R0 Procedure Cendor Bridge

7/21/2019 R0 Procedure Cendor Bridge

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CENDOR BRIDGE

LOADOUT PROCEDURE

0 21/7/2014 ISSUED FOR REVIEW PRAVEEN EDMUND LEE

REV DATE DESCRIPTION PREPARED CHECKED APPROVED

CONTRACTOR APPROVED COMPANY


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KENCANAHLSDNBHDAM/KHL/CDW-

BDG/M

CENDORBRIDGESECTION2LOADOUTPROCEDURE Revision:0

CONTENT

1. PROPOSAL DESCRIPTION

2. SCOPE OF WORKS

3. ORGANIZATION CHART

4. TECHNICAL DRAWINGS

Transport Proposal Drawing

Bogie Path Drawing

Pump Location Drawing

5. TECHNICAL DESIGN AND ANALYSIS

Transport Stability Analysis

Ballasting calculation

Trailer Spine Beam Analysis

Ro-Ro Ramp Strength Calculation

6. EQUIPMENT SPECIFICATIONS

Goldhofer Multi-axle Trailer

Ballast Pump

Sample Operator Certificate

Sample Trailer Conformity Certificate


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1.4 Transportation

1.4.1 Preparation

Prior to the transportation and roll on operation a few essential preparations need to take

place.

Route PreparationAccess route to be cleared with sufficient clearance and free of sharp objects.Uneven ground to be leveled, compacted and if necessary to be covered with steelplates.

Preparation of structure at site.Final Weight Control Report and COG location must be provided in order toreconfirm the SPMT capacity.Sufficient clearance underneath the structure to be confirmed and free ofobstructions.

Barge HandlingBarge to be positioned to the allocated quay and moored with mooring ropesprovided by client. If required tug boat/s to be ready to keep barge in position inlocation with high cross current.Secured access from quay onto barge to be provided.Client to provide suitable fenders/bumpers for barge contact with quay.

Daily weather forecast to be provided one week prior to load-out operation. Thegeneral environment limitation for loadout operation are as follows:Wind Speed: Beaufort 5 maximum (21 Knots or 10.81meter/sec)Visibility: 100m

Temperature: -5C minimum to 40CGround Surface: Good Traction (Asphalt/Compacted gravel or equivalent)

Following preparation works on barge to be carried out in readiness for load-out tocommence.

Barge Deck PreparationThe transportation route on the deck of transportation barge needs to be cleanedand made free from any obstacles.Trailer path needs to be clearly marked on barge and quay by Client as indicated by


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All Goldhofer transporter modules used for this job are presently based in Malaysia.4 possible types can be mobilised for this particular project which are the THP/SL,PST/SL or PST-SLE module. These units can be mobilised by road or by sea andwill arrive on site not later than 2 days before operation is about to commence.Once arrived they will be combined into the desired configurations for the firsttransport and tested. Further details of the transporters can be found in the followingdocument.

The ballasting pumps are usually of the type fitted with a separate Diesel engine foreach individual pump. The pumps have suction and discharge hoses which are 6(150mm) in diameter. The capacity of each pump depend on the suction depth i.e.barge size, but is maximum 400 tonnes per hour. The quantity of pumps used verymuch depends on the weight of the cargo/structure, barge size and tide restrictions.For this loadout operation, thats 10 ballast pumps being used with design capacity250 tonnes per hour.

The barge RO-RO ramp is usually supplied by Air Marine as well and will bemobilised together with the transporters modules. Part of the RO-RO ramp systemis the hinge beam. The hinge beam provides a hinge connection between the rampsand the barge. This beam will be fixed to the barge deck by means of welding byclient with supervision and approval from AM supervisor. Wooden wedges will beplaced loose on either side of the RO-RO ramps in order to allow a smoothtransition. The ramps itself will only be connected minutes before the roll operationcommences.

