Proceedings of the Twenty-fourth (2014) International Ocean and Polar Engineering Conference www.isope.

org
Busan, Korea, June 15-20, 2014
Copyright © 2014 by the International Society of Offshore and Polar Engineers (ISOPE)
ISBN 978-1 880653 91-3 (Set); ISSN 1098-6189 (Set)

Design Considerations for Challenging Floatover Installation of Liwan 3-1 Mega Topsides
with a T-Shaped Barge
Yun Yang,(1) Alan M. Wang, (2) Ph.D., Ruhua Yuan,(2) Huailiang Li,(2) Weiwei Xie,(2) Xiaojian Jin (3)
(1)
Company Management, Offshore Oil Engineering Co., Ltd
Tanggu, Tianjin, China
(2)
Installation Division, Offshore Oil Engineering Co., Ltd.
Tanggu, Tianjin, China
(3)
Engineering Division, China National Offshore Oil Corporation
Beijing, China

ABSTRACT has been selected and purpose-reshaped into a T-shaped configuration

and then successfully applied for the challenging floatover installation
This paper presents a comprehensive description of the high-deck of LW3-1 integrated topsides at a water depth of 190 meters in the
floatover technology with a T-shaped barge scheme. The floatover northern South China Sea. Fig. 1 shows an aerial view of the T-Shaped
hardware systems are addressed in depth to elucidate the functionality barge HYSY229 during floatover installation of 26,200Te CPP
and design considerations of flip sheaves, deck guide sheaves, fairleads, Topsides at the mating position. This gigantic launch barge has
box rollers, mooring equipment foundations devised for the mooring successfully changed her rectangular launch barge into a T-shaped
winches system, jacket entry guides, sway fenders, and surge stoppers barge at the Beihai Shipyard in the end of 2011 for the Liwan 3-1
contrived for three different functions, as well as cross lines, surge lines, Deepwater Gas Field Development.
and line catchers excogitated for the softline winches system. In
addition, various engineering tools, including numerical simulations,
model tests, virtual simulations, field monitoring measurement, etc.,
have been applied to ensure the success of this very challenging
floatover installation performed on May 23, 2013 in the deep water and
harsh environment of the northern South China Sea. Lessons learned
from the floatover operations are also addressed.

KEY WORDS: T-shaped barge; floatover installation; mega topsides.

NOMENCLATURE

CPP = Central Processing Platform

COOEC = Offshore Oil Engineering Co., Ltd.
DSF = Deck Support Frame
DSU = Deck Support Unit
HYSY = Hai Yang Shi You
LMU = Leg Mating Unit Fig. 1: Aerial View of T-Shaped Floatover Barge HYSY229 Loaded
LW3-1 = Liwan 3-1 with 26,200Te CPP Topsides at Mating
Te = Tonne, or Metric Ton
The T-shaped barge HYSY229 is devised and modified to provide
INTRODUCTION sufficient stability and ballasting capacity for the loadout,
transportation, and installation of the largest integrated topsides ever
As one of newly emerging floatover technologies, T-shaped barges installed in the northern South China Sea. This T-shaped hull design is
offer a commonplace solution to floatover installation of mega an effort to reduce the jacket slot requirement and accommodate the tall
integrated topsides, especially for floatover weight exceeding 25,000Te. deck support frame (DSF), thus becoming more competitive in the
This is mainly due to limited availability of expensive large crane market for floatover installations of large integrated topsides. Various
vessels and, more importantly, the great advantages of onshore hookup floatover systems have been designed to work closely with the T-
and commissioning of large integrated topsides. The world's second shaped barge, including 8-point spread mooring positioning system,
largest launch barge Hai Yang Shi You 229, or HYSY229 hereafter, three different functions of fender system, four-winches

