FOR AN OFFSHORE PLATFORM

The present invention relates to a materials handling system for an offshore oil and gas installation, and to a method of handling materials for an offshore an oil and gas installation.

Offshore platforms used in the oil and gas industry must include equipment specific to the platform's purpose, for example equipment for handling and processing hydrocarbons, and they must also include means for accessing the platform, such as a heli-deck and a landing area for a vessel. The platform must be able to be operated and maintained by remotely controlled systems and by personnel on the platform. Conventional platforms hence typically also include control and monitoring systems such as sensors and CCTV as well as facilities for personnel, such as lighting, living areas and so on. As well as holding all of the equipment and ancillary features required for operation the platform must also allow for access for maintenance and be arranged to permit loading and unloading of materials such as consumables and new equipment. Such materials may be delivered by helicopter or by a service vessel, with the delivery method varying dependent on the nature of the materials and their weight. Thus, the platforms typically also include a crane for lifting heavy items to and from a service vessel as well as a laydown area for receiving such items. There may be a gangway such as a so-called Walk to Work (W2W) systems for transfer personnel and loading or unloading of smaller/lighter items.

The structure of the platform has two main parts including a supporting structure (or sub-structure) that extends from below the surface of the sea to above the surface of the sea, and a topside structure on top of the supporting structure. A commonly used supporting structure is a jacket, which has several columns and a framework connecting these columns. The supporting substructure can be a floating structure or it may be a jacket having a foundation at the sea bed. In the latter case the columns are usually held by pilings that are driven into the sea bed. The topside structure generally consists of a number of decks that hold the equipment required by the platforms. The decks are linked by a supporting framework and by stairways.

Most offshore platforms include at least a spider deck, which is the lowermost deck and interconnects between the topside and the jacket; a cellar deck, which usually includes a laydown area and can be the location for heavier equipment like transformers and compressors; and a weather deck, which is the uppermost deck and holds the crane as well as providing space for helicopter access. If the offshore platform is a production platform then there may also be a separate deck for the emergency shutdown valve (the ESDV deck) and a process deck for holding additional processing equipment. Other decks may also be present, with the number of decks and the size of the platform varying depending on the required function of the platform.

There is requirement for handling of various materials during use of the platform, which includes during installation/commissioning of the platform as well as

decommissioning. For example, equipment and in some cases consumables must be delivered to and/or removed from the platform. The use of the platform will also include maintenance tasks requiring tools and parts to be taken to and from the platform. The items requiring handling on the platform can include very heavy items, i.e. weighing several tons, and this requires equipment to help in lifting and moving such items. In the prior art materials handling for a platform is typically achieved using a combination of a platform crane and helicopter lifting.

Viewed from a first aspect, the invention provides a materials handling system for an offshore oil and gas installation, the system comprising: an offshore platform; and a vessel for use adjacent to the offshore platform; wherein the offshore platform includes a single platform crane and multiple laydown areas accessible via the platform crane, the platform having no heli-deck; wherein the vessel includes a vessel crane arranged to transfer materials from the vessel to one of the laydown areas on the platform; and wherein fully accessing and operating the platform requires the use of both of the platform crane and the vessel crane.

With this system the single platform crane is augmented by use of a crane on a vessel adjacent to platform, such as a service operation vessel (SOV). Advantageously, the use of a crane on a vessel can reduce the requirements on the platform crane and avoid the need for multiple platform cranes. For example, in the prior art there may be a first platform crane for internal transfer of materials between decks, and a second platform crane associated with a laydown area for lifting items from a vessel to the platform. The proposed system does not require such a second platform crane, since a crane on the vessel is utilised instead. The platform crane can hence only require one crane, and this crane may optionally be smaller and/or have less reach than is typically required for equivalent offshore platforms. In some cases the vessel crane is larger than is usually present on a service vessel. By shifting some of the lifting capability from the offshore platform to the vessel then the maintenance requirement of the platform is reduced and the space required on the platform is also reduced. Moreover, the vessel crane need not be large enough to provide all of the lifting capabilities required, such that fully accessing and operating the platform requires the use of both of the platform crane and the vessel crane. In particular, the vessel crane may not be capable of lifting items to all of the multiple laydown areas on the platform.

The offshore platform may include a topside with a number of decks. This platform may be arranged such that a platform crane on one corner of one of the topside decks, preferably on an uppermost deck (weather deck) may be used to provide all the required internal lifting capabilities. Thus, there may be only one main lifting crane on the platform, which is the platform crane, with other lifting equipment on the platform being of lesser capabilities in terms of reach and/or lifting capability. For example, there may be additional derricks for small lifts, but no further offshore cranes with the same lifting capability as the platform crane. Or there may be chain hoists or the like for lifting heavy items, optionally including up to the maximum weight for the platform crane, but these may be only for local use without the ability to move the heavy items a significant horizontal distance, if any.

The platform crane may be a slewing jib crane or a gantry crane. The platform may include no further slewing jib cranes or gantry cranes. The platform crane may have a reach that is sufficient to access laydown areas located either side of the corner of the deck that the crane is mounted to. The reach of the platform crane may be greater than this. The decks of the topside may include at least two laydown areas, for example, laydown areas at either side of the corner of the topside where the platform crane is located. The decks may also include hatches for transfer of materials through the decks without the use of laydown areas.

The reach of the crane at its maximum rated load may be less than the width of the topside decks. In one example the reach of the crane is about 90% of the width of the topside decks, and thus in the case of a 20 m square topside the crane may have an 18 m reach. These features can optimise the size of the crane allowing for efficient materials handling whilst minimising the crane jib length and lift capabilities. Reducing the size and lifting capabilities of the crane can reduce maintenance requirements.

