KNT 001 JK ST3 DB 001 - 0 - Substructure Structural Design Basis and Briefs

BLOCK 09-2/09 FIELD DEVELOPMENT
KNT-001JK-ST3-DB-001
KNT CPP
SUBSTRUCTURE STRUCTURAL DESIGN
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TABLE OF CONTENTS
1 INTRODUCTION ..................................................................................................................... 8
1.1 Purpose of Document .................................................................................................... 10
1.2 Language ....................................................................................................................... 10
1.3 Definitions and terms ..................................................................................................... 10
1.4 Acronyms and Abbreviations.......................................................................................... 11
1.5 Design Requirement ...................................................................................................... 12
1.6 Design Life ..................................................................................................................... 12
1.7 System of Units .............................................................................................................. 12
1.8 Software......................................................................................................................... 12
1.9 Safety ............................................................................................................................ 12
2 REFERENCE DOCUMENTS ................................................................................................ 13
2.1 Code and standards ....................................................................................................... 13
2.2 Project reference documents ......................................................................................... 14
2.3 Other reference documents............................................................................................ 14
2.4 Conflicts ......................................................................................................................... 14
3 DESIGN DATA ..................................................................................................................... 15
3.1 Platform Location ........................................................................................................... 15
3.2 Orientation ..................................................................................................................... 15
3.3 Elevation Datum............................................................................................................. 15
3.4 Minimum Air Gap ........................................................................................................... 15
3.5 Water Depth ................................................................................................................... 15
3.6 Environmental Data........................................................................................................ 16
3.6.1 Design Wind Velocities ...................................................................................... 16
3.6.2 Waves Data ....................................................................................................... 17
3.6.3 Current Data ...................................................................................................... 18
3.6.4 Tides .................................................................................................................. 19
3.6.5 Storm Surge ...................................................................................................... 19
3.6.6 Fatigue Wave Data ............................................................................................ 19
3.6.7 On-bottom Stability Sea-states .......................................................................... 19
3.6.8 Wave kinematics factor ...................................................................................... 19
3.6.9 Current Blockage ............................................................................................... 20
3.6.10 Hydrodynamic Coefficient .................................................................................. 20
3.6.11 Hydrodynamic Force Calculations...................................................................... 20
3.6.12 Conductor Shielding Factor................................................................................ 20
3.6.13 Air and Seawater Temperatures ........................................................................ 20
3.6.14 Seawater ........................................................................................................... 21
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3.7 Marine Growth ............................................................................................................... 21

3.8 Splash Zone and Corrosion Allowance........................................................................... 21
3.9 Seabed Subsidence ....................................................................................................... 22
3.10 Water Depth Tolerances ................................................................................................ 22
3.11 Mud-line Soil Condition .................................................................................................. 22
3.12 Sea bed Slope ............................................................................................................... 22
3.13 Scour ............................................................................................................................. 22
3.14 Boat Impact .................................................................................................................... 22
3.15 Geotechnical Data ......................................................................................................... 22
3.16 Seismic Consideration ................................................................................................... 23
4 MATERIALS AND MATERIAL USAGE ................................................................................ 24
4.1 Structural Steel .............................................................................................................. 24
4.2 Timber............................................................................................................................ 25
4.3 Neoprene ....................................................................................................................... 25
5 LOADING.............................................................................................................................. 26
5.1 Jacket Structure Dead Weight ........................................................................................ 26
5.2 Topside Weight .............................................................................................................. 26
5.3 Live Loads ..................................................................................................................... 26
5.4 Environmental Loads ..................................................................................................... 27
5.4.1 Wind Loads........................................................................................................ 27
5.4.2 Wave and Current Loads ................................................................................... 27
5.4.3 Wave Inertial Load ............................................................................................. 28
5.5 Dynamic Loads .............................................................................................................. 28
5.6 Deformation Loads ......................................................................................................... 28
5.7 Accidental Loads............................................................................................................ 28
5.8 Pre-Service Loads ......................................................................................................... 29
5.8.1 Fabrication and Construction Loads................................................................... 29
5.8.2 Load-out ............................................................................................................ 29
5.8.3 Offshore installation Loads ................................................................................ 30
5.9 Other Loads ................................................................................................................... 30
5.10 Load Contingencies ....................................................................................................... 30
5.11 Load Combinations ........................................................................................................ 31
6 DESIGN REQUIREMENTS ................................................................................................... 32
6.1 General .......................................................................................................................... 32
6.2 Member Design.............................................................................................................. 32
6.2.1 Element Size Selection ...................................................................................... 32
6.2.2 Slenderness Ratios ............................................................................................ 32
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6.2.3 D/t Ratios ........................................................................................................... 33

6.2.4 Minimum thickness ............................................................................................ 33
6.2.5 Conical transitions ............................................................................................. 33
6.3 Joints ............................................................................................................................. 33
6.3.1 Tubular Joints .................................................................................................... 33
6.3.2 Ring Stiffened Joints .......................................................................................... 33
6.3.3 Primary non-tubular Joints ................................................................................. 33
6.4 Analysis Requirements .................................................................................................. 34
6.4.1 Jacket Analyses ................................................................................................. 34
6.4.2 Pile Foundation Analyses .................................................................................. 34
6.5 Computer Modelling ....................................................................................................... 34
6.5.1 Structural Model................................................................................................. 34
6.5.2 Foundation Modelling......................................................................................... 34
7 ANALYSES AND DESIGN ................................................................................................... 36
7.1 In-Place Analysis ........................................................................................................... 36
7.1.1 Computer Model ................................................................................................ 36
7.1.2 Load Combination.............................................................................................. 36
7.2 Natural Frequency Analysis ........................................................................................... 37
7.2.1 Dynamic Amplification Factor............................................................................. 38
7.2.2 Computer Model ................................................................................................ 38
7.2.3 Foundation Model .............................................................................................. 38
7.2.4 Design loads (masses) ...................................................................................... 38
7.2.5 Eigen Value Method .......................................................................................... 39
7.3 Dynamic Response Analysis and Inertial Loading .......................................................... 39
7.3.1 Computer Model ................................................................................................ 39
7.3.3 Transfer Functions ............................................................................................. 39
7.3.4 Selected Frequencies (fi) ................................................................................... 39
7.3.5 Design Wave Frequencies (fw) .......................................................................... 40
7.3.6 Frequencies based on leg spacing..................................................................... 40
7.3.7 Dynamic Response Analysis.............................................................................. 40
7.3.8 Dynamic Amplification Factors ........................................................................... 40
7.3.9 Inertial Forces .................................................................................................... 40
7.3.10 Distribution of Inertial Forces ............................................................................. 41
7.4 Fatigue Analysis............................................................................................................. 41
7.4.1 Computer Model ................................................................................................ 41
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7.4.3 Natural Frequency Analyses .............................................................................. 41

7.4.4 Wave Loads....................................................................................................... 42
7.4.5 Wave Distribution............................................................................................... 42
7.4.6 Wave Spectral ................................................................................................... 42
7.4.7 Wave Kinematics ............................................................................................... 42
7.4.8 Hydrodynamic Coefficients ................................................................................ 42
7.4.9 Marine Growth ................................................................................................... 42
7.4.10 Wave Steepness................................................................................................ 42
7.4.11 Wave Response Analysis .................................................................................. 42
7.4.12 Stress Amplitudes .............................................................................................. 43
7.4.13 Joint Classification ............................................................................................. 43
7.4.14 Stress Concentration Factors (SCF) .................................................................. 43
7.4.15 S-N Curve .......................................................................................................... 44
7.4.16 Fatigue Life and Safety Factor ........................................................................... 44
7.5 Load Out Analysis .......................................................................................................... 44
7.5.1 Computer Model ................................................................................................ 44
7.5.2 Load Combination.............................................................................................. 44
7.5.3 Wind Load ......................................................................................................... 45
7.5.4 Loadout Stability ................................................................................................ 45
7.6 On-Bottom Stability Analysis .......................................................................................... 45
7.6.1 On-Bottom Stability Scenario ............................................................................. 45
7.6.2 Stability Checks ................................................................................................. 46
7.6.3 Factor of Safety ................................................................................................. 46
7.6.4 Jacket Structural Integrity .................................................................................. 46
7.7 Boat Impact Analysis...................................................................................................... 47
7.7.1 Method of Analysis ............................................................................................ 47
7.8 Pile Foundation Design .................................................................................................. 47
7.8.1 Modelling ........................................................................................................... 47
7.8.2 Analysis ............................................................................................................. 48
7.8.3 Pile Penetration ................................................................................................. 48
7.8.4 Pile Stresses ...................................................................................................... 48
7.8.5 Under-drive/ Over-drive Allowance .................................................................... 48
7.8.6 Pilehead Lateral Displacement Allowance ......................................................... 48
7.9 Pile and Conductor Make-Up and Pile Driveability Analysis ........................................... 48
7.9.1 Method of Analysis ............................................................................................ 49
7.9.2 Pile and Conductor Driveability .......................................................................... 49
7.10 Miscellaneous Designs .................................................................................................. 51
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7.10.1 Crown Shim Plate .............................................................................................. 51

7.10.2 Wave Slam ........................................................................................................ 51
7.10.3 Vortex Shedding ................................................................................................ 52
7.10.4 Upending/ Leveling Padeyes ............................................................................. 54
7.10.5 Hydrodynamic Collapse Ring Design ................................................................. 54
7.10.6 Design of Mudmat Plate..................................................................................... 54
7.10.7 Closure and Diaphragm Plate ............................................................................ 54
7.10.8 Design of Boat landing ....................................................................................... 54
7.10.9 Conductor Hang-off ........................................................................................... 55
7.10.10 Caissons and Supports .................................................................................. 55
7.10.11 Top of Jacket Walkway .................................................................................. 56
7.10.12 Corrosion Protection System ......................................................................... 56
7.10.13 Launch Cradle ............................................................................................... 56
7.10.14 Pile Stabbing Guide ....................................................................................... 57
7.10.15 Installation Guide and Docking Pile ................................................................ 57
7.10.16 Riser clamps .................................................................................................. 57
7.10.17 Ring Stiffeners ............................................................................................... 57
7.10.18 Miscellaneous Details .................................................................................... 58
8 ACCEPTANCE CRITERIA .................................................................................................... 59
8.1 General .......................................................................................................................... 59
8.2 Allowable Stresses ......................................................................................................... 59
8.3 Allowable Deflections ..................................................................................................... 60
8.4 Pile Factor of Safety ....................................................................................................... 60
8.5 Fatigue Life .................................................................................................................... 60
8.6 On-Bottom Stability ........................................................................................................ 61
APPENDIX A FATIGUE ENVIRONMENTAL DATA

APPENDIX B HAMMER DATA
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1 INTRODUCTION
Kinh Ngu Trang (KNT) and Kinh Ngu Trang Nam (KTN) fields belong to Block 09-2/09 in Cuu
Long Basin offshore southern Vietnam. KNT field locates in distance approxiemately 150km
from Vung Tau city, 40 km from the East of White Tiger field, 14 km from platform E1 of Rang
Dong field (Block 15-2, JVPC) and 25 km from CNV field. KTN field locates in distance 3.5km
from KNT field. Sea water depth in KNT, KTN locations is approximately 65m.
RD Field
TGT Field
KNT Discovery
KTN Discovery
CNV Field
Block 09-2/09
Fig.1: Location of KNT/KTN fields at Block 09-2/09

The Petroleum Sharing Contract (PSC) of Block 09-2/09 was signed between: JV Vietsovpetro
(VSP) 40%, PVEP- 30% and AO Zerubezhneft- 30%, of which VSP is the operator of Block 09-
2/09.
At the Block 09-2/09, it is planned for development by building two offshore platforms KNT and
KTN which will be connected with each other by 5km infield pipeline. The KNT platform will be
designed as a Central Processing Platform (CPP) equipped with full process and utility facilities
to ensure the safe and effective oil & gas production at the Block 09-2/09. KTN will be designed
as an unmanned wellhead platform, which is monitored and controlled remotely from KNT CPP.
Production fluid of KNT/KTN fields will be gathered and processed on KNT CPP. The mixture
of gas and liquid of KNT/KTN fields will be transported to White Tiger field via 38.8 km of subsea
pipleline for further processing to meet commercial requirement before offloading. Injection
water for KNT/KTN platforms will be supplied from BK-15 platform in White Tiger field via 35.8
km of subsea pipeline.
Development scheme of Block 09-2/09 is shown in figure 2.
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Fig. 2: Development scheme of Block 09-2/09

The development plan for Block 09-2/09 is intended to self-sufficiently supply the fuel gas,
gaslift and electrical power for internal field’s demand. The associated gas of KNT/KTN fields
will be gathered and compressed in KNT CPP to serve the needs of fuel gas and gaslift, also
to generate the electrical power. The remained gas, after being used for internal demand, is
exported to the pipeline to transport to White Tiger Oil Field.
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1.1 Purpose of Document

