2008년도 한국해양과학기술협의회 공동학술대회

5월 29(목)~30일(금) 제주 국제컨벤션센터(ICC)

Technical Overview of Structural Engineering Activities for

AGBAMI FPSO Hull and Topside Interface Structures
Seock-Hee Jun∗, Oe-Ju Hwang, Joong-Kyoo Kang, Je-Hyouk Woo
Structure R&D Team
Daewoo Shipbuilding & Marine Engineering Co., Ltd.

AGBAMI FPSO 구조엔지니어링에 대한 기술적 고찰

전석희 , 황외주, 강중규, 우제혁
∗

구조 R&D 팀
대우조선해양(주)

요약
AGBAMI FPSO 는 서아프리카 나이지리아 OPL 216 & 217 해역에서 하루 2 백만 배럴 이상의
원유를 생산 (production), 저장 (storage), 하역 (offloading) 하도록 설계되었다. 본 호선은 수심
1500 미터 해역에서 spread mooring 계류시스템으로 위치를 유지하며 설계수명은 약 20 년이다. 특
이사항으로는 FPSO 설계에 통상 적용되는 towing 및 on-site 조건 이외에도 North-Atlantic 20 년
극한파랑조건을 적용한 unrestricted seagoing 조건이 고려되었다. 또한 선체 및 해양 Appurtenances
의 구조설계 시 주문주의 optional requirement 에 따라 ABS 선급의 SH-DLA (Dynamic Loading
Approach), SFA (Spectral Fatigue Analysis) Notation 을 만족하도록 설계되었다.

AGBAMI FPSO 의 선체 및 해양인터페이스 구조물에 국한해서 DLA 개념이

본 논문에서는
적용된 전선구조해석, 국부해석 그리고 통계적 해석절차를 따르는 SFA 피로해석의 수행내용에
대해서 개괄적으로 소개하였다. 또한 FPSO 구조엔지니어링 초기단계에서부터 면밀히 검토되고
지속적으로 관리할 필요가 있는 중요한 구조엔지니어링의 기술적 사항들과 향후 신조 FPSO 프
로젝트 수행 시 사전에 검토되고 대비해야 할 주요 사항들에 대해서 다루고 있다.

※Keywords: AGBAMI FPSO, DLA (Dynamic Loading Approach), SFA (Spectral Fatigue Analysis)