The platform crane may have a lifting capability of 10 tons at its maximum reach, which has been found to be sufficient to meet materials handling requirements for a compact offshore platform, especially for an unmanned platform as discussed below. The platform crane may be incapable of lifting items over its maximum rated lifting capacity. The vessel crane may have a similar lifting capacity to the platform crane. For example the maximum load for the vessel crane may be typically be 10 tons at 20 m height. The lifting capabilities referenced above are of course for when the respective crane is operating within other limits, such as wind speed, wave height and so on, and for jib cranes the rate capacity will vary with the reach of the crane. As is well known in this field the cranes may operate at a reduced capacity, or operation may not be recommended, in the case of bad weather.

The multiple laydown areas include a laydown area for items lifted by the vessel crane on the vessel adjacent to the platform. This laydown area is advantageously accessible by the platform crane. The platform crane may be at a corner of a deck of the topside of the offshore platform, for example at a corner of the weather deck. In this way the vessel crane and platform crane can together allow for all the lifting needs of the platform to be met. In one example, transport to and from the platform uses the vessel crane to lift items onto a laydown area at a lower deck of the topside, which may be the lowermost deck, such as a spider deck. This lower laydown area may be the lowermost laydown area on the offshore platform. Transport to/from the laydown area on the lower deck to the other decks of the offshore platform may be done using the platform crane to transport items to the laydown areas outside of the other decks. The laydown areas other than the lower laydown area may not be accessible via the vessel crane.

The lower laydown area for items lifted from the vessel may be at an elevation for avoiding excessive height of the vessel and its crane. For example the laydown area may be at an elevation of 20 m above sea level and thus, where the lower laydown area is on the spider deck then the spider deck may also be at 20 m above sea level.

It will be appreciated from the discussion above that there is a particular benefit when the platform is an unmanned platform. A system using a combination of the vessel crane and the platform crane has particular benefits in the case of a platform where a vessel is normally present when lifting is required. For an unmanned platform then personnel might only be present when they have arrived using a vessel to reach the platform and in this case there is no requirement for lifting and for materials handling more generally unless personnel are present and a vessel is also present. Thus, the platform may be an unmanned platform, for example an unmanned production platform, an unmanned wellhead platform, or a combined unmanned wellhead and production platform. That is to say, it may be a platform that has no permanent personnel and may only be occupied for particular operations such as maintenance and/or installation of equipment.

The unmanned platform may be a platform where no personnel are required to be present for the platform to carry out its normal function, for example day-to-day functions relating to handling of oil and/or gas products at the platform. There are added advantages to making an unmanned platform as compact as possible, and thus a synergy arises with the proposed twisted topside arrangement since it permits a smaller and more compact unmanned platform.

An unmanned platform may be a platform with no provision of facilities for personnel to stay on the platform, for example there may be no shelters for personnel, no toilet facilities, no drinking water and/or no personnel operated communications equipment. The unmanned platform may also include no lifeboat, and advantageously may be accessed in normal use solely by the gangway or bridge, for example via a Walk to Work (W2W) system.

An unmanned platform may alternatively or additionally be defined based on the relative amount of time that personnel are needed to be present on the platform during operation. This relative amount of time may be defined as maintenance hours needed per annum, for example, and an unmanned platform may be a platform requiring fewer than 10,000 maintenance hours per year, optionally fewer than 5000 maintenance hours per year, perhaps fewer than 3000 maintenance hours per year. There is of course a clear interrelationship between reducing the maintenance hours needed and the use of a compact arrangement, as well as optionally the minimisation of crane capacity on the platform, amongst other things. The current arrangement is developed as a part of a general philosophy of minimising the amount of, and complexity of, the equipment on the unmanned platform, thereby allowing for the smallest and most cost effective platform for a given capability in terms of providing a function in the oil and gas installation.

In developing an unmanned platform it is a particular benefit for the maintenance hours to be kept to a minimum, since then the need for personnel on the platform is minimised. Therefore there is a synergy between the feature of an unmanned platform and the reduction in crane requirements on the platform, since the maintenance of the platform crane can be reduced compared to conventional platforms with larger cranes and/or multiple cranes. In some examples the platform crane may be arranged to have one or more detachable parts and/or may have a modular arrangement, for example in order to allow for parts to be taken onshore for maintenance with the offshore maintenance requirement for the crane being reduced accordingly.

Advantageously, the platform crane and/or the vessel crane may only be required to be used during favourable weather. For an unmanned platform then personnel may not visit the platform in the case of adverse weather and therefore there is no disadvantage in having a crane that cannot operate in bad weather. This means that there is a lesser requirement for the capability of the crane(s) to operate in bad weather. In relation to lifting between the platform and the vessel then platform crane and/or the vessel crane may be required to operate at significant wave heights of up to 2 m, and they may optionally not be approved for use in greater wave heights, for example wave heights of 5 to 6 m. For example, the platform crane and/or the vessel crane may not meet the requirements of BS EN 13852-1 in relation to operation offshore in larger significant wave heights, such as operating at wave heights as large as 5 to 6 m. The platform crane may not be required to operate in wind speeds of higher than 14 m/s, which generally equates to a significant wave height of 3 m. In that case the personnel may not be present on the platform.

The offshore platform may include permanently installed pad eyes and monorails for material handling, but preferably there is no permanent lifting or handling equipment aside from the parts of the platform crane that cannot be easily removed. The lifting equipment that is used for the platform, advantageously including the platform crane, is fully or partly of modular and temporary design and is to be stored, maintained and inspected onshore to reduce the maintenance hours required offshore. This lifting equipment can be transported to the platform via the vessel and used when needed only when the vessel is present. In one example, only the platform crane, lifting lugs and monorails are permanently on the platform. It is preferred for the moving parts of the platform crane to be modular based and/or removable so that they can be stored and maintained onshore. It is preferred for only the parts that are too heavy to be removed to be kept on the platform.

