An Overview of Jack-Up Operation - Offshore Diploma

Alexandria University
Faculty of engineering
AN OVERVIEW OF JACK-UP OPERATIONS
A research project submitted to the Department of Naval

Architecture and Marine Engineering as partial fulfillment of the
Diploma degree in Offshore Engineering
By
Ahmed Gamal Mohamed Zaki
Supervisor
Prof Dr. Khaled Ali Hafez
Fall 2019
Alexandria university Naval architecture and Marine
An overview of jack-up operations
Faculty of Engineering Engineering Department
AKNOWLEDGMENT
I would like to express my sincere appreciation to my supervisor, Prof. Dr. Khaled

Ali Hafez , whose guidance, supervision, encouragement and wealth of knowledge
has made this report a huge success.
My heartfelt gratitude goes to all my friends who have made my Diploma study an
exciting experience.
I would like to thank my parents, who supported me overcome all obstacles induced
throughout my work, and for their continuous encouragement, and enthusiasm.
Also, I would like to deeply thank all my beloved colleagues in the Diploma group for
their cooperation in organization the whole work.
Finally, I would like to deeply thank everybody who shared knowledge with me and
helped me to learn a letter throughout my entire life.
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DECLARATION
I declare that no part of the work referred to in this report has been submitted in
support of an application for another degree or qualification of this or any other
University or Institution.
Name: Ahmed Gamal Mohamed Zaki
Signature:
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ABSTRACT
One of the greatest discoveries of 20th century was oil and it has so many applications
that it cannot be separated from mankind. As the need for oil expands in an explosive
rate, need for find new discoveries was eminent. During the middle of 20th century,
oil discovery started in near shore and medium range of water depth.
The jack-up mainly used for exploration of oil wells at shallow water and production
as well , they can be differ respect of manufacturer design and working area and their
configuration .
This reports illustrates the jack-up types , equipment list , certification and manning
during operation , modes of operations and mandatory requirements of jack-ups.
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List of Contents
AKNOWLEDGMENT ...................................................................................................... i
DECLARATION .............................................................................................................. ii
ABSTRACT ...................................................................................................................... iii
List of Contents ................................................................................................................. iv
SUMMARY ...................................................................................................................... vii
LIST OF ABBREVIATIONS ............................................................................................ viii
LIST OF FIGURES ........................................................................................................... x
LIST OF TABLES ............................................................................................................ xi
CHAPTER I INTRODUCTION ........................................................................................ 1
1.1 Important structural design parameters 3
1.1.1 Support Footing 4
1.1.2 Legs 4
1.1.3 Cylindrical Legs versus Trussed Legs 4
1.1.4 Cylindrical legs 5
1.1.5 Trussed Legs 5
1.1.6 Three-legged jack-up verses four-legged jack-up 6
1.1.7 Three-legged Jack up 6
1.1.8 Four-legged jack up 7
1.2 Types of jack-up units 9
1.2.1 Independent-leg type jack-up unit 9
1.2.2 Mat-type jack-up unit 9
1.3.1 Preloading operation 12
1.3.2 Jacking to operation air gap 14
1.3.3 Jacking to storm survival air gap 15
1.3.4 Upper and lower guides 16
1.3.5 Radial Pinion Chords versus Opposed Pinion Chords 17
1.3.6 Opposed Pinions (3-Chorded Leg) 17
1.3.7 Radial Pinions (4-Chorded Leg) 18
1.4 Leg punch through 19
1.5 Equipment 21
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1.5.1 Marine equipment 21

1.5.2 Mission equipment 21
1.5.3 Elevating equipment 22
1.6 HELIDECK 22
1.7 ACCOMMODATION 23
1.8 Methods of transferring loading from (and to) the deck box to the legs 23
1.9 Deck box 23
1.10 WORKING AREAS 24
1.10.1 Working areas in Egypt 24
CHAPTER II GUIDELINES, MANAGEMENT AND MANNING .................................. 25
2.1-General 25
2.2 Registry and class 26
2.3 Draft and leg-height marks 28
2.4 Certification and documentation 29
2.5 Management 29
2.6 Manning 30
CHAPTER III SITE DATA REQUIRED FOR JACK-UP SITE-SPECIFIC
ASSESSMENTS ............................................................................................................... 33
3.1 General 33
3.2 Location coordinates 33
7.3 Water depth, tidal range and storm surge 33
3.4 Wind and wave, and current data 34
3.5 Bathymetric survey 35
3.6 Seabed surface survey 36
3.7 Shallow seismic survey 38
CHAPTER IV SELF PROPELLED AND PROPULSION- ASSISTED JACK-
UPS................................................................................................................................... 40
4.1 Self-propelled jack-ups 40
4.3 Propulsion-assisted jack-ups 42
CHAPTER V NON PROPELLED JACK-UPS ................................................................. 43
5.1 Manned and unmanned tows 43
5.2 Ballasting 43
5.3 Watertight integrity 43
5.4 Barge deck openings 44
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5.5 Mooring arrangements 44

5.6 Navigation lights and shapes 44
5.7 Access 45
5.8 Fenders 45
5.9 Towing arrangements 45
5.10 Tow connections 46
5.11 Fair-leads 46
5.12 Towing bridle 47
5.13 Intermediate tow pennant 47
5.14 Shackles 47
5.15 Bridle retrieving arrangements 48
5.16 Emergency towing arrangements 48
5.17 Anchor 49
CHAPTER VI TOWING VESSELS ................................................................................. 50
6.1 General 50
6.2 Bollard pull requirements 50
6.3 Towing winches 51
6.4 Towline control 52
6.5 Towing wire 52
6.6 Stretchers 53
6.7 Tailgates/stern rails 53
6.8 Additional equipment 53
6.10 Manning 54
CONCLUOSIONS ............................................................................................................ 55
References ......................................................................................................................... 56
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SUMMARY
The report summarizes jack-ups operations as chapter I included jack-ups types , full
specifications for jack-ups and mandatory equipment to be onboard .
Chapter II includes all certificates and mandatory regulations that must be followed
up for safe jack-up operation
Chapter III includes environmental aspects that must be assessed during Jack-up
operations including Rig moves
Chapter IV , V and VI includes full specifications for jack-up either self propelled ,
towed , manned or unmanned and the requirements for tug boats used in Rig move
also .
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LIST OF ABBREVIATIONS
Abbreviation Meaning
ABS American bureau of shipping
ACOPS Approved code of practice and guidance
AFS Control of harmful anti-fouling systems on ships
BOSIET Basic offshore safety induction and emergency training
CDM Construction ( design and management ) convention
COLREGS Preventing collisions at sea regulations
DAF Dynamic amplification factor
DHL Dynamic hook load
DP Dynamically positioned
DNV Det norske veritas
ECDIS Electronic chart display and information system
FMECA Failure mode effect and consequence analysis
FRC Fast rescue craft
GMDSS Global maritime distress and safety signal
HAT Highest astronomical tide
HCA Helicopter certification agency
HEUT Helicopter underwater egress training
HNS Incidents by hazardous and noxious substances
HWSA Health and safety at work
IACS International association of classification societies
IMO International maritime organization
ISM International safety management
ISO International Standards organization
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ILO International Labor organization
MARPOL Prevention of marine pollution from ships
MODU Mobile offshore drilling units

MRCC Maritime rescue coordination center
MLC Maritime labor convention
NDT Non destructive test
LAT Lowest astronomical tide
PUWER Provision and use of work equipment regulations
OIM Offshore installation manager
SOLAS Safety of life at sea
STCW Standards of training , certification and watch keeping for seafarers
SHL Static hook load
SLS Serviceability limit state
SLR Spot location report
SUT Society of underwater technologies
SWBM Still water bending moment
ULS Ultimate limit state
UXO Unexploded ordnance
TPR Towing pollard required
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LIST OF FIGURES
Figure 1.1 Self elevating jack-up 1
Figure 1.2 Jack-up with cylindrical legs. 5
Figure 1.3 Jack-up with trussed legs 6
Figure 1.4 Three –legged jack-up 7
Figure 1.5 Four- legged jack-up 7
Figure 1.6 Four chorded leg jack-up 8
Figure 1.7 Three chorded leg jack-up 8
Figure 1.8 Jack-up – mat type 11
Figure 1.9 Jacking system with jack-up mat type 12
Figure 1.10 Damage to legs during preloading operation 13
Figure 1.11 Jacking system of cylindrical legs 16
Figure 1.12 Electric jacking system for truss legs 16
Figure 1.13 Opposed pinions (3-chorded legs) 17
Figure 1.14 Radial pinions (4-chorded legs) 18
Figure 1.15 Leg punch through 20
Figure 1.16 Helideck 22
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LIST OF TABLES
Table 6.1 Bollard pull requirements 51
Table 6.2 Towing wire specifications 52
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CHAPTER I INTRODUCTION
The term Jack-up covers a large variety of offshore structures from small lift boat
structures to large deep water designs , the purpose of jack-up design is to provide
a mobile , self –installing , stable working platform at an offshore location . The
jack-up platform itself may be designed to serve any function such as, for
example; tender assist, accommodation, drilling or production.
Thus the term jack-up represent a structure that has a mass of few hundred tones
and is capable of elevating not more than a few meters above the still water
surface , to a structure that has a mass of over 20,000 tones and is capable of
operating in water depths in excess of 140 meters
The Self elevating jack up platform is one of earliest types of platforms .it's
mainly used for exploratory drilling operations to drill wells for permanent
platforms but a number have been constructed as accommodation support vessels
to provide assistance to fixed installation during construction , modification and
repair . The majority of jack-ups used for exploration ( wildcat drilling ) purposes
and work-over .it consists of a triangular shaped ( sometimes rectangular) , box-
section barge fitted with three ( sometimes four ) moveable elevator legs which
enables the vessel to stand on the sea bed in water depths of up approximately as
shown above . the drilling derrick is fitted to rails so that it can be cantilevered
into a position which provides direct access to the wellhead area .
The Jack-up has many components illustrated in figure 1.1
Figure 1.1-Self elevating jack-up
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1. Elevating racks ( spud cans )

