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Topside Installation

17.1 General
Over the past years, almost all topside facilities have been rst fabricated into modules and then transported by barge and set on the platform by an offshore derrick barge. The capacity of offshore derrick barges has steadily grown to where 1200-tn. modules are commonplace and individual lifts of 400011,000 tn. and more have been made. A further extension of this trend to prefabrication has been the innovative development and application of the Float-Over System, in which a complete deck, with all its equipment and facilities installed, has been oated over a jacket and set down. So far, this has been restricted to relatively calm seas, such as the Arabian-Persian Gulf, offshore West Africa and in the Timor and Philippine Seas. The purpose of using large modules is to enable more of the t-up and testing to be completed at the shore site. Not only does this allow the work to be done under optimal conditions, it also disperses the work so that it can be accomplished concurrently with other modules and other structural work.

17.2 Module Erection

The modules are set by a crane barge onto the module support frame, which is a skeletonized deck structure (see Figure 17.1). Some will be set onto skid beams and skidded and jacked to nal position; others may be set directly. The modules must be structurally adequate in themselves, both for the temporary loads imposed during transport and installation and for the permanent loads due to the operations and environment. The structure of each module must rst support the vessels and the piping within it and then transfer the forces developed by dead and live loads and environmental loads to other modules or the module support frame. Lifting of such extreme loads must follow the general principles of heavy offshore lifts outlined in Section 6.3 and must be thoroughly engineered for all stages of the operation. Picking points and padeyes must transfer the forces to the slings. The slings, with their angles in three-dimensional space, must in turn transfer the loads to the hook. Where more than one crane will be involved in the lift, the interaction of loads between the cranes must be considered, including the effect of tolerances in boom position, seainduced motion and the change in the derrick barges water planes as the load comes onto them.
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FIGURE 17.1 Large module being lifted onto dock of platform. (Courtesy of Aker Marine.)

When picking a module with multiple pickup points, deections must be carefully controlled so as not to distort the equipment and piping. Very elaborate rigging systems often result. The supporting structure may have to be stiffened. Picking loads are dynamic; adequate allowance must be made for dynamic amplication in lifting force, as well as in lateral swing. This latter can be greatly reduced by power-controlled tag lines. Low-temperature effects, possibly causing embrittlement under impact loads, need to be addressed and suitable steels and welding procedures adopted. Many modern heavy lifts of modules are assisted by onboard computers monitoring the loads, the radii, and the position of the boom. Some crane barges are equipped with boom tip motion sensors and onboard computer systems to determine the best headings and boom angles to minimize boom-tip motion. Modules are usually loaded onto a barge at a shipyard or shore base by skidding out, much as a jacket is loaded out. Dimensions are smaller and total weight much less, but loads may be more concentrated. Alternatively, they are loaded by transporters. The modules must then be properly tied down for sea. Engineered slings are pre-attached to each module so that all that remains to be done as the lift commences is to raise each sling up over the hook by means of the crane whip line. Meanwhile, the tie-downs are cut loose. When sea conditions appear favorable, the module is lifted clear of the barge, slowly moved astern or rotated to position, and set in its place (see Figure 14.3). Auxiliary means, such as powered tag lines on the deck of the platform, tapered guides, and fenders are used to help seat the module in correct position. The module needs to be set

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down smoothly and quickly so as not to expose the operation to higher waves or low-cycle fatigue. It is desirable to incorporate tolerance in initial positioning into the structural design. Once the unit is set, jacks can then move it to its nal exact position. Jacking points should be provided in the module frame. The problem of overhaul during set-downthat is, of getting rid of a load from the hook when there are up to 24 or more parts of line in the hoist blocksis a difcult one. A free overhaul clutch for the crane hoist is the primary solution. In some cases, ballast may be transferred to the stern of the crane barge as soon as the load touches down. The object is to prevent the load from being inadvertently lifted back up if a subsequent wave raises the derrick barges stern before there is enough slack in the falls. Some rather spectacular lifts of modules have been made by the use of two or even three crane barges working in concert. The three Statfjord A quarters modules were too high (40 m) to be lifted by a single crane. The weight of each, about 1000 tn., was not too unusual, but the height and prole required that three crane barges be used. These were moored together with all deck winch controls and dynamic-positioning thruster controls at one control location. The three barges picked up the module at the dock, transported it to the concrete gravity platform moored in the fjord, and repositioned the barges while carrying the load. At the nal lifting site, the barges were moored to the structure. Because of the short length of lines, nylon rope was used in order to have some elastic stretch to accommodate surge as the quarters modules were then raised and set on skid beams mounted on the deck frame. Each module was then skidded sideways to its nal position. The pick had to be engineered with extreme care, since the load exceeded the capacity of any one of the crane barges. On a subsequent platform, similarly high and heavy modules were set by a semisubmersible crane barge. Since this work was carried out in a fjord, the semisubmersible was not selected for minimal response to seas but rather for its extreme height when deballasted to ride on its pontoons. Now it was able to lift the module over the deck structure and to set the module directly in place. Up on the platform deck, each module was then welded to the module support frame. A typical series of modules will include the following: Utilities modules Control room module Quarters modules Helideck Wellhead module Separation module Dehydration module Pig-launching module Generator module Switchgear module Metering module Bulk storage modules Pedestal cranes Drilling modules Drilling derrick Flare stack Casing and drill string laydown racks.

