CONSTRUCTION MANUAL CLIENT PROJECT TITLE PROJECT CODE
VIETSOVPETRO Nam Rong – Doi Moi Pipeline Project Construction & Installation of Offshore Pipelines PTC-LIL/P01/VSP0177/09
TOWING MANUAL PIPEHAUL BARGE NO. 1 “SYNERGY FALCON”
CONTRACTOR – PTC-LIL
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Capt. Vu Van Ha Pham Tuan Anh
CLIENT -VSP
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DATE
Alan Roberts
16-Jun-09
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TOWING MANUAL PIPEHAUL BARGE NO. 1 “SYNERGY FALCON” PTC-LIL-P01-00-CT-MN-027
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VIETSOVPETRO Nam Rong – Doi Moi Pipeline Project Construction & Installation of Offshore Pipelines PTC-LIL/P01/VSP0177/09
TABLE OF CONTENTS SECTIONS 1 2 3 4 5 6
PAGE INTRODUCTION
3
SAFETY POLICY
5
RESPONSIBILITY
3.1 3.2 3.3 3.4
8 8 9 11
Operations Master of Towing Vessel Lines of Communications Routine Communications
PROJECT OPERATION 4.1 Narrative 4.2 Barge & Tug details 4.3 Bollard pull 4.4 Passage Planning 4.5 Tow Route 4.6 Bunkering
13 14 14 15 18 20
HSE PROCEDURE AND CONTENGENCY PLAN 5.1 Narrative 5.2 General Precautions during normal towing
22 22
TRANSPORATION ANALYSIS 6.1 Narrative 6.2 Stability Analysis 6.3 Stowage Arrangement 6.4 Towing and Ballast Condition 6.5 Design Weight Data 6.6 Intact & Damage Stability Assessment 6.7 Seafastening Design
28 28 31 33 35 36 37
ANNEXES ‐ Annexe 1 ‐ Towing Arrangement ‐ Annexe 2 ‐ Bollard Pull Calculation ‐ Annexe 3 ‐ Certificate of Towing Equipment
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SECTION 1
INTRODUCTION
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INTRODUCTION This Manual is prepared for the Sea Transportation of the Linepipes and Miscellaneous Items on the Flat‐top barge “SYNERGY FALCON” from Vietsovpetro Port, Vung Tau, S. R. Vietnam to Nam Rong – Doi Moi Oilfield, Offshore Vung Tau, S. R. Vietnam during the month of June – July 2009.
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SECTION 2 SAFETY POLICY
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SAFETY POLICY The Master of the Towing Vessel will ensure that the Safety Policy and Safe Objectives, as being laid out in the Towing Manual are being implemented and followed by the crew on board the tug. This is to ensure safety at sea, prevention of human injury or loss of life, and avoidance of damage to the environment, in particular, to the marine environment and to property. The following rules are being implemented, including but not limited to: ‐ ‐ ‐ ‐ ‐ ‐ ‐
International SOLAS Convention International Regulations for prevention of Collisions at Sea MARPOL 73/78 Regulations STCW (2001 edition) ISPS (2003 edition) ISM (2002 edition) and revised guidelines on implementation of ISM Code IMO Guideline for Safe Ocean Towing, MSC Circular 884, 21 December 1998
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SECTION 3 RESPONSIBILITIES
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3.1
OPERATIONS The Operations Personnel will be responsible for all vessels’ operational activities asscociated with the project. These shall include, but not limited to, the co‐ordination with agents, pilots, customs, port authorities and the tow‐out operation. During the voyage the Operations Personnel will keep the Petechim – Likpin Consortium / Vietsovpetro J/V Offshore Construction Division project department fully informed in respect of the operational progress and technical update.
3.2
MASTER OF TOWING VESSEL The Master on board the Towing Vessel is responsible for the smooth towing operation for the proposed voyage. He is, as Owner’s and Petechim – Likpin Consortium / Vietsovpetro J/V Representative, responsible in all respects of a safe transportation, navigation and reporting of the progress of the tow as from departure Vietsovpetro Port, Vung Tau, S. R. Vietnam to Nam Rong – Doi Moi Oilfield, Offshore Vung Tau, S. R. Vietnam. He will co‐ordinate / assist and resolve any emergency situation such as -
VIETSOVPETRO Nam Rong – Doi Moi Pipeline Project Construction & Installation of Offshore Pipelines PTC-LIL/P01/VSP0177/09
Personal accidents Fire Man Overboard Abandon ship Towline failures and other material incidents Collision
In case of any accident or emergency, the Master of Towing Vessel is to report immediately to Owner’s Designated Person Ashore (DPA), and thence, if safety of the tow is concerned / impaired, to Project Managers of Petechim ‐ Likpin Consortium. The Master of the Towing Vessel will also, as far as his judgement in regards to the safety of the tow will not be endangered, will reduce speed and deviate as necessary. The Master will inform Petechim ‐ Likpin Consortium immediately in respect of these deviations and / or speed deviations reductions and will be recorded in Daily Position Report (DPR) and Deck logbook accordingly.
