Table of Contents ABSTRACT ............................ ......................................... ........................... ............................ ............................ ............................ ........................... ........................... ............................. .................... ..... VI EXECUTIVE EXECUTIVE SUMMARY ........................... ........................................ ........................... ............................ ............................ ............................ ........................... ...................... ......... VII ACKNOWLEDGEMENT ACKNOWLEDGEMENT ............................ ......................................... ........................... ............................ ............................ ............................ ........................... ..................... ........ XIV INTRODUCTION INTRODUCTION ............................ .......................................... ............................ ........................... ........................... ............................ ............................ .......................... .................... ........ XIV FIELD TRIP ........................... ......................................... ............................ ............................ ............................ ........................... ........................... ........................... ........................... ................. ... XIV SITE................................. SITE.............................................. ........................... ............................ ............................ ............................ ........................... ............................ ............................. ............................ ................ 1 WIND, WAVE AND CURRENT LOADING ........................... ......................................... ........................... ........................... ........................... ........................ ........... 1 CODES AND REGULATIONS REGULATIONS ............................ .......................................... ............................ ............................ ............................ ............................ ........................... ................ ... 4
FACILITY LAYOUT........................... ......................................... ............................ ............................ ............................ ............................ ............................ ............................ ........................ .......... 4 VESSEL CONDITIONS ............................ .......................................... ............................ ............................ ............................ ............................ ............................ ............................ ................... ..... 4 STABILITY ........................... ......................................... ............................. ............................. ............................ ............................ ............................ ............................ ........................... ..................... ........ 4 LIFESAVING R EQUIREMENTS EQUIREMENTS ........................... ......................................... ............................ ............................ ............................. ............................. ............................ ..................... ....... 4 FIRE FIGHTING SYSTEMS .......................... ........................................ ............................ ............................. ............................. ............................ ............................ ............................ .............. 5 GENERAL ARRANGEMENTS ARRANGEMENTS AND OVERALL HULL/SYSTEM DESIGN.................................... DESIGN...................................... 5
CREW QUARTERS ............................ .......................................... ............................ ............................ ............................ ............................ ............................ ............................ ........................ .......... 5 DECK PRODUCTION SYSTEMS ............................ .......................................... ............................ ............................ ............................ ............................ ............................ ................... ..... 5 LIFEBOATS .......................... ........................................ ............................. ............................. ............................ ............................ ............................ ............................ ........................... ..................... ........ 6 OIL TANKS .......................... ........................................ ............................. ............................. ............................ ............................ ............................ ............................ ........................... ..................... ........ 6 BALLAST TANKS ........................... ......................................... ............................ ............................ ............................ ............................ ............................ ............................ .......................... ............ 7 OTHER BELOW DECK COMPONENTS ........................... ......................................... ............................ ............................ ............................ ............................ ........................ .......... 7 CRANES ........................... ......................................... ............................ ............................ ............................ ............................ ............................ ............................ ........................... .......................... ............. 8 HULL ............................ ........................................... ............................. ............................ ............................ ............................ ............................ ............................ ........................... ........................... ................ 8 WEIGHT, BUOYANCY BUOYANCY AND STABILITY...................... STABILITY.................................... ........................... ........................... ........................... ........................... .................. .... 9
STABCAD....................................... CAD..................................................... ............................ ............................ ............................ ............................ ............................. ............................ ..................... ........ 10 Design Process ............................ .......................................... ............................ ........................... ........................... ............................ ............................ ............................ ...................... ........ 10 R ESULTS ESULTS............................ .......................................... ............................ ............................ ............................ ............................ ............................ ............................ ............................ ...................... ........ 11 Intact and Damage Stability Results for Calculated KG .......................... ....................................... ........................... ........................... ................. .... 12 ABS MODU Intact and Damage Stability Results based on Allowable KG .......................... ........................................ ................ 13 HYDRODYNAMICS HYDRODYNAMICS OF MOTIONS AND LOADING....................... LOADING..................................... ............................ ............................ ...................... ........ 15 MOORING/STATION MOORING/STATION KEEPING ............................ .......................................... ............................ ........................... ........................... ............................ ........................ .......... 17
TURRET DESIGN ............................ .......................................... ............................ ............................ ............................ ............................ ............................ ............................ ........................ .......... 17 MOORING A NALYSIS ............................ .......................................... ............................ ............................ ............................ ............................ ............................ ............................ ................. ... 21 Synthetic Mooring Lines...................................... Lines.................................................... ............................ ............................ ........................... .......................... .......................... ............. 22 Rules and Regulations ........................... ......................................... ............................ ............................ ........................... ........................... ........................... .......................... ............. 22 Catenary, Taut, and Semi-taut Mooring .......................... ........................................ ........................... ........................... ........................... ........................... ................ 23 MIMOSA.......... MIMOSA........................ ............................ ............................ ............................ ............................ ............................ ............................ ........................... ........................... ......................... ........... 23 Design Process ............................ .......................................... ............................ ........................... ........................... ............................ ............................ ............................ ...................... ........ 23 Catenary System ........................... ......................................... ............................ ............................ ............................ ........................... ........................... ........................... ..................... ........ 24 MOORING R ESULTS ESULTS ........................... ......................................... ............................ ............................. ............................. ............................ ............................ ............................ ................... ..... 24 8 Line Polyester-Chain.................... Polyester-Chain.................................. ........................... ........................... ............................ ............................ ............................ .......................... .................. ...... 24 12 Line Wire-Chain ........................... ......................................... ............................ ........................... ........................... ............................ ........................... ........................... ................. ... 25 16 Line Wire-Chain ........................... ......................................... ............................ ........................... ........................... ............................ ........................... ........................... ................. ... 25 Mooring Line Cost Analysis ........................... ......................................... ............................ ............................ ........................... ........................... ............................ ................. ... 26 Comparison of Results................................. Results............................................... ............................ ............................ ........................... ........................... ............................ .................... ...... 26 MOORING R ECOMMENDATION ECOMMENDATION ........................... ......................................... ............................ ............................ ............................ ............................ ............................ ................. ... 28 OFFLOADING OFFLOADING............. ........................... ........................... ........................... ............................ ............................ ........................... ........................... ............................. .............................. ............... 28
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GAS PROCESSING ............................ .......................................... ............................ ............................ ............................ ............................ ............................ ............................ ...................... ........ 29 WATER I NJECTION........................... ......................................... ............................ ............................ ............................ ............................ ............................ ............................ ...................... ........ 29 WATER PRODUCTION HANDLING AND DISPOSAL ........................... ......................................... ............................ ............................ ............................ ................. ... 29 SHUTTLE TANKERS ............................ .......................................... ............................ ............................. ............................. ............................ ............................ ............................ ................... ..... 30 PUMPS AND HOSES ............................ .......................................... ............................ ............................. ............................. ............................ ............................ ............................ ................... ..... 30 PUMP LAYOUT ........................... ......................................... ............................. ............................. ............................ ............................ ............................ ............................ .......................... ............ 30 POWER GENERATOR .......................... ........................................ ............................ ............................. ............................. ............................ ............................ ............................ ................... ..... 31 COST ESTIMATE...................... ESTIMATE.................................... ............................ ............................ ............................ ........................... ........................... ............................. ............................ ............. 31 SUMMARY AND CONCLUSIONS CONCLUSIONS ........................... ........................................ ........................... ............................ ............................ ............................ ....................... ......... 33 REFERENCES REFERENCES ........................... ......................................... ............................ ........................... ........................... ............................ ............................ ............................ ............................. ............... 34 APPENDIX APPENDIX I: ENVIRONMENTAL ENVIRONMENTAL LOADS................................... LOADS................................................. ............................ ............................ ............................ .............. 1 APPENDIX APPENDIX II: STABILITY AND STABCAD............................ STABCAD.......................................... ............................ ............................ ............................ ................... ..... 5
PRESTAB GRAPHICS I NPUT AND BETA FILE SETUP PROCESS FOR STABCAD A NALYSIS ............................ .............................. 5 I NTACT STABILITY PLOTS FOR CALCULATED KG ............................ .......................................... ............................ ............................ ............................ ................. ... 6 DAMAGED STABILITY PLOTS FOR CALCULATED KG ........................... ......................................... ............................ ............................ ........................... ............. 8 ABS MODU I NTACT STABILITY PLOTS FOR ALLOWABLE KG ........................... ......................................... ............................ .......................... ............ 9 ABS MODU DAMAGED STABILITY PLOTS FOR ALLOWABLE KG ............................. ........................................... ............................ ................. ... 11 EXAMPLE STABCAD I NPUT FILE ........................... ......................................... ............................ ............................ ............................. ............................. .......................... ............ 12 EXAMPLE STABCAD OUTPUT FILE ........................... ......................................... ............................ ............................ ............................ ............................ ........................ .......... 26 APPENDIX APPENDIX III: MOORING/MIMOS MOORING/MIMOSA A & COST ANALYSIS................................ ANALYSIS............................................. ........................... ................ .. 35
I NPUT PROCEDURE FOR MIMOSA............................ .......................................... ............................ ............................ ............................. ............................. .......................... ............ 35 MIMOSA MASS, WIND, AND CURRENT COEFFICIENTS I NPUT ............................ .......................................... ............................ .......................... ............ 36 E NVIRONMENTAL DATA MACRO FILE........................... ......................................... ............................ ............................ ............................. ............................. ................... ..... 37 VESSEL DYNAMIC WAVE A NALYSIS (G12.SIF)........................ (G12.SIF)...................................... ............................. ............................. ............................ ..................... ....... 38 EXAMPLE 8 LINE SYNTHETIC I NPUT ............................ .......................................... ............................ ............................ ............................ ............................ ...................... ........ 39 EXAMPLE 16 LINE CHAIN-WIRE-CHAIN I NPUT ........................... ......................................... ............................ ............................ ............................ .................... ...... 42 EXAMPLE 8 LINE SYNTHETIC OUTPUT .......................... ........................................ ............................ ............................ ............................ ............................. .................... ..... 46 EXAMPLE 16 LINE CHAIN-WIRE-CHAIN OUTPUT ........................... ......................................... ............................ ............................ ............................ ................. ... 50 COST A NALYSIS ............................ .......................................... ............................ ............................ ............................ ............................ ............................ ............................ ........................ .......... 56 APPENDIX APPENDIX IV: HYDRODYNAMICS HYDRODYNAMICS OF MOTION AND LOADING LOADING .......................... ....................................... .................... ....... 57
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List of Figures Figure 1: Western Western Gulf of Mexico with Voss Prospect Prospect Site..................................... Site................................................... ............................ ....................... ......... 1 Figure 2: 2: Divided Areas above the Waterline Used for Evaluating the Environmental Loads ..................... ........... .......... 1 Figure 3: Side and Front Views of Crew Quarters (Dimensions in Meters)...... Meters)................. ...................... ...................... ..................... ............ 5 Figure 4: Top, Front, and Right side Views of the Production Systems (Dimensions in Meters)........... Meters) ................. ...... 6 Figure 5: Top, Front, Front, and Right Side Views of Oil Tanks (Dimensions in Meters) ...................... ........... ..................... ................ ...... 6 Figure 6: Top, Front, and and Right Side Views of Side and Bottom Ballast Tanks (Dimensions in Meters) .... 7 Figure 7: Vessel Vessel Ballast Tanks ........................... ......................................... ........................... ........................... ........................... ........................... ........................... ....................... .......... 7 Figure 8: Beam View of Vessel Showing Turret Turret and and Mooring Mooring System Connection ...................... ........... ...................... ............... .... 8 Figure 9: Crane Design (Dimensions (Dimensions in Meters) Meters) ............................ .......................................... ........................... ........................... ............................ ...................... ........ 8 Figure 10: Top, Front, and Right side Views of the FPSO Hull (Dimensions in Meters) ....................... ........... .................. ...... 9 Figure Figure 11: ABS MODU Intact Stability (Bauer 2003)..................................... 2003)................................................... ............................ ............................ ................ 10 Figure 12: ABS MODU Damage Stability (Bauer 2003)............................. 2003)........................................... ........................... ........................... .................... ...... 11 Figure 13: Displacement Displacement Versus Draft ........................... ........................................ ........................... ............................ ............................ ............................ ...................... ........ 12 Figure 14: Intact Stability (Maximum Oil Capacity w/o Ballast)............... Ballast).... ..................... ..................... ...................... ...................... ................. ...... 12 Figure 15: StabCAD StabCAD Model Showing Damaged Damaged Starboard Starboard Ballast Tanks .......................... ....................................... ........................ ........... 13 Figure Figure 16: Damage Stability Stability (Maximum (Maximum Oil Capacity w/o Ballast) Ballast) ............................ .......................................... ............................. ................. .. 13 Figure 17: Allowable KG versus Wind Heading Heading for Various Vessel Vessel Cargo Conditions ...................... ........... .................. ....... 14 Figure 18: ABS MODU Intact Stability (Maximum (Maximum Oil Capacity w/o Ballast)........... Ballast) ...................... ...................... .................... ......... 14 Figure Figure 19: Damage Stability Stability (Maximum (Maximum Oil Capacity w/o Ballast) Ballast) ............................ .......................................... ............................. ................. .. 15 Figure 20: JONSWAP JONSWAP Spectrum...................... Spectrum.................................... ........................... ........................... ........................... ........................... ............................. ....................... ........ 16 Figure 21: Comparison Comparison of Heave RAO and JONSWAP Spectrum Spectrum .......................... ........................................ ........................... ..................... ........ 16 Figure 22: Different Different Vessel Vessel Motions................................... Motions................................................ ........................... ............................ ........................... ............................ .................. ... 17 Figure 23: Example of External Turret on the Buffalo Venture FPSO (BHP) (BHP) ...................... ........... ..................... ..................... ............. 18 Figure 24: Example of Internal Turret on the Amoco Liuhua FPSO (BHP) ..................... ........... ..................... ..................... ............... ..... 18 Figure 25: Typical Turret and Swivel Stack Layout (SBM Offshore Systems) ..................... .......... ...................... ..................... .......... 20 Figure 26: Example of Swivel Stack (RDM Technology, 2001).................. 2001)....... ...................... ...................... ...................... ..................... .............. .... 20 Figure 27: Turret Design (Dimensions in Meters)............ ..................... ........... ..................... ...................... ..................... ..................... ...................... ........... 21 Figure Figure 28: Comparison Comparison of Offsets Offsets .......................... ....................................... ........................... ........................... ........................... ............................ ............................ ................. ... 27 Figure 29: Comparison Comparison of Tension Tension Factors Factors of Safety....................... Safety..................................... ........................... ........................... ............................. .................. ... 27 Figure 30: Water Treatment Treatment Facility on Board................... Board................................. ............................ ............................ ............................. ............................ ................ ... 29 Figure 31: Two Pumps in Parallel. Parallel. ............................ ......................................... ........................... ........................... ........................... ........................... ........................... ................ 31
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List of Appendix Figures Appendix Figure 1: Intact Stability (Light Ship w/o Ballast) ..................... .......... ...................... ...................... ...................... ...................... .............. ... A-6 Appendix Figure 2: Intact Stability (Zero Oil with Full Ballast)................ Ballast)..... ...................... ...................... ...................... ...................... .............. ... A-6 Appendix Figure 3: Intact Stability (1/3 Oil w/o Ballast)....... ...................... ........... ...................... ..................... ..................... ....................... .............. A-7 Appendix Figure 4: Intact Stability (½ Oil w/o Ballast)...... ..................... .......... ..................... ..................... ...................... ..................... ................. ....... A-7 Appendix Figure 5: Intact Stability (Maximum (Maximum Oil Capacity w/o Ballast) ...................... ........... ...................... ...................... .............. ... A-7 Appendix Appendix Figure 6: Damaged Damaged Stability (1/3 Oil w/o Ballast) .......................... ........................................ ............................ ........................... ............. A-8 Appendix Appendix Figure 7: Damaged Damaged Stability (½ Oil w/o Ballast) ............................ ......................................... ........................... ........................... ............... A-8 Appendix Figure 8: Damaged Stability (Maximum (Maximum Oil Capacity Capacity w/o Ballast).......... Ballast) ..................... ...................... .................... ......... A-8 Appendix Figure 9: ABS MODU MODU Intact Intact Stability (Light Ship w/o Ballast).... ...................... ........... ...................... .................... ......... A-9 Appendix Figure 10: ABS MODU MODU Intact Stability (Zero Oil with Full Ballast)......... ...................... ........... ................... ........ A-9 Appendix Figure 11: ABS MODU Intact Stability (1/3 Oil w/o Ballast)............. Ballast)... ..................... ..................... ..................... .............. ... A-10 Appendix Figure 12: ABS MODU Intact Stability (½ Oil w/o Ballast)........ ...................... ........... ...................... .................... ......... A-10 Appendix Figure 13: ABS MODU Intact Stability (Maximum Oil Capacity w/o Ballast) ..................... ........... .......... A-10 Appendix Figure 14: ABS MODU MODU Damaged Stability (1/3 Oil w/o Ballast)....... ...................... ........... ...................... ............. .. A-11 Appendix Figure 15: ABS MODU MODU Damaged Stability (½ Oil w/o Ballast)...... ..................... .......... ..................... ................. ....... A-11 Appendix Figure 16: ABS MODU Damaged Stability (Maximum Oil Capacity w/o Ballast). .............. ............ .. A-11 Appendix Appendix Figure 17: Surge Response Spectrum.................................... Spectrum.................................................. ........................... ........................... ...................... ........ A-57 Appendix Appendix Figure 18: Heave Response Response Spectrum Spectrum ........................... ......................................... ............................ ............................ ............................ ................ A-57 Appendix Appendix Figure 19: Yaw Response Response Spectrum.................................. Spectrum............................................... ........................... ........................... .......................... ............. A-57 Appendix Figure 20: Roll Response Spectrum.......... ..................... .......... ...................... ...................... ..................... ..................... ...................... .............. ... A-58 Appendix Appendix Figure 21: Pitch Response Spectrum Spectrum .......................... ........................................ ........................... ........................... ........................... ................... ...... A-58 Appendix Figure 22: Sway Response Spectrum.......... ...................... ........... ...................... ..................... ..................... ...................... ...................... ........... A-58
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List of Tables Table 1: Center Center of Gravity and Drafts for Different Different Loading Conditions Conditions .......................... ....................................... ........................... .............. x Table 2: Loading Loading Conditions Conditions for StabCAD Input....................... Input..................................... ............................ ............................ ............................ ........................ .......... xi Table 3: Particulars of 8 Line Polyester-Chain Mooring............... Mooring.... ..................... ..................... ...................... ..................... ..................... .................... ......... xii Table 4: Environmenta Environmentall Conditions............... Conditions............................. ............................ ........................... ........................... ........................... .......................... ........................... ................ 1 Table 5: Dimensions Dimensions of Topside Topside Structures....... Structures.................... ........................... ............................ ............................ ............................ ........................... ....................... .......... 2 Table 6: Wind Forces ........................... ......................................... ............................ ............................ ............................ ............................ ........................... ........................... ...................... ........ 2 Table 7: Current Current Forces Forces ........................... ......................................... ............................ ........................... ........................... ............................ ........................... ............................ .................... ..... 3 Table 8: Wave Drift Forces ............................ .......................................... ............................ ........................... ........................... ............................ ........................... .......................... ............. 3 Table 9: Total Environmental Environmental Loads................................... Loads................................................. ............................ ........................... ........................... ........................... ................... ...... 4 Table 10: FPSO Weight Distribution Results........................ Results...................................... ........................... ........................... ........................... ............................ .................. ... 9 Table 11: Vessel Vessel Centers Centers of Gravity................ Gravity............................. ........................... ........................... ........................... ............................ ............................ ........................ .......... 10 Table 12: Loading Loading Conditions Conditions for Stabcad Stabcad Input............... Input............................. ............................ ............................ ............................ .......................... .................. ...... 11 Table 13: Allowable Allowable KG Values for the Five Vessel Vessel Cargo Conditions Conditions .......................... ........................................ ........................... ............. 14 Table 14: JONSWAP JONSWAP Wave Parameters.............. Parameters............................ ............................ ........................... ........................... ........................... ........................... .................... ...... 15 Table 15: Response Response Movement Movement for All 6 Motions .......................... ........................................ ........................... ........................... ........................... ................... ...... 17 Table 16: Passive, Passive, Partially Active, Active, and Active Systems ........................... ........................................ ........................... ........................... ...................... ......... 19 Table 17: Tension Limits and Equivalent Equivalent Factors of Safety Safety (API RP 2SK 1995)................. 1995)...... ...................... ...................... ........... 22 Table 18: Mooring Mooring Constraints Constraints for VOSS FPSO.......................... FPSO........................................ ............................ ........................... ........................... ...................... ........ 23 Table 19: Line Particulars Particulars of Eight Line Polyester-Chain............. Polyester-Chain........................... ........................... ........................... ........................... ..................... ........ 24 Table 20: Results Results of Eight Line System .......................... ....................................... ........................... ........................... ........................... ............................ ...................... ........ 25 Table 21: Line Particulars Particulars for Twelve Line System .......................... ........................................ ............................ ............................ ........................... ................ ... 25 Table 22: Results Results for Twelve Line System................. System............................... ............................ ............................ ............................ ........................... ......................... ............ 25 Table 23: Line Particulars Particulars for Sixteen Line Wire–Chain Wire–Chain .......................... ........................................ ............................ ............................ ...................... ........ 26 Table 24: Results Results for Sixteen Line System................... System................................. ............................ ............................ ............................ ........................... ....................... .......... 26 Table 25: Mooring Mooring Line Cost Analysis Results........................ Results...................................... ............................ ........................... ........................... .......................... ............ 26 Table 26: Particulars Particulars of Final Design .......................... ........................................ ............................ ............................ ............................ ............................ ........................ .......... 28 Table 27: Criteria Criteria for Shuttle Tanker Tanker Connection ........................... ........................................ ........................... ............................ ........................... ................... ...... 30 Table 28: Input for Pump Selection.......................... Selection........................................ ............................ ........................... ........................... ........................... ........................... ................ 30 Table 29: Pump Characteris Characteristics..................... tics................................... ........................... ........................... ........................... ........................... ........................... .......................... ............. 30 Table 30: Cost Estimate for FPSO Design ......................... ....................................... ............................ ........................... ........................... ............................. .................. ... 32
List of Appendix Tables Appendix Table 1: Appendix Table 2: Appendix Table Table 3: Appendix Table Table 4: Appendix Appendix Table 5: Appendix Appendix Table 6: Appendix Appendix Table 7:
100 Year Tropical Environmental Load (Fully (Fully Loaded Condition: Draft=21.5m)..... A-1 A-1 100 Year Tropical Environmental Load (1/3 (1/3 Loaded Condition: Draft=10.42m) .... ...... .. A-2 A-2 10 Year Tropical Environment Environment Load with Extreme Eddy Current ...................... ........... .................. ....... A-3 10 Year Tropical Environment Environment Load with Extreme Eddy Current ...................... ........... .................. ....... A-4 8 Line Polyester Polyester Cost Analysis....................................... Analysis.................................................... ........................... ........................... ............... .. A-56 12 Line Wire-Chain Wire-Chain Cost Analysis.................................... Analysis.................................................. ............................ ......................... ........... A-56 16 line Wire-Chain Cost Analysis ........................... ........................................ ........................... ............................ ...................... ........ A-56
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Abstract This report describes the design of a Floating Production Storage and Offloading system (FPSO) for the deep waters of the GOM. The reemergence of the GOM as one of the principal offshore oil and gas basins in the world has brought the challenge of integrating new technology into the business of developing the deepwater discoveries thus placing the FPSO at the forefront for its practicality, relatively inexpensive and revolutionary in terms of its on deck storing storing capacity. The FPSO is located at the Voss Prospect Prospect site with a depth of 1865 m (6,120 ft ) and is designed to sustain the 100 year hurricane environmental conditions. The DNV and ABS guidelines were closely followed to ensure compliance with the major classification societies. The FPSO is purposely built for the site mentioned and will serve there for its full duration. The Voss prospect site is expected to produce around 308 MMB of oil over a life span of 25 years and a 120 MMB of natural gas annually. The FPSO has a large oil capacity of 2.0MMBL to decrease the occurrence of the offloading procedure. procedure. Power generation will be accomplished on deck through through a dual fuel power generator that operates on natural gas and diesel fuel in case of emergencies. The mooring system is designed with a turret at the bow of the vessel. The environmental loads on the FPSO and mooring system were analyzed, and it is concluded as best option for the FPSO to be weathervaned into the environmental conditions to reduce the area of the ship withstanding the loads. The hydrodynamics of the FPSO were evaluated to ensure ensure that the FPSO is hydro-dynamically hydro-dynamically stable. The Voss FPSO has a total cost of $492 million dollars.
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Executive Summary During the 2003 Spring Semester, a team of six senior Ocean Engineering students completed the preliminary design of a Floating Production Storage Offloading system (FPSO) for the deep waters of the Gulf of Mexico under the mentorship of ConocoPhillips.