This document defines the design basis and briefs for the FEED design of KNT CPP
Substructure. It provides a description of the substructure design and analysis work to be
performed for pre-service and in-service conditions including operational and accidental
conditions, other load conditions, design methods, site specific information, codes and
standards, specifications and material requirements.
The objective of the design basis is to spell out basic requirements for the structural design and
analyses. This design basis also expands and collate technical requirements for specific design
conditions, clarifying specific methodology and the relevant codes to be followed for a given
design condition.
The present SOW for KNT CPP includes the following:
• One pedestal crane with dedicated diesel power pack and diesel storage sized to lift
maximum weight
• One Flare Boom
• Two Life Boats.
• A 35 men Living Quarter (LQ) and Helideck for MI-172 Helicopter
• 05 risers and 02 J-tubes (including one spare).
• 06 caissons including 2 firewater caissons, 01 disposable caisson, 01 open drain
caisson and 02 sea water lift caissons.
Conductor well drilling will be carried out by Jack Up rig.
This Design Basis shall be read in conjunction with following documents:
• KNT-001-TS-ST3-DB-001 : Topside Structural Design Basis and Briefs, Ref. [B1].
• KNT-001-GE-EC10-DB-001 : Naval Architect Design Basic, Ref. [B3].
1.2 Language
All documentation and correspondence shall be in English language.
1.3 Definitions and terms
The party which initiates the project and ultimately pays for its design
COMPANY and construction and owns the facilities. Here the COMPANY is
Vietsovpetro (Referred to as VSP)
The party which carries out all or part of the design, engineering,
CONTRACTOR
procurement, construction and commissioning of the project.
VENDOR, The party on which the order or contract for supply of the
SUPPLIER equipment /package or services is placed.
THIRD PARTY Classification Society or other such body as appointed by COMPANY
COMPANY’s representative or member of the Third party Inspection
INSPECTOR
Agency appointed by COMPANY.
SHALL Refer to mandatory requirement
SHOULD Refer to a recommendation
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1.4 Acronyms and Abbreviations
KNT KNT CPP

VSP Vietsovpetro
AISC American Institute of Steel Construction
API American Petroleum Institute
ASTM American Society for Testing and Materials
AWS American Welding Society
BS British Standard
CE Carbon Equivalent
CTOD Crack Tip Opening Displacement
EEMUA Engineering Equipment & Materials Users Association
ITB Inspection and Test Plan
ISO International Standards Organization
MDR Manufacturer’s Data Report
MIP Manufacturer’s Inspection Plan
NDT Non-Destructive Testing
OD Outside Diameter
PO Purchase Order
TMCP Thermo- Mechanical Control Process
UT Ultrasonic Testing
WPS Weld Procedure Specification
TOS Top of Steel
BOS Bottom of Steel
CD Chart Datum
COG Centre of Gravity
DAF Dynamic Amplification Factor
LAT Lowest Astronomical Tide
LOA Length Overall
LQ Living Quarters
MSL Mean Sea Level
WCR Weight Control Report
WSD Working Stress Design
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1.5 Design Requirement

The Substructures shall be designed to support the facilities and conditions enumerated in this
design basis and other project documents to conform to the requirements for Strength, Stability,
Serviceability and Safety requirements.
This Jacket shall be designed for hook-assisted installation after launch and upending by a
regional heavy lift vessel/ barge (HLV).
1.6 Design Life

The design life of the platform is 25 years
1.7 System of Units

All engineering computations and drawings are depicted in the International System of Units
(SI) as shown below:
Length - Meters (m) or Millimeters (mm)
Time - Seconds (sec)
Mass - Tonnes (MT) or Kilograms (kg)
Force - Kilonewtons (kN)
Moment - kN.m
Stress - MPa or N/mm²
1.8 Software
Structural engineering software programs shall include capabilities for both three-dimensional
static and dynamic analyses for waves as well as fatigue analysis. Finite element software
programs shall be available for performing local analyses of selected components.
The Substructure in-service analyses (in-place, dynamic and spectral fatigue) and pre-service
analyses (load-out and on-bottom stability analyses) are performed by SACS structural
analysis computer program.
Pile drivability and conductor drivability analyses are performed by GRLWEAP pile driving
computer program.
1.9 Safety
VSP has HSE targets of no accidents or harm to people or environment. To achieve this goal,
all work shall be completed in a safe manner, such that no harm is caused to personnel and in
such a way that the impact on the environment is minimized at all locations where the project
related work is performed, including the Supplier's facilities and the fabrication yard.
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2 REFERENCE DOCUMENTS
The following project specifications, codes and standards shall be interpreted as the minimum
requirements applicable to the subject work, and no statement contained in this document shall
be construed as limiting the work to such minimum requirements. Any requirements stated
herein which contradict these codes or specifications shall immediately be brought to the
attention of VSP for resolution.
The latest editions of the following codes, standards and regulations and other documents
referenced herein shall govern all work.
Where relevant Vietnamese national regulations exist, the requirements and recommendations
shall apply together with the standards and codes referenced therein. These regulations may
thus complement or amend the provisions of the present document.
2.1 Code and standards
No Document No. Document Title

Recommended Practice for Planning, Designing and
A1 API RP 2A, WSD Constructing Fixed Offshore Platforms - Working Stress
Design, 22st Edition, Nov. 2014.
Planning, Designing and Constructing Heliports for Fixed
A2 API RP 2L Offshore Platforms, 4th Edition.
A3 API RP 2B Specification for the Fabrication of Structural Steel Pipe.
A4 API RP 2C Specification for Offshore Pedestal-mounted Cranes.
A5 API 2GEO Geotechnical and Foundation Design Considerations.
A6 API RP 2MET Derivation of Metocean Design and Operating Conditions.
Specification for Structural Steel Building – Allowable
A7 AISC WSD
Stress Design and Plastic Design, 9th Edition.
'Structural Welding Code', American Welding Society, Last
A8 AWS D1.1/D1.1M
edition.
Construction specification for fixed offshore structures in
A9 EEMUA 158
the North Sea.
Offshore Helicopter Landing Areas – Guidance on
A10 CAP 437
Standards.
A11 DNVGL-ST-N001 Marine Operations and Marine Warranty.
A12 DNV-RP-C201 Buckling Strength of Plated Structures.
A13 DNV-RP-C204 Design against Accidental Loads.
A14 DNV-RP-C205 Environmental Conditions and Environmental Loads.
Rules for the Design, Construction and Inspection of
A15 DNV-RP-5
Offshore Structures.
A16 DNVGL-ST-F101 Submarine Pipeline Systems
Petroleum and natural gas industries — Specific
A17 ISO 19901-2 requirements for offshore structures — Part 2: Seismic
design procedures and criteria
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2.2 Project reference documents

The following Project Specifications shall be applied to the subject work.

B1 KNT-001-TS-ST3-DB-001 Topside Structural Design Basis and Briefs
B2 KNT-001-LQ-ST3-DB-001 Living Quarter - Structural Design Basis

B3 KNT-001-GE-EC10-DB-001 Naval Architectural Design Basis
B4 KNT-001-GE-ST3-SP-001 Specification for Bolts Materials
B5 KNT-001-GE-ST3-SP-002 Specification for Rubber Materials
B6 KNT-001-GE-ST3-SP-003 Specification for Structural Materials
B7 KNT-001-GE-ST3-SP-005 Specification for Wood Materials
B8 KNT-001-GE-ST3-SP-006 Specification Pile and Conductor Installation
B9 KNT-001-TS-EC10-RPT-006 Topside Weight Control Report
B10 KNT-001-TS-EC10-RPT-009 Jacket Weight Control Report
2.3 Other reference documents

The following documents shall be applied to the subject work.
PGS/SI/2012/PVEPPOC/ Geotechnical Investigation Final, 05 April 2013

C1 /WHPKNT/FR(C), Rev. 1
Hydrometeorology Condition of white Tiger-Dragon Field for Designing Purposes,

C2
01. 2018
C3 Environmental Design Criteria for ‘Bach ho - Rong’ field, 2007, 2018
Environmental design criteria - Extreme conditions for the “Bach Ho – Rong”, South -
C4
East Offshore Vietnam, 2000
Roak’s Formula for Stress and Strain - WARREN C. YOUNG, RICHARD G.

C5
BUDYNAS, 17st Edition.
2.4 Conflicts
In case of conflict between Company Specification & any applicable Codes and Standards,
Contractor shall immediately inform in writing to the Company, who will provide a written on
the issue arise.
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3 DESIGN DATA
3.1 Platform Location

The coordinates of KNT CPP platform are shown in the table below:
Table 3.1: Platform Co-ordinates
Coordinates
Platform Name
Northing Easting
KNT CPP 759718.790 1094553.375
3.2 Orientation
The design orientation of all the platforms has Platform North (PN) at 41 degrees West of True
North (TN). The platform orientation has been finalized based on drilling and operational
requirements.
Figure 3.1: Platform Orientation.
3.3 Elevation Datum

All elevations herein are referenced to Mean Sea Level (M.S.L) at EL (±) 0.00 meter .
3.4 Minimum Air Gap

The minimum air gap between the B.O.S. of the Lowest Deck Framing Level and the crest
elevation of the 100 year storm wave shall be at least 1.5m (5 feet).
3.5 Water Depth

The water depth in reference to MSL is 64.5m.
All elevations for all platforms are referred to MSL (± 0.00 m). The design water depth for the
extreme and operating cases are defined in the table below:
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Table 3.2: The Design Water Depth
Operating Condition Storm Condition Fatigue/

Description On-
Max Min Max Min Bottom
MSL (m) 64.50 64.50 64.50 64.50 64.50
HAT (m) 1.13 - 1.13 - -
LAT (m) - -1.79 - -1.79 -
Storm Surge/ Storm Fall 0.77 -0.51 0.77 -0.51 -
Water Depth Tolerance 0.50 -0.50 0.50 -0.50 -
Water Depth (m) 66.90 61.70 66.90 61.70 64.50
3.6 Environmental Data

The design environmental data shall be extracted from the “Environmental design criteria -
Extreme conditions for the “Bach Ho – Rong”, South - East Offshore Vietnam, 2000”, Ref. [C4]
and “Report Local Technical condition - Hydrometeorology condition of White Tiger – Dragon
field for designing purposes, 2018”, Ref. [C2].
3.6.1 Design Wind Velocities

Seasonal winds are characteristically for the shelf of South Vietnam. North-East winds (winter
monsoons) prevail from November to March. South-West winds (summer monsoons) prevail
from May to September. Maximum registered wind speed makes 33.8 m/sec.
Speed of typhoons reaches 50 km/hour at average speed of 28 km/hour.
Mean wind speed within 1 minute and 3 seconds at 10m above MSL from eight directions for 100
years and 1 year return period respectively are represented in Table 3.3.
For jacket and topside in-place analysis, the one-minute mean wind speed shall be used in
association with maximum wave loads.
Table 3.3: Design wind speed specifications (Data - 2018)
Return Directions
period
(year) N NE E SE S SW W NW
Mean wind speed within 1 minute interval
100 39.2 50.3 31.1 21.2 29.9 37.2 36.4 34.3
1 23.4 26.5 22.4 13.0 14.5 21.4 19.5 18.4
Mean wind speed within 3 second interval
100 43.9 56.3 34.8 23.7 33.5 41.6 40.7 38.3
1 26.2 29.6 25.1 14.5 16.2 24.0 21.9 20.5
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3.6.2 Waves Data

The wave regime at White Tiger – Dragon Oilfield is mainly a mixture of wind waves and swell.
The average wave height during the years 1986-2016 is 1.4m, the average wave period is 4.4s,
the highest wave height measured on April 1, 2012 is 11.5m (due to the influence of storm No.1
PAKHAR) and the largest wave period achieved 10.5s.
Due to the influence of wind regime, the wave regime also has two distinct seasons in
correspondence with the two wind seasons (Northeast and Southwest).
During the Northeast Monsoon, waves are characterized by stable wave direction and high wave
height. The average wave height is approximately 1.9m, the average wave period is about 5.1s,
the maximum wave height achieves 10.5m and the maximum wave period is 10.5s.
During the Southwest Monsoon, the wave direction is stable, the wave height is lower than that
of the Northeast monsoon. The average wave height and average wave period are 1.1m and
3.9s respectively, and the highest wave height and wave period are 8.1m and 6.2s respectively.
During transition period, wave direction is unstable and average wave height is about 1m.
Figure 3.2: Graph Showing wave height (1985-2016)
Figure 3.3: Trends in wave height (2007-2016)

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Design extreme wave heights and periods from 8 directions are given in Table 3.4.
Wave scatter and occurrence data for eight directions are given in Appendix A.
Table 3.4: Maximum wave height and return period properties
Return
Directions N NE E SE S SW W NW
period
Hmax (m) 11.1 16.4 9.1 6.4 8.2 12.0 9.2 9.4
100
T (s) 12.0 14.5 12.3 10.3 11.2 12.3 11.7 11.9
Hmax (m) 4.5 13.9 5.9 3.5 4.5 8.4 6.9 5.3
5
T (s) 7.7 11.7 8.8 7.3 8.3 10.3 8.8 8.0
Hmax (m) 2.6 11.8 4.8 2.4 4.6 7.3 5.8 3.0
1
T (s) 9.1 13.3 10.5 9.1 9.2 11.7 11.3 9.9
3.6.3 Current Data