The offshore platform may comprise a jacket, such as a floating jacket or a fixed jacket. The platform may hence include a jacket supporting a topside, with the topside comprising multiple decks. In one advantageous implementation the jacket has a shape in plan view with corners at columns of the jacket; and the topside has multiple decks of similar orientation to each other; wherein the topside decks have corners out of alignment with the corners of the jacket such that the corners of the decks extend horizontally outward beyond the extent of the jacket between corners of the jacket and the orientation of the topside is hence twisted relative to the orientation of the jacket. This provides a platform that is more compact overall than an equivalent platform without a twisted topside compared to the jacket, and a platform that provides a smaller weight for a given size of the topside decks. The twisted topside also provides the topside decks with corners that extend well clear of the jacket, which allows for the platform crane to be located at one of these corners with readily available access to laydown areas that can be located outside of the footprint of the jacket. The maximum horizontal dimensions of the jacket where it joins to the topside are may be such that the jacket sits entirely within and beneath the horizontal cross-section of the decks.

The platform crane may have a reach enabling it to access laydown areas aligned with the corners of jacket that are to either side of the corner of the deck upon which the platform crane is located. One of these laydown areas may be the lower laydown area accessible via the vessel crane.

The use of the protruding corners of the topside deck(s) for access to laydown area(s) below at least one of the corners ensures that the platform can efficiently meet a required materials handling specification despite the absence of a heli-deck.

With the optional arrangement discussed above the topside has an orientation that is twisted compared to the jacket. In some cases the topside and the jacket may have a similar shape in plan view, for example a rectangle or square and the twisted orientation of the topside is hence such that the principle axes of this shape does not align between the topside and the jacket. For example, in the case of a rectangle or square then the edges of the main structure of the topside decks will be at an angle to the edges of the jacket footprint.

Whilst there are advantages from even a small degree of rotation of the topside relative to the jacket, it will be appreciated that for a polygonal shape then the maximum benefit from the twisted topside in combination with the placement of the laydown area(s) is obtained when the twisting is such that the corners of the topside decks are placed to protude over the edges of the jacket to the greatest extent, and hence the arrangement may include the topside decks having corners out of alignment with the corners of the jacket in order that the corners are within 10% above or below the misalignment angle for maximum protrusion of the topside decks from the edges of the jacket, or optionally at about the angle misalignment angle required for maximum protrusion. Typically the jacket and the topside decks would both be square and in that case the maximum protrusion of the topside decks would occur with the topside rotated at 45° to the jacket. If the 10% range above is used then the decks would be rotated by between 40.5° and 49.5° relative to the jacket.

The jacket and twisted topside arrangement may be orientated with respect to the prevailing wind directions so as to allow for one side of the topside decks to be protected and/or to allow for best ventilation of equipment that requires ventilation. In this case, taking the example of rectangular or square decks, then the topside decks may be oriented with the cardinal points so that the sides of the decks face north, south, east and west, and the jacket would be rotated relative to this orientation, so that the corners of the jacket face north, south, east and west. In one example, if the prevailing wind is defined as north to south and west to east, then process equipment on the topside should be located on the east and southeast side of the platform to allow for good natural ventilation.

The corners of the topside decks extend horizontally outward beyond the extent of the jacket between corners of the jacket. This may apply to all corners of the topside decks, although it will be appreciated that in some cases a deck may have an irregular shape and/or may be modified for some special purpose so that it does not extend outward beyond all sides of the jacket, but instead extends outward only for some corners of the deck. In some example embodiments all corners of each of the topside decks protrude beyond the edges of the jacket. There may be the same number of corners for the jacket and each deck and hence a similar shape as discussed above. This shape may refer to the main structure of the decks, and there may be features of the decks that extend beyond this main structure, such as one or more of stairways, mooring points for service vessels, laydown areas and so on, which can be mounted to the outer part of the jacket and/or the topside.

The proposed system has particular benefits for a small size platform since the benefits from combined use of the vessel crane and a single platform crane are increased when the deck and the jacket are both relatively small. If a twisted topside is used then there are further advantages from a small size platform.

The decks may have a maximum length and/or width of less than 30 m, optionally less than 25 m and in some examples less than 20 m. For example the largest deck(s) may be a square or rectangle with both length and width of less than 25 m or optionally less than 20 m. With the optional use of the twisted topside then the jacket has a maximum dimension that is smaller than the maximum dimension of the decks at the point where the jacket joins to the topside and preferably the maximum horizontal dimension of the jacket is about the same as or smaller than the maximum length or width of the decks at this point. For example, with a square jacket and a square deck and a topside twisted by 45° then the maximum horizontal dimension of the jacket would be the diagonal of the square of the jacket and this may be no more than the length of the side of the square of the decks. In the latter case the length of the side of the square of the jacket would be about 70% of the length of the side of the square of the decks. In one example the decks are about 20 m by 20 m and the jacket is about 14 m by 14 m where it joins to the topside.

Viewed from a second aspect, the invention provides a method of materials handling using a materials handling system for an offshore oil and gas installation, the system comprising: an offshore platform with a single platform crane, multiple laydown areas and no heli-deck; and a vessel with a vessel crane; the method comprising: locating the vessel adjacent to the platform and using the vessel crane to transfer materials from the vessel to one of the laydown areas; and using the platform crane for transfer of materials between the multiple laydown areas; wherein fully accessing and operating the platform requires the use of both of the platform crane and the vessel crane.