2. Legs
3. Gear units
4. Drilling derrick and equipment
5. Accommodation
6. Helicopter pad
7. Cranes
8. Nearby jacket platform
Such platforms are typically towed like a barge to the drilling site (over short
distances) with the legs elevated vertically above the barge deck. At the site, the legs
are jacked down through the water column and into the sea floor, while using thruster
unites to position the platform. Before jacking, favorable weather conditions of
sufficient duration, i.e. suitable weather window to be insured. As the leg engage the
sea floor , the drilling deck is raised out of the water into the air , the base of each leg
is fitted with spud can which consists of a plate or dish designed to spread the load
and prevent over penetration of the leg into position , this process being referred to
as spud in . The legs are raised and lowered by means of rack and pinion arrangement,
the racks being attached to the chords of each leg running from top to bottom while
the pinions are driven by electric motors via reduction gearboxes, typically 12 motors
for each leg. The hull of the jack-up must be raised and lowered on an even keel.
Deck space provides room for drilling equipment, supplies and crew accommodation,
helicopters and supply boats ferry workers and equipment to the platform. The
drilling deck must be well above the height of the heights expected waves. After the
drilling is complete, the procedure is reserved and the drilling deck is lowered to the
water and the legs are jacked up above the drill deck. A tugboat is then used to move
the platform to another location. To undertake long sea passages, the jack-up is
transported on the deck of the submersible heavy lift ship. This both quicker and safer
We can consider the advantages of jack up platforms as followed,
1. When elevated, the jack up is a stable platform since it does not experience
any rigid body motions in the elevated position.
2. Economical due to low initial cost and operating cost
3. High mobility
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4. Large deck area

5. Good safety record
And so the disadvantages will be as follows,
1. limited to shallow waters ( 140 meters )

2. Before transporting, raising and lowering; suitable weather conditions
must be ensured. therefore , jack-ups are dependent on weather window
3. problems have occurred due to insufficient leg penetration resulting from
seafloor scour caused by high intensity sub-sea currents
4. if un controlled blow-out during drilling , the platform may plunge to the
seafloor as the soil loosens (fluidization) , resulting in total platform loss
Jack-up is generally arrives on location in the self-floating mode. The

transportation of the jack-up to the site may, however, have been undertaken as a
wet, or dry (piggy-back) tow, or may have been undertaken by the use of self-
propulsion. once on location installation will take place, which will typically
involve elevating the hull structure to a predetermined height above the water
surface, preloading, and then elevating to an operational height .characteristically
the jack-up will then remain on location for a period of 2-4 months, before jacking
down, raising the legs to the transit mode condition, and transferring to the next
location. Such units may have been designed to operate in extreme environmental
conditions, at relatively large water depths for a period in excess of 20 years.
1.1 Important structural design parameters

Jack-up designs varying from being mono tower structures ( single leg design) to
multiple leg designs .up to six legs , although units with sixteen legs are not unknown
,the supporting leg structures may have be a framework design or , may be plate
profile design
The conventional jack-up design has three vertical legs, each leg normally being
constructed of a triangular or square framework
Jack-up basic design involves numerous choices and variables. Typically the most
important variables may be listed as stated below
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1.1.1 Support Footing

The legs of jack-ups are connected to structure necessary to transfer the loadings from
the leg to the seafloor .this structure has the intended purpose to provide vertical
support and moment restraint at the base of the legs . The structural arrangement of
such footing may take the following listed forms
Gravity based (steel or concrete)
Continuous foundation support (mat foundations)
Individual leg footings spud cans (with or without skirts)
1.1.2 Legs
The legs of jack up unit are normally vertical, however , slant leg designs also exist
.design variables for jack up legs may involve the following listed considerations ;
1. number of legs
2. Global orientation and positioning of legs
3. frame structure or plate structure
4. cross section shape and properties
5. number of chords per leg
6. configuration of bracings
7. cross-sectional shape of chords
8. unopposed, or opposed pinion racks
9. types of nodes ( welded or non-welded )
10. choice of grade of material ( utilization of extra high strength steel )
The following passage represent some legs types
1.1.3 Cylindrical Legs versus Trussed Legs
Since the hull needs to stay above the storm wave crest, withstand certain pressures,
and transmit different loads between the footing and hull, every Jack Up unit will
have legs of some sort. Similar to the footings, there are two different types in trussed
legs and cylindrical legs.
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1.1.4 Cylindrical legs

Cylindrical legs can vary slightly but the basic premise involves hollow steel tubes.
However, some units will have internal stiffening and others may have rack teeth or
small holes to allow the hull to move up and down the legs. Generally, these
cylindrical legs are used on units that stay shallower than 300 feet of water depth and
this will be illustrated in figure 1.2 With the newer units that are designed to work in
environment deeper than 300 feet, they tend to use trussed legs and this is because
trussed legs require less steel for the same resistance and same elevated response
Figure 1.2- Jack-up with cylindrical legs
In terms of advantages, they are the best option for shallow water work as the deck
area is smaller and the unit is smaller as a whole. With cylindrical legs, they take up
less room on the deck area and they are also extremely simple to use and construct
when compared to the trussed legs which require some experience to get started.
1.1.5 Trussed Legs
Talking of trussed legs, they are formed of braces and chords. Very quickly, it is easy
to notice that the chords add the stiffness to the unit whilst the braces have been
designed to add capacity to the leg like we see in figure 1.3.Why are trussed legs
chosen over cylindrical legs? Well, it is easier to reach an optimal utilization of steel
and this leads to lighter yet stiffer legs; from here, drag loads can be reduced.
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FIGURE 1.3-Jack-up with trussed legs
1.1.6 Three-legged jack-up verses four-legged jack-up

If you have already done some research on this topic, you will have seen that very
rarely are there more than four legs on a Jack Up unit; however, there are some with
three that still keep stability. At the other end of the scale, there are also some with
more than four but we are only covering the three- and four-legged options today.
1.1.7 Three-legged Jack up
In order to offer the right stability, the three legs will normally be arranged into a
triangle and there is a big advantage to this option in that you save materials and
remove the need for an unnecessary leg. If the hull size is appropriate, the afloat mode
also allows for more deck load as well as weighing less, offering fewer elevating
units, using less energy, and requiring less
Maintenance like we see at figure 4.1. With this being said, they have no leg
redundancy and they need preload tankage to work efficiently.
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FIGURE 1.4-Three legged jack-up
1.1.8 Four-legged jack up
- With four legs, they can be arranged into a square or rectangle and these need few or
no preload tanks. Why? Because the elevated weight can be used as the preload
weight itself by loading two legs at a time. Ultimately, this will save piping and there
will be more available space on the hull. Additionally, elevated mode is also stiffer
than any three-legged unit since there is a fourth leg in play. On the downside, the
extra leg will add wave, current, and wind loads and this can offset the advantages.
Additionally, the weight of the extra leg can be a problem in afloat transit mode
because it reduces afloat deck load.
The upcoming figure 5.1 illusted the above paragraph .
FIGURE 1.5- Four-legged jack- up
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1.1.9 Three-chorded legs versus Four-chorded legs
- if we break this guide down even further, we see that trussed legs can have three or
four ‘chords’ which are vertical structures. Today, every single Jack Up unit will be
made up in either of these formats and the pros and cons of each are near enough the
same as the pros and cons for three and four legs. For example, the changes in weight,
redundancy, and drag loads still apply. However, there is no change in preloading
procedure regardless of whether there are three or four chords. And the comparison
between each types will be noted briefly at figure 1.6 , figure 1.7
FIGURE 1.6- Three-chorded legs
Figure 1.7 Four-chorded legs
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1.2 Types of jack-up units

Both types of jack-ups have a hull, float onto location, jack the legs to the ocean
bottom, and then jack the hull out of the water.
1.2.1 Independent-leg type jack-up unit
For the independent-leg units, “preloading” is required to drive the legs into the ocean
bottom before the hull is completely jacked out of the water. During this procedure,
the jack-up MODU is at risk from weather and leg “punch through”; i.e., one leg
breaks through a hard crust, putting the other legs in a large bending movement.
Generally, 5-ft swells and/or a combined sea of 8 feet are the maximum seas in which
these units can jack out of the water. If the hull should roll, pitch, and heave to an
extent that the legs come into contact with the ocean bottom, particularly if it is hard,
the legs can be severely damaged.
The preload sequence is usually done in stages, with the hull never rising more than 5
feet out of the water to safeguard against having a leg punch through. If the ocean
bottom is soft and consists of clay, it is not uncommon to take 7 or more sequences,
with each sequence taking 7 to 12 hours. The unit’s pumps seawater into its preload
tanks, adding weight to the hull and driving the legs. After the legs are driven and the
hull goes into the water, the seawater is dumped overboard and the sequence is begun
again. This process occurs until the legs no longer penetrate the ocean bottom. The
concept is to load the legs to a level above that which the unit will encounter in the
harshest predicted environment.
- The newer, enhanced premium units do a single preload in which the jacking system
is strong enough to jack the unit with all the preload water onboard, the basic weight
of the hull, and the full transit VDL. This is a significant advantage in that a much
smaller “weather window” can be acceptable to move the unit. Jack-ups are most
susceptible to major damage or loss when they are floating.
1.2.2 Mat-type jack-up unit
- The mat-type jack-up (figure 1.8) also usually consists of three legs that are
cylindrical and are from 8 to 12 feet in diameter the mat is carried just under the hull
during mobilization, usually with ≈ 5-ft gap. When the unit comes onto location, it
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jacks the mat down to the ocean bottom, and because of its low bearing pressure,
usually under 500 to 600 PSF, the unit jacks the hull out of the water without going
through the preload sequence required for independent-leg units. Bethlehem Steel
Corp. built most of these units from the 1950s through the 1980s. Their key
advantages are that they were relatively inexpensive to build and leave no footprint at
the drilling location.
Unfortunately, the Mat-Type Jack-up unit also has several disadvantages:
1. -They are very susceptible to damage from any object on the ocean
bottom.
2. -They tow very slowly because the mat and hull are large and create a
lot of drag. Their mats are susceptible to being gouged by workboat
propellers.
3. -Their upper hull has limited open deck storage space.
4. -Their legs sometimes form a wind-induced leg vibration known as
vortex shedding at high winds, which can cause them to fail.
5. -Vortex shedding is a form of severe vibration seen with smoke stacks
without spoilers.
6. -Most mat rigs have cylinders for legs and are structurally limited to
shallower water depths, usually less than 250 to 275 ft.
7. -Only a few units have reached 300 feet, and these units have lattice-
type legs.
For these reasons, mat jack-ups have fallen into disfavor, although they are
relatively inexpensive and for some well types are more than adequate.
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FIGURE 1.8- Mat-type jack-up unit

