PETRONAS TECHNICAL STANDARDS

Load-Out and Sea-Fastening for Upstream Facilities

PTS 19.30.03
March 2016

© 2016 PETROLIAM NASIONAL BERHAD (PETRONAS)

All rights reserved. No part of this document may be reproduced, stored in a retrieval system or transmitted in any form
or by any means (electronic, mechanical, photocopying, recording or otherwise) without the permission of the copyright
owner. PETRONAS Technical Standards are Company’s internal standards and meant for authorized users only.

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FOREWORD

PETRONAS Technical Standards (PTS) has been developed based on the accumulated knowledge,
experience and best practices of the PETRONAS group supplementing National and International
standards where appropriate. The key objective of PTS is to ensure standard technical practice across
the PETRONAS group.

Compliance to PTS is compulsory for PETRONAS-operated facilities and Joint Ventures (JVs) where
PETRONAS has more than fifty percent (50%) shareholding and/or operational control, and includes
all phases of work activities.

Contractors/manufacturers/suppliers who use PTS are solely responsible in ensuring the quality of
work, goods and services meet the required design and engineering standards. In the case where
specific requirements are not covered in the PTS, it is the responsibility of the
Contractors/manufacturers/suppliers to propose other proven or internationally established
standards or practices of the same level of quality and integrity as reflected in the PTS.

In issuing and making the PTS available, PETRONAS is not making any warranty on the accuracy or
completeness of the information contained in PTS. The Contractors/manufacturers/suppliers shall
ensure accuracy and completeness of the PTS used for the intended design and engineering
requirement and shall inform the Owner for any conflicting requirement with other international
codes and technical standards before start of any work.

PETRONAS is the sole copyright holder of PTS. No part of this document may be reproduced, stored
in a retrieval system or transmitted in any form or by any means (electronic, mechanical, recording or
otherwise) or be disclosed by users to any company or person whomsoever, without the prior written
consent of PETRONAS.

The PTS shall be used exclusively for the authorised purpose. The users shall arrange for PTS to be
kept in safe custody and shall ensure its secrecy is maintained and provide satisfactory information to
PETRONAS that this requirement is met.

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ANNOUNCEMENT

Please be informed that the entire PTS inventory is currently undergoing transformation exercise from
2013 - 2015 which includes revision to numbering system, format and content. As part of this change,
the PTS numbering system has been revised to 6-digit numbers and drawings, forms and requisition
to 7-digit numbers. All newly revised PTS will adopt this new numbering system, and where required
make reference to other PTS in its revised numbering to ensure consistency. Users are requested to
refer to PTS 00.01.01 (Index to PTS) for mapping between old and revised PTS numbers for clarity. For
further inquiries, contact PTS administrator at [email protected]

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Table Of Contents
1.0 INTRODUCTION ..................................................................................................... 5
1.1 SCOPE ............................................................................................................................. 5
1.2 GLOSSARY OF TERM ....................................................................................................... 5
1.3 SUMMARY OF CHANGES ................................................................................................ 7
2.0 LOAD-OUT ............................................................................................................. 8
2.1 PROCEDURE .................................................................................................................... 8
2.2 OFFSHORE STRUCTURE .................................................................................................. 9
2.3 SITE AND QUAY............................................................................................................... 9
2.4 LOAD-OUT BY SKIDDING ............................................................................................... 10
2.5 LOAD-OUT BY TRAILER OR SPMT/SPT (TRAILLING LOAD-OUT) .................................... 13
2.6 LOAD-OUT BY LIFTING .................................................................................................. 15
2.7 TRANSPORTATION BARGE AND VESSEL ....................................................................... 17
2.8 BALLASTING AND DE-BALLASTING SYSTEM ................................................................. 17
2.9 MOORING SYSTEM ....................................................................................................... 18
2.10 BARGE MOVEMENT AFTER LOAD-OUT ........................................................................ 18
3.0 SEA-FASTENING ................................................................................................... 20
3.1 SEA-FASTENING PROCEDURE ....................................................................................... 20
3.2 SEA-FASTENING ENGINEERING .................................................................................... 20
3.3 SEA-FASTENING MATERIAL .......................................................................................... 21
3.4 SEA-FASTENING FABRICATION AND ERECTION ............................................................ 22
3.5 SEA-FASTENING INSPECTION........................................................................................ 22
4.0 CERTIFICATION .................................................................................................... 24
5.0 LOAD-OUT AND SEA-FASTENING SAFETY.............................................................. 25
6.0 BIBLIOGRAPHY .................................................................................................... 26

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1.0 INTRODUCTION

This PTS defines the minimum requirement of Load-out and Sea-fastening operation.
This PTS is updated by incorporating PETRONAS lesson learnt, best practices, International
Standards, Recommended Practice and Guideline as supplement.