Tel : 055-680-5536
∗
교신저자, E-mail: sheejun@dsme.co.kr
1. INTRODUCTION
AGBAMI FPSO is a floating vessel system for
production, storage and offloading of crude oil in the
operation site, AGBAMI field as shown in Figure 1.
The field is located in OPL (Offshore Prospecting
Lease) 216 & 217 offshore Nigeria in water depth of
abt. 1433 m.
Fig. 1 AGBAMI Field Location
The Nigerian offshore has unidirectional and swell-
governed sea environment, which is characterized by
multi-peaked spectra; one local wind wave and two
swells. AGBAMI FPSO is spread moored toward
south-southwest on site, which is 20 degree off the
head (STAR, 2003). It was designed to satisfy the
service life of 20 years. According to the Owner’s
optional request, ABS SH-DLA and SFA notation
were taken into account for both sea-going and on-
site condition. The main particulars are as follows:
• LOA 320.0 m
• LBP 320.0 m
• Length Scantlings 310.4 m
• Breadth Moulded 58.4 m
• Depth Moulded 32.0 m
• Draught Design 23.5 m
• Draught Scantling 24.0 m
• Block Coefficient 0.995
This paper introduces a technical overview of
structural engineering activities performed for
AGBAMI FPSO Hull and Topside interface
structures in accordance with ABS DLA and SFA
procedure (ABS, 2002). In addition, this paper deals
with some other issues than technical ones which
may have to be taken care of in the process of
performing the structural engineering works.
2. DLA (Dynamic Loading Approach)
Global and local strength analyses by DLA were
done to verify whether the hull structural design
satisfied the ABS criteria for yielding and buckling
strength in the sea-going and on-site condition
(DSME, 2006). The analyses were carried out using
a DSME in-house system, D-STAS (DSME
STrength Analysis System), and two full ship FE
models and a number of local fine mesh FE models
were used to evaluate the structural strength of the
ship and offshore areas. As shown in Figure 2,
topside modules were incorporated in the global FE
model as beam structures.
Fig. 2 Complete Full Ship FE Model
A three-two-one fixation was applied at point A, B
and C of the FE model as shown in Figure 3, and
boundary nodal displacements from the full ship FE
analysis were applied to the local fine mesh model.
Fig. 3 Boundary condition
The lower nodes of bottom legs connected to
module support stool structures were constrained
with multi-point constraint to stool top plate. In the
local models, openings and bracket ends were
meshed as fine as one tenths of longitudinal stiffener
spacing. The following offshore areas, which have
additional designated local loads, were examined in
the local fine mesh analyses:
 • Riser I-tubes and associated structures
• Module support stools and under-deck structures
• Mooring chain stopper and associated structures
• Off-loading line porch and associated structures
• Flare tower support structures
• Crane pedestal and associated structures
A lot of structural load cases were used to determine
critical stresses due to the combined effect of the
dominant load parameters and other accompanying
loads. Still water hull girder loads for each DLA
loading condition were checked along the vessel’s
length. As shown in Figure 4, ship motions and wave
loads were calculated by WASIM taking into
account both hull and free surface and incorporating
the vessel’s forward speed in the case of sea-going
and towing condition (DNV, 2005).
Fig. 4 Fig. 3 Hydro panel models
Mass models were made from the full ship FE model
calibrated by the adjustment of material densities in
order to increase the accuracy of the results of sea
keeping analysis and FE analysis. By tuning linear
roll damping such that the calculated maximum roll
amplitude matches the model test result in the beam
wave, equivalent linear roll damping coefficients
were determined. The roll motion RAO in the sea-
going condition was plotted in Figure 5.
. Fig. 6 External pressure distribution
Fig. 5 Plot of Roll Motion RAO
Extreme responses were calculated applying the
North Atlantic wave data for sea-going condition
and the metocean wave data for on-site condition. It
was noted that the calculated extreme VWBM and
VWSF were much bigger than the corresponding
rule values in the sea-going condition as summarized
in Table 1.
Table 1 Ratio between extreme value and rule value
The long-term extreme responses in sea-going
condition were determined for 20 years service life.
The short-term responses on site were evaluated at a
short time interval of 3 hours. In order to take
account of short crested waves in the real sea state,
cosine squared wave spreading functions in sea-
going and cos2/cos4 wave spreading functions on site
were adopted.
The envelop curves based on long-term response
values of VBM and VSF were established. The
sectional loads of each DLP at a specific design
wave were compared with the corresponding long-
term values at each longitudinal location. In order to
minimize the unbalanced forces and moments, the
self-weight of the FE model was controlled by the
adjustment of gravity acceleration. The distribution
of external sea pressure and internal tank pressure
were checked as shown in Figure 6.
Strength criteria and element mesh size were
considered depending on analysis step, loading
condition, material grade and ABS criteria. All the appropriate wave spectra were defined. Jonswap
engineering activities in DLA were successfully spectrum was assigned to the local wind wave and
finished and the proposed structural design was Gaussian spectrum to the swells. The Gaussian
found to well meet the FPSO design requirements. spectrum is expressed as follows:
S ( f ) = m0 f − f0 )2 ⎤
⎡ (
exp⎢−
3. SFA (Spectral Fatigue Analysis) S x 2π ⎣ 2S x
2 ⎥
⎦
For the AGBAMI FPSO Hull and Topside Where, m0 is zeroth spectral moment
interface structures, fatigue strength was evaluated f0 is peak frequency
using a component-based spectral analysis (DSME, S x is standard deviation of variable x
2006). In particular, a DSME in-house system, D-
SFAS (DSME Spectral Fatigue Analysis System), To obtain the cumulative fatigue damage for on-site
was used to calculate the fatigue life. As shown in condition, the effect of wind wave and two swell
Figure 7, the U.K. DEn S-N curve as a basic curve waves were combined using the spectral
was utilized and thickness effect was considered combination method as shown below,
according to the Owner’s design specifications. S c = S wave
2
+ S swell
2
1 + S swell 2
2