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docking/undocking system, 8-ponit leg mating units (LMU), 10-point The increase of the deck and bottom plating strips is designed to mainly
deck support units (DSU), etc. South China Sea is not only prone to provide adequate global vertical bending moment strength during the
typhoons but also liable to significant internal wave current induced by transportation of heavy floatover topsides, as well as the jacket launch,
soliton waves. With the help of assisting positioning and anchor especially at tipping. The midship transition deck and bottom areas
handling tugs, these floatover systems worked very well to perform the have increased its plating thickness up to 120mm due to high stress
challenging floatover operation in the deep water and harsh concentration. The midship transition sideshell areas at the gunwales
environment. and bilges have also increased its plating thickness up to 50mm. All the
high stress areas use the ABS Grade EH32 high strength steel plates.
This paper presents a comprehensive description of this high-deck Figs. 3 show the thickness distribution of deck, sideshell, bottom plates
floatover technology with a T-shaped barge scheme. The floatover while Table 1 presents the principal parameters of the T-shaped launch
hardware systems are addressed in depth to elucidate the functionality barge HYSY229.
and design considerations of flip sheaves, deck guide sheaves, fairleads,
box rollers, mooring equipment foundations devised for the 8×150Te
mooring winches system, jacket entry guides, sway fenders, and surge
fenders contrived for three different functions, as well as cross lines,
surge lines, and line catchers excogitated for the 4×75Te softline
winches system. In addition, different engineering tools, including
numerical simulations, model tests, virtual simulations, field
monitoring measurement, etc., have been applied to ensure the success
of this very challenging floatover operation in South China Sea.
Lessons learned from the floatover operations are also addressed.

T-SHAPED BARGE FLOATOVER DESIGN

T-Shaped Floatover/Launch Barge

To meet the growing need for the floatover market of large integrated
topsides, J. Ray McDermott took the lead in modifying the world's third Fig. 2: Illustrated Stern-Starboard View of T-Shaped Barge HYSY229
largest launch barge Intermac 650 into a T-Shaped configuration.
Following the JRM’s steps of I-650's modification, the world's largest
launch/cargo barge H-851 was reconfigurated from the regular launch
barge into a T-shaped barge for the floatover installation of a would-be
world record of 42,780Te Arkutun Dagi Topsides with a 7,000Te DSF.
Wang et al. (2010) presented a comprehensive overview of 12 different
conventional and innovative floatover technologies in offshore
installation and decommissioning, including T-shaped barge floatover
technology. Also refer to Li et al. (2013) for history and development
of the T-shape barge floatover technology for details. To meet the
specific demand of the LW3-1 Project, COOEC has also changed the
giant launch barge HYSY229 into a T-shaped hull for the floatover
installation of the 26,200Te CPP integrated topsides with a 4,900Te
DSF. The modified HYSY229 has a breadth varying in three parts
along her length, where the 100m long forebody section has a moulded
breadth of 42m, the 15m long midship transition section has a moulded
breadth varying from 42m to 65m, and the 100m long aftbody section
has a moulded breadth of 65m. The magic number of the 42m forebody (a) Deck & Sideshell Plate Thickness Distribution
width has been shared by all the three largest T-Shaped launch barges
to provide substitute demand for the floatover market. The forebody
has been purposely narrowed down to be able to enter the substructure
slot for the floatover operation. The aftbody has been widened to
provide additional ballast capacity to minimize tidal restraint during
loadout and to ensure adequate stability during topsides transportation
and jacket launch. Fig. 2 illustrates the stern-starboard view of the T-
shaped launch barge.

To meet the global strength requirement during the jacket launch and
the topsides transportation, two additional new longitudinal non-
watertight bulkheads are installed at the bow sections of 10.5m off the
centerline while other two new additional longitudinal non-watertight
bulkheads are installed at the stern sections of 21m off the centerline.
These four new longitudinal swash bulkheads are added to mainly
provide adequate vertical shear strength during the transportation of
heavy floatover topsides. In addition, the thickness of the deck plating (b) Bottom & Side Shell Plate Thickness Distribution
and the bottom plating strips, 18m off the centerline, has been increased. Fig. 3: SESAM Module GeniE Generated Launch Barge Model

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Li et al. (2013) describes the design functionality and structural DSF: Upon weighing, a 4,900Te tall DSF has been inserted under the
integrity of the T-Shaped barge hull modification of launch barge topsides prior to loadout operation. The CPP topsides were skidded
HYSY229 in depth. The challenge of the hull modification is to ensure onto the floatover barge HYSY229 longitudinally via a pulling system
a floatover installation capacity of 30,000Te integrated topsides while of 8×850Te strand jacks. This large DSF spreads the topsides load via
maintaining its original launch capacity of 30,000Te jackets. This T- two skid beams and tiedowns onto barge deck for its journey to the
shaped hull is designed to reduce the jacket slot requirement and offshore site. This support frame together with the freeboard height of
accommodate the tall deck support frame (DSF), thus ensuring the barge will allow the stabbing legs of the topsides to clear the top of
sufficient stability and ballasting capacity for the loadout, the LMUs installed on the jacket legs prior to mating the two structures.
transportation, and installation of the LW3-1 CPP integrated topsides. The vertical clearance is 1.35m between the bottom of stabbing cones
and the top of LMUs when referenced to the mean sea level. This larger
Table 1. Principal Parameters of Launch Barge HYSY229 vertical clearance is used to accommodate the significant vertical
movement of the stabbing cones and the uncertainty of the bathymetric
Vessel Particulars Abbr. Values survey. Fig. 4 shows a 3-D illustration of the DSF structures with 10-
Length Overall LOA 234.70m point supports.