1.1 SCOPE

The scope of this PTS is as follows:

i. Load-out operation from land-based fabrication/construction site onto barge or
vessel (either horizontally or vertically)

ii. Load-out operation by skidding, trailing, and lifting method

iii. Load-out operation onto floating barge or vessel (grounded load-out is not
covered)

iv. Load-out and sea-fastening operation for fixed offshore platform and its
appurtenances (Topside Deck, Modules and/or Substructures Jacket, Boat
Landing, Piles, Conductors, Bridges, Shiploose Items). It may include other
offshore facilities if applicable

v. Sea-fastening for the structure transported on the barge (Welded Steel Sea-
fastening materials)

1.2 GLOSSARY OF TERM

1.2.1 General Definition of Terms & Abbreviations

Refer to PTS Requirements, General Definition of Terms, Abbreviations & Reading Guide PTS
00.01.03 for General Definition of Terms & Abbreviations.

1.2.2 Specific Definition of Terms

No Term Definition

1 Grillage A steel structure installed on the barge (deck of

barge) or vessel commonly designed to support
the cargo and/or distribute/spread mainly the
vertical load of cargo to the deck of barge or
vessel. Grillage shall include support can / stool
to facilitate the transfer of vertical loads”.

2 Load-out The transfer of offshore structure assembly or

module onto the barge or vessel from shore
(fabrication yard) by lifting or horizontal
movement.

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No Term Definition

3 Offshore structure Fixed offshore structure commonly consist of

Substructure multi Legs Jacket including Piles
and appurtenances and Topside Deck.

4 Sea-fastening The means of restraining movement (shifting) of

the loaded offshore structure or module on
barge or vessel. This includes Grillage in terms of
design/ engineering, material, fabrication,
installation and inspection.

5 Skid-ways Continuous rails, either on the quay or on the

barge, on which the module or structure to be
load out, via skid-shoes or cradle arm.

6 Skid-shoes A bearing pad installed/attached to the module

or structure which interfaces with the skid-
ways.
Table 1: Specific Definition of Terms

1.2.3 Specific Abbreviations

No Abbreviation Description

1 DMA Dead Man Anchor

2 HPU Hydraulic Power Unit

3 HTV Heavy Transportation Vessel

4 IACS International Association of Classification

Societies

5 ITP Inspection Test Plan

6 MBL Maximum Breaking Load

7 MT Magnetic Test

8 NDT Non Destructive Test. A mean or technique

commonly used in industry especially in steel
construction to inspect, verify and evaluate the
properties of materials, welding, etc. without
causing damage.

9 SPMT Self-Propelled Multi-wheel Trailer

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No Abbreviation Description

10 SPT Self-Propelled Trailer

11 SWL Safe Working Load

12 WSD Working Stress Design

Table 2: Specific Abbreviation of Terms

1.3 SUMMARY OF CHANGES

This is a new PTS.

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2.0 LOAD-OUT

2.1 PROCEDURE

Load-out procedure shall consider Offshore Installation Plan and methodology e.g. Launching
(for Jacket), Lifting (for Jacket and Topside), Float-over (for Topside).

The load-out procedure shall define the main following:

i. Load-out method and scenario, e.g. skidding, trailing, lifting, etc. and associated
requirement on the method

ii. Environment criteria, measurement and monitoring

iii. Module or structure to be loaded-out including weight and Center Of Gravity

(COG)

iv. Load-out analysis included with applied load cases on the module or structure
during load-out operation

v. Design and calculation related to specific load out method and other
miscellaneous (e.g. breakout, DMA, brackets, SPMT, etc.)

vi. Load-out schedule and timing

vii. Load-out limitation

viii. Barge/Vessel information (e.g. certificates, stability booklet, drawing, etc.)

ix. Barge ballasting/de-ballasting plan, procedure and calculation

x. Barge/Vessel stability check

xi. Barge/Vessel strength check [local, longitudinal, transverse(if applicable)]

xii. Transporter or skidding capacity check

xiii. Mooring during load-out and post load-out (e.g. calculation based on
environmental criteria and operational limit, detail mooring aids and equipment
including fendering, etc.)

xiv. Load-out and sea-fastening responsibility matrix

xv. Emergency procedure

xvi. Man-power, tools, equipment and consumables

xvii. Load-out and sea-fastening organization chart

xviii. Weather Forecast

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xix. Yard and Quayside layout

xx. Quayside data (elevation, water depth, chart datum, tidal, current, wind, etc.)

xxi. Load-out yard/soil bearing capacity and wharf capacity and analysis

xxii. Relevant drawings

The load-out procedure may be further detailed out in order to suit with the Project
Specification.

Load-out procedure shall be approved by Owner.

2.2 OFFSHORE STRUCTURE

Load-out method shall take into account of the offshore structure design in accordance with
requirement in PTS 11.22.02, section 11.

The appurtenances required in load-out operation that affect to the module structure
integrity (for example: Strand-jack HPU platform attach to the load-out module) shall take into
account of the design as mentioned above.

2.3 SITE AND QUAY

The adequacy (compatibility and capability) of quay, wall and foundation for the specific
proposed load-out method shall be demonstrated with the valid evidences (documents,
report, calculations, historical proven load-out, etc.) and shall be submitted for Owner’s
approval prior to load-out execution. The said adequacy shall be aligned with any relevant
load distribution derived from the Engineering Load-out Analysis report.