The current regime of White Tiger – Dragon Oilfield was created under the influence of monsoon
and tides.
The most frequent are East-North, East-East-North and East directions (April to September) as
well as South-West and West-West-South (November to February) directions current.
Maximum surface current velocity and bottom current velocity with return period of 100 years and
1 year associated with fixed wave directions (8 directions) is given in Table 3.5. Note that the
current directions given below are clockwise relative to true north direction.
Table 3.5: Maximum current velocity with return period properties
Return
period Current description Current velocity
(year)
Wave direction N NE E SE S SW W NW
V (cm/s) 93 183 116 175 224 153 200 121
Surface
100 Direction (o) 240 244 294 56 68 131 56 134
V (cm/s) 87 124 119 112 91 145 165 101
Bottom
Angle (o) 85 247 76 82 338 76 177 72
V (cm/s) 26 85 44 84 69 56 61 49
Surface
o
Angle ( ) 240 244 294 56 68 131 56 134
1
V (cm/s) 31 49 41 36 35 57 33 34
Bottom
Angle (o) 85 247 76 82 338 76 177 72
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3.6.4 Tides
Following table provides the astronomical tide levels with reference to MSL are as follows:
Table 3.6: Tidal Levels
Tide Levels Level Relative to MSL, (m)

Highest Astronomical Tide (HAT) (+) 1.13 m
Lowest Astronomical Tide (LAT) (-) 1.79 m
3.6.5 Storm Surge

Following table provides the storm surge heights as below:
Table 3.7: Storm Surge
Storm Surge
Maximum Storm Surge (+) 0.77 m
Maximum Storm Fall (-) 0.51 m
3.6.6 Fatigue Wave Data

The design life of the platform is 25 years. A stochastic fatigue analysis will be performed for
jacket. The environmental parameters for fatigue analysis, wave occurrence data, wave scatter
diagram and individual wave height distribution are shown in Appendix A. The water depth
corresponding to MSL level shall be used for all fatigue analyses.
3.6.7 On-bottom Stability Sea-states

On-bottom stability sea-states shall be determined based on the maximum sea-states expected
at the proposed installation window, subject to MWS review and approval. The maximum sea-
states to be used for the design are:
Hmax = 2.5 m
Tass = 6.0 sec
Surface Current = 0.6 m/sec
Bottom Current = 0.3 m/sec
Wind speed = 10 m/sec
3.6.8 Wave kinematics factor

Wave Kinematics Factor of 0.95 and 1.00 is to be applied for storm and operating condition
respectively.
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3.6.9 Current Blockage

Current Blockage Factor to be applied is given below in accordance with API RP 2A.
Number of Legs Heading Factor
End-on 0.80
4 Diagonal 0.85
Broadside 0.80
3.6.10 Hydrodynamic Coefficient

For global design in-place analysis, the hydrodynamic coefficients will be computed based
on the roughness height of the surface in accordance to API RP 2A 22 nd Edition. The drag
coefficient and mass coefficient will be generated by the software program or manual. For
local design the following hydrodynamic coefficient shall be used:
Value Clean Tubular Rough Tubular Non-Tubular

Mass Coefficient, Cm 1.60 1.20 2.0
Drag Coefficient, Cd 0.65 1.05 2.0
For fatigue analysis, the hydrodynamic coefficients Cd and Cm shall be taken as 0.5 and 2.0
for smooth surfaces and 0.8 and 2.0 for rough surfaces.
To include environmental loads on anode, Cd and Cm values mentioned above shall be
increased by 5%.
For non-tubular members, the drag and inertia coefficients shall be determined in accordance
with DnV recommendations.
3.6.11 Hydrodynamic Force Calculations

Hydrodynamic force calculation is based on Morison Equation with Stokes Fifth Order Wave
theory as per API RP2A, Ref. [A1].
3.6.12 Conductor Shielding Factor

The conductor shielding factor is to be calculated in accordance with API RP 2A, with a
minimum value of 0.75. A factor of 1.00 shall be used for fatigue analysis.
3.6.13 Air and Seawater Temperatures

The tables below provide the air and seawater temperature to be used for design
Table 3.8: Air Temperatures
Maximum (° C) 34.8
Average (Peak) (° C) 27.4
Minimum (° C) 20.0
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Table 3.9: Seawater Temperatures
Temperature Surface Seabed

Maximum (° C) 32.0 29.8
Minimum (° C) 23.8 23.4
3.6.14 Seawater
The seawater properties used for design are given in table below:
Table 3.10: Seawater Data
Density 1025 kg/m3

Kinematic Viscosity 1.0 x 10-6 m2/s
Salinity - Surface 33.2 ‰ (ppt)
Salinity - Seabed 33.6 ‰ (ppt)
3.7 Marine Growth

In the static analyses, the marine growth profile is taken from the inspection reports in Dragon
oil field as below:
Zone (m) Growth Thickness (mm)
MSL to EL (-) 4.0m 80
EL (-) 4.0m to EL (-) 8.0m 87
EL (-) 8.0m to EL (-) 10.0m 100
EL (-) 10.0m to Mud-line 70
In the fatigue analysis, the marine growth profile is specified for ¾ thicknesses in the static
analysis as below:
Zone (m) Growth Thickness (mm)
MSL to EL (-) 4.0m 60
EL (-) 4.0m to EL (-) 8.0m 65
EL (-) 8.0m to EL (-) 10.0m 75
EL (-) 10.0m to Mud-line 53
3.8 Splash Zone and Corrosion Allowance

The platform structural components shall be protected against corrosion based on the location
of platform and project requirements. The primary protection for the jacket structure in the
submerged zone shall be with a sacrificial anode cathodic protection system and coating
system. Jacket members in the splash zone and above the splash zone shall be protected by
an appropriate coating system in addition to the corrosion allowances specified below:
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Table 3.11: Corrosion allowance
Description Static analysis Fatigue analysis
Jacket legs, jacket cans and diagonal

6mm 3mm
members in splash zone
All remaining members of jacket above the

2mm 1mm
splash zone
Corrosion allowance is taken into account for the fatigue life calculations as half of the full
corrosion allowance due to the fact that both corrosion and fatigue damage accumulation are
continuous and long-term effects over the life span of the structure.
The splash zone area is defined as DNVGL-ST-F101, Ref. [A16] and it to be defined as area
between EL. (+) 5.0m above MSL and EL. (-) 4.5m below MSL.
3.9 Seabed Subsidence

Reservoir subsidence is not expected at the platform location and allowances are not required
for the detailed design.
3.10 Water Depth Tolerances

For structural design, a tolerance of ±0.5m shall be considered with the water depths specified
herein.
3.11 Mud-line Soil Condition

Settlement of the jacket at mud-line during installation shall be taken into account in setting the
mud-line framing elevation.
3.12 Sea bed Slope

The sea bed at the platform location is considered to be level.
3.13 Scour
A local scour of one and a half diameter (1.5D) shall be assumed in the analysis.
3.14 Boat Impact

Ship Impact Zone: The ship impact zone is defined as EL. (+) 3.0m to EL. (-) 1.0m relative to MSL
Ship Impact Load: The vessel with an approaching speed of 0.5m/s and tonnage 1700T shall be
used for the analysis.
3.15 Geotechnical Data

Soil data is based on Geotechnical Investigation Final Report No.: GS/SI/2012/PVEPPOC/
/WHP-KNT/FR(C), dated 05-April-2013, for soil boring at BH &CPTU WHP-KNT block 09-
02/09 offshore VIETNAM, Ref. [C1].
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3.16 Seismic Consideration

According to earthquake map zone partition (2008) of the Vietnam Institute of Geophysics, the
block 09-2/09 in seismic zone III have horizontal ground acceleration of 0.04g. Referring to API RP
2A WSD, 22nd Edition, section 5.3.6.2, and no earthquake analysis is required for areas where the
strength level design horizontal ground acceleration is less than 0.05g.
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4 MATERIALS AND MATERIAL USAGE

This section provides a summary of material and material usage for various platform
components.
4.1 Structural Steel

The specification of steel material refers to document “Specification for Structural Material”
[Ref.B1].
The Table 4.1 is shown material steel grade from material specifications used for topside in-
place analysis.
Table 4.1: Material Specification
The following characteristic properties shall be used for analyses and design:
Density in air : 7850 kg/m3
Young's Modulus, E : 210,000 Mpa
Shear Modulus, G : 80,000 Mpa
Poisson's ratio, μ : 0.300
Coefficient of thermal expansion : 11.7 x 10-6/°C
Friction coefficient (steel to steel) : 0.200
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4.2 Timber
Timber may be used for crane boom rests. Timber properties presented in the following table:
Timber Type Property Value

Air Dry Density 870 kg/m3
Hardwood Allowable Compressive Stress
23.0 MPa
(Parallel to grain)
For more detail of timber specification, refer to “Specification for Wood Materials” Ref. [B7].
4.3 Neoprene
Neoprene usage for riser clamps and fenders will be subject to COMPANY approval.
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5 LOADING
This section provides a general overview of various loadings to be considered for the structural
design of the KNT CPP. Detailed calculations for the individual components of each loading
case shall be included in the pertinent analyses and design documents.
5.1 Jacket Structure Dead Weight

The dead weight of the jacket is defined as the self-weight of jacket structure including marine
growth and all appurtenances such as sacrificial anodes and mud-mats. Weight allowances
are to be included to account for mill, fabrication and construction tolerances.
5.2 Topside Weight

The topside Not-To-Exceed (NTE) weight with a COG envelope of 10% of overall length of
topside dimensions in X and Y direction from the topside deck COG of Weight Control Report,
Document No.: KNT-001-TS-EC10-RPT-006 Ref. [B9] shall be considered.
5.3 Live Loads

Live loads to account for personnel, maintenance loads, and temporary storage loads from
piping and supplies are to be considered on areas of the deck which are unoccupied by
equipment. These can be uniformly distributed loads or concentrated loads depending on the
local/global aspects of the loads. The load intensities for different areas of the platform are
tabulated below.
Table 5.1: Design Live Load
Deck Plating and Stringers Global Design

Area Usage
UDL (kPa) CL (kN) UDL (kPa)
General Lay-down 25.00 30.00 15
Storage 25.00 30.00 2.5
Actual Equipment +
Main Deck 15.00 25.00
5.00 in open area
10.00
Actual Equipment +
All other Deck Areas (excluding equipment 15.00
5.00 in open area
footprint)
Walkways & Access
5.00 5.00 1.0
Ways
5.00 or Actual
Plant Room 7.50 10.00 Equipment + 2.50 in
open areas
5.00 or Actual
Workshops 7.50 10.00 Equipment + 2.50 in
open areas
Helicopter Landing Area 10.0 Wheel Impact Loads -
Muster Areas 10.0 - 5
Access Platforms 2.50 2.50 -
Flare Tip Access Flare Tip Weight +
2.50 -
Platforms Rigging
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Notes:
1) Concentrated Loads are primarily for the beam designs. When applied on plating, they are
assumed to be applied over an area of 300mm x 300mm.
2) Concentrated Loads for stair treads applied over an area of 150mm x 150mm.
3) UDL and CL are not assumed to be acting together.
4) Concentrated Loads on Walkways and access ways to be considered over an area of
500mm x 500mm.
5) The loads indicated for staircases and access platforms are applicable to grating and grated
areas not accessible to maintenance trolleys.
6) A 75% carry-down factor for open area and laydown live loads shall be applied for global
topside design in storm conditions.
7) No walkway live loads shall be applied for global topside design in storm conditions.
8) A 50% carry-down factor for live loads shall be used for pile foundation design for operating
and storm conditions.
5.4 Environmental Loads

The following sections describe the various design parameters related to environmental loads.
For in-service analysis, the design environmental shall be:
• Extreme Storm Condition: 100-year metocean criteria
• Operating Condition: 1-year metocean criteria
The environmental data are presented in Section 3.0.
The fatigue environmental data are given in Appendix A.
5.4.1 Wind Loads

Wind loads for the pertinent design conditions shall be calculated based on the basic data
furnished in section 6.4. Wind speeds shall be applied with the spatial coherence provisions of
API RP 2A. Shape coefficients and the wind loads calculations shall be in accordance with
section 5.3.2.2 of API RP 2A.
In addition, localized effects of wind loading on topside members and flare booms shall be
considered for local design. Slender members shall be designed to avoid vortex induced
vibration.
5.4.2 Wave and Current Loads

Wave loads shall be generated using the relevant wave theory as per requirements of API
RP2A-WSD 22nd Edition. Dynamic amplification of wave loads shall also be considered for
quasi-static in-place analysis.
In general, wave, current and wind load shall always be assumed to be acting in the same
incoming direction (the resultants of forces generated on each element must be collinear and
in the same direction).
A minimum of eight (8) wave directions for both the operating and storm conditions shall be
considered in combination with current and wind loads. The waves shall be stepped through
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the structure to achieve the maximum overturning moment (OTM) for wave attack in oblique
directions and maximum base shear (BS) for wave attack in principal directions.
Non-linear current stretching profile shall be used for current velocities.
5.4.3 Wave Inertial Load

In-place analysis shall incorporate the increase of environmental in forces in the structures due
to its dynamic response to wave excitation. The structure will be designed to reduce dynamic
response to avoid resonance phenomenon. If the calculated fundamental period of the
structure is less than 3 seconds, wave dynamics need not be considered, but dynamic
amplification factors for wave forces is still applied for in-place analysis.
5.5 Dynamic Loads

Dynamic loads such as inertial forces imposed on the structure as a result to the response of
an excitation due to cyclic or impact actions, generated by global dynamic analysis, shall be
included in the global quasi-static in-place analysis. For platform with sufficient low natural
periods (less than 3.0 seconds), these loads can be neglected.
5.6 Deformation Loads