The method may include using the system described above in relation to the first aspect and/or the optional features thereof. Similar advantages arise. The vessel crane may not be capable of lifting items to all of the multiple laydown areas on the platform and the method may include using the vessel crane only for lifting items to a single laydown area, which may be a lowermost laydown area of the platform as discussed above. The method may include using the platform crane for all internal lifting to transport materials between the multiple laydown areas. Thus, transport to and from the platform may use the vessel crane to lift items onto a laydown area at a lower deck of the topside, which may be the lowermost deck, such as a spider deck. The lower laydown area may be the lowermost laydown area on the offshore platform. Transport to/from the laydown area on the lower deck to the other decks of the offshore platform may be done using the platform crane to transport items to the laydown areas outside of the other decks. As noted above, the laydown areas other than the lower laydown area may not be accessible via the vessel crane.

The method may include only using the platform with personnel present when the vessel is also present. Thus, the platform may be an unmanned platform as discussed above.

The method may include using a platform crane with one or more detachable parts and/or a modular arrangement, for example in order to allow for parts to be taken onshore for maintenance with the offshore maintenance requirement for the crane being reduced accordingly. The method may comprise transporting parts for the platform crane to the platform via the vessel, temporarily installing the parts for the platform crane whilst the vessel is adjacent to the platform and personnel are using the platform crane, and then removing the parts from the platform crane when personnel leave the platform via the vessel. The parts removed from the platform crane may be transported onshore for storage and/or maintenance.

The platform crane and/or the vessel crane may only be used during favourable weather, in relation to this, the method may include using cranes with a reduced ability to operate in adverse weather, as discussed above.

Preferably there is no permanent lifting or handling equipment aside from the parts of the platform crane that cannot be easily removed and the method includes storing, maintaining and/or inspecting lifting equipment onshore, and bringing it temporarily to the platform using the vessel when there is a need for materials handling on the platform, in one example, only the platform crane, lifting lugs and monorails are permanently on the platform.

The method may use a twisted topside arrangement as discussed above. Thus, in one example the platform comprises: a jacket having a shape in plan view with corners at columns of the jacket; and a topside having multiple decks of similar orientation to each other; and the method comprises: orienting the topside decks with corners of the topside decks out of alignment with the corners of the jacket such that the corners of the decks extend horizontally outward beyond the extent of the jacket between corners of the jacket and the orientation of the topside is hence twisted relative to the orientation of the jacket; and providing one or more laydown area(s) are provided in locations that are accessible via a platform crane on an outward extending corner of one or more of the decks. The maximum horizontal dimensions of the jacket where it joins to the topside may be such that the jacket sits entirely within and beneath the horizontal cross-section of the decks.

Certain embodiments of the present invention will now be described in greater detail by way of example only and with reference to the accompanying drawings in which:

Figures 1 and 2 are schematic diagrams showing the layout of an offshore field development;

Figure 3 is a perspective view of a 3D model of an example platform with a topside twisted 45° relative to the jacket;

Figure 4 is an elevation of another example platform when viewed from the north;

Figure 5 shows a plan view for an example spider deck for the platform of Figure 4; Figure 6 shows a plan view for an example emergency shutdown valve (EDSV) deck for the platform of Figure 4;

Figure 7 shows a plan view for an example cellar deck for the platform of Figure 4; Figure 8 shows a plan view for an example cellar deck mezzanine for the platform of

Figure 4; Figure 9 shows a plan view for an example process deck for the platform of Figure 4; and

Figure 10 shows a plan view for an example weather deck for the platform of Figure

4.

The following is described in the context of a possible field development 10. A 6- slots subsea production system (SPS) 12 is proposed at a first remote site, A.

Approximately 12 km away, within a second remote site, B, is proposed an Unmanned Wellhead Platform (UWP) 14 and an Unmanned Processing Platform (UPP) 16.

The distance between remote site A and remote site B is approximately 12 km, while the distance from remote site B to the tie-in point at a host pipeline is approximately 34 km. A schematic illustration of the pipeline systems is shown in Figures 1 and 2. The water depth both at remote site A and remote site B and in the host area is in the range of 100 to 1 10 metres, and the seabed bathymetry is in general flat with no major features or pockmarks.

Oil, gas and water from the reservoir of remote site A are produced to the SPS 12.

The well fluid is transported through an insulated and heat traced pipe-in-pipe pipeline 18 to remote site B. The UPP subsea and topside facility 16 at remote site B is protected from the high well shut-in pressure by a subsea high-integrity pressure protection system (HIPPS) system 20.

Oil, gas and water from the reservoir of remote site B are produced to the UWP 14.

The UPP subsea and topside facility 16 is protected from the high well shut-in pressure by a topside HIPPS system 22 on the UWP 14.

Injection of water for pressure support is planned for the reservoirs of both remote site A and remote site B via respective water injection pipelines 24, 26.

Produced fluid from remote site A and remote site B is mixed upstream of a subsea separator 30. The subsea separator 30 is a three phase separator operating at

approximately 40 bar initially. The temperature in the separator 30 is high (90°C) and good separation is expected.

Oil and water leaving the separator 30 is metered by a multiphase flow meter 32 and exported to a host 34. The receiving pressure at the host 34 will be kept at the same pressure as the subsea separator 30 to avoid flashing and multiphase flow in the export pipeline or inlet heater at the host 34. The oil is only partly stabilized in the subsea separator

30, and further stabilization to pipeline export specification is assumed at the host 34.

The subsea separator 30 and pumps (not shown) are provided as a subsea separator and booster station (SSBS) 29, which is located as close to the UPP 16 as possible to minimize condensation and liquid traps in the gas piping from the separator 30 to the UPP 16. An umbilical 50 connects the UPP 16 to the host 34. The umbilical provides remote control of the operations of the UPP 16, as well as of the operations of the SPS 12, UWP 14 and SSBS 29 via secondary umbilicals 52, 54, 56. The secondary umbilicals 52, 54, 56 also supply any required power and chemicals required from the UPP 16 to the SPS 12, UWP 14 and SSBS 29.

