DUMB BARGE | SPLIT HOPPER BARGE | ACCOMMODATION BARGE |

OFFSHORE BARGE DESIGNS

We have many barge designs which are proven, fit for purpose and economical.
Over the years we have gained experience from operation side and clients, which
helps to refine these barge designs. 
DECK BARGE DESIGNS

DUMB BARGE DESIGNS

These
dumb barges
are built
based on the
experiences
and feedback
received from
clients ,
equipped with
more
equipment on
deck such as
Ramp Door,
stanchions
and handrail
installed while
maintaining
its capabilities
of cargo
deadweight;
from 1000 to
10000  tonne
s and
deckloading ;
15 to 20
t/m2 . Her
design and Dumb Barge Design
capabilities is
most suitable
for heavy
equipment
transport,
RORO
operations as
well as acting
as a crane
barge . We
 have many
designs of
dumb barge
to carry rock
and other
materials to
cater clients
requirement.
CRANE BARGE DESIGNS

This barge is designed for 200 mt crane for 360 degree operation. Barge is
equipped with anti heeling tanks for full operation.
The barge is raked stem with forecastle, transom stern with tug, pusher and
derrick equipments. The main hull below main deck is divided by transverse
and longitudinal bulkheads into ballast water tanks, fresh water tanks, void
tanks and engine room.The barge is designed for carriage of containers as
non-propelled Barge.

SPLIT HOPPER BARGE DESIGNS

A split hopper barge  is a vessel with a large open hold, used to load and
transport dredged material. The barge is loaded by a Cutter Suction Dredger
or by a Backhoe Dredger. The barge is self-propelled, and sails to the
deposit area, where it unloads the soil. The vessel consists of two halves,
and unloading is done by opening, or ‘splitting’, the two halves, and
depositing the soil on the seabed.

These designs are suitable for hopper capacity of 600 m3 to 5000 m3 and
deadweight capacity of 1200 mt to 8000 mt. These designs are equipped
with main engine, electric or conventional propulsion, bow thruster, and
suitable accommodation space.

FLAT TOP BALLASTABLE BARGE DESIGNS

 These flat top barges are equipped with a ballast system to
facilitate loading and unloading that's faster and safer. It
supports roro loading of cargo and/or equipment, with the
ballast system adjusting the draft and trim to cater to specific
cargo loading requirements. Our flat top ballastable barges can
support cargo demands from 5,000 and up to 15,000 metric
tonnes.

  Clear Deck Working Area 

 Flush-Deck with Recess Bollards
 Break-Waters on the Bow with Storm Rails
 Salvage Plugs in Manhole Covers
 Flushed manholes marked with identification of each
tank
 Flush Access Ladder to Deck
 Additional Bollard on the Bow 
 Fendering
 Storage Cabinet for Documents behind the Breakwaters
 Emergency Tow-Set up clipped on Breakwaters from
bow to stern arrangement with luminous float
 Chain Bridle Assembly includes: SMIT Brackets (tow
connection point) Master Links Towing Shackles Closed
Chocks (capped fairleads) Towing bridle legs (chain)
Chain "pigtail" Tow Plate (triangular plate)

SPRAY BARGE DESIGNS

SELF PROPELLED BARGE DESIGNS

 These double hull, self propelled barges are designed for speed upto 12 knots. Two
sets of main engine of approx 2000 kw are provided to supply power for navigation
and hotel load.
These barges are designed for Deck Loading of 15 tons/sqm.Additional ramps are
provided in stern for loading and unloading of vehicles.

ACCOMODATION BARGE DESIGNS

These barges are designed for

 Accommodation for Offshore personnel

 Transfer of Passengers using one heave compensated telescopic
gangway and two boat
 landing on either side. (Gangway system to be connected to DP)
 Storage and handling of offshore/rig equipment
 Supply of FO and FW/DW to offshore installations.
 Offshore crane operations up to 300T
 Fitted with 8 point mooring system
 Diving operations using a moon pool
 ROV operations
 Deck layout to be suitable for pipe lay operations 
 Suitably strengthened for future installation of A-frame on the stern.
MARINE & OFFSHORE STRUCTURES DESIGN & ANALYSIS
MARINE STRUCTURES CONSULTANCY SERVICES

We provides customize structural engineering consultancy services including ship hull design and
offshore engineering starting from feed to economical solution and completion with engineering
supervision in the fabrication, production and regulatory certification stage.
Our experienced naval architects and structure engineers having wide skills in the fields of hull design,
analysis, production support and deep knowledge of the shipbuilding, marine industry and offshore
industry (DNV, ABS, RINA, ASME, API) provide best solutions.
We emphasize on continuous feedback and supervision with  shipyards and
manufacturers, where continuous feedback, monitoring and testing reduces
production issues and increases significantly reliability within the entire lifetime of our
design.
Application of modern CAD software (AUTOCAD) allows for efficient passage from
conceptual to detailed design phase (fabrication drawings and 3D models for
structural analysis) ensuring the necessary flexibility to adapt to changing customer
needs.
Softwares like ANSYS, STAAD, etc. allows for analysis and optimization of structures
for yielding,buckling,and fatigue failure modes.
SOLVING MARINE AND OFFSHORE STRUCTURAL PROBLEMS

Our structural engineers and naval architects provide best solutions in finite element
analysis codes assisted by, pre- and post-processing analysis softwares programs to
assess structural adequacy for:

 Yield and ultimate strength

 Buckling modes
 Fatigue checking
 Fracture Mechanics

Working stress, LRFD or reliability-based results are provided for detail and
production drawings which will further utilized in bidding and fabrication.
Our professional background includes everything from analysis, research to provide
practical and cost effective production solutions.
MARINE AND OFFSHORE STRUCTURE VIBRATION

Vibration due to diesel engines, whirling vibration of engine shaft lines and plummer
blocks axial vibration are potential problems for any ship's propulsion system.
We are using special assessment tools to provide shaft line alignment analysis and
other supervision techniques to solve operation problems.
We provide FEM solutions for propeller induced vibration,engine foundation vibration
with surrounding hull and accommodation.
 We are able to provide measurements of modal characteristics and response
shapes, as well as strain measurements.
FINITE ELEMENT TECHNIQUES

We have the expertise for FE analysis of  whole ship and offshore structures,
particularly in the field of dynamic load simulation.We provide best solutions for Hull
Girder Strength & Scantlings , General & Production Structural Drawings, Finite
Element analysis of the Global Hull structure as well as detailed Local analysis of
foundations.
FEM STATIC ANALYSIS

Static analysis is used to determine the displacements, stresses, strains, and forces
in structures or components caused by loads that do not induce significant inertia and
damping effects. Steady loading and response conditions are assumed; that is, the
loads and the structure's response are assumed to vary slowly with respect to time. 