1.4.2 The transporters

For the task of moving the cargo/structure from its fabrication location into the barge, a

number of axles Goldhofer Self Propelled Transporters will be used. This type of

transporter is fitted with computer controlled steering mechanisms which allow an

unlimited number of separate boogies to be controlled by only 1 operator. The units are

specially designed for this type of ultra heavy movements and are fitted with hydraulic

power packs with large diesel engines. The power packs will generate a large flow ofhydraulic oil which is led to the drive motors fitted in the hubs of the driven axles.

To determine the number of axles to be utilized for a heavy move a number of criteria

will need to be studied and analyzed. This includes, but is not limited to:


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Transportation Preparation Works

Following preparation works for SPMT until setting up underneath structure.1.9.1 Upon arrival of SPMT and auxiliary equipments at site, Air-Marine personnel will

offload with Clients cranage and visually checking physical condition in order toidentify damages.

1.9.2 Assembly of SPMT will start with focus on making sure all sensitive hydraulic and

electrical connectors are clean.1.9.3 SPMT will be independently tested for it functions i.e. Steering, hydraulics

suspension, drive and pneumatic braking.1.9.4 After individually driven to position underneath structure, SPMT will

independently raise until it is in contact with structures supports.1.9.5 The SPMT will raise concurrently until all groupings achieve manometers reading

of 100 bars (equivalent to 7.5 Tonnes payload per axle)

1.4.3 Loading and unloadingLoading and unloading of the Module is done using the transporters built in jacking

system. The trailers are simply placed underneath the cargo and then jacked up. This is

done in two steps. First each individual module is jacked up so the top of the trailer is

just touching the bottom of the transport/loadout beam. Subsequently the hydraulics and

the steering connections are made thus interconnecting all trailers together and allowing

operation from a single source. After this is completed the trailers can take up the weight

and the transport operation can commence.

The unloading operation on the barge after loadout is done in opposite order.

One important thing to consider for this is the height of the seafastening grillages on the

barge. As a rule of thumb the height of the cargo/structure should end up exactly the

same as the fabrication height in the yard prior to loadout.

Jacking up of structure and moving towards quayside

1.8.1 A joint final inspection by client and Air-Marines personnel to be carried outaround the structure to identify any loose items such as scaffolding, weldingcables etc. which would fall during transportation.

1.8.2 Before proceeding further, a safety briefing to be conducted and lead by ClientsHSE personnel.


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1.8.8 When approaching the quayside, the SPMT and structure to be aligned withmarked pathways leading onto the barge.

1.8.9 If load-out does not commence immediately, the SPMTs will be valve off andpower packs powered down.

1.5 Transportation Criteria

For transportation of any of the cargoes the trailers will always be positioned in such a way

that the self propelled module will enter the barge first. Doing it this way the barge will not be

pushed away by the traction force of the trailer, but pulled towards the quay instead. One

operator who will receive its instructions from the transport superintendent will control the

whole transport operation.

1.6 Roll on and ballasting operation

During the roll on operation the barge will have the tendency to move with the changing

loading on the barge deck as well as the incoming tidal flow. In order to ensure a safeoperation of the roll on operation 3 things will be established:

Roll on operation will take place during an upcoming tide. This in order to have thetide working with the ballasting operation instead of against it.

The barge will be kept level (0o trim angle) by means of deballast the water in thebarge at the stern end during the roll on operation.

The barge deck will be kept between 0mm and 200mm above the quay by means of

de-ballast the water out from the barge at the stern end during the roll on operation.

The amount of water that needs to be pumped in and out of the barges ballast tanks very

much depends on the barge in question and will be calculated for every move. The

calculation will be made for every 9000mm the cargo moves towards the final setting

location. The basis of this calculation is to keep the moment around the LCG of the barge

equal and adjust the barges draft for the upcoming tide thus achieving our objectives.

There will be sufficient spare pump capacity available to keep the barge level with the quayduring the changing tide in case of 50% pump failure, but normally it is physically not

possible to keep the barge at that position 24 hours a day. Generally this is a situation

acceptable for loadouts using transporters.

The duration of the crossover from land to barge will take usually between 20 minutes to


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II. If only or two of the leading axles have crossed the RO-RO ramp then it may not benecessary to hold the barge until high water to commence the retrieval operation.

