LOCG-GEN-Guideline-005 Rev 0 - Gravity Base Structures

DOCUMENT CONTROL SHEET
GUIDELINES FOR MARINE OPERATIONS
Gravity Base Structures
May 2003
Rev.
Date
Reformatted version of original document

Reason For Issue
VK
DB
AJS
Author Checked Approved
LOC Doc. Title
LOC Ref No.
LOCG-GEN-Guideline 005
LOC Field
Marine Operations Guidelines
London Offshore Consultants

LOCG-GEN-Guideline-005 Rev. 0
TABLE OF CONTENTS
PAGE
1.
2.
3.
4.
INTRODUCTION
1.1. Scope of Guidelines
1.2. Object of the Guidelines
1.3. Contents of the Guidelines
1.4. Other Standards
1.5. Definitions
STABILITY AND MOTION RESPONSE
2.1. Intact Stability
2.2. Damage Stability
2.3. Motion Response
STRENGTH
3.1. Structural Design Specification
3.2. Construction Afloat
3.3. Inclination During Towage
3.4. Falling Objects
10
GBS MOORING CRITERIA
11
4.1. Environmental Criteria
11
4.2. Method of Analysis
11
4.3. Criteria for Intact Case
12
4.4. Criteria for Line Broken Case
12
4.5. Certification of Equipment
13
4.6. Connection Points to the GBS and Shore
13
4.7. Seabed Anchors
13

4.8. Mooring Pontoons
14
FLOAT OUT OF BASE STRUCTURE
15
5.1. General
15
15
5.3. Watertight Integrity
15
5.4. Underkeel Clearances
15
5.5. Side Clearances
16
5.6. Air Cushion
16
5.7. Tugs, Towing Points and Pennants
17
5.8. Surveys and Control
17
TOWING CRITERIA
18
6.1. General
18
6.2. Tugs and Required Bollard Pull
18
6.3. Tow Route, Surveys and Clearances
20
6.4. Towing Points
21
6.5. Towing Pennants and Shackles
21
6.6. Environmental Criteria for Tow Departures
21
6.7. Crewing Requirements
22
7.
WATER BALLAST SYSTEM
24
8.
DECK MATING
26
9.
INSTALLATION AT OFFSHORE LOCATION
27
9.1. Underkeel Clearances
27
9.2. Seabed Survey
27
9.3. Positioning Accuracy
27
5.
6.
ii

27
9.5. Verticality of Platform After Installation
27
9.6. Reversibility
28
9.7. Schedule for Installation
28
iii

1.
INTRODUCTION
1.1.
Scope of Guidelines
1.1.1
These guidelines have been prepared to assist Marine Warranty Surveyors and others
to form a basis for evaluating the requirements for marine aspects of construction,
transportation and installation of Gravity Base Structures, and are applicable worldwide.
1.2.
Object of the Guidelines
1.2.1
The object of the guidelines is to specify acceptable standards, based on sound

engineering and good practice, so as to ensure that proper levels of safety are
maintained at all times. The guidelines are based on those that have been developed
for previous concrete platforms.
1.2.2
The guidelines may be used to establish the criteria to be used in the marine phases. It
is recommended that this be done at an early stage in the project, in consultations
between Company, Contractor and the Marine Warranty Surveyor.
1.3.
Contents of the Guidelines
1.3.1
The guidelines cover marine aspects of:

The float-out from dock
Inshore construction site and mating site, as appropriate
Mooring at the deep water site
Construction afloat
Deck mating
Tow to the field
Installation at the field
1.3.2
The subjects which are addressed in the guidelines include stability, damage stability,
structural strength, mooring analysis and the tugs and towing arrangements.
1.4.
Other Standards
1.4.1
The guidelines shall be read in conjunction with the international and national codes,
standards and regulations applicable to the work.

1.4.2
In particular they shall be read in conjunction with the LOC Guidelines for Marine
Operations for:
LIFT-OFF, TRANSPORTATION AND MATING OF TOPSIDES
1.5.
Definitions
Company: The operator of the field
Contractor: GBS fabrication Contractor
GBS: Gravity Base Structure, i.e. the whole of the concrete substructure on which the
topsides bear.
Topsides (or Deck): The entire assembly, which is mounted on the GBS whether, it be
an integrated deck or a module support frame with modules subsequently installed on it.
Base Structure: The part of the GBS which is constructed in a dry-dock and then
floated out and towed to a mooring in deep water.
Cell: The whole lower part of the GBS, up to the level of the bottom of the shafts.
The Platform: The entire offshore platform as prepared for tow to offshore location, i.e.
the GBS and the topsides.
Shaft(s): The concrete member(s), which project from the top of the cells and on which
the deck bears.
Dry-dock: The construction site in which the base structure is built.
Inshore Construction Site: The mooring site, at which slip forming of the cells and
shafts takes place. It may also be the mating site. On some products the mating site is
at a separate location and GBS is towed from this inshore construction site to the mating
site.
Inshore Hook-up: The Hook-up work to be performed at the mating site during the
period after deck mating and prior to towing the platform to offshore location.
Mating Site: The site for mating the deck with the GBS.
GBS Moorings: The mooring systems at the mating site and inshore construction site,
as appropriate.
Offshore Location: The location on the field, at which Company has specified that the
platform be installed
Freeboard: The height between the still water surface and the lowest point at which
down flooding could occur, including any unplugged construction openings.