Deformation loads associated with imposed deformation, for example differential foundation
settlement, misfit on stabbing points, sequence of loadings beyond steel elastic range, etc.
shall be assessed its impact to the structure.
5.7 Accidental Loads

Accidental loads are highly uncertain actions defined with respect to intensity and frequency
that may occur as a result of accident or exceptional conditions. For example, is boat collision
of a supply boat with platform structural components.
The platform shall be designed to resist the accidental collision and to meet the API RP 2A
post impact criteria in Sections 17.9.2 and B17.9.2 of the API RP 2A.
Operational Impact
Maximum vessel mass = 1700 MT
Velocity of vessel at impact = 0.5 m/sec
Added mass factor: Ca = 1.40 (for broadside collision)
Ca = 1.10 (for bow/stern collision)
Under the “normal” operational impact criteria with boat velocity of 0.5m/s, the impacted
structure shall absorb the impact energy without any substantial damage, and the resulting
stresses shall remain within the elastic range limited to initial yielding stage. Operational
impacts are expected from West side of the Platform. Hence, only impact on Boat Landings
and Jacket Legs shall be considered.
Accidental Impact
Maximum vessel mass = 1700 MT
Maximum speed = 1.5 m/sec
Added mass factor: Ca = 1.40 (for broadside collision)
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Ca = 1.10 (for stern collision)

Under “accidental” boat impact criteria with boat speed of 1.5 m/s, the structure shall be
designed to absorb the impact energy by elasto-plastic deformation of directly impacted and
adjacent members. On the other hand, non directly impacted members shall remain elastic
stage, constituting retaining sufficient residual strength to withstanding one year environmental
storm loads, which is in conjunction with the platform normal operating loads verified by Post
boat-impact analysis.
Dented or fully damaged members shall be taken into account for the structural model as totally
ineffective or partially effective by utilizing appropriate reduced section properties. Damaged
members are simulated as totally ineffective members, but still capture the wave loads for
analyses.
All jacket legs except protected by bumper are defined as collision zones.
Impact Location
The most onerous combination of impact locations and impact geometry should be established
based on the dimensions and configuration of the structure and vessel and should accounting
for tidal changes, operational sea-state and motions of the vessel.
Boat Characteristics
The vessel is considered as a rigid body and all impact energy is assumed to be absorbed by
the platform structure.
Boat/Vessel characteristic refer to boat/vessel class 1700 MT DWT, Refer to Appendix B for
Supply Boat Vessel catalogue.
Progressive Collapse
Operational or accidental level impacts shall not lead to progressive collapse of the platform.
Plastic deformation of members away from the local impact zone is not permitted, even in the
“Accidental Impact” case.
5.8 Pre-Service Loads
5.8.1 Fabrication and Construction Loads

Platform structures and structural members shall be checked against induced load based on
support conditions during fabrication, especially when different from those support points for
in-place and installation conditions.
In addition, platform components shall be checked again varying induced loads of various
fabrication/ erection operations such as roll-up, panel lifting, and equipment/ module installation
and for stacking and weighing.
5.8.2 Load-out
Loads due to load-out operations shall be considered for the global and local designs. The
appropriate load-out methods for the jacket and other components shall be defined and the
resultant loads/ loading scenarios shall be incorporated in the structural design. The loads,
where applicable include:
• Support displacements (if applicable)
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• Jacking Operations
• Static and Dynamic Friction and Break-out loads
Design considerations and loading scenarios are highlighted in the subsequent sections of this
document and installation specification. The design considerations shall be subject to Company
and MWS review and approval.
5.8.3 Offshore installation Loads

The jacket structure and other offshore installed components shall be designed for the following
offshore installation loading scenarios:
• On-bottom Stability
• Pile Driving.
The transportation/ towing, launching, floatation and upending analyses for jacket and other
components shall be referred to Doc. No. KNT-001-GE-EC10-DB-001 – Naval Architectural
Design Basis, Rev. [B3].
5.9 Other Loads

Any other temporary and permanent loading not explicitly covered herein, but might be
realistically expected occur during fabrication, installation or in-service conditions shall be
investigated and included in the local and global designs as appropriate, based on the nature,
extent and duration.
5.10 Load Contingencies

Appropriate contingency factors, based on the source, definition, status and the level of
confidence of the load/weight estimates shall be used for the local and global designs.
Equipment, bulk and/or architectural loading shall include the appropriate contingencies
defined in the latest Weight Control Reports, Document No.: KNT-001-TS-EC10-RPT-006 &
009, Ref. [B9] & [B10]. Structural weights shall include contingencies to cover for mill and rolling
tolerances, welds, coating and painting, and any minor items not included in the basic loads.
Contingency factors shall not be used to cover design growth and future loads. These shall be
considered as separate loads and included in the load combinations as appropriate.
Table 5.1: Load Contingency Factors
Description Contingency Factors
Structural Primary 1.15

Structural Miscellaneous 1.15
Tagged Equipment 1.20
Piping Bulk 1.20
Bulk Items (Electrical, Instrument, HVAC, etc.) 1.25
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5.11 Load Combinations

The basic loads with applicable contingencies shall be suitably combined to arrive at the most
onerous loading for the corresponding analyses and design.
The combinations shall cover various loading scenarios that are appropriate for in-service and
pre-service conditions and shall include the effects of variations in water depth, Centre of
Gravity (COG) and possibility of load reversals. Actual load combinations shall be developed
to ensure that all specific requirements for the pertinent design conditions are included in the
analyses and designs.
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6 DESIGN REQUIREMENTS
This section provides an overview of various requirements to be considered for the substructure
structural design.
6.1 General
The platform structural components and foundations shall be designed to ensure the adequacy
of structural safety, strength, stability and serviceability requirements for all phases of pre-
service and in-service conditions, as per the requirement of API RP 2A and AISC.
Design of some components such as stiffened plate and shell elements may not be covered
by the above codes, therefore the requirements of DnV or other internationally accepted codes
shall be used instead.
6.2 Member Design
6.2.1 Element Size Selection

Element sizes shall be selected on the basis of strength, local stability, limiting deflection-span
ratio, economy and availability in market.
The number of different sizes and material grades of members (tubular sections and rolled
shapes) and plate shall be kept minimum.
Rolled tubular members shall have diameter-to-thickness (D/t) ratio greater than 20. Local
buckling effect shall be taken into account by reducing allowable stresses as per API RP 2A
when D/t ratio is greater than 60.
Internal or external ring stiffeners shall be used wherever required to adequately reinforce the
tubular structures. Generally, the chord thickness of tubular joints can be increased up to 80
mm or to a minimum D/t ratio of 20 before considering the use of ring stiffeners. The primary
tubular braces thickness shall not be less than 10mm thickness.
6.2.2 Slenderness Ratios

Slenderness ratios of structural members shall be calculated using the buckling effective length
factor (K) in accordance with API RP 2A. The slenderness ratios of all primary structural
members shall be limited to a maximum of 80, subject to the fulfillment of vortex shedding
design requirements.
All primary tubular members shall be designed to satisfy the relationship kL/r ≤ 80 and kL/r ≤
120 for secondary tubular members where:
L = unrestrained member length
r = radius of gyration
k = effective length factor
The buckling effective length factor (k) for all members will be based on Table 6.1 Section
6.3.2.4 API RP2A-WSD 22nd Edition and AISC Cl. B7.
AISC nomograph for unhibited sidesway can be used for deck columns where no truss diagonal
in the vertical plane of deck column to determine the slenderness ratio, wherever necessary.
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6.2.3 D/t Ratios

Tubular members shall be sized to ensure that the minimum D/t ratio is 20. Maximum D/t ratios
of un-stiffened tubular shall be less than 200 and subject to strength reduction as in accordance
with API RP 2A, and subject to local buckling or the provision of ring stiffeners.
For piles, the maximum D/t ratios shall be limited to 60.
6.2.4 Minimum thickness

Tubular member wall thickness:
• For braces: t ≥ 10 mm and t ≥16 mm in splash zone
• For Jacket legs: t ≥ 16 mm and t ≥24 mm in splash zone
Minimum thickness of all primary members shall not be less than 10 mm, with additional
provision for corrosion allowance in the splash zone. Minimum web thickness/ wall thickness
for rolled shapes and tubules for secondary members should be 6mm (0.25”).
6.2.5 Conical transitions

Conical transitions shall be concentric and designed in accordance with API RP 2A.
6.3 Joints
6.3.1 Tubular Joints

Tubular joints shall be designed in accordance with API RP 2A requirements. The joints shall
be configured to provide the minimum gaps as shown on the drawings. Where overlap cannot
be reasonably avoided, the amount of overlap should preferably be at least D/4 where D is the
diameter of the through brace or 6 inches (150 mm), whichever is greater. Eccentricities of the
brace centerlines are greater than D/4 shall be included in structural model with new joints for
analysis.
All major braces which contribute to the overall integrity of the structure shall also have a
minimum angle of 30 degrees with respect to the chord to ensure accessibility for good welding
and fatigue requirements. Major joints with an inclined angle of less than 30 degrees shall be
subject to COMPANY approval.
All tubular-to-tubular joints shall be designed in accordance with the requirements of API RP
2A 22nd Edition (2014), Ref. [A1]. The minimum capacity requirement for primary joints should
at least 50% of the effective strength of each incoming brace for each design load condition.
The effective strength calculations should be based on the nominal material and geometric
properties of the brace, not of the brace stub.
6.3.2 Ring Stiffened Joints

Ring stiffened joints and node barrels shall be designed in accordance with API RP 2A. Close-
form ring solutions shall be used to evaluate stresses and deformations.
6.3.3 Primary non-tubular Joints

Primary non-tubular joints shall be designed to develop the strength of the incoming members
as per AISC 9th Edition.
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6.4 Analysis Requirements

The jacket and pile shall be analyzed and designed for the following in-service and pre-service
conditions.
6.4.1 Jacket Analyses

The jacket analyses consist of:
• In-service analyses, which cover in-place analysis for both 1-year operating conditions and
100-year storm conditions, dynamic analysis, fatigue analysis and boat impact analysis.
• Pre-services analyses cover load-out and on-bottom, etc.

For other pre-service design condition (such as transportation/ towing, launching, floatation and
upending) refer to document No. KNT-001-GE-EC10-DB-001 - Naval Architect Design Basis,
Ref. [B3].
Details of design methods, procedures and software to be utilized are detailed in the following
sections
6.4.2 Pile Foundation Analyses

The pile foundation shall be analyzed and designed for the following conditions:
• In-service conditions
• Handling, transportation and lifting
• Hammer/ add-on placement (pile make-up)
• Pile driveability assessment due to pile driving
6.5 Computer Modelling
6.5.1 Structural Model

A three-dimensional computer model of the Jacket, pile and/or Topsides, modelled as an
integrated structure in sufficient detail shall be used for the analyses. All appurtenances such
as boat landing, barge bumpers and caissons shall be included in the model for appropriate
analysis. The contribution of non-modelled items to the dead weight and environmental loads
shall be considered by means of added loads or factors on the members/joints where they are
attached.
6.5.2 Foundation Modelling

For in-place analysis, the platform shall be modeled with the pile-soil foundation as an
integrated part of the structural system. The computer program shall be capable of performing
iteratively the linear elastic analysis of the structure accounting for the non-linear pile/soil
interaction, until the required level of compatibility and equilibrium tolerances at the
structure/soil interface (pile head) joints are achieved. The pile foundation system shall be
modelled as a combination of piles and the corresponding non-linear soil properties along the
depth.
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The pile foundation model shall include the following soil properties:
1. p-y curves, which define lateral resistance versus deflection at various soil depths.
2. t-z curves, which define pile skin friction versus axial displacement at various soil depths.
3. q-z curves, which define axial point bearing resistance versus displacement at the pile tip.
Full p-y, t-z and q-z data taken from the applicable geotechnical report shall be used to model
the foundation.
For dynamic and fatigue analyses, the pile foundation shall be represented either by a set of
equivalent pile stubs, based on the stiffness characteristics of the non-linear pile-soil system or
alternatively the structural analysis software may be used to generate an equivalent stiffness
matrix (super-element).
Linearization of the foundation system for fatigue and dynamic analysis should be performed
using the centre of damage wave or storm wave as applicable for the analysis, respectively.
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7 ANALYSES AND DESIGN
7.1 In-Place Analysis
7.1.1 Computer Model

The jacket, its individual members, joints and appurtenances shall be assessed to withstand
the maximum loading extracted from the combination of environment loads, and gravity loads
occurring during operating and storm conditions. The directional wave and current shall be
used for in-place analysis.
Dynamic wave response analysis shall be considered if the platform natural period is more than
3.0 seconds, otherwise quasi-static analysis is employed for in-place analysis.
The main structural members of the topside are simulated in order to take the stiffness of the
topside structure into account.
The substructure (jacket-pile-soil system) model shall include all structural members of the
jacket, piles and soil system. The model shall account for buoyancy and flooded member loads.
Boatlanding, barge bumpers and miscellaneous steel, etc. shall be simulated as non-structural
elements for wave generation purposes.
7.1.2 Load Combination

