FSO ERAWAN 2

COMPANY: EMAS-AMC

PROJECT TITLE: Chevron 2012-2014 Installation Campaing Platforms & Pipelines Installation

CLIENT: Chevron Thailand

LOCATION: Thailand

YEAR: 2012

VESSEL: Derrick Lay Barge (DLB) Lewek Champion

The LCP is a non self-propelled DP2 combination Heavy lift pipelay barge, designed to effectively operate in hostile weather conditions. The barge measures 143m long by 40m wide, with mean operating draft of 6.5m.

The barge is equipped with two Amclyde pedastal cranes. These cranes have a maximum capacity of 68MT with a boom length of 48m. The main crane is a 900MT Huisman crane with boom length of 52m, and a main block capacity of 900MT. The auxiliary hoist on the Huisman crane extends upto 70m and can be reeved with 40MT (subsea block) or a 120MT (surface block).

LCP is equipped with a 200MT A&R winch having its firing line along the longitudinal axis of the vessel. The A&R winch is located at the starboard bow of the vessel with a horizontal deflector sheave at the bow. The winch is equipped with a load cell which is linked to load monitor on the bridge.

All of the barge accommodation is located above the main deck, and is fully air conditioned with a mess hall and recreational facilities. A helideck is located over the bow superstructure and is capable of accommodating an S61 helicopter.

Following are the anticipated support vessels assisting the LCP during mooring system installation operation:

LCP Tow Tug (Lewek Kestrel) – by EMAS-AMC
Material Barge (Swissco 81) and Tow Tug (Miclyn Ruby) – by EMAS-AMC
Anchor Pile and Chain Barge (Terras 339) – by COMPANY
Supply Boat (Crest Radiant 5) – by COMPANY
Crew Boat (Sarah Pearl) – by EMAS-AMC

SCOPE OF WORK:

Scope of Work

The scope of work for mooring system installation includes

Survey calibrations check against PLEM 9 position and pre-installation survey.
Deploying the PGF and positioning at the design pile location.
Upending the mooring pile connected with chain and stabbing it into the PGF.
Assembling the hammer with follower and stabbing on top of the pile followed by driving the pile to target depth.
Recovering the hammer and follower assembly.
Laying the mooring ground chain and abandoning the chain end on the seabed.
Relocating the PGF to the next pile location.
Completing installation of all the piles
Recovering the ground chain of each mooring leg to LCP deck, tensioning the line and abandoning on the seabe
Recovering the ground chain of each mooring leg to barge (Terras 339), connecting and laying remaining sections of the mooring leg and abandoning the chain end on seabe

MY INVOLVEMENT: I was on board to install FSO Erawan 2

INTRODUCTION

EMAS-AMC (Thailand) Co., Ltd. has been contracted by Chevron Thailand to perform the installation of platforms and pipelines as part of the 2012 – 2014 Chevron Installation Campaign. The works involve installation of wellhead platforms and associated pipelines for the further continuous development of the Chevron Thailand Oil and Gas fields in the Gulf of Thailand.

EMAS AMC shall mobilize its installation barge, the Lewek Champion, on or about the 13 February 2012 for an infield date of 01 March 2012. The installation activities are estimated to last approximately 6 months /180 – 200 days. The installation program shall be split between pipeline installation phases and platform installation phases. A mode change involving mobilization of required equipment and personnel will be required when switching between pipelay and platform installation mode.

The preliminary main scope of work requires installation of up to 13 pipelines and 12 platforms for 2012 Campaign with additional job scope of FSO hook up, stabilization column installation and E&I room installation. Details on 2013 and 2014 campaign will be further updated in due course.

Limiting Seastate

This section defines the limiting seastate values for all the activities within Mooring System Installation Scope as defined within this procedure. Note that the limiting seastate values defined hereunder shall be treated as guidance values only. It will be upto the discretion of the Barge Superintendant to take a decision to carry out operations offshore based upon specific site conditions at the time.

Operation	Limiting Guidance Seastat , Hs (m)
Overboarding and Positioning PGF	1.5
Upending and Hang Off Pile Follower	1.5
Upending and Stabbing Anchor pile into PGF	1.5
Upending hammer and assembling with the follower	1.5
Overboarding hammer/follower assembly and pile driving	1.5
Ground Chain Installation and Abandonment	2
Recovery of PGF (break out suction) and repositioning	1.5
Ground Chain Pretensioning	1.5
Heavy/Top Chain Installation and Abandonment	2

INSTALLATION PARAMETERS AND PRODUCT DATA

COMPANY Supplied Equipment

The table below summarises the Company provided free issued permanent materials.

Item	Description
1	9 off anchor piles, 60” diameter
2	10 off offshore special anchor shackle
3	9 off Ø114mm studless bottom chains, 345.6m long each
4	19 off offshore end joining shackle
5	9 off Ø156mm studless heavy chains, 109.5m long each
6	9 off Ø120mm studless top chains, 175.1m long each

General Installation Parameters

The procedure will be based upon following installation parameters.

Water Depth

The water depth and the tide details are taken from the document General Specification 18, Environmental Criteria for the Gulf of Thailand.

Parameter	Value	Unit
Chart Datum	60.5	m
Lowest Astronomical Tide (LAT)	60.5	m
Highest Astronomical tide	62.0	m
Storm Surge	0.3	m
Safety Margin	+/-1	m

Geodetic Parameters

Refer to the document ‘Survey Procedure Addendum 1 FSO2 Mooring System Installation’ P0061-SP-A1 for details of the survey datum and transformation parameters

SITE SPECIFIC SURVEY

General

The primary survey system used throughout the mooring system installation for barge positioning and vessel tracking is DGPS. A computerised barge navigation system will be utilised to graphically display the current location and heading of LCP in relation to the permanent structures and pipelines in the vicinity. The position and heading of the material barge will also be displayed.

This section outlines the survey activities to be performed before and during the mooring system installation. Further technical specifications on the survey systems can be found in ‘Survey Procedure Addendum 1 FSO2 Mooring System Installation’ P0061-SP-A1.

Safety Note: PLEM 9 and the pipelines connected to PLEM 9 are live facilities within the mooring radius. Throughout all survey activities it has to be ensured that the ROV stays clear of these facilities.

Pre-Installation Survey

Following pre-installation survey are to be performed

ROV pre installation survey will consist of the ROV flying runlines at 5 m line spacing within a 30x30m box, to check for debris within the PGF foot print plus a 10m corri Following that, the ROV will take water depth readings at each of the 3 PGF mud mat locations and the pile centre location.
Visual survey of 4m corridor (2m either side of the design mooring leg lay route) and SONAR (~20m range and 150o sector) scanning shall be performed along each mooring leg design and abandonment rout

The objectives of the pre-installation survey are to identify any seabed anomalies or debris and estimate the water depths wi hin the surveyed area. Any debris or anomaly discovered during the survey shall be reported to CAR and CMR. Only after the acceptance of the pre-installation survey, shall the installation commence.

After the pre-installation survey acceptance for the first pile location and mooring leg is obtained, the installation operations for that pile can technically commence. However, it is upto the Barge Superintendant’s decision to continue with pre-installation survey or to begin with installation operations.

Survey During Installation

Following surveys to be performed during the installation

PGF position, orientation and level to be surveyed before and after the pile self penetration (with hammer and follower weight) is complete
Self-penetration of the piles to be surveyed with self weight only and weigh.
Final pile penetration after pile driving to be surveyed. ith hammer and follower
Chain TDP location is to be monitored and recorded as the chain is being laid.
Chain end location on seabed to be surveyed before and after pre-tensioning of the ground chain and after abandonment of the top chain.

Pile Guide Frame Operations

General

This section covers the PGF overboarding, re-positioning and recovery operations. The PGF will be overboarded from the capital asset barge (Swissco 81). Once deployed subsea, it is not necessary to recover the PGF to surface unless all the piles are driven. For relocating the PGF from one pile location to the other, the PGF shall be lifted ~10m off the seabed and LCP shall transit to the next location.

Mooring Leg Angle and Design Pile Location

Description	Heading (deg) wrt North (measured clockwise)	Easting (m)	Northing (m)
Pile #1	275	743640.0	1007610.0
Pile #2	270	743637.7	1007557.5
Pile #3	265	743640.0	1007505.0
Pile #4	155	744472.9	1007024.1
Pile #5	150	744519.5	1007048.4
Pile #6	145	744563.9	1007076.6
Pile #7	35	744563.9	1008038.4
Pile #8	30	744519.5	1008066.6
Pile #9	25	744472.9	1008090.9

Installation Tolerance

Radial Positioning of Piles

The specification for the positioning tolerance of piles is +/-2.5m. In order to achieve the specified pile positioning tolerance, the PGF will have to be positioned within a tolerance of +/-2.5m.

Verticality of piles

The specification for the verticality of piles is +/- 50 measured by means of the bullseye on the PGF. The pile has a slop of +/-1.10 within the PGF sleeve. Hence the limiting seabed slope critera for the PGF should be +/-3.9 deg. However limiting seabed slope criteria for the PGF stability during initial piling is 30. Hence the PGF has to be positioned within a seabed limiting slope of +/-3 degrees.

Orientation of piles

The specification for the orientation of piles is +/- 50 measured by the orientation of the pile guide frame.

Penetration of Piles

The specification for the pile penetration is -0/+0.3m. The piles and the pile followers are graduated to measure penetration. When the piles are driven to the target depth the pile follower will be within the PGF. The PGF top funnel is at an elevation of 10.7m from the bottom of mudmat base plate. Assuming the PGF does not sink into the seabed, when the final pile penetration is achieved, the PGF top entry funnel level shall be between the 31.5 and 31.75m mark on the follower. Refer drawing 16002-EMA-OP-FSO-DWG- 1073, ‘Pile Follower Marking Detail’ presented in Appendix 2.

Lift Information

Parameter	Value	Unit
Weight in air	52.27	MT
Rigging Weight in air	3.21	MT
Total Lift Weight in air	55.48	MT
Total Submerged Lift Weight	48.27	MT
On board lifting Max Hook load (30% DAF)	72.124	MT
Subsea lifting Max Hook load (60% DAF)	77.232	MT
Recovery load (100% seabed suction)	96.54	MT

Operational Parameters

There is no heading restriction for LCP during PGF overboarding, re-positioning or recovery. Orientate LCP along the most favourable heading to wind and waves.

PGF Overboarding

Status

· HIRA has been reviewed and the mitigation actions been put in place.
· Toolbox talk has been conducted with all personnel to be involved in the operation.
· The auxiliary hoist on the LCP main crane is reeved with the 120MT block.
· Pipelay stinger is dismantled from LCP stern and stored on the capital asset barge (Swissco 81).
· PGF target area is surveyed and the Client Representative is notified of any seabed anamolies identified.
· All subsea assets and the design locations of the piles and the corridors for the mooring chains are displayed on the vessel navigation screen.
· The PGF target box of 25m x 25m for each pile shall be displayed on the navigation screen along with the design position of the PGF footprint.

