Offshore Analysis Procedure

Mar 07
Design/Analysis Procedures for Fixed Offshore

Platform Jacket Structures
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1.0 INTRODUCTION
The most common offshore solution for shallow to medium water depths takes the form
of piled-jacket with deck structures, all built in steel. A typical North-Sea jacket is
shown in figure 1- Appendix A.
The size and the weight of the jacket structure depends on the number of facilities to be
provided on the deck (typically referred to as topsides), water depth, environmental
loads imposed on the structure. The number of legs, plan dimensions and brace member
configuration are function of topsides area requirement, loading, water depth and
environment.
The jacket leg spacing at the top is determined by deck leg spacing and at mud level, by
foundation capacity requirement. The vertical batter (double batter) is limited to 1/6 to
1/8 of the height. If the jacket is to be launched, one face has to be vertical, so that the
launch trusses are continuously supported. If jackup rig operations are to be carried out
then the platform North face must be vertical. As mentioned before, jackets are founded
to the seabed by means of piles. Design of these piles is dictated by the jacket reactions
at the mudline and the response of the soil to the imposed reactions at the mudline.
Jacket structures have to be designed to maintain structural integrity for the duration of
field life (typically called the in-place condition). Here the structure must be designed
for strength as well as for fatigue. In addition there are several phases which the jacket
structure has to go through before it can be operational, viz.
- Fabrication in a yard with access to the sea
- Lift, loadout, transportation to offshore location and installation on location
For inplace conditions the structure is designed to resist combinations of design loads
that include self-weight and other operational loads as well as environmental loads due
to wave, current, wind, earthquake etc. The most commonly used code for designing
jacket structures is API-RP2A WSD (Working Stress Design). Other codes include
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DNV rules and Lloyds rules. Topside structures are typically designed using the AISC-
code along with the AWS code for welding.
Figure. 2 shows the components of a jacket platform. These main ones among these are
outlined below
1) Jacket legs
2) Elevation and plan bracings
3) Joints
4) Appurtanances like boat landing, riser guard, stairs etc.
Jackets serve the following purposes:
Provide the support for the production facilities installed on the deck keeping it stable
in the imposed environmental conditions.
Provide lateral support to the well conductors and the pipeline riser and also provide
protection to them.
The jacket structure is braced in both the horizontal and vertical planes. The braces are
also tubulars and connect the jacket legs to each other and reduce the leg effective
lengths. Figure 3 shows the typical jacket bracing configurations in use.
The jacket is founded to the sea-bed by means of open-ended tubular steel piles. The
pile resists the inplace forces acting on the structure by means of skin friction as well
as end bearing resistance. Additionally, lateral load resistance of the pile due to the
surrounding soil is required for resisting the horizontal forces imposed on the
structure.The number, arrangement, diameter and penetration depth of the piles depend
on the environmental loads and the soil conditions at the location. Typical diameters of
the piles vary between 1524 mm to 2000 mm though they can be higher. Typical depths
of penetration can vary between 90 110 meters below the mudline.
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There are 3 main types of pilings
1) Pile-through-leg concept, where the pile is installed in the main legs of the jacket.
2) Skirt piles through pile sleeves at the jacket-base, where the pile is installed in guides
attached to the jacket leg. Skirt piles can be grouped in clusters around each of the
jacket legs.
3) Vertical skirt piles are directly installed in the pile sleeve at the jacket base. This
arrangement results in reduced structural weight and easier pile driving. In contrast
inclined piles enlarge the foundation at the bottom, thus providing a stiffer structure.
The 3 types of piling arrangements are shown schematically in figure 4.
The jacket structure essentially supports the deck. The major functions on the deck of a
jacket platform are:
1) Well control
2) Support for well work-over equipment
3) Processing facilities for separation of gas, oil and non-transportable components of

the well fluid. For example water, waxes and sand need to be seperated out from the
well fluid before transporting back to an onshore facility for further processing
4) Compressor modules and pumps required to transport the product ashore
5) Power generation
6) Living quarters for staff
There are four concepts employed in the fabrication of decks
the single integrated deck
the split deck in two four-leg units

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the integrated deck with living quarter module
the modularized topside consisting of module support frame (MSF) carrying a series
of modules
A typical deck structure welded on to the top of the jacket is shown in figure. 5
A deck structure typically consists of the following components

1) Deck legs
2) Deck beams
3) Deck plating / grating
4) Deck bracing
As mentioned previously, the jacket and deck structure has to be designed to withstand
the inplace loading conditions imposed on it. In addition they must be able to withstand
the forces imposed on it during the operations which typically take place from the time
the structure is fabricated in the yard to the time it is installed at site. These conditions
are collectively termed as preservice conditions and include typically
1) On shore lift
2) Trailer/skidded loadout on to the transportation barge deck
3) Transportation from the yard to the offshore location
4) Installation of jacket which includes jacket launch, upending, offshore crane lift for
decks and modules
A few other inservice conditions which the structure must be designed for are
1) Accidental Boat impact
2) Wave slam
3) On Bottom stability
The next few sections describe the inservice and pre-service conditions for which the
jacket and deck structures must be designed.
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2.0 DESIGN FOR INPLACE CONDITION
The first premise in the design of jackets is that the jacket natural period is well
separated from the wave periods normally encountered in the inplace condition. This
ensures that the structure responds in a statically and not dynamically to the imposed
wave loading.
Typically jackets have natural periods in the first mode ranging from 2 to 3 seconds. The
wave period is typically between 10 to 16 seconds. In such a case the structure can be
analysed for the forces imposed on it quasi-statically. In case the structure natural
frequency approaches the predominant wave frequency then the analysis must take care
of response amplification at the wave period.
Quasi-static design begins with the classification of design for inplace condition into two
categories
a) Design for strength
b) Fatigue design
In each of the above categories a set of loads act on the structure which must be
designed to resist these loads effectively. The next section describes the major loads
acting on a jacket structure.
2.1 LOADS ACTING ON JACKET STRUCTURE
The loads acting on a jacket structure are typically classified into
1. Permanent (dead) loads.
2. Operating (live) loads.
3. Environmental loads.
4. Construction - installation loads.
5. Accidental loads
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In the subsequent sub-sections we examine the loads acting on the structure in the
operating or in-place condition.
2.1-a Permanent loads
Permanent loads are those which are present during the entire life time of the jacket
structure. The major permanent loads acting on the jacket structure are:
a. Dead weight of the structure i.e. weight of the structure in air. This includes the steel
weight of the jacket and deck In cases where the annular space between the legs /
skirt sleeves and the piles is grouted then the weight of such grouting must be
considered in the structural design.
Another load whose weight must be considered is the weight of ballast. During the
upending operation the the jacket legs are selectively flooded so that the jacket which
is floating in the water after being launched can upend and then sink to the sea-bed
where it sits before the piles are driven. The weight of this ballast water must also be
considered in the structural design.
Consideration must also be given to jacket appurtanances like boat landing, riser
guard, stairs, ring plates on the jacket legs etc. Dry weights of attachments, fittings
and fixtures including architectural finishes, sanitary and plumbing fittings, utility
fixtures also find place in this list
b. The deck houses all the processing facilities. This category of permanent loads on the
deck includes the weights of equipment, attachments or associated structures which
are permanently mounted on the platform. A typical example of a load of this nature
is the piping dry weight. Other examples include pressure vessels, pumps, piping,
mechanical equipment, cables, switchgear, tanks, HVAC ducting etc.
c. All the tubular members below the water line are subjected to hydrostatic pressure.
All non-flooded members will be subjected to compressive hoop stresses and must be
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designed to prevent hydrostatic collapse. Additionally all non-flooded members

displace water due to which they are subjected to buoyancy forces. This forces
reduces the overall reaction due to the dead weigh of the structure alone.
d. Protective coatings (e.g. paints, galvanising, sprayed metal coating, fire resistant
coating materials etc.) must also be considered in this list
2.1-b Operating Loads
Any offshore installation in its operating condition is subjected to a number of

continuous / non-continuouse operations. These offshore operations result in operating
loads. A typical example example of a operating load is the piping operating load i.e.
during platform operations piping will have operating fluid flowing through it. The
weight of the piping along with its contents is different from the dry weight of the piping
alone. This category is also described by the weight of all non-permanent equipment or
material, as well as forces generated during operation of equipment. More specifically,
operating loads include the following:
a. The weight of all non-permanent equipment (e.g. drilling, production), facilities (e.g.
living quarters, furniture, life support systems, heliport, etc), consumable supplies,
liquids, etc.
b. Forces generated during operations, e.g. drilling, vessel mooring, helicopter landing,
crane operations, etc.
Some loads in this category are genenerated during operations are often dynamic or
impulsive in nature and must be treated as such. For example, in designing the helideck
according to ABS there are three load cases to be considered viz. distributed loading on
deck, impact load due to the helicopter landing and helicopter stowed on the helideck
along with wind loads. Clearly these loads are of a non-permanent nature.
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Other examples include loads from rotating machinery, drilling equipment etc. that may
be treated as harmonic forces. However the basis of design document (BOD) clearly
specifies whether such harmonic loading must be considered in the analysis or not.
A third non-permanent loading condition is when there is an accidental impact of a

supply vessel or transportation barge with the jacket structure. Here again the structure
must be designed to withstand this impact force and not lead to catastrophic failure.
2.1-c Environmental Loads
Environmental loads are those caused by environmental phenomena such as wind,

waves, current, tides, earthquakes, temperature, ice, sea bed movement, and marine
growth. The meteorological and oceanographic conditions (typically referred to as
metocean data) at the jacket platform location are determined by experienced and expert
consultants. An example of this is Glens report which is typically used for design of
ONGC platforms.
In the following sections we discuss a general summary of the typical information that is
required for design of jacket structures. Final selection of information needed at a site is
typically made after consultation with both the platform designer and a meteorological-
oceanographic specialist. Generally the metocean data includes descriptions of normal
and extreme environmental conditions as follows:
1. Operating storm, also referred to as operating environmental conditions, that occur

frequently during the life of the structure. These conditions are important in terms of
the design of the structure for its service life as well as during installation of the
platform. These conditions are also referred to as storm with a 1 year return period.
The design of the structure under these conditions must be done with no increase in
allowable stresses.
2. Extreme conditions (conditions that occur quite rarely during the life of the structure)
are important in formulating platform design loadings. This is also referred to as
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extreme storm with a 100 year return period. Even though the probability of
occurrence is low, the structure must be able to withstand these extreme conditions.
An allowance given to account for this low probability of occurrence is by increasing
the allowable stresses by 33 % (API-RP2A).
The environmental forces are discussed below. .
1. Wind
Wind forces are exerted upon that portion of the structure that is above the water, as
well as on any equipment, deck houses, and derricks that are located on the platform.
The wind speed may be classified as: (a) gusts that average less than one minute in
duration, and (b) sustained wind speeds that average one minute or longer in duration.
Wind data should be adjusted to a standard elevation, such as 33 feet (10 meters)
above mean water level, with a specified averaging time, such as one hour. Wind data
may be adjusted to any specified averaging time or elevation using standard profiles
and gust factors. API-RP2A recommends the following formulation for calculation of
wind speeds above the reference elevation.
For strong wind conditions the design wind speed u (z, t) (ft/s) at height z (ft) above
sea level and corresponding to an averaging time period t(s) [where t < to; to = 3600
sec] is given by:
u(z, t) = U(z) [1 0.41 Iu(z) ln(t/to )]
where the 1 hour mean wind speed U(z) (ft/s) at level z (ft) is given by:
U(z) = Uo [1 + C ln(z/32.8 )]
C = 5.73 10-2 (1 + 0.0457 Uo)1/2
and where the turbulence intensity Iu(z) at level z is given by:
Iu(z) = 0.06 [1 + 0.0131 Uo] (z/32.8 )-0.22
where Uo (ft/s) is the 1 hour mean wind speed at 32.8 ft.
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Once the wind speed at the desired elevation has been computed the wind force at this
elevation may be computed as:
F = (/2)u2 CsA
where
F = wind force,
= mass density of air, (slug/ft3, 0.0023668 slugs/ft3 for standard temperature and
pressure),
u = wind speed (ft/s),
Cs = shape coefficient,
A = area of object (ft2).
API-RP2A [2] distinguishes between global and local wind load effects. For the first
case it gives guideline values of mean 1-hour average wind speeds to be combined
with extreme waves and current. For the second case it gives values of extreme wind
speeds to be used without regard to waves.
Wind loads are generally taken as static. When, however, the ratio of height to the
least horizontal dimension of the wind exposed object (or structure) is greater than 5,
then this object (or structure) could be wind sensitive. API-RP2A requires the
dynamic effects of the wind to be taken into account in this case and the flow induced
cyclic wind loads due to vortex shedding must be investigated.
2. Waves
The wave loading of an offshore structure is usually the most important of all
environmental loadings for which the structure must be designed. The forces on the
structure are caused by the motion of the water due to the waves which are generated
by the action of the wind on the surface of the sea.
The resulting waves are irregular in shape, vary in height and length, and may
approach a platform from one or more directions simultaneously. For these reasons
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the intensity and distribution of the forces applied by waves are difficult to determine.
Because of the complex nature of the technical factors that must be considered in
developing wave-dependent criteria for the design of platforms, experienced
specialists knowledgeable in the fields of meteorology, oceanography, and
hydrodynamics should be consulted.
In those areas where prior knowledge of oceanographic conditions is insufficient, the

development of wave-dependent design parameters should include at least the
following steps:
1. Development of all necessary meteorological data including wind profiles etc.
2. Development of operating sea-states.
3. Development extreme sea-states consistent with geographical limitations.
4. Bathymetric effects like water depth, seabed slope etc. also play a role in jacket
design and these must be included in the basis of design.
Once the preliminary work has been completed the wave forces are generated in two
steps.
The first step is to compute the sea state using an idealisation of the wave surface
profile and the wave kinematics given by an appropriate wave theory. The second is
the computation of the wave forces on individual members and on the total structure,
from the fluid motion.
Two different analysis concepts are used:
1) The design wave concept, where a regular wave of given height and period is
defined and the forces due to this wave are calculated using a high-order wave
theory. Usually the 100-year wave, i.e. the maximum wave with a return period of
100 years, is chosen. No dynamic behaviour of the structure is considered. This
static analysis is appropriate when the dominant wave periods are well above the
period of the structure. This is the case of extreme storm waves acting on shallow
water structures.
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2) Statistical analysis on the basis of a wave scatter diagram for the location of the
structure. Appropriate wave spectra are defined to perform the analysis in the
frequency domain and to generate random waves, if dynamic analyses for extreme
wave loadings are required for deepwater structures. With statistical methods, the
most probable maximum force during the lifetime of the structure is calculated
using linear wave theory. The statistical approach has to be chosen to analyze the
fatigue strength and the dynamic behaviour of the structure.
Wave theories used in concept 1 mentioned above are discussed in the next section.
2.1 Wave Theories

Wave theories describe the kinematics of waves of water on the basis of potential
theory. In particular, they serve to calculate the particle velocities and accelerations
and the dynamic pressure as functions of the surface elevation of the waves.
Wave loading on members results from the water particles having finite velocities
and the jacket structure being an obstruction in the path of these water particles.
Wave theories predict these water particle velocities along with other variables like
dynamic pressure etc. In general all these theories solve the general problem of
finding water particle velocities by using a velocity potential which has to satisfy
a Laplace equation and appropriate boundary conditions at the seabed, at the
structural body face, at the free surface of the sea and the radiation condition at
infinity.
Airys linear theory, Stokes 5th order theory, the solitary wave theory, the cnoidal
theory, Dean's stream function theory and the numerical theory by Chappelear are
some of the well known wave theories. These theories of varying complexity,
developed on the basis of simplifying assumptions, are appropriate for different
ranges of the wave parameters. They vary in their treatment of the free surface
condition (for example, where the pressure is atmospheric). Linear theory (Airy)
satisfies conditions to a first approximation. Stoke's higher order theories (and
others) solve the problem to a second order (i.e., the parameter wave amplitude /
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wave length ratio would involve squares). For example, combining the first and
second order solutions for wave surface elevation makes the wave crests steeper
and troughs shallower. Suitable wave theories can be selected based on wave
steepness and relative depth (both non-dimensionalised).
For the selection of the most appropriate theory, the graph shown in figure 6 may
is typically used (as suggested in API-RP2A). Selection of the most appropriate
theory depends on the water depth and the wave height under consideration. It
must be mentioned though that Stokes fifth order theory is widely applicable to a
range of water depths and wave heights and is the most popular theory being used
for design of jackets.
Once the appropriate wave theory has been selected the forces on the jacket
members can be computed from Morrisons equation after accounting for effects
like Doppler effect, effect of current on wave kinematics, wave spreading, current
blockage factor, marine growth and conductor shielding factor etc. Consideration
for all the effects mentioned are detailed in API-RP2A.
2.2 Wave Forces