The basic load cases shall be combined to produce a series of load combinations to generate
most onerous states for the substructure in-place conditions.
Condition I: Operating conditions. These are normal environmental conditions with
maximum topside loads (NTE weight).
Condition II: Extreme conditions with maximum topside loads. This condition refers to
extreme environmental conditions with maximum topside operating loads
(NTE weight). A carry down factor of 50% shall be applied for live loads.
Condition III: Extreme conditions with minimum topside loads. This condition refers to
extreme environmental conditions with minimum topside loads. Live loads
are not considered.
Condition IV: This condition corresponds to the operating condition, normal environmental
conditions with soft mooring loads.
The above load combinations are considered in-line with minimum and maximum water depth.
All basic loads such as computer-generated loads, input dead loads and operating inventories
are increased by applying the required load contingency factors.
In operating condition, the effect and orientation of the crane hook loads shall be considered to
maximize the overturning moment of jacket.
In storm condition and jack-up rig soft mooring condition (condition IV), deck cranes shall be
assumed non-operational.
The reduction factors shall be applied for equipment content loads for storm conditions.
Applicable dynamic amplification factors or Inertial Loading shall be used for the wave loads.
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Table 7.1: Load Conditions for Substructure In-place Analysis
Conditions
Basic Loads Remarks
I II III IV
Substructure Generated Dead Loads √ √ √ √
Substructure Appurtenance Dead Loads √ √ √ √
Topside Dead Loads (Structural, Equipment,
√ √ √ √
Piping and Bulks)
Topside Operating or Hydrotest (if required)
√ √ √ √
Loads (Equipment, Piping and Bulks)
Living Quarter Reaction Loads √ √ √ √
Flare Boom Loads √ √ √ √
Crane Dead Load √ √ √ √
Crane Operating Load √ √
Topside Open Area Live Load √ √ √ see Table 5.1
Wind Load - Operating √ √
Wind Load - Extreme √ √
Wave and Current Loads - Operating √ √
Wave and Current Loads - Extreme √ √
DAF or Inertial Loads (Due to wave) √ √ √ √ for dynamic case
Soft Mooring Loads of 50MT per leg √ apply on two legs
Max. Topside
Max. Topside
Min. Topside
Soft Mooring
Operating +
Condition
Storm +
Storm +
7.2 Natural Frequency Analysis

The purpose of natural frequency analysis is to determine the dynamic amplification (DAF) for
in-place wave loading and for the preparation of wave period selection for spectral fatigue
analysis. It shall be determined using an Eigen-value method. Number of Eigen-values (natural
frequencies) and eigenvectors (mode shapes) shall be determined in such a way that minimum
90% of mass shall participate to represent the structural vibratory energy.
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7.2.1 Dynamic Amplification Factor

Dynamic amplification factors (DAFs) shall be calculated for the extreme storm and operating
wave conditions for each principal direction using a single degree of freedom idealization given
by: -
1
DAF =
 [ (1-²)² + (2  )²]

Where  =
n
 = the wave frequency – extreme storm or operating as appropriate.

n = the first translational frequency of the structure in the appropriate
direction.
 = the structural damping ratio of 2% as a proportion of critical damping
will be adopted.
The conventional procedure is to apply the DAF calculated above for factoring the
environmental loads excluding current load as a constant to cyclic components of wave loading.
This approach produces satisfactory results since the fundamental sway modes of a steel
jacket in water correspond closely to the global response shape under long wave loading. The
approach has the disadvantage that the applied dynamic loading is assumed to have the same
distribution over the height or the structure as the quasi-static wave forces.
DAF for oblique directions is approximated using the formula below

A platform structural model that represents stiffness, structural mass, mass of jacket
appurtenance, marine growth, entrapped fluid and entrained mass with the centre of mass
locations in sufficient detail and accuracy shall be simulated for the dynamic analysis. All heavy
equipment, vessels, cranes and buildings shall be represented and integrated into the structural
model to ensure that mass and Centre of Mass (COM) are properly accounted for in the
analysis.
7.2.3 Foundation Model

The foundations shall be represented by super-element generated by averaging pile head
(static) forces which reflect the characteristics of the overall pile-soil system.
7.2.4 Design loads (masses)

The design loads used for reflecting the design loading conditions shall be used to represent
the associated masses. The topside masses with center of mass which are corresponding to
the normal operating conditions, excluding crane hook loads is used for the dynamic analysis.
The jacket loads (masses) shall comprise from jacket structure and appurtenances, including
marine growth.
The overall masses shall consist of the followings:
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• Jacket mass,
• Topside masses including Topside ancillary structure masses for operating condition
• Entrapped water mass for flooded members
• Jacket appurtenances mass including marine growth mass
• Added (entrained water) mass
7.2.5 Eigen Value Method

Eigen value method with adequate number of retained Degrees of Freedom (DOF) will be
performed to determine the fundamental frequencies of the platform. Minimum number of
retained DOF is ten folds of desired number of modes.
7.3 Dynamic Response Analysis and Inertial Loading

Dynamic response analysis shall be performed to calculate the inertial loadings on the structure
due to wave response in the event that the structural have natural period more than 3.0 seconds.

The computer model shall be adopted from the in-place analysis model with appropriate
modifications required for the dynamic response analysis such as for foundation model.

The foundation model shall be represented by linear springs, pile stubs or linier matrix for pile
head nodes. Two foundation models for operating and storm conditions shall be generated to
represent the soil pile non linier interactions.
7.3.3 Transfer Functions

Transfer function for the global base shear and overturning moment shall be developed with
sixty (60) frequencies as minimum. The frequency range shall be between 0.025Hz and 1.00Hz,
with a maximum frequency interval of 0.05Hz. The minimum frequency can be taken equal to
the maximum wave period.
Within the range, a number of smaller frequency intervals shall be introduced in the vicinity of
structural frequencies:
7.3.4 Selected Frequencies (fi)

The first three (3) lowest frequencies i.e. the first bending mode in X direction, first bending
mode in Y direction and torsion shall be included with consideration of 90% Mass Participation
Factor (MPF). If MPF for the first three modes is less than 90%, then the second lowest three
modes shall be taken into consideration.
In the vicinity of the structural frequencies (fn), a number of smaller frequency interval can be
employed as follows:
fi = fn (1 + i (± 0.02) ; i = 1,2, 4
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7.3.5 Design Wave Frequencies (fw)

The peak wave frequencies (fwp) shall be based on the 1 year and 100 year wave. Other
selected wave frequencies shall be around the above frequencies, such as 1.05fwp and
0.95fwp.
7.3.6 Frequencies based on leg spacing

A number of selected frequencies based on jacket structural geometry such as legs, caissons
and their relative spacing at the waterline, can be used for selected frequencies (f)
The frequencies shall be selected to describe the peaks and troughs of the static transfer
functions. The wave length of these waves with respect to the spacing and hence their
frequencies shall be such that maximum load effects and cancellation effects are accounted
for.
Selected frequencies (f) shall be tuned based on the shape of the transfer function to ensure
all peaks and troughs are included.
7.3.7 Dynamic Response Analysis

Dynamic response analysis shall be performed using the modal-superposition method with
adequate number of modes to capture the response of the platform. A structural modal
damping ratio of 2% can be used for all modes the wave response analyses.
7.3.8 Dynamic Amplification Factors

DAFs shall be calculated for X, Y and diagonal directions based on the relevant response
obtained from the dynamic response analysis. If spectral dynamic response analysis is selected,
therefore the DAF can be computed as follow:
DAFs = RMSS Value of Dynamic Response/ RMSS Value of Static Response.
DAFm = RMSOTM Value of Dynamic Response/ RMSOTM Value of Static Response.
7.3.9 Inertial Forces

The inertial base shear and overturning moment for quasi – static analysis can be computed
as follows:
Inertial Base Shear = (DAFs – 1) x Static Base Shear
Inertial Overturning Moment = (DAFm – 1) x Static Overturning Moment
Where: DAFs and DAFm are the amplification factors for base shear and overturning moment
respectively.
The above static base shear and static overturning moment were computed using the design
wave.
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7.3.10 Distribution of Inertial Forces

Spatial distribution of inertial forces acting on platform joints can be derived with the assumption
of linier combination contributed by the first and second modes as describe below;
fi =  21 Mi Xi +  22 Mi Yi
in which, 1 = 2/T1
2 = 2/T2
Mi = mass at the ith level
Xi = modal displacement of the first mode at level i
Yi = modal displacement of the second mode at level i
Factors  and  are determined by solving the following simultaneous equations:
 21  Mi Xi +  22  Mi Yi = F
 21  Mi Xi hi +  22  Mi Yi hi = M
Where hi = height of the ith level for mudline
F = inertial base shear
M = inertial overturning moment
The summation of inertial forces performed over all the levels. The inertial forces at each level
are distributed to the various joints at that level in proportion to the joint masses at that level.
The inertia forces at each level for the diagonal directions will be obtained by linear combination
of the components from the two orthogonal inertial forces at each level.
7.4 Fatigue Analysis

The joint fatigue damage of platform for in-service period shall be investigated using dynamic
spectral fatigue analysis.

The computer model shall be similar to the model used for dynamic response analysis with
minor modification such as for corrosion allowance, hydrodynamic coefficients, marine growth
thickness and foundation model.
Corrosion allowance for the jacket primary members in the splash zone shall be half the values
considered for the in-place analyses.

When using SACS software, the foundation shall be represented by super-element generated
using pile head forces which be determined based on the center of damage wave of fatigue
wave.
7.4.3 Natural Frequency Analyses

Eigen Value analysis shall be selected to determine of the first twenty (20) modal frequencies
and associated mode shapes of integrated topside, jacket and foundation of the platform.
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7.4.4 Wave Loads

Eight (8) directional wave approach shall be used to generate wave loads acting on the platform
by which cyclic stress for each tubular joint can be derived for computing joint fatigue life. The
random waves expressed as wave scatter diagram or Annual probability of occurrence of
seastate for each wave approach direction shall be based on the wave data in Appendix A.
Directional spreading function shall be in accordance with API RP 2A.
7.4.5 Wave Distribution

The annual distribution of the directional seastate (scatter diagram), in terms of significant wave
height (Hs) and mean zero up-crossing periods (Tz) shall be as per the data in Appendix A.
The spectral peak period Tp is calculated as:
Tp= 1.414 x Tz
7.4.6 Wave Spectral

The wave spectral model for the seastate shall be using the JONSWAP spectrum.
7.4.7 Wave Kinematics

Water particle velocities and accelerations shall be calculated using Airy wave theory. MSL
shall be used as reference datum for the water depth for the spectral fatigue analysis.
Drag and inertia forces on individual members shall be calculated using Morison’s Equation.
No shielding or interaction effects within the structure shall be considered.
Current shall be excluded from the analysis. Buoyancy shall be in reference to Mean Sea Level.
7.4.8 Hydrodynamic Coefficients

Drag and inertia coefficients for tubulars shall be in accordance with API RP2A-WSD 22nd
Edition, as mentioned in Section 3.6.10.
7.4.9 Marine Growth

It shall be considered 75 percent of the marine growth thickness for fatigue design, to represent
the average condition during the life.
7.4.10 Wave Steepness

A wave steepness of 1/20 shall be used for selection of reference wave heights used for
derivation of transfer function.
7.4.11 Wave Response Analysis

Wave response analyses shall be performed for a series of reference wave height with
associated period to generate for a series of static and dynamic base shears which are plotted
as transfer functions. Sufficient number of wave frequencies shall be chosen to represent the
transfer function over the frequency range of interest.
The selected minimum frequency shall ensure adequate coverage of the response spectrum
of the seastate. The maximum frequency shall be selected such that the area under the
response spectra has fully coverage the frequency of interest. Thus for frequencies greater
than such maximum value, the transfer function is negligible.
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Wave forces shall be computed for a minimum twenty-five (25) frequencies per direction and
the maximum spacing between adjacent frequencies shall be 0.05Hz. Frequencies shall be
closely spaced in the region where the wave spectrum has its maximum energy.
The frequencies for which wave forces for each wave direction are computed to define the
transfer function shall include:
• All natural frequencies (fn) of the structure in the range 0.025Hz to 0.50Hz. Frequencies
corresponding to approximately 0.95fn , 0.98fn, 1.02fn and 1.05fn shall also be included.
• Frequencies for which wave force cancellation and enhancement may occur shall be
selected such that the corresponding wave lengths are approximately integer or half integer
multiples of the leg spacing in the particular wave direction.
A structural damping ratio of 2% shall be used for the wave response analyses for all modes.
7.4.12 Stress Amplitudes

The nominal stress ranges at each hot spot shall be determined from the response analysis by
stepping the wave through the structure for minimum ten (10) positions per wave.
Hot spot stress ranges at each of the eight (8) equally-spaced points around the circumference
of each tubular member end shall be calculated by using appropriate Stress Concentration
Factor (SCF) for axial and bending stresses.
The transfer function ordinates shall then be computed for each member-end hot spot location
by dividing the hot spot stress amplitude by the amplitude of the wave height under
consideration.
7.4.13 Joint Classification

The joint classification is load path dependent, in accordance with API RP2A-WSD 22nd Edition.
Operating wave shall be used for classifying joints.
7.4.14 Stress Concentration Factors (SCF)

The SCF either for axial or bending is dependent on the details of the load paths and the
geometry of the joint under consideration.
Geometric stress concentrations for un-stiffened tubular joint geometries (i.e. T, X, K, etc) shall
be calculated using empirical formulae developed by with Efthymiou. These formulae are valid
within specified parameter ranges. For joints outside these parameters, SCF’s shall be
computed using empirical formulae in accordance with Llyod’s Register of Shipping.
The Validity ranges for the Efthymiou parametric SCF equation shall be in accordance API
RP2A-WSD 22nd Edition, as per Section B8.3.
A minimum SCF value of 1.5 and 2.5 shall be used for axial and bending stresses on the chord
and brace, respectively, for un-stiffened tubular joint connections.
For ring stiffened joints, the SCF’s shall be in accordance with Llyod’s Register of Shipping,
with a minimum SCF of 1.5 for all other locations except for the brace side under axial and OPB
loading which shall be 2.0.
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7.4.15 S-N Curve

The S-N curves for jacket tubular joints shall be in accordance with ‘WJ’ welded joint of API
RP2A. Other S-N curves such as DNV, HSE etc. shall be used only for the appurtenance joints.
The fatigue life for all tubular connections shall be calculated on the chord and the brace side
of the connection based on API RP 2A WJ S-N curve, including the thickness correction factor
on the allowable stress.
For connections not meeting the target life, chord and/ or braces shall be resized to ensure that
the joints are adequate. Grinding/ Profiling requirements shall be kept to a minimum and such
connections shall be checked against API RP 2A WJ S-N curve and its accompanying weld
improvement techniques. Hammer peening is not permitted, except only for weld profiling for
improvement of joint fatigue life.
7.4.16 Fatigue Life and Safety Factor

The platform design operational life is 25 years. The safety factor for the steel components
should depend on the failure consequence (i.e. criticality) and in-service inspectability in
accordance with API RP2A-WSD 22nd Edition, is described in Section 8.5 of this document.
7.5 Load Out Analysis

The jacket shall be capable of withstanding the forces during loading out operation from the
fabrication yard. The load- out analysis was performed considering the jacket being load- out
in horizontal position, i.e. moving the jacket on its main nodes along jacket launch chords.