Gas at 40 bar is delivered from the separator 30 to the UPP 6 topside inlet cooler 36 through a dedicated riser 38. The inlet cooler 36 comprises a seawater-cooled shell and tube heat exchanger. TEG is injected into the gas for hydrate inhibition before cooling the gas to 20°C in the seawater-cooled shell and tube inter stage cooler 36.

Condensed water and hydrocarbons are removed in a downstream scrubber 37.

Liquid from the scrubber 37 flows by gravitation back down to the subsea separator 30 through a dedicated riser 40.

The gas from the scrubber 37 is then compressed to around 80 bar in a first stage compressor with a discharge temperature of around 80°C. The temperature should ideally be as low as possible to reduce the amount of glycol required for dehydration.

The maximum cricondenbar pressure of the export gas is 110 barg. The

cricondenbar is the pressure below which no liquid will be formed regardless of temperature. The cricondenbar is a property of the gas. The cricondenbar is determined by the conditions in the inlet scrubber 37.

The pressure in the scrubber 37 is determined by the pressure in the subsea separator 30. A low pressure in the separator 30 will reduce the flash gas in the export oil and is at some point in time required to realize the production profiles. The required compression work and power consumption will however increase with a lower pressure. The separator 30 will operate at about 40 bar initially and the pressure will be reduced to 30 bar or even lower towards the end of the lifetime.

The temperature in the scrubber 37 is determined by the inlet cooler discharge temperature. A lower temperature corresponds to a iower cricondenbar. The hydrate formation temperature is about 15°C and a 5°C margin gives a minimum cooler discharge temperature of 20°C.

The gas from the scrubber 37 is then dehydrated using the glycol dehydration to meet the appropriate export specification. For example, the maximum water content is 40 mg/Sm ³ for gas exported to Statpipe.

The gas is compressed to the required export pressure after dehydration. For example, the maximum operating pressure of the Statpipe Rich Gas pipeline is 167 barg. The required export pressure will be a function of allocated gas volumes and selected operational pressure in the pipeline and could be Iower than the maximum pressure specified. The gas is metered and measured according to requirements in a dedicated metering package, before entering the export riser and gas export pipeline 44.

In one example, the discharge temperature from the compressor is about 80°C at 167 barg. However, the gas will be cooled in the 45 km long, un-insulated gas export pipeline 44 and the gas temperature is well below the maximum operating temperature for Statpipe when it reaches the tie-in point.

The selected UPP 16 design facilitates the unmanned processing of oil and gas in remote site B, A combination of subsea processing and topside processing on the UPP 16 can maximise operability and minimise capital and operational expenditure.

The UPP 16 has a steel jacket configuration. The jacket 46 is square with a spacing of 14 metres between the support columns 114. The jacket orientation is turned at 45° to the platform north to optimise weight versus size for the topside 48, so that the topside decks 48 are at 45° to the square of the jacket 46, as shown in Figure 3. By way of example, a possible UPP layout is shown in elevation in Figure 4 and in plan view for each of the deck levels in Figures 5 to 10, which show the spider deck 102, emergency shutdown valve (ESDV) deck 104. cellar deck 106, cellar mezzanine deck 108, process deck 110 and weather deck 1 12 respectively.

The UPP 16 uses a piled, four legged, symmetrically battered jacket 46 to support the topside 48. The topside 48 is 19.8m x 19.8m across the main structural span and its orientation is twisted compared to the jacket 46.

Umbi!icals will be pulled into the platform 48 with a winch located on the weather deck 112 and a umbilical slot and reserved space are provided for this activity in centre of the platform 48. The slot and reserved space can be used for other purposes on the module deck areas once the pulling operation is completed,

The SSBS 29 is located on the seabed within the jacket 46. A subsea separator 30 is used instead of a topside solution on the UPP 16 because a topside solution would require an additional level on the UPP 16 due to the size and weight requirement.

The separator 30 is based on a symmetrical design with a central top inlet arrangement and top outlet arrangements at both ends combined with cyclones for gas polishing. Likewise oil and water outlets are at the bottom part inside and outside respective baffle-plates. Operation of the subsea separator 30 is performed using several distinct control loops.

The levels in the separator 30 are measured by a profiler level detector system. Water level control will adjust speed of the water injection pump and the level of oil will adjust speed of the export pump. The pressure in the subsea separator 30 is adjusted by the speed of the 1st stage compressor (suction pressure control). The control loops will be closed at the host 34 using fiber optic cables in an umbilicals 50, 56. The platform 14, 16 would be oriented based on the prevailing wind direction. For example, with the prevailing wind defined as north to south and west to east, the process equipment should be located on the east and southeast side of the platform to allow for good natural ventilation.

As noted above, the platform layout advantageously uses a twisted topside 48 as shown in Figure 3, with the topside decks 102, 104, 106, 108, 110, 112 rotated at 45° to the jacket 46. In this case the topside decks 102, 104, 106, 108, 1 10, 112 can be oriented with the cardinal points so that the sides of the square decks 102, 104, 106, 108, 110, 112 face north, south, east and west, and the jacket 46 is rotated at 45° relative to this, so that the corners of the jacket 46 face north, south, east and west.

The spider deck 102 is located at an elevation of 20m above sea level. An example layout is shown in Figure 5. The spider deck 102 will be provided with three of personnel landings 122 located on the north corner of the jacket 46 when the Service Operation Vessel (SOV) is located on the north and east side of the UPP 16 and on the west corner of the jacket 46 when the SOV is located on the west side of the UPP 16.

