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VESSEL IMPACT DESIGN


BASIS OF FIXED
OFFSHORE PLATFORMS
FOR
CHEVRON

Chevron Accidental Loading Design Premise Project


Vessel Impact Design Basis of Fixed Offshore Platforms

Page 2

VESSEL IMPACT DESIGN BASIS OF FIXED


OFFSHORE PLATFORMS

Prepared by
WS Atkins
On Behalf of
Chevon Engineering Technology Company

COMMERCIAL IN CONFIDENCE

Prepared by: ...................................


L. Wang

Checked by: ...................................


S. Simoni, J. Bucknell

Authorized by: ................................


S. Simoni

WS Atkins Inc
12121 Wickchester Lane, Suite 550
Houston, TX 77079
USA
Tel.:
+(1) 713 463 6180
Fax.: +(1) 713 589 7381

Report No: OG-365-09-DB-001 Rev. 2


Issue Date: September 2008

Chevron Engineering Technology Company


6001 Bollinger Canyon Rd
San Ramon, CA 94583
USA
Tel.:
+(1) 925 842 8734
Fax.:
+(1) 925 842 8626

Chevron Accidental Loading Design Premise Project


Vessel Impact Design Basis of Fixed Offshore Platforms

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DOCUMENT ISSUE CONTROL SHEET


Chevron Accidental Loading Design Premise Project
Vessel Impact Design Basis of Fixed Offshore Platforms
Issue

Date

Purpose

Prepared

Checked

07/15/2008

For Internal Review

LW

SS, FM

07/18/2008

Draft for Client


Review

LW

SS, FM

SS

08/14/2008

Draft Incorporating
Client Initial
Comments

LW

SS, JB

SS

09/25/2008

Final Incorporating
Client Final
Comments

LW

SS, JB

SS

Approved

NOTE:
This document has been specifically produced for the purposes of the VESSEL IMPACT
DESIGN BASIS OF FIXED OFFSHORE PLATFORMS and is only suitable for use in
connection therewith. Any liability arising out of use of this document by Chevron Engineering
Technology Company or a third party for purposes not wholly connected with the above project
shall be the responsibility of the clients, who shall indemnify Atkins against all claims, costs,
damages and losses arising from such use.

Report No: OG-365-09-DB-001 Rev. 2


Issue Date: September 2008

Chevron Accidental Loading Design Premise Project


Vessel Impact Design Basis of Fixed Offshore Platforms

Page 4

TABLE OF CONTENTS

1.

INTRODUCTION .......................................................................................................... 6
1.1
1.2

2.

REFERENCE DOCUMENTS .......................................................................................... 7


2.1
2.2
2.3

3.

General ......................................................................................................... 24
Condition Assessment .................................................................................. 24
Impact Loads ................................................................................................ 24
Estimation of Damage .................................................................................. 25
Impact Survival Acceptance Criteria............................................................. 25

VESSEL IMPACT ANALYSIS ...................................................................................... 26


7.1
7.2
7.3
7.4

8.

General ......................................................................................................... 18
Design of Jacket Legs and Braces in Impact Zone ...................................... 18
Design of Barge Bumpers............................................................................. 19
Design of Boat Landings............................................................................... 19
Design of Riser Guards ................................................................................ 20
Good Practice in Detailing of Designs .......................................................... 21
Impact Survival Acceptance Criteria............................................................. 21

ASSESSMENT OF EXISTING PLATFORMS TO WITHSTAND VESSEL IMPACT.................. 24


6.1
6.2
6.3
6.4
6.5

7.

General ......................................................................................................... 11
Vessel Impact Absorption Mechanism.......................................................... 11
Design Impact Energy .................................................................................. 12
Calculation of Vessel Impact Loads.............................................................. 12
Impact Load Application ............................................................................... 15
Operational Vessel Impact.............................................................................. 8

DESIGN OF NEW PLATFORMS TO WITHSTAND VESSEL IMPACT ................................. 18


5.1
5.2
5.3
5.4
5.5
5.6
5.7

6.

Design Impact Event....................................................................................... 8


Impact Zone.................................................................................................... 8
Attendant Vessels........................................................................................... 9
Others ............................................................................................................. 9

MECHANICS OF VESSEL IMPACT .............................................................................. 11


4.1
4.2
4.3
4.4
4.5
4.6

5.

Chevron Specifications ................................................................................... 7


Codes and Standards ..................................................................................... 7
Publications .................................................................................................... 7

DEFINITIONS.............................................................................................................. 8
3.1
3.2
3.3
3.4

4.

Background..................................................................................................... 6
Purpose .......................................................................................................... 6

General ......................................................................................................... 26
Analysis Methods.......................................................................................... 26
Available Software ........................................................................................ 29
Modeling of Structure.................................................................................... 30

POST-IMPACT SURVIVAL ASSESSMENT .................................................................... 38

Report No: OG-365-09-DB-001 Rev. 2


Issue Date: September 2008

Chevron Accidental Loading Design Premise Project


Vessel Impact Design Basis of Fixed Offshore Platforms
8.1
8.2
8.3
8.4
8.5

Page 5

General ......................................................................................................... 38
Modeling of Damaged Structure ................................................................... 38
Post-impact Survival Loads .......................................................................... 38
Analysis Options ........................................................................................... 39
Post-impact Survival Acceptance Criteria..................................................... 39

REFERENCES ................................................................................................................. 40
APPENDIX A TYPICAL RISER GUARD SKETCHES AND BARGE BUMPERS

Report No: OG-365-09-DB-001 Rev. 2


Issue Date: September 2008

Chevron Accidental Loading Design Premise Project


Vessel Impact Design Basis of Fixed Offshore Platforms

1.

Page 6

INTRODUCTION
The principal objective of this document is to define generic design criteria to be used
on Chevron projects to assess fixed steel offshore structures against accidental vessel
impact.
The criteria are a compilation of acceptable industry practices and should be combined
with regional specific criteria for the platforms to be assessed.

1.1

BACKGROUND
During the operational life of a fixed offshore platform, there is the possibility that the
structure could be accidentally impacted by a vessel. Vessel impact is a major hazard
to offshore structures. Due consideration shall be given to the design of substructure to
provide robustness against such events. Vessel impact analysis now forms an
important and essential design case for fixed offshore platforms. The platform should
be designed to survive the initial vessel impact and the post impact criteria.

1.2

PURPOSE
The objective of this document is to explain the standard methods of checking the
integrity of a fixed steel offshore platform subject to vessel impact, and to describe the
design recommendations adopted by Chevron. The design basis has been developed
for general worldwide application. The procedure is applicable to new and existing
platforms.
This document was prepared for consideration to be included as part of the Chevron
Engineering Standards (CES) developed and maintained by the Floating and Fixed
Systems Unit of the Facility Engineering Department.

Report No: OG-365-09-DB-001 Rev. 2


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Vessel Impact Design Basis of Fixed Offshore Platforms

2.

Page 7

REFERENCE DOCUMENTS
The following documents form a part of this Design Basis. Unless otherwise specified
herein, use the latest edition.

2.1

2.2

CHEVRON SPECIFICATIONS
CIV-SU-1.19A

Design of Platform Structures Application: Fixed Offshore


Platforms

CIV-EN-100

Ultimate Limit Strength (ULS) of Fixed Offshore Platforms

CODES AND STANDARDS


Several worldwide offshore codes and standards offer guidance on vessel impact for
new and existing platforms (summarized below). Code requirements and additional
descriptions of vessel impact analysis approaches and guidance can be found in these
documents.
API RP 2A
API RP 2A, Section 18, Fire, Blast, and Accidental Loading
ISO 19902
ISO 19902, Clause 10, Accidental Situations
UK HSE Guidance Notes
HSE Guidance Notes, Section 15, Loads
DNV RP C204
DNV-RP-C204, Design Against Accident Loads
NORSOK standard N-004
NORSOK standard N-004, Design of Steel Structures, Annex A, Design Against
Accidental Actions

2.3

PUBLICATIONS
UK Health Safety Executive, Loads, OTR 13/2001, 2002
DNV Technical Note, Impact Loads from Boats, TNA202, 1981
Veritec, Design Against Accidental Loads, Report No. 88-3127, 1988
Health and Safety Executive, Technical Policy Relating to Structural Response to Ship
Impact, December 2006.

Report No: OG-365-09-DB-001 Rev. 2


Issue Date: September 2008

Chevron Accidental Loading Design Premise Project


Vessel Impact Design Basis of Fixed Offshore Platforms

3.

DEFINITIONS

3.1

DESIGN IMPACT EVENT

Page 8

Design Impact Event represents an event selected from impact scenarios that require
explicit design considerations. Design impact events are primarily based on accident
scenarios involving vessels that are expected to operate in the vicinity of the platform.
Vessel impact scenarios should be developed by a risk assessment process, involving
a multi-discipline team of experienced engineers. The most likely impact scenarios are
the broadside impact of one of the legs of the platform and the bow/stern impact of one
of the braces in the splash zone [11]. Practices that account for accidental scenarios
are provided in Section 18 of API RP 2A [1].
For purpose of a rigorous impact analysis, design impact events shall be established
representing bow, stern, and broadside impacts on exposed platform elements. Vessel
orientation and velocity shall further define the impact event. Operational restrictions on
vessel approach sectors may limit the exposure to impacts in some areas of the
structure.
Design impact events shall consider two energy levels of vessel impacts, i.e. accidental
vessel impact, representing a rare condition with high energy level, and operational
vessel impact, representing a frequent condition with low energy level.

3.2

ACCIDENTAL VESSEL IMPACT


Accidental vessel impact represents an ultimate condition based on the vessel drifting
out of control in the worst sea-sate in which it may operate close to the platform. For
accidental vessel impact, the impact loads should be resisted or impact energy should
be absorbed without complete loss of the structural integrity.

3.3

OPERATIONAL VESSEL IMPACT


Operational vessl impact represents a serviceability condition based on the type of
vessel which would routinely approach alongside the platform with a velocity
representing normal manouvering of the vessel approaching, leaving, or standing
alongside the platform. For operational vessel impacts, a vessel speed of 0.5 m/s is
commonly used. During operational vessel impacts, the impact energy shall be
absorbed by localised denting of brace or leg and elastic deformation of the structure
only, and the structure should only suffer minor damage without impairing the
functionality of the platform.

3.4

IMPACT ZONE
The impact zone is defined by the portion of a platform vulnerable to impact by supply
vessel. The impact zone is a function of the vessel freeboard, tidal range and operating
sea states. The following conditions should be considered in determining the range of
possible impact zones:

Report No: OG-365-09-DB-001 Rev. 2


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Vessel Impact Design Basis of Fixed Offshore Platforms

Page 9

Vessel maximum and minimum draft


Mean low and high water spring tides
Operating sea states when the vessel may be in use
Associated surge with the operating wave height
Platform settlement
Water depth tolerance
Vessel geometry for bow, stern and broadside impacts

The greatest frequency of impact will be near the mean still water level. All exposed
elements at risk in the impact zone should be assessed for vessel impact during normal
operations.

3.5

ATTENDANT VESSELS
It is not practical or economical to design a platform for a major collision, hence the
structure should be designed to absorb the impact energy from vessels regularly visiting
the platform, i.e., the supply vessels. These vessels vary in size from 2,000 to 5,000
tons. The vessel size in specific region should be confirmed prior to assessment. By
way of example, for the northern North Sea, a vessel can be 5,000 ton, whereas in the
southern North Sea a mass of around 2,500 ton is more normal. For Gulf of Mexico
structures in mild environments and reasonably close to their base of supply, a 1,000
ton vessel represents a typical 55 m to 60 m supply vessel. For deeper and more
remote locations in the Gulf of Mexico the vessel mass can be different.
The attendant vessel details should include vessel velocity, displacement, added mass,
flexibility, maximum and minimum draft and vessel shape.

3.6

OTHERS
Accident scenario Accidents result from the occurrence of a series of one or more
events that combine to cause an undesirable and unplanned outcome. Such a series of
events constitutes an accident scenario. The events may result from mechanical fault
or human and organizational error.
Ductility Ductility is a generic term that characterizes the ability of a component or
system to deform without experiencing collapse due to brittle fracture or buckling. A
ductile component or system may experience some diminishing strength as it deforms
and still be considered ductile.
Linear analysis Linear analysis assumes all components and system respond
linearly to loading.
Non-linear analysis Non-linear analysis takes into consideration the non-linear
effects of individual component behaviour, including non-linear material behaviour as
well as the non-linear deflection of the structural components and system.

Report No: OG-365-09-DB-001 Rev. 2


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Vessel Impact Design Basis of Fixed Offshore Platforms

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Residual strength When a component is damaged or is removed from a structural


system, the system capacity is lower than in the undamaged condition. The system
capacity of the damaged structure is referred to as the Residual Strength.

Report No: OG-365-09-DB-001 Rev. 2


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Chevron Accidental Loading Design Premise Project


Vessel Impact Design Basis of Fixed Offshore Platforms

4.

MECHANICS OF VESSEL IMPACT

4.1

GENERAL

Page 11

A vessel impact is characterized by a rapid dissipation of kinetic energy by the impacted


structure and the vessel as strain energy. In some instance, the vessel will strike a
glancing blow and a portion of the impact energy will remain as kinetic energy following
the impact.

4.2

VESSEL IMPACT ABSORPTION MECHANISM


During an impact between a supply vessel and a steel structure, a number of
mechanisms are available to absorb the strain energy:

Local denting of the impacted member

Platform structural deformation, including local bending of the impacted member


and platform global deformation

Vessel local indentation

Local Denting of Impacted Member


Under lateral impact, circular tubular sections are susceptible to localized denting. This
energy absorption can be determined either from load-deformation curves or by
detailed modeling of the impacted member.
The contribution to energy dissipation from local denting is normally of significance for
jacket legs only. For braces in typical jackets the denting energy dissipation is small
compared to the total impact energy and may be neglected.
Platform Structural Deformation
Apart from local denting of the impacted member, energy will be absorbed by elastic
and plastic deformation of the impacted member, the platform and foundation. This
energy will be calculated using the area under the platform load-displacement curve at
the point of impact obtained from the ship impact analysis.
In general, resistance to vessel impact is dependent upon the interaction of member
denting and member bending. Platform global deformation may be conservatively
ignored. For platforms of a compliant nature, it may be advantageous to include the
effects of global deformation.
Vessel Indentation
The deformation of the vessel can be a significant energy absorption component when
vessel impacts on jacket leg. Energy absorption by local deformation of the ship may
be based on the force-indentation curves provided in DNV RP C204 [4] if no specific

Report No: OG-365-09-DB-001 Rev. 2


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Vessel Impact Design Basis of Fixed Offshore Platforms

Page 12

data is available. It is noted that these curves were developed based on North Sea
supply vessel with a displacement of 5,000 tons.
For vessel impacts on jacket braces, it is typically assumed that all energy is dissipated
by braces.

4.3

DESIGN IMPACT ENERGY


Several offshore codes offer the guidance on the determination of design impact energy
for accidental vessel impact. They however have difference in approach.
The default vessel impact energy recommended in API RP 2A is based on the vessel
size (from operations) and a minimum vessel speed of 0.5 m/sec. Guidance is given in
the commentary section of APR RP 2A, C18.9.2, Vessel Collision [1]. This approach
is tailored to the Gulf of Mexico (GOM) environment and operating practices.
Norwegian codes [4, 9] specify a vessel size of 5,000 tonne displacement drifting at 2.0
m/second yielding a kinetic energy of 14 MJ for broadside impact and 11 MJ for bow or
stern impact. These design kinetic energies are to be shared by the platform and the
vessel.
The UK HSE Guidance Notes [3] define the accidental broadside impact energy of a
5,000 ton vessel traveling at 2 m/s as 14 MJ, which is same as the Norwegian code
requirement. Based on studies of observed platform damage from actual vessel
impacts, however, HSE have modified the theoretical impact energy from an accidental
vessel impact to account for known deficiencies in the theoretical method. HSE require
that the platforms contribution to energy dissipation should be minimum 4 MJ. This is
different from the Norwegian code requirement, where the share of energy is not
prescribed, but depends on the relative stiffness of the vessel and platform.
The recent ISO 19902 Standard [2] reinforces the HSE approach but highlights the
need to establish accidental design conditions taking account of known site specific
vessel operations.
The HSE approach is adopted here to derive the design impact energy for an accidental
vessel impact.

4.4

CALCULATION OF VESSEL IMPACT LOADS


Vessel impact loads are typically characterized in terms of impact energy. The total
kinetic energy involved in a vessel impact can be calculated using Equation (4.1).

E=

1
amv 2
2

where
E =

kinetic energy of the vessel (KJ)

m=

vessel mass (tonne)

Report No: OG-365-09-DB-001 Rev. 2


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(4.1)

Chevron Accidental Loading Design Premise Project


Vessel Impact Design Basis of Fixed Offshore Platforms
a =

added mass factor

1.4 for broadside impact

1.1 for bow or stern impact

v =

Page 13

vessel velocity (m/s)

The key factors in determining the vessel kinetic energy are mass and velocity.
4.4.1

Accidental Vessel Impact Design Energy


The velocity at which a drifting vessel may impact a facility depends on the actual sea
state in which the impact occurs. The vessel drifting velocity is related to the expected
environmental conditions under which the vessels will be operating [3]:

v=

1
Hs
2

(4.2)

Where
v =

vessel drifting velocity (m/s)

Hs =

maximum permissible significant wave height for vessel operations near


the platform (m)

The deficiencies with this approach are:


1. The added mass factor is dependent on impact duration and is not
straightforward to estimate.
2. The vessel is unlikely to come to a complete stop (in sway, yaw and roll) and
hence not all the energy will go into the impact.
3. The platform will not see all the energy some will be absorbed by the vessel
itself.
In recognition of these deficiencies the UK HSE carried out studies of observed platform
damage to determine the amount of energy actually absorbed by the platform. On the
basis of the study results, the HSE Guidance Notes define the accidental broadside
impact energy of a 5,000 tonne vessel traveling at 2 m/s as 14 MJ, but only require 4MJ
to be absorbed by the jacket structure without collapse. The vessel velocity of 2 m/s
represents a vessel drifting out of control in a sea state with significant wave height of
approximately 4 m.
On the basis of the above it is possible to define, in simple terms, a design impact
energy seen by the platform structure only as:
2

KE =

1 Hs
am
/ 3500
2 2

(4.3)

where KE = design impact energy to be absorbed by the platform structure only (MJ).

Report No: OG-365-09-DB-001 Rev. 2


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Vessel Impact Design Basis of Fixed Offshore Platforms

Page 14

For a broadside impact of a vessel of 5,000 tonne operating in a sea state with
significant wave height of approximately 4 m, Equation (4.3) produces design impact
energy of 4 MJ, which is to be absorbed by structure alone.
This formula takes no account explicitly of current velocity and may therefore be seen
as appropriate for non-tidal or open water operational conditions where diurnal
velocities are low. Where current velocities are significant (typically in littoral and
estuarine areas), it is proposed that the formula is adapted as follows:
2

1 1

KE = am H s + U c / 3500
2 2

(4.4)

where Uc = operational current velocity (m/s).


The operational current velocity must be set according to the circumstances, and be
consistent with the operational sea state, Hs. It will include only a small wind-induced
component, comprising mainly of tidal effects. It may in fact be argued that the windinduced component is already included in the wave-induced velocity computation
(Hs/2), and thus only tidal current should be added.
The vessel mass should be the mass for the size of supply vessel expected to service
the platform and the velocity should be the drifting velocity that would be reached by
that vessel in the maximum operating storm condition. The vessel size and the
maximum operating storm condition could be determined from a site-specific risk
assessment. Design engineers should attempt to obtain the vessel size and the
maximum operating storm condition from the project team. Once those are established,
the vessel drifting velocity can be determined. Table 4-1 provides various vessel sizes
and design impact energy criteria for six different geographical regions including Gulf of
Mexico (GOM), northern North Sea (NNS), southern North Sea (SNS), offshore east
coast Trinidad, offshore northern Angola and shallow water offshore Nigeria. For
preliminary engineering, or in areas where a risk assessment is not carried out, these
values can be used to estimate design impact energy prior to obtaining operations input
for site-specific analysis.
It should be noted that the values in Table 4-1 represent the impact energy criteria
required to be dissipated by the structure alone, and these values may not be
conservative and should be used with caution. The lowest criteria of the Gulf of Mexico
reflect the smaller vessel sizes and the lower operational sea states. The most onerous
criterion is in the northern North Sea where vessel sizes are larger and operating sea
states are more severe.
The minimum impact energies with the current velocity ignored are also presented in
Table 4-1. For the northern North Sea, a minimum impact energy of 4 MJ is computed
when current is ignored. It is noted that the more conservative approach is that the
current velocity is taken into account.
4.4.2

Operational Vessel Impact Design Energy


For operational vessel impacts, a vessel speed of 0.5 m/s is commonly used. Table 4-2
provides various vessel sizes and design energy criteria for operational vessel impact

Report No: OG-365-09-DB-001 Rev. 2


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Vessel Impact Design Basis of Fixed Offshore Platforms

Page 15

for six different geographical regions including Gulf of Mexico (GOM), northern North
Sea (NNS), southern North Sea (SNS), offshore east coast Trinidad, offshore northern
Angola and shallow water offshore Nigeria. For preliminary engineering, or in areas
where a risk assessment is not carried out, these values can be used to estimate
design impact energy prior to obtaining operations input for site-specific analysis.
It should be noted that the values in Table 4-2 represent the impact energy criteria
required to be dissipated by the structure alone, and these values may not be
conservative and should be used with caution.

4.5

IMPACT LOAD APPLICATION


The width of contact area during impact is in theory equal to the height of the vertical,
plane section of the ship side that is assumed to be in contact with the tubular member.
For large widths, and depending on the relative rigidity of the cross section and the ship
side, it may be unrealistic to assume that the tube is subjected to flattening over the
entire contact area. In lieu of more accurate calculations it is proposed that the width of
contact area be taken equal to the diameter of the hit cross section [4].
In the global analysis of the impacted member and the structure the impact load is often
modeled as a concentrated load applied at the point of impact. This is a reasonable
assumption as far as bow/stern impact is concerned. It also yields a lower bound with
respect to beam resistance.

Report No: OG-365-09-DB-001 Rev. 2


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Vessel Impact Design Basis of Fixed Offshore Platforms

Page 16

Region
Criteria
GOM

NNS

SNS

Trinidad

Northern
Angola

Nigeria
(shallow
water)

1500

5000

2500

2500

2500

2500

Added mass factor, a

1.4

1.4

1.4

1.4

1.4

1.4

Significant wave height, Hs (m)

1.87

4.0

2.0

2.0

2.0

2.0

Operational current speed, Uc (m/s)

0.261

0.332

0.682

0.443

0.203

0.253

Including current speed

0.4

5.4

1.4

1.0

0.7

0.8

Ignoring current speed

0.3

4.0

0.5

0.5

0.5

0.5

Vessel mass, m (tonne)

Impact energy
KE (MJ) 4
1

Assumed the same tidal current as NNS


70% peak spring current (HSE Guidance Notes Figure 11.6)
3
Approximate operational current speed associated with 2m Hs
4
Impact energy required to be dissipated by the structure itself
2

Table 4-1: Regional Design Criteria for Accidental Vessel Impact

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Vessel Impact Design Basis of Fixed Offshore Platforms

Page 17

Region
Criteria

1
2

GOM

NNS

SNS

Trinidad

Northern
Angola

Nigeria
(shallow
water)

Vessel mass, m (tonne)

1500

5000

2500

2500

2500

2500

Vessel speed, v (m/s) 1

0.5

0.5

0.5

0.5

0.5

0.5

Impact energy KE (MJ) 2

0.3

0.9

0.4

0.4

0.4

0.4

Vessel speed of 0.5 m/s is assumed


Impact energy required to be dissipated by the structure itself

Table 4-2: Regional Design Criteria for Operational Vessel Impact

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Vessel Impact Design Basis of Fixed Offshore Platforms

Page 18

5.

DESIGN OF NEW PLATFORMS TO WITHSTAND VESSEL IMPACT

5.1

GENERAL
The adequacy of the structure design shall be verified by demonstrating adequate
strength and ductility against accidental vessel impact events that represent vessel
impact scenarios.
Most structural framing systems that meet the general design practices as stated in
Chevron Design of Platform Structures Application: Fixed Offshore Platforms
(CIV-SU-1.19A) are capable of resisting supply vessel bumping without causing an
immediate threat to the structural system integrity.
Conductors and risers should be located within the main structural framing, if
possible. Additional local protection may be required to prevent supply vessels
from penetrating the main framing perimeter and impacting conductors and risers.
If located outside the framing (installed after platform installation), risers should be
protected from damage by riser guards or by operational procedures preventing
supply vessel access.

5.2

DESIGN OF JACKET LEGS AND BRACES IN IMPACT ZONE


Design of jacket legs and braces shall follow Section 5 within Chevron Design of
Platform Structures Application: Fixed Offshore Platforms (CIV-SU-1.19A).
Specific design considerations for vessel impact shall include:
1. The accidental vessel impact design energy criteria calculated based on the
methodology within Section 4.4 should be used for the design of jacket legs
and braces in the impact zone. The substructure should be checked for
vessel impact and its post impact strength to ensure that the jacket and
foundation can absorb the impact energy without causing progressive
collapse of the structure.
2. Main jacket column rows (elevations) shall have X-bracing in areas of
vessel impact, unless provided direct protection by riser guards or boat
landings in the impact zone.
3. Braces should be designed to fail away from the joint (e.g. at the brace/stub
connection) in order to facilitate any repairs.
4. Design should ensure that any element failure occurs before joint failure
and that elements remote from the impacted member remain elastic.
5. Where exposed to vessel impact, knee-braces or other members that
support gravity loads should have the ability to absorb the energy of a
vessel impact. The ability of the brace to absorb the impact energy should
account for the potential of significant tension being developed in the brace
during impact. The structural subsystem to which the brace is attached
should be checked including this tension.

Report No: OG-365-09-DB-001 Rev. 2


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Vessel Impact Design Basis of Fixed Offshore Platforms

5.3

Page 19

DESIGN OF BARGE BUMPERS


Barge bumpers shall be removable and mounted on shock cells. Barge bumpers
using shock-cells shall be designed to meet the following requirements:

5.4

The accidental vessel impact design energy criteria calculated based on the
methodology within Section 4.4 should be used for the design of barge
bumpers. If from a risk evaluation perspective the likelihood of the design
accidental vessel impact to the barge bumpers is acceptable low, the barge
bumpers might be required to withstand the operational vessel impact
design energy also calculated based on the methodology within Section
4.4.

The barge bumper should extend a certain distance beyond the bottom
support to prevent supply vessel from hooking underneath the bumper.

Barge bumper assemblies shall be designed such that the bumper face is
at the minimum practical distance from the jacket leg. However, the
bumper face shall extend beyond the face of the boat landings and riser
guards.

The bumper shall fail under extreme loads in a manner that the platform leg
connections are not damaged.

Load shall be applied halfway between the post supports for sizing the
supporting shock cells.

Load shall be applied at one-third points for sizing the supporting shock
cells.

Shock cells shall be checked assuming that the applied load is applied in
the plane of the barge bumper and at an angle of 30 degrees to the plane of
the barge bumper.

The energy absorbing units and flanged connections shall be designed to


fail in such a fashion that the jacket and the impacting vessel are not
subject to hazard caused by system element collapse or detachment.

Design of barge bumpers shall provide for a field elevation adjustment of +/0.91 m (3 ft).

DESIGN OF BOAT LANDINGS


Design of boat landings shall follow Section 7.1 within Chevron Design of Platform
Structures Application: Fixed Offshore Platforms (CIV-SU-1.19A). Specific
design considerations for vessel impact shall include:

The accidental vessel impact design energy criteria calculated based on the
methodology within Section 4.4 should be used for the design of boat

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landings, associated connections and local framing. If from a risk


evaluation perspective the likelihood of the design accidental vessel impact
to the boat landings is acceptable low, the boat landings might be required
to withstand the operational vessel impact design energy also calculated
based on the methodology within Section 4.4.

5.5

Connections of the boat landings to the platform should be designed to


minimize damage to primary members during vessel impact.

The bottom elevation of the boat landing shall be located at an elevation to


preclude boats in the wave trough from contacting the underside of the boat
landing.

The boat landing design shall consider provision for a field elevation
adjustment of 1.2 m (4 ft).

Shock cells can be used to meet the impact criteria.

DESIGN OF RISER GUARDS


The function of riser guards is to prevent damage to risers due to accidental vessel
impact. Specific instructions for riser guard design shall follow:

The accidental vessel impact design energy criteria calculated based on the
methodology within Section 4.4 should be used for the design of riser
guards. If from a risk evaluation perspective the likelihood of the design
accidental vessel impact to the riser guards is acceptable low, the riser
guards might be required to withstand the operational vessel impact design
energy also calculated based on the methodology within Section 4.4.

Riser guard layout shall consider not only initial installation but future
removal and reinstallation of the riser guard for future riser installation.
Small riser guards with plan for future riser installation shall be designed to
swing from one end to enhance the installation of future riser. Large riser
guard should be designed with stabbing guides so that it can be removed
and reinstalled or replaced if necessary.

Impact area on riser guard shall be assumed at MLW (mean low water) plus
or minus 1 m.

Connections to the jacket shall be preferably on jacket legs where possible.

Mild grade steel should ordinarily be used for riser guard fabrication,
although connection details and king posts are likely candidates for high
strength steel.

Connections shall be designed to minimize damage to primary structural


members and joints in the jacket.

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5.6

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Clearance between riser guards and risers should be adequate to ensure


the integrity of protection throughout energy absorption process of vessel
impact. Any potential for vessel ingress that could lead to the external
risers being struck shall be avoided.

Shock cells can be used to meet the impact criteria.

GOOD PRACTICE IN DETAILING OF DESIGNS


It is important to provide structural detailing that allows for the ductile deformation
of the members impacted by the vessel. In a vessel impact, the majority of the
energy is dissipated through plastic deformation of the impacted members on the
structure and of the vessel at the point of impact. Good ductile detailing allows the
structure to dissipate energy without excessive damage to the structure. This
engineering process and attention to detailing is more important than the numerical
value of the design impact energy. Design guidance for structural detailing to
provide sufficient ductility in the case of a vessel impact is specified in the
commentary to Section 18 (C18.9.2C) of API RP 2A [1].
Robustness in relation to vessel impact shall be incorporated into the design by
indirect means. Indirect means, such as providing member redundancy, avoiding
weak elements in the structure (particularly at joints), selecting materials with
sufficient toughness, and ensuring that critical components are not placed in
vulnerable locations, can contribute to this robustness.
At all stages of the design process the project team should consider mitigation
measures to reduce the likelihood and consequence of vessel impact.
Details of two types of typical riser guards are provided for reference in Appendix
A. Type I riser guards provide protection for external risers which are located
between jacket legs. Type II riser guards provide protection for a single external
riser which is attached to the jacket leg. Underwater welding or stressed clamps
can be used for underwater connection.
Details of typical barge bumpers mounted on shock cells are provided for reference
in Appendix A.

5.7

VESSEL IMPACT ACCEPTANCE CRITERIA

5.7.1

Accidental Vessel Impact


Primary framework in the impact zone should be designed and configured to
absorb energy during impact, and to control the consequences of damage after
impact. Some permanent deformation of members may be allowable in this energy
absorption.
Leg members may be allowed to reach yield over part of their section provided
plastic hinges are not formed. The brace members subjected to direct impact
loads may be allowed to deform and/or collapse. The joints at the ends of these

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members should be designed with sufficient ductility to allow mobilization of


membrane tension in the members prior to joint failure.
5.7.1.1 Ducility Limits
The maximum energy that the impacted member can absorb will be limited by local
buckling or fracture.
Local Buckling
Depending on the slenderness of the cross section, local buckling may take place.
For higher slenderness members, the bending moment capacity and hence the
energy dissipation capacity would be degraded once local buckling occurs. The
critical deformation for local buckling occuring is specified in Section 3.10.2 within
DNV RP C204 [4].
Critical Strain
If local buckling does not take place, the maximum energy that the impacted
member can dissipate will be limited by fracture. Fracture is assumed to occur
when the tensile strain due to the combined effect of rotation and membrane
elongation exceeds the critical strain cr. Table 5-1 lists the critical strain cr and
strain hardening parameters H proposed in DNV RP C204 [4].
Steel Grade
Critical Strain, cr

Strain Harding
Parameter, H

EN

ASTM Equivalent

S235

A 36

20%

0.0022

S355

A 572 Gr 50
A 992 Gr 50
A 913 Gr 50

15%

0.0034

S460

A 913 Gr 65

10%

0.0034

Table 5-1: Critical Strain and Hardening Parameters


5.7.1.2 Deflection Limits
In the splash zone risers are often located on the inside of the platform near one of
the legs, receiving structural protection from the strongest members in the platform.
However, for the sake of convenience some risers are tied to the braces of the
platforms. Brace impact and subsequent severance can have unacceptable
consequence to risers, and hence riser integrity may well be one of the governing
criteria. It is recommended in Reference [11] that the maximum brace deflection of
1.0 m is taken as the impact criteria for the brace with risers tied to.

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The function of riser guards is to prevent damage to external risers due to


accidental vessel impact. The riser guards should be checked to avoid any
potential for vessel ingress that could lead to the external risers being struck.
5.7.2

Operational Vessel Impact


For operational vessel impacts, the substructure and piles shall be capable of
absorbing design energy without impairing the functionality of the platform. The
impact energy shall be absorbed by localised denting of impacted leg or primary
brace members and elastic deformation of the remaining structure only.
Member deflections shall be limited in order to protect risers and conductors. Riser
guards, boat landings, barge bumpers or other vessel impact protection systems
should be designed to facilitate component replacement and/or repair following
operational vessel impact.

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6.

ASSESSMENT OF EXISTING PLATFORMS TO WITHSTAND VESSEL


IMPACT

6.1

GENERAL
A fixed offshore platform is subject to possible damage from vessel impact during
normal operations. If assessment process identifies a significant risk from vessel
impact loading, the effect on structural integrity of the existing platform should be
assessed. The purpose of assessment is to determine the capacity of an existing
structure to withstand an accidental vessel impact and to identify and optimize the
extent of any required strengthening, repair or other mitigation and the associated
urgency.
In contrast with design, assessment is concerned with the platform in-place
condition. The assessment process may involve detailed review, analysis, testing,
or calculation of the aspects of the design that are non-complinat with the standard.
State-of-art scientific and technical knowledge and the best available data may be
used in this process.

6.2

CONDITION ASSESSMENT
The structural input data for assessment can be gathered over the structures
lifetime and used to better represent its state and condition at the time of
assessment. For assessment it is therefore important that a reliable and up-to-date
database is assembled.
The input data should be both accurate and representative of actual conditions at
the time of the assessment. Any changes in use, modifications to deck payload,
platform design drawings, repairs, inspection history and other pertinent
information should be obtainable from the platform inspection records.
Any damage, repairs and modifications outlined in the routine annual inspection or
special inspection reports should be modeled to best represent the as-is condition
of the platform.
Where drawings are not available, or are inaccurate, additional inspection of the
structure and facilities may be required to collect the necessary information. In
some instances additional detailed inspection, using appropriate techniques, to
verify suspected damage or deterioration or major modifications might be
necessary.

6.3

IMPACT LOADS
The process of assessment is intended to determine the best estimate of both the
loading and response of the structure. This will require a high degree of familiarity
with relevant in-service performance data. The design impact loads for existing
platforms should be developed taking into account site specific data concerning:

Vessel sizes

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Operations area traffic

Prevailing local weather/seas

Marine operations practices.

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The impact energies may be calculated using the methodology presented in


Section 4.4. Impact loads will be applied at the impact locations.

6.4

ESTIMATION OF DAMAGE

6.4.1

Damaged Members
One of the major difficulties of assessing existing platforms with damaged or
corroded members is to accurately model their load carrying capacity, and
especially their ductility, after such capacity is reached. If alternative load paths
are available to bypass a damaged member, the member may be removed from
the model.
The severity of the damage should be reviewed on a case-by-case basis to
determine if the damaged member has lost its load carrying capacity and whether
the member should be removed from the model, if necessary.
Less severe dents, caused by vessel impacts or dropped objects, should be
checked individually in accordance with the procedures given in ISO Draft [2]. If
damaged members are found by the procedure to be stressed to an acceptable
level, the post-damage stiffness properties should be specified and included in the
global structural model to represent the damaged members. Damaged member
properties may be determined by reference to published data (e.g. Smith et al [22]
and Moan et al [23]), or through finite element analysis or experimentation.

6.4.2

Damaged Joints
Cracked joints should be modeled in sufficient detail to assess the impact of the
damage on the global behavior of the structure. A lower bound estimate of the
structure's strength will be obtained by removing the affected joint(s)/member(s)
from the model. If the structure cannot maintain integrity with the member removed
a less conservative estimate will be obtained by reducing the strength of the
affected joint by some factor.

6.5

IMPACT SURVIVAL ACCEPTANCE CRITERIA


The impact survival acceptance criteria for new platforms documented in Section
5.7 will be applicable to the assessment of existing platforms.

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7.

VESSEL IMPACT ANALYSIS

7.1

GENERAL

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The mechanical response to vessel impact loads is generally concerned with


energy dissipation, involving large deformations and strains far beyond the elastic
range. Hence, plastic methods of analysis should be used. The structural integrity
can either be verified by non-linear finite element analysis or by means of simplified
plastic analysis.
The design against vessel impact is often based on application of simplified hand
calculation method in combination with linear elastic frame program. Rigorous
non-linear finite element methods are being used in vessel impact analysis to an
ever increasing extent. Non-linear finite element analysis takes into consideration
the non-linear effects of individual component behavior, including non-linear
material behavior as well as the non-linear deflection of the structural components
and system.

7.2

ANALYSIS METHODS

7.2.1

Simplified Plastic Analysis


If simplified plastic analysis methods are used, the part of the impact energy that
needs to be dissipated as strain energy can be calculated by means of
conservation of momentum and conservation of energy.
Simple formulas
amenable for hand calculations may be found in the commentary to Section 18
(C18.9.2) of API RP 2A [1], DNV-RP-C204 [4], and the Annex A of NORSOK
standard N-004 [9].

7.2.2

Non-Linear Finite Element Analysis


Non-linear finite element methods include quasi-static impact analysis and dynamic
impact analysis. The majority of vessel impact analyses performed to date have
used quasi-static methods. However, when the duration of impact is short,
dynamic effects can be significant.
The impact duration depends on the size and configuration of both the structure
and the vessel, and on the nature of the impact. Dynamic effects can be significant
when the duration is of the same order or less than the structure's natural period.
In such cases an assessment of the dynamic behavior during the impact should be
considered.
Quasi-Static Impact Analysis
The quasi-static impact analysis may be used when the platform movement and
hence kinetic energy of the structure is small. This applies to stiff structures whose
natural periods are short and where the global displacement during the impact is
relatively small.

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A quasi-static ship impact analysis is performed by applying functional loads (dead


and live loads) to the jacket first and then introducing impact loads sequentially.
The energy absorbed by structure is calculated by summing the work done due to
structural deformation, local member denting at the point(s) of impact and (if
included) local denting of the vessel.
The energy absorbed through structural deformation will be the area below the
force-displacement curve, provided that the displacement is measured at the point
of load application. Local denting may be calculated either automatically by
software (if applicable) or manually by referring to published formulae. Some
programs such as USFOS will automatically insert a growing dent, arising during
an impact, in the structural model for a quasi-static analysis, and automatically
updating the member properties of the impacted member to account for denting.
USFOS can automatically account for the energy absorption due to the denting,
bending and elongation of the impacted member and due to the global deformation
of the jacket. USFOS can also automatically calculate the energy absorbed by
vessel by inserting a spring between the impact load and the structure representing
the stiffness of the vessel.
The following quality assurance should be performed during the quasi-static impact
analysis:

The applied gravity loads agree with expected values.

The impact load-displacement curve and displaced shape appear


reasonable.

The calculated dent depths and energies are reasonable and compare well
with expected values.

The pile head loads do not exceed calculated capacities. Piles should be
checked for vertical slippage not exceeding a limiting value.

The maximum impact load should be reasonable. The energy absorbed in


the vessel (if modeled) should be checked by finding the energy under the
vessel force-displacement curve.

Dynamic Impact Analysis


Dynamic impact analysis should be used when the kinetic energy of the structure
absorbs significant impact energy. This type of analysis is recommended for
relatively compliant structures. Dynamic impact analyses require much more
analysis experience than quasi-static analyses. Dynamic impact analyses should
only be performed where necessary, and with care.
Dynamic impact analyses can be carried out as time domain dynamic calculations
in which the impact actions represent both the direct impact and the inertia of the
structure. Because the two excitations do not attain their maximum value at the
same time, the duration of the time simulation should be long enough to cover all

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relevant phases of the collision. Typically, the direct impact due to the collision
attains its maximum value early during the collision, while the effects of inertia
reach their maximum values later during the collision. Energy is absorbed in both
the structure and the vessel, but additional absorption sources such as energy
imparted to platform vibration and energy dissipating from radiating waves
generated as a result of the collision can also be represented.
Initially, the functional loads (dead and live loads) are statically applied to the
structure. A mass representing the vessel and associated added mass is given an
initial velocity corresponding to the design vessel velocity, and hence the mass has
the required total kinetic energy of the vessel. The flexibility of the vessel is
normally represented by a spring between the mass and the structure at the point
of impact. The vessel impact analysis is then performed in the time domain, with
the transfer of momentum from the vessel to the structure solved at each time step.
If the program is unable to include local member denting within dynamic analyses,
a dent has to be explicitly modeled.
The following quality assurance should be performed during dynamic analysis:

7.2.3

Mode shapes are generated and checked for the first 3 natural periods.

A sensitivity study should be performed on the time-stepping interval to


ensure adequate resolution is used.

Energy time-histories of kinetic energy, structural energy, member denting


energy and vessel denting energy should be checked.

The impact force time-history should be checked against the vessel denting
curve.

Analysis Cases
Jacket Legs and Braces
Potential impact from vessel to jacket legs and braces in the impact zone shall be
considered. Analysis cases depend on the project specifications, but should
preferably include as a minimum:

Impact at nodes, which will tend to maximize the impact load and the loads
on the piles.

Impact between framing levels, which will tend to maximize local denting
and member bending.

Orthogonal and diagonal cases.

The full range of impact elevations should be considered.

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Boatlanding and Riser Guards


For the boatlandings and riser guards, the vessel impact analysis should include
six load cases, as specified in Appendix B within Chevron Design of Platform
Structures Application: Fixed Offshore Platforms (CIV-SU-1.19A):
1. Full stern impact, center of boatlanding/guard at mid-span of the vertical
members.
2. Full stern impact, center of boatlanding/guard at walkway elevation
3. Six-foot portion of the stern impacts, the corner of the boatlanding/guard at
mid-span of the vertical members.
4. Six-foot portion of the stern impacts, the corner of the boatlanding/guard at
the walkway elevation.
Barge Bumpers
For the barge bumpers, the vessel impact analysis should include four load cases,
as specified in Appendix C within Chevron Design of Platform Structures
Application: Fixed Offshore Platforms (CIV-SU-1.19A):
1. 0, mid-span impact
2. 0, one-third span impact
3. 30, oblique, mid-span impact
4. 30, oblique, one-third span impact

7.3

AVAILABLE SOFTWARE
There are several software programs that perform vessel impact analysis for
offshore fixed steel platforms. Those currently available and the organizations that
developed them include but not limited to:

USFOS

SINTEF (http://www.usfos.no)

USFOS is a non-linear analysis package specifically written for pushover and


ship impact analyses.

SACS

EDI (http://www.sacs-edi.com)

ASAS

Century Dynamics (http://www.century-dynamics.com)

In almost all cases, the user needs to carefully develop the associated computer
models, apply the impact load, and interpret results in order to ensure an accurate
answer.

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Other software can perform vessel impact analyses that are not listed here;
however, they may not have the special features of the software listed here. If
using another code, be sure that it uses a documented approach to perform the
vessel impact. The code should be tested or calibrated to perform the specific type
of vessel impact analysis for fixed platforms as described in this document. The
user should ask if there has been prior vessel impact work that can be reviewed or
whether there are any benchmark problems to demonstrate the softwares vessel
impact analysis capability.

7.4

MODELING OF STRUCTURE

7.4.1

Data Requirements

7.4.1.1 Drawings
The primary structural framing drawings, including main jacket framing, deck
framing and pile drawings, and the drawings for the appurtenances which are part
of analysis focus (e.g. conductors, risers, boat landings, conductor/riser guards,
barge bumpers) should be made available.
For existing platforms, as built drawings should be used, if possible. The drawings
should also reflect the current configuration of the platform, since structural
changes may have occurred since the platform was installed.
7.4.1.2 Weight Report
Jacket weight, and topsides dead and operating loads should be made available
for the vessel impact analysis.
7.4.1.3 Geotechnical Report
Site specific data, including shear strength profile and pile axial compression and
tension capacity curves, should be developed based on modern API
recommendations. Pile driving records may be available to determine actual pile
penetration.
7.4.1.4 Appurtenance Schedule
The actual number and location of conductors, risers, boat landings,
conductor/riser guards, bumpers, and other appurtenances are usually found on
the drawings but are best confirmed via the inspection reports and photos. The
number of conductors actually installed on the platform tends to routinely vary from
the number of slots and should be independently verified.
7.4.1.5 Inspection Data
Inspection reports provide information about the current state of the platform,
including damage, if any, such as dents, cracks, holes, or corrosion. The
inspection report should also be used to establish actual marine growth (versus
code based marine growth that may be used for new design). In most cases, but

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not all, the inspection report also contains information, such as the number and
location of risers and caissons, location of boat landings, platform orientation,
verification of the platform underwater elevations, and other useful information.
Above-water photos of the platform are critical for the engineer to provide a feel
for the platform, such as overall configuration and size, but they also provide visual
confirmation of the amount of deck equipment, orientation, number of boat
landings, number of risers and conductors, and deck elevation and overall platform
condition such as corrosion. These and other items that can be seen in the photos
should match what is in the drawings. If there is no match, these items need to be
field verified.
7.4.1.6 Metocean Data
The contents of metocean data should contain the following:

7.4.2

Wave height and associated period by direction;

Coexistent current velocity and profile by direction;

Coexistent wind speed by direction;

Tidal data;

Wave kinematics factors;

Water depth.

Modeling Requirements
The structural model should include the three dimensional distribution of platform
stiffness. Reference should be made to the structural drawings for the definition of
geometry, member sizes and steel grades, etc. For the as-is condition of an
existing structure reference should be made to the inspection records and repair
records, if available.

7.4.2.1 Frame Modeling


Primary Framework
The primary framework of the structure comprises those members, which provide
the global stiffness and strength of the structure. They are the legs, the piles, the
vertical diagonal members, and the main plan bracing members. The primary
framework should be included in the model of the structure.
Secondary Framework
The secondary framework consists of members, which only marginally contribute to
global stiffness and strength of the framework. Unless they are part of the vessel
impact analysis focus (e.g. boat landings, conductor/riser guards and barge
bumpers), the structural contribution of these members may be neglected and
need not be included in the model as structural members.

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When neglecting the structural contribution of secondary members, their load


attracting properties (self-weight and hydrodynamic) should be accounted for and
included in the appropriate loading conditions.
Deck Structure
The stiffness of the deck structure should be modeled in sufficient detail to
adequately represent the deck/jacket interface such that the applied topside
loading and the structural self-weight are appropriately distributed to the
substructure framework. The deck, and if appropriate, the modules, should be fully
modeled as in most cases redistribution of load through the deck can occur.
Pile Connectivity
The sliding action of piles within the legs should be modeled with the appropriate
constraint conditions, which allow unrestrained differential axial displacement but
couple the lateral displacements of piles and legs.
Care should be taken in modeling the pile/leg interface at the lowest horizontal plan
elevation. The top of pile deflection should be checked to ensure that there is
enough top-of-pile displacement to transfer the pile to leg load laterally. If this is
not the case the lateral displacement of the piles and legs should be uncoupled at
this elevation.
Grouted Piles
Grouted piles should be included in the model either as a composite member or as
a steel member with thickness adjusted to give equivalent member properties.
Since grouting will increase the stiffness of the member, any additional stiffness
caused by the grouting should be included in the model.
For existing platforms, in instances where grouted legs cannot be readily confirmed
on the basis of as-built drawings it may be necessary to inspect the legs, possibly
with ultrasonic testing (UT) methods. If the grouting information is not available for
assessment, it will be conservative to assume piles ungrouted.
Conductors
Conductors can contribute significantly to the lateral foundation stiffness and
strength of a structure. In that case, the conductor should be modeled and
analyzed as a structural element in the structure and included in the integrated
structure-soil model using non-linear soils p-y curves generated from site specific
data, when available. Consideration should be given to the group effect of the
conductors, if necessary.
Conductors, when contributing significantly to the platform's foundation stiffness
and strength and modeled as structural elements, generate a load redistribution
through the mudline plan bracing. The conductor guide framing at the mudline may
be heavily loaded and needs more detailed inclusion in the structural model as
primary framework. This requires special care, as the assessment is likely to show

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overstressing of the mudline braces, and modeling may not accurately capture the
transfer of loads to the legs.
Conductor Connectivity
The sliding action of straight conductors within their guide frames should be
modeled with the appropriate constraint conditions, which allow unrestrained
differential axial/vertical displacement but couple the lateral displacements of
conductors and guide frames. Annular gap effects should be considered.
Conductor Guide Framing
It is essential to correctly model the stiffness of the mudline conductor guide frame
such that the overall simulation accurately represents the behavior and hence
shear is correctly proportioned between conductors and piles. The use of nonlinear gap elements at the conductor/conductor frame interface is particularly
valuable. This attention to correct simulation is particularly important when the
conductors are idealized, i.e. when say, twelve conductors are simulated by four.
This generally requires some plane frame analysis studies to determine a realistic
model. It is however recommended conductors are modeled individually to better
represent global stiffness and load distribution to jacket.
Leg Stubs
If there are centralizers at the level of the bottom bay framing, leg stubs should not
be modeled. If there are no centralizers, the pile will contact at the bottom of the
stub causing moments in the leg and hence the stub should be modeled.
Corrosion Allowance
Allowance for corrosion by reducing as-built wall thickness will only be included for
assessment purposes if the annual inspection survey indicates that there is actual
corrosion loss.
Grouted Members
Grouting is a simple repair method used to eliminate inelastic buckling and provide
additional stiffness and strength for members with bows, dents and holes. Any
additional stiffness as a result of grouting should be included in the model since
additional stiffness attracts additional forces. The grouted member should be
included in the model either as a composite member or as a steel member with
thickness adjusted to give equivalent member properties.
Strengthened Elements
Friction, grouted and long-bolted clamps may have all been used for strengthening
deficient jacket members in the Chevron fleet. If sufficient detail is available of the
strengthening, appropriate techniques should be used to accurately represent
these strengthened elements within the structural model. Where insufficient

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information is available it should be assumed that the strengthening provides full


reinstatement or additional capacity within the structure.
7.4.2.2 Joint Modeling
Joint Eccentricity
In joints with two or more braces in one plane, the intersection points of brace
member/chord centerlines should be explicitly modeled. This is particularly
important in structures with large diameter legs and stocky member design and
bracing at skirt piles, where the braces could be short. Joint eccentricities will
introduce additional end moments in the connected members.
Joint Flexibility
The use of joint flexibility may be used in certain circumstances to decrease the
calculated stresses in members and joints, however, the introduction of joint
flexibility can increase as well as decrease the calculated stresses. Face-to-face
modeling with flexible joints give some benefit in cases where secondary moments
are high, but the benefit must be weighed against the increased complexity in
modeling.
Grouted Joints
The strength of a grouted joint is likely to exceed that of the connected members.
The grouting will also significantly increase the rotational restraint imposed by the
joint, and thereby increase the buckling capacity of the connected member(s).
One modeling technique to represent the increased joint stiffness is to model the
joint by rigid links from the chord center to the face of the chord.
Doubler Plated Joints
Doubler plating is used on joints to improve the static strength and in most
instances no detailed modeling is required. In cases where the platform has
doubler plates, the impact on joint strength should be assessed during the
assessment post-processing.
Ground Joints
Grinding is commonly used on cracks to improve fatigue life by reducing stress
concentration and removing hairline cracks. In most instances the impact on joint
strength should be negligible and detailed modeling should not be required.
7.4.2.3 Foundation Modeling
Sections 6.7, 6.8 and 6.9 of API RP 2A-WSD 21st Edition [1] recommendations
should be used to simulate soil reaction for axially loaded piles. Laterally loaded
piles and pile group action (except that p-y modifiers for pile group in soft clay)
should be derived by the method given in the paper, Procedures for Analysis of

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Laterally Load Pile Groups in Soft Clay [24]. The application procedures are
clearly described, but they require reference to the paper, Correlation for Design of
Laterally Load Piles in Soft Clay [25].
Structural/Soil Interaction
The foundation should be modeled and analyzed as a fully integrated part of the
structure using non-linear p-y and t-z curves representing the soil stiffness and
capacity. Particular care should be taken when modeling thin layers near the mudline, where p-y curves change rapidly, and to accurately model the soil layers in the
depth which the piles are expected to terminate.
To properly assess the pile penetrations Chevron pile driving records will be
reviewed to determine actual penetrations. If it is apparent that the platforms have
sustained seafloor scouring, it is necessary to account for any loss of soil-pile
contact in the models.
The non-linear response curves for lateral resistance (p-y), skin friction (t-z) and
end bearing (q-z), should be modeled into the analysis and the soil structure
interaction automatically solved by an iterative technique. In this way individual
piles never carry more than their ultimate load because excess load is
automatically shed to other piles, and the effects of the redistribution of the
foundation loads on the structure is also automatically determined.
For platforms with pile groups, the non-linear soil p-y and t-z curves of individual
piles should be adjusted to account for pile group effects. The influence of a pile
group on global structural behavior may be modeled by simpler means, such as the
use of an equivalent single member with the equivalent structural and foundation
properties.
Pile/Structure Interaction
The modeling of the pile/leg connection can significantly affect the distribution of
shears and moments into the jacket and can significantly alter the stresses in the
piles. The use of gap elements is particularly valuable. However, each case
should be treated on its merits as the cost of introducing a non-linear (NL) link to
model the gap between leg and pile can increase the computing cost for a typical
analysis by 100%. But where there are bottom bay extensions, or when pile head
moments are high, and bottom bay shear is critical the introduction of NL links, by
softening the jacket/pile connection and hence reducing pile head moments, can
give stress reductions of the order of 10% and more to the jacket. Equally, if the
pile maximum stresses, which occur 20 - 30 below mudline are critical, NL links,
which should lead to increased maximum bending stresses, should be used to give
an upper bound on pile stresses.
P-Y Modifiers for Conductors
Where the conductors as capable of carrying a proportion of the base shear,
consideration should be given to including load deflection (p-y) curves in the
structural model. Since such curves are specific to the diameter of the conductors,

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Page 36

separate p-y curves will be required for assessing the lateral load bearing capacity
of conductors. Typically the conductors may take a 10% to 20% proportion of the
base shear when there is a mudline conductor guide frame present.
To correctly model the p-y characteristics, allowance should be made for the group
effect of the conductors and this is achieved by modifying the simple conductor p-y
curve. The procedure for obtaining the modification factor (y-modifier) is described
in the report Platform Assessment Analyses - Conductor/Soil Interaction Significance of Group y-Modifiers [26]. This information is best obtained from soil
consultants. However, the Group y-modifier in soft clay may be obtained by the
method described in, Procedures for Analysis of Laterally Loaded Pile Groups in
Soft Clay [24].
Pile Failure Simulation
Where pile failure is expected, the global pile group safety factor should be
obtained by factoring the t-z and q-z curves by the desired global safety factor.
This also automatically allows for the effects of pile load redistribution on the jacket
structure to be accounted for.
All loads to be applied to the deck/topside and jacket for vessel impact analysis
shall include the following.
7.4.3

Design Loads

7.4.3.1 Dead Loads


Dead loads will not change during the normal design life of a platform. They
include the steel and dry equipment weights from the topsides plus the self-weight
of all structural and non-structural elements of the jacket and piles.
The structural weight associated with the actual structural members that are
modeled should be calculated and applied automatically within the structural
analysis software. A specific load case should be generated to account for the
steel not modeled. The application of the loads to account for the non-modeled
steel should be applied consistently with respect to the actual load path in the as
built condition.
7.4.3.2 Live Loads
Live loads may change in magnitude, position and/or direction during the normal
design life of a platform. They include the actual equipment and area live loads
from the topsides or area live loads with appropriate reduction factor plus any other
gravity loads from the topsides or jacket which may not be present at all times, but
will be experienced during platform operations. Area loads may be used only
where they result in conservative estimates of the expected actual loads.
Live loads are defined as variable loads that are associated with the operations of
the platform. The live loads generally have a fixed position and magnitude for each
specific operating condition.

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7.4.3.3 Environmental Loads


Environmental loads include wind, wave and current loads and accelerations due
to wave dynamics.
7.4.3.4 Load Combinations
Dead, live and environmental loading combinations which exist at the time of
vessel impact should ideally be considered in the analysis.
The design impact loads should be combined with dead, live and environmental
loads. The environmental conditions and operational conditions should be
consistent with the assumed design impact event.