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LINES OF COMMUNICATIONS
Document Document Number
Tug “FALCON 17”
REPORT FOR THE TOW INCIDENT / ACCIDENTS
OWNERS
PETECHIM – LIKPIN CONSORTIUM
MWS VIETNAM ENERGY INSPECTION CORP.
TOWING MANUAL PIPEHAUL BARGE NO. 1 “SYNERGY FALCON” PTC-LIL-P01-00-CT-MN-027
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VIETSOVPETRO Nam Rong – Doi Moi Pipeline Project Construction & Installation of Offshore Pipelines PTC-LIL/P01/VSP0177/09
LINES OF COMMUNICATIONS Contact Details Petechim – Likpin Consortium Mr. Tran Manh Hung Telephone : +84 8 39106960 Fax : +84 8 39106938 Mobile : +84 903822750 Email :
[email protected] Vietnam Energy Inspection Corporation (MWS)
Mr. Nguyen Van Que
Telephone : +84 8‐39118565 Fax : +84 8‐39118567 Mobile : +84 90‐3388523 (Mr Que) Email :
[email protected] Mobile : +84 90‐9328378 (Mr Luyen) Email :
[email protected] Mobile : +84 91‐3533515 (Mr Tien) Email :
[email protected]
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VIETSOVPETRO Nam Rong – Doi Moi Pipeline Project Construction & Installation of Offshore Pipelines PTC-LIL/P01/VSP0177/09
ROUTINE COMMUNICATION Daily Position Report The Following format of the daily report will be submitted to Petechim – Likpin Consortium by the Master of Towing Vessel “FALCON 17”
¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾
Document Document Number
Report Time and Date Latitude (XX° XX.XX’ N / E) / Longitude (XX° XX.XX’ W / E) Distance last 24 hours (XXX.X NM) Course (XXX°) Present Speed (XX.X Knots) Speed 24 hours (XX.X Knots) General Average Speed (XX.X Knots) Total Running hours Distance Covered (XXX.X NM) ETA Deviation (NM) Hours at reduced speed Wind Direction (XX°) / Speed (XX Knots) Sea (XX Metres) Swell Direction / Height (Metres) Weather Outlook Fuel consumption 24 hours (XX m3) Lub Oil (LO) Consumption 24 hours (XX ltrs) Fuel R.O.B. (XX m3) Luboil (LO) R.O.B. (XX ltrs) Potable water R.O.B. (XX m3) RPM setting Mean Exhaust Temperature Towing wire length Towing wire tension (min/max) Roll / Period (Towed Unit) Pitch / Period (Towed Unit) Remarks : Tow Progress : Tow Outlook :
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SECTION 4 PROJECT OPERATION
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4.1
VIETSOVPETRO Nam Rong – Doi Moi Pipeline Project Construction & Installation of Offshore Pipelines PTC-LIL/P01/VSP0177/09
NARRATIVE The towage contractor shall provide the tug (fully fuelled, manned and operational) and will execute the towage operation of the towage of the Flat‐Top Barge “FALCON 17” loaded with Linepipes and Miscellaneous Items, actual hook up and the tow from Vietsovpetro Port, Vung Tau, S. R. Vietnam to location Nam Rong – Doi Moi Oilfield, Offshore Vung Tau, S. R. Vietnam. The tug Master will inspect and supervise the connection of the tug’s towing gear and the towing gear of the barge “FALCON 17”, consisting of main and emergency bridle configuration, including valid certification. Anticipated date of departure for the proposed tow from Vietsovpetro Port, Vung Tau, S. R. Vietnam is expected to be during the 2nd week of June 2009. The place of departure must always be Safe and Accessible.
4.2 BARGE & TUG DETAILS 4.2.1 Barge “SYNERGY FALCON” The unit, which was originally constructed in 1990 in Fujian, P.R. of China, was converted/rebuilt in 2007 by Falcon Shipping at Ba Son Shipyard, Ho Chi Minh City, S. R. Vietnam. The unit is a non propelled rectangular flat‐top cargo barge manufactured in steel with a round bow and flat stern.
Skegs are fitted for directional stability whilst under tow. The hull is divided by two (2) longitudinal and eight (8) transverse watertight bulkheads so forming twenty‐six (26) spaces, with two (2) additional fresh water tanks and two (2) chain lockers within these spaces The unit is Classed by Vietnam Registry (VR) with the Notation * VRH1 – 1 Restricted area of navigation.