Position the PGF barge (Swissco 81) on the portside of LCP.
Survey to prepare three suitable mini beacons fully charged and deck crew to install and secure the beacons into the PGF transponder buckets.
Survey to record the transponder identification with reference to the transponder bucket location on the PGF.
Note: The transponder bucket offset position will have been measured prior to the PGF mobilization.
Check the bullseye and confirm the steel ball is visible.
Ensure the PGF lift rigging is pre-connected and in good condition for the lift to be performed.
Remove 75% of the PGF seafastenings.
Connect the PGF deployment pennant to the crane stinger on the auxiliary block on the main crane.
Connect the deployment pennant 100MT ROV hook to the PGF lift rigging and take out any slack in the PGF lift rigging by coming up on the crane.
Tie polypropylene rope tag lines to the PGF and secure the tag lines.
Note: The configuration of the tagging system is to be confirmed by the Barge Foreman during toolbox talk based on conditions and constraints at the time.
Remove all seafastenings from the PGF.
Lift the PGF clear off the deck and cast away the barge (Swissco 81).
Slew/adjust the crane boom as required and deploy the PGF through splash zone, paying out on the crane wire as required.
Note: · The tag lines are to be cleared off the PGF before it is submerged into water.
· Zero the crane payout meter when the PGF base touches the water surface
Lower the PGF within 10m from the seabed monitoring with the ROV.
Maneuver LCP to the design pile location under ROV instruction.
ROV to dock into the docking frame on the PGF and orientate the PGF as required.
Once the PGF is within the required target box and within the specified heading envelope, obtain approval from CAR/CMR to place the PGF on the seabed and come down on the crane gradually and land the PGF on the seabed.
Note: ROV to come down simultaneously with the descent.
Survey to confirm the PGF installation position and orientation. ROV to check the bullseye on the PGF as a measure of verticality. Survey to display the PGF as placed position on the vessel navigation screen in a contrasting colour to the design position.
Record the position, orientation and verticality of the PGF and obtain client acceptance.
Slack off on the crane and lay the PGF lift rigging over the rigging guide bar.
ROV to disconnect the pennant hook from the PGF rigging.
Recover the deployment pennant to deck.

PGF Repositioning

Status

· HIRA has been reviewed and the mitigation actions have been put in place.
· Toolbox talk has been conducted with all personnel to be involved in the operation.
· Location of the mooring pile to be driven next is confirmed

ROV to visually inspect the rigging on the PGF for any anamolies.
Deploy the crane stinger with the PGF lift pennant to the PGF.
Note: Zero the crane pay out meter when the ROV hook on the pennant touches the water surface.
Manoeuvre LCP as required to bring the 100MT ROV hook on the pennant close to the master link on the PGF lift rigging.
ROV to make connection between the pennant 100MT ROV hook and the masterlink on the PGF lift rigging.
Haul in on the crane to take the slack off the rigging and gradually increase the tension in the PGF lift rigging to break seabed suction until the frame lifts off seabed.
Note:Apply gradual tension on the crane wire in suitable intervals until the “breakout force” is overcome. The SWL of the rigging is 100te. If the crane wire reaches 100MT tension and the seabed suction could not be still overcome, then refer to the Sub-task #1.4 for contingency recovery procedure.
Lift the pile guide frame to ~10m above seabed.
LCP to transit to the next pile location with the PGF hanging subsea.
Note:Ensure that the transit speed is no more than 0.5 Knots
Repeat steps 14 to 21 of Sub-Task#1.1 for PGF positioning activities.

PGF Recovery

Status

Connect the PGF deployment pennant to the crane stinger on the auxiliary block on the main crane.
Repeat steps 1 to 6 of Sub-Task# 1.2 to recover the PGF from the seabed.
Haul in on the crane to recover the PGF to above waterline and land it on the barge (Swissco 81) at the planned location.
Put in the partial seafastenings to ensure that the PGF does not move.
Disconnect the crane stinger from the PGF lift rigging.
Put in place all the PGF seafastenings.

PGF Contingency Recovery

Slack off on the main crane and lay the PGF lift rigging over the rigging guide bar.
ROV to disconnect the pennant hook from the PGF rigging.
Slew the crane as required to bring the ROV hook close to one of the spudcans on the PGF under ROV instruction
ROV to offer the contingency lift grommet to the ROV ook on the crane pennant.
Haul-in on the main crane until the seabed suction on the spudcan being lifted is overcome. Monitor the tension on the crane wire required to overcome the suction. Note: The SWL of the contingency rigging is 35te.
Once the spudcan is free, lower it down slowly and slack off the lift grommet.
Repeat steps 5 & 6 above a few more times until the tension required to overcome the suction on that leg is reduced compared to the first lift.
ROV to disconnect the contingency grommet from ROV hook on the crane pennant.
Repeat steps 3 to 8 above with the other 2 spudcans.
Proceed with activities in Sub Task #1.2 to Recover the PGF from seabed.

Pile Follower Upending and Hang Off

General

This section covers the pile follower upending and hang-off operations. The pile follower will be picked up from the piles and chain barge (Terras 339), upended and hung off on the LCP starboard side. The hang off frame will be the temporary storage location for the follower between two successive pile drivings. Alternatively, the pile follower can be hung off from the starboard crane with the 36” ILT during the LCP transit from one pile location to the other. Once all the piles are driven, the follower will be laid back on the pile barge (Terras 339).

Pile Follower details

Length (m)	Pile Interface Diameter (in)	Hammer Interface Diameter (in)	Weight in air (MT)	Position of Padeye from Top of follower (m)
18.075	60	36	25.62	2.8

Lift Information

Parameter	Value	Unit
Weight in air	25.62	MT
Rigging Weight in air	4.1	MT
Total Lift Weight in air	29.72	MT
On board lifting Max Hook load (25% DAF)	32.03	MT
Max Load on each crane (45:55 split)	17.61	MT

Operational Parameters

There is no heading restriction for LCP during follower upending and hang off operations. Orientate LCP along the most favourable heading to wind and waves

Preparation for follower upending

Status

· HIRA has been reviewed and the mitigation actions have been put in place.
· Toolbox talk has been conducted with all personnel involved in the operation.
· The auxiliary hoist on the LCP main crane is reeved with the 120MT hook.
· Pile follower hang off frame is positioned on the LCP starboard side.
· Material barge (Terras 339) with the mooring piles, pile follower and chains moored on the port side of LCP.
· The stabbing guide on the follower is choked with the upending sling during barge (Terras 339) loadout.

Stab the 36” ILT into the top of the pile follower and activate the ILT.
Remove all seafastenings from the follower.

Pile Follower Upending and Hang-Off

Connect the main crane to the vertical lift grommet on the ILT and the port crane to the upending sling on the stabbing guide of the follower.
Haul in on both the cranes to take out any slack in the rigging and secure the tag lines.
Haul in on port and main cranes simultaneously to lift the follower ~2m off the barge (Terras 339) deck.
While holding the load on the port crane come up on the main crane to upend the pile follower. Note: Slew the port crane towards the barge (Terras 339) stern during upending to minimise the side lead angles on the cranes.
Slack off on the port crane and remove the upending sling from the pile follower.
Slew the main crane towards the hang off frame on the starboard side of LCP
Align the follower trunions with the trunion guides on the hang off frame and land the follower on the hang off frame.
Secure the follower to the hang off frame as required to avoid tipping over.
Release the ILT and recover from the follower.

Pile Follower Hang-Off on Crane (Alternative Procedure)

Status

· The follower is hung off at the hang off frame

Pick up 36” ILT from LCP deck using starboard crane.
Stab ILT into pile follower top and activate ILT.
Release any securing rigging between follower and hang off frame.
Haul-in starboard crane until follower is completely out of water. Keep the follower within the Hang off frame to minimise movements during vessel transit.
Transit LCP to next pile location. Note: The main crane will be holding the PGF during transit.
Align the follower trunions with the trunion guides on the hang off frame and land the follower on the hang off frame.
Secure the follower to the hang off frame as required to avoid tipping over.
Release the ILT and recover from the follower.

Mooring Pile Installation

General

This section covers the mooring pile upending, overboarding, and stabbing into the PGF operations. The mooring piles are marked with specific identification numbers 1, 2, etc. The mooring piles also have depth markings along its length to monitor the pile penetration. The depth markings start at 11m from the bottom of the pile and continue to the top at every 1m. The top and the bottom of the pile is marked with a 100mm wide band around the outer circumference of the anchor pile. The location of the padeye is also marked with a longitudinal straight line on the pile.

Anchor piles 1 to 5 are 31.8m (shorter by 0.2m) in length and the remaining piles are 32m in length. The piles will be installed in a sequence starting from the centre of the barge (Terras 339) and then moving out to the portside and starboard side to maintain the barge (Terras 339) stability in the sequence identified on the barge (Terras 339) layout.

The ground chains of each mooring leg will be pre-connected to the respective piles. The piles will have to be upended with the main and port cranes. To ensure the main crane has sufficient hook height for upending, it will be required to boom up on both the cranes for some of the piles to minimize the crane radii on both the cranes and hence gain hook height. The 3 piles (pile #5, pile #7 and pile #9) towards the portside of the barge (Terras 339) will have to be lifted horizontally with the main crane and re-positioned at the pile #3 location prior to upending. This is required to be done to ensure that the port crane has sufficient lift capacity for the upending operation.

Note that despite the difference in pile lengths, all piles shall be considered to be same and hence any pile can be installed at any pile location. Also note that individual pile marking numbers are for ID purposes only and do not correspond to pile locations.

The chain has to be installed using both the winches on material barge (Terras 339). At any given point, one of the winches (active winch) will take the catenary tension and the other winch (passive winch) will have a minimum slack and will act as a redundancy holdback.

Pile Details

Nominal Length (m)	Diameter (in)	Weight in air (MT)	Position of Padeye from Top of Pile (m)	Pile Stickup above eabed (m)
32	60”	39	11	0

Lift Information

Dual Crane Lift and Upending

Parameter	Value	Unit
Weight in air	39	MT
Rigging Weight in air (including ILT wt. + 5m of ground chain)	14.25	MT
Total Lift Weight in air	53.25	MT
On board lifting Max Hook load (25% DAF)	66.56	MT
Max Load on Main crane during upending	41.28	MT
Max Load on Port crane during upending	25.28	MT

Single Crane Lifting

Parameter	Value	Unit
Weight in air	39	MT
Rigging Weight in air (including 5m of ground chain)	1.52	MT
Total Lift Weight in air	40.52	MT
On board lifting Max Hook load (25% DAF)	50.65	MT

Pile Deployment

Parameter	Value	Unit
Weight in air	39	MT
Rigging Weight in air (including ILT wt. + 25m of ground chain)	19.45	MT
Total Lift Weight in air	58.45	MT
Total Submerged Lift Weight	50.85	MT
On board lifting Max Hook load (25% DAF)	73.06	MT
Subsea lifting Max Hook load (50% DAF)	76.28	MT

Pile Self-Penetration

Case	Minimum (m)	Maximum (m)
Pile Only	9	12

Operational Parameters

There is no heading restriction for LCP during mooring piles upending and overboarding. Orientate LCP along the most favourable heading to wind and waves. However, prior to pile stabbing into the PGF, the pile barge (Terras 339) chain chute shall be aligned along the mooring leg lay route with the barge (Terras 339) bow towards the mooring centre.

