PROJECT REPORT

By Amitava Guha Naval Architecture and Ocean Engineering Indian Institute of Technology Madras For the summer internship program (May-Aug 2007) Under the Guidance of: Mr. William P. Stewart (CEO) Stewart Technology Associates 5619 Val Verde Houston, Texas, USA

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Acknowledgement

I thank Stewart Technology Associates (STA) for giving me an opportunity to do a three month summer internship program. I am thankful to STA for allowing me to use its resources at will and learn from previous projects done by STA.
I am deeply indebted to my supervisor Mr. William P. Stewart (Bil), CEO, Stewart Technology Associates. His knowledge in the field of offshore engineering backed by years of experience is unparallel. He is also a great teacher and guide. He explains everything in great details and takes care of even very minute aspects of any problem. It was my privilege and honor to have been trained under his able guidance for three months.

I wont be able to ever thank Mrs. Jo Stewart, who took so much care of me and made my stay a pleasant experience in US. I also thank my intern partner Amod for having worked together and assisting me in this project. We worked together and had a memorable stay in US.

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CONTENTS Topic 1. Objective 2. Introduction 3. Solidworks Model design 4. Comparison between structural and mathematical model of a cantilever beam 5. Making a structural model of crane and barge in OrcaFlex 6. Case study 7. General arrangement of Crane Barge 8. Summary Result 9. Conclusion 10. Lessons Learned 11. References Page No 4 4 5 7 11 17 37 38 39 40 40

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Objectives The main objectives of this project are: 1. Introduction to marine simulation software OrcaFlex. 2. To learn Solidworks and make a full scale 3-D numerical model of Gottwald crane. 3. To compare between a mathematical model and a structural model (made in OrcaFlex) of a cantilever beam. 4. To make a structural model of the crane and barge in OrcaFlex. 5. Case study: COROCORO Mooring Leg Proof Loading using Vryhof Stevtensioner and Gottwald Crane on Carolina M Barge. Introduction This is a learning project to understand and apply basic engineering principles in real life problems. Using softwares for numerical analysis of offshore operations and understanding their implications are one of the main objectives. The main software used in this analysis is OrcaFlex which is developed by Orcina for static and dynamic analysis of flexible cable and pipeline under marine environment. In this project it is proved that OrcaFlex can be used to analyze beams and columns also. A numerical full scale model of the Gottwald crane is made in 3-D modeling software Solidworks. A case study is also done on a mooring leg proof tensioning method which includes making a realistic model in OrcaFlex and analyzing the feasibility of the method.

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1. Solidworks Model design

A 3-Dimensional model of the Gottwald Crane is made using the design software Solidworks. Dimensions are obtained from the AutoCAD drawing of the crane. The whole crane is divided into several parts and sub-assemblies, and then they are assembled together to give the crane required degrees of freedom. It is possible to move the crane boom up and down and slew the crane. The main sub-assemblies are: 1. Boom 2. Carriage 3. Base.

Boom

Carriage

Base

Boom Dimensions: Overall Length (l) = 59m Width at mid cross section (b) =2750mm Height at mid cross section (h) =2635mm Chord diameter (D) = 220mm Brace Diameter (d) = 150mm

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3-D picture of Gottwald Crane

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2. Comparison between structural and mathematical model of a cantilever beam.

A comparison is done between the results obtained from OrcaFlex and the theoretical solution using Roarks equations. Two very simple structures are considered for analysis. 1. A cantilever beam with lateral load. 2. A cantilever beam with both lateral and axial loading.