Particulars Length Breadth Depth Summer Freeboard GRT / NRT Maximum Deck Loading
Document Document Number
: : : : : :
82.87 metres 21.40 metres 4.90 metres 3.70 metres 2,110 / 633 9 tonnes (80 KN) per m2
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4.2 BARGE & TUG DETAILS 4.2.2 Towing Vessel “FALCON 17” The unit is a 23 metres steel hull coast tug built in 1977 with the accommodation /superstructure is located at midship a top of which is the all round view navigation bridge. The machinery space is below the superstructure and towing arrangement is on the aft deck. The vessel is Classed by Vietnam Registry (VR) with the Notation * VRH II Tug boat, * VRM.
Particulars
4.3
Owners / Managers Length Breadth Depth Gross / Net Tonnage Horse Power Built in Year of build Bollard Pull Speed (Free running) Fuel Capacity Fuel Consumption per 24 hours
: : : : : : : : : : : :
Falcon Shipping JSC, Ho Chi Minh City, S.R. Vietnam 23.04 metres 7.45 metres 3.90 metres 157/47 2 x 1,060 BHP, total 2,120 BHP Courseulles, France 1977 (22 Tonnes) Certified by V.R., dated 15 July 2008. 10 knots 80 m3 7‐8 m3
BOLLARD PULL For the voyage from Vietsovpetro Port, Vung Tau, S. R. Vietnam to Nam Rong – Doi Moi Oilfield, Offshore Vung Tau, S. R. Vietnam, during the month of June – July 2009, extreme weather condition is expected to occur along the tow route of South part of South China Sea. The weather during the month of June‐July is generally Southwestly and with average force 4 to 5 Beaufort scale, but can go up to force 6‐7 or more south part of South China Sea, significant wave height is between 2 to 3 metres. A minimum 19 tonnes bollard pull would be adequate for the proposed tow (See Annexe – Bollard Pull Calculation).
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4.4
VIETSOVPETRO Nam Rong – Doi Moi Pipeline Project Construction & Installation of Offshore Pipelines PTC-LIL/P01/VSP0177/09
PASSAGE PLANNING The towing route selection has to be made to ensure the best navigational aids and environmental advantages, such as sea / wind and current particulars. Routeing Charts for South China Sea will be referred to ascertain the best recommended route to be undertaken for the proposed voyage.
The towing vessel Master will deviate if necessary in view of deteriorating weather conditions. 4.4.1 Nautical Charts and Publications Following nautical charts and publications are required for the proposed voyage on board the towing vessel and will be corrected up to the latest received Notice to Mariners. British Admiralty Charts : 1016, 1261, 3986 Admiralty Sailing Directions : NP 30 Admiralty List of Lights : Volume F (NP 79) Admiralty List of Radio Signals : Volume 6 (4) Admiralty Tide Tables : Volume 3 (NP 203) or Vietnam Tide Table Volume 2 Mariners Handbook : NP 100 Ocean Passages for the World NP 136 Guide to Port Entry 4.4.2 Weather Routing Services The Tug will receive daily weather forecasts via Radio Weather Stations and via Navtex messages along the tow route. Climatological data and weather routine provided by Meteorological Office are useful information that must be referred to during the passage. Weather forecast will be provided by Offshore Weather Services Pty Ltd (OWS). Document Document Number
TOWING MANUAL PIPEHAUL BARGE NO. 1 “SYNERGY FALCON” PTC-LIL-P01-00-CT-MN-027
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4.4.3 Weather / Meteorological Agency For this proposed voyage from Vietsovpetro Port, Vung Tau to Nam Rong ‐ Doi Moi Oilfield, Offshore S.R Vietnam during the month of June ‐ July, the extremes of wind and wave are most likely to occur in South China Sea. The Meteorological Office will supply weather forecasting, and during deteriorating weather conditions, the meteorological agency will discuss for support and advice accordingly for any alternative route. 4.4.4 Limiting Weather Condition For Transportation The limiting weather condition for the proposed transportation will be as follows: ‐ Significant Wave Height (Hs) : 3.20 metres ‐ Mean Period : 6 sec ‐ Current : 1 m/sec ‐ Wind Speed : 26 m/sec
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4.4 PASSAGE PLANNING 4.4.4 Procedures when Manoeuvrability is being restricted and all areas during day / night when visibility is hampered by fog or other meteorological conditions. During transit, the towing vessel will announce the following message on VHF channel 16, if required for safe navigation. Message, Message, Message this is vessel “FALCON 17” towing barge “SYNERGY FALCON”, loaded with Line pipes and Miscellaneous Items, please listen for my information broadcast on channel 13. On working channel 16 Message (3x), this is tug “FALCON 17” towing barge “SYNERGY FALCON” loaded with Line pipes and Miscellaneous. Our present position : Latitude / Longitude Our present course : ‐‐‐‐‐‐‐‐ degrees Our present speed : ‐‐‐‐‐‐‐‐‐ knots Total length of the transport ‐‐‐‐‐‐‐‐ metres “FALCON17” is standing by on VHF channel 16 & 13. A wide berth is requested, end of message.