Allowable chain twist during installation is 0.50 per link. Chain twist can be monitored visually by paint marking on every other link.

Preparation for Mooring Piles Overboarding

Status

· HIRA has been reviewed and the mitigation actions have been put in place.
· Toolbox talk has been conducted with all personnel to be involved in the operation.
· The auxiliary hoist on the LCP main crane is reeved with the 120MT block.
· PGF positioned at the design pile location on the seabed.
· Pile follower is secured on the hang off frame on LCP starboardside.
· Mooring ground chain is pre-connected to the mooring pile padeye via special anchor shackle.
· One side of alternate chain links are marked with white or yellow paint for twist monitoring during laying.
· The winch wire is marked at every 5m from the end.
· Offset rom GPS antenna to the barge (Terras 339) chain chute is measured and input in the vessel navigation system.

Confirm with the project engineer the pile to be overboarded.
Ensure the mooring components identification are noted down and photographs taken. Client Representative on board to witness the anchor shackle connection to the pile.
Take out 75% of the seafastenings from the pile to be overboarded.
Check the communications between LCP and the personnel on the barge (Terras 339).

Overboarding Mooring Piles

Pick up the 60”ILT with the main crane. Zero out the crane load monitor or alternatively record the tension on the crane to know the rigging weight.
Stab the 60” ILT into the top of the pile.
Install a transponder (mini-beacon) onto crane stinger to assist with subsea positioning operations.
Connect the port crane to the upending sling at the pile bottom.
Take a bite on the chain with the 50MT barge (Terras 339) winch (passive winch) close to the bow of the barge (Terras 339). Using the other 50MT winch on the barge (Terras 339) (active winch) take another bite on the chain 2 links away from the passive winch connection point.
Gradually come up on both the cranes to take out any slack in the rigging.
Secure the tag lines as required and remove all seafastenings from the pile.
Gradually come up on both the cranes simultaneously to lift the pile ~2m off the barge (Terras 339) deck.
Hold the load on the port crane and come up on the main crane gradually to upend the pile. Note: Slew the port crane towards the barge (Terras 339) stern as required while the pile is being upended to avoid excessive side angle on the crane wires.
Slack off on the port crane and pull the choked sling out of the pile bottom. Remove the tag lines from the pile.
Slew the main crane towards the barge (Terras 339) stern to overboard the pile. Ensure that the pile is clear off from the barge (Terras 339) stern and the chain is running over the chain chute on the barge (Terras 339). Note: Zero the crane payout meter when the pile bottom touches the waterline.
Pay out on the crane to lower the pile top below the splash zone. ROV to locate the chain catenary and ensure that there is always slack in the chain. Note:Payout on the 50MT active winch as required to keep the chain catenary slack. Simultaneously pay out on the 50MT passive winch to ensure the passive winch wire is slack

Overboarding ooring Piles (Pile #5, ile #7 & Pile #9)

Reposition the cradles for the pile #3
Choke the top of the pile with a Ø38mm x 18m sling at ~1m from the end.
Using the LCP main crane and a 2 part bridle connected to the choked slings, lift the pile ~2m above the barge (Terras 339) deck.
Boom up on the crane and bring the pile over the cradles for pile #3 and place the pile in the pile #3 cradles. Note: Pile #3 will have been installed prior to pile #5, #7 & #9. Hence the pile #3 cradles will be empty.
Disconnect the bridle from the choked slings and remove the choked sling from the top of the pile.
Continue with steps 1 to 12 of Sub Task#3.2 for the remainder of overboarding activities.

Mooring Pile Stabbing into the PGF

Manoeuvre LCP as required to set up barge (Terras 339) stern at the PGF location and the barge (Terras 339) longitudinal axis along the mooring leg lay route.
Lower pile through the water column until the pile bottom is ~5m above the top of the PGF by paying out on crane. Payout on the chain with the 50MT winch as required. Note:
· ROV to confirm the elevation at the bottom of the pile.
· Ensure ~5m of chain is hanging down from the pile padeye. ROV to ensure that the chain catenary is maintained slack throughout pile stabbing operation.
All stop on the pile lowering whenever the 50MT active winch wire reaches the barge (Terras 339) stern. Secure the chain on the barge (Terras 339) using the chain lock off rigging. Slack off the active and passive winch wires and disconnect from the chain.
Haul-in the active and passive winch wires and connect them to the chain closer to the bow. Haul in on the active winch to take chain catenary tension and to slack off the chain lock off rigging. Keep the passive winch wire slack.
Remove the chain lock off rigging and continue to lower the pile and payout on the chain.
Under ROV instruction, gradually lower the pile and position the pile ~1m above the entry funnel of the PGF within the periphery of the entry funnel.
ROV to confirm that the orientation fin on the pile is within the envelope marked on the PGF funnel. Note: The orientation guides within the PGF and the orientation fin on the pile ensure that the pile is orientated in line with the PGF heading.
Once ROV confirms that the pile orientation fin is within the entry envelope of the PGF, gradually lower the pile into the PGF by paying out on the crane. Note: Payout on the 50MT winch as required to ensure ~5m of chain is hanging down from the pile padeye.
Keep paying out on the crane, 50MT active and passive winches and the ILT hoses in increments of 3m until the crane load monitor reads zero load or the weight of the rigging only implying the self penetration has completed. Alternatively, ROV to monitor the orientation of the lift shackle on the hammer. If it is upright, it implies it is still holding the weight of the hammer and if it is lying at an angle, implies that the self-penetration has completed. Note:
· The self penetration of the piles is expected to be between 9m and 12m.
· Survey shall continuously monitor the position & orientation of the PGF during pile installation and self-penetration.
Once the pile penetration stops, payout additional 1m on the crane wire and on the chain and monitor pile for 2 minutes to ensure the completion of self penetration.
ROV to read the pile marking on the seabed to estimate pile self penetration. Alternatively, if the visibility on the seabed is poor, ROV to read the pile marking coinciding with the sleeve on the PGF to estimate self penetration of the pile.
Record the self penetration of the pile on the relevant record sheet.
Release the pressure on the ILT and recover the ILT to LCP deck.

Pile Driving

General

This section covers the hammer upending, assembling hammer with the follower, stabbing the follower into the pile and driving the pile to design depth operations. The follower has depth markings along its length to monitor the pile penetration. The depth markings start from the base of the follower stabbing guide and are a continuation of the pile depth markings extended to the top of the follower at every 250mm. At every metre a number corresponding to the depth is also marked to ease reading the pile penetration.

Since the stabbing guide on the follower will penetrate into the seabed during pile driving, a soil plug may potentially be formed inside the follower.

Pile Hammer Details

Length (m)	Sleeve inner Diameter (in)	Weight in air (MT)
12.46	56” ID modified to suit 36” OD follower	52.5

Lift Information

Parameter	Value	Unit
Weight in air (hammer + follower)	78.12	MT
Rigging Weight in air	1.97	MT
Max Soil Plug Weight in air. (density of soil 1.75MT/m3)	8.92	MT
Max Soil Plug Submerged Weight	3.67	MT
Total Lift Weight in air (including soil plug)	89.01	MT
Total Submerged Lift Weight (including soil plug)	73.35	MT
On board lifting Max Hook load (25% DAF)	111.26	MT
Subsea lifting Max Hook load (50% DAF)	110.02	MT

Pile Self-Penetration

Case	Minimum (m)	Maximum (m)
Pile Only	9	12
Pile + Follower + Hammer	9	21

Pile Driving Parameters

Pile driving refusal is defined as the point where pile driving resistance exceeds either:

300 blows per foot (0.3m) for five consecutive feet (1.5m)

800 blows per foot (0.3m) of penetrat

If there has been a delay in pile driving operations for one hour or longer, the above shall not apply until the pile has been driven at least 1 foot (0.3m) following resumption of pile driving.

Operational Parameters

Since the mooring chain catenary is connected to the pile and suspended from the barge (Terras 339) deck, it is important to maintain the heading of the barge (Terras 339) with the chain chute along the mooring leg lay route and the bow towards the mooring center throughout the pile driving operation.

Allowable chain twi t during installation is 0.50 per link. Chain twist can be monitored visually by paint marking on every other link.

Preparation for Hammer-follower assembly overboarding

Status

· HIRA has been reviewed and the mitigation actions been put in place.
· Toolbox talk has been conducted with all personnel to be involved in the operation.
· Pile follower is hung off vertically at the hang off frame.
· Mooring pile is stabbed into the PGF and pile self-penetration is completed.

Connect the hammer follower assembly rigging to the padeyes on the hammer sleeve leaving the follower ends free.
Install a transponder (mini-beacon) onto main crane stinger to assist with subsea positioning operations.
Zero out the crane load monitor or alternatively record the tension on the crane to know the rigging weight.
Connect the main crane stinger to the hammer lift grommet.

Pile hammer upending and assembling with follower

Come up on the main crane and slew as required to upend the hammer about the trunions on the sleeve. If the hammer is stored vertically on the hammer stump, come up on the main crane and pick up the hammer until the hammer sleeve is clear of the hammer stump.
Slew the crane towards the hang off frame on LCP star board side. Note: Ensure the hammer hoses are slack enough and do not get snagged with any object on the deck.
Gradually lower the hammer sleeve over the follower.
Connect the free ends of the hammer follower assembly rigging to the padeyes on the follower.