Length between LBP 215.00m Fender System: There are three types of fender systems provided for
Perpendiculars docking and undocking operations, i.e., jacket entry guides, sway
Forebody Breadth Moulded BFore 42m fenders, and surge fenders. These fender systems are designed for entry
alignment with jacket slot, protection of jacket legs and barge sideshells,
Aftbody Breadth Moulded BAft 65m
and final alignment between stabbing cones and LMU receptors at
Depth Moulded D 14.25m mating, respectively. Fig. 5a shows that the jacket entry guides are
Typical Transit Draft T 6.50m tapered at bow of the barge to yield 3.5m wide gaps, thus smoothing
the initial docking of the barge into the jacket slot and also avoiding
Design Draft T 10.45m collision between jacket legs and barge bow. As shown in Fig. 5b, the
Lightship Weight W 28,011.5Te sway fender design incorporates steel box girders and
1180mm×600mm rectangular rubber fenders, which are designed to
Deadweight DWT 91,847Te buffer an impact load up to 800Te. The 95m long sway fenders are
Longitudinal Center of LCG 116.3m installed along the barge sides to protect barge sideshells and jacket
Gravity from FP legs from direct impact. Fig. 5c shows the 10m long transition section
Transverse Center of Gravity TCG 0.00m of sway fenders which vary the gap between the sideshells and the
from CL jacket legs from initial 400mm to 100mm at the final mating position.
The 100mm transverse clearance is used to limit lateral movement of
Vertical Center of Gravity VCG 8.15m
the barge so that the mating cones will be within the 558mm capture
above BL radius of the LMU receptacles transversely. The surge fenders work as
Block Coefficient CB 0.82 longitudinal stoppers capable of handling a 100Te direct impact
Maximum Draft Forward TAllowable, FWD 12.25m between jacket legs and the barge transition sideshells. Due to the outer
during Launch battered jacket legs, 4 soft-line winches rather than surge fenders are
Maximum Launch Aft during TAllowable, AFT 38.00m used to align the mating cones and the LMU receptacles longitudinally.
Launch

Floatover Hardware

The hardware systems required for the floatover operations have varied
design functions and applications. Each equipment system provided is
designed to ensure that the overall operation is executed in a safe,
timely and efficient manner, while complying with all contractual Fig. 5a: Jacket Entry Guides Fig. 5b: Sway Fender System
obligations. The design of these critical installation devices plays a
crucial role in ensuring successful floatover operations. The following
provides a summary overview of the primary systems.

Fig. 5c: Transition Section of Fig. 5d: Surge Fender System

Sway Fender

Positioning Mooring System: It is the key challenge to precisely

maneuver and position this mega size of barge into the jacket slot when
floatover installing the large CPP topsides in the 190m water depth. An
8-point spread mooring system equipped 8×150Te SWL single drum
mooring winches with 350Te holding capacity is designed to withstand
the harsh environment of South China Sea. Each mooring winch has
ø76mm×1,500m mooring wire and its own powerpack. The mooring
Fig. 4: 3D Illustration of DSF Structure with 10-Point Supports

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leg components are comprised of 8×15Te Stevpris MK5 anchors, depth increases, the spread moorings are not as effective in fine control
5×ø76mm×835m×350Te MBL R3 IWRC wires associated with of barge movement due to reduced stiffness of the long mooring lines
5×ø76mm×165m×450Te MBL R3 studlink chains, and catenary nature. In addition, the mooring system requires careful
3×ø76mm×1,000m×350Te MBL R3 IWRC wires. 5×16Te buoyancy planning and is associated with considerable technical cost and effort.
surface buoys with associated pendent wires and shackles are used to Two 75Te soft line winches installed at bow are used to facilitate initial
protect various subsea flowlines and umbilical. 8×6Te mooring buoys docking while additional two 75Te soft line winches installed
with associated 8×ø56mm×300m pendent wires and 8×200Te SWL amidships to maintain the mating position within the 558mm capture
shackles are used to handle the 15Te anchors. In addition, 8×3Te radius of the LMU receptacles longitudinally. The cross line catchers
mooring buoys with associated 8×ø43mm×250m pendent wires and shown in Fig. 7 are designed to catch and reverse the cross lines in
8×100Te SWL shackles are used to pre-deploy the 8 mooring legs. combination with the surge lines to provide longitudinal control, thus
Typically it may take up to 48 hours to pre-lay the 8 mooring legs with aligning the stabbing cone and the LMU receptacles. The low stiffness
two large AHTS tugs due to the 15Te heavy Stevpris MK5 anchors. soft lines are required to suppress surge and sway motions within the
jacket slot without increasing the tension loads significantly. Additional
positioning tugs may be required to work with the mooring system and
the soft-line winching system to form an effective positioning spread,
thus providing adequate longitudinal and lateral pull control during
docking and undocking when there is adverse environment. AHTS tugs
are also used to pre-lay the mooring legs and to hook up the pre-laid
mooring lines with the mooring winches after the barge arrives at the
site.