The eight competency areas areas addressed addressed were general arrangement, arrangement,
stability, global loading, cost, risk and regulations, hydrodynamic motions, wind wave and current loading, and mooring. The site is 380 km (236 miles) off the coast of Galveston, Texas in a water depth of 1865 m (6,120 ft ). ). The rules and regulations from the American Bureau Shipping (ABS), Det Norske Veritas (DNV), and American Petroleum Institute (API) were followed to provide a safe working environment. The ABS regulations were used for the design layout and the stability calculations and DNV and API codes were used in analyzing the mooring design. In the general arrangement and overall hull or system design three basic hull designs 1.5 MMBBL, 1.75 MMBBL, and 2.0 MMBBL oil storage capacity were studied for the design project. The 2.0 MMBBL oil storage capacity was chosen as the final design to minimize the offloading frequency for shuttle tankers and to accommodate the estimated production. The 2 MMBBL vessel has a length of 311 m (1020 ft ) and breath of 60 m (196.9 ft ). ). The height of the vessel from the keel to the main deck is 33 m (108.3 ft ). ). The
vessel’s hull also has a forecastle that extends 4 m (13.1 ft ) high above the main deck to prevent green water occurrences. The hull of the vessel is built from mild steel with a minimum design life of twenty-five years, which is the length of the field life. The FPSO is a double hull design with a 3 m (9.8 ft ) space on the sides and a 2 m (6.6 ft ) space on the bottom. The 2 MMBBL FPSO is divided into 15 different crude oil tanks that are
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arranged three across the breadth and five along the length. The use of the double hull provides the tank with a smooth inner surface making it easier for maintenance. The use of the double hull also provides ample space for ballast tanks, and reduces the risk of an oil spill. Ballast tanks are located located along the vessel sides and bottom. These tanks are primarily used for changing and controlling the draft. There are also two bow and two aft aft ballast tanks for trimming the vessel during loading and offloading o ffloading of cargo. In the wind, wave and current loading analysis, the Magnolia Development MetOcean data were used to evaluate the environmental loading on the FPSO. The MetOcean data from the Magnolia Development could be used since it was located close to the Voss site. The 100-year hurricane and the 10-year return period with a 100-year eddy loop current were used to analyze the environmental forces in the bow, beam, and quartering seas. The forces applied to the vessel were analyzed for the 1/3 and fully loaded conditions to find the maximum forces. In the fully loaded condition there would be a larger effect from the loop current and less effect from the wind forces and the opposite was expected for the 1/3 loaded condition. The 100-year hurricane environmental conditions produced the extreme governing loads on the FPSO for both 1/3 and fully loaded conditions. The vessel’s turret and riser system were designed for environmental conditions approaching from all directions, and the vessel was designed to weathervane into the oncoming environmental forces. This was accomplished with the use of an internal forward mounted turret. An internal turret was selected over an external turret because of its safety and easy access for maintenance. The turret is located at the bow to aid in its ability to weathervane. A partially active design that permits locking the turret for
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offloading and maintenance. The turret does not require the aid of thrusters when weathervaning. The crew accommodations, which acts as a large sail providing all the force required to weathervane the vessel, are located at the FPSO stern. The turret is attached to the mooring line system to handle the harshest environmental loads. A swivel stack is mounted on the turret and allows the vessel to rotate freely. The swivel stack accommodates up to 25 flexible risers and 12 different swivels. All of the risers and swivels are not needed for the initial design, but they are available to provide capabilities for future expansion. The turret system is 30 m (98.4 ft ) above the main deck, and has a diameter of 20 m (65.6 ft ). ). The flare tower is only allowed to flare gas during emergencies in the Gulf of Mexico, and it is located above the swivel stack that it is far away from the crew accommodations as possible as recommended in ABS (2000). If it is necessary to flare, the flare tower is high enough that the fumes will not endanger any of the crew. Also, the crew accommodations are not located above any crude oil tanks as recommended by ABS (2000). The heli-deck is located above the crew accommodations to allow more deck space and to provide a safe place for landing. Lifeboats are located on either side of the FPSO that are capable of holding twice the number of crew (ABS 2000). Two cranes are located on either side of the FPSO with a radius arm of 30 m (98.4 ft ). ). The production equipment is located along the main deck in between the crew accommodations and the turret. For the weight, buoyancy and stability analysis the vessel was divided into different blocks so that the distribution of weight could be determined. determined. The reference plane of the ship was assumed to be at the keel and aft perpendicular. The longitudinal,
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vertical, and transverse centers of gravity were calculated by taking the moment of each ship component by multiplying its weight by its distance from a reference plane. Then, the weights and moments of all the components were added, and the total moment was divided by the total weight. Table 1 shows the draft and KG for the different loading conditions. Table 1: Center of Gravity and Drafts for Different Loading Conditions
KG m (ft) Draft m (ft)
0 22.70 (74.5) 4.95 (16.2)
Ballast 18.33 (60.1) 10.61 (34.8)
1/3 14.20 (46.6) 10.42 (34.2)
½ 13.97 (45.8) 13.23 (43.4)
Full 17.16 (56.4) 21.50 (70.5)
It was determined that the vessel did not require any ballast if the oil tanks were filled greater than one third of their total capacity. The operational draft of the vessel ranges between 10 m (32.8 ft ) to 21.5 m (70.5 ft ), ), and the weight of the oil above onethird its total capacity places the vessel at its operational draft. This allows the ballast tanks to only be employed to trim or heel he el the vessel. In the stability analysis of the FPSO, the program StabCAD was used to calculate the vessel’s allowable KG values and intact and damage stability data. StabCAD is used extensively in the offshore industry for the stability analyses of offshore floating production systems, and other floating designs. Initially, intact and damage stability plots were created in StabCAD based on the actual KG values, which are listed along with corresponding displacement and draft values for the five cargo conditions in Table 2. In the ABS MODU intact and damage stability analysis the allowable KG had to be calculated by StabCAD. Finding the allowable allowable KG was necessary to generate intact stability plots that satisfy the ABS MODU rules. The allowable KG values were then entered in StabCAD so that the range of stability for the damaged condition could be computed.
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Table 2: Loading Conditions for StabCAD Input Vessel Cargo Condition Empty without ballast Empty with ballast 1/3 oil without ballast ½ oil without ballast Full oil without ballast
Displacement M. Tons (S. Tons) 79582 (49,692) 170,415 (106,409) 167,382 (104,515) 212,582 (132,739) 345,492 (215,729)
Draft m (ft)
KG m (ft)
4.95 (16.2) 10.61 (34.8) 10.42 (34.2) 13.23 (43.4) 21.50 (70.5)
22.70 (74.5) 18.33 (60.1) 14.20 (46.6) 13.97 (45.8) 17.16 (56.4)
Overall the stability analysis showed that the FPSO design met all the ABS MODU area ratio, range of stability, and damage condition requirements. This meant that initial design of vessel would be a good platform for the second iteration in the design process. The intact stability results for each of the five cargo conditions showed that vessel was overly stable because of the low drafts and the excessive freeboard of the design, which caused down flooding to only be possible in the fully loaded condition. For the second iteration of the design process a longer and narrower vessel with less freeboard but similar draft values as the first design was analyzed. The Recommended length, breadth, and depth values for the analysis of a final hull design are 350 m (1148 ft ), ), 55 m (180.4 ft ), ), and 25 m (82.02 ft ) respectively.
The mooring/station keeping analysis was performed using the DNV software MIMOSA. The mooring system was designed to withstand the environmental loading of a 100 yr hurricane and designed according to API RP 2SK (1995) that set the allowable offsets and tension factors of safety for the mooring system. The recommended offsets were 10% of water depth for the intact condition and 12% in the damaged condition. The tension factors of safety are 1.67 and 1.25 for the intact and damaged conditions respectively. The selected mooring design is an eight line taut leg system consisting of Marlow Superline® (2700 m) and K4 chain (200 m), as summarized in Table 3. The mooring xi
system that consisted of the synthetic lines was selected because it greatly outperformed the conventional wire-chain mooring lines. The calculated offsets were 2% of water depth for the intact condition and 4% in the damaged condition. The tension factors of safety were 2.37 and 1.55. It was also less expensive at $6.7 million for the line elements. Suction pile caissons were used to anchor the system due to the large vertical forces exerted by a taut leg system. Table 3: Particulars of 8 Line Polyester-Chain Mooring Segment
Line Type
1
K4 Chain
2
Marlow Superline®
3
K4 Chain
Diameter
Breaking Strength
120.7 mm 4.75 in 221 mm 8.7 in 120.7 mm 4.75 in
13,710 kN 3,082 kips 13,345 kN 3,00 kips 13,710 kN 3,082 kips
The hydrodynamic motion behavior and response of the moored FPSO were obtained using SESAM software. To obtain values for the Response Amplitude Operator (RAO) for the six different possible motions in different headings, response spectrums were calculated and plotted using the JONSWAP spectrum for the 100 yr hurricane conditions in the Gulf of Mexico. The roll, yaw, and heave motions were all analyzed to make sure that the flexible risers were not overstressed. The rolling motion was also checked to make sure it was within allowable limits of the topside production equipment. Finally, the surge and sway were analyzed to make sure there was ample space between the FPSO and the tanker during offloading. The FPSO is designed for year round production, and offloads off the stern with a flexible floating hose. To meet the Jones Act requirements the offloading tanker must must be built in the United States. The shuttle tanker will offload approximately every 6 days taking approximately 22 hours to complete the total transfer. A large amount of gas is produced with the oil; therefore gas-processing facilities are located on the FPSO to
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separate it from the oil. The gas is transported through a pipeline system to the coast. A cost analysis was completed that included the costs for the hull structure, topside, mooring system, offloading system, transportation and installation, and engineering and project management costs, and the estimated FPSO design project cost is $492 million dollars.
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Acknowledgement Team Gulf of Mexico would like to thank the following individuals and companies for their help and support throughout this project.
Dr. Robert Randall, TAMU Matthew Pritchard, ConocoPhillips Peter Noble, ConocoPhillips Chuck Steube, ConocoPhillips J. R. King, ConocoPhillips Tom Bauer, Halliburton-KBR DNV – Sesam Package Zentech - StabCAD
Introduction The progression of field discoveries in Gulf of Mexico to increasingly deeper water depths has initiated a change in regulations by Minerals Management Service to allow the introduction of FPSOs to select Gulf of Mexico regions. Deep-water discoveries in areas, where the costs of tying into existing pipeline infrastructure are prohibitive or impractical, which increased the attractiveness of FPSO utilization in the Gulf of Mexico. Although commonly used throughout the rest of the world FPSOs were forbidden for use in the Gulf of Mexico, and gained approval only in January January 2002. The intent of this project is to design a FPSO system for placement in the Gulf of Mexico at water depth of 1865 m (6,120 ft ), ), which reflects the regulatory changes and employs shuttle tanker offloading. Designing and building an FPSO is a huge project where final decisions are made based on a thorough engineering examination of different alternatives and influenced by economic and environmental constraints. The project includes an overall hull design with different alternatives studied for optimal performance. The detailed study addresses the fundamental aspects of design including solutions to technical matters such as ship hydrodynamics of motion and loading, the effects of wind and current loading and a full mooring system analysis. The design approach begins with deciding on several hull designs with different geometries to find which one has the best stability characteristics. Next topside equipment was estimated for weights and and location. Then courtesy of Zenntech, the program StabCad was used to test the stability of different hull geometries. Since the environment is not benign a spread mooring system was ruled out. Therefore a turret mooring system was designed and the program Mimosa, donated by DNV, was used to run different mooring configurations. The Gulf of Mexico team members and and their design responsibilities responsibilities are the following: McAlan Clark, general hull layout; Chris Chipuk, turret design and cost analysis; Caroline Hoffman, rules and regulations, and environmental loads; James Peavy, mooring design using Mimosa; Ramez Sabet, offloading procedures; and Baron Baron Wilson, weight, buoyancy, and stability analysis using StabCad. Since, everyone’s responsibilities depend on one another everyone is familiar with each other’s research to avoid redesigning components.
Field Trip The students in the ocean engineering design class completed a tour of the “Continental,” which is a ConocoPhillips oil tanker, on January 24, 2003. The tanker has a capability to carry carry up to 650,000 barrels of oil. The purpose of the tour was to gather information about the tanker that could be applied to the Gulf of Mexico FPSO design. The tour included the engine room, crew accommodations, accommodations, and the observation of vessel offloading procedures. procedures. The tour provided knowledge of how large oil industry equipment is, which was useful for size estimates and general arrangement of topside equipment in the design of the Gulf of Mexico FPSO.
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Site The FPSO design is to be positioned at ConocoPhillips Voss Prospect site. The Voss Prospect is in the western part of the Gulf of Mexico in the Keathley Canyon block 511. The exact longitude and latitude coordinates of the site are 26 28.6759 N, 92 36.9282 W. The site is in deep water at a depth of 1865 m (6,120 ft ). ). The Voss Prospect Prospect Site is approximately 380 km (236 miles) from Galveston.
Figure 1: Western Gulf of Mexico with Voss Prospect Site
Wind, Wave and Current Loading Environmental loads consist of wind forces, wave forces, forces, and mean wave drift forces. The Magnolia Development MetOcean criteria supplied by ConocoPhillips were used to analyze the different environmental conditions. The dominating cases were the 10-year 10-year return period with an eddy loop current and the 100-year return period. The environmental conditions used to solve for for the environmental forces are shown in Table 3. Table 4: Environmental Conditions Conditions
Wind Speed Current Speed Knots (m/s) Knots (m/s) 10-yr return period w/ eddy loop current 100 -yr return period
50.5 (26.0) 75.8 (39.0)
3.11 (1.60) 2.72 (1.40)
Hs ft (m) 26.2 (8.0) 40.0 (12.2)
To simplify the calculations the FPSO is divided into ten separate areas above the waterline shown in Figure 2 below.
Figure 2: Divided Areas above the Waterline Used for Evaluating the Environmental Loads
The dimensions of the topside structure were kept constant to obtain a better understanding of how the different storm conditions affected the vessel. The dimensions of the topside are are shown in Table 5.
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Table 5: Dimensions of Topside Structures
Produc Productio tion n Equipm Equipment ent Turret & Super Structure Crew Quarters Helideck Flare Tower
Length ft (m) 850.0 850.0 (259.1 (259.1)) 98.4 (30.0) 98.4 (30.0) 90.3 (27.5) 9.8 (3.0)
Width ft (m) 180.4 180.4 (55.0) (55.0) 98.4 (30.0) 156.9 (47.8) 90.3 (27.5) 9.8 (3.0)
Height ft (m) 39.4 39.4 (12.0) (12.0) 90.0 (27.4) 65.6 (20.0) 1.6 (0.5) 49.2 (15.0)
The environmental forces were analyzed when the FPSO was fully loaded and one-third loaded. The environmental loads on the FPSO increase as the drafts decrease corresponding to the level of the oil tanks. The wind forces were calculated by multiplying the cross-sectional areas by the shape and height coefficients found on Table 3-1 and and 3-2 in API RP 2SK (API, 1995). The values were summed to find the total wind forces. The wind force results for the 10-year wind and wave with a 100-year loop current and 100-year hurricane for the fully and one-third loaded cases are shown i n Table 6. Table 6: Wind Forces
Bow Seas Kips (KN)
Beam Seas Kips (KN)
Quartering Seas Kips (KN)
Fully Loaded 10-yr 10-yr Wind Wind and Wave Wave + 100 yr. Loop Loop Curren Currentt 400.2 400.2 (1780. (1780.2) 2) 778.1 778.1 (3461. (3461.1) 1) 785.6 785.6 (3494. (3494.5) 5) 100-yr 100-yr Hurricane Hurricane 900.5 (4005.6) (4005.6) 1750.7 (7,784.4) (7,784.4) 1767.5 (7862.2) (7862.2) 1/3 Fully Loaded 10-yr 10-yr Wind Wind and Wave Wave + 100 yr. Loop Loop Curren Currentt 426.6 426.6 (1897. (1897.6) 6) 915.7 915.7 (4073. (4073.2) 2) 100-yr 100-yr Hurricane Hurricane 959.9 (4269.8) (4269.8) 2060.3 (9164.6) (9164.6)
894.9 894.9 (3980. (3980.7) 7) 2013.5 2013.5 (8956.5) (8956.5)
The wetted surface area was calculated using Equati on 1 based on Taylor’s Theory (Lewis, 1988). S = C (∆ (∆L)0.5
(1)
where, C is the coefficient of 16.5, ∆ is the displacement, and L is the length. The current forces on the vessel were calculated using Equation 2, which was given in section 3.7.2 of API RP 2SK. Fc = 0.5(ρ 0.5(ρwCdAcuc|uc|)
(2)
where, ρw is the density of water, Cd is the drag coefficient, Ac is the projected area exposed to the current, and uc is the current velocity. The current force calculations can be found in Appendix Table 5 in Appendix I. The current force results results for the 10-year wind and wave including the 100 year eddy loop current and 100-year hurricane for the fully and one third loaded cargo conditions are shown in Table 7 below.
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Table 7: Current Forces
Bow Seas Kips (KN) Fully Loaded 10-yr Wind and Wave + 100 yr. Loop Current Current 29.1 (129.4) (129.4) 100-yr Hurricane 22.5 (100.0) 1/3 Fully Loaded 10-yr Wind and Wave + 100 yr. Loop Current Current 20.4 (90.7) (90.7) 100-yr Hurricane 15.6 (69.4)
Beam Seas Kips (KN)
Quartering Seas Kips (KN)
727.1 (3234.3) (3234.3) 556.2 (2474.1)
504.1 (2242.3) (2242.3) 385.6 (1715.2)
509.9 (2268.1) (2268.1) 390.1 (1735.2)
353.6 (1572.9) (1572.9) 270.4 (12092.8)
The mean wave drift forces were calculated by using the curve fitting formulas shown below as Equations 3, 4, 5, and 6 found in section 3.7 of API RP 2SK. Bow Seas
ln( x) − 14 y = 9.63 * ln
(3)
Beam Seas
y = 2 *10−5 x4 − 5*10−5 x3 − 0.14x2 + 7.39x − 8.93
(4)
Quartering Seas (Surge)
y = 0.9366 x + 1.2207
(5)
Quartering Seas (Sway)
y = 1*10−5 x4 − 0.0003x3 − 0.06x2 + 4.095x − 7.27
(6)
The mean wave drift force calculations are shown in Appendix I. The mean wave drift force results results for the 10-year wind and wave with the 100-year eddy loop current and 100-year hurricane for the fully and one third loaded cases are shown in Table 8. Table 8: Wave Drift Forces
Bow Seas kN (kips)
Beam Seas kN (kips)
Quartering Seas kN (kips)
Fully Loaded 10-yr Wind and Wave + 100 yr. Loop Current Current 100-yr Hurricane
77.8 (17.5) (17.5) 95.6 (21.5)
423.0 (95.1) (95.1) 470.2 (105.7)
256.2 (57.6) (57.6) 282.0 (63.4)
1/3 Fully Loaded 10-yr Wind and Wave + 100 yr. Loop Current Current 100-yr Hurricane
77.8 (17.5) (17.5) 95.6 (21.5)
423.0 (95.1) (95.1) 470.2 (105.7)
256.2 (57.6) (57.6) 282.0 (63.4)
The total environmental loads for the 10-year wind and wave with a 100-year eddy loop current and 100year hurricane for the fully and one-third loaded cases are shown in Table 9. The most extreme loads occurred in the 100-year hurricane environmental conditions in the beam and quartering seas. Therefore, the FPSO is to be weathervane in the direction of the environmental conditions to reduce the loads on the vessel. Also, the 100-year hurricane conditions are used as the dominating environmental data in the design of the FPSO.
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Table 9: Total Environmental Loads
Fully Loaded 10-yr Wind and Wave + 100 yr. Loop Current Current 100-yr Hurricane 1/3 Fully Loaded 10-yr Wind and Wave + 100 yr. Loop Current Current 100-yr Hurricane
Bow Seas kN (kips)
Beam Seas kN (kips)
Quartering Seas kN (kips)
1989 (446.8) (446.8) 4200 (944.3)
7119 (1600) 10732 (2413)
5993 (1347) 9859 (2217)
2066 (464.5) (464.5) 4435 (997.0)
6765 (1521) 11371 (2556)
5810 (1306) 10441 (2347)
Codes and Regulations Mineral Management Services (MMS) has recently permitted FPSOs to be in specified blocks in the Gulf of Mexico. Currently there are not any FPSOs in the Gulf of Mexico Mexico but due to the deeper waters a FPSO would be more economical. The Jones Act requires that all vessels transporting cargo between two U.S. ports be built in the United States, crewed by U.S. mariners, and owned by U.S. The purpose of the Jones Act is to maintain shipbuilding and ship repair industrial base, a trained merchant mariner manning pool, and assets to respond in times of national security emergencies. This act applies to the FPSO located at the Keathley Canyon block. Rules and regulations are important in maintaining a safe environment for the crew and visitors. Agencies such as ABS (American Bureau of Shipping), API (American Petroleum Institute), and DNV (Det Norske Veritas) provided many of these rules and regulations to ensure a safe working environment.
Facility Layout Equipment items that could become fuel sources in the event of a fire are to be separated from potential ignition sources by space separation, separation, firewall or protective walls. Living quarters are to be located outside of hazardous areas and may not be located above or below crude oil storage tanks or process areas. Wellhead areas are to be separated separated or protected from sources sources of ignition and mechanical damage. Crude oil storage tanks, slop tanks, and flammable liquid storage tanks are to be separated from machinery spaces, service spaces, and other similar sources of ignition spaces by at least 0.76 m (2.49). (ABS, 2000) Vessel Conditions The vessel is to have markings that designate the maximum permissible draft that the vessel may be loaded to. The primary structure is to be analyzed using severe storm conditions and normal operating environmental conditions. The ship ship should be subject subject to partial filling levels of the tanks. The sloshing analysis is to determine if the filling levels in the tanks are close to the vessels natural pitch and roll motion periods. It is recommended that the natural periods of the fluid motion in the tanks are 20% greater than or less than that of the relevant vessel’s motion. (ABS, 2000) Stability All vessels are to have a positive meta-centric height in calm water equilibrium position for all floating conditions, including temporary positions during fabrications, installation, ballasting, and deballasting. All vessels are to have sufficient stability at intact as well as damage conditions. (ABS, 2000)
Lifesaving Requirements All materials that comprise the lifeboat embarkation platform are to be of steel or equivalent equivalent material. The lifeboats are to be able to hold a capacity of twice the total number of people onboard the vessel. They are to be installed on at least two sides of the installation, in safe areas in which there will be accommodation for 100%, in case one of of the stations becomes inoperable. Inflatable life rafts are to be provided onboard such that their total capacity is sufficient to accommodate the total number of people expected to be onboard the facility. At least four four life buoys are to be provided with floating water lights. Also there should be at least one life jacket for each person on the vessel. Each facility is to have means of embarkation to allow personnel to leave the facility in an an emergency. All materials that comprise the
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escape routes are to be of steel material. The perimeter of all open deck areas, walkways and accommodation spaces, catwalks and openings, are to be protected with guardrails. (ABS, 2000)
Fire Fighting Systems Water fire fighting systems are to be capable of maintaining a continuous supply in the event of damage to water piping. Piping is to be arranged so that the supply of water could be from two different sources. sources. There are to be at least two independently driven and self-priming fire pumps. The primary and standby fire pumps are each to be capable of supplying the maximum probable water demand for the facility. There are to be fire detectors, gas detectors, smoke detectors detectors and a general alarm system on the vessel. Also two sets of fire-fighting outfits and equipment are are to be provided and stowed in a suitable container. A minimum of two self-contained breathing apparatus should be provided and stowed with the fireman’s outfits. (ABS, 2000)
General Arrangements and Overall Hull/System Design Crew Quarters The crew quarters are located at the stern of the vessel. It can accommodate up to 150 persons spread spread throughout 6 floors. The dimensions of the crew quarters are 46 m (150.9 ft ) across the length, 30 m (98.4 ft ) across the breadth, and 20 m (65.6 ft ) high off the vessel’s deck. The crew quarters are positioned at the stern to act as a sail sail to help weathervane weathervane the vessel vessel into the environment. The crew quarters has an expanded bridge with solid glass windows encompassing for a broad range of sight from the bridge. Located on top of the crew quarters is an antennae tower for communication purposes. purposes. Also located on the roof of the crew quarters is the heli-deck. It is in the shape of an octagon and has a diameter of 16 m (52.5 ft ) to provide for a maximum landing surface. The heli-deck was placed on top of the crew crew quarters to allow for more space on the main deck. To ensure maximum safety the crew quarters are coated with PittChar XP Fire Protective Coating., which is a 2 component epoxy based coating that produces a flexible and tough epoxy barrier that insulates and provides thermal protection of the crew quarters even under hydrocarbon and jet fire conditions. Pitt-Char XP Coating also protects the crew quarters from corrosion and retains its fire protection properties under aggressive aggressive chemical environments. Figure 3 shows the side and front views of the crew quarters.
Figure 3: Side and Front Views of Crew Quarters Quarters (Dimensions in Meters)
Deck Production Systems The deck production systems systems are located on the main deck directly above above the oil tanks. There is a 4 m (13.1 ft) space between the top of the oil storage tanks and and the main deck. The production systems are placed to the turret to minimize piping costs and for the safety of the crew. crew. The production systems deck has 6 major components as seen in Figure 4 below. Closest to the crew quarters is the water injection part of the production systems. Just forward of the water injection system is the gas compression portion of the production systems. Then we placed the processed water water system. Next the gas separation part of the production systems, followed by the power generation system and electrical room, which is centrally located between all the production systems, systems, the turret, and the crew quarters. Finally the emergency flare tower is located on top of the turret.
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Figure 4: Top, Front, and Right side Views of the Production Systems (Dimensions in Meters)
Lifeboats In the Lifesaving Appliances and Equipment section of the ABS guide for Building and Classing Facilities on Offshore Installations it is stated that motorized lifeboats capable of carrying twice the maximum number of persons aboard are required. To meet the requirements three Sotra JY80K open lifeboats are are located on the starboard and port sides of the vessel. The JY80K is an easily accessible accessible and detachable diesel powered lifeboat capable of carrying 50 persons. It requires a 7 m (23.0 ft ) hook length for expulsion from the vessel, and its length, breadth, and depth are 8 m (26.2 ft ), ), 2.6 m (8.53 ft ), ), and 1.1 m (3.61 ft ) respectively. Two lifeboats are placed on each side of the crew quarters quarters and the other two are are located on each side of the bow close to the turret. The lifeboats are placed in locations at both ends of the vessel so that all personnel can evacuate evacuate the vessel quickly. The lifeboats carry all safety necessities including regulated lifejackets, and flares. The JY80K is a cost efficient, sturdy lifeboat that meets all safety requirements and can help prevent major loss of life if ever needed. Oil Tanks The oil storage tanks are arranged with 3 oil tanks across the breadth and 5 oil tanks along the length of the vessel for a total of 15 tanks. Each individual tank is capable of storing approximately approximately 133,000 barrels of oil. The length, width, and height of each each individual tank are 44.1 m (144.7 ft), 18 m (59.1 ft), ft), and 27 m (88.6 ft) respectively. The overall dimensions of all tanks combined will be 220.5 x 54 x 27 m (723.4 x 177.2 x 88.6 ft ) (L x W x H). All oil tanks are designed with steel at a thickness of approximately approximately 20 mm to 30 mm (0.79 in to 1.18 in). The tanks are centrally located between the bow and stern, and the main deck and keel. The majority of the vessel’s vessel’s weight will be held by the oil tanks during operation, to evenly distribute the loads from the internal turret is located at the bow and the crew quarters located at the stern. ABS regulations state that the crew quarters quarters cannot reside over any part or portion portion of the oil tanks. Of which the vessel is designed for and complies with all regulations. The tanks will also have an efficient efficient pumping system capable of unloading maximum oil capacity capacity in 24 hours. Offloading procedures will be discussed more in later sections of the report. Three views of oil storage tanks are shown in Figure 5.
Figure 5: Top, Front, and Right Side Views of Oil Tanks (Dimensions in Meters)
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Ballast Tanks The vessel’s side and bottom ballast tanks are located around the oil storage tanks in which they surround them completely except for the topside. There are 10 main ballast tanks in the order of 5 along the length and 2 across the breadth of the vessel. The individual and overall dimensions of the main ballast tanks are shown in Figure 6.