1.3 Jacking operation
Firstly, let start with the jacking system, to lift and lower the hull, every Jack Up will
have a special mechanism and the most basic of these is called ‘pin and hole’ discrete
leg positions will be used for the positioning of the hull. In the market today though,
most Jack Ups will use a ‘rack and pinion’ system to allow for continuous operation.
Jacking, which is one of operation modes for jack up, is a specific way to raise up a
hull of a jack up rig so this article will describe about the basic of jacking and
preloading operation.
Mat jack up units jack the mat to the seabed, in accordance with the ballasting
procedure. When the mat is fully lowered, the hull is then jacked out of the water.
After this is complete, the unit will then proceed to preload operations. It is vital that
all independent leg units also perform preload operations before being jacked to the
design air gap. The majority of independent leg units lack the capacity needed to fully
elevate the Jack Up unit while the preload weight is still aboard. In these cases, the
next step will be to jack the hull out of the
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water until a very small air gap is achieved- this should be at the very most 5 feet.
Once this has been reached, then preload operations can continue. The jacking system
outline illustrated in figure 1.9
FIGURE 1.9- Jacking system with jack-up mat type
However, some more modern independent leg units possess elevating systems that are
indeed capable of lifting the full weight of the hull at maximum preload weight. With
these units, the preload will be loaded onto the unit before the hull is raised out of the
water. Once the entire preload has been loaded, the Jack Up unit is slowly jacked out
of the water to the same small preload air gap as other units, under 5 feet.
1.3.1 Preloading operation
Every Jack Up unit needs to load the supporting soil to the maximum amount of force
expected to be exerted under the most extreme conditions- usually, this will be when
the unit is in its Storm Survival mode. By carrying out this preload, the risk of a
foundation shift or failure during a storm is significantly reduced. However, it is
possible that soil failure or a leg shift could occur during these preload operations. To
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reduce the risk of this, which could have disastrous consequences, the hull needs to be
kept as close to the waterline as possible while still avoiding wave impact.
In the event of soil failure or a leg shift, the affected leg loses some of its load-
carrying capacity, and rapidly starts to move downwards, causing the hull to descend
into the water Furthermore, some of the load that the affected leg was carrying will be
transferred onto the other legs, which could overload them as well. The failed leg will
continue to penetrate into the soil until the soil gives enough support, or until the hull
is sufficiently under the water to
Provide enough hull buoyancy to halt the penetrations. When the hull is off-level, the
legs will all experience increased traverse load and bending moment transferred to the
hull, in the most part from the guide. As guide loads increase, some braces will start
to experience large compressive loads like what figure 1.10 shows, Special
procedures need to be followed to minimize any structural damage that can occur
under these conditions.
FIGURE 1.10-Damage to legs during preloading operation...
While normal preload operations are taking place, it is essential that the weight of the
hull, deck load, and preload are all kept as close as possible to the geometric center of
the legs. This is so that each leg experiences equal loading. However, it may be the
case that single-leg preloading is desired, in order to increase the maximum footing
reaction of that particular leg. To do this, the preload tanks need to be selectively
filled or emptied, depending on their relative position to the leg currently being
preloaded.
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The preload takes the form of seawater pumped into tanks inside the hull. Once it has
been pumped on board, it will then be help for a certain amount of time. Preloading is
only complete once there is no settling of the legs into the soil during the holding
period, while also achieving the target footing reaction. How much preload is required
will depend on the required environmental reaction, as well as the type of Jack Up
unit being used. Usually, mat units do not require much preload.
Four-legged independent Jack Ups also require little to no preload water, because they
preload two diagonally opposite legs at the same time using just the weight of the hull
itself. The unit is jacked to its preload air gap, before two legs are lifted slightly off
the seabed. The unit therefore settles on the remaining two legs. The hull is then
jacked back up to the preload air gap, and the process is repeated until all four legs are
preloaded to the target footing reaction, and no extra penetration occurs.
Three-legged independent units on the other hand, require the most preload water. If
they are incapable of jacking with preload, then the water will be pumped aboard once
the unit has been jacked to its preload air gap. If a significant amount of settling is
experienced, then the full preload will need to be dumped before the hull if jacked
upwards again. The process must then be repeated until there is no more settling.
In the case of units that are able to jack with full preload, the preload will be pumped
into the hull while it is still sitting in the water. The hull will then be gradually jacked
up, occasionally stopping briefly at predetermined draft points. This process goes on
until the hull has reached the preload air hap, and has held the preload for the required
holding period. When the
Preload has been held for the predetermined amount of time, all of the preload water
is ejected, and the Jack Up unit can be elevated to its operating air gap.
1.3.2 Jacking to operation air gap
After preload operations have been completed, the unit can be jacked up to its
operational air gap When this is carried out, it is vital that the level of the hull and
elevating system load and characteristics are carefully observed, as well as the Rack
Phase Differential (RPD) in the case of trussed-leg units. Care must be taken to keep
these figures within design limits. When the unit has reached its operation air gap, the
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jacking system will be stopped and the brakes set, along with leg locking systems if
these are present. Once this process is complete, the unit is ready for operations.
While normal operations are taking place, there is no particular difference between
the various types of Jack Up unit. Neither are there any special precautionary
measures which need to be taken, other than observing the design limits with regards
to operation and equipment. However, in the case of units with large cantilever reach
and loads, it is important to ensure that the maximum footing reaction remains below
a predefined percentage of the reaction achieved during preload.
1.3.3 Jacking to storm survival air gap
During operations, it is important that the weather is constantly being monitored. If

any storms which exceed the intended operating condition environment are predicted,
then operations must be halted, and the Jack Up unit switched to its Storm Survival
mode. In this mode, all equipment and stores are fully secured, and extra care is taken
to ensure all weather and watertight enclosures are closed. Should cyclonic storms be
predicted, then the extra precaution of evacuating personnel from the unit is taken. In
terms of the jacking systems themselves, floating and fixed present the two main
types. Whilst the fixed system goes for varied chord loading, floating attempts to
equalize all chord loads using soft pads. In addition to this, you will also find
hydraulic and electric power sources for the fixed type of system and both of these
can equalize the chord loads for all legs despite achieving it in different ways. The
comparison between the jacking system for cylindrical legs and truss one will be
illustrated in next figures 1.11 , 1.12
Hydraulic – Essentially, this jacking system will look to keep the same pressure for
all elevating units within a leg. At times, this can be a challenge because piping
lengths, bends, and other issues can cause a loss.
Electric – Here, the motor speed will change as a result of the pinion loads and the
speed-load characteristics. When jacking for significant periods of time, the
equalizing occurs for all chords of each leg.
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FIGURE 1.11-jacking system for cylindrical legs
FIGURE 1.12-jacking system for truss legs
1.3.4 Upper and lower guides

In addition to lifting and dropping the hull, there is also a mechanism to ensure the
legs go through the hull. For the pinion units, ‘bottoming out’ cannot occur on the
rack teeth because the guides keep the pinions protected. With the upper and lower
guides in place, even the deepest hulls or tall towers will be guided through safely.
Ultimately, the only role of this mechanism is to ensure a steady length between the
rack and the pinions; they are not involved in leg bending moment.
Just as we have seen throughout this guide, there are also different type of guides
since some use the teeth to push against the tip whilst others focus on the chords.
Known as ‘wear plates’, we should note that there are some guides that have been
designed for replacement. Depending on the design, guides will also transfer leg
bending moment as well as protecting the hull and pinions. Not all designs are equal;
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the extent to which moment is transferred is entirely depend on the difference

between the stiffness of the pinions and the guides.
1.3.5 Radial Pinion Chords versus Opposed Pinion Chords
When a Jack Up has a rack and pinion elevating system, it will also boast an interface
as either a single radial pinion or two different pinions at each chord. On the leg of the
interface, both vertical and horizontal forces are exerted by jacking systems. Across
the chord, the loads will be balanced by the opposed pinion systems which brings no
additional horizontal load for the leg bracing. Thanks to the pinion arrangement and
design, there will be a horizontal load on the leg bracing for radial pinions.
1.3.6 Opposed Pinions (3-Chorded Leg)
With opposed pinions, one chord will see rack and elevating systems on different
sides which leads to double symmetry throughout. Essentially, the main advantage of
having opposed pinion systems is that the pinions will share the load. Whenever the
chord’s pinions are on the
Very same side, the jacking tower remains tall whilst the height reduces when the
pinions are on two different sides.
FIGURE 1.13 –opposed pinions ( 3-chorded legs)
To achieve a 50/50 share of the load in the pinions, they need to be arranged two high.
To increase the distance between the smallest load and the largest, more pinions
feature on the tower. Finally, we should also mention that the overall height reduction
of the jacking tower with opposed pinions is an advantage because the wind load
reduces as well as the weight. Demonstrates the jack up rig with opposed pinions.
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1.3.7 Radial Pinions (4-Chorded Leg)
With this system, only one side will have rack and elevating pinions. As a result, only
one plane of symmetry is seen in chords and the eccentricity causes bending from the
net vertical pinion loads. If a Jack Up system has a radial pinion system in place, they
will have two main advantages in comparison to the first example we saw. First and
foremost, the upper guides are much further away from the lower guides because the
height of the system is larger overall. Secondly, the leg chord generally experiences a
lower drag coefficient because less hydrodynamic drag is created by one rack than
two. Of course, designs vary greatly from one model to the next so the extent of this
difference also changes.
Figure 1.14 –Radial pinions ( 4-chorded leg )
1.3.8 Leg fixation versus No Leg Fixation
Finally, between the hull and the legs, the environmental, operational, and gravity
loads need to be transferred by the Jack Up units. With some options, they will use
pinions and a fixation system before then transferring this rather than using elevating
pinions which is something that other units will use.
With leg bending moment, there are also two types that can occur; horizontal couple
or vertical couple. As the names suggest, the first uses the lower and upper guides
while the second relies upon varying chord loading. Depending on the stiffness
values, there will be a different moment proportion transferred. With a leg fixation in
place, the proportion of the moment transferred will be higher and it transfers as a
vertical couple.
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As mentioned in the title of this section, there are also units with no leg fixation and
these need heavier bracings in order to react to the loads of operating, survival, and
tow leg-to-hull. During this process, extreme caution must be taken since the only
holding or locking mechanism comes from the jacking unit. Whenever there is a drop
in holding or jacking capacity, this is likely to impact other units and will increase the
load on the leg structure. In the past, we have seen the ability to handle higher loads
with higher braces but there is still a knock-on effect and this time it comes with the
increased wave, wind, and current loads. When this happens, the environmental
ratings are much lower than seen in units with a fixation system. In these rigs,
therefore, there is an importance upon the balance between the strength of the brace
and the chord.
In terms of pinions, these are reduced with a leg fixation system. Considering the
increased stiffness when compared to guides, a vertical couple is seen with leg/hull
moment transfer too which negates the need for so many brace scantlings. In turn, the
leg will weigh significantly less and less drag is produced thus improving the
environmental capabilities of the unit in question. All things considered, this leads to
a boost in the unit’s ability to tow with fully-retracted large leg lengths. If service is
ever required, support can be given to the rig by the fixation system but, when an
accident occurs, the leg bracing is often considered the most prone feature to
damage!
1.4 Leg punch through