Case 1: A cantilever beam with lateral load

Solution using Roarks equation:

A lateral load W=30tonne is applied on a mass less cantilever beam of length L=59m and bending stiffness (EI) = 2.12x105Mpa.The bending stiffness is found from the OrcaFlex model. Using Roarks Formula (Table 8.17 Equation No.1a) WL3 Maximum Deflection Y max = 3EI Substituting the values we get: Ymax = 1.78m

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Solution using OrcaFlex: The OrcaFlex model is designed by considering the length of the boom same as the original crane boom. The outer diameter is considered same as the height of the boom and the inner diameter is found by equating the area moment of inertia of the original crane boom and the homogeneous pipe. Width of the boom (b) = 2750mm Height of the boom (h) = 2635mm Area of each chord (A) =7841mm2 Area moment of inertia boom = 4{A*(h/2)2} = 0.05444 m4 Area moment of inertia of pipe = (/64) (Do4 - Di4) Do = 2635mm Equating: Area moment of inertia of Boom = Area moment of inertia of pipe We get: Di = 2620mm Model description Beam: Beam is made of a line element. Do =2635mm Di =2620mm Length = 59m Mass Per Unit Length =0.0001 tonne/m Lateral Force: Lateral force is provided using a winch element. Specified Tension =30x9.81= 294.3 kN

Connections: Beam End AFixed with infinite x and y bending stiffness. Beam End BFree Winch End 1Boom End B Winch End 2Fixed

The boom is divided into 4 parts and then into 20 parts and the maximum deflection is noted. No of Divisions Maximum Deflection (Ymax) 4 1.83m 20 1.78m Result: Ymax from Roarks Equation (Table 8.17 Equation No.1a) =1.78m Ymax OrcaFlex with 4 beam elements = 1.83m Ymax OrcaFlex with 20 beam elements = 1.78m

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Conclusion: From the above analysis we see that for a laterally loaded beam OrcaFlex gives exact solution when sufficient numbers of elements are considered.

Case 2: A cantilever beam with both lateral and axial loading

Solution using Roarks equation:

A lateral load of 30 tonne and an axial load of 500 tonne are applied on a massless cantilever beam of length 59m. Using Roarks Formula (Table 8.8 Equation No.1a) W (tan kL kL ) Maximum deflection of the beam Ymax = kP P Where k = EI Substituting the values we get: Ymax = 4.53m Solution using OrcaFlex:

Model Details: A semi infinite winch is added to the model used in previous analysis to achieve a constant horizontal load of 500 tonne.
Connection: Winch End 1Boom End B Winch End 2 negative infinity (-10E6)

The boom is divided into 4 parts and then into 20 parts and the maximum deflection is noted. No of Divisions Maximum Deflection (Ymax) 4 4.64m 20 4.34m

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Result:

Ymax from Roarks Equation (Table 8.8 Equation No.1a) =4.53m Ymax OrcaFlex with 4 beam element =4.64m Ymax OrcaFlex with 20 beam element = 4.34m
Conclusion:

From the above results we see that the theoretical deflection (4.53m) and the OrcaFlex deflection (4.34m) are very close. The theoretical deflection is 0.19m higher than the OrcaFlex result with 20 elements (4.34m). From this analysis we understand that OrcaFlex can be used to find deflections of beams and columns under different loading conditions, including axial loads.

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3. Making a structural model of crane and barge in OrcaFlex

A structural model of the crane is built in OrcaFlex. The crane boom which is a space frame structure is modeled as a homogeneous pipe. The outer diameter is considered as the height of the boom cross section (h). The inner diameter is calculated by equating the area moments of the actual boom cross section and the pipe.

Calculation:

Width of the boom (b) = 2750mm Height of the boom (h) = 2635mm Area of each chord (A) =7841mm2 Area moment of inertia boom = 4{A*(h/2)2} = 0.05444 m4 Area moment of inertia of pipe = (/64) (Do4 - Di4) Do = 2635mm Equating: Area moment of inertia of Boom = Area moment of inertia of pipe We get: Di = 2620mm Now, Mass of the Beam is calculated by counting number of chords and number of braces and then adding their individual weight. Mass of the beam was found= 35 tonne. Equating the mass of the beam and the mass of the pipe we get the density of the pipe material. Mass of the pipe = (Do2-Di2)/4*L*=35 tonne

