyage. Special attention shall be
given to seafastening arrangements with chain tensioner
or wireltumbuckles.
Procedure for corrective actions and reporting shall be
developed.
Rules for Marine Operations January 1996
Pt.2 Ch.3 Special Sea Transports Page 7 of 13

3. M W r I B U G E TOWING

3.1 PLANNING AND PREPARATIONS 3;l.S Skew loads

3.1.5.1 Skew loads are loads due to fabrication and

3.1.1 Application
operation tolerances, offset, inaccuracy, etc., and shall
3.1.1.1 This section applies to transport of heavy be considered for the transported object, barge supports,
objects on multiple barges or hulls. etc.

3.1.5.2 The following skew load effects should be

3.1.2 Planning considered;
- fabrication tolerances for the transported object
3.1.2.1 Planning of multi barge towing shall comply
with Pt. I Ch.2 Sec.2. and for the barge supports,
- fabrication tolerances for the barges,
- vertical offset of the transported object for each
3.1.3 Stability afloat support condition,
- barge heel and trim,
3.1.3.1 General requirements to stability are given in - movement of barge centre of buoyancy, gravity
Pt. 1 Ch.2 Sec.4. and flotation relative to draught and ballast
configuration,
- inaccurate positioning of barges relative to the
3.1.4 Design loads
transported object's supports,
..
- deformation of the transported object and the
3.1.4.1 Characteristic loads for multi barge towing
shall'comply with Pt. 1 Ch.3. barges including the possible introduction of
horizontal loads and
3.1.4.2 A separate analysis may be necessary in order - other relevant effects.
to assess support loads acting on the individual barge
supports. 3.1.6 Structural design verification

3.1.4.3 Characteristic loads shall be combined, factored
and analysed according to Pt. 1 Ch.4.
Guidance Note
An advanced analysis taking proper'account of the barges individual
responses is normally .
. required
3.1.4.4 At least one of the accidental load cases shall
considered collapse of one arbitrary grillage support
element.
Guidance Note
By "grillage support element" are meant stiffener, plate field, girders
etc. that may be damaged during the operation. Elements exposed
may be identified from relevant accidental scenarios. Collapse of an
element may be considered by neglecting the element in the
structural design analysis.
3.1.4.5 Force distributions and deflections in the
transported object and in the barges shall be determined
and considered in the design calculations, see also Pt. 1
Ch.3 Sec. 3.7
3.1.6.1 Structural design verification of multi barge
towing operations shall comply with Pt. 1 Ch.4.
3.1.6.2 The barge ballasting condition should be
optimised to ensure favourable load distribution in the
barges and the transported object.
3.1.6.3 Strength verification of local support points in
grillage and transported object shall be performed.
3.1.7 Barge supports
3.1.7.1 Flexible support system (crushing tubes, I d
plates, wedge arrangement, etc.) shall have sufficient
capacity to account for the deflections of the deck and
the barges during transportation conditions.
The flexible support system shall be designed according
to a fail to safe philosophy, i.e. the supports shall resist
an overloading without total collapse.

3.1.7.2 To avoid progressive deflections due to

dynamic loading of the supports, a "fall backn securing
arrangement should be considered, see also 3.1.8.2.
January 1996
Page 8 of 13
3.1.8 Seafastening
3.1.8.1 The transported object shall be secured by
seafastening structures with sufficient strength to
withstand design loads in both horizontal and vertical
direction during the towing operation.
3.1.8.2 ?'he seafastening structures shall possess
sufficient flexibility to accommodate the relative
deflections and avoid overstressing the transport object
or the barges.
3.1.8.3 If seafastening is provided by means of wedges,
in fill pieces or similar, these shall be secured by tack
welding. Securing of these items shall take place as soon
as possible after completion of the load transfer
operation.
3.2 TOWING EQUIPMENT
3.2.1 Barges
3.2.1.1 Barges for multi barge towing shall comply
with requirements in Pt. 2 Ch.2 Sec. 3.2.
3.2.2 Barge ballasting systems
3.2.2.1 ?+he ballasting system on each barge should be
capable of redistributing loads due to flooding of any
one compartment in the barge.
3.2.2.2 Spare parts (blind flanges, leak mats, welding
equipment, etc.) should be available onboard the barges
in case of leakage. Regular inspections of air pressure
and water level in the barge tanks should preferably be
carried out during the transportation.
3.2.3 Towing arrangement and equipment
3.2.3.1 The towing arrangements and attachments shall
comply with requirements in Pt. 2 Ch.2 Sec.3.1
3.2.3.2 Facilities such as barge deck winches, hydraulic
jacks, thrust struts, etc., shall be considered in order to
assist with accurate positioning of the barges e.g. under
construction pillars, during mating, etc.
Guidance Note
Simultaneous operation of winches and tugs should be carefully
evaluated. Tugs and winches should preferably be used separately .
3.2.4 Towing vessels
3.2.4.1 General requirements for towing vessels are
given in Pt.2 Ch.2 Sec.3.3.
Rules for Marine Operations
R.2 CR.3 Special Sea Transports
3.2.4.2 ?'he towing fleet should have the capacity and
be arranged so that;
- !he unit can manoeuvre within specified
tolerances during all stages of the tow (this is
normally best achieved by utilising a number of
high manoeuvrability type tugs),
- keep the barges loaded with the transported object
at zero speed during the design environrnentai
condition and
- maintain control over the unit in all phases of the
operation with Ioss of thrust from one tug.
3.2.4.3 Sufficient tug capacity shall be present for
towinglpositioning. The towing resistance should be
determined by considering the following effects;
- current velocity,
- towing speed,
- wave resistance (if applicable),
- wind velocity and
- interaction of between propeller race and the
multi barge unit, see also Pt. 2 Ch.2 Sec. 3.3.2.
3.2A.4 Required tug capacity shall be based on
characteristic environmental conditions, see Pt. 1 Ch.3
See.2. Wind velocities less than 20 mlsec shall not be
used.
3.2.4.5 Required tug capacity in "hold" area or
conditions shall be based on characteristic environmental
conditions for a period not less than 30 days, see Pt. 1
Ch.3 See. 2. Required tug capacity in a hold area shall
also consider failure of one tug as a PLS case.
3.2.5 Navigational equipment
3.2.5.1 The navigation of the towed object shall be
monitored by means of two independent system.
3.2.5.2 The primary system should have all critical
functions duplicated and tested before commencement of
the towage.
3.2.5.3 The secondary system should be separate from
the primary system, both in principle and location. For
inshore towing operations, the use of theodolite
triangulation would be an example of a typical
acceptable secondary system.
3.2.5.4 At critical phases of the towage, such as
departing from a mooring location, towing in narrow
waters and arrival, both systems should be used as a
cross reference to another.
 Rules for Marine Operations January 1996
Pt.2 Ch.3 Special Sea Transports Page 9 of 13

3.2.5.5 For towing in narrow channels and for accurate 3.3.4 Monitoring
positioning, the compatibility of the navigation
equipment onboard the survey ship and onboard the lead 3.3.4.1 The following should be considered to be
tug should be verified by tests carried out prior to monitored manually or by monitoring systems during the
commencing a towage. The latest edition of available towing operation;
sea charts should be used. - water level, air pressure, etc., for buoyancy tanks
- position and orientation relative to the towing
3.2.5.6 If the navigation equipment is installed on channel
board the towed object and the towing operation is - draught, heel, and trim
conducted from here, compatibility and tests as per - underkeel clearance and
3.2.5.5 apply. environmental conditions.

3.2.5.7 If the towed object floats in a very low

position, the fitting of an Emergency Position Indicating
Radio Beacon (EPIRB) should be considered.

3.3 TOWING OPERATIONS

3.3.1 Operational aspects

3.3.1.1 General operational requirements are given in

Pt. 1 Ch.2 Sec. 3 .

3.3.2 Clearances

3.3.2.1 The towing route should normally have

sufficient water depth to provide a minimum net
underkeel clearance of 5 metres, to the deepest part of
the towed object. Clearances less than 5 metres shall be
evaluated in each case. This requirement applies for the
whole width specified in 3.3.2.2.
The net clearance shall include deductions for;
motions,
swell,
- tolerance on bathymetry and
tide variations.

3.3.2.2 The width of the towing route should normally

not be less than the breadth or length of the towed object
plus 100 metres, i.e. 50 metres at each side of the object.

3.3.2.3 Clearance to shore in holding areas should not

be less than 2 nautical miles.

3.3.3 Survey of towing route

3.3.3.1 For large tows or towing in restricted waters a

special bottom survey of the intended towing route and
receiving site should be carried out. The survey should
cover an adequately wide route to ensure that no
unknown hazards exist which might hamper the tow.
Normally a survey using side scanning sonar will be
( adequate.
January 1996
Page 10 of 13
4. SELF m0ATING TOWING
4.1 PLANNING AND PWPARATION
4.1.1 Application
4.1.1.1 This section applies to towing of objects such
as gravity base structures, jacket substructures, offshore
towers, etc. supported by their own buoyancy and
pushedlpulled by tugs.
Guidance Note
Reference is also made to VMO Guideline 1"1, November 1989,
Mooring and Towage of Gravity Base Structures.
4.1.2 Planning
4.1.2.1 General requirements to preparation and
planning are given in Pt. 1 Ch. 2 Sec.2.
4.1.3 Stability afloat
4.1.3.1 General requirements to stability are given in
Pt. 1 Ch. 2 Sec.4.
4.1.4 Design loads
4.1.4.1 Characteristic loads shall be established in
accordance with Pt. 1 Ch. 3.
4.1.4.2 Characteristic loads shall be combined, factored
and analysed according to Pt. 1 Ch. 4.
4.1.5 Buoyancy
4.1.5.1 The buoyancy of the self-floating object shall
be estimated on the basis of an accurate geometric
model. The buoyancy shall be estimated for all relevant
draughts. The position of the centre of buoyancy shall
be estimated accordingly.
The final buoyancy estimate should take place when the
final geometry of the object is established.
4.1.6 Hydrostatic loads
4.1.6.1 Hydrostatic loads due to external water pressure
on submerged structures or internal water pressure in
water filled compartments should be considered.
Rules for Marine Operations
Pt.2 Ch.3 Special Sea Transports
4.1.6.2 The characteristic hydrostatic loads should be
based on the most severe draught or hydrostatic head for
the individual structure or compartment.
4.1.6.3 Buoyant compartments exposed to external
water pressure should normally be designed to withstand
hydrostatic loads for ali relevant draughts without
pressure compensation by means of air pressurisation.
4.1.7 Other loads
4.1.7.1 All other significant loads occurring during the
operations should be considered. In particular, the
following effects should be considered during towing;
- wave slamming loads
- vortex shedding due to aero- and hydrodynamic
drag forces,
- interaction between the towed object and the
propeller race, and
- increased draught due to interaction between the
seabed and the towed object, and
- channel effects in narrow passages.
Special considerations should be given to local load
effects of slamming, sloshing and increased weight on
deck for structures with low free board.
4.1.7.2 Auxiliary and permanent buoyancy tanks,
similar buoyant structures and attachments to the towed
object should be designed to withstand the buoyancy
forces presented in 4.1.6, as well as environmental
loads, slamming loads, etc.
4.1.8 Structural design calculations
4.1.8.1 Structural design calculations shall comply with
Pt.1 Ch.4.
4.2 TOWING EQUIPMENT
4.2.1.1 Towing vessels shall comply with requirements
in 3.2.4.
4.2.1.2 Towing arrangements and attachments shall
comply with requirements in Pt. 2 Ch. 2 Sec.3.1.
Rules for Marine Operations January 1996
Pt.2 Ch.3 Special Sea Transports Page 11 of 13

4.2.2 Systems and equipment

4.2.2.1 Systems and equipment shall be designed,

fabricated, installed, and tested according to Pt. 1 Ch.2
Sec.5 .

4.2.2.2 Submerged towing brackets shall be designed to

avoid openings to sea in case of overloading the towing
bracket.

4.2.3 Navigation equipment

4.2.3.1 'I'he requirements in 3.2.5 apply.

4.2.4 Navigational lights and shapes

4.2.4.1 'I'he requirements in Pt. I Ch.2 Sec. 5.2 apply.

4.3 TOVVING OPERATIONS

4.3.1 General

4.3.1.1 The requirements in 3.3 apply

4.3.2 Rubber diaphragms

4.3.2.1 Rubber diaphragms shall have sufficient

strength to withstand internal and external water head or
air pressure including loads due to temperature changes
after assembly. 'I'he rubber diaphragms shall also be
capable of withstanding relevant hydrodynamic drag and
inertia forces during towing.

4.3.2.2 Rubber diaphragms should be protected against

wear, heat, and frost after assembly.
January 1996
Page 12 of 13
5.1 PLANNING ANL) PREPARATIONS
5.1. P Application
5.1.1.1 'I'his section applies to objects being
transported on heavy lift carriers.
5.1.2 Planning
5.1.2.1 Planning and preparations shall comply with
Pt. 1 Ch.2 Sec. 2.
5.1.3 Stability afloat
5.1.3.1 General requirements to stability are given in
Pt. l Ch.2 Sec. 4.
5.1.4 Design loads
5.1.4.1 Characteristic loads for heavy lift transports
shall comply with Pt.l Ch.3.
5.1.4.2 Transportation with self propelled heavy lift
carriers having a redundant propulsion system
experience not more than 50 % reduced thrust in case
of any single failure, may be designed for a limited
wave heading range. The range should not be taken
less than 330 degrees from head seas.
5.1.4.3 Characteristic loads shall be combined,
factored and analysed according to Pt. 1Ch.4.
5.1.4.4 Cargo hanging over the sides of the carrier
should be particularly considered for;
- wave slamming loads,
- uplifting,
- drag loads,
- influence on motions, and
- influence on stability.
5.1.4.5 If other vessels such as barges are to be
transported by the carrier, relevant contingencies on
weight should be included to account for effects such
as residual ballast water etc.
5.1.4.6 Effects of friction shall be considered in
accordance with Pt. 1 Ch.3 Sec. 3.2.
Rules for Marine Operations
Pt.2 Ch.3 Special Sea Transports
5.1.5 Motions during transit
5.1.5.1 The motions should be determined in
accordance with Pt. 1 Ch.3.
5.1.5.2 For heavy lift camer with an optimised
motion characteristic/low GM value, special
considerations should be given to the effects of wind
heeling,
5.1.5.3 Heave induced roll motion may occur if there
are large changes in waterplane area with the draught.
For such a situation a special analysis and/or model
tests should be performed to quantify this effect.
5.1.6 Structural design calculation
5.1.6.1 Structural design calcuiations shall comply
with Pt. 1 Ch.4.
5.1.6.2 Local strength verification of transported
object and carrier at support points shall always be
performed.
5.1.7 Cribbing and guides
5.1.7.1 The size of the cribbing should be adequate to
account for possible inaccuracies in positioning of
cargo, placement of guides, etc.
5.1,7.2 'Re placing of cribbing shall be such that no
overloading of cargo or vessel will occur.
5.1.7.3 The guide posts shall be designed to absorb a
relevant amount of energy, see Pt. I Ch. 2 Sec.5.4.
5.1.7.4 The guide posts should normally extend 2
metres above the water plane at deepest draught. The
guide post shall be clearly visible during the float
odfloat off operations.
5.1.8 Self propelled carrier
5.1.8.1 General requirements are given in Pt.1 Ch.2
Sec. 5.2.
5.1.8.2 All particulars regarding strength, stability
afloat, and all systems and equipment should be within
the requirements of the vessel's Classification Society.
Rules for Marine Operations January 1996
Pt.2 Ch.3 Special Sea Transports Page 13 of 13

5.1.9 Documentation

5.1.9.1 The documents as listed in Pt. 1 Ch.2 Sec.2.2

as relevant for self propelled vessels shall be provided.

5.2 OPERATIONAL ASPECTS

5.2.1 Transport procedure

5.2.1.1 A transport procedure shall be prepared and

distributed to key personnel. The master shall be
briefed about essential information in the transport
manual (limitations, restrictions etc.), see also Pt. 3
Ch.2 Sec.3.4.

5.2.1.2 The transport procedure should contain

detailed information regarding;
load on/load off procedure,
route,
portslareas of shelter,
estimated transport time, E m and ETA,
environmental limitations w.r. t. structural
capacity of object, seafastening, grillage etc.,
contingency actions,
reporting routines for progress, ETA, status,
etc.,
contact persons and telephone numbers,
expected environmental conditions for the
intended route for the relevant season and
procedures, including procedures during
departure and arrival as well as calls at
intermediate ports.

5.2.2 On and off loading

5.2.2.1 Limiting environmental criteria shall be

established for the float on /float off operations.

5.2.2.2 A survey of the loadinglunloading site should

be performed to ensure sufficient water depth during
the loadinglunloading operation.

5.2.2.3 The minimum clearance between the cargo

and the top of the cribbing should be 0.5 metres during
float onlfloat off, considering motions, tolerances and
deflections.

5.2.3 Inspections and testing

5.2.3.1 Daily inspection of the cargo and seafastening

should be performed during the voyage.
 RULES FOR
PLANNING AND EXECUTION OF

NE OPERATIONS
PART 2 : OPERATION SPECIFIC REQUIREMENTS

PART 2 CHA.PTER 4

OFFSHORE INSTALLATION
JANUARY 1996

SECTIONS

1. INTRODUCTION ................................................................................................................... 5
2. LOADS ................................................................................................................................
7
3. LAUNCHING ....................................................................................................................... 8
4. UPENDING .........................................................................................................................I2
5. POSITIONING AND SETTING.. .............................................................................................. -14
6. PILTNG AND GROUTING ...................................................................................................... -17

DET NORSKE VERITAS

Veritasveien 1, N-1322 Hmik, Norway Tel.: +47 67 57 99 00,Fax.: f 4 7 67 57 99 11
C GES IN THE RULES
This is the first issue of the Rules for Planning and
Execution of Marine Operations, decided by the Board
of Det Norske Veritas Classification AIS as of December
1995. These Rules supersedes the June 1985, Standard
for Insurance Warranty Surveys in Marine Operations.
These Rules come into force on 1st of January 1996.
This chapter is valid until superseded by a revised
chapter. Supplements to this chapter will not be issued
except for -or and an uphted list of
corrections presented in the introduction booklet.
Users are advised to check the systematic index in the
introduction booklet to ensure that that the chapter is
current.

O Det Norske Veritas

Computer Typesetting by Det Norske Veritas
Printed in Norway by the Det Norske Veritas January 1996
Rules for Marine Operations
Pt.2 Ch.4 Offshore Installation
CONTENTS
INTRODUCTION ..................................5
GENERAL ............................................5
1.1.1 Application .................................... 5
DEFINITIONS .......................................5
1.2.1 Terminology .............................5
INSTALLATION SITE .............................5
1.3.1 Survey .......................................... 5
LOADS................................................ 7
ENVIRONMENTAL LOADS .....................7
2.1.1 General .........................................7
2.1.2 Hydrostatic loads ............................. 7
2.1.3 Positioning loads ............................. 7
2.1.4 Loads from soil ............................... 7
2.1.5 Other loads .................................... 7
LAUNCHING ....................................... 8
IN'I'RODUCTION ................................... 8
3.1.1 Application ....................................8
3.1.2 General considerations ....................... 8
LOADCASES AND ANALYSIS OF FORCES 8
3.2.1 General ......................................... 8
3.2.2 Loadcases and force distribution ........... 8
LAUNCHED OBJECT .............................9
3.3.1 General ......................................... 9
3.3.2 Structural strength ............................ 9
LAUNCH BARGE ..................................9
3.4.1 General ......................................... 9
3.4.2 Stability afloat ................................. 9
3.4.3 Structural strength ............................9
SYSTEMS AND EQUIPMENT .................. 10
3.5.1 Ballasting system ............................ 10
3.5.2 Power supply and flame cutting facilities 10
3.5.3 Launch devices and systems ............... 10
3.5.4 Equipment arrangement .................... 10
3.5.5 Inspection and tests .......................... 10
OPERATIONAL ASPECTS ......................11
3.6.1 Preparations for launching ................. 11
3.6.2 Positioning of barge and object ........... 11
3.6.3 Monitoring of launching operations ...... 11
January 1996
Page 3 of 18
4. WENDING ......................................... 12
4.1 INTRODUCTION ..................................12
4.1.1 Application ...................................12
4.1.2 General considerations ......................12
4.2 LOADCASES AND ANALYSIS OF FORCES12
4.2.1 General ........................................
12
4.2.2 Loadcases and force distribution .......... 12
4.3 STRUC'IZTRES......................................12
4.3.1 General ........................................12
4.3.2 Stability afloat................................12
4.3.3 Structural strength ...........................13
4.4 SYSTEMS ........................................... 13
4.4.1 Ballasting and deballasting systems....... 13
4.5 OPERA'IIONAI, ASPECTS ......................13
4.5.1 General ........................................13
4.5.2 Monitoring of upending operations ....... 13
5 . POSITIONING AND SETTING ...............14
5.1 INTRODUCTION .................................. 14
5.1.1 ~pplication................................... 14
5.1.2 General considerations...................... 14
5.2 LOADCASES AND ANALYSIS OF FORCES14
5.2.1 General ........................................ 14
5.2.2 Load cases and force distribution ......... 14
5.3 STRUCTURES...................................... 14
5.3.1 General ........................................ 14
5.3.2 Stability afloat................................ 14
5.3.3 On-bottom stability .......................... 14
5.3.4 Structural strength ........................... 15
5.4 SYSTEMS ........................................... 15
5.4.1 Ballasting and deballasting system ........ 15
5.4.2 Mooring and towing system ............... 15
5.5 DOCKING ........................................... 15
5.5.1 General ........................................ 15
5.5.2 Vertical docking ............................. 16
5.5.3 Horizontal docking .......................... 16
5.6 OPERATIONAL ASPECTS ...................... 16
5.6.1 Generai ........................................ 16
5.6.2 Monitoring ................................... 16
January 1996 Rules for Marine Operations
Page 4 of 18 Pt.2 CR.4 Offshore Installation

6. PlLING AND GROUTING ..................... 17

6.1 I N ~ O D U C T I O N................................. 17
6.1.1 Application .................................. 17
6.1.2 General considerations ..................... 17

6.2 OPERATIONAL ASPEC'I'S ..................... 17

6.2.1 Pile installation .............................. 17
6.2.2 Clearances.................................... 17
6.2.3 Followers ....................................17
6.2.4 Grouting ...................................... 18
Rules for Marine Operations
Pt.2 Ch.4 Offshore Installation
1.1 GENERAL
1.1.1 Application
1.1.1.1 Pt. 2 Ch.4, Offshore Installation, provide
specific requirements and recommendations for offshore
installation operations particularly applicable for fixed
offshore structures such as jackets, offshore towers, and
gravity base structures. For installation of ?ZP's,
loading buoys and other floating structures, parts of this
chapter may be used where applicable.
1.1.1.2 General requirements and guidelines in Pt. 1of
these Rules applies to offshore installation operations.
This chapter is complementary to Pt. 1.
1.1.1.3 Pt. 2 Ch.4 covers the following installation
operations;
- launching,
- upending,
- positioning and setting down, and
- piling and grouting.
Above installation operations are defined in 1.2.
1.1.1.4 Lifting aspects of the offshore installation
operations are covered in Pt. 2 Ch.5.
1.1.1.5 Operational aspects related to execution of the
piling and grouting operations are covered in Sec. 6. For
piling and grouting operations from a structural strength
point of view reference should be made to Pt. I Ch.4.
Guidance related to such aspects may also be found in a
recognised codes or standards, e.g. Veritas Rules for
the Design, Construction and Installation of Offshore
Structures, 1977 including Appendix F: Foundation and
Veritas Technical Note for Fixed Offshore Installations,
Underbase Grouting of Gravity Structures, TNA 303.
1.1.1.5 Conditions for using these Rules are stated in
Pt. 0 Ch.1 Sec. I.2.
1.2 DEFINITIONS
1.2.1 Terminology
1.2.1.1 Definitions of terms are included in the Pt. 0
Ch. 1. Terms considered to be of special importance for
this chapter are repeated below.
January 1996
Page 5 of 18
Object :An offshore structure or parts thereof subjected
to one or several of the offshore instaliation operations
as listed in 1.1.1.3 and defined below.
Launching :An activity comprise cutting of seafastening
of an object resting on a specially equipped launch
barge, the object's slide down the skid beams on the
barge and diving into the water until the object is free
floating.
Upending :'fie activities necessary to upend a floating
object.
Positioning :The activities necessary to position an
object at a certain predetermined location.
Setting :The activities necessary to set-down an object
on the seabed after positioning, including levelling, soil
penetration and suction (if applicable).
Piling :?'he activities necessary to secure an object to
the sea bottom by driving piles into the sea bottom.
Grouting :The activities necessary for cementing the
void spaces between pile and pile sleeve after pile
driving or the provision of even foundation support for
an object placed on the sea bottom by injection of
cement under the base structure.
Lifring :The activities necessary to lift or assist an object
by crane.
1.3 INSTALLATION SITE
1.3.1 Survey
1.3.1.1 A bathymetric survey of the installation site
should be performed with sufficient accuracy for the
design of the operations listed in I. 1.1.3.
1.3.1.2 The soil parameters at the target area for
installation should be determined.
1.3.1.3 The type and extent of site surveys should be
determined in relation to type, size, design tolerances
and importance of the object to be installed and the
uniformity of the seabed. Obstacles both on and in soil
strata should be revealed.
January 1996 Rules for Marine Operations
Page 6 of 18 Pt.2 Ch.4 Offshore Installation

1.3.1.4 In selecting the size of each area to be

investigated, sufficient tolerances should be included to
account for;
- positioning errors during site investigation,
- errors in navigation equipment used for
installation, and
realistic operational tolerances.