Overboarding the hammer follower assembly and stabbing the follower into the pile

Remove any lashings from the follower.
Haul-in on the crane and boom down as required to bring the hammer-follower assembly out of the hang off frame.
Slew the crane towards the stern of the barge (Terras 339). Note: Ensure the hammer hoses are sufficiently slack.
Lower down the hammer-follower assembly at the pile location by paying out on the crane until the bottom of the follower is ~2m above the pile top. Note:
· Zero the crane payout meter when the bottom of the pile follower touches the waterline.
· Deploy, ROV to monitor the hammer/follower assembly descent through the water column and confirm the depth between the follower bottom and the pile top.
Under ROV Instruction, adjust the crane boom and slew angle as required to centralize the follower stabbing guide with the pile.
Ensure that there is a slack chain catenary of ~5m hanging down from the pile padeye and a slack hammer hose catenary of at least 5m hanging down from the connection point on the hammer. Note:
· When the hammer and follower are landed on top of the pile, the additional weight will cause the pile to penetrate further into the seabed.
· Re-rig the 50MT active and passive winch wires to th chain near the bow of the barge (Terras 339) to allow chain payout for another stroke length
· Be ready to pay out on hammer hoses to keep the hoses slack at all time.
Keep paying out on the crane, 50MT active and passive winches and the hammer hoses in increments of 3m until the crane load monitor reads zero load or the weight of the rigging only implying the self penetration has completed. Alternatively, ROV to monitor the orientation of the lift shackle on the hammer. If it is upright, it implies it is still holding the weight of the hammer and if it is lying at an angle, implies that the self-penetration has completed. Note: The self penetration of the piles is expected to be between 9m and 21m.
Once the pile penetration stops, payout additional 1m on the crane wire and on the chain and monitor pile for 2 minutes to ensure the completion of self penetration.
ROV to read the pile marking on the seabed to estimate pile self-penetration. Alternatively, if the visibility on the seabed is poor, ROV to read the pile marking coinciding with the sleeve on the PGF to estimate self-penetration of the pile.
Survey to confirm the PGF installation position and orientation. ROV to check the bullseye on the PGF as a measure of verticality
Record the self-penetration, final position, orientation and verticality of the pile on the relevant record sheets and obtain client acceptance.
ROV to recover the transponders from the transponder buckets on the PGF.

Pile Driving

Ensure that the crane wire has ~1m slack on it and the hammer hoses and chain catenary shall be maintained sufficiently slack throughout pile driving. All payouts to be synchronized with the pile penetration which shall be monitored by ROV.
Commence pile driving with 5% hammer efficiency and then gradually increase it to upto 20% until the pile is driven to 21m depth. After the pile is driven to 21m depth, continue with 20% efficiency until the pile is driven to target depth.
ROV to monitor the following at all times during the piling operations:
· The top of the PGF to estimate the pile penetration.
· The hammer hoses, lift rigging and chain catenary to ensure that there is sufficient slack in the lines and that they remain clear of the hammer and guide frame. Note: ROV should maintain a suitable clearance from the pile hammer when it is operating.
When the pile padeye is ~1m above the PGF funnel, ROV to check that the chain catenary is hanging towards the opening on the pile guide frame sleeve. Note: Adjust the chain catenary as required by paying out or hauling in on the chain winch.
Piling Hammer Technician(s) to record a running log of all pile driving operations throughout the piling process. As a minimum, the following shall be recorded via the pile hammer control data logger:
· Project Name and Date
· Pile Identification
· Mooring Leg Identification
· Running Time
· Blow Energy
· Blow Count
· Pile Penetration
· Events or anomalies
Stop the pile driving operations, if the 50MT active winch wire reaches close to the barge (Terras 339) stern. Secure the chain, take another bite with the active and passive winches, disconnect the lock off rigging and then resume pile driving operations.
When the mooring padeye is approximately 0.5m above the seabed, ensure that the mooring chain is in a suitable configuration to continue driving pile to final depth. Note: If required, stop the pile driving operations to adjust the chain catenary as required.
Continue driving until the target penetration depth is reached. Notes: ROV to confirm that the target penetration has been achieved by viewing the pile/follower interface at the seabed. Alternatively, it can also be confirmed if the ROV views the depth marking on the follower coinciding with the top of the PGF.
Complete the pile driving log. Record the final pile penetration and complete the relevant piling datasheets and obtain client approval. Note: Project Engineer and Client Representative to witness the pile at the target penetration.

Recovery of Piling hammer

Gradually increase the tension on the crane wire to pull the follower out of the pile. Note: The pile follower may be full of mud due to the presence of soil plug.
Come up on the crane until the follower is clear of the PGF
Haul in the crane and slew as required to bring the hammer follower assembly to the starboard side of LCP. Ensure the crane wire is sufficiently outboard of the hang off frame. Recover the hammer hoses to catch up with the haul-in speed of the crane. Note: ROV to monitor the hammer recovery and ensure that the crane haul-in and the hammer hose recovery are synchronized and the hammer hoses are not getting entangled.
Once the follower is out of water, bring the follower within the hang off frame and align the follower trunions with the trunion guides on the hang off frame and land the follower on the hang off frame.
Secure the follower to the hang off frame as required to avoid tipping over.
Disconnect the hammer follower assembly rigging from the padeyes on the follower
Haul-in on the crane to slide the hammer sleeve clear off the follower. Note: Ensure the hammer hoses are slack
Slew the hammer towards the hammer upending frame and laydown the hammer on the support frame. Alternatively stab the hammer on the hammer stump and store vertically on the deck.
Disconnect the crane stinger from the hammer lift grommet.

Ground Chain Installation

General

This section covers the ground chain installation operations. Ground chain will be pre-connected (during Load out) to the anchor pile via special anchor shackles. Following pile driving activities, ground chain section will be installed and abandoned to seabed. After completion of pile driving of each leg, each ground chain end will recovered to LCP deck and pre-tensioned.

Chain Details

Parameter	Ground Chain
Number of Lines	9
Grade / Type	R3 / Studless
Diameter x Length	Ø114mm x 345.6m
Unit Weight (Air / Submerged)	260kg/m
Minimum Breaking Load	1031MT

Note: The free tail of the ground chain consists of 20 links of 144mm R3 chain

Shackle Details

The mooring chains will be connected to the piles via offshore special shackles. Important details of the shackles are summarised in the table below.

Parameter	Offshore pecial Shackle
Number of Shackles	10
Grade / Type	R3 / D-Type, Round Pin, LTM
Unit Weight (Air / Submerged)	1056kg / 919kg
Minimum Breaking Load	1031MT

Lay Information

Chain Section

Layback (m)

Max. Static Tension (MT)

Max. Dynamic Tension (MT)

Ground Chain

20 (Min)

16.9

18.4

35 (Max)

18.7

20.8

Operational Parameters

The heading of the barge (Terras 339) is to be maintained with the chain chute along the mooring leg lay route and the bow towards the mooring centre throughout the ground chain lay operation.

Allowable chain twi t during installation is 0.50 per link. Chain twist can be monitored visually by paint marking on every other link. The allowable mooring chain lay corridor is 4m i.e +/-2m on either side of the design route.

Chain Laying

Status

· HIRA has been reviewed and the mitigation actions have been put in place.
· Toolbox talk has been conducted with all personnel to be involved in the operation.
· Pile driving to target depth is completed.
· Pile hammer and follower assembly recovered and secured.
· One side of alternate chain links are marked with white or yellow paint for twist monitoring during laying.
· The 50MT active and passive winch wires are marked at every 5m to ease chain payout during lay and abandonment.

Payout on the 50MT active and passive winch and lay the chain while simultaneously stepping ahead the vessel (LCP) along the mooring leg lay route.

Note:

· Barge foreman to monitor the chain as it is getting overboarded to ensure no twists are induced.
· ROV to continuously monitor the catenary TDP as well as chain twist.
· Adjust the catenary as required to be within the layback range specified.
· Survey to take fixes at the chain TDP on the seabed as the chain is being laid to plot the as-laid chain route.

All stop whenever the active winch wire connection to the chain reaches the barge (Terras 339) stern, secure the chain, take another bite with the active and passive winches, disconnect the lock off rigging and then resume chain laying operations.
Once the end of the chain is sufficiently forward of the chain lock off padeyes, secure the chain using the chain lock off rigging and disconnect the winch wires.

Chain Abandonment

Connect the chain A&R rigging to the 6th link from the end on the chain. Mark the mooring leg no. on the subsea buoy.
Connect the chain deployment pennant to the 50MT winch and the pennant 40MT ROV hook to the masterlink on the A&R rigging.
Using a 30m pennant (doubled up) connect the main crane to the second link (towards the pile) from the A&R rigging connection link. Keep the crane slack.
Haul-in the winch wire and take catenary tension on the winch and disconnect the lock off rigging.
Payout on the 50MT winch and walk the crane block with the chain as required.
When the crane connection point on the chain is ~2m away from the chute, come up on the crane to cross haul the catenary tension from the winch to the crane while overboarding the A&R rigging and the chain deployment pennant ROV hook. Note: Ensure that the A&R rigging and the chain deployment pennant ROV hook do not run on the chute under catenary tension.
Once the A&R rigging and the chain deployment pennant are overboarded past the chute, slack off the crane and transfer the catenary tension to the winch.
Bring the crane hook on the barge (Terras 339) deck and disconnect one side of the pennant from the hook and strip the pennant out of the chain by coming up on the crane.
Payout on the winch and simultaneously step the vessel (LCP) ahead along the planned chain abandonment route. Note:
· Barge foreman to monitor the chain as it is getting overboarded to ensure no twists are induced.
· ROV to continuously monitor the catenary TDP as well as chain twist.
· Adjust the catenary as required to be within the layback range specified.
· Survey to take fixes at the chain TDP on the seabed as the chain is being laid to plot the as-laid chain route.
Land the chain on the seabed. Slack off the winch wire and ROV to disconnect the deployment pennant hook from the A&R rigging and recover the pennant to deck. ROV to confirm that the A&R rigging is kept off the mud with pre-attached buoyancy.
ROV to take a fix at the A&R rigging connection chain link. Survey to mark the chain position on the survey screen.

Ground Chain Pre-Tensioning

This section covers the ground chain pre-tensioning operation. The pre-tensioning operation will be carried out after all the mooring piles and ground chain sections are installed. Prior to beginning the pre-tensioning operation, it is required to cast away the chain barge (Terras 339) to maximize the utility of vessel bollard pull towards tensioning operation. There is no specific mooring leg sequence to be followed for the pre-tensioning operation.

Pre-Tensioning Information

Parameter	Value	Unit
Target Pre-tensioning load to be read on the A R winch Load Monitor	184	MT
Hold Period	30	minutes

Operational Parameters

The heading of LCP is to be maintained with the chain chute along the mooring leg lay route and the bow towards the mooring centre for ground chain recovery and abandonment operations. For pre-tensioning, LCP longitudinal axis (A&R winch wire firing line) shall be aligned along the mooring leg lay route with LCP bow towards the mooring centre.

Allowable chain twist during installation is 0.50 per link. Chain twist can be monitored visually by paint marking on every other link. The allowable mooring chain lay corridor is 4m i.e +/-2m on either side of the design route.

Ground Chain Recovery

Status

· HIRA has been reviewed and the mitigation actions been put in place.
· Toolbox talk has been conducted with all personnel to be involved in the operation.
· All mooring piles installed and the ground chain ends abandoned to the seabed.
· Pile barge (Terras 339) is cast away.