For the specific load-out methods (especially for non-lift method) the Stern/Bow fenders
and/or wall fenders shall be provided and specifically designed for the proposed load-out
operation. The fenders shall be connected according to the load-out method and barge/vessel
type to ensure that the loads (axial and friction) can be transferred. Design and calculation of
the said fenders shall be submitted for Owner’s approval prior to load-out execution

Bearing capacity of the ground for entire route or area required for the proposed load-out
operation shall be analyzed, calculated and/or tested. The bearing capacity shall has adequate
capacity to withstand the loads resulted from the structure to be loaded-out. The calculated
bearing capacity of the ground shall have minimum Factor of Safety (F.O.S) =3.

If the load-out method and operation requires onshore bollards and/or winches for mooring
purpose during load-out operation, study and/or analysis shall be carried out accordingly. The
study and/or analysis and other associated document shall be reported and submitted for
Owner’s approval prior to load-out execution.

Bathymetric survey shall be performed (as soon as possible prior to load-out operation unless
specified in the contract) at the area around the quay required for barge maneuvering before,
during and after load-out operation. The bathymetric survey shall be reported and submitted
for Owner’s approval.

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The minimum water depth shall have minimum one (1) meter “under keel clearance”
throughout the proposed load-out operation.

For the load-out operation with tidal constraint, tide reading reference and poles/gauge shall
be provided. Location of the tide poles/gauges shall be readable (not obstructed) throughout
load-out operation or any steps of load-out operation. It shall be clearly indicated in the
ballasting calculation whether the tide reading reference is local datum or region datum.

2.4 LOAD-OUT BY SKIDDING

2.4.1 Skid Ways, launch cradle/skid-shoes, link beam and skidding friction

Skid ways (including launch cradle/skid shoes, link bridges/rocker arms and skid ways on the
barge) shall be designed and/or verified to suit with the load-out, sea transportation and
offshore installation technical requirements.

The minimum strength of skid-ways (including launch cradle/skid shoes, link bridges/rocker
arms (and its appurtenances) and skid ways on the barge) shall be able to withstand any load
cases used for Engineering Load-out Analysis in accordance with requirement in PTS 11.22.02.
The web stiffening shall be designed and installed on the launch cradle/skid-shoes assembly
to prevent any unexpected buckling. The skid-ways shall be able to withstand barge/vessel
vertical movement especially during crossover process.

Straightness, level, flatness and alignment of the skid-ways on site (ground) and skid-ways on
the barge shall be verified with proper survey instrument before load-out operation. However,
the said survey for the skid-ways on site (ground) particularly underneath of the launch
cradle/skid-shoes shall be completed before installation of the launch cradle/skid-shoes (i.e.
before stack-up stages). The survey shall be recorded and available for Owner’s review.

The connection of skid ways on quay site (ground), link-bridges/rocker-arms and skid ways on
the barge shall be provided with the lateral guides suitably designed for the specific design of
the launch cradle/skid shoes. Design strength of the lateral guide shall consider lateral
movement of the lunch-cradle/skid-shoes due to possible maximum misalignment between
centerline of the skid ways on site (ground) and centerline of the skid ways on the barge
resulted from the lateral barge movement during skidding.

The strength design and/or verification of the link bridges or rocker arms shall consider
concurrent loads induced by possible barge movement due to environment load, possible
movement due to slack of the mooring lines and pull on/pull back forces.

Friction coefficient factor required for the calculation of skidding force during break out and
moving shall consider material of the launch cradle/skid-shoes, skid-ways and applied
lubricant. The following friction factor coefficient should be used for skidding force
calculation.

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Interface Material Static friction Dynamic (Moving)

And coefficient friction coefficient
Lubricant Min Typical Min Typical
Steel – Grease – Wood 0.15 0.30 0.10 0.15
Steel – Paraffin – Wood 0.12 0.25 0.09 0.13
Steel – Grease – Steel 0.10 0.15 0.08 0.12
Teflon – Grease – Wood 0.08 0.18 0.05 0.10
Teflon – Grease – Planed
0.08 0.14 0.03 0.06
Wood
Table 3: Interface Material and Lubricant

During initial break-out, the actual friction coefficient shall be calculated.

2.4.2 Skidding Winches

Without proven full pulling capacity test, the skidding/pulling winch system shall not be used
for calculated skidding/pulling load more than 85% of its SWL. The calculated load shall take
into account the skid-ways slope, skidding/sliding friction coefficient factor and any part-lines
losses of the sheaves. If certified SWL is not available, the calculated load shall not exceed ¼
of MBL of any parts of the winch system providing that the said parts are already load tested
for 0.33 MBL prior to the skidding/pulling operation.

For the initial movement of the module or structure, the skidding/pulling winch system should
be assisted with the additional pushing jacks to initiate break-out. The overall pushing jacks
capacity shall not be more than 40% of the total break-out load.

Contingencies (i.e. winches, jacks, power system) shall be available for the skidding/pulling
winch system for entire operation.