1.3.1.5 The required measurement accuracy for

differential elevation measurements should be
considered. Possible sand waves and seabed movements
and possible seabed level changes caused by drilling
operations through templates should be investigated.

1.3.1.6 A seabed survey giving a qualitative description

of the bathymetry at the installation site should be
carried out before the installation operation to prevent
obstacles such as boulders, anchors, debris, etc., to
jeopardise the installation of the object.
Normally a scanning survey should be performed some
time before the operation followed by a more detailed
survey shortly prior to the operation using a remotely
controlled vehicle or similar.
Rules for Marine Operations January 1996
Pt.2 Ch.4 Offshore Installation Page 7 of 18

2.1 ENVIRONMENTAL LOADS 2.1.5 Other loads

2.1.5.1 When relevant, consideration should be given

2.1.1 General
2.1.1.1 Environmental loads should be determined in
accordance with Pt. I Ch.3.
2.1.2 Hydrostatic loads
2.1.2.1 Hydrostatic pressure loads due to external water
pressure on submerged structures or internal water
pressure in water filled compartments should be
considered.
2.1.2.2 The characteristic value of the hydrostatic
pressure loads should be determined for the most severe
hydrostatic head occurring during installation of the
object.
2.1.3 Positioning loads
to special loads such as;
- slamming loads,
- loads due to pressure differences in independent
skirt compartments during the soil penetration
phase,
loads in the object due to transfer of ballast,
- loads due to installation tolerances, and
- crane loads during crane assisted
upendinglpositioning.
The characteristic values of the above loads may be
determined considering the following operational
aspects;
- limitations related to the strength of the object
and the soil penetration rate,
- capacity of the skirt water evacuation system,
- whether "suction" is used or not, and
- ballasting arrangement and rate.

2.1.3.1 Positioning loads related to translation and

rotation of the object during launching, positioning, and
setting should be considered.

2.1.3.2 The characteristic values of the positioning

loads should be determined considering the largest
positioning velocities and accelerations. Possible impact
loads should be included.

2.1.3.3 'lie velocities and accelerations during

positioning and set-down of the object may be
determined by model tests and or theoretical
calculations.

2.1.4 Loads from soil

2.1.4.1 The loads from the soil are the foundation

reactions on mudmats, slabs, skirts, etc. during the soil
penetration phase, see also 2.1.5.

2.1.4.2 Loads from the soil may be friction forces or

contact pressure. The characteristic value of loads from
the soil should be determined considering the following
parameters;
- soil material and soil parameters,
- seabed topography, and
- penetration depth.
January 1996
Page 8 of 18
3.1 INTRODUCTION
3.1.1 Application
3.1.1.1 Sec. 3 applies to longitudinal and sideways
launching of objects from single transportation barges.
Launching from multi barge systems will necessitate
special considerations and requirements in addition to
those given in this chapter.
3.1.1.2 Launching of objects with unsymmetrical
launch frames will require special considerations with
respect to possible yaw motions.
3.1.1.3 Sideways launching operations should be
considered in a similar manner as longitudinal launching
operations. Special considerations shall be given to the
behaviour of the launch barge during launch.
3.1.2 General considerations
3.1.2.1 The following parameters should be considered
in relation to operational feasibility and structural
limitations of the launched object and of the barge;
barge size,
position of the structure on the barge,
barge draught,
barge trim,
barge bending moment,
barge submergence,
position of ballast water in the barge,
limiting environmental conditions,
rocker anu arrangement and rotational
limitations,
allowable rocker arm reactions,
friction coefficient, and
water depth.
3.1.2.2 It should be shown that the launched object will
behave in a stable manner during the launching
operation. Model tests may be used for verification of
the object's behaviour during launch.
3.1.2.3 The launch should be initiated in a controlled
manner by removing the anti self launch devices and/or
by pushing/pulling the launched object to overcome the
static friction forces.
Tugs should not be used to initiate the launch.
Rules for Marine Operations
R . 2 Ch.4 Offshore htallation
3.1.2.4 Sensitivity analyses should be carried out
according to Pt. 1 Ch.3 Sec.3.2.
3.2 LOADCASES AND ANALYSIS OF FORCES
3.2.1 General
3.2.1.1 A launching operation represents a series of
different loadcases from the initiation of the launch to
the stage where the barge and object floats separately.
3.2.1.2 The entire launching sequence should be
considered step-by-step and the most critical loadcase for
each specific member of the launched object should be
identified.
3.2.1.3 The trajectory of the launched object should
normally be computed by a dynamic analysis. Zn
general, a three dimensional analysis will be preferred.
The analysis should include assessment of the barge
motions.
Ali significant forces influencing the behaviour of the
barge and launched object shouid be considered.
Particular attention should be given to the behaviour of
the barge and the resulting uplift forces from the rocker
a m onto the launched object.
Model tests tmy be used for verification of the computed
values.
3.2.2 Loadcases and force distribution
3.2.2.1 The basic loadcase as given in 3.2.1 should be
analysed quasi-statically distributing the self weight,
buoyancy forces, barge support forces, etc., to the
structural members of the launched object and barge.
3.2.2.2 Loading effects from wind, motions due to
waves and the launch operation itself should be
considered. The resulting increase in hydrodynamic
forces may be accounted for by use of a dynamic
amplification factor on the static forces.
3.2.2.3 Loads determined from3.2.2.1 arad 3.2.2.2
should be applied to the launched object and to the
launch barge.
 Rules for Marine Operations
R . 2 Ch.4 Offshore Installation
-
3.2.2.4 Members exposed to slamming during launch
such as risers, jacket legs, buoyancy tanks, etc., should
be checked for the largest relative velocity at the actual
member. The relative velocities should be determined
according to 3.2.1.3.
3.2.2.5 Buoyant compartments exposed to hydrostatic
pressure loads should be checked for the largest
submerged draft. Accidental flooding of any one
buoyant compartment should be considered when
determining the submerged draft.
3.3 LAUNCHED OBJECT
3.3.1 General
3.3.1.1 Launched object refers to the main object and
all attached items and appurtenances e.g. buoyancy
tanks, control capsules, risers, j-tubes.
3.3.1.2 The spare buoyancy of the launched object
should be such that it satisfies the requirements for
launch trajectory, single damaged compartment, post
launch equilibrium and contingencies on estimated
weight and buoyancy.
3.3.1.3 The seabed clearance to the lowest protruding
member of the launched object during launch should not
be less than 5 meters or 10 % of the launch trajectory,
which ever is greatest.
3.3.1.4 Upon completion of the launching operation,
the object should remain afloat in stable equilibrium with
sufficient freeboard to allow for commencement of the
upending operation.
Guidance Note
The minimum freeboard may be taken as the significant wave height
for installation plus 0.5 meters, however minimum freeboard should
not be less than 2 meters.
3.3.2 Structural strength
3.3.2.1 The launched object should have sufficient
strength to withstand the loads acting on the object as
described in 3.2.2. Special attention should be paid to
local support loads acting on the launch frames including
consideration of the properties and fabrication tolerances
of the launch timber.
3.3.2.2 Auxiliary and permanent buoyancy tanks and
other buoyant structures should be designed to withstand
the loads given in 3.2.2.4 and 3.2.2.5.
January 1996
Page 9 of 18
3.3.2.3 The buoyancy tank attachments to the launched
object should be designed to withstand the hydrodynamic
and buoyancy loads acting on the buoyancy tanks during
launch. A consequence factor of i .35 shall be applied to
the primary steel attachments.
Guidance Note
The consequence factor may be reduced considering the buoyancy
rank attachment system and consequence of an attachment failure
3.3.2.4 Rubber diaphragms should have sufficient
strength to withstand internal and external water head or
air pressure including loads due to temperature changes
after assembly. A test programme including short term
and long term tests should be camed out to ensure
adequate strength. After the rubber diaphragms have
been mounted on the object special attention shall be
given to protect the rubber from the surrounding
environment, see also 3.5.5.4.
3.3.2.5 Anti self-launch devices should have sufficient
structural strength to withstand the horizontal gravity
component due to barge trim (heel). Friction may be
considered provided the lowest expected dynamic
coefficient of friction is used together with conservative
values for both static and dynamic barge trim (heel).
3.3.2.6 Launch lugs and similar structures should have
sufficient structural strength to overcome the maximum
static friction forces. A skew load factor of 1.5 should
be applied. The pretrim may be taken into account.
3.4 LAUNCH BARGE
3.4.1 General
3.4.1.1 Barge equipment and systems should meet the
requirements of 3.5 with respect to capacity,
arrangement, inspection, and testing.
3.4.2 Stability afloat
3.4.2.1 The barge should have sufficient positive intact
stability and the necessary reserve buoyancy at all stages
of the launching operation. Relevant contingencies
should be included in the stability calculations, see also
3.1.2.2.
3.4.3 Structural strength
3.4.3.1 General requirements to offshore installation
operations are given in Pt. I Ch.2
3.4.3.2 Loads on the barge should be assessed in
accordance with 3.2.
January 1996
Page 10 of 18
3.4.3.3 The loads on the launch barge should be
verified to be within the barge's operational limitations
assessed by the barge's own Classification Society. 7'his
verification normally includes evaluation of;
- premature iaunch after cutting of the seafastening
bending and torsion of the barge hull,
rocker arm reactions.
- barge submersion,
- barge hydrostatic stability, and
- special requirements from the Classification
Society.
Reinforcement should be subject to acceptance by the
barge's own Classification Society.
3.4.3.4 Any structural components on the barge not
assessed by the barge's own Classification Society
should be verified to have sufficient structural strength
to withstand all loads during the launching operation.
Such structural components may include skidbeams,
positioning brackets for attachment of positioning lines,
attachments for winches, hydraulic jacks, sheaves, etc.
3.5 SYSTEMS AND EQUIPMENT
3.5.1 Ballasting system
3.5.1.1 The barge ballasting system should have
sufficient capacity to achieve the predetermined barge
launch parameters within a time period not to exceed
25 % of the weather forecasting period.
3.5.1.2 7'he barge tank volume should have sufficient
spare capacity such that the required trim, heel and draft
can be maintained in the event of accidental flooding of
any one compartment.
3.5.1.3 Hatch covers over barge tanks should not be
open prior to or during launch.
Guidance Note
This may preclude the use of submersible pumps during the
ballasting operation.
3.5.2 Power supply and flame cutting facilities
3.5.2.1 ' f i e power supply on the barge should have
sufficient capacity for lighting during night work,
welding operations, etc.
3.5.2.2 The flame cutting facilities should have
sufficient capacity for cutting of the seafastening
members within a time period not to exceed 25% of the
weather forecasting period.
Rules for Marine Operations
Bt.2 Ch.4 Offshore Installation
3.5.3 Launch devices and systems
3.5.3.1 The object to be launched shouid be secured tc
the barge with. anti self-launch dev~cesto prevent a
members.
3.5.3.2 Launch lugs, if applicable, should be designed
to provide self release of pulling wires after the
launching has started.
3.5.3.3 The launch initiating pushlpull system should
have sufficient capacity to overcome the static friction
forces, and should be capable of applying this force over
a sufficient distance to ensure initiation of the launch
3.5.3.4 The sliding surfaces on the launch frames and
on the launch barge skid beams should have a finish and
capacity that assures a relatively iow coefficient of
friction. For design and planning of the launch
operation, the assumed coefficient of friction should be
as specified by the manufacturer or as experienced in
similar operations (e. g., during load out). If more
accurate in-service values are not available, the
coefficient of friction between teflon and wood may be
taken as 0.08-0.25 (static, break out included) and 0.03-
0.08 (dynamic). The Teflon should be mounted on the
barge skid beams. Similar values for lubricated steel and
wood may be taken as 0.1 - 0.2 (static, break out
inciuded) and 0.02 - 0.12 (dynamic).
3 5 . 4 Equipment arrangement
3.5.4.1 The equipment on the barge to be used prior to
and during launch should be fit for its intended purpose
and arranged to ensure short start-up time.
3.5.4.2 The equipment on the barge should be arranged
to avoid damage to the object during launch.
3.5.4.3 The guiderails on the rocker arms should allow
for possible object yaw during launching.
3.5.5 Inspection and tests
3.5.5.1 All auxiliary equipment and systems to be used
during the launch operation should be inspected andlor
tested prior to departure from shore. The
testslinspections should verify that the equipment and
systems are in good working order and fit for the
intended use.
Rules for Marine Operations
Pt.2 Ch.4 Offshore Installation
3.5.5.2 Preferably all buoyant tanks e.g. buoyant legs,
buoyancy tanks, should have a small internai
overpressure at departure from the shore. A monitoring
system shouid be arranged such that the pressure in the
taziks may be inspected at an easily accessible locarion.
Such an inspection should be performed prior to Iaunch
to verify the integrity of the tanks.
If there has been any leakage during the tow, adequate
measures should be performed to identify the extent of
the leakage and the consequences should be evaluated
prior to launching.
3.5.5.3 The barge, including the permanent barge
systems and equipment, should be inspected andlor
tested prior to departure from shore. The
testslinspections should verify that the state of the barge
including the permanent systems and equipment is in
accordance with the requirements from the Classification
Society and are fit for the intended use.
3.5.5.4 Rubber diaphragms should be short term and
long term tested.
Each individual diaphragm should be tested to 1.25
times the maximum working pressure with a minimum
duration of 10 minutes.
One diaphragm of each type should be tested at 1.1 times
the maximum working pressure with a minimum
duration of 48 hours.
The tests should be perfomled as close to sailaway as
possible.
3.5.5.5 A survey of the skidbeams and rocker arms
shall be performed to verify that the alignment and level
is within the criteria considered in the structural
verification of the barge and the launched object.
3.6 OPERATIONAL ASPECTS
3.6.1 Preparations for launching
3.6.1.1 The following conditions should be complied
with before starting the cutting of seafastening and/or
ballasting of the launch barge:
The environmental conditions, including the
forecasts, should be such that the complete
installation operation can be completed in a
well controlled manner and in accordance with
the design assumptions and the operations
manual
The launch position and orientation has been
found acceptable
All structures and equipment necessary for the
operation are correctly rigged, ready to be
used, and have been inspected and tested
Obstacles which may unduly delay the
operation have been removed
3,6.1.2 Seafastening members should be cut in
accordance with a predetermined procedure containing a
number of steps. The cut lines should be painted.
Continuous watch on the weather conditions should be
performed, including the weather forecast. ?'he point of
no return should be identified in the procedure.
3.6.1.3 Seafastening members that have been cut should
be removed and secured to the barge to avoid
interference with the object during launch.
3.6.1.4 Rigging equipment should be connected to
attachment points (padeyes, trunnions, bollards, etc.)
specially designed for the corresponding loads. Other
attachment points should not be used.
3.6.2 Positioning of barge and object
3.6.2.1 The launch barge should be positioned by lines
attached to the tugs. The object to be launched shouid
be connected to positioning and hold-back vessels, by
lines with sufficient slack to allow free movement during
the launch.
3.6.2.2 ?'he barge should be positioned relative to a set
of predetermined co-ordinates to ensure that the launched
object will not hit the seabed or structures positioned on
the seabed.
3.6.2.3 ?'he barge heading for launch should, where
possible, be into the prevailing wind and wave direction.
3.6.3 Monitoring of launching operations
3.6.3.1 The following parameters should be monitored
manually or by monitoring systems during preparations
for launch;
- barge trim and draught,
- barge position and orientation,
- bargemotions,
- environmental conditions,
- barge ballast and stability parameters, and
- draught, heel, and trim of the object after launch.
January 1996
Page 12 of 18
4.1 INTRODUCTION
4.1.1 Application
4.1.1.1 See. 4 applies to upending operations of objects
carried out by controlled ballasting, flooding andlor
deballasting of buoyant compartments.
4.1.1.2 Upending operations assisted by crane lifting
operations are covered by Pt. 2 Ch.5, regarding the crane
lifting aspects.
4.1.2 General considerations
4.1.2.1 The following parameters should be considered
in relation to operational feasibility and structural
limitations of the object:
- Hydrostatic stability
- Ballastingldeballasting system's capacity and
redundancy
- Limiting environmental conditions
- Water depth
4.2 LOADCASES AND ANALYSIS OF FORCES
4.2.1 General
4.2.1.1 An upending operation represents a sequence of
different loadcases from the initial self-floating
condition to the final self-floating (installation)
condition.
4.2.1.2 In principle the entire upending sequence
should be considered step-by-step and the most critical
loadcase for each specific member of the object should
be identified.
4.2.2 Loadcases and force distribution
4.2.2.1 The basic loadcases described in 4.2.1 should
be analysed by static analysis considering the buoyancy,
self weight
- and any - applied
-- loads. The structural
analysis verifying the global integrity of the object may
be omitted provided that a similar structural analysis will
be carried out for the object for a more severe loading
condition during transportation, installation, or the in-
place phase.
Rules for Marine Operations
Pt.2 Ch.4 Offshore Instaliation
4.2.2.2 Loads on buoyant compartments and buoyancy
tanks should be calculated for the largest submergence
draft. Accidental flooding of any one buoyant
compartment should be considered when determining the
submergence draft.
4.3 STRUCTURES
4.3.1 General
4.3.1.1 Structures refer to the object to be upended and
any attached components e.g. buoyancy ianks, risers,
positioning brackets, clamping devices, rubber
diaphragms.
4.3.1.2 Upon completion of the upending operation,
the object should remain afloat in stable equilibrium and
with sufficient freeboard to allow commencement of the
positioning and setting operation.
4.3.1.3 The spare buoyancy of the object should
normally not be less than 10 % of the total buoyancy at
any stage, if not assisted by crane. For crane assisted
upending operations the spare buoyancy should be
determined in each case.
4.3.1.4 The clearance between mudline and the lowest
protruding member should normally not be iess than 5
meters for the critical position during the upending
operation considering the lowest astronomical tide and
any motions imposed by the environmental conditions.
For the requirement given in 4.3.2.2 a clearance of
minimum 2 meters should be available.
4.3.2 Stability afloat
4.3.2.1 It should be shown that the object will behave
in a stable manner during the upending operation. The
initial metacentric height (GM), corrected for free
surface effect, should hormally not be less than 1 meter
for any step during the operation. Model tests may be
used to verify the object's behaviour during upending.
4.3.2.2 Accidental flooding of any one buoyant
compartment should be considered during evaluation of
hydrostatic stability and reserve buoyancy.
 Rules for Marine Operations January 1996
Pt.2 Ch.4 Offshore Installation Page 13 of 18

4.3.3 Structural strength 4.4.1.5 The Ballast compartments should, where

possible, be designed such that closing of the ballast
4.3.3.1 Structures should have sufficient strength to valve is not critical. i.e. the compartments should be
withstand the loads described in 4.2. flooded 100% once they are being utilised.

4.3.3.2 The buoyancy tank attachments should have

sufficient structural strength to withstand buoyancy loads
and loads due to the transfer of ballast water. 4.5 OPERATIONAL ASPECTS

4.3.3.3 For rubber diaphragms the requirements of 4.5.1 General

3.3.2.4 apply.
4.3.3.4 Brackets on the object used for positioning
purposes only should be designed to resist towline pull
from any likely direction. For design loads refer Pt. 1
Ch.3.
4.3.3.5 Clamping lines and similar devices may be used
to secure articulated structures in a certain orientation
during upending operations. Clamping devices should
have sufficient strength to withstand loads due to
environmental loads, buoyancy, gravity, transfer of
ballast water, etc.
4.4 SYSTEMS
4.4.1 Ballasting and deballasting systems
4.4.1.1 The ballasting and deballasting systems should
be designed, manufactured, installed, and c o d s s i o n e d
according to Pt. 1 Ch.2 See. 5.
4.4.1.2 The ballast system, if applicable, including the
buoyancy tanks connected to the ballast system should be
designed such that the upending operation may be
reversed at any stage.
Guidance Note
Where ~tIS not practical to have a revers~bleupendlng ballast
system, the upendingllnstallat~onprocedure should clearly ~dent~fy
i points of no return The ballast systems shall be deslgned so the
structure remarn In stable equ~l~briumin case of fa~lure
4.5.1.1 The requirements of 3.6.1.1 apply.
4.5.1.2 The object to be upended should be positioned
and maintained at a predetermined location during the
upending operation by means of positioning lines. The
positioning lines should be attached and operated
without influencing the hydrostatic stability, clearance to
mudline, etc.
4.5.2 Monitoring of upending operations
4.5.2.1 Where applicable, the following parameters
should be monitored manually or by monitoring systems:
draught, trim and heel,
seabed clearance,
environmental conditions,
amount of water in the ballasting compartments,
openlclose mode for valves,
air pressure,
ballasting rate, and
crane hook load.
4.5.2.2 The position and orientation of the object
should be monitored by surface and/or underwater
positioning systems.

4.4.1.3 For articulated structures ballasting/deballasting

systems including the buoyant compartments should
have sufficient capacity to avoid overloading the
universal joint and to avoid exceeding rotational
limitations for the universal joint for normal and for
reversed upending operations.

4.4.1.4 Two separate methods should be available for

the starting or stopping of flooding of anyone
independent compartment. Where requirement in section
4.4.1.5 is satisfied a back-up method of halting flooding
may be omitted.
January 1996
Page 14 of 18
5. POSITIONING AND SETTING
5.1 INTRODUCTION
5.11.1 Application
5.1.1.1 Sec.5 applies to positioning and setting
operations of objects where the vertical motion of the
object is achieved by controlled ballasting, flooding or
deballasting of buoyant compartments.
5.1.1.2 Positioning and setting operations assisted by
crane lifting operations are covered by Pt. 2 Ch.5, as
regards crane lifting aspects.
5.1.2 General considerations
5.1.2.1 The following parameters should be considered
in relation to the operational feasibility and structural
limitations of the object;
- hydrostatic stability,
- ballasting system capacity,
- limiting environmental conditions,
- positioning tolerances,
- soil characteristics, and
- on-bottom stability.
5.2 LOADCASES AND ANALYSIS OF FORCES
5.2.1 General
5.2.1.1 The positioning and setting operations represent
a sequence of different loadcases during the horizontai
and vertical translation of the object.
5.2.1.2 In principle, the entire positioning and setting
sequence should be considered step-by-step and the
most critical loadcase for each specific member of the
object should be identified.
5.2.2 Load cases and force distribution
5.2.2.1 The basic loadcases described in 5.2 should be
analysed by a static analysis considering the buoyancy,
self weight, soil reaction, positioning loads, etc. The
structural analysis verifying the global integrity of the
object may be omitted provided a similar structural
analysis is carried out for the object for a more severe
loading condition during transportation, installation or
the in-place phase.
Rules for Marine Operations
R . 2 Ch.4 Offshore InstalPation
5.2.2.2 Positioning line loads should be assessed
considering the maximum environmental conditions.
5.2.2.3 Loads on buoyant compartments and buoyancy
tanks should be calculated for the maximum
submergence draft.
5.2.2.4 Local loads on mudmats, slabs, skirts, doweis,
bumpers, and guiding structures, etc., should be
considered during the setting , levelling, and soil
penetration phase.
5.3 STRUCTURES
5.3.1 General
5.3.1.1 Structures refers to the object to be positioned
and set and any attached components e.g. buoyancy
tanks, positioning brackets for positioning lines,
bumpers, guiding structures (attached to the object or the
seabed), clamping lines, mudmats, skirts, dowels.
5.3.2 Stability afloat
5.3.2.1 It should be verified that the object will behave
in a stable manner during the positioning and setting
operation. The initial metacentric height (GM) corrected
for free surface effect should normally be at least 1 meter
during the operations.
5.3.3 On-bottom stability
5.3.3.1 The object should have sufficient on-bottom
stability against overturning and sliding due to
environmental loads before permanent support to the
seabed is obtained.
5.3.3.2 The on-bottom stability should ensure no uplift
of the periphery of the object in the ULS condition.
Guidance Note
Any planed phase, e g planned hold conditions, without permanent
support to the seabedshall be designed and verified as a ULS case
An situation where the structure must be left without permanent
supports due to unplanned or unforeseen events shall be designed
and verified as a PLS case
5.3.3.3 Limited uplift of the periphery of the object
may be accepted for the PLS condition, provided no
overturning or sliding will occur.
Rules for Marine Operations
R.2 Ch.4 Offshore Installation
5.3.4 Structural strength
5.3.4.1 The object should have sufficient structural
strength to withstand the loads described in 5.2.
5.3.4.2 Buoyant compartments should have sufficient
structural strength to withstand the loads described in
5.2.2.3.
5.3.4.3 Auxiliary buoyancy tanks including their
attachments to the object should be designed to
withstand vibration loads due to pile driving if the
buoyancy tanks are to remain in-place during pile
driving.
5.3.4.4 For positioning brackets the requirements of
4.3.3.4 apply.
5.3.4.5 Guides and bumpers attached to the object or to
the seabed, should have sufficient strength and ductility
to resist impact and guiding loads during positioning
without causing operational (e.g. position tolerance)
problems and without overloading members of the
object. After positioning the guides and bumpers should
be able to resist loads due to object motions caused by
the sea state. see Pt. 1 Ch.2 Sec.5.4.
5.3.4.6 Anchoring and mooring systems should have
sufficient strength to withstand loads due to positioning
occurring during horizontal translation of the object and
relevant environmental loads due to wind, waves, and
current.
5.3.4.7 Clamping lines and similar devices attached to
articulated structures should withstand the loads
occurring during the positioning and setting operation.
5.3.4.8 Footing structures such as mudmats, slabs,
skirt, etc. should have sufficient strength to withstand
installation loads occurring during setting, levelling and
soil penetration, see 5.2.
5.3.4.9 Footing structures should withstand forces due
to environmental loads before permanent attachment to
the seabed is obtained. Unacceptable settlement of the
object before permanent attachment to the seabed is
obtained should be avoided by sizing the footing
structures to ensure an acceptable soil pressure.
January 1996
Page 15 of 18
5.4 SYSTEMS
5.4.1 Ballasting and deballasting system
5.4.1.1 The requirements given in 4.4.1 stlouid apply
for the positioning and setting operation.
5.4.1.2 The baliasting/deballasting systems on gravity
structures should be capable of levelling the object by
eccentric ballasting in order to counter uneven
settlement. The soil parameters and the seabed
bathymetry, see 1.3.1, should be considered for the
evaluation of above condition.
5.4.2 Mooring and towing system
5.4.2.1 The mooring and towing system to be used
during positioning and setting (installation) of the object
should be according to Pt. 1 Ch.2 Sec.5.3 and Pt. 2 Ch.2
Sec.3 .
5.5.1 General
5.5.1.1 Docking operations may be performed
according to one of the following principles;
- vertical docking, and
- horizontal docking.
Docking is commonly used for accurate positioning of
platform substructures over a pre-installed template with
pre-drilled wells, but may also be used in other cases
when there is a need for accurate positioning of a
platform substructure.
5.5.1.2 The docking piles against which the structure to
be positioned is docked should be in an accurate position
relative to the target point.
5.5.1.3 A Positive clearances should be ensured during
the docking operation between the structure and the
template and wellheads. All movements, tolerances and
deformations shall be considered in the least favourable
direction.
5.5.1.4 Adequate positioning and monitoring systems
should be used during the operation. Normally, suitable
hydroaccoustic systems (long-range and short,-range)
transducers and responders should be used together with
underwater video cameras.
January 1996 Rules for Marine Operatioms
Page 16 of 18 Pt.2 Ch.4 Offshore Installation

5.5.1.5 Relevant accidental conditions should be
considered when selecting the docking system i.e.;
the docking system should be able to resist a
relevant accidental impact load considering the
design environmental condition, mass of
structure and added mass from water, and the
method to be used,
a failure of one arbitrary positioning line, and
accidental flooding of any one buoyant
compartment of the structure.
5.5.2 Vertical docking
5.5.2.1 Vertical docking is the method where it is
easiest to ensure sufficient clearances throughout the
operation. Two method are normally adopted, namely a
passive or an active system.
5.5.2.2 The passive system do not require outside
intervention e.g. people on the jacket, hydraulics. The
system should be designed with a primary and a
secondary docking pile, i.e. engaging one docking pile
at the time.
5.5.2.3 The active system normally lower the docking
sleeves down from the object over the docking piles in a
predetermined sequence. Some rotation and translation
of the object should be possible after having lowered
down the docking sleeves. Lowering of the docking
sleeves should be performed by a suitable system e.g. by
a winch system.
5.6.1.2 A final survey of the seabed including a final
testing of the underwater positiodorientation monitoring
system should be carried out prior to commencement of
the positioning and setting operation, see aiso 1.3.i. 6.
56.1.3 Clamping lines should be easy to release after
completion of the installation operation. Normally,
clamping lines should be released from a position above
the water surface.
5.6.1.4 The auxiliary buoyancy tank attachments to the
object should be designed to ensure quick and easy
release with regard to the removal of the tanks. The
tanks shouid normally be removed as soon as possible
after jacket set down to reduce wave ioading and
increase the on bottom stability.
5.6.1.5 The guiding structures should be designed to
ensure accurate positioning within the given tolerances
for the project.
5.6.2 Monitoring
5.6.2.1 The position and orientation of the object
should be monitored by surface and/or underwater
positioning systems.
5.6.2.2 Monitoring of clearances to guiding structures
positioned on the seabed to achieve strict positioning
tolerances should be considered.