Figure 6: Top, Front, and Right Side Views Views of Side and Bottom Ballast Tanks (Dimensions in Meters)
Four additional ballast tanks are located in pairs at the bow and stern of the vessel. Altogether there are 14 ballast tanks to provide stability adjustments for for the vessel. The location of the bow and and stern ballast tanks are shown in Figure 7.
Figure 7: Vessel Ballast Tanks
Other Below Deck Components Below the main deck the vessel has features acquainted with almost all floating, production, storage, and offloading units. A potable water tank is located at the stern of the vessel. The tank provides all the fresh water for crew aboard the FPSO. It has a maximum maximum capacity of 125,000 gal (473,200 L) of water and provides water even when power is down on the vessel. A processed water tank capable of holding 75,000 gal (283,900 L) of water is also included in the below deck components. The processed water tank, which is located at the stern, can treat waste water generated from the cleaning of machinery and equipment by separating free oil and dirt from the water, which makes it suitable for sewer discharge. The processes used include aeration, gravity separation, solids separation, oil coalescence separation, ozone disinfection, and oxidation. It has the potential to process 50 gal/min (189.3 L/min), and has freeze prevention valves and lines. Finally there are two separate oil lube tanks located below deck at at the stern. These tanks have have two different grades of oil lube enclosed. enclosed. The oil lube in each tank is for specific specific parts on the water and oil
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tanks pumping systems. The lube tanks help maintain consistent flow rates and also prolong the lives of the pumping systems.
Figure 8: Beam View of Vessel Showing Turret and Mooring Mooring System Connection
Cranes The two cranes aboard the vessel are Kenz cranes capable of lifting a maximum load of 50 m tons (31.2 s tons) at a 12 m (39.4 ft ) radius. radius. Each crane crane has a 30 m (98.4 ft ) main boom length and can reach all accessible loads on the production system decks. It rises 24 m (78.7 ft ) off the main deck’s surface and it has a base diameter of approximately 2 m (6.6 ft ). ). The cranes are located in relation relation to one another on both the port and starboard sides of the vessel. One crane is located along the starboard starboard side towards the bow of the vessel around one-third of the way along the length of the production systems systems deck. The other crane is positioned on the port side of the ship towards the stern of the vessel over two-thirds of the way along the length of the production systems deck. One crane is placed further down the deck deck so that when anything is added to the existing main deck components the crane will be able to reach it, and provide the needed lift. The Kenz cranes are not only a safe and reliable product, but are al so cost and weight efficient.
Figure 9: Crane Design (Dimensions in Meters)
Hull The hull is the basis for the general arrangement and design of everything on the vessel. Several different shape and size designs of the hull were considered considered before choosing the one shown in Figure 10. The three different sizes that considered were those of a 1.5, 1.75, and 2 MMBBL capacity vessels. vessels. Each vessel proved to be capable but for cost efficiency and the possibility that the Voss Prospect site could bring in more wells the 2 MMBBL vessel was chosen. The two different shapes shapes considered by Team Gulf of Mexico were that of a vessel with a bow bulb and one without. Bow bulbs reduce a vessels form form drag by a small amount, which adds up to substantial savings on fuel over over decades. The design not including the bow bulb was chosen since fuel savings provided by it are not applicable to a moored FPSO without an engine, and the amount that it reduces reduces the drag force is negligible. The hull length, breadth, and depth are 311 m (1020.3 ft ), ), 60 m (196.9 ft ), ), and 33 m (108.3 ft ) respectively. respectively. A forecastle forecastle that extends extends 4 m (13.1 ft ) high above the main deck is also included in the hull design to protect from green green water occurrences. The vessel has a double hull to meet OPA 90 regulations (EPA, 2003).
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Figure 10: Top, Front, and Right side Views of the FPSO Hull (Dimensions in Meters)
Weight, Buoyancy and Stability When computing stability calculations the ship was divided into different blocks so that the distribution of weight could be determined. The reference plane of the ship was assumed to be at the keel and aft perpendicular. The longitudinal, vertical, and transverse centers of gravity were calculated by taking the moment of each ship component and multiplying its weight by its distance from a reference reference plane. The weights and moments of all the components were then added, and the total moment was divided by the total weight. The result was the distance of the center center of gravity from the reference reference plane. The location of the center of gravity is determined when the distance from each of the three reference planes planes is known. The stability is influenced a great deal by the interaction of the forces of weight and buoyancy. Therefore, it is important to determine the ships center of gravity and buoyancy. It was determined that the vessel would not require any ballast if the oil tanks were filled greater than one third of their total capacity. capacity. The operational draft of the vessel ranges between 10 m (32.8 ft ) to 21.5 m (70.5 ft ) and the weight of the oil above one third its total capacity places the vessel in its operational draft. This allows the ballast tanks to only be employed to trim or heel the vessel, lowering the possibility of extensive corrosion in the tank from sea sea water. Table 10 below shows the results for the calculated weight distributions. Table 10: FPSO Weight Distribution Results
Vessel Cargo Condition
0 79,582 (49,692)
Ballast 79,582 (49,692)
Oil m. tons (s. tons)
0
0
Ballast m. tons (s. tons)
0
Light Ship m. tons (s. tons)
Total m. tons. (s. tons) KG m (ft) KB m (ft) Draft m (ft)
79,582 (49,692) 22.7 (74.5) 2.7 (12) 5.0 (12)
90,833 (56,717) 170,415 (106,409) 18.3 (60.0) 5.9 (8.9) 10.6 (34.8)
1/3 79,582 (49,692) 87,800 (54,823)
1/2 79,582 (49,692) 133,000 (83,047)
Full 79,582 (49,692) 265,910 (166,038)
0
0
0
167,382 (104,515) 14.2 (46.6) 5.8 (19.0) 10.4 (34.1)
212,582 (132,739) 14.0 (45.9) 7.3 (24.0) 13.2 (43.3)
345,492 (215,730) 17.2 (56.4) 11.9 (39.0) 21.5 (70.5)
If the ship is heeled to a small angle, φ the center of buoyancy will move off of the ship centerline. Therefore, a distance, GZ the righting arm, will separate the lines along the results of the weight and buoyancy. A vertical line through through the new center center of buoyancy to the original vertical through the center center of buoyancy will intersect at a point, M called the transverse metacenter. metacenter. The location of this value will vary at different trim angles. The distance from the center center of gravity to the metacenter is GM. The righting arms for small angles of heel can be calculated by the Equation 7 shown below:
GZ=GMsin(φ)
(7)
9
From the information listed in Table 9 the ship centers of gravity were calculated and are shown in Table 11 below. The centers of gravity were were measured from a coordinate coordinate system in which the origin was located at the stern of the vessel centered at the keel. Table 11: Vessel Centers of Gravity
VCG m (ft) LCG m (ft) TCG m (ft)
17.2 (56.4) 154.1 (505.6) 30.0 (98.4)
StabCAD StabCAD is a program that is extensively used in the offshore and shipping industries for the stability analyses of offshore floating production systems, ships, or any other floating floating designs. The program uses a 3D graphic interface for creating and modifying the vessel model. model. The StabCAD beta file, which is setup in a text editor format, allows the user to input the various StabCAD cards for any stability parameters desired. The StabCAD cards also determine what will be listed in the StabCAD output files after the program runs its analysis. Some examples of the general StabCAD StabCAD cards are listed below. • • • • • •
STBOPT (stability options) KGPAR (parameters of allowable KG calculation) CFORM (specification for hydrostatic analysis) INTACT (specification for heel angles for intact stability) DRAFT (specification for stability analysis VCG) GRPDES (group identification description)
A more detailed description of the process for the setup of the Gulf of Mexico FPSO beta file is given in Appendix II.
Design Process StabCAD was used in the stability analysis of the FPSO for calculating the following: • • •
Vessel allowable KG Intact and Damage Stability Plots for actual KG values ABS MODU Intact and Damage Stability Plots based on allowable KG values
StabCAD was used to calculate the allowable KG values for the five cargo conditions ranging empty to fully loaded. The StabCAD KGCYCLE card was set to solve for the allowable KG necessary for a 1.4 or greater area ratio required by ABS MODU. The KGCYCLE card iterates KG values until it converges on the 1.4 area area ratio. Figure 11 shows how the area ratio is defined by ABS MODU.
Figure 11: ABS MODU Intact Stability (Bauer 2003) 2003)
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The ABS MODU intact and damage stability requirements are listed below. The intact and damage wind speeds were inputed in the StabCAD KGPAR card. •
Intact Condition: Wind = 100 knots
•
Damage Condition: Wind = 50 knots
•
Damage Residual: Wind = 50 knots
-
Sufficient residual dynamic stability (measured from righting and heeling curves) Final waterline should not submerge any non-watertight openings 2nd Intercept must be 7 degrees past 1st intercept Within extent of weathertight integrity, righting moment reaches a value 2x healing moment (both measured at the same angle).
The ABS MODU damage stability requirements can be better understood by analyzing Figure 12 shown below.
Figure 12: ABS MODU Damage Stability (Bauer (Bauer 2003)
The allowable KG data calculated by StabCAD was also useful for creating a plot of allowable KG versus wind heading for the various cargo conditions. conditions. The wind heading corresponding corresponding to the lowest KG value determined the limiting stability criteria.
Results The StabCAD output consisted of two sections: the intact and damage stability results for calculated KG values, and the ABS MODU intact and damage stability results based on allowable allowable KG values. The StabCAD analyses were completed on each of the five cargo conditions based on the calculated centers of gravity. The empty ship or light ship condition condition KG was calculated calculated as 22.7 m (74.5 ft ), ), and the light ship with full ballast had a KG of 18.3 m (60.0 ft ). ). The 1/3 oil, 1/2 oil, and fully loaded conditions KG values were 14.2 m (46.6 ft ), ), 14.0 m (45.9 ft ), ), and 17.2 m (56.4 ft ) respectively all with empty ballast tanks. The displacement, draft, and KG values for the different vessel loading conditions are shown in Table 12. Table 12: Loading Conditions for Stabcad Stabcad Input
Vessel Cargo Condition Empty without ballast Empty with ballast 1/3 oil without ballast ½ oil without ballast Full oil without ballast
Displacement m. tons (s. tons) 79582 (49,692) 170,415 (106,409) 167,382 (104,515) 212,582 (132,739) 345,492 (215,729)
Draft m (ft) 4.95 (16.2) 10.61 (34.8) 10.42 (34.2) 13.23 (43.4) 21.50 (70.5)
11
KG
m (ft) 22.70 (74.5) 18.33 (60.1) 14.20 (46.6) 13.97 (45.8) 17.2 (56.4)
Drafts for the various cargo conditions range from empty ship’s 4.95 m (16.2 ft ) to the fully loaded 21.5 m (70.5 ft ). ). Figure 13 shows the vessels displacement for drafts up to 27 m (88.6 ft ). ).
500000 450000 400000 ) s n 350000 o T . 300000 M ( t n e 250000 m e 200000 c a l p s 150000 i D 100000 50000 0 0
5
10
15
20
25
30
Draft (M)
Figure 13: Displacement Versus Draft Draft
Intact and Damage Stability Results for Calculated KG The intact stability results for the fully loaded case had a range of stability of 26.17°. The input KG was 17.6 m (57.7 ft ), ), which resulted in an area ratio of 18.96, and the first and second intercepts were 0.46° and 81.76° respectively. The intact stability stability plot for the fully loaded condition is shown in Figure 14. The intact stability plots for the other cargo conditions are shown in Appendix Figures 1 thru 5 in Appendix II.
Figure 14: Intact Stability (Maximum Oil Capacity w/o Ballast)
In the damaged stability analysis each of the starboard ballasts tanks were damaged separately so that the one causing the lowest range of stability could be determined. Interestingly the starboard starboard ballast tanks corresponding to the lowest range of stability did change for the various cargo conditions. For example, in
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the ABS MODU, which will be discussed later, the damage stability results for the fully loaded condition the ballast tank closest to the stern had the lowest range of stability, while the one closest to the bow had the lowest range of stability for the one-third loaded condition as seen in Figure 15.
Figure 15: StabCAD Model Showing Damaged Starboard Ballast Tanks Tanks
The range of stability decreased to 24.24° in the results for damage stability for the fully loaded condition. The input KG was kept at 17.6 m (57.7 ft ) and the first and second intercepts were 1.60° and 82.00° respectively. The damage stability stability plot for the fully loaded condition is shown in Figure 16. The damage stability plots for the other oil cargo conditions are shown in Appendix Figures 6 thru 8 in Appendix II.
Figure 16: Damage Stability (Maximum Oil Capacity w/o Ballast)
ABS MODU Intact and Damage Stability Results based on Allowable KG The second part of the StabCAD analysis involved the use of the KGCYCLE card for calculating the allowable KG values for for the various various cargo conditions. conditions. The KGCYCLE card uses the input KG value as a starting point. It then runs the calculations, finds an allowable KG, and iterates the new new value back in and runs the calculations over again. The process continues until the program converges converges on a more accurate accurate allowable KG value that will satisfy the ABS MODU 1.4 area ratio requirement. requirement. Multiple DRAFT cards were also included in the Beta files for the second portion of the StabCAD analyses, which allowed multiple wind headings to be indicated. Enough DRAFT cards were included to investigate wind headings 360 around the vessel so that the worst worst heading could be determined. An allowable KG is generated for each wind heading and the lowest KG value corresponds to the worst wind heading/trim axis. The lowest allowable KG, and corresponding corresponding wind heading is the deciding stability stability requirement. The trim axis is always 90° to the wind heading. Plots of allowable KG versus the wind heading are shown Figure 17, which shows the variation in KG values as the wind moves around the vessel. ˚
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Empty
70
Empty With Ballast One third Oil
60
Half Oil Full Oil
50
) m ( G40 K e l b a 30 w o l l A 20
10
0
0
50
100
150
200
250
300
350
400
Wind Heading (Degrees)
Figure 17: Allowable KG versus Wind Heading for Various Various Vessel Cargo Conditions
The limiting stability criteria occurred in fully loaded condition since it KG was the lowest. The lowest allowable KG values for each of the cargo conditions are listed in Table 13. Table 13: Allowable KG Values for the Five Vessel Cargo Conditions Conditions
Vessel Cargo Condition Empty without ballast Empty with ballast 1/3 oil without ballast ½ oil without ballast Full oil without ballast
Allowable KG m (ft) 55.15 (180.9) 32.71 (123.7) 33.03 (108.4) 28.87 (94.7) 24.43 (80.2)
The ABS MODU intact stability for the fully loaded condition condition had a range of stability stability of 26.17°. The input KG was 17.6 m (57.7 ft ) and StabCAD calculated an allowable 24.43 m (80.2 ft ) corresponding to an acceptable area ratio of 1.76. The results for the one-third oil condition were a range range of stability was 32.13°, with an 18.33 m (60.1 ft ) input KG and StabCAD calculated and allowable KG of 33.03 m (108.4 ft ) for a perfect 1.4 area ratio. The intact stability plot for the empty empty ship is shown in Figure 18. The ABS MODU intact stability plots for the other cargo conditions are shown in Appendix Figures 9 thru 13 in Appendix II.
Figure 18: ABS MODU Intact Stability (Maximum (Maximum Oil Capacity w/o Ballast)
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In the ABS MODU damaged stability analyses method was the same as the method used for damage analysis for the calculated KG values except the input KG values were the allowable KG values that were calculated in the ABS MODU intact analysis. For instance, an input KG of 24 m (78.7 ft ) was used for the damage calculations based on the results from intact stability for allowable KG ran earlier for the fully loaded case. ABS MODU requires a 7° range of stability for one flooded compartment, compartment, therefore the 11.53° range of stability calculated for the fully loaded condition condition was acceptable. The range of Stability for the 1/3 third oil condition condition increased to 20.56° which was also acceptable. The ABS MODU damage damage stability plot is shown in Figure 19, and once again the ABS MODU damage stability plots for the other oil cargo conditions are shown in Appendix Figures 14 thru 16 in Appendix II.
Figure 19: Damage Stability (Maximum Oil Capacity w/o Ballast)
Hydrodynamics Hydrodynamics of Motions and Loading An FPSO can be exposed to a Hurricane, in which the wind direction is continuously changing and waves and loop currents are not collinear. For the safety of the FPSO in such such a survival condition, it is very important to predict accurately the extreme response and the maximum mooring tension during the storm. The correct estimation estimation of the motion natural periods periods is an important step in the design process. process. If the structures are excited with oscillation periods in the vicinity of the peak period of the wave spectrum, large motions are likely to occur. For a typical moored structure the natural periods periods in surge, sway and yaw are of the order of magnitude of minutes and will therefore be long relative to the wave periods occurring in the sea. The first task is calculating the JONSWAP wave spectrum for the environmental conditions. The parameters used for the spectrum are Table 14: JONSWAP Wave Parameters
Hs Tp Alpha Beta Gamma
12.2M 14.3S 0.01264 1.25 2.834
Where H s is the significant wave height and T p is the peak period based on the Metocean Metocean data. Figure 20 below depicts the results.
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JONSWAP
18 16 14 12 10 8 6 4 2 0 0
0.1
0.2
0.3
0.4
0.5
0.6
Figure 20: JONSWAP Spectrum Spectrum
The next step was to calculate the Response Amplitude Operator (RAO) in each each motion behavior. The RAO of the ship was computed with the assumption there is no additional stiffness from mooring or risers since a flexible riser system system is in operation. RAO is a linear transfer function from force to displacement with the force being the wave force force represented by the wave spectral density. This task was accomplished using the SESAM, which is part of the DNV software. software. The program calculated the RAO in different headings using the Wadam file file created for the GOM group by Halliburton. Since the FPSO is weathervaned, the primary concern was the data for for the 0° heading. The spectral density of displacement of the ship was calculated using Equation 8.
S Rij (ω ) = ( RAO) 2 S (ω )
(8)
After computing the spectral density of the displacement, the significant amplitude of displacement was computed using Equation 9
Rij = 2 mo
(9)
where m0 is the area under the graph and was calculated using Simpson’s rule. Figure 21 below shows the JONSWAP spectrum compared to the heave response spectrum JONSWAP vs Heave response spectrum 10 8 6
Heave
4
Jonswap
2 0 0
0.2
0.4
0.6
Frequency (rad/s)
Figure 21: Comparison of Heave RAO and JONSWAP Spectrum
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Calculations for the pitch, roll, yaw, heave, surge and sway response are tabulated and graphed in Appendix IV. Table 15 below shows the peak in each case. Each response spectrum was then calculated for each degree of motion, then after plotting them, the peak response was observed and multiplied by the significant wave height of a 100 year storm to obtain the motion distance. Results are tabulated in Table 15, and the plots of each motion’s response response spectrum are included in Appendix IV in Appendix Figures 17 thru thru 22. All spectrums have been multiplied by Hs = 12.2 m (40.0 ft ) to include the motion distance distance traveled. Table 15 lists data calculated for each motion and the frequency it corresponds to. Table 15: Response Movement for All 6 Motions Motions
Pitch (m) 0.0562
Roll (rad) Small
Yaw (rad) Small
Heave (m) 9.49
Surge (m) 8.29
Sway (rad) Small
The data obtained for the pitch, roll, yaw and sway motions was very small and will not affect the FPSO design. The heave and and surge are also in a safe safe range and will not overstress overstress the flexible risers. risers. Figure 22 below is an illustration of the different motions.
Figure 22: Different Vessel Motions Motions
Mooring/Station Keeping Turret Design Environmental conditions are variable at every site. At any time the location of the wind and waves can rotate in any direction. For this reason the FPSO FPSO must be able to position itself in the direction of the oncoming wind and wave forces in order to minimize the forces acting on the hull. If the FPSO does not face the oncoming wind and waves, the forces would be applied to a larger area and put more pressure on the mooring system. The area represented by the port or starboard starboard side of the FPSO is extremely large. This large area would allow extremely large forces to act on the hull. The forces could become so large that the FPSO could capsize or brake away from its mooring system. The use of a turret solves the problem of positioning the FPSO with only minor complications to either a new or existing design. A turret is a device, which allows a vessel to be moored, and with the vessel vessel connected to the turret it has the ability to swivel 360 degrees. degrees. There are two main types of turrets, internal and external designs.
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An example of an external turret turret design is shown below in Figure 23. The external design can be mounted on the bow or the stern of the FPSO depending on the design setup. The external turret is a proven design that can handle moderate environments. environments. The external design turret can can be used on either a newly built or converted vessel. External turrets are typically far less expensive than the internal turret designs. One of the main flaws in the external design however is scheduled maintenance and repairs. The maintenance and repairs have to be done on the t he dangerous and small working area over the sea.
Figure 23: Example of External Turret on the Buffalo Venture Venture FPSO (BHP)
The internal turret, on the other hand, is located inside the hull and goes through the bottom of the hull to connect to the mooring mooring system. An internal turret can can be designed for for converted vessels, vessels, but tends to be expensive and difficult to construct. The internal turret is used mostly in newly built vessels that need to withstand heavy environmental conditions. An example of an internal turret is shown in Figure 24.
Figure 24: Example of Internal Turret on the Amoco Liuhua FPSO (BHP)
A vessel may decide to disconnect from its mooring system in order to avoid a large storm or an iceberg. A turret can be designed to disconnect disconnect from its mooring system in case of such an emergency. This process usually takes several hours to disconnect both the flow line and the mooring system. This procedure is used only in case of an emergency because of both the large cost to reconnect and loss of production time. All turrets are designed to rotate 360 degrees but some do so in different ways. There are three main types
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of rotation systems, passive, passive, partially active, and active. The passive system cannot be used to lock the position of the vessel. The partially active system has the ability to either lock the turret or use thrusters to position the vessel in any direction, direction, but does not require the use of these functions to operate. operate. The active system relies solely on the thrusters thrusters to weathervane the vessel vessel in the correct position. Table 16 is a list of advantages and disadvantages of each of the rotation systems. Table 16: Passive, Partially Active, and Active Systems Systems
Type of System
Advantages • Smooth operation calm weather • Lower cost
in
Passive
• Partially Active
• • •
Active
•
Hold or position vessel for off loading Ability to lock turret for maintenance Hold or position vessel for off loading Ability to lock turret for maintenance Maintain position in mooring failure
Disadvantages • No ability to lock turret for maintenance • Vessel may fish-tail in certain environmental conditions • Extra movement may be uncomfortable for passengers Extra Cost
• • • •
High Cost Extra maintenance of thrusters Possibility of human error Possibility of loss of weather veining
The FPSO design for the Voss Prospect site utilizes an internal turret design because of its capability to withstand the environmental conditions at the site. The design is for a newly built vessel so that the cost and installation are not large drawbacks. Safety is a large concern concern in the vessel design and the internal design offers a safe environment for scheduled maintenance maintenance and repairs. The design does not call for the use of a disconnectable type because the vessel will be designed to withstand the harshest storm conditions. The placement of the turret in a FPSO is a critical design decision. The further forward the turret is placed, the more the weather veining characteristics characteristics improves. There is a limitation to the location of the turret, turret, however, because both the size and area of turret require space to operate properly. The turret is located twenty meters off the bow bow for the Voss design design to maximize it weather-veining properties. properties. With this turret placement, the vessel will not require any assistance in weather veining from thrusters. The turret must be designed to meet all the codes for a required area. A brief summary of the requirements required by the ABS code code are listed below. The loads acting on an internal internal turret system include those basic loads induced by the mooring lines, riser, gravity, buoyancy, inertia, and and hydrostatic pressure. Other loads, such as wave slam and loads resulting from misalignment and tolerance that may have an effect on the turret should also also be considered in the design. In establishing the controlling turret design loads, various combinations of vessel loading condition ranging from the full to minimum storage load condition, wave directions and both collinear and non-collinear environments are to be considered. A structural analysis using finite element method is required to verify the sufficient strength of the turret structure. The allowable vonMises stress of the turret structure structure is to be 0.6 of the yield strength for the operational intact intact mooring design conditions conditions as specified in 3-3/1.3. A one-third increase in the allowable stress is allowed for the design storm intact mooring design conditions and for the design storm one line broken mooring condition to verify the turret structure mooring attachment locations and supporting structure
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The buckling strength check for the turret structures is to be performed using the criteria in Part 5 of the steel vessel rules, API RP 2U, 2V, or other proven approaches is needed to determine the fatigue lives for the turret components. Fatigue life of the turret should not be less than 3 times the design life for inspectable areas and 10- times for uninspectable areas.
With the vessel rotating freely to align with the weather a device is needed to transfer the fluid from the sea floor to the rotating vessel. Mounted on top of the turret turret is a swivel stack, which serves serves as the interface between the subsea production system system and the topsides processing, and storage system. This component enables the vessel to freely weathervane, while transferring oil, water and gas streams (as well as electric power, utilities, chemicals and optical signals) without interruption. The swivel stack has multi product swivel modules stacked on top of each other. This modular concept offers complete flexibility for any project requirement and can be adapted to suit the required number of "flowpaths" and "volumes of flow". Below in Figures 25 and 26 are a typical lay-up and a true swivel stack.
Figure 25: Typical Turret and Swivel Stack Layout (SBM (SBM Offshore Systems)
Figure 26: Example of Swivel Stack (RDM Technology, 2001) 2001)
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The Voss FPSO design is to have a production production of one hundred thousand barrels of oil a day. The turret will be designed to accommodate up to 20 flexible risers and electrical and other cables need for production. Swivel capabilities for the design swivel stack are listed below. • • • • • •
One 12in water injection flow line One 14in oil production flow line One 10in fire water flow line One 8in production test flow line Two 6in gas lift/export flow lines Two electric (power and control) flow lines
The turret has a 17 m (55.8 ft ) diameter and a height of 30 m (98.4 ft ) with a total weight of 1,000 m tons (624.4 s tons ).
Figure 27: Turret Design (Dimensions in Meters)
Mooring Analysis Mooring systems are crucial elements in the design of any floating offshore offshore facility. A vessel station keeping, or its ability to maintain position in a location, is directly related to the mooring systems strength. The two main types of mooring systems are either a spread mooring or a single point mooring. Spread mooring systems are most commonly used in unidirectional environments or on production systems that are insensitive to the direction of environmental environmental loads, such as a semi-submersible semi-submersible or spar design. As the environmental conditions in the Gulf of Mexico are multidirectional, especially in the case of the 100 yr. design criterion, which corresponds to a hurricane causes this type of mooring system to not be ideal for an FPSO. Single point moorings are generally used on ship type vessels. In this mooring system the anchor legs connect to a single point. This can be an internal or external turret, a large buoy in CALM (Catenary Anchor Leg Mooring), or a SALM (Single Anchor Leg Mooring). These systems allow for the moored vessel to weathervane into environmental environmental conditions. On a ship shaped vessel vessel this corresponds to the bow sea loading condition, which is significantly smaller than its beam sea loading. The final type of system used for station keeping is the DPS or Dynamically Dynamically Positioning Systems. A DPS uses thrusters to maintain maintain a vessel station keeping. Dynamic positioning can be used as the only station keeping system of a vessel or can be combined with a mooring system to provide assistance.