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4.5 TOW ROUTE 4.5.1 Departure Port The berth is at Vietsovpetro Port, Vung Tau, S. R. Vietnam at approximate Geographical Position Latitude 10 degrees 23.20 minutes North, Longitude 107 degrees 05.22 minutes East. The area is benign and is considered as safe and accessible for the proposed tug and where the tug is permitted to commence the towage in accordance with local rules and Port Authority of Vung Tau instructions. However, weather and sea conditions will be closely monitored for the hook‐up of the tow line of the towing vessel to the main bridle of the barge “SYNERGY FALCON”. The hook‐up will take place in daylight hours and with a favourable weather outlook for the next 72 hours. N.B. For any and all vessels that may be requested to use or assist at this berth, it is essential that Owners inspect the facility and agree in writing that it is safe and that these operations will be the responsibility of the tug’s Master.
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4.5 TOW ROUTE 4.5.2 Route from Vietsovpetro Port, Vung Tau, S.R Vietnam to Nam Rong‐Doi Moi Oil Field, Offshore Vung Tau S.R Vietnam.
Planning on the Tow Route is the responsibility of the Tug Master and the Owners. Route. The tow route would be proceeding west from Vietsovpetro Port then Southwest/ South in the traffic channel of Vung Tau Port, thence Southeastly direction toward the Nam Rong‐Doi Moi Field. Distance. Distance from Vietsovpetro Port to Nam Rong‐Doi Moi Field is approximately 95 nautical miles and with an average speed of 2.5 knots maintaining throughout the voyage, the tow would take approximately 1.6 days.
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4.5
TOW ROUTE Weather. Along this tow route, the sea and swell directions and heights are determined entirely by the circulation of the SW Monsoon from April to September. The wind expected along the tow route is generally southerly to southwesterly wind force of 5 to 6 Beaufort scale and could go up to 7 or more, with the significant wave height can go between 4 metres to 5 metres. Tropical storm may occur along the tow route although the frequency is not as high as during the month of June ‐ July. However, actual sail‐away will be decided upon the condition meeting the limiting weather condition defined earlier in this document and the suitable weather forecast. Sheltered Area: Vung Tau port is a nearest port on the tow‐route and destination too. Apart for destination itself, Nam Rong – Doi Moi Oilfield, on the tow‐route there no natural port or places considered suitable as a port of refuge. However, designated Holding Areas may be established en‐route. The tow spread is designed to survive an adverse weather condition given that sufficient sea room to allow a controlled drifting situation is maintained. If deemed required due to unfavourable weather conditions, the tow will against the weather and allow a controlled drifting situation (maintain sufficient power for steering) and also use sufficient length of towline to avoid shock loads on the towline.
4.6
VIETSOVPETRO Nam Rong – Doi Moi Pipeline Project Construction & Installation of Offshore Pipelines PTC-LIL/P01/VSP0177/09
BUNKERING Bunkering en‐route will take place. The proposed Towing Vessel utilised for the proposed tow will have sufficient fuel plus 25% of reserve for the each leg of the proposed voyage. The tug “FALCON 17” has a fuel capacity of 80.0 m3, and with a maximum consumption of 8.0 m3, the tug would have a range of 10.0 days, this would be sufficient for the entire voyage from Vietsovpetro Port, Vung Tau to Nam Rong – Doi Moi Field, Offshore Vung Tau.
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SECTION 5 HSE PROCEDURES AND CONTINGENCY PLAN
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5.1
VIETSOVPETRO Nam Rong – Doi Moi Pipeline Project Construction & Installation of Offshore Pipelines PTC-LIL/P01/VSP0177/09
NARRATIVE In respect to HSE procedures and contingency planning, the Owner’s SMS procedures should be followed, as well as Petechim ‐ Likpin HSE Manual if any should be consulted.