Once the module or structure start crossing the link bridges/rocker arms, re-rigging of the
skidding/pulling winch system is not acceptable. The winch system shall be capable of moving
the module or structure from fully shore (ground) to fully on the barge or vessel without re-
rigging.

The winches shall be provided with a cut-off system in order to prevent operation exceeding
the SWL of any other parts (sheave blocks, link-plates, pulling eyes, shackles pulling wires,
etc.)

The Dead-man Anchor shall be designed and arranged in such manner that the induced forces
resulted from skidding/pulling operation can be adequately transferred to the Barge or Vessel
frames.

Any Dead-man anchors of the skidding system which is on the barge, the dead-man anchors
shall be in the strong point of the barge deck frames and local strength shall be verified. The
reaction force of the dead-man anchors resulted from the required pulling system shall be
considered into the longitudinal barge strength check.

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2.4.3 Strand Jacks

i. Hydraulic Strand Jack

The calculated skidding/pulling load used to define and or verify the Strand Jack
capacity shall take into account the skid-ways slope, friction coefficient factor and
any possible losses.

Without proven full pulling capacity test, the Strand Jack shall not be used for
calculated skidding/pulling load more than 85% of the SWL.

ii. Hydraulic Strand Jack Supports

The Strand Jack Support shall be designed and arranged in such manner that the
induced forces resulted from skidding/pulling operation can be adequately
transferred to the launch cradle/skid-shoes assembly structure.

Calculated skidding/pulling load used to design and/or verify the strength capacity
of the Strand Jack Support shall consider the skid-ways slope and friction
coefficient factor tabulated in Table 3.

iii. Dead-man Anchor

See section 2.4.2 for the Dead-man Anchor requirement.

iv. Strands Wires

Strand wires without valid certificate shall not be used for skidding/pulling
operation.

The numbers of Strand wires required to meet the calculated skidding/pulling

load shall be based on the SWL.

If certified SWL is not available, the calculated load shall not exceed ¼ of MBL
providing that the strand wires are already load tested for 0.33 MBL prior to the
skidding/pulling operation.

v. Hydraulic Power Pack Units

The Hydraulic Power Pack Unit (HPPU) shall be provided with a cut-off system in
order to prevent operation exceeding the SWL of any other parts (strand jacks,
strand wires, etc.) installed in the jacking system.

vi. Contingency

Contingency of the hydraulic strand jack system shall be provided, particularly for
Hydraulic Power Pack Unit and accessories, Strand Jack and Strand wires.

vii. Stroke-controlled mechanism (Synchronizing System)

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Stroke-controlled mechanism (e.g. electronically or mechanically) shall be

utilized/equipped.

2.4.4 Self-Propelled Skidding System (Push & Pull Jacks System)

i. Hydraulic Gripper Jack

The calculated skidding/pushing load used to define and or verify the Jack capacity
shall take into account the skid-ways slope, friction coefficient factor and any
possible losses.

Without proven full capacity test, the Jack shall not be used for calculated
skidding/pushing load more than 85% of the SWL.

ii. Skidding A-frame and Skidding rail

The Skidding A-frame and Skidding rail shall be verified and arranged in such
manner that it is able to withstand the induced forces resulted from
skidding/pulling operation.

Calculated skidding/pushing load used to design and/or verify the strength

capacity of the Skidding A-frame shall consider the skid-ways slope and friction
coefficient factor tabulated in Table 3 section 2.4.1.

iii. Hydraulic Power Pack Units

See section 2.4.3 for Hydraulic Power Pack Unit (HPPU) requirement.

iv. Contingency

See section 2.4.3 for Contingency of the hydraulic strand jack system
requirement.

v. Stroke-controlled mechanism (Synchronizing System)

See section 2.4.3 for Stroke-controlled mechanism requirement.

2.5 LOAD-OUT BY TRAILER OR SPMT/SPT (TRAILLING LOAD-OUT)

The trailer, SPMT/SPT system shall be function tested before load-out operation.

In either 3-point hydraulic linkage system or 4-point hydraulic linkage system, the overturning
stability shall be verified and acceptable based on the following criteria below:

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i. Overturning stability calculation shall consider the tipping angle due to the
highest inclination of the route in any direction. The said inclination shall consider
inclination of the land route and any predicted inclination of the barge and link
bridges due to the ballast/de-ballast condition and the design wind parameter.
Particularly for the land route, the survey of the route inclination shall be
performed at every 10 meter grid/interval along the route and not earlier than 3
days before load-out operation. The survey shall be witnessed by the Owner

ii. The overturning stability calculation shall also consider any uncertainty apart from
the route inclination survey result by adding 2 degree on the route inclination of
the tipping angle.

iii. The overturning stability should also consider trailer or SPMT/SPT’s self-adjusted
elevation to compensate differential elevation into calculation.

iv. The closer virtual horizontal shifting of COG (Center Of Gravity) of the module
resulted from the computed tipping angle shall not be more than 80% of the
horizontal distance between original COG and closest tipping line of the hydraulic
group system.

