FLOATING STRUCTURES

Chapter 6: Spar design

Contents
➢ Spar Description
➢ Spar Riser Systems
➢ Spar Mooring
➢ Spar Sizing
➢ Drilling from a Spar
➢ Spar Construction and Installation
1. Spar Description
Three types of production spars have been built to date: the “Classic” and “Truss” spars, and recently the
third generation cell spar. The basic parts of the classic and truss spar include:
▪ Deck
▪ Hard Tank
▪ Midsection (steel shell or truss structure)
▪ Soft Tank
The Topsides Deck is typically a multi-level structure in order to minimise the cantilever requirement.
For decks up to about 18,000 tons, the deck weight is supported on four columns which join the hard tank
at the intersection of a radial bulkhead with the outer shell. Additional columns are added for heavier
decks.
Figure 64 shows the arrangement of the top of a spar with the deck supports.
Decks up to about 10,000 tons may be installed offshore with a single lift. Larger decks require multiple
lifts.
1. Spar Description

Figure 64. Spar deck arrangement

1. Spar Description
The Hard Tank provides the buoyancy to support the deck, hull, ballast and vertical tensions (except the
risers).
The term “Hard Tank” means that its compartments are designed to withstand the full hydrostatic pressure
(see section of Hull Structure). Figure 65 illustrates a typical structural arrangement.

Figure 65. Hard tank structural arrangement

1. Spar Description
The Midsection extends below the hard tank to give the spar its deep draft.
In the early “classic” spars the midsection was simply an extension of the outer shell of the hard tanks.
There was no internal structure, except as required to provide support for the span of risers in the
midsection.
The Soft Tank at the bottom of the spar is designed to provide floatation during the installation stages when
the spar is floating horizontally.
It also provides compartments for the placement of fixed ballast once the spar is upended. The soft tank
has a centrewell and a keel guide which centralises the risers at that point.
2. Spar Riser Systems
Top tensioned risers are placed in a centrewell which runs the length of the hard tank.
The risers are typically supported on buoyancy cans which provide the top riser tension instead of
hydraulic tensioners used on TLPs.
The buoyancy cans are located in guides, which provide lateral constraint.
As the spar heaves the buoyancy cans remain in place while the spar moves relative to them.
As the spar offsets, the geometry of the risers causes draw down and again the guides allow the risers to
slide relative to the hull.
2. Spar Riser Systems
A schematic of the riser arrangement in the centrewell is
shown in fig. 66.
The buoyancy cans have an outer shell and an inner stem.
The stem has an internal diameter sufficient to allow passage
of the riser tie back connector.

Figure 66. Schematic of riser and buoyancy cans

2. Spar Riser Systems
A schematic of the riser arrangement in the centrewell is
shown in fig. 66.
The buoyancy cans have an outer shell and an inner stem.
The stem has an internal diameter sufficient to allow passage
of the riser tie back connector.
Figure 67 shows one of the buoyancy cans being installed.

Figure 67. Buoyancy can being installed

2. Spar Riser Systems
Figure 68 shows the upper stem, X-mas trees and flexible jumpers.

Figure 68. Surface trees on a spar

2. Spar Riser Systems
Drilling risers on spars have typically not used the buoyancy
cans for tensioning. Instead, hydraulic tensioners have been
used.
Figure 69 shows a RAM type tensioner in which the
hydraulic piston rods are in compression.
This type of tensioner requires that the riser remain aligned
with the hull, as it is on a spar.
More traditional tensioner cassettes with the rods in tension
have also been used
The use of tensioners for drilling eliminates the need for the
drilling riser slot to be increased in diameter to
accommodate larger buoyancy cans that might be required
for drilling.

Figure 69. Tensioning of a spar drilling riser

3. Spar Mooring
The mooring system for the spars built till date consists of a chain-wire-chain taut catenary system similar
to the one shown in fig. 70

Figure 70. Neptune spar mooring system

3. Spar Mooring
The platform chain is tensioned using chain jacks or windlasses, which are installed on the periphery of the
upper deck of the hull (the “spar deck”). Figure 64 shows an example of the arrangement of this deck.
The chain runs from the chain jack to a fairlead, which is located from up to 350ft. below the mean
waterline. The length of platform chain is determined by the amount chain, which needs to be pulled in or
paid out to maneuver the spar.
The anchor chain is connected to a piled anchor which can sustain uplift and lateral loads. The pile padeye
is usually about 50ft. below the mudline, so that the bending moment from the mooring forces is minimised.
The total scope of the taut moor from the fairlead to the anchor is typically about 1.5 times the water depth.
4. Spar Sizing
The main design criteria for sizing a spar are:
1. Maximum weight of topsides and risers supported by the spar that needs to be accommodated,
2. Eccentricity of the deck which needs to be trimmed by variable ballast,
3. Area required in the centrewell to enclose risers and buoyancy cans,
4. Maximum pitch motions in a 100-year event less than about 10o,
5. Centrewell sufficient to support the riser buoyancy cans and other riser requirements,
6. Maximum riser stroke less than about ± 15 ft,
7. Ability to be single piece transported on a heavy lift vessel,
8. Ability to float-off heavy lift vessel (maximum draft less than 10m).
Topsides weight and other payload weights are obviously key drivers. Apart from this, the most critical first
decision is the size of the centrewell, because this sets the minimum diameter for the hull.
4. Spar Sizing
Centrewell Sizing
All the spar centrewells to date have been square, lending themselves to 4x4 (16), 5x5 (25) or 6x6 (36)
well slots. Sometimes the four slots in the centre of the pattern are allocated to a drilling riser.
Figure 71 shows a typical layout with two slots dedicated to running of flowlines, umbilicals and SCRs.

Figure 7.71 Typical centrewell layout

4. Spar Sizing
Centrewell Sizing
Slot spacing is dictated by the diameter of the buoyancy cans. It is best to perform sufficient riser analysis
early in the design in order to determine the maximum top tensions required.
The recommended spacings would be:
4. Spar Sizing
Spar Hull Sizing Parameters
Apart from the centrewell size, the key sizing parameters for the spar hull include:
1. Diameter
2. Hard Tank Depth
3. Fixed Ballast
4. Draft
5. Fairlead Elevation
Figure 72 shows a free body diagram of a truss spar. The “hull weight” includes lightship weight, topsides
deck operating weight, trim ballast, fixed ballast and on board mooring weight.
4. Spar Sizing
Spar Hull Sizing Parameters

Figure 72. Free body diagram for spar hull sizing

4. Spar Sizing
Spar Hull Sizing Parameters
The static heel angle is determined by the resultant moment caused by the couple between the steady
environmental forces (wind, current and wave drift loads) and the resisting force of the mooring lines. To a
first order this moment is
(54)
where Menv = moment due to environmental forces, Fenv = total wind, current and wave drift force, KFenv =
distance from keel to centre of action of the environmental forces, and KFmoor = distance from keel to
fairlead elevation.
This moment is resisted by the restoring moment stiffness of the hull:

(55)

where Kpitch = Initial restoring moment stiffness (N-m/rad), GM = Metacentric height (m), = Hull
displacement in force units (N), KB = Distance from keel to center of buoyancy (m), KG = Distance from
keel to the centre of gravity (m), I = Moment of inertia of the waterplane (m4), = Hull displacement in
volumetric units.
4. Spar Sizing
Spar Hull Sizing Parameters
Initial sizing of the hull is determined by the following steps:
1. Minimum variable ballast is selected for trimming the topsides,
2. Trial values for the diameter, hard tank depth and draft are selected,
3. An initial estimate of hull weight and VCG is obtained (see section on hull structure for estimating hull
weight),
4. Total buoyancy (displacement) and the center of buoyancy is calculated and the amount of fixed ballast
is computed as the difference between buoyancy and the total payload, ballast and vertical loads,
5. The equilibrium angle of heel is computed as

(56)
4. Spar Sizing
Spar Hull Sizing Parameters
The configuration with the minimum weight (or cost) which meets all the criteria is selected as the baseline
configuration. Certain constraints might be considered at this stage. In addition to the limitation on draft for
transport, other criteria might include:
▪ Maximum hull diameter for easy construction at a particular yard,
▪ Minimum length of hard tank to enclose buoyancy cans,
▪ Optimum diameter for accommodating deck leg spacing
Table 11 shows the main dimensions for spars currently constructed.
Figure 73 shows an illustration of this concept. The first cell spar is designed for wet trees only.
4. Spar Sizing
Spar Hull Sizing Parameters
Table 11. Spar dimensions

Figure 73. Cell spar

5. Drilling from a Spar
The Genesis, Diana and Holstein spars are equipped for full drilling using platform rigs. Drilling operations
on the Genesis spar are illustrated in fig. 74. This figure shows the arrangement of wells at the spar, and
the corresponding well layout on the seabed.

Figure 74. Drilling operations from a spar

5. Drilling from a Spar
Most of the spars in service do not have full drilling; instead they have workover and completion rigs.
These operations are conducted through the production risers and do not require a special drilling riser.
Nevertheless, the spar allows for simultaneous drilling and production even with this reduced capability.
The procedure is illustrated in fig. 75.
Figure 76 shows the seafloor well pattern for Neptune as of 1999.
The original wells and new wells are shown. New wells were drilled with the spar offset to the southwest.
Future wells will be drilled with the spar moved to the northeast.
5. Drilling from a Spar

Figure 75. Pullover drilling

5. Drilling from a Spar

Figure 76. Seafloor well pattern for neptune

6. Spar Construction and Installation
Construction
Spars are traditionally built and transported horizontally. They are upended while afloat near the installation
site.
This facilitates use of the conventional shipyard and fabrication yard equipment to fabricate and assemble
the hull.
Subassemblies (fig. 77) are fabricated in a shop equipped with automatic plate cutting and welding
equipment. The size of the subassemblies is limited by the lifting and transporting capacity available.
The subassemblies are joined to form half round ring sections of the spar (fig. 78). If the spar is very large,
the half section may be too large for the fabrication shop and instead smaller sections may be constructed.
6. Spar Construction and Installation
Construction

Figure 77. Fabrication of subassemblies

6. Spar Construction and Installation
Construction

Figure 78. Rollout of Half-section

6. Spar Construction and Installation
Construction
The upper partial ring section is transported to a lifting tower and raised. The lower section is transported
below this section and the two sections are welded together (figs 79-80).

Figure 79. Lifting of upper half-section

6. Spar Construction and Installation
Construction
The upper partial ring section is transported to a lifting tower and raised. The lower section is transported
below this section and the two sections are welded together (figs 79-80).

Figure 80. Connection of two half-sections

6. Spar Construction and Installation
Construction
After construction, the spar is loaded out onto a heavy lift vessel for transportation using winchs and skid
beams to move the hull. The hull may then be transported to a staging area in protected waters near the
installation site (figs. 81 - 82).

Figure 81. Construction of the spar

6. Spar Construction and Installation
Construction
After construction, the spar is loaded out onto a heavy lift vessel for transportation using winchs and skid
beams to move the hull. The hull may then be transported to a staging area in protected waters near the
installation site (figs. 81 - 82).

Figure 82. Transportation of the spar

6. Spar Construction and Installation
Mooring and Hull Installation
The installation of a permanent mooring requires that the anchor piles and mooring lines be preinstalled
several months before the spar is installed.
Anchors usually consist of steel piles, which are either driven into the soil with hydraulic hammers, or steel
piles which are forced into the soil using suction (Suction Piles).
Figure 83 shows a pile driving installation using a derrick barge.
Once the pile is driven to its design penetration, the chain and spiral strand are laid on the sea floor in a
pattern that will facilitate retrieval and connection to the spar upon its arrival (fig. 84).
Once the spar is offloaded from the transportation vessel and rigged for installation, it is wet towed to the
installation site.
The spar is potentially vulnerable to large bending moments and high loads on heave plates (in a truss
spar), so this wet tow is limited to the smaller sea states, typically an annual storm event.
When the spar arrives at the installation location, it is upended by flooding the soft tank and midsection
(fig. 85).
6. Spar Construction and Installation
Mooring and Hull Installation

Figure 83. Running pile from derrick barge Figure 84. Lay down pattern for pre-Installed mooring
6. Spar Construction and Installation
Mooring and Hull Installation

Figure 85. Spar upending sequence

6. Spar Construction and Installation
Mooring and Hull Installation

Figure 85. Spar upending sequence

6. Spar Construction and Installation
Mooring and Hull Installation
Once the hull is upended it is made ready for attachment of the mooring lines. This has typically involved
these steps:
1. Ballasting of the spar for an even trim and acceptable freeboard,
2. Lifting of a temporary deck containing power supply, messenger wire and winches,
3. Paying out of the messenger wire to the derrick barge,
4. Retrieving the bitter end of the pre-laid wire rope and chain using an ROV (fig. 86),
5. Connecting the platform chain to the messenger wire,
6. Pull-in of the chain.
This procedure is repeated for each mooring line. When two opposite lines are installed, chain jacks are
activated to pretension the lines. Once all the lines are attached and the mooring is secure, the temporary
deck is removed.
6. Spar Construction and Installation
Mooring and Hull Installation

Figure 86. Spar mooring line hookup

6. Spar Construction and Installation
Deck Installation
Once the mooring system is installed, the spar is ready to receive the topsides deck. This requires a
derrick vessel to lift the deck.
Decks weighing from 3000 to more than 20,000 tons have been installed on spars. Figure 87 shows the
3300 ton lift of the Neptune spar deck using the McDermott DB 50 derrick barge.
Larger decks require multiple lifts.
The sea state limits for the float over installation are similar to those for a derrick barge installation.
6. Spar Construction and Installation
Deck Installation

Figure 87. Derrick barge setting deck on spar platform