III. The structure will be driven back towards the RO-RO ramp and onto the quay inconjunction with starting the necessary ballast pumps. The movement of thestructure will be intermittent to match the ballasting operation.

IV. Throughout the retrieval operation constant checks will be made on the following: Control clearance (i.e. the gap created, due to the angle of the RO-RO ramp,

between the underside of the RO-RO Ramp and the barge deck);10 mm minimum 100 mm maximum, measured by using a tape measure.

Barge trim (1000 mm maximum) measured by reading pontoon draft marks. Barge heel, (200 mm maximum) measured by monitoring the port and starboard

RORO ramp control clearances. Tide level, measured by reading the quayside tide gauge. Ballast tanks water level, measured by sonic measuring device or tape measure.

V. These checks will be carried out until the trailers and their associated power packsare clear of the RO-RO ramp.

VI. The retrieval operation will follow a complete reversal of the load-out operation.

VII. Performance of the trailers, ballast pumps and moorings will be monitoredthroughout the retrieval operation.

The possibility of postponing or termination of a load-out operation may existand its criteria prior to load-out would most probably include but not limited tothe followings.

1.8.1 Major equipments such as transport, ballast or mooring system become defective

1.8.2 Data relating to the structure and barge is found to have significant differencefrom earlier provided and thus compromising the SPMT loading calculation,drawings and related procedures.

1.8.3 Weather conditions are found to be significantly worse than forecasted.1.8.4 In the event of serious technical difficulties, there are no absolute criteria for

termination of the commencing load-out operation. The decision on whether topull back or continue with the load-out operation would be a joint decision made


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1.9.3 Ballast pumps to be dismantled and lifted off the barge using suitable Clientscranage.

2) SCOPE OF WORKS

No DescriptionAi r

MarineCLIENT

1 Preparation

1.1 Preparation of transportation and ballasting procedures

1.2 Supply site & cargo drawings

1.3 Supply accurate weight and center of gravity information

1.4 Moblisation and demobilisation of trailers, pumps and ramps

1.5 Assembly and dismantling of SPMT

1.6 Any ground preparations or civil works required on site

1.7 Any temporary removal of obstructions, lampposts, signs, etc

1.8 Supply suitable transport frames and/or load spreading

1.9Supply suitable loading situation enabling trailer to be positioned

underneath the items to be transported

2 Transportation works

2.1Supply all manpower and supervision required for transportation

k


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3 Ballasting works

3.1 Supply of barge suitable for RO-RO and ballasting operation

3.2 Supply RO-RO ramps

3.3 Install & remove RO-RO ramps (welding & cutting)

3.4 Supply main ballasting pumps

3.5 Operate barge's ballasting pumps

3.6 Overall supervision of ballasting procedure

3.7 Supply suitable area for positioning of the pumps

3.8 Supply additional standby pumps

3.9 Barge tank cleaning if required

3.10 Barge gas free certification

3.11 Barge opening and closing of manholes

4 Miscellaneous

4.1 Temporary access for trailer and personnel

4.2 Insurance of Air Marine equipment and manpower

4.3 Insurance of items to be transported

4.6 Diesel for trailers and assist equipment

4.7 Maintenance and repairs of trailers or other Air-Marine equipment


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4) TECHNICAL DRAWINGS

Please see the next page


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Transport Proposal Drawing


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Transport Stability Analysis


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Cargo :

Client :

Project : WHEATSTONE LNG

COG cargo

Loadout Beam (cargo sits on top of beams)

Transport beams

Ballast weight (ballast weight in between cargo support)

Total

Combined cog (with trailer, distance measured from trailer deck to cog)

Distance cog (=cog to axle rotation point)

Trailer type

Capacity per line

Own weight per line

Group 1

Group 2

Group 3

Total

Note:

-Stability angles should be higher than 8.0 degrees at all tim e

CENDOR BRIDGE

SAPURA KENCANA

630

X - coordinate Y - coordinate Z-coordinate

(mm) (mm)

300 80

330

Height

(mm)