The maximum values of axle loadings, trailer spine beam shear stress, trailer spine beam
bending stresses and trailer deflections shall not exceed the value recommended by the
manufacturer.

The required minimum vertical distance through which each of the trailer’s axles is able to
move shall be calculated with considering of ground level, incline of link span/bridging ramp,
trailer deflections, module/structure deflections and allowances for barge vessel heel and
trim.

Initial pressurization of the hydraulic suspension system shall be gradually progressed based
on the total required hydraulic system pressure on each hydraulic group to ensure that the
module shall be equally lifted off.

Any configuration of the trailing system, lashing on the module shall be provided and to be
verified by calculation.

Travel speed of the loaded trailer or SPMT/SPT on the ground for load-out operation shall not
be more than 0.5 meter per second. While crossing on the link bridge and traveling on the
barge or vessel, the travel speed shall be adjusted based on the ballasting and/or de-ballasting
flow volume and flow rate computed in the ballasting plan and calculation.

Maximum gap between underside of the link bridge and the top of barge deck shall be 100
mm throughout the crossover of the module to be loaded-out.

After the trailer or SPMT/SPT reach the final location on the barge and the module has been
lowered and set down on the designated grillage, the trailer shall not be driven/moved out
from underneath of the module until 50% (unless engineering proven otherwise) sea-
fastening (by quantity identified by engineering) has been completed (fit-up, welded and
accepted NDE).

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Propulsion system or driving force capacity of the trailer or SPMT/SPT that required for load-
out operation shall be calculated and/or verified by considering coefficient factors typically
for rolling depend on the wheel/tyres and the travel route path as shown in the table below.
The coefficient factor used for the calculation shall not less than value stipulated in the table
below:

Dynamic (Moving)
Friction Interface Static Coefficient
Coefficient
Rubber Tyres - Steel 0.02 0.02
Rubber Tyre - Gravel 0.05 0.05
Rubber Tyres - Asphalt 0.03 0.03
Table 4 : Friction Interface

2.6 LOAD-OUT BY LIFTING

2.6.1 Lifting Analysis

If the proposed lifting plan and arrangement for load-out by direct lift onto transportation
barge or vessel is different from the offshore lifting, then additional particular lifting study of
the module for load-out shall be prepared. The purpose of the study is to check the structure
integrity of the module to be lifted, and to design and/or verify all associated lifting devices
such as pad-eyes, trunnions, spreader bars/spreader frames, shackles, slings, etc. and
strengthening if required.

The analysis of the lifting shall be performed and shall reflect the exact lifting plan such as
attachment points of the sling forces on the module/structure and hook point.

The weight of module/structure used for the lifting analysis and calculation may consider “un-
weighed weight” in case of inexistency of “weighed weight”. The maximum expected weight
plus allowance and contingency as well as COG shift scenario defined in the PTS 11.22.02 shall
be considered as “un-weighed weight” of the module/structure for the lifting calculation and
analysis. For the weighed structure, the “weighed weight” with additional 3% tolerance factor
shall be used for the lifting analysis and calculation.

2.6.2 Lifted Module/Structure

Structure Integrity check and analysis for the lifting purpose shall be conducted by considering
that all frames connection (welding and bolting) have been 100% completed. Therefore, all
welding connection of the module, especially on the primary and secondary frames, shall be
inspected through visual inspection and Non Destructive Test in accordance with approved
ITP and requirement of PTS 15.12.06, Appendix 1 and shall be acceptable based on acceptance
criteria described in the section 9.3 of the PTS 15.12.06 prior to load-out by lifting. All the
bolting connection shall be also tightened within acceptable tension value.

Temporary fastening shall be provided prior to the lifting operation to secure any lose items
or any items that will be potentially damage or failure during lifting operation. The temporary
fastening shall be detailed out in specific procedure.

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If the offshore lifting pad-eyes are used for load-out purpose, a visual inspection and NDT shall
be performed on the said offshore lifting pad-eyes before and after load-out operation prior
to sail away. The visual inspection shall be done 100% for all the lifting pad-eyes. The NDT
requirement (type of NDT and percentage) shall be in accordance with PTS 15.12.06, Appendix
1. In addition to the Appendix 1 of the PTS 15.12.06, 100% MT shall be performed on the
bearing area interfacing between the shackle pin and pad-eyes plates. The inspection shall be
recorded and available for Owner’s review.

Tilting and deflection control on the module during lifting operation shall be provided and to
be detailed out in the specific procedure for load-out. The maximum tilting shall not be more
than two degree.

Tug lines shall be provided during lifting operation. The size and dimension of tug lines shall
be adequate throughout operation and shall be verified and included in the specific load-out
by lifting procedure.

2.6.3 Cranes

The load-out by lifting should be carried out by “shore-based crane” or “floating crane”

The lifting operation should be performed with a single or double shore-based crane.

The crane shall have a sufficient certified capacity so that the lifting operation shall not exceed
85% of the proposed crane’s certified load chart (certified load-radius curve).