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An internal turret design was chosen as the best mooring option for a new build FPSO in the Gulf of Mexico. It was chosen on its ability to weathervane into the environment. The internal turret also offered advantages over external equivalents as it increases accessibility for maintenance and modification. Also, the vessel provides added security and protection from the elements and possible damage due to accidental collisions.
Synthetic Mooring Lines Following industry trends a synthetic mooring system was designed alongside a conventional chain-wire system for comparison. comparison. The use of synthetic mooring lines for the permanent permanent mooring of floating floating production systems is a relatively relatively new innovation to the offshore industry. These synthetics primarily in the form of polyester and high modulus polyester (HMPE) offer advantages over conventional mooring systems which primarily consist of chain and wire. The advantages of these systems are that synthetics are much lighter than conventional chain and wire, which are made of steel. In fact the synthetics are nearly neutrally buoyant in seawater. Synthetics also have a greater strength to weight ratio than that of steel. The weight savings is particularly of value in deepwater applications where the great length of the mooring lines results in an extremely extremely heavy mooring system system if conventional lines are used. This is vital in floating productions systems such as semi-submersibles and spars which have limited buoyancy available which would be better used for supporting topside equipment rather than the mooring system. Though synthetic mooring systems have been used fairly extensively in drilling applications which are short duration, their use in permanent systems systems is relatively limited. There is a lot of research that is ongoing to determine the long term term performance of synthetics in permanent mooring applications. One of the most important areas under study is creep. creep. Creep is the elongation over time of a synthetic line under under tension (DNV OS E301 2001). Potentially failure could occur in a line under constant tension called creep creep rupture. In permanent moorings the combination of creep creep and fatigue is also important. The most recent recent industry guideline for the use of synthetic mooring systems is API RP 2SM (API 2001). API RP 2SM primarily focuses on the construction and fatigue fatigue of synthetic lines. Currently, HMPE is not recommended for use in permanent moorings as it is more prone to secondary creep, which results in a permanent elongation of the lines increasing i ncreasing the chance for creep rupture. Furthermore, synthetic lines are more expensive than equivalent conventional mooring lines and require special handling as they are not as abrasion resistant as steel mooring lines. For a given line breaking breaking strength synthetics also have a larger diameter. In practice this can require require the use of special special line laying vessels equipped to handle the larger diameter of the line.
Rules and Regulations The rules and regulations for the Voss FPSO mooring system system can be obtained in API RP 2SK. These rules and regulations focus on two aspects of a mooring systems performance, these are tension limits and the maximum allowable offset. Table 17 outlines the tension limits alongside its respective respective factor of safety safety for damaged and intact conditions. A dynamic analysis for the intact and damaged conditions was performed for the Voss FPSO. The mooring also had to survive the 100 yr extreme environmental loading, which corresponds to a 100 yr hurricane at the Voss location. Table 17: Tension Limits and Equivalent Factors of Safety (API RP 2SK 1995)
Condition Intact Damaged
Tension Limit (percent breaking strength) 60 80
Analysis Method Dynamic Dynamic
Equivalent Factor of Safety 1.67 1.25
The maximum offset limits as recommended by API is 8% of the water depth for rigid risers and 10% of the water depth for flexible risers, this corresponds to a maximum offset limits for the Voss site at 1865 m (6118.8 ft ) is 186.5 m (611.9 ft ). ). The design design constraints constraints are summarized in Table 18. In the damaged condition the offset allowance is 12% to 15% of water depth.
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Table 18: Mooring Constraints for VOSS FPSO
Condition Intact Damaged
Allowable Offset 187m (612ft) 224m (734ft)
Tension Factors of Safety 1.67 1.25
Catenary, Taut, and Semi-taut Mooring Three types of mooring systems were investigated for the mooring system. They are catenary, taut, and semi-taut moorings. A catenary mooring system utilizes the weight of the legs to provide a restoring restoring force to the system. Catenary refers to the shape that a free hanging hanging line assumes under the sole influence influence of gravity. In a catenary system, system, anchor chain lies on the seafloor and as as the moored vessel moves moves under environmental loading it attempts to lift these lines. In a catenary mooring, the lines must must terminate completely horizontal. This requires that the legs be relatively long compared compared to the water depth especially in deep water. Another drawback of a catenary system in deepwater is that the weight of the legs increases rapidly with the water depth. The defining characteristic of a taut mooring system is that the legs are pre-tensioned until they are taut. Another principal difference between catenary mooring and taut mooring is that the in taut mooring the anchoring device must support vertical loads. This requires the use of suction pile caissons or vertical load anchors (VLA), which have been specifically developed to resist vertical loads. A semi-taut system is a combination of the taut and catenary mooring systems, wherein some of the elements are taut and others catenary. In general, taut and semi-taut systems are better suited for deepwater applications as they require less of a seafloor spread spread than a catenary system. system. This results in an overall lighter and less costly design. A taut-leg mooring design was chosen as the best solution for the deepwater Voss site, as it would require a smaller spread and would reduce the total weight of the system.
MIMOSA MIMOSA is a mooring analysis program program from MARINTEK. It is part of the DNV software suite SESAM. MIMOSA calculates the vessel’s motion and mooring line tensions due to environmental forces (MARINTEK 2002). MIMOSA version 5.6 was used to calculate the vessel’s vessel’s offsets and and line tension factors of safety through a frequency frequency domain dynamic analysis. A description of the input files used can be found in Appendix III. Design Process After choosing a taut-leg mooring system, the mooring design process started with two general design goals to design a wire-chain system and polyester Superline ® and chain system which met the allowable offsets and tension factors of safety. safety. Each initial system consisted of 8 lines equally spaced. A maximum 30% of breaking strength was was allowed for pretension of the system. The number lines of were incremented incremented in groups of 4 for a maximum number of sixteen. The first step was to choose an initial line diameter based upon the breaking strength. strength. The initial line length was estimated using Equation 10. This corresponded to an initial approximate line length of 3000 m (10,000 ft ). ). (Bauer 2003)
1.6 * WaterDepth
(10)
The initial pretension was set at 15% of the line breaking strength. strength. Mimosa was then used to analyze the system in the intact condition. The tension factors of safety safety and offsets obtained were then checked to see if they met the allowable limits. If the allowable limits were met the system was then analyzed in the broken state wherein the most critical critical line was broken and the results checked. checked. If the system succeeded it was then optimized by adjusting the pretension, and line length until it approached the design limits as nearly as possible. There were three basic basic failure cases. The first case was that neither limit was met, most often this was due to lines that were simply too weak for the applied loads and thus required an increased line breaking strength and repeating the design design process. The other two cases involved one of the limits being satisfied at
23
the expense of the other. In these cases the pretensions and line lengths were adjusted adjusted until the system satisfied both conditions, or it became apparent that changing the breaking strength of the line was necessary. If having reached reached the maximum line breaking strength available available at which no adequate solution could be found then the total number of lines were increased, as was the case for an 8 line wire-chain system. The final phase involved checking that slackening did not occur on the leeward lines which would result in the non-chain sections of the line lying on the bottom in either of the intact or damaged conditions. As the FPSO weathervanes about the fixed mooring system it was also necessary to analyze different orientations of the FPSO with respect to the mooring system. This was accomplished by offsetting offsetting the line headings until the maximum loading case was obtained.
Catenary System For thoroughness a catenary design was also attempted using conventional chain-wire. No adequate solution was found. The weight loading on the mooring lines required that significant significant pretensions be set that would be larger than 30% breaking breaking strength of the lines. At such a high pretension the fatigue life of the line is reduced. At these higher pretensions the systems analyzed also failed failed to meet the tension factors of safety. A possible solution might have been achieved by reducing the self weight through the use of synthetic lines and chain.
Mooring Results After extensive trial and error two mooring solutions were found, an 8 line polyester-chain, a 12 line wirechain system, and a 16 line wire-chain system. system. As discussed in the design design process section in order to optimize each design the breaking strength and pretension of the mooring lines were varied until the 100 yr hurricane, offset and tension limits were met. The analysis covered both intact and damaged conditions. All of the systems were similar in that the mooring lines of each system were arrayed such that all were equidistantly spaced. This was necessary in order to take into account the omni-directional loading conditions of a weathervaning FPSO. 8 Line Polyester-Chain The 8 line polyester system consisted 2700 m (8858 ft ) of 221 mm (8.70 in) diameter Marlow Superline ® and 200 m (656.2 ft ) of 120.7 mm (4.75 in) K4 chain. The chain was divided into 50 m (164.0 ft ) of fairlead and 150 m (492.1 ft ) of anchor chain. The breaking strength of the polyester line was 13,345.2 kN (3000.12 kips) and that of the K4 chain was 13,710 kN (3082.13 kips). The eight mooring lines were spread at 45° intervals. Table 19: Line Particulars of Eight Line Polyester-Chain
Segment
Line Type
1 2
K4 Chain Marlow Superline®
3
K4 Chain
Diameter Breaking Strength 120.7 mm 13,710 kN 4.75 in 3,082 kips 221 mm 13,345 kN 8.7 in 3,00 kips 120.7 mm 13,710 kN 4.75 in 3,082 kips
The intact offset and safety factor for the line was 2% of water depth and 2.37. For the damaged condition an offset of 4% water depth and equivalent safety factor of 1.55 were calculated. calculated. The results are tabulated in Table 20.
24
Table 20: Results of Eight Line System
Condition Intact Damaged
Offset 2.0 % WD 36.8 m(120 ft)<186.5 m 11.2% WD 208.7 m(684 ft)<223.8 m
F.S. 2.37>1.67 1.55>1.25
12 Line Wire-Chain This system utilized 2000 m (6562 ft ) of 154.2 mm (6.07 in) jacketed spiral strand wire and 450 m (1476 ft ) of 149.2 mm (5.87 in) K4 anchor chain divided into 50 m (164.0 ft ) of fairlead and 1000 m (3280 ft ) of anchor chain. The breaking strength strength of the wire was 16,906 kN (3800 kips). The fairlead K4 chain has a breaking strength of 19,577 kN (4400 kips) and the anchor chain has a breaking strength of 13,094 kN (2943 kips). The breaking strength of the anchor chain was reduced in order order to reflect the lower tension on the bottom segments of the line. The decreased self weight that these lower segments results in the lowered tension. The mooring lines were spread at 45° intervals. Table 21: Line Particulars for Twelve Line System
Segment
Line Type
1
K4 Chain
2
Wire
3
K4 Chain
Diameter Breaking Strength (mm/in) (kN) 117.5 mm 13,094 kN 4.63 in 2,943 kips 142.9 mm 16,906 kN 5.63 in 3,800 kips 149.2 mm 19,577 kN 5.87 in 4,400 kips
The calculated factors of safety for the intact and damaged condition are 2.28 and 1.40. The corresponding offsets were 10.0% water depth and 13.0% water depth. The results can be found in Table 22. Table 22: Results for Twelve Line System System
Condition Intact Damaged
Offset 10.0% WD 185.7 m (609 ft)<186.5 m 13.0% WD 242.8 m (797 ft)>223.8 m
F.S. 2.28>1.67 1.40>1.25
16 Line Wire-Chain The 16 line wire system consisted of 2800 m (9186 ft ) of 142.9 mm (5.63 in) jacketed spiral strand wire and 266.5 m (874.3 ft ) of 136.5 mm (5.37 in) K4 chain. The chain was divided into a 66.5 m (218.2 ft ) of fairlead and 200 m (656.2 ft ) of anchor chain. The breaking strength of the wire was 16,906 kN (3800 kips) and that of the K4 chain was 16,607 kN (3733 kips). The lines were were spread at 22.5° intervals. The line particulars are summarized in Table 23.
25
Table 23: Line Particulars for Sixteen Line Wire–Chain Wire–Chain
Segment
Line Type
1
K4 Chain
2
Wire
3
K4 Chain
Diameter Breaking Strength (mm/in) (kN) 142.9mm 14334/ 3,224 5.62in 123.8m 4.87in 14339/ 3,224 142.9mm 5.62in 14334/ 3,224
The calculated factors of safety for the intact and damaged condition are 2.05 and 1.34. The corresponding offsets were 9.9% water depth and and 11.2% water depth. The results can be found in Table 24. Table 24: Results for Sixteen Line System System
Condition Intact Damaged
Offset 9.9% WD 184.6(605ft)<186.5m 11.2% WD 208.7m(684ft)<223.8m
F.S. 2.05>1.67 1.34>1.25
Mooring Line Cost Analysis The cost of the mooring mooring systems was calculated using cost cost information from Deepsea Engineering. The cost estimate of each mooring line element is based upon the material used, and is in the form of dollars per breaking strength and line length (Deepsea Engineering, 2002). In the cost analysis only the cost of the line elements were calculated. Hardware costs were included in the total project cost estimate. Table 25 shown below summarizes the cost analysis results. As seen in the table, which is based on line material costs the 8 line polyester system was the least expensive at $6.7 million dollars. The primary cause for the lessened cost of the synthetic system was a result of fewer lines being necessary along with having shorter element lengths. A more detailed cost breakdown breakdown of the mooring system system can be found in Appendix III. Table 25: Mooring Line Cost Analysis Results
Mooring
8 Line Polyester
12 Line Wire
16 Line Wire
Element Material
Unit cost ($/kN-m)
Cost ($)
Cost ($)
Cost ($)
Fairlead Chain Anchor Chain Wire Polyester
0.034 0.034 0.02 0.02
$23,307 $93,228 $720,630
$33,281 $445,196 $676,240 -
$38,224 $114,961 $929,992 -
Cost per Line Total
$837,165 $6,697,320
$1,154,717 $13,856,603
$1,083,177 $17,330,836
Comparison of Results The offset and tension factor of safety results results are compared in Figures 28 and 29. The 8 line polyester ® Superline system outperformed the other systems systems for both conditions. The great performance difference difference is due to the unique properties of the synthetic material. These properties include the greatly greatly reduced weight and elastic properties of the material, which results in a greater portion of the loads versus the self weight being exerted on the lines. This is very critical critical in deepwater as the line lengths required are significant. The chain wire systems proved very difficult to optimize as they required high pretensions to offset their
26
high self weight and maintain a reasonable offset, which reduced reduced the tension factors of safety. The wirechain systems were very stiff and the responded sharply to changes in the line characteristics.
14.0%
Damaged Offset Limit
12.0%
Intact Offset Limit
10.0%
8.0%
6.0%
4.0%
2.0%
0.0%
% WD
8 Line Polyester Intact
8 Line Polyester Damaged
12 Line Wire Intact
12 Line Wire Damaged
16 Line Wire Intact
16 Line Wire Damaged
2.0%
4.0%
10.0%
13.0%
9.9%
11.2%
Figure 28: Comparison of Offsets
2.5
2
Intact F.S. y t e f a 1.5 S f o r o t c a F n o i 1 s e T
Damaged F.S.
0.5
0
F.S.
8 Line Polyester Intact
8 Line Polyester Damaged
12 Line Wire Intact
12 Line Wire Damaged
16 Line Wire Intact
16 Line Wire Damaged
2.37
1 .5 5
2.28
1.4
2 . 05
1.34
Figure 29: Comparison of Tension Factors of Safety Safety
27
Mooring Recommendation The mooring analysis showed that it was possible to moor the Voss FPSO using a variety of different systems. Conventional mooring systems were analyzed alongside synthetic designs. The synthetic system significantly outperformed the conventional conventional system. However, these results must be weighed weighed against the unknown long term performance of synthetics in permanent moorings. Some of these issues include creep rupture and the overall durability of the materials. The best overall mooring system design is the 8 line polyester system. First this system has the best offsets offsets (2% - 4% WD) and tension factors of safety (2.37 & 1.55) in both the intact and damaged conditions. Secondly, it requires only 8 lines versus 12 lines for the nearest alternative. The reduction in the number of lines and therefore hardware results in a lower mooring system cost of $6.7 million dollars. The particulars of the final design can be seen in Table 26. In order to account for wear and and tear overtime a damage allowance of 8 mm (0.315 in) would be added to the design line diameter (API 2001). Table 26: Particulars of Final Design
Segment Fairlead 50m Main Section 2700m Anchor 150m
Line Type K4 Chain Marlow Superline® K4 Chain
Diameter 120.7mm+8mm 4.75in
Breaking Strength 13,710kN 3,082kips
221mm +8mm 8.7in 120.7mm+8mm 4.75in
13,345kN 3,00kips 13,710kN 3,082kips
Offloading For the Gulf of Mexico Keathley Canyon area, the use of shuttle tankers to export crude oil from the FPSO is the most feasible option opti on for a number of reasons: 1)
The field is in very deep water of more than 1865 m (6,120 ft) and no pipeline infrastructure exists there. 2) The use of pipelines is not the most efficient method of production. 3) Shuttle tankers operate at a very low capex since they are usually leased on a long term daily rate or, in the case of ConocoPhillips, owned by the oil company and available to serve the designed FPSO. 4) Although the opex of shuttle tanker use is higher than it is for a pipeline system, the benefit lies in its proportionality to the FPSO production. When the field production falls well below its peak period, oil tanker offloading can be made less frequently thus saving money on the opex. The main disadvantage in shuttle offloading is its vulnerability to weather conditions, hurricanes, storms and environmental conditions that generate high significant wave heights disrupting the offloading process. This disruption is balanced by the FPSO’s ability to store oil in its tanks; this is also one of the main reasons why more and more companies have selected to use FPSO over other production platforms like TLPs and semi-submersibles. Two main options for offloading have been considered. The first option is tandem offloading, which means that shuttle tankers and the FPSO are positioned behind each other. Discharge can be accomplished either at the bow or the stern, using either a BLS (bow loading system) or a SDS (stern discharge system). The second option is offloading side by side, in which the tanker is positioned positioned at the side of the FPSO. After an extensive study of the weather conditions at the Gulf of Mexico, side by side offloading was deemed unfeasible because it needs a more benign benign environment. The last option is offloading offloading through a buoy, which is located at distance from the FPSO.
28
Since the GOM FPSO is designed for an all year round production that is it can function under severe weather conditions, offloading systems need to be reliable to ensure that production never shuts down. Offloading rates depend on the kind of pump used and the hose diameter. Pump options are as follows: 1) 2) 3)
Diesel direct drives centerline located at the machinery space. Diesel caisson pumps located at the main decks. Diesel/hydraulic drive caisson pumps with deck mounted pumps and remote drivers.
Different factors go into the pump selection process, these factors include the oil viscosity, such as its API gravity and other properties. For the Keathley canyon field, it is expected to produce sweet-light crude oil with API gravity ranging from 27 to 40 degrees containing 0.5 to 2% Asphaltene and 2 to 6% Paraffin. Rules and regulations concerning driver requirement, batteries, hydraulic starting, aspiration air, exhausts, oil storage can all be found in the following regulation codes • •
ABS, chapter 3, section 8, subsection 5. DNV, chapter 2.
Gas Processing A large amount of gas is pumped with the oil; therefore gas-processing facilities are located on the FPSO to separate the gas. The size of these processing facilities depends mainly on the gas to oil ratio. Gas pipelines are relatively cheap to install and operate. A gas pipeline system is to be installed and ready for gas export to the southern United States. In the Gulf of Mexico gas flaring is not allowed unless there is an emergency situation. To meet American Bureau of Shipping (ABS) regulations, flares and vents for hydrocarbon gas disposal are located at the opposite end of the crew quarters and in the direction of the prevailing winds to limit the exposure of personnel to the toxic flare exhaust. The sizing of relief devices and the flare system are implemented according to the API codes of practice, API RP 520 sizing, selection and installation of pressure relieving devices in refineries and API RP 521 guide for pressure relieving and depressing systems.
Water Injection The injection of high-pressure water provides the reservoir with the pressure support needed. Water injected may be seawater provided that it is filtered and the oxygen is removed from it. The tower for the treatment of water is designed using either vacuum deaeration or nitrogen stripping. The injection of water into the well is accomplished using a single high-powered centrifugal pump.
Water Production Handling and Disposal Water produced from the well may be reinjected for reservoir support without being treated. It can also be mixed with treated seawater on the condition that both fluids are compatible. If for any reason the injection pump ceases to work for extended period of time, water can be stored on board for a short period or discharged over board providing that its oil content specification does not exceed 48 ppm oil in water according to legislation enacted by Congress. Congress. A flow diagram for the water treatment treatment facility is shown in Figure 30.
Figure 30: Water Treatment Facility on on Board
29
Shuttle tankers Shuttle tanker offloading is designed to maximize production time by preventing it from shutting down due to full tanks or harsh weather. Most shuttle tankers will be dynamically positioned with around 98% reliability even in harsh conditions. According to a recent study for the offshore industry, shuttle tankers have been observed to be able to remain connected under the following conditions outlined in Table 27. Table 27: Criteria for Shuttle Tanker Tanker Connection
Criteria
Connection
Significant wave height (m) Maximum wave height (m) Maximum wave period (s) Wind speed (knots) Visibility (m)
Disconnection
4.5
5.5-6
8
9.5
15
15
35-40
35-40
500-800
Pumps and Hoses According to API standard 610, eighth edition, pumps must be designed for a service life of 20 years of which it should function for at least a 3 years uninterrupted period . Several factors were considered for the pump selection processes, which were the oil specific gravity, viscosity, head, temperature and flow rate needed. To achieve the flow rates needed, 2 main pumps working full time and one emergency pump are installed. The design requires a pump that can produce a flow rate of 3000 m 3/hr. For the pump selection process, pump flow software with catalogs of all available pumps were used. Input for the software is tabulated in Table 28 below. Table 28: Input for Pump Selection
API Gravity Specific Gravity Viscosity Flow rate needed Head
40 degrees 0.825 2.5 cP 3000 m3/hr. 27 m
The software returned a list of pumps that meet the design criteria, and all of them were the horizontally split case (HSC) pumps. HSC pumps are centrifugal double suction pumps that are designed for a high flow rate. From the available list, the best pump had to meet the minimum design criteria and the comparison at the end was based on whichever one had the lowest Net Positive Suction Head required (NPSHr) . The selection yielded that the 340_HSC-XHD 20*24-27 X-HD pump would be the best for the design goals. The pump has the following characteristics listed in Table 29.
Pump Layout Table 29: Pump Characteristics
Type Speed Efficiency Electricity consumption NPSHr Diameter
34-_HSC 900 RPM 74 % 210 kw 3m 21.5 in
Reducing the time required for offloading crude oil from the FPSO is an economic trade off between an increase in capex and loading efficiency. The faster the transfer rate is, the less the shuttle tanker would be required to be in close proximity of the FPSO, which reduces risk and increases production. On the other
30
hand, an increase in the transfer rate requires bigger pumps that are more expensive. The most desirable transfer time is in the range of 15 to 20 hours. Two alternatives exist for the pump layout, they can either be installed in a series or parallel. Running 2 different models have yielded that two pumps in parallel are the most efficient way to produce the desired flow rates. Figure 31 below is a graph for for the pump with the desired flow rates.
Figure 31: Two Pumps in Parallel.
Options for the hose system was limited to two alternatives, a reel system where the hose is stored in a hydraulic reel and a chute system where the hose is stored in a long cradle cradle alongside of the deck. Due to the large diameter of the hose and its relatively long length, the chute system is the most economical despite the high wear and tear rate associated with it.
Power Generator Power generation is accomplished through a GE generator that provides around 48 MW of electricity. It is a dual fuel system that runs on Natural gas extracted from the field and diesel fuel in case of emergencies. The gas consumption of the generator is around 8% of the total gas output from the field.
Cost Estimate The cost estimate was calculated using unit cost for different parts and procedure required to complete and install the design. The unit cost of different different components and procedure were provided by ConocoPhillips and multiplied by different weights, units, and days that were calculated for the design. In the Table 30 below is a complete breakdown of all the unit cost required to complete the building and installation of the Voss FPSO. The cost of the hull is large compared to a past past project conducted by ConocoPhillips. Mr. Noble advised the GOM team that the cost of the hull should be about one third of the topside cost, but the over all cost estimation is in the right area area for a primary design. The mooring line cost estimation was defined by its braking strength and line length. The transport times were calculated for the hull being built in Korea and the mooring lines being built in the United States. The total cost of the project is $492 million dollars. The cost of the FPSO is a large estimate that includes many over estimations.
31
Table 30: Cost Estimate for FPSO Design
Hull Hul Hull Steel teel Weigh eightt Hull Outfitting Weight Accommodati ation Weight Corrosion Protection Painting, Insulation, Fireproofing Land out, commission, commission, yard cost Topside Weight Generator 1 Electric and Electronic weight Other Hydraulic Power Unit Water Injection 1 Electrical Room Generator 2 Process Water Separation Separation Gas Compression Crane 1 Crane 2 Installation Hook-up and Commissioning Turret and Swivel Stack Risers Mooring Line Connectors Anchors Off Loading Hoses Hawser Chute Transport Hull Mooring Installation Hull Derrick barge to pre-install mooring Base port for Derrick Barge Transport Mooring components AHTS to hook up moorings Base port for AHTS AHTS Mooring hookup Engineer Management
5400 54000 0 mt 13% steel 800mt 800mt 3% steel 8% Top Side 1250000 1250000 fixed
Unit Cost $2, $2,500 500 $18,500
Total $135 $135,,000, 000,00 000 0 $17,550,000 $14,800,000 $4,050,000 $18,606,640 $1,250,000 $1,250,000 $191,256,64 $191,256,640 0
1600mt 700 mt 160 mt mt 1500mt 1200mt 200mt 850 mt mt 985 mt mt 1350mt 1700mt 1700mt 3546mt 125 mt mt 125 mt mt 30 da days 30 d ay ays 6000 mt mt 45
$9,000 $4,000 $3,500 $8,000 $20,000 $5,000 $9,000 $17,000 $16,000 $16,000 $23,000 $3 $3,200 $3 $3,200 $100,000 $100,000 $5 $5,500 $17,000
8 lines 8 un unit 8uni 8unit
$837,165 $12,000 $225,000
$6,697,320 $96,000 $1,800,000
$8,593,320
$8,000 $4,500 $4,500
$200,000 $90,000 $94,500
$384,500
60 days 5 da days
$150,000 $110,000
$9,000,000 $550,000
$9,550,000
15 days 25 da days fixed 10 da days fixed fixed 8uni 8unit 10 %
$500,000 400000 900000 110000 900000 200000 90000
25 mt mt 20 mt mt 21 mt mt
Total
32
$14,400,000 $2,800,000 $560,000 $12,000,000 $24,000,000 $4,250,000 $8,865,000 $22,950,000 $27,200,000 $27,200,000 $81,558,0 8,000 $400,000 $400,000 $3,000,000 $3,000,000 $232,583,000 $33,000,000 $765,000 $33,765,000
$7,500,000 $10,000,000 $900,000 $1,100,000 $900,000 $200,000 $720,000 $21,320,000 $44,731,495 $44,731,495 $492,046,440
Summary and Conclusions In summary the Gulf of Mexico team consisting of Chris Chipuk, McAlan Clark, Caroline Hoffman, James Peavy, Ramez Sabet, and Baron Wilson designed an FPSO for the Gulf of Mexico with the help of ConnocoPhilips and other engineering firms. The design calls for the use of a 2 MMBBL MMBBL barrel capacity double hull vessel. The double hull satisfies the requirements requirements of the Oil Pollution Act of 1990. The vessel is designed with extra capacity and deck space for possible future expansion. The use of an internal turret was chosen because the FPSO must be weathervaned into the direction of the varying weather conditions. It was found that the vessel vessel maximum is applied by the 100 year hurricane storm in the Gulf of Mexico causing a maximum bow load of 988 kips (4395 KN). With the maximum load and turret design, a number of different mooring options were analyzed to find the one with the best safety factor and the minimum cost. The best overall mooring system design is the 8 line polyester system. The system has the best offsets (2% - 4% WD) and tension factors of safety (2.37 & 1.55) in both the intact and damaged conditions. The system also only requires only 8 lines versus versus 12 lines for the nearest alternative. The reduction in the number of lines and therefore therefore hardware results in a lower mooring system cost of $6.7 million dollars. The vessel design was analyzed through many different simulations in StabCAD to find its range of stability. It was found the lowest stability was when the vessel was at its fully loaded condition with a draft of 21.5 m (70.5 ft ) and had an intact stability of 26.17 with allowable KG of 24.43m (80.15 ft) and Damaged stability of 11.53 with a KG of 24.0 m (78.7 ft ). ). The vessel meets all ABS and MODU rules and and regulations. ˚
˚
The offloading system selected is a floatable hose off the stern of the vessel. The hose is stored in a shoot that will run the length of the deck so that it can be easily easily examined for flaws or damages. The design proved to be the simplest and safest, and most cost effective process. process. The Jones Act requires requires that the shuttle tankers be built in America. The overall cost of the building and transportation and installation of the vessel and its mooring will cost approximately $492 million dollars with should return a profit on the project and lead to future expansion in the Gulf of Mexico.