Design Windspeed: The 1-minute sustained windspeed at 10m above sea level, as
used in design. At the GBS mooring sites the design windspeed will vary, according to
direction, because of topography.
Design Sea State: The significant wave height that is used by the project in design. At
the GBS mooring sites the magnitude of the design sea state will vary according to
direction.
Design Current:
The extreme current velocity including variation of current with water depth

2.
STABILITY AND MOTION RESPONSE
2.1.
Intact Stability
2.1.1
Metacentric Height (GM) during Construction Afloat: The GM during construction

afloat shall at all times be at least 1 meter and shall be sufficient to ensure that, in 100
year return period conditions, the maximum inclination does not exceed 5 degrees. For
consideration of the mating operation, 10-year return period conditions may be used.
2.1.2
Metacentric Height (GM) for Tow to the Mating Site: For the tow to the mating site the
GM shall be at least 1 meter and shall be sufficient to ensure that the inclination does
not exceed 5 degrees when full towline pull is applied. The `full towline pull', shall be
defined as the sum of the certificated Bollard Pulls of all the forward tugs.
2.1.3
Metacentric Height (GM) for Tow to the Offshore Site: For the tow to the offshore site
the GM shall be at least 1 meter, and shall be sufficient to ensure that.
The maximum inclination of the unit does not exceed 5 degrees taking all the following
into account:
Static inclination due to full towline pull,
Static inclination due to a windspeed of 20m/s
Maximum motions due to a sea state of Hs=5m.
The maximum inclination of the unit due to the 10-year seasonal storm conditions (with
zero towline pull) does not exceed 5 degrees.
The inclination does not exceed 2 degrees when 50% of the full towline pull is applied, in
still water.
Differential ballasting may be used to reduce, by up to 50%, the static angle of heel
resulting from towline pull only.
2.1.4
Metacentric Height (GM) for Installation: For the final approach to the site, for
installation, the GM shall be positive, and sufficient to ensure that.
The maximum inclination of the unit does not exceed 5 degrees taking into account:
Static inclination due to full towline pull, defined as per 2.1.2 above, taken
together with

Dynamic inclination (e.g. pitch, roll) due to a 2m seastate and a 10m/s steady
wind.
The static inclination does not exceed 2 degrees when 50% of the full towline pull is
applied in still water.
Differential ballasting may be used to reduce, by up to 50%, the static angle of heel
resulting from towline pull only.
2.1.5
Dynamic Stability: During tow and construction afloat, the area under the righting
moment curve, to the lesser of:
The second intercept between the curve and the wind heeling moment curve, or
The down-flooding angle, or
The angle, which causes allowable stresses to be exceeded in any part of the platform,
shall be not less than 40% in excess of the area under the heeling moment curve, to the
same limiting angle. The windspeed used to derive the wind heeling moment shall be
the seasonal 10 year return period, 1 minute mean windspeed for the tow and the 100year return period windspeed for construction afloat.
2.1.6
Freeboard During Construction Afloat: The minimum freeboard of the GBS, during
construction, shall satisfy the following:
It shall be at least 1 meter greater than the 100 year return period maximum wave crest
elevation, allowing for local build-up of wave height around the structure.
It shall be at least 1 meter greater than the 10 year return period maximum wave crest
elevation, allowing for the loss of pressure in any one compartment of the air cushion.
At similar locations to those that have previously been used, the minimum freeboard is
normally 6 metres, resulting from application of the above criteria.
For the period prior to the start of slipforming, the freeboard to the top of the concrete
structure may be 4.5 metres provided that, for directions from which there may be
substantial wave action, there is a temporary structure, which provides the 6 metres
freeboard.

2.1.7
Inclining Tests: Inclining tests shall be carried out in order to check that the GM is at or
above the minimum allowable value. As a minimum, there shall be a test immediately
prior to deck mating and a further test immediately prior to departure to Offshore
Location.
2.2.
Damage Stability
2.2.1
Base Structure Float Out and Towage: The base structure shall have `one
compartment damage stability' which means that it shall remain stable and afloat with
any one cell flooded to the waterline.
In the flooded condition, the effect of a 1-minute windspeed of 25 m/s and associated
seastate at the location shall be considered.
2.2.2
Construction Afloat: During construction afloat the GBS shall have one compartment
damage stability for as much of the time as is practicable, which means that it shall
remain stable and afloat with any one cell completely flooded or any one shaft flooded to
the waterline.
The minimum freeboard in the damaged case shall exceed the seasonal 10 year return
maximum wave crest height. When assessing the freeboard, allowance shall be made
for inclination of the structure due to the 10 year return period sea state and a 25 m/s
windspeed and the design current at the location.
When the GBS does not have one compartment damage stability it shall have both the
following:
A means of compensating for the inclination due to flooding of a compartment. This may
either be done by transferring flood water to other compartments or by quickly
deballasting water from the flooded compartment, whilst ballasting other compartments
. Sufficient structural strength in the outer walls to withstand impact from vessels, which
may be in close proximity to the GBS. Fendering may be used to reduce impact loads,
if necessary.
In addition, if the GBS does not have damage stability, rigorous procedures shall be
developed to ensure that such flooding will not occur. These shall include consideration
of collision, leakage through the ballast system and other system, reliability and

redundancy in pumping arrangements, operator error and redundancy of power

supplies.
At all times there shall be adequately trained personnel on board the platform, who are
wholly dedicated to maintaining the marine safety of the platform; their duties shall
include the control of traffic in the vicinity.
The risk of flooding shall be evaluated by means of a risk assessment and the level of
risk shall be shown to be acceptable.
2.2.3
During Tow of GBS/Platform: It shall be demonstrated that, when towing with the
waterline at the cells or shaft(s), the platform can survive flooding of any one ballast cell.
The assessment shall demonstrate that there is at least 5 metres freeboard, to
downflooding of the shaft(s), in a 25 m/s wind
If the platform does not have damage stability with respect to flooding of the shaft(s),
rigorous procedures shall be developed (as for construction afloat) to ensure that such
flooding will not occur. These shall include consideration of collision, leakage through
the ballast system and other systems, reliability and redundancy in pumping
arrangements and redundancy of power supplies. Also, a risk assessment shall be
carried out as per the final paragraph of 2.2.2 above.
2.3.
Motion Response
2.3.1
The responses during construction afloat shall be analyzed, if they may be critical to loss
of freeboard or other considerations.
2.3.2
The motion response of the platform during towage shall be predicted by model tests.
Predictions shall be made for extreme conditions and for any other conditions, which
may give higher responses.
2.3.3
The response during installation of the platform shall also be determined, taking account
of the underkeel clearance at this stage.

3.
STRENGTH
3.1.
Structural Design Specification
3.1.1
The design of the GBS shall conform to the relevant project specification for structural
design. All possible load combinations shall be considered, including those given below.
Wind and wave loads shall be considered to act from any direction relative to the GBS.
3.2.
Construction Afloat
3.2.1
Load Cases
Load Case 1
Loads due to static weight and live loads (i.e. loads due to
static weight, including ballast and all equipment on board)
Load Coefficient
1.2
+ loads due to 100 year return period waves at the mooring site
0.7
+ loads due to 100 year return period 1 minute windspeed
0.7
+ loads due to maximum predicted currents at the mooring site
0.7
+ associated loads in mooring chains
1.3
Load Case 2
Loads due to static weight and live loads
1.2
+loads due to any long period swell at the mooring site
0.7
+loads due to 100 year return period windspeed
0.7
+loads due to maximum predicted currents at the mooring site
0.7
+associated loads in mooring chains
1.3
Load Case 3
Loads due to static weight and live loads
1.0
+maximum loads due to waves (i.e. whichever is found,

from load cases 1 and 2, to be critical)
1.3
+loads due to 100 year return period 1 minute mean winds
1.3
+loads due to maximum predicted currents at the mooring site
1.3
1.0

(Note: If it shown, by examination of one displacement and water ballast condition only, the
load case 3 is definitely not limiting for design, then it shall be acceptable to conclude, by
inspection, that load case 3 need not be analysed for other displacements),
Load Case 4
Loads due to static weight
Load Coefficient
1.0
+loads due to flooding of any ballast compartment
1.0
+maximum loads due to waves
1.0
+loads due to wind of 20 m/s
1.0
+loads due to tidal currents (at spring tides) at the mooring site
1.0
1.0
Load Case 5
(Only for conditions in which the air cushion is present).
3.2.2
Loads due to static weight
1.0
+loads due to accidental release of air from one compartment
1.0
+maximum load due to waves
1.0
+loads due to wind of 20 m/s
1.0
+loads due to tidal currents (at spring tides) at the mooring site
1.0
1.0
Strength of Outer Walls: If the GBS does not have one compartment damage stability
it shall have means of transferring floodwater to other compartments, plus:
either Sufficient structural strength in the outer walls to withstand impact from vessels,
which may be in close proximity to the GBS.
or
Adequate fendering around the GBS.
3.3.
Inclination During Towage
3.3.1
The platform shall be designed to survive an angle of inclination of at least 10 degrees.

An analysis shall be carried out to assess the maximum inclination that the platform
attains when down flooding of the shaft occurs. The assessment shall consider the

platform to initially be at the towage draft and shall evaluate the inclination reached at
downflooding of the shaft. If this angle exceeds 10 degrees this shall be the maximum
angle of inclination used in design of the platform.
3.3.2
The resulting loads shall be combined with wind and wave loads as follows:
3.3.3
Static loads in inclined condition + loads due to 25 m/s wind + loads due to waves of
significant height (Hs) = 5 m
3.3.4
A Load Coefficient of 1.0 shall be used for all of the above.
3.4.
Falling Objects
3.4.1
Consideration shall be given to the effect of objects falling onto the top of the cells during
construction and towage. There shall be an assessment of the type of objects, which
could possibly fall, and the design shall ensure that the GBS would remain intact and
serviceable after such a fall. There shall also be an assessment of possible damage
due to objects falling onto other critical areas, for example onto ballast pipes which are
open to the sea.
10

4.
GBS MOORING CRITERIA
4.1.
Environmental Criteria
4.1.1
The GBS mooring shall be considered in the intact condition and also with one line
broken, in accordance with the criteria in 4.3 and 4.4.
4.1.2
In the intact condition the moorings shall be designed and analyzed for the 100 year
return period design wind, wave and current conditions, except that 10 year return period
conditions may be used for analysis of the deck mating condition.
4.1.3
If the GBS is to be at the moorings for less than a year, the environmental criteria used
in the design and analysis of the moorings may be the 100 year return period conditions,
which apply to the relevant months during which the GBS will be at the mooring.
4.1.4
The analysis shall be based on wind, wave and current roses', which give the variation
in extreme conditions with direction; resulting from the local topography. This data,
particularly the windspeed, shall preferably be provided by an independent source, such
as the relevant national meteorological bureau. The analysis shall allow for the increase
of windspeed with height.
4.1.5
Detailed environmental criteria, for design of the GBS moorings, shall be submitted to
the Marine Warranty Surveyor for approval at an early stage in the project.
4.2.
Method of Analysis
4.2.1
The design of the mooring system for the GBS shall be designed taking account of the
design wind, wave and current, as specified in 4.1 above.
4.2.2
The design shall be based on an analysis of the extreme excursions of the GBS taking
into account mean drift forces acting on the GBS, and also the low frequency motions of
the platform, about the mean position. The dynamic analysis shall take account of
dynamic excitation of the GBS due to variations in the magnitude and direction of both
wave height and windspeed.
4.2.3
The analysis shall consider the changed mooring geometry and catenaries under load,
for each operational phase. For the mooring at the Mating Site, the phases examined
shall include arrival draft (*),deck mating draft' and hook-up draft. The calculations
11

shall include for forces acting on temporary equipment, which is moored alongside or is
secured to the platform
4.2.4
(*) arrival draft' is the draft of the GBS when it arrives from the drydock or the inshore
construction site as appropriate.
4.3.
Criteria for Intact Case
4.3.1
For all operating condition, the maximum tension in any part of any mooring line shall not
exceed the lesser of:
70% of the minimum certified break load of the chain, or

The proof load of the chain, or
50% of the minimum break load of the wire (if appropriate)
This also applies to the components of the mooring system, such as kenter shackles.
4.3.2
The underkeel and side clearances shall always exceed specified values. (Side
clearance' means the horizontal distance between the edge of the skirts and the
seabed). The required clearances depend upon platform draft, survey accuracies and
other considerations. The values indicated below and in 4.4 are general guidelines and
may vary from one platform to another:
4.3.3
Underkeel Clearance (*)
Side Clearance
Deck Mating Condition
15m
Excursion in 10 year
return conditions + 25m
Hook-up Condition
30m
Excursion in 100 year

conditions + 50m
*Under keel clearance is here defined as being the clearance between the skirts and
seabed, after making allowance for platform motions, survey inaccuracies and tidal level.
4.4.
Criteria for Line Broken Case
4.4.1
For all operating conditions, except the deck mating conditions, an analysis shall be
carried out to consider the effect of breaking any one line, with 100-year return period
environmental conditions.
12

The load in the remaining lines shall not exceed 90% of the guaranteed minimum break
load of the chain or wire. The analysis shall consider changes in the direction of the
environmental conditions, with the line broken.
The underkeel and side clearances shall always exceed the following values:
Underkeel clearance:
Side clearance:
10 metres
25 metres
4.5.
Certification of Equipment
4.5.1
Appropriate Certificates and QA documentation shall be provided for all the mooring
equipment.
4.5.2
Mooring equipment, which has been used, previously may in principle be reused,
provided that it has been re-certified and that it has been re-inspected and re-tested in
accordance with procedures, which are agreed by the Marine Warranty Surveyor.
4.6.
Connection Points to the GBS and Shore
4.6.1
The connection points at which the chain is attached to the GBS and to the shore shall
satisfy the following:
They shall be designed for a load that is 30% in excess of the minimum break load of the
chain or wire. Appropriate materials factors shall be considered, in accordance with
appropriate national standards.
The connection point shall be capable of accepting any combination of the line tension
and line angle, at any of the operating conditions. The line angle' means the angle, in
either the vertical or horizontal plane, which the chain adopts to the centerline of the
connection point. The analysis shall consider stresses in the end link of the chain as
well as in the connection point and its pin(s).
4.7.
Seabed Anchors
4.7.1
The design holding capacity of any seabed anchors shall be at least equal to the
guaranteed minimum break load of the chain.
4.7.2
After laying the anchors, and before connecting the GBS, all seabed anchors shall be
subjected to a load, which is at least equal to the calculated maximum load, which will be
applied to the anchor
13

4.8.
Mooring Pontoons
4.8.1
Any pontoons, which are incorporated in the mooring system, shall be subjected to
checks of stability and strength. The pontoons shall also be shown to remain stable and
afloat with any one compartment flooded.
14

5.
FLOAT OUT OF BASE STRUCTURE
5.1.
General
5.1.1
This section gives general guidelines for the float out operation; they may be amended
for a specific location.
5.2.
5.2.1
The decision to lift off from dry-dock is normally made by Contractor, with approval from
the Marine Warranty Surveyor.
As a guideline, the 48 hour weather forecast shall
indicate favorable conditions, with windspeeds not exceeding Beaufort force 3 for the
critical period during which the base will exit from the dry-dock and not more than
Beaufort force 5 throughout the forecast period, with a favorable outlook.
5.3.
Watertight Integrity
5.3.1
Prior to float out, the watertight integrity of the structure shall be checked and
documented. This shall include a methodical check of all pipes and other openings in
the underside of the base structure.
5.4.
Underkeel Clearances
5.4.1
After the base structure has lifted off from the bottom of the dry-dock, a minimum
underkeel clearance of 0.5 metres must be obtained before attempting to move the base
structure horizontally. This clearance must be maintained throughout the tow out from
the dock.
5.4.2
In float out operations, the scheduling is usually important because the clearance is
dependent upon the tidal cycle. It is recommended that the float out is scheduled to be
carried out on a rising tide and completed by high water, so that any time remaining, on
the falling tide, is a contingency factor.
5.4.3
A tide gauge shall be installed on site as early as possible to check that actual tide rises
correspond to those predicted.
5.4.4
Once outside the building basin the minimum underkeel clearance shall be at least 10%
of the draft of the base structure.
15

5.5.
Side Clearances
5.5.1
It shall be demonstrated that good positional control of the unit is provided when passing
out of the building dock and in the exit channel. The required channel width will depend
upon the sitting of the dry-dock and channel. The following are provisional guidelines:
For operations in which the position of the base section is controlled by winches, the
channel width (at full depth) shall not be less than 1.2 x the width of the base structure.
If position is controlled by tugs, the channel width shall be at least twice (2x) the largest
diameter of the base section.
In cases where the structure is guided along the dock wall whilst leaving the dock, the
side clearance on the opposite side shall be at least 20 metres.
5.5.2
The arrangement of the winches and/or tugs shall provide sufficient redundancy for the
operation to continue safely in the event of malfunction or failure of any one winch or tug
or other component.
5.6.
Air Cushion
5.6.1
Compressed air may be used at float-out to reduce the draft. Its use is acceptable
subject to a number of considerations, as follows:
Sufficient water-seal to be available to prevent air from escaping. 0.5m is to be the

minimum value during float-out.
There shall be a reliable method of measuring the water seal.
If this involves
calculations regarding differential pressures, these shall take account of the weight of
the compressed air itself.
Sufficient compressors shall be placed onboard to achieve the specified lift-off schedule
and to maintain cushion pressure, allowing for predicted leakage and with appropriate
contingencies. All critical valves and piping shall have back-ups. Free-surface effects
of the air/water interface shall be included in the stability calculations. The venting
system shall be designed and operated in a manner that guarantees that all air is
removed when the air cushion is no longer required.
16

5.7.
Tugs, Towing Points and Pennants
5.7.1
These items are covered in 6.2, 6.4 and 6.5 below.
The following additional
considerations apply:
The tugs considered being the most suitable for the float out operation are those that are
highly manoeuvrable, but have sufficient power to hold the base section in event of
adverse weather during connection to moorings.
The towing connections for float out may be above the water during connection, but
release of air, causing an increase in draft, may result in these connections being below
water, in which case provision must be made for disconnection of lines from them.
5.8.
Surveys and Control
5.8.1
There shall be a survey of all tow routes, including a side scan sonar survey. The
channel which leads out of the dry-dock shall be surveyed after removal of the dock
entrance and after all dredging is complete. The survey method and results shall be
documented.
5.8.2
During the operations, there shall be surveyors onboard the base structure as well as on
predetermined survey points on land. The system for determining the base structure's
position shall be the same as that used for carrying out the survey. In addition to a
primary navigation system, a fully independent system with its own power source shall
be in operation throughout.
17

6.
TOWING CRITERIA
6.1.
General
6.1.1
This section applies to:
Towage of the base structure from the dry-dock to the Inshore Construction Site, or
Mating Site, as appropriate.
Towage of the GBS from Inshore Construction Site to the Mating Site (if appropriate)
and;
Towage of the complete platform from the Mating Site to Offshore Location.
6.1.2
When reading this section, reference should also be made to LOCs Guidelines for
BARGE TRANSPORTATION for towing vessel requirements.
6.2.
Tugs and Required Bollard Pull
6.2.1
Towing Configuration and Effectiveness: The tow shall be provided with tugs of
sufficient power, and arranged in such a manner, as to give adequate speed, control and
holding power. The towing resistance of the platform shall be determined by means of
model tests or by reference to previous tests or full/scale measurements.
The effectiveness of the towing fleet in achieving speed and control of orientation
depends upon the configuration in which the tugs are arranged, as well as the number of
tugs and the power of each tug.
In particular the `effective bollard pull' will be
substantially less than the sum of the bollard pulls of all the tugs, if the towline length is
less than about 500 metres. For these configurations, the effective bollard pull shall be
calculated or measured in model tests.
An appropriate allowance shall be made for the reduction in effective bollard pull, due to
the operating offshore in close proximity to one another.
For each tug the Bollard Pull Certificate shall be issued in accordance with DNV or
Lloyds recommendations for bollard pull tests and shall not be more than 3 years old.
6.2.2
Bollard Pull Requirements: For each tow, the towing fleet shall have sufficient effective
bollard pull such that, arranged in normal towing configuration, it satisfies the more
onerous of the two criteria given in 6.2.3 to 6.2.5 below.
18

When calculating the bollard pull, contribution of any tugs that are pushing against the
platform, or are alongside it, may be included in the calculation, provided it can be
demonstrated that they will pull (or push) effectively in the worst conditions which may
be encountered during the tow.
6.2.3
Tow from Dry-Dock to Inshore Construction Site: To make 0.5 knots speed, with
main tugs (including any pusher tugs astern) on half power, in the following conditions:
Wind
10m/s
Significant Waveheight
0.5m
Current
0.25 m/s
To make 0.5 knots speed over the ground, with main tugs (including pusher tugs) on full
power, in the following conditions:
6.2.4
Wind
10m/s
Significant Wave height
0.25m
Current
0.5m/s
Tow from Inshore Construction Site to Deck Mating Site: To hold the structure in a
fully developed gale, defined as:
Sustained windspeed:
20 m/s
Significant wave height (Hs) :

Current:
2m for inshore tows
5m for offshore tows
0.5 m/s
To make an average speed of 2 knots, with a10m/s head-wind.

Waves to be ignored for calculation purposes in this case.
6.2.5
Tow to Offshore Location: To hold the structure in a fully developed gale, defined as:
Sustained windspeed
20 m/s
Significant wave height (Hs) :
5m
Current
0.5 m/s
19

To make an average speed of 1.5 knots, with a 10 m/s head wind and a seastate of 2m
significant waveheights.
6.3.
Tow Route, Surveys and Clearances
6.3.1
The tow route shall be carefully surveyed, including a side-scan sonar survey carried out
prior to the tow. Recent survey data may be used to maximize efficiency of the survey
carried out, by agreement with Company.
6.3.2
The underkeel clearance throughout the tow route must not be less than 5 metres, after
making allowance for the following:
Maximum predicted motions

Inclination due to towline pull and wind
Inaccuracy of seabed surveys
Inaccuracy in measuring the draft
Changes in sea water density
Changes in tidal level
6.3.3
The required channel width at any given passage will depend upon:
Direction and strength of possible currents

Seabed survey accuracy
Duration between leaving moorings and navigating through the passage. This affects
the degree of certainty that environmental conditions will be favorable.
6.3.4
As a guideline, in sheltered waters the minimum channel width shall be at least twice the
beam of the platform.
6.3.5
For passages where the channel width is close to this limit, special considerations shall
apply, for example:
Rearrangement of the tug configuration

Environmental limitations
Training of personnel in control of the operations, using computer simulations.
20

6.4.
Towing Points
6.4.1
The towing brackets on the GBS shall be designed to a characteristic load of three times
(3x) the static bollard pull of the most powerful tug, which may be connected to that
point. The points shall be designed to resist towline pull from any direction in which load
could possibly be applied.
6.4.2
The embedment plates, to which the brackets are attached, shall be designed to a
characteristic load of four times (4x) the static bollard pull of the largest tug.
6.5.
Towing Pennants and Shackles
6.5.1
All towing pennants shall have a Minimum Break Load (MBL), which is equal to or
greater than the MBL of the tug's tow wire.
6.5.2
The certified safe working load (SWL) of all shackles included in the towing arrangement
shall be greater than the static bollard pull of the tug to be used. Some reduction in this
requirement may be allowed for a tug with a bollard pull in excess of 100 tonnes, but in
any event the breaking load shall be greater than three times the bollard pull of the tug.
6.6.
Environmental Criteria for Tow Departures
6.6.1
The decision to commence each of the tows shall only be taken on receipt of a favorable
48-hour forecast and a 72-hour outlook, which shows no serious deterioration in the
weather.
6.6.2
The following are guidelines for acceptable weather forecasts for tow departure:
6.6.3
Tow from Dry-Dock to Inshore Construction Site/Inshore Construction Site to