2.6.4 Lifting Gears

Any requirement in the PTS 18.52.06 (Lifting – Standard) relevant with the lifting gears used
for the lifting operation shall be applicable unless specified otherwise in this PTS.

Any Lifting Gears (Slings, Shackles, Spreader Beams/Frames, etc.) temporarily used for the
lifting shall be inspected prior to the lifting and shall have valid certificates. All the valid
certificates and inspection/test records shall be documented and available for Owner’s
review.

If the offshore lifting gears (Slings, Shackles, Spreader Beams/Frames, etc.) are used for load-
out purpose, the lifting gears shall be inspected before and after load-out operation prior to
sail away.

2.6.5 Ground

All ground areas required for the lifting operation shall be prepared to avoid any unacceptable
settlement during crane travel and/or manoeuvre. It is recommended to prepare the ground
with special concrete pads and/or steel bearing mat. The bearing capacity of the ground shall
be verified based on the requirement in PTS 11.11.02 (Site Investigation and Foundation
Design Criteria for Fabrication Yard).

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2.7 TRANSPORTATION BARGE AND VESSEL

Barge and vessel for the load-out shall have a valid certification by a recognized Classification
Society which is a member of IACS, e.g. LIyod’s Register (LR), Germanischer LIyod (GL), Det
Norske Veritas (DNV), American Bureau of Shipping (ABS), Bureau Veritas (BV).

The barge and vessel shall be inspected and approved by Owner prior to the load-out
operation and sea-fastening.

Any document of the barge and vessel such as Class Certificate, Tonnage Certificate, Registry
Certificate, International Load Line Certificate, Navigation Light and Shape
Certificate/Approval, etc. shall be completed and available for Owner’s review.

Any special local regulatory on the Flag registry shall be considered before mobilization of the
barge for load-out and transportation purpose.

Barge structural drawings and structural analysis (global and local analysis) result shall be
provided for Owner’s review to ensure that the barge has capacity to withstand the loads
resulted during load-out and the compatibility with any load cases assumption used in the
load-out analysis.

Stability check and analysis of the barge during load-out operation by including damage
stability for each ballasting sequence shall be conducted.

Any attachment on barge deck frame required for load-out and sea-fastening shall be
analysed.

2.8 BALLASTING AND DE-BALLASTING SYSTEM

The ballast plan and calculation shall be developed for specific load-out procedure and
operation.

The ballast plan and calculation shall detail the sufficiency of the barge or vessel
compartments to be ballasted and/or de-ballasted, the water ballast transfer between
compartments and the ballasting system capacity to compensate the tide.

The barge or vessel compartments used for tidal compensation shall be different from the
compartments used for weight transfer compensation.

The barge or vessel compartment that is not be used for ballast and/or de-ballast (non-active
tanks) shall either be full or empty in the ballast and/or de-ballast plan and calculation.

For tidal load-out, the minimum total ballast/de-ballast flow rate (capacity) shall be supplied:

i. To provide 200% of the capacity required for load-out (back–up pumps and
generator to be provided) in case the barge is unable to maintain constant level
with the quay throughout full tidal cycle.

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ii. To provide 150% of the capacity required for load-out (back–up pumps and
generator to be provided) in case the barge is able to maintain constant level with
the quay throughout full tidal cycle.

All ballasting/de-ballasting pump and system shall be tested for 12 hours at full capacity
before load-out operation to verify the functionality and performance. The same test shall be
repeated for 2 hours within 48 hours before load-out operation. The test shall be witnessed
by Owner.

It shall be considered in the ballast/de-ballast calculation that the compartments of barge or

vessel can’t be fully discharged. As minimum, 10% volume of the undischarged water in the
compartment (slack water) shall be taken into account in the calculation.

For internal transfer ballasting/de-ballasting system, simulation of critical ballasting/de-

ballasting steps (as proposed in final ballasting plan) shall be conducted at quayside (i.e.
pump-in and pump-out on the specified tanks within specified duration identified for that
particular steps). The said simulation can be proportionally conducted in order to maintain
barge structural integrity.

2.9 MOORING SYSTEM

Mooring of the barge or vessel during load-out operation shall be designed based on the
weather criteria defined for load-out operation.

For the purpose of mooring design, minimum 10-years environmental return periods for
specific area/region and season where the load-out operation will take place shall be referred.

All mooring lines (wire slings), shackles and other component/ancillary shall be designed to
the either certified Safe Working Load or 30% of Maximum Breaking Load. The main mooring
lines shall be wired slings. Polypropylene or nylon rope is not acceptable except for auxiliary
mooring line system only, subjected to Owner’s approval. Pre-use inspection of all component
of the mooring system shall be carried out in accordance with the relevant approved HSE
procedure. The inspection shall be recorded and reported as part of inspection check list for
load-out approval.

2.10 BARGE MOVEMENT AFTER LOAD-OUT

Barge/vessel shall not move/manoeuvre after load-out if the sea-fastening is not completed.
In the event that the barge/vessel has to be moved/maneuverer due to some reason, the
movement/manoeuvre shall be indicated in the load-out and sea-fastening procedure. The
minimum sea-fastening to be completed before any movement/manoeuvre shall be
engineered based on acceptable minimum realistic assumption loads (horizontally) and/or
weather criteria to secure the loaded structure.