33
References American Bureau of Shipping (ABS), Inc. Guide for Building and Classing Facilities on Offshore Installations. Houston, 2000. American Bureau of Shipping (ABS), Inc. Guide for Building and Classing F loating Production, Storage, and Offloading Systems. New York, 1996. American Bureau of Shipping (ABS), Inc. Guidance Notes on Risk Assessment Applications for the Marine and Offshore Oil and Gas Industries. Houston, June 2000. American Petroleum Institute (API). Recommended Practice for Design and Analysis of Stationkeeping Systems for Floating Structures, API Recommended Practice 2SK Second Edition. Washington, December 1996. Bauer, T. Personal Communication . Halliburton: Houston, 2003. Deepsea Engineering & Management Ltd. Fibre Reinforced Plastic Mooring Lines Joint IndustryProposal, Appendix to the JIP Participation Agreement. November 11, 2001. Det Norske Veritas. Position Mooring, Offshore Standard DNV-OS-E301. June 2001. Environmental Protection Agency. http://www.epa.gov/region09/waste/sfund/oi http://www.epa.gov/region09/waste/sfund/oilpp/opa.htm. lpp/opa.htm. Oil Pollution Act of 1990. 2003. King, J. R. Personal Communication . ConocoPhillips: Houston, 2003. Lewis E. V. Principles of Naval A rchitecture, Second Edition. Jersey City, 1988. Maari, R. Single Point Moorings . Monaco, 1985. http://rdmt.nl./mechanicalengineering/index2.htm?s ing/index2.htm?swivelstack.htm. wivelstack.htm. 2003. RDM Technology. http://rdmt.nl./mechanicalengineer
SBM Offshore Systems. http://info.ogp.org.uk/metocean/Floati http://info.ogp.org.uk/metocean/FloatingSystems/present ngSystems/presentations/Pollock.p ations/Pollock.pdf. df. 2003. Steube, C. Personal Communication . ConocoPhillips: Houston, 2003. UKOOA. UKOOA FPSO Design Guidance Notes for UKCS Service. Glasgow, 2002. Vinnem, J. E. R&D into Operational Safety Aspects of FPSO/Shuttle Tanker Collision Hazard. SINTEF, 1999. Zentech Inc. StabCAD User’s Manual. Houston, 1999.
34
Appendix I: Environmental Loads Appendix Table 1: 100 Year Tropical Environmental Load (Fully Loaded Condition: Draft=21.5 Draft=21.5 m) Wind Force
Wind Speed Vw(knots)
7 5 .81 0
alpha
1.180 2
Projected Areas ft (Above Water Line) Bow Seas
Beam Seas
Cs
Ch
A(Bow)
AChCs
Cs
A1
1.0
1.0
2202.8
2202.8
A2
1.0
1.0
3726.85
3726.9
A3
1.0
1.2
6568.6712
8079.5
A4
1.5
1.4
148.2
311.1
A5
1.0
1.0
7103.9
7103.9
A6
1.0
1.0
2337.7
2337.7
A7
1.0
1.2
4921.5
6053.4
A8
1.0
1.4
1599.5
2239.3
A9
1.5
1.2
172.1
317.6
A10
1.5
1.0
484.1
726.2
Sum(CsChA) Force(Kips)
Ch
1.0 1.0 1.0 1.5 1.0 1.0 1.0 1.0 1.5 1.5
A(Beam)
1.0 1.0 1.2 1.4 1.0 1.0 1.2 1.4 1.2 1.0
33098.3
Fwx
11491.0
11491.0
2337.7
2337.7
4120.3
5067.9
148.2
311.1
33464.5
33464.5
2337.7
2337.7
4921.5
6053.4
1599.5
2239.3
172.1
317.6
484.1
726.2
Sum(CsChA)
900.5
AChCs
Fwy
64346.5 1750.7
Quartering Seas Theta Force(Kips)
45.0
Fwq
1767.5 Current Force
Current Speed Vc(knot)
2.720
Bow Seas 2
Cs(Bow Sea)
0.016 SVc
Csy(Beam Sea)
0.400 Fc(kips)
Weted Area
Beam Seas 2
4145994.203 4145994.203 SVc
Oblique Environment
4145994.203 Theta
66.336 Fc(kips)
1658.398
45.000
Fc(kips)
1149.822
560390.652 Mean Wave Drift Force
Curve Fitting Formulae [x=Hs(ft), y=Force (kips)] Bow Seas
y=9.63ln(x)-14
Beam Seas
y=2E-5X^4-5E-5X^3-0.1433X^2+7.3983*X-8.9346
Quartering Seas (Surge)
y=0.9366x+1.2207
Quartering Seas (Sway)
y=1E-5x^4-0.0003x^3-0.0638x^2+4.0954x-7.2682
Significant Wave Height
40.030
Bow Seas
Beam Seas 21.5
Force(Kips)
Quartering Seas 105.7
63.4
Total Environmental Forces
Force(Kips)
Bow Seas
Beam Seas
Quartering Seas
900.5
1750.7
1767.5
Current
66.3
1658.4
1149.8
Mean Wave Drift Force
21.5
105.7
63.4
988.4
3514.9
2980.7
Wind
Total Force(Kips)
Appendix Table 2: 100 Year Tropical Environmental Load (1/3 Loaded Condition: Draft=10.42 Draft=10.42 m) Wind Force
Wind Speed Vw(knots)
75.810
alpha
1.180 2
Projected Areas ft (Above Water Line) Bow Seas
Beam Seas
Cs
Ch
A(Bow)
AChCs
Cs
A1
1.0
1.0
4383.8
4383.8
A2
1.0
1.0
3726.85
3726.9
A3
1.0
1. 1.2
6568.6712
8079.5
A4
1.5
1.4
148.2
311.1
A5
1.0
1.0
7103.9
7103.9
A6
1.0
1.0
2337.7
2337.7
A7
1.0
1.2
4921.5
6053.4
A8
1.0
1.4
1599.5
2239.3
A9
1.5
1.2
172.1
317.6
A10
1.5
1.0
484.1
726.2
Sum(CsChA) Force(Kips)
Ch
1.0 1.0 1.0 1.5 1.0 1.0 1.0 1.0 1.5 1.5
A(Beam)
1.0 1.0 1.2 1.4 1.0 1.0 1.2 1.4 1.2 1.0
35279.4
Fwx
22869.1
22869.1
2337.7
2337.7
4120.3
5067.9
148.2
311.1
33464.5
33464.5
2337.7
2337.7
4921.5
6053.4
1599.5
2239.3
172.1
317.6
484.1
726.2
Sum(CsChA)
959.9
AChCs
Fwy
75724.6 2060.3
Quartering Seas Theta Force(Kips)
45.0
Fwq
2013.5 Current Force
Current Speed Vc(knot)
2.720
Bow Seas 2
Cs(Bow Sea)
0.016 SVc
Csy(Beam Csy(Beam Sea)
0.400 Fc(kips) Fc(kips)
Weted Area
Beam Seas 2
2908042.295 2908042.295 SVc
Oblique Environment
2908042.295 Theta
46.529 Fc(kips) Fc(kips)
1163.217
Fc(kips)
45.000 806.497
393063.675 Mean Wave Drift Force
Curve Fitting Formulae [x=Hs(ft), y=Force (kips)] Bow Seas
y=9.63ln(x)-14
Beam Seas
y=2E-5X^4-5E-5X^3-0.1433X^2+7.3983*X-8.9346
Quartering Seas (Surge)
y=0.9366x+1.2207
Quartering Seas (Sway)
y=1E-5x^4-0.0003x^3-0.0638x^2+4.0954x-7.2682
Significant Wave Height
40.030
Bow Seas
Beam Seas 21.5
Force(Kips)
Quartering Seas 105.7
63.4
Total Environmental Forces
Force(Kips)
Bow Seas
Beam Seas
Quartering Seas
959.9
2060.3
2013.5
Current
46.5
1163.2
806.5
Mean Wave Drift Force
21.5
105.7
63.4
1027.9
3329.3
2883.3
Wind
Total Force(Kips)
A-2
Appendix Table 3: 10 Year Tropical Environment Load with Extreme Eddy Current (Fully Loaded Condition: Draft=21.5 m) Wind Force
Wind Speed Vw(knots)
50.540
alpha
1.180
Projected Areas ft 2 (Above Water Line) Bow Seas
Cs
Beam Seas
Ch
A(Bow)
AChCs
Cs
A1
1.0
1.0
2202.8
2202.8
A2
1.0
1.0
3726.85
3726.9
A3
1.0
1.2
6568.6712
8079.5
A4
1.5
1.4
148.2
311.1
A5
1.0
1.0
7103.9
7103.9
A6
1.0
1.0
2337.7
2337.7
A7
1.0
1.2
4921.5
6053.4
A8
1.0
1.4
1599.5
2239.3
A9
1.5
1.2
172.1
317.6
A10
1.5
1.0
484.1
726.2
Sum(CsChA) Force(Kips)
Ch
1.0 1.0 1.0 1.5 1.0 1.0 1.0 1.0 1.5 1.5
A(Beam)
1.0 1.0 1.2 1.4 1.0 1.0 1.2 1.4 1.2 1.0
33098.3
Fwx
AChCs
11491.0
11491.0
2337.7
2337.7
4120.3
5067.9
148.2
311.1
33464.5
33464.5
2337.7
2337.7
4921.5
6053.4
1599.5
2239.3
172.1
317.6
484.1
726.2
Sum(CsChA)
400.2
64346.5
Fwy
778.1
Quartering Seas Theta Force(Kips)
45.0
Fwq
785.6 Current Force
Current Speed Vc(knot)
3.110
Bow Seas 2
Cs(Bow Sea)
0.016 SVc
Csy(Beam Sea)
0.400 Fc(kips)
Weted Area
Beam Seas 2
5420154.430 5420154.430 SVc
Oblique Environment
5420154.430 Theta
86.722 Fc(kips)
2168.062
45.000 Fc(kips)
1503.189
560390.652 Mean Wave Drift Force
Curve Fitting Formulae [x=Hs(ft), y=Force (kips)] Bow Seas
Y=9.63ln(x)-14
Beam Seas
y=2E-5X^4-5E-5X^3-0.1433X^2+7.3983*X-8.9346
Quartering Seas (Surge)
y=0.9366x+1.2207
Quartering Seas (Sway) Significant Wave Height
y=1E-5x^4-0.0003x^3-0.0638x^2+4.0954x-7.2682 26.240
Bow Seas
Beam Seas 17.5
Force(Kips)
Quartering Seas 95.1
57.6
Total Environmental Forces
Force(Kips)
Bow Seas
Beam Seas
Quartering Seas
400.2
778.1
785.6
Current
86.7
2168.1
1503.2
Mean Wave Drift Force
17.5
95.1
57.6
504.4
3041.3
2346.3
Wind
Total Force(Kips)
A-3
Appendix Table 4: 10 Year Tropical Environment Load with Extreme Eddy Current (1/3 Loaded Condition: Draft=10.42 m) Wind Force
Wind Speed Vw(knots)
50.540
alpha
1.180
Projected Areas ft 2 (Above Water Line) Bow Seas
Cs
Beam Seas
Ch
A(Bow)
AChCs
Cs
A1
1.0
1.0
2202.8
2202.8
A2
1.0
1.0
3726.85
3726.9
A3
1.0
1.2
6568.6712
8079.5
A4
1.5
1.4
148.2
311.1
A5
1.0
1.0
7103.9
7103.9
A6
1.0
1.0
2337.7
2337.7
A7
1.0
1.2
4921.5
6053.4
A8
1.0
1.4
1599.5
2239.3
A9
1.5
1.2
172.1
317.6
A10
1.5
1.0
484.1
726.2
Sum(CsChA) Force(Kips)
Ch
1.0 1.0 1.0 1.5 1.0 1.0 1.0 1.0 1.5 1.5
A(Beam)
1.0 1.0 1.2 1.4 1.0 1.0 1.2 1.4 1.2 1.0
33098.3
Fwx
AChCs
11491.0
11491.0
2337.7
2337.7
4120.3
5067.9
148.2
311.1
33464.5
33464.5
2337.7
2337.7
4921.5
6053.4
1599.5
2239.3
172.1
317.6
484.1
726.2
Sum(CsChA)
400.2
64346.5
Fwy
778.1
Quartering Seas Theta Force(Kips)
45.0
Fwq
785.6 Current Force
Current Speed Vc(knot)
3.110
Bow Seas 2
Cs(Bow Sea)
0.016 SVc
Csy(Beam Sea)
0.400 Fc(kips)
Weted Area
Beam Seas 2
5420154.430 5420154.430 SVc
Oblique Environment
5420154.430 Theta
86.722 Fc(kips)
2168.062
45.000 Fc(kips)
1503.189
560390.652 Mean Wave Drift Force
Curve Fitting Formulae [x=Hs(ft), y=Force (kips)] Bow Seas
y=9.63ln(x)-14
Beam Seas
y=2E-5X^4-5E-5X^3-0.1433X^2+7.3983*X-8.9346
Quartering Seas (Surge)
y=0.9366x+1.2207
Quartering Seas (Sway) Significant Wave Height
y=1E-5x^4-0.0003x^3-0.0638x^2+4.0954x-7.2682 26.240
Bow Seas
Beam Seas 17.5
Force(Kips)
Quartering Seas 95.1
57.6
Total Environmental Forces
Force(Kips)
Bow Seas
Beam Seas
Quartering Seas
400.2
778.1
785.6
Current
86.7
2168.1
1503.2
Mean Wave Drift Force
17.5
95.1
57.6
504.4
3041.3
2346.3
Wind
Total Force(Kips)
A-4
Appendix II: II: Stability and StabCAD StabCAD Prestab Graphics Input and Beta File Setup Process for StabCAD Analysis Preparing to run the StabCAD analysis for the FPSO began began with completing the PreStab graphics input. In the PreStab graphics input the ship hull was drawn using joints that were connected with lines to form the ship panels. The first step was to orient the drawing area in the proper plane for setting the starboard panel plane view. Plane views allow the StabCAD operator to separate separate panels from the rest of the drawing for easier panel creation creation and modification. After defining the starboard starboard plane view the joints that outlined the starboard panel were placed in the drawing area using the “ Shift/Rotate” command from the joint menu. Then using the right hand rule the joints were connected together with lines rotating in a clockwise direction to create the starboard panel. Connecting the joints in a clockwise rotation enables StabCAD to recognize the direction of the water pressure as pushing inward from the outside of the hull. The portside panel was then created using the “Shift/Rotate” command by shifting the starboard panel 60 m in the ydirection. When using “Shift/Rotate” to copy a panel defining the plane view it resides in requires the use of the “Group ID” command under the elements menu. After defining the portside portside plane view the panels direction according to the right hand rule had to reversed using the “Reverse Direction” command under the elements menu so that the direction of the water pressure would be opposite of the starboard panel. For defining the remaining main and bottom deck, aft and bow end, and rake plane views the “ Define by Joints” command from the plane menu was used. To define the plane by joints three of its outlining joints were selected with the mouse in the 3D drawing view then StabCAD automatically switched to the 2D plane view of the panel that was to be added. The appropriate direction for the water pressure pressure was then selected for the remaining panels after which the drawing was completed. After completing the drawing the “Beta: Edit Text File ” command selected from the input menu in the Master StabCAD menu driver was used to create the input file for the StabCAD analysis of the FPSO drawing. The Beta spreadsheet spreadsheet editor opened up showing all joint and panel information information gathered from the drawing automatically. Some blank lines were then created created to make room the cards used to setup the StabCAD data specifications. STBOPT (stability options) KGPAR (parameters of allowable KG calculation) CFORM (specification for hydrostatic analysis) INTACT (specification for heel angles for intact stability) DRAFT (specification for stability analysis VCG) GRPDES (group identification description)
The STBOPT card was set up so that StabCAD would calculate the trim while heeling the model and generate wind loads and heeling arms for each angle of heel. heel. In the KGPAR card 100 was keyed in under the “WIND INT 1” field for StabCAD to calculate the heeling arms for a wind velocity of 100 100 knots. Also in the KGPAR card, 1.4 was entered for the “AREA RATIO” field to satisfy the ABS MODU requirements. When setting up the CFORM card 1, 27, and 1 were keyed in for the “DRAFT / START,” “DRAFT / END” and “DRAFT / END” fields respectively for the hydrostatic analysis. The INTACT card was setup similarly by inputting the starting and ending heel angles, and the angle increment necessary for the intact stability heel angles. angles. In the DRAFT card 25 meters was inputted for the ships normal operating draft and the vessels vertical center of gravity was set as 25 meters with zero values for the transverse and longitudinal centers of gravity. gravity. Inputting the VCG as 25 meters was a conservative assumption since since a good VCG approximation still needs to be determined. The GRPDES cards were filled in with the appropriate panel ID’s, and labels required for StabCAD to organize the output after completing the analysis.
