How can a piping and equipment support be prepared and run?

The construction window for the oil, gas and pipeline works is usually tight, but the piping and equipment support will still need to be analysed from the full operating cycle for the trial preparation and operation. In the case of piping for steel pipes, valves, compressors modules and site equipment, this topic focuses on “how the piping and equipment support will be prepared and run”, for example, and the conditions of control are not the same when the vehicle is empty, fully loaded or the equipment is put on hold for long periods. The site should first locate the areas where the lack of support on the edge of the road leads to the bending and crushing of the sheet, and then decide on the use of pavements, leg pads or approved combinations.

The input information can be organized according to the four columns of equipment, ground, route and time, with emphasis on the crane type, maximum retroactivity of the leg, spacing of the leg, suspension radius, ground-based allowed pressure, distance of the gutter to the edge, underground pipeline and post-raining state. In response to the lack of support at the edge of the road, which led to the bending and crushing of the sheet, it was suggested that approved road maps, numbers and inspection logs should be used to manage site changes. In the case of leg pads, the maximum repulsive force of the leg provided by the plant must be obtained, and in the case of passage roads, the total weight of the vehicle, the axle, the tyre and the complete turn track should be used. In the case of “drying and commissioning of piping” and equipment support, the information review should also distinguish between vehicles by axle-load and tyre, not replacing all inputs with total weight, and include missing information as an item to be confirmed in the quotation and construction programme.

Figure: Pipe-loading operations for steel pipes, valves, compressors modules and site equipment, with a focus on “How to test-painting and equipment support”

Pre-implementation should be preceded by the containment of routes, the removal of sharp stones, stakes and miscellaneous items that may form a spot load, the repair of deep-pit tracks and the removal of horizontal drainage. The area of the leg pads is determined by the retroactivity of the equipment and the confirmed base load, and no pavement board automatically replaces the approved hanger operating platform. The plates should be prepared continuously at the stabilization end, with the bends, reverses and parking areas being expanded as appropriate; the leg mats should be flat, intermediated and in full contact, and it should not be allowed to be filled with random stacking. Test-painted records for “plugging and equipment to support how to perform the test-painting and commissioning” should identify the starting and ending position, vehicle condition and release conclusions to facilitate review as construction conditions change.

The maintenance plan should include responsibility for key sections and feeder points, frequency checks, decommissioning thresholds and spare parts locations. By managing site changes around approved road maps, numbering and inspection logs to perform the review, the lack of support on the edge of the road can be detected in a timely manner, leading to the bending and crushing of the sheet. Backup panels, connectors and handling tools are also synchronized to avoid mismatches in specifications on site. The inspection form, which revolves around “how the piping and equipment support will be prepared and run,” is designed to show that the lack of support on the edge of the separate road leads to changes in the bending and crushing of the sheet and to indicate the time of the repeater and the resumption of passage.

The receiving and inspection information shall be maintained in the form of maps, product numbers, photographs of entry and exit sites, initial ground conditions, abnormal worksheets and demolition records. In the event of a ground or equipment dispute, this information can distinguish between the original soft spot, the use of changes and the removal site damage, and can also quantify the impact on the cost of the project of the lack of support on the edges of the road, resulting in the bending and crushing of the sheet. This retrodiscussion should also answer whether the “how the piping and equipment support will be done” will be improved by managing on-site changes using approved road maps, numbering and inspection records, so as to avoid a subjective description of the end of the item.

The construction, equipment, HSE and logistics team should confirm the use of the same version of data before the procurement is issued. The common dimensions, thickness or reference load range referred to in this paper are not on-site commitments and actual performance is influenced by materials, temperature, foundations, connections and installation patterns, and the recommended results should indicate assumptions and no application.

The following special verification should be carried out for “drying and commissioning” in conjunction with piping operations for steel pipes, valves, compressor modules and site equipment: the test pavement shall select the softest floor and representative heavy vehicle and record differences in vehicle status, velocity, wheel, plate change and pre-rain rain. The test operation is not considered to be permanent and will still need to be revalidated after the vehicle has become heavy, its route has changed or the weather has deteriorated.

Recommendation on on-site implementation: Test-run records should indicate temperature, weather, ground state, vehicle load, tyre pressure and speed. When the subsequent conditions go beyond the scope of the test, the original conclusion automatically lapses, requiring a further inspection or approval of the change by the project technical staff.