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Where =density of the pipe We get: =9.58tonne/m3

OrcaFlex Boom data:

Type Length Outer Diameter Inner Diameter Density End A End B

Homogeneous pipe 59m 2635mm 2620mm 9.58tonne/m3 Hinge Center Connector Free

Back stay is designed using a link element. The axial stiffness of the link is given equivalent to a steel wire rope of 6inch (152mm) diameter. Axial Stiffness = EA = 220x109 x (/4) (0.152)2 = 4.01 109 = 4x106 kN Un-stretched Length =53m The link was initially un-stretched.

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OrcaFlex Back Stay data:

The green line shows the back stay( Link) Un-stretched Length 53m Stiffness 4E6 kN End A Carolina (Barge) End B Boom End B (Boom Head)

OrcaFlex Load Winch data:

The blue line shows the load winch wire Control Type Specified length Stiffness 1.3E6 kN End 1 Boom End B End 2 Load

Stage

Stage Duration (sec) Statics 20 70 12 5 82

Simulation time at stage end (sec)

Statics 0 70 82 87 169 Control of load winch

Mode

Value

Statics 0 1 2 3 4

Specified Length Specified Payout Specified Payout Rate Specified Payout Rate Specified Payout Specified Payout Rate

80m 12m -1m/s -1m/s 0m 1m/s

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Pin Joint

Yellow lines shows the Pin Joint

Graphic view of the Pin Joint

Hinge Center connector (6-D buoy)

The pin joint is made using two lines (yellow colored lines showed in picture) and a nearly mass less 6-D buoy (Hinge Center Connector). 6-D buoy is used as a connector because it can move in x, y and z direction as well as it can rotate about x, y and z axis. Two lines are called Boom Hinge Stbd and Boom Hinge Port Line Properties: Special Category = Homogeneous Pipe Length= 1.45m Outer Diameter = 0.3 m Inner Diameter = 0 m Material = Steel Bending Stiffness (x and y)=84.293E3kN-m2 Axial Stiffness =14.985E6 kN Torsional Stiffness = 65.192E3kN-m2 Connections: Boom hinge Stbd: End A= Carolina; End B = Hinge Center Connector with infinite x and y bending stiffness. Boom Hinge Port: End A= Carolina; End B = Hinge Center Connector with infinite x and y bending stiffness. Hinge Center Connector = Free

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One end of each line (Hinge Pin Stbd and Hinge Pin Port) is connected rigidly to the Hinge Center Connector and other ends are connected to Carolina barge with zero bending stiffness. This way the lines can rotate about their axis freely and the Hinge Center Connector rotates with the two lines. The boom is connected to the Hinge Center Connector with infinite x and y bending moment which makes it a rigid connection. Hence the Boom can now rotate about the pin joint.

Mooring Lines

The mooring lines are 700m long 2inch diameter IWRC rope. They are anchored at an angle of 45 degrees to the centerline of the barge and connected at the deck. Basic properties of the mooring lines are:
Special Category: Rope Construction:6x19 wire with wire core Mass per unit length:0.011te/m Minimum Breaking Load:174tonne Pre-tension:25% breaking load

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Carolina barge with Gottwald crane

Carolina Barge Length: 91.44m Breadth: 30.48m Depth: 7.647m LCG: 48.988m TCG: -0.17m

VCG: 5.51m Displacement: 11000 tonne Heave stiffness: 2.67x104kN/m Roll Stiffness: 1.5x106kNm/rad Pitch Stiffness:1.7x107kNm/rad

Surge area: 233m2 Sway area:699m2

Reff: Properties taken from STA program Carolina M Trim and Stability The structural model of the barge Carolina and the crane Gottwald is assembled and can be use in further analysis for different loading conditions.