Connect the chain recovery pennant to the crane stinger on LCP main crane.
Position LCP chain chute at the ground chain A&R rigging location with the bow towards the mooring centre
Deploy ROV to locate the A&R rigging on the chain.
Pay out on the main crane to deploy the recovery pennant subsea.
ROV to connect the pennant ROV hook to the master link on A&R rigging. Note: FE to confirm that the ROV hook is connected to the correct chain
Haul-in on the crane to recover the chain to LCP deck level while simultaneously stepping the vessel astern at the same rate. Note: ROV to closely monitor the chain touchdown point.
Connect the 50MT winch wire to the chain end and cross haul the catenary tension from the crane to the 50MT winch. Note: Ensure that the A&R rigging and the chain deployment pennant ROV hook do not run on the chute under catenary tension.
Once the last link of the chain is pulled sufficiently past the lock off padeyes, secure the chain using the lock off rigging. Slack off and disconnect the 50MT winch wire and the crane from the chain.

A&R Winch Wire Cross Haul

Boom out the crane (at minimum working radius) at 90degrees to the LCP stern.
Payout on the crane wire and haul-in on the crane tugger as required to bring the crane hook close to the pipe tunnel opening on the LCP stern.
Choke the A&R winch wire behind the socket with a 1MT soft sling.
Using a pennant connect the crane hook to the choked sling on the A&R wire.
Slack off the crane tugger while simultaneously pay-out on the A&R winch wire as required to pull the A&R wire out of the pipe tunnel. Note: Payout on the A&R winch as required to keep the A&R wire slack.
Lock off the A&R wire socket on the deck using a static rigging.

Ground Chain Pre-Tensioning

Remove the A&R rigging from the chain.
Connect the A&R winch wire to the chain via tensioning rigging.
Using a 30m pennant (doubled up), connect the 50MT winch wire to the 200MT shackle connected to the A&R wire socket.
Using another 30m pennant (doubled up) connect the crane to the chain end link.
Take tension on the 50MT winch and disconnect the chain lock off rigging and the A&R wire lock off rigging.
Haul-in on the crane to cross-haul the chain catenary tension from the 50MT winch to the crane while overboarding the tensioning rigging. Note: Ensure that the tensioning rigging does not run on the chain chute under catenary tension.
Once the catenary tension is on the crane, disconnect the 30m pennant from the 50MT winch and strip the pennant out of the chain.
Step the vessel towards the portside and slew the crane towards the pipe tunnel as required so that the vessel is aligned along the mooring leg lay route with the bow towards the mooring centre and the A&R wire firing line is aligned along the mooring chain catenary.
Haul-in the A&R winch until the slack in the A&R wire is taken out.
Payout on the crane to slack off and transfer the catenary tension to the A&R winch wire.
Haul-in the &R winch until the A&R wire socket is just outboard of the pipe tunnel.
Haul-in on the crane tugger to bring the crane hook close to the pipe tunnel opening on the LCP stern.
Disconnect the 30m pennant from the crane hook leaving it connected to the tensioning rigging. Mouse both legs of the pennant together and tie a 1”x ~30m poly rope to the pennant.
Slack off the crane tugger and slew the crane away.
Payout on the A&R winch while simultaneously stepping the vessel ahead until sufficient length of A&R wire is spooled out. Note:
· The A&R winch wire needs to be spooled out and respooled under tension prior to pre-tensioning to avoid the wire from the upper layer digging into the lower layers.
· Once ~25m of A&R winch wire is paid out, secure the end of the polypropylene rope onto the A&R wire.
Haul-in the A&R winch wire while simultaneously stepping the vessel astern maintaining sufficient tension on the A&R wire to re-spool on the drum. Note:
· Disconnect the polypropylene rope end from the A&R winch wire before the connection point is hauled into the pipe tunnel and secure the end of the polypropylene rope in the pipe tunnel.
Once the chain end is close to the waterline and sufficiently away from the LCP stern, gradually increase the vessel thrust while monitoring the A&R load monitor on the bridge until the required pre-tension value is achieved. Note: Ensure that the vessel heading is maintained towards the mooring centre throughout the pre-tensioning operation. Hold the pre-tension load for 30 minutes. Note: Record the A&R winch load monitor reading, vessel heading and the vessel stern position at an interval of 1 minute throughout the hold period. Company representative to witness the pre-tensioning.
After the acceptance of the pre-tensioning, gradually reduce the vessel thrust and step LCP astern to slack off the chain catenary.
After the catenary is completely slack, haul-in on the A&R winch until the wire socket is just outboard of the pipe tunnel.
Haul-in the 1” polyrope to pull the end of the pennant within reach from the pipe tunnel opening.
Boom out the crane (at minimum working radius) at 90degrees to the LCP stern
Payout on the crane wire and haul-in on the crane tugger to bring the crane hook close to the pipe tunnel opening on the LCP stern.
Connect the ends of the pennant wire to the crane hook.
Slack off the crane tugger while simultaneously paying out on the A&R winch to transfer the catenary tension to the crane.
Step the vessel towards the starboard side and slew the crane towards the chain chute as required so that the chain chute on the vessel is aligned along the mooring leg lay route with LCP bow towards the mooring centre. Note: Payout on the A&R winch as required to keep the A&R wire slack.
Using a 18m pennant (doubled up), connect the 50MT winch wire to the 200MT shackle connected to the A&R wire socket
Haul-in the 50MT winch and cross haul the catenary tension from the crane to the 50MT winch. Note: Ensure that the A&R winch wire is not running on the chute under catenary tension
Once the last link of the chain is pulled sufficiently past the lock off padeyes, secure the chain using the lock off rigging and secure the A&R wire using a static rigging. Slack off and disconnect the 50MT winch wire and the crane from the chain along with the associated rigging.

Ground Chain Abandonment

Disconnect the tensioning rigging from the chain end and connect the chain A&R rigging to the 6th link from the ground chain end. Note: Leave the tensioning rigging connected to the A&R wire socket.
Connect the ROV hook on the chain deployment pennant to the masterlink on the A&R rigging and connect the other end of the pennant to the 50MT winch wire.
Connect the crane to the 8th or 9th link from the end with a 30m pennant (doubled-up).
Haul-in the winch wire and take catenary tension on the winch and disconnect the lock off rigging from the chain.
Haul-in on the crane to cross haul the catenary tension from the 50MT winch to the crane ensuring that the chain deployment pennant and the A&R rigging does not run on the chute under catenary tension.
Once the A&R rigging is overboarded past the chute, slack off the crane to transfer the catenary tension from the crane to the 50MT winch.
Slew the crane towards the LCP deck to bring the crane hook inboard. Disconnect the pennant from the crane hook and strip the pennant out of the chain.
Payout on the winch and simultaneously step the vessel ahead along the planned chain abandonment route. Note: ROV to monitor the catenary TDP and ensure that the chain is laid along the planned abandonment route.
Land the chain on the seabed and slack off the winch wire. ROV to disconnect the pennant hook from the A&R rigging masterlink.
ROV to take a fix at the ground chain link connected to the A&R rigging.
Haul-in the 50MT winch wire to the deck and relocate LCP to the next chain location to recover the chain.

Heavy/Top Chain Installation

General

This section covers the heavy chain and top chain installation operations. Following the pre-tensioning operation, the chain barge (Terras 339) will be brought again alongside the LCP to lay the heavy and top chain sections. Overview of the activities involved in heavy and top chain installation is as below.

Heavy/Top Chain Installation

Recover the ground chain end to barge (Terras 339) deck
Trim the excess ground chain
Make the connection between ground chain end and heavy chain end with the end joining shackle
Lay the heavy chain and top chain along the planned lay route(the connection between the heavy chain and top chain will be made during loadout)
Abandon the top chain end on the seabed.

Note that all mooring components (heavy chain, top chain and end joining shackles) are interchangeable

Chain Details

Parameter	Grou d Chain	Heavy Chain	Top Chain
Number of Lines	9	9	9
Grade / Type	R3 / Studless	R3 / Studless	R3S / Studless
Diameter x Length	Ø114mm x 345.6m	Ø156mm x 109.5m	Ø120mm x 175.1m
Unit Weight (Air / Submerged)	260kg/m	493kg/m	288kg/m
Minimum Breaking Load	1031MT	1531MT	1258MT

Note: The free tail of the ground chain consists of 20 links of 144mm R3 chain

Shackle Details

The mooring chain sections will be inter-connected with each other via offshore end joining shackles. Important details of the shackles are summarised in the table below.

Parameter	Offshore En Joining Shackle
Number of Shackles	19
Grade / Type	R3S / D-Type, Oval Pin, LTM
Unit Weight (Air / Submerged)	377kg / 328kg
Minimum Breaking Load	1258MT

Lay Information

Chain Section	Layback (m)	Max. Static Tension (MT)	Max. Dynamic Tension (MT)
Ground Chain	20 (Min)	16.9	18.4
Ground Chain	35 (Max)	18.7	20.8
Heavy Chain	20 (Min)	31.9	34.7
Heavy Chain	35 (Max)	35.4	39.5
Top Chain	20 (Min)	18.6	20.3
Top Chain	35 (Max)	20.7	23.0

Operational Parameters

The heading of the barge (Terras 339)is to be maintained with the chain chute along the mooring leg lay route and the bow towards the mooring centre throughout the heavy/top chain lay operation.

Ground Chain recovery Preparation

Status

· HIRA has been reviewed and the mitigation actions have been put in place.
· Toolbox talk has been conducted with all personnel to be involved in the operation.
· One side of alternate chain links are marked with white or yellow paint for twist monitoring during laying.
· The 50MT active and passive winch wires are marked at every 5m to ease chain payout during lay and abandonment

Bring the chain barge (Terras 339) on the portside of LCP and tie down.
Prepare the following items on the chain barge (Terras 339)
· cutting gear
· fire blankets.
· Fire water hose connected to water supply
Position barge (Terras 339) chain chute at the ground chain A&R rigging location with the bow towards the mooring centre.

Ground Chain Recovery

Connect the chain recovery pennant to the crane stinger.
Deploy ROV to locate the A&R rigging on the chain.
Pay out on the crane to deploy the recovery pennant subsea.
ROV to connect the pennant ROV hook to the master link on A&R rigging.
Haul-in on the winch to recover the chain to barge (Terras 339) deck while simultaneously stepping the vessel astern at the same rate. Note: ROV to closely monitor the chain touchdown point and the chain catenary.
Connect the 50MT winch wire to the chain end and cross haul the catenary tension from the crane to the 50MT winch. Note: Ensure that the A&R rigging and the chain deployment pennant ROV hook do not run on the chute under catenary tension.
Once the last link of the chain is pulled sufficiently past the lock off padeyes, secure the chain on the barge (Terras 339) deck using the lock off rigging. Slack off and disconnect the 50MT winch wire and the crane.