For the personnel landing 122 on the north corner a muster area 126 is defined. The muster area can be located below the module and close to the north staircase to the decks above. A temporary escape chute 124 will be located on the combined north -east personnel landing 122.

It is likely that the preferred side for a SOV is the east side of UPP 16 due to the prevailing wind direction. For this reason a laydown area 128 for material handling is located on this side. The laydown area 128 is 8 x 5m. From the laydown area 128 stairs are provided up to ESDV deck 104. Between the personnel landings 122 and the laydown area 128, access and escape routes are provided.

The hang off arrangement for pipeline and risers that need 3D or 5D bend will be located on the spider deck 102. In addition is it likely that the umbilical and power cables should be hanged off at this level and routed directly up to the termination panels.

The ESDV deck 104, which can have a layout as shown in Figure 6, is located 4m above the spider deck 102. Piping that enters the UPP 16 from the subsea are routed inside the jacket structure 46. For piping with an ESD valve, the ESD valve shall be located on ESDV deck 104. The pipeline specification will be terminated at the ESD valve. Piping including ESD valve should be designed according to ASME design code B31.3 Process piping. ESD valves for the 16" gas export and the 16" process line from the subsea separator will be the largest valves on this deck 104, and the valves will most likely set the deck height pending the arrangement for material handling. Termination cabinets for the umbilical (TUTU) will be located on this deck 104, on the north and close to the Umbilical slot. Two seawater pumps including strainers and hydraulic skid will be located on the west side of this deck together with a stacking area for seawater lift pump.

A temporary and removable open drain tank is located on the ESDV laydown area 130. The laydown area 130 is sized (5 x 2.5m) to allow for material handling when the drain tank is on the laydown area 130. The crane operator will have direct view and good accessibility with the weather deck crane 132.

The TEG circulation pump (24P0002) is located on east side of the deck and below the 2nd stage scrubber to allow for sufficient pump suction height (6m). Access to Cellar deck 106 above will be from north and south end of the ESDV deck 104 using the stair cases.

An example layout for the cellar deck 106 is shown in Figure 7. In this example the Cellar deck 106 is located 6m above the ESDV deck 104. Access to cellar deck 106 is through a stair case on the north side from both the process deck 110 above and the ESDV deck 104 below. The stair case is in connection with the cellar deck laydown area 130. The south stai from the above and below area will land close to the bridge. From a north laydown area 34 to a bridge 136 on the south side is a main escape route connecting the staircases through the platform decks 102, 104, 106, 108, 110, 112. The bridge 136 is 75m long and will tie the UPP 16 to the UWP 14.

On the north is a laydown area 134 (6 x 4m) that will be designed to take the weight and size of the main power transformer located close to the laydown area 134. The transformers are the largest and heaviest equipment on this deck 106. Due to the large equipment maintenance handling route is dimensioned to take this large equipment. The high voltage transformers are located in a natural ventilated area that will be normally locked and only available for authorized personnel.

On the northwest side of the deck 106 is a mechanical ventilated Compressor VSD room. The access to the VSD room is from the process area and air lock in the centre of this deck 105 or from the north end of the room. Larger items that shall be removed from the room will be removed through the north access and skidded to the laydown 134.

A HVAC room is located on the south west side with access doors from east and south in addition will safe access be provided from the air lock used for access to the electrical VSD room. Larger items that need to be replaced could be handled through the east and follow the material handling route to the laydown area. The air intake for the HVAC room is proposed located on the cellar deck 106 west wall and the intake filter packing shall be designed <25 kg to enable manual handling.

Process equipment is located on east side of the module including scrubbers, pump and the fiscal metering package. A stair to a mezzanine deck 108 is provided in the centre of the module to avoid passage through the local instrument room when accessing to the local electrical equipment room. An example layout for the cellar mezzanine deck 108 is shown in Figure 8.

The cellar deck mezzanine deck 108 is 4.6 m above the cellar deck 106 in this example. Access to the deck below and the deck above is arranged for by the north and south staircase, in addition to the internal south stair. A local instrument room with natural ventilation is on the south part of this mezzanine deck 108. Access can be provided from a stair on the south end or through the stair on the north east corner of the room. Material handling may be provided with a monorail and hoist 138 through a panel and to a drop area on the south east side and down to the east side of the bridge landing.

The local equipment room is mechanical ventilated for non-Ex approved equipment and are provided with air lock when entered from the east stair close to the process equipment. On the north access is provided directly into the north staircase. No deck is provided over the process area and large equipment, however from the mezzanine deck 108 a platform is arranged for access to the elevated part of the scrubbers.

Above the cellar deck 106 and cellar deck mezzanine 108 is a process deck 110, which may be arranged as shown in Figure 9. In this example the process deck 110 is located 9m above the cellar deck 106. Access to the deck below is arranged for by the north and south staircase. Access to the weather deck 112 is arranged on the east and west side.

A laydown area 140 (6 x 4m) with crane access is located on the north end of the process deck 110 with a short transport route for the 1st and 2nd stage compressor transformers. Each transformer will have a weight of approximately 25 ton and need to be handled by a heavy lift vessel during installation due to the SOV crane limitation of 8 -10 ton. Gas to Pipe Mixer (G2PTM) and Inlet De-liquidizer's are located on the east side of the process deck 110.

The weather deck 112 is 8m above the process deck 110 in this example and can have a layout as shown in Figure 10. From this deck the access and escape possibilities are through stairs case on the east and west side of the installation and down to the cellar deck 106. The main equipment on the weather deck 112 is an intercooler heat exchanger and inlet gas heat exchangers. Dual heat exchangers will be stacked on top of each other on the south west deck area. A package with chemical tanks and pump may be required pending the supply of chemicals from OFC through the umbilical.