11653

0

Weight

(tonnes)

250

8

24 110

32 130.94

330.0

9000 -1650

Payload per

(tonnes/m)

45.4616.37

2.78

45.46

(tonnes)

46

32

15.46

1288

1858

1288

15.46

21.75

mm

mm

mm

4.5316.37130.94

Calculation results

(degrees)

angle

StabilityGrd Bearing

Pressure

Distance (d) to

stability triangle

(mm)

4.53

Payload on the

Driving height

Axle rotation pt36

tonnes Centre of gravity

(relative to ground level)

(relative to ground level)

(relative to trailer deck)

tonnes

4

Goldhofer SL

3881 mm

4656 mm

1175

400

-400

(mm)

7142 0 5203

0 0 0

7142

0

0

Transport stability calculation

axleline

8.52

(tonnes) %(tonnes)

68.13 23.66

Own Weight trailer

Calculation input

Y - coordinate No. of axle lines

(mm) (mm)

0

1650

8

89000

0

X - coordinate


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Ballasting Calculation


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Barge particularsBarge name Length 54.9 m Height 3.66 m

Case descri ition Loadout ballastin Width 18.3 m Li ht shi 560 tonnes

Barge ballasting Cendor Bridge

TWM 56

Ballast tank particulars

Y-coordinate X-coordinate Capacity Y-coordinate X-coordinate Capacity Y-coordinate X-coordinate Capacity

mm mm (m

3

) mm mm (m

3

) mm mm (m

3

)

Combiend center tanksPort side Starboard side

FP -44,802 -11,430 0 -44,802 0 0 -44,802 11,430 0

1 -24,348 -6,050 88 -24,348 0 88 -24,348 6,050 88

2 -16,488 -6,070 237 -16,488 0 240 -16,488 6,070 237

3 -5,498 -6,070 238 -5,498 0 240 -5,498 6,070 238

4 5,462 -6,070 238 5,462 0 240 5,462 6,070 238

5 16,452 -6,070 237 16,452 0 240 16,452 6,070 237

6 24,332 -6,060 88 24,332 0 89 24,332 6,060 88

AP 46,665 -6,060 0 46,665 0 0 46,665 6,060 0

Estimated empty barge freeboard

Water density 1.025tonnes/m3

(fresh water = 1.000, sea water = 1.025)

Estimated barge weight 588 tonnes (inclusive residual water and mud in tanks)

s ma e avg ra . mEstimated avg freeboard 2.98 m

Quay particulars

Height 4.0 m (relative to chart datum)

ax mum a ow . m r

Pumps per hour 250.0m3

Reference: R1-Ballasting Analysis Cendor Bridge.xlsx Page 1 Update: 21/7/2014


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Loads on the empty barge before pre-ballast

No Item Weight X-coordinate Y-coordinate X-moment Y-moment

2 0.0 0.000 0.000 0 0

3

4

5

67

Total 60 0 0

Trailer set upNo Axle lines X-coordinate Distance Axle line load Ttl weight Remarks

1 8 -1521 12750 12.5 100.2 Distance to 1st axle combination

2 8 -3171 0 20.4 163.0 Distance to 1st axle combination

3 8 129 0 20.4 163.0 Distance to 1st axle combination 0 0

0 0

103 0

.

Notes: 0 0

- Distance is to the 1st axle that will enter the barge 90 0

- Y-coordinate 0 = LCG empty barge = 42832mm from barge stern, Positive direction is towards stern 0 0

- Cross over to commence on tide +2m ACD 0 0

- Starboard and Port side center tanks to be filled e ual 0 0

- Axle line load shown included bogie self-weight 0 0



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Summary of all Steps


Step 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29

Step time 25 18 48 11 10 12 45 89 38 79 4 7 6 6 3 2 54 0 0 0 0 0 0 0 0 0 0 0 0

Total time 25 43 91 102 111 123 168 257 295 374 378 385 391 397 400 402 456 456 456 456 456 456 456 456 456 456 456 456 456