5.2 GENERAL PRECAUTIONS DURING NORMAL TOWING OPERATION 5.2.1 Tow line‐shortening In areas of shallow water, water depths less than 35 to 50 metres, the Master of “FALCON 17” will shorten the towline and adjust speed accordingly. Crossing over lesser water depths being limited, in view of the catenary of the towing line and the maximum draft of the barge “SYNERGY FALCON”. The tow line length will be determined during the voyage by the Towing Vessel Master accordingly to weather and sea conditions. 5.2.2 Additional Precautions and Contingency Planning In an emergency, when the tow presents a direct danger to navigation, offshore structures or coastlines through breaking adrift or for some other causes, the Master of “FALCON 17” is bound by SOLAS regulation V/2 to communicate the information by all the means at his disposal to ships and Authorities in the vicinity. The Owners will inform Petechim ‐ Likpin and MWS accordingly and will keep all parties fully informed. Owners and or Petechim ‐ Likpin should give the Master of the Towing Vessel a detailed Emergency Response Plan prior to departure Vietsovpetro Port, Vung Tau, S.R Vietnam. 5.2.3 Towline Failure The “FALCON 17” is equipped with two tow ropes, PP Superdan 8 Strans 80mm diameter of 200 metres length each with certified MBL of 95 MT, giving a minimum breaking strength ratio of 4.32 : 1 to the bollard pull of the tug. The spare tow rope is available onboard and stowed in such that the rope can be quickly and safe transfer to the towing hook in an emergency. When a towline failure takes place in confined waters where heavy shipping traffic exits, the Tug Master will decide to make an emergency connection with the aid of the emergency towing gear of the barge “SYNERGY FALCON”. However, this will only be used when there is no space and time readily available for the re‐ connection operation to the main towing bridle. The towing vessel should be sufficiently stored with spare shackles and towing chains in order to establish a new towing connection. Document Document Number
TOWING MANUAL PIPEHAUL BARGE NO. 1 “SYNERGY FALCON” PTC-LIL-P01-00-CT-MN-027
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VIETSOVPETRO Nam Rong – Doi Moi Pipeline Project Construction & Installation of Offshore Pipelines PTC-LIL/P01/VSP0177/09
5.2.3 Towline Failure Cont’d … In all cases, the arrangements for recovering the tow, should it break adrift, will be made by the tug’s crew in accordance with good seamanship, bearing in mind the seasonal conditions and the area of operation. 5.2.4 Retrieving Towing Gear On Board “SYNERGY FALCON” On board the barge “SYNERGY FALCON”, a towing bridle retrieval arrangement will be fitted. The crew of the tug will assist in retrieving the towing bridle and reconnection the towline as agreed with the tug Master of “FALCON 17” prior to departure. 5.2.5 Tug Failure The “FALCON 17” has sufficient redundancy, i.e. two main engines and double steering gear and sufficient spare parts on board, enabling the crew to perform the normal and basic repairs. During the towage operation, the crew on board the tug will ensure that there will be a 24 hour engine room duty according the SOLAS Rules and Company’s Instructions. 5.2.6 Propulsion failure Whenever the “FALCON 17” has a failure on one of the propulsion systems, this will be reported immediately to Petechim ‐ Likpin and the Owners by the Master together with an indication of the time required for the repairs. If the tug has a black‐out, the Master will alter course in order to avoid the “FALCON 17” to collide with the towed unit. The crew on board of the “FALCON 17” will be warned immediately by the General Alarm and must be standby for possible alternation of towing rope or release of the towing connection. ‐ The Master will inform immediately to Owner’s and Petechim ‐ Likpin by Single Side Band (SSB) Radio or VHF with date / time and position as well as time required for repair and / or if substitution of tug is required. ‐ If a replacement tug is required, Owners and Petechim ‐ Likpin will immediately commence necessary action as required, and will also arrange for another towing vessel to tow the disabled tug to a safe haven, if required. ‐ Final Incident Report to be drawn up and being send to Owners and Petechim ‐ Likpin office will inform the Principals’ and Marine Warranty Surveyor accordingly.
Document Document Number
TOWING MANUAL PIPEHAUL BARGE NO. 1 “SYNERGY FALCON” PTC-LIL-P01-00-CT-MN-027
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5.2 GENERAL PRECAUTIONS DURING NORMAL TOWING OPERATION 5.2.7 Deteriorating Weather conditions During the month of June‐July, the Southwest Monsoon is at its beginning stage in the South China Sea, which may results in periods with bad weather and / or heavy seas / swell. When the tow encounters deteriorating weather conditions, which have not been predicted in the daily weather forecasts, the Master of “FALCON 17” will inform Owner’s and Petechim ‐ Likpin immediately. Petechim ‐ Likpin will request for weather update from the designated Meteorological Agency, a copy of this request will be forwarded to the tug. Additional weather update request must also include ‐ Expected Weather conditions ‐ Extra Weather outlook services. Upon receipt of these new updates, the Master of “FALCON 17” will decide if alteration of course / speed is required for the proposed voyage. 5.2.8 Contingency Plan for Typhoon The tug “FALCON 17” will receive at least daily weather reports and forecast via several Radio Weather Stations and via Navtex messages along the tow route. Whenever the area is being affected by a tropical depression, storm or typhoon, metrological support will be received by Meteo Consultant, via Petechim ‐ Likpin and or Owners when deemed necessary. Whenever there is a tropical depression activity along the tow route, weather reports and forecast will be monitored in every 6 hours and tropical depression track be plotted. Frequent reading of barometer should be made. If the barometer reading should fall 5mb/hPa below normal or if the wind should increase to force 6, there is little doubt that a storm is in the vicinity. If the tropical depression turns into a storm or typhoon, all systems such as but not limited to EGC and Navtex are submitting cyclone safety messages. When the cyclone track is intending to cross the tow route, Owners and Petechim ‐ Likpin will obtain from separate sources additional / specific cyclone data, in order to advise or assist the Master as much as possible to determine the actions to be taken. When the typhoon approaches the tow route, the Tug Master should or will reduce speed and or deviate when necessary. Document Document Number
TOWING MANUAL PIPEHAUL BARGE NO. 1 “SYNERGY FALCON” PTC-LIL-P01-00-CT-MN-027
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VIETSOVPETRO Nam Rong – Doi Moi Pipeline Project Construction & Installation of Offshore Pipelines PTC-LIL/P01/VSP0177/09
Typhoon occurs all year round in the south part of South China Sea with peak period normally occurs during the months of October to December, however there can be also quite a number of typhoons developed during the month of July to August.