Intact Stability Plots for Calculated KG
Appendix Figure 1: Intact Stability (Light Ship w/o Ballast) Ballast)
Appendix Figure 2: Intact Stability (Zero Oil with Full Ballast)
A-6
Appendix Figure 3: Intact Stability (1/3 (1/3 Oil w/o Ballast)
Appendix Figure 4: Intact Stability (½ Oil w/o Ballast)
Appendix Figure 5: Intact Stability (Maximum Oil Capacity w/o Ballast)
A-7
Damaged Stability Plots for Calculated KG
Appendix Figure 6: Damaged Stability (1/3 Oil w/o Ballast)
Appendix Figure 7: Damaged Stability (½ Oil w/o Ballast)
Appendix Figure 8: Damaged Stability (Maximum Oil Capacity Capacity w/o Ballast)
A-8
ABS MODU Intact Stability Plots for Allowable KG
Appendix Figure 9: ABS MODU Intact Stability (Light Ship w/o Ballast)
Appendix Figure 10: ABS MODU Intact Stability Stability (Zero Oil with Full Ballast)
A-9
Appendix Figure 11: ABS MODU Intact Stability (1/3 Oil w/o Ballast)
Appendix Figure 12: ABS MODU Intact Stability (½ (½ Oil w/o Ballast)
Appendix Figure 13: ABS MODU Intact Stability (Maximum (Maximum Oil Capacity w/o Ballast)
A-10
ABS MODU Damaged Stability Plots for Allowable KG
Appendix Figure 14: ABS MODU Damaged Stability Stability (1/3 Oil w/o Ballast)
Appendix Figure 15: ABS MODU Damaged Stability Stability (½ Oil w/o Ballast)
Appendix Figure 16: ABS MODU Damaged Stability Stability (Maximum Oil Capacity w/o Ballast)
A-11
Example StabCAD Input File ALPID 3D VIEW 0.832 0.555 -0.148 0.222 0.964 1 ALPID GLOBAL XY PL 10.000 10.000 ALPID Global YZ Pl 10.000 10.000 ALPID Global XZ Pl 10.000 10.000 ALPID STBD SIDE -20.00 55.000-20.00 -20.0010.000 ALPID PORT SIDE 33.000 10.00033.000 33.00010.000 ALPID MAIN DECK 33.00010.000 33.000 10.00033.000 ALPID BOTTOM DECK 10.000 10.000 ALPID AFT END 10.000 10.00010.000 ALPID FWD END 60.000-20.00 5.00060.00020.000 5.00060.000-20.0010.000 ALPID RAKE 55.000-20.00 55.00020.000 60.000-20.00 5.000 ALPID STARBOARD -33.00 10.000-33.00 -33.0010.000 ALPID CREW BOW 45.000-23.0033.00045.00023.00033.00045.00023.00053.000 ALPID CREW STAR 15.000-23.0033.00045.000-23.0033.00045.000-23.0053.000 ALPID CREW AFT 15.000-23.0033.00015.00023.00033.00015.00023.00053.000 ALPID CREW PORT 15.00023.00033.00045.00023.00033.00045.00023.00053.000 ALPID CREW TOP 15.000-23.0053.00045.000-23.0053.00045.00023.00053.000 ALPID BOW END 310.00 310.0010.000 310.0010.00010.000 ALPID PORT 3D1 -0.718 0.696 -0.051-0.053 0.997 1 ALPID BOW 3D1 -0.032 0.999 0.032 0.001 0.999 1 ALPID PORT BOW 3D -0.707 0.707 -0.424-0.424 0.800 1 ALPID AFT 3D1 0.088-0.996 0.034 0.003 0.999 1 ALPID BOW PORT 3D2 -0.094 0.996 -0.132-0.012 0.991 1 ALPID BOW PORT3D3 -0.604 0.797 -0.127-0.096 0.987 1 ALPREF 3D View 0.0 0.0 1 GULF OF MEXICO FPSO -- INTACT STABILITY ANALYSIS STBOPT CALC ME ME KGPAR 51.4 1.4 INTACT 0. 85. 1. CFORM 1. 27. 1. DRAFT 21.5 17.6 USER USER DWNFLD HATCH 139 DWNFLD HATCH 137 DWNFLD HATCH 223 DWNFLD HATCH 221 DWNFLD W VENT 273 DWNFLD W VENT 274 DWNFLD W VENT 275 DWNFLD W VENT 276 DWNFLD W VENT 277 DWNFLD W VENT 278 DWNFLD W VENT 279 DWNFLD W VENT 280 DWNFLD W VENT 281 DWNFLD W VENT 282 GRPDES STB STARBOARD PRT PORT GRPDES TOP MAIN DECK BOT BOTTOM DECK GRPDES STE AFT END BOW BOW END GRPDES CRE CREW QUARTERS OIL OIL CARGO GRPDES BBL BOW BALLAST TANKS ABL AFT BALLAST TANKS GRPDES SID SIDE BALLAST TANKS BTL BOTTOM BALLAST JOINT 1 0.000 16.000 33.000 JOINT 2 1.000 21.200 33.000 JOINT 3 2.000 23.210 33.000
A-12
JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT
4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
3.000 24.660 33.000 4.000 25.800 33.000 5.000 26.720 33.000 6.000 27.490 33.000 7.000 28.120 33.000 8.000 28.650 33.000 9.000 29.080 33.000 10.000 29.420 33.000 11.000 29.670 33.000 12.000 29.860 33.000 13.000 29.960 33.000 14.000 30.000 33.000 0.000-16.000 33.000 1.000-21.200 33.000 2.000-23.210 33.000 3.000-24.660 33.000 4.000-25.800 33.000 5.000-26.720 33.000 6.000-27.490 33.000 7.000-28.120 33.000 8.000-28.650 33.000 9.000-29.080 33.000 10.000-29.420 33.000 11.000-29.670 33.000 12.000-29.860 33.000 13.000-29.960 33.000 14.000-30.000 33.000 0.000 16.000 10.000 1.000 21.200 5.641 2.000 23.210 4.000 3.000 24.660 2.859 4.000 25.800 2.000 5.000 26.720 1.340 6.000 27.490 0.835 7.000 28.120 0.461 8.000 28.650 0.202 9.000 29.080 0.050 10.000 29.420 0.000 11.000 29.670 0.000 12.000 29.860 0.000 13.000 29.960 0.000 14.000 30.000 0.000 0.000-16.000 10.000 1.000-21.200 5.641 2.000-23.210 4.000 3.000-24.660 2.859 4.000-25.800 2.000 5.000-26.720 1.340 6.000-27.490 0.835 7.000-28.120 0.461 8.000-28.650 0.202 9.000-29.080 0.050 10.000-29.420 0.000 11.000-29.670 0.000 12.000-29.860 0.000 13.000-29.960 0.000
A-13
JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT
60 14.000-30.000 0.000 61 283.000 30.000 33.000 62 285.000 29.930 33.000 63 287.000 29.730 33.000 64 289.000 29.390 33.000 65 291.000 28.910 33.000 66 293.000 28.280 33.000 67 295.000 27.500 33.000 68 297.000 26.530 33.000 69 299.000 25.380 33.000 70 301.000 24.000 33.000 71 303.000 22.360 33.000 72 305.000 20.400 33.000 73 307.000 18.000 33.000 74 309.000 14.970 33.000 75 310.000 13.080 33.000 76 311.000 10.770 33.000 77 312.000 7.680 33.000 78 313.000 0.000 33.000 79 283.000-30.000 33.000 80 285.000-29.930 33.000 81 287.000-29.730 33.000 82 289.000-29.390 33.000 83 291.000-28.910 33.000 84 293.000-28.280 33.000 85 295.000-27.500 33.000 86 297.000-26.530 33.000 87 299.000-25.380 33.000 88 301.000-24.000 33.000 89 303.000-22.360 33.000 90 305.000-20.400 33.000 91 307.000-18.000 33.000 92 309.000-14.970 33.000 93 310.000-13.080 33.000 94 311.000-10.770 33.000 95 312.000 -7.680 33.000 96 313.000 0.000 33.000 97 283.000 30.000 0.000 98 285.000 29.930 0.000 99 287.000 29.730 0.000 100 289.000 29.390 0.000 101 291.000 28.910 0.000 102 293.000 28.280 0.000 103 295.000 27.500 0.000 104 297.000 26.530 0.000 105 299.000 25.380 0.000 106 301.000 24.000 0.000 107 303.000 22.360 0.036 108 305.000 20.400 0.325 109 307.000 18.000 0.923 110 309.000 14.970 1.876 111 310.000 13.080 3.276 112 311.000 10.770 5.340 113 312.000 7.680 8.803 114 313.000 0.000 14.000 115 283.000-30.000 0.000
A-14
JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT
116 285.000-29.930 0.000 117 287.000-29.730 0.000 118 289.000-29.390 0.000 119 291.000-28.910 0.000 120 293.000-28.280 0.000 121 295.000-27.500 0.000 122 297.000-26.530 0.000 123 299.000-25.380 0.000 124 301.000-24.000 0.000 125 303.000-22.360 0.036 126 305.000-20.400 0.325 127 307.000-18.000 0.923 128 309.000-14.970 1.876 129 310.000-13.080 3.276 130 311.000-10.770 5.340 131 312.000 -7.680 8.803 132 313.000 0.000 14.000 133 10.000 23.000 33.000 134 10.000 23.000 53.000 135 10.000-23.000 33.000 136 10.000-23.000 53.000 137 40.000 23.000 33.000 138 40.000 23.000 53.000 139 40.000-23.000 33.000 140 40.000-23.000 53.000 141 52.500-27.000 2.000 142 52.500 -9.000 2.000 143 52.500 9.000 2.000 144 52.500 27.000 2.000 145 52.500-27.000 29.000 146 52.500 -9.000 29.000 147 52.500 9.000 29.000 148 52.500 27.000 29.000 149 96.600-27.000 2.000 150 96.600 -9.000 2.000 151 96.600 9.000 2.000 152 96.600 27.000 2.000 153 96.600-27.000 29.000 154 96.600 -9.000 29.000 155 96.600 9.000 29.000 156 96.600 27.000 29.000 157 140.700-27.000 2.000 158 140.700 -9.000 2.000 159 140.700 9.000 2.000 160 140.700 27.000 2.000 161 140.700-27.000 29.000 162 140.700 -9.000 29.000 163 140.700 9.000 29.000 164 140.700 27.000 29.000 165 184.800-27.000 2.000 166 184.800 -9.000 2.000 167 184.800 9.000 2.000 168 184.800 27.000 2.000 169 184.800-27.000 29.000 170 184.800 -9.000 29.000 171 184.800 9.000 29.000
A-15
JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT JOINT
172 184.800 27.000 29.000 173 228.900-27.000 2.000 174 228.900 -9.000 2.000 175 228.900 9.000 2.000 176 228.900 27.000 2.000 177 228.900-27.000 29.000 178 228.900 -9.000 29.000 179 228.900 9.000 29.000 180 228.900 27.000 29.000 181 273.000-27.000 2.000 182 273.000 -9.000 2.000 183 273.000 9.000 2.000 184 273.000 27.000 2.000 185 273.000-27.000 29.000 186 273.000 -9.000 29.000 187 273.000 9.000 29.000 188 273.000 27.000 29.000 189 299.000 23.000 2.000 190 301.000 20.000 2.000 191 299.000-23.000 2.000 192 301.000-20.000 2.000 193 273.000 20.000 2.000 194 273.000-20.000 2.000 195 299.000 23.000 29.000 196 301.000 20.000 29.000 197 299.000-23.000 29.000 198 301.000-20.000 29.000 199 273.000 20.000 29.000 200 273.000-20.000 29.000 201 12.000 27.000 2.000 202 12.000 17.000 2.000 203 12.000 27.000 29.000 204 12.000 17.000 29.000 205 52.500 27.000 2.000 206 52.500 17.000 2.000 207 52.500 27.000 29.000 208 52.500 17.000 29.000 209 12.000-27.000 2.000 210 12.000-17.000 2.000 211 12.000-27.000 29.000 212 12.000-17.000 29.000 213 52.500-27.000 2.000 214 52.500-17.000 2.000 215 52.500-27.000 29.000 216 52.500-17.000 29.000 217 96.600 15.000 33.000 218 96.600 15.000 43.000 219 96.600-15.000 33.000 220 96.600-15.000 43.000 221 273.000 15.000 33.000 222 273.000 15.000 43.000 223 273.000-15.000 33.000 224 273.000-15.000 43.000 225 52.500 30.000 2.000 226 96.600 30.000 2.000 227 140.700 30.000 2.000
A-16
JOINT 228 184.800 30.000 2.000 JOINT 229 228.900 30.000 2.000 JOINT 230 273.000 30.000 2.000 JOINT 231 52.500 30.000 29.000 JOINT 232 96.600 30.000 29.000 JOINT 233 140.700 30.000 29.000 JOINT 234 184.800 30.000 29.000 JOINT 235 228.900 30.000 29.000 JOINT 236 273.000 30.000 29.000 JOINT 237 52.500-30.000 2.000 JOINT 238 96.600-30.000 2.000 JOINT 239 140.700-30.000 2.000 JOINT 240 184.800-30.000 2.000 JOINT 241 228.900-30.000 2.000 JOINT 242 273.000-30.000 2.000 JOINT 243 52.500-30.000 29.000 JOINT 244 96.600-30.000 29.000 JOINT 245 140.700-30.000 29.000 JOINT 246 184.800-30.000 29.000 JOINT 247 228.900-30.000 29.000 JOINT 248 273.000-30.000 29.000 JOINT 249 52.500-27.000 0.000 JOINT 250 52.500 -9.000 0.000 JOINT 251 52.500 9.000 0.000 JOINT 252 52.500 27.000 0.000 JOINT 253 96.600-27.000 0.000 JOINT 254 96.600 -9.000 0.000 JOINT 255 96.600 9.000 0.000 JOINT 256 96.600 27.000 0.000 JOINT 257 140.700-27.000 0.000 JOINT 258 140.700 -9.000 0.000 JOINT 259 140.700 9.000 0.000 JOINT 260 140.700 27.000 0.000 JOINT 261 184.800-27.000 0.000 JOINT 262 184.800 -9.000 0.000 JOINT 263 184.800 9.000 0.000 JOINT 264 184.800 27.000 0.000 JOINT 265 228.900-27.000 0.000 JOINT 266 228.900 -9.000 0.000 JOINT 267 228.900 9.000 0.000 JOINT 268 228.900 27.000 0.000 JOINT 269 273.000-27.000 0.000 JOINT 270 273.000 -9.000 0.000 JOINT 271 273.000 9.000 0.000 JOINT 272 273.000 27.000 0.000 JOINT 273 74.55 74. 55 -28.5 33. JOINT 274 74.55 28.5 33. JOINT 275 118.65 -28.5 33. JOINT 276 118.65 28.5 33. JOINT 277 162.75 -28.5 33. JOINT 278 162.75 28.5 33. JOINT 279 206.85 -28.5 33. JOINT 280 206.85 28.5 33. JOINT 281 250.95 -28.5 33. JOINT 282 250.95 28.5 33. PANEL TOP 15 61 79 30
A-17
PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL
W W W W W W W W W W
PRT 61 15 45 97 CRE 136 140 139 135 CRE 136 134 138 140 CRE 140 138 137 139 CRE 133 134 136 135 CRE 137 138 134 133 PRO 220 224 223 219 PRO 218 220 219 217 PRO 222 218 217 221 PRO 224 222 221 223 PRO 220 218 222 224 STB 30 79 115 60 BOW 79 80 116 115 BOW 80 81 117 116 BOW 81 82 118 117 BOW 82 83 119 118 BOW 83 84 120 119 BOW 84 85 121 120 BOW 85 86 122 121 BOW 86 87 123 122 BOW 87 88 124 123 BOW 88 89 125 124 BOW 89 90 126 125 BOW 90 91 127 126 BOW 91 92 128 127 BOW 92 93 129 128 BOW 93 94 130 129 BOW 94 95 131 130 BOW 95 96 114 131 BOW 78 77 113 114 BOW 77 76 112 113 BOW 76 75 111 112 BOW 75 74 110 111 BOW 74 73 109 110 BOW 73 72 108 109 BOW 72 71 107 108 BOW 71 70 106 107 BOW 70 69 105 106 BOW 69 68 104 105 BOW 68 67 103 104 BOW 67 66 102 103 BOW 66 65 101 102 BOW 65 64 100 101 BOW 64 63 99 100 BOW 63 62 98 99 BOW 62 61 97 98 BOW 131 114 113 BOW 130 131 113 112 BOW 129 130 112 111 BOW 128 129 111 110 BOW 127 128 110 109 BOT 45 60 115 97 BOT 45 44 59 60 BOT 44 43 58 59 BOT 43 42 57 58 BOT 42 41 56 57
A-18
PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL
BOT 107 106 124 125 BOT 106 105 123 124 BOT 105 104 122 123 BOT 104 103 121 122 BOT 103 102 120 121 BOT 102 101 119 120 BOT 101 100 118 119 BOT 100 99 117 118 BOT 99 98 116 117 BOT 98 97 115 116 BOW 126 127 109 108 BOW 125 126 108 107 STE 40 55 56 41 STE 40 39 54 55 STE 39 38 53 54 STE 37 52 53 38 STE 37 36 51 52 STE 36 35 50 51 STE 35 34 49 50 STE 34 33 48 49 STE 32 47 48 33 STE 31 46 47 32 STE 1 16 46 31 STE 15 14 44 45 STE 14 13 43 44 STE 13 12 42 43 STE 12 11 41 42 STE 11 10 40 41 STE 10 9 39 40 STE 9 8 38 39 STE 8 7 37 38 STE 7 6 36 37 STE 6 5 35 36 STE 5 4 34 35 STE 4 3 33 34 STE 3 2 32 33 STE 2 1 31 32 STE 29 30 60 59 STE 28 29 59 58 STE 27 28 58 57 STE 26 27 57 56 STE 25 26 56 55 STE 24 25 55 54 STE 23 24 54 53 STE 22 23 53 52 STE 21 22 52 51 STE 20 21 51 50 STE 19 20 50 49 STE 18 19 49 48 STE 17 18 48 47 STE 16 17 47 46 TOP 2 3 18 17 TOP 16 1 2 17 TOP 14 15 30 29 TOP 13 14 29 28 TOP 12 13 28 27
A-19
PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL BODY 1 PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL
TOP 11 12 27 26 TOP 10 11 26 25 TOP 9 10 25 24 TOP 8 9 24 23 TOP 7 8 23 22 TOP 6 7 22 21 TOP 5 6 21 20 TOP 4 5 20 19 TOP 3 4 19 18 TOP 61 62 80 79 TOP 62 63 81 80 TOP 63 64 82 81 TOP 64 65 83 82 TOP 65 66 84 83 TOP 66 67 85 84 TOP 67 68 86 85 TOP 68 69 87 86 TOP 69 70 88 87 TOP 70 71 89 88 TOP 71 72 90 89 TOP 72 73 91 90 TOP 73 74 92 91 TOP 74 75 93 92 TOP 75 76 94 93 TOP 76 77 95 94 TOP 77 96 95 .8925 .02 100. OIL CARGO 1 OIL 186 187 183 182 OIL 178 186 182 174 OIL 179 178 174 175 OIL 187 179 175 183 OIL 175 174 182 183 OIL 178 179 187 186 OIL 177 178 174 173 OIL 179 180 176 175 OIL 179 171 172 180 OIL 179 175 167 171 OIL 172 171 167 168 OIL 168 167 175 176 OIL 180 172 168 176 OIL 173 165 169 177 OIL 169 170 178 177 OIL 170 169 165 166 OIL 166 165 173 174 OIL 170 166 174 178 OIL 170 171 167 166 OIL 170 162 163 171 OIL 162 170 166 158 OIL 163 162 158 159 OIL 167 159 158 166 OIL 163 159 167 171 OIL 161 162 158 157 OIL 163 164 160 159 OIL 163 155 156 164 OIL 159 151 155 163 OIL 157 149 153 161
A-20
PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL BODY 2 PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL
OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL .8925 OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL OIL
153 154 154 153 158 150 152 151 156 155 164 156 162 154 154 155 154 146 150 142 142 143 151 155 143 142 .02 100. 187 179 187 188 179 187 178 179 180 179 180 176 176 175 178 170 170 178 169 170 171 172 169 161 161 169 171 163 167 159 158 162 158 166 158 157 164 163 164 160 160 159 171 170 179 171 167 166 162 163 162 154 154 162 150 151 151 150 155 151 153 154 155 156 153 145 149 141 151 143 155 147 146 145 148 147 142 141 144 143 146 142 148 144
162 149 149 159 151 152 150 151 147 146 147 147 150 180 184 183 175 175 184 183 171 174 166 168 162 165 164 163 161 170 165 159 168 167 166 167 174 159 155 158 155 158 159 150 152 146 145 147 148 141 143 149 151 150 152
161 150 157 160 152 160 158 150 155 154 146 143 151 OIL CARGO 2 188 183 175 174 176 188 184 179 166 165 167 170 157 172 171 157 162 166 160 172 168 167 175 175 158 163 150 154 159 163 149 151 154 153 155 156 142 144 150 152 154 156
A-21
PANEL PANEL PANEL PANEL PANEL PANEL BODY 3 PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL BODY 4 PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL
OIL 174 173 OIL 178 177 OIL 178 174 OIL 177 178 OIL 185 186 OIL 177 185 .02 100. SID 188 236 SID 235 236 SID 180 188 SID 246 169 SID 245 161 SID 245 246 SID 172 234 SID 164 233 SID 164 172 SID 244 153 SID 243 145 SID 243 244 SID 156 232 SID 148 231 SID 148 156 SID 145 243 SID 145 141 SID 141 237 SID 231 148 SID 225 144 SID 232 231 SID 161 245 SID 157 239 SID 161 157 SID 233 164 SID 227 160 SID 233 227 SID 235 180 SID 235 229 SID 229 176 SID 247 177 SID 248 185 SID 177 173 SID 177 247 SID 173 241 SID 247 248 .02 100. SID 241 247 SID 246 169 SID 246 247 SID 180 235 SID 172 234 SID 172 180 SID 164 233 SID 156 232 SID 156 164 SID 153 161 SID 161 157 SID 244 245
181 173 182 186 182 181 230 188 184 165 169 240 228 234 168 149 153 238 226 232 152 237 149 238 144 152 225 239 240 165 160 168 228 176 230 184 185 181 181 241 242 242 177 177 241 229 235 176 227 233 160 245 239 239
182 174 186 185 181 173 SIDE BALLAST TANKS 1 184 180 176 240 246 239 168 172 160 238 244 237 152 156 144 141 153 149 225 226 226 157 165 169 227 228 234 229 236 230 248 242 185 173 181 241 SIDE BALLAST TANKS 2 173 247 240 176 180 168 160 164 152 244 245 238
A-22
PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL BODY 5 PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL BODY 6 PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL BODY 7 PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL
SID 153 244 238 149 SID 153 149 157 161 SID 149 238 239 157 SID 232 156 152 226 SID 232 226 227 233 SID 226 152 160 227 SID 169 246 240 165 SID 165 240 241 173 SID 169 165 173 177 SID 234 172 168 228 SID 228 168 176 229 SID 234 228 229 235 .02 100. BOW BALLAST TANKS BBL 199 236 195 196 BBL 190 196 195 189 BBL 199 196 190 193 BBL 236 199 193 230 BBL 236 230 189 195 BBL 230 193 190 189 BBL 197 248 200 198 BBL 197 198 192 191 BBL 198 200 194 192 BBL 242 248 197 191 BBL 200 248 242 194 BBL 242 191 192 194 .02 100. AFT BALLAST TANKS ABL 211 209 210 212 ABL 209 213 214 210 ABL 216 212 210 214 ABL 213 215 216 214 ABL 211 215 213 209 ABL 215 211 212 216 ABL 208 204 203 207 ABL 208 207 205 206 ABL 207 203 201 205 ABL 203 204 202 201 ABL 201 202 206 205 ABL 204 208 206 202 .02 100. BOTTOM BALLAST TANKS 1 BTL 182 183 271 270 BTL 175 183 182 174 BTL 174 182 270 266 BTL 175 174 266 267 BTL 175 267 271 183 BTL 267 266 270 271 BTL 173 174 266 265 BTL 175 176 268 267 BTL 166 174 173 165 BTL 165 173 265 261 BTL 166 165 261 262 BTL 166 262 266 174 BTL 262 261 265 266 BTL 175 167 168 176 BTL 167 175 267 263 BTL 168 167 263 264 BTL 168 264 268 176
A-23
PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL BODY 8 PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL
BTL 264 263 BTL 166 167 BTL 166 158 BTL 158 166 BTL 159 158 BTL 159 259 BTL 259 258 BTL 157 158 BTL 159 160 BTL 160 152 BTL 159 151 BTL 255 151 BTL 151 255 BTL 256 255 BTL 149 150 BTL 149 157 BTL 150 149 BTL 150 254 BTL 254 253 BTL 150 151 BTL 143 151 BTL 142 150 BTL 143 142 BTL 143 251 BTL 251 250 .02 100. BTL 181 182 BTL 183 184 BTL 181 173 BTL 173 181 BTL 183 175 BTL 175 183 BTL 174 173 BTL 174 266 BTL 266 265 BTL 176 175 BTL 176 268 BTL 268 267 BTL 174 175 BTL 174 166 BTL 166 174 BTL 167 166 BTL 167 263 BTL 263 262 BTL 167 168 BTL 165 166 BTL 165 157 BTL 157 165 BTL 158 157 BTL 158 258 BTL 258 257 BTL 167 159 BTL 159 167 BTL 160 159 BTL 160 260 BTL 260 259
267 263 159 262 258 263 262 258 260 256 152 159 256 259 158 257 253 258 257 255 150 254 250 255 254 .95 270 272 174 269 176 271 265 270 269 267 272 271 267 167 266 262 267 266 264 262 158 261 257 262 261 160 263 259 264 263
268 262 167 258 259 167 263 257 259 260 160 259 152 260 157 253 254 158 258 254 142 250 251 151 255 BOTTOM BALLAST TANKS 2 269 271 182 265 184 267 266 182 270 268 184 272 266 175 262 263 175 267 263 261 166 257 258 166 262 168 259 260 168 264
A-24
PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL PANEL END
BTL BTL BTL BTL BTL BTL BTL BTL BTL BTL BTL BTL BTL BTL BTL BTL BTL BTL
158 158 150 151 255 255 151 149 151 143 213 213 142 142 250 252 144 252
159 150 158 150 259 254 152 150 143 151 142 149 213 250 249 251 143 256
259 151 258 254 159 258 256 254 205 255 150 253 249 254 253 255 251 152
258 159 254 255 151 259 255 253 152 251 149 249 250 150 254 256 252 205
A-25
Example StabCAD Output File StabCAD Ver. 4.20
GULF OF MEXICO FPSO -- INTACT STABILITY ANALYSIS
The following Nomenclature is used in the computer output:
Draft ... Measured from the base line (z=0, or x-y plane) Disp .... Displacemet of the vessel TPI ..... Tons/inch displacement KPI ..... Kips/inch displacement MT/Cm ... Metric Ton/ cm displacement KMT ..... Transverse metacentric height (measured from base line) KML ..... Longitudinal metacentric height (measured from base line) LCB ..... Center of Buoyancy position (Longitudinal) (measured from reference point for LCB & LCF) TCB ..... Center of Buoyancy position (Transverse) (measured from coordinate system origin) VCB ..... Center of Buoyancy position (Vertical) (measured from base line) WPA ..... Water plane Area BMT ..... Transv metacentric ht (from ctr of buoyancy) BML ..... Longit metacentric ht (from ctr of buoyancy) LCF ..... Center of Floatation position (Longitudinal) (measured from reference point for LCB & LCF) TCF ..... Center of Floatation position (Transverse) (measured from coordinate system origin) W.P.Moment of Inertia: Longitudinal About neutral axis of water plane area Transverse About neutral axis of water plane area Volume .. of submerged body Tilt Axis The angle of the tilt axis is measured from the posive x-axis Optimum tilt angle The minimum tilt angle at which the area ratio requirement is satisfied KG that satisfies : Heeling arm = Righting arm at or before the downflooding angle Static angle At which the righting moment is zero Area ratio = 1.0 For damage stability starting at the static angle RM/HM Ratio KG that satisfies the requirement : Righting Moment/Heeling Moment >or= 2 within 7 deg past static angle Equilibrium position tilt angle When vessel is in equilibrium and not at the upright position, the positive angle indicate that the part of the vessel to the right of the tilt axis is immersed in water
A-26
Page
1
StabCAD Ver. 4.20
***
GULF OF MEXICO FPSO -- INTACT STABILITY ANALYSIS
Hydrostatic Table
Page
2
Page
3
***
Draft AFT (X-Coordinate) ....... 0.00 Draft FWD (X-Coordinate) ....... 0.00 Reference Point for LCB & LCF (X-Coordinate) ....... 0.00
Initial Heel Angle ......... 0.000 Deg Initial Trim Angle ......... 0.000 Deg Density of Water ........... 1.025 MT/Cu.Meter
/--- Draft ---/ /-- Center of Buoyancy--/ /-Center of Floatation-/ Water plane Submerged AFT FWD Disp TPI LCB TCB VCB LCF TCF Area Volume ( M.) ( M.) (M.Tons) (MT/Cm) ( M.) ( M.) ( M.) ( M.) ( M.) (S.Meter) (M^3) ------- ------- -------- ------- ------- ------- ------- ------- ----------------- --------1.00 1.00 18190.2 183.45 155.17 0.00 0.50 155.10 0.00 17897.1 17746.5 2.00 2.00 36618.3 185.00 155.08 0.00 1.00 154.89 0.00 18048.4 35725.1 3.00 3.00 55158.0 185.78 154.96 0.00 1.51 154.59 0.00 18125.0 53812.7 4.00 4.00 73765.4 186.36 154.84 0.00 2.01 154.36 0.00 18181.4 71966.2 5.00 5.00 92420.6 186.77 154.73 0.00 2.51 154.23 0.00 18221.0 90166.5 6.00 6.00 111112.5 187.04 154.63 0.00 3.02 154.12 0.00 18247.7 108402.4 7.00 7.00 129823.8 187.20 154.56 0.00 3.52 154.09 0.00 18263.0 126657.4 8.00 8.00 148549.8 187.34 154.50 0.00 4.02 154.06 0.00 18277.4 144926.6 9.00 9.00 167289.4 187.47 154.45 0.00 4.52 154.04 0.00 18289.6 163209.2 10.00 10.00 186040.5 187.56 154.40 0.00 5 .02 153.99 0.00 18298.8 181502.9 11.00 11.00 204797.8 187.58 154.37 0.00 5 .52 154.00 0.00 18300.3 199802.7 12.00 12.00 223556.8 187.61 154.34 0.00 6 .03 154.03 0.00 18303.4 218104.2 13.00 13.00 242317.0 187.59 154.31 0.00 6 .53 154.06 0.00 18301.8 236406.8 14.00 14.00 261077.8 187.61 154.29 0.00 7 .03 154.02 0.00 18303.4 254710.0 15.00 15.00 279838.6 187.62 154.27 0.00 7 .53 153.98 0.00 18304.9 273013.3 16.00 16.00 298599.5 187.66 154.26 0.00 8 .03 154.02 0.00 18307.9 291316.6 17.00 17.00 317360.4 187.59 154.24 0.00 8 .53 154.04 0.00 18301.8 309619.9 18.00 18.00 336121.2 187.62 154.23 0.00 9 .03 154.04 0.00 18304.9 327923.2 19.00 19.00 354882.1 187.59 154.22 0.00 9 .53 154.02 0.00 18301.8 346226.5 20.00 20.00 373643.0 187.59 154.21 0.0 0 10.03 154.03 0.00 18301.8 364529.8 21.00 21.00 392403.9 187.62 154.20 0.0 0 10.53 154.01 0.00 18304.9 382833.1 22.00 22.00 411164.8 187.59 154.20 0.0 0 11.03 154.03 0.00 18301.8 401136.3 23.00 23.00 429925.6 187.66 154.19 0.0 0 11.53 154.01 0.00 18307.9 419439.6 24.00 24.00 448686.5 187.59 154.18 0.0 0 12.03 154.07 0.00 18301.8 437742.9 25.00 25.00 467447.4 187.59 154.18 0.0 0 12.53 154.02 0.00 18301.8 456046.2 26.00 26.00 486208.2 187.62 154.17 0.0 0 13.03 154.01 0.00 18304.9 474349.5 27.00 27.00 504969.1 187.62 154.16 0.0 0 13.53 154.00 0.00 18304.9 492652.8
StabCAD Ver. 4.20
***
GULF OF MEXICO FPSO -- INTACT STABILITY ANALYSIS
Hydrostatic Table
***
Draft AFT (X-Coordinate) ....... 0.00 Draft FWD (X-Coordinate) ....... 0.00 Reference Point for LCB & LCF (X-Coordinate) ....... 0.00
Initial Heel Angle ......... 0.000 Deg Initial Trim Angle ......... 0.000 Deg Density of Water ........... 1.025 MT/Cu.Meter
/----- Water Plane -----/ With KG=0 With KG=0 /--- Draft ---/ /---------- Metacenter ---------/ /-- Moment Of Inertia --/ Moment to Heel Moment to Trim AFT FWD Disp KMT KML BMT BML Transverse Longitudinal 0.01 Deg. 0.01 Deg. ( M.) ( M.) (M.Tons) ( M.) ( M.) ( M.) ( M.) ( M^4) ( M^4) (M.Ton-M) (M.Ton-M) ------- ------- -------- ------- ------- ------- ------- ------------ ----------- -------------- -------------1.00 1.00 18190.2 298.46 7483.47 297.95 7482.97 5287646. 132796520. 947.5 23758.4 2.00 2.00 36618.3 149.76 3816.46 148.75 3815.45 5314172. 136307584. 957.1 24391.3 3.00 3.00 55158.0 100.51 2568.42 99.00 2566.91 5327456. 138132544. 967.6 24725.9 4.00 4.00 73765.4 76.16 1939.43 74.15 1937.42 5336172. 139428592. 980.5 24969.1 5.00 5.00 92420.6 61.75 1559.31 59.24 1556.80 5341510. 140370912. 996.1 25152.4 6.00 6.00 111112.5 52.32 1304.02 49.31 1301.01 5344842. 141032528. 1014.6 25288.7 7.00 7.00 129823.8 45.73 1119.80 42.21 1116.28 5346152. 141385552. 1036.1 25373.0
A-27
8.00 9.00 10.00 11.00 12.00 13.00 14.00 15.00 16.00 17.00 18.00 19.00 20.00 21.00 22.00 23.00 24.00 25.00 26.00 27.00
8.00 148549.8 40.92 981.86 36.90 977.84 9.00 167289.4 37.29 874.74 32.77 870.22 10.00 186040.5 34.49 788.75 29.47 783.72 11.00 204797.8 32.30 717.82 26.77 712.30 12.00 223556.8 30.55 658.67 24.52 652.64 13.00 242317.0 29.15 608.71 22.63 602.19 14.00 261077.8 28.03 566.01 21.00 558.98 15.00 279838.6 27.12 529.04 19.59 521.51 16.00 298599.5 26.39 496.83 18.36 488.80 17.00 317360.4 25.81 468.38 17.28 459.85 18.00 336121.2 25.34 443.26 16.31 434.23 19.00 354882.1 24.98 420.74 15.45 411.21 20.00 373643.0 24.71 400.65 14.68 390.62 21.00 392403.9 24.51 382.49 13.97 371.96 22.00 411164.8 24.37 365.94 13.34 354.91 23.00 429925.6 24.29 351.03 12.75 339.49 24.00 448686.5 24.25 337.31 12.22 325.27 25.00 467447.4 24.26 324.74 11.73 312.20 26.00 486208.2 24.31 313.22 11.28 300.18 27.00 504969.1 24.39 302.58 10.86 289.04
StabCAD Ver. 4.20
5347289. 5348582. 5348938. 5349234. 5348974. 5348871. 5349100. 5349186. 5349478. 5349164. 5349465. 5349245. 5349502. 5349464. 5349295. 5349410. 5349358. 5349467. 5349428. 5349256.