Wave loads on submerged jacket members can be computed as a summation of
drag loading and inertial loading. The equation summarizing these forces is called
Morrisons equation.
Drag loads are produced by flow separation on the down stream side of the
member, creating a wake with reduced velocity, leading to local velocity gradients.
Drag loading is proportional to the incident velocity squared.
Inertia loading is produced by pressure gradients in the accelerating fluid and is

proportional to the acceleration. The velocities and accelerations refer to the orbital
motion of the water particles within the waves as distinct from wave propagation.
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From API-RP2A Morrisons equation for wave loading is given below
where
F = hydrodynamic force vector per unit length acting normal to the axis of the
member, lb/ft (N/m),
FD = drag force vector per unit length acting to the axis of the member in the plane
of the member axis and U, lb/ft (N/m),
FI = inertia force vector per unit length acting normal to the axis of the member in
the plane of the member axis and U/t, lb/ft (N/m),
Cd = drag coefficient,
w = weight density of water, lb/ft3 (N/m3),
g = gravitational acceleration, ft/sec2 (m/sec2),
A = projected area normal to the cylinder axis per unit length (= D for circular
cylinders), ft (m),
V = displaced volume of the cylinder per unit length (= D2/4 for circular
cylinders), ft2 (m2),
D = effective diameter of circular cylindrical member including marine growth, ft
(m),
U = component of the velocity vector (due to wave and/or current) of the water
normal to the axis of the member, ft/sec (m/sec),
|U| = absolute value of U, ft/sec (m/sec),
Cm = inertia coefficient,
= component of the local acceleration vector of the water normal to the axis of
the member, ft/sec2 (m/sec2)
The values of Cd and Cm depend on the wave theory used, surface roughness and
the flow parameters. According to API-RP2A, CD = 0.65 to 1.05 for smooth and
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rough conditions respectively and CM = 1.6 to 1.2 for smooth and rough conditions
respectively.
The total wave force on each member is obtained by numerical integration over the
length of the member. The fluid velocities and accelerations at the integration
points are found by direct application of the selected wave theory.
2.2 LOAD COMBINATIONS
This section describes the load combinations to be considered for inplace design. The
load combinations should typically be those that will produce the most severe effects on
the structure and consequently result in the highest stresses prosiible from among all the
potential loads acting on the structure. Typically, these loading conditions are created by
combining environmental conditions (wind and wave loads) with appropriate dead and
live loads in the following manner.
1. Operating environmental conditions combined with dead loads and maximum live
loads appropriate to normal operations of the platform.
2. Operating environmental conditions combined with dead loads and minimum live
loads appropriate to the normal operations of the platform.
3. Design environmental conditions with dead loads and maximum live loads
appropriate for combining with extreme conditions.
4. Design environmental conditions with dead loads and minimum live loads appropriate
for combining with extreme conditions.
These load combinations are important not only in terms of global member designs but
also play a very important part in deciding the reactions at the mudline level and the
consequent pile sizes, depth of penetration into the soil and the capacity generated. The
capacity generated with a given pile should be sufficient to be more than the maximum
pilehead (mudline) reaction times a factor of safety. The factors of safety differ
according the condition being analysed and are outlined below
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Load Condition Factor of Safety
1. Design environmental conditions with appropriate drilling loads 1.5

2. Operating environmental conditions during drilling operations 2.0
3. Design environmental conditions with appropriate producing loads 1.5
4. Operating environmental conditions during producing operations 2.0
5. Design environmental conditions with minimum loads (for pullout) 1.5
Environmental loads, with the exception of earthquake load, should be combined in a

manner consistent with the probability of their simultaneous occurrence during the
loading condition being considered. Earthquake load, where applicable, should be
imposed on the platform as a separate environmental loading condition.
The operating environmental conditions should be representative of moderately severe

conditions at the platform. They should not necessarily be limiting conditions which, if
exceeded, require the cessation of platform operations. Maximum live loads for drilling
and production platforms should consider drilling, production and workover mode
loadings, and any appropriate combinations of drilling or workover operations with
production.
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3.0 DESIGN FOR PRE-SERVICE CONDITIONS
These loads are temporary in nature and arise during fabrication and installation of the
jacket, deck or modules on the deck.. Typically during the fabrication and erection
phases of the project, lifts of various structural components generate lifting forces which
are transferred to the structure.
In the installation phase forces are generated during platform loadout, transportation to
the site, launching and upending, as well as during lifts related to installation. These too
are transferred on to the structure.
It must be noted that the jacket and deck structures are designed for inplace conditions.
This does not automatically guarantee that the structural members will be able to
withstand the forces imposed on them during the fabrication, erection and installation
phases of the project. Re-design may be necessitated if structural failures are indicated in
the analysis carried to simulate the pre-service conditions.
The next section describes some of the preservice conditions and the forces that they
impose on the structure.
3.1 Lifting
Lifting forces generated and consequently imposed on the jacket structure depend on the
weight of the structural component being lifted, the number and location of lifting eyes
used for the lift, the angle between each sling and the vertical axis and the conditions
under which the lift is performed. All members and connections of a lifted component
must be designed for the forces resulting from static equilibrium of the lifted weight and
the sling tensions. A typical offshore lift operation is shown in figure. 7.
A first look at this static equilibrium condition may suggest that the forces are only
vertical in nature. However, API-RP2A recommends that in order to compensate for any
side movements, lifting eyes and the connections to the supporting structural members
should be designed for the combined action of the static sling load and a horizontal force
equal to 5% this load, applied perpendicular to the padeye at the centre of the pin hole.
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All these design forces are applied as static loads if the lifts are performed in the
fabrication yard.
For offshore lifts, where the lifting derrick or the structure to be lifted is on a floating
vessel, dynamic load factors should be applied to the static lifting forces. In particular,
for lifts made offshore API-RP2A recommends two minimum values of dynamic load
factors: 2.0 and 1.35. The first is for designing the padeyes and padeye connected
members i.e. those members and their end connections framing into the joint where the
padeye is attached. The second factor is for all other members transmitting lifting forces.
For loadout at sheltered locations, the corresponding minimum load factors for the two
groups of structural components become, according to API-RP2A, 1.5 and 1.15,
respectively.
3.2 Loadout
Once the jacket, deck or module has been fabricated it needs to be moved from the yard
to the transportation barge which will then transport it to the offshore location where it
is installed. The loadout process leads to the generation of forces when the jacket is
loaded from the fabrication yard onto the barge.
Loadout could be carried out by:

Lift
Trailer
Skidding
If the loadout is carried out by direct lift, then, unless the lifting arrangement is different
from that to be used for installation, lifting forces need not be computed, because lifting
in the open sea creates a more severe loading condition which requires higher dynamic
load factors.
Loadouts can also be carried out using trailers. The component being loaded out is lifted
allowing the trailers to come underneath the component after which it is placed on the
trailer bed. The load is distributed as evenly as possible with the use of loadout and
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spreader beams. During loadout lateral loads to the extent of 5% of the loadout weight
are also applied to account for any trailer sway. A typical trailer loadout is shown in
figure. 8.
If loadout is done by skidding the structure onto the barge, a number of static loading
conditions must be considered, with the jacket supported on its side. Such loading
conditions arise from the different positions of the jacket during the loadout phases from
movement of the barge due to tidal fluctuations, marine traffic or change of draft, and
from possible support settlements. Since movement of the jacket is slow, all loading
conditions can be taken as static.
For a skidded loadout a special launch truss with spacing running from deck fabrication
position to quay side, with matching tracks on cargo barge has to be done. Additionally,
skid shoes have to be provided on launch trusses. Typically these skid shoes are timber
blocks secured by clips, block size sufficient to take deck leg reaction. A typical skidded
loadout progression is shown in figure.9.
3.3 Transportation
Once the loadout process has been completed the next stage is the transportation to the
offshore location on the transportation barges. These transportation barges are not self-
propelled but are towed by means of tug boats. During the transportation, inertial forces
are generated when platform components (jacket, deck) due to the motion of the barge
when it is being towed in the open sea.
The 6 motions (viz. surge, sway, heave, pitch, roll and yaw) of a sea-vessel are shown in
figure. 10. These motions are responsible for the generation of transportation forces
which must be resisted by the structure being transported.
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The forces also depend upon the weight, geometry and support conditions of the
structure (by barge or by buoyancy) and also on the environmental conditions (waves,
winds and currents) that are encountered during transportation.
Clearly transportation in the open sea poses a serious threat to the succesful completion
of the project. To minimize the associated risks and secure safe transport from the
fabrication yard to the platform site, it is important to plan the operation carefully by
considering, according to API-RP2A the following:
1. Previous experience along the tow route
2. Exposure time and reliability of predicted "weather windows"
3. Accessibility of safe havens
4. Seasonal weather system
5. Appropriate return period for determining design wind, wave and current conditions,
taking into account characteristics of the tow such as size, structure, sensitivity and
cost.
Transportation forces are generated by the motion of the tow, i.e. the structure and
supporting barge. They are determined from the design winds, waves and currents.
According to API-RP2A, towing analyses must be based on the results of model basin
tests or appropriate analytical methods and must consider wind and wave directions
parallel, perpendicular and at 45 to the tow axis.
Inertial loads may be computed from a rigid body analysis of the tow by combining roll
and pitch with heave motions, when the size of the tow, magnitude of the sea state and
experience make such assumptions reasonable. Note here that it may also be necessary
sometimes to consider the flexibility of the barge deck and the effects it has on the
forces generated on the structure being transported.
Typically a stowage plan is prepared for the component being transported on the
transportation barge. A barge response analysis is carried out using model tests or
validated software to estimate the barge responses in terms of the pitch and roll angles
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and the heave acceleration values. Out of the 6 possible motions mentioned previously
only these three are generally considered for the transportation analysis because they are
periodic in nature and the other three viz. surge, sway and yaw are non-periodic.
In the absence of any barge response study, the following conditions are specified for
use in the transportaion analysis by Noble Denton. These are generally referred to as
Noble Denton Criteria and depend largely on the length of the vessel on which the
transportation is being carried out. These criteria are outlined in Table 1.
3.4 Launching and Upending
Once the jacket has been transported to the offshore location it is sitting on the
transportaion barge. The temporary transportation fastening in the form of sea-fasteners
and lashings is removed. The next objective is to launch the jacket into the open sea
after which it is straightened and released so that it can sit vertically on the sea-bed.
There are five stages in a launch-upending operation (shown schematically in figure 11):
a. Jacket slides along the skid beams
b. Jacket rotates on the rocker arms
c. Jacket rotates and slides simultaneously
d. Jacket detaches completely and comes to its floating equilibrium position
e. Jacket is upended by a combination of controlled flooding and simultaneous lifting by

a derrick barge.
The loads, static as well as dynamic, induced during each of these stages and the force
required to set the jacket into motion can be evaluated by appropriate analyses, which
also consider the action of wind, waves and currents expected during the operation.
To start the launch, the barge must be ballasted to an appropriate draft and trim angle
and subsequently the jacket must be pulled towards the stern by a winch. Sliding of the
jacket starts as soon as the downward force (gravity component and winch pull) exceeds
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the friction force. As the jacket slides, its weight is supported on the two legs that are
part of the launch trusses. The support length keeps decreasing and reaches a minimum,
equal to the length of the rocker beams, when rotation starts. It is generally at this instant
that the most severe launching forces develop as reactions to the weight of the jacket.
During stages (d) and (e), variable hydrostatic forces arise which have to be considered
at all members affected. Buoyancy calculations are required for every stage of the
operation to ensure fully controlled, stable motion.
To summarize, design of Fixed Jacket type Offshore structures requires several analyses
to be carried out. These can be summed into two major categories: -
1. Pre-Service Analyses
2. In-Service Analyses
Pre-Service Analyses includes analysing the structure for various conditions during the
fabrication, load-out and installation of the structure including the Jacket and Deck
structures.
The In-service analyses covers the conditions that the structure would be subjected to
during its actual operation life at Offshore.
The various analyses required are as follows:-

Pre-Service In-Service
Onshore Lift Analysis Inplace Analysis with PSI
Load-out Analysis Modal Analysis
Transportation Analysis Fatigue Analysis
Launch & Upending Analysis Seismic Analysis
Offshore Lift Analysis Vibration Analysis
On-bottom Stability Analysis

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In addition to the above, there are some local member designs required for boat impact
loads, accidental dropped object loads etc. The Global Structural analysis for Fixed
Offshore structures is carried out using SACS software which has various modules to
carry out all of the SACS above mentioned analyses.This report discusses the steps to
be followed to complete the above global analyses using SACS software.
Note: In the subsequent discussion many files are followed with a .* extension (ex.
sacinp.*, psiinp.* and so on. We are used to a file naming convention where whatever
follows after the . denotes the file type (ex a letter.doc indicates a word document
file, num.xls a Excel file and so on. SACS file naming works in the opposite way.
Whatever precedes the . indicates the file type (ex. sacinp.* indicates a sacs input file,
psiinp.* indicates a pile soil interaction input file and so on). In SACS the * indicates
the label (filename) that the user can specify. The location of this label input in SACS
Executive is shown below.
Label
Subsequent sections discuss each of the analyses mentioned above in detail. .
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4.0 INPLACE ANALYSIS WITH PSI

Files required: sacinp.*, psiinp.* and jcninp.*
File Details:
Sacinp.*
1. Define the basic Jacket framing using the Jacket wizard in Precede-Pro which
defines the leg batter, conductor spacing and leg and/or skirt pile details. A new
model file is created by clicking on Model>Create New Model in the Interactive
Window of SACS Executive and then entering the required data using the wizard.
2. Title this input file as sacinp.* where * is the user-defined title in a working
folder titled Inplace. The file contains the model data, member properties defined
using Section and Groups. It also contains all the load data, wind areas, Cd, Cm
values and Marine growth. This information is entered using Precede and DataGen.
Note that the sacinp.* input file may be opened in Precede or DataGen by right-
clicking on the input file in SACS Executive.
3. The first line of this file is the load options line LDOPT. The value for mudline
elevation in the LDOPT line is to be taken as the depth marked in the bid
document/drawings. With reference to the RS-2 jacket, this value marked in the bid
drawings is 80.85m. Also note this value is entered as a negative value
4. The value for the water depth in the LDOPT line is calculated as follows
Still Water Depth = CD + LAT + (50% of Astronomical Tide) + (Storm Surge)
For purposes of this calculation use the mudline depth (absolute value) entered in
step 4 above as the value of CD (Chart Datum). The values for LAT (Lowest
Astronomical Tide), Astronomical Tide and Storm Surge are obtained from the bid
document.
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With reference to the RS-2 jacket

S.W.D = 80.85+(-0.183)+0.5*(3.66)+0.61 = 83.107 (rounded to 83.11m)
psiinp.*
1. The Pile and soil properties are specified separately in the psiinp.* file. A new
psiinp.* file is created by clicking on Data File>Create New Data File>Static>Pile
Soil Interaction>Select in the Interactive Window of SACS Executive.
2. A title may be entered in the next window generated.
3. The next pop-up window is the PSI options window. The following options are
entered under the General tab: +Z as the vertical co-ordinate, Units: MN,
Displacement and Rotation Convergence requirement as 0.005, EX (KPGI
preference) or CB(Valdel preference) and 100 maximum iterations. Under the
Output Options tab enter number of pile increments as 100 and density as
7.85MT/M^3. Click the Finish button after this. Note that the number of pile
increments is nothing but the number of locations along the length of the piles
where a unity check will be done.
4. The Pile Groups are defined next specifying the pile section dimensions and
properties (Edit Line>Insert Line>PLGRUP(Pile Group)>Select>Yes(for the
header). The next pop up window is the Pile Group definition window. Note that a
single pile may have a varying cross section and/or varying material properties.
This variation is accounted for by defining different section sizes and/or material
properties under the same group label. For example, for the RS-2 jacket skirt pile 1
(reference: Pile drawing Number 1238-RS2-6102-L009 REV 0) is defined in three
segments with varying wall thickness (5cm,3.8cm and 5 cm) and different segment
lengths (5m, 95m and 2 m respectively). To create the first segment (of length 5
meters) shown in bold below enter the following options in the Pile Group
definition window (OD=182.9cm,Wall thickness=5cm, segment length = 5
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m,Elastic modulus=20.5 (1000 KN/cm^2),shear modulus=8 (1000KN/cm^2),yield

stress=34.5 KN/cm^2). Note that these values mentioned are just representative
values and will vary. Clicking OK will create the first segment of group PL1
PLGRUP PL1 182.90 5.00 20.5 8.000 34.50 5.