The computer model for the load-out analysis is derived from the in-place analysis model and
modified as follows:
• Loadings will include dead load, rigging weight and preinstalled appurtenances (if any).
Only dry loads are used in the model. The structural elements which are not installed on
the jacket during load-out shall be removed from the model.
• Rigid stub members are introduced to represent the support points.
• Support points are bearing pinned with no upward reaction forces.
• Load combinations are introduced to represent load-out cases.
7.5.2 Load Combination

During load-out skidding operation, jacket will be supported along the whole length of its pair
of launch trusses. The main joints along the launch cradles are modelled as pinned supports
using SACS ‘GAP’ (compressive) elements. Supports in tension are removed automatically by
‘GAP’ elements.
The following cases will be analyzed.
a) Intact Modes: Normal load-out, no loss of supports.
b) Cantilever Modes - Over Ballast: The first series of support conditions represents the
situation if the barge is too low (over ballast) and the jacket is supported only by the onshore
skid-ways. For these support cases, supports are progressively deleted starting with the
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bottom of the launch truss and continued until the last stable support is reached (i.e. the
jacket is still supported by joints below the center of gravity).
c) Bridging Modes
• The first of the bridging series represents the situation if the barge is also too low (over
ballast). For these cases, the bottom joint of the launch truss is supported on the launch
barge and any one of the launch cradle joints, which is located above the center of
gravity, is supported on the bulkhead.
• The second of the bridging series represents the situation if the barge is too high (under
ballast). For these cases, the top joint of the launch truss is supported on the onshore
skid-way and any one of the launch cradle joints, which is located above the center of
gravity, is supported on rocker beam.
d) Cantilever Modes - Under Ballast: The second series of support conditions represents the
situation if the barge is also high (under ballast) and the jacket is supported only on the
launch barge. For these cases, supports are progressively deleted starting with the top joint
of the launch truss and continued until the last stable support is reached (i.e.: the jacket is
still supported by joints above the center of gravity).
7.5.3 Wind Load

Wind shall not be considered in load-out analysis.
7.5.4 Loadout Stability

Loadout using skid method does not need stability checks.
7.6 On-Bottom Stability Analysis

During offshore installation, the jacket is upended and placed on the seabed. The jacket shall
be checked for vertical, horizontal and overturning (toppling) stability in accordance to API RP
2A. Prior to commencement of piling, the jacket will be resting on its mudmat while being
subjected to its dead weight, hydrodynamic forces and weights of piles(s) hung off the jacket.
The mudmat, located at the mudline framing, shall be sized to ensure that the mudmat pressure
does not exceed the allowable soil bearing pressure. The soil reference used for the mudmat
design shall be taken from the Geotechnical Investigation Report.
The stability of the jacket shall be determined for the environmental conditions specified in
Section 3.14 above.
7.6.1 On-Bottom Stability Scenario

Table 7.2: Jacket On-Bottom Scenarios
Case
Condition Load Description
No.
Gravity Load*+ Minimum water depth buoyancy
1 Jacket without pile
Gravity load**+ Maximum water depth buoyancy
Gravity load*+ Minimum water depth buoyancy+ P1 on most
2
unfavorable leg (nearest to submerged COG)
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Case
Condition Load Description
No.
Jacket with Gravity load*+ Minimum water depth buoyancy+ P1 on the
proposed pile over- second nearest to COG
hanging
Gravity load*+ Minimum water depth buoyancy+ P1 in two
diagonally opposite legs
Gravity load*+ Minimum water depth buoyancy+ P1&P2 on
most unfavorable leg+ P1 on the diagonally opposite leg
Gravity load**+ Maximum water depth buoyancy+ P1 on
most unfavorable leg
Gravity load**+ Maximum water depth buoyancy+ P1 in two
diagonally opposite legs
Gravity load**+ Maximum water depth buoyancy+ P1&P2 on
most unfavorable leg+ P1 on the diagonally opposite leg
3 Combination for all cases with the environmental loads (wave and current) from the
most unfavorable direction.
Note: * = with applicable contingency
** = without contingency
7.6.2 Stability Checks

Overturning Stability:
The jacket and mudmat system shall be checked for stability against overturning due to the
eccentricity of the gravity loading as well as the wave loading as per APIRP2A.
Bearing Stability:
The stability of jacket and mudmat system against bearing failure due to the imposed loading
shall be investigated.
In lieu of soil investigation report, the ultimate bearing pressure shall be calculated in
accordance with API RP 2A. Allowable soil bearing pressure can be computed using factor of
safety as recommendation API RP 2A.
Sliding Stability:
The stability of jacket for the case of un-factored jacket on-bottom weight and maximum water
depth condition and mudmat system against sliding due to the lateral forces from the wave
loads shall be investigated in accordance with API RP 2A
7.6.3 Factor of Safety

The required minimum factor of safety for various checking in the on-bottom analysis is given
in Section 8.6.
7.6.4 Jacket Structural Integrity

The integrity of the jacket structure subject to acting soil bearing pressure on mudmat and
jacket on-bottom weight together with pile and hammer placement shall be checked against
the requirement of API RP 2A.
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Supporting beam, knee braces and end connections shall be designed such that maximum
stresses are within the allowable limits as per API RP 2A/ AISC.
A one-third increase in allowable stresses shall be considered for the cases where the
environmental wave and current are included in the load combinations.
7.7 Boat Impact Analysis

The objective is to design the platform so that the impact energy can be absorbed before
structural damage becomes so severe as to result in immediate or progressive collapse. In
additional post damage analyses will be performed to verify that the deformed structure is
capable of supporting full platform operating loads as well as one-year return environmental
loads.
The platform shall be designed to resist initial collision and meet the API RP 2A impact critical.
7.7.1 Method of Analysis

The boat impact analysis shall be conducted in non-linear fashion using SACS software.
The boat impact can be classified as operational and accidental impact.
The design parameters are given in Section 5.7 to investigate the behavior of the jacket that
will remain intact and serviceable in the event of boat impact.
Under operational impact, the structure shall absorb the impact energy without sustaining any
damage. No permanent plastic deformation is allowed on the structural elements.
Under accidental impact, the structure shall be designed to absorb the impact energy by elastic
and plastic deformation of local members and elastic deformation of the overall platform and to
retain sufficient residual strength after impact to withstand the one-year environmental loads in
conjunction with the platform normal operating loads.
The most probable impact locations and impact geometry should be established based on the
dimensions and geometry of the structure and vessel and should account for tidal changes,
operational sea-state and motion of the vessel. Prior to starting the analyses, the impact zone
shall be determined and agreed with Company.
As minimum, the following load case shall be considered for analysis:
Case 1 - Mid span impact.
Case 2 - One-third span impact.
7.8 Pile Foundation Design
7.8.1 Modelling
The pile foundation model shall include the proposed pile make-up and soil data based on the
geotechnical investigation report document No.: PGS/SI/2012/PVEPPOC/ /WHPKNT/FR(C),
Rev. 1. The soil property model consists of the p-y, t-z and q-z input.
A local scour of one and half (1.5) pile diameter shall be considered in the model as per API
RP2A WSD 22nd Edition.
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7.8.2 Analysis
The pile soil model shall be analysed using a non-linear pile soil interaction analysis program.
This analysis shall be carried out in conjunction with:
• Platform in-service analysis for extreme storm and operating cases.
• Platform in-service analysis with boat impact loads

For dynamic and fatigue analysis, the foundation shall be linearized and represented by a set
of stiffness matrix which provide a similar stiffness to that of the complete non-linear pile-soil
system.
7.8.3 Pile Penetration

The design pile penetration shall be determined based on pile head vertical forces extracted
from in-place analysis with applicable factors of safety as described in Section 8.4, in
accordance with API RP2A-WSD 22nd Edition. The ultimate pile axial capacities shall be based
on recommendations in the geotechnical report, document No.: PGS/SI/2012/PVEPPOC/
/WHPKNT/FR(C), Rev. 1.
7.8.4 Pile Stresses

The design pile stresses due to axial loads and bending moments shall be determined at all
critical sections along pile and shall be checked in accordance with the requirements of API
RP2A-WSD 22nd Edition. Basic allowable stresses shall be increased by one-third for design
loads due to extreme storm conditions.
7.8.5 Under-drive/ Over-drive Allowance

The pile sections near mudline shall be designed to accommodate possible under-drive only.
No over-drive is allowed. An allowance of 1.800m (1xD) shall be provided for under-drive
condition.
7.8.6 Pilehead Lateral Displacement Allowance

Pilehead lateral displacement shall not exceed 10% of pile diameter.
7.9 Pile and Conductor Make-Up and Pile Driveability Analysis

The objective of the pile and conductor make-up and drivability analysis is summarized as given
below:
• To investigated the drivability of the piles and conductors to the design penetration depth
using proposed hammer without overstressing or refusal.
• To ascertain the structural strength capacity adequacy of the pile stick-up due to hammer
weight, self-weight and driving stresses where applicable.
• To check the structural strength adequacy of the lifting aids provided on the piles.
• To ensure stresses induced in pile/ conductor section during lifting are within acceptable
limit as stipulated in API RP 2A.
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7.9.1 Method of Analysis
Pile and Conductor Make-Up

The pile section shall be checked to ensure that it can be handled, up-ended and lifted using
the proposed barge crane with sufficient hook height range and lift load capacity, without
overstressing or causing excessive deflections.
Pile and conductor make-up is aimed to design the add-on lengths to withstand the assemble
weight of the proposed hammer required to drive that on. Whenever possible, add-on changes
should be avoided when the pile tip is in a sand stratum, i.e. giving large resistance.
The final pile and conductor make-up and stabbing guide details shall be confirmed by Offshore
Installation Contractor (T&I) complying with the handling procedures, hammer type and
selected barge crane.
The pile and conductor section shall also be designed for the lifting and upending conditions.
As a result, the pile installation load shall be used as input for jacket on-bottom analysis in
Section 7.6.
7.9.2 Pile and Conductor Drivability

Driving analyses are conducted for the piles using commonly available hammers. The
GRLWEAP pile analysis computer program is used. The combined dynamic static stresses due
to the driving are not to exceed the yield stress of the piles as per API RP-2A, 22nd edition
criteria.
Pile and conductor drivability analysis is performed to ensure its drivability. It is intended for
pile make-up verification and as a guide for installation. This is not aimed at predicting blow
counts accurately. The analyses of the dynamic behavior of a pile during driving are based on
one-dimensional wave equations.
Expected soil resistance during driving is estimated based upon the following:
(i) The build-up of SRD with time for cohesive soils was computed as follows:
(a) Continuous Driving Conditions
Estimated SRD = 0.6 x API static capacity < 75m penetration
= 0.6 to 0.4 x API static capacity from 75 to 105m
= 0.4 x API static capacity > 105m penetration
(b) Restart Conditions of up to 12 hours Delay
Estimated SRD = 0.9 x API static capacity < 75m penetration
= 0.9 to 0.7 x API static capacity from 75 to 105m
= 0.6 x API static capacity > 105m penetration
(c) Delays of Few Days
Estimated SRD = API static capacity
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(ii) The skin friction on the outside of the piles in sands remains essentially the same at about
100% of static friction during continuous driving as well as after delays. The unit friction is
equated to the unit friction determined for pile capacity in cohesionless soils.
(iii) The skin friction on the inside of the piles in both clay and sands is expected to be small
(negligible) during continuous driving. After delays, the internal friction is assumed to result
in plugged driving.
(iv) The end bearing component of driving resistance is assumed to be equal to static end
bearing and can act either on the pile annular steel area when coring (unplugged) or on
gross tip area when plugged. It is assumed that the piles to be coring during continuous
driving and initially plugged when restarted after a delay.
The hammer efficiencies shall be as recommended by the manufacturer, T&I or Company.
Wave equation analysis shall be performed for the pile-soil-hammer system with the design
soil parameters and driving conditions.
The analysis shall be used to determine:
• Blow count versus depth of penetration.
• SRD vs blow count relationship for pile and selected hammer.
• Self-weight penetration and any incremental penetration upon placement of add-ons and
hammer. Hammer efficiency factor shall not exceed 0.9, unless proven by hammer
manufacturer or test certificate.
• Maximum compressive and tensile driving stresses on the pile.
Refusal is defined as the point where pile driving resistance exceeds the criteria stated in
Section 15.5.6 of API RP 2A WSD 22nd Edition
The stresses during driving of the free-standing pile section shall be considered in according
to API RP2A-WSD 22nd Edition, Section 9.10.5 as follows:
• The combination of the stress due to the impact of the hammer and the stresses due to
axial load and bending shall not exceed the yield stress of the material.
• The maximum of dynamic stresses shall not exceed 80 to 90 percent of designed yield
stresses.
The soil parameters shall be taken from geotechnical report are as follows:
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7.10 Miscellaneous Designs