Hei ht 0 2 12 69 117 164 -151 2 157 -6161215 1136 1014 889 775 702 #VALUE! #VALUE! #VALUE! #VALUE! #VALUE! #VALUE! #VALUE! #VALUE! #VALUE! #VALUE! #VALUE! #VALUE! #VALUE!Trim 37 19 7 -134 -243 -346 337 358 68 1719 1894 1728 1476 1221 998 852 2280 #N/A #N/A #N/A #N/A #N/A #N/A #N/A #N/A #N/A #N/A #N/A #N/A

heel Change -372 -297 -297 -22 168 475 123 123 -1944 -1944 -1470 -2568 -3596 -4589 -5090 -5499 -5499 -4147 -4147 -4147 -4147 -4147 -4147 -4147 -4147 -4147 -4147 0 0

Draft 1.96 1.95 2.022.15 2.26 2.36 2.32 1.13 1.22 1.10 0.88 0.86 0.86 0.86 0.90 0.91 #VALUE! #VALUE! #VALUE! #VALUE! #VALUE! #VALUE! #VALUE! #VALUE! #VALUE! #VALUE! #VALUE! #VALUE! #VALUE!

Freeboard 1.69 1.71 1.641.51 1.40 1.30 1.34 2.53 2.44 2.56 2.78 2.79 2.80 2.80 2.76 2.75 #VALUE! #VALUE! #VALUE! #VALUE! #VALUE! #VALUE! #VALUE! #VALUE! #VALUE! #VALUE! #VALUE! #VALUE! #VALUE!

Tide 2.12 2.21 2.452.51 2.56 2.62 2.84 3.28 3.47 3.87 3.89 3.93 3.96 3.99 4.00 4.01 4.28 4.28 4.28 4.28 4.28 4.28 4.28 4.28 4.28 4.28 4.28 4.28 4.28

Max change 103 75 200 45 40 50 186 370 160 330 18 28 26 25 11 10 225 0 0 0 0 0 0 0 0 0 0 0 0

Max rate 250 250 250 250 250 250 250 250 250 250 250 250 250 250 250 250 250 0 0 0 0 0 0 0 0 0 0 0 0

Notes:

- Max change is the maximum change of ballast for the worst case tank

- e max ra e s e pump capac y ava a e on e an w g es pump capac y ns a e n r



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Pre-ballasting2.00 m (low tide at day of operation)

2.20 m to et bar e 200mm above the ett

Tide

Freeboard re uired


1.46 m (Requirement)

0.78 m (to be achieved by ballasting)

1,311 tonnes (After ballasting)

663 tonnes (this is inclusive the load on deck)

0.00 time into the loadout 0Time

Draft change

New displacement

New draft

Ballast change

Y-coordinate Y-moment Y-coordinate Y-moment Y-coordinate Y-moment

(mm) (m ) % Change (tonnesm) (mm) (m ) % Change (tonnesm) (mm) (m ) % Change (tonnesm)

FP -44,802 0 0% 0 0 -44,802 0 #DIV/0! 0 0 -44,802 0 0% 0 0

Tank contents

Starboard side

Tank contents

Port side Combined Center

Tank contents

1 -24,348 0 0% 0 0 -24,348 0 0% 0 0 -24,348 0 0% 0 0

2 -16,488 200 84% 200 -3,380 -16,488 0 0% 0 0 -16,488 200 84% 200 -3,380

3 -5,498 0 0% 0 0 -5,498 0 0% 0 0 -5,498 0 0% 0 04 5,462 0 0% 0 0 5,462 0 0% 0 0 5,462 0 0% 0 0

5 16,452 100 42% 100 1,686 16,452 237 99% 237 3,997 16,452 100 42% 100 1,686

, , ,

AP 46,665 0 0% 0 0 46,665 0 0% 0 0 46,665 0 0% 0 0

Summary 300 361.2 -2,936 15.2 0 300 361.2 2,936

a as ng o a sp acemen , c ua avg ra . mLoad on deck 60 0 Trim changing moment 609 Actual trim 15 cm

0 0 Ballasting Port Side -3,515 Ballasting Starboard Side 3,515Heel Changing Moment 0

Actual bow barge above quay 2 cm Degree of barge heel 0

308 0 0.415 88



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Step 1: Y= Axle no 6 on barge stern42832

Trailer no

No of axlelines on the barge 0 6 6 0 0 0 (of each trailer)

Load on deck 0.0 122.2 122.2 0.0 0.0 0.0 244.4 (all axle lines together which are on the barge)

Y-coordinate of load 0 -22932 -22932 0 0 0 (combined loads all axlelines on the barge)

Moment caused by trailer 0 -2803 -2803 0 0 0 -5,605 (over stern of the barge, x direction only)

Tide 2.12 m (low tide at day of operation)

Freeboard required 2.08 m (to get barge 200mm above the jetty)

Time 25 minutes (time into the loadout)

Port side Starboard sideCombined Center

Y-coordinate Y-moment Y-coordinate Y-moment Y-coordinate Y-moment

(mm) (m3) % Change (tonnesm) (mm) (m

3) % Change (tonnesm) (mm) (m

3) % Change (tonnesm)

FP -44,802 0 #DIV/0! 0 0 -44,802 0 #DIV/0! 0 0 -44,802 0 #DIV/0! 0 0

1 -24,348 0 0% 0 0 -24,348 0 0% 0 0 -24,348 0 0% 0 0

2 -16,488 97 41% -103 -1,639 -16,488 0 0% 0 0 -16,488 97 41% -103 -1,639

Tank contentsTank contentsTank contents

- , - , - ,

4 5,462 0 0% 0 0 5,462 0 0% 0 0 5,462 0 0% 0 0

5 16,452 190 80% 90 3,204 16,452 237 99% 0 3,997 16,452 190 80% 90 3,204

6 24,332 0 0% 0 0 24,332 0 0% 0 0 24,332 0 0% 0 0

AP 46,665 0 #DIV/0! 0 0 46,665 0 0% 0 0 46,665 0 #DIV/0! 0 0

16

Summary 90 13

Ballasting 52 848 7,126 Ttl displacement 1,740 Actual avg draft 1.96 m

Load on deck 304 -5,605 Trim changing moment 1,521 Actual trim 37 cm

X-Moment Trailer -372 Ballasting Port Side -3,362 Ballasting Starboard Side 3,362Heel Changing Moment -372

Actual bow barge above quay 0 cm



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Step 1: Y= 42832 Axle no 6 on barge stern

. . . . . . . . . .

0% 0% #DIV/0! 0% 80% 0% 0% 41% 0% #DIV/0!

3.66 3.66 #DIV/0! 3.66 0.73 3.66 3.66 2.16 3.66 #DIV/0!

Ballasting Deballasting

.C .C AP.C 6.C 5.C 4.C 3.C 2.C 1.C FP.C

0% 0% 0% 0% 99% 0% 0% 0% 0% #DIV/0!

3.66 3.66 3.66 3.66 0.05 3.66 3.66 3.66 3.66 #DIV/0!Bow

Stern

Ballasting Deballasting

3.66 3.66 #DIV/0! 3.66 0.73 3.66 3.66 2.16 3.66 #DIV/0!

0% 0% #DIV/0! 0% 80% 0% 0% 41% 0% #DIV/0!

.S .S AP.S 6.S 5.S 4.S 3.S 2.S 1.S FP.S

Notes:

- information shown is after end of the step

- Action shown is after reaching desired situation Draft = 1.96 m

- Measurement in m is distance from deck to water level



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Step 2: Y= 38632 Axle no 12 on barge stern

. . . . . . . . . .

0% 0% #DIV/0! 0% 70% 0% 0% 9% 0% #DIV/0!

3.66 3.66 #DIV/0! 3.66 1.11 3.66 3.66 3.32 3.66 #DIV/0!

Deballasting Deballasting

.C .C AP.C 6.C 5.C 4.C 3.C 2.C 1.C FP.C

N

3.66 3.66 3.66 3.66 0.05 3.66 3.66 3.66 3.66 #DIV/0!STER

BO

3.66 3.66 #DIV/0! 3.66 1.11 3.66 3.66 2.86 3.66 #DIV/0!