Where,
Sc is standard deviation of combined spectrum
Swave is standard deviation of wind wave
Sswell1 is standard deviation of primary swell
Sswell2 is standard deviation of secondary swell

The global FE analysis was performed as many

times as the number of load components considered
in the component-based spectral fatigue analysis. As
Fig. 7 Design S-N curve (from U.K. Den) shown in Figure 8, the fatigue models with the mesh
size of plate thickness at the crack-prone areas were
A total of six loading conditions, one for towing, two made to establish the hotspot stresses. The hotspot
for sea-going and three for on-site conditions, were stresses at weld toes were calculated by linear
considered in the fatigue analysis as per the Owner’s extrapolation.
requirements. The vessel was designed to provide
sufficient fatigue strength even for the sea-going
condition under North Atlantic environment. In the
case of on-site condition, three cargo loading
conditions (ballast, full-loaded, intermediate) were
considered. Considering that the towing of the vessel
from shipyard to AGBAMI site was expected to take
three months, the fraction of lifetime in the towing
condition was set to 1% when calculating the total
fatigue damage ratio Fig. 8 Fatigue Model of Flare Tower Supports
The Bretschneider wave spectrum and Walden wave
It is essential to have a screening process to identify
data complying with ABS requirement were taken
the critical locations among a number of details and
into account for the sea-going and towing conditions.
ensure the fatigue strength over the hull structure.
The wave scatter diagram was composed of three
The critical locations for the longitudinal stiffener
parts of waves from the metocean data; wind wave,
connections on side shell were simply screened by
primary swell and secondary swell, for which
referring to the results from ABS Safe-Hull Phase A,
i.e. simplified fatigue analysis based on Weibull
probability distribution for the on-site condition. On
the contrary, the other specific details including
topsides stools and I-tube connections were screened
based on the spectral fatigue analysis using coarse
mesh FE model with the mesh size of one
longitudinal stiffener spacing. The on-site condition
was chosen as a basis for screening analysis.
Through discussions with the Owner, the loading &
offloading sequence was determined. As shown in
Figure 9, the hull structure was designed to satisfy
the requirement of 1 Mbbls offloading operation
within 24 hours, including connection, ramping up
and topping off.
Fig. 9 Loading/Offloading Scenario for LCF
It is necessary to combine the interface loads from
the subsea parties such as OOL, risers and moorings
with the wave-induced loads. The fatigue loading
data were given in the form of load-cycle from the
results of the time domain analysis. For the offshore
details specified in FPSO, the fatigue life may be
mostly dependent on the offshore operating loads.
The fatigue strength of the AGBAMI FPSO hull and
offshore structures was verified through SFA for not
only the on-site condition but also the sea-going
condition, and it was found that the sea-going was
governing.
4. Outstanding Items
AGBAMI FPSO structural engineering works give a
number of useful feed-back experiences and makes
the successful engineering activities on time for the
new FPSO project. In order to minimize the errors
and losses that may arise from engineering activities,
the following outstanding items should be cautiously
controlled in the initial stage of engineering process.
Additional Works
Through a comparative study on the results of sea-
keeping analysis, DLA analysis and SFA done by
DSME and ABS respectively, it was confirmed that
the results from DSME were equivalent to those
from ABS.
Also, the comparison of dominant loads from towing
condition and sea-going ballast condition was made
to prove that the dominant loads in towing condition
are less than those in seagoing condition. From the
result, the DLA analysis in towing was waived.
As per the criterion for the selection of critical
locations referred to the Owner’s specifications, the
most critical locations were identified from the
analysis of DLA and SFA, which have been given
the corresponding notes in the structural drawings
and Safe-Hull Construction Monitoring Plan.
In the process of engineering, a number of RFI
(Request for Information) documents including