All appurtenances and their connections to the main structure shall be designed for strength
and durability, in accordance with the requirements of API RP 2A, AISC or other referenced
standards. The design of appurtenances shall be consistent with their intended usage, method
of installation and proposed support arrangement.
The appurtenances shall be analyzed and designed using the approved structural analyses
software and generally accepted engineering practices. Each appurtenance and its support
arrangement shall be analyzed as a stand-alone structure, based on the pertinent local design
forces and load conditions.
7.10.1 Crown Shim Plate

The pile and jacket will be connected at crown/shim location, through crown/shim plate. The
Crown/Shim plate will be attached with jacket leg and then it will be welded with the pile. The
crown/shim plate connection is designed using axial forces, shear and bending moment at the
interface node of the pile and main legs. The Crown/shims are designed to maximum axial load
resulting from the combination of leg axial force-moment coupling and shear force. The weld
length used for calculating the weld size for the maximum axial load transfer considers length
parallel to the jacket leg and pile.
7.10.2 Wave Slam

Wave slam occurs when wave excitation suddenly hits a surface of structural members. The
highest slamming forces occur for members above water surface in the vertical direction.
The magnitude slamming force on members depends on impact velocity and the slamming
coefficient. The impact velocity is the water particle velocity normal to water surface.
The slamming forces per unit length can be calculated as follows:
Fs= 0.5 ρ Cs D V2
Where,
Fs = slamming force per unit length
ρ = density of passing fluid
____________________________________________________________________________________
KNT CPP
BASIS AND BRIEFS
Cs = slamming coefficient (Cs= 3.14 for tubular and Cs= 5.5 for non-tubular)
D = diameter of member
V = projected impact velocity to longitudinal axis of the members
The velocity the water surface shall be calculated for 1-year operating and 100-year extreme
storm wave. The member shall be checked against API RP2A-WSD 22nd Edition with one-third
increase in allowable stresses from extreme storm condition.
Members exposed to slamming during transportation and launch will be examined for slamming
according to the same principles as above.
7.10.3 Vortex Shedding

The flow of fluid/air passing a body will cause vortices to be shed. This shedding and vortices
produce dynamic loading on the body which will result in resonance if the natural frequency of
vibration of the body coincides with the frequency at which vortices are shed. The phenomenon
is more commonly occurred to long and slender jacket members such as the J-tube and
caissons. The natural frequency and size of a body will determine a flow velocity threshold at
which the onset of Vortex Induced Vibrations (VIV) will begin.
The one-minute mean wind speed @ 10.0m above MSL with 10 years return period is
considered for the vortex shedding check during jacket transportation.
Design Approach
The applied design method against vortex shedding included vibrations will follow the following
sequence of steps.
- The natural period for the member is determined assuming both ends of the member simply
supported.
- The stability parameter is provided for the member.
- In case the reduced velocity and the stability parameters are such that vortex shedding do
not occur, for the current or wind speeds in question, no further action is taken.
- In case vortex shedding cannot be excluded, the end conditions of the members are
reassessed, the reduced velocity is recalculated and the occurrence of vortex shedding is
re-evaluated.
- In case vortex shedding still cannot be excluded, the following actions are taken:
- For vortex shedding in air, the member is equipped with ropes at the middle one third of
the member length.
- For vortex shedding in water, the member stresses due to vortex shedding are evaluated.
Thus, established stresses shall be added on top of the stresses from in-place analysis.
____________________________________________________________________________________
KNT CPP
BASIS AND BRIEFS
Design Parameter:
The flow speed at which in-line or cross flow motion starts generally depends on the structural
mass and damping, the displaced mass and other attached mass (such as the marine growth).
2M e d
K =
D
s 2
The non-dimensional stability parameter, Ks is defined as

Where:
Me = equivalent mass per unit length.
d = logarithmic decrement of structural damping, 2 .
 = damping ratio.
 = density of medium (sea-water or dry air).
D = pipe diameter.
The flow velocity expressed in terms of a reduced velocity, Vr is given by
V
V =
r fn D
Where:
V = current or wind velocity.
fn = natural frequency of pipe.
c EI
= 2 4
M L
e
C = constant depending on end conditions.
= 22.37 for fixed ended.
= 15.42 for clamped hinged.
= 9.87 for simply supported.
= 3.52 for cantilevered.
E = young's modulus.
I = Moment of inertia.
In-line excitations in fluid may occur for the following conditions.
1.0 < Vr < 3.5 and Ks < 1.8
While cross-flow excitations in fluid may occur when
4.0 < Vr < 10.0 and Ks < 16
In-line excitation in air can be ignored due to low aerodynamic forces at the appropriate valve
of reduced velocity and generally high stability parameter. (Ks >> 1.8)
Cross-flow excitation in air may occur for the following conditions.
4.5 < Vr < 7.5 and Ks < 25
____________________________________________________________________________________
KNT CPP
BASIS AND BRIEFS
7.10.4 Upending/ Leveling Padeyes

The orientation of upending padeyes is orientated towards the center of gravity determined
from the weighing report or the approved weight control report for lift condition.
The maximum factored sling force including Dynamic Load Factor (DLF) extracted from lifting
analysis shall be used to design the padeyes.
7.10.5 Hydrodynamic Collapse Ring Design

Hydrostatic collapse rings shall be provided on the jacket members as determined from the
analysis. The rings shall be designed in accordance with the requirements of API RP2A-WSD
22nd Edition/ AISC. The analysis shall consider both in-service and pre-service cases where
the jacket legs may be non-flooded.
7.10.6 Design of Mudmat Plate

Rectangular/Triangle shape mud-mat each bounded by the major framing at the four corners
of the mud-line plan are provided. The design of mudmat shall be conducted the soil bearing
pressure on mudmat plate as per the cases set out in Section 7.6. For the cases with gravity
load plus design environmental loads, the mudmat plate members and joints can be designed
with one-third increase for basic allowable stresses.
Supporting tubular, knee braces and end connections will be designed such that maximum
stresses satisfying the requirement of API and AISC basic allowable stresses.
7.10.7 Closure and Diaphragm Plate

The closure and diaphragm plate shall be designed for maximum expected hydrostatic head
(pressure) arise from the onerous submerged position due to the installation condition. The
closure and diaphragm plate shall be checked and designed in accordance with AISC- ASD
9th Edition.
A safety factor of 1.5 shall be maintained.
7.10.8 Design of Boat landing

Boat landing is located on the platform West face of the jacket (Row 2). It shall be designed for
offshore installation and shall be removable. The structure shall be capable of absorbing the
operating boat impact energy without structural failure. Boat landing shall be replaceable with
measures to prevent it from falling to seabed after accidental damage.
Boat landing shall have two (2) landing levels to accommodate the tidal range and possible
settlement and subsidence. An offshore adjustment of ±1.0m shall be provided to allow for
water depth tolerances. Boat landing, equipped with rubber strips as fender shall be fully
painted in accordance with applicable specification.
Two barge bumpers shall be provided on the boat landing with eccentric bearing rubber (EBR)
on the upper-level connections. Vessel impact energy under normal berthing conditions shall
be fully taken by EBR and shock cell if boat hits bumper. Boat landing members shall remain
elastic under normal berthing conditions and partially damage for accidental impact.
The boat landing shall be designed for the following loading conditions:
• Self-weight combined with operating or storm wave loads
____________________________________________________________________________________
KNT CPP
BASIS AND BRIEFS
• Self-weight combined with Area Live Loads for still water conditions
• Self-weight combined with Applicable Dynamic Load Factor for offshore lifting
• Self-weight combined with Operating vessel impact loads at still water conditions
• Self-weight combined with Accidental vessel impact loads at still water conditions
The energy absorbed due to vessel indentation shall be ignored.
7.10.9 Conductor Hang-off

Conductors will be installed after installation of the jacket prior to topside installation. The
conductors will be hung-off at the jacket conductor framing at the sea deck level for welding
prior to driving them into the seabed.
The following procedure outlined the analysis methods, assumptions and basic parameters for
the conductor hang-off analysis.
The computer model used for the study will be as per the installation model. The basic loads
for the conductor hang-off analysis includes jacket self-weight, jacket buoyancy, jacket
appurtenances and conductor weights.
The maximum hang-off length is anticipated to be the initial and first add-on length of the
conductor.
In order to facilitate batch driving and reduce installation time, various possible scenarios of
conductors hanging shall be investigated with a maximum of three (3) conductors hung-off at
any one time.
Member stress and joint punching shear code checking are undertaken in accordance with API
RP 2A, 22nd edition. No increase in allowable stresses is permitted.
7.10.10 Caissons and Supports

The caissons shall be designed for all pertinent in-service and pre-service design condition and
associated loading.
The design of the caissons and supports shall be in accordance with API RP2A-WSD 22nd
Edition and ASIC. One-third increase in allowable stresses shall be applicable for the in-place
storm.
Each caisson shall be designed as a stand-alone structure for in-service conditions and
shielding or current blockage factors shall be added to that from vortex shedding, if applicable,
and fatigue life shall be determine using suitable method.
Support design shall also consider fabrication, load-out, transportation, lift and upending
conditions.
Caissons shall be protected by sacrificial anodes on the jacket. Corrosion allowance shall be
provided in the splash zone.
____________________________________________________________________________________
KNT CPP
BASIS AND BRIEFS
7.10.11 Top of Jacket Walkway

Walkway at Sea Deck and supporting stubs are locally checked to ensure structural adequacy.
Live load of 5.0 kN/m2 plus dead load including possible wave slam is used. A minimum clear
width of the walkway shall be 1.050m.
Handrails shall be provided along the perimeter of the walkways. The handrails shall be
offshore installed.
7.10.12 Corrosion Protection System

All members in the splash zone and above to the top of the jacket are painted according to
specification. Members below the water line are protected by sacrificial anodes.
7.10.13 Launch Cradle

The launch cradle truss bottom chord at jacket mud-line framing and launch cradle assembly
shall be designed for the loads from load-out, transportation, and all stages launch. Cradle shall
be adopted for all jackets launch chord members.
Worst loaded conditions determined form load-out, transportation and launch analyses shall be
considered for the design. One-third increase in allowable stresses is permitted for extreme
load-out cases only.
Nodes
The launch cradle truss bottom chord nodes at jacket mud level framing shall be checked for
crushing loads in addition to punching shear, for the loads derived from the pre-service
analyses.
Leg struts
The launch cradle struts span between the jacket mud level framing and launch runners. The
struts shall be included as part of the structural analysis for load-out, transportation, launch,
on-bottom and in-place conditions.
Launch runner
The launch runner box section shall be designed for the maximum loads derived from the pre-
service analyses. Local design check shall include cases where the maximum length of the
supports is equal to the length of rocker arm of the launch barge.
All stiffeners shall be checked against bearing, bending, buckling and shear as appropriate.
Timber
The timber shall also be checked for local crushing loads transferred from the beam webs and
transverse stiffeners.
Launch Lugs
Launch lugs and connection to the launch runners shall be designed for the maximum break-
out loads expected during load-out and launch operations.
____________________________________________________________________________________
KNT CPP
BASIS AND BRIEFS
7.10.14 Pile Stabbing Guide

Add-on pile sections should be provided with guides to facilitate stabbing and alignment. The
pile stabbing guide should be capable of safely supporting the full weight of the add-on pile
section prior welding.
7.10.15 Installation Guide and Docking Pile

Installation guides on the jacket structure shall be designed for the impact load expected during
the stabbing of the jacket over the docking piles on the sub-sea template. The configuration
and design loading shall be established during detailed engineering base on the stab-over
analysis.
For Installation guide and docking pile analysis, no marine growth is considered and airy wave
theory will be used in the wave analysis. The hydrodynamic coefficients Cd and Cm shall be
taken as 0.65 and 1.6 respectively. Vertical load due to jacket structure has been impacted on
the top of docking pile/ pin are 10% of jacket weight and 5% of hook load and all pre-installed
appurtenances including buoyancy. The environmental data is similar on-bottom analysis. One-
third increase in allowable stresses is permitted.
7.10.16 Riser clamps