141715248. 142027216. 142247888. 142319024. 142343600. 142360704. 142379008. 142379552. 142394704. 142379504. 142393328. 142370400. 142393232. 142397120. 142367360. 142397584. 142385200. 142379024. 142392224. 142396448.
1060.8 1088.9 1120.0 1154.4 1192.0 1233.0 1277.2 1324.7 1375.5 1429.5 1486.8 1547.4 1611.3 1678.4 1748.7 1822.4 1899.4 1979.6 2063.1 2149.9
25456.5 25540.1 25610.7 25657.8 25699.9 25743.9 25791.3 25838.9 25892.4 25943.7 26003.5 26059.9 26127.9 26195.7 26260.8 26339.8 26414.6 26493.7 26579.6 26667.1
GULF OF MEXICO FPSO -- INTACT STABILITY ANALYSIS
Page
* * * Intact Stability Downflooding Point Table * * *
Intact Draft .............. 21.50 M Displacement .............. 401784.3 M.Tons Center of Gravity (X,Y,Z) = 154.20; 0.00; Angle of Tilt Axis ........
17.60 M
0.00 Deg
Downflooding Points Height Above Water (M) (M) -------------------------------------------------------------------------------------Downflooding Angle = 26.17 Deg @ HATCH Weathertight Angle = 21.96 Deg @ VENT
H EE L A NG LE S ------- ------- --------------------------------------- ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------DF PT. Type Description 0.0 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 10.0 11.0 ------- ------- --------------------------------------- ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------1 Int/Dam HATCH 11.5 11.1 10.7 10.3 9.9 9.5 9.0 8.6 8.2 7.8 7.3 6.9 2 Int/Dam HATCH 11.5 11.9 12.3 12.7 13.1 13.5 13.8 14.2 14.6 15.0 15.3 15.7 3 Int/Dam HATCH 11.5 11.2 11.0 10.7 10.4 10.1 9.9 9.6 9.3 9.0 8.7 8.4 4 Int/Dam HATCH 11.5 11.8 12.0 12.3 12.5 12.8 13.0 13.2 13.5 13.7 13.9 14.2 5 WeaTight VENT 11.5 11.0 10.5 10.0 9.5 9.0 8.5 7.9 7.4 6.9 6.4 5.9 6 WeaTight V ENT 11.5 12.0 12.5 13.0 13.5 13.9 14.4 14.9 15.4 15.8 16.3 16.7 7 WeaTight VENT 11.5 11.0 10.5 10.0 9.5 9.0 8.5 7.9 7.4 6.9 6.4 5.9 8 WeaTight V ENT 11.5 12.0 12.5 13.0 13.5 13.9 14.4 14.9 15.4 15.8 16.3 16.7 9 WeaTight VENT 11.5 11.0 10.5 10.0 9.5 9.0 8.5 7.9 7.4 6.9 6.4 5.9 10 WeaTight V ENT 11.5 12.0 12.5 13.0 13.5 13.9 14.4 14.9 15.4 15.8 16.3 16.7 11 WeaTight VENT 11.5 11.0 10.5 10.0 9.5 9.0 8.5 7.9 7.4 6.9 6.4 5.9 12 WeaTight V ENT 11.5 12.0 12.5 13.0 13.5 13.9 14.4 14.9 15.4 15.8 16.3 16.7 13 WeaTight VENT 11.5 11.0 10.5 10.0 9.5 9.0 8.5 7.9 7.4 6.9 6.4 5.9 14 WeaTight V ENT 11.5 12.0 12.5 13.0 13.5 13.9 14.4 14.9 15.4 15.8 16.3 16.7 ------- ------- --------------------------------------- -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
H EE L A NG LE S ------- ------- --------------------------------------- ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------DF PT. Type Description 12.0 13.0 14.0 15.0 16.0 17.0 18.0 19.0 20.0 21.0 22.0 ------- ------- --------------------------------------- ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------1 Int/Dam HATCH 6.5 6.0 5.6 5.2 4.7 4.3 3.8 3.4 2.9 2.5 2.0 1.6
A-28
23.0
4
2 Int/Dam HATCH 16.0 16.4 16.7 17.1 17.4 17.7 18.0 18.4 18.7 19.0 19.3 3 Int/Dam HATCH 8.1 7.8 7.5 7.2 6.9 6.6 6.3 6.0 5.7 5.4 5.0 4.7 4 Int/Dam HATCH 14.4 14.6 14.8 15.0 15.2 15.4 15.6 15.8 15.9 16.1 16.3 5 WeaTight VENT 5.3 4.8 4.3 3.7 3.2 2.7 2.1 1.6 1.1 0.5 0.0 -0.6 6 WeaTight V ENT 17.2 17.6 18.1 18.5 18.9 19.3 19.7 20.2 20.6 20.9 21.3 7 WeaTight VENT 5.3 4.8 4.3 3.7 3.2 2.7 2.1 1.6 1.1 0.5 0.0 -0.6 8 WeaTight V ENT 17.2 17.6 18.1 18.5 18.9 19.3 19.7 20.2 20.6 20.9 21.3 9 WeaTight VENT 5.3 4.8 4.3 3.7 3.2 2.7 2.1 1.6 1.1 0.5 0.0 -0.6 10 WeaTight V ENT 17.2 17.6 18.1 18.5 18.9 19.3 19.7 20.2 20.6 20.9 21.3 11 WeaTight VENT 5.3 4.8 4.3 3.7 3.2 2.7 2.1 1.6 1.1 0.5 0.0 -0.6 12 WeaTight V ENT 17.2 17.6 18.1 18.5 18.9 19.3 19.7 20.2 20.6 20.9 21.3 13 WeaTight VENT 5.3 4.8 4.3 3.7 3.2 2.7 2.1 1.6 1.1 0.5 0.0 -0.6 14 WeaTight V ENT 17.2 17.6 18.1 18.5 18.9 19.3 19.7 20.2 20.6 20.9 21.3 ------- ------- --------------------------------------- -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
19.5 16.4 21.7 21.7 21.7 21.7 21.7
H EE L A NG LE S ------- ------- --------------------------------------- ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------DF PT. Type Description 24.0 25.0 26.0 27.0 28.0 29.0 30.0 31.0 32.0 33.0 34.0 35.0 ------- ------- --------------------------------------- ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------1 Int/Dam HATCH 1.1 0.6 0.1 -0.4 -1.0 -1.5 -2.1 -2.6 -3.2 -3.8 -4.3 -4.9 2 Int/Dam HATCH 19.8 20.0 20.3 20.5 20.6 20.8 20.9 21.1 21.2 21.3 21.4 21.4 3 Int/Dam HATCH 4.4 4.0 3.6 3.2 2.8 2.4 2.0 1.6 1.1 0.7 0.2 -0.2 4 Int/Dam HATCH 16.6 16.7 16.8 16.8 16.9 17.0 17.0 17.0 17.0 17.0 17.0 17.0 5 WeaTight VENT -1.1 -1.7 -2.3 -2.9 -3.5 -4.2 -4.8 -5.4 -6.1 -6.7 -7.4 -8.1 6 WeaTight V ENT 22.0 22.4 22.7 23.0 23.2 23.5 23.7 23.9 24.1 24.3 24.5 24.6 7 WeaTight VENT -1.1 -1.7 -2.3 -2.9 -3.5 -4.2 -4.8 -5.4 -6.1 -6.7 -7.4 -8.1 8 WeaTight V ENT 22.0 22.4 22.7 23.0 23.2 23.5 23.7 23.9 24.1 24.3 24.5 24.6 9 WeaTight VENT -1.1 -1.7 -2.3 -2.9 -3.5 -4.1 -4.8 -5.4 -6.1 -6.7 -7.4 -8.0 10 WeaTight V ENT 22.0 22.4 22.7 23.0 23.2 23.5 23.7 23.9 24.2 24.3 24.5 24.7 11 WeaTight VENT -1.1 -1.7 -2.3 -2.9 -3.5 -4.1 -4.8 -5.4 -6.0 -6.7 -7.3 -8.0 12 WeaTight V ENT 22.0 22.4 22.7 23.0 23.2 23.5 23.7 24.0 24.2 24.4 24.5 24.7 13 WeaTight VENT -1.1 -1.7 -2.3 -2.9 -3.5 -4.1 -4.8 -5.4 -6.0 -6.7 -7.3 -8.0 14 WeaTight V ENT 22.0 22.4 22.7 23.0 23.2 23.5 23.7 24.0 24.2 24.4 24.5 24.7 ------- ------- --------------------------------------- -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
H EE L A NG LE S ------- ------- --------------------------------------- ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------DF PT. Type Description 36.0 37.0 38.0 39.0 40.0 41.0 42.0 43.0 44.0 45.0 46.0 47.0 ------- ------- --------------------------------------- ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------1 Int/Dam HATCH -5.5 -6.1 -6.8 -7.4 -8.0 -8.6 -9.2 -9.8 -10.4 -11.0 -11.6 -12.2 2 Int/Dam HATCH 21.5 21.5 21.6 21.6 21.6 21.6 21.6 21.5 21.5 21.5 21.5 21.4 3 Int/Dam HATCH -0.7 -1.2 -1.7 -2.2 -2.7 -3.2 -3.6 -4.1 -4.6 -5.1 -5.6 -6.1 4 Int/Dam HATCH 16.9 16.9 16.8 16.7 16.6 16.5 16.4 16.3 16.2 16.1 16.0 15.8 5 WeaTight VENT -8.8 -9.4 -10.1 -10.8 -11.5 -12.2 -12.9 -13.5 -14.2 -14.9 -15.6 -16.2 6 WeaTight V ENT 24.8 24.9 25.0 25.1 25.1 25.2 25.3 25.3 25.4 25.4 25.4 25.5 7 WeaTight VENT -8.7 -9.4 -10.1 -10.8 -11.5 -12.1 -12.8 -13.5 -14.2 -14.8 -15.5 -16.2 8 WeaTight V ENT 24.8 24.9 25.0 25.1 25.2 25.2 25.3 25.4 25.4 25.5 25.5 25.5 9 WeaTight VENT -8.7 -9.4 -10.1 -10.7 -11.4 -12.1 -12.8 -13.5 -14.1 -14.8 -15.4 -16.1 10 WeaTight V ENT 24.8 24.9 25.0 25.1 25.2 25.3 25.4 25.4 25.5 25.5 25.6 25.6 11 WeaTight VENT -8.7 -9.4 -10.0 -10.7 -11.4 -12.1 -12.7 -13.4 -14.1 -14.7 -15.4 -16.0 12 WeaTight V ENT 24.8 25.0 25.1 25.2 25.2 25.3 25.4 25.5 25.5 25.6 25.6 25.6 13 WeaTight VENT -8.7 -9.3 -10.0 -10.7 -11.4 -12.0 -12.7 -13.4 -14.0 -14.7 -15.3 -16.0 14 WeaTight V ENT 24.9 25.0 25.1 25.2 25.3 25.4 25.4 25.5 25.6 25.6 25.7 25.7 ------- ------- --------------------------------------- -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
H EE L A NG LE S ------- ------- --------------------------------------- ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------DF PT. Type Description 48.0 49.0 50.0 51.0 52.0 53.0 54.0 55.0 56.0 57.0 58.0 59.0 ------- ------- --------------------------------------- ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------1 Int/Dam HATCH -12.8 -13.4 -14.0 -14.6 -15.1 -15.7 -16.3 -16.8 -17.4 -17.9 -18.5 -19.0 2 Int/Dam HATCH 21.4 21.3 21.2 21.2 21.1 21.0 20.9 20.8 20.7 20.6 20.5 20.4 3 Int/Dam HATCH -6.6 -7.1 -7.5 -8.0 -8.5 -9.0 -9.5 -9.9 -10.4 -10.9 -11.3 -11.8 4 Int/Dam HATCH 15.7 15.6 15.4 15.3 15.1 15.0 14.8 14.7 14.5 14.3 14.1 13.9 5 WeaTight VENT -16.9 -17.5 -18.2 -18.8 -19.4 -20.1 -20.7 -21.3 -21.9 -22.5 -23.1 -23.7 6 WeaTight V ENT 25.5 25.5 25.5 25.5 25.5 25.5 25.4 25.4 25.4 25.3 25.2 25.2 7 WeaTight VENT -16.8 -17.5 -18.1 -18.7 -19.4 -20.0 -20.6 -21.2 -21.8 -22.4 -23.0 -23.6 8 WeaTight V ENT 25.5 25.6 25.6 25.6 25.5 25.5 25.5 25.5 25.4 25.4 25.3 25.3
A-29
9 WeaTight VENT -16.8 -17.4 -18.0 -18.7 -19.3 -19.9 -20.5 -21.2 -21.8 -22.4 -22.9 -23.5 10 WeaTight V ENT 25.6 25.6 25.6 25.6 25.6 25.6 25.6 25.5 25.5 25.4 25.4 25.3 11 WeaTight VENT -16.7 -17.3 -18.0 -18.6 -19.2 -19.9 -20.5 -21.1 -21.7 -22.3 -22.9 -23.5 12 WeaTight V ENT 25.7 25.7 25.7 25.7 25.7 25.7 25.6 25.6 25.6 25.5 25.5 25.4 13 WeaTight VENT -16.6 -17.3 -17.9 -18.5 -19.2 -19.8 -20.4 -21.0 -21.6 -22.2 -22.8 -23.4 14 WeaTight V ENT 25.7 25.7 25.7 25.8 25.7 25.7 25.7 25.7 25.6 25.6 25.5 25.5 ------- ------- --------------------------------------- -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
H EE L A NG LE S ------- ------- --------------------------------------- ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------DF PT. Type Description 60.0 61.0 62.0 63.0 64.0 65.0 66.0 67.0 68.0 69.0 70.0 71.0 ------- ------- --------------------------------------- ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------1 Int/Dam HATCH -19.6 -20.1 -20.6 -21.1 -21.6 -22.1 -22.6 -23.1 -23.6 -24.1 -24.5 -25.0 2 Int/Dam HATCH 20.3 20.1 20.0 19.9 19.7 19.6 19.4 19.2 19.1 18.9 18.7 18.5 3 Int/Dam HATCH -12.2 -12.7 -13.1 -13.6 -14.0 -14.4 -14.9 -15.3 -15.7 -16.1 -16.6 -17.0 4 Int/Dam HATCH 13.8 13.6 13.4 13.2 13.0 12.7 12.5 12.3 12.1 11.9 11.6 11.4 5 WeaTight VENT -24.3 -24.8 -25.4 -26.0 -26.5 -27.0 -27.6 -28.1 -28.6 -29.1 -29.6 -30.1 6 WeaTight V ENT 25.1 25.0 24.9 24.8 24.7 24.6 24.5 24.4 24.2 24.1 23.9 23.8 7 WeaTight VENT -24.2 -24.8 -25.3 -25.9 -26.4 -27.0 -27.5 -28.0 -28.5 -29.0 -29.5 -30.0 8 WeaTight V ENT 25.2 25.1 25.0 24.9 24.8 24.7 24.6 24.4 24.3 24.2 24.0 23.9 9 WeaTight VENT -24.1 -24.7 -25.2 -25.8 -26.3 -26.9 -27.4 -27.9 -28.5 -29.0 -29.5 -29.9 10 WeaTight V ENT 25.3 25.2 25.1 25.0 24.9 24.8 24.7 24.5 24.4 24.3 24.1 24.0 11 WeaTight VENT -24.0 -24.6 -25.2 -25.7 -26.3 -26.8 -27.3 -27.9 -28.4 -28.9 -29.4 -29.9 12 WeaTight V ENT 25.3 25.3 25.2 25.1 25.0 24.9 24.7 24.6 24.5 24.3 24.2 24.0 13 WeaTight VENT -24.0 -24.5 -25.1 -25.6 -26.2 -26.7 -27.2 -27.8 -28.3 -28.8 -29.3 -29.8 14 WeaTight V ENT 25.4 25.3 25.2 25.2 25.0 24.9 24.8 24.7 24.6 24.4 24.3 24.1 ------- ------- --------------------------------------- -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
H EE L A NG LE S ------- ------- --------------------------------------- ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------DF PT. Type Description 72.0 73.0 74.0 75.0 76.0 77.0 78.0 79.0 80.0 81.0 82.0 83.0 ------- ------- --------------------------------------- ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------1 Int/Dam HATCH -25.4 -25.9 -26.3 -26.7 -27.2 -27.6 -28.0 -28.4 -28.7 -29.1 -29.5 -29.8 2 Int/Dam HATCH 18.3 18.1 17.9 17.7 17.5 17.3 17.0 16.8 16.6 16.3 16.1 15.8 3 Int/Dam HATCH -17.4 -17.8 -18.2 -18.5 -18.9 -19.3 -19.7 -20.0 -20.4 -20.7 -21.1 -21.4 4 Int/Dam HATCH 11.2 10.9 10.7 10.4 10.2 9.9 9.7 9.4 9.2 8.9 8.6 8.4 5 WeaTight VENT -30.6 -31.1 -31.5 -32.0 -32.4 -32.9 -33.3 -33.7 -34.1 -34.5 -34.9 -35.2 6 WeaTight V ENT 23.6 23.4 23.3 23.1 22.9 22.7 22.5 22.3 22.0 21.8 21.6 21.3 7 WeaTight VENT -30.5 -31.0 -31.4 -31.9 -32.3 -32.8 -33.2 -33.6 -34.0 -34.4 -34.8 -35.1 8 WeaTight V ENT 23.7 23.5 23.4 23.2 23.0 22.8 22.6 22.4 22.1 21.9 21.7 21.4 9 WeaTight VENT -30.4 -30.9 -31.3 -31.8 -32.2 -32.7 -33.1 -33.5 -33.9 -34.3 -34.7 -35.0 10 ` WeaTight VENT 23.8 23.6 23.4 23.3 23.1 22.9 22.7 22.4 22.2 22.0 21.8 21.5 11 WeaTight VENT -30.3 -30.8 -31.3 -31.7 -32.2 -32.6 -33.0 -33.4 -33.8 -34.2 -34.6 -35.0 12 WeaTight V ENT 23.9 23.7 23.5 23.3 23.2 23.0 22.8 22.5 22.3 22.1 21.9 21.6 13 WeaTight VENT -30.2 -30.7 -31.2 -31.6 -32.1 -32.5 -32.9 -33.3 -33.7 -34.1 -34.5 -34.9 14 WeaTight V ENT 24.0 23.8 23.6 23.4 23.2 23.0 22.8 22.6 22.4 22.2 22.0 21.7 ------- ------- --------------------------------------- -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
H EE L A NG LE S ------- ------- --------------------------------------- ------------DF PT. Type Description 84.0 85.0 ------- ------- --------------------------------------- ------------1 Int/Dam HATCH -30.2 -30.5 2 Int/Dam HATCH 15.6 15.3 3 Int/Dam HATCH -21.7 -22.1 4 Int/Dam HATCH 8.1 7.8 5 WeaTight VENT -35.6 -35.9 6 WeaTight VENT 21.1 20.8 7 WeaTight VENT -35.5 -35.8 8 WeaTight VENT 21.2 20.9 9 WeaTight VENT -35.4 -35.8 10 WeaTight VENT 21.3 21.0 11 WeaTight VENT -35.3 -35.7 12 WeaTight VENT 21.4 21.1 13 WeaTight VENT -35.2 -35.6 14 WeaTight VENT 21.5 21.2 ------- ------- --------------------------------------- -------------
A-30
StabCAD Ver. 4.20
***
GULF OF MEXICO FPSO -- INTACT STABILITY ANALYSIS
Intact Stability Parameters
***
Draft at no Heel .......... 21.50 M Displacement .............. 401784.3 M.Tons Center of Gravity (X,Y,Z) = 154.20; 0.00;
17.60 M
Wind Speed ................ 51.40 M/Sec Wind Direction is Normal to Tilt Axis Range of Stability ........ 82.42 Deg Downflooding Angle ........ 26.17 Deg @ HATCH Weathertight Angle ........ 21.96 Deg @ VENT
---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------/--Angles w.r.t.--/ w.r.t.--/ Critical Yaw Angle /--- Angles ---/ ---/ /-- Yawed axis ---/ Downflood Of /- w.r.t. Ship-/ Righting Heeling /-- Center of Buoyancy--/ Heel Trim Height Tilt Axis Heel Trim Arm Arm LCB TCB VCB (Deg) (Deg) (M) (Deg) (Deg) (Deg) (M) (M) (M) (M) (M) ------------------------------------- -------- -------- ------------------------------- ------- -------- --------------------------------------------------0.00 0.00 11.5( 5) 0.00 0.00 0.00 0.00 0.05 154.20 0.00 10.78 1.00 0.00 1 1.0( 5) 0.00 1.00 0 .00 0.12 0.06 15 4.20 -0.24 10.79 2.00 0.00 1 0.5( 5) 0.00 2.00 0 .00 0.24 0.06 15 4.20 -0.48 10.79 3.00 0.00 1 0.0( 5) 0.00 3.00 0 .00 0.36 0.06 15 4.20 -0.72 10.80 4.00 0.00 9.5( 5) 0.00 4.00 0.00 0.48 0.06 154.20 -0.95 10.82 5.00 0.00 9.0( 5) 0.00 5.00 0.00 0.60 0.07 154.20 -1.19 10.84 6.00 0.00 8.5( 5) 0.00 6.00 0.00 0.72 0.07 154.20 -1.43 10.86 7.00 0.00 7.9( 5) 0.00 7.00 0.00 0.84 0.07 154.20 -1.68 10.89 8.00 0.00 7.4( 5) 0.00 8.00 0.00 0.97 0.07 154.20 -1.92 10.92 9.00 0.00 6.9( 5) 0.00 9.00 0.00 1.10 0.08 154.20 -2.16 10.95 10.00 0.00 6.4( 5) 0.00 10.00 0.00 1.22 0.08 15 4.20 -2.41 11.00 11.00 0.00 5.9( 5) 0.00 11.00 0.00 1.35 0.08 15 4.20 -2.65 11.04 12.00 0.00 5.3( 5) 0.00 12.00 0.00 1.48 0.09 154 .20 -2.90 11.09 13.00 0.00 4.8( 5) 0.00 13.00 0.00 1.62 0.09 15 4.20 -3.15 11.15 14.00 0.00 4.3( 5) 0.00 14.00 0.00 1.75 0.09 15 4.20 -3.40 11.21 15.00 0.00 3.7( 5) 0.00 15.00 0.00 1.89 0.09 15 4.20 -3.66 11.27 16.00 0.00 3.2( 5) 0.00 16.00 0.00 2.04 0.10 15 4.20 -3.91 11.34 17.00 0.00 2.7( 5) 0.00 17.00 0.00 2.18 0.10 15 4.20 -4.17 11.42 18.00 0.00 2.1( 5) 0.00 18.00 0.00 2.33 0.10 15 4.20 -4.43 11.50 19.00 0.00 1.6( 5) 0.00 19.00 0.00 2.49 0.11 15 4.20 -4.70 11.59 20.00 0.00 1.1( 5) 0.00 20.00 0.00 2.64 0.11 15 4.20 -4.97 11.69 21.00 0.00 0.5( 5) 0.00 21.00 0.00 2.81 0.11 15 4.20 -5.24 11.79 22.00 0.00 0.0( 5) 0.00 22.00 0.00 2.96 0.11 15 4.20 -5.50 11.89 23.00 0.00 -0.6( 5) 0.00 23.00 0.00 3.11 0.12 154.20 -5.75 12.00 24.00 0.00 -1.1( 5) 0.00 24.00 0.00 3.24 0.12 154.20 -5.99 12.10 25.00 0.00 -1.7( 5) 0.00 25.00 0.00 3.35 0.12 154.20 -6.21 12.20 26.00 0.00 -2.3( 5) 0.00 26.00 0.01 3.46 0.12 154.20 -6.43 12.30 27.00 -0.01 -2.9( 5) 0.00 27.00 0.01 3.55 0.13 154.20 -6.63 12.41 28.00 -0.01 -3.5( 5) 0.00 28.00 0.01 3.64 0.13 154.20 -6.83 12.51 29.00 -0.01 -4.2( 5) 0.00 29.00 0.01 3.71 0.13 154.20 -7.01 12.61 30.00 -0.01 -4.8( 5) 0.00 30.00 0.02 3.78 0.13 154.20 -7.19 12.71 31.00 -0.02 -5.4( 5) 0.00 31.00 0.02 3.85 0.13 154.20 -7.36 12.81 32.00 -0.02 -6.1( 5) 0.00 32.00 0.02 3.90 0.13 154.20 -7.53 12.91 33.00 -0.02 -6.7( 5) 0.00 33.00 0.03 3.95 0.14 154.20 -7.69 13.01 34.00 -0.03 -7.4( 5) 0.00 34.00 0.03 4.00 0.14 154.20 -7.84 13.12 35.00 -0.03 -8.1( 5) 0.00 35.00 0.04 4.04 0.14 154.19 -7.99 13.22 36.00 -0.03 -8.8( 5) 0.00 36.00 0.04 4.07 0.14 154.19 -8.14 13.32 37.00 -0.04 -9.4( 5) 0.00 37.00 0.05 4.10 0.14 154.19 -8.28 13.43 38.00 -0.04 -10.1( 5) 0.00 38.00 0.05 4.13 0.14 154.19 -8.42 -8.42 13.53 39.00 -0.04 -10.8( 5) 0.00 39.00 0.06 4.15 0.14 154.19 -8.55 -8.55 13.64 40.00 -0.05 -11.5( 5) 0.00 40.00 0.06 4.16 0.14 154.19 -8.67 -8.67 13.74 41.00 -0.05 -12.2( 5) 0.00 41.00 0.07 4.16 0.14 154.19 -8.78 -8.78 13.83 42.00 -0.06 -12.9( 5) 0.00 42.00 0.07 4.15 0.14 154.19 -8.89 -8.89 13.93