The vent stack 142 is located on the south -east corner due to the prevailing wind direction and to be close to process equipment for shortest possible pipe routing. Relief valves for the vent line will be located close to the vent stack 142. In this example the size of the stack is 1.5 x 1.5 x 10m. The vent stack 142 is used for cold venting during certain procedures, and it is not used for depressurisation in the event of a fire. The vent stack 142 can be used for pressure relief of methane gas through cold vent 142 during barrier testing and maintenance operations that require pressure relief. It will be appreciated that there is no flare for this platform 16, which is a significant difference to the conventional

arrangement. In the event of a fire there is no emergency depressurisation and instead the piping and equipment on the platform 16 is isolated from wells and larger volumes of hydrocarbons in connected external piping by valves, then left at operating pressure. As discussed above this generates an added risk in relation to escalation of the fire, but this risk can be managed by restricting the size of the platform 16 and hence minimising the evacuation time, and also by adding passive fire protection as described below.

The platform crane 132 is located on the north east corner for good access to all the laydown areas 128, 130, 134, 140 provided on the various decks below. This has an 18 m reach and the access to the laydown areas 128, 130, 134, 140 as well as to the SOV is aided by the twisted topside arrangement of the platform 16.

Goods lifted by the SOV to the spider deck laydown area 128 can be picked up by the platform crane 132 and moved to a local laydown area 130, 134, 140. In case of a breakdown of the platform crane 132, davits 144 are proposed installed between the two laydown areas 134, 140 on the north side and between the two laydown areas 128, 130 on the east side.

An area 146 on the weather deck 112 can be reserved for helicopter drop, although it will be appreciated that the platform design does not allow for a heli-deck.

Material from drop areas on cellar deck 106 could be moved to the north laydown area 134 with a trolley. Similarly, hand-liftable equipment on all decks can be transported by trolley to the local laydown area for further transportation.

The base case for equipment transfer from/to the UPP 16 is by mean of SOV crane used during normal scheduled visits in the operation phase. Cargo and equipment transport to and from the platform uses the SOV crane to the lowermost laydown area 128 on the spider deck 102. This is at a height of 20m above sea level on both the UWP 14 and UPP 16. The maximum load for the SOV crane will typically be 10 tons at 20 m height and up to 3 m Hs. Loads below twenty five kilograms can be handled by the members of the crew through the W2W (SOV).

Loads up to three tons could alternatively be transferred by means of helicopter to a laydown area 146 on the weather deck 112. The weather deck 112 can contain a landing area 146 for cargo from helicopter and a personnel winch-up area for escape in a situation without access to the SOV.

Internal lifting on the UPP 16 is performed by a slewing jib crane 132, which is mounted on the weather deck 112 as noted above. The jib crane 132 in this example has a SWL capacity of 10 tons at 18m distance along the jib. A similar design can be used for the UWP 14. Transport to/from the laydown area 128 on the spider deck 102 to the platform decks 104, 106, 108, 110, 112 can be done via the platform crane 32 to laydown areas 130, 134, 140 outside of the decks 104, 106, 108, 110, 112. This crane 132 is for onboard lifting only and all laydown areas 128, 130, 134, 140, 146 are arranged to be within reach of the crane 132. Advantageously, this crane 132 is only required during favourable weather since in the case of adverse weather then personnel will not visit the platform 16. This means that there is a lesser requirement for the capability of the platform crane 132 to operate in bad weather. Similarly, the SOV crane need not be capable of operating in bad weather. For example, the cranes need not meet the requirements of BS EN 13852-1 in relation to operation offshore in significant wave heights, such as operating at wave heights as large as 5 to 6 m. Instead the platform crane and also the SOV crane may only be required to operate at wave heights of up to 2 m.

Lifts above 10 tons could be performed by a separate heavy lifting vessel, although equipment weighing only slightly above 10 tons might be handled by the SOV crane with more stringent restrictions to wave height, but this will depend on the actual capacity of the crane on the vessel utilized.

Heavier equipment items are placed such that it is possible to lift them out of position and transport them to an external laydown area where they can be picked up by a suitable lifting vessel. Internal transport can be by lifting beams or monorails and rail based trolleys capable of handling the relevant load. Lifting/transport devices can be brought onto the platform as required for the relevant operation.

All vertical transport between decks is done by the platform crane 132, at least for larger items. As an alternative lifting arrangement for smaller items there are two davits 144 on weather deck level, one serving the east side covering laydown areas on the spider deck 102 and ESDV deck 104, and the other on the north side covering laydown areas on the process deck 110 and the cellar deck 106.

Local handling for each item will involve the use of permanently installed pad eyes and monorails and temporary equipment. It shall be possible to install trolley/hoists without use of temporary scaffolding. The platform 16 is designed for internal horizontal transport handling from laydown areas to/from location where the items are needed.

The lifting equipment that is used is advantageously of modular and temporary design and is to be stored, maintained and inspected onshore to reduce the maintenance hours required offshore. This lifting equipment can be transported to the platform via the SOV (or over the bridge 136, if a bridge 136 is present). Only the weather deck jib crane 132, lifting lugs and monorails are permanently on the platform. Jib crane moving parts should as far as possible be modular based and removable so that they can be stored and maintained onshore. It is preferred for only the parts too heavy to be removed to be kept on the jib crane and these should be suitable for prolonged storage in harsh conditions with minimum maintenance.