 Global Analysis
 Three hold analysis for Bulk Carriers and Tankers
 Hull Openings or moonpool structural analysis
 Heavy Crane foundation structure analysis
 Helideck Structural Analysis
 Accommodation structural Analysis
 Mooring winch and towing winch structure Analysis
 External Turret Structural Analysis
 Jack Up Leg strength Analysis
 Stem-to-stern structural analysis of many ships and offshore structures,
beginning with hydrodynamic loads from CFD codes

FATIGUE ANALYSIS

We have provided many high end marine and offshore structure fatigue solutions to
the industry

 DLA and  fatigue analysis of a VLCC

 Fatigue Analysis for Jacket Mat
 Fatigue verification for converted FPSO
 Heavy Lifting cranes fatigue analysis
 Critical foundations Fatigue analysis
BUCKLING CHECK

 Buckling check of  VLCC hull

 Buckling check of jacket legs
 Buckling check of external turret swivel of  FPSO
 Heavy Lifting cranes foundation buckling check
 Buckling check for marine and offshore structures
 Global Buckling Analysis
NAVAL ARCHITECTURE SERVICES
Mermaid Consultants’s naval architects have expertise and required acumen in the
design, construction and surveying of many vessels and have built vast in house
data. We use industry recommended software tools and in house developed excel
sheets for completion of projects .  
NAVAL ARCHITECTURE & SHIP BASIC DESIGN SERVICES

We provide following naval architecture services

 General arrangement drawing, Specification and equipment list preparation 

 Equipment and machinery selection of the vessel
 Stability analysis of marine structures including intact stability,damage
stability,probabilistic damage stability
 Midship section design based on classification regulations and in house FEM calculation
 Preparation of Statutory drawings and documents for the vessel including navigation
arrangement,escape routes plan,fire plan,life saving plan,tonnage calculation 
 Deadweight surveys, inclining test and sea trial consultancy services and on board stability
calculation sheets
 Ship and offshore structure's motion calculation by regulatory guidelines or using industry
standard software tools
 Determining resistance of ship for power estimation and further engine power and propeller
selection
 Calculation of RAO of the vessels to ascertain operability and various other responses

Small Boat design Tug Boat design

 6 m Boat  40 MT BP Tug
 10 m Boat  60 MT BP Tug
 20 m Crew Boat  70 MT BP Tug
 High Speed Boat  Fire fighting Tug
 High speed craft  Tractor Tug
 Police Boat  Z pull Tug boat

Barge design Offshore support vessel

 Cargo Barge  Anchor handling Tug

 Accommodation Barge  Supply vessels
 Hopper Barge  Diving support & ROV Operations ve
 Oil Carrier Barge  Landing Craft
 Heavy Lift Offshore Barge      Multi-Purpose                
NAVAL ARCHITECTURE & SHIP'S RESISTANCE & PROPULSION

Resistance and propulsion analysis has been performed for range of vessels for
engineering and consultancy companies to ship owners and from governmental
bodies through classification societies to ship design offices. We focus always on
improving the product of its clientele, or solving their  problems.
We have hand on experience in ship resistance & prediction and have used multiple
tools for analysis. We provide following services

 Resistance and Speed prediction

 Engine power selection and gear box selection
 Overall propulsion arrangement
 B series propeller design
 Endurance estimation based on various operational and speed requirement
 Propulsion system vibration analysis
 Speed and power prediction for High speed crafts and catamaran
 Bulbous bow optimization using CFD for propulsion system optimization
 Stern lines optimization to improve thrust deduction

INTACT & DAMAGE STABILITY OF SHIPS

We provide stability assessment for all kind of vessels using industry standard
software and classification societies.

 Intact stability analysis

 Deterministic damage stability
 Probabilistic damage stability
 Inclining test
 Water and weather tight arrangement
 Damage control plans

for details of our projects click here

((((( Intact & Damage Stability Analysis,Inclining Test
INTACT STABILITY ANALYSIS

Intact stability is the basic and utmost check for ship's sea worthiness and very
important when ship is not damaged.We have done intact stability using various
codes and regulation. Intact stability criteria mainly includes area ratio
checks,minimum area requirement up to down flooding angle or angle of vanishing
stability,Angle for max GZ position and minimum GM etc.

Intact stability compliance is checked mainly against unprotected downflooding points

where idea is mainly to check contingency in case of sudden heel due to gust wind or
wave.
Defining Various loading conditions like lifting, anchor handling,towing, weather etc
are very important for worst case Intact stability check.

Different classification societies have different set of intact stability rules however
most of these rules have been extracted from IMO code.
Many special conditions Intact stability checks are performed with different codes like
for Towing, lifting,fire fighting,anchor chain handling.

Sufficient GM is very important for Intact stability check and always regarded as one
of the most significant indicator for sufficient stability.