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TOWING MANUAL PIPEHAUL BARGE NO. 1 “SYNERGY FALCON” PTC-LIL-P01-00-CT-MN-027
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5.2 GENERAL PRECAUTIONS DURING NORMAL TOWING OPERATION 5.2.9 Possible of beaching due to bad weather conditions In a case of tow line failure and or in severe weather conditions with the possibility of beaching, in order to prevent loss of barge and cargo, the Master of “FALCON 17” will prepare as necessary and to select an area suitable to beach the tug, bearing in mind the safety of the tug and crew on board.
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TOWING MANUAL PIPEHAUL BARGE NO. 1 “SYNERGY FALCON” PTC-LIL-P01-00-CT-MN-027
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SECTION 6 TRANSPORTATION ANALYSIS
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TOWING MANUAL PIPEHAUL BARGE NO. 1 “SYNERGY FALCON” PTC-LIL-P01-00-CT-MN-027
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6.1
VIETSOVPETRO Nam Rong – Doi Moi Pipeline Project Construction & Installation of Offshore Pipelines PTC-LIL/P01/VSP0177/09
NARRATIVE This section is intended to present the design criteria and procedure regarding the transportation analysis of the barge and cargoes. The criteria and procedure contained herein is to be utilized to verify stability analysis, dynamic seaforce calculation, barge global force check and bollard pull estimation, etc.
6.2 STABILITY ANALYSIS 6.2.2 General A cargo‐barge integrated system shall have positive stability in calm water equilibrium position. In addition, the system shall have sufficient dynamic stability (righting ability) to withstand the overturning effect of the force produced by a steady wind from any horizontal direction. In order to examine the stability of the system, the following criteria were applied. 6.2.3 Wind Condition The stability of cargo‐barge integrated system was evaluated using the following design wind conditions which are specified in DNV Rules (Stability And Watertight Integrity ‐ January 2001). Wind force shall be considered from any direction relative to the unit and the value of the wind velocity shall be as follows Intact Stability : V = 51.5 m/sec (100 knots) The unit should have sufficient reserve stability in a damaged condition to withstand the wind heeling moment based on a wind velocity of 25.8 m/s (50 knots) superimposed from any direction. Damaged Stability : V = 25.8 m/sec (50 knots) 6.2.4 Wind Force Calculation Based on the maximum design wind speed, the wind force acting on the cargo‐barge system can be computed in terms of the following equation. Fw = 0.0623V2ChCsA (kg) Where Cs = the shape co‐efficient: The derrick shape factor (=1.3) shall be used for cargo wind load calculation. The hull shape factor (=1.0) shall be used for the barge wind load calculation Document Document Number
TOWING MANUAL PIPEHAUL BARGE NO. 1 “SYNERGY FALCON” PTC-LIL-P01-00-CT-MN-027
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6.2.5
Ch V A
= = =
VIETSOVPETRO Nam Rong – Doi Moi Pipeline Project Construction & Installation of Offshore Pipelines PTC-LIL/P01/VSP0177/09
the height co‐efficient varied upon the height of the structure on which the wind force acts. design wind speed (m/sec) projected area of the exposed surface (m2)
Stability Ratio
In order to examine the dynamic stability of floating structure, American Bureau of Shipping (ABS) and Det Norske Veritas (DNV) recommendations criteria were considered as the minimum requirement.
a)
Intact Stability
A wind‐heeling curve shall be calculated using the method presented in the ABS criteria.
The dynamic stability at a certain angle of heel is equal to the area under the curve of righting lever up to that angle, multiplied by the displacement.