Riser clamps and supporting stubs shall be designed with due consideration to installation and
in-service condition. Structural design of the deadweight supports and guides shall be in
accordance with API RP 2A and AISC requirements.
The forces on the riser supports shall be derived from the riser stress analyses for the design
conditions.
For each riser, a deadweight support shall be designed to fully restrain the riser in the vertical
direction, and that portion of the risers between supports in the horizontal direction.
Riser clamps and bolting shall be designed base on the most onerous loads and resulting
stresses.
7.10.17 Ring Stiffeners

Design Basis
All ring stiffeners shall be designed in accordance to API RP 2A, 22nd Edition.
The close ring analyses shall be performed using the in-house spreadsheet program which
incorporates the Roark formulae given in “Roark’s formulas for stress and strains”, 5th Edition
by Warren C Young.
The close ring stresses shall be checked against the following allowable stresses.
Maximum Direct Stress = 0.66Fy
Maximum Shear Stress = 0.40Fy
Maximum Von Misses Stress = 0.75Fy
One third (1/3) increase in allowable stresses is permitted for all transportation and extreme
load-out cases.
____________________________________________________________________________________
KNT CPP
BASIS AND BRIEFS
Design Methodology
The following approach shall be used for the design of joints/rings:
a) All joints on the launch legs shall be checked for crushing load as per API RP 2A. The
relevant crushing load recommended by API is  Pi SinI. The crushing load shall be taken
as the support reaction from the most severe analysis. For such check, an effective chord
length of 1.25D either side away from the center line of the brace shall be used.
b) Launch legs in between the support joints shall also be designed to resist general collapse
due to the reaction from launch cradle. The designed reactions shall be taken as the
equivalent uniform loads calculated from the support reactions obtained from the respective
analyses.
c) All joints which fail in the punching shear check of the respective analyses shall be provided
with rings to resist general collapse. Rings under individual braces shall be designed to
resist the respective brace forces (axial loads and moments). The effective chord width
shall be taken as the lesser of 1.1(Dt) or the ring spacing.
Design force for the ring analyses shall be based on loads extracted from the most severe
analyses such as load-out, launch, transportation and in-place. The selection shall be based
on the support reaction and/or joint punching shear UC.
7.10.18 Miscellaneous Details

Jacket Leg marking
Marking on the jacket legs shall include the leg grid identification and elevations starting from
5 meters below M.S.L, up to the top of jacket leg. The draft marking shall be in the form of paint
stripes at every 0.5m interval. Details of the marking including size, location and orientation
shall be finalized during detailed engineering.
Towards the bottom of each jacket leg grid identifiers A-1 i.e., shall be marked in yellow paint
to assist in diver and ROV identifications.
Pile marking
Each pile section shall be marked with leg grid identification, the section number and weight,
at the top of section. In addition, pile shall be marked with complete bands at every meter and
partial bands at every 0.5m along the depth. Details of the marking including size, location and
orientation shall be finalized during detailed engineering.
Conductor marking
Conductor marking shall be similar to pile marking.
Safety equipment supports
All required supports and assess for the safety equipment shall be provided based on the
project requirements stated in the project and safety design basis documents.
____________________________________________________________________________________
KNT CPP
BASIS AND BRIEFS
8 ACCEPTANCE CRITERIA
8.1 General
The jacket structural design shall conform to the design codes, standards and specifications
referenced in Section 2 of this document and other project requirements. All structural
components shall be designed to demonstrate adequacy to strength, stability, serviceability,
safety and durability requirements as specified in this design basis and other referenced
standards.
All members shall be checked at least at two ends and at mid-span, as a minimum. Members
shall also be checked at sections where section property and material changes occur and at
points of load application.
All tubular joints shall be detailed and checked for punching shear in accordance with API RP
2A. For ring stiffened joints, calculations shall prove adequacy of both ring and the joint.
All welded joints shall be designed for strength and fatigue requirements as applicable.
Accessibility and maintenance of the joints shall be given due consideration and inaccessible
joints shall be sealed to minimize corrosion.
8.2 Allowable Stresses

All members and joints shall be designed to meet API RP2A- WSD 22nd Edition criteria. The
allowable stresses for in-service and pre-service analyses of all structures shall be as follows:
Table 8.1: Allowable Stresses
Analysis Type Conditions Allowable Stresses

Pre-service
On-bottom Environmental loads Basic API-AISC+ 1/3 Increase
Fully supported Basic API-AISC
Load-out
Out-of-level Basic API-AISC
In-service
1-Year Operating Conditions Basic API-AISC
In-place
100-Year Extreme Conditions Basic API-AISC + 1/3 Increase
Operation Impact Basic API-AISC
Boat Impact Accidental Impact Yield - Membrane action (tensile)
Post Impact Basic API-AISC
Joint analyses are performed using stresses resulting from the in-place analysis of the structure
in accordance with API RP2A-WSD 22nd Edition. 50% effective strength of brace buckling load
check shall be considered for primary joints.
Joints will be classified into all possible types automatically by SACS based on geometry and
load path.
____________________________________________________________________________________
KNT CPP
BASIS AND BRIEFS
8.3 Allowable Deflections

Allowable deflections shall be as per table 8.2 below.
Table 8.2: Allowable Vertical and Lateral Deflections
Structure Type Allowable Deflection

Vertical Deflection
Primary Beams & Beam Carrying Brittle materials S / 360
Secondary Beams S / 240
Cantilever beams S / 180
Plates S / 200
Lateral Displacements
Other structures H / 180
Jacket H / 100 or 1-deg
Piles OD / 4
Notes: S = span of beam or structure, t = thickness of plate, H = height of structure
8.4 Pile Factor of Safety

The following minimum factors of safety on pile axial loads shall be achieved:
Table 8.3 – Pile Factor of Safety
Design Condition Allowable Stresses Factor

Inplace Operating 2.00
Inplace Extreme Storm 1.50
Boat Impact 1.00
8.5 Fatigue Life

The minimum safety factor for fatigue life shall be as per API RP 2A-WSD as categorized below
(Platform Category L-1):
Table 8.4 Fatigue Life Safety Factor
Safety Factor
Failure Criticality
Inspectable Non-inspectable1
No 2 5
Yes 5 10
____________________________________________________________________________________
KNT CPP
BASIS AND BRIEFS
Note:
1) The following locations are considered as non-inspectable:
- Mudline region
- Splash zone
- Hard to access area such as joints inside jacket perimeter, conductor guides,
risers and caisson supports
2) The joints at the secondary mudmat framing are considered non critical and non-
inspectable area.
8.6 On-Bottom Stability

The required minimum factor of safety for various checking in the on-bottom analysis against
overturning, bearing and sliding failures shall be in accordance with API RP 2A as tabulated
below:
Table 8.5 On-Bottom Stability Required Safety Factor
Design Parameters Required Safety Factor

Safety Factor Against Overturning / Tipping 1.5
Safety Factor Against Bearing Failure:
Jacket in still water condition. 2.0
Jacket with installation environmental loads. 1.5
Safety Factor Against Sliding Failure (with
1.5
installation environmental loads)
____________________________________________________________________________________
KNT Mini - CPP
Rev. A2 Page
BASIS AND BRIEFS
APPENDIX A – FATIGUE ENVIRONMENTAL DATA

(05 Pages – Including this Page)
____________________________________________________________________________________
BLOCK 09-2/09 FIELD DEVELOPMENT KNT-001-JK-ST3-DB-001
KNT CPP
SUBSTRUCTURE STRUCTURAL DESIGN BASIS Rev. A Page
WAVE SCATTER AND OCCURRENCE DATA
Wave spectrum (Jon swap Spectrum):

 ( − m )2 
g 2  5   m  4  exp  − 
2 2 m2 
S = 5 exp −   
  4    
Where:  - Frequency
m = 0.446
g – Acceleration of gravity
 = 0.00905
 = 1.28
 = 0.096 with   m
 = 0.1042 with   m
__________________________________________________________________________________
KNT CPP
Wave Rose (1985 – 2016)
__________________________________________________________________________________
KNT CPP
NUMBER OCCURRENCE OF SIGNIFICANT WAVES

AND AVERAGE WAVE PERIOD
(Over one year)
Duration of one wave occurrence - 6 hours;
__________________________________________________________________________________
KNT CPP
DIRECTIONAL WAVE HEIGHTS, Hs

WITH A RETURN PERIOD OF N YEARS
__________________________________________________________________________________
KNT CPP
APPENDIX B – HAMMER DATA

(06 Pages – Including this Page)
__________________________________________________________________________________
Data sheet IHC Hydrohammer B.V.
Hydrohammer® S-280 K sheet no. : 1.1.0102
revision : 2
date : November, 2007
page : 1/1
APPLICATION: Hydrohammer® for steel piles. Code no. 85 22 00 02

Piling only. S/N. 1.1.K280.A02
(Leader guided hammer type).
Operating data
Max. net energy/blow 280 kNm
Min. net energy/blow 10 kNm
Blow rate (max energy) 45 Blows/min
Weight
Ram 13,6 tons
Hammer (incl. ram, in air) 30,5 tons
Hammer (incl. ram, in salt water) xxx tons
(Only if fully submerged)
Hydraulic data
Operating pressure 250 - 300 bar
Max. pressure 350 bar
Max. oil flow 750 l/min
Gas filling pressure

Vertical pile driving only! Values will vary for:
- pile driving under different angles with the vertical,
- pile driving underwater depending on water depth.
Supply accumulator (Nitrogen) 130 -160 bar
Return accumulator (Nitrogen) 4-6 bar
Cap (Nitrogen or Air) 20 - 25 bar
Safety setting
Cap 40 bar
Hose connections
Oil supply 2” hose (P) M68x2 male
Oil return 2” hose (R) M68x2 male
Nitrogen to cap (CA) M42x2 male
Lifting eyes WLL hole thick

Working Load Limit diam. ness
L1 150 tons  115mm150mm
L2 / H / L7 6,5 tons  27mm 30mm
L3 / L4 35 tons  60mm 70mm
Main dimensions
©
IHC Hydrohammer B.V., P.O. Box 26, 2960 AA Kinderdijk, The Netherlands Phone +31.78 6910302 Fax +31.78 6910304
Subject to modifications
e-mail: info.hh@ihcmerwede.com Web: www.ihchh.com

KNT 001 JK ST3 DB 001 - 0 - Substructure Structural Design Basis and Briefs

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BLOCK 09-2/09 FIELD DEVELOPMENT

No Rev. Content of Change Note

3.7 Marine Growth ............................................................................................................... 21

6.2.3 D/t Ratios ........................................................................................................... 33

7.4.3 Natural Frequency Analyses .............................................................................. 41

7.10.1 Crown Shim Plate .............................................................................................. 51

APPENDIX A FATIGUE ENVIRONMENTAL DATA

Fig.1: Location of KNT/KTN fields at Block 09-2/09

Fig. 2: Development scheme of Block 09-2/09

1.1 Purpose of Document

1.3 Definitions and terms

1.4 Acronyms and Abbreviations

KNT KNT CPP

1.5 Design Requirement

1.6 Design Life

1.7 System of Units

2.1 Code and standards

No Document No. Document Title

2.2 Project reference documents

No Document No. Document Title

B2 KNT-001-LQ-ST3-DB-001 Living Quarter - Structural Design Basis

2.3 Other reference documents

No Document No. Document Title

PGS/SI/2012/PVEPPOC/ Geotechnical Investigation Final, 05 April 2013

Hydrometeorology Condition of white Tiger-Dragon Field for Designing Purposes,

Roak’s Formula for Stress and Strain - WARREN C. YOUNG, RICHARD G.

3.1 Platform Location

Figure 3.1: Platform Orientation.

3.3 Elevation Datum

3.4 Minimum Air Gap

3.5 Water Depth

Table 3.2: The Design Water Depth

Operating Condition Storm Condition Fatigue/

3.6 Environmental Data

3.6.1 Design Wind Velocities

Mean wind speed within 1 minute interval

100 39.2 50.3 31.1 21.2 29.9 37.2 36.4 34.3

1 23.4 26.5 22.4 13.0 14.5 21.4 19.5 18.4

Mean wind speed within 3 second interval

100 43.9 56.3 34.8 23.7 33.5 41.6 40.7 38.3

1 26.2 29.6 25.1 14.5 16.2 24.0 21.9 20.5

3.6.2 Waves Data

Figure 3.2: Graph Showing wave height (1985-2016)

Figure 3.3: Trends in wave height (2007-2016)

3.6.3 Current Data

Table 3.5: Maximum current velocity with return period properties

Tide Levels Level Relative to MSL, (m)

3.6.5 Storm Surge

3.6.6 Fatigue Wave Data

3.6.7 On-bottom Stability Sea-states

3.6.8 Wave kinematics factor

3.6.9 Current Blockage

Number of Legs Heading Factor

3.6.10 Hydrodynamic Coefficient

Value Clean Tubular Rough Tubular Non-Tubular

3.6.11 Hydrodynamic Force Calculations

3.6.12 Conductor Shielding Factor

3.6.13 Air and Seawater Temperatures

Table 3.9: Seawater Temperatures

Temperature Surface Seabed

Density 1025 kg/m3

3.7 Marine Growth

Zone (m) Growth Thickness (mm)