Which is one of the biggest dangers of a Jack Up is happened when a jack up leg or
more legs rapidly penetrates into formation underneath a spud can(s). This will result
in damage in legs, loss of balance of a rig, and potential harm people life. Whether
higher environmental loads or larger water depths, this increases demand on Jack Ups,
leads to higher elevated weights, and creates more pronounced consequences of a
punch.
As depth increases, so does a typical soil’s bearing capacity. Soil strength also sees a
rapid reduction when a soil layer is underlain by a weaker layer. The weaker soil
eventually gives way as the spud can reaches the interface and the jacking system
can’t cope with the speed at which the support of the leg moves downwards; the leg
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isn’t able to maintain the hull level. The hull then sways after it rotates and bends the
legs. Relative to the supports, a weight shift occurs and to maintain equilibrium the
required footing reaction increases. This process will only end when any hull
buoyancy (from the hull now in the water) or the soil’s bearing
Capacity allows An Equilibrium to be reached. The terminology of punch through

will described briefly at figure 1.15
FIGURE 1.15 Leg punch through
Punch through can occur in Jack Ups of all designs, and the damage normally reaches
jacking units, braces, and chords. When a punch through occurs, the resulting
accidental loading can cause a shearing of the chord, bucking of the braces, and
punching shear and joint damage. The actions before, during, and after the punch
through will entirely depend on the extent of the damage (and the size of the punch
through). Since punch through is serious occurrence, high-quality management is
essential. Some level of risk can be minimized with modern rigs since they offer
effective punch through management systems and a better guide design. ,
For a given amount of ‘leg run’ (leg bending as an indicator of seriousness), there are
various factors that will determine the consequences of a punch through. For example;
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Depth of Water – Leg bending tends to be more severe in deeper water

Leg Spacing – Leg bending will generally decrease with greater leg spacing
Elevated Weight – Increased leg bending will result from higher elevated weight (the
amount of preload)
Air gap – Leg bending increases with a larger air-gap because it takes longer for
buoyancy to activate and aid the recovery
To reduce the extent of a punch through, there’s a process called ‘Swiss Cheesing’.
As long there’s regression in the soil strength versus depth (penetration) curve
(assuming it’s over a large span), holes can be drilled through the critical soil layers in
an attempt to decrease soil strength. If done correctly, the legs will reach past the
critical depth in a more controlled way (and at a reduced load level). This process is
most effective where the regression is close to the maximum footing reaction of the
Jack Up.
1.5 Equipment
The equipment required to satisfy the mission of the jack-up affects both the hull size
and lightship weight of the unit.
There are three main groups of equipment on jack-ups:
1. Marine equipment
2. Mission equipment
3. Elevating equipment
1.5.1 Marine equipment
Refers to the equipment and systems abroad jack-up that are not related to the mission
equipment. Marine equipment could be found on any seagoing vessel, regardless of
equipment may include items such as main diesel engines, fuel oil piping, electrical
power distribution switchboards, lifeboats, radar communication equipment, galley
equipment,
1.5.2 Mission equipment
Refers to the equipment and systems abroad a Jack-up unit which are necessary for
the lifeboat to complete its mission. Mission equipment varies by the mission and by
jack-up.
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1.5.3 Elevating equipment

As discussed above.
1.6 HELIDECK
Helicopter decks is one of the most elevated structures which have to withstand all the
mood swings of mother nature in order to safeguard the transfer of personnel to and
from the helicopter. As illustrated at figure 1.16
Whatever the situation, the helideck has to remain accessible and safe at all times. But
next to being strong, the construction has to be as light as possible and its weight has
to be kept to an absolute minimum in order to reduce the negative impact on the
stability. And we should note that the light weight structure needs less support on the
platform
The helideck is designed to carry several makes of helicopters, deciding on the one
discussed underneath was for taking into consideration the maximum weight (impact
load) the helideck
Can handle, and for its optimum operation.
FIGURE 1.16 – Helideck
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1.7 ACCOMMODATION
1. Personnel accommodations features
2. Other features:
A. VIP Office
B. Galley and Dining
C. TV Lounge
D. Laundry Facility
E. Air Conditioned/Heated
1.8 Methods of transferring loading from (and to) the deck

box to the legs
The method of transferring the loadings from (and to) the deck box to the legs is
critical to design of the jack-up. Typical designs are:
1. Utilization of design of guides with respect to number and positioning
and flexibility
2. Utilization of braking system in gearing units
3. Support of braking units ( fixed or floating systems )
4. Utilization of chocking systems
5. Utilization of holding and jacking pins and support offered by such
1.9 Deck box

The deck box is normally designed from stiffened panel elements . the shape of the
deck structure may vary considerably from being triangular in basic format to
rectangular and even octagonal . the corners of the deck box may be square or they
may be rounded units intended for drilling are normally provided with a cantilever at
the aft of the deck box , however , even
this solution is not without expect and units with drilling derricks positioned in the
middle of the deck box structure are not unknown
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1.10 WORKING AREAS

1. Gulf of Mexico
2. Lake Maraciabo
3. Nigeria
4. West Africa
5. Arabian gulf
6. North sea
1.10.1 Working areas in Egypt
1. Red sea ( Suez Gulf )

2. Mediterranean sea ( shallow water, coastal )
Some of companies which own the largest field of offshore
wells in Egypt :
1. Abu Qir company
2. Suez oil company (SUCO)
3. Gulf of Suez petroleum company (GUPCO)
4. Petro gulf Misr
5. Belayim petroleum company (PETROBEL)
6. General petroleum company ( GPC)
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CHAPTER II GUIDELINES, MANAGEMENT AND

MANNING
2.1-General
All jackups shall comply to these guidelines. Particular reference shall be made to
1- The Health and Safety at Work etc. Act 1974 (HSWA)
2- The Management of Health and Safety at Work Regulations 1999
3- The Construction (Design and Management) Regulations 2007 (CDM)
4- Provision and Use of Work Equipment Regulations 1998 (PUWER)
5- Lifting Operations and Lifting Equipment Regulations 1998 (LOLER).
The International Labor Organization (ILO) provides comprehensive rights and

protection at work for the world’s seafarers under the provisions of the Maritime
Labor Convention (MLC) 2006. Jack-up owners/operators should be aware of the
MLC and should ensure compliance for vessels to which this convention applies;
however, this document specifically excludes guidance on the issues covered by the
Convention.
In addition, jack-ups shall comply with regulations issued by local port or river
authorities and harbour masters whenever they are in transit or engaged in elevated
operations in waters controlled by such authorities.
In addition, jack-ups and jack-up operations shall comply with site-specific rules and
guidance issued by site owners or operators.
Jack-ups shall be designed, constructed and operated in compliance with the rules,
standards and codes applicable to their flag, type, tonnage, size and manning.
These rules have been adopted under the terms of the International Conventions on
Maritime Safety and Marine Pollution, and subsequent protocols and amendments as
produced by the International Maritime Organization (IMO):
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1. International Safety Management (ISM) Code 2002

2. International Convention on the Safety of Life at Sea
(SOLAS) 1974, or with the relevant sections of that

Convention that are required under EC Regulation 336/2006 if the
jack-up is engaged on a non-international voyage
3. International Convention on Load Lines 1966
4. Preventing Collisions at Sea Regulations (COLREGs)
5. Standards of Training, Certification and Watchkeeping for Seafarers
(STCW) 1978
6. Prevention of Pollution from Ships (MARPOL) 1973/78
7. Prevention of Marine Pollution by Dumping of Wastes and Other
Matter 1972
8. Incidents by Hazardous and Noxious Substances (HNS) Protocol 2000
9. Control of Harmful Anti-fouling Systems on Ships (AFS) 2001.
Jack-up owners/operators should understand the SOLAS definitions of a passenger

and a passenger ship, and should be aware of the special regulatory regime that
applies to the carriage of passengers. The list above includes the conventions and
codes likely to apply to jack-up operations in the area considered; however, this list is
not exhaustive. The responsibility for obtaining all relevant IMO documents and any
latest amendments rests with the jack-up owner/operator.
2.2 Registry and class

Jack-ups should be officially entered on a vessel registry maintained by a recognized
maritime nation.
Jack-ups certified to operate only within a specific trading area or within a limiting
distance from a safe haven shall operate only within the limits prescribed by their Flag
State as stated on the jack-up’s registry certificate or certificate of seaworthiness and
trading area.
Permanently manned jack-ups fitted with certified accommodation and jack ups
exceeding 24 meters in length shall be classed and class-maintained in accordance
with the rules of a recognized classification society.
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Unmanned jack-ups not fitted with certified accommodation and not exceeding 24
meters in length that are not classed shall be certified in accordance with the MCA
Small Commercial Vessel and Pilot Boat (SCV) Code as set out in MGN 280, or
certified in accordance with equivalent foreign rules promulgated by the Flag State.
It is recommended that permanently manned jack-ups operating in unrestricted mode

are classed by a member of the International Association of Classification Societies
(IACS) having established rules and procedures for the classification of jack-up hulls,
legs and machinery, including elevating and holding systems. Such Classification
Societies can usually be identified through the class notation, which should include
the term ‘self-elevating’ to confirm that the jack-up has been designed, constructed
and maintained to operate in both floating and elevated modes.
It is recommended that permanently manned jack-ups fitted with certified

accommodation be certified in compliance with the IMO MODU Code or with the
IMO SPS Code as directed by the Flag State. In the absence of a MODU, MOU or
SPS Certificate, the jack-up should, as a minimum requirement, be provided with a
class certificate or statement of facts verifying the provision of adequate safety
equipment for the type of vessel and for the number of personnel on board.
It is a fundamental requirement that the jack-up hull, machinery and equipment shall
be maintained in satisfactory condition. An adequate inventory of spare parts should
be carried on board, and the adequacy of the inventory should be determined by
project-specific risk assessment. Particular attention should be paid to the provision of
replaceable parts for critical systems, such as the jacking system, power system and
propulsion system (if fitted), where failure of such parts could render the systems
inoperative or unsafe.
It is recommended that site developers obtain an independent suitability survey or

general condition survey prior to hiring a jack-up; however, the type and condition of
the vessel can provisionally be assessed by review of the specifications and the
registry and class certificates and survey reports (Particular attention should be paid to
the valid dates and any outstanding items or recommendations related to the class
approval of design, drawings, manuals, materials, fabrication, modification,
maintenance, damage or repair as listed on the document attachments.
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Outstanding class items or recommendations should be reviewed by a competent

person in order to determine whether any listed defect or deficiency could create
unusual risk or otherwise adversely affect the proposed operations. The competent
person should recommend, where appropriate, that these be rectified before the jack-
up is deployed. Particular attention should be paid to the structural strength and
watertight integrity of the jack-up, the operability of the jacking system, and the
provision of safety equipment.
2.3 Draft and leg-height marks