PLGRUP PL1 182.90 3.80 20.5 8.000 34.50 95.
PLGRUP PL1 182.90 5.00 20.5 8.000 34.50 2. 2.624
To create the additional two segments (input lines 2 and 3) right click mouse on the
next line in DataGen > Insert line> PLGRUP(Pile Group)>Select and then enter the
appropriate details. Once all 3 lines have been created pile group PL1 is completely
defined The last number in the 3rd line (2.624) refers to the end bearing area. This
end bearing area is calculated assuming that the pile is plugged (i.e. soil has entered
the pile annulus). This end bearing area is defined only for the last 2 meter segment
of the pile group PL1. The other pile (and their segments are defined similarly)
An initial pile penetration depth needs to be assumed. This was specified by way of
the segment lengths. In case of the RS-2 jacket by specifying 3 segments of lengths
5 m, 95 m and 2 m we are assuming that the initial pile penetration is a total of 102
meters.
5. Next, define the pile using the PILE card (Edit Line>Insert
Line>Pile(Pile)>Select>Yes(for the header). In the pile pop-up window, specify the
PILEHD joint to which the pile is attached, the pile group label which is to be used,
the joint to be used to specify the pile batter and the soil table ID to be used. For
example
PIL JB5 SK1 PIL1 SOL2
defines a pile attached to the PILEHD joint JB5 (located at the mudline level),
having a batter (slope) defined as the batter between the joints JB5 and SK1 with
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pile section properties defined by the PILGRUP PL1 and using soil table ID SOL2.
Note that soil properties have not been defined yet but will be in subsequent steps.
The remaining piles are defined similarly.
6. The soil properties are obtained from a geo-technical report supplied along with the
bid document. Here we refer to the IEOT geotechnical report. All soil properties
should be defined in the order of axial (T-z data), axial bearing(Q-z data), torsional
and lateral stiffness (P-y data).
7. Note: IEOT soil data is obtained by carrying out a std. pile penetration test using a
pile with OD 1.372m and wall thickness 0.051m.
a) The IEOT T-z data is reported with row headings c and t implying
compression and tension values for the test pile. Caution: The IEOT data are
readings taken for the std. test pile and not for the soil. What we have to specify
are not test pile readings but soil properties. Take for example the T-z value in
the t row at a depth of 3.80 m under the columns t4 and z4 in the IEOT
report. These values are mentioned as 0.03 and 10.3, implying that a tensile
force of 0.03 MN was required to create a displacement of 10.3 mm at the pile-
soil interface. A tensile force on the pile will be a compressive force on the soil.
Hence compressive values for the pile translate to tensile values for the soil and
tensile values for the pile translate to compressive values for the soil.
To enter the T-z soil data do the following. In DataGen Edit Line>Insert
Line>Soil T-z axial Head (T-z Soil Axial)>Select>Yes(for the header) . In the
T-z soil axial pop window enter the following information: the IEOT report
provides data for 32/33 soil strata. Z-factor (explained later), soil table ID. The
following line gets created in DataGen
SOIL TZAXIAL HEAD 32 0.1SOL2T-Z AXIAL

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b) When the T-z values in both compression and tension are the same absolute
values, the soil card can be entered as follows: In DataGen Edit Line>Insert
Line> T-z Soil SLOC T-z(T-z Axial Stratum)>Select, For example to create the
soil properties at a depth of 0.0m, enter the following information in the T-z
Axial Stratum window: Check the Symetrical T-z option, No. of points on T-z
curve = 6, dist. To top of stratum = 0.0 and T-factor = 0.0232 (this is explained
later).
SOIL T-Z SLOCSM 6 0.00 0.0232CLAY

SOIL T-Z 0.0 0.0 0.0 1.7 0.0 3.4 0.0 6.9 0.0 10.3
SOIL T-Z 0.0 13.7
Note: The IEOT report gives only 5 data (T-z) points at each depth. Yet we
have entered number of points on T-z curve as 6. This is because at each strata
we have to enter an additional T-z point = (0.0,0.0) implying that for a
compressive/tensile force = 0.0 MN the displacement at the pile soil interface =
0.0 mm)
c) In case the compressive and tensile values are different, then the data needs to
be input in separate SOIL cards (In DataGen Edit Line>Insert Line> T-z Soil
SLOC T-z(T-z Axial Stratum)>Select). For example, the IEOT report has two
T-z sets at a soil depth of 6 meters. To account for different properties at the
same depth, an additional SOIL card is created with a distance to stratum
value of 6.001m. Additionally, in this second set, we notice different values of
T-z in compression and in tension. Note the first T-z value in the compression
set is z=1.7mm for a compressive force of T=0.002 MN; in the tensile set the
first T-z value is z=1.7mm for a tensile force of T=0.001 MN.
d) To account for the different compressive and tensile behaviour of the soil,
additional SOIL cards are created. For example
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SOIL T-Z SLOC 11 6.001 0.0232SAND

SOIL T-Z -0.002 -13.7-0.002 -10.3-0.002 -6.9-0.002 -3.4-0.001 -1.7
SOIL T-Z 0.0 0.0 0.002 1.7 0.002 3.4 0.003 6.9 0.003 10.3
SOIL T-Z 0.003 13.7
The second line has negative values for both T and z implying compressive
properties of the soil at this depth. These values are obtained from the t row of
the T-z soil data in the second 6 m depth set. For example the t row shows a
value of 0.002 13.7 under the colums t5 z5 in the IEOT report. These values are
tensile properties for the test pile and translate to compressive properties for the
soil. Hence they are input as negative values in the SOIL card. Here leaving the
Symmetrical T-z option unchecked will create the SLOC implying that soil
properties in compression and tension are different.
Compressive values of T-z for the test pile in the IEOT report are input as
positive values values in the SOIL card to imply tensile behaviour.
In addition, one extra data point of z = 0.0 at T = 0.0 is created in the SOIL
card, hence number of points are specified as 11 ( 5 for compressive data, 5 for
tensile data and this additional (.0,0.0) point.
Also note that SACS allows only 5 T-z points to be entered at a time. To create
the additional lines needed to specify the remaining 6 data points use Edit
Line>Insert Line> Soil T-z (T-z Axial)>Select
e) The Bearing data is entered at various depths from the Q-z data of the IEOT
report. Note that the Q-z data in the IEOT report is called T-z Bearing in SACS.
To create this set use the following commands in DataGen in a manner similar
to the T-z data.
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For the Q-z data first use Edit Line>Insert Line>Soil Bearing Head (T-z Axial
Bearing)>Select. Here we specify the number of strata for which IEOT provides
Q-z data and the Z-factor (explained later).
On the next line use Edit Line>Insert Line>Soil SLOC BEAR (T-z Axial
Bearing Strata)>Select. Here we specify the number of points on the T-z
Bearing curve. The IEOT report provides 5 data points and we have to create an
additional data point of (0.0,0.0). Hence we specify number of points on curve
as 6. Also provide the distance to the top of the stratum and the T-factor
(explained later).
On the next line use Edit Line>Insert Line>Soil T-z (Axial Bearing T-z)>Select
to enter the required data.
As with the T-z data, SACS allows only 5 T-z Axial Bearing data points to be
entered at a time. To input additional data use Edit Line>Insert Line>Soil T-z
(Axial Bearing T-z)>Select
f) For the lateral P-y use the following commands in DataGen in a manner similar
to the T-z data.
For the P-y data first use Edit Line>Insert Line>Soil Lateral Head(Lateral
Soil)>Select. Here we specify the number of strata for which IEOT provides P-y
data, the y-factor (explained later), soil table ID and the reference pile diameter.
(this is the only place in SACS where a mention of the standard test pile size
used to collect soil data is asked for by SACS)
On the next line use Edit Line>Insert Line>Soil SLOC P-y (Lateral Soil
Stratum)>Select. Check the Symmetrical P-y option, specify the number of
points on the T-z Bearing curve. The IEOT report provides 4 data points and we
have to create an additional data point of (0.0,0.0). Hence we specify number of
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points on curve as 5. Also provide the distance to the top of the stratum and the
P-factor (explained later).
On the Next line use Edit Line>Insert Line>Soil P-y(Lateral P- Y) >

Select to enter the P-y values
g) Factors used:
In the previous few paragraphs a mention was made of the factors to be used
while specifying the soil properties These factors account for the fact that the
IEOT geotechnical report uses units different from those needed as SACS input
as well as some scaling which needs to be performed. The scaling is required
since the IEOT data is obtained using a standard size pile and we need to scale
this data to the actual pile size to be used. Calculations of these factors are
provided below.
T-Z FACTORS
T Factor:
Unit Conversion: MN to KN/cm2
T-factor: 1000/ (pi*Dref*100)
Dref = 137.2 cm; therefore T-factor = 0.0232
Remarks: The T values are not scaled according to the diameter; only unit
conversion is done.(values depend on the actual surface area.)
Z-Factor:
Unit conversion: mm to cm
Z-factor: 0.1*Dact/Dref
For RS-2, Dact = 182.9 cm, Dref = 137.2 cm, therefore Z-factor = 0.133
Remarks: The deformation values are scaled in proportion to the diameter; and
the value 0.1 is introduced for unit conversion.
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Q-Z FACTORS
Q-factor:
Unit Conversion: MN to KN/cm^2
Q-factor: 1000/(pi/4*Dref^2) = 0.067 (for RS-2)
Remarks: The Q values are not scaled; instead unit conversion is performed.
(The values depend on the actual bearing area.)
Z-factor
Unit conversion: mm to cm.
Z-factor: 0.1*Dact^2/Dref^2 = 0.177(for RS-2)
Remarks: The deformations are scaled according to the cross-sectional areas;
which in turn is proportional to the square of the respective diameters. This is
true in case of only plugged piles. The factor of 0.1 is introduced for unit
conversion.
P-Y FACTORS
P-factor
Unit Conversion: MN to KN/per running meter length of pile (KN/cm)
P-factor: 1000/100=10
Remarks: Unit conversion is performed.
Y-factor
Unit Conversion: mm to cm.
Y-factor: 0.1*Dact/Dreq = 0.133 (for RS-2)
Remarks: Deformations are scaled according to the diameters. The
factor 0.1 is for unit c
Remarks about the soil data:

a) The jack up rig is present on the north face of the jacket (row 1, or the face
where the jacket legs do not have a batter). Due to absence of any batter on the
jacket legs, the leg pile/skirt piles will also not have any batter. i.e. piles PL1
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and PL2 are the piles without any batter. Due to operation of the jack up rig
some scouring of sea bed will occur at the north face. Scouring is nothing but
the removal of sea bed mud. In case of the RS-2 jacket, scour depth was
specified as 3 meters in the bid document. Therefore the piles on the north
face, for the first 3 meters, there will be no soil present due to scouring and
hence no pile-soil interaction.
b) To account for this two soil tables have been created in the RS-2 psiinp.* file
i.e. SOL1 and SOL2 respectively. Piles with section properties PL1 and PL2
use SOL2 for the PSI analysis
c) The difference in the two tables is that in SOL2 for the T-z data an additional
card is created for a depth of 3 meters. However the IEOT report gives no soil
T-z data for a depth of 3 meters. It provides data a 0.0 m depth and then
directly at 3.80m depth. To get around this, the same soil T-z data provided by
the IEOT report for 0.0 m depth is used to specify the soil properties at a 3 m
depth. By doing this we are simply saying that in the soil stratum between 0.0
and 3.0 meters there is no variation in T-z properties. Note that this addition is
done in the SOL2 table only and the piles having section properties PL1 and
PL2 (north face piles) use SOL2 for PSI
d) A change also needs to be made in the P-y data of the SOL2 table to reflect the
absence of soil upto a depth of 3.0 m for the north face piles. One way is to
make the P values upto a depth of 3.0 m equal to zero leaving the displacement
values the same as those in the IEOT report. (this is what KPGI has done).
John Brown leave the P-values upto scour depth as in the IEOT report but
make the displacement (y) values equal to zero.
e) In the RS-2 psiinp.* for some reason KPGI has chosen to make the P-values
upto the scouring depth (3.0m) equal to zero in both soil tables SOL1 and
SOL2. This does not make sense since SOL1 refers to the soil around the piles
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with batter (PL3 and PL4) where no scouring occurs and hence PSI takes place
from mudline upto the pile penetration depth unlike the north face piles where
scouring causes PSI to occur only between scouring depth and pile penetration
depth. For our purposes we will make the changes in the P-y data for only one
of the soil tables and not both.
f) Another strange modification that KPGI has done is that in the SOL2 table
between and depth of 3.0 to about 6.0 m, the P-values entered in the psiinp.*
file are exactly half those specified in the IEOT report while displacements are
entered as is. This implies that the soil stiffness is halved between 3.0 m and
6.0 m for no apparent reason. For our purposes other than the modifications to
reflect scouring on the north face we will enter the data as is.
g) As far as the bearing data is concerned, KPGI for some reason has entered the
Q-z bearing data only from a depth of 62m and not from 60.5m as is provided
in the IEOT report. Again we will enter the data as is.
h) Lastly IEOT does not provide a torsional constant. For future projects we will
use the value used in the RS-2 and hard code it into the psiinp.* file.
jcninp.*
1. The last input file to be created is the Joint Can input file where the load cases for
which the joint can unity check need to be performed are specified The SACS
model created is a center-line model where the tubulars are modelled as beam
elements. In reality, these beam elements are tubulars and a stress calculation needs
to be done not at the center-lines but at the tubular walls. This joint can input file
specifies the load cases for which the joint can unity check is performed
2. The jcninp.* file is created as follows: Data File>Create New Data File>Post>Joint
Can. A minimum gap of 5.1 cm and a maximum gap of 100 cm is created
(according to API) and a brace on brace check is performed. The final few lines in
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this input file are used to increase the allowable stress (using the AMOD command)
by 33% for the load cases Extreme Storm with blanket loads and Empty with
Extreme Storm. API allows this increase in load cases reflecting extreme storm
cases.
3. Note that that the joint capacity should be atleast 50% of the member strength
(Reference Pg.46 API-RP2A) or a 2/3rd over-ride should be used (in case 2/3rd of
tensile strength is less than the yield strength). For information on the QU factor
refer to pg 49 API-RP2A)
4. The last line in the jcninp.* file is the RELIEF command. While modelling we
ensure that the tubular beams are modelled with offsets. However in case we have
omitted specifying the offset for any beam then putting the RELIEF statement
ensures that SACS will do the code check for the tubulars at the walls and not the
centreline.
ANALYSIS PROCEDURE
1. Select Linear Static with Pile Soil Interaction option in the Runfile Wizard and
select all the above 3 files in the appropriate sections with the following options
selected in the Analysis Options window
Foundation
Do not create pile fatigue solution
Do not create a foundation superelement
Element Check
Perform element check
WSD AISC 9th (for the deck beams)
API 21st (for tubulars)
PostVue
Create PSVDB
Joint Check
Perform tubular joint check
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Select the jcninp.* file here

Reports
Override model, Check Joint rection, end forces and UC ranges
Run the analysis.
Output files: psilist.*, seoci.*, psicsf.*, psvdb and psi.run
Checks:
Psilst.* file:
The output file psilst specifies the pile capacities mobilised versus the capacity
required and gives a pile UC ratio value.
F2 Error/warnings to find errors and warnings
F2 - Relative to find dead weight (preferred way is to go to PrecedePro > Load >
Selfweight > for information only)
Pile maximum axial capacity summary. Check pile safety factors in compression
and tension. F.S >= 1.5
Check pile UC ratios. These must be <1.0 for all cases and <1.33 for extreme
storm cases
Open the psvdb folder and check the member UC ratios graphically. The joint can
UC ratios need to be checked in the saclst file.
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5. 0 SINGLE PILE ANALYSIS