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17.3 Hookup
The hookup of these modules and their subsequent testing is highly demanding in terms of both manpower and support (see Figure 17.2). It delays the start of production of oil or gas and hence adversely affects cash ow. In recent years, the complexities of hookup have led to overruns in cost and time of 100% or more. To reduce these problems, the rst step is to use larger and fewer modulesthat is, more self-contained modules. A second step is to space the modules apart by 1 m or so, to allow a crawl space for access for interconnection. A third step is to use exible connections to the extent permissible for the high operating pressures in the pipeline connections. Careful control in tolerances of all interconnecting points at the time of module fabrication is essential. Templates and pre-matching may be used to ensure compatibility. Hook-up offshore is very demanding of personnel and very costly. If the hookup work is supported by a semisubmersible derrick or oatel, a suitable gangplank or walkway is required. This must have rollers to accommodate surge of the semisubmersible. It must be supported, for example, by cantilevering, so that it will not fall even if the barge drags an anchor or parts a mooring line. Sophisticated articulation and hydraulic compensators are often required to accommodate the barges relative motions.

FIGURE 17.2 Hook-up of topsides of Condeep Platform. (Courtesy of Aker Maritime.)

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Fire protection during hookup is critical and must take precedence over actual work. This requires the early installation of a re pump casing, the submersible pump, and headers around the platform decks. Until the platform system is fully established, re hoses must be led over from the tending semisubmersible or derrick barge. A re alarm system must be hooked up. Life safety must be ensured; this means that life jackets and safety lines must be employed initially, that lifesaving capsules must be placed with the initial modules, and that a patrol boat must be on duty to pick up anyone who falls overboard. The technically specialized workers are usually employees of subcontractors and may not normally work offshore. Hence, they will need special instruction in safety offshore. Other services and systems on board the platform must be activated at an early date. These include the generators (both primary and emergency) with their diesel fuel supply tank, and lighting systems for night work. A freshwater system must be established for potable water supply and wash down. Compressed-air systems are required both for instrument air and for utilities and tools. Radio communication to shore and boats must be established, as well as public address systems throughout the platform. A smoke-detection system is needed in the quarters modules, as well as sprinkler and re alarm systems. At the helideck, a foam extinguisher system must be installed. The rope landing nets must be installed and the landing lights activated. Ventilation systems must be activated in the quarters and within the facilities area. Because during the hookup stage welding is the principal item of work, welding generators must be installed and cables led around the deck. Heated welding rod storage needs to be provided. In addition to the permanent platform cranes and hoists, temporary hoists and powered winches will be required during hookup. Adequate lighting must be provided for night work. Temporary shops and ofces are needed. An x-ray lab is required. There must be an electrical shop, an instrument shop, and a general tool shop and warehouse for bolts and pipe anges. A paint shop is required, with a separate re-extinguishing system. Finally, a rst-aid room must be available for emergency treatment of personnel who suffer, for example, burns and eye injuries. It is obvious from this long summary listing that each module should be equipped as far as possible with the items needed to complete its hookup. Beyond that, very thorough and detailed planning is needed by engineers, craft supervisors, and their craft supervisors, to insure that all needed supplies and materials arrive with the modules and do not require separate lifts. However, these separate items cannot be loosely stored in the module but rather must be properly boxed and secured so that they cannot be displaced during the lift. Further, their weight needs to be computed and added to the calculated lift weight. The module lift weight then becomes the sum of the equipment, piping, cables, module frame, lifting gear, including slings, and the tools and supplies stored on board. Vertical access has proved to be a signicant problem, due to the heights involved from waterline to deck, and the large number of personnel. In addition to well-constructed stairways, construction lifts for personnel are usually installed.