0% 0% #DIV/0! 0% 70% 0% 0% 22% 0% #DIV/0!

.S .S AP.S 6.S 5.S 4.S 3.S 2.S 1.S FP.S

Notes:

- information shown is after end of the step

- Action shown is after reaching desired situation Draft = 1.95 m

- Measurement in m is distance from deck to water level



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Step 3: Y= All axles at final position24319Trailer no

No of axlelines on the barge 8 8 8 0 0 0 (of each trailer)

Load on deck 100.2 163.0 163.0 0.0 0.0 0.0 426.1 (all axle lines together which are on the barge)

Y-coordinate of load 2830 11830 11830 0 0 0 (combined loads all axlelines on the barge)

Moment caused by trailer 283 1928 1928 0 0 0 4,139 (over stern of the barge, x direction only)

Tide 2.45 m (low tide at day of operation)

Freeboard required 1.75 m (to get barge 200mm above the jetty)

Time 91 minutes (time into the loadout)

Combined CenterPort side Starboard side

-coor na e -momen -coor na e -momen -coor na e -momen

(mm) (m3) % Change (tonnesm) (mm) (m

3) % Change (tonnesm) (mm) (m

3) % Change (tonnesm)

FP 0 0 0% 0 0 -44,802 0 0% 0 0 -44,802 0 0% 0 0

1 -24,348 0 0% 0 0 -24,348 0 0% 0 0 -24,348 0 0% 0 02 -16,488 222 94% 200 -3,752 -16,488 0 0% 0 0 -16,488 252 106% 200 -4,259

- - -

an con en s an con en s an con en s

, , ,

4 5,462 0 0% 0 0 5,462 0 0% 0 0 5,462 0 0% 0 0

5 16,452 5 2% -160 84 16,452 237 99% 0 3,997 16,452 5 2% -160 84

6 24,332 0 0% 0 0 24,332 0 0% 0 0 24,332 0 0% 0 0

AP 46,665 0 0% 0 0 46,665 0 0% 0 0 46,665 0 0% 0 0

Summary 160 40

Ballasting 739 -3,845 Ttl displacement 1,813 Actual avg draft 2.02 m

Load on deck 486 4,139 Trim changing moment 294 Actual trim 7 cm

X-Moment Trailer -648 Ballasting Port Side -2,659 Ballasting Starboard Side 3,011Heel Changing Moment -297

Actual bow barge above quay 12 cm



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Trailer Spine Beam Analysis


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9M BEAM 9M BEAM

AM/KHL/CDW


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Ro-Ro Ramp Strength Calculation


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AM/KHL/CDW-


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6) EQUIPMENT SPECIFICATIONS

Please see the next page

KENCANA HL SDN BHDAM/KHL/CDW-


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Goldhofer Multi-axle Trailer


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BALLASTING


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BALLASTING

Pump dimensions


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RORO RAMP


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RORO RAMP

Barge ro-ro ramp and wedge dimensions

RORO RAMP


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Barge ro-ro ramp arrangement


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Sample Trailer Certif icate


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7) JOB SAFETY ANALYSIS


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No When things can happen Potential risk / hazardHow to avoid / counter re-act / plan

contingency

Job Safety AnalysisLoadout operations

I)Transporter assembly done in time to allow last

minute dispatch of small parts

II)Insist on flexibility from independent

subcontractors to use each other's tools/parts

I)Make sure not all transporters arrive at the

same time

II)Carefully plan quantity of assist equipment

required and closely follow up

III)Client to dedicate certain quantity of assist

equipment for this purpose

I) Clearly request and monitor the required space

II)Double check space available at least 3 days

prior to positioning date

I)

The supports are to be very precicely positioned

in line for positioning of long trailers with

sufficient gaps

II)Client to have a set of jacks on standby for last

minute required changesI)