Fig. 6: Layout of Mooring Winches & Accessories

All the 8 mooring winches are temporarily installed on stern deck

which should function adequately to perform barge approach, initial
entry, docking and undocking operations. Fig. 6 shows the layout of 8
mooring winches and associated mooring equipment. The mooring
equipment includes 8×90° wrap angle deck sheaves, 2×150° wrap angle
deck sheaves, 2×115° wrap angle flip sheaves, 8 fairleads, etc. The
deck sheaves are used to reroute the mooring wires from the mooring
winches to fairleads. The flip sheaves are specially designed to flip the
bow mooring lines from initial bow positions to amidships during
docking operation. Refer to Figs. 7 for the deck sheaves, flip sheaves,
and fairleads.
Fig. 7: Bow Entry Frame & Cross Line Catcher

LMU & DSU: The mating systems include passive load transfer
system LMUs and passive separation system DSUs. LMUs are
designed to buffer the impact load between the support receptacles and
the mating cones during mating while DSUs are used to buffer the
impact load between the DSF and the integrated topside during
Fig. 7a: 90° Wrap angle Deck Fig. 7b: 150° Wrap Angle Deck separation. LMU makes soft initial contact and reduces relative motions
Sheave Sheave working with Flip Sheaves before engaging to increase stiffness for final load transfer. LMUs are
specialized leg and deck mating units that act as shock absorbers as the
vessel is ballasted down and the topsides load transfers from the DSF
onto the jacket legs. The units are custom designed for each leg of the
deck to balance leg reaction load through load transfer and motion
compensation. The heave stiffness of each leg is designed to meet the
exacting stiffness and deflection characteristics required.

Fig. 7c: 115° Wrap Angle Flip Fig. 7d: Fairlead working with 5 different types of LMUs are designed to cushion the vertical and
Sheaves to be Activated Deck Sheave lateral impact loads and relative motions during mating as the topsides
are being lowered onto the jacket legs. In total, 8 compressible
Docking System: It is important to facilitate docking assistance and elastomeric units are designed and installed at the top of the jacket legs,
mating restraint with the help of soft line docking winches, AHTS that is, the 8 interface points between the support receptors and the
positioning tugs, as well as fender systems. This is because the short mating cones. They also function to ensure final alignment between the
mooring lines have larger stiffness, thereby increasing control over the support receptors and the mating cones. LMUs are specialized legs
vessel and limiting excessive motions and accelerations. When water which become the permanent legs of the platform. These units are

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custom designed for each leg with 5 different stiffness based on the leg the topsides at the fabrication yard before being transferred onto the
reaction loads to balance deck load throughout load transfer and motion floatover barge. The 10 DSUs support the topsides load during loadout,
compensation. Refer to Figs. 9 and Table 2 for details. tow and mating operation. Hydraulic jacks may be incorporated in the
DSU unit to provide support just prior to mating and thereby avoid any
Table 2. LMU Design Parameters (8 Sets & 5 Different Types) creeping deformation of elastomeric elements. These DSUs are used to
buffer the vertical impact load between the DSF and the integrated
Type Loc. No Vertical Vertical Horiz’l Horiz’l topsides during separation. Refer to Figs. 9 and Table 3 for details.
Load Stroke Load Stroke
1 B4 1 2,350Te 450mm 800Te 70mm Table 3. DSU Design Parameters (10 Sets & 4 Different Types)
2 A2 2 3,600Te 450mm 800Te 70mm DSU DSU DSU Design Nominal
A3 Type Location Quantity Load Stroke
3 A1 3 2,750Te 450mm 800Te 70mm 1 D1-A1; D2-A1; 3 450Te 250mm
A4 D2-B1
B1 2 D1-B1 1 530Te 250mm
4 B2 1 4,600Te 450mm 800Te 70mm 3 D1-A; D2-A; 4 960Te 250mm
5 B3 1 4,100Te 450mm 800Te 70mm D2-C; D2-B
4 D1-C; D1-B 2 1,140Te 250mm