inquires and comments were transmitted among
three parties; the Owner, the Class and the Builder.
These documents could be a good reference to
understand the Owner’s intentions and Class
requirements very well.
Schedule and Man Power
During AGBAMI FPSO was constructed in shipyard
until the delivery stage after C/A, the engineering
schedule was changed many times. To minimize the
impact from frequent change in the schedule, the
following items should be considered:
• Sufficient understandings for target project
• Attentive feasibility study before C/A
• Quick establishment of design brief
• Sufficient contingency at initial design stage
• Close communication between three parties
• Consideration of fabrication sequence
• Rule application for Hull & Offshore areas
• Prudent selection of loading conditions
A number of members participated in the hull
strength evaluation by DLA, SFA and Accidental
Load Analysis because a lot of engineering activities
had to be carried out within a short period. In order
to obtain a lot of FE models as quickly as possible,
outsourcing modelling works was done through the
university and engineering company. For the future
project, it is recommended to settle down the
realistic action plan of schedule and man power.
External and Internal Interfaces
The FPSO consists of three parts; hull, topside and
subsea structures. The ship builder must provide and
receive the interface data for and from other parts as
well as sub-contractors in order not to have an
impact on engineering. Therefore, the external and
internal interface works play an important role for
the successful project execution.
To perform the structural analysis works in time, the
internal key information from the prerequisite works
such as T&S booklet, hydrodynamic analysis,
structure drawings, vendor data, etc. should be
provided as soon as possible. Even a slight delay in
the internal information might consequently be a big
impact on the accompanying engineering works.
In case of outsourcing of FE models, a typical FE
model specification needs to be published in
advance, which will be useful for the subcontractors
to avoid additional modification and/or time
consuming. The FPSO has a number of specific
interfaces such as topside, flare boom, mooring, riser
and so on. The external loads as tabulated in Table 2
were taken into account for the hull interface
structures. These data should be received from the
Owner, sub-contractors and equipment vendors in
order not to have an impact on design.
Table 2 External Interfaces in AGBAMI FPSO
Early Check Items
From the lessons-learned of AGBAMI FPSO, the
following items in view of strength and fatigue
should be carefully checked from the initial
engineering stage in order to prevent post design
impact.
• Hydrostatic equilibrium of barge shaped vessel
• Wave loads check in extreme wave condition
• Strength criteria and element mesh size
• Loading/unloading sequences for production
• FE model control in view of model outsourcing
• Interface data control such as hull deflection,
topside reactions and external operation loads
• Screening procedure to reduce check locations
• Stiffness and boundary constraints of Topsides
• Site specific multi-peak wave scatter diagram
• Operating loads from sub-contractors or vendors
A complete design brief shall be made as a proactive
measure for main demands from the Owners and the
Class. Some data check sheets can be produced in
order to minimize the engineering human errors and
to make the best communication between pre and
post processing engineers.
5. Conclusion
This paper presented a technical overview of
structural engineering activities performed for
AGBAMI FPSO Hull and Topside interface
structures in accordance with ABS DLA and SFA
procedure. Also, some useful outstanding items were
introduced as a practical guide for the successful
engineering process for the new FPSO project in the
future.
[References]
•ABS, 2002, “Guidance Notes on SafeHull-Dynamic
Loading Approach for FPSO System”
•ABS, 2002, “Guidance Notes on Spectral-based
Fatigue Analysis for FPSO System”
•DSME, 2006, “3-D F.E. Analysis by DLA,”
Document No.: AGB-DSM-FM-ANA-ST-0003.
•DSME, 2006, “Fatigue Analysis for AGBAMI
FPSO (I) and (II),” Document No.: AGB-DSM-FM-
ANA-ST-0032 and AGB-DSM-FM-ANA-ST-0034.
•DNV, 2005, “SESAM User Manual–WASIM”
•STAR, 2003, “AGBAMI PROJECT–Design Basis,”
Document No.: AGB-CVX-GN-DSG-GN-0001.