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43.00 -0.06 -13.5( 5) 0.00 43.00 0.08 4.13 0.14 154.19 -8.99 -8.99 14.01 44.00 -0.06 -14.2( 5) 0.00 44.00 0.09 4.10 0.14 154.19 -9.08 -9.08 14.10 45.00 -0.07 -14.9( 5) 0.00 45.00 0.09 4.06 0.14 154.19 -9.16 -9.16 14.18 46.00 -0.07 -15.6( 5) 0.00 46.00 0.10 4.02 0.14 154.19 -9.24 -9.24 14.26 47.00 -0.07 -16.2( 5) 0.00 47.00 0.11 3.97 0.14 154.19 -9.31 -9.31 14.34 48.00 -0.07 -16.9( 5) 0.00 48.00 0.11 3.91 0.14 154.19 -9.38 -9.38 14.42 49.00 -0.08 -17.5( 5) 0.00 49.00 0.12 3.85 0.14 154.19 -9.45 -9.45 14.49 50.00 -0.08 -18.2( 5) 0.00 50.00 0.12 3.78 0.14 154.19 -9.51 -9.51 14.56 51.00 -0.08 -18.8( 5) 0.00 51.00 0.13 3.71 0.14 154.19 -9.56 -9.56 14.63 52.00 -0.08 -19.4( 5) 0.00 52.00 0.14 3.63 0.14 154.19 -9.62 -9.62 14.70 53.00 -0.09 -20.1( 5) 0.00 53.00 0.14 3.55 0.14 154.18 -9.67 -9.67 14.76 54.00 -0.09 -20.7( 5) 0.00 54.00 0.15 3.47 0.13 154.18 -9.72 -9.72 14.83 55.00 -0.09 -21.3( 5) 0.00 55.00 0.16 3.38 0.13 154.18 -9.76 -9.76 14.89 56.00 -0.09 -21.9( 5) 0.00 56.00 0.17 3.28 0.13 154.18 -9.80 -9.80 14.95 57.00 -0.09 -22.5( 5) 0.00 57.00 0.17 3.19 0.13 154.18 -9.84 -9.84 15.01 58.00 -0.10 -23.1( 5) 0.00 58.00 0.18 3.09 0.13 154.18 -9.88 -9.88 15.07 59.00 -0.10 -23.7( 5) 0.00 59.00 0.19 2.98 0.13 154.18 -9.91 -9.91 15.12 60.00 -0.10 -24.3( 5) 0.00 60.00 0.20 2.88 0.13 154.18 -9.94 -9.94 15.18 61.00 -0.10 -24.8( 5) 0.00 61.00 0.21 2.77 0.13 154.18 -9.98 -9.98 15.23 62.00 -0.10 -25.4( 5) 0.00 62.00 0.22 2.65 0.13 154.18 -10.00 15.29 63.00 -0.10 -26.0( 5) 0.00 63.00 0.23 2.54 0.12 154.18 -10.03 15.34 64.00 -0.11 -26.5( 5) 0.00 64.00 0.24 2.42 0.12 154.18 -10.06 15.39 65.00 -0.11 -27.0( 5) 0.00 65.00 0.25 2.30 0.12 154.18 -10.08 15.44 66.00 -0.11 -27.6( 5) 0.00 66.00 0.27 2.18 0.12 154.18 -10.10 15.49 67.00 -0.11 -28.1( 5) 0.00 67.00 0.28 2.06 0.12 154.18 -10.13 15.54 68.00 -0.11 -28.6( 5) 0.00 68.00 0.29 1.93 0.12 154.18 -10.15 15.59 69.00 -0.11 -29.1( 5) 0.00 69.00 0.31 1.81 0.12 154.18 -10.16 15.64 70.00 -0.11 -29.6( 5) 0.00 70.00 0.33 1.68 0.11 154.18 -10.18 15.68 71.00 -0.11 -30.1( 5) 0.00 71.00 0.35 1.55 0.11 154.18 -10.20 15.73 72.00 -0.11 -30.6( 5) 0.00 72.00 0.37 1.42 0.11 154.18 -10.21 15.77 73.00 -0.11 -31.1( 5) 0.00 73.00 0.39 1.29 0.11 154.18 -10.23 15.82 74.00 -0.12 -31.5( 5) 0.00 74.00 0.42 1.15 0.11 154.18 -10.24 15.86 75.00 -0.12 -32.0( 5) 0.00 75.00 0.45 1.02 0.11 154.18 -10.25 15.91 76.00 -0.12 -32.4( 5) 0.00 76.00 0.48 0.89 0.10 154.18 -10.26 15.95 77.00 -0.12 -32.9( 5) 0.00 77.00 0.52 0.75 0.10 154.18 -10.28 16.00 78.00 -0.12 -33.3( 5) 0.00 78.00 0.57 0.61 0.10 154.18 -10.28 16.04 79.00 -0.12 -33.7( 5) 0.00 79.00 0.62 0.47 0.10 154.18 -10.29 16.08 80.00 -0.12 -34.1( 5) 0.00 80.00 0.68 0.34 0.10 154.18 -10.30 16.13 81.00 -0.12 -34.5( 5) 0.00 81.00 0.76 0.20 0.09 154.18 -10.31 16.17 82.00 -0.12 -34.9( 5) 0.00 82.00 0.86 0.06 0.09 154.18 -10.31 16.21 83.00 -0.12 -35.2( 5) 0.00 83.00 0.98 -0.08 0.09 154.18 -10.32 16.25 84.00 -0.12 -35.6( 5) 0.00 84.00 1.14 -0.22 0.09 154.18 -10.33 16.29 85.00 -0.12 -35.9( 5) 0.00 85.00 1.37 -0.36 0.09 154.18 -10.33 16.34 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
StabCAD Ver. 4.20
***
GULF OF MEXICO FPSO -- INTACT STABILITY ANALYSIS
Intact Stability Allowable KG
***
Draft at no Heel .......... 21.50 M Displacement .............. 401784.28 M.Tons Center of Gravity (X,Y,Z) = 154.20; 0.00;
17.60 M
Yaw Angle Of Tilt Axis .... 0.00 Deg Downflooding Angle ........ 26.17 Deg @ HATCH Weathertight Angle ........ 21.96 Deg @ VENT
*****
Wind Speed 51.40 M/Sec
*****
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------Allowable Optimum Range Of Area /--Intercept--/ Condition KG Tilt Angle Stability Ratio 1st 2nd (M) (Deg) (Deg) /----(Deg)----/ ---------------------------------------------------------- ---------- --------- ------ ---------------
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6
For Input KG = 17.60
26.17
26.17
18.96
0.46
81.76
Area Ratio
= 1.40*
24.43
26.17
26.17
1.76 13.42
34.66
1st Intercept
= 15.00*
24.43
26.17
26.17
1.76 13.42
34.66
2nd Intercept
= 30.00*
24.43
26.17
26.17
1.76 13.42
34.66
---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
StabCAD Ver. 4.20
***
GULF OF MEXICO FPSO -- INTACT STABILITY ANALYSIS
Righting Arm And Heeling Arm Curves
***
Draft at no Heel .......... 21.50 M Displacement .............. 401784.3 M.Tons
---------------------------------------------------------------------------------------------------------------------------------------Heel Heeling Arm Righting Arm Data For Calculated KG (Deg) 51.40 0.00 17.60 24.43 24.43 24.43 ---------------------------------------------------------------------------------------------------------------------------------------0.00 0.05 0.00 0.00 0.00 0.00 0.00 1.00 0.06 0.00 0.12 0.00 0.00 0.00 2.00 0.06 0.00 0.24 0.00 0.00 0.00 3.00 0.06 0.00 0.36 0.00 0.00 0.00 4.00 0.06 0.00 0.48 0.00 0.00 0.00 5.00 0.07 0.00 0.60 0.00 0.00 0.00 6.00 0.07 0.00 0.72 0.01 0.01 0.01 7.00 0.07 0.00 0.84 0.01 0.01 0.01 8.00 0.07 0.00 0.97 0.02 0.02 0.02 9.00 0.08 0.00 1.10 0.03 0.03 0.03 10.00 0.08 0.00 1.22 0.04 0.04 0.04 11.00 0.08 0.00 1.35 0.05 0.05 0.05 12.00 0.09 0.00 1.48 0.06 0.06 0.06 13.00 0.09 0.00 1.62 0.08 0.08 0.08 14.00 0.09 0.00 1.75 0.10 0.10 0.10 15.00 0.09 0.00 1.89 0.13 0.13 0.13 16.00 0.10 0.00 2.04 0.15 0.15 0.15 17.00 0.10 0.00 2.18 0.19 0.19 0.19 18.00 0.10 0.00 2.33 0.22 0.22 0.22 19.00 0.11 0.00 2.49 0.26 0.26 0.26 20.00 0.11 0.00 2.64 0.31 0.31 0.31 21.00 0.11 0.00 2.81 0.36 0.36 0.36 22.00 0.11 0.00 2.96 0.41 0.41 0.41 23.00 0.12 0.00 3.11 0.44 0.44 0.44 24.00 0.12 0.00 3.24 0.46 0.46 0.46 25.00 0.12 0.00 3.35 0.46 0.46 0.46 26.00 0.12 0.00 3.46 0.46 0.46 0.46 27.00 0.13 0.00 3.55 0.45 0.45 0.45 28.00 0.13 0.00 3.64 0.43 0.43 0.43 29.00 0.13 0.00 3.71 0.40 0.40 0.40 30.00 0.13 0.00 3.78 0.37 0.37 0.37 31.00 0.13 0.00 3.85 0.33 0.33 0.33 32.00 0.13 0.00 3.90 0.28 0.28 0.28 33.00 0.14 0.00 3.95 0.23 0.23 0.23 34.00 0.14 0.00 4.00 0.18 0.18 0.18 35.00 0.14 0.00 4.04 0.12 0.12 0.12 36.00 0.14 0.00 4.07 0.06 0.06 0.06 37.00 0.14 0.00 4 .10 -0.01 -0.01 -0.01 38.00 0.14 0.00 4 .13 -0.08 -0.08 -0.08 39.00 0.14 0.00 4 .15 -0.15 -0.15 -0.15 40.00 0.14 0.00 4 .16 -0.23 -0.23 -0.23 41.00 0.14 0.00 4 .16 -0.32 -0.32 -0.32 42.00 0.14 0.00 4 .15 -0.42 -0.42 -0.42
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43.00 0.14 0.00 4 .13 -0.53 -0.53 -0.53 44.00 0.14 0.00 4 .10 -0.65 -0.65 -0.65 45.00 0.14 0.00 4 .06 -0.77 -0.77 -0.77 46.00 0.14 0.00 4 .02 -0.89 -0.89 -0.89 47.00 0.14 0.00 3 .97 -1.03 -1.03 -1.03 48.00 0.14 0.00 3 .91 -1.16 -1.16 -1.16 49.00 0.14 0.00 3 .85 -1.30 -1.30 -1.30 50.00 0.14 0.00 3 .78 -1.45 -1.45 -1.45 51.00 0.14 0.00 3 .71 -1.60 -1.60 -1.60 52.00 0.14 0.00 3 .63 -1.75 -1.75 -1.75 53.00 0.14 0.00 3 .55 -1.90 -1.90 -1.90 54.00 0.13 0.00 3 .47 -2.06 -2.06 -2.06 55.00 0.13 0.00 3 .38 -2.22 -2.22 -2.22 56.00 0.13 0.00 3 .28 -2.38 -2.38 -2.38 57.00 0.13 0.00 3 .19 -2.54 -2.54 -2.54 58.00 0.13 0.00 3 .09 -2.71 -2.71 -2.71 59.00 0.13 0.00 2 .98 -2.87 -2.87 -2.87 60.00 0.13 0.00 2 .88 -3.04 -3.04 -3.04 61.00 0.13 0.00 2 .77 -3.21 -3.21 -3.21 62.00 0.13 0.00 2 .65 -3.38 -3.38 -3.38 63.00 0.12 0.00 2 .54 -3.55 -3.55 -3.55 64.00 0.12 0.00 2 .42 -3.72 -3.72 -3.72 65.00 0.12 0.00 2 .30 -3.89 -3.89 -3.89 66.00 0.12 0.00 2 .18 -4.06 -4.06 -4.06 67.00 0.12 0.00 2 .06 -4.23 -4.23 -4.23 68.00 0.12 0.00 1 .93 -4.40 -4.40 -4.40 69.00 0.12 0.00 1 .81 -4.57 -4.57 -4.57 70.00 0.11 0.00 1 .68 -4.74 -4.74 -4.74 71.00 0.11 0.00 1 .55 -4.91 -4.91 -4.91 72.00 0.11 0.00 1 .42 -5.08 -5.08 -5.08 73.00 0.11 0.00 1 .29 -5.24 -5.24 -5.24 74.00 0.11 0.00 1 .15 -5.41 -5.41 -5.41 75.00 0.11 0.00 1 .02 -5.58 -5.58 -5.58 76.00 0.10 0.00 0 .89 -5.74 -5.74 -5.74 77.00 0.10 0.00 0 .75 -5.91 -5.91 -5.91 78.00 0.10 0.00 0 .61 -6.07 -6.07 -6.07 79.00 0.10 0.00 0 .47 -6.23 -6.23 -6.23 80.00 0.10 0.00 0 .34 -6.39 -6.39 -6.39 81.00 0.09 0.00 0 .20 -6.55 -6.55 -6.55 82.00 0.09 0.00 0 .06 -6.71 -6.71 -6.71 83.00 0.09 0.00 -0.08 -6.86 -6.86 -6.86 84.00 0.09 0.00 -0.22 -7.01 -7.01 -7.01 85.00 0.09 0.00 -0.36 -7.16 -7.16 -7.16 ----------------------------------------------------------------------------------------------------------------------------------------
StabCAD Ver. 4.20
GULF OF MEXICO FPSO -- INTACT STABILITY ANALYSIS
Wednesday 4/ 30/2003 10:17:17
Input File Name:C:\STAB42\STABD ATA\GOM\TEST3 Output File Name:C:\STAB42\STABDATA\GOM\TEST3.OT9
* * * Problem Description * * * Number Of Joints ............. 282 Number Of Plates ............. 403 Number Of Cylinders .......... Number Of Stations ...........
Total Execution time =
0: 0: 1
0 0
(000)
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Appendix III: Mooring/Mimosa & Cost Analysis Analysis Input Procedure for Mimosa Data was input into MIMOSA through four files. The first file is the “mass, wind, and current coefficients” coefficients” file, this file contains information such as the vessels mass and various quadratic coefficients for calculation of the wind and and current forces forces on the vessel. vessel. These coefficients were obtained from the environmental loading calculations. The second file used is the environmental data file; this file contains basic environmental parameters such as the peak period and significant wave height. The third input file is of the vessels frequency induced motion in the form of a “SESAM interactive file” (*.sif). This file is produced in another SESAM program program WADAM that computes computes wave analysis and diffraction on a structure. The final file needed is the mooring system file, which contains the particulars of the mooring system such as the line characteristics of the mooring system. In the trial run a mass, wind, and current current coefficients file was created. created. The quadratic coefficients were calculated using in an EXCEL spreadsheet from the environmental loading results of the preliminary FPSO design. Wave drift coefficients and the vessel frequency response were input in a WADAM output file for a 2 million barrel capacity FPSO provided by Haliburton.
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Mimosa Mass, Wind, and Current Coefficients Input
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Environmental Data Macro File MODIFY SYSTEM ' SYSTEM ENVIRONMENTAL CO ' MODIFY SYSTEM Wind ' MODIFY ENVIRONMENT n ' Choose type (D, H, N or A) 39.9 ' Wind speed (m/s) 0 ' Wind direction (deg) Current ' MODIFY ENVIRONMENT 1.4 ' Current velocity ( m/s ) 0 ' Current direction ( deg ) 8 ' Number of current layers, NLCUR: ! ' ZLEV, CURVEL, CURDIR for layer no: 1 0 ' Level for current specification (m) 1.4 ' Current velocity component (m/s) 0 ' Direction of current (deg) ! ' ZLEV, CURVEL, CURDIR for layer no: 2 45 ' Level for current specification (m) 1.4 ' Current velocity component (m/s) 0 ' Direction of current (deg) ! ' ZLEV, CURVEL, CURDIR for layer no: 3 60 ' Level for current specification (m) 1.4 ' Current velocity component (m/s) 0 ' Direction of current (deg) ! ' ZLEV, CURVEL, CURDIR for layer no: 4 80 ' Level for current specification (m) .8 ' Current velocity component (m/s) 0 ' Direction of current (deg) ! ' ZLEV, CURVEL, CURDIR for layer no: 5 100 ' Level for current specification (m) .2 ' Current velocity component (m/s) 0 ' Direction of current (deg) ! ' ZLEV, CURVEL, CURDIR for layer no: 6 200 ' Level for current specification (m) .2 ' Current velocity component (m/s) 0 ' Direction of current (deg) ! ' ZLEV, CURVEL, CURDIR for layer no: 7 300 ' Level for current specification (m) .1 ' Current velocity component (m/s) 0 ' Direction of current (deg) ! ' ZLEV, CURVEL, CURDIR for layer no: 8 1865 ' Level for current specification (m) 0 ' Current velocity component (m/s) 0 ' Direction of current (deg) Wave ' MODIFY ENVIRONMENT jo ' Wave spectrum (PM-1, PM-2, JO or DPS) 12.3 ' Sign. height ( m ) 14.2 ' Peak period ( s ) 1.25 ' Beta 2.98553 ' Gamma 0.7e-1 ' Sigma A 0.9e-1 ' Sigma B 0 ' Wave direction ( deg ) / ' Short-crested representation @ CLOSE
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Vessel Dynamic Wave Analysis (G12.SIF) IDENT 1.00000000E+00 1.00000000E+00 0.00000000E+00 0.00000000E+00 DATE 1.00000000E+00 0.00000000E+00 4.00000000E+00 7.20000000E+01 DATE: 31-MAR-2003 TIME: 16:01:36 PROGRAM: SESAM WADAM VERSION: 7.2-03 10-NOV-2000 COMPUTER: 586 WIN NT 5.1 [2600INSTALLATION: KELLOGG BGA6432 USER: HBB8792 ACCOUNT: TEXT 1.00000000E+00 0.00000000E+00 3.00000000E+00 7.20000000E+01 TAMU SR. PROJ. FPSO
WBODCON 7.00000000E+00 1.00000000E+00 1.00000000E+00 1.00000000E+00 1.00000000E+00 1.00000000E+00 1.00000000E+00 0.00000000E+00 WDRESREF 1.00000000E+01 1.00000000E+00 1.00000000E+00 2.00000000E+00 1.00000000E+00 1.00000000E+00 0.00000000E+00 2.00000000E+00 1.00000000E+00 1.67551613E+00 WDRESREF 1.00000000E+01 2.00000000E+00 1.00000000E+00 2.00000000E+00 1.00000000E+00 1.00000000E+00 0.00000000E+00 2.00000000E+00 2.00000000E+00 1.57079637E+00 WDRESREF 1.00000000E+01 3.00000000E+00 1.00000000E+00 2.00000000E+00 1.00000000E+00 1.00000000E+00 0.00000000E+00 2.00000000E+00 3.00000000E+00 1.47839653E+00 WDRESREF 1.00000000E+01 4.00000000E+00 1.00000000E+00 2.00000000E+00 1.00000000E+00 1.00000000E+00 0.00000000E+00 2.00000000E+00 4.00000000E+00 1.39626348E+00 WDRESREF 1.00000000E+01 5.00000000E+00 1.00000000E+00 2.00000000E+00 1.00000000E+00 1.00000000E+00 0.00000000E+00 2.00000000E+00 5.00000000E+00 1.25663710E+00 WDRESREF 1.00000000E+01 6.00000000E+00 1.00000000E+00 2.00000000E+00 1.00000000E+00 1.00000000E+00 0.00000000E+00 2.00000000E+00 6.00000000E+00 1.14239740E+00 WDRESREF 1.00000000E+01 7.00000000E+00 1.00000000E+00 2.00000000E+00 1.00000000E+00 1.00000000E+00 0.00000000E+00 2.00000000E+00 7.00000000E+00 1.04719758E+00 WDRESREF 1.00000000E+01 8.00000000E+00 1.00000000E+00 2.00000000E+00 1.00000000E+00 1.00000000E+00 0.00000000E+00 2.00000000E+00 8.00000000E+00 8.97597909E-01 WDRESREF 1.00000000E+01 9.00000000E+00 1.00000000E+00 2.00000000E+00 1.00000000E+00 1.00000000E+00 0.00000000E+00 2.00000000E+00 9.00000000E+00 7.85398185E-01 WDRESREF 1.00000000E+01 1.00000000E+01 1.00000000E+00 2.00000000E+00 1.00000000E+00 1.00000000E+00 0.00000000E+00 2.00000000E+00 1.00000000E+01 6.98131740E-01 WDRESREF 1.00000000E+01 1.10000000E+01 1.00000000E+00 2.00000000E+00 1.00000000E+00 1.00000000E+00 0.00000000E+00 2.00000000E+00 1.10000000E+01 5.71198702E-01 WDRESREF 1.00000000E+01 1.20000000E+01 1.00000000E+00 2.00000000E+00 1.00000000E+00 1.00000000E+00 0.00000000E+00 2.00000000E+00 1.20000000E+01 4.83321965E-01 WDRESREF 1.00000000E+01 1.30000000E+01 1.00000000E+00 2.00000000E+00 1.00000000E+00 1.00000000E+00 0.00000000E+00 2.00000000E+00 … … …
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Example 8 Line Synthetic Input VESSEL POSITION Text describing positioning system 'vessel CG position coordinates with respect to global WL coordinate system. 'x1ves x2ves x3ves head 0 0 0 0 LINE DATA 'iline lichar inilin iwirun intact 1 1 1 0 1 'tpx1 tpx2 75 0 'alfa tens xwinch 22.5 1810 0 LINE DATA 'iline lichar inilin iwirun intact 2 1 1 0 1 'tpx1 tpx2 75 0 'alfa tens xwinch 67.5 1810 0 LINE DATA 'iline lichar inilin iwirun intact 3 2 1 0 1 'tpx1 tpx2 75 0 'alfa tens xwinch 112.5 1810 0 LINE DATA 'iline lichar inilin iwirun intact 4 2 1 0 1 'tpx1 tpx2 75 0 'alfa tens xwinch 157.5 1810 0 LINE DATA 'iline lichar inilin iwirun intact 5 3 1 0 1 'tpx1 tpx2 75 0 'alfa tens xwinch 202.5 1810 0 LINE DATA 'iline lichar inilin iwirun intact 6 3 1 0 1 'tpx1 tpx2 75 0 'alfa tens xwinch 247.5 1810 0 LINE DATA 'iline lichar inilin iwirun intact 7 4 1 0 1 'tpx1 tpx2 75 0 'alfa tens xwinch 292.5 1810 0
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LINE DATA 'iline lichar inilin iwirun intact 8 4 1 0 1 'tpx1 tpx2 75 0 'alfa tens xwinch 337.5 1810 0 LINE CHARACTERISTICS DATA 'lichar 1 'linpty npocha 2 40 'nseg ibotco icurli 3 1 1 'anbot tpx3 x3ganc tmax fric 19.6 19.6 1865 18000 1 'iseg ieltyp nel ibuoy sleng nea brkstr 1 0 8 0 50 1 13710 2 0 130 0 2700 1 13345 3 0 15 0 150 1 13710 'iseg dia emod emfact uwiw watfac cdn cdl 1 0.1207 1.84E+10 2 2.722 0.87 2.4 0.16 2 0.221 1.00E+07 1 0.0327 0.11 1.2 0.16 3 0.1207 1.84E+10 2 2.722 0.87 2.4 0.16 LINE CHARACTERISTICS DATA 'lichar 2 'linpty npocha 2 40 'nseg ibotco icurli 3 1 1 'anbot tpx3 x3ganc tmax fric 19.6 0 1865 18000 1 'iseg ieltyp nel ibuoy sleng nea brkstr 1 0 8 0 50 1 13710 2 0 130 0 2700 1 13345 3 0 15 0 150 1 13710 'iseg dia emod emfact uwiw watfac cdn cdl 1 0.1207 1.84E+10 2 2.722 0.87 2.4 0.16 2 0.221 1.00E+07 1 0.0327 0.11 1.2 0.16 3 0.1207 1.84E+10 2 2.722 0.87 2.4 0.16 LINE CHARACTERISTICS DATA 'lichar 3 'linpty npocha 2 40 'nseg ibotco icurli 3 1 1 'anbot tpx3 x3ganc tmax fric 19.6 0 1865 18000 1 'iseg ieltyp nel ibuoy sleng nea brkstr 1 0 8 0 50 1 13710 2 0 130 0 2700 1 13345 3 0 15 0 150 1 13710 'iseg dia emod emfact uwiw watfac cdn cdl 1 0.1207 1.84E+10 2 2.722 0.87 2.4 0.16
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2 0.221 1.00E+07 1 0.0327 0.11 1.2 0.16 3 0.1207 1.84E+10 2 2.722 0.87 2.4 0.16 LINE CHARACTERISTICS DATA 'lichar 4 'linpty npocha 2 40 'nseg ibotco icurli 3 1 1 'anbot tpx3 x3ganc tmax fric 19.6 0 1865 18000 1 'iseg ieltyp nel ibuoy sleng nea brkstr 1 0 8 0 50 1 13710 2 0 130 0 2700 1 13345 3 0 15 0 150 1 13710 'iseg dia emod emfact uwiw watfac cdn cdl 1 0.1207 1.84E+10 2 2.722 0.87 2.4 0.16 2 0.221 1.00E+07 1 0.0327 0.11 1.2 0.16 3 0.1207 1.84E+10 2 2.722 0.87 2.4 0.16 'termination of input data END
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Example 16 Line Chain-Wire-Chain Input Vessel Position Text describing positