Guidelines for the Transportation of Specialised Cargoes on Ships and Heavy Transport Vessels

REPORT NO. 0007/NDI

UNCONTROLLED

01.12.2001 09.06.1993 01.10.1985 Date

6 5 4 Rev.

JR JR JR Prepared by

Technical Policy Board Technical Policy Board Technical Policy Board Authorised by

0007/NDI REV 6

CONTENTS
SECTION
1 2 3 SUMMARY INTRODUCTION THE APPROVAL PROCESS 3.1 Noble Denton Approval 3.2 Certificate of Approval 3.3 Scope of Work Leading to an Approval 3.4 Limitation Of Approval DESIGN ENVIRONMENTAL CONDITIONS MOTION RESPONSE 5.1 Seastate 5.2 Periods 5.3 Motion Response Computer Programs 5.4 The Effects of Free Surfaces 5.5 The Effects of Cargo Immersion LOADINGS AND STRESS LEVELS 6.1 Loadings 6.2 Stress Levels 6.3 Cargo Strength 6.4 Seafastenings 6.5 Cribbing 6.6 Wetting and Weather Protection STABILITY 7.1 Intact Stability 7.2 Damaged Stability 7.3 Minimum Gm WEATHER ROUTING INSPECTION OF WELDING AND SEAFASTENINGS ALTERNATIVE CRITERIA GENERAL
Information to be Provided for Review Purposes Shipborne Transports - Suggested Guidelines for Damaged Stability

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PREFACE
This document has been drawn with care to address what are likely to be the main concerns based on the experience of the Noble Denton organisation. This should not, however, be taken to mean that this document deals comprehensively with all of the concerns which will need to be addressed or even, where a particular matter is addressed, that this document sets out the definitive view of the organisation for all situations. In using this document, it should be treated as giving guidelines for sound and prudent practice on which our advice should be based, but these guidelines should be reviewed in each particular case by the responsible person in each project to ensure that the particular circumstances of that project are addressed in a way which is adequate and appropriate to ensure that the overall advice given is sound and comprehensive.

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1.1

SUMMARY
These guidelines have been developed for the transportation of cargoes such as mobile offshore drilling units (modu's) and offshore modules on self-propelled heavy lift ships. This document supersedes and replaces the previous revision, document no 0007/NDI Rev 5 dated 9 June 1993 and entitled Guidelines for the transportation of cargoes on heavy lift ships. This is a reformat of Rev 5, with minor changes of text, except for an expansion of the section describing the contribution of friction to seafastening. A description of the approval process is included, for those projects which are the subject of an insurance warranty. The document includes technical sections on the selection of the design environmental conditions, the computation of motion responses and loadings, allowable stress levels and stability. The document has appendices which present information required for approval, and suggested guidelines for damage stability. 6 6

1.2

1.3 1.4

1.5

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2.1

INTRODUCTION
These guidelines have been specifically developed for the transportation of cargoes such as Mobile Offshore Drilling Units (MODU's) and offshore modules on selfpropelled heavy transport vessels. They do not necessarily apply to the transport of such units carried on dumb barges towed by ocean going tugs, nor to smaller items of cargo carried within the hold of general cargo carrying vessels. A heavy transport vessel is defined as a self-propelled vessel designed to load large items of cargo on its deck or in a contained dock or hold, either by submergence of the vessel for floating cargoes or by lifting, skidding or by use of multi-wheeled trailers for non-floating cargoes. The word 'cargo' within the context of this document is meant to indicate structures, modules or equipment carried on heavy transport vessels. Revision 5 superseded and replaced the previous revision, document no 0007/NDI Rev 4 dated 1 October 1985. Principal changes introduced included; The broadening of the scope to include cargoes other than MODU's. A description of the approval process (Section 3). The addition of an alternative method of combining transportation loads (Section 6.1.3). The introduction of an allowance for friction to resist seafastening loads (Section 6.4). 6 6

2.2

2.3 2.4

2.5

Revision 6 consists of a reformat of the document with minor changes of text and technical content, except that the contribution of friction to resisting seafastening loads has been expanded. Changes since Revision 5 are marked by a vertical line in the right hand margin. Renumbering, cross reference changes and minor corrections are not necessarily so marked. It is the responsibility of the user of this document to ensure that the latest Revision is being used. In the event of any discrepancy or conflict between this and any other Noble Denton guideline document, the latest issued document shall govern, unless specifically agreed otherwise.

2.6

2.7

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3.1 3.1.1

THE APPROVAL PROCESS

Noble Denton Approval By Noble Denton is meant any company within the Noble Denton Group including any associated company which carries out the scope of work and issues a Certificate of Approval. Noble Denton approval may be sought where the voyage is the subject of an Insurance Warranty, or where an independent third party review is required. An Insurance Warranty is a clause in the insurance policy for a particular venture, requiring the approval of a marine operation by a specified independent surveyor. The requirement is normally satisfied by the issue of a Certificate of Approval. Responsibility for interpreting the terms of the Warranty so that an appropriate Scope of Work can be defined rests with the Client. Additionally, Noble Denton approval may be required for the loadout and offload operations. Certificate of Approval The deliverable of the approval process will generally be a Certificate of Approval. The Certificate of Approval is the formal document issued by Noble Denton when, in its judgement and opinion, all reasonable checks, preparations and precautions have been taken, and an operation may proceed. The Certificate confirming adequate preparation for a voyage will normally be issued immediately prior to departure, by the attending surveyor. Scope of Work Leading to an Approval In order to issue a Certificate of Approval, Noble Denton will typically require to consider the following topics; a. b. c. d. e. f. g. The capability of the vessel to carry the cargo. The voyage route, season and design environmental conditions. The vessel motions leading to cargo and seafastening loads and stresses. The strength of the cargo and cribbing to withstand static and motion induced transportation loads. The weather protection of the cargo. The seafastening of items and substructures within the cargo. The weather conditions for the voyage, and the arrangements for receiving forecasts along the route.

3.1.2 3.1.3

3.1.4 3.2 3.2.1 3.2.2

3.2.3 3.3 3.3.1

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3.3.2 3.3.3

Unless specifically instructed by the client, fatigue damage will be excluded from the Certificate of Approval. If approval is also required for the loadout and offload operations, then the following will typically require consideration; a. b. c. d. e. f. g. h. The location details, water depth, tidal conditions and meteorological exposure. The vessel moorings. Stability and ballasting conditions during the load transfer operation and the critical parts of the deballasting/ballasting operation. Cribbing position and securing during submergence. Towing and handling arrangements for the cargo. Cargo positioning arrangements. Reactions between vessel and cargo. Limiting weather conditions for the operation.

3.3.4

Technical studies leading up to the issue of a Certificate of Approval may consist of reviews of procedures and calculations submitted by the client or his contractors, or independent analyses carried out by Noble Denton to verify the feasibility of the proposals, or a combination of third party reviews and independent analyses. Surveys required would typically include preliminary surveys of the cargo, surveys to establish the readiness to start loadout, witnessing of loadout operation, surveys of completed seafastenings and other voyage preparations including vessel readiness, cargo securing, weathertightness and internal seafastening. Further information on data required for review is contained in Appendix A. Limitation of Approval A Certificate of Approval is issued for a particular loadout or voyage only. A Certificate of Approval is issued based on external conditions observed by the attending surveyor of hull, machinery and equipment, without removal, exposure or testing of parts. A Certificate of Approval shall not be deemed or considered to be a general Certificate of Seaworthiness. No responsibility is accepted by Noble Denton for the way in which the voyage is conducted, this being solely the responsibility of the master of the vessel. Fatigue damage is excluded unless specific instructions are received from the client to include it in the scope of work.

3.3.5

3.3.6 3.4 3.4.1 3.4.2

3.4.3 3.4.4 3.4.5

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4.1

DESIGN ENVIRONMENTAL CONDITIONS

The design environmental conditions for the voyage shall be the 10 year return period monthly extreme storm for the voyage route reduced as appropriate for exposures of less than 30 days. The most severe areas of the voyage route shall be considered for both wind and wave. The design wave height shall be the significant wave height (Hsig), where Hsig = 4m0 where m0 is the sea surface variance. In sea states with only a narrow band of wave frequencies, Hsig is approximately equal to H1/3 (the mean height of the largest third of the zero up-crossing waves). The design wind speed shall be the 1 minute mean velocity at a reference height of 10m above sea level. The 1 hour wind may also be needed in the calculation process.

4.2 4.3

4.4

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5.1

MOTION RESPONSE
Seastate For the analyses, seastates shall include all relevant spectra up to and including the design wave height for the most severe areas of the proposed voyage route. "Longcrested" seas will be considered unless there is a justifiable basis for using "shortcrested" seas. Consideration should be given to the choice of spectrum. Periods For all seastates considered, the peak period should be varied as: (13.Hsig) Hsig is in metres, Tp in seconds. The relationship between the peak period Tp and the zero-upcrossing period Tz is dependent on the spectrum. For a mean JONSWAP spectrum (=3.3) Tp/Tz = 1.286; for a Pierson-Moskowitz spectrum Tp/Tz = 1.41. The relationship between the peak period Tp and the mean period Tm is given by Tp/Tm = 1.296. < Tp < (30.Hsig)

5.2 5.2.1

5.2.2

Alternatively, if a detailed analysis of the joint probability distribution of significant wave height vs peak wave period (Tp) is carried out, the following criteria may be applied: a. Analyse the transport for the period of the design wave for Tp + 1 sec. and b. Analyse the transport for combinations of significant wave height and peak period having the same joint probability of occurrence as the design wave height and the most probable peak period. The effect of swell shall be considered .

5.3

Motion Response Computer Programs Computer programs are to be validated against a suitable range of model test results in irregular seas. The validation is to be made available to Noble Denton and is to contain appropriate analytical work which must be compared with applicable model tests. The analyses are to be carried out for zero ship speed and head, quartering and beam seas. The most probable maximum responses are to be based on a 3 hour exposure period. The Effects of Free Surfaces Free surface corrections to reduce GM and hence to increase natural roll period will not generally be approved. The effect of any reduction in GM must, however, be considered in intact and damage stability calculations.

5.4

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0007/NDI REV 6 5.5 The Effects Of Cargo Immersion The effect of cargo immersion in increasing GM and hence reducing natural roll period as well as increasing damping should be considered in motion response analyses.

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6.1 6.1.1

LOADINGS AND STRESS LEVELS

Loadings The cargo structure, seafastenings and cribbing are to be capable of withstanding the maximum loadings imposed upon them. These loadings should be determined from a detailed motion analysis and/or model tests using the seastates and methods as defined in Sections 4 and 5 plus the direct wind load and gravity loads caused by the computed maximum angle of roll or pitch including wind heel or trim of the vessel. These loads are caused by: a. b. Static wind heel or trim angle. Longitudinal and/or transverse accelerations including; i ii iii c. d. Surge and/or sway accelerations; Pitch and/or roll accelerations including rotational inertia effects; Gravity component induced by pitch/roll motion.

Direct wind load. Heave acceleration, parallel to the global vertical axis .

6.1.2

The loads applied to the cargo shall be; 0.9 (F1 + F2 + F3 + F4 + F5 + F6) where F1 = loads caused by static wind heel or trim angle; F2 = loads caused by surge/sway accelerations; F3 = loads caused by pitch/roll accelerations; F4 = loads caused by gravity component of pitch/roll motion; F5 = loads caused by direct wind load; F6 = loads caused by heave acceleration. The effects of varying phases between each motion can be considered if the method of calculation has been suitably validated.

6.1.3

Alternatively, the total loads may be calculated by a combination of load components as follows: F1(1hr) + F5(1hr) + {[F2 + F3 + F4 + F6]2 +[F1(1min) + F5(1min) - F1(1hr) - F5(1hr)]2} where F(1hr) = Loads based on 1 hour mean windspeed F(1min) = Loads based on 1 minute mean windspeed

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0007/NDI REV 6 6.1.4 If neither a motion study nor model tests are performed then the following motion criteria shall be applied:
Vessel Size and Type Single amplitude in 10 sec full cycle period Roll Larger vessels L > 76 m LOA and B > 23 m). Smaller vessels (L < 76 m LOA or B < 23 m) 30 15 0.2g 20 Pitch 12.5 Heave 0.2g

Roll and pitch axes shall be assumed to pass through the centre of floatation. Heave shall be in the Global vertical axis, not the vessel axis. Phase angles shall be those which give the most severe combination of: a. b. Roll and heave Pitch and heave F2 + F3 + F4 + F6 where F2, F3, F4 and F6 are defined in Section 6.1.2. 6.1.5 The loads acting on seafastening and cribbing shall be derived from the loads acting on the cargo, according to Section 6.1.2, 6.1.3 or 6.1.4 as applicable. The loads should include components due to the distribution of mass over the cargo (rotational inertia). This is of particular importance in the calculation of the shear forces and bending moments on the legs of self-elevating units and similar structures. Stress Levels Stress levels in cargo and seafastenings as computed for the loadings shown in Section 6.1 above are not to exceed those specified by the latest edition of API RP2A. The one-third increase in allowable stresses for environmental loadings may be used. Other alternative recognised applicable National codes may be considered. 6.3 6.3.1 Cargo Strength The cargo structure, including the legs, hull and jackhouses of self-elevating units, is to be shown to possess adequate strength to resist the loads imposed during the voyage combined with the additional loading caused by any overhang of the cargo over the side of the transport vessel. The cargo is to be shown to have adequate strength to withstand the local cribbing and seafastening loads.

In these cases the loads applied to the cargo shall be :

6.2

6.3.2

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0007/NDI REV 6 6.3.3 Legs of self-elevating units are to be properly secured against excessive horizontal movement by means of shimming in the upper and lower guides or by use of an approved locking device. Other methods will also be considered. Appendages to the cargo such as drilling derricks, substructures and associated structures shall be capable of withstanding the criteria set out in Sections 6.1 and 6.2. Other equipment and machinery and loose items carried in or on the cargo shall be similarly considered. Cargo overhangs are generally not to immerse as a result of heeling from a 15 m/s wind in still water conditions. Cargo overhangs being occasionally immersed and which may receive wave slam loadings will require special consideration. Local wave loading on the cargo should be investigated to establish that no structural damage will occur. Notwithstanding the exclusion in Sections 3.3.2 and 3.4.5, clients may wish the effects of fatigue on the cargo and seafastenings to be considered, in which case they should instruct Noble Denton accordingly. Seafastenings Cargo seafastenings shall be designed to withstand the criteria as determined in accordance with Sections 6.1 and 6.2. Buoyancy and wave slam loadings shall also be considered if appropriate. For certain cargo weights, cargo overhangs and arrangements of cribbing and seafastenings, the effects of friction may be used, as shown in the following Table and Section 6.4.3, to resist part of the computed loadings on the cribbing and seafastenings. This shows the maximum coefficient of friction which may be considered, and the minimum allowable seafastening force, expressed as a percentage of cargo weight, below which the seafastening design capability shall not be allowed to fall.
Overhang <100 None < 15 m 15 25 m 25 35 m 35 - 45 m > 45 m
Minimum Allowable S/F force, % W, transverse Minimum Allowable S/F force, % W, longitudinal

6.3.4

6.3.5 6.3.6

6.3.7

6.4 6.4.1

6.4.2

Cargo weight, W, tonnes 100<W< 1000 0.10 0 0 0 0 0 10% 1000<W < 5000 0.20 0.10 0 0 0 0 10% 5000<W< 10000 0.20 0.20 0.10 0 0 0 10% 10000<W< 20000 0.20 0.20 0.20 0.10 0 0 10% >20000 0.20 0.20 0.20 0.20 0.10 0 10%

0 0 0 0 0 0 -

5%

5%

5%

5%

2.5%

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0007/NDI REV 6 6.4.3 Friction is allowed as a contribution to seafastening restraint subject to the following; a. Loadings are computed in accordance with Sections 5 and 6.1.1 through 6.1.3. Friction may not be used if the loadings are computed in accordance with Section 6.1.4. Friction forces shall be computed using the minimum reaction between vessel and cargo, normal to the deck. The cargo is supported by wood dunnage or cribbing friction is not allowed for steel to steel connections. The overhang is the distance from the side of the vessel to the extreme outer edge of the cargo. For wood cribbing over 900mm high, no friction force is assumed to act in a direction at right angles to the line of the cribbing. For cribbing heights between 600 and 900mm high, no more than 50% of the computed friction force is assumed to act in a direction at right angles to the line of the cribbing. The Minimum allowable S/F force is the minimum allowable value of seafastening restraint, expressed as a percentage of cargo weight, in the event that the computed required seafastening force, including friction is less than this value.

b. c. d. e. f.

g.

6.5 6.5.1

Cribbing Sufficient cribbing is to be provided to ensure an adequate distribution of load on the underside of the cargo under static loadings and the design environmental loadings as described in Section 6.1. A minimum of 0.075 metres clearance is required between the lowest protrusion of the cargo and the deck of the ship. The nominal bearing pressure on the cribbing should not normally exceed 4 N/mm2 for softwoods. This pressure is to be calculated taking into account the deadweight of the unit plus the additional load caused by the design environmental loadings . In special circumstances, cribbing pressures of up to 10 N/mm2 may be allowed providing it is demonstrated that the cargo, ship and cribbing can withstand the higher loadings. In the case of a random or herringbone cribbing layout supporting a flat-bottomed cargo without taking into account the strong points then the maximum static plus dynamic cribbing pressures should not exceed 1 N/mm2, subject to consideration of the overall allowable loadings on the vessel deck and the underside of the cargo. The cribbing should be designed to withstand loads caused by any trim or heel angles during on-load and off-load. A minimum angle of 5 degrees should be considered. Wetting and Weather Protection Items of the cargo which are vulnerable to wave action, wetting or weather damage shall be suitably protected.
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6.5.2 6.5.3

6.5.4

6.5.5

6.5.6 6.6

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7.1 7.1.1

STABILITY
Intact Stability Range of Stability a. The range of intact statical stability about any axis shall be not less than the angles shown in the table below. The righting arm shall be positive throughout this range.
Vessel Size and Type Larger vessels (L > 76 m LOA and B > 23 m) Smaller vessels (L < 76 m LOA or B < 23 m) 44 Intact Range 36

b.

Alternatively, if maximum amplitudes of motion for any specific voyage can be derived from model tests or motion response calculations, the range of intact statical stability shall be not less than (20 + 0.8) degrees, where

= maximum amplitude of roll or pitch motion, plus static wind heel or trim angle, in degrees. 7.1.2 Wind Overturning The area under the righting moment curve to the second intercept or downflooding angle, whichever is less, is to be not less than 40% in excess of the area under the wind heeling moment curve to the same limiting angle. 7.1.3 Wind Velocity The velocity taken for wind overturning moment calculations should be the design wind for the most severe part of the voyage. For unrestricted ocean voyages 50 m/s should be used. 7.1.4 Angle of Downflooding Any angle of downflooding less than 25 will require special consideration. Where (as defined in Section 7.1.1 b) is less than 20 then the minimum downflooding angle may be reduced to + 5 with a minimum of 20. 7.1.5 Cargo Effects Buoyant compartments of the cargo may be used in the stability analysis where appropriate. 7.2 Damaged Stability Damaged stability is assumed to be covered by Class. If requested to review damaged stability where Class is not involved, then the guidelines shown in Appendix B would be applied.

