Skidbeam/cribbing design simplifies

shipment of Opti-Ex hull

04/01/2009


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Marco van der List, Frank Berrens, Jan de Jonge, Melanie
Struben - Dockwise
In 2008, Exmar contracted Dockwise to transport the 7,500-metric ton (8,267-ton) hull of its
Opti-EX 6000 platform from Korea to the Gulf of Mexico. Opti-EX is a deep-draft, ring-
pontoon semisubmersible developed by Exmar to produce marginal fields in various water
depths. The company has been in dialogue with two national oil companies over an initial
offshore application.

The Opti-EX hull pre-skidded to the Swans side. Photo courtesy of Dockwise.
Click here to enlarge image

Samsung Heavy Industries fabricated the hull in Geoje, Korea. Dockwises brief was to
support the load-out of the hull and to mobilize the structure to the Kiewit Offshore yard in
Ingleside, Texas, for topside integration.

The Swan departs Samsungs yard for the anchorage with the Opti-EX sitting on the skidbeams.
Photo courtesy of Dockwise.
Click here to enlarge image

The hull consisted of a squared ring pontoon measuring 76 x 76 m (249 x 249 ft). Each of the
four corners was fitted with columns which towered 48 m (157 ft) above the pontoon
baseline. Two of the four pontoons that made up the ring pontoon were erected directly onto
two skidbeam tracks to provide a continuous skid track onto the vessel.
When Dockwise and Samsung began designing the vessel skidbeams, several construction
issues had to be taken into account. Quayside skidbeams are supported by solid foundations
on the rock bed under the quay, whereas the vessel skidbeams had to be constructed to
distribute the weight of the cargo over the webframes inside the vessel.
To ensure vessel stability during the 16-hour load-out operation, a 165-metric ton (182-ton)
grillage consisting of 30 girders was installed for each skidbeam to distribute the cargo
weight over two non-adjacent webframes onboard the vessel. The skid track then was
installed on top of these girders and connected to their quayside counterparts in order to keep
the transport vessel properly aligned during the load-out.
To prevent frictional forces compressing the vessel against the quay side fendering during the
load-out, Dockwise and Samsung installed strand jack system anchors on the quayside
instead of onboard the vessel. This was made possible by the hulls massive overhang. A
two-hinged link beam also was introduced to mechanically connect the vessel with the
landside skidbeams in the horizontal direction. As a result, the vessel would retain freedom of
vertical motion, further eliminating any friction-induced vertical forces.
The open team effort between discipline experts at Exmar, Samsung, and Dockwise allowed
engineers to predict the forces acting on the vessel and the cargo during the load-out, to
elevate the sensitivity of the ballast operation, and to reduce risks.
Torsion suppression
Originally, Dockwise had proposed a diagonal transport configuration for the Opti-EX hull,
with two columns directly on the centerline of the transport vessel and two columns hanging
over the side. This configuration meant that around 60% of the hulls weight would be
directly supported by the vessels deck, with the remaining 40% hanging over the vessels
side. However, when Exmars engineers analyzed this proposal, they concluded that
significant structural reinforcements would be required to make the hull compatible with the
bending and torsional forces in the pontoons.

The Swan is submerged while the Opti-EX is ready to be pulled into position above the cribbing.
Photo courtesy of Dockwise.
Click here to enlarge image

Therefore, Exmar requested Dockwise to investigate a square transport configuration with all
four columns hanging over the vessels sides, which meant suspending 80% of the weight
outside the vessel. This eliminated both the torsion forces in the pontoons and the need for
structural reinforcements inside the cargo. However, it also significantly reduced the total
length of webframes and bulkheads available inside the cargo for support by the wooden
cribbing, yielding contact pressures very close to the limit of the wood.
To exploit other strong points in the ring pontoon and to address the webframes and
bulkheads inside the hull, Dockwise developed special cribbing, which was pre-installed,
together with the vessels skidbeams before the actual skidded load-out operation began. This
allowed the hull to be floated directly from the vessel skidbeams onto the wooden cribbing in
a single operation, substantially reducing risk and vessel time.

With the Opti-EX secured on its transportation cribbing, the Swan prepares to depart for a 15,000-
mi (24,140-km) voyage. Photo courtesy of Dockwise.
Click here to enlarge image

Immediately after the load-out, temporary seafastenings were installed to allow shifting to the
anchorage a few miles from the yard. Upon arrival at the anchorage the temporary
seafastenings were removed and the vessel was pre-ballasted to float the cargo aft. The Opti-
EX hull was then refloated from the vessel skidbeams, and cargo winches were used to pull
the hull aft until it was positioned over the wooden cribbing.
In concert with the seafastenings, the wooden cribbing properly restrained the cargo during
the ocean voyage.
On Oct. 25, the Swan began her 15,000-mi (24,140-km) voyage to the GoM.
Motion analysis
For transport, an Octopus decision support and motion monitoring system onboard the Swan
measured wave-induced motions and acceleration forces on the cargo. This system is
designed to collect a range of key data, including the position of the ship, which is relayed to
a central database, enabling operations and engineering to monitor the journey precisely and
remotely.
The collected data keep the client informed of progress on a daily basis, and can help
evaluate the entire voyage after the discharge. Based on Ship Performance Optimization
System (SPOS) weather forecasts, the system predicts motion responses such as roll, pitch,
and accelerations on the cargos center of gravity. The data are compared with the
engineering limits set for the voyage. If these limits are exceeded, the captain can decide in
good time to change course or to adjust the vessels speed. Finally, the measured motion
response data are provided to the client for the life-time assessment of their property, and area
also available on-line.
On Dec. 15, the Swan arrived at Ingleside and the Opti-EX 6000 hull was successfully floated
off and redelivered to Exmar at the topside fabrication yard. This project provided a useful
learning curve for all parties involved, which should also help to optimize future projects.