The area under the righting moment curve at or before either the second intercept or the downflooding angle, which ever is less, shall not be less than 40% in excess of the area under the wind‐heeling moment curve to the same limiting angle.
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TOWING MANUAL PIPEHAUL BARGE NO. 1 “SYNERGY FALCON” PTC-LIL-P01-00-CT-MN-027
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VIETSOVPETRO Nam Rong – Doi Moi Pipeline Project Construction & Installation of Offshore Pipelines PTC-LIL/P01/VSP0177/09
b)
Damage Stability
The design damage stability condition shall be based on the worst condition where one compartment in the barge is flooded. The additional heeling moment induced by the effect of the flooding shall be considered. The area under the righting moment curve at or before either the second intercept or the down flooding angle, whichever is less, shall not be less than the area under the wind‐heeling moment curve to the same limiting angle.
Stability Analysis will be provided in the separate Transportation Study Report.
Document Document Number
TOWING MANUAL PIPEHAUL BARGE NO. 1 “SYNERGY FALCON” PTC-LIL-P01-00-CT-MN-027
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6.3
STOWAGE ARRANGEMENT
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CONSTRUCTION MANUAL
Bow
VIETSOVPETRO Nam Rong – Doi Moi Pipeline Project Construction & Installation of Offshore Pipelines PTC-LIL/P01/VSP0177/09
Anodes
137.71 Tonne
Elevation Section
Plan
Starboard
380.07 Tonne 471.68Tonne 380.07 Tonne
4
3
Port
2
Anodes
1
Bow
CLIENT PROJECT TITLE PROJECT CODE
5 Stern
Stern
78.69 Tonne
Document Document Number
TOWING MANUAL PIPEHAUL BARGE NO. 1 “SYNERGY FALCON” PTC-LIL-P01-00-CT-MN-027
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6.4
TOWING AND BALLAST CONDITION The stability analysis is carried out using simulation program “MOSES”. The study is based on a mean draft of 2.17 metres and a trim of 0.55 metres by stern.
Draft Forward Draft Aft Trim by Stern Mean Draft
= = = =
1.90 m 2.45 m 0.55 m 2.17 m
To achieve this tow condition, water ballast for this barge is required.
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TOWING MANUAL PIPEHAUL BARGE NO. 1 “SYNERGY FALCON” PTC-LIL-P01-00-CT-MN-027
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Document Document Number
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TOWING MANUAL PIPEHAUL BARGE NO. 1 “SYNERGY FALCON” PTC-LIL-P01-00-CT-MN-027
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DESIGN WEIGHT DATA
6.5
Design weight data will be provided in the separate Transportation Study Report.
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TOWING MANUAL PIPEHAUL BARGE NO. 1 “SYNERGY FALCON” PTC-LIL-P01-00-CT-MN-027
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6.6
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INTACT & DAMAGE STABILITY ASSESSMENT Barge intact and damage stability during tow are based on IMO, ABS and DNV recommendations. The stability curves are derived from statistical stability cases with the effects of wind heeling moment imposed on them.
6.6.1 INTACT STABILITY ASSESSMENT The towing condition meets the International Maritime Organization (IMO), American Bureau of Shipping (ABS) and Det Norske Veritas (DNV) recommendations on the intact stability with respect to the service condition. The stability standards which are stipulated as minimal are as follows: 1) The area under righting lever curve up to the angle of maximum righting lever, or the angle of down flooding, or 40 degrees, whichever is less, should not be less than 0.08 m‐rad. (4.58 m‐deg). (ABS Barge Deck Cargo / Intact Stability Guidelines for Pontoons 1992) 2) The critical metacentric height should not be less than 0.15 metre (0.49 feet). (IMO Code on Intact Stability For All Type Of Ships Resolution A‐749) 3) The righting lever should be at least 0.20 metre (0.66 feet) at an angle of heel equal to or greater than 30 degree. (IMO Code on Intact Stability For All Type Of Ships Resolution A‐749) 4) The area under the righting arm should not be less than 3.15 deg‐m (10.34 deg‐ft) up to an angle of heel 30 degree. (IMO Code on Intact Stability For All Type Of Ships Resolution A‐749) 5) The area under the righting arm should not be less than 5.15 deg‐m (16.92 deg‐ft) up to an angle of heel of 40 degree or the down flooding angle, whichever is less. (IMO Code on Intact Stability For All Type Of Ships Resolution A‐749) 6) The area under the righting arm curve between the angles of heel of 30 degree and 40 degree, or the down flooding angle, should not be less than 1.72 deg‐m (5.64 deg‐ft). (IMO Code on Intact Stability For All Type Of Ships Resolution A‐749) 7) The range of transverse statical stability should normally exceed 40 degree (DNV Rules for Planning and Execution of Marine Operations) 8) The area under the righting lever curve at or before the second intercept or down flooding angle, or 40 degrees, whichever is less, is not to be less than 40% in excess of the area under the wind heeling arm curve to the same limiting angle. (DNV Rules for Planning and Execution of Marine Operations, IMO) Document Document Number