We have years of experience in working with the ABS, Lloyds, DNV, BV, USCG and
IMCI, and can quickly prepare a stability analysis that is fully compliant and rapidly
reviewed and approved by these organizations.
DETERMINISTIC & PROBABILISTIC DAMAGE STABILITY ANALYSIS

Damage stability compliance is classification requirements for larger vessels. Due to

complex tank structure and different loading conditions, damage stability is a time
consuming job. We have performed many damage stability reports in house.
Damage stability comprises of various scenario for double bottom damage and wing
damage conditions,
Classification societies have their own set of rules for damage stability guidelines. 
Damage stability deterministic approach is adopted mainly for the vessels which are
smaller in size and have comparatively less impact for human life and environment,
However sometimes these damage guidelines are very stringent for the vessels
which are carrying petroleum products or noxious liquids.
As the vessel size gets bigger and number of complement or special persons
reaches a certain limit. Probabilistic approach of damage stability comes into picture.
Where survival of vessel after damage  is measured in terms of
probability , So probability of damage of certain compartments,probability of survival
index is computed from IMO guidelines.
Vessels which meet index requirements are considered safe for navigation.
Probabilistic damage stability is based on damage data of  previous collision or
grounding of  many vessels so it represents a very realistic picture for damage
stability.
We have extensive experience and comprehensive engineering tools to provide
these difficult and complex calculations 
INCLINING EXPERIMENT AND DOCUMENTATION

Inclining experiment is first step in way of determining ship's stability. It provides vital
data for stability calculation.
Inclining experiment is done in calm weather. Normally weight transfer method or
ballast transfer method is used for inclining experiment. Weights or ballast are shifted
in various stages and heeling angles are measured at every stage.After 6 or 8
stages, we create a relationship between moment generated and heel angle produce
which helps to determine GM of the vessel. Considering Inclining loading condition
VCG, LCG and TCG can be determined. Theses figures obtained from Inclining
experiment will be used to access the stability of the vessel.

We have completed many Inclining experiments for barges, accommodation

vessels,,tug boats, tankers and various other kind of vessel.
Our team is expert in preparation of Inclining experiment procedure, Inclining
experiment results and on board Inclining test.
STABILITY PROJECTS

 Inclining experiment and stability analysis of 300 men Accommodation Barge

 Damage Stability of Tanker
 Stability feasibility of research vessel
 Inclining experiment test procedure and report of 60 m AHTS
 Loading manual of accommodation barge
 Probabilistic Damage stability Booklet of SPS vessel

))))
SEA KEEPING & SEA WORTHINESS STUDIES

We provide services to provide detailed prediction of sea trials test and and vessel's
motion during navigation,Our in House software can predict vessel's dynamic
stability, turning ability, stopping ability and reverse speed capability. Our expertise is
helping many clients to improve their basic design.
NAVAL ARCHITECTURE & SHIP'S BIDDING PACKAGE

We can provide comprehensive solution for design technical specification,

construction specification, owner shipyard contract agreement details, material list,
steel requirement and design drawings to obtain bid from various shipyards.
SHIP AND OFFSHORE HYDRODYNAMICS
SHIP MODEL TEST

Mermaid Consultants offers multiple area of modern experimental assessment ways

to cover many different types of marine and offshore structures model tests. We have
been providing excellent service to provide exact prediction of power requirements
for the full-scale ship from the model test results. Apart from that, excellent services
in the model test procedure preparation and test follow-up  to ensure best execution
and estimation of results.

Before model test we provide these services:

 Model test procedure and consultancy

 Coordination with Towing tank company
 Model test results estimation via. CFD
 Vessel lines optimization and Propeller design

After model test we provide clients:

 Evaluation of measuring points

 Preliminary prognosis calculation after every model test run
 Vessel basic parameters and lines optimization
 Optimization of ship geometry appendages by CFD calculations

SHIP MOTION ANALYSIS

 Multi structures and sub-structures motion interaction

 Anti heeling tank design by Tank analysis with ship couple  motion  
 Wave resistance estimation
  Motions, loads RAO calculations
 Complex mooring analysis using multiple items (lines, fenders…)
 Natural periods and critical damping estimation
 Barge and ship’s drift load estimation
 Slamming load estimation
 Deck wetting/ Green water load phenomena
 DP analysis
 Bilge Keel performance prediction

 FPSO motion analysis to ascertain velocities and accelerations at different control

points which will be further used in FPSO  module support designs.

COMPUTATIONAL FLUID DYNAMICS ( CFD )

Aerodynamic CFD simulation of  superstructure is now a well established theory. The

superstructure of ships and offshore structures includes complex  arrangements,
imposing  high vortical flows, which becomes very significant for resistance prediction
Correct estimation of three dimensional flow around these structures, proves CFD a
ultimate tool for ships and offshore structure already in construction phase.
SEA-KEEPING AND SEAWORTHINESS PREDICTION
MARINE & OFFSHORE LIFTING SOLUTIONS
LIFTING AND SEA FASTENING STRUCTURE ANALYSIS

We provide complete engineering solutions for structural analysis and design of lifting
vessel's deck strength and equipment foundations, lifting points, padeyes design,
cross beam design,spreader beam design,lifting gear, cargo seafastening / tie downs
arrangement, reinforcements ,skid shoes / tracks / link bridges and Barge
transportation analysis.
DYNAMIC LIFTING CHECKS

We Do following check for dynamic lifting eyes for following criteria

 bearing of shackle pin at pin hole

 shear through critical sections
 tension across net section at pin hole
 bending (in-plane and out-of-plane) at critical sections
 combined stresses at critical sections
 cheek plate weld sizing
 Member unity check during lifting
 Join can capacity check during lifting
 Sling load during lifting
 Design of padeye, trunnion, etc.