Fig. 10a: External Ballast Spread

Fig. 9a: LMU prior to Docking Cone Fig. 9b: LMU after 100%
Engaged Design Load Applied

Fig. 10b: External Ballast Control & Monitoring System

Rapid Ballast System: Rapid ballast system works with LMUs and
DSUs to transfer the topsides load in a safe and expeditious way.
During load transfer, an external ballast system may be required to
Fig. 9c: DSU Fully Compressed Fig. 9d: DSU after Load transfer topsides load and ballast barge down to achieve safe clearance
Released between DSF and deck in a timely fashion before undocking. Ballast
pumping requirement depends on tidal cycle and range, the desired
4 different types of DSUs are designed and installed at the 10 interface speed of load transfer, as well as the vessel displacement per unit draft.
points between the topsides support points and the DSF which supports The floatover barge HYSY229 is not equipped with a rapid gravity-

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filling ballasting system. 8×2,000m3/hr external pumps are installed at undocking and verifying that the stabbing cones are within the capture
the midship sideshells to complete the load transfer operation within radius of LMUs during mating. Theses cameras can be also used to
three hours, thus ensuring ballasting redundancy requirement specified observe the routine operations on deck. Fig. 13 shows a snapshot of
by marine warranty surveyor. A precise ballast monitor and control the visual monitoring system using 12×360-degree spherical video
system is also installed on barge deck to control the ballast operation cameras.
and to monitor each ballast tank sounding and drafts at various
locations, thus determining the floatation status. Refer to Figs. 10 for
details.

Positioning Monitoring System: A DGPS positioning monitoring

system is set up in the operation control room located on barge stern
deck. Throughout docking and undocking operations the relative
position between the barge and the jacket slot has been continuously
monitored by a GPS positioning system. Fig. 11 shows the visual
observation of the barge position and orientation relative to the jacket
slot to smooth the docking and undocking operations.

Fig. 12: Illustration of Stabbing Cone Movement with GPS & INS
Monitoring System onboard and RTK station on a close fixed platform

Fig. 11: DGPS Positioning Monitoring System

Motion Monitoring System: Throughout the floatover operation the

barge motions will influence the ability to complete the floatover
activities, in particular, clearance between stabbing cones and support
legs, and their final alignment at the mating position. The six-degrees-
of-freedom motions of the floatover barge, i.e. roll, pitch, heave, sway,
surge and yaw, has been continuously monitored, especially the
movements of the stabbing cones during initial mating and the
movements of the deck support points during separation. The motion Fig. 13: Snapshot of Visual Monitoring System with 12×360-Degree
monitoring system includes an integrated Inertial Navigation System Spherical Video Cameras
(INS) and Global Positioning System (GPS) associated with its power
packs and data processing/storage units, used as mobile units, as well as
a single Real Time Kinematic (RTK) base station installed on a fixed
platform approximately 3.4km away, thus providing up to centimeter-
level accuracy when monitoring the six-degree-of-freedom barge
motion and the movement of topsides leg stabbing cones and tips of
deck support units. Fig. 12 illustrates the movements of stabbing cones
using GPS and INS monitoring system installed onboard the barge deck
and a RTK base station installed on a close fixed platform. The field
measurement data obtained from the motion monitoring system can
provide the real-time motions and be further processed instantaneously
on site to produce the statics of movements interested, which will help
installation manager make “go” or “no-go” decision on site, especially
at the point of no return. The visual monitoring system includes
12×360-degree spherical video cameras installed on the deck support
frame to observe the mating operation of the leg mating units and the
separation operation of the deck support units, as well as the routine
operations on deck. The 12 video cameras help visualize the vertical
clearance of stabbing cones and tops of DSUs, relative movements of
stabbing cones to LMUs during docking and mating, relative
movements of DSU and underside of the topsides during separations, Fig. 14: Snapshot of X-Band Marine Radar Environmental
thus ensuring there is adequate vertical clearance during docking and Monitoring System