The platform 16 will allow for various evacuation routes from differing locations. The evacuation routes need to be established with the slowest evacuations being used as the basis for a maximum evacuation time. This maximum evacuation time is then used in determining what fire protection should be included. The platform 16 is provided with passive fire protection (PFP) in order to ensure that a fire will not escalate until after personnel on the platform have been safely evacuated. It should be noted that the absence of a flare can increase the risk of a dangerous escalation of a fire, since there is no depressurisation. However, the absence of the flare contributes to allowing for the size of the platform 16 to be reduced and the evacuation time to be minimised. Moreover since the platform 16 is an unmanned platform then personnel will only be present with a connection via a bridge 136 or a gangway to a SOV being present as well, which means that the evacuation process can be very quick. It is evaluated that personnel can escape to the stair tower within 1 minute after the initial incident, and a conservative assumption is that personnel will be on the service ship within 10 minutes.

The evacuation route(s) can include different routes from different locations on the platform 16 to an escape point via the gangway or bridge 136. In the case of a

vessel connecting to the platform 16 via a gangway then the evacuation route includes personnel boarding the vessel and moving away from the platform to a safe distance by using the vessel. In the case of a bridge 136, for example to another platform such as the UWP 14, then the evacuation route may include traversing some or all of the bridge 136 to get to a safe distance. Identifying the evacuation routes includes taking account of the routes required for traversing decks, climbing and/or descending stairs, climbing and/or descending ladders, descending escape chutes and/or moving around obstructions. The evacuation time and/or the length of the route is assessed for all evacuation routes, or at least for the longest routes, in order to identify the evacuation route with the longest evacuation time. The evacuation time is calculated based on assessing the nature of each part of the evacuation route, allocating a time required for a person to traverse each part of the evacuation route, and summing the times. The time required for a person to traverse each part of a route is based on the length/distance for the route and on a set speed for different types of route. Preferably the speed is based on evacuation of an injured person. Optionally the speed may be based on favourable weather conditions. In the case of an unmanned platform personnel would not board the platform during adverse weather and therefore it may not be necessary for the speed during evacuation to take account of adverse weather. The speeds can be based on past experience and/or empirical calculations for speed of movement of a person.

By way of example, the speed of movement may be set as follows: Evacuation of uninjured person: 1.0 m/s for corridors (flat decks), 0.6 m/s for stairs and 0.3 m/s for ladders.

Evacuation of injured person: 0.5 m/s for corridors, 0.2 m/s for stairs and 0.3 m/s for ladders.

The example platform above is about 20 m by 20 m with three full decks 106, 110,

112 and one mezzanine deck 108, plus two decks 102, 104 as a part of the jacket structure. The jacket 46 is about 18 m by 18 m. The longest evacuation route is determined to be from the weather deck 112 to the SOV. Conservatively, the distance diagonally across the deck is used. The escape route is hence as follows: walk diagonal across deck - 28 m, walk via stairs from weather deck 112 to bridge deck (spider deck 102) - 91 m (based on height of 27 m and stair pitch not to exceed 38°), and walk from bridge deck to SOV - 30 m.

Using the speeds set out above, the evacuation time for non-injured and injured personnel can then be found. For a non-injured person the timings are: walk diagonal across deck - 28 s, walk via stairs from weather deck 112 to bridge deck (spider deck 102) - 152 s, and walk from bridge deck to SOV - 30 s, with a total time of 210 s. For evacuating an injured person the timings are: walk diagonal across deck - 56 s, walk via stairs from weather deck 1 12 to bridge deck (spider deck 102) - 456 s, and walk from bridge deck to SOV - 60 s, with a total time of 572 s.

In an alternative scenario the evacuation route could be via the bridge 136 to the neighbouring platform. By way of example, it is required that the personnel traverse the full length of the bridge 136 to be deemed 'safe', and in this instance the bridge 136 is located at the cellar deck 106. The escape route is hence as follows: walk diagonal across weather deck 1 12 - 28 m, walk via stairs from weather deck 112 to cellar deck 106 - 57 m, and walk from cellar deck 106 across bridge 136 - 75 m.

Using the speeds set out above, the evacuation time for non-injured and injured personnel can then be found. For a non-injured person the timings are: walk diagonal across weather deck 112 - 28 s, walk via stairs from weather deck 112 to cellar deck 106 - 96 s, and walk across bridge 136 - 75 s, with a total time of 199 s. For evacuating an injured person the timings are: walk diagonal across weather deck 1 12 - 56 s, walk via stairs from weather deck 1 12 to cellar deck 106 - 287 s, and walk across bridge 136 - 150 s, with a total time of 493 s.

The evacuation time is used in assessing the risk and determining the required passive fire protection. Passive fire protection is provided to equipment and/or piping on the platform in order to prevent escalation of the fire that would create a risk to personnel on the evacuation route(s) during the determined evacuation time. For minimum fire protection this includes providing passive fire protection only to the extent required to remove the risk to personnel on the evacuation route(s) during evacuation. Thus, if there is a risk of escalation within the maximum evacuation time due to rupture of certain pipework in the vicinity of an escape route, or liab!e to affect an escape route then passive fire protection is provided to restrict the increase in temperature of the pipework during a fire and/or to increase the strength of the pipework to make it more resistant to rupturing. Alternatively or additionally, if there is a risk of escalation within the maximum evacuation time due to hydrocarbons present in certain equipment in the vicinity of an escape route, or liable to affect an escape route then passive fire protection is provided to restrict the increase in temperature of the equipment during a fire and/or to protect the equipment from to make it more resistant to ignition of the hydrocarbons and/or explosion of the equipment. Such equipment may include compressors, scrubbers, coolers, metering devices, valves and so on.

It will be appreciated that the above system for optimisation of fire protection could also be applied to the UWP 14 in a similar fashion. It will also be understood that the exact layout for the platform in terms of the decks that are present and the equipment that is used can vary.