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0007/NDI REV 6 7.3 7.3.1 7.3.2 Minimum GM The minimum GM should not be less than 1.0 metre, unless the conditions of Section 7.3.2 can be met. Special consideration will be given to voyages having a GM of less than 1.0 metre. In such cases it must be shown that the actual GM for the voyage is not less than that calculated.

WEATHER ROUTING
In the event that the loadings and stresses calculated for the design environmental conditions exceed the allowable values, then a reduction may be achieved by use of a Weather Routing Service, such as the Noble Denton Weather Routing Service, to avoid specified extreme meteorological conditions. The amount of such a reduction, if any, will vary with: a. b. c. d. The speed of the vessel The voyage route Reliability of the meteorological data available The availability of areas of shelter.

9
9.1 9.2

INSPECTION OF WELDING AND SEAFASTENINGS

All welds will be visually checked and the weld sizes confirmed against the minimum required sizes. The results of non-destructive testing (NDT) of welds may be required prior to issue of a Certificate of Approval. Welds may be selected by the attending surveyor for NDT such as magnetic partical inspection (MPI), dye penetrant or other agreed method. Any faulty welds discovered shall be repaired . Welding should not be carried out in wet conditions. Weather protection should be used in order to minimise the effects of wet conditions.

9.3 9.4

10

ALTERNATIVE CRITERIA
Alternative criteria to those set out in this report may be considered provided it can be shown that the proposals or arrangements are in accordance with safe marine and engineering practice.

11

GENERAL
Final approval for any transport is subject to the recommendations and satisfactory survey by the attending Noble Denton surveyor.

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APPENDICES

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APPENDIX A INFORMATION TO BE PROVIDED FOR REVIEW PURPOSES

The following information will be required in order to undertake the necessary reviews for the approval of a transportation. Additional information may be requested. Heavy-lift Vessel Name and Registered number Port of Registry Classification General Arrangement Route and Planned Stops Stowage plan Seafastening arrangements Cribbing arrangements Proposed voyage service speed Expected departure date

Stability and Motion Characteristics Information Including:Lines plan Ballast plan Draft and displacement for voyage Vertical Centre of Gravity of Vessel and Cargo for Voyage Metacentric Height proposed for Voyage (KM)

As a minimum the results of motion and stability calculations performed by a recognised Independent Authority such as a Classification Society may be accepted. Cargo General Arrangements Weights Vertical, Transverse and Longitudinal Centre of Gravity Sufficient data to enable strength, stability and motion characteristics to be evaluated including radii of gyration Details of any side shell or bottom plate protrusions Details of liquid variable Procedures On-load/off-load procedures Ballasting procedures
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APPENDIX B SHIPBORNE TRANSPORTS - SUGGESTED GUIDELINES FOR DAMAGED STABILITY

B.1 Requirements in the Damaged Condition The unit should be able to satisfy the following requirement in the "damage condition" as defined in Section B.2 below. B.1.1 Wind Overturning The unit should have a positive range of stability in the damaged condition. The area under the righting moment curve from the angle of loll to the second intercept or downflooding angle, whichever is less, is to be not less than 40% in excess of the area under the wind heeling moment curve computed between the same angles. The wind velocity taken for wind overturning moment calculations in the damaged condition should be 25 m/s, or the wind used for the intact calculation if less. B.1.2 Downflooding In the wind heeled and damaged condition the final waterline should be below the level that would cause progressive downflooding. B.2 Damaged Condition For the evaluation of Section B.1.1 above, any one compartment damage is to be assumed between allowable bulkheads as defined below:B.2.1 B.2.2 B.2.3 B.2.4 Minimum allowable bulkhead separation to be 3.0 metres. Horizontal penetration to be 1.5 metres. Vertical extent of side damage to be upwards from the baseline without limit. When considering bottom damage, double bottom compartments which comply with class regulations should be allowable as separate compartments. Where any reduced extent of damage results in a more severe condition, such lesser extent should be assumed. If the cargo is assumed to contribute to the combined buoyancy and stability, it should also be considered in the damaged condition.

B.2.5 B.2.6

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