17.4 Giant Modules and Transfer of Complete Deck

For very heavy offshore lifts, a large semisubmersible derrick barge with two cranes at the stern can used both of its cranes in concert Combined capacities of 10,000 to 13,000 tn. are thus available. It is vital that such operations be conducted, free from long-period swells. Work is carefully scheduled for the weather window. The derrick barge may sit several

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days awaiting suitable seas. Of course, the large semisubmersible barge does not react to short-period wind waves of moderate height, but it is sensitive to longer-period wave energy, such as that from remote storms. A complete deck or very large section of the deck is constructed on a quay wall or in a prefabrication and assembly yard adjacent to the quay wall. It is then either skidded onto a large transport barge or walked out by multiwheeled transporter, on which each of the many wheels has its load equalized by hydraulic jacks. The transfer onto the barge requires that the barge is either grounded at the quay wall or equipped with a variable ballast system enabling it to adjust to the change in load as the module moves onto the barge. The barge then is towed to the site and moored at the stern of the crane barge. The cranes lift the module above deck level, the barge is towed clear and the barge moves into the platform. It then lowers the module onto the deck, using a guide system. The complete deck of the Ninian Central Platform was transported by barge to a sheltered bay in Northwest Scotland. There, a catamaran barge was positioned around it and one end closed by a truss span. On each barge, vertical frames were mounted so that the deck could be picked by high capacity screw jacking rods. When the deck had been raised, the transport barge was removed and the second end of the catamaran closed by a raised truss. Then the catamaran, with suspended span, was towed to the mating site. Meanwhile, the large concrete offshore caisson was towed to the mating site and ballasted down. The catamaran was positioned around the caisson and lowered the 20,000 tn. deck structure onto it. Loads on the support points were equalized by at jacks, which were then grouted. With all such immense deck modules, the deections and stresses due to dead load during picking need to be carefully computed and special means taken to accommodate the dimensional changes in support locations that occur as the module is picked and then set. The DNV Rules contain an appendix for Heavy Lift Operations, which is applicable to these operations.

17.5 Float-Over Deck Structures

17.5.1 Delivery and Installation The delivery and installation of a complete deck, with all systems fully hooked up and tested, has many advantages, from both cost and schedule viewpoints. The complete deck can be prefabricated at a shore base, transported to the site, and set on the jacket legs or gravity-base shafts (see Figure 17.3). As noted, complete decks have been transferred by barge onto more than 25 concrete gravity-base platforms, but this has been carried out in inland waters where relative motions were very small. Even there, provision has been made to cushion the seating to prevent concentrated loads, and to make nal adjustment of relative position by hydraulic jacks, sliding on Teon pads. See Section 12.2 Stage 12 for a detailed description of the procedure. In this section, the extension of this concept to the open sea is described. The detailed engineering for the transfer at sea of 20,000 tn. or more must consider the 6 degrees of freedom affecting the barge. It must also include the differing deections of the deck due to changing support conditions and the consequent changes in dimension at the stabbing points as the load is nally transferred to the substructure. Differential thermal

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FIGURE 17.3 Integrated deck of Statfjord C platform.

expansion must be considered. Finally, means must be developed to equalize the load between the four or more legs after the deck support has been transferred. The transfer in the open sea, subject to long-period swells, is a much more complex problem than that performed in inland waters. In most cases, the transfer operation rst positions the barge between or around the legs (shafts) and dampens out the relative motions. During this phase, the legs of the jacket must be protected against impact due to surge and sway of the barge. Then, the lowering process has to consider the impact in heave, as amplied by pitch and roll. Even more critical is the rapid removal of contact of barge and deck, so that the barge does not strike the structure in the period immediately following transfer. Several methods have been developed and successfully used to carry out a oat-over installation in the open sea. The Float-Over method requires careful consideration of the prevalent waves and swell, not only as to height and period but also as to direction. The range of the tide can be both favorable and unfavorable. Shock loads are developed as the load is transferred to the jacket legs. Shock loads can also occur once transfer is completed, the swell raising the barge to impact the deck. Rapid removal of potential contact is essential (see Figure 17.4). High capacity ballast and deballast pumps should be provided. The barge, with deck loaded, has to have transverse stability but be narrow enough to t between the jacket legs. Stability and longitudinal strength must be adequate for both transport and at the critical stage when the deck is lifted above the barge. Lateral impact against the jacket legs is restricted by polyester lines (or a combination of nylon and polyester) attached to winches on the barge. Fenders are xed to the jacket legs. For a gas platform in the Eastern Timor Sea, 8 shock-absorbing leg-mating units were installed on each of two platforms. Each had a capacity of 2000 tn., with a deection of 800 m. Smaller deck-supporting units, to cushion the deck against the heave of the barge, were also employed. The integrated decks weighed up to 13,900 tn. each. Larger shock-absorbing units, with up to 10,000 tn. vertical capacity, are currently under development for use in mounting the decks on concrete GBS platforms.