RIGGING AND LIFTING SOLUTIONS

We provide dynamic lifting analysis supported by our high end software packages,
anchoring / mooring patterns, lift rigging , detail drawings, procedure and heavy lifting
safety manuals.Rigging Design to be performed to ensure that the rigging capacity is
within the allowable limit.
MOORING DESIGN & MOORING ANALYSIS IN INDIA
Our naval architects and consultants utilize best industry practices to provide
solutions for mooring analysis such as spread mooring and single point mooring
systems, which includes turrets, CALMs, SALMs, towers, submerged buoys, and
more. We have vast experience in mooring consultation of harbor and jetty moorings,
ships, Barges,accommodation vessels small ships, and for  various other offshore
structure
MOORING DESIGN CAPABILITY

We are able to analyze frequency and  fully coupled, time domain mooring analysis
for floating vessels,  FPSOs and FSOs

  Spread mooring
  Single point mooring
 Semi-Submersible Platforms
 Tendon Leg Platforms
 Drill ships
 Accommodation vessels
 Mooring during offshore operation 
 SPARs

Our engineers are capable of RAO calculation through industry renowned FEM

packages which will be further utilized to calculate vessel motion and mooring
requirement. 
MOORING SERVICES

We can provide expertise in the following areas:

 Wire-Chain Catenary Mooring analysis

 Taut Polymer Mooring Analysis
 Pile/Anchor Specification
 Air Gap Calculation
 Coupled Mooring-Riser-Vessel Analysis
 Mooring Fatigue Assessment
 Hydrodynamic Vessel Motion and mooring assessment
MOORING ANALYSIS PROCEDURE FOR OFFSHORE BARGE

Barge Loading Condition

Barge loading condition in operating condition shall be defined approximately and
any variation in consumables, deck load etc shall be considered for worst load case
scenario.
Inertia
Moments of inertia are assessed using the estimated gyration radii of the vessel,
Roll inertia radius,
Pitch and Yaw inertia radii,
weight, m = displacement
Inertia is then considered as follow:
Vessel Roll Damping
The calculation of roll motion is a key point of any ship motion calculations. It is
governed by the roll damping, which is caused by two main contributions:
The wave radiation (linear) and the viscous effects on the hull (quadratic) for sea-
keeping analysis
Add an additional quadratic viscous damping (BQ)
With:
Cd is quadratic damping coefficient (equal to 0.05 for this barge without a bilge keel),
ρ is sea water density (equal to 1025 kg/m3),
B is the breadth of the vessel,
L is the length of the vessel.
Additional Linear Damping for Low Frequency Motions
Additional linear damping can be calculated  by BUREAU VERITAS formula for
spread moored vessel:
 It should be noted that Maxx, Mayy, Maψψ are the diagonal terms of the asymptotic
added mass matrix of the vessel. And  Koxx, Koyy, Koψψ are the diagonal terms of
the mooring stiffness matrix [Ko] evaluated at the average position of the vessel.
Wind and Current Loads
Wind loads can be calculated with wind tunnel test, API RP 2SK guidelines
etc.Projected area and wind force application point are required for wind force
determination.
The steady state force (for bow or beam environment) due to wind acting on a
moored floating unit can be determined using following Equation,
Fw = Cw × Σ (Cs×Ch×A) ×Vw²
Where:
Fw = wind force, lbs (N),
Cw = 0.0034 lb/(ft² • kt²) (0.615 N• sec²/m4)
Cs = shape coefficient,
Ch = height coefficient,
A = vertical projected area of each surface exposed to the wind, ft² (m²),
Vw = design and speed, knots (m/sec).
Wind shielding in accordance with acceptable methods shall be considered as per
API RP 2SK guidelines.
For API method,The equations presented are convenient for calculating wind and
current forces for bow and beam environments. For environments approaching from
an oblique direction, Equation is used to evaluate wind forces.
Where,
 = force due to oblique environment, lbs (N),
  = force on the bow due to a bow environment, lbs (N),
  = force on the beam due to a beam environment, lbs (N),
   = direction of approaching environment (degrees off bow).
Current Load
Fcx = Ccx×Σ S×Vc²
Fcy = Ccy×Σ S×Vc²
Where:
Fcx = current force on the bow (N)
Fcy = current force on the beam (N)
Ccx = ½ * ρWater * Shape Coefficient (considered 1) = 502.7 Nsec²/m4
Ccy = ½ * ρWater * Shape Coefficient (considered 1) = 502.7 Nsec²/m4
S = wetted surface area of the hull (m²)
Vc = design current speed (m/sec)
The graph below shows the value of coefficient multiplied with surface area at
different angle of incidences.
Mooring Lines Properties
The main characteristics of the mooring wire ropes like Number of Lines, Length on
Each Drum,Diameter,Weight in Air, Weight Submerged, Axial Stiffness and MBL etc
shall be defined.
Anchor Data
Anchor arrangement and holding capacity in soft or hard clay shall be defined.
Mooring Winches
Mooring winch location, pull capacity on different layers, MBL etc shall be defined.
Wave Model
Wave is modeled with JONSWAP spectrum using significant wave height Hs, the
peak period Tp, and the shape parameter Gamma.
Operating waves
For the operating position significant wave height range  of that particular month or
period shall be used. Each Hs shall be allocated three Tp based on the Noble Denton
guidelines. Gamma can be used as 3.3.
Extreme waves
Based on the operational periods, the monthly extreme value at field location shall be
used which can be extracted from metocean report. The Tp used for standoff position
shall be taken with margin i.e as +/- 30% of the associated Tp of monthly extreme
value.
Analysis Methodology
Capabilities of the mooring system shall be computed using quasi-dynamic
simulations of the vessel and the mooring system under combination of wind, wave
and current environmental loads. Simulations shall consider combining wave
frequency and low frequency responses of the system to get the maximum vessel
motions and mooring line tensions.
Simulations shall performed for 3 hours duration environments. “Quasi-dynamic
analysis” is performed, meaning that full dynamic motion of the vessel is considered
but line tensions are estimated from vessel dynamic motions with static restoring
curves.
The low frequency motion shall be computed in time domain while the wave
frequency motion shall be calculated in frequency domain. The global dynamic
motion is the superposition of the low frequency motion and the wave frequency
motion, the stiffness shall be computed for the sum of the WF and LF motion.
Hydrodynamic Analysis
Diffraction radiation method evaluates hydrodynamic loads on a structure, submitted
to regular waves and enables to get accurate RAOs operation of the vessel. Newman
Approximation shall be considered for consideration of shallow water effects on drift
loads.
Environmental Load Cases
The maximum allowable operational environmental conditions shall be estimated for
each environmental direction assuming Wind and current are applied collinear to the
wave direction and Directions are considered as coming from 0 to 337.5 deg and
every equal intervals are screened.
Design Criteria
All mooring system criteria are majorly checked against the requirements of API RP
2SK, Design and Analysis of Station Keeping Systems for Floating Structures .
Mooring Line Design Strength
The tension in the mooring lines shall be checked against API RP 2SK requirements.
The tension must therefore remain lower than:
50% of the MBL under intact condition
70% of the MBL under damage condition
Winch Brake Capacity
The maximum tensions in the mooring lines shall be lower than the winch brake
capacity of mooring winches at first layer .
Anchor Holding Capacity
The maximum tension in the mooring line shall be lower than ultimate holding
capacity of that particular type of anchor in specified ground conditions.
Anchor Uplift
No uplift at the anchor shall occur under intact condition. This criterion shall not be
considered for damaged conditions (one line failure).Anchor uplift is checked against
class requirements.Vertical load at the anchor should remain less than 20% of
anchor’s wet weight.
Barge Clearance with Existing Facilities
The minimum horizontal clearance between barge and existing offshore structures
shall shall be specified for intact and damage conditions.
Barge Excursion for mooring line clearance
For mooring line, a minimum horizontal clearance of 10m shall remain under intact
condition and a minimum clearance of 3m with mooring line will be considered under
damaged conditions.
Mooring line vertical Clearance with Subsea Facilities
Minimum vertical clearance of 15m shall be considered between mooring lines and
existing pipelines for all the range of tension from allowable environments.
If midline buoys are installed, the vertical force should not exceed 70% of the
buoyancy capacity to ensure visibility.
FPSO HOOK UP PROCEDURE