Ground Chain Trimming

Count the number of links from the ground chain end and mark the chain link to be cut. Note: Company representative to identify and advise the chain link to be cut and witness the cut.
Using fire blankets as required, cover the chain on the pile side of the marked link (link to be cut). Note: Ensure that other portions of chain which will be part of the permanent moorings will not be damaged due to heat.
Cut the marked link with the burning gear ensuring the burning nozzle is pointed towards the chain end.
Pour water on the cut chain section and put aside the cut chain.

Heavy Chain and Top Chain Laying

Pull out the heavy chain end closer to the ground chain end and make the connection between the heavy chain and the ground chain with the end joining shackle. Record the shackle id on the mooring component traceability record sheet and take photographs. Client Representative to witness the ground chain to heavy chain connection and the heavy chain to top chain connection Note: The pin of the joining shackle shall be towards the pile.
Continue with steps 1 to 3 of Task Plan 5, Sub Task#5.1 for chain laying activities. Note: Ensure that the joining shackle between the heavy chain and the top chain has its pin in the heavy chain and the body in the top chain.
Continue with steps 1 to 11 of Task Plan 5, Sub Task#5.2 for chain abandonment activities.

FSO HOOKUP AND TENSIONING

The Scope of Work for mooring system hookup and tensioning in sequence of installation activities is listed below

Arrival of FSO onsite and hand-over to Contractor Tow Master
Transfer rigging container and rigging team to FSO
Hook-up FSO positioning tugs to FSO and establish positioning control
LCP arrive onsite and recover of first chain leg from seabed
Transfer of pull-in rope from FSO to Lewek Champion
Connection of pull-in rope to chain end link and pull in to FSO chain stopper
Pull-in of remaining chains to FSO chain stoppers
Disconnection of bow positioning tugs
Tensioning of chains to target tension
Cutting of excess chain, recovery of cut sections from chain table and stockpiling on FSO deck
Perform as-built survey of chain catenaries

ENGINEERING

Mooring System Installation Data

Installation engineering for mooring system installation comprises static and dynamic analysis and includes the following

Ground Chain Lay
– Ground chain lay from material barge
– Ground chain abandonment from material barge
Ground Chain Pre-tensioning
– Ground chain recovery on LCP
-Ground chain pre-tensioning on LCP
– Ground chain abandonment from LCP
Full Chain Lay
– Ground chain recovery on material barge
– Full chain lay from material barge
– Full chain abandonment from material barge
Chain Hook-up
– Full chain recovery from LCP
– Chain hook-up from LCP to FSO
– Chain Tensioning

The outputs will be compiled into a Mooring Installation Analysis Report which will be referenced offshore during actual installation.

Chain Hookup and Tensioning Equipment

The following is the particulars of chain handling equipment onboard LCP:

Equipment	Particulars	Quantity
Overboarding chute	Type : Deck level chain overboarding chute Radius : 1.5 m Weight(air) : 3.0 MT	1 x unit
A&R Winch	Type : Hydraulic Winch Make : Jack Winches Capacity : 50 MT	1 x unit
ROV Spread (24 hr operation)	Type : Subsea Vehicles Make : EMAS XLS Dimension : 1.80 m x3.23 m x 2.13 m Capacity : 150 HP Work Class	1 x LARS 1 x Control Container 1 x Workshop Container
Diving Spread (24 hr operation)	Type : Air / SAT Diving System	2 x Air LARS 1 x Air Control Container 1 x Decompression Chamber Container 1 x SAT LARS

Equipment	Particulars	Quantity
		1 x SAT Control Container 2 x SAT Living Chamber 1 x Workshop Container Ancillary items as required
Survey Equipment (LCP)	Type : Vessel Based DGPS + Heading + USBL+Tug Management System	2 x DGPS (LCP) 2 x Heading Sensors (LCP) 1 x DGPS (LKT) 1 x Heading Sensors (LKT) Navigation Computer System (LCP and LKT) 1 x Gyro 2 x USBL Receiver 8 x USLB Beacons
Survey Equipment (FSO)	Type : Vessel Based DGPS + Heading + USBL+Tug Management System	2 x DGPS (FSO) 1 x Heading Sensors (FSO) 1 x Data Telemetry & UPS (per FSO) 1 x C-Nav DGNSS System (per AHT) 1 x Heading Sensors (per AHT) 1 x Monitor (per AHT) 1 x Data Telemetry & UPS (per AHT)

Chain Hookup Materials and Installation Aids

This section details the project material and installation aids required for chain hook-up to FSO. The following table details the list of materials and installation aids:

	DESCRIPTION	SUPPLIED BY
1	Permanent Material :
	9 x Chain Mooring Legs (Ground Chain, Weight Chain and Top Chain)	Company
	FSO Chain Table c/w 9 x Chain Stoppers	Company

2	Temporary Installation Aids :
	2 x LLLC Connector	Company
	Chain Recovery Rigging (pre-installed onto chains)	EMAS-AMC
	FSO Pull-in Arrangement inc. 200 MT winch, pull-in rope, turndown sheave, etc	Company

GENERAL PERTANENT INFORMATION

Mooring Chains

Parameter	Ground Chain	Heavy Chain	Top Chain
Number of Lines	9	9	9
Grade / Type	R3 / Studless	R3 / Studless	R3S / Studless
Diameter x Length	Ø114mm x 345.6m	Ø156mm x 109.5m	Ø120mm x 175.1m
Unit Weight (Air / Submerged)	260kg/m	493kg/m	288kg/m
Minimum Breaking Load	1031MT	1531 MT	1258 MT

FSO Summary Details

The general particulars of the FSO are listed below:

Length Between Perpendiculars (LBP)	=	258.00 m
Length Overall (LOA)	=	262.40 m
Beam (B)	=	46.00 m
Depth (D) Tow Draft (mean)	= =	23.90 m 7.76 m

Displacement (ballast) = 76,336 MT Refer H5001_K2000401_GA for FSO general arrangement drawing The installation location for the FSO turret centerline is below.

Easting: 744 225.6 m

Northing: 1 007 557.5 m

Anchor leg horizontal tension angle: 44 degrees

Note: the above figures represent mean position of the FSO without any environmental forces acting on the FSO. Final acceptance of the FSO installation location will be at the discretion of Company representative and mooring system design engineering company representative.

Station Keeping Capabilities

It is imperative that the FSO can be held on station and not permitted to yaw, sway or surge uncontrollably during final positioning whilst the FSO is near the LCP and other marine vessels during hook-up of the mooring chains. Therefore, to gain an understanding of the control of the FSO, station keeping familiarization will be undertaken as the FSO moves from the end tow location approximately one (1) nautical mile North West of the turret center.

FSO Pull-in Winch

The FSO shall be outfitted with a 200 MT pull-in winch complete with a 200 MT SWL 12 strand Dynema rope. The pull-in winch shall be used to recover the mooring chains into the FSO chain stoppers and for the final anchor leg tensioning. Refer Appendix 2 for pull-in winch specifications and Appendix 3 for Dynema rope specification and splicing instructions.

FSO Installation Tolerances

The FSO shall be installed relative to the position of the turret design center with the following tolerances.

·	Position Tolerance:	2.0 m radius from center
·	Anchor leg pretension angle	± 1.5 degrees
·	FSO heading during pull-in	± 5 degrees
·	Chain Twist	0.5 degrees per link

The control of the final position of the turret will be confirmed on the basis of link counting and chain angle measurement. Identifying links will be painted during chain handling onboard the LCP before handover to the FSO. The target link will also be verified by rigging crew onboard the FSO during chain pull-in. After target link is engaged in the chain stopper, chain angle measurement using digital inclinometer onto the chain stopper shall be performed. Final acceptance of the chain tensioning shall be performed in conjunction with Company representative and mooring system design engineering company representative.

SITE SPECIFIC SURVEY

General

The primary survey system used through the installation for barge positioning and vessel tracking is DGPS. A computerized barge navigation system will be utilized to graphically display the current location and heading of the Lewek Champion in relation to the permanent structures and pipelines in the vicinity. The position and heading of the anchor handling tugs and FSO will also be displayed using a telemetry system which interfaces with the LCP navigation computer.

This section outlines the survey procedures to be used to perform the required surveying before, during and after the mooring system installation. Further technical specifications on the above mentioned systems can be found in Survey Procedure for Offshore Installation. Refer 16002-CNC-OP-GEN-0001 and 16002- CNC-OP-GEN-0004 for project specific survey procedures and relevant addendums

Pre-Installation Survey

No pre-installation survey of the chains shall be performed unless any abnormalities are observed at any position on the chain. The as-laid survey of the chains shall be used as the pre-installation survey for the chain installation.

Installation Surveying

During chain hook-up the main survey activities will consist of barge track control, chain profile checks and chain touchdown tracking (where applicable). Critical areas of observation will be handshaking the chain to the pull-in winch and monitoring for chain twist. Refer 16002-CNC-OP-GEN-0001 and 16002-CNC-OP- GEN-0004 for project specific survey procedures and relevant addendums and 16002-EMA-OP-ROV-0001 for ROV Procedures

FSO Telemetry System

The FSO and positioning tugs shall be provided with a survey telemetry system enabling the positions of the FSO and all positioning tugs to be monitored onboard the FSO and LCP survey stations. Monitors on all vessels will provide real time positioning information for each vessel

All survey and navigation equipment used to position the FSO are defined below and used to accurately position the FSO within the specified tolerances. As a minimum, the FSO will depart with the following having been installed by the survey Subcontractor as part of the mobilization:

CNav DGPS Positioning System
Meridian Survey Gyrocompass
EIVA NaviPac STD Navigation and Positioning Software
Positioning Computer System and Helmsman Display
Satel 3AS Data Telemetry Links (to/from LCP)
Satel 3AS Data Telemetry Links (DGPS signals & TMS Links to/from LCP)
TMS and Positioning Computer System and Helmsman Displays
Hemispher VS100 GPS Compass

Survey equipment should be set up in the temporary bridge of the FSO providing easy access for the Tow Master.

GPS antennae and a wireless radio data modem will be set up on top of the turret super-structure. The mechanical gyro and survey office will be set up in the temporary bridge also

Underwater Positioning

Underwater positioning will be performed using an Ultra Short Base Line (USBL) acoustic tracking system. The system consists of acoustic beacons which will be attached to the ROV, crane hook, handling frames or divers to provide positional data to the vessel. The beacons are interrogated by a hydrophone suspended under the vessel. The return signals are then used to generate a distance, heading and depth from the hydrophone.