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4. Case study: COROCORO Mooring Leg Proof Loading using Vryhof Stevtensioner and Gottwald Crane on Carolina M Barge.
Introduction:

An FSO (Floating Storage and Offloading) is moored with 10 mooring lines in an asymmetric pattern with drag embedment anchors. The mooring legs all have about 200 m of 5.0 chain outboard of the tanker fairleads. On each of the six legs to the east, there is 1,280 meters of 4.75 wire. The two legs to the southwest and to the west have 400 meters and 80 meters respectively of 4.75 wire.
This table shows the relevant details of the component lengths (According to UTM coordinate system).

This picture shows the target positions of the anchors and the mooring layout.

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The water depth is relatively shallow at around 28.3 meters (93 feet). The anchor is to be proof loaded to 688 tonne which is not achievable by any tug boat (maximum capacity of tug boats is about 100 tonne). In the case of a deep water operation this could have been done using a Stevtensioner which has the ability to ratchet down the active chain after each rising. During the raising operation the anchors are pulled towards each other and embed deeper resulting in increased horizontal capacity without further dragging in storm conditions. Stevtensioner It is proposed that the anchors can be dragged by connecting two opposite mooring lines and then lifting up the connector using a crane. The tension created in the mooring line will drag the anchors towards each other. To lift the mooring lines Gottwald AK 912 crane which is installed in the barge Carolina M was considered to be used if this method had been adopted. This analysis will help us to understand the various factors which are important for this operation.

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To analyze the effect of the load in the boom five cases are considered: 1. 2. 3. 4. 5. 6. Boom tip fixed; Carolina vessel position irrelevant. Boom tip free; Carolina vessel fixed, crane boom flexure considered. Boom tip free; Carolina vessel given three degrees of freedom and stiff moored. Boom tip free; Carolina vessel given three degrees of freedom and soft moored. Boom tip free; Carolina vessel given six degrees of freedom and soft moored. Boom tip free, Carolina vessel given 6 degrees of freedom, soft moored and anchor dragged to its final position.

No wave or wind loads are considered in this simulation. To determine the lateral load on the boom we need to find the tension and declination angle of the load winch wire. The maximum lateral load will be applied on the boom when the load is at its highest position. The component of the winch tension will give us the value of the lateral load. The simulation was run for 387 sec. The winch was controlled by changing its wire length, by giving specific payout rate which pulls the line up or lowers the lines down. First we lower the lines to sea bed in 20 sec with a winch payout of 12m.Then we start pulling the lines up slowly in 240 seconds with a payout rate of -0.34m/s. At the end of this stage we measure the winch wire declination angle and tension in the winch. Then we hold the load for 65 sec and then lower the load in 82 sec. The lines are pulled up slowly to avoid snapping of the winch wire and to reduce the instability occurring due to the operation. The load was held at the top for 65 seconds to let the barge achieve its equilibrium condition. The two mooring lines are of different lengths. When we start pulling them upwards they experiences same extension in length but the longer mooring line exerts less force than the shorter mooring line. Hence the winch wire starts declining towards the shorter mooring line. The Component of the winch wire tension along the global X direction will give us the side load applied on the boom.
Note: End B of the boom is free and End A of the boom is connected to Hinge Center Connector which is also free. Hence the local co-ordinate system for the boom and winch are same as the global co-ordinate system.

After each stage we changed the anchor slip model so that the anchor starts to move forward from the place it was left in the previous stage. Like this at the final stage we achieve the required position of the anchor.

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1. Boom tip fixed, Carolina vessel position irrelevant

In this case boom end B is fixed. The position of Carolina barge or the other end of the boom is irrelevant since no load is transferred beyond the point B. As explained before, due to different tensions in the mooring lines the sorter mooring line pulls the winch wire towards itself as we lift up the lines. This creates a side load on the boom. When the lines are at their highest position the winch wire declination angle and tension in the wire will be largest. So the maximum side load will occur in this stage.