Draft marks shall be clearly marked on each side of the jack-up hull, at each end, in
accordance with the rules contained in the International Convention on Load Lines
1966. Jack-ups exempted under these rules shall carry the same marks.
Leg-height marks shall be clearly marked on each leg at vertical intervals not
exceeding one (1) metre. A fixed point at the deck level or on the jack-house or jack-
frame top shall be marked as a reference point against which the leg-height marks can
be read. The leg-height marks and the fixed reference points should normally be
clearly visible from the jacking control position. The provision of mechanical or
electronic leg-height measurement systems does not exempt the jack-up from
compliance with this requirement.
Where the configuration of the jack-up is such that leg-height marks and reference
points cannot be observed from the jacking control position and where no mechanical
or electronic leg-height measurement system is fitted at the control position, then
trained crew members will be required to relay leg-height information to the jacking
engineer during jacking operations.
On jack-ups fitted with tubular truss-type legs, provision shall be made for the
measurement of leg rack phase differences on individual leg chords.
For all elevated operations jack-ups should be maintained within the limits for
longitudinal and transverse inclinations that are defined in the operating manual.
Therefore, jack-ups shall be fitted with inclinometers capable of providing accurate
measurement of longitudinal and transverse inclinations to within 0.2 degrees of
accuracy or better. These instruments should be calibrated and their accuracy should
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be verified by observation of hull draft marks whenever the opportunity arises in calm
water, for example during port calls. For jack-ups fitted with electronic inclinometers
it is recommended that additional calibrated independent bubble-type inclinometers
should also be fitted.
2.4 Certification and documentation

Original certificates, documents, publications and drawings should be carried
on board the jack-up. Certificates for jack-ups not fitted with permanent
superstructures, enclosed control rooms or accommodation may be kept on
board the towing vessel or at the owner’s office, and should be made available
for inspection prior to vessel deployment. Holding copies of certificates and
documents on board or ashore is a sensible precaution, but presentation of
copies should not be accepted as proof of validity.
Every jack-up shall be provided with an operating manual.
2.5 Management
Certification or registration of jack-up owners/operators to a standard recognised
by the International Organization for Standardization (ISO) is not an absolute
requirement; however, in the absence of such accreditation, they should be
independently audited to verify that they practise an acceptable standard of
management.
Standards of jack-up management that are certified under the provisions of the
IMO International Safety Management (ISM) Code will be deemed satisfactory.
In the absence of ISM Certification, it shall be demonstrated that the jack-up is
managed in accordance with a documented procedure that includes the key
requirements of the ISM Code. In all circumstances a Safety Management System
that adequately covers the planned and foreseeable vessel-specific and project-
specific activities should be in place.
The safe management of jack-ups requires a wide range of technical skills:
1. Structural and offshore engineering
2. Vessel design and analysis
3. Vessel machinery operation, maintenance and repair
4. Navigation, seamanship and offshore operations
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5. Meteorology
6. Soil investigation and analysis.
Where technical staff holding the relevant qualification and with the appropriate
training and experience are not employed by the jack-up owner/operator then a
competent person must be outsourced as appropriate.
2.6 Manning
Jack-ups shall be manned in accordance with the Minimum Safe Manning
Certificate, if so certified. Jack-ups less than 24 metres in length shall be manned
in accordance with the MCA Small Commercial Vessel and Pilot Boat (SCV)
Code as set out in MGN 280 or equivalent foreign rules promulgated by the Flag
State.
Whether certified or otherwise, jack-up masters and any licensed person
authorised by the master to operate the radio equipment shall demonstrate
proficiency in the English
language. All emergency and external operating communications shall be
conducted in the English language. In addition to the master, a sufficient number
of the crew shall be proficient in English so that orders and instructions can be
translated swiftly and effectively to non-English-speaking crew members or
project personnel. Internal instructions may be conducted in the common language
of the crew.
In every case, jack-up owners/operators shall man their vessels with sufficient
competent crew to manage the vessels and the marine operations, making proper
allowance for rest periods.
The following key positions are typically manned on jack-ups over 24 metres in
length:
• Vessel or barge master (offshore installation manager)
• Tow master for transit and positioning (may be covered by (1) above)
• Jacking engineer (may be covered by (1) above, except where (1) is also the
tow master). Two jacking engineers will be required in circumstances in
which the anticipated durations of the jacking operations and level-
monitoring periods do not allow proper rest periods for a single operator
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• Engineer, motorman or mechanic

• Electrician (may be covered by (4) above if competent)
• Welder (may be covered by (4) above if competent)
• Crane operator(s) (for units fitted with cranes)
• Boatswain and seamen (number sufficient for the size of the jack-up)
• Deck foreman and riggers (as required for operations)
• Catering crew (as appropriate for the number of persons on board)
• Medic (may be an individual or any trained crewmember assigned to this duty).
Masters and crew serving on self-propelled jack-ups shall be in possession of

valid Certificates of Competence issued under the provisions of the International
Convention on Standards of Training, Certification and Watchkeeping for
Seafarers (STCW) 1978, as required by the vessel’s Safe Manning Certificate,
including GMDSS Operator’s Certificates and DP Endorsements as appropriate
Jack-ups operating in the offshore environment are defined as mobile offshore
units (MOUs), and recommendations on training of personnel on these units are
provided by the IMO in Resolution A.891 (21), which was adopted on 25
November 1999.
IMO Resolution A.891 provides an international standard for training that is
aimed at ensuring adequate levels of safety of life and property at sea, and
protection of the marine environment that is complementary to that required by
the Seafarers’ Training, Certification and Watchkeeping (STCW) Code.
Notwithstanding the lack of a statutory requirement, it is recommended that, in the
absence of STCW 95 certification or relevant training in accordance with IMO
Resolution A.891, barge masters serving on unmanned jack-ups not fitted with
certified accommodation should, as a minimum, be in possession of the requisite
skills and knowledge defined by the NOSs.
Whether certified or otherwise, the barge master shall, as a minimum, demonstrate
a satisfactory level of competence in the areas listed below. Competence may be
demonstrated through Certificates of Competence issued under the provisions of
STCW
95 or through other certification or accreditation, or in the absence of such
documents, through documented work experience and references.
1. Vessel management
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2. Marine operations, equipment and practices

3. Marine firefighting
4. Operation of survival craft and sea survival
5. Pollution prevention
6. The GMDSS system and operation of radio equipment
7. First aid
8. Meteorology for mariners
9. Management of barge floating stability and jack-up elevated loads
10. Jacking operations and foundation hazards.
As a minimum, they shall also be in possession of:

1. GMDSS Radio Operator’s Certificate
2. Sea survival and firefighting training or Basic Offshore Safety
Induction and Emergency Training
3. First Aid Certificate (or higher qualification).
There is currently no statutory requirement for certification or training of jacking
engineers; however, it is recommended that jacking engineers receive formal
training in the marine operation of jack-ups, including the fundamentals of jack-up
soil foundations. Most importantly, the jacking system shall be operated only by,
or under the supervision of, persons who have been trained to operate the type of
system fitted to the jack-up on which they serve.
Crane operators shall be in possession of a Crane Operator’s Certificate
appropriate for the operation of the equipment installed.
Jack-up marine crew shall be in possession of:

1. Valid certificates of training of the type provided in the course
of induction for personnel engaged in the offshore oil and gas
industry, for example, UK OPITO Basic Offshore Safety
Induction and Emergency Training (BOSIET) or similar
merchant navy training for seafarers.
2. Helicopter Underwater Egress Training (HUET) if serving on a
jack-up fitted with a helideck and intending to conduct crew
transfer operations by helicopter.
3. Valid certificates of medical examination appropriate to service
offshore or in the merchant navy
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CHAPTER III SITE DATA REQUIRED FOR

JACK-UP SITE-SPECIFIC ASSESSMENTS
3.1 General
Site survey is required for the purpose of providing data with which to define
the position, boundary and characteristics of the location for the purpose of
determining the suitability of the site for the installation and operation of the
jack-up.
Geophysical data alone is insufficient to perform a site-specific assessment of
the soil foundation conditions, and this should be complemented by
geotechnical information, except for jack-ups engaged in soils investigations.
3.2 Location coordinates

The coordinates of each jack-up location expressed in terms of degrees,
minutes and seconds of latitude and longitude are required. Latitude and
longitude coordinates should be given to at least two, or preferably three,
decimal places of precision and must also include details of the datum and
projection used.
It is recommended that a single uniform survey system (e.g., WGS84) be used
for both site investigation and subsequent field development, so as to ensure
that compatibility and conformity is achieved between the original site
investigation and the operations of marine units subsequently involved in the
site works.
7.3 Water depth, tidal range and storm surge

- The water depth at each jack-up location referred to Lowest Astronomical Tide
(LAT) is required. Near-shore pre-construction surveys producing results with
vertical levels related to Ordnance Datum must be converted to LAT before
application to jack-up marine operations.
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- The maximum tidal range and the 50-year storm surge shall be computed for the
jack-up location and/or for the area of operations considered. The following
data shall be provided as a minimum:
1. 50-year storm surge (m)
2. Highest Astronomical Tide (HAT) m
3. Lowest Astronomical Tide (LAT) m.
3.4 Wind and wave, and current data

Meteorological extremes likely to be reached or exceeded once, on average, every
50 years, are required as listed below. The provision of one-year and 10-year
extremes is also recommended. This information, together with the data in the first
two bullet points in above, is required for the site-specific assessment.
1. Wind – 1-minute mean at level of 10 metres above MSL (m/s)
2. Extreme wave height (m)
3. Extreme wave crest elevation (m)
4. Associated crest-to-crest wave period (sec)
5. Peak period (sec) & current profile
6. Significant wave height (m)
7. Maximum surface current in downwind direction (m/s)
Particular attention shall be paid to the provision of competent data for inshore sites
that may be affected by:
1. Shelter afforded by proximity of the coastline or shallows
2. Refracted and/or reflected waves
3. Breaking waves and surf zones
4. High velocity tidal currents (>1.5m/s) in the vicinity of sandbanks and
narrows
5. Tidal bores
6. Wakes from passing vessels, particularly deep-displacement ships and
fast craft.
Special consideration is required at sites where breaking waves will occur.
Calculation of hydrodynamic loads is not straightforward and a degree of judgement
is required by the analyst to arrive at correct design values. Guidance on this subject
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can be found in ISO 19901-1: 2005(E), Part 1: Metocean Design and Operating
Considerations.
Comprehensive metocean studies carried out in connection with near-shore and
offshore wind farms do not usually take account of the specific data required for jack-
up emplacement. This creates a need for interpolation, which can lead to inaccuracy
and significant differences in the analyses carried out by different contractors for
different jack-ups. For this reason it is recommended that such studies be reviewed by
a single competent meteorological authority specialising in the provision of
meteorological data for jack-up site-assessments, and that the data be presented as a
jack-up Spot Location Report (SLR) in a simple unequivocal format .
3.5 Bathymetric survey

An appropriate bathymetric survey should be supplied for an area
approximately 1km2, centred on the proposed site. Line spacing of the survey
should typically be not greater than 100m x 250m over the survey area.
Interlining should be performed within an area 200m x 200m, centred on the
proposed site. Interlining should have spacing less than 25m x 50m. Such
surveys are normally carried out using acoustic reflection systems.
Rapid changes in bathymetry shall be anticipated in shallow areas that are
subject to high-velocity tidal currents and/or areas that may have been exposed
to severe storm waves. The appropriate period of validity of the survey should
be considered in all cases, having due regard for the site characteristics and the
anticipated rate of change indicated by earlier surveys. The survey report
should include comment on the anticipated period of validity, plus the
magnitude and probability of error resulting from seabed changes.
In circumstances where changes in seabed level are anticipated, the area to be
resurveyed may be reduced from the original requirement of 1km2 to an area
that adequately covers the planned approach and egress route and the area of
the standoff position (if used) and the final position on location. In every case
the area surveyed should encompass the extreme limits of scour pits that may
have developed around fixed structures.
Navigational charts published for shipping are not sufficiently accurate for
positioning jack-ups; however, up-to-date corrected charts for the transit route,
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together with the largest available UK Admiralty Navigation charts for the site,
are required to be carried on the jack-ups and attending tugs for reference.
Paper charts may not be required on jack-ups that are ECDIS equipped and
certified for ECDIS use only.
Notes and Cautions listed on Admiralty charts should be referred to.
Navigation should not be attempted through or within areas marked as ‘not
surveyed’ or areas carrying the notation ‘banks and channels subject to
frequent change’ or similar without reference to recent bathymetric survey
information.
3.6 Seabed surface survey

A seabed surface survey is required to identify natural features, such as sand
waves, outcrops of rock or boulders, and artificial features, such as offshore
installations, subsea pipelines and cables, rock dumps, scour pits, jack-up
footprints, wrecks and seabed surface debris of any kind.
The survey should cover the approach to and the immediate area of the
intended location, including the jack-up footprint area and areas to be used for
the deployment of moorings and anchors (if used). The survey should be
carried out using side-scan or sector-scan sonar, or other high-resolution
techniques producing equivalent or better results.
Specialist surveys are required to reveal the presence of pipelines or cables,
lost anchors and chains, wrecks, military unexploded ordnance (UXO), or
other metallic debris lying on the seabed or buried below the seabed surface.
The requirement for such surveys may be waived provided this could be
justified during the site-specific assessment by a desktop study that includes
analysis of the available evidence.
Site and location plans based on the seabed surface surveys should identify
wrecks and important archaeological sites and/or marine conservation areas
that are subject to protection. Sites where seabed or environmental disturbance
should be avoided for any reason shall be identified. Specific information
concerning the type of activity to be avoided and/or seasonal limits or other
qualifying conditions related to these areas should be provided.
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Seabed surface or sub-surface obstructions revealed by surveys as lying in the

vicinity of the proposed jack-up approach path or installation position may
require visual investigation by ROV or divers. If the obstructions cannot be
avoided by maintaining safe clearances, then removal may be required in
circumstances in which the obstruction presents a risk of foundation instability,
damage to the jack-up leg footings or conflict with planned operations such as
maneuvering, towing, anchoring and mooring procedures.
The requirement to carry out a visual investigation for the purpose of positive
identification of a seabed surface or sub-surface obstruction and the
requirement for the removal of the object shall be based on a competent
assessment of the site survey data and a documented risk assessment. This
assessment should consider the probability or otherwise of a ferrous object
being UXO, the estimated depth, dimensions, mass and characteristics of the
object, and the distance between the object and the proposed position of the
jack-up leg footings and tug towlines, or barge moorings and anchors if used.
The appropriate period of validity of the seabed surface survey should be
considered, in all cases having due regard for the site characteristics and any
surface or subsea activity carried out on site since the last survey, such as the
installation of pipelines, cables,
Scour protection, the removal of debris, or detonation of UXO. As a general
rule, the period of validity should be six months or less in uncontrolled areas
and areas where no continuous system for reporting marine activity and lost
objects exists.
The requirement to repeat the specialist surveys to reveal ferrous objects may
be waived in circumstances in which there is little or no seabed mobility that
could remove or reduce the depth of soil overlying such objects.
The discovery of seabed surface obstructions or debris at any time within or
without the site area should be reported to the site operator, the Marine
Coordinator (MC) or, in the absence of an MC, to the UK Hydrographic
Office.
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3.7 Shallow seismic survey

- A shallow seismic survey should be performed over an area of
approximately 1km2, centered on the proposed site. Line spacing of the survey
should typically be not greater than 100m x 250m over the survey area. The
survey report should include at least two perpendicular vertical cross-sections
passing through the proposed site, showing all the relevant reflectors and allied
geological information. The equipment used should be capable of identifying
reflectors of 0.5 meters and thicker to a depth equal to 30 meters, or the
anticipated footing penetration plus 1.5 times the footing diameter if greater.
- The seismic survey data should be reviewed to identify any lateral variability
in soil layering or presence of sub-surface hazards such as steep-sided channels
in filled with soft soils.
7.8 Geotechnical (soils) investigation
Site-specific geotechnical information is required except in circumstances
where nearby geotechnical data is available and shallow seismic survey can be
interpreted with certainty. The type and amount of data required would depend
upon the particular circumstances, such as the type of jack-up, any indication
of significant soil layering and/or lateral variability, and previous experience of
the site, or nearby sites, for which the assessment is being performed.
The location and number of boreholes or CPTUs required should account for
lateral variability of the soil conditions, regional experience and the
geophysical investigation. A borehole or CPTU may not be required in the
immediate vicinity if there are sufficient relevant historical data and/or
geophysical tie lines to existing boreholes and CPTUs.
For sites where previous preloading and elevated operations have been
performed by jack-ups, it may be sufficient to identify the location of existing
jack-up footprints. In this case the details of the previous jack-up footing
design, the preload actually applied and the penetration achieved by each leg
should be examined by a competent person, and it should be verified that the
foundation-bearing pressure applied previously was in excess of the pressure to
be applied by the jack-up under consideration.
Site-specific geotechnical information applicable to a depth below the seafloor
of 30 metres or the anticipated leg penetration plus 1.5 times the leg-footing
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diameter should be obtained. Any reduction in the depth of geotechnical

information or offset distance between the data acquisition points and the
proposed jack-up footing locations shall be justified in the foundation
assessment.
All layers shall be adequately investigated and interpreted, including any
transition zones between strata, such that the geotechnical properties of all
layers are known with confidence and that there are no significant gaps in the
site investigation record. Laboratory testing of soil samples may be required to
determine some geotechnical properties.
Care must be exercised to ensure that the soil investigation is adequate in
scope and detail for jack-up site-assessment. If in doubt, a qualified
geotechnical engineer with appropriate experience with jack-up foundation
assessments shall be consulted.
In virgin territory where there is no soil data available, seabed sampling may
be carried out from suitable jack-ups prior to installation. In such cases
appropriate precautions must be taken to ensure the safety of the jack-up
during the initial period on location and until the soil investigation is complete.
The nature of the seabed surface soil, together with the water depth and the
current and wave regimes shall be assessed to determine whether potential for
scour may exist. The assessment should consider whether scour has occurred
around existing fixed or temporary structures in the vicinity (if any) and
records of previous scour that may have affected earlier jack-up installations.
In the event that the assessment indicates that the integrity of the jack up
foundation could be adversely affected, then seabed soil samples may be
required and a scour analysis should be performed
The soil investigation must produce sufficient reliable data on which to base a
competent analysis that will provide a recommended soil strength design
profile, giving lower- and upper-bound strength estimates for the proposed
jack up location. This will be carried forward into the jack-up site-specific
assessment
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CHAPTER IV SELF PROPELLED AND

PROPULSION- ASSISTED JACK-UPS
4.1 Self-propelled jack-ups

Self-propelled jack-ups considered in these guidelines shall be defined as power
driven vessels capable of undertaking sea passages within their certified trading
area under their own power and without tug assistance. Such vessels shall be
assigned an appropriate class notation signifying their type and capability.
Self-propelled jack-ups may be considered to be capable of undertaking transits
and field moves under their own power; however, due consideration shall be given
in each case to the need for tug assistance for port entry and departure, positioning
on site, navigating in restricted waters or areas constrained by draft, and
positioning in high-velocity currents and/or in deep water with the legs fully
extended below the hull. In some cases national government and local port
regulations may require tug assistance regardless of the vessel’s own propulsion
force.
For self-propelled jack-ups undertaking unrestricted transit between locations
without tug assistance, the propulsion force of the vessel shall be sufficient to
maintain control under conditions with sustained wind velocity of 20m/s, head
current velocity of 0.5m/s and significant wave height of 5m. A reduction in these
criteria for weather-restricted transit should be based on analysis and/or
assessment of the vessel’s recorded performance in conditions equivalent to or
more severe than the selected limits for transit.
The design, construction, management, manning and operation of self-propelled
jack-ups are governed by Flag State and port state regulations, international codes
and standards, and Classification Society rules for ocean going ships. Certified
compliance with these regulations, standards and codes does not waive the
requirement for these vessels to comply with ISO 19905-1: 2012.
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9.2 Dynamically Positioned jack-ups

