Pre-piling templates are often used in the offshore industry to ensure the vertical installation of foundation piles for jacket structures. Boskalis is currently preparing a project that uses these templates in the Taiwan Strait, which is a region known for its relatively soft soils and seismic activity. Consequently, the piles are very long in order to enable sufficient bearing capacity. In earlier work, an Orcaflex model was developed to predict the dynamic behavior of 90 meter long piles stabbed in the template with 5 meter penetration into the seabed, which resembles the situation prior to pile driving. The obtained results indicated excessive loads on the template due to large swaying motions of the piles. This problem is caused by resonance: the natural swaying frequency of the long piles interferes with significant wave energy. In this thesis, this model is further developed and improved by identifying and addressing the following three shortcomings. First, the model does not account for wave diffraction effects at the piles. A simplified model is developed to study the impact of wave diffraction on the pile swaying amplitude in the frequency domain using a theory by MacCamy and Fuchs. In order to model wave diffraction effects in Orcaflex, diffraction-corrected added mass coefficients are assigned to each pile node based on spectral density analyses of the acceleration of the waves relative to the pile. Second, in the adapted model, the effect of flow oscillation is not considered in the drag coefficient definition, which leads to inaccurate modelling of the drag loads. This deficiency is corrected by modelling the influence of the Keulegan-Carpenter number on the drag coefficient. To do so, the oscillation period parameter of the Keulegan-Carpenter number at each pile node is assumed based on spectral density analyses of the velocity of the waves relative to the pile. Drag coefficients are calculated from the Keulegan-Carpenter numbers and related to Reynolds numbers. This relation is used in Orcaflex. Third, the pile clamp modelling is simplified in the adapted model. A realistic clamp design is assumed to model the clamp more accurately. Based on the results of time-domain simulations, the maximum loads on the template decrease in short-wave sea states when diffraction is accounted for. Further, while model results with the revised drag coefficient show an increase in pile swaying velocities, the maximum loads on the template remain roughly identical. Yet, with the revised pile clamp, the model predicts significantly higher loads on the template. Overall, the results show a violation of the template design limits in several load cases. This implies the need for either redesigning the template or finding a work method solution to mitigate the pile swaying. The latter is pursued by modelling vessel wave shielding. By turning the vessel in a certain heading relative to the dominant wave direction, one can shield the installation site from waves and reduce the loads on the piles. To model this, a hydrodynamic diffraction analysis is performed in Ansys Aqwa. Velocity potential data is obtained to describe the influence of the vessel on the waves near the piles, which is subsequently incorporated into the Orcaflex model. Now, the predicted loads on the template no longer exceed the design limits, which demonstrates that shielding is an effective strategy to ensure workability, provided that the vessel roll motion does not become excessive. Since roll can cause large crane tip motions that would complicate the operation, it is recommended to further study the vessel motions during shielding.

Offshore wind farms are moving to deeper waters, implying that larger substructures will need to be installed. The monopile is the leading substructure nowadays and this structure could be promising for use in deeper waters as well. Generally, jack-up vessels are used for the installation of the substructures and turbines. However, the jacking up and down of these vessels is time-consuming and limiting with regard to the water depth. A solution to tackle these two drawbacks, is to conduct the installation with a floating vessel. However, this brings along other challenges due to the hydrodynamics of the floating vessel. Therefore, this thesis focuses on the installation of XXL Monopiles with a monohull vessel. An XXL Monopile is a monopile with approximately a length of 120m and a diameter of 10m. Boskalis is expanding its position on the offshore installation market and has recently added a new heavy lift vessel to its fleet. This vessel is the Bokalift 1 which is a monohull vessel equipped with a crane of 3000 tons lift capacity. To strengthen their position on the installation market, Boskalis is thinking about a new kind of heavy lift vessel which will be an extended version of the Bokalift 1: a Bokalift 2. This vessel will be a monohull vessel as well but possibly equipped with two cranes. The idea is to use this vessel for the installation of XXL monopiles with the use of both cranes. Boskalis wants to understand the dynamic behavior of the lifted object and vessel during this kind of operation and to know whether the installation with this kind of vessel is feasible or not. This will be assessed by determining the Eigenmodes and corresponding natural frequencies of the system, including the dynamic coupling between the lifted object and the vessel. The installation of the XXL monopile with a Bokalift 2 is a novel operation. The phase of interest during this installation is the upending of the monopile, which will be executed partly through the splash zone. Using a simplified model, the modes and corresponding natural frequencies are determined for the lifted object in air (no vessel included). This is done with a modal analysis. With a more complete model made in OrcaFlex, these modes and frequencies are verified. The model is expended by including the vessel and subsequently a modal analysis is done. Since the submerged part of the monopile during the upending cannot be seen as a slender structure, the Morison equation is not applicable. To run the time domain simulations with the correct hydrodynamics included, the model is improved using a diffraction software AQWA. With this improved model, the dynamic coupling between the monopile and vessel is determined and it can be concluded that there is a strong coupling between the monopile’s yaw motion and the vessel’s roll motion. Since an XXL monopile is being considered, it was decided to take a look at the piston mode. This is a phenomenon where the water inside the monopile moves up and down. The water column in the monopile will be excited by the waves and this results in a harmonic moving water plug inside the monopile. Since the monopiles are becoming bigger, the water volume is becoming bigger as well and might be of great concern. In previous studies this piston mode has been investigated, but never been applied in a complete model. In this preliminary study, this phenomenon is modeled in OrcaFlex and implemented into the monopile installation model. From the comparison between a model with and without the piston mode it is concluded that, generally, the piston mode will result in larger responses. However, the approximation of the piston mode phenomena is done by making several assumptions. The coupling between the water in and outside is not considered for example and, therefore, further research is required to gain more knowledge on the effects of the piston mode. The current thesis provides more insight into the behavior of the lift and vessel dynamics. Based on these results, it is known to which motions attention need to be paid. Also, the coupling between the monopile and vessel is established and could be reduced by the use of tugger lines. A novel way of modeling the piston mode is developed and the effect of the piston mode is resolved to be increasing the motions of the system.

With the conversion of a heavy transport vessel into a crane vessel, Boskalis aims to strengthen its position in the offshore wind and decommissioning markets. The BOKALIFT 1, as the crane vessel will be named, is equipped with a 3,000 tonne crane and a class-2 Dynamic Positioning system. In order to utilise its exceptional large and strong deck area to its full extend, the crane is installed amidships at the starboard side of the vessel. Offshore lifts are consequently performed in transverse direction of the vessel, resulting in a large heeling moment during the lift operation. As the conversion is currently ongoing no operational experience has been gained yet. This thesis is therefore an assessment on the behaviour of this new asset and the crane loads during a lifting operation close to the maximum crane capacity. This is the case for a single-lift decommissioning operation, lifting a topside from a jacket support structure. Two transient phenomena can occur throughout the decommissioning operation: snap loads and impact loads. Both phenomena cause large peaks in the crane loads. Snap loads occur in the rigging lines during the pre-tensioning. During this phase the rigging lines become taut and the motions of the crane hook are constrained. Impact loads can occur during the final lift phase of the topside. This phase is estimated to last several minutes and is driven by the capacity of the dedicated anti-heeling system. Its purpose is to compensate the large heeling moments. Since this operation will last multiple wave periods, the wave induced motion at the crane tip causes tension variations in the hoisting system. When this tension exceeds the required lift tension the topside is temporary lifted, with impact loads as a result. An OrcaFlex model is built to perform time domain simulations of the pre-tensioning and lift phases of the decommissioning operation for several irregular sea states. For both phases, a crane load comparison is conducted for two different lifting schemes. In the first scheme the hoisting speed is dictated by the anti-heeling system in order to maintain even-keel conditions. This is favourable for the operation limits. For the second scheme this is disregarded and the maximum hoist speed is applied. The latter is expected to reduce the duration where impact loads are present. In the pre-tensioning phase, the higher hoisting speed results in a larger amplitude of the load variation since the snap loads are dictated by the relative velocity of the crane hook. During the lift phase, the higher hoisting speed reduces the time during which impact loads occur and thereby also reduces the crane loads. However, the topside motions are significantly increased. The crane tip- and topside motions have shown to be the limiting criteria for the lift operation. Limiting the topside motions by bumpers, guides or extra tugger lines can increase the workability for sea states where the peak period is close to the vessels natural heave and pitch period. Conclusively this thesis shows that the BOKALIFT 1 is a very well-suited vessel for offshore decommissioning operations.