FPSO General Configuration

Normally FPSO are hooked-up at ballast draft, with level trim. Based on ballast draft
loading condition, the final pretension of the mooring lines shall be set to calibrated
10 to 15% of mooring chain MBL. With such pretension at ballast draft, lower
pretension will be found for the “100% loaded” loading condition.
Tugs General Requirements
A minimum three tugs are recommended for the hook-up operations. An additional
Installation vessel is used to install the mooring lines.
A bare minimum of two tugs are required to hold FPSO position on site, typically the
two of the ocean tugs used for towing. However, a safe minimum of three tugs shall
be used for hook-up. An additional Installation vessel is required to support during
the hook-up operations.
The positioning tugs and assisting installation vessel are arranged in following way
Lead tugs, tied to the bow of the FPSO Stern tugs, tied to the stern of the FPSO
Support installation vessel, located on site to support the hook-up operation. 
General Arrangement of the Hook-Up
Lead tugs are used to tow the FPSO to site, while the stern tugs are used to stabilize
the FPSO fishtailing during sailing and installation.
Installation Vessels used on site to recover the chains and ensure the connection of
the chains with the FPSO.
General Hook-Up Sequence
The general hook-up procedure is as follow:
On-site, the positioning tugs are used to guide the FPSO to final location in order to
start connection of the mooring lines. Assisting installation vessel is used to pick up
the lines and help transfer the chains to the FPSO. First inner line of spread mooring
system is recovered and the line hook-up procedure is followed. This mooring line is
hooked up with 50% of final pretension. Same procedure would be repeated for other
three lines at the four corners and on inner most locations. At the end of this stage,
these four lines are connected and their tension shall be adjusted to get the final
tension.
To compensate new mooring line tension,At each new line connected, Lead Tug and
Stern Tug shall work to keep the FPSO around +/-15m offset from its final location .

The line hook-up procedure would be repeated for next set of middle lines .These
Mooring lines also shall be re-adjusted to get the final pretensions. In this way, The
line hook-up procedure would be repeated for next set of lines. So basic is that
starting from inner most lines tugs shall work on next set of lines.  At the end of this
stage, all mooring lines are connected. Once all the mooring lines are connected and
tensioned, adjustment of the mooring line tension shall be performed to get the
correct positioning of the FPSO (midship location, riser porch location and FPSO
heading). The following sequence is to be used to hook-up each mooring lines to the
FPSO.
Retrieve mooring line end using the subsea or pennant buoy (at the line end
location). Chain end is recovered and locked onto the installation vessel. Buoys and
pennant wires are stored on AHT deck Moves towards FPSO stern corner, relocating
the line up to fairlead of mooring line. Installation vessel shall (with the end of the
chain) move as close as possible towards FPSO, so that it will have minimum
distance from the appropriate fairlead. Meanwhile on the FPSO, mooring wire  and
winch sockets are prepared and connected to fairlead. The mooring wire shall be
placed through the chain stopper (open) and stored into the chain chute. At the end
of the mooring wire, A messenger line is attached to the socket. Once the installation
vessel close to the FPSO, the synthetic rope (messenger line) free end is sent to the
installation vessel (while the other end remains attached to the socket). Once the
messenger line is connected to a winch on the installation vessel, the mooring wire is
paid-out from the mooring winch through the chain stopper and fairleads; and the
synthetic rope in paid-in from the AHT to guide the open spelter socket from the
FPSO to the installation vessel. Once the socket at end of the mooring wire is on-
board the AHT deck, the open spelter socket is connected to the last chain link. Once
the chain has passed 15 links inside the chain stopper, chain stopper shall be closed
and messenger line shall be retrieved which is ready to be used onto the next line.
Then the chain stopper shall be opened and the mooring winch is used to set the
chain at 50% of final pretension. 
Tugs Requirements
Lead and Stern Tugs