TOWING MANUAL PIPEHAUL BARGE NO. 1 “SYNERGY FALCON” PTC-LIL-P01-00-CT-MN-027
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6.6 INTACT & DAMAGE STABILITY ASSESSMENT 6.6.2 DAMAGE STABILITY ASSESSMENT As calculated, the towing condition meets the IMO and DNV recommendations on the damage stability in respect of the service condition. The stability standards, which are stipulated as minimal, are as follows: 1) In the case of unsymmetrical flooding, the total heel shall not exceed 7 degrees, except that, in special cases, the Administration may allow additional heel due to unsymmetrical moment, but in no case shall the final heel exceed 15 degrees. (Stability of Passenger Ships in Damaged Condition, IMO Consolidated Edition 1992) 2) In no case shall the margin line or down flooding point be submerged in the final stage of flooding. (DNV Rules for Planning and Execution of Marine Operations, IMO) 3) The area under the righting lever curve at or before the second intercept or down flooding angle, or 40 degrees, whichever is less, is not to be less than the area under the wind heeling arm curve to the same limiting angle. (DNV Rules for Planning and Execution of Marine Operations) Intact & Damage Stability Assessment will be provided in a separate Transportation Study Report. 6.7 SEAFASTENING DESIGN The sea fastening design for the linepipes has been carried out based on maximum induced force derived from barge standard motion criteria. 1) Due to the sequence of different supports being put in place, the following loading conditions are considered in the analysis. 2) The cargoes dynamic loadings due to the barge motion and wind are assumed to be supported by supporting grillage and seafastening tiedown braces together. A full transportation Analysis will be in a separate report (6‐001V/1043‐01/RPT/DWG)
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TOWING MANUAL PIPEHAUL BARGE NO. 1 “SYNERGY FALCON” PTC-LIL-P01-00-CT-MN-027
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SECTION 7 ANNEXES
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ANNEXE 1 ‐ TOWING ARRANGEMENT (GENERIC)
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ANNEXE 1 ‐ TOWING ARRANGEMENT (ACTUAL) The towing arrangement onboard the “SYNERGY FALCON” is as follows: 1) Main Towing Arrangement: ‐ Oval pin (82mm x 125mm) Smit brackets are fitted at forward, estimated MBL 280 MT (Sin Seng Huat (Foshan) Marine Rigging Ltd, Certificate No. 80827‐4 dated 27/08/2008). ‐ Two 2.5 metres length x 38mm diameter chafing chain, estimated MBL 83 MT. ‐ Two 30 metres length, 38mm diameter, certified breaking load 909.9kN (Universal Wire Rope Company Limited, U.S. A, Certificate dated 07/2008). ‐ Tow rope 200 metres length x 80mm diameter, PP Superdan 8 Strand Rope with 6FT Canvas covered eye splicing at both ends, certified breaking load 95 tonnes, Lloyd’s Register certificate No. BUS080825/51 dated 24/01/2008. ‐ Minimum sized shackles 25MT S.W.L ‐ Pick‐up line 90 metres length x 32mm rope connected to the main towing bridle, and lead back to the barge ready for picking up. 2) Emergency Towing Arrangement: ‐ Oval pin (82mm x 125mm) Smit bracket is fitted at forward centeline, estimated MBL 280 MT (Sin Seng Huat (Foshan) Marine Rigging Ltd, Certificate No. 80827‐4 dated 27/08/2008). ‐ One 2.5 metres length x 38mm diameter chafing chain, estimated MBL 83 MT. ‐ One 30 metres length, 38mm diameter, certified breaking load 909.9kN (Universal Wire Rope Company Limited, U.S. A, Certificate dated 07/2008). ‐ Emergency tow rope on board the “FALCON 17” 200 metres length x 80mm diameter PP Superdan 8 Strand Rope with 6FT Canvas covered eye splicing at both ends, certified breaking load 95 tonnes, Lloyd’s Register certificate No. BUS080825/51 dated 24/01/2008. ‐ Messenger line 100 metres length x 24mm diameter rope connect to small pick‐up line to a floating buoy all soft lashed on barge’s deck with buoy confirmed afloat before departure. Document Document Number
TOWING MANUAL PIPEHAUL BARGE NO. 1 “SYNERGY FALCON” PTC-LIL-P01-00-CT-MN-027
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ANNEXE 2 ‐ BOLLARD PULL CALCULATION
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ANNEXE 3 ‐ CERTIFICATES OF TOWING EQUIPMENT Document Document Number
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