The system is interfaced to the barge or vessel navigation system, and the positions of the beacons are graphically displayed on the computer monitor. This allows accurate underwater positioning for ROV’s, crane hook, handling frames and divers. This system is further supplemented by the ROV’s sector scan sonar, and enhances performance where visibility is limited. Refer 16002-CNC-OP-GEN-0001 and 16002- CNC-OP-GEN-0004 for project specific survey procedures and relevant addendums and 16002-EMA-OP- ROV-0001 for ROV Procedures

As-Built Survey

As-built surveys shall be performed after hook-up and tensioning is complete. The following information shall be obtained during the as-build survey.

Visual record and catenary profile of chain from FSO turret to touchdown using ROV
Visual record of chain twist (if any) from FSO turret to touchdown using ROV
Touchdown point of chains onto seabed verified by ROV
Record of any abnormalities or debris by ROV within 10 meters either side of chain lay route from FSO to touchdown
Record of position of FSO together with associated environmental conditions

HOOK–UP AND TENSIONING PROCEDURES

This section details the hook-up and tensioning procedures of the pre-installed mooring system to the FSO. Upon arrival of the FSO onsite and handover to Contractor, the towing tugs shall be rearranged to the positioning configuration consisting of three anchor handling tugs as per 16002-EMA-OP-FSO-1068. Prior to arrival of the FSO on site an independent rigging team complete with rigging accessories shall have been mobilized to the FSO. Two tow masters shall also be stationed onboard the FSO to maintain positioning and heading control of the FSO from time of handover from the towing vessels, to completion of offshore installation activities. Surveyors and survey equipment will also be transferred at this time. Positioning equipment initialized, tested, and verified.

Immediately before commencement of installation, a kickoff meeting shall be conducted onboard the FSO with all relevant personnel from FSO and Lewek Champion to align the offshore team with the approach

and sequence to be adopted to complete hook-up of the FSO. Kick-off meeting onboard FSO shall be conducted after kick-off meeting with Erawan OIM. Sequence may be modified at discretion of CAR onboard LCP.

Sequence of chain hook-up shall be weather dependent, however based on prevailing weather conditions, the planned sequence is to hook up the center chains from the West and South East mooring clusters first with the approach angle for the FSO onto location from the North East. Following hook-up of the initial two chains, the FSO will be rotated counterclockwise for hook-up of the North East center chain. The remaining chains will then be hooked up in such a way as to minimize vessel movements and maintain FSO heading into the weather as far as possible.

Initial hook-up of the chains will be to the first link only to obtain the “storm safe” condition at which point the bow positioning tugs will be released. Final chain tensioning will be continued until target links and chain catenary angles are obtained.

The hook-up procedure has been divided into the following sub-sections.

Hook-up Sequence
Vessel location and positioning
FSO Preparation Works
Lewek Champion Preparation Works
Mooring Chain Recovery
Initial Pull-in of Mooring Chain
Chain Tensioning

Weather Limiting Criteria

The limiting weather criteria described below is defined primarily by the ability of the positioning tugs to maintain the FSO position and heading during the chain hook-up operations. The limiting criteria are based on beam sea conditions which are considered the worst possible loading conditions on the FSO.

Significant Wave Height (Hs)	=	1.5m
Wind Velocity (1 hr average, Vs)	=	9.4 m/s
Current Velocity (maximum near surface, Vc)	=	0.26 m/s

While the above stated criteria can be used as a guide, limiting weather criteria shall be at the discretion of the Barge Superintendant and Tow Masters.

FSO Positioning Bridle Pre-Rigging and Hook-up

Positioning bridles for the FSO shall be sent to Japan and pre-rigged onto the FSO before departure of the FSO from Japan. Refer 16002-EMA-OP-FSO-DWG-1082 for positioning bridle pre-rigging drawings.

Upon completion of FSO towage to site, the 2 POSH tugs will be connected to FSO port stern and FSO stbd stern. For station keeping, the tugs shall be reconfigured with 2 tugs on FSO bow and 1 tug on FSO stern. The tow bridle for FSO station keeping shall comprises of a 6m pennant wire connected to FSO smit bracket/ bollards and fed through the panama and with 50m Dyneema rope connected to the tug’s work wire. The sequence for the tugs reconfiguration shall be as follow:

Disconnect the port stern tow wire and Posh tug to recover the tow wire back on de Connect the station keeping tow bridle pennant wire to the smit bracket on the FSO PORT STERN. Throw a heaving/ messenger line from FSO to Posh tug and transfer the Dyneema rope to the tug. Once the Dyneema rope is connected to tug’s work wire, move the tug away and take tension as per Tow Master Instruction as per 16002-EMA-OP-FSO-DWG-1068

Disconnect the stbd stern tow wire. Posh tug to recover the tow wire back on deck and relocate to FSO stbd bow. Connect the Posh tug to the bollards on the FSO STBD BOW via the station keeping tow bridle as per 16002-EMA-OP-FSO-DWG-1068

Connect the Lewek Kestrel to the bollards on the FSO PORT BOW via the station keeping tow bridle as per 16002-EMA-OP-FSO-DWG-1068

Hook-up Sequence

The following sequence shall be considered as the base case for hook-up sequence however the sequence is dependent on the onsite weather conditions and shall remain at the discretion of the Tow Master in conjunction LCP Superintendant and Field Engineer.

With the FSO heading maintained as 210 degrees and an approach from the North East onto location the first two (2) mooring chains will be the center chains on the windward side of the turret center.

Maintain FSO heading of 210 degrees, hook up chain leg #2 and #5 (in that order)
Rotate FSO to heading of 150 degrees, hook up chain leg #8
Rotate FSO to heading of 170 degrees, hook up chain leg #7
Rotate FSO to heading of 230 degrees, hook up chain leg #1 and #4 (in that order)
Rotate FSO to heading of 190 degrees, hook up chain leg #3 and #6 (in that order)
Rotate FSO to heading of 250 degrees, hook up chain leg #9

Vessel Location and Position

All positioning operations of the FSO shall be monitored by means of:

FSO control from FSO Tow Maste
General observation by Lewek Champion and FSO team members.
Lewek Champion heading monitored by bridge crew.
Survey package

The desired heading for the FSO during the initial two legs of chain hookup is 210 degrees based on prevailing weather conditions forecast for the hook-up period.

Prior to operations commencing, the Lewek Champion Master and Superintendant shall assess the local environmental conditions, which shall include but not be limited to the following factors:

Weather forecast (to establish / confirm weather window)
Tidal stream and velocity
Ground swell direction
Wave height and direction
Wind direction and velocity

During all activities within the FSO swing circle, the Lewek Champion bridge shall display the FSO and its swing circle, the stern AHT, ROV and installation vessel positions. It shall also display the FSO anchor chain positions, PLEM and mid water arch.

FSO Preparation Works

Before commencing the chain pull-in operations, the following preparatory works shall be completed by the FSO team.

Mobilize FSO rigging personnel and Tow Masters onboard FSO and complete necessary inductions
Mobilize Survey personnel and equipment to FSO. Initialize, test and verify equipment
Familiarize FSO rigging crew with turret area and pull-in arrangement
Establish rigging container at FSO laydown area and transport required rigging to FSO turret
Connect positioning vessels to FSO bow and stern as per 16002- EMA-OP-FSO-DWG-1068 and establish positioning control of the FSO
Inspect messenger lines moussed through chain stoppers and re- instate any missing lines
Inspect chain stoppers and verify orientation rigging and chain stopper orientation
Function test Pull-in Winch
Survey chain table and ensure correct orientation for first chain hook- up based on 210 degrees FSO heading, i.e. FSO centerline shall be orientated 210 Turret North shall be rotated 150 degrees clockwise from FSO heading. Refer 16002-EMA-OP-FSO-DWG-00340 for turret pre-set angle.
Rotate chain table using main winch to alternative heading if required due to side conditions and revised hookup sequence. Initial static force required to rotate turret is 25 MT with subsequent dynamic force of 20 MT
Inspect chain pull-in hawser marking, chain stopper marking and 10” condensate hawser marking and verify correctness as per 16002- EMA-OP-FSO-DWG-0040
Position turndown sheave in mooring hawser #2 facing forward turndown sheave as per 16002-EMA-OP-FSO-DWG-1039 Step 1
Run pull-in rope around horizontal deviation sheave, over turndown sheave and through hawser #2
Inspect and re-tag scaffolding on the underside of turret

Lewek Champion Preparation Works

Before commencement of chain recovery and handover to FSO, numerous preparation works shall be performed to prepare the LCP for recovery and handover of the mooring chain to the FSO.

Set up and function test 50 MT A&R winch on port side of LCP
Install chain overboarding chute on port stern of LCP
Install 2 x deadman grommet padeyes on port stern of LCP
Hold Kickoff meeting onboard FSO with all relevant personnel
Prepare deadman rigging and 9 sets of lowering rigging on LCP

Mooring Chain Recovery

The chains shall be recovered individually from the seabed to LCP port deck using the 50 MT A&R winch and handed over to the FSO pull-in winch. The FSO pull-in winch will then pull in the chain leg until the first link of chain is engaged in the appropriate chain stopper. Once the first link is engaged in the chain stopper, the ROV will be used to cut the 50 MT A&R winch hold back sling. The process will be repeated for all chain legs so that the first links of each chain leg are engaged in the chain stoppers. Refer 16002- EMA-OP-FSO-DWG-1035 for mooring chain recovery drawings and 16002-EMA-OP-FSO-DWG- 1036 for chain handling drawings on LCP deck.

LCP is positioned over the end of the mooring chain as per 16002-EMA-OP-FSO-DWG-1035 step 1. Vessel heading will be selected based on Site conditions and position of the FSO during the chain recovery.
ROV is launched to locate exact location of the recovery sling.
50 MT A&R Winch wire is laid on deck to aid recover of chain over stern chute
45MT ROV hook assembly is connected to the Main Crane Whip Line
ROV hook assembly is lowered into water and to within 5 meters of seabed
ROV directs ROV hook assembly over end of mooring chain.
Using ROV, connect ROV hook to abandonment rigging master link
ROV moves away from connection and inspects the chain as it is lifted by the crane. Note: The swivel has been added to attempt to eliminate any twists that may have formed in the chain during the installation.
Crane recovers chain to surface while the vessel moves the stern along the layback path as per 16002-EMA-OP-FSO- DWG-1035 step 2. Note: Stern is moved as close as possible while avoiding any hazardous areas (i.e. FSO hull).
With the assistance of the 50 MT winch, Haul chain over chain chute and onto LCP port deck until approximately 35 meters of chain is on deck as per 16002-EMA-OP-FSO-DWG-1035 step 3. Note: ensure no side loading of ROV hook, swivel, etc during recovery to deck
A deadman sling (comprising of two independent grommets) is run through the link on deck and connected to the deadman padeye with a 55 MT shackle as per as per 16002-EMA-OP- FSO-DWG-1035 step 3 and 16002-EMA-OP-FSO-DWG-1036 Detail 2
The winch wire is slacked transferring load from the winch to the deadman grommets
The recovery sling assembly is disconnected from the chain and stored in a basket on deck.
Using the crane and the 50 MT winch, the chain end link will be double backed so that the end link is positioned at the stern chute ready for connection to FSO pull-in rope
The target link, defined as the chain link at the chain stopper when chain tensioning is complete and catenary angles are achieved, shall be identified by link counting and painted white for ease of identification when the target link has reached the chain stopper

Initial Pull-in of Mooring Chain

The procedure for the retrieval of the pennant and pull-in wire and connection of the pull-in wire to the chain is detailed below.