The tugs used for the hook-up operations are usually the same the one used for the
towing operation. Towing is usually designing but in any case, following requirements
are needed for the Lead and Stern Tugs.Bollard pulls of tugs are calculated based on
the force required to keep the FPSO in position with only two lines connected in
specified wave heights, wind and current load in beam and quartering directions.
Installation Vessel
An Installation vessel(INSTALLATION VESSEL) is required to support the hook-up
operation.
The installation vessel shall be fitted with Anchor Handling systems. The installation
vessel shall be able to fit a studless link hydraulic stopper. Installation vessel shall be
fitted with auxiliary winch to heave the messenger line with drum capacity of about
50m.
MEASURES AND TOLERANCES
Positioning System
Recommended systems for the operation are:
DGPS1 with an accuracy of this system lower than +/- 1m. Gyrocompass with an
accuracy lower than +/- 0.2 degree. A DGPS1 surface positioning system shall be
used on the FPSO to position the vessel in the target box. A survey Gyrocompass
shall be sued to install the FPSO with the proper heading. An additional DGPS1/2
system shall be placed at the riser porch tie-in location to monitor the good location
of the riser connection. Positioning systems shall be set with Projection UTM Zone
48, local datum.
Positioning Tolerances
The positioning of the FPSO using above equipment shall be as follow:
FPSO horizontal position tolerance is a box with +/-5m sides from reference point
FPSO heading tolerance is +/-2 deg from reference heading, with a maximum
accuracy of +/- 0.5 deg 
Mooring Lines Pretensions
The chain tension will be confirmed by a chain angle measurement gauge that will be
fitted to each mooring chain outboard of the chain chutes.ROV survey between the
distance between the fairleads and the mooring lines touch-down point on the
seabed can be used as confirmation results of the proper tensioning.
Tensions Tolerance
The chain angle accuracy shall be measure with accuracy of 0.5 deg. If ROV
assistance is used, the distance from fairleads to TDP shall be measured with an
accuracy of 5m.Tension calculation using above measurements shall be +/- 5MT
from recommended pretension.
Mooring Chain Twist
The installation shall minimize the twist of the mooring lines. The twist tolerances
shall be as follow:
There shall not be more than 1 twist every 100m. Not more than 3 twists all along the
mooring lines shall be occurring along the whole line. A ROV survey of the mooring
lines shall be conducted to ensure that allowable twist and no kinked chain link
occurs along the mooring lines. Marking of the chain can be used to help control of
the twist during ROV survey.
Emergency Response Plan
The FPSO approach will be timed for the slack water prior to the start of the weaker
ebbing tidal stream.  As an overall statement, weather condition shall not exceed for
mooring lines hook-up operation:
Significant Wave Height less than specified Wind speed less than specified Current
velocity less than specified Otherwise, Mooring Line Hook-up is aborted and the line
is retrieved and laid on seabed by the Support Tug. Mooring lines hooked-up remains
attached to the FPSO. The Lead and Stern Tug sets back into a towing configuration
in order to face the up-coming weather.
FPSO Preparation

Prior to FPSO entering the field, a dedicated rigging team will board the vessel to
make final preparations for the hook-up works.
The Tow Master will be in overall charge in Positioning of the FPSO, he will liaise
closely with the Clients Offshore Installation Manager to instruct the different
tugboats for the approach and to hold the FPSO in position during the hookup.
Mooring winches shall be used for the tensioning of the mooring chain legs. Chain
angle measurement gauge shall be prepared.For the hookup operation, synthetic
ropes and appropriate equipment will be prepared on deck at the fore and aft bundles
of the FPSO. All safety equipment shall be as per SOLAS specification, National
Regulation and International applicable standards mooring hookup.
FPSO SPREAD MOORING METHODLOGY

Following steps are considered for complete mooring analysis

  FPSO hydrodynamic analyses,
 Mooring quasi-dynamic analyses,
 Mooring lines dynamic analyses,

FPSO first order motion

3D panel method is best suited to determine the added mass and radiation damping
of structures, as well as waves loads in finite depth : Stokes 1st order loads (Froude-
Krylov terms), diffracted wave loads.
Wave periods between 3 to 50 seconds shall be studied from 0° to 360° with a 10°
heading step.The first order motions shall be computed in the frequency domain.
Roll motion is governed by the roll damping, which mainly depends on wave radiation
and viscous effects on the hull. For sea-keeping analyses, the standard procedure is
to model these two components of roll damping as the sum of linear term accounting
for the wave radiation damping and additional viscous damping is added using the
Ikeda-Tanaka-Himeno formulas, including eddy making, friction, lift and the
contribution of bilge keels.
Stochastic linearization is considered one of the most accurate methods of
linearization of damping quadratic term because it iterates on roll velocity standard
deviation to adapt linearized damping to environmental conditions.
Extreme quasi-dynamic analyses
Methodology
A full time domain analysis is used. “Quasi-dynamic analysis” means that lines
tensions are estimated from FPSO dynamic motions but with quasi-static restoring
load curve.The low frequency motion is computed from a time domain simulation of 3
hours duration, the wave frequency motions are then added from the linear RAO
(computed from a frequency domain simulation). The stiffness is computed for the
sum of the wave frequency and low frequency motion.
Second order wave loads
The Newman approximation can be considered to calculate non-linear second order
wave loads. This approximation is considered valid for shallow water depth and
maximum draft. However a sensitivity analysis on one case shall be performed using
Full QTF matrix.
Low frequency damping

 Viscous / drag loads on the hull provides major contribution to the low
frequency damping for all the motions. Estimation is derived from a standard
linear formulation (ITTC).
 Damping from mooring lines dynamic: shallow water combined with semi-taut
mooring and limited FPSO motions leads to small contributions to the total
damping 
 Wave drift damping is also rather small because wave height and low
frequency motions are reduced. Then influence of current on wave drift
damping is also neglected.
 Seabed effects : motions on the mooring lines close to the seabed are too
limited to induce friction effects leading to low frequency damping

Then a resulting global linear component has been introduced in the low frequency
simulations with different values for surge, sway and yaw.
The associated levels of damping correspond to 3% of the critical damping in surge
and sway, and 5% in yaw.
Intact load cases matrix

Extreme weather data shall be provided for every regular azimuth angle.  Wind, wave
and current are considered collinear and environments are then applied at every
step.
Damaged conditions

In order to predict the maximum offset, cases having the most loaded line for each
bundle of mooring lines shall be considered broken. In order to predict the maximum
tension, another case where the second most loaded line considered broken is
added.
Transient conditions

For the intact cases where the maximum tensions occur (one case per FPSO
loading), transient analyses are performed in order to quantify the transient effect of
one-line failure.
The simulation to be selected should satisfy the following criteria:

 The maximum tension is the closest to its design tension in intact conditions,
and
 The maximum occurs while the low frequency component of the tension is
increasing.