Dynamically Positioned (DP) jack-ups considered in these guidelines shall be
defined as jack ups equipped with dynamic positioning systems that are capable of
positioning and station-keeping under their own power and without tug assistance.
DP jack-ups shall be assigned an appropriate class notation signifying their type
and capability. They will usually comply with the propulsion power requirements
for unrestricted transit as defined above.
DP jack-ups shall comply with IMO MSC Circ. 645, Guidelines for Vessels with
Dynamic Positioning Systems, which is the principal internationally accepted
reference on which the rules and guidelines of other authorities and organisations,
including Classification Societies, are based, and with recognised standards for
DP training, which are set out in IMO MSC Circ. 738, Guidelines for Dynamic
Positioning System (DP) Operator Training.
DP jack-ups shall be provided with a DP capability analyses report for the
condition with legs fully raised and for the condition with legs lowered to the full
extent below the hull baseline. A DP operating manual, Failure Mode Effect and
Consequence Analysis (FMECA), trials report and DP capability plots shall also
be provided.
DP jack-ups shall be provided with a DP capability analyses report for the
condition with legs fully raised and for the condition with legs lowered to the full
extent below the hull baseline. A DP operating manual, Failure Mode Effect and
Consequence Analysis (FMECA), trials report and DP capability plots shall also
be provided.
Approach and departure should only be undertaken during periods when the
aggregate of all environmental forces is neutral or acting to move the jack-up
away from any adjacent structure, subsea pipeline or cable.
The initial approach to location may be undertaken in joystick mode, but DP auto-
positioning mode should always be engaged within 500 metres when moving
towards any fixed structure. Final approach to the location should be made in
steps of decreasing distance to allow the computer to refine the model by updating
the increasing drag as the legs are lowered. Caution should be exercised when the
legs first make contact with the seabed (pinning, tagging bottom or touchdown),
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having due regard for the risk that position may be lost if the DP system signals a
sudden increase in thrust to counteract the sudden resistance to movement caused
by pinning the legs.
Departure from any location should be undertaken in manual or joystick mode
only. Position referencing systems and auto-positioning control should not be
engaged until well clear of the fixed structure.
Additional guidance on dynamic positioning is contained in the IMCA publication
Guidance on DP Positioned Jack-ups and Use of Dumb Barges for the Offshore
Renewables Sector.
4.3 Propulsion-assisted jack-ups

For transit of propulsion-assisted jack-ups not certified for unrestricted transit, the
jack-up’s propulsion capacity shall be sufficient to maintain a minimum speed
over the seabed of 2 knots in the environmental condition considered.
For transit and positioning of propulsion-assisted jack-ups, the requirement for
assisting tugs may be waived and/or a reduction in the number and power of tugs
may be acceptable where it is demonstrated that effective control over the
movement of the unit can be maintained in the limiting environmental conditions
considered and with the legs extended below the hull to the maximum depth likely
to be encountered en route and on site.
For transit, propulsion-assisted jack-ups as defined in these guidelines shall be
considered the same as non-propelled jack-up barges with respect to the
requirements demanded.
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CHAPTER V NON PROPELLED JACK-UPS
5.1 Manned and unmanned tows

Jack-up barges certified for manned towage under the load line rules and having
certified crew accommodation should be manned by a marine crew for location
and field moves.
Jack-up barges not certified for manned towage under the load line rules may
carry a riding crew on location moves and will always be manned for field moves.
Provision shall be made for embarking and disembarking riding crews whenever
necessary, and sufficient means of escape, firefighting appliances and lifesaving
equipment for the riding crew shall be available ready for deployment.
5.2 Ballasting
The ballasting system, if fitted, should be in good condition and suitable for the
following:
1. Correction of draft or trim
2. Damage-control purposes in event of hull damage, grounding, etc.
3. Modification to the draft, trim or heel if required for installation on location.
In cases in which the jack-up is unmanned, specifications and operating
instructions for the ballast system shall be readily available and retained on board
the lead tug, with details of the ballast status during the tow.
In cases in which the jack-up is not fitted with a permanently installed ballasting
system and power source, the jack-up or the tug must carry sufficient portable
pumps and equipment to carry out the operations considered
5.3 Watertight integrity

All weather deck openings shall have adequate securing arrangements to ensure
watertight integrity.
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Door openings on weather decks shall be fitted with sills, and deck hatches shall
be fitted with coamings in accordance with international load line regulations.
Exemptions for semi-permanently bolted closures not fitted with sills or coamings
may be accepted subject to approval by the Classification Society.
Compartment manholes shall be properly secured with bolts and gaskets, which
must be maintained in good condition. A set of tools shall be provided on board
for releasing and refastening the manhole covers.
If manholes to critical compartments are covered by cargo, grillage or sea
fastenings, care shall be taken to ensure they are properly secured before being
covered.
5.4 Barge deck openings

Barges having low freeboards, where there is risk that a portion of the deck may
become flooded in the damage stability condition should be provided with ‘top
hats’ with suitable means of fixing to the barge deck, which can be used in an
emergency to gain access through a manhole that may be awash.
At least one standpipe shall be provided, with suitable fittings such that it can be
screwed into sounding cap holes that may be awash.
5.5 Mooring arrangements

- Mooring bitts or bollards shall be fitted on either side of the jack-up, suitably
spaced in accordance with class rules if applicable. As a minimum, mooring
bitts or bollards shall be fitted on each side at each end of the barge. At least four
suitably dimensioned mooring ropes in good condition shall be carried on board. If
the towing tug has spare mooring lines then they may be considered as a part of the
barge’s mooring lines
5.6 Navigation lights and shapes

The jack-up shall be equipped with navigation lights (including anchor lights) and
day signals, in compliance with the International Regulations for Preventing
Collisions at Sea.
The lights shall be provided with sufficient power or fuel from an independent
source to last for the duration of the voyage, plus a reserve of 50 per cent.
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A full set of spare navigation bulbs or gas mantles (as appropriate) and shapes
shall be carried on the tug or the barge. In addition, spare parts for the navigation
lights, such as cables or hoses and connections (as appropriate to the system),
shall be carried.
Where obstruction or danger to navigation is caused or is likely to result from
installation of the jack-up on site, and where it is required under consents granted
under the provisions of the Coast Protection Act 1949 – Consent to Locate
Offshore Installations – Provision for Marking Offshore Installations, the jack-up
shall be equipped with obstruction lights (white 360° Morse ‘U’) displayed at
each corner of the jack-up, and with a fog signal.
Small jack-up barges operating within port limits may carry alternative
obstruction lights, such as flashing orange beacons, subject to the approval of the
harbour master.
5.7 Access
Safe ladders that extend from the manhole opening to the compartment bottom shall
be provided in each compartment.
Ladders shall be available on each side of the jack-up, extending to the lowest
waterline, to permit access when afloat. Steel ladders and adjacent protective
fenders, if fitted, shall comply with class rules if applicable. Rope ladders shall
comply with the rules for the construction and rigging of pilot ladders. The
condition of these ladders shall be checked by the master of the jack-up or the tug
master prior to commencing each jack-up transit, and they shall be checked by the
person intending to use them immediately prior to each use.
5.8 Fenders
It is recommended that adequate fenders be provided for berthing operations.
5.9 Towing arrangements

The jack-up shall be towed from the forward end using a bridle of suitable
construction. If two tugs are used, the bridle may be split and each tug connected
to a single leg of the
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bridle. Alternatively, the second tug may be connected with a wire towing pennant
through a closed fair-lead to a separate towing connection.
When assessing the strength of tow connections and fair-leads on the barge and
bridle, the effect of the tug pulling at its maximum bollard pull in any direction
shall be considered.
All towing equipment shall be in satisfactory condition. Test certificates for all the
items specified in this section shall be valid and available for inspection.
Certificates shall provide clear identification of the respective equipment.
Alternative towing configurations appropriate to operations conducted in narrow
channels and confined areas may be used in inland waters and within port limits.
A plan or drawing of the towing arrangement, showing the configuration of the
towing gear and each component and stating the breaking load (BL) of each
component, shall be prepared and shall be made available on board the towing
vessel.
5.10 Tow connections

Towline connections to the barge shall be of the quick-release type where
possible. For strength purposes they shall be located over the intersections of
transverse and longitudinal bulkheads, and they shall be provided with adequate
backup structure. They shall also be secured against premature release.
The breaking (ultimate) strength of the tow connections shall conform to the
following:
1. At least three times the static bollard pull of the tug
2. Designed to be greater than the breaking load of the bridle.
5.11 Fair-leads
Capped fair-leads or Panama-type fair-leads shall be fitted forward of and in line
with the tow connection points, except where the towing connection is installed at
the deck edge. Anti-chafe protection shall be provided along the deck edge.
The breaking strength of the fair-leads and their connections to the barge deck
shall be greater than that of the bridle.
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5.12 Towing bridle

The towing bridle shall consist of two legs, having an included angle at the apex
of between 45° and 60°.
If the bridle is a chain bridle, it shall be composed of stud link chain, with
enlarged open links at each end to facilitate connections. Connection should be
made without removal of the stud from the stud link chain.
If a composite bridle is used, it shall comprise two lengths of stud link chain,
extending beyond the deck edge, connected to wire pennants fitted with hard eye
thimbles.
The bridle legs shall terminate in a shackled connection at a towing ring,
triangular (Delta) plate, or other approved and certified device.
The breaking strength of each bridle leg and bridle terminator shall generally be at
least three times the static bollard pull of the tug. Under no circumstances should
the breaking strength of each leg of the towing bridle be less than the BL of the
towing wire.
5.13 Intermediate tow pennant

For longer tows, in the transit condition an intermediate wire towing pennant shall be
included between the towing bridle and the tug’s main towline. The pennant shall be
fitted with hard eye thimbles, and shall be at least 10 meters in length. The pennant
may be shorter
or may be omitted if necessary to reduce the overall length of the tow gear for in
harbor or field moves.
The breaking strength of the wire pennant shall be not less than that of the main
towline of the tug, and shall be of the same lay as the main towline.
5.14 Shackles
The certified safe working load (SWL) of all shackles included in the towing
arrangement shall be greater than the static bollard pull of the tug to be used.
Some reduction in this requirement may be allowed for a tug with a bollard pull in
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excess of 100 tonnes, but, in any event, their breaking load shall be greater than
three times the bollard pull.
5.15 Bridle retrieving arrangements

A retrieval system shall be provided to recover the bridle in the event of the
towline parting.
The retrieving wire shall be connected at the bridle apex either to the triangular
plate or to an end link of the bridle leg. The wire shall be either led back to a
retrieving winch, suitably via an ‘A’ frame or block arrangement, or an alternative
system appropriate for the area of operation shall be provided.
The retrieving winch shall be adequately secured, and the capacity of the winch
shall be sufficient to take the load of the bridle, apex connection, pennant and
connections, with some reserve. The winch drum capacity shall be such that the
required length of retrieval wire can be spooled.
5.16 Emergency towing arrangements