5.5.3 Horizontal docking

5.5.3.1 A bumper system is normally designed on the
structure to act against the docking piles during
horizontal docking.

5.5.3.2 Particular attention should be paid to the

accidental load conditions as given in 5.5.1.5and their
corresponding consequences.

5.6 OPERATIONAL ASPECTS

5.6.1 General
5.6.1.1 The requirements given in 3.6.1.1, should
apply for positioning and setting operations.
 Rules for Marine Operations
Pt.2 Ch.4 Offshore Installation
6.1 INTRODUCTION
6.1.1 Application
1 6.1.1.1 Sec. 6 applies to the execution of piling and pile
1 grouting operations for piled offshore structures such as
e.g. jackets. It is also applicable for underbase grouting
of jackets with plated foundations and gravity base
structures, see also I . I . 1.5.
6.1.2 General considerations
6.1.2.1 The following should be considered in reiation
to operational feasibility and structural limitations;
soil formation characteristics,
hammer sizes,
- back-up equipment,
- pile driving procedure,
- length of pile(s) above upper pile sleeve(s),
- inclination of piles,
- pile natural frequency. (applicable
.. for piles
or hammer which protrudes through or are close
the splash zone),
- lifting equipment for hammers and piles,
- liftingtupending procedure for piles, and
- operational and accidental impact loads from
dropped objects or vessels.
6.1.2.2 Grout lines and packer inflation lines, if
applicable, should be designed to resist accelerations
from pile driving.
6.2 OPERATIONAL ASPECTS
6.2.1 Pile installation
6.2.1.1 The piles should be installed in a sequence
providing adequate stability to the structure in all phases
of the installation.
6.2.1.2 Particular attention should be paid to
operational procedures when Iarge self penetration
andlor "run away" during driving of piles may be
expected.
6.2.1.3 The pile lifting and upending sequence should
be carefully considered. Fkcentric loading on lifting
should be accounted for in the design, see also Pt. 2 Ch.5
for general aspects to be considered during lifting.
January 1996
Page 17 of 18
6.2.1.4 The piles and piling equipment should be
lowered and retrieved, where applicable, well away from
the structure and any other seabed structure e.g.
pipeline.
6.2.1.5 A proper arrangement for locating and guiding
the piles into the pilesleeves should be provided. 'Fhis is
particularly important if the upper pilesleeves are under
the water surface and the pile driving is performed by an
underwater hammer.
6.2.1.6 Special attention shall be given to pile and pile
guide design when the pile andlor hammer protrudes
through or are close to the splash zone. The natural
frequencies of the pile (free-standing) and pilelhammer
system should be established. The pile and pile guide
should be verified for an applicable sea state including a
range of wave periods, see also Pt. 1 Ch.3.
6.2.1.7 Systems and equipment to be used during pile
installation should comply with Pt. 1 Ch.2.
6.2.2 Clearances
6.2.2.1 Horizontal clearance between pile, hammer or
follower and structure primary elements should normally
not be less than l m during stabbing and retrieval.
6.2.2.2 Any positive horizontal clearance during
driving through and near the splash zones are acceptable
if all components from fabrication tolerances, clearances,
deflections and pile sway (including possible dynamic
amplification) are summerized.
6.2.2.3 Nominal horizontal clearances between hammer
and primary structure during driving should normally
not be iess than lm.
6.2.3 Followers
6.2.3.1 Use of followers should be considered in order
to increase horizontal clearances during driving.
6.2.3.2 Followers shall be subject for periodical
inspections by suitable NDE and a maintenance record
shall be kept.
January 1996 Rules for Marine Operations
Page 18 of 18 Pt.2 Ch.4 Offshore Installation

6.2.4 Grouting
6.2.4.1 For GBS underbase grouting attention should
be paid to selection of systems, equipment and vessels
to ensure sound and feasible operations. Particularly the
positioning systems and manoeuvrability of the vessels
should be investigated to reduce the possibility of impact
loads to the installed object from the vessels, see also
Pt.1 Ch.3 Sec.3.8.
Appropriate fendering structures should be considered.

6.2.4.2 The limiting environmental criteria should be

established for the grouting operations considering;
vessel station keeping capabilities, grout system design,
ROV operability, etc.

6.2.4.3 No piling should be performed after

commencement of the pile grouting operation.

6.2.4.4 Prior to transferring any heavy items, e.g.

topside module, onto the structure the required grout
strength (curing time) should be documented. ?'he grout
should be tested to verify that required strength have
been achieved.
 RULES FOR
PLANNING AND EXECUTION OF

NE: OPERATIONS
PART 2 : OPERATION SPECIFIC REQUIREMENTS

PART 2 ClWPlER 5

LIFTING
JANUARY 1996

SECTIONS

1. GENERAL ...........................................................................................................................
5
2. LOADS.. ..............................................................................................................................
7
3. LIFTING EQUIPMENT .......................................................................................................... 12
4. S'I'RUCTURES ....................................................................................................................
.16
5. LIFT OPERATION ...............................................................................................................
-18
6. YARD LIFTS ......................................................................................................................
.20

DET NORSKEVERITAS
Veritasveien 1, N-1322 Hmik, Norway Tel.: +47 67 57 99 00, Fax.: +47 67 57 99 11
CHANGES IN THE RULES
This is the first issue of the Rules for Planning and
Execution of Marine Operations, decided by the Board
of Det Norske Veritas Classification A/S of December
1995. 'fiese Rules supersedes the June 1985, Standard
for Insurance Warranty Surveys in Marine Operations.
These Rules come into force on 1st of January 1996.
?'his chapter is valid until superseded by a revised
chapter. Supplements to this chapter will not be issued
except for minoramendments and an updated list of
corrections presented in the introduction booklet.
Users are advised to check the systematic index in the
introduction booklet to ensure that that the chapter is
current.

.@ Det Norske Veritas

Computer Typesetting by Det Norske Veritas
Printed in Norway by the Det Norske Veritas January 1996
Rules for Marine Operations
Pt.2 Ch.5 Lifting
GENERAL ........................................... 5
INTRODUCTION ................................... 5
1.1.1 Application ....................................
5
DEFINITIONS ....................................... 5
1.2.1 Terminology ................................... 5
1.2.2 Symbols ........................................ 5
MISCELIANEOUS ................................. 6
1.3.1 Planning ................................. 6
1.3.2 Weather forecast .............................. 6
1.3.3 Documentation ................................ 6 .
LOADS ................................................7
BASIC LOADS ...................................... 7
2.1.1 Weight and centre of gravity ................ 7
2.1.2 Weight of rigging ............................. 7
2.1.3 Special loads ...................................7
DYNAMIC LOADS................................. 7
2.2.1 Dynamic effects ...............................7
2.2.2 Dynamic amplification factor ............... 7
SKEW LOADS .......................................8
2.3.1 General .........................................8
2.3.2 Sling tolerance effects........................ 8
2.3.3 Skew loads for multi-hook lifts ............. 9
2.3.4 Double slings ..................................9
2.3.5 Additional tilt ................................10
LOADCASES AND ANALYSIS OF FORCES10
2.4.1 General ........................................
10
2.4.2 Basic loadcase and force distribution ..... 10
2.4.3 Additional loadcases ........................ 11
LlFTING EQUEMENT .........................12
SLINGS AND GROMMETS ..................... 12
3.1.1 Minimum breaking load (MBL) ........... 12
3.1.2 Nominal safety factor ....................... 12
3.1.3 Handling ......................................13
3.1.4 Manufacturing and tolerances ............. 13
3.1.5 Certification of slings .......................13
3.1.6 Inspection .....................................14
3.1.7 Revalidation of slings .......................14
SHACKLES .........................................14
3.2.1 Safe working load ...........................14
3.2.2 Design considerations.......................15
3.2.3 Manufacturing and testing..................15
January 1996
Page 3 of 22
3.2.4 Inspection ..................................... 15
3.2.5 Certification of shackles .................... 15
4. STRUCTURES .....................................16
4.1 DESIGN CONDI'IIONS ...........................16
4.1.1 General ........................................ 16
4.1.2 Load factors .................................. 16
4.1.3 Lift points ..................................... 16
4.1.4 Lifting equipment ............................16
4.1.5 Lifted object .................................. 16
4.1.6 Bumpers and guides ......................... 17
4.1.7 Lay down arrangements .................... 17
4.1.8 Seafastening and grillage ................... 17
4.2 FABRICATION AND INSPECTION ........... 17
4.2.1 Materials and fabrication ...................17
4.2.2 Inspection .....................................17
5. LET OPERATION ...............................18
5.1 CRANE AND CRANE VESSEL ................ 18
5.1.1 General ........................................
18
5.1.2 Positioning ....................................18
5.1.3 Crane vessel certificates ....................18
5.1.4 Crane documentation........................18
5.2 OPERATIONAL ASPECTS ......................18
5.2.1 Clearances during operation ...............18
5.2.2 Lifting .........................................
19
5.2.3 Monitoring of lifting operations ...........19
5.2.4 Cutting of seafastening .....................19
6. YARD LETS ....................................... 20
6.1 GENERAL ...........................................20
6.1.1 Application ...................................
20
6.2 LOADS ...............................................20
6.2.1 Weight and COG.............................20
6.2.2 Special loads ..................................
20
6.2.3 Dynamic loads ...............................20
6.2.4 Skew loads ....................................20
6.2.5 Additional loads .............................20
6.2.6 Loadcases .....................................20
6.3 LIFTING EQUIPMENT .......................... 21
6.3.1 Slings and grommets ........................21
6.3.2 Shackles .......................................
21
January 1996 Rules for Marine Operations
Page 4 of 22 Pt.2 Ch.5 Lifting

6.4 S T R U C T U W ................................... 21
6.4.1 Lift points .................................... 21

6.5 CRANES ............................................21

6.5.1 Documentation ..............................21
6.5.2 Allowable loads .............................21

6.6 OPERATIONAL ASPECTS .....................21

6.6.1 Clearances....................................21

Figure List
Figure 2.1 .Determination of S W , .......................9

Table List
Table 2.1 .Dynamic Amplification Factors ...............8
Table 3.1 .Shackle Proof Loading .......................15
Table 4.1 .Design factors .................................16
 Rules for Marine Operations
Pt.2 Ch.5 Lifting -.
1.1.1 Application
1.1.1.1 Pt. 2 Ch.5, Lifting give specific guidance and
recommendations for well controlled lifting operations,
onshore, inshore and offshore, of objects with weight
exceeding 50 tomes.
", Guidance Note
In this context "Well controlled" means l~ffsplanned, prepared and
performed according to requirements in Pt I Ch 2, i e specially
prepared and documented
Guidance Note
The prime objective for this chapter is to give requirements and
", guidance for lifting in air For s u b s e a I~ffing,relevant parts of this
chapter may be used together with Pt 2 Ch 6
1.1.1.2 General requirements and guidelines are given
in Pt. I of these Rules. This chapter is complementary
to Pt. 1.
1.1.1.3 Conditions for using these Rules are stated in
Pt.0 Ch.l Sec.1.2.
1.2 DEFINITIONS
1.2.1 Terminology
1.2.1.1 Definitions of terms are included in Pt.0 Ch. I .
Terms considered to be of special importance for this
chapter are repeated below.
Bobbin :Sheaves applied to increase the bending
diameter of double slings around a pin.
Cable laid grommet :Steel or fibre ropes arranged into
a stranded construction, cabled together, right or left
lay, and spliced such that there is no end.
Cable laid sling :Steel or fibre ropes arranged into a
stranded construction, cabled together, right or left lay,
with a spliced eye in each end.
Llesign factor :Factors to be applied for design of
structural elements which includes relevant load factors,
consequence factors, and local dynamics.
Dynamic amplzficationfactor :A factor accounting for
the global dynamic effects normally experienced during
lifting. The dynamic amplification factor is defined as
+
(Dynamic load Static Load)/ Static Load.
Fibre sling :Slings made of high performance man
made fibres.
January 1996
Page 5 of 22
Grommet :Endless sling,
Lifting :The activities necessary to lift or assist a
structure by crane(s).
L@ing equipment :Temporary installed equipment such
as slings, shackles, sheaves, spreader beams or frames,
necessary to perform the lift.
Lifced object :A structure or pqts thereof subjected to
lifting.
Lifr points :The attachment points for slings on the
lifted object. Lift point are normally designed as
padeyes or padearltrunnions.
Padeye :Lift point on a structure consisting of a steel
main plate with a matched hole for the shackle pin.
The hole may be reinforced by a plate (cheek plate) on
each side.
Plate shackle :A shackle where the bow is replaced by
two steel plates and an extra pin.
Rigging arrangement :The complete system, as
applicable, of slings, shackles and, spreader beams or
frames.
Shackle :A structural component composed by a bow
and a pin linking e.g. a slinglgrommet to a padeye.
Skew load factor :A factor accounting for the extra
loading on slings caused by the effect of inaccurate
sling lengths and other uncertainties with respect to
force distribution in the rigging arrangement.
Sling :A strap used between liftpoint and crane hook
during lifting. The term sling is also used for a steel
rope with an eye at each end.
Spreader beam/Jiame :Part of the rigging which may
transfer compression loads. It may be applied to;
- avoid horizontal loads to the lifted object,
- reduce the effect of inaccurate sling lengths or
- to avoid clashes between slings and the lifted
object.
Trunnion :Lifting point on a structure consisting of a
tubular member with a stopping plate at the end. The
slinglgrommet may be laid around the tubular member
such that a shackle is not needed.
January 1996 Rules for Marine Operations
Page 6 of 22 Pt.2 Ch.5 Liftine;

1.2.2 Symbols 1.3 MISCELLANEOUS

The list below define symbols used in this chapter;
f .3.1 Planning
A: Nominal cross sectional area of sling.
COG : Centre of gravity. 1.3.1.1 Planning and preparations for lifting
Bending diameter of slings. operations should comply with requirements and
D:
philosophies given in Pt. 1 Ch.2.
DAF : Dynamic amplification factor.
DHL : Dynamic hook load.
DHL, : Dynamic hook load for hook no. i. 1.3.2 Weather forecast
d: Diameter of sling.
E: Young's modulus. 1.3.2.1 Arrangements for receiving weather forecasts
Fa, Maximum dynamic sling load. at regular intervals prior to and, if applicable, during
F(SPL) : Additional hook load due to SPL. the operation should be provided, see also Pi.1 Ch.2
F(SPL); : Additional hook load due to SPL for crane Sec. 3.2.
no. i.
MBL : Minimum breaking load. 1.3.2.2 In order to start an operation the received
P: Nominal dynamic sling load. weather forecasts should be acceptable according to
SKL : Skew load factor. criteria in Pt. 1 Ch.2 Sec. 3.2.
sKLe : Skew load factor due to elongation of slings.
S W 1 : Global skew load factor, see 2.3.2.
S Q : Skew load factor due to tilt. 1.3.3 Documentation
s q : Skew load factor due to yaw. 1.3.3.1 The lifting operation should be described by
SPL : Special loads, see 2.1.3.
drawings, calculations and procedures. A manual
sscv : Semi-submersible crane vessel. covering the relevant aspects of the lifting operation
SWL : Safe working load.
should be prepared, see also Pt. 1 Ch.2 Sec. 2.2.
w: Object weight.
wg : Weight of rigging/lifting equipment. 1.3.3.2 Before start of lifting operations weight
wk,i: Weight of rigginglliftiing arrangement no. i.
acoc: Maximum theoretical part of total load at reports, certificates, test reports, release notes and
hook no. i with COGin extreme position. classification documents for equipment, cranes and
Average strain in the slings caused by P. vessels involved should, as applicable, be presented.
E :
Eg: Sum of sling and padeye fabrication tolerance
divided by sling length.
El : Average strain in the slings diagonal 1.
E2 : Average strain in the slings diagonal 2.
Yb.1 Reduction factor due to bending.
Yc : Consequence factor.
YdYdeaipn : Design factor for lift points, equipment and
supporting structures.
Yf : Load factor.
Iht: Material factor.
Yr : Resulting reduction factor due to splicing or
bending.
YB : Reduction factor due to splicing.
Ysf : Nominal safety factor for slings.
Yw : Wear factor.
0: Average sling angle from a horizontal plane.
 Rules for Marine Operations
Pt.2 Ch.5 Lifting
2.1 BASIC LOADS
2.1.1 Weight and centre of gravity
2.1.1.1 ' f i e object weight (W) as lifted should be the
characteristic weight defined in Pt.1 Ch.3 Sec.3.5.
2.1.1.2 Inaccuracies in COGposition should be
considered according to the principles in Pt. 1 Ch. 3
i Sec.3.5.
2.1.1.3 For combinations of object and rigging
geometry sensitive to COGshifts, any possible COG
position should be considered in the design. It is not
"i recommended to substitute a COGenvelope study by a
weight inaccuracy factor, see also Pt. 1 Ch. 3 Sec.3.5.3.
Guidance Note
Geometry changes due to COGuncertaintiesmay for unconventional
rigging arrangements influence the design loads The effect of the
geometry changes shall in these cases also be considered
Guidance Note
To simplify purchasing and design of lifting equipment, lifting points
etc , a sling load inaccuracy factor, based on the weight inaccuracy
and COGenvelope study, are often used. The assumptions for this
factor, e.g COGwithin envelope and weight within assumed
contingencies, must be confirmed
2.1.2 Weight of rigging
2.1.2.1 The weight of rigging (W,) is the total weight
of the rigging arrangement, i.e. equipment such as
shackles, slings, spreader bars or frames, etc.
2.1.2.2 For some cranes also weight of hook, blocks
and hoist lines should be considered part of W&.
Guidance Note
This is most relevant for cranes with several crane rigging
configurations typically for onshore crawler cranes
2.1.2.3 W,, should be included in the applied crane
load, but does not need to be considered for elements
below each part of the rigging.
2.1.3 Special loads
2.1.3.1 When appropriate, allowances for special loads
(SPL) should be made. Special loads may be tugger line
loads, guide loads, wind loads, hydrodynamic and
hydrostatic loads, etc.
January 1996
Page 7' of
- 22
2.2 DYNAMIC LOADS
2.2.1 Dynamic effects
2.2.1.1 All lifts are exposed to dynamic effects due to
variation in hoisting speeds, crane and vessel motions,
cargo barge movements, object movements etc.
2.2.1.2 The effect of global dynamics will be
si,&icantly influenced by parameters such as;
- the environmental conditions,
- rigging arrangement
- type of crane vessel,
- stiffness of crane-boom and lifting appliances,
- type of cargo vessel,
- weight of lifted object
- lifting procedure and
whether the lift is in air or water.
The global dynamic loads should be accounted for taking
proper account of these parameters, as applicable, see
also 2.2.2.
2.2.1.3 For lifts in water special investigations should
be made in each case taking proper account of the
hydrostatic and hydrodynamic effects, see also Pt.2
Ch. 6.
Guidance Note
For lifting in waters additional local dynamic effects may become
governing for design of lifting equipment elements Such effect
could be local sling dynamics due to motion of the object inrtlated by
waves
2.2.2 Dynamic amplification factor
2.2.2.1 The global dynamic load effects may be
accounted for by using a dynamic amplification factor
(DM).
2.2.2.2 The D M should for major off-shore lifts be
established based on a dynamic analysis considering the
effects in 2.2. I .
Guidance Note
The dynamic loads may be categorised as environmental loads (E
loads), see Pt. 1 Ch.3 ~ e c . 3 . 1 Appropriate
. load factors according to
Pt.1 Ch 4 Table 3 1 may be considered when calculating the
dynamic hook load.
2.2.2.3 Environmental design conditions applied in the
dynamic analysis should be duly reflected in the
operation manual, see also Pt. 1 Ch. 2 Sec.3. I .
January 1996
Page 8 of 22
2.2.2.4 In lieu of more refined analysis the values for
DAF given in Table 2.1 may be considered as minimum
factors for lifts in air, provided the lifting operation will
not take place under adverse conditions.
Guidance Note
For offshore lifting from deck of SSCV's the DAF for inshore lifts in
Table 2.1 may normally be used.
2.3 SKEW LOAIIS
2.3.1 General
2.3.1.1 Skew loads are the extra loading caused by
equipment and fabrication tolerances, and other
uncertainties with respect to force distribution in the
rigging arrangement.
2.3.1.2 Skew loads and load effects due to;
- sling length inaccuracies,
- fabrication tolerances of lift points,
- multi hook lifting,
- doubled slings and
- sling elongation
should be evaluated for each lift.
2.3.1.3 It should be carefully evaluated if the planned
lifting procedure may cause other skew load effects than
mentioned in 2.3.1.2.
2.3.1.4 The skew load effects should be considered as
outlined in the sub-sections below.
2.3.2 Sling tolerance effects
2.3.2.1 The effects of sling length tolerances is
dependent on the fabrication tolerance of slings and lift
points, the rigging geometry and the utilisation of the
slings. The effects may be accounted for by a factor
SWl.
Rules for Marine Operations
Pt.2 Ch.5 Lifting
2.3.2.2 The S G 1should always be calculated if the
slings or lift points have excessive fabrication tolerances,
the rigging has an unusually geometry, e.g. small sling
opening angles and/or no symmetry and if slings with
other stiffness properties than wire rope and cable laid
steel slings are used, see 2.3.2.7.
Guidance Note
For 0 > 60 deg., see 2.3.2.7, and utilisations less than 0.8 the skew
load effects due to sling length tolerances should be calculated in
each case.
2.3.2.3 For statically determinate lifts with sling
lengths within the tolerances specified in 3.1.4.2 a S W I
of 1.0 may be applied. If the slings are not matched,
i.e. not within the tolerance specified in 3.1.4.2, the
effect of tolerances on rigging geometry and sling load
distribution should be considered.
2.3.2.4 For four points lifting with "floating" spreader
bars, and sling lengths within tolerances specified in
3.1.4.2, a SKI+I of 1.1 is normally acceptable.
2.3.2.5 For statically indeterminate 4 points lifts with
total sling and padeye tolerances within the requirements
specified in 3.1.4.2, a SKI+1of 1.25 is normally
acceptable.
2.3.2.6 As an alternative to above SKI+I may be
calculated in accordance with 2.3.2.7.
2.3.2.7 Direct calculation of the SKkI may be based on
a sling load of 1.3 times that determined from the DHL.
The S Q I will decrease with increasing load since the
relative difference between the sling loads will decrease.
This effect is illustrated in Figure 2.1. The load-
deflection curves of the slings may be approximated as
linear for the purpose of calculating the S q I .
It is recommended not to select too strict strength
tolerances when skew load calculations are performed.
SKI+, below 1.1 should normally not be applied for a
statically indeterminate lift of a relatively rigid object.
In Eq. 2-1 the lifted object is assumed infinitely stiff,
and no rotation of the crane hook is considered. As a
further refinement the object flexibility and possible
crane hook rotation may be taken into account.
Rules for Marine Operations January 1996
Pt.2 Ch.5 Lifting Page 9 of 22

The below formula may be used for calculation of the 2.3.3.2 The effect of any COGposition within the
S&, for a 4 point statically indeterminate lift with defined envelope and the effect of tilt and yaw shall be
approximately a double symmetric single sling considered for multi hook lifts. 'fie yaw and tilt effects
arrangement, and E 2 E ~ . may result from deviations of the hooks from their ideal,
relative positions. 'Re magnitude of this deviation will
SKL,, = 1 + E,/E depend on whether the two cranes are on the same or
Eq. 2-1 separate vessels, the vessel's motion response, and the
where lifting procedure.
E : average strain in the slings at hook load 1.3 DHL
(no skew load assumed). 2.3.3.3 ?'he yaw effect factor, SKI, account for
E = 1.3 FslipgIAE sin(0). increased sling loading due to rotation of the object
F,, : dynarmc sling load in N.
about a vertical axis. Normally a yaw effect factor of
A: 3.14d214 i .05 is sufficient. For lifts with small sling opening
d: diameter of sling in mm. angles at the hooks andlor significant windltugger line
E: Young's modulus for the sling, could for cable loads a greater yaw effect factor could be appropriate.
laid slings be taken as 30,000 MPa based on A as
defined above. 2.3.3.4 A tilt effect factor, S&, should be calculated
8: average sling angle from a horizontal plane. to account for the increased sling loading caused by
total sling and padeye fabrication tolerances (or rotation of the object about a horizontal axis, and the
so :
possible length deviation) as a function of the effect of not plumb hoist lines. The tilt effect factor
sling length, i.e. E ~ =total tolerancelsling length. should be based on possible tilt caused by maximum
hook height tolerances and hoist line deviations from
Guidance Note
For lifting with grommets, the sling area A should be taken as the plumb.
total sling cross sectional area, i.e. sum of both parts. Guidance Note
For lifting with crane vessels the tilt effect factor may normally be
calculated for a tilt of 3' when the cranes are on the same vessel,
Figure 2.1 - Determination of SKI.,,, and for a tilt of 5' when the cranes are on separate vessels (hoist
I line deviation included)

2.3.3.5 For lifts involving more than two hooks, the

maximum variation in load distribution between the
hooks need to be specially considered, see also 6.2.4.1.