In case there is overhanging part of the loaded module above the wharf after final load-out
operation and the barge must be manoeuvred, special care shall be taken on the vertical
clearance between top of the wharf and the overhanging part by considering tidal windows
and reserved ballast condition prior to manoeuvring of the barge.

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In any condition of sea-fastening, temporary movement or manoeuvre of barge or vessel after

load-out for sea transportation purpose shall be consulted with Owner.

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3.0 SEA-FASTENING

3.1 SEA-FASTENING PROCEDURE

Sea-fastening procedure is an integral part and shall be in line with the Offshore
Transportation and Installation Plan.

Sea-fastening procedure shall be reviewed and approved by Owner.

The sea-fastening procedure shall define:

i. Structure arrangement on barge/vessel

ii. Barge structure and grillage including any reinforcement (internal and/or
external)

iii. Sea-fastening design (i.e. transportation design parameters, transportation

induced forces to the cargo, distribution induced force to each sea-fastening
members, member design and connection detail), arrangement, cut-off (offshore
cut-lines, grinding and NDT requirement) and inspection

Erection/installation steps, schedule, man-power, tools, equipment and consumables

Relevant Safety requirements and concerns (Permit To Work, Job Hazard Analysis, Pre-Job
Meeting/Tool Box Meeting, etc.)

3.2 SEA-FASTENING ENGINEERING

The sea-fastening shall be designed and together with the structure and barge/vessel system
during sea transportation shall be analysed based on the forces resulted from barge/vessel
motion due to environmental conditions.

The Transportation analysis shall be in compliance with selection of the environmental

conditions criteria in API Recommended Practice 2A-WSD (RP 2A-WSD) under “Transportation
Force” section. The basic motion of the barge/vessel used for the analysis shall refer to PTS
11.22.02 - Design Of Fixed Offshore Structures (Working Stress Design), under Design Criteria
For Transportation section and Metocean Tow Criteria for the intended route.

The sea-fastening design shall be in compliance to PTS 11.22.02, API RP 2A-WSD, AISC WSD
and incorporating Weight Control Report & Detail Design Report.

The strength of barge/vessel and sea-fastening shall has capacity to withstand any specified
loads resulted from the transportation condition, such as:

i. Static loads generated by the structure loaded on the barge/vessel

ii. Dynamic loads resulting from the motion of the barge/vessel

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iii. Environmental loads resulting from wind

iv. Other loads which can be considered as combination of environmental loads and
dynamic loads, such as loads resulting from direct wave action (slamming, water
on deck, immersion effect, etc.)

Any changes such as changes in barge size, support point made from the Owner original design
shall require global structural re-analysis.

The engineering analysis for the sea-fastening design shall take into account the shifting of
the calculated center of gravity. The envelope of the shifting selection shall be within Owner’s
acceptance or 2m x 2m square horizontally and +/- 1m vertically, whichever is more stringent.

The loads resulting of the barge or vessel inclination shall be considered in the design of sea-
fastening.

Fatigue damage analysis shall be considered only for towages more than 10 days.

In all cases, the loads used for the sea-fastening design shall be approved by Owner

In principle, increasing the basic allowable stress shall not be applied for designing the sea-
fastening. However, for sea transportation less than 96 hours, the 1/3 increase of the basic
allowable stress may be considered subject to Owner’s approval.

The following shall be considered when designing of sea-fastening:

i. The sea-fastening component shall be connected (fixed) to the structure and to

the barge or vessel and shall be positioned on the rigid parts of it (i.e. to the barge
bulkheads)

ii. The sea-fastening shall be designed so that it can be easily removed at offshore
and progressively detached

iii. Doubler plates shall be provided for connection to the structure or module. The
doubler plates material shall be same grade as the material of the structure parts
where the sea-fastening component to be connected. The size/dimension of the
doubler plates shall be suited with the sea-fastening component size, connection
profile (dimension of the incoming foot print) and minimum area required for
welding and testing all around the sea-fastening connection

iv. For long sea-transportation and offshore stand-by, fatigue analysis for the weld
connection of the sea-fastening (T-K-Y “brace” to “chord” connection) shall be
performed and documented

3.3 SEA-FASTENING MATERIAL

Selection of material required for the sea-fastening design shall refer to PTS 15.10.11. Material
for the primary component of sea-fastening structure shall be TYPE I of the PTS 15.10.11 or

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high quality structural steel equivalent with the TYPE I completed with full certification and
NDT inspection certificates. Sea-fastening material shall comprise plates, rolled sections or
pipes.

Under Owner’s discretion, material other than TYPE I may be proposed with the proven
engineering analysis and historical traceability are verified.

3.4 SEA-FASTENING FABRICATION AND ERECTION

Fabrication and erection of the Sea-Fastening shall refer to the Approved for Construction
(AFC) Sea-Fastening Design Drawings in minimum. Any other supporting document and or
drawings for the fabrication and erection shall not contradict to the AFC drawings.