Emergency towing arrangements shall be provided for use in the event of loss of
towline or bridle recovery system, or other unforeseen circumstances. Two
systems are suggested below, although modified forms of these may be accepted:
Two spare towing connections shall be fitted forward, located inboard of the main
connections. A bridle, which may be of chain or wire and chain, with a triangular
plate or towing ring at the apex, shall be attached to these connections. The towing
ring or delta plate shall be secured to the barge by lashings. A pennant, with hard
eye thimbles, shall be shackled to the towing ring or delta plate and clipped or
lashed along the barge side, outboard of all obstructions. At the stern of the barge,
a floating line with a buoy attached shall be shackled to the end of the pennant and
streamed astern.
A single spare towing connection shall be fitted, located on the barge centerline
either forward or aft. If the connection is fitted forward, a pennant shall be
connected to it and led aft to a floating line, as in Alternative 1). If the connection
is fitted aft, the towing pennant shall be flaked on deck with the floating line
connected to it.
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The pennants and towing connections shall, in either of the above alternatives, be
sized similarly to the main towing equipment and shall be led over the top of the
main bridle if fitted forward.
5.17 Anchor
The jack-up shall have at least one operable anchor during transit. The anchor is to
be of sufficient capacity and with sufficient length of mooring line available for
emergency anchoring.
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CHAPTER VI TOWING VESSELS
6.1 General
The proposed tug(s) shall be in satisfactory condition. The tug(s) and towing
equipment, machinery, manning and fuel requirements shall be suitable for the
proposed operation. Certification and documentation required by the Flag State shall
be in order, and the tug(s) shall be classed by a Recognised Class Society or certified
under the provisions of the MCA Small Commercial Vessel and Pilot Boat (SCV)
Code (as currently set out in MGN 280) or foreign equivalent.
The tug(s) shall be provided with a Bollard Pull Test Certificate stating the continuous
(sustained) bollard pull based upon a bollard pull test carried out within the last ten
years.
All towing equipment shall be in satisfactory condition. Test certificates for all items
shall be valid and shall be available for inspection, with clear means of identification
of the respective equipment.
The towing vessel shall have a spare towline that shall be similar in all respects to the
main towline. Where the spare towline is not spooled on to a second winch drum, it
shall be stowed in such a manner that it can be spooled on to the main towing drum by
the crew at sea.
6.2 Bollard pull requirements

The total environmental load acting on the jack-up and cargo due to the combined
effects of the following conditions shall be calculated, and the minimum towline pull
required (TPR) should be calculated to hold the jack-up at zero forward speed in a
fully developed gale, defined as:
1. Significant wave height (Hs): 5 metres
2. Wind speed: 20m/s (approx. 40 knots)
3. Current: 0.5m/s (approx. 1 knot).
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For short coastal tows and field and harbour moves, lesser criteria for calculation of
TPR may be agreed. Generally these should not be reduced below 15m/s wind speed,
2.0m significant wave height and 0.5m/s current, acting simultaneously.
The tow should be capable of making reasonable speed with average weather
conditions throughout the passage. It is recommended that the tow be capable of
maintaining a minimum speed of 5 knots in conditions with significant wave height of
2.0m and wind speed of 10m/s.
In all cases, due consideration shall be given to the number of tugs and the TPR
required to control the jack-up in the anticipated maximum current on site with the
legs fully extended below the hull.
The TPR should be related to the continuous static bollard pull (BP) of the tug(s)
proposed by:
TPR = Σ(BP x Te/100) Where:
Te is the tug efficiency in the sea conditions considered, %;
BP is the continuous static bollard pull of each tug;
(BP x Te/100) is the contribution to the TPR of each tug;
Σ is the sum for all tugs assumed to contribute to the TPR.
The tug efficiency (Te) depends on the size and configuration of the tug, the sea state
considered and the towing speed achieved. In the absence of alternative information,
Te may be estimated according to next Table
TABLE 6.1
6.3 Towing winches

Towing vessels shall be fitted with a suitable towing winch. Towing from a towing
hook will not be accepted for open-sea passages but may be accepted for harbour
moves or movements in inshore sheltered waters.
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Two towing drums shall normally be provided. Where a second towing drum is not
fitted, then means of reconnection of the spare towline shall be supplied. The spare
towline shall be in good condition and of the required strength. There must be suitable
means for connecting the line to the tug and making a rapid reconnection to the
emergency towline on the towed barge.
The tow winch shall have a minimum holding power of three (3) times the static
bollard pull of the tug at the inner layer on the drum.
All towing winches shall be fitted with an emergency-release brake
mechanism.
6.4 Towline control

Towing pods, where fitted, shall be of adequate strength, and well faired to prevent
snagging.
Alternative arrangements for towline control may be accepted. If gog ropes are used,
they should be adjustable from a remote station. If a single gog rope system is fitted
then the connection point shall be on the centreline of the vessel. A spare gog rope
shall be provided.
Mechanical, hydraulically or manually operated stops (pins) to control the towline
shall, if fitted, be well maintained, and capable of being withdrawn or removed when
not in use.
6.5 Towing wire

For jack-up location moves, the length of the towing wire should never be less than
500 metres and shall be determined as follows: L = (BP/BL) x 1,200 (metres).
For harbour moves and tows in inshore sheltered waters, different towing wire lengths
may be accepted.
The wire shall be in good condition, free from kinks and snags, and with no opening
of strands. Hard eye thimbles or towing sockets shall be fitted.
The MBL of the towing wire shall not be less than the following values:
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TABLE 6.2
Synthetic rope towlines shall not be used by the main towing vessel for jack-up
location or field moves. Synthetic fibre towlines may be used by assisting tugs for
harbour moves or tows in inshore sheltered waters.
6.6 Stretchers
Stretchers (if used) shall only be connected between the tug’s wire and the
intermediate pennant and not to the bridle apex connection. In general, a stretcher
made up as a continuous loop is preferable to a single line. The breaking load shall be
at least 1.5 times that of the main towline, and hard eye thimbles are to be fitted at
each end. These ropes are to be in good condition.
6.7 Tailgates/stern rails

The tailgate or stern rail, if fitted, shall have an upper rail of radius not less than ten
times the diameter of the main towline. Smaller diameters may be accepted for inland
tows and harbor moves.
Anti-chafe gear shall be carried on the tug and fitted as necessary. The stern rail shall
be well faired to prevent snagging.
6.8 Additional equipment

The following additional equipment shall be carried on board the towing vessel:
1. Oxygen/acetylene cutting equipment
2. Damage-control equipment
3. Spare shackles (sized in accordance with the towing gear plus smaller
sizes)
4. A searchlight to illuminate the tow;
And if the jack-up is unmanned:
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1. Portable radio transmitter/receivers with spare batteries, for

communication
2. Hand lamps or torches with spare bulbs and spare batteries
3. A powered workboat, fitted with adequate means of launching and
recovery (excepting small tugs less than 24m in length)
4. A portable pump, equipped with sufficient length of suction hose to
enable dewatering of the compartments
, and a self-contained power unit with sufficient fuel for 12 hours running.
6.9 Bunkers
An adequate quantity of fuel and consumables shall be on board for the proposed tow.
An adequate amount of fuel at full-speed consumption shall be kept in reserve.
6.10 Manning
The towing vessel shall be manned by a qualified and experienced crew, in
compliance with the requirements of the tug’s Flag State. There should be sufficient
crew to deal with contingencies such as the parting of a tow wire or the need to board
the tow when the towed jack-up is unmanned.
For towage of unmanned jack-ups there must be sufficient accommodation and
certified lifesaving capacity to accommodate the barge-riding crew (if assigned) on
board the towing vessel(s).
Diploma Degree
2019
CONCLUOSIONS
The report Illustrates the following
Jack-up types main equipment and rig move procedures
Analysis of rig move location approval
Parameters of rig move requirements like towing vessel and jack-up mandatory
equipment for this operataion
Vessel management according to ISM code and mandatory certificates to be on board

and conventions to be followed as well.
Diploma Degree
2019
References
1-RIG MOVING Guidance booklet – volume one – by DENNIS JUL PEDERSEN

2-GUIDE LINES FOR OFFSHORE STRUCTURAL RELIABILITY _ DNV
Application to jackup Structure _report no 95-0072
3-Guidelines-for-the-Selection-and-Operations-of-Jack-ups-in-the-Marine-
Renewable-Energy-Industry _issue 2:2013_
4- ABS Classification Rules Lift boat 2014
5-International code for fire safety system (FSS), resolution MSC.98 (73)
6-IMO International Convention for the Safety of Life at Sea SOLAS 2000
7-American Bureau of Shipping Incorporated by Act of Legislature of the State of
New York 1862
8- LSA code basic - by Capt. Brakocevic
Diploma Degree
2019

An Overview of Jack-Up Operation - Offshore Diploma

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Alexandria University

AN OVERVIEW OF JACK-UP OPERATIONS

A research project submitted to the Department of Naval

Ahmed Gamal Mohamed Zaki

Prof Dr. Khaled Ali Hafez

I would like to express my sincere appreciation to my supervisor, Prof. Dr. Khaled

Name: Ahmed Gamal Mohamed Zaki

1.5.1 Marine equipment 21

5.5 Mooring arrangements 44

IACS International association of classification societies

IMO International maritime organization

ISM International safety management

ISO International Standards organization

ILO International Labor organization

MARPOL Prevention of marine pollution from ships

MODU Mobile offshore drilling units

MLC Maritime labor convention

NDT Non destructive test

LAT Lowest astronomical tide

PUWER Provision and use of work equipment regulations

OIM Offshore installation manager

SOLAS Safety of life at sea

STCW Standards of training , certification and watch keeping for seafarers

SHL Static hook load

SLS Serviceability limit state

SLR Spot location report

SUT Society of underwater technologies

SWBM Still water bending moment

ULS Ultimate limit state

UXO Unexploded ordnance

TPR Towing pollard required

Figure 1.1 Self elevating jack-up 1

Figure 1.2 Jack-up with cylindrical legs. 5

Figure 1.3 Jack-up with trussed legs 6

Figure 1.4 Three –legged jack-up 7

Figure 1.5 Four- legged jack-up 7

Figure 1.6 Four chorded leg jack-up 8

Figure 1.7 Three chorded leg jack-up 8

Figure 1.8 Jack-up – mat type 11

Figure 1.9 Jacking system with jack-up mat type 12

Figure 1.10 Damage to legs during preloading operation 13

Figure 1.11 Jacking system of cylindrical legs 16

Figure 1.12 Electric jacking system for truss legs 16

Figure 1.13 Opposed pinions (3-chorded legs) 17

Figure 1.14 Radial pinions (4-chorded legs) 18

Figure 1.15 Leg punch through 20

Figure 1.16 Helideck 22

Table 6.1 Bollard pull requirements 51

Table 6.2 Towing wire specifications 52

The Jack-up has many components illustrated in figure 1.1

Figure 1.1-Self elevating jack-up

1. Elevating racks ( spud cans )

We can consider the advantages of jack up platforms as followed,

4. Large deck area

And so the disadvantages will be as follows,

1. limited to shallow waters ( 140 meters )

Jack-up is generally arrives on location in the self-floating mode. The

1.1 Important structural design parameters

1.1.1 Support Footing

Gravity based (steel or concrete)

Continuous foundation support (mat foundations)

Individual leg footings spud cans (with or without skirts)

The following passage represent some legs types