2.3.4 Double slings

2.3.4.1 For doubled slings, e.g. both eyes connected to
same lifting point, uneven loading of each part can occur
and should be considered in the design.

2.3.4.2 Equal loading of each part of the sling can be

assumed for single hook lifts that does not involve
upendingltilting (e.g. rotation of the slings over a fixed
trunnion or similar after the slings are loaded, and each
P load in sling part have the same axial stiffness.
E average strain in sling (dcngation/sling length)
6 sting length fabricationtolerance
Ei average strain in sling diagonal 1 2.3.4.3 For lifts that do involve upendingltilting or
E2 average strain in sling diagonal 2 different axial stiffness of each part, the effect of uneven
distribution between the sling parts should be considered
assuming a maximum possible sling friction coefficient
at the hook, trunnion, shackle etc. Friction coefficient
2.3.3 Skew loads for multi-hook lifts values less than 0.10 for well coated slings should
normally not be used. For slings with a dry surface a
2.3.3.1 Skew load effects caused by use of multi-hook higher friction coefficient values should be considered.
lifts shall, in addition to skew load effects for rigging at
each hook, be considered.
January 1996
Page 10 of 22
2.3.4.4 If the doubled slings consists of two parallel
slings, the load distribution should be calculated
considering the maximum sling length difference and
maximum sling E modulus.
2.3.5 Additional tilt
2.3.5.1 Different sling elongation, sling length
tolerances and lift point fabrication tolerances could
increase the object tilt. If the liftiig points are below the
object vertical COG, the loading in the most utilised
slings will then increase. In this case a factor, SKL,,
should be estimated.
2.4 LOADCASES AND ANALYSIS OF FORCES
2.4.1 General
2.4.1.1 A lift operation does not represent one well
defined loadcase, but a sequence of different loadcases.
Uncertainties with respect to internal force distribution,
skew loads, dynamics, possible accidental loads, etc.,
will introduce further complications.
2.4.1.2 In principle the entire lifting sequence should
be considered step-by-step and the most critical loadcase
for each specific member should be identified. However,
for most conventional lifts, the entire sequence is
adequately covered by the basic loadcases described in
2.4.2 and the additional loadcases described in 2.4.3.
2.4.1.3 For lifting operations including pivoting1
upending critical steps have to be identified and
analysed.
Guidance Note
Critical step shall at least include dimensioning positions for all
elements connected to the lift points.
2.4.1.4 Special considerations will be necessary for
lifting operations in water. Guidelines for such lifting
operations are given in Pt. 2 Ch.6.
2.4.2 Basic loadcase and force distribution
2.4.2.1 For single hook lifts, the dynamic hook load is
normally expressed as :
DHL = D M (W W%) + + F(SPL)
Eq. 2-2
DHL : Dynamic hook load.
DAF :Dynamic amplification factor, see 0.
W : Object weight, see 2.1.1.1.
W% : Rigging weight , see 2.1.2.
SPL : Special loads, see 2.1.3.
F(SPL) : Additional hook load due to SPL.
Rules for Marine Operations
R.2 Ch.5 Lifting
2.4.2.2 For two hook lifts, the dynamic hook load for
each hook @HLJ are nonnally expressed as :
D H h = DAF ((a,, * SKL, * W) + W+,$ + F(SPL),
Eq, 2-3
where
a,, : Maximum theoretical part of total load at hook
"in with COGin extreme position.
SKL, :Factor expressing the increase in hook load "i"
due to tilting of the object.
2.4.2.3 The basic loadcase for a lift should normally be
calculated as a quasi static loadcase by applying DHL at
the hook position, and distributing weight and any
special loads to each element.
2.4.2.4 In order to find maximum dynamic forces for
each element (e.g. sling, lift points, supporting
structure), the sling forces found in the basic loadcase
according to 2.4.2.3 should be adjusted considering all
relevant skew load effects as described in 2.3.
2.4.2.5 The skew load effects will increase the force in
some slings, and reduce the force in the others
accordingly. Hence, it may be necessary to define
various loadcases in order to cover all possible
combinations of sling loads.
Guidance Note
For a conventional four sling lift, the following two (skew) load cases
should normally be considered:
1. The force distribution calculated according to 2.4.2.3 modified
by multiplyingthe forces in two diagonally opposite slings with
the skew load factor. The forces in the remaining two slings
should be determined by (quasi) static equilibrium.
2 Ditto but with the skew load applied on the other pair of slings.
Guidance Note
The flexibility of the object will reduce the SKL This effect should
be considered for less torsion stiff objects such as helidecks etc
2.4.2.6 The maximum dynamic forces calculated
according to 2.4.2.4 are the design forces for
slings/grommets and shackles. For the design of
structural components, the maximum dynamic force
should be multiplied by the appropriate design factor
given in Table 4.1.
2.4.2.7 If tugger lines are attached to the lifted object,
the attachment points should have adequate structural
strength to withstand the maximum loads which can be
imposed by the tugger lines.
Guidance Note
Preferably the tugger lines should be equipped with a system, e.g. a
constant tension winch system, which restrict the maximum loads to
a specified value.
Rules for Marine Operations January 1996
Pt.2 Ch.5 Lifting Page 11 of 22

2.4.3 Additional loadcases

2.4.3.1 Members which may be exposed to loads not
adequately covered under 2.4.2 should be identified rind
design loads established accordingly.

2.4.3.2 Loads due to rotation of object in slings when

lifted, see 2.3.4, shall be considered in loadcases for
lifting points and lifting equipment.

2.4.3.3 Load effects due to possible directional

deviations of the sling forces should be evaluated and if
necessary considered in the design verification.

2.4.3.4 A lateral load for lift points and lifting

equipment, acting simultaneously with the in-plane load,
should be considered in the design, and not taken less
than 3 % of the maximum sling force. The lateral load
should be applied at the point of action, e.g. at the
shackle bow, at the trunnion stopper plate, etc.
January 1996
Page 12 of 22
3.1 SLINGS AND GROMMETS
3.1.1 Minimum breaking load W E )
3.1.1.1 Slings or grommets may be constructed from
single steel rope, or be composed of several steel ropes,
each spinned of strands, which are spinned of steel
wires. Preferably the rope MBL should be determined
by pulling the whole rope to destruction. If no facilities
are available for such testing, the rope MBL should be
established in accordance with a recognised standard.
3.1.1.2 For grommets the strength of the core part
should not be included when establishing the MBL.
3.1.1.3 When fabricating slings from several unit
ropes, the sum of the various unit rope MBL's, should
be divided by a sling spinning loss factor of 1.18
(1/0.85), prior to establishing the total sling MBL.
3.1.1.4 Fibre slings may be acceptabIe. For lifting
with fibre slings due attention shall be made to the fibre
material stability over time when exposed to a marine
environment and UV radiation. Only fibre material with
stable material properties shall be used.
3.1.1.5 Due attention shall be paid to the creep and
temperature properties of the load bearing fibre materiai.
Load bearing material where the MBL of the sling
during operational conditions is affected by creep or
temperature, should not be used.
3.1.1.6 The MBL of the fibre slings shall be as
specified by the fabricator. The minimum bending
diameter for the sling shall be specified.
3.1.1.7 Fibre slings shall be proof load tested. The
proof load should not be less than specified in 2h-ble 3.1.
SWL should be taken according to Eq. 3-1.
where
ySf : see 3.1.2.2
Rules for Marine Operations
Pt.2 Ch.5 Lifting
3.1.2 Nominal safety factor
3.1.2.1 The nominal safety factor, ySffor slings and
grommets should include the following factors:
yf : Load factor = 1.30 (For lifts with a well
controlled weight, and were all skew load effects
have been thoroughly considered a yf = 2.20
may be used).
y, : Consequence factor = 1.30 (If single sling
failure does not cause a total loss, or the
consequences of sling failure may be regarded as
small, a lower factor may be applied)
Reduction factor due to splicing. This factor
y, :
could be taken as 1.33 for cable laid slings
spliced as described in PM 20, see 3.1.4.1. For
other types of slings/grommets and splicing (or
ferrule secured) this factor has to be documented.
yb : Reduction factor due to bending. For slings of
steel wire ropes this facror should be taken as;
yb = l / ( l - 0 . 5 / ( ~ / d 5,) ~
Eq. 3-2
where:
D = diameter of bend
d = nominal diameter of sling or single part cable
laid grommet.
yb for fibre slings may be taken as 1.0. The
bending diameter for fibre slings shall not be less
than minimum bending diameter specified by the
fabricator.
y, : Resulting reduction factor due to splicing or
bending. This factor should be taken equal to the
greatest of y, and yb.
,y : Wear factor = 1.00 for single application
purposes. For multiple used slings, the ,y
should be subjected to individual evaluations by a
competent person. For slings in good conditions
y,,, does not be take greater than 1.1.
,y : Material factor for lifting slings. This factor
could be taken as 1.35 for certified new steel wire
rope slings, see 3.1.5.1. For lifting with fibre
slings an ample material factor shall be applied
(normally ,y 2 3.0). For material with indigent
creep properties a higher ,y shall be used.
 Rules for Marine Operations
33.2 Ch.5 Lifting
3.1.2.2 The total nominal safety factor should be taken
as the greatest of:
3.1.2.3 Calculated maximum dynamic sling load Fa%,
should fulfil Eq. 3-4;
Eq. 3-4
3.1.3 Handling
3.1.3.6 The eye of a single part steel sling should not
be bent around a diameter less than the nominal diameter
of the cable laid rope from which it is formed.
Guidance Note
In order to maintain the sling eye in good condition the sling eye
should not be bent around a diameter less than three times the sling
diameter.
3.1.3.2 In order to maintain steel slings and grommets
in good condition no other parts should be bent around a
diameter less than 4 times the nominal diameter of the
cable laid rope. A reduction of the capacity due to
bending should nevertheless be considered, see 3.1.2.1.
3.1.3.3 Bending in way of splices shall be avoided.
3.1.3.4 Bending in way of grommet butt connections
shall be avoided. ?'he location of the butt connections
shall be marked.
3.1.3.5 Sling lay down lay out should be carefully
considered to avoid possibility of twisting during rigging
and tensioning. The slings should be marked,
preferably with a longitudinal paint marking.
3.1.3.6 Due considerations to avoid connecting right
and left hand laid ropes shall be made when several
slings are connected together.
3.1.3.7 If liftiig is arranged with a single sling between
i' lifted object and crane hook possible rotations of either
1
i hook (due to swivel arrangements in hook) or object
shall be restrained.
3.1.3.8 For lifting with fibre slings, rigging design and
lift procedure shall thoroughly consider and prevent the
possibilities for mechanical damages (e.g. cutting or
abrasion) and sliding of the sling relative to the lifted
object. The possibility for abrasion or damage due to
elongation of the sling during loading shall be
considered.
January 1996
Page 13 of 22
3.1.4 Manufacturing and tolerances
3.1.4.1 ?'he manufacturing of slings and grommets
should be performed by a recognised manufacturer. The
rope construction should be well suited for the intended
use and comply with recognised codes or standards, e.g.
Veritas Rules for Certification of Lifting Appliances,
1994, or International Standard IS0 2408. For heavy
cable laid ropes Guidance Note PM 20: "Cable Laid
Slings and Grommets" from British Health and Safety
Executive, apply.
3.1.4.2 The length of cable laid steel slings, grommets
or fibre slings should normally be within tolerances of
i0.25% of their nominal length.
The length of ordinary wire rope slings or grommets
should normally be within tolerances of a. 15% of their
nominal length.
Guidance Note
During measuring, the slings or grommets should be fully suppoded
and adequately tensioned The tension load should be in the range
-
of 2 5 5 0 per cent of MBL Matching slings should be measured
w~ththe same tension load and under similar conditions
Testing equipment not able to comply with the above tension load
requirement could be test according to the procedure given below:
For each sling a series of at least 3 -three - separate tensioning
tests should be carried out, up to the available tension load
Measurement of elongation and force shall be taken at intervals
Based upon this, a theoretical elongation can be estimated for a load
corresponding to 2 5% of MBL Bending diameter during the
tensioning test should be specified. Depending of the results, a
skew load factor correction may be required
3.1.5 Certification of slings
3.1.5.1 For slings and grommets made of steel wire
ropes a Makers Certificate should be provided. For
slings or grommets used with a material factor of 1.5, a
"3.1CWcertificate issued by a recognised Certifying
Body is normally required.
3.1.5.2 The sling certificate should contain the
following minimum information;
- certificate number,
- date of certification.
- slinglgrommet identification code,
- name of manufacturer,
- date of manufacture,
- slinglgrommet diameter and length and
- type of construction,
3.1.5.3 Additionally for cable Iaid slings or grommets
- certificate no.'s for unit rope (certificate to be
enclosed),
- minimum breaking load (MBL) of rope and
- minimum breaking load (MBL) of sling or
grommet.
January 1996
Page 14 of 22
3.1.5.4 Additionally for fibre slings;
- minimum bending diameter,
- proof load
3.1.5.5 Each sling or grommet should be clearly
identified with reference to the corresponding certificate.
3.1.6 Inspection
3.1.6.1 All lifting equipment shall be in good condition
and thoroughly inspected before each lift or series of
lifts.
3.1.6.2 Slings and grommets shall be inspected by a
competent person. Special attention should be given to
the condition of splices and terminations.
3.1.6.3 Slings with;
- damages,
- apparent deterioration
- uncertain internal condition,
- uncertain handling or storage history,
- certificates older than 2 years, and
- overload indicators showing sign of previous
overloading (relevant for fibre slings).
shall be subject for a revalidation according to 3.1.7
3.1.7 Revalidation of slings
3.1.7.1 Slings and grommets subject for revalidation
shall be thoroughly inspected and evaluated by a
competent person. Destructive testing and issuance of
new certificates shall, when required, be done by a
recognised sling manufacture or body.
3.1.7.2 Slings subject for revalidation should be
properly cleaned. Random opening should be carried
out to check for internal condition and corrosion. The
number of openings is subject to the length of the sling,
but the sling should minimum be opened at least three
different places.
3.1.7.3 The rope, or unit ropes of one sling if cable
laid, of a series of used slings should be subjected to
destructive testing if there are uncertainties with respect
to capacity or internal conditions of the ropes.
3.1.7.4 The nominal length of slings as specified in
their original certificates, should be verified by
measuring under tension prior to issuance of new
certificate.
3.1.7.5 Derating of sling capacity, instead of discarding
is normally not accepted.
Rules for Marine Operations
Pt.2 CR.5 Lifting
Guidance Note
Discard criteria and testing requirements should comply with the the
following Standards;
- IS0 3108
- I S 0 4309,
- Det Norske Veritas rules ior lifting appliances
3.$.7,6 For revalidation of slings with a MBL
exceeding lOOOkN the additional requirements in 3.1.7.7
through 3.1.7.9 apply.
3.1.7.7 'fiere should be a datallog book for each sling
containing as a minimum the following information;
- all relevant certificates,
- handling and conservation procedure,
- survey reports, and
- storage time and conditions.
3.1.7.8 Preservation procedure, including specification
of protection medium, should be developed.
3.1.7.9 Galvanised slings shall be subjected to the same
preservation requirements as non-galvanised slings.
3.1.7.10 For revalidation of cable laid sling the
additional requirements in 3.1.7.11 through 3.1.7.13
apply.
3.1.7.11 Cable laid slings and grommets subject for
revalidation shall be thoroughly inspected and evaluated
by a competent person from a recognised sling
manufacture.
3.1.7.12 In addition to requirements in 3.1.7.7 the
datallog book for each cable laid sling should contain;
- records of previous lifts,
- lift weights and,
- bending radius.
3.1.7.13 When cable laid slings are being handled, the
owner or an appointed representative should witness the
operations. Any incidents shall be recorded in the log
book for the sling. Special attention should be given to
incidents resultiong in compression loads in splices.
3.2 SHACKLES
3.2.1 Safe working load
3.2.1.1 'fie safe working load is generally used as
reference for the strength of shackles. SWL is normally
determined by the maker or a Certifying Body. The
shackle minimum breaking load, normally defined by
specifying a minimum safety factor on SWL, shall be
documented.
 Rules for Marine Operations
Pt.2 Ch.5 Lifting
3.2.1.2 The shackle allowable load shall not be taken
greater than the minimum of;
a) SWL*DAF:
b) MBLl3.3.
The acceptance criterion defined by Eq. 3-1 in Pt. 1 Ch.4
is fulfilled when the dynamic shackle load does not
exceed the allowable load as defined above.
3.2.2 Design considerations
3.2.2.1 Shackles are designed and load rated to support
centre line loading of the shackle. Other load conditions
should normally be avoided.
Guidance Note
Eccentric loading may be acceptable if the shackle capacity is
derated according to the manufacturer guidelines andlor
calculations.
3.2.2.2 Shackle dimensions should be selected with due
regard to bending radii of slings and grommets, see
3.1.3.1 and 3.1.3.2.
3.2.2.3 It is not recommended to connect shackles
together. However, shackles connected bow to bow is
normally acceptable.
3.2.3 Manufacturing and testing
3.2.3.1 The manufacturing and testing of shackles to be
used for lifting should be carried out according to sound
practice and in accordance with a recognised code or
standard. For plate shackles 4.1.4 applies.
3.2.3.2 Material requirements for new shackles should
be in accordance with the requirements as summarised in
table D l in DNV - Rules for Certification of Lifting
Appliances.
Guidance Note
Old shackles that do not comply with the requirements given in
3.2 3.2 may be acceptable if produced by a recognised shackle
manufacturer. Whether an old shackle is acceptable or not should
be decided on the basis of the information available, and the results
of the non destructive examination, see also 3.2.4 and 3.2.5.3.
3.2.3.3 Each individual shackle should be proof loaded
after fabrication ?'he proof load should not be less than
indicated in Table 3.1.
1 Proof Load 1 2' SWL I 1.22'SWL + 20t 1 1.33'SWL
3.2.3.4 A shackle should not be used if the inspection
after the proof loading reveals any geometrical
deformations, cracks, or other defects.
4* 2
January 1996
Page 15 of 22
3.2.4 Inspection
3.2.4.1 Each shackle should be inspected before each
lift in order to reveal any traces of extraordinary
loading, damages, cracks etc.
3.2.4.2 For shackles in good condition that comply
with the requirements in 3.2.5 and without traces of
extraordinary loading, damages, cracks etc. a visual
inspections will normally be sufficient.
Otherwise the shackles shall be subject for thorough
visual inspection, magnetic particle inspection, and
ultrasonic testing before used.
3.2.5 Certification of shackles
3.2.5.1 A makers certificate and a proof loading
certificate signed by a recognised Certifying Body
should be provided for each shackle.
3.2.5.2 A shackle certificate should normally contain
the following minimum information;
certificate identification code,
shackle identification code,
name of manufacturer,
date of manufacture,
material type,
manufacturing method,
reference code, standard or specification,
minimum breaking load,
proof load,
safe working load and
date of certification.
3.2.5.3 For old shackles produced by a recognised
manufacturer, where the material can not be proven to
comply with 3.2.3.2, the proof loading certificate should
not be older than 2 years.
3.2.5.4 Each shackle should be clearly identified with
reference to the corresponding certificate. The safe
working load as specified in the certificate should be
clearly marked on the shackle.
1
January 1996
Page 16 of 22
4.1 DESIGN CONDITIONS
4.1.1 General
4.1.1.1 General recommendations regarding structural
design are given in Pt. 1 Ch.4.
4.1.1.2 Loadcases and analysis of forces are described
in Sec.2.4. For design of padeyes and other structural
elements, additional design factors as described in 4.1.2
should be applied.
4.1.1.3 Tolerances which may result in an excessive
lateral load components or skew loads should be
avoided.
4.1.2 Load factors
Applying the partial coefficient method for the design,
the load combination "a", see Pt.1 Ch.4 Table 3. I, will
be governing. 'I'he total design factor given in Table 4. I
should be applied directly for design purposes. The
design factor is defined according to Eq. 4-1.
Eq. 4-1
where
yd,, : design factor
yf : load factor
yc : consequence factor
Lift points including attachments
to object (single critical elements
supporting the lift points is
defined within this category).
Lifting equipment (e.g. spreader
frames or beams. olate shacklesl.
Main elements supporting the lift 1.3 1.15
point.
Other elements of lifted object. 1.3 1.0
yc is meant to account for severe consequences of single element
failure. Ca!egorisation of elements according to the table above
should hence duly consider redundancy of elements.
Rules for Marine Operations
Pt.2 Ch.5 Lifting
4.1.3 Lift points
4.1.3.1 Lift points and their attachments to the
structure should be designed for the maximum sling
load, any possible sling angles in addition to a lateral
Ioads as specified in 2.4.3.3.
4.1.3.2 Lift point designs which may fail as a result of
a moderate deviation in sling force direction should be
avoided.
4.1.3.3 Lift points should, unless lateral loading is not
particularly considered, be positioned so that the design
loads acts in plane with the main padeye plate.
4.1.3.4 It is recommended that padeyes are designed
with the main connections in shear rather than tension.
High tension loads in the thickness direction of steel
material should be avoided.
Guidance Note
Padeye plates are recommended slotted through horizontal flanges
and welded directly to vertical web plates. If through thickness
tension can not be avoided, materials with guaranteed through
thickness properties should be used, or inspections of the material
to verify the through thickness properties shall be performed.
4.1.4 Lifting equipment
4.1.4.1 For verification of spreader bars or spreader
frames a design factor, ydWign,of 1.3 is acceptable for the
self weight of the equipment.
4.1.4.2 &centricities considering maximum possible
deviations in sling angles should be duly considered in
spreader bar verifications.
4.1.5 Lifted object
4.1.5.1 Lifted objects should be verified for the
loadcases described in 2.4.
1.5
4.1.5.2 Appropriate design factors, see Table 4.1,
should be applied to primary and secondary structural
1.3 elements
4.1.5.3 Due considerations should be paid to the skew
load cases as the load effects caused by these load cases
are normally not covered by in service design
conditions.
4.1.5.4 Attention should be paid to possible horizontal
load components at the lift points.
Rules for Marine Operations January 1996
Pt.2 Ch.5 Lifting - Page 17 of 22

4.1.6 Bumpers and guides 4.2.2 Inspection

4.1.6.1 Bumpers and guides should be designed
according to requirements in Pt. 1 Ch.2 Sec.5.4.
4.1.7 Lay down arrangements
4.1.7.1 The lifted object shall be equipped with a lay
down arrangement for the lifting equipment.
4.1.7.2 The arrangement shall provide for an easy lay
down of the rigging, and support the lifting equipment
both for static and horizontal/vertical dynamic loads
before and after lifting.
Dynamic loads to be considered may be transportation
loads, impact loads (from the lifting equipment) and
environmental loads after installation.
4.1.8 Seafastening and grillage
4.2.2.1 Inspection of lift points and lifting equipment
should comply with the requirements given to for
"special structural steel" in Pt. 1 Ch.4 Sec.4.2.
4.2.2.2 Lift point shall be inspected for each
subsequent lift. Lift points can be accepted for
subsequent lifting with a visual inspection if;
a) the load history (since last MPIIUT inspection) of
the lift points are known,
b) no excessive or uncontrolled loading of the lift
points has occurred, or are suspected occurred
during previous lifts, and
C) no damages are revealed during the visual
inspection.
Lift points satisfying items b) and c) only, should be
subject for minimum 20% MPI before any subsequent
lifting.