Mobilise at least 2 pcs additional beams other

than required for contingency purpose

II)Have sufficient hardwood jacking timber on

standby for last minute adjustments/shimming

2)During assembly and dismantling of the

transporters at site

b)Not sufficient assist equipment (eg crane,

forklift) available at site

a) Some transporter connection parts are missing

3)During positioning, pick up & testing of the

transporters underneath the cargo

a)Not sufficient space under module to position

transporters

b)Module supports are not positioned in a straight

line

c)Not enough supports or support beams

available on top of the transporters

JOB SAFETY ANALYSISLoadout works

Updated: 11/7/2013Page 2 of 7


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contingency


I)

Close off the partition involved to be able to

continue job. Complete proper repair after

testing

II) Test all hydraulic systems to maximum pressureprior to positioning transporters under the decks

III)Mobilise a number of hoses which are most

likely to give way

IV)Designate a hydraulic hose shop in the v icinity

for quick repairs

e) Major powerpack failure I)Have sufficient contingency built in to be able to

continue the job with one powerpack less

I) Be ready for last minute adjustments oftransporter configurations

II)

Be ready to mobilise additional transporters in

case problem can not be solved by change of

transporter configurations

III)

Client to double check and closely monitor their

weight control reports and center of gravity

calculations

IV)

Be ready prepared for last minute changes in

the hydraulic grouping of the transporters'

suspension cylinders

d) Hydraulic hose bursts

f)Center of gravity not in position as expected

resulting in overloading of certain transporters

3)

( continued) During positioning, pick up

& testing of the transporters underneath the

cargo




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contingency


I)Initially plan transporter loading to maximum

90% of maximum loading

II)

Be ready to mobilise additional transporters in

case problem can not be solved by change of

transporter configurations

III)

Client to double check and closely monitor their

weight control reports and center of gravity

calculations

I) Have spare computers/parts on standby on site

II)Have electronic expert on standby on site for

emergency cases

III) Continue testing at manual override mode andmake proper repair prior to transportation

I) Have at least 1 control box on standby

II) Have sufficient connection cables on standby

III)Have electronic expert on standby for

emergency cases

I)Continue testing with the flat tyre and change

tyre after testing

II)Check tyre pressures prior to placing

transporters underneath the decks

III)Check transporter path for sharp objects prior to

placing transporter underneath the decks

3)

( continued) During positioning, pick up

& testing of the transporters underneath the

cargo

i) Control box failure

j) Tyre failure

g) Module heavier than expected

h) Powerpack on-board computer failure




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contingency


I)Close off the partition involved to be able to

continue job if feasible , if not replace the hose

II) Test all hydraulic systems to maximum pressureprior to positioning transporters under the decks

III)Mobilise a number of hoses which are most

likely to give way

IV) Have a oil splil absorbent kit on standby

V)Designate a hydraulic hose shop in the v icinity

for quick repairs

b) Major powerpack failure I)Have sufficient contingency built in to be able to

continue the job with one powerpack less

I) Have spare computers/parts on standby on site

II)Have electronic expert on standby on site for

emergency cases

III) Continue at manual override mode if possible

I)Have at least 1 control box on standby for each

system (being Goldhofer and SPMT)

II) Have sufficient connection cables on standby

III)Have electronic expert on standby for

emergency cases

Hydraulic hose bursts

Powerpack on-board computer failure

Control box failure

4) Transporter related incidents

d)

c)

a)




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J b S f t A l i


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contingency


I) Client to have rescue boat on standby

II)

All personnel on the barge to wear life vests on

board the barge when working outside the

barrier

I)Have sufficient contingency built in to be able to

continue the job with a 50% of the pumps only

II) Repair the pump if easily achieavble

I)Client to have a gas free test done prior to doin

any welding done on the barge

II)Cover transporter with fire blankets where

sparks are expected to drop down on transporter

III) Have a fire extinguisher on standby at all time

Pump failureb)

5) During ballasting & barge crossover

a) Man overboard

c) Fire during welding or other hot works

JOB SAFETY ANALYSISLoadout works Updated: 11/7/2013Page 7 of 7

Documents

R0 Procedure Cendor Bridge