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Environmental Measurement System: An environmental shows the SIMO Model for the docking simulations when approaching
measurement system has been employed to continuously measure wind to the final mating position.
speed and direction, wave heights, wave periods and orientations,
surface current speed and direction, tidal elevation, swell heights,
periods, and orientations, etc., throughout the entire operation. The
environmental monitoring system includes an X-Band marine radar,
two anemometers, and a tidal gauge. The X-Band marine radar is
installed on the topsides, at least 15m above sea level, to scan the
12×180-degree ocean surface at the stern of the barge in real time with
high temporal and spatial resolution to obtain significant wave height,
peak wave length, peak wave period and direction, surface current
speed and direction, and other statics of the prevailing sea state. Two
anemometers are installed at bow and stern, respectively, to measure
the wind speed and orientation from any direction. In addition, twenty
optical fiber strain gauges are installed on the stern sections of sway
fenders identified as likely to experience high impact load during
docking and undocking. Fig. 14 shows a snapshot of the X-Band
marine radar environmental monitoring system

APPLICATION OF ENGINEERING TOOLS

Fig. 15: SIMO Model for Docking Analysis at Final Mating Position
Numerical Simulations
Model Test
The main purpose of the floatover analyses is to determine the design
loads and operability for each stage during docking, mating, and A series of model tests were conducted at the State Key Laboratory of
undocking operations. A rational analysis approach has been developed Ocean Engineering, Shanghai Jiao Tong University. This model test
to simulate the three typical floatover stages including docking and study has been applied to the successful floatover installation of the
undocking operations at two different entry and exit positions, as well largest integrated topsides ever installed in South China Sea. The
as the continuous mating process. Parametric sensitivity studies have experimental simulation is essentially complementary to the numerical
been performed on the effects of fender gaps, fender frictions, jacket simulation of the very challenging floatover installation stated before,
leg stiffness, etc., thus ensuring the success of the challenging floatover thus studying the complication of docking, mating, undocking operations,
installation of the LW3-1 mega topsides. The findings of the parametric as well as the effects of T-shaped floatover barge.
sensitivity studies ensure the integrity of the mega topsides and the
preinstalled jacket, as well as the T-shaped barge, and therefore enable
the challenging floatover installation as rapidly as possible coincident
with safe practice in the deep water and harsh environment of South
China Sea.

The rational approach is developed for the time-domain simulations of

the challenging floatover installation to analyze rubber material
nonlinearity, fender geometric nonlinearity, and complex contact
mechanics of docking, mating, undocking operations, as well as
hydrodynamic effects of the T-shaped floatover barge. The SESAM
family software SIMO is used for the time-domain nonlinear
simulations to extract the impact loads and motion time series for the
selected design sea states. Many various coupling elements have been
used to simulate the nonlinear contact mechanics, including 16
coupling elements for 4 different sway fenders and jacket entry guides,
2 coupling elements for surge fenders, 8 coupling elements for 5
different types of leg mating units (LMUs), and 10 coupling elements Fig. 16: Model Test Case for Docking at Final Mating Position
for 5 different types of deck support units (DSUs). Another SESAM
family model WADAM is used to analyze wave hydrodynamics for Five types of simulation tests including hydrostatic tests, mooring
calculating the first-order motions, wave drift forces, as well as positioning tests, docking tests, mating tests, and undocking tests, were
hydrodynamic characteristics of the T-shaped barge, thus generating successfully conducted at a wave basin with dimensions of
hydrodynamic database for the time-domain simulations. The mating 50m×30m×6m for repeatability of model tests and various installation
analysis simulates the continuous load transfer process according to the stages. The 1:50 scale models include a wooden floatover barge, a
calculated ballast plan. The nonlinear time-domain simulations are wooden integrated topsides, a steel jacket, two different sets of truncated
performed to calculate the design loads and the motion criteria, mooring legs for standoff condition and floatover operations, a deck
including mooring line loads, sway fender loads, surge fender loads, support frame (DSF) with 10 deck separation units (DSU), 8 leg mating
entry guide loads, lateral loads on jacket legs, vertical and horizontal units (LMU), two jacket entry guides, two sway fenders, two surge
loads on LMUs and DSUs, topsides stabbing cone motions, vertical fenders, two cross softlines, two surge softlines, and so on. Various
clearances during docking and undocking, and so on. Ruan et al. (2014) instruments were employed to measure waves, current, wind, motions
details the rational floatover analysis method and its application in the and accelerations of test models, tensions of mooring lines, impact loads
successful floatover installation of the LW3-1 CPP Topsides. Fig. 15 on model structures and hardware, etc. All the instruments are carefully