Fabrication of the sea-fastening material (material identification and traceability/heat-no

transfer, marking, cutting, profiling, grinding, fit-up, welding, NDE, etc.) shall comply with
relevant requirements under PTS 15.12.06.

Sea-fastenings should be installed in such a sequence that the module/structure is fully

restrained in minimum time and no unnecessary stresses are introduced in the structure.

Prior to any welding of the sea-fastening on the barge or vessel deck, gas free inspection shall
be performed and gas free certificate shall be obtained. Special care and attention shall be
taken for welding onto fuel oil tanks or oil cargo tanks.

Welding of the sea-fastening shall not be carried out in wet conditions. In order to minimize
the effects of the wet conditions, suitable weather protection shall be provided.

Lifting pad-eyes, guides or cradle (lifting attachment) shall be provided if the removal of the
sea-fastening at offshore is by lifting. The location, size and quantity of the lifting shall be
consulted to Offshore Installer.

Temporary facilities (e.g. scaffolding platform) shall be provided around sea-fastening

locations for offshore removal purpose. The design/arrangement, location and quantity of the
temporary facilities shall be consulted to Offshore Installer.

Erection/installation of the Sea-fastening shall be commenced as soon as possible after final

positioning of the loaded structure/module on the barge or vessel in accordance with the
approved sea-fastening design, arrangement and drawings, but after the barge or vessel is
ballasted according to sea-transportation ballasting plan.

Before the barge leaves for sail away, any damages of paint during load-out and sea-fastening
operation shall be repaired. The repairs of paint shall be performed in accordance with PTS.

3.5 SEA-FASTENING INSPECTION

Any required inspection for the sea-fastening works shall be captured in the generic
Fabrication Inspection Test Plan and performed accordingly. Otherwise a specific Inspection
Test Plan shall be developed.

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Any weld connections of the sea-fastening shall be inspected by NDT. Acceptance of the NDT
shall be in accordance and comply with AWS D1.1 “Structural Welding Code – Steel”.
Minimum extent of the NDT shall be as the following:

i. 100% visual check/inspection for all weld connections

ii. 100% UT inspection for “full/complete penetration weld” connections

iii. 100% MT inspection for “fillet weld” connections

The weld connection between bottom side of the deck plate of barge or vessel and the
underdeck frames/stiffeners/bulkheads shall be visually inspected if the said deck plate and
weld connection is under significant tension load of the sea-fastening. In case of any doubt of
the existing weld quality, further inspection shall be required

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4.0 CERTIFICATION

Owner shall be available to certify load-out operation and towing condition.

Load-out Certificate shall be issued by Owner prior to load-out operation.

Towing Certificate shall be issued by Owner/ prior to sea-transportation of the cargo barge or
vessel.

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5.0 LOAD-OUT AND SEA-FASTENING SAFETY

Any relevant PETRONAS Safety policy and relevant PTS for safety shall be applicable for load-
out operation and sea-fastening as following (as a minimum):

i. PTS 18.52.09 Scaffolding Safety

ii. PTS 18.52.19 Energy Isolation

iii. PTS 18.52.08 Confined Space Entry

iv. PTS 18.51.02 Job Hazard Analysis (JHA)

v. PTS 18.52.06 Lifting

vi. PTS 18.52.34 Forklift Operation

vii. PTS 18.52.07 Working at Height

viii. PTS 18.52.16 Personal Protective Equipment (PPE)

Safety Clearance/Release Note system shall be available to support load-out operation and
sea-fastening.

Job Hazard Analysis (JHA) or Risk Analysis system shall be available prior to load-out operation
and sea-fastening.

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6.0 BIBLIOGRAPHY

In this PTS, reference is made to the following Standards/Publications. Unless specifically

designated by date, the latest edition of each publication shall be used, together with any
supplements/revisions thereto:

PETRONAS TECHNICAL STANDARDS

Index to PTS PTS 00.01.01

Requirements, General Definition of Terms, Abbreviations & PTS 00.01.03

Reading Guide
Structural Steel Fabrication PTS 15.12.06

Offshore Structural Fabrication PTS 15.10.11

Design Of Fixed Offshore Structures (Working Stress Design) PTS 11.22.02

Site Investigation And Foundation Design Criteria For PTS 11.27.02

Fabrication Yard
Scaffolding Safety PTS 18.52.09
Energy Isolation PTS 18.52.19
Confined Space Entry PTS 18.52.08
Job Hazard Analysis (JHA) PTS 18.51.02
Lifting PTS 18.52.06
Forklift Operation PTS 18.52.34
Working at Height PTS 18.52.07
Personal Protective Equipment (PPE) PTS 18.52.16

INTERNATIONAL STANDARDS
API Recommended Practice 2A-WSD (RP 2A-WSD)
British Standard
DNV/GL Noble Denton Guidelines for Loadouts 0013/ND
DNV/GL Noble Denton Guidelines for Marine Transportations 0030/ND
IMO Code of Safe Practice for Cargo Securing and Stowing, 2003 Edition

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