This is not strictly a separate analysis but it is as a pre-cursor in both Dynamic as well as
Seismic analysis. In dynamic and seismic analysis the first step it to carry out a modal
analysis to determine natural frequencies and mode shapes of the structure. When doing
this we simplify the non-linear pile soil interaction by replacing the Pile-soil subsystem
with an equivalent pile stub that would give the same reactions at the PileHead joints as
the actual pile soil subsytem (this procedure is called single pile analysis). This pile stub
is then modelled and the structure natural frequencies and mode shapes estimated. The
pilehead joints are those through which the linear structure is connected to the non-linear
system. The stiffness and the load matrices of the linear structure are condensed down to
the pilehead joints in order to account for the effects of the linear structure in the non-
linear pile-soil interaction analysis5.
The single pile analysis procedure is described below. Here the reference files are not for
the RS-2 jacket but for the Bunduq platform located in the following folder
(Z:\MECHANICAL ENGINEERING \ OEG \ JB'sData \ Disc4-Offshore \
Bunduq(Part3) \VA SACS Analysis \ Rev 5 (For Report)). Refer to the sacinp.sta.gip_va
file in particular
1. In a new folder called Single Pile Analysis make a copy of the sacinp.* file and the
psiinp.* file
2. As mentioned above we intend to replace the pile soil sub system with an equivalent pile
stub which will give the same reactions at the pilehead joints. The pilehead joint reactions
in question here are those that are generated when the operating storm loads are imposed
on the structure since this represents closely the true behaviour of the piles during actual
operation.
3. In case of the Bunduq platform the operating storm loads will be considered for deciding
the pile stub-lengths (open the sacinp.sta.gip_va file - in DataGen and search for the
string LCOMB using the F5 key).The operating storm loads consist of the dead loads
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produced by structural components, crane loads and the directionally dependent wind and
1 year wave + current loads and produce directionally dependent reactions at the pilehead
joints. In the Bunduq sacinp.* file these load combinatations are labelled as OX1, OX2
, OY1, OY2,OA1, OA2. & OB1, OB2 etc.
4. For example one load combination OX1 combines all the permanent loads (loadcn 1
through 16) with the wind (loadcn 17) and 1 year wave+current loads (loadcn 85)
oriented at 0 (0 orientation implies that the wind or wave load is moving from the X
axis towards +X axis).
LCOMB OX1 1 1.100 2 1.120 3 1.120 5 1.100 60.8625 70.8250
LCOMB OX1 8 1.000 9 1.000 10 1.100 110.8625 120.8250 130.8250
LCOMB OX1 14 1.100 160.8250 17 1.000 85 1.140
5. Similar combinations are created in the sacinp.* file for all the other directions.
6. The pile stub lengths are decided based the pilehead joint reactions to the loads created in
the previous steps. The LCSEL command is used to specify the load cases which are to
be analysed. This is specified at the beginning of the sacinp.* file (after the OPTIONS
card). For example
LCSEL ST OA1 OA2 OA3 OA4 OA5 OA6 OA7 OA8 OB1 OB2 OB3 OB4
LCSEL ST OB5 OB6 OB7 OB8 OX1 OX2 OX3 OX4 OX5 OX6 OX7 OX8
LCSEL ST OY1 OY2 OY3 OY4 OY5 OY6 OY7 OY8
specifies that load cases OA1-OA8, OB1-OB8, OX1-OX8 and OY1-OY8 are to be
analysed. Note that in the inplace sacinp.sta.gip_va file many more load cases are
analysed. For this analysis only the operating storm load cases are highlighted.
7. The next step is to do a Linear Static Analysis with Pile Soil Interaction. In SACS
Executive click Runfile Wizard>Static and then scroll down to Linear Static Analysis
with Pile Soil Interaction. Select the sacinp.* and psiinp.* file and use the following
options
Foundation
Do not create pile fatigue solution
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Do not create a foundation superelement

Superelement
Import Option>No Superelement
Reports
Override model, Check Joint rection, end forces and UC ranges
Run the analysis.
8. The output file is a psilist.* Double click to open this file and search for the string
Pilehead Forces by using the F2 key in the editor.
9. The output specifies the pilehead forces in terms of the axial force, lateral force, bending
moment and pilehead displacements.
10. For each pile note down the load case creating the maximum lateral force (i.e. shear
force) at the pilehead. For example in case of the pilehead 001P for the pile PL1 load case
OA6 yields a axial force of -7212.06 KN, a lateral force of 267.32 KN, a bending
moment of 153.4 Kn-m and an axial deflection of 0.35 cm
11. Similarly the maximum lateral forces for the other piles are
009P: axial force = -4883.84 KN, lateral force= 288.37 KN, BM=129.5 KN-m axial
defl = 0.24 cm (load case OX2)
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12. Next make a copy of the psiinp.* file and rename it as the pilinp.*.
13. Open the pilinp.* file in DataGen and make the following changes.
14. Remove the PSIOPT card. Insert a PLOPT card (Edit>Insert Line>PLOPT (Pile
Options)>Select) and use the default options along with the following changes: Output
Units: MN, Stress and Unity Check Option NO, Plot option NO, Pile Material Weight
Density 7.85 MT/m3, Number of length increments 100, Max. Number of Iterations
100, Deflection Convergence Tolerance 0.001 and Stress Conc. Factor None.
15. The original psiinp.* file defines section properties of all the pile groups and also defines
all the piles (pile group, batter joint, soil table ID used by pile). To avoid scanning
through a lot of output data for each pile at the end of the a single pile analysis analyze
only one pile and estimate pilestub lengths one at a time for each pile.
16. In order to analyse only pile at a time the following steps must be ensured:
Take the Bunduq platform for reference. It has 6 piles associated with the pilehead joints
001P, 009P, 019P, 081P, 089P and 009P respectively. First we analyze only the pile
associated with pilehead joint 001P. In the pilinp.* file comment out all the other pile
definitions viz. 009P, 019P, 081P, 089P and 009P.
The pilinp.* file also defines a single soil table. In case two soil tables SOL1 and SOL2
are defined (as in the case of the RS-2 jacket) an additional step ensues. In the RS-2
jacket for example pile JB5 uses soil table SOL1. If we leave the soil table SOL2 as it is
and run the single pile analysis then an error is generated that essentially says that more
soil tables have been defined than used by any pile. For this reason also comment soil
table SOL2. For the Bunduq platform this is not necessary.
17. The last step is to add a PLSTUB card at the end of the soil data, just before the END
card (Edit>Insert Line>PLSTUB(Pile Stub Design)>Select). In this card we input the
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lateral force, bending moment, axial load and axial deflection noted down from the
Linear Static Analysis with Pile Soil Interaction analysis.
18. In the ensuing Pile Stub Design Card check F under the Force or Displacement Option,
enter the PileStub joint name (001P), the PileStub lateral force (267.32KN), PileStub
Moment (153.4 KN-m), Axial Load (7212.06KN) and axial displacement (0.35 cm), click
OK and save the file.
19. In SACS Executive click on Misc and then Single Pile Analysis using the scroll bar.
Click Start Wizard, select the pilinp.* file saved in the previous step and then click
Run to execute the Single Pile Analysis.
20. The output file is a pillst.* file. Open this file and search for the string Stub Properties.
The pile stub length required is reported under as Joint to Joint Length. In case of the
099P pile (look in the file pillst.single_pile it is 338.83 cm.
21. Repeat steps 16 through 20 to find out pile stub lengths for all the remaining piles. Care
must be taken to ensure that each pile being analysed makes use of the correct soil table.
Also as before ensure that only one PILE card and its corresponding PLSTUB card are
defined at a time.
22. Each of the pile stub lengths may be different. The one requiring the longest pile stub
length is chosen as the stub length for all the piles. The different pile stub lengths
estimated for the Bunduq platform are
001P: 384.65 cm
009P: 385.345 cm
019P: 387.574 cm
081P: 385.995 cm
089P: 385.926 cm
099P: 386.673 cm
23. This concludes the single pile analysis procedure.
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6.0 FATIGUE ANALYSIS
Fatigue failure of metals may be defined as the formation of cracks by repeated/reversal

application of loads, each of which, in itself, is insufficient to cause static failure1. In
offshore structures the major of cause of fatigue failure is the repeated wave loading on
the structure. Detailed commentaries are available in API RP-2A and in the Technical
notes for Structural Design of Offshore Jackets and Topsides.
There are two types of fatigue analysis

Deterministic Fatigue Analysis
Spectral Fatigue Analysis
In general the thumb rule on which type of analysis are to be used depend on the natural
period of the offshore structure
a) If natural period < = 3 seconds, use Deterministic Fatigue
b) If 3 seconds < natural period < 10 seconds, use Deterministic Fatigue with Dynamic
Amplification Factors (DAFs)
c) If natural period > = 10 seconds, use Spectral Fatigue Analysis
The procedure for Deterministic Fatigue Analysis is outlined below.

Files required: sacinp.*, ftginp.* and jcninp.*
ANALYSIS PROCEDURE
This procedure is a step wise method in SACS of the general Deterministic Fatigue
procedure
1. Create a new folder called fatigue. Make a copy of the inplace sacinp file. Rename
the file as sacinp.fatigue.
2. Open the sacinp.fatigue file in DataGen by right clicking on it in SACS Executive

and make following changes to this file:
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(a) In the LDOPT card change the Water Depth as per bid to account for absence
of Storm Surge
Still Water Depth = CD + LAT + (50% of Astronomical Tide)
With reference to the RS-2 jacket
S.W.D = 80.85+(-0.183)+0.5*(3.66) = 82.49 (rounded to 82.5m)
Note that the mudline elevation value remains the same i.e. -80.85m
(b) Delete the LCSEL, HYDRO, HYDRO2, UCPART AND AMOD lines
following the OPTIONS line in the sacinp.fatigue file. Also since the HYDRO
and HYDRO2 lines have been removed, make sure that in the LDOPT line
under Simplified Hydro Collapse tab, NOH has been checked so that no
hydrostatic collapse check is performed. Not checking this option after deleting
the HYDRO and HYDRO2 command lines will result in errors.
(c) The Cd (drag coefficient) and Cm (Inertia coefficient) values are normally
specified as follows2
Cd = 0.65, Cm = 1.6 (for smooth members)
Cd = 1.05, Cm = 1.2 (for rough members)
While entering these values we increase Cd by 7% (i.e. 0.696 for smooth and
1.123 for rough members) and Cm by 4% (i.e. 1.664 for smooth and 1.248 for
rough members). So the CDM card in the sacinp.inplace file specifies these
values as shown below.
CDM 16.00 0.696 1.664 1.123 1.248
The 7% and 4% increase in the drag and inertia coefficients is to account for all
the minor appurtenances that we have not modelled. In this example, the first
number immediately following the CDM command (16.00) is the diameter to
which these values have to be applied. The CDM command occurs well into
the sacinp.* file. The best way to locate is to search for it by pressing F5 in
DataGen and searching for CDM.
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It is possible to specify these coefficients for each tubular separately using

multiple commands. However the simplest method is as follows (Edit>Insert
Line>CDM(Drag and Inertia Coefficient>Select). The lines below designate a
drag coefficient of 0.696 (smooth) and 1.123 (rough) and a inertia coefficient
of 1.664 (smooth) and 1.248 (rough) for all members having outer diameters
between 16 cm and 250 cm
CDM
CDM 16.00 0.696 1.664 1.123 1.248
CDM 250.00 0.696 1.664 1.123 1.248
The diameters 16.00 cm and 250.00 cm are the lowest and the highest
diameters that have been used in the RS-2 project and any members having
diameters between (and including) these two extreme values will be assigned
the said drag and inertia coefficient values.
In the RS-2 KPGI inplace sacinp.* file additional intermediate diameters

(between 16 cm and 250 cm) have also been specified. As shown in the SACS
manual this is unnecessary.
For fatigue analysis, the drag and inertia coefficients have to be modified as
follows2
These values are specified in RP-2A in the section on fatigue analysis Here
again we have to account for all minor appurtenances which have not been
modelled by increasing Cd by 7% and Cm by 4%. Hence the values input in the
CDM card in the sacinp.fatigue file have to be changed to
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(d) Delete ALL loads except wave loads (since these are the only cyclic loads we
are considering for the fatigue analysis). To avoid any inadvertent specification
of any loads, the best way to to delete ALL loads (including the wave loads,
since it also includes specifications of current etc) and create the WAVE load
cards anew.
(e) To create a new wave card first type a LOAD command on a new line.
(f) After this type LOADCN and then a number to identify the wave card
(g) Next use Edit>Insert Line>WAVE(Wave Generation)>Select (for the header)

and then input appropriate data. This data is entered using the bid document
(For the RS-2 project, Table 8:Environmental Parameters for Fatigue Analysis
of the Structural Design Criteria). This table specifies the Wave Heights and
their periods for 4 directions viz. S, SW, W and NW (a total of 26 values).
Thus waves in this table approach the jacket from the geographic(true) S, SW,
W and NW directions. We have to ensure that the wave loads are imposed in
the correct directions in our model (which may have been modelled
arbitrarily).
(h) In SACS wave approach directions are always specified (using the right hand
rule) with respect to the Global (SACS) +X axis going in an anticlockwise
sense with the +Z (SACS) axis along the thumb. For example if the wave
direction (in degrees) in the WAVE card is specified as 0 degrees, it implies
that the wave is moving along the +X (SACS) axis (i.e. the wave approaches
from X (SACS) axis and moves towards +X (SACS) axis). If the wave
direction (in degrees) is specified as 270 degrees, it implies that the wave is
moving along the Y (SACS) axis (i.e. approaches from +Y (SACS) axis and
moves towards the Y (SACS) axis)
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For the RS-2 jacket, platform north and geographic (true) North coincide (see
bid document). If the RS-2 sacinp.* file is opened in Precede it can be seen that
the platform North face (i.e. the face where the jacket legs have 0 batter) has
been modelled to the left, perpendicular to the X (SACS) axis. Now a wave
approaching from the geographic South (and for the RS-2 jacket, the platform
South, since they coincide) should be moving from the +X (SACS) axis
towards the X (SACS) axis (i.e along the X (SACS) axis). The wave
direction for all the waves in column 1 of Table 8 (i.e. under S) should be
specified as 180 degrees since the X (SACS) axis is oriented 180 degrees
away from the +X (SACS) axis in the anticlockwise sense.
Waves approaching the platform from the W direction would be moving along
the +Y (SACS) axis (i.e from Y(SACS) axis towards +Y (SACS) axis).
Hence the wave direction is specified as 90 degrees, since the +Y (SACS) axis
is oriented 90 degrees w.r.t the +X (SACS) axis. The wave direction angles for
the other two approach directions i.e. NW and SW are therefore 45 degrees and
135 degrees respectively.
For arguments sake let us suppose that the bid document specifies that the
platform north is oriented in the direction of the geographic (true) West
direction. If we create the SACS input model in the usual way then the north
face of the platform would still be perpendicular to the SACS X axis. Now
let us suppose that the bid document says we need to provide a wave load for
the geographic West direction i.e. in the actual platform, the wave would
approach the jacket from the true West and hit the North face of the platform
first. In this case the wave would be moving along the +X axis of SACS and
hence we would have to specify a wave direction of 0 degrees for this wave.
Other wave directions may be specified accordingly so that the correct face of
the jacket is loaded.
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(i) Under Wave Parameters enter Wave Type = STOK (Stokes 5th Order Wave).
In the Wave Height field, change the wave height to Average wave height of
the specific wave. For example, for the RS-2 project, Table 8 in the bid
(structural design criteria) specifies the first wave height as 0-1.523. Compute
0 + 1.523
the average of this range i.e = 0.76 m. Enter a Kinematic factor to
2
1.0(see bid) in the WAVE card. This is an API-RP2A requirement for fatigue
waves. The first entry to be made for the RS-2 project is for a wave
approaching from the true S, we enter a wave direction of 180 degrees and a
wave period of 8.7 seconds.
(j) Under Crest Position check an input mode of degrees (DEG).An established
procedure is to advance the wave in steps of 4 degrees. For sake of simplicity if
we have a perfectly sinusoidal wave a crest position may be taken to represent
0 degrees. The next crest to hit the platform represents a wave advancement
through the structure of 360 degrees. A crest position of the wave will create
some wave load, the intermediate wave positions will impose different wave
loads after which the cycle will be repeated causing cyclic loading of the
structure. To have sufficient representation of all positions (and including) the
two crest positions we advance the wave in steps of 4 degrees so that the total
number of static steps is 90. More steps may be created by creating smaller
wave advancement steps, however a step of 4 degrees is usually sufficient.
(k) For the Critical Position enter MS for obtaining maximum base shear value.
This simply means that we will pick up the critical wave position which creates
the maximum base shear.
(l) Under the Miscallaneous tab enter a maximum member segmentation value of
10. This represents the maximum number of load segments that can be used to
describe the non-linear load distribution on the member
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(m) Repeat steps (e) through (j) for the same wave height and period but with a
critical position of NS i.e. to indentify the wave position which gives minimum
base shear. The wave positions giving maximum base shear and minimum base
shear will most likely create the largest stress range and contribute to fatigue
failure.
The following extract is for the first entry in Table 8 of the RS-2 bid document
for a wave height range of 0-1.523 m approaching the platform from the
geographic South having a period of 8.7 seconds. Line 3 will identify the wave
position creating Maximum base shear while line 6 will identify the wave
position creating Minimum base shear.
LOADCN 1
WAVE
WAVE1.00STOK 0.76 8.70 180.00 D 0.00 4.00 90MS10 1 0
LOADCN 2
WAVE
WAVE1.00STOK 0.76 8.70 180.00 D 0.00 4.00 90NS10 1 0
(n) Repeat steps (e) through (l) to create the WAV cards for all the 26 entries in
Table 8 of bid document with one entry for maximum base shear and one entry
for minimum base shear i.e. a total of 52 WAV cards.
(o) The KPGI fatigue sacinp file contains an additional WAV card with steps of 30
degrees and an entry of AL for Critical Position. We will not follow this
procedure. For our initial run we create only the MS and NS WAV cards (52 in
all).
(p) Delete all Load combinations from the sacinp.fatigue file.
3. Run this file in Static Linear static analysis Select sacinp.fatigue.

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4. In the output listing a saclst.fatigue file is obtained. Open this file and search for
the string Maximum Shear by using the F2 key. Note down for each wave
height/wave period and each wave direction (26 in all) the crest positions for
maximum and minimum shear at mudline. For example for a wave of height
0.76m having a period of 8.7 seconds and approaching the jacket from the South,
the crest positions giving maximum and minimum shear at mudline are 276
degrees and 92 degrees respectively. Let us designate these angles as X and Y.
5. Obtain three angles between maximum shear crest position (X) and minimum
shear crest position (Y) as (Y-X)/4 and remaining three angles as ((360-X)+Y)/4.
In the second stage of analysis we re-run the analysis with the angles X, Y and the
6 additional angles and find out the maximum stress range. For example for the
wave of height 0.76m having a period of 8.7 seconds and approaching the jacket
from the South, the crest positions giving maximum and minimum shear at
mudline are 276 degrees and 92 degrees respectively. The intermediate angles
considered are therefore 138,184,230 between 92 and 276 degrees and 320,4 and
48 degrees between 276 and 92 degrees.
6. Using the WAV card enter the 2 peak and 6 intermediate angles in the sacinp file
and change the number of steps to 1 in increments of 1degree. This has to be done
for each wave height and wave period for each direction (a total of 208 WAV
cards for the RS-2 jacket). The extract below (in step 7) represents the 8 WAV
cards for the wave height 0.76 m with a period of 8.7 seconds and approaching the
jacket from the geographic South direction. Here we directly specify the crest
position in terms of the angles calculated in the previous step. For example
LOADCN 2 below (in step 7) represents the wave where the wave crest position
has advanced through the structure by 138 degrees. The diagram below illustrates
this (note that the wave shape below is only for illustrative purposes and does not
represent the shape of a real wave)
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Crest at 0 degrees (origin) Crest at 138 degrees from origin
7. Note that we are starting with the angle giving Minimum Base Shear and
specifying the remaining angles calculated in the previous step in an anti-
clockwise direction. Also note that we specify MS as the criteria for critical
position. Since we are specifying a specific crest position, a 1 degree increment
and only 1 static step, resultant loads, member forces will be calculated only for
the specified wave height and the wave will not be advanced through the structure
as in step 2(j)-2(k) above.
Recall that each of the load cases below will contribute to a certain damage level.
The damage level will be calculated for all the sea-states (i.e each wave height and
wave period and different crest positions of the waves through the structure)
summed up and the resulting total damage level will be used in computing the
fatigue life of the structure.
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92 (min. base shear)

48
138
184
320
230
276 (max. base shear)
Angular distance between origin and wave crest position for wave height 0.76m and
period 8.7 seconds
LOAD
LOADCN 1
WAVE
WAVE1.00STOK 0.76 8.70 180.00 D 92.00 1. 1MS10 1 0
LOADCN 2
WAVE
WAVE1.00STOK 0.76 8.70 180.00 D 138.00 1. 1MS10 1 0
LOADCN 3
WAVE
WAVE1.00STOK 0.76 8.70 180.00 D 184.00 1. 1MS10 1 0
LOADCN 4
WAVE
WAVE1.00STOK 0.76 8.70 180.00 D 230.00 1. 1MS10 1 0
LOADCN 5
WAVE
WAVE 1.0STOK 0.76 8.70 180.00 D 276.00 1. 1MS10 1 0
LOADCN 6
WAVE
WAVE 1.0STOK 0.76 8.70 180.00 D 320.00 1. 1MS10 1 0
LOADCN 7
WAVE
WAVE 1.0STOK 0.76 8.70 180.00 D 4.00 1. 1MS10 1 0
LOADCN 8
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WAVE
WAVE 1.0STOK 0.76 8.70 180.00 D 48.00 1. 1MS10 1 0
The WAV cards are input as described earlier.
8. Run the sacinp file in Linear Static Analysis as before.
9. A saccsf.* file is obtained which will be used for fatigue analysis.
10. Create a ftginp.* file (Data File>Create New Data File>Post>Fatigue>Select). A

Title may be entered. In the next window (Fatigue Analysis Option) check the
Direct Deterministic Fatigue option.
11. In the next window i.e. Fatigue Options (FTOPT card) enter design life (25 years
for the RS-2 jacket;see bid), a life safety factor (see bid, usually 2.0). Also enter
the fatigue time period as the Wave Period (generally 1 year). Check the
following: Skip Non-tubular elements, Skip all Plates, No Input Echo, Use Load
Case Dependent SCFs.
12. Choose the API X Prime for i.e. APP for Source of S-N curve.
13. For the SCF Option use Kuang & Wordsworth (KAW) for all joints initially. Also
check the following: Prescribe Max SCF and Prescribed Min SCF.
14. In the next Fatigue Option 2 window (i.e. the FTOPT2 card) check the following
check boxes: PT (so that damages are printed along with the member stresses),
Export Fatigue data to PSVDB, Tubular Inline Check (this ensures that a fatigue
check is done at section changes along tubular members), Inline Tubular SCF-
AWS and Effective Thickness Ratio-2WAL (this ensures that the moment of
inertia of the two walls is used for the grouted joints). Click Next.
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15. Skip the Input Weld Classification Factors (PCLASS) and Override SCFs for
individual joints (JNTSCF).
16. Click Yes in the Override Fatigue Parameters for Individual Joints (JNTOVR)
window. Initially we do not know which joints will have fatigue lives less than the
design fatigue life. Hence at this stage we will use this joint over-ride option only
for the grouted joints. Note that in the sacinp.* file we have specified the sizes and
cross sections of the members. An override is used to specify a size that will give a
satisfactory fatigue life by overriding the cross section/size specified in the
sacinp.* file.
17. In the Joint Override window enter the name of the grouted joint. At this stage of
the analysis we do not know if the grouted joints will fail so we are not sure about
the Chord Thickness Override. The only change to be made in this window is to
specify the source of the S-N curve as the AXP curve and the SCF Option with
Marshalls Method. The remaining options can be accepted with default values. To
add more grouted joints click the +More button and add more joint overrides.
Click Next after all the grouted joint overrides have been specified. In case of the
RS-2 jacket, skirt piles are being used. The extract below shows the grouted joints
being over-ridden. To understand which joints these are open the sacinp.* file in
Precede. Use Joint>Find Joint and then enter these Joint names to find them in the
model. SACS will show these joints with a circle. Here JB7, JB8, JB37 and JB5
are the PILHD joints and SK9, SK15, SK24 and SK3 are the skirt joints.
JNTOVR JB7 AXP MSH

JNTOVR JB8 AXP MSH
JNTOVR SK9 AXP MSH
JNTOVR JB37 AXP MSH
JNTOVR SK15 AXP MSH
JNTOVR SK24 AXP MSH
JNTOVR JB5 AXP MSH
JNTOVR SK3 AXP MSH
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18. Skip the Override Fatigue Parameters for Plate groups (PGROVR), Override
Fatigue Parameters for Plates (PLTOVR), Override SCFs for Member Groups
(GRPSCF).
19. Click Yes on the Remove Groups from Analysis (GRPSEL). Here we specify
dummy structures, appurtenances, Risers and conductors which are not part of the
main structural Member but attract Wave Load. Check the Exclude Members of
these groups from Analysis and specify these groups in the boxes provided under
GRUP ID.
20. Skip the Override SCFs for individual members (MEMSCF), Override SCFs
for specific brace-chord connections (CONSCF), Override SCFs for specific
Wide-Flange members (CONSWF).
21. Specify the SCF limits in the next (SCFLM) card as a maximum of 6.0 and a
minimum of 1.6
22. Skip the Select specific joints to be analyzed (JSLC). Click Yes in the next
Relief window so that brace stresses are calculated at the surface of the chord.
Click Finish.
23. The next step is to input the wave occurrence data. This has to be done for each
direction. Using Edit>Insert Line>FTCASE(Deterministic Fatigue Case)>Select
enter the Fatigue Environment Number (in the case of the RS-2 jacket, use 1 for
South, 2 for SW, 3 for W and 4 for NW), MMN for stress calculation (which
specifies that stresses are determined by a max/min search on all the load cases)
and the first wave height from Table 8 i.e.0.76m.
24. The next step is to specify the contribution of each fatigue case. Recall that in the
linear static analysis of step 6 and 7 we have used a sacinp.* file where for each
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wave height, wave period and wave direction we have specified 8 WAV cards, two
for the crest positions giving the maximum and minimum base shear and 6
intermediate positions. Each of these 8 load cases contributes as a fatigue case.
Hence we enter its contribution as follows. Use Edit>Insert Line>FTCOMB
(Fatigue Case Contribution)>Select to insert the FTCOMB line in DataGen. For
each of the 8 cases for a given wave height and wave period enter a factor of 1.0.
The extract below shows Fatigue case contributions for the geographic South
direction waves for the RS-2 jacket.
FTCASE 1 MMN 0.76

FTCOMB 1 1.0 2 1.0 3 1.0 4 1.0 5 1.0 6 1.0 7 1.0
FTCOMB 8 1.0
FTCASE 1 MMN 2.29
FTCOMB 9 1.0 10 1.0 11 1.0 12 1.0 13 1.0 14 1.0 15 1.0
FTCOMB 16 1.0
FTCASE 1 MMN 3.81
FTCOMB 17 1.0 18 1.0 19 1.0 20 1.0 21 1.0 22 1.0 23 1.0
FTCOMB 24 1.0
FTCASE 1 MMN 5.33
FTCOMB 25 1.0 26 1.0 27 1.0 28 1.0 29 1.0 30 1.0 31 1.0
FTCOMB 32 1.0
FTCASE 1 MMN 6.86
FTCOMB 33 1.0 34 1.0 35 1.0 36 1.0 37 1.0 38 1.0 39 1.0
FTCOMB 40 1.0
25. The next step is to enter the wave occurrence data. Table 9 gives the wave
exceedance data i.e. the number of waves observed to have a specified height. For
ex in the RS-2 Jacket, the first entry in Table 9 is for the number of waves
approaching the platform from the geographic South and having a height more
than 0 meters. The table lists this value as 1,276,045. The next entry shows that
61,704 waves were observed to have a height more than 1.524 meters. This means
that (1,276,045-61,704 = ) 1,214,341 waves had a height between 0 and 1.524
meters.
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26. This interval is further broken down using the spreadsheet octa fatigue wave
occurance cal.xls to interpolate on the wave heights and number of occurrences in
any interval. The spreadsheet extract below shows the actual exceedance
observations from the South for different wave heights (from Table 9 of the RS-2
bid document) entered in the columns on the left. The output in the columns on the
right is the interpolation values. For example the spreadsheet output shows that the
number of waves having a height of 0.095 meters was 220094 and so on. The
spreadsheet output data from the columns on the right is what is entered in the
ftginp.* file.
Height Exceedance Height Exceedance Occurrence

1 0.000 1276045 1 0.095 1055951 220094
2 1.524 61704 2 0.286 723103 332849
3 3.048 3132 3 0.476 495172 227931
27. U4 4.572 167 4 0.667 339087 156084
s5 6.096 11 5 0.857 232203 106885
6 7.620 0 6 1.048 159010 73193
e7 9.144 0 7 1.238 108888 50122
8 10.668 0 8 1.429 74565 34323
9 12.192 0 9 1.619 51216 23349
E0 0.000 0 10 1.810 35285 15931
d0 0.000 0 11 2.000 24310 10976
0 0.000 0 12 2.191 16748 7562
i0 0.000 0 13 2.381 11539 5210
0 0.000 0 14 2.572 7950 3589
t0 0.000 0 15 2.762 5477 2473
>0 0.000 0 16 2.953 3773 1704
0 0.000 0 17 3.143 2608 1166
I0 0.000 0 18 3.334 1808 800
n0 0.000 0 19 3.524 1253 555
0 0.000 0 20 3.715 869 384
s0 0.000 0 21 3.905 602 266
e0 0.000 0 22 4.096 417 185
0 0.000 0 23 4.286 289 128
r0 0.000 0 24 4.477 201 89
0 0.000 0 25 4.667 141 60
t
0 0.000 0 26 4.858 100 41
27 5.048 71 29
28 5.239 51 21
L 29 5.429 36 15
i 30 5.620 26 10
31 5.810 18 7
n 32 6.001 13 5
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e>WVFREQ(Wave Frequency Interpolation)>Select to insert the wave occurrence

data determined above. Since we are entering data for the South direction, enter a
fatigue environment number of 1, the wave heights and occurrence data from step
26.
28. Repeat steps 23-27 to enter the remaining fatigue case combinations and wave
occurrence data.
29. The last card is EXTRAC HEAD AE card (Edit>Insert Line>EXTRAC HEAD
(Joint Extraction Head Line)>Select). Check Automatic Extraction and enter a
damage level cut off of 0.5 to extract joints which have a fatigue life of less than
50 years.
30. Now, in SACS Executive enter an appropriate label, click on Runfile

Wizard>Post>Fatigue Damage (under Post Processing). Label ensures that all the
output files in this analysis will have the same label. For ex. in the analysis below
will have a label oeg_fatigue (ex. ftgext.oeg_fatigue) aiding identification later.
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Label
31. Click on Start Wizard. Select the ftginp.* file created in the previous few steps,
click OK in the Analysis options window, select the saccsf.* file and click
Open
32. Click on Run to execute the fatigue analysis.
33. In SACS Executive, an ftgext.* has been created under output files. This is the
fatigue extraction file which stores results of the EXTRAC command specified in
the ftginp.* file. Recall we had specified that all joints having a fatigue life less
than 50 years were to be extracted. Double click on the ftgext.* file. This opens up
the file in the Interactive Fatigue module.
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34. In Interactive fatigue fatigue life of the joints failing is displayed. Using
Members>Details/Modify we can make changes in the Chord Thickness, or S-N
curve to be used (SCF/S-N>Select S-N) etc. to find the optimum change that has to
be made to a chord/brace to get a satisfactory fatigue life. The fatigue life due to
the change is displayed in the Interactive Fatigue window. Note down the specific
changes that need to be made for each failing joint. Open the ftginp.* file in
DataGen and enter the JNTOVR cards (Edit>Insert Line> JNTOVR (Joint
Override)>Select and enter the overrides.
NOTE: In the case of grouted joints, if the S-N curve needs to be changed, use the API X curve
with effective thickness option i.e. AXP option.
35. For example the extract below from the ftginp.* file for the RS-2 jacket represents
the overrides to the joints that were failing
*LEG JOINT
JNTOVR JB1 AXX 7.5
JNTOVR JB2 AXX 7.5
JNTOVR JB3 AXX 6.5
JNTOVR JB4 AXP 7.5
JNTOVR JF2 AXX 7.5
JNTOVR JF3 AXP 7.5
JNTOVR JF4 AXP 7.5
JNTOVR SK21 AXP 8.3
JNTOVR SK6 AXP 8.3
*
JNTOVR JE1 AXP 6.5
JNTOVR JE2 AXX 5.7
JNTOVR JF1 AXP 6.5
JNTOVR SK12 AXP 6.5
JNTOVR JD2 AXP 5.7
JNTOVR JE3 AXP 5.7
*CONDUCTOR GUIDES
JNTOVR CF19 AXP 3.6
JNTOVR CF20 AXP 3.6
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JNTOVR CF24 AXP 3.6

JNTOVR CF25 AXP 4.2
JNTOVR CF26 AXP 4.2
JNTOVR CF27 AXP 4.2
JNTOVR CF28 AXP 3.6
JNTOVR CF29 AXP 4.2
JNTOVR CF30 AXP 4.2
JNTOVR CF63 AXP 3.6
JNTOVR CF64 AXP 3.6
JNTOVR CF65 AXP 3.6
JNTOVR CF23 AXP 3.6
JNTOVR CF21 AXP 3.6
JNTOVR CF32 AXP 3.6
JNTOVR CF35 AXP 3.6
JNTOVR CF31 AXP 3.6
JNTOVR CF33 AXP 3.6
JNTOVR CF34 AXP 3.6
JNTOVR CF36 AXP 3.6
*GROUTED JOINTS
JNTOVR JB7 AXP MSH 8.3
JNTOVR SK9 AXP MSH 8.3
JNTOVR SK3 AXP MSH
*BRACES
JNTOVR J481 AXP 3.0
JNTOVR J482 AXP 2.3
JNTOVR SKB1 AXP 2.0
23. Run the Final ftginp file with the saccsf file till no joint has a service life less than
50years.
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24. The output files that are obtained from the run are the ftglst and the ftgext files.
1.0 SEISMIC ANALYSIS (BY THE SINGLE PILE ANALYSIS METHOD)

Seismic analysis is carried out examine the response of the structure to earthquakes.
Here the only dynamic force input is from ground motion as API recommends that
environmental loads need not be considered, except for still water effects of hydrostatic
pressure and buoyancy (static loads)1.
Reference Files: Z:\MECHANICAL ENGINEERING \ OEG \ OEG_SACS_Training
\SACS\RS-2 \seismic_2
The methodology followed for Seismic analysis using the single pile method is as
follows4:
a) All the vertical loads (dead weight, operational loads and live loads with appropriate
load contingency and reduction factors) are set up as load cases in the static analysis
input file for the structure which results in static stresses in the members. The effects
of buoyancy and hydrostatic pressure are also included in the static analysis.
b) A second input file will all the vertical loads (including contingency and reduction
factors) is prepared for dynamic analysis
c) Using DYNPAC the natural frequencies and mode shapes are extracted.
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d) Using the DYNAMIC RESPONSE program, the CQC responses of the structure due
to the component earthquakes along X, Y & Z directions and the resultant response
due to the 3 components is found out.
e) The static and dynamic (seismic) stresses are combined to get the total stresses in the
members. 4 different load cases are generated that represent 4 possible combinations
of static and seismic response. The first 2 cases are the member check due to tension
and compression in the members with a seismic load factor of 1.0. The next 2
response combinations are for the joint check due to tension and compression in the
members with a load factor of 2.0
f) The members and the joints are then subjected to code checks by use of POST and
JOINT CAN modules of SACS.
The detailed procedure is outlined below.
1. Create 5 directories under seismic analysis folder Static, Pile, NatFreq, Earthqk
and Post.
2. The first step is to estimate the natural frequencies and mode shapes of the
structure accounting for the non-linear pile soil interaction. For this we have to run
a single pile analysis to estimate equivalent pile stub lengths. The detailed
procedure of the single pile analysis is outlined in section 3.0
3. In the Static folder, run a Linear Static analysis with PSI option for the In-place
model (steps 1 through 11 of section 3.0). From the psilst file obtain the max.
axial, lateral forces and moment for any pile group and the axial displacement from
operating storm load cases only. For example, the psilist.earthqk_1 file in the Static
folder at the reference location mentioned above lists the following results for the 4
pilehead joints. Note that only the cases giving the maximum lateral forces have
been listed below
Pile Jt. L.C Axial(KN) Lateral B.M daxial
JB5 J206 -17895.07 1591.75 9844.5 2.35
JB8 J204 -18068.19 1565.89 9663.0 2.38
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JB37 J204 8952.04 1957.07 10454.3 -0.88

JB7 J206 8732.56 1965.69 10458.7 -0.85
4. In the Pile folder, Make a copy of the psiinp.* file and rename it as pilinp.*. Carry
out the remaining steps (12 through 23) of Section 3.0. For the RS-2 jacket two
piles (JB37 and JB7) use Soil Table 1 and the remaining two (JB5 and JB8) use
Soil Table 2 for psi. Hence two pilinp.* files have been created in the Pile folder
viz. pilinp.rs2_sol1 and pilinp.rs2_sol2. If both soil tables are provided in the same
file then during the single pile analysis make sure that the table not being used is
commented to avoid a SACS error.
5. The pillst.jb5, pillst.jb8, pillst.jb37 and pillst.jb7 files in the Pile folder list the
required pile stub dimensions for the 4 piles.
Pile Joint to Joint Length(cm) Axial Offset(cm)
JB5 1506.826 133.784
JB8 1501.829 131.364
JB37 1549.35 146.895
JB7 1513.053 182.0.38
6. Update the Inplace model by removing the pile group members and pilehead joints
and adding the pile stubs to it. Also paste the pile stub section property line to the
input file. (Refer to Section 4.0 on modal analysis for procedural details).
7. Copy the input (sacinp) file to the NatFreq folder.Make all corner nodes of the
various levels as 222000 thereby specifying them as retained degrees of freedom.
Delete all load cases except one combination for operating loads with suitable
contingencies. This load case should not contain any environmental load data.
Name it SLE or DLE for Strength Level and Ductility Level Earthquake runs
respectively. Include DYM option in LDOPT card and DY in LCSEL card. In case
of the RS-2 jacket this Load combination has been given a 601 label at the end of
the sacinp.* file.
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8. Create a dyninp.* file (as specified in Section 4.0) with the number of mode shapes
to be extracted. Specify SA option in DYNOPT card and run a Dynpac analysis.
Open the output file (dynlst.*) and check the period and total mass participation
factors. For example the output frequencies for the first 10 modes of the RS-2
jacket with equivalent pile stubs modelled are
MODE FREQ.(CPS) GEN. MASS EIGENVALUE PERIOD(SECS)

1 0.487909 2.0375832E+03 1.0640532E-01 2.0495643
2 0.594632 1.1043473E+03 7.1638032E-02 1.6817123
3 0.848458 5.5122671E+02 3.5186813E-02 1.1786092
4 0.983272 2.5653819E+03 2.6199514E-02 1.0170130
5 1.080732 2.9881244E+03 2.1687239E-02 0.9252988
6 1.324675 7.2876359E+02 1.4435157E-02 0.7549021
7 1.985413 2.0073924E+02 6.4259662E-03 0.5036735
8 2.045198 4.1118429E+03 6.0557740E-03 0.4889503
9 2.446901 6.2300432E+01 4.2306521E-03 0.4086801
10 2.631432 2.8111308E+02 3.6581037E-03 0.3800213
9. Copy the updated input file (in the Static folder this updated sacinp file has been
named sacinp.earthqk1) generated in Step 7 above to the Static folder. Add LCSEL
card with load case SLE or DLE (in sacinp.earthqk1 this load case has been
labelled 601) and specify CMB option in the LDOPT card. Run a Linear static
analysis. Note that the model file contains the pile stubs. Therefore PSI is not
carried out. The run is a simple Linear Static analysis. A common solution file
saccsf.* file will be created. This step will induce stresses in the members due to
static conditions.
10. The next step is to run a response analysis to estimate behavior of the structure to
the forced external excitation due to the earthquake loading. Copy the updated
model, the dynmas and dynmod files generated in Step 8 (from the Natfreq
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folder) above to the Earthqk directory. Also copy the saccsf.* file generated in
Step 9 above to the Earthqk directory.
11. Create a dyrinp.* file (Data File>Create New Data File>Dynam>Spectral

Earthquake>Fatigue>Select). Choose SPEC as the Analysis option, specify the
number of modes to be included, the vertical co-ordinate as +Z and the mudline
elevation. Click Next.
12. In the Structural Damping card enter an overal modal damping of 5%. In the
Simulated Earthquake Output loads card specify Load Type as BS (Base Shear)
and Both under the reverse option. Under the Static plus Dynamic Spectral
Combination enter Element Check and Joint Check load case factors of 1.0 and 2.0
respectively. Also specify the SLE load case (in RS-2 this is labelled 601) with a
factor of 1.0.
13. Check the General Spectral Response Analysis in the Analysis Type. In the
Spectral load card specify the Spectrum Source as CARD, Spectrum Type as R,
Spectrum form as ACEL, Damping Type as SDO, Modal Combination type as
CQC. Under Joint Print specify A, V and D respectively for the 1st, 2nd and 3rd Joint
Data Print Option.
14. The Response factor is 0.06, and directionality factors of 1.0,1.0 and 0.5 in the X,
Y and Z directions respectively. In the Spectral Response Header, enter Number of
Damping values as 1. Next we have to specify the Spectral Response Graph. This
is obtained from IS1893 and is reproduced below. In the Spectral Response
Function card enter 12 as the number of periods (meaning 12 values will be
entered) with a damping ratio of 5%. Then continue entering the Period and
Response value from the IS1893 graph depending upon the type of Soil until
DataGen generates an END card. Save this file.
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15. In SACS Executive click Dyn and select Earthquake under Dynamic
Analysis.Run an earthquake analysis with the above files and generate the dyrcsf
file.
16. In the dyrlst.* file check the max. axial, lateral forces and moment under the
CQC SUMMATION FROM ALL DIRECTIONS column in the dyrlst file.
17. These should be compared with the values added in Step 4. In case it is different,
update the pilinp file with these values.
18. Repeat steps 4 to 17 till the values converge to a reasonable limit.

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19. Create a pstinp file in the Post folder. Select Load Case 1 and 2 only i.e.,
{Earthquake + Static (Tension)} and {Earthquake + Static (Compression)} with a
AMOD of 1.7 on the allowables.
20. Perform Element Code check and generate a Postvue Database file using the
dyrcsf file generated in Step 11 above.
Create a jcninp file with AMOD as 1.7 for Load Cases 3 and 4 only i.e., {Earthquake +
Static (Tension)} and {Earthquake + Static (Compression)} for joint check case. Run Joint
Can analysis.
6.0 MODAL ANALYSIS
Modal analysis is carried out to determine the various mode shapes of the platform.
Recall the equation of motion
M&x& + Cx& + Kx = P(t )
where M represents the structural mass, C the structural damping, K the structural
stiffness and P(t) the external forcing function. If the structure has n degrees of freedom,
then it has n natural frequencies. Free vibration at one of these natural frequencies
results in a particular relationship between the amplitudes and phases of the n d.o.fs.
This shape of vibration is called a normal mode. Generally, free vibration will result in
all the normal mode vibrations occurring simultaneously. Forced vibration will result in
large oscillations when the forcing frequency equals any natural frequency3.
Free vibration implies that the external forcing function be set to zero, in other words, it
means that the structure is displaced from its normal equilibrium position and released
so that it oscillates. At this stage we also set the damping to zero and essentially solve
the equation
M&x& + Kx = 0
What this means for our modal analysis is that only those loads which are of a
permanent nature (ex. Dead loads etc) be retained and all those loads which vary with
time be removed from the sacinp.* file. The steps are outlined below and reference is
made to the Bunduq Platform sacinp.* file located in the following folder
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(Z:\MECHANICAL ENGINEERING \ OEG \ JB's Data\Disc4 Offshore \ Bunduq

(Part 3) \ VA SACS Analysis\Rev 5 (For Report)): -
1. Make a copy of the sacinp file and rename it. In case of the Bunduq platform in the
above folder, this file has been named sacinp.dyn.gip_va. This copy will be the
sacinp file to be used for modal analysis. Make the following changes in the new
sacinp.* file by opening it in DataGen. Right click and Modify LDOPT line.
Change the Seastate Analysis Option from NSM to DYN.
2. For the modal analysis we do not use the full model. Instead we specify a few joints
as having master or retained degrees of freedom. The other joints will be
automatically treated as having slave degrees of freedom. Normally the corner
joints of the jacket and deck are specified as retained DOFS. By doing this during
the solution process the slave degrees of freedom will be statically condensed out
and a solution obtained for the retained d.o.fs only thus speeding up the solution.
3. The retained d.o.fs can be specified in two ways. One way is to open the sacinp.*
file in Precede, click on Joint>Details/Modify and then double click on the corner
joints of the jacket and deck and then specify the fixity as 222000. The other way is
to open the sacinp.* file in DataGen, go to the joints which are to be specified as
having retained d.o.fs, right click and modify the Joint fixity to 222000.
4. Retain only permanent loads on the structure. Remove all other Load Data. Convert
all NGDL weights from Buoyant weights to Dry Weights.
5. As mentioned above to carry out a modal analysis we apply only the permanent
loads. Delete all the LCSEL cards. Keep only one LCSEL card which selects only
one load combination of these permanent loads. For example, for the Bunduq
platform this load combination has been named DLE. Also note that in the LCSEL
card under Function select DYNA instead of ALL or STND.
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6. At the end of the sacinp.* file DLE is defined as a combination of the permanent
loads as shown below
LCOMB
LCOMB DLE 1 1.100 2 1.120 3 1.120 5 1.100 6 1.150 7 1.100
LCOMB DLE 8 1.000 9 1.000 100.8250 110.8625 120.8250 130.8250
LCOMB DLE 160.8250
7. Before running the modal analysis we need to account for pile-soil interaction. This
is important because the soil is not rigid and hence its effect is to increase the
natural time period of the jacket structure.
8. To account for PSI we have to run a single pile analysis. The procedure to do so is
outlined in section 3.0. The output of this procedure is a pillst.* file which gives the
equivalent pile stub joint to joint length, axial offset and cross section details.
9. Open the pillst.* file and search for the string Stub Properties. The pile stub
length and axial offset required are reported under as Joint to Joint Length and
Axial Offset. To find the pile cross sectional properties search for the string
(using F2) Sect Pilstub. For example, the file pillst.single_pile in the same folder
lists the cross section properties of the pile associated to pilehead joint 099P as
shown below
SECT PILSTUB PRI395.99880690.0880690.0880690.0 10.0 10.0
10. Copy this line from the pillst.* file and paste it in the sacinp.* file as a section
definition. In the file sacinp.dyn.gip_va this section has been added just before the
groups have been defined. Note that the cross sectional properties defined by the
SECT PILSTUB card are slightly different from the properties obtained from the
pillst.single_pile file. This difference may have arisen because KPGIs single pile
analysis used deflection as a criteria while we use force as the criteria during
step 18 of the single pile analysis procedure. Save and close the sacinp.* file before
the next step.
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11. Also define a group which uses the section properties of the pilestub. For example
in the sacinp.dyn.gip_va file this GRUP card is as shown below
GRUP PL2 PILSTUB 20.00 8.0024.80 1 1.001.00 N 7.849
12. There is one final step before doing modal analysis. This is to add the equivalent
pile stubs having the length and cross sectional properties obtained from the single
pile analysis.
13. To understand the addition to be made, open the sacinp.sta.gip_va in Precede. This
is the sacinp.* file that has been used to carry out the single pile analysis. The
PileHead joints are labelled 001P, 009P, 019P, 081P,089P and 009P. The Precede
view in the screen shot below has been obtained using Display>Plane>3 Joints and
selecting 3 joints on the front face of the model. Then use Joint>Find and enter
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001P to find the first pilehead joint. In the view below joint 001P appears circled.
14. Click Joint>Details/Modify and double click on joint 001P. Note that the Fixity for
this joint has been specified as PILEHD.
15. Open the sacinp.* file to be used for modal analysis in Precede. Click
Joint>Details/Modify and double click on the PileHead joints one at a time and
delete the PILEHD specification under Fixity. For example, open
sacinp.dyn.gip_va in Precede and see that the fixity of the pilehead joints has now
been changed from PILEHD and now they function as any other regular joint.
16. Now create the equivalent pilestubs. Click on Joint>Add>Relative. In the pop-up
window click in the space in front of the Reference Joint and then double click on
one of the PileHead joints. Enter the distance noted for the member Joint to Joint
length from the single pile analysis with a negative value so that the new joint is
created below the pilehead joint. For example in the sacinp.dyn.gip_va joint R564
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has been created relative to the original Pilehead joint 001P by a distance of -3.218
m. This distance has been taken from the pillst.gip_va file as the Joint to Joint
Length for the pile associated with PileHead Joint 001P after the single pile
analysis has been run.
17. Use Joint>Details/Modify and specify the fixity at the new joint created as
111111 creating complete fixity.
18. Next use Member>Add and add a member between the new joint created and the
pilehead joint. For the Group Label scroll down the drop down list and select the
group label created in step 11 (in the sacinp.dyn.gip_va file the new group created
was labelled PL2). Once this new member has been created we have to specify the
axial offset. Use Member>Details/Modify and double click on the new member. In
the Offset type use Local. While creating the member if the new joint has been
picked first then it is Joint A for this member while the pilehead joint is Joint B. In
the sacinp.dyn.gip_va file the axial offset of 30.1 cm has been specified at the
pilehead joint i.e. at Joint B. Click Apply to accept.
19. Now repeat steps 16 through 18 of this section to create the remaining equivalent
pilestubs. Save and close Precede. This completes modification of the SACS model
file to account for the non-linear pile soil interaction.
20. Next, in SACS Executive use Data File>Create New Data

File>OK>Dynam>Dynpac>Select to create a dyninp.* file. A title may be entered.
Click Next to go to the DYNPAC options. Use +Z as the vertical coordinate. MN
as the Units, the number of modes to be extracted (in the dyninp.dyn.gip_va file
this has been specified as 160), Structural density as 7.85 MT/m3. Ignore the other
options. Under the Mass tab select Cons under the Mass Calculation and SA
under the Masses from SACS loads options. Specify -Z as the SACS loads
direction for masses Click OK and continue clicking Next until an END
statement is created as the last line of the dyninp.* file. Save and close this file.
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21. In SACS Executive click on Dyn. The default analysis option is Extract Mode
Shapes. Start the analysis and pick the modified sacinp and the dyninp file under
the Mode Shape tab. Under the Postvue tab check the Create Postvue DB in
case a visualization of the mode shapes is required. Run the analysis.
22. The output of the analysis is the dynlst file. This file lists the modal frequencies and
mass participation factors. Scroll down to the end of the file to ensure that the
cumulative mass participation factor is at least 95%. In the dynlst.gip_va file note
that for the 160th mode the cumulative mass participation factor has exceeded 95%
so we are fine.
** MASS PARTICIPATION FACTORS ** ** CUMULATIVE FACTORS **

MODE X Y Z X Y Z
160 0.0000007 0.0000026 0.0008027 1.002432 1.001249 0.959747
23. To view the mode shapes, double click on Postvue in SACS Executive. This opens
up the modal analysis results in Postvue. To animate the mode shape click
Display>Shape. In the Deflected Shape Display Options window, check Animation
of shape and click OK
24. The default mode shape displayed is for mode 1 along with modal frequency. To
view other mode shapes click Load>Display Single LC and then enter the mode
number to be displayed. Alternatively click Load>Display next LC in List. This
will display the next mode and so on.
25. This concludes the modal analysis.

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2.0 VIBRATION ANALYSIS
1. The steps 1 to 9 specified in the Seismic Analysis section 5.0 above have to be first
performed in the vibration analysis run.
2. Note : Retain relevant degrees of freedom including nodes present on equipment.
3. Create a dyrinp file and specify the run speeds of the reciprocating machines in the
RSPEED card. Change the number of modes in the ENGVB card. Specify the
unbalanced force and moments acting at various joints of the structure using the
UNBAL card. The damping factor is 2% .
4. Run a dynamic response analysis using the dyrinp and the dynmas and dynmod
files generated from the modal analysis steps.
5. Check the displacement levels in the joints versus the allowable specified in the
dyrinp file.
6. In case the displacement is more than the specified value for some joint provide
minor plate stiffening in the sacinp file and re-run all steps.
7. Make sure that enough mode shapes are extracted to cover the engine running
speeds by 10% extra at least so that any resonance is picked up in the analysis.
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3.0 LIFT ANALYSIS (OFFSHORE AND ONSHORE)
Lifting is a necessary operation for offshore structures. For example a Module which
has been fabricated in the yard rests on its legpots. Before it can be loaded out onto the
barge, loadout beams must be inserted between the module and the legpots. For this
purpose the module has to be lifted by a crane and the load out beams introduced in
between. In the offshore scenario the deck has to be lifted by the offshore crane and
placed on the jacket.
\SACS\RS-2 \Lift
The difference between Offshore and Onshore lifts lies only in the DAFs provided
and the absence of rigging platform loads in the Onshore lift.
The DAFs are as follows:
Onshore Lift Offshore

Lift
For Padeye 1.5 2

and Padeye
Connected
members
For all 1.15 1.35
Other
members
1) Create a copy of the sacinp file and rename it.
2) Remove all deck members (for a jacket lift) by opening the sacinp.* file in Precede
and using Joint>Delete and Member>Delete. Rotate the model such that the jacket
is lying flat on the face with no batter. This is done by using
Joint>Translate/Rotate>General and rotating about the appropriate axis to obtain
the correct orientation. .
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3) Delete the Boat Landing, Riser Guard, risers and all conductors except the
preinstalled curved conductors.
4) Remove all the fixities at the end of conductors (Joint>Details/Modify. Enter fixity
of joint as 000000.
5) Remove all the loads except dead load and specific NGDLs. Change the buoyant
weights to dry weights. Add the rigging loads in case of offshore lift.
6) In the actual lift calculations are done to ensure that the hook point lies directly
above the COG of the structure. The first step is therefore to identify the COG of
the structure under the lift condition. In the sacinp.* file create a load case DJMX
which combines the computer generated structural dead load, the non-generated
dead load, the riser and clamp loads and the curved conductor elastic forces.
7) Run a seastate analysis (SACS Executive>Utils>Sea state Analysis) to determine

the COG of the structure for the load case DJMX.
8) Add a lift point, slings depending upon the position of COG and trunnion
members. The thumb rule is that the angle that the slings make with the horizontal
should roughly be 60. For the jacket the slings generally attach to trunnions on the
3rd and 4th bay. The correct lift point will be given by the Installation contractor at
a later stage of the project.
9) Create two coincident joints at the lift point. A fixity of 110111 is given to one
node and a fixity of 111111 is given to the other node. The total lift weight is lets
say W. If 50% of the lift weight i.e. W/2 is applied at the joint with the 110111
fixity then by equilibrium the load carried by the other joint ( with 111111 fixity)
will be W/2. If this is done then all 4 slings will carry equal weight and this
represents what is termed as a 50:50 lift.
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10) In some cases due to sling length inaccuracies it is possible that the slings do not
carry an equal amount of weight. Hence we also have to analyse the structure for
the condition where one pair of diagonally opposite pair of slings carries 75% of
the weight with the other diagonally opposite pair carrying the balance 25% of the
weight. This is is termed as a 75:25 lift.
11) The slings are given a tension only property.
12) Attach one pair of diagonally opposite slings to one node and the other pair of
slings to the other node.
13) As modelled, SACS will not be able to solve the static problem. This is because in
case there is even a slight difference in the x and y co-ordinates of the hook point
with respect to the structure COG then the corresponding moment arm created by
the reaction force on the hook point may cause the structure to have large
displacements (i.e. it may cause the jacket/module to swing/twist about. To prevent
this add springs at 2 diagonally opposite ends to avoid the rotation of the jacket
like a pendulum.
14) Springs will be such that one has stiffness in X & Y and other has stiffness only in
Y direction. Spring stiffness = 1 x 10^(4) kN/m
15) Run a Linear Static Analysis to obtain the reaction in the springs. The reactions at
the springs should be very less i.e. less than 10kN. Also note the total vertical
reaction at the hook point. This value will be used to create the 50:50 lift and the
75:25 lift conditions.
16) Now, the following changes are made in the sacinp file:
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(a) In the LCSEL card only load cases which are to lifted are specified, i.e.
the NGDLs and dead loads, curved conductor elastic forces, risers and clamp
loads, rigging loads etc.
(b) Create a LCOMB DJMX which includes the factors for all the load cases
specified above.
LCOMB
LCOMB DJMX 1 1.030 2C 1.133 6A 1.000 4 1.080 3 1.000
(c) Create load conditions say LOADCN 91 representing half the self
weight. This is done by using the reaction obtained at the hook point from the
first linear static run This load is applied at the hook point joint which has a
fixity of 110111. This creates the 50:50 load case. Similarly create LOADCNs
92 and 93 representing a 75:25 lift and a 25:75 lift. The extract below is for
these load cases.
LOADCN 91
LOADLB 91 50-50 DISTRIBUTION
LOAD 9998 8850.00 GLOB JOIN 50-50
LOADCN 92
LOAD 9998 13275.0 GLOB JOIN 75-25
LOADCN 93
LOAD 9998 4425.00 GLOB JOIN 25-75
(d) The next step is to create load combinations between DJMX and load
case 90 along with the appropriate DAF for offshore and onshore lifts. For ex.
for an offshore lift:
LCOMB 101 DJMX 1.350 91 1.350

LCOMB 102 DJMX 2.000 91 2.000
LCOMB 103 DJMX 1.350 92 1.350
LCOMB 104 DJMX 1.350 93 1.350
17) Create a jcninp.* file as mentioned in the Inplace analysis. Note that in this jcninp
file in the LCSEL card only the 50-50 case is entered as the other cases are not
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mentioned in the API code. The following is an extract from a jcninp.* file used
for the RS-2 jacket.
JCNOPT API MN 5.1100.00B2 C NID MAMX PT PT

TCHORD SK8610.0 SK8710.0 JE310.0 JE410.0
LCSEL IN 102
JSLC SK86 JE4 JE3SK87
RELIEF
END
Here LCSEL IN 102 represents the 50:50 lift with check carried out with the
DAFs for padeye connected members.
18) Run a linear Static Analysis. In PSVDB Reports Joints Reactions, check
that the reactions in the springs are small (<10KN).
19) Note that since the Joint can check is carried out using load case 102 which uses
the DAFs for padeye connected members, it is possible that some members
showing failure may be members that are not connected to padeyes. Check if these
members are failing with the lower DAF of 1.35 for non-padeye connected
members.
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4.0 TRAILER LOAD-OUT ANALYSIS
1. Copy the Lift analysis model and paste the sacinp.* file in the Loadout folder.
Open this model in Precede. Remove slings and add load-out beams between the
legpots. Ensure that the load out beam is provided offsets at its ends so that it
correctly represents its actual length between the two legpots and not the length
between the centerlines of the leg pots.
2. The load out is done with the help of trailers. Under the weight of the structure the
soil under the trailers in contact with the tyres is displaced. Hence these trailer
support locations can be represented with the help of springs. These springs are
added to the model at points falling on the central longitudinal axis of the trailers.
3. The stiffness of the springs representing the trailers is calculated based on the Sub-
grade modulus of soil (subgrade modulus of soil at Hazira Yard =20kg/cm2), the
number of tyres in contact (or taking the load) and the tyre contact area per tyre
(which is usually taken as 0.2x0.3m2). A sample calculation is shown below.
Width: 2.43 m
No. of tyres per axle: 8
Capacity per axle: 25T/axle
Contact area of one tyre: 0.2 x 0.3 m2
Subgrade modulus of soil: 20kg/cm3
Maximum reaction at trailer support location: 81.3 T (This reaction can be
obtained by fixing the points where we intend to add the trailer springs, running a
linear static analysis and computing maximum the reaction).
No. of axles required to share the load below load out beam: 81.3/25 = 4
Total no. of tyres carrying this load: 8 x 4 = 32
Total area of tyre =0.2 x 0.3 x 32 = 1.92 m2
Spring stiffness: 1.92 x 20 x 10 3 = 38400 kg/mm
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Stiffness in X and Z direction (10%)= 3840 kg/mm
4. Apply 10% lateral load in the direction of movement. Apply concentrated loads at
the end of the load out beam to consider the leg pots acting at the ends.
5. Create load cases to account for loss of support conditions by providing support
displacements below each trailer location turn by turn.
6. Run a Linear Static analysis and check the output to make sure that the lateral
spring reactions are small.
7. Provide stub bracings back to the leg in case of failures. Also make sure that offsets
are added to the load-out beam before checking the UC ratios.
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SEA TRANSPORTATION ANALYSIS
Once the jacket/deck has been fabricated and loaded on to the barge it is ready for
transportation to the offshore site. During this transportation the barge and
consequently is subjected to rolling (rotation about the barge longitudinal axis),
pitching (rotation about the barge transverse axis) and heaving (movement in the
direction of the vertical). To prevent movement of the cargo during transportation sea
fastening is employed. The sea fasteners are generally tubular sections. A
transportation analysis is carried out to check adequacy of structural members and sea
fasteners subjected to gravity and inertial forces during the transportation process.
\SACS\RS-2 \Tow
1. The sea fastening is designed to resist only the environmental loads during the
transportation phase. Hence the transportation analysis has to be performed in two
stages.
2. The first analysis considers the structural dead weight alone in the configuration
obtained at the end of the load-out operation. Here the structure stands on the barge
in a specified position on its legpots (which are pinned for this analysis).
3. The second analysis considers only environmental loads with all the seafastening
members and legpots pinned. The results of the two analyses are then combined
prior to members and joint checking.
4. To carry out the first analysis, open the sacinp.* file and rename it sacinp.static.
5. The SACS model file for the inplace analysis of the jacket would have been created
with the jacket in the vertical standing position as it would be in the in-place onsite
condition. However the jacket will be transported in a horizontal position with the
face without the batter towards the barge deck and supported on legpots and
fastened with seafasteners. Additionally note that the inplace file contains parts of
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the structure that will not be transported along with the jacket viz. deck, boat
landing, risers and straight conductors.
6. The first step is therefore to remove the deck, boat landing, risers and straight
conductors from the inplace model. Given the difficulty of welding the curved
conductors at the offshore location these are not removed from the jacket but are
transported along with the jacket.
7. The next step is to rotate the model so that the correct face (the one without the
batter) is at the bottom. This rotation is achieved by opening the sacinp.static file in
Precede, clicking on Joint>Translate/Rotate>General. For the RS-2 jacket a 270
about the Y axis will result in the batterless North face being the face closest to the
barge which is what we want. Click on the Rotation axis as the Y axis and enter a
rotation of 270.
8. The next step is to add sea fastener members in the load-out model at appropriate
locations based on the cargo layout on the barge. Normally 3 fasteners are provided
per leg and at any point of time any 2 fasteners must be active in pitch and any two
in roll.
9. To add the sea fastener members create joints using Joint>Add>Relative. Then
create a member using Member>Add. Seafasteners are generally tubulars. The
section dimensions are normally known from past project experience.
10. By using Members>Details/Modify section properties are assigned to the

seafasteners. For example in the RS-2 jacket sea fasteners with an OD of 60.0 cm
and a wall thickness of 1.2 have been used.
11. The first run represents the condition where the structure is standing on its leg pots
on the barge and take up the entire structural weight. Hence these are pinned.
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12. This is done by clicking Joint>Details/Modify, clicking on the joint which connects
to the barge and specifying a pinned connection at this joint by providing a Joint
Fixity of 111000.
13. Sea fasteners, even if welded on to the structure, must not take up any dead load
and hence the joints at which they connect to the barge are not provided with any
fixity.
14. Combine all the gravity loads into a single load case, for ex. GRAV by using the
LCOMB card at the end of the load definitions.
15. Use an LCSEL card immediately after the OPTIONS card in the sacinp.static file
to select this load combination.
16. Also make sure the LDOPT line has a CMB i.e. combine option specified.
17. In SACS Executive run a linear static analysis for GRAV dead load case only. This
will generate a saccsf.static file which will be used subsequently. This run
concludes the first step of the transportation analysis.
18. For the second stage copy the sacinp.static file, paste it in the same folder and
rename this file as sacinp.inertia. Open this file in Datagen, remove the CMB
option from the LDOPT line and also remove the LCSEL card which was used for
the gravity run.
19. The sacinp.inertia file will be used for the second stage of the transportation
analysis in which the sea-fasteners will also come into play to resist the
environmental forces.
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20. To do this open the sacinp.inertia file in Precede, click on Joint>Details/Modify,

select those sea fastener joints which connect to the barge and modify their fixity
so as to make them pinned connections (i.e. specify joint fixity as 111000).
21. The next step is to specify the accelerations that the barge will be subjected to.
These accelerations cause the inertial loading of the structural members as well as
the seafasteners.
22. In the absence of any bid data on barge accelerations, transportation loads may be
evaluated based on the criteria published by Noble Denton in their report General
Guidelines for Marine Transportations. The figure below specifies these critera
along with a picture showing the different motions of a floating vessel. Note that in
the figure below the heave axis is positive down.
23. Before understanding how to input the correct accelerations in SACS let us first
understand the type of accelerations that will be imposed on the cargo in the Barge
co-ordinate system as shown in the figure above.
24. The figure below is an illustration of how to compute accelerations due to the roll,
pitch and heave motions. Note that in these figures the roll axis is the longitudinal
X axis and it goes into the plane of the paper (implying that we are viewing it from
the aft portion to fore potion of the barge; the heave axis is the Z axis and is
positive down and the sway axis (Y) to the right. The barge can have the following
motions Roll Heave and Pitch Heave.
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25. Let us first consider a positive roll of 20 about the X axis and a heave downwards
of 0.2g i.e. a positive heave in the barge co-ordinate system.
26. In stillwater acceleration due to gravity is 1.0g down. If the barge were to have a
downward heave of 0.2g then the total acceleration on the cargo is 1.2g down. In
addition if the barge rolls 20, then the 1.2g acceleration down creates a component
1.2gcos(20) = 1.128g in the downward direction and a 1.2gsin(20) = 0.410g to
the right.
27. Now recall that we are doing a two stage analysis. One for gravity and one for
environmental loading alone. If we consider the heave direction then the gravity
case would have already imposed a loading of 1.0g. This means the positive roll
and heave downwards is causing an additional 0.128g DOWNWARDS so that
when the gravity and inertia runs are combined the total acceleration applied to the
structure in the downward direction would be 1.128g and in the sway direction
would be 0.410g.
28. Next, let us consider a positive roll of 20 about the X axis and a heave upwards of
0.2g i.e. a negative heave in the barge co-ordinate system.
29. In stillwater acceleration due to gravity is 1.0g down. If the barge were to have a
upward heave of 0.2g then the total acceleration on the cargo is 0.8g down. In
addition if the barge rolls 20, then the 0.8g acceleration down creates a component
0.8gcos(20) = 0.752g in the downward direction and a 0.8gsin(20) = 0.274g to
the right.
30. Again, since we are doing a two stage analysis then in the heave direction the
gravity case would have already imposed a loading of 1.0g. This means the
positive roll and heave downwards is causing an additional -0.248g UPWARDS so
that when the gravity and inertia runs are combined the total acceleration applied to
the structure in the downward direction would be 0.752g and in the sway direction
would be 0.274g.
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31. Similar computations are carried out for the translational accelerations.
32. The roll and pitch motions also cause angular accelerations. For example a 20 roll
with a period of 10 seconds will cause a angular acceleration of (2 T ) , (where
2
T = roll period, = roll angle) i.e. 7.896 deg/s2. A similar computation is done for
the angular acceleration due to pitching.
33. Now that we have understood the computation of the translational and angular
accelerations we proceed to creating the file necessary to specify these values and
carry out a tow analysis.
34. The file mentioned above is called a towinp file. In SACS Executive use
DataFile>Create New data file>Model>Tow>Select to start creating this towinp
file.
35. Note that the acceleration computed above are at the barge center of rotation
(COR). The COG of the cargo placed on the barge will, in general, not match with
this COR. Hence we have to first specify where the cargo is placed on the barge
w.r.t COR. In the Tow Analysis Option window, enter the distance (in terms of x,
y and z distances) of the barge COR to the SACS origin and not the structure COG.
SACS will calculate resultant inertial forces at the structure COG. Click finish.
36. The next step is to specify the roll, sway and heave axes. By default the SACS X
axis will be the roll axis, the SACS Y axis will be the sway axis and the SACS Z
axis will be the heave axes. Right click>Modify on the TOWOPT line and enter the
correct roll, sway and heave axes.
37. Note that the translational accelerations computed above are for the barge co-
ordinate system where the heave axis is positive down. We have to make sure that
the correct accelerations are imposed for each type of motion.
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38. In case any load factors have to be provided they can be done in the next line. Use
Edit>Insert Line>LCFAC(Tow Load Case Factor/Selection)>Select. Enter the load
case labels and the relevant factors. For example in the RS-2 jacket the non-
generated structural load (load 2C) and riser/clamp loads (load 4) are provided with
a factor of 1.13 to reflect a mill tolerance and contingency of 13%. The other two
loads i.e. computer generated structural dead load (load 1) and curved conductor
elastic forces (load 6) are provided with a load factor of 1.00.
39. The load cases resulting from barge motion that we will consider for transportation
analysis are: 4 load cases from (Roll Heave) and 4 from (Pitch Heave).In
the subsequent steps we will designate these load cases with the labels : +R+H, +R-
H,-R+H, -R-H, +P+H, +P-H, -P+H, -P-H. These labels will be used in a subsequent
combine analysis.
40. Next we specify the accelerations computed for the given roll, pitch and heave
motions. SACS uses these acceleration values to impose inertial loads (i.e.
DAlemberts forces). Before we do this, let us first understand the concept of a
DAlemberts force in dynamic analysis.
Recall from dynamic analysis methods that to account for accelerations we impose
a DAlembert force in a direction opposite to motion as shown in the figures
below.
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Here the mass m moves by a displacement u under the action of external force
p(t). z(t) represents possible base movement in addition to displacement of the
mass m. Equilibrium is achieved between the external force with the help of the
spring force (fs), damping force (fd) and most importantly the DAlembert inertial
force ( mu&& ). This DAlembert force acts in a direction opposite to motion.
41. In step 27, we computed that a positive roll of 20 and 0.2g heave downwards
result in an additional 0.128g DOWNWARDS so that when the gravity and inertia
runs are combined the total acceleration applied to the structure in the downward
direction would be 1.128g and in the sway direction would be 0.410g. Given that
a) we are using the SACS positive Z axis as our heave axis
b) SACS converts specified accelerations into DAlemberts inertial forces in the
opposite direction
we need to specify the accelerations in SACS correctly so that the roll of 20 and
0.2g heave downwards will cause resultant downward acceleration of 1.128g and
an acceleration of 0.410g in the sway direction.
42. Hence if we specify a 0.128g acceleration in the SACS heave (+Z) direction which
points upwards, SACS will convert this acceleration into a DAlembert inertial
force downward (i.e. a 0.128g in the downward SACS Z direction) and when this
is combined with the 1.0g from the gravity run, we will get a resultant downward
acceleration of 1.128g on the structure.
43. Also notice that the SACS Y axis which we are using as our sway axis is in the
opposite direction to the barge sway axis. We computed a 0.410g acceleration
acting in the sway direction. If we apply a 0.410g acceleration in the SACS +Y
direction then SACS will convert this acceleration into a DAlembert inertial force
so that it is applied on the structure consistent with the direction in which it should
act for a a positive roll of 20 and 0.2g heave downwards
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44. The angular acceleration for a 20 roll with a period of 10 seconds was computed
to be 7.896 deg/s2. Let us understand the sign to be input for this angular
acceleration.
45. As the barge moves from its mean roll position to its extreme rolled position it
moves from a finite angular velocity at mean position to a zero angular velocity at
the extreme rolled position. This means it undergoes a negative angular
acceleration. If this angular acceleration were positive, then the angular velocity of
the barge in the rolled position would be higher than that in the mean position.
Since it is not it only means that the barge is decelerating. Hence a positive roll
about the roll (X) axis will cause a negative angular acceleration about the X axis.
i.e. a postive 20 roll with a period of 10 seconds will cause an angular acceleration
of -7.896 deg/s2 about the SACS X axis.
46. During a negative roll, the barge is still decelerating from its mean position to the
other rolled position. However this deceleration is in the opposite direction (i.e. it is
a deceleration about the X axis) when compared to the positive roll deceleration.
This is nothing but a positive acceleration about the X axis. Hence a negative roll
about the roll (X) axis will cause a positive angular acceleration about the X axis.
i.e. a postive 20 roll with a period of 10 seconds will cause an angular acceleration
of 7.896 deg/s2 about the SACS X axis.
47. The translational and angular accelerations for the remaining motions as specified
likewise.
48. The extract below is from a towinp.* file used for the RS-2 transportation analysis.
TOWOPT MN MP OR 51. -2.12 XYZ

ACCL +R+H -7.89 0.410 0.128
ACCL +R-H -7.89 0.274 - 0.248
ACCL -R+H 7.89 -0.410 0.128
ACCL -R-H 7.89 -0.274 -0.248
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ACCL +P+H -4.935 -0.259 0.172

ACCL +P-H -4.935 -0.173 - 0.219
ACCL -P+H 4.935 0.259 0.172
ACCL -P-H 4.935 0.173 -0.219
49. The computed accelerations have been specified using the ACCL card (Edit>Insert
Line>ACCL>Select.
50. Go through the 8 ACCL cards above and make sure that you understand the
magnitudes of all these accelerations, the direction (hence the sign) in which they
have been applied and given that SACS will generate the DAlembert inertia forces
for each, whether they will reflect actual accelerations imposed on the cargo after
they have been combined with the gravity run.
51. Once all the 8 inertia load cases have been entered in the towinp.* file, type END
and save this file.
52. Enter inertia as the label in SACS Executive and run a Tow Analysis (Runfile
wizard > Load > Tow / Transportation Inertia Loads > Start Wizard) by choosing
the towinp.* file and the sacinp.inertia. The output files are towlst.inertia and
saccsf.inertia. This concludes the second stage of the transportation analysis.
53. The next step is to combine the results from the gravity run and the inertia run.
This is done by creating a cmbinp.* file. In SACS Executive click Data
File>Create New Data File>Utils>Select. Skip the title window. Make sure that the
units are set to MN and then click Finish.
54. The next step is to create load cases which combine the primary (inertia) and
secondary (gravity) runs. For example the first load case is created with the
+Roll+Heave as a primary case combined with the gravity as secondary case. In
the cmbinp.* file (use Edit>Insert Line>LCOND). In the Output load combination
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window enter a load combination label (101), with a LIN linear algebraic sum
load combination type and a stress modifier of 1.33 (i.e. 33% increase).
55. Next, use Edit>Insert Line>COMP(Input Load Component)>Select to specify the

primary and secondary loads in this load. In the subsequent Input Load
Component window enter the label of the contributing load case name i.e. +R+H
(this was the load label given to the +Roll+Heave case in a previous step), click
PRIM as the Load Case Source to specify this as a primary load and finally
enter a load case factor of 1.0.
56. Again use >Insert Line>COMP(Input Load Component)>Select. This time enter
the first load which contributes as the secondary load case. Here the computer
generated structural dead weight was given a label 1. Enter this as the label and
click SECD to specify this as a secondary load. The load factor for this is 1.0. In a
similar manner specify the other secondary loads i.e. non-generated structural load
(load 2C) and riser/clamp loads (load 4) factor of 1.13 to reflect a mill tolerance
and contingency of 13% and curved conductor elastic forces (load 6) with a factor
of 1.0
57. All these steps are repeated to create the primary and secondary combinations for
the +R-H,-R+H, -R-H, +P+H, +P-H, -P+H, -P-H. The extract from the cmbinp.*
file is reproduced below
LCOND 101 LIN 1.333

COMP P+R+H 1.00
COMP S 1 1.00
COMP S 2C 1.13
COMP S 4 1.13
COMP S 6 1.00
LCOND 102 LIN 1.333
COMP P+R-H 1.00
COMP S 1 1.00
COMP S 2C 1.13
COMP S 4 1.13
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COMP S 6 1.00
LCOND 103 LIN 1.333
COMP P-R+H 1.00
COMP S 1 1.00
COMP S 2C 1.13
COMP S 4 1.13
COMP S 6 1.00
LCOND 104 LIN 1.333
COMP P-R-H 1.00
COMP S 1 1.00
COMP S 2C 1.13
COMP S 4 1.13
COMP S 6 1.00
LCOND 105 LIN 1.333
COMP P+P+H 1.00
COMP S 1 1.00
COMP S 2C 1.13
COMP S 4 1.13
COMP S 6 1.00
LCOND 106 LIN 1.333
COMP P+P-H 1.00
COMP S 1 1.00
COMP S 2C 1.13
COMP S 4 1.13
COMP S 6 1.00
LCOND 107 LIN 1.333
COMP P-P+H 1.00
COMP S 1 1.00
COMP S 2C 1.13
COMP S 4 1.13
COMP S 6 1.00
LCOND 108 LIN 1.333
COMP P-P-H 1.00
COMP S 1 1.00
COMP S 2C 1.13
COMP S 4 1.13
COMP S 6 1.00
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58. Once the 8 combine cases are created type the END card and save the cmbinp.*
file.
59. Run a combine Solution file Analysis (SACS Executive>Runfile

Wizard>Utils>Combine Solution File) and give the cmbinp.* file, the saccsf.inertia
(Specified as the Primary) and the saccsf.static (specified as the Secondary) as the
input files and saccsf.combined as the output file name.
60. Create a pstinp.* file (In SACS Executive, Data File>Create New Data
file>Post>Post>Select. In the Post Options window specify the following options:
Modification or Extraction Option-MOD, Local Buckling, Skip Member Sort and
Execute. In the Load Case Selection window specify the load cases include those
load cases which were given in the cmbinp.* file.
61. In SACS Executive run a post analysis using Runfile Wizard>Post>Element Stress
& Code Check. Select the saccsf.combined file and generate the pstlst.* file (to
check the UC ratios) and the pstcsf.* file. Alternatively run the Generate postvue
analysis on the saccsf.combined file to create the psvdb folder to view the UC
ratios graphically (Runfile Wizard>Post>Generate Postvue Database. Check Create
PostvueDB and Use Post Input file. Select the pstcsf.* file and the sacinp.inertia as
the model file and Run.
62. Run joint can check analysis using the saccsf.combined file to complete the
analysis.
63. If any changes are made in the input, changes must be made in both the gravity as
well as the inertia input file. Then create a Multirun file. In the menu bar File
Run Multiple Select sequence as
(a) Stat.run
(b) Tow.run
(c) Cmb.run
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(d) Pstinp.run
(e) Pvi.run
(f) Jcn.run
14. Run the multirun file and then check results as before.
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5.0 FLOATATION AND UPENDING ANALYSIS
1. The above analysis is performed to check the reserve buoyancy and the hook loads.
2. Use the Lift analysis model and remove all sling data from the file.
3. Create a fltinp file and specify sling location, sling parameters, buoyancy tank data
(if required), leg definitions and the various elevations of the hooks for which the
analysis is required.
4. Run the Floation & Upending analysis and open the fltnpf file to check graphically
the reserve buoyancy and the sling loads / hook loads for the various positions
analysed.
6.0 REFERENCES
i. Octa Engineers (2003), Technical Notes for Structural Design

of Offshore Topsides and Jackets (pp 81-82)
ii. Recommended Practice for Planning, Design and Constructing
Fixed Offshore Platforms Workind Stress Design (RP-2A, Dec. 2000), Section
2.3.1.b.7, pp15
iii. Dynamics of Fixed Marine Structures Barltrop N.D.P,
Adams A. J, 3rd Edn, Section 2.6.1, pp 32
iv. NPP2 Jacket Earthquake Analysis Report Report 6-21
(Ocean Engineering Group)
5. SACS IV Manual, Release 5 Revision 10, Section 2.7.2.2, pp 41
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Appendix A : Figures
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Figure 1. Typical Jacket Structures

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Figure. 2 : Components of a Jacket platform

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Figure. 3: Typical Bracing Configurations
Figure 4. Piling arrangements

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Figure. 5 Typical Deck Structure

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Figure. 6: Selection of wave theory

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Figure. 7: Module being lifted offshore

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Figure. 8: Trailer load out

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Figure 9. Skidded Loadout

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Figure 10: Vessel motions
Figure. 11 : Launching and Upending of Jacket

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Appendix B Tables
Bellows
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Table 1 : Noble-Denton criteria

Offshore Analysis Procedure

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Offshore Analysis Procedure

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Mar 07

Design/Analysis Procedures for Fixed Offshore

2) Elevation and plan bracings

4) Appurtanances like boat landing, riser guard, stairs etc.

Jackets serve the following purposes:

in the imposed environmental conditions.

There are 3 main types of pilings

The 3 types of piling arrangements are shown schematically in figure 4.

2) Support for well work-over equipment

3) Processing facilities for separation of gas, oil and non-transportable components of

4) Compressor modules and pumps required to transport the product ashore

6) Living quarters for staff

There are four concepts employed in the fabrication of decks

the single integrated deck

the split deck in two four-leg units

the integrated deck with living quarter module

A deck structure typically consists of the following components

2.0 DESIGN FOR INPLACE CONDITION

2.1 LOADS ACTING ON JACKET STRUCTURE

The loads acting on a jacket structure are typically classified into

1. Permanent (dead) loads.

2. Operating (live) loads.

4. Construction - installation loads.

2.1-a Permanent loads

designed to prevent hydrostatic collapse. Additionally all non-flooded members

2.1-b Operating Loads

Any offshore installation in its operating condition is subjected to a number of

A third non-permanent loading condition is when there is an accidental impact of a

2.1-c Environmental Loads

Environmental loads are those caused by environmental phenomena such as wind,

1. Operating storm, also referred to as operating environmental conditions, that occur

The environmental forces are discussed below. .

In those areas where prior knowledge of oceanographic conditions is insufficient, the

Two different analysis concepts are used:

2.1 Wave Theories

2.2 Wave Forces

Inertia loading is produced by pressure gradients in the accelerating fluid and is

From API-RP2A Morrisons equation for wave loading is given below

2.2 LOAD COMBINATIONS

Load Condition Factor of Safety

1. Design environmental conditions with appropriate drilling loads 1.5

Environmental loads, with the exception of earthquake load, should be combined in a

The operating environmental conditions should be representative of moderately severe

3.0 DESIGN FOR PRE-SERVICE CONDITIONS

Loadout could be carried out by:

1. Previous experience along the tow route

2. Exposure time and reliability of predicted "weather windows"

3. Accessibility of safe havens

4. Seasonal weather system

3.4 Launching and Upending

a. Jacket slides along the skid beams

b. Jacket rotates on the rocker arms

c. Jacket rotates and slides simultaneously

d. Jacket detaches completely and comes to its floating equilibrium position

e. Jacket is upended by a combination of controlled flooding and simultaneous lifting by

The various analyses required are as follows:-

Onshore Lift Analysis Inplace Analysis with PSI

Load-out Analysis Modal Analysis

Transportation Analysis Fatigue Analysis

Launch & Upending Analysis Seismic Analysis

Offshore Lift Analysis Vibration Analysis

On-bottom Stability Analysis

4.0 INPLACE ANALYSIS WITH PSI

Still Water Depth = CD + LAT + (50% of Astronomical Tide) + (Storm Surge)

Output files: psilist., seoci., psicsf.*, psvdb and psi.run

MASS PARTICIPATION FACTORS CUMULATIVE FACTORS