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FIGURE 17.4 Deck being lowered onto mating cones of high-capacity shock absorber. (Courtesy of ConocoPhillips and Clough-Aker.)

17.5.2 Hi-Deck Method The Hi-Deck method has been used to install several completely outtted decks in the North Sea, including those for platform Maureen and the Hutton TLP. The deck structure was transported on a steel frame 17 m high, supported on the barge to clear the top of the jacket legs. The barge carrying the deck was maneuvered in between the legs. Composite mooring lines of steel wire and polyester-sheathed aramid ber (Kevlar) were run to the platform legs, in order to dampen out relative motion in the horizontal plane. Large rubber fenders were secured to the jacket legs. During mating of the Hutton deck, relative motion was limited in design to 200 mm but in the actuality, only 60 mm relative displacement was experienced. Vertical lowering was by rapid ballasting. Several separate shock-absorber systems were installed to absorb the impact as the hydraulic catch probes engaged the cones in the deck. One system consisted of 1.5 m pillars of polyurethane enclosed in telescoping steel casings. Another used hydraulic jacks, suitably softened by connecting the hydraulic tanks to nitrogen-lled bladders. Model tests of relative motions during transfer proved more accurate than elaborate computational analyses. The operation was successfully carried out in 1.5 m swells. 17.5.3 French Smart System The French Smart system has been successfully used for the installation of a deck in the long-period swells offshore Congo. The deck structure is designed with vertical tubulars that match the jacket legs of the platform on which the deck is to be installed. Smart legs are pipe columns within the deck tubulars. They are extended by long-stroke hydraulic jacks. Smart struts extend horizontally from the barge, also with hydraulic jacks. These are used to control the relative movement of the barge in relation to the jacket legs in surge,

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sway, and yaw. Smart releases are doubly hinged supports which can be collapsed by activating a hydraulic cylinder to rapidly give 34 m clearance between the barge and the underside of the deck structure. Rapid removal of the barge is essential to prevent impact on the next heave cycle of the barge. Operations proceeded by gradually moving the barge-plus-deck combination in between the jacket legs until the Smart legs are directly above their top. The Smart struts engage the jacket legs and gradually dampen out the surge, sway, and yaw motion. Each strut is hinged to accommodate heave while the other end rolls on a reinforced pad on the jacket leg. Then the Smart legs are extended down to engage the top of the jacket legs. The load is gradually transferred. Then the Smart releases are tripped so that the barge has clearance beneath the deck and can be extracted from between the jacket legs. These operations were successfully carried out in a 1m swell. 17.5.4 The Wandoo Platform For the Wandoo platform, on the Northwest Shelf of Australia, a deck structure, fully outtted, was successfully transferred by the oat-over method. A heavily reinforced barge carrying the deck was maneuvered in between the concrete shafts of a GBS. The deck structure was supported high enough to clear the shafts. Composite mooring lines of steel wire and polyester-sheathed Kevlar were used to position the barge accurately. The barge and deck were then ballasted down onto hydraulic jacks set in pairs atop each of the shafts. To enable rapid release of vertical supports, large sand jacks were used. Their openings were sized, on the basis of tests, to empty in about 1 min. Then the barge had ample clearance under the deck underside and could be pulled clear. 17.5.5 Other Methods Other methods of oat-over are under development, including a large catamaran constructed of vertical concrete caissons. The Versatruss method, used for the removal of complete decks from decommissioned platforms, involves the use of inclined steel struts. It has been used to raise a deck which had been skidded onto a trestle, then transport it across the Caribbean Sea to Venezuela and lower it down onto a preinstalled jacket. The development of long-stroke hydraulic jacks will continue to be a major factor in the extension of the Float-Over concept. The Float-Over method was recently (2003) used successfully in the Philippines and has become the current state-of-the-art in the Arabian Gulf. The successful extension of the Float-Over method in the open sea requires increasingly sophisticated engineering. Or where the Northern Ocean, in vast whirls, Boils round the naked melancholy isles Of farthest Thule, and th Atlantic surge Pours in among the stormy Hebrides. James Thomson, In Autumn

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