685
calibrated prior to the commencement of experiment to obtain reliable with 25 key personnel participants and concluding with debriefing
measurement data during the tests. An on-line analysis computer system sessions, conclusions, recommendations, and lessons learned. The
is used to perform automatic data acquisition. The process of model tests virtual simulation realistically and accurately replicates the floatover
has been recorded by high-definition video cameras. operations against set scenarios in a virtual-reality environment, thus
identifying any deficiencies in key installation personnel,
Zhou et al. (2014) presents the methodology and results of the model tests, communication skill, execution plan, operation procedures, and
as well as address how to apply their findings to guide various phases of floatover systems. The simulation also serves to familiarize all key
the floatover operations and to ensure the success of the challenging personnel involved with the floatover operations and to provide a team
floatover installation of LW3-1 mega topsides. The test results, such as 6- building exercise where everyone will have a chance to meet and work
DOF motions and accelerations of the topsides and the floatover barge, together. The simulation scenarios were tested under normal/anticipated
vertical motions of stabbing cones, impact loads on LMUs, DSUs, and environmental conditions and extreme environmental conditions, as
fenders, etc., were compared with the corresponding numerical well as a number of stressful conditions, such as towline failure, tug
simulations. In general, the experimental simulations predict more blackout, breaking of mooring lines, etc.
accurate results than those of the numerical simulations with reasonable
discrepancy. These test results can be used to further study complexity of Wang et al. (2014) describes the training program and the simulation
the connection mechanics of floatover hardware and time-domain application in depth, including virtual-reality simulation of the offshore
nonlinear simulations of floatover installations. Fig. 16 shows a model field, numerical modeling of the met-ocean environment and the
test case for the docking operation at the final mating position. various installation vessels, and performance of the key personnel when
executing the marine operations. The use of a shared mental model,
Virtual Simulations situational awareness, challenges and responses, proper communication
procedures, etc., are amongst the key issues of the utmost importance
Innovative Bridge Resource Management (BRM) techniques have been for the successful floatover operations. A number of the above
developed to simulate a very challenging floatover installation of the mentioned BRM techniques have been constantly brought to the
mega integrated topsides in a virtual environment of South China Sea. attention of the participants during the simulation training and
This BRM training program has the general objective to provide an highlighted as being an important basis for success in the challenging
understanding and support in managing and organizing the resources on floatover installation of LW3-1 integrated topsides. Figs. 17 illustrate
the simulation bridge efficiently and effectively in order to reduce the virtual model of floatover barge and CPP topsides, the positioning
accident probabilities and to reach the operational goals for the monitoring system for the virtual simulations, the snapshot of one
floatover operations. docking simulation when approaching to the final mating position, the
240º Full Mission Bridge Simulator for the Positioning Tug 2.

Field Measurements

Four different environmental and motion monitoring systems have been

successfully applied to the challenging floatover installation of the
mega integrated topsides in South China Sea. These field measurement
systems were designed to ensure a safe and efficient floatover operation
in the deep water and harsh environment. The comprehensive field
measurement program consists of a barge motion monitoring system,
Fig. 17a: Barge and CPP Topsides Fig. 17b: Positioning Monitoring an environmental monitoring system, a visual monitoring system, and a
Virtual Model for Initial Docking Simulation strain gauge stress monitoring system. Wu et al. (2014) presents the
field measurement techniques and the major instruments used in the
successful floatover installation of the mega topsides at a water depth
of 190 meters in South China Sea. The motion measurements of the
world’s second largest T-Shaped floatover barge HYSY229 and the
environmental field measurements, etc., were conducted to guide the
entire floatover operation and also used to study the effect of the T-
shaped barge hull and other influence factors. The field measurement
data were processed instantaneously on site to produce the real-time
motion and environmental statics, and therefore ensuring the floatover
Fig. 17c: Snapshot of Docking Fig. 17d: 240ºFull Mission Bridge operation to be performed as rapidly as possible and coincident with
Simulation at Mating Position Simulator for Positioning Tug 2 safe practice. Refer to Figs. 11~14 for details.

The virtual simulation program encompasses all the scenarios of LESSON LEARNED
various floatover operations including a series of positioning trials,
move to standoff position, mooring hookup, approach to jacket, In general, this challenging floatover operation went relatively smooth
docking into jacket slot, undocking operation, mooring disconnection, without any serious problem. A few lessons learned from this floatover
etc. The simulation training excludes the mating operation and the operation are still worthy of being presented to our offshore industry
effect of rubber fender forces due to computational complexity which fellows. These following lessons learned may help to eliminate the
requires a super computer to make the real-time numerical simulation occurrence of the same problems in future projects.
of complicated contact mechanism and nonlinear mating units and
separation units a reality. The simulator study and training program Effect of Squalls
performed at the STC Simulation Facility in Rotterdam consists of
almost two full weeks containing 28 full mission bridge simulations When approaching to the jacket, three squalls occurred quickly and