While the LCP is recovering and preparing the chain, the FSO will be adjusting its head (as required) re- positioning the turndown sheave, passing the pull-in rope around the horizontal deviation sheave, over the turn-down sheave and down to the chain table through the appropriate chain hawser.

During the initial payout of the pull-in rope, it will be marked with paint at regular increments to identify the approximate amount paid out at any given time to enable cross referencing of the chain hand-over sequence defined in the pull-in drawings. Refer to 16002-EMA-OP-FSO-DWG-0037 for sequence drawings of chain hook-up and initial pull-in to FSO.

Bring FSO onsite using positioning tugs as per 16002-EMA-OP-FSO- DWG-0036 approaching from the North East
Stabilize FSO with turret positioned at the design center
Move LCP stern to within 55 meters of turret center
Recover heaving line and pull-in rope from FSO to LCP with assistance of main crane as per 16002-EMA-OP-FSO-DWG-0035 Step 4. Note: Heaving line and pull-in rope shall have already been passed through chain stopper. Note: Dynema rope has a weight per meter of 5 kg and shall float on water surface
Secure pull-in rope at LCP stern
Attach pull-in rope to mooring chain end link using LLLC connector
Connect lowering rigging to chain ~30 meters from chain end link as per 16002-EMA-OP-FSO-DWG-0036 Detail 1B
Connect lowering rigging to 50 MT A&R winch wire
Transfer chain catenary weight from deadman rigging to 50MT winch and release deadman rigging
Using main crane and port crane (as required), overboard approx. 20 meters of chain maintaining a slack catenary in the pull-in rope. Chain handling slings shall be disconnected at deck level and the sling stripped through the chain
Continue lowering chain until A&R winch connection is at stern chute as per 16002-EMA-OP-FSO-DWG-0037 Step 1
Pay out 30 m of A&R wire and simultaneously move the vessel 35 m astern towards the turret center and haul in pull-in winch until total paid out is 45 meters as per 16002-EMA-OP-FSO-DWG-0037 Step 2
Haul in 30 meters on pull-in winch as per 16002-EMA-OP-FSO- DWG-0037 Step 3
Haul in 15 meters on pull-in winch and A&R winch simultaneously as per 16002-EMA-OP-FSO-DWG-0037 Step 4
Haul in final 3 meters on pull-in winch and A&R winch simultaneously until first link is engaged in chain stopper as per 16002-EMA-OP-FSO- DWG-0037 Step 5
Disconnect pull-in rope from chain and hoist up to main deck
Slack A&R winch wire allowing 15m lowering rigging to hang vertically
Survey chain from surface to touchdown point for chain twist using ROV
Cut lowering rigging using ROV at ~10m below waterline
Recover A&R winch wire to LCP
Reposition LCP and FSO as required and re-configure pull-in arrangement for subsequent chain pull-in as per 16002-EMA-OP- FSO-DWG-0038 and 16002-EMA-OP-FSO-DWG-1083
Repeat steps 3 to 22 for remaining chains in sequence described in 16002-EMA-OP-FSO-DWG-0038 and 16002-EMA-OP-FSO-DWG-1083
During recovery of chains #6 and #7 which shall be closest to the pre- installed MWA, LCP position and heading will be selected to avoid handling of chain within 20m of MWA position. Before commencement of hook-up of these chains, ROV shall perform a survey confirming the location of the MWA and the relative distance between the chain handling area and the MWA.

Chain Tensioning

After all chains have been pulled in and hung off at their end links the FSO will be considered to be “Storm Safe”. At this point, the two bow tugs can be removed and FSO orientation maintained by the stern tug only however this shall be at the discretion of the Tow Master. The LCP may also depart location at this point and proceed to complete other work during the tensioning of the mooring chains however the crew onboard the FSO shall be capable of working independently of the LCP. At the discretion of the Tow Master, one of the POSH tugs may be demobilized from site to Singapore.

Chains will be tensioned using the FSO pull-in winch to a final tension of approximately 70 MT (at the chain stopper). Considering the effect of friction of the chain through the chain stopper, pull-in tensions of up to 150 MT may be experienced. To achieve the target catenary angle and target link at the chain stopper, it is expected that approx. 20 meters of chain will need to be pulled through each chain stopper and removed. This will be completed in three rounds of chain tensioning as follow with corresponding tensions and catenary angles. For each stage of tensioning, equivalent number of links to be removed is also provided for ease of reference.

Round	Chain Haul- in (1)	Total Chain Length Hauled Into Turret (2)	Layback (3)	Chain Catenary Length (4)	Departure Angle at Chain Support (5)	Tension at Chain Support (6)
Round	(m / Links)	(m / Links)	(m)	(m)	(deg)	(MT)
1 (Initial Pull-in)	0.96 / 2	0.96 / 2	71	112	19	31.0
2 (Tension)	6.7 / 14	7.7 / 16	108	129	31	42.2
3 (Tension)	10.1 / 21	17.8 / 37	136	146	39	56.0
4 (Tension)	3.4 / 7	21.1 / 44	152	156	44	69.5

NOTES:

Length of chain haul-in in the step. Positive value indicates haul-i
Cumulative length of chain hauled into the turret.
Horizontal distance between the chain entry point on the turret and the touchdown point on seabed.
Suspended catenary length of the chain at end of the step
Angle between the vertical and the chain at the departure point on the turret.
Tension in the chain measured at the departure point on the turret.

While the above figures provide a guideline for expected pull-in tensions, angles, and removed chain, they do not include the effect of environmental forces acting on the FSO. Thus, chain tensioning operation will be performed under the instruction of Company’s Design Engineering Contractor and Company Rep onboard the FSO who will ultimately provide acceptance of the tensioning operation. Sequence of chain pull-in and chain length pulled in each “Round” may also be adjusted at discretion of Offshore Hookup Supervisor

FSO heading during chain tensioning has been selected based on prevailing weather conditions but is subject to change based on site conditions. Alternative headings suitability shall be evaluated onsite by field engineers. Refer 16002-EMA-OP-FSO-DWG-0039 for FSO headings during chain tensioning operations. The distance of the turndown sheave from the top of the chain stopper is approximately 5 meters, so it is anticipated that only 3 to 4 meters can be pulled in each stroke. Where each round of tensioning is greater than one stroke, multiple strokes on a single chain leg will be performed. The procedure for one stroke of chain tensioning is described below.

Chain catenary angle shall be measured using a digital inclinometer positioned on the chain stopper. The angle of the chain stopper shall be considered to be equal to the angle of the chain catenary. Chain angle measurement shall be performed during the final round of tensioning only as required by Company’s Design Engineering Contractor and Company Rep onboard the FSO.

Lift and position turndown sheave into appropriate hawser
Route pull-in rope over turndown sheave and lower to chain link
Connect to end link using LLLC connector
Hoist pull-in winch to remove slack from connection to Chain
Hoist chain out of chain stopper allowing clapper to open
Continue hoisting chain until end of stroke length or until the specified length is pulled through avoiding pulling the pull-in rope eye over the sheave
Lower chain onto chain stopper and slack pull-in rigging
Set up flame cutting equipment including fire blankets at the chain stopper
Cut link above locking link using flame cutting equipment avoiding dropping any cut-off sections of chain overboard. Note: Successful pull-through trials for the above steps have been completed at FSO ship yard.
Rig up 2.5 deck tugger to snatch block located above adjacent chain hawser, lower through hawser and connect to end link of cut off chain section
Handshake cut off chain section from pull-in winch to tugger maintaining control of chain tail with pull-in winch and tag lines as required. Note: Successful pull-through trials for the above steps have been completed at FSO ship yard.
Before LLLC enters chain hawser, disconnect from chain end link at chain table. Recover pull-in winch to maindeck maintaining control of LLLC connector using tag lines as required. LLLC shall remain connected to pull-in rope
Hoist cut off chain section through adjacent hawser. Recover chain to deck using overhead monorails and tugger winch as required. Note: Successful pull-through trials for the above steps have been completed at FSO ship yard.
Stockpile cut off chain section on main deck for removal by deck crew. Chain shall be moved around on deck using tugger winch to the stockpile location.

CONTINGENCY PROCEDURES

Loss of FSO Heading and Position Control During Chain Handover

If, during LCP installation activities within the FSO swing circle, the positioning and heading control of the FSO is not able to be maintained and the FSO begins to swing towards the LCP, the following shall be performed,

Disconnect any lines between LCP and FSO, e.g. chain pull-in rope
Move LCP away from FSO turret center following as far as possible the chain corridor of the suspended chain
Continue to move until stern of LCP is more than 100 meters from FSO swing circle
Abandon chain to seabed using abandonment rigging
Develop revised procedure for continuation of installation activities

Loss of FSO Heading Control During Chain Tensioning

If, during chain tensioning of the mooring chains heading control of FSO is unable to be maintained, the following shall be performed.

All Stop on chain tensioning activities
Pay out on pull-in winch until closest chain link is engaged in chain stopper
Slack pull-in winch until sufficient slack is available to allow for FSO heading change
Maintain slack in pull-in winch rope until heading control is regained
Continue chain tensioning operation

Chain Twist

If, during chain recovery and handover to FSO, chain twist beyond allowable tolerances (0.5 degrees per link) is observed in chain, the following shall be performed

Recover chain to LCP stern
Disconnect pull-in rope (if already connected)
Pay-out chain until end link approaches stern chute
Suspend end link on main crane with chain catenary hanging vertically below
Using deck winches and tuggers, rotate chain as required to remove twist
Recover chain to LCP deck and continue handover operation to FSO

Pull-in Winch Unable to Achieve Target Link

If, during chain tensioning activities, pull-in winch on FSO is unable to tension chain sufficiently to pull target link into the chain stopper or achieve required chain departure angle, the following may be applied.

Connect second tug to FSO at the port or starboard bow quarter (as required) using positioning bridle rigging as per EMA-OP-FSO-DWG-1068 for bow tugs
Apply tension to positioning bridle in the direction of the chain being tensioned. Applied tension shall not exceed 50 MT.
While tension is being maintained by tug, continue chain tensioning operation on chain corresponding to tug positi
Reposition tug as required for subsequent chain tensioning