4.1.8.1 Requirements for design of seafastening and

grillage for transportation is in general covered in Pt. 2
Ch.2 Sec.2.3.2.

4.1.8.2 The seafastening and grillage should allow for

easy release and provide adequate support and horizontai
restraint until the object can be lifted clear of the
transportation vessellbarge.

4.1.8.3 Elements providing horizontal and/or vertical

support after cutting /removal of seafastening shall be
verified for characteristic environmental conditions
applicable for the operation.

4.1.8.4 Seafastening of slings, spreader bars and other

lifting equipment shall be provided for rigging installed
during the transport. Special considerations shall be
made for easy release of lifting equipment before lifting.
Welding to special elements shall be avoided.

4.2 FABRICATION AND INSPECTION

4.2.1 Materials and fabrication

4.2.1.1 Materials and fabrication of lift points and

lifting equipment should comply with the requirements
given to for "special structural steel" in Pt. 1 Ch.4
Sec.4.2.
January 1996
Page 18 of 22
5.1 CRANE AND CRANE VESSEL
5.1.1 General
5.1.1.1 The crane, crane vessel, and all associated
equipment should be in good condition, properly
manned and fit for performing the intended operations.
5.1.1.2 The crane should be equipped with a reliable
load monitoring system with an accuracy normally not
exceeding 5 % of the maximum crane capacity or 10% of
the weight of the lifted object.
5.1.2 Positioning
5.1.2.1 The crane vessel should be moored andor
positioned according to requirements in Pt. 2 Ch. 7.
For moorings combining anchors and short lines to shore
the requirements in Pt. 1Ch.2 Sec. 5.3 apply.
5.1.3 Crane vessel certificates
5.1.3.1 The crane vessel shall comply with the
requirements in Pt. 1 Ch.2 Sec.5.2.
5.1.3.2 Hydrostatic stability data should be available
onboard.
5.1.3.3 The following certificates should normally be
presented:
- Certificate of Registry.
Certificate of Classification.
- Safety Construction Certificate.
Certificate of International Load Line.
- Safety Equipment Certificate.
5.1.4 Crane documentation
5.1.4.1 'fie following certificates for the crane should
normally be presented:
- Certificate of classification or makers certificate.
- Crane test and installation report issued by a
recognised authority.
- Latest annual survey report.
- Lift record for preceding operations.
- Load-radius curves for static and dynamic lifting
conditions.
Rules for Marine Operations
Be.2 Ch.5
-- Lifting
-
5.1.4.2 Instructions for crane operation including
limiting parameters for crane operation (wind speed,
rolllpitch angles, etc.) shall be presented.
5.2 OPERATIONAL ASPECTS
5.2. P Clearances during operation
5.2.1.1 Clearances during crane vessel operations
should be decided on the basis of the expected duration
of the operation, the operationdl procedure, the
environmental conditions, positioning and fenderhg
systems, back up system, configuration lay out etc.
5.2.1.2 The calculated minimum clearances between the
lifted object or lifting equipment and the crane boom
should normally not be less than 3m.
5.2.1.3 The calculated minimum clearances between the
lifting equipment or the crane boom and any other
object/stmcture should normally not be less than 3m.
5.2.1.4 The calculated minimum clearances between the
lifted object and any other objectlstructure shall be
evaluated based on evaluations of duration of the
operation, the operational procedure, the environmental
conditions, f e n d e ~ gsystems, etc.
Guidance Note
For objects to be lifted over, around or between other objects a
minimum clearance of 3m is recommended
5.2.1.5 Clearances between the underside of the lifted
object and grillage or seafastening structures on the
transport vesselharge should be evaluated. If these
clearance are small, particular attention should be given
to avoid damages in case of impacts during lift off.
5.2.1.6 Clearance between the lifted object or transport
vesselharge and the crane vessel or crane boom should
be calculated.
The calculated clearance should consider motions of
crane vessel and transport vesselharge. Clearance shall
be based on the environmental design conditions for the
operation and with a maximum values calculated
according to Pt. 1 Ch.3 Sec. 2 .
Clearances less than 3m should normally be avoided.
Rules for Marine Operations January 1996
Pt.2 Ch.5 Lifting Page 19 of 22

5.2.1.7 Sufficient bottom clearance between the crane
vessel and the sea bed should be present for lifting
operations at small water depths (inshore).
5.2.2 Lifting
5.2.2.1 Operational criteria such as, wind speed, wave
conditions, relative motions, etc., should be established
prior to starting the lifting operation. These criteria
should be included in the operation manual.
Guidance Note
Lift off from another vessellbarge offshore should normally not be
performed with H, greater than 2.0 - 2.5m. Relative vertical motion
between crane hook and lift off vessel should be carefully evaluated
before commencement of the lift. Relative motions exceeding 2m is
not recommended.
5.2.2.2 Crane vessels with favourable motion
characteristics may operate in relatively rough sea
conditions. For lifts carried out by such vessels,
considerations should be given to the effect of wind
loading, to ensure that such loads will not jeopardise the
operation.
5.2.2.3 The crane hook should be positioned accurately
over the centre of gravity of the lifted object prior to
commencement of the lift.
Guidance Note
When lifting from another vessellbarge or from shore by crane
vessels, possible restraint loads between crane vessel and lifted
object should be relieved by slackening mooring lines as much as
possible and restricted use of thrusters.
5.2.2.8 For lifting of objects that are arranged with
shims between the support structurelgrillage and the
object, the shims should be secured to one of the
surfaces. Alternatively a check point for removal of
sfrimming plates under the lifted object should be
included. Removal of shims should preferably be
performed immediately after lift off.
5.2.3 Monitoring of lifting operations
5.2.3.1 Where applicable the following parameters
should be monitored manually or by monitoring systems:
- Hook load(s)
- Environmental conditions.
- Tilt (specially for multihook lifts)
- Position and orientation.
Clearances.
- Hoisting velocity.
5.2.4 Cutting of seafastening
5.2.4.1 The cutting procedure should be such that no
vertical restraint will occur during lift off.
Guidance Note
Vertical cutting of seafasteningwith a flame cutter may, due to the
coarse cut. result in restraint effects. A better solution is to cut in
an angle of minimum 10 - 15 degrees with the vertical axis or remove
one piece by applying two cuts
5.2.4.2 Rotational restraint, at single support points,
e.g. module footings, shall be avoided.

5.2.2.4 Ballasting of transportation vessellbarge prior
to or during lifting in order to obtain simultaneous lift
off at all support points should be considered.
5.2.2.5 If counterweights are to be used to adjust the
centre of gravity during lifting, such weights should be
properly fastened to the lifted object.
5.2.4.3 Cutlines should be marked on the seafastening
in advance.
Guidance Note
To avoid damaging the barge deck and provide for safe and easy
handling, considerations should be made to avoid large pieces of
loose seafastening debris. Seafastening of large loose seafastening
or grillage debris after lift off should be considered.

5.2.2.6 For lifting of objects with centre of gravity far

from the centre axis between the lift points considerable
differences in the sling angles and loads will occur. In
this case due attention should be paid to the eccentric
crane hook. It shall be documented that moment due to
the eccentric loading will not overload the hook or
blocks, or make rotation of the hook impossible.

5.2.2.7 Rotation of the lifted object shall be

controllable in both directions during all phases of the
lift. This may be obtained by use of guidiingltugger
lines or guideslfenders. These systems shall be designed
according to requirements in Pt. 1 Ch.2 Sec. 5.4.
January 1996
Page 20 of 22
6.1 GENERAL
6.1.1 Application
6.1.1.1 This section applies for lifts and other crane
assisted operations (roll-up) in connection with erection
and assembly. This section also applies for load out and
load in operations by onshore cranes.
6.1.1.2 Relevant requirements in 1through 5 applies
for major yard lifts, roll-up operations and load out
operations by lifting. This section describes exemptions
and additional requirements for such operations.
6.2 LOADS
6.2.1 Weight and COG
6.2.1.1 The weight of a yard lifted item is often based
on calculations only. In such cwe the expected weight
should be multiplied with a contingency factor of
minimum 1.1 when defining the design weight.
6.2.1.2 The effect of extreme positions of the COG
should be evaluated.
6.2.2 Special loads
6.2.2.1 For roll-up operations special loads may be of
great importance and should be thoroughly evaluated.
6.2.2.2 As applicable, special loads for roll up
operations are;
- winchttugger l i e loads,
- support reaction loads (vertical and horizontal)
- friction loads (at supports and slings) and
- wind loads.
6.2.3 Dynamic loads
6.2.3.1 Table 2.1 gives applicable factors to take into
account dynamic effects for onshore lifts.
6.2.3.2 For crawler cranes travelling with load,
possible dynamic effects should be evaluated thoroughly.
Crane speeds and surface conditions should be
considered.
Rules for Marine Operations
Pt.2 Ch.5 Lifting
6.2.4 Skew loads
6.2.4.1 Yard lifts may involve three or more cranes.
Extreme crane loads, i e. worst possible load
distributions within the cranes, should be calculated
considering at least;
- support lay-out defined by the cranes,
- flexibility of the lifted object,
- crane types,
- limiting environmental conditions,
- lifting procedure and
- monitoring systern/tolerances.
A sensitivity analysis considering possible crane load
variations should be considered.
6.2.4.2 The design of lifting equipment should in some
cases be based on the crane extreme load capacity, e.g.
overturning load for crawler crane.
Guidance Note
This is particularly relevant for lifting with several highly utilised
crawler cranes, where exact crane load may be difficult to control
6.2.5 Additional loads
6.2.5.1 For multi crane lift operations the maximum
out of plumb of hoist lines should be defined/calculated
and considered in the calculations.
6.2.5.2 The effect of possible swinging of the lifted
object due to crane movements (travelling) should be
evaluated.
6.2.6 Loadcases
6.2.6.1 Loadcases for yard lifts should be selected
based on the general guidelines given in 2.4 and the
loads described in the paragraphs above.
6.2.6.2 For multi crane operations sensitivity analysis
with respect to possible crane load distributions, see
6.2.4.1, should be carried out.
6.2.6.3 For roll-up operations it should be justified that
the selected loadcases, i.e. analysed roll-up angles,
represent the design case for, cranes, rigging and all
structural items.
Rules for Marine Operations
Pt.2 Ch.5 Lifting
6.3 LIFI'ING EQUIPMENT
6.3.1 Slings and grommets
6.3.1.1 The nominal safety factor for slings and
grommets for yard lifts should be calculated as described
in 3.1.2.2.
Guidance Note
Yards slings are normally multiple used slings exposed to wear and
tear, hence a wear factory, > 1 00 should be used. A y,=l 20 is
recommended.
6.3.1.2 Slings made of soft ropes could be acceptable,
see 3.1.1.4.
6.3.1.3 Due attention should be paid to the effect of the
object rotation (roll-up) on the sling connections.
6.3.2 Shackles
6.3.2.1 Shackles with SWL < 50 tomes without
certificate may be acceptable provided;
- SWL is stamped on the shackle,
- shackle fabricator is recognised,
- calculated dynamic shackle load 2 SWL, and
- the shackle is thoroughly inspected before use.
6.4 STRUCTURES
6.4.1 Lift points
6.4.1.1 The local strength capacity for some not
purpose built lift points, such as tubular members, may
have a huge strength reserve, j.e. the load causing local
failure is much greater than the elastic load capacity. A
design factor of 1.3 may in these cases be applicable, see
Table 4.1.
Guidance Note
Typical examples are elastic hoop stresses for a tubular member
where supporting a sling, compared with the total plastic capacity of
the hoop
6.5 CRANES
6.5.1 Documentation
6.5.1.1 Normally yard cranes should be in possession
of an approval statement issued by a recognised
authority.
Guidance Note
In Norway this is "Arbeidstilsynet".
January 1996
Page 21 of 22
6.5.1.2 It should be documented that regular
maintenance is carried out of all parts important for the
safety of the lift.
63.2 Allowable loads
6.5.2.1 Allowable crane loads should be based on
Load-radii curvesltables. These should, as applicable,
clearly state
- crane boom type and length (crawler cranes),
counter weight position(s) and weights, minimum
quantity of hoist line legs, maximum load limited
by overturning or structural strength,
- crane equipment, e.g. hook, block, hoist lines,
jib, to be included in crane hook load and
operational limitations.
6.5.2.2 For multi crane operations as roll-ups and lifts
involving travelling, effective crane radii should be
calculated considering maximum out of plumb for hoist
lines. The crane capacities should be calculated based on
these radii, see 6.2.5.
6.5.2.3 Acceptable ground strength should be
documented for crawler crane operations. Special
attention should be given to the toe peak loads. If
necessary capacity tests should be carried out.
6.5.2.4 Operational limitations for travelling counter
weights should be considered. Position and weight, e.g.
waterlsand filled, should be checked.
6.6 OPERATIONAL ASPECTS
6.6.1 Clearances
6.6.1.1 For yard lifts, when all effects are accounted
for, a calculated minimum clearance to the crane boom
of 0.5m is n o d l y acceptable.
Guidance Note
For roll-up operations planned hoist line angles need to be
considered when the minimum clearances are calculated.
Possible deviations from vertical hoist lines, see 6.5.2.2, need to be
considered when establishing minimum clearances for lifls involving
travelling.
6.6.1.2 A thorough check for obstructions in way of
the cranes, the structure and rigging should be carried
out.
6.6.1.3 Crane tracks should be marked and the surface
levelled/improved if required.
January 1996 Rules for Marine Operations
Page 22 of 22 Pt.2 Ch.5 Lifting

6.6.1.4 For roll-up operations the monitoring should

include;
- lifted object deflections,
- hoist line angles,
- crane positions,
- reaction loads/behaviour in roll up cells and
- roll-up angle.
See also 5.2.3.
 RULES FOR
PLANNING AND EXECUTION OF

MAMNE OPEMTIONS
PART 2 : OPERATION SPECIFIC FEQUIMMENTS

PART 2 C W I E R 6

SUB SEA OBEUTHONS

JANUARY 1996

SECTIONS

1. INTRODUCTION ................................................................................................................... 4
2. DESIGN LOADS .................................................................................................................... 8
3. SOIL CAPACITIES ................................................................................................................ 13
4. OPERATIONAL ASPECTS.. ................................................................................................... .I5

DET NORSKE YEKITAS

Veritasveien 1, N-1322 Hmik, Norway Tel.: +47 67 57 99 00,Fax.: +47 67 57 99 11
C GES IN TEfE RULES
This is the first issue of the Rules for Planning and
Execution of Marine Operations, decided by the Board
of Det Norske Veritas Classification AJS as of December
1995. These Rules supersedes the June 1985, Standard
for Insurance Warranty Surveys in Marine Operations.
These Rules come into force on 1st of January 1996.
This chapter is valid until superseded by a revised
chapter. Supplements to this chapter will not be issued
except for minor amendments and an updated list of
corrections presented in the introduction booklet.
Users are advised to check the systematic index in the
introduction booklet to ensure that that the chapter is
current.

@ Det Norske Veritas

Computer Typesetting by Det Norske Veritas
Printed in Norway by the Det Norske Veritas January 1996
Ruies for Marine Operations
Pt.2 Ch.6 Sub Sea Operations
TPrrRODUCTION ................................. 4
GENERAL ............................................ 4
1.1.1 Application .................................... 4
DEFINITIONS ....................................... 4
1.2.1 Terminology................................... 4
1.2.2 Symbols ........................................ 4
PLANNING .......................................... 5
1.3.1 Critical design parameters ................... 5
1.3.2 Documentation ................................ 5
1.3.3 Preparations ................................... 6
LOADS ................................................ 6
1.4.1 Genera1 ......................................... 6
1.4.2 Environmental loads ......................... 6
1.4.3 Hydrostatic loads ............................. 6
1.4.4 Positioning loads ............................. 6
1.4.5 Loads from soil ............................... 6
1.4.6 Other loads .................................... 7
STRUCTURES....................................... 7
1.5.1 General ......................................... 7
DESIGN LOADS ...................................8
GENERAL ............................................ 8
2.1. 1 Application .................................... 8
CRANE TIP MOTIONS ............................ 8
2.2.1 Characteristic vessel motions ............... 8
2.2.2 Characteristic crane tip motion ............. 8
2.2.3 Characteristic crane tip velocity ............ 8
2.2.4 Characteristic crane tip acceleration ....... 8
HYDRODYNAMIC FORCES W E N
LOWERED ?'HROUGH WATER SURFACE . 9
2.3.1 Characteristic total force .....................9
2.3.2 Characteristic hydrodynamic force......... 9
2.3.3 Characteristic slamming impact force ..... 9
2.3.4 Characteristic buoyancy force .............. 9
HYDRODYNAMIC FORCES ON
SUBMERGED OBJECTS ......................... 10
2.4.1 Characteristic total force....................10
2.4.2 Characteristic hydrodynamic force........10
2.4.3 Effect of moon-pool ......................... 11
SNAP FORCES IN HOISTING LINE ..........11
2.5.1 General ........................................
11
2.5.2 Characteristic snap force ...................11
2.5.3 Characteristic snap velocity ................ 11
January 1996
Page 3 of 18
2.6 OTHER LOADS .................................... 12
2.6.1 Pull down and pull in ....................... 12
2.6.2 Mating and impact forces ..................12
2.6.3 Off-iead and side-lead forces .............. 22
2.6.4 Current forces on ROV ..................... 12
3. SOIL CAPACITIES ..............................13
3.1 ON BO'ITOM STABILITY ....................... 13
3.1.1 General ........................................ 13
3.1.2 Stability calculations ........................ 13
3.1.3 Material factors .............................. 13
3.2 PULL OUT FORCES .............................. 13
3.2.1 Retrieval of object ........................... 13
3.2.2 Time for full drainage ...................... 13
3.2.3 Downward forces - drained pull ........... 13
3.2.4 Downward forces - undrained pull ........ 14
3.2.5 Downward forces - retrieval by pumping 14
3.2.6 Effect of filters ............................... 14
4. OPERATIONAL ASPECTS ....................15
4.1 GENERAL ........................................... 15
4.1.1 Application ................................... 15
4.1.2 Planning and preparations .................. 15
4.2 SYSmMS ...........................................15
4.2.1 Load reducing systems...................... 15
4.2.2 Dynamic positioning systems .............. 15
4.2.3 Ballasting systems ........................... 15
4.2.4 Manned vehicles and ADS-systems....... 16
4.3 INSTALLATION AIDS ........................... 16
4.3.1 General ........................................16
4.3.2 Guide and tugger lines ...................... 16
4.4 ROV OPERATIONS ...............................16
4.4.1 Planning ................................... 16
4.4.2 General recommendations.................. 16
4.4.3 Launching restrictions ...................... 17
4.4.4 Monitoring ................................... 17
4.5 TIE-IN OPERATIONS ............................ 17
4.5.1 ROV recommendations ..................... 17
4.5.2 Other recommendations ....................17
4.6 BUNDLE OPERATIONS ......................... 17
4.6.1 Bundle transport ............................. 17
4.6.2 Pipeline and bundle pull-in ................ 18
January 1996 Rules for Marine Operations
Page 4 of 18 R . 2 Ch.6 Sub Sea Operations

1.1 GEFTERAE Sigiz$icanr wave helght :four times the standard

deviation of the surface elevation (close to the average of
1.1.1 Application !he one third highest waves) in a short term wave
condition.
1.1.1.1 This Pt. 2 Ch. 6 Sub Sea Operations present Snap force :snatch load in hoisting line due to sudden
guidelines for sub-sea installation operations, applicable velocity change of lifted object.
for gravity based sub sea structures, tie-in operations,
production manifolds, templates, B.O.P.'s, wellhead Zero crossing wave period :average wave period, i.e.
protection structures, etc. average time period between water surface elevate
through the still water level.
1.1.1.2 Pt. 2 Ch. 6 applies to objects being lowered,
pulled down or ballasted from the sea surface to its final 11.2.2 Symbols
position on the seabed.
1.2.2.1 The list below define symbols used within this
1.1.1.3 Recommended practice for lifting operations k chapter:
air are covered in Pt. 2 Ch.5. Effective cross section area of line.
Cross sectional area of moon-pool.
1.1.1.4 General requirements and guidelines in Pt.1 of Area of object projected on a horizontal plane
these Rules applies for sub sea operations. This chapter Area of object penetrating the water surface,
is complementary to Pt. 1. projected on a horizonta! plane.
Projected cross sectional area of ROV.
1.1.1.5 Conditions for using these Rules are stated in Characteristic single amplitude vertical
Pt.0 Ch.i Sec.1.2. acceleration of crane tip.
Characteristic vertical water particle
acceleration.
?he horizontal distance from the vessel's
centre line to the crane tip, or the outboard
sheave block.
1.2.1 Terminology Drag coefficient.
C, : Added mass coefficient.
1.2.1.1 Definitions of terms are included in Pt.0 Ch.1. C, : Slamming coefficient.
Terms considered to be of special importance for this C, : Coefficient of consolidation.
chapter are repeated below. DAF : Dynamic amplification factor.
Characteristic condition : a condition which, together d: Distance from water plane to centre of gravity
with load and material factors, yield a defined of submerged part of object.
probability of exceeding structural capacity within a dcnb: Diameter of submerged cable.
defined time period, see also Pt. 1 Ch. 3 Sec. 2.1. E: Modulus of elasticity.
e: Load eccentricity.
Design loads :the load or load condition which form F, : Characteristic buoyancy force.
basis for the design and design verification. Horizontal current force on ROV.
Fcur :
Design sea state :the short term wave condition which Fd : Characteristic drag force.
form basis for the design and design verification. FHI: Horizontal force on effective area.
Fhyd : Characteristic hydrodynamic force.
Natural period :the period of which the vessel will F,: Characteristic mass force.
move in still water. F$ : Forces on object when pulled down in lock-in
Short telm wave corldition :a wave condition where position.
significant wave height and zero crossing wave period Characteristic slamming impact force.
are assumed constant in the duration time, typically 3 Static submerged weight of object.
hrs. Vertical load.
Acceleration of gravity.
Significant wave height of design sea state.
Rules for Marine Operations
Pt.2 Ch.6 Sub Sea Operations
Drainage distance.
Stiffness of wire(s), strop, crane boom, erc.
Stiffness of hoisting system.
Length of line(s).
The horizontal distance from midship to the
crane tip, or the outboard sheave block.
Projected length of submerged cable.
Moment loading at base level.
Mass of object in air.
Added mass of object.
Drained resistance, mainly caused by friction
on embedded elements (skirts, etc.).
Suction force due to negative pore pressures b
the soil, as reaction to short term pulling
forces, caused by vessel heave motions.
Qtd : Downward forces from the foundation in case
of a drained pull out.
Sliding resistance on area outside effective
area : s,(A-A').
Sliding resistance due to horizontai soil
pressure on embedded member.
Heave natural period.
Pitch natural period.
Roll natural period.
Time for full drainage.
Volume of displaced water.
Hook lowering velocity.
Characteristic single amplitude vertical
velocity of crane tip.
Maximum current velocity.
Free fall velocity, see 2.5.3.4.
Characteristic vertical relative velocity
between object and water particles.
Characteristic slamming impact velocity.
Characteristic snap velocity.
Density of sea water.
Material factor.
Characteristic single amplitude vertical motion
of crme tip.
Characteristic single amplitude heave motion
of vessel.
Characteristic single amplitude roll motion of
vessel.
Characteristic single amplitude pitch motion
of vessel.
1.3 PLANNING
1.3.1 Critical design parameters
1.3.1.1 When evaluating a sub-sea operation, the
following parameters should be taken into account prior
to establishing the design and operational criteria, see
Pt. 1 Ch.2 Sec.3.I ;
- water depth,
January 1996
Page 5 of 18
- on bottom visibility,
- current profile,
- wave/wind statistics for area in question,
- expected time necessary to complete operation,
- expected time to reverse operation,
- type of operation,
- type of installation vessel/equipment,
tide,
- design sea state,
- vessel response characteristics,
- type of lifting gear,
- crane capacity and specifications,
- crane tip motion,
- crane hoisting/lowering speed,
- hydrostatic and hydrodynamic effects,
- trapped air,
- submerged weight,
- tugger line angle forces,
- sea bed suction forces,
- sea bed topography and soil parameters, and
- load reducing systems.
1.3.1.2 Design criteria should be considered in relation
to the operation reference period, see Pt.I Ch.2 Sec.3. I
and waiting on weather probabilities.
1.3.2 Documentation
1.3.2.1 The sub-sea operation should be described by
detailed procedures and drawings, and documented with
calculations, see also Pt.1 Ch.2 Sec.2.2.
1.3.2.2 A manual covering the sub-sea installation shall
be prepared
1.3.2.3 Detailed contingency procedures for each
critical operational step should be worked out in order to
establish environmental limits for possible
recoverylretrieval, see 4. I.2.
1.3.2.4 Technical specifications for equipment such as
cranes, lifting gear, constant tension winches, heave
compensators, etc. should be referred to in the
installation procedures.
1.3.2.5 Motion response characteristics for installation
vessels related to design and operational weather criteria
should be documented.
1.3.2.6 Prior to start of the operation, certificates, test
reports, release notes and classification documents if
any, for equipment and vessels involved, should be
presented as applicable.
January 1996
Page 6 of 18
1.3.3 Preparations
1.3.3.1 The soil parameters should be determined, in
order to estimate impact loads, suction loads and holding
capacity.
1.3.3.2 The extent of site surveys should be determined
in relation to type, size and complexity of the object to
be installed, and the sea bed properties.
1.3.3.3 In selecting the size of area to be investigated,
sufficient tolerances should be included to account for:
- errors in navigation equipment used for
installation, and
- realistic operational tolerances.
1.3.3.4 The required accuracy for differential elevation
measurements, should be considered. Possible
scour/build-up caused by current should be investigated.
1.3.3.5 A survey giving a qualitative description of the
bottom topography at the installation site should be
carried out prior to the sub-sea operation, in order to
monitor obstacles such as boulders, anchors, debris, etc.
Normally a side scan survey should be carried out some
time before the operation, followed by a more detailed
ROV survey shortly prior to installation.
1.4.1 General
1.4.1.1 Characteristic loads and load combinations
should be established according to Pt. 1 Ch. 3.
1.4.1.2 Design loads and load cases shall be taken
according to Pt. 1 Ch.4.
1.4.1.3 Static weight and weight distributions should be
taken according to Pt. I Ch.3 Sec. 3.5.
1.4.2 Environmental loads
1.4.2.1 Environmental loads should be determined in
accordance with Pt. 1 Ch. 3 See. 3 and 2.
1.4.2.2 For wave loads on installation vessel, all
reievant wavelengths, and corresponding zero upcrossing
periods, including swell type wave lengths, should be
considered.
Rules for Marine Operations
Pt.2 Ch.6 Sub Sea Cb~erations
1.4.2.3 Hydrodynamic loads on submerged object
should be calculated according to Sec.2. Alternativeiy a
2D or 3D analysis and/or model tests may be carried
out io. order to establish the hydrodynamic coefficients
more accurately. Impact loads, viscous effects and other
non- linearity's should also be considered
1.4.3 Hydrostatic loads
1.4.3.1 Hydrostatic and buoyancy loads should be
taken according to Pt. i Ch. 3 Sec. 3.6.
1.4.3.2 Hydrostatic pressure loads on submerged object
due to;
- external water pressure
- differential pressures in ballast chambers
should be considered.
1.4.3.3 Maximum expected external water pressure for
objects and compartments should normally be multiplied
by 1.1 for on bottom operations, and by 1.3 for
operations taking place sub-surface.
At the design stage a realistic centre of buoyancy
envelope shall be considered.
1.4.4 Positioning loads
1.4.4.1 Positioning loads related to translation and
rotation of the object during iowering, positioning and
setting should be considered.
1.4.5 Loads from soil
1.4.5.1 Reaction forces from the soil should be
accounted for. Loads such as foundation reactions at
seabed impact and during the soil penetratiodretraction
phase, and suction forces when repositioning of an
object is required, should be determined considering the
fo!lowing parameters;
- soil material and parameters
- sea bed topography
- penetration depth and
- exposure time (repositioning)
Rules for Marine Operations January 1996
Pt.2 Ch.6 Sub Sea Operations
- -- Page 7 of 18

1.4.6 Other loads

1.4.6.1 When relevant, due consideration shouid be

given to special loads such as;
- tugger line loads,
- off-lead and side-lead loads,
- loads due to redistribution of ballast,
- current loads on ROV,
- trapped air, and
other relevant loads.

1.5 STRUCTURES

1.5.1 General

1.5.1.1 The internal structural integrity of the object to

be installed and any temporary attachments, should be
designed to withstand hydrostatic, hydrodynamic and
any other temporary load during transportation and
installation.

1.5.1.2 Structural strength should be verified according

to Pt. 1 Ch.4.
January 1996 Rules for Marine Operations
Page 8 of 18 Pt.2 Ch.6 Sub Sea Operations

2. DESIGN L O m S

1: the horizontal distance from midship to the crane

tip, or the outboard sheave block [m]
2.1.1 Application 2.2,2.2 The values for characteristic single amplitudes
2.1.1.1 This section presents recommendations for in heave, roll and pitch for the crane vessel are to be
determination of operational and environmental load &.ken as abso!ute values.
effects. 2.2.2.3 The values for characteristic single ampiitudes
in heave, roll and pitch for the crane vessei shouid
represent the largest characteristic responses when all
possible wave periods TZfor the given significant wzve
2.2 CRANE TIP MOTIONS height H,are considered.

2.2.1 Characteristic vessel motions

2.2.3 Characteristic crane tip velocity
2.2.1.1 The characteristic motions for the installation
2.2.3.1 The crane tip's characteristic vertical velocity
vessel should be established for the environmental design
for a given design sea state may be taken as:
condition, either by a refined analysis, or by acceptable
documented simplified caIculations.
For further explanation of the term "characteristic", see
Pt. 1 Ch.3 Sec.2.1.
Eq. 2-2
2.2.1.2 For subsea operations dependent on a fixed where
vessel heading, vessel responses for all wave headings v, : characteristic single amplitude vertical velocity of
shall be analysed. crane tip [m/s?
TH: heave natural period [sl
2.2.1.3 For subsea operations that may be performed TRTR roll natural period is]
independent of vessei headings, the analysis of vessel Tp : pitch naturai period is!
responses may be limited to headings within the heading
tolerances in a one failure situation. 2.2.4 Characteristic crane tip acceleration

2.2.2 Characteristic crane tip motion
2.2.2.1 The crane tip's characteristic vertical motion
response in a given design sea state and wave heading,
may be taken as:
2.2.4.1 ??he crane tip's characteristic single amplitude
vertical acceleration for a given design sea state may be
taken as:

q, +
= JTj; (bsin(Tn))' + (l~in(~,))'
Eq. 2 3
Eq. 2-1 where
where
a, : characteristic single amplitude vertical
qa : characteristic single amplitude vertical motion of acceleration of crane tip [ds2]
crane tip [m]
q : characteristic single amplitude heave motion of
vessel [m]
(PR : characteristic single amplitude roll motion of
vessel [deg]
cpp : characteristic single amplitude pitch motion of
vessel [deg]
b: the horizontal distance from the vessel's centre
line to the crane tip, or the outboard sheave block
[ml
 Rules for Marine Operations January 1996
Pt.2 Ch.6 Sub Sea Operations Page 9 of 18

2.3 HUDRODYNAMlC FORCES WHEN 2.3.3 Characteristic slamming impact force

LOWERED THROUGH WATER SURFACE
2.3.3.1 The characteristic slamming impact force on the
bottom of the object when penetrating the water surface
2.3.1 Characteristic total force
may be taken as:
2.3.4.1 The characteristic total force on object when FSh= 0.5 p C, Ap vg2
lowered through water surface may be taken as:
Fw= Fmtic Fbd where
p, density of sea water, normally = 1025 Bg/m3]
where C, : slamming coefficient which may be determined by
FSbtic: static submerged weight of object [Nl theoretical and/or experimentai methods. For
FhN : characteristic hydrodynamic force [Nl smooth circular cylinders C, should not be taken
less than 3.0, Otherwise, C, should not be taken
2.3.1.2 The static submerged weight of object is given less than 5.0.
by: A, : area of elements penetrating the water surface,
F,,tic= mg - p Vg projected on a horizontal plane [a
Eq. 2-5 v, : slamming impact veiocity [~n/sl
where
2.3.3.2 ?'he slamming impact velocity may be
m: mass of object in air Bq] calculated by:
g: acceleration due to gravity = 9.81 tds-1
p: density of sea water, normally = 1025
V : volume of displaced water during different stages
when passing through the water surface [m
Eq. 2-8
2.3.1.3 For objects that may emerge after submergence, where
the possibilities of an increased weight due to entrapped v, : crane tip velocity, see Eq. 2-2
water shall be considered. v, : hook lowering velocity, typically 0.50 [ d s ]
H, : Significant wave height of design sea state
2.3.1.4 Snap forces in lifting wire will occur if
hydrodynamic force exceeds static submerged weight of
2.3.4 Characteristic buoyancy force
object, see 2.5.
2.3.4.1 The lifting force acting on the object due to
2.3.2 Characteristic hydrodynamic force buoyancy forces during surface penetration phase may be
taken as:
2.3.2.1 The characteristic hydrodynamic force on
object when lowered through water surface may be taken
as:
Eq. 2-9
Fbd=F,h+ Fp +Fh + F,, where
Eq. 2-6
j- where m : mass of object in air Fgl
g: acceleration due to gravity = 9.81 [m/s2]
F, : characteristic slamming impact force, see 2.3.3
v, : characteristic vertical relative velocity between
F, : characteristic buoyancy force, see 2.3.4 object and water particles [m/sl
Fh : hydrodynamic drag loads.
K : stiffness of hoisting system CNlml
F,: hydrodynamic inertia loads.
2.3.4.2 The characteristic vertical relative velocity
between object and water particles may be taken as:

Eq. 2-10
where
d: distance from water plane to centre of gravity of
submerged part of object. [ml
January 1996 Rules for Marine Operations
Page 10 of 48 R . 2 Ch.6 Sub Sea Operations

2.3.4.3 The stiffness of the hoisting system may be 2.4.4.3 Snap forces in lifting wire wili occur if
calculated by: hydrodynamic force exceeds static submerged weight of
object. Zn such case, the dynamic amplification factor
should be taken as:

Eq. 2-11
where 'static
K: stiffness of hoisting system [Nimj Eq. 2-15
ku,, : stiffness of single wire line where Fsmp
may be found according to 2.5.2..
: stiffness of soft strop if used
kblock: stiffness of multiple wirelines in a block 2.4.2 Characteristic hydrodynamic force
khm : stiffness of crane boom
k : other stiffness contributions if any 2.4.2.4 The hydrodynamic force on the object consists
of mass forces and drag forces which may be combined
2.3.4.4 The stiffness of crane boom is often neglected by:
as it is usually much larger than the line stiffness'. The F,,. = !Nl
line stiffness' may be calculated by:
Eqc 2-16
where
F, : characteristic mass force [Nl
Eq. 2-12 Fd : characteristic drag force [Nl
where
E: modulus of elasticity [~/m*j 2-4.2.2 'I'he characteristic mass force due to coinbined
effective cross section area of line, if multiple acceleration of object and water particles may be taken
A, :
as:
lines the areas are sumrnarised I~'I
L: total length of line(s) [ml F, = (m + m&)a, + p V a , + m&a, EN]
Eq. 2-17
where
2.4 RODWAMC FORCES ON
rn : mass of object in air Fg]
SUBmWGED OBJECTS
mdd: added mass of object k g1
a, : characteristic single amplitude verticai
2.4.1 Characteristic total force acceleration of crane tip, see 2.2.4 [m/s21
p : density of sea water, normally = 1025 @g/m3]
2.4.1.1 The characteristic total force on object when V : volume of displaced water [m3]
object is submerged may be taken as:
a,: characteristic vertical water particle acceleration
Ftdsl=Fmtici Fhyd [dsZl
Eq. 2-13
where 2.4.2.3 The added mass of the object may be taken as:
Fd, : static submerged weight of object, see 2.3. I.2[N] a d d = PVC,
Fhyd: characteristic hydrodynamic force [Nl Eq. 2-18
where
2.4.1.2 The capacity of the lifting equipment should be added mass coefficient as a function of depth,
C, :
checked according to PC.2 Ch.5 Sec. 2 applying: which may be determined by theoretical and/or
<,tic + Fhyd experimental methods.
DAF =
Fs,tic
2.4.2.4 The characteristic water particle acceleration
Eq. 2-14 may be taken as:
where Fhydm y be found by Eq. 2-16.

\ 1

Eq. 2-19
where
d: distance from water plane to centre of gravity of
submerged part of object [m].
H, : Significant wave height of design sea state
 Rules for Marine Operations January 1996
R . 2 Ch.6 Sub Sea Operations Page 11 of 18

2.4.2.5 ?'he characteristic drag force may be taken as: 2.5.2 Characteristic snap force
F,= 0.5 p Cd Ap vr2
Eq. 2-20 2.5.2.1 Characteristic snap loads during start and stop
where may be taken as:

C, : drag coefficient as a function of depth, which may I;,, = g' ,ic +vsmpd~(*
m ma,,)
be determined by theoretical and/or expenmental
Eq. 2-22
methods.
where
Ap : area of object projected on a horizontai plane[m'].
v, : characteristic vertical relative velocity between v,, : characteristic snap velocity [ds]

1
object and water particles, see 2.3.4.2 [ d s ] . F s ~ ~ c

see definitions 2.3.1, 2.3.4 and 2.4.2

2.4.3 Effect of moon-pool m
2.4.3.1 Characteristic hydrodynamic force when object
is lowered through a moon-pool rrlay be computed in
accordance with 2.4.2 but with adjusted mass- and drag- 2.5.3 Characteristic snap velocity
coefficients.
2.5.3.1 The snap velocity during start and stop may be
2.4.3.2 The mass- and drag-coefficients C, and C, taken as;
should be substituted by f, C, and f, C, respectively, v,,~ : maximum normal transport velocity, typically
where: 1.0 m/s

2.5.3.2 The snap velocity occurring if hydrodynamic

1- 05(AP 1 Amp) forces exceed static submerged weight may be taken as:
f. =
a [ , - ( ~ p i ~ m p ) ] Vsmp = Vff + C .vr
A,, : cross sectional area of moon-pool Eq. 2-23
[m']
where
A, : area of object projected on a horizontal plane [rn2]
vfc: free fall velocity, see 2.5.3.3 Ids]
v, : characteristic vertical relative velocity between
2.5 SNAP FORCES IN HOISTING LINE: object and water particles, see 2.3.4.2 [ds]
for Vff < 0.2Vr
2.5.1 General

2.5.1.1 Snap force, Fsmp, m;iy be caused by sudden

L - {( -0 ) ) for 0.2V. < Vff < 0.7.

velocity changes in the handling system due to start or

stop, or by slack hoisting lines due to hydrodynamic lo for Vff > 0.7Vr

forces exceeding static submerged weight:

Fhyd > Fmac
2.5.3.3 The free fall velocity of the object in calm
t water may be taken as:
J Eq. 2-21
where
Vff =
Fhy, and Fd, are given by 2.3.1, 2.3.2 and 2.4.2.
Eq. 2-24
2.5.1.2 Snap forces due to large hydrodynamic forces where
shall as far as possible be avoided. Weather criteria for
operation should be adjusted to ensure this.
P see definitions 2.3.1.2 and 2.4.2.5
2.5.1.3 Snap forces due to start or stop should be taken
into due considerations. Snap loads during start/stop
may be taken according to 2.5.2.1.
January 1996 Rules for Marine Operations
Page 12 of 18 Pt,2 CR.6 Sub Sea Oserations

2.6.4 Current forces on ROY

2.6.4.1 She horizontai current force on the ROV and
2.6.1 Pull down and pull in <he submerged cable may be taken as
2.6.1.1 The forces on a buoyant object being pulled
down by a line from the surface, via a sheave or similar
device on the sea bed, may be computed in accordance where
with 2.4 and 2.5. For the final lock- in stage, see dmb: diameter of submerged cable [In]
2.6.1.2. lab : projected length of submerged cable [ml
A,, : projected cross sectional area of ROV [m2j
2.6.1.2 When an object is pulled inldown, into lock-in v,, : maximum current velocity [mfs]
position on a sea bed structure, the pull force on the
object may be taken as:
F, = 1.2 q n ~ i ~ ]
Eq. 2-25
where
q : vertical crane tip motion, see 2.2.2.i [ml
K: the stiffness of the hoisting system, see 2.3.4.2
[N/ml

2.6.1.3 Ln general, the hoist line should constitute the

weak link in the system. Yielding capacity of attachment
brackets, e.g. attachment of hoist line to the object,
attachment of sheave to the bottom structure, etc.,
should as a minimum be i .3 times the MBL of the
attached line.

2.6.2 Mating and impact forces

2.6.2.1 Horizontal and vertical impact velocity between
the object and sea bed or bottom structure, should
normally not be taken iess than 1 [mls]. The maximum
vertical impact velocity need not be taken larger than the
free fall velocity of the object in calm water.

2.6.2.2 Positioning forces in vertical and horizontal

direction should normally not be taken less than 3 % of
the installed object's submerged weight including added
mass.

2.6.3 Off-lead and side-lead forces

2.6.3.1 Off-lead and side-lead forces are forces on the
lifting system occurring when the lifted object is pulled
away from the vertical through the crane tip. Off-lead
means in the direction away from the crane, and side-
lead is perpendicular to the direction of the crane boom.

2.6.3.2 Off-lead and side-lead forces should be

calculated with basis in current forces on the object and
the hoisting line and the consequent deviation from the
vertical through the crane tip, see 2.6.4.
 Rules for Marine Operations
Pt.2 Ch.6 Sub Sea Operations
3.1 ON BOTTOM STABILITY
3.1.1 General
3.1.1.1 It should be documented that the object during
all phases of the installation operation remains stable on
the sea bed, without getting unacceptable displacements
due to soil failure.
3.1.1.2 A general reference is made to Classification
Note 30.4 Foundations for calculation of soil properties
and capacities.
i
3,1.2 Stability calculations
3.1.2.1 Whether the permanent foundation solution is
based on mat foundation or piled foundation, there will
often be a temporary phase during installation where the
object will be supported on mats, possibly equipped with
skirts.
3.1.2.2 The stability may for reasonably homogeneous
soil conditions be checked by conventional bearing
capacity formulations combined with pure sliding
checks. Recommendations are given for idealised soil
conditions in Classification Note 30.4, section 4.4.
3.1.2.3 Stability should be checked for load
combinations including gravity loads, environmentai
loads where significant, and any loads possibly applied
to the structure during installation, e.g. during stabbing
of piles.
3.1.3 Material factors
,
3.1.3.1 For foundation failures which may have
unacceptable consequences, such as structural damage or
irrecoverable, unacceptable displacements, material
factor should be applied as follows:
y, = 1.25 on undrained shear strength for total stress
analyses.
y, = 1.25 on friction coefficient for effective stress
analyses.
3.1.3.2 For failure modes having less severe
consequences, lower material factors andlor load factors
may be used as agreed upon in each case.
January 1996
Page 13 of 18
3.2 PULE OUT FORCES
3.2.1 Retrieval of object
3.2.1.1 For re-positioning or retrieval of an object
placed on the sea bed, forces due to suction should be
calculated. 'I'his may be done by using bearing capacity
formulae as given in Classification Note 30.4, section
4.4.
3.2.1.2 The forces are dependent on soil parameters,
foundation geometry, lifting velocity, exposure time,
contact pressure, etc.
3.2.2 Time for full drainage
3.2.2.1 The time for fuli drainage should be calculated
based on specific soil data for the site in question, in
order to plan the rate of pull application, and calculate
the corresponding foundation reactions.
3.2.2.2 Time for full drainage may be taken as:
where
h = drainage distance
C , = coefficient of consolidation
A simple and conservative approach may be to assume
that all pulling forces applied within the time t, is
reacted by suction, whereas all pulling forces applied
earlier, effectively reduces the net foundation contact
forces. More elaborate consolidation analyses may be
performed to evaluate the partial drainage for the force
applied within the time tp.
3.2.3 Downward forces - drained pull
3.2.3.1 Downward forces from the foundation in case
of a drained pull out is thus:
Qtd = Qd+ Qs
where
Qd = drained resistance, mainly caused by friction on
embedded elements (skirts, etc.)
Q, = suction force due to negative pore pressures in the
soil, as reaction to short term pulling forces,
caused by vessel heave motions.
January 1996 Rules for Marine Operations
Page 14 of 18 R . 2 Ch,6 Sub Sea Operations

3.2.3.2 The pulling forces caused by heave of the
installation vessel should normally be considered to be
reacted by a suction force in any kind of soil, unless
consolidation analyses are performed to demonstrate that
drainage occurs.
3.2.6.2 ?'he soil reaction may be difficult to caiculare
and may depend on the filter used (permeability,
structural flexibility. etc.). ?'he soil reaction should on
thts case be documented by appropriate tests. or actual
experience for similar condit~ons.

3.2.3.3 For seabed conditions mainly consisting of

sand, it will normally be possible to provide a drained
pull- out. The time for application of the pulling force
should be planned to assure drained condition. see 3.2.2.

3.2.3.4 A total drained ioading condition may require

the use of a heave compensated crane.

3.2.4 Downward forces - undrained pull

3.2.4.1 In soils rich on clay, it will generally not be

possible to assure drainage for the pulling forces within
a reasonable time for a repositioning operation. in order
to break the foundation base out of the soil, a reversed
bearing capacity failure will have to be developed.

3.2.4.2 If lifting takes place some time after initial

placement of the object, the effect of consolidation on
the shear strength of the soil should be considered.

3.2.4.3 For short term dynamic forces, an increased

undrained shear strength due to loading rate effects
should be considered.

3.2.5 Downward forces - retrieval by pumping

3.2.5.1 An object base equipped with skirts should

preferably be retrieved by pumping water into the skirt
compartment. in such case only the soil resistance
against the skirts may be considered. 7'he friction against
the skirts may be related to the undrained shear strength
of the soil and should be determined based on the actual
soil investigations for the site.

3.2.5.2 The effect of remoulding and reconsolidation of

the soil should be considered.

3.2.6 Effect of filters

3.2.6.1 ?'he use of a filter attached to the centre base of

the foundation, c o ~ e c t e dto a draining system, may
significactly reduce the required pull due to suction. The
soil reaction force may be reduced to the force
corresponding to ripping the filter off the soil, plus a
small suction to allow flow through the draining system.
 Rules for Marine Operations
Pt.2 Ch.6 Sub Sea Operations
4. OPEWTIONAL ASPECTS
4.1 GENERAL
4.1.1 Application
4.1.1.1 this section applies for planning and execution
of sub-sea installation operations. General requirements
for planning and preparations are given in Pt. 1 Ch.2 .
4.1.2 Planning and preparations
4.1.2.1 Detailed contingency procedures for each
operational step should be worked out. Special
consideration should be given to retrievallabandoning
8 procedures in case of deteriorating weather conditions.
4.1.2.2 For sub-sea operations intended to be 100%
diverless, the possibility of having other methods stand-
by as a contingencylback-up, should be considered
where found applicable.
4.1.2.3 If applicable integration testing should be
carried out. For complex and critical stages of the
installation dependant on ROV, the operator's skill
should be verified.
4.2 SYSTEMS
4.2.1 Load reducing systems
4.2.1.1 Based upon technical specifications, onsite
evaluations, or other documentation, operational credit
may, on a case to case basis be granted by the attending
VMO surveyor. Hence a more severe weather
I
v ' , condition may be acceptabie.
4.2.2 Dynamic positioning systems
4.2.2.1 When DP is used for station keeping, a
minimum of 3 independent DP reference system are
required.
Guidance Note
For operations where consequences for handled object, installation
vessel and other structures or vessels in the vicinity, of loosing the
DP reference systems are small, 2 independent reference systems
may be accepted
4.2.2.2 DP reference system sensitive to interference
from radar, radio, telex etc. should not be used during
critical phases of sub-sea operation.
January 1996
Page 15 of 18
4.2.2.3 Maximum utilisation of DP system during
operation should not exceed 80 % of total capacity. If the
utilisation exceeds the 80% levei, the vessel should be
taken into a stand-offlstand-by mode. Weather criteria
for the 80% limit should be established and documented.
4.2.2.4 Should a stand-off mode be impossible,
preparations for abandoning or retrieval of object should
be made in due time prior to reaching the 80% limit. Ln
any case, the installation vesse!'~ station keeping
capability should not be influenced if break down of any
one of the thrusters should occur. Exemptions from this
recommendation, is subject to approval from attending
VMO surveyor.
4.2.2.5 Minimum clearances between DP vessel and
any fixed or floating structures shall be defined based on
characteristic environmental conditions for the operation,
DP class of vessel and the Environmental Regularity
Number (ERN).
4.2.2.6 Sub-sea operations dependent on more than one
DP vessel, should have a clearance between vessels of
not less than 50m. Operations requiring less clearance
will be evaluated in each case. DP alarm should
normally be set to maximum e m .
4.2.3 Ballasting systems
4.2.3.1 For operations requiring ballasting of the
object, a proper ballast control and monitoring system
should be implemented. Special back-uplmonito~g
devices in order to avoid uncontrolled ballasting may be
required.
4.2.3.2 Ballast system utilising external umbilical
supply, are subject to the same recommendations as
outlined in 4.3.1.2.
4.2.3.3 All panel valves to be operated by ROV, should
be clearly marked opedshut (01s). Valve indicators on
critical valves may be considered necessary for visual
verification purposes.
4.2.3.4 Special back up or monitoring equipment m y
be required in order to avoid uncontrolled ballasting
January 1996
Page 16 of 18
4.2.4 Manned vehicles and ADS-systems
4.2.4.1 Atmospheric diving systems (ADS), should ir?
general incorporate adequate back-up, enabling 24 hours
operability.
4.2.4.2 Operational reliability should be documented
through presentation of dive logs, maintenance records
etc.
4.2.4.3 It should be documented that the ADS system is
capable of operating under the given design and
operational criteria.
4.3.1 General
4.3.1.1 Installation aids should be located such that
they are not damaged during preceding operations, e.g.
lifting of structures, handling of piles etc.
4.3.1.2 The connection of the object to pre-installed
baseltemplate or similar, should preferably avoid the use
of external gaslhydraulic supply from surface for locking
purposes, unless means are provided reducing the risk of
mechanical damage to a minimum during the lowering1
positioning phase, and sufficient back up is accounted
for.
4.3.2 Guide and tugger lines
4.3.2.1 Guide wiresltugger lines should be used in
order to prevent rotation of the structure during
installation.
4.3.2.2 For multi hook lifts, active use of tuggerlines
may be omitted. These should however be precomected.
4.3.2.3 If guidetpull-down lines fixed to a pre-installed
sub- sea template or similar, will require a fixed vessel
heading, the weather criteria specified for the operation
should reflect this.
4.3.2.4 Temporary attachments which may impose
damage to the structure, should be removed without
deiay .
Rules for Marine Operations
R.2 Ch.6 Sub Sea Operations
4.4.2 Planning
4.4.1.1 When planning for a sub sea operation, the
following ROV limitations and recommendations should
be noted;
- Wire cutting by use of ROV requires siack wire.
ROV working range, i.e. max. horizontal offset
- ROV operations on moving objects should
normally not be considered feasible.
- ?'he operational influence of the ROV operator's
skill and experience should be reduced.
- ROV tracking system by means of transponders
should be subject to commissioning.
- For complex ROV operations full scale
qualification rests shall be considered. Contractor
shall demonstrate ROV capability of executing the
planned intervention.
4.4.1.2 ?'he stability of ROV during operation shall be
considered, A ROV docking frame shall be used if
possible.
4,4.2 General recommendations
4.4.2.1 ROV downtime, both planned and unforeseen,
should be taken into consideration when establishing
required weather window.
4.4.2.2 Sub-sea operations, totally dependent on ROV,
should be equipped with at least two independent ROV
spreads. ROV crew enabling 24 hours operability should
be provided. Sufficient spares should be available.
Prior to acceptance of ROV operations, maintenance
records and dive logs for each ROV should be presented.
4.4.2.3 Complex operations which are totally
dependent on the skill of the ROV operator should
preferably be avoided.
4.4.2.4 ROV thruster capacity should normally be at
least 30% higher than the maximum expected current
force acting on the ROV and its umbilical.
4.4.2.5 Means for localising and tracking of the ROV
from the surface may be required.
4.4.2.6 For operations combining ROV and divers, any
possible restrictions that ROV and divers are not able to
work simultaneously, should be clarified in advance, and
taken into due consideration.
 Rules for Marine Operations
R.2 Ch.6 Sub Sea Operations
4.4.3 Launching restrictions
4.4.3.1 Launching and retrieving of large ROV's, not
protected by cage, over a ship's side should not take
place in waves exceeding H, > 2.5-~[ITI].
4.4.3.2 If exemptions from restriction in 4.4.3.1 is
made, it must be documented that ROV's can be
retrieved or lauriched in a safe manner under more severe
conditions.
4.4.3.3 Moon-pool ROV operations may however be
extended to
' H, < 5-6m, depending on the actual motion
characteristics of the vessel in question.
4.4.4 Monitoring
i 4.4.4.1 In general, means should be provided enabling
monitoring of all sub-sea operations, e.g. ROV, diver
camed video, etc. Any critical part of the operation
involving risk for damage, should not be performed
without such monitoring.
4.4.4.2 All diving and complex Work-ROV operations
should be monitored by independent ROV.
4.4.4.3 ROV used for monitoring of sub sea operation
should be operated from the installation vessel.
Guidance Note
The requirements in 4.4 4.3 rnay be dispensed from wtiere large
horizontal distarices between iristallation vessel and the observation
ROV is required.
s,
1 4.5 TDE-IN OPERATIONS
I
4.5.1 ROV recommendations
4.5.1.1 Positioning operations of habitat and Pipe
a' Handling Frame (PHF) should be subject to monitoring
by ROV. For positioning operations sensitive to vessel
motion, limiting weather criteria should be established.
4.5.1.2 Location of ROV onboard vessel should be
chosen with due consideration to umbilicals, wires etc.
attached to habitat and PHF, in order to avoid
entangling. Back up ROV for monitoring should be
present onboard.
January 1996
Page 17 of 18
4.5.2 Other recommendations
4.5.2.1 Procedure for abandoning habitat should be
documented, as well as limiting criteria for station
keeping of vessel. Abandoning of habitat in case of
deteriorating weather conditions should normally not
take longer than the tirue necessary to retrieve divers.
4.5.2.2 For tie-in operations taking place in water
depths > 150[m], means should be provided for
reducing tension and drag in umbilicals, unless sufficient
internal strength and vessei station keeping capability is
documented.
4.6 BUNDLE OPERATIONS
4.6.1 Bundle transport
4.6.1.1 General requirements to tugs are given in Pt.2
Ch.2 Sec. 3.3.
4.6.1.2 As a minimum, lead tug, trailing tug, stand-by
tug, and bundle monitoring vessel are required.
4.6.1.3 The requirements to the various vessels are:
- Regardless of theoretically required bollard pull
(BP), the lead tug and stand-by tug should have a
minimum BP of 70 tonnes, and the trailing tug 35
tonnes, in direction of pull.
- It is recommended that all vessels are preferably
equipped with DIP system.
- The trailing tug should be equipped with towing
winch forward.
- Towing winches should be equipped with
adjustable overload protection.
- There should be two d r u m on the towing winch.
4.6.1.4 All tugs should have suitable towing
arrangements for 'piggy back' connection in case of
engine break down/failure.
4.6.1.5 Bottom survey for towing route should be
carried out. Holding areas for each 100 n.mile with a
diameter of at least the bundle length +2Wm to be
surveyed.
4.6.1.6 Maximum allowable pull-head angle with
surface should be documented.
4.6.1.7 Maximum towing speed should generally not
exceed 4 knots. Higher speed may be allowed, but will
be subject to satisfactory bundle behaviour during first
part of tow.
January 1996 Rules for Marine Operations
Page 18 of 18 R . 2 Ch.6 Sub Sea Operations

4.6.1.8 'Two towing lines should be fitted at each end

of bundle, whereof one to be regarded as emergency
towing wire. Emergency wire should be pre-connected
to emergency towing winch.

4.6.1.9 Means for monitoring of bundle configuration

during tow to be provided. Depending on the operational
reliability, back- up system may be required.

4.6.1.10 It should be documented that the bundle has

sufficient internal strength, enabling the bundle to hang
freely supported at each end.

4.6.1.11 Routing requirements:

- Pipeline crossings should be reduced to a
minimum.
Current forces should be taken into due account
when establishing tow route.
- Weather window should reflect the choice of
towing route.
- Approach corridor to location should be
established.
- Possible fishing activity to be taken into
consideration.

4.6.1.12 Procedure for internal ballasting or

pressurising of bundle to be documented.

4.6.1.13 Detailed abandonment procedure, including

anchoring of bundle to be established.

4.6.2 Pipeline and bundle pdl-in

4.6.2.1 It is assumed that integration tests, if

applicable, have verified the operability of the various
tools and equipment. Test reports should highlight and
reflect critical operational sequences and their limiting
factors.

4.6.2.2 In general, procedures for the below listed

operational sequences should be established, including
contingency plans, and limiting weather criteria:
Pull in tool installatiodretrieval
- Connection tool installation/retrieval
- Pull head discomectiodretrievd
- Connection of pull head wire to pullhead
Guide wire installation
- Flooding of bundle
- Chain and buoyancy tank removal

4.6.2.3 Suitable arrangement for release of towing wire

from pull head to be provided.
 RULES FOR
PLANNING AND EXECUTION OF

PART 2 : OPERATION SPECIFIC REQUIREMENTS

PART 2 CHAPTER 7

T U N S I T AND POSICTIONlNG OF MOBILE OFFSHORE UNITS

JANUARY 2000

SECTIONS

1. INTRODUCTION .................................................................................................................. . 4
2. PLANNING AND PREPARATIONS ..................................................................................... 6
3. TRANSIT.. .............................................................................................................................. .7
4. POSITIONING ........................................................................................................................ 9

DET NORSKE VERITAS

Veritasveien 1, N-1322 Hervik, Norway Tel.: +47 67 57 99 00, Fax.: +47 67 57 99 1l
CHANGES IN THE RULES
This is the first issue of Pt.2 Ch.7 of the Rules for
Planning and Execution of Marine Operations, decided by
the Board of Det Norske Veritas as of December 1999.
These Rules supersede the June 1985, Standard for
Insurance Warranty Surveys in Marine Operations.
This chapter comes into force on 1st of January 2000.
This chapter is valid until superseded by a revised
chapter. Supplements to this chapter will not be issued
except for minor amendments and an updated list of
corrections presented in the introduction booklet.
Users are advised to check the systematic index in the
introduction booklet to ensure that the chapter is current.

O Det Noiske Veritas

Computer Typesetting by Det Norske Veritas
Printed in Norway by the Det Norske Veritas January 2000
Rules for Marine Operations January 2000
Pt.2 Ch.7 Transit and Positioning of Mobile Offshore Units Page 3 of 16

CONTENTS
1 . INTRODUCTION .............................................. 4 4 . POSITIONING .................................................. 9

1.1 GENERAL ....................................................... 4 4.1 GENERAL .................................................... 9

1.1.1 Application ...............................................4 4.1.1 Positioning .............................................. 9
4.1.2 Environmental conditions ......................... 9
1.2 DEFINITIONS ...................................................4 4.1.3 Documentation ................................... 9
1.2.1 Terminology ...................................... 4
1.2.2 Syrnbols ..................................................
5 4.2 STATION-KEEPING SYSTEMS ..................... 10
4.2.1 General ................................................. 10
4.2.2 Design requirements ............................... 10
2 . PLANNING AND PREPARATIONS ...............6 4.2.3 Mooring systems ................................... 10
4.2.4 Dynamic Positioning (DP) systems ........ 10
2.1 PLANNING ............................. . ......................6
2.1.1 General ................................................... 6 4.3 CLEARANCE .................................................... 11
2.1.2 Co-ordination .............. . . . .....................6 4.3.1 General ...................................................
11
2.1.3 Documentation ............. . .........................6 4.3.2 Clearance for synthetic fibre rope lines .. 11
4.3.3 Clearance during positioning ..................11
2.2 DESIGN EVALUATIONS ..................................6 4.3.4 Clearance during short-term operations .. 1 1
2.2.1 General .....................................................
6 4.3.5 Clearance in normal operation ................ 11
2.2.2 Stability afloat ......................................... 6
2.2.3 Loads and load effects ........................... 6 4.4 INSTALLATION OF ANCHORS .....................12
2.2.4 Strength evaluations ......... . ................ 6 4.4.1 General .............................................. 12
4.4.2 Drag-installed anchors ........................... 13
4.4.3 Other anchor types .............................. 13
3. TRANSIT ...........................................................7
4.5 POSITIONING OF SELF-ELEVATING UNITS 13
3.1 GENERAL ...........................................................
7 4.5.1 General ................................................. 13
3.1.1 Transit operation ....................................... 7 4.5.2 Clearance ................................................ 14
3.1.2 Documentation ........................................ 7 4.5.3 Seabed conditions ...................................14
3.1.3 Tug assisted transit operations ..................7 4.5.4 Operational aspects .............................. 14
3.1.4 Self propelled transit operations ...............7 4.5.5 Jacking operations ..................................14
4.5.6 Testing ................................ . ............14
3.2 TOWING EQUIPMENT .....................................8
3.2.1 General .....................................................8 Table list
3.2.2 Required thrust and bollard pull ...............8 Table 4.1 - Minimum clearance ......................................15
3.2.3 Emergency anchoring ..............................8 Table 4.2 - Verification of resistance of drag-installed
3 "3 OPERATIONAL ASPECTS .............................. 8 anchors ........................................................
3.3.1 General ....................................................8
3.3.2 Emergency jack up locations ....................8
January 2000
Page 4 of 16
1.1 GENERAL
1.1.1 Application
1.1.1.1 Pt 2 C17.7, Transit and Positioning of Mobile
Offshore Units provides specific requiremerits and
recommendations for transit and positioning of:
semi submersible units
self-elevating units
floating storage units
drilling ships
floating production units
and for positioning of offshore installation vessels.
In this chapter, the term "unit" is used in general for these
vessels.
1.1.1.2 General requirements and guidelines in Pt I of
these Rules apply for transit and positioning operations.
This chapter is comple~rientaryto Pt. 1.
1.1.1.3 Reference is made to Pt.2 Ch.3 for transit
operations by heavy lift carriers and to Pt.2 Ch.2 for
transit as deck cargo on barges ("dry transport"). For on-
and offloading of heavy lift carriers or heavy lift barges,
reference is made to Pt.2 Ch I.
1.1.1.4 For operation of units under normal conditions,
reference is made to the relevant parts of DNV's "Rules
for Classification of Mobile Offshore Units", or the
equivalent rules of other recognised bodies.
Guidance Note
By normal condition are meant the condition stated in the
Classification Certificate of the unit, arid covered by its
Operations Manual
1.1.1.5 Conditions for these Rules are stated in Pt.0 Ch.1
Sec.I.2.
1.2 DEFINITIONS
1.2.1 'I'erminology
1.2.1.1 Definitions of terms are included in the Pt.O
Ch I . Terms considered to be of special importance for
this chapter are repeated below.
Bollardpull - Continuous static towing force applied by
tug, i.e. continuous tow line force.
Rules for Marine Operations
Pt.2 Ch.7 Transit and Positioning of Mobile Offshore Units
Coastal towing - Towing in waters less than 12 nautical
miles off the coast line.
Diy trarlsport - Transportation of a mobile offshore unit
as deck cargo on a barge or a heavy lift carrier. 'The term
Dty tow may also be used for transport of a unit as deck
cargo on a barge.
Dynamic positioning (DP) - A method of automatically
controlling a vessels position within certain predefined
tolerances by means of active thrust. This active thrust is
provided by thrust units that are controlled by computers.
The purpose of this active thrust is to counter the
environmental forces such as wind, waves and current
such that the vessel will maintain it's required
geographical position.
Inshore t o ~ v i t ~- Towing
g in sheltered waters.
Irlternal seafastening - Securing of loose items within the
unit.
Long-term mooring - Mooring at the same location for
more than 5 years.
Operating cotlditiotz -The condition in which the unit
carries out its normal functions, e.g. drilling, and which is
within the operational limitations and preconditions set for
the condition.
Offshore towijzg - Towing outside territorial waters more
than 12 nautical miles off the coast line.
Operation reference period - Planned operation period
plus estimated contingency time. See Pt I Ch.2 Sec 3 1 I
Positionitzg - The activities necessary for getting in
correct position and establishing the station-keeping
system of a floating unit or jacking up a self-elevating unit
at a new locatiori.
Seafastetling - Structural elements providing horizontal
and uplift support of objects onboard the unit during the
transport.
Short-term operation - An operation that can be
completed within a reliable weather window, i.e. a
weather restricted operation.
Sutvival condition - The condition in which the
operational limitations (maximum allowable wind velocity
and/or motion of the unit) for the relevant operating or
transit condition have been exceeded, andlor in which the
measures necessary for the condition have been taken.
Temporary safe condition - A condition where the unit
can sustain the environmental loads correspondirig to the
10-year seasonal condition, or the characteristic
environmental condition/loads corresponding to 30 days
exposure period, determined according to Pt. I C7/? 3 Sec.2
Rules for Marine Operations January 2000
Pt.2 Ch.7 Transit and Positioning of Mobile Offshore Units
- Page 5 of 16

Total thrust capacity - Total continuous thrust capacity

available, i.e. sum of unit's own thrust capacity and tug's
thrust capacity.
Transit - The activities necessary to move a floating unit
from one location to another at sea, either by towing or
self propelled.
Unrestricted operations - Operations with characteristic
environmental conditions according to long-term
statistics, i.e. with no environmental restrictions to
execution of the planned operation.
VerlJication - Activity to confirm that a design,
product/equipment, structure or procedure complies with
defined standards andlor specifications. Verification may
be documented by calculations, analysis, certificates,
survey reports and inspection reports.
Weather restricted operations - Operations with defined
restrictions to the characteristic environmental conditions,
planned to be performed within the period of reliable
weather forecasts.
Wet tow - Self floating towing of a rrlobite offshore unit,
as opposed to Dty totv.

1.2.2 Symbols
The list below defines symbols used in this chapter:
H, : Significant wave height
HAT : Highest astronomical tide
LAT . Lowest astronomical tide
MBL . Minimum breaking load
MOU . Mobile offshore unit
MWL : Mean water level
NMD : Norwegian Maritime Directorate
ROV Remote operated (submersible) vehicle
SSCV : Semi-submersible crane vessel.
January 2000
Page 6 of 16
- - Pt.2 Ch.7 Transit and Positioning of Mobile Offshore Units
2. PLANNING AND P m P A U T I O N S
2.1 PLANNING
2.1.1 General
2.1.1.1 'Transit and positioning operations shall be
planned and prepared according to the requirements and
philosophies given in Pt. 1 Ch.2.
2.1.2.1 Several operations may be planned to take place
in the sarne area at the same time, and will require co-
ordination between the various vessels and operators in
order to avoid conflicts.
This is in particular important for positioning and sub-sea
operations in the sarne area.
2.1.3 Documentation
2.1.3.1 General requirements for documentation are
given in Pt. 1 C17.2 Sec.2.2.
2.1.3.2 The planned transit or positioning operation shall
be described by procedures and drawings.
A manual covering the relevant aspects of the operation
shall be prepared, see also Pt. 1 Ch.2 Sec 2 2 and Pt. 1
Ch.2 Sec. 3.5.
2.1.3.3 Certificates, test reports arid classification
documents for equipment, objects and vessels involved
shall, as applicable, be presented before start of the
operation.
2.2 DESIGN EVALUATIONS
2.2.1 General
2.2.1.1 General requirements for design of transit and
positioning operations are given in Pt. 1 Ch.3 and Pt. 1
Ch.4. Additional and specific requirements for design of
transit and positioning operations are given below and in
Sec. 3 and Sec. 4.
Rules for Marine Operations
2.2.2 Stability afloat
2.2.2.1 General stability requirements are given in Pt. 1
Ch 2 Sec.4. However, compliance with the stability
requirements of the actual Flag State and/or the
classification society is sufficient, and is normally covered
in the operations manual or the stability manual of the
vessel.
2.2.3 Loads and load effects
2.2.3.1 Characteristic loads and load effects shall be
defined according to Pt. 1 Ch. 3 Sec. 3.
2.2.3.2 Load cases for the transit and positioning
operations shall generally be defined according to Pt. 1
Ch 4 Sec 2.2.
2.2.3.3 Possible impact loads during setting of self-
elevating units shall be considered.
2.2.4 Strength evaluations
2.2.4.1 Structural strength verification shall comply with
Pt. 1 Ch 4.
2.2.4.2 The transit condition of the unit shall be
confirmed to be within the conditions for class, or
otherwise the unit shall be verified to have acceptable
strength for the transit conditions. See also Pt.1 Ch.3 and
Pt. 1 Ch.4.
2.2.4.3 Special attention shall be given to structural
integrity of legs and their supports of self-elevation units,
both in transit and during positioning.
2.2.4.4 Seafastening of loose items and non-permanent
cargo carried onboard shall comply with Pt.2 Ch.2
Sec.2.3.2 or Pt.2 Ch. 3 Sec.2.1 6. as relevant.
 Rules for Marine Operations
Pt.2 Ch.7 Transit and Positioning of Mobile Offshore Units
3.1 GENERAL
3.1.1 Transit operation
3.1.1.1 Transit is defined as the activities necessary for
moving a floating unit or self-elevating unit from one
geographical location to another location. The transit
operation is regarded as initiated when release of the
mooring lines or jacking down has commenced. The
transit operation is regarded as completed when the unit as
arrived at the new geographical location and the
positioninglmooring operation commences.
3.1.2 Documentation
3.1.2.1 As part of the planning of a transit operation
documentation covering the following aspects shall be
prepared:
design and operational weather conditions for the
transit route at the season for the intended transit
calculations of the characteristic loads on the unit
during transit
- verification of acceptable structural capacity of the
unit and its equipment.
Guidance Note
Generally, a weather-unrestricted transit of a self-elevating unit
can only be performed as a "dry transport".
3.1.2.2 Particulars of the following items shall be
presented for review prior to the operation;
- arrangement of the towing equipment
- fairleads and fastening devices for towline
supporting structures
. - permanent towing equipment, chain cables. steel
wire ropes, shackles, rings, thimbles and flounder
plates
- retrieving arrangement
emergency arrangement
- particulars for the towing vessel(s), and
- planned t~ansitroute with specification of:
narrows and shallow waters
statistical current conditions
weather conditions
- port(s) of refuge
- refuelling port(s)
- intermediate jack-up positions.
3.1.2.3 In addition to 3.1.2 2, the following plans or
information shall be available;
January 2000
Page 7 of 16
- the operations manual for the unit
- stability calculations for the unit in relevant modes
of the transit condition
- general arrangement plan
- certificates for all components of the unit's towing
gear
diagrams showing:
- wind force as function of wind velocity
current forces as function of current
velocity
wave drift forces in relation to significant wave
height and period
specification of thrust provided by the unit's own
propulsion machinery, if fitted.
3.1.2.4 Helicopter deck and other exposed structure shall
have sufficient clearance to avoid contact with waves in
floating condition.
3.1.3 Tug assisted transit operations
3.1.3.1 Transit operations may be performed as towing
operations or as tug assisted transit operations where the
unit's own thrust capacity is utilised. See 3.2.2 for
required propulsion force.
3.1.4 Self propelled transit operations
3.1.4.1 For units with own propulsion machinery, transit
operations may be performed without tug assistance.
3.1.4.2 The propulsion force of the unit shall be
sufficient to maintain control under the environmental
conditions given in Pt.2 Ch.2 Sec.3.3.2.4 and Sec.3.3.2"5.
Note that for transit i n coastaVnarrow waters a minimum
speed over the ground of 2 knots in the environmental
design condition shall be maintained, see Pt.2 Ch.2
Sec.3.3.2.5.
Guidance Note
DNV classed mobile offshore units witti additiorial class notation
DYNPOS with letter T, AUTS, AUT, AUTR or AUTRO will
riormally comply with the above requirement for propulsion force.
Guidance Note
In some cases National governmental regulations may require
tug assistance regardless of the unit's own propulsion force.
January 2000
Page 8 of 16
3.2 TOWING EQUIPMENT
3.2.1 General
3.2.1.1 General requirements for towing vessels, towed
unit and towing equipment are giver1 in Pt.2 Ch.2 Sec.3.
3.2.1.2 Requirements for the capacity of towing bridle
and towing brackets are given in Pt.2 Ch 2 Sec. 3.1.
Guidance Note
For some mobile offshore units these requirements rriay be in
excess of what is required by its class. Normally, compliance with
class requirements will suffice.
Guidance Note
If the tug is oversized (i.e. has considerably more bollard pull than
specified in 3 2.2. I ) , the required strength of the towing
arrangements including the brackets on the towed unit/vessel can
be reduced to comply only with the minimum bollard pull required.
In such cases a restriction on maximum bollard pull to be
exercised by the tug shall be given in the towing procedure, see
2. I 3 2.
3.2.2 Required thrust and bollard pull
3.2.2.1 The combined propulsion force (total thrust
capacity) of the unitlvessel and the tug(s) shall be
sufficient to maintain control of the unit under the
environmental conditioris given in Pt.2 Ch.2 Sec. 3.3.2.4
and Sec.3.3.2.5. For transit in coastal/narrow waters a
minimum speed over the ground of 2 knots in the
environmental design condition shall be maintained, see
Pt.2 Ch.2 Sec. 3.3.2.5. Propulsion efficiencies for tugs
shall be accounted for with reduction factors as given in
Pt.2 ChZSec.3 3.2.6.
3.2.3 Emergency anchoring
3.2.3.1 The unit shall normally have at least one operable
anchor during transit. The anchor(s) is to be of sufficient
capacity and with sufficient length of mooring line
available for emergency anchoring.
Guidance Note
The lack of an operable anchor systerri may be compensated by
additional tug capacity, after evaluation of characteristics of the
unit, towing route and season.
3.3 OPERATIONAL ASPECTS
3.3.1 General
3.3.1.1 General requiremerlts for towing operations are
given in Pt.2 Ch.2 Sec.4.
Rules for Marine Operations
Pt.2 Ch.7 Transit and Positioning of Mobile Offshore Units
3.3.1.2 Criteria for entering into a safe hold coridition,
related to actual and forecasted environmental conditions
shall be clearly stated in the operations manual. The
criteria shall reflect riecessary time for reaching the safe
condition, including required contingency timc, see also
Pt 1 Cj7.2 Sec.3.l. Reference is also rnade to 3 3.2 for
towing of jack-ups.
Guidance Note
For "wet tow" of self-elevating units the environmental criteria for
setting are ofteri stricter than the criteria for towing, i e the
criteria for setting will govern the decision for entering into a safe
hold condition.
3.3.2 Emergency jack up locations
3.3.2.1 For a self-elevating unit with limitations in the
environmental conditioris it can sustain in floating
condition, transit operations shall be planned as weather
restricted operations with defined emergency jack up
locations. Distance between these locations will be
decided by required time for jacking down and jacking up
the unit, time for positionirig and unit towing speed. plus
contingency time.
Guidance Note
The NMD regulations concerning field rnoves for Norwegian
flagged offshore units require that rnaxirrium transit time between
the emergency jack up locatioris shall not exceed 24 hours This
24 hours period covers jacking down to floating condition, towing
and jacking up to sufficient air gap at the riew location
3.3.2.2 For defined emergency jack up locatioris it shall
be documented that the soil conditions are such that the
jack-up will not experience sudden significant penetration
of the spudcans during the jacking process or during the
stay at the locatiori in elevated position. Soil conditions
with soft, normally consolidated clays or with stiff soil
overlying soft soil (punch-through conditions) shall be
avoided.
3.3.2.3 The documentation shall clearly show that the
locations consist of' competent soils which are either dense
sands or stiff clays to depth which excludes the possibility
of foundation punch-through.
3.3.2.4 The docurneritation shall include bathymetric
mappirig and a shallow seismic survey for the location,
which can be tied back to nearby existing soil boring(s) to
assist in the assessment of the soil stratigraphy. The
seismic survey shall be of good quality using equipment
which car1 trace the shallow layering and detect possible
presence of buried erosion charinels within the depth of
interest, basically down to 50 m below seabed.
'The seismic surveys, the soil borings and the
iriterpretation of the corresponding soil conditioris for the
actual location shall be documented.
 Rules for Marine Operations
-
Pt.2 Ch.7 Transit and Positioning of Mobile Offshore Units
4. POSITIONING
4.1 GENERAL
! 4.1.2.1 All positioning operations are normally
1I 4.1.1 Positioning
4.1.1.1 Positioning is defined as the activities necessary
for:
getting a floating unit in correct position at a new
location, and
- establish its mooring system, or
- connect the unit to a pre-laid mooring system, or
- jacking up a self-elevating unit at a new location.
4.1.1.2 The positioning operation is regarded as
completed when;
a floating unit is moored with all anchors set and
tested and with all anchor lines connected and
tensioned, or
- a dyriamic positioned unit is in its final position
and all systems have been verified stable, or
- a self-elevating unit has been jacked up to the
planned height.
4.1.1.3 A temporary safe condition can be considered
reached when the unit can sustain the environmental loads
corresponding to the 10-year seasonal condition, or the
characteristic environmental condition/loads
corresporiding to 30 days exposure period, determined
accordirig to Pt I Ch,3 Sec 2 Within 30 days the
positioning operation must be completed as defined in
3/12.
1.1.1.4 When the positioning operation IS completed, the
unlt is regarded to be in a normal operating condition and
shall then comply w ~ t hthe relevant parts of its
Class~ficat~on Rules. National Marltime Regulations, or
equivalent. See I I. I I .
I 4.1.1.5 Positioriing of offshore installation vessels (e.g.
rI crane vessels) covers the period needed for the activities
described in I I I I , and in addition also the subsequent
installation operations (e.g. lifting of modules).
4.1.1.6 For positioning of self-elevating units during
setting, reference is made to I 5
January 2000
Page 9 of 16
4.1.2 Environmental conditions
considered to be weather restricted, i.e. the operation
reference period is maximum 72 hours. See Pt I C11,Z
Sec.3.1.2. This implies that the positioning operation must
be completed as defined in 4 1.1.2 or a temporary safe
condition reached as defined in 4"1.1,3 within 72 hours.
4.1.3 Documentation
4.1.3.1 As part of plannirig for positioning operations
documents covering the following aspects shall be
prepared;
- limiting environrriental criteria for the positionirig
operation
calculated characteristic loads on the unit and in
the positioning equipment
verification of acceptable strength of the unit and
the positioning equipment.
4.1.3.2 In due time prior to a positioning operatiori the
following inforrriation shall, as relevant? be presented:
- other surface or sub-sea operations going on in the
area
- co-ordinates of the new location and planned
position and headirig of the unit
- water depth, preferably chart showing depth curves
with equidistance not exceeding 5 metres, LAT,
MWL and HAT and the storm surge at the
specified location
- position of all floating andlor fixed structures
within 5 nautical miles off the specified location
- position of obstructio~ison the seabed. wellheads.
etc.
- position of pipelines and their protection (i.e.
buried, rockdumped or no protection)
-
full description of seabed topography and soil
stratigraphy for predictiori of anticipated
penetration and/or anchor resistance. The
description shall contairi information on rock
outcrops, pockmarks, iceplough marks, soil
classification properties and depth boundaries of
each soil layer
- detailed chart(s) showing the exact position of each
unit (including stand-off positions when
applicable), the position of each anchor, and the
calculated clearance
- available experience from previous positionirig
operatioris in the area
January 2000
Page 10 of 16
- stability calculations with specification of
anticipated variable loads to be onboard during
positioning
- proposed preloading procedure, including
miriimu~ninstallation tension of drag-installed
anchors, as assumed in the anchor design
calculations
- positioning procedure detailed plan for the
operation including data for the attending vessels,
number of positiorling anchors to be used, etc.
- for units using dynamic positioning equipment,
specification of the means and points of reference.
4.1.3.3 The limitations for characteristics design
parameters shall be evaluated and specified in the
operations manual.
Limiting design parameters are to be given as a
combination o f
significant wave height, H,
- range of zero up-crossing periods, Tz
- maximum 10 minutes mean wind at 10 meters
elevation (if wind has significant influence)
- RP-E3Ol - Design and installation of fluke anchors in clay" and
maximum current at centre of maximum exposed
area (if current has significant influence).
The operational criteria shall be less than the design
criteria, as specified in Pi.1 C17.2 Sec. 3.1.2 3.
4.2 STATION-KEEPING SYSTEMS
4.2.1 General
4.2.1.1 Two types of station-keeping systems are
assumed in this chapter:
- 4.2.4.1 For positioning operations close to another vessel
mooring systems with anchors, chain cable and/or
steel wire rope or fibre rope anchor lines, with or
without thruster assistance
- dynamic positioning systems.
4.2.2 Design requirements
4.2.2.1 The station-keeping system shall have acceptable
capacity, see 4.2.3 and/or 4.2.4, both for intact condition
(ULS) and one-line or one-component failure situations
(PLS).
4.2.2.2 The station-keeping system shall be designed,
with emphasis on flexibility and redundancy, to keep the
unit in position both in the survival and the operating
condition, without overloading any component of the
system.
Rules for Marine Operations
Pt.2 Ch.7 Transit and Positioning of Mobile Offshore Units
4.2.3 Mooring systems
4.2.3.1 In general, the mooring system for floating units
shall comply with the requirements of DNV's "Rules for
Classification of Mobile Offshore Units", Pt.QCh.2., or
equivalent.
However, for rriooring periods of maximum 72 hours it is
sufficient that the actual mooring arrangement complies
with Pt 1 Ch.2 Sec.5.3 for the characteristic environmental
condition for the operation.
4.2.3.2 For long-term or permanent mooring (e.g.
floating production units) National governmental
regulations may also be applicable for the design of the
mooring system.
4.2.3.3 The mooring system may in general be analysed
by quasistatic methods. For water depths of 200 meters or
more, dynamic analysis should be performed.
Guidance Note
Methods for calculation and verification of the resistance of drag-
installed anchors are given in DNV's "Recommended Practice
DNV's "Recommended Practice RP-E302 - Design and
installation of drag-in plate anchors in clayu.
4.2.3.4 During installation and normal operation of the
mooring system accurate monitoring of line lengths out of
the winch and line tension is important for obtaining and
controlling the planned condition. The floating unit shall
therefore have reliable equipment with sufficient accuracy
for continuous measurement and display of these
variables.
4.2.4 Dynamic Positioning (DP) systems
or offshore installation, the DP system of the unit shall
comply with the requirements of DNV's "Rules for
Classification of Mobile Offshore Units", Pt.6 Ch.7 -
Dynamic Positioning Systems, class notation DYNPOS
AUTRO, or equivalent. Vessels with DP system
complying with class notation DYNPOS AUTR
requirements or equivalent may be accepted after
consideration of procedures, equipment and consequences
of failures for the actual operation.
4.2.4.2 The capacity of the DP system shall be
documented or tested to prove compliance in the
characteristic environmental conditions with the motion
envelopes set for the actual operation. See also 2.2.1.1.
4.2.4.3 The complete DP system shall be function tested
with acceptable results before commencing the
positioning operation.
 Rules for Marine Operations
Pt.2 Ch.7 Transit and Positioning of Mobile Offshore Units
4.3 CLEARANCE
4.3.1 General
4.3.1.1 The station-keeping system requirements referred
to in 4.2 3 arid 4.2 4 contain few criteria for minimum
clearance between units, sub-sea structures, pipelines and
anchor lines. Specific clearance requirements for
positioning, short-term operations and normal operations
are therefore given in this section. The arrangement and
capacity of the station-keeping system shall satisfy those
clearance requirements.
Table I . I gives a summary of the requirements for
minimum clearance given in this section between units,
pipelineslsub-sea structures and mooring elements duririg
positioning and during normal operation.
Guidance Note
The field operator (oil company) may specify more strict
requirements for clearance than given herein. Also, National
authorities may have other clearance requirements, in particular
for floating production units.
4.3.1.2 Sufficient clearance shall be ensured at all times
between the unit and adjacent structures, between anchor
lines during cross anchoring and between anchor lines and
fixed structures or other floating units. Environmental
conditions. motions and consequences of breakage of one
anchor line during the operation shall be considered in
order to establish sufficient clearance.
4.3.1.3 For water depths less than 60 meters, less severe
mooring line clearance requirements than given in this
section may be accepted, after thorough consideration of
anchoring arrangement and consequences of failures or
erroneous operations.
4.3.2 Clearance for synthetic fibre rope lines
4.3.2.1 The minimum clearance between anchor lines
and pipelineslstructures given in this section are for chain
cable and steel wire rope anchor lines.
"/
For mooring systems using synthetic fibre rope a~ichor
lines, the clearance will be assessed on a case-to-case
basis. The minimum clearance required will depend upon
the geometry of the mooring system during variation of
environniental loads and the consequences of contact
between anchor lines and pipelineslstructures.
4.3.2.2 Synthetic fibre rope lines shall never be in
contact with the seabed, neither during installation nor
during operation.
January 2000
Page 11 of 16
4.3.3 Clearance during positioning
4.3.3.1 During positioning operations a minimum
clearance of 20 meters between the actual unit and
adjacent fixed structures or other floating units shall be
maintained.
4.3.3.2 During positioning operations the minimum
clearance between the anchor lines of a unit and a fixed or
floating structure shall be as given in 4.3.5 3 for normal
operation, intact mooring system. During installation of
crossing anchor lines from two or niore units, contact
between the individual anchor lines is normally not
accepted. See also 1 . 3 . j 2.
4.3.3.3 During positioning operations the minimum
clearance between the anchor lineslanchors of a unit and
pipelineslsub-sea structures shall be as given in 4 3.5.5 for
normal operation, intact mooring system.
4.3.4 Clearance during short-term operations
4.3.4.1 For short-term operations, e g lifting operations,
smaller clearance than required for normal operations (see
13 5 ) may be accepted, as detailed in I3 I 2 and I 3 13
4.3.4.2 During short-term operations the distance
between floating units or to a fixed structure is not to be
less than 3 meters at any point during transient motion
after breaking ariy one anchor line or loss of any one
thruster.
4.3.4.3 However, a smaller distance than required in
13.4.2 rnay be acceptable upon thorough corisideration of
operational procedures, duration of the operation,
environmental conditions (in particular wind and wave
direction), considerations of back up systems such as
thrusters, fendering systems etc., and consequences of
accidental coritact between the unit(s)/fixed structures.
4.3.5 Clearance in normal operation
4.3.5.1 The distance between floating units in operation
or to a fixed structure is not to be less than 10 meters at
any point during transient motion after breaking any one
anchor line or loss of any one thruster.
Guidance Note
For a mobile offshore unit in drilling mode or moored close to a
fixed structure with gangway connection, ttie actual operation
(e.g. drilling or accommodation) should normally be suspended
arid the unit brought to a survival condition when the anchor line
tension reaches 0.8 times the tested anchor line tension.
January 2000
Page 12 of 16
4.3.5.2 In case of cross anchoring of two or more units
the documentation of the anchor pattern shall include
catenary plans for all anchor lines. The anchor pattern and
the tension in the anchor lines shall be such that a
clearance exists between individual lines in all intact
conditions, motion of units included. In one line broken
conditions, contact with steel wire anchor lines shall not
take place, while contact between chain cable anchor lines
is accepted.
4.3.5.3 For the intact mooring system, the following
minimum clearance shall normally be maintained between
the anchor lines of a unit and a fixed structure, motion of
unit included:
- for "hot" structures (in operation) the minimum
clearance shall be 10 meters in all directions
- for "cold" structures (during installation, etc.) the
minimum clearance shall be 5 meters in all
directions.
4.3.5.4 In the one line broken condition, the following
minimum clearance shall normally be maintained between
the anchor lines of a unit and a fixed structure:
- for "hot" structures (in operation) there shall be no
contact
- for "cold" structures (during installation, etc.)
contact may be accepted, based on a case-by-case
evaluation.
4.3.5.5 In case of interference between sub-sea
installations such as pipelines, templates, manifolds, etc,
and anchor lines, the anchor(s) and the anchor line(s) shall
be positioned such that an acceptable clearance exists
between the anchorlanchor line and the installation in all
conditions. Anchor lines crossing sub-sea structures are
normally not accepted.
The following clearance shall normally be maintained;
- vertical clearance between exposed pipeline and a
crossing anchor line shall not be less than 10
meters for the intact mooring system, motion of
unit included, and positive in the one line broken
case
- vertical clearance between buried pipelines and a
crossing anchor line shall be positive for the intact
mooring system, motion of unit included, i.e. the
anchor line shall not touch the seabed above the
pipeline, while contact is accepted in the one line
broken case
- dragging of mooring chain. Sideways and longitudinal dragging of
horizontal clearance between exposed pipeline or
sub-sea structure and a anchor line not crossing
shall not be less than 150 meters
- horizontal clearance between buried pipeline and
an anchor line not crossing shall not be less than 50
meters
- tiorizontal clearance between anchor and a pipeline
shall not be less than:
Rules for Marine Operations
Pt.2 Ch.7 Transit and Positioning of Mobile Offshore Units
- 150 meters in front of the pipeline, this distance
may however be reduced to 50 meters if the
installation of the anchor is monitored and
controlled by means of ROV
- 150 meters when the pipeline is parallel to the
anchor line
- 250 meters when the anchor line is crossing the
pipeline
horizontal clearance between anchor and a sub-sea
structure or a fixed unit shall not be less than 300
meters. This distance may however be reduced to
50 meters in the anchor drag sector away from the
structure if the installation of the anchor is
monitored and controlled by means of ROV.
Guidance Note
Buoys may be attached along the anchor lines during installation
and operation in order to ensure sufficient vertical clearance to
sub-sea structures and pipelines.
Guidance Note
The minimum anchor clearances to seabed structures given are
for drag-installed anchors. For other anchor types without
significant drag, less clearance may be accepted.
4.4 INSTALLATION OF ANCHORS
4.4.1 General
4.4.1.1 The anchor installation procedure shall in
particular address how sufficient clearance between
anchor lines and sub-sea installations are achieved and
maintained during the installation operation. Criteria for
clearance between anchors and pipelineslsub-sea
structures are given in 4.3.5.5.
4.4.1.2 Handling and transfer of anchors shall not take
place above unburied pipelines and sub-sea installations.
Guidance Note
"Handling and transfer of anchors" in this connection means
anchors suspended over the stern or side of an anchor
installation vessel. "Above" means inside a sector of i 20~fronl
the vertical through the pipelinelsub-seainstallationto the sea
surface.
4.4.1.3 Contact, i.e. zero clearance, between anchor lines
and unburied pipelines during anchor handling is normally
not accepted.
Guidance Note
Buried pipelines may have limited protection against seabed
mooring chain over buried pipelines should therefore not take
place during anchor installation.
Rules for Marine Operations
- Ch.7 Transit and Positioning of Mobile Offshore Units
Pt.2
4.4.2 Drag-installed anchors
4.4.2.1 Anchors shall be installed by an anchor-handling
tug of adequate size and bollard pull capacity.
4.4.2.2 For permanent or long-term moorings, the anchor
resistance after installatiori shall be verified as required by
National governmental regulations, or as given in D W ' s
"Recommended Practice RP-E301 - Design and
installation of fluke anchors in clay" or DNV's
"Recommended Practice RP-E302 - Design and
installation of drag-in plate anchors in clay", as relevant.
3.4.2.3 For mooring periods less than 5 years where the
consequences of anchor dragging during the maximum
characteristic environmental condition is critical to
adjacent installations, human life or the environment, the
anchor resistance shall be verified by applying a mooring
test load of 1.25 times the rriaximum characteristic line
tension. intact mooring system. If this test load cannot be
obtained, the maximurn anchor line tension under normal
operation must not exceed 0.8 times the anchor test load
reached.
4.4.2.4 For mooring periods less than 5 years where the
consequences of anchor dragging during the maximum
characteristic environmental condition is not critical, the
anchor resistance shall be verified as given in 4.4.2.3, or
by applying a mooring test load that previous experience
at the location has proved sufficient.
1.4.2.5 The resistance of pre-set, drag-installed anchors
planned to be used several times should normally be
verified as given in DNV's "Recommended Practice RP-
E301 - Design and installation of fluke anchors in clay" or
DNV's "Recommended Practice RP-E302 - Design and
~nstallationof drag-in plate anchors in clay". as relevant."
4.1.2.6 During testing of' moorings the line tension for
chain cable shall not exceed the proof load of the chain.
but maximum 0.8 times the MBL of the chain. For steel
wire anchor line the mooring test load shall not exceed 0.5
times the MBL of the wire. The tension shall be
maintained for at least 15 minutes without dragging of the
anchor to ensure that sufficient anchor resistance has bee11
reached.
Table 4.2 contains a summary of the requirements for
verification of resistance of drag-installed anchors given
in this section.
4.4.2.7 If sufficient resistance is not obtained with a
single anchor on a mooring line due to unexpected soil
conditions on the location, "piggy back" anchor(s) may be
applied. Documentation of arrangement, strength and
operation procedure for installation and testing of "piggy
back" anchors are to be presented.
January 2000
Page 13 of 16
4.4.3 Other anchor types
4.4.3.1 This section covers installation of anchors usually
used for permanent or long-term mooring of floating
structures, such as pile anchors, plate anchors, suction
anchors and gravity anchors.
4.4.3.2 The anchors are to be installed within the
tolerances given in the design documentation.
4.4.3.3 The installation manual shall as a minimum
address:
- transport of the anchors, including seafastening
- installation tolerances, including position- and
vertical tolerances
- procedure for reversing the installation of any
anchor not installed within acceptable tolerances
- procedure for tensioning and lay down of the
anchor lines after installation of the anchors
- procedure for inspection of anchors and anchor
lines after installation.
4.5 POSITIONING OF SELF-ELEVATING UNITS
4.5.1 General
4.5.1.1 The structural strength, air gap and overturning
stability on the seabed of the self-elevating unit shall
comply with the requirements of DNVS "Rules for
Classification of Mobiie Offshore Units". Pt.3 Ch.2 Sec.3
- Self-Elevating Units, or equivalent.
Guidance Note
Acceptable methods for design arialysis can be found in DNV's
"Classification Note No. 31 5 - Strength Analysis of Main
Structures of Self-Elevating Units".
4.5.1.2 Limiting environmental conditions (e.g. waves,
current, wind, motions etc.) shall be given in the
Operations Manual for the following conditions:
- transit
- installation and-retrieval
- operation.
4.5.1.3 Anticipated penetration shall be calculated for the
actual location, based on available information 011 soil
characteristics and environmental conditions.
Guidance Mote
Acceptable criteria for soil conditions and methods for analysis of
foundation behaviour can be found in DNV's "Classification Note
No 30.4 - Foundationsu.
January 2000
Page 14 of 16
4.5.2 Clearance
4.5.2.1 Minimum horizontal clearance to floating and
fixed units shall be determined for the positioning
operation, based on environmental conditions and motion
characteristics of the unit(s) involved.
4.5.2.2 During positioning the distance between the unit
and a "hot" fixed structure/platform (in operation1
production) shall normally be minimum 10 meters at any
point. If a closer position is required, the production shall
be closed down and the systems depressurised (i.e. "cold"
condition).
4.5.2.3 The required minimum clearance to an adjacent
fixed structure/platform during operation (i.e. after
completion of the positioning operation) will be
considered in each case. Regarding clearance to floating
units, see 4.3.5.
4.5.2.4 Sufficient air gap between the hull structure and
the design wave crest shall be ensured for the operating
position.
Guidance Note
The air gap is defined as the clear distance between the lower
part of the hull structure and the maximum wave crest elevation.
4.5.3 Seabed conditions
4.5.3.1 For general site assessment and evaluation of the
foundation behaviour of a jack-up rig, adequate
geotechnical and geophysical information shall be
available, including information about:
- seafloor topography and sea bottom features
soil stratification and classification
characteristics for soil in various strata.
Guidance Note
For further recommendations regarding methods and extent of
soil investigations, reference is made to DNV's "Classification
Note No. 30.4 - Foundations".
4.5.3.2 The installation area shall be free from
obstructions such as:
boulders
wrecks
lost construction material.
When entering a pre-used location, care shall be taken
during preloading to avoid that one leg hits an abandoned
leg-hole.
4.5.4 Operational aspects
4.5.4.1 Prior to positioning operations of self-elevating
units the functioning of the following equipment shall in
particular be checked or tested and found in order:
Rules for Marine Operations
Pt.2 Ch.7 Transit and Positioning of Mobile Offshore Units
- elevating machinery
- bilge, ballast and preloading system
- anchoring equipment.
4.5.4.2 If the conditions at the location and tbe
anticipated penetration depth are such that erosion is
likely to occur around the spudcans, the possibility of
using bagging to avoid this situation shall be evaluated.
Guidance Note
If jetting is used to increase the leg penetration depth, some
erosion may be accepted.
4.5.4.3 Prior to installing a self-elevating unit at any
location, the foundation behaviour of the unit during all
phases from installation to removal shall be thoroughly
documented.
4.5.4.4 The penetration depths of the individual leg
foundations (spudcans) shall be calculated. Calculations
can be based on bearing capacity formula. A range for
possible penetration shall be worked out. It shall be
checked that required hull air gap can be obtained when
maximum penetration of spud can occurs.
4.5.4.5 If studies show that there is a risk for punch-
through failures, the hull clearance (air gap) shall be kept
as small as possible during pre-loading. Also the punch-
through distance shall be evaluated. It shall be
demonstrated that the jack-up can withstand such punch-
through displacements. The change in both overturning
moment and resisting moment due to increase i11
penetration of one leg shall be taken into account.
4.5.5 Jacking operations
4.5.5.1 Jacking operations shall be performed within the
limitations given in the Operations Manual, see 4.1.3.3.
4.5.6 Testing
4.5.6.1 As a part of the installation procedure, the unit
shall be pre-loaded in such a manner that each leg is
subjected to a load equivalent to the maximum load
expected at the location.
4.5.6.2 The maximum loads shall be determined for the
most unfavourable combination of environmental and
functional loads in survival and operating conditions. Full
pre-load shall be maintained for minimum 1 hour after the
penetration has stopped.
Rules for Marine Operations January 2000
Pt.2 Ch.7 Transit and Positioning of Mobile Offshore Units Page 15 of 16

Fable 4.1 - Minimum clearance

During positioning In normal operation/
positioning completed

Floating and fixed units, or

two floating units, short- I to be agreed
term operations (e.g. SSCV I in each case

Self-elevating unit and

fixed unit in operation each case
("hot", in production)
Self-elevating unit arid To be agreed
fixed unit not in operation in each case each case

Sub-sea clearance
Anchor lines of a unit and Any a) 1 0 m a) 1 0 m
a platform in operation direction b) No contact b) No contact
("hot", in production)
Anchor lines of a unit and Any a) 5 m a) 5 m
a platform not in operation direction b) Contact b) Contact
("cold", not in production) acczpted accepted
Anchor line and an Crossing a) lOm

If ROV control during installation of anchor. " Intact system, motion of unit included, design
environmental loads
" If the anchor drag sector is away from the structure. h' One line broken, transient motion.
 Rules for Marine Operations
Pt.2 Ch.7 Transit and Positioning of Mobile Offshore Units

Mooring category

I Long-terrn or pernlanerlt / Mobile mooring I Short-term operation

mooring
Mooring period, P P > 5 years 72 hrs < P < 5 years P < 72 hrs
I

Periodical survey interval Normally no periodical Survey every 5 year

of anchor system as
required by National
governmental authorities
or the Class of the unit
Typical MOU involved
Tileoretical verification
of anchor resistance
survey assumed in the design
Production unit
I accommodation unit,
As required by National
/ governmental regulations, or
as given in:
DNV Rules for MOU, Pt.6
Ch.2 ",
DNV R P - E ~ Oand~~)
DNV R P - E ~ o ~ ~ ' ,
or equivalent.
Drilling unit, Installation vessel,
SSCV
installation vessel
As given in DNV Rules for As given in Pt.1 ~ h . 2
I MOU, pt.6 Ch.2 ", or ( Sec.5.3.
equivalent.
If the consequences of anchor dragging during the maximum
characteristic environmental condition is critical for the
actual location and operation, the design anchor resistance
should be verified as given in DNV R P - E ~ O Iand
~ ) DNV
RP-E302", or equivalent.

Verification (testing) of
anchor resistance as
installed on actual
location
As required by National If the consequences of anchor dragging during the maximum
governmental regulations, characteristic environmental condition is critical, the anchor
as given in resistance shall be verified by applying a mooring test load
DNV R~-E301*'and of 1.25 times the maximum characteristic line tension, intact
DNV RP-E302", mooring system.
or as approved in the anchor If this test load cannot be obtained, the maximum anchor line
design. tension under normal operation must not exceed 0.8 times
the anchor test load reached.

If the consequences of anchor dragging during extreme

environmental conditions are not critical, the anchor
resistance may be verified by applying a mooring test load
that previous experience at the location has proved sufficient.

I Maximum test load Chain cable :

I

Chain proof load, but max. 0.8 MBL 1

I
Steel wire : Max. 0.5 MBL
Minimum time for final 15 minutes
test load

" DNV's "Rules for Classification of Mobile Offshore Units", Pt.6 Ch.2 Sec.5.
2'
DNV's "Recornrner~dedPractice RP-E301 - Design and installation of fluke anchors in clay".
"
DNV's "Recommended Practice RP-E302 - Design and installation of drag-in plate anchors in clay".