If the second criterion is not met, the selection procedure should be resumed with the
highest second maximum in the same simulation.
Using the same sets of Airy waves and wind simulations can be repeated. During
these simulations, the line should be broken at different times equally distributed
between the two instants identified.
Extreme Lines Dynamic Analyses

The time series of six D.O.F FPSO motions will be imposed concurrently with the
wave and current effect onto the mooring line. The analysis will be carried out in the
range of the times that cover the maximum line tension and FPSO motions.
The two FPSO loading conditions in the intact and damage cases will be considered.
Sensitivity Analyses

Additional cases will be performed to check the sensitivity of the mooring system in
response to the slight variation conditions as shown below.
Anchor installation tolerances Sensitivity

Sensitivity analyses are carried out in intact condition only. The following anchor
installation tolerance is carried out:

 Pretension in mooring lines (±2°)

At the bundle where the maximum tension is found, sensitivity is performed using the
worst environment set.

Full QTF Sensitivity

Sensitivity analysis on the two worst cases for each of the 100% and 10% Loaded
Conditions will be performed using Full QTF matrix. This is to compare against the
same cases where Newman approximation is considered.

Hs / Tp Sensitivity

+/- 1s of Tp will be the sensitivity case to investigate the effects of the mooring
system due to changes in Tp and Hs. It will be tested only for the cases that lead to
maximum line tension for both 100% and 10% Loaded Conditions.

Non-Collinear Sensitivity

For the cases that lead to maximum line tension for both 100% and 10% Loaded
Conditions, variation of the wind and current direction from the wave direction shall
be considered.To investigate the effect of the mooring system due to non collinear
environment. These conditions shall be considered

1. With wind @ -30° from waves and current @ +45° from waves.
2. With wind @ +30° from waves and current @ -45° from waves.
3. With wind @ -45° from waves and current @ +30° from wave.
4. With wind @ +45° from waves and current @ -30° from waves.

Offset Sensitivity

+/- 1s of Tp will be the sensitivity case to investigate the effect to the mooring system
due to changes in Tp. It will be tested only for the cases that lead to maximum offset
for both 100% and 10% Loaded Conditions.

Wind Spectrum Sensitivity

Sensitivity analysis on the worst case for each of the 100% and 10% Loaded
Conditions will be performed using different wind spectrum. This is to compare
against the same cases where another wind spectrum is considered.

fpso_spread_mooring_analysis_guide_for_benign_condition.pdf
Download File
JACKET TOPSIDE TRANSPORTATION SEA FASTENING AND INSTALLATION
We provide stability analysis and planning for heel and trim balance by ballasting and
deballasting sequence and loading / off loading, and the up-ending of heavy
structures by heavy lifting crane / ballasting.
A transportation structural analysis shall be performed on the deck subjected
to barge motions associated with towing. Seafastening and grillages shall be
modeled explicitly as structural elements. 
Load cases based on conservative combinations of  motions are developed using
barge motion data determined by a hydrodynamic analysis for the  transportation
barge. 

The scope of work for the transportation normally includes

 Calculation of Maximum motions and accelerations of the barge

 Resistance force during tow calculation
 Sea-fastening Design
 Stability analysis

OFFSHORE LOADOUT, TRANSPORTATION AND INSTALLATION ANALYSIS

We provide  coordination and supervision of  structure  load out, transportation and

installation.

transportation analysis of the topside or heavy modules during wet tow from the
sheltered area to the final installation site  requires following checks

  Transportation ballast plan

  Stability analysis (Intact and Damaged)
  Barge longitudinal strength check
  Motion and acceleration response analysis
  Bollard pull calculation (for Towing Tug Selection)
 Calculations and sketches of barge ballast plans.
 Description of manoeuvring plans to clear harbor.
 Description of instructions to tow master, if any, regarding headings, or speeds
which, if Encountered, would exceed stability or strength limitations assumed
or determined by analysis.
 Contingency plans for Avoidance of adverse weather
 Transit schedule.
 Communication plans, including methods of communicating with Company.
 Documented description of the wind and sea conditions expected during the
tow.
 Weather forecasting services which Transportation Contractor will provide to
tug captain(s) prior to and during tow.
 Planned inspection of cargoes during tow.
 Tow resistance/propulsion calculations.
 Interactions and responsibilities of tow personnel and vessels during
installation.
 Safety plan and evacuation plan of personnel during tow.
 Stowage plan for transportation
 Transportation rigging
 Lifting rigging arrangement during transportation
 Transportation barge towing
 FPSO transportation manual
 Deck strength check for transportation
 Seafastening design and check: stanchion check, stacking check, overturning
check, longitudinal sliding check, lashing design or turnbuckle check, and
padeye check. 
 Basis of Design for Structures Transportation and Installation
 Piles Driveability Report
 Conductors Driveability Report
 Transportation Analysis  Marine Spread
 Transportation Analysis  Grillage and Seafastening Design
 Lifting Analysis (Rigging Design)
 Upending Analysis (Rigging Design)
 Conductors Rigging and Upending Design
 Barge Loadout Stern Wedges Design
 Barge Local Strength Check during Loadout
 Derrick Barge Mooring Analysis During   Installation
 Transportation General Arrangement
 Transportation Barge Towing Arrangement
 Grillage and Seafastening Details
 Lifting - Rigging General Arrangement
  Lifting - Rigging Details
 Lifting and Upending - Rigging Arrangement During Transportation
 Rigging Platform for Upending Slings
 Upending Sequence
 Derrick Barge Anchor Pattern During   Installation
 Arrangement for Levelling of
 Pile Upending and Installation Sequence
 Conductor Upending and Installation Sequence
 Installation Sequence
 Upending-Rigging Details
 Loadout Configuration
  Barge Loadout Stern design
 Operating Manual - Derrick Lay Barge (Structural - Transportation and
Installation)
 Operating Manual - CPP Topside Barge
 Transportation Manual -  Jacket
 Transportation Manual -  Jacket Piles,Conductors & Boatlanding
 Transportation Manual -  Topside

JACKET UNPILED ("ON-BOTTOM") STABILITY

The jackets are designed to be placed on the seabed without undue risk of being
overturned, or moved, by the action of wave and current prior to establishment of the
piled foundation. 

FLOTATION/UPENDING ANALYSIS

We Perform three dimensional linear analysis of the jacket during flotation

and upending.

Buoyant members are designed for their respective submerged depths using

appropriate safety factors. The reserve buoyancy after jacket launch will follow Noble
Denton criteria. During upending by crane assistance with controlled ballasting,
sufficient bottom clearance is provided. 

Jacket flotation and upending stability, and jacket member stresses are determined
by using a three dimensional computer simulation.

The stability of the jacket during upending are assessed for roll and pitch movement.

During upend by controlled ballasting, the minimum bottom clearance for the
substructure will follow Noble Denton rules.

JACKET MUDMAT DESIGN

Mudmats are designed for the on-bottom weight of the jacket and the additional loads
generated by wind, waves and current prior to installing the piled foundation. The
weight of any piles hanging from the jacket prior to pile driving operations are
included.
The mudmats and their supports shall be designed in accordance with the provisions
of API RP 2A. 
MODULAR SPUD BARGE

Modular barges are high quality-built, welded-high tensile steel pontoons specifically
designed for shallow-water, inland-marine environments.
These pontoons are reinforced to withstand repeated and cyclic use under extreme
load conditions. These pontoons are designed in the size of ISO containers, so that
modules can be transferred easily on trucks. These modular units will have recessed
lift shackels at four corners for ease of lifting. This provides an easily accessible
multi-point lift connection for handling the modular units. Special designed locking
system allows these modules to be easily connected side-to-side, end-to-end or end-
to-side. These modular pontoons can be connected in various shape and sized which
allows diversified transport and marine construction activities.
These modular barges are designed to cover ranges of application requirements
involved in various marine activities. These ranges of selectivity provide the user with
the necessary options in portability, strength, and flexibility to obtain the maximum
economic advantage in designing assemblies best suited for their application. 
100 MT CAPACITY MODULAR SPUD BARGE

These modular units are designed for upto 100 mt load capacity and easy transport.
Various units of these units are designed for standard shape and size for easy
transportation on loading trucks. These units can be utilized for supporting cranes
with up to 40-ton capacity, pipeline construction, core drilling, dive platforms and
lighter duty material transports. These units also can be used for smaller platforms or
support units for larger platforms.
400 MT CAPACITY MODULAR SPUD BARGE

These modular pontoons are designed to carry 400 mt deck load capacity. Designed
for easy transportation on trucks and trailers.
This pontoons are used as floating and bridging unit in the material and equipment
transportation, dam and bridge construction, mid-range bucket dredging and oil well
servicing. These modular units are designed for operation of 150 mt crane operation.
2500 MT MODULAR SPUD BARGE
These modular pontoons are designed to provide maximum buoyancy and strength.
These are optimum design which can be easily transported on trucks.
This pontoons can take cranes of up to 300-ton capacity and capable of transporting
static loads exceeding 2500 tons. These units are often used in severe applications
involving the heaviest track-mounted and mobile cranes, large hydraulic excavators
and bucket dredges, and deep-well drilling rigs.
MODULAR SELF ELEVATING PLATFORM

Pile-driving, hook work, foundation-drilling and many other marine construction

operations are performed on a solid leg foots through the use of modular Self-
Elevating Platforms (SEPs).
Truck-portable, these modular "jack-up" barges provide stable work platforms which
effectively removes downtime due to environmental obstruction such as wave,wind
and current, where normal pontoons have too much motion to carry out operation.
These units can work in land-locked or shallow water areas that are inaccessible to
conventional jack-up platforms. They are assembled from  integration of modular
pontoon modules and hydraulic or winch driven Self-Elevating Columns and
Spudwell attachments which are easily transported by truck and rapidly assembled
on-site using small crews and common lifting equipment. Modular components permit
SEPs to be efficiently configured into slotted or center-well assemblies for marine
drilling.
The elevating system is hydraulically activated and manually controlled. Each
Elevating Spudwell incorporates a rotating lift/lock mechanism which engages
external lugs on its respective Elevating Column and permits raised platforms to be
secured at any elevation.
MARINE & OFFSHORE LIFTING SOLUTIONS
LIFTING AND SEA FASTENING STRUCTURE ANALYSIS

We provide complete engineering solutions for structural analysis and design of lifting
vessel's deck strength and equipment foundations, lifting points, padeyes design,
cross beam design,spreader beam design,lifting gear, cargo seafastening / tie downs
arrangement, reinforcements ,skid shoes / tracks / link bridges and Barge
transportation analysis.
DYNAMIC LIFTING CHECKS

We Do following check for dynamic lifting eyes for following criteria

 bearing of shackle pin at pin hole

 shear through critical sections
 tension across net section at pin hole
 bending (in-plane and out-of-plane) at critical sections
 combined stresses at critical sections
 cheek plate weld sizing
 Member unity check during lifting
 Join can capacity check during lifting
 Sling load during lifting
 Design of padeye, trunnion, etc.

RIGGING AND LIFTING SOLUTIONS

We provide dynamic lifting analysis supported by our high end software packages,
anchoring / mooring patterns, lift rigging , detail drawings, procedure and heavy lifting
safety manuals.Rigging Design to be performed to ensure that the rigging capacity is
within the allowable limit.