Mating Site: The 48-hour forecast shall indicate windspeeds not exceeding Beaufort
Force 3 for the critical period during which the base will exit from the dry-dock, and not
more than Beaufort force 5 throughout the 48-hour period. The 72-hour outlook shall
show no serious deterioration in the weather.
6.6.4
Tow to Offshore Location: The 24-hour forecast shall indicate windspeeds not
exceeding Beaufort Force 4. There shall be a favorable forecast for the next 48-hours,
indicating windspeeds not exceeding Beaufort Force 5 and a favorable outlook.
21

6.7.
Crewing Requirements
6.7.1
The number of crew, and the disciplines provided, shall be sufficient for carrying out the
following operations:
Monitoring watertight integrity of platform.
Any ballasting which might be necessary during towage. This could include:
Corrections to trim or list, due to flooding of a compartment.
A requirement to increase draft during towage, in order to increase GM.
A requirement to decrease draft so as to increase the underkeel clearance, for
example when approaching the field.
Monitoring of the precise position of the platform.
Connection and disconnection of towlines before and after the tow. Procedures for
doing this have previously involved the operation of winches onboard the platform.
Reconnection of any broken towline(s), including provision for doing so in bad weather
Disconnection from moorings and, if applicable, connection to any moorings which are to
be used for position keeping during installation.
Ballasting onto location, with all associated activities such as monitoring of skirt
evacuation, penetration, and stress in the dowels or skirts (if applicable).
Monitoring the weather situation. A meteorologist shall be onboard, having continuous
access via telefax or modem to the latest synopses.
6.7.2
In addition to the above, an operations command center must be provided, to which the
following personnel must have access:
Tow Masters
Contractor's Representatives
Meteorologist
Surveyors (position monitoring)
Client's Representative
Marine Warranty Surveyors
6.7.3
The control center shall house all the equipment and facilities that are necessary for
making decisions regarding the conduct of the tow.
22
This shall include position

monitoring equipment, weather forecasting equipment and any necessary readout from
equipment on board the platform.
6.7.4
Procedures shall be developed for evacuating personnel from the platform at any time.
23

7.
WATER BALLAST SYSTEM
7.1.1
The ballast water system shall conform to the following:
The ballast system shall have sufficient capacity and capability to transfer the deck
structure in approximately 36 hours with adequate reserve to cover contingencies.
There shall be a back-up power supply with sufficient capacity to power all the water
ballast pumps.
The ballast pumps and controls shall be accessible for routine maintenance at all times
during marine operations.
Ballast water levels shall be constantly monitored, with systems that have adequate
back up and a high level of accuracy.
Pipe work, valves and controls shall be designed to prevent accidental cross flooding.
Even if it is intended that certain ballast compartments remain dry, these compartments
shall have adequate dewatering capability if it is possible that there could be accidental
leakage into them.
It is recommended that all the control equipment is located at the top of the shafts.
Power and control shall be maintained at all times during all marine operations, including
those involving the transfer of equipment to and from the structure during temporary
phases.
The immersion system shall be capable of fine control for the transfer of ballast water,
for the purpose of trim adjustment and for performing inclining experiments before and
after the deck mating operation.
Air venting systems shall have adequate monitoring and control to prevent excess
structural loading during ballasting and deballasting of compartments.
Where appropriate, check valves shall be installed to give instantaneous protection
against malfunctions of valves or other equipment. However, there shall always be
additional valves in the system that can subsequently be closed, to guard against
possible failure of any check valve.
In the event of a power or control failure, all critical valves shall at all times automatically
close or open, according to the position that gives a safe situation.
Umbilical from the power supply to the substation onboard the GBS shall be adequately
protected and duplicated.
24

Trials of the pumps, power supplies and control systems shall be performed at all drafts,
prior to the deck mating operation.
The ballast system shall be manned whenever the structure is afloat.
25

8.
DECK MATING
(See also: LOC Guidelines for Lift-off, Transportation and Mating of Topsides)
8.1.1
Deck mating shall conform to the following:

Prior to lift-off of the Topsides from the pier, there shall be a trial submergence, of the
GBS, to deck mating draft.
There shall be rigorous procedures to ensure that all
systems function correctly and that watertight integrity of the platform is maintained.
The minimum freeboard during deck mating shall not be less than 6 metres. The draft of
the structure shall be capable of being precisely controlled, particularly at the critical
periods of minimum freeboard.
The schedule for deck mating shall be carefully planned in order to minimize the time
spent at minimum freeboard. In event of delays the structure shall be returned to a
stand-by draft, at which the freeboard is not less than 20 metres. The structure shall
have the capability of remaining at the stand-by draft for an indefinite period.
It shall be demonstrated that the Topsides is adequately restrained against sliding

relative to the GBS, prior to making a permanent connection. The restraint shall be
designed to accommodate the maximum tilt of the structure, which could occur at the
relevant draft; the calculation may include for restraint due to friction.
At the design stage, the required vertical clearance between the GBS and the underside
of the deck, whilst the deck tow is being maneuvered over the GBS, shall be taken to be
0.5m. Similarly, the required horizontal clearance on either side of each of the barges
that carry the deck shall be taken to be 0.5m. There is considered to be no definitive
minimum allowable figure for these clearances; it is sufficient to ensure that a clearance
does exist, having taken account of deformations of the shafts and deck, motions and
errors in assessment and calculation.
26

9.
INSTALLATION AT OFFSHORE LOCATION
9.1.
Underkeel Clearances
9.1.1
As per 6.3, the minimum underkeel clearance, during the approach to location, shall be
3m, after making allowance for the items listed in 6.3.
9.1.2
It is recommended that the platform is not manoeuvred over subsea pipelines or

structures during the approach to location, or at other times when underkeel clearance is
critical.
9.2.
Seabed Survey
9.2.1
A survey shall be carried out of the installation site and of the area over which the
platform will approach the site. The purpose of the survey will be to check for any debris
or obstructions. Any debris shall be removed.
9.3.
Positioning Accuracy
9.3.1
The procedures and systems for positioning the platform on location at the field shall be
such as to ensure that it is placed within the tolerances in position and orientation
required by Company.
9.3.2
The position monitoring system shall be compatible with the system, which is used for
determining the target position and must be capable of providing continuous positions of
the GBS relative to the target. A total independent positioning system shall also be
provided.
9.4.
9.4.1
The decision to approach location will be taken by Contractor, with approval by

Company. As a guideline, installation shall only be attempted on receipt of a favorable
48 hour forecast, indicating 2 metres significant wave height or less.
9.5.
Verticality of Platform After Installation
9.5.1
After completion of installation of the platform, its inclination shall be within the allowable
tolerances specified by Company.
27

9.6.
Reversibility
9.6.1
The procedures and equipment shall provide for the installation operation to be
reversible.
Thus if, for example, the platform position is outside the installation
tolerances, it shall be possible to deballast, reposition and ballast down again.
9.7.
Schedule for Installation
9.7.1
The platform shall be made safe to withstand 10-year return period seasonal conditions
within a period of 48 hours from the point of no return. This period is specified because
it usually taken as being the period of a reliable weather forecast.
28

LOCG-GEN-Guideline-005 Rev 0 - Gravity Base Structures

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DOCUMENT CONTROL SHEET

GUIDELINES FOR MARINE OPERATIONS

Gravity Base Structures

Reformatted version of original document

Author Checked Approved

LOC Doc. Title

Gravity Base Structures

LOC Ref No.

Marine Operations Guidelines

London Offshore Consultants

1.1. Scope of Guidelines

1.2. Object of the Guidelines

1.3. Contents of the Guidelines

1.4. Other Standards

STABILITY AND MOTION RESPONSE

2.1. Intact Stability

2.2. Damage Stability

2.3. Motion Response

3.1. Structural Design Specification

3.2. Construction Afloat

3.3. Inclination During Towage

3.4. Falling Objects

GBS MOORING CRITERIA

4.1. Environmental Criteria

4.2. Method of Analysis

4.3. Criteria for Intact Case

4.4. Criteria for Line Broken Case

4.5. Certification of Equipment

4.6. Connection Points to the GBS and Shore

4.7. Seabed Anchors

London Offshore Consultants

4.8. Mooring Pontoons

FLOAT OUT OF BASE STRUCTURE

5.2. Environmental Criteria

5.3. Watertight Integrity

5.4. Underkeel Clearances

5.5. Side Clearances

5.6. Air Cushion

5.7. Tugs, Towing Points and Pennants

5.8. Surveys and Control

6.2. Tugs and Required Bollard Pull

6.3. Tow Route, Surveys and Clearances

6.4. Towing Points

6.5. Towing Pennants and Shackles

6.6. Environmental Criteria for Tow Departures

6.7. Crewing Requirements

WATER BALLAST SYSTEM

INSTALLATION AT OFFSHORE LOCATION

9.1. Underkeel Clearances

9.2. Seabed Survey

9.3. Positioning Accuracy

London Offshore Consultants

9.4. Environmental Criteria

9.5. Verticality of Platform After Installation

9.7. Schedule for Installation

London Offshore Consultants

Object of the Guidelines

The object of the guidelines is to specify acceptable standards, based on sound

Contents of the Guidelines

The guidelines cover marine aspects of:

London Offshore Consultants

London Offshore Consultants

London Offshore Consultants