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Results: a) Winch declination

Maximum winch declination = 43.86deg

b) Winch Tension

Maximum winch tension = 3018kN

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2. Boom tip free, Carolina vessel fixed

In this case boom tip is made free to move so that the boom can now flex. It is supported by a back stay and it can move up and down rotating about the pin joint.

From the figure the flexure of the boom can be seen. Due to the boom flexure the winch wire declination angle will be reduced.

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Results: a) Winch declination NOTE: The apparent noise on the graph is associated with numerical issues and would be expected to be smaller in field operations.

Maximum winch declination = 9.10deg

b) Winch Tension

Maximum winch tension = 1804kN

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c) Boom deflection

The deflection of the beam is measured by subtracting the displacement along X direction of the boom end A from boom end B (side deflection of the boom is along global X direction which is same as local X direction of boom). Maximum boom deflection (along global x direction) = 5.9m

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3. Boom tip free, Carolina vessel given three degrees of freedom and stiff moored

In this case the vessel is allowed to surge, sway and yaw. The mooring lines are pre-tension to 25% of the breaking load (174tonne). This is considered very stiff mooring condition. When the load is applied the barge will try to move forward and yaw in the direction of the shorter mooring line. But the barge mooring lines will oppose this motion of the ship.

The figure shows the position of the barge when the mooring lines are at their highest position. First figure shows the mooring lines connected to the barge. White dots indicate the positions where the mooring line touches the sea bed. From the second figure we can see that the barge made some yaw angle to achieve equilibrium (we can now see the aft of the barge also). This would further reduce the winch wire tension and declination angle.

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Results: a) Winch declination

Maximum declination = 6.43deg

b) Winch Tension

Maximum tension = 1766kN

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c)

Boom deflection

End A

End B

Maximum deflection (along global X direction) = 4.9m

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d)

Barge yaw motion

The barge made about 1.75 deg yaw angle.

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4. Boom tip free, Carolina vessel given three degrees of freedom and soft moored.

In this case the mooring lines are pre-tensioned by 10% of the breaking strength. This is considered to be soft mooring. Carolina barge 3 degrees of freedom and the boom tip is free to flex.

The white dots in the first figure show that the maximum length of the mooring lines touches the see bed indicating a soft mooring. Second figure shows the large yaw angle made by the barge Carolina compared to the previous case.

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Results: a) Winch declination NOTE: In this case we consider the winch declination angle at time 240sec because after that we hold the load for 65 sec to achieve the equilibrium poison of the load. The winch wire inclines in other direction during lowering operation.

Maximum declination = 1.41deg b) Winch tension

Maximum tension = 1710kN

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c)

Boom deflection

End A

End B

Maximum boom deflection (Along global X direction)= 2.4m

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d)

Barge yaw motion

Yaw angle is about 6 degrees

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5. Boom tip free, Carolina vessel given six degrees of freedom and soft moored.

In this case the barge Carolina is given 6 degrees of freedom which means it can have surge, sway, heave, roll, pitch and yaw motions. The barge moved forward, it healed and pitched to achieve an equilibrium position. The winch wire declination angle and tension is further reduced in this stage.

Results:

Max winch tension=1668kN

Max winch declination=1.07deg

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Boom End A deflection(along global x)=4.6

Boom End B deflection(along global x)=6.9

Carolina heal angle=0.15

Carolina trim angle=0.36

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6. Boom tip free, Carolina vessel given 6 degrees of freedom, soft moored and anchor dragged to its final position.

The anchor is dragged to its desired position in this case. This is the case when the boom was under maximum side load under 6-D of freedom condition.

From the graphs below we can study the crane behavior.