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Vessel Impact Design Basis of Fixed Offshore Platforms

8.

POST-IMPACT SURVIVAL ASSESSMENT

8.1

GENERAL

Page 38

The platform should be designed to meet the post-impact criteria. The damaged
platform should retain sufficient residual strength after vessel impact to safely resist
platform normal operating loads and environmental loads with a specified return
period. This will ensure that there will be adequate time for carrying out offshore
repairs.
Post-impact assessment shall be performed, taking into account the extent of likely
damage estimated from vessel impact analysis. Component distortion, loss of
stiffness and induced eccentric loading caused by dented geometries shall be
accounted for in the analyses.
The post-impact assessment may be achieved using either linear strength analysis
or non-linear pushover analysis. Criteria for post-impact assessment require a
good knowledge of the mechanical properties of the structural steel, including
critical strain at rupture, dynamic yield stress, and strain hardening characteristics.

8.2

MODELING OF DAMAGED STRUCTURE


Vessel impact would cause denting and bowing of members. The relative
magnitude of denting and bowing depends on the energy of input and the D/t ratio,
the overall slenderness of the member and the degree of restraint (rotational and
axial) afforded to the ends of the member by the rest of the structure. In addition to
bowing and denting, deep scratches and gouges can be formed.
Special attention should be given to defensible representation of actual stiffness of
damaged members or joints in the post-impact assessment. Present codes do not
address all damage scenarios and engineering expertise must be brought to bear
on the assessment of damaged member and the consequence to the platforms
overall structural integrity.
The severity of the damage should be reviewed on a case-by-case basis to
determine the load bearing capacity of the damaged member. The residual
strength of dented members should be estimated using the provisions of the ISO
draft [2]. The effect of a bow on a members axial carrying capacity has been
evaluated by several researchers. Recommended practices are given in An
Integrated Approach for Underwater Survey and Damage Assessment of Offshore
Platforms [27]. Damaged members may be considered totally ineffective provided
that their wave areas are modeled in the analyses.

8.3

POST-IMPACT SURVIVAL LOADS


A platform should be capable of withstanding a suitable subsequent storm
conditions in addition to normal operating loads after an impact has occurred. API
RP 2A [1] and UK HSE Guidance Notes [3] recommend that after a design vessel
impact case the structure should be able to withstand environmental loads with a

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return period of at least 1 year. In the post-impact condition the platform normal
operating loads and environmental loads are to be combined.
8.3.1

Platform Operating Loads


Platform operating loads to be considered in the post-impact analysis include dead
and live loads for platform operating condition.

8.3.2

Environmental Loads
Environmental loads to be considered in the post-impact analysis include wave,
current and wind loads. Wave directions shall be chosen to maximize the loads in
the damaged components.

8.4

ANALYSIS OPTIONS
A lower bound of the system residual strength may be developed using linear
analysis methods, where all component resistance factor of safety are set equal to
1.0. The resistance should be characterized by the environmental load that will
cause the first component to exceed its capacity. This bound will be conservative.
If the lower bound resistance is insufficient to demonstrate adequate strength, then
either a non-linear pushover analysis should be performed or remedial actions
should be undertaken.
A best estimate of the system residual strength can be developed using non-linear
pushover analysis methods, where post-yield, non-linear component behavior is
accounted for explicitly in the analysis. Non-linear pushover analysis is performed
by incrementally increasing the environmental loading until the global structural
system becomes unstable, i.e., an incremental increase in the load cannot be
resisted. A non-linear pushover analysis will identify a mechanism of failure
corresponding to the residual strength level achieved. Non-linear pushover
analysis should follow the approach and procedure provided in Chevron Ultimate
Limit Strength (ULS) of Fixed Offshore Platforms (CIV-EN-100).

8.5

POST-IMPACT SURVIVAL ACCEPTANCE CRITERIA


The platform should retain sufficient residual strength after vessel impact. Residual
strength targets should be based on the following for specific applications:

Criticality of components

Exposure to damage

Condition of any damaged components, and

Tolerance for interruption of operations.

Critical components that support quarters or facilities, such as knee braces, shall
have sufficient residual strength to survive possible damage without causing
subsystem collapse.

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REFERENCES
1.

API RP2A WSD, Recommended Practice for the Planning, Designing and
Construction of Fixed Offshore Platforms Working Stress Design, 21st
Edition, Errata and Supplement, October 2005.

2.

ISO 19902 Fixed Steel Offshore Structures.

3.

Health and Safety Executive, Offshore Installations: Guidance on Design,


Construction and Certification, Fourth Edition, 1993.

4.

Det Norske Veritas, Design Against Accidental Loads, DNV-RP-C204,


November 2004.

5.

Det Norske Veritas, Impact Loads from Boats, TNA202, 1981.

6.

EN 1991-1-7:2006, Eurocode 1, Actions on Structures, 2006.

7.

Health and Safety Executive, Technical Policy Relating to Structural


Response to Ship Impact, December 2006.

8.

Veritec, JIP-Design Against Accidental Loads, Report No. 88-3127, 1988.

9.

Norwegian Technology Standards Institute, Design of Steel Structures,


Norsok standard N-004, October 2004.

10.

HSE, Loads, Health Safety Executive OTR 013/2001, 2002.

11.

Visser, V., Ship Collision and Capacity of Brace Members of Fixed Steel
Offshore Platforms, Health Safety Executive RR 220, 2004.

12.

Skallerud, B. and Amdahl, J., Non-linear Analysis of Offshore Structures,


Research Studies Press Ltd., 2002.

13.

MSL, Joint Industry Project Report: Effect of Vessel Impact on Intact and
Damaged Structures, DOC REF C209R007 Rev 1, July 1999.

14.

Kenny, J. P., Protection of Offshore Installations against Impact, Health


Safety Executive OTI 88 535, 1988.

15.

Robson, J. K., Ship/Platform Collision Incident Database (2001), Health


Safety Executive RR053, 2003.

16.

Ronalds, B. F., Vessel Impact Design for Steel Jackets, OTC 6384, 1990.

17.

Norwegian Technology Standards Institute, Norsok Standard N-003, Action


and Action Effects, February 1999.

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Page 41

18.

American Institute of Steel Construction, Specification for the Design,


Fabrication and Erection of Structural Steel for Buildings Allowable Stress
Design and Plastic Design.

19.

Visser, V., Resistance of Jack-up Conductors to Boat Impact, Health Safety


Executive OTO 98 029, 1998.

20.

Zeioddini, M., Harding, J. E. and Parke, G. A. R., Effect of Impact Damage


on the Capacity of Tubular Steel Members of Offshore Structures, Marine
Structures, Vol 11 141-157, 1998.

21.

Allan, J. D. and Marshall, J., The Effect of Ship Impact on the Load Carrying
Capacity of Steel Tubes, Health Safety Executive OTH 90 317, 1992.

22.

Smith, C. S., et al., Buckling and Post-Collapse Behavior of Tubular Bracing


Members Including Damage Effects, Behavior of Offshore Structures, BOSS,
Cranfield, 1979.

23.

Moan, T., and Taby, T., Collapse and Residual Strength of Damaged
Tubular Members, Proceedings of the Fourth International Conference on
Behavior of Offshore Structures, Delft, July 1985.

24.

Bogard, D. and Matlock, H., Procedures for Analysis of Laterally Loaded Pile
Groups in Soft Clay, Proceedings of the Conference on Geotechnical
Practice in Offshore Engineering Practice, ASCE, 499-535, 1983.

25.

Matlock, H., Correlation for Design of Laterally Loaded Piles in Soft Clay,
Offshore Technology Conference, OTC 1204, Houston, Texas, May 1970.

26.

Petro-Marine Engineering, "Platform Assessment Analyses - Significance of


Group Y-Modifiers, Report No. 1167/81/83.

27.

Kallaby, J., and O'Connor, P., "An Integrated Approach for Underwater
Survey and Damage Assessment of Offshore Platforms, OTC 7487, Offshore
Technology Conference Proceedings, May 1994.

28.

Chevron ETC, "Metocean and Hydrodynamic Criteria for Shallow Fixed


Structures and Pipelines off West Africa, Revision 11, June 2004.

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Appendix A Sketches of Typical Riser Guards and Barge Bumpers

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