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unexpectedly. Fortunately each squall only lasted less than 15 minutes. the top edge of the 150° wrap angle deck sheave which works with the
Although the maximum gust once reached 35 knots, the temporarily associated flip sheave. A great effort was made to reposition the
raised seas were insignificant. The short wave period cannot generate mooring wire back into the sheave. First the restraint half-pipe shown
any significant barge motion. The motion monitoring system indicated in Fig. 19 was removed. Then a positioning AHTS tug was used to pull
that the maximum heave motion was less than 0.1m. However the the mooring wire out of the sheave. With the help of the mooring winch
operations had to be held due to the heavy showers. Ballast operation operation, a three-hour effort was taken by trial and error to
had to be performed to trim the barge bow down, thus getting rid of the successfully reposition the mooring wire back to the sheave without
water on deck which is hazardous to deck operations. These squalls damaging the wire. The problem was caused by a loose gap of the
delayed the operation by approximately two hours but didn’t consume restraint half-pipe. A smaller gap should be applied to avoid the
the redundancy. These squalls also dampened the sand jacks of the stranding problem.
LMUs. Additional time and effort was made to remove the wet sand
from the sand jacks after completion of the floatover installation. More Difficult Activation of Flip Sheaves
than two independent sources and onboard meteorologists should be
provided to ensure accurate weather forecast. Two 10Te chain blocks were used to activate the flip sheaves,
respectively, at starboard and portside. As shown in Fig. 20, a 10Te
Structural Interferences chain block was suspended at the pulling lug for accommodating four
850Te strand jacks for the loadout operation. First the mooring tension
Several structural interferences were identified prior to the floatover should be reduced to less than 10Te, as a minimum, which is mainly
operations. These structures had to be cut and lifted when removing the contributed by the weight of the mooring line. After lifting the flip
upper sections of tiedowns. Fig. 18 shows that a large pipe had to cut sheave up to 35º relative to the horizon, the chain block should be
and lifted to avoid the interference with DSUs during undocking. The disconnected and secured properly. Then activate the flip sheave by
removed section of pipe was secured with brackets and chain blocks. A tensioning up the mooring line again until the mooring line goes above
thorough inspection must be performed before sailaway at the the rotation pin of the flip sheave. The suspension point of the chain
fabrication yard to avoid such structural interference. block is directly above the lifting bar of the flip sheave. After lifting the
flip sheave to a certain angle, the incline angle of the chain block made
it difficult to further lift up the flip sheave. It took more than 50
minutes to flip the starboard sheave. After elongating the lifting bar on
the flip sheave, it only took 15 minutes to flip the portside sheave. The
suspension point of the chain block should be located further outboard
to avoid the problem of activating flip sheaves.

Fig. 18: Structural Interference between Large Pipe and DSUs during
Undocking

Fig. 20: Activation of Starboard Flip Sheave with 10Te Chain Block

CONCLUSIONS

This paper presents a comprehensive description of the high-deck

floatover technology with a T-shaped barge scheme. The floatover
hardware systems are addressed in depth to elucidate the functionality
and design considerations of flip sheaves, deck guide sheaves, fairleads,
box rollers, mooring equipment foundations devised for the mooring
winches system, jacket entry guides, sway fenders, and surge stoppers
contrived for three different functions, as well as cross lines, surge lines,
and line catchers excogitated for the softline winches system. In
Fig. 19: Portside Bow Mooring Wire Stranded at Top Edge of 150° addition, various engineering tools, including numerical simulations,
Wrap Angle Deck Sheave model tests, virtual simulations, field monitoring measurement, etc.,
have been applied to ensure the success of this very challenging
Stranded Mooring Wire floatover installation performed on May 23, 2013 in the deep water and
harsh environment of South China Sea. Lessons learned from the
As shown in Fig. 19, the starboard bow mooring wire was stranded at floatover operations are also addressed.

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ACKNOWLEDGEMENTS Challenging Floatover Installation of Liwan 3-1 Mega Topsides in
South China Sea," Proceedings of the 24th International Offshore and
Very special thanks to Mr. Yu Liang, Mr. Zhuangchun Yang, and Mr. Polar Engineering Conference, Busan, Korea, ISOPE, Vol 1, 12pp. (in
Xu Sun from China National Offshore Oil Corporation for their press, www.isope.org).
unflinching support. Wu, X, Li, X, Li, XC, Li, LT, Yuan, SC, and Wang, AM (2014).
"Environmental and Motion Monitoring Applications for Challenging
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