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Page 36 of 40 Max winch tension=2943kN

Max winch declination=2.60deg

Boom End A deflection(along global x)=2.4

Boom End B deflection(along global x)=5.6

Carolina heal angle=1.23deg

The side load on the beam in this condition = 13.6 tonne

Carolina trim angle=0.65deg

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General arrangement of the crane barge assembly and loadings

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Summary results: Crane Max Side load and Deflection

Si No 1 2 3 4 5 6 Load condition Fixed End Boom Flex 3-D Stiff Mooring 3-D Soft Mooring 6-D Soft mooring 6-D Soft mooring max Load (kN) 2091 285 198 34 31 134 W (tonne) 213.2 29.1 20.2 3.5 3.2 13.6 (m) 0.0 5.9 4.9 2.4 2.3 3.2 declination (deg) 43.86 9.10 6.43 1.14 1.07 2.60 Winch Tension (kN) 3018 1804 1766 1708 1668 2943 Anchor Load (kN) 1802 1750 1218 1727 1730 5780

Gottwald Crane De-rating:

The table shown below gives us the maximum pulling capacity of the Gottwald crane at different radius of operation when the crane is inclined at an angle. The light green colored cells show the capacity of the crane given by the manufacturer. The light yellow cells show the crane capacity de-rated by an angle. The angles shown are the angle made by the crane pin axis with horizontal. In this case the pin is aligned with the local Y axis of the barge. Hence we can get the angle made by the pin from heal angle of the barge.

At the final stage the maximum heal angle of the barge Carolina is 1.23 degree. The crane radius of operation is considered to be 18m. Available crane pulling capacity in this condition is about 180tonne.

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According to manufacturers data at 0 deg inclination and 18m radius of operation the maximum capacity of the crane is 258 tonne. Considering the weight of the hook (about 4 tonnes) and the weight of the Stevtensioner (about 9 tonnes) the maximum crane capacity can be achieved under ideal situation is 200 tonnes.

Conclusion:
The deflections of the crane boom with various, increasingly realistic OrcaFlex model of the crane barge system are shown. Maximum lateral force, as expected, is applied when the crane tip was fixed. Maximum beam deflection occurs when the barge is fixed and the boom is free to flex. The case with Carolina given 6 degrees of freedom is the nearest to the real situation. Because of the different length of the mooring legs they have different stiffness constants. When the crane boom pulls the Stevtensioner the smaller line exerts more force towards it self than the longer line. Hence the winch wire inclines and the connector does not rise vertically under the winch wire load. This creates a side load on the crane boom. The crane boom is designed to have only axial loading. The side load applied to the crane reduces its capacity of lifting significantly. To keep the crane boom tip and the load (Stevtensioner) vertical (to reduce the side load on crane boom) we need to slew the crane at the same time we pull the crane hook. Slewing the crane under loaded condition may cause severe damage to the crane. Also the expensive mooring legs may contact the Carolina mooring lines and become damaged. The available crane hook load was considered (separately) to be around 200 tonnes. Analysis (separately) indicated that around 330 tonnes would be required in order to achieve the necessary 688 tonnes at the anchors. The analysis has shown that additional difficulties would be expected with the lateral loadings on the crane boom. The direction of rising and lowering operation has a significant effect on how the barge moves and tends to mitigate the side loading. This involves dynamic simulation and understanding of the whole barge, crane and mooring system.

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Lessons Learned:
The project was very interesting, and during the process I could learn various aspects involved in an engineering project. I have learned to use marine simulation software OrcaFlex which is able to simulate both static and dynamic behavior of marine structures. This will help me in understanding dynamic behavior of offshore structures, and with this I believe I should be able to effectively solve problems in the field of Naval Architecture and Ocean Engineering. The dynamic analysis helped me understand the importance of natural period and its effect in the overall movement of a structure. During this program, I learned to put theoretical knowledge into practice, could understand and resolve various difficulties in designing a structural model of real structure. I also learned to visualize the dimensions of various structures used in offshore operations. I could learn a lot during this project and overall three month program which will definitely help me in my career ahead.

References:
1. Roarks Formulas for Stress and Strain by Young and Budynas. 2. Conar COROCORO Stevtensioner limitations STA Report, STA #439 by William P Stewart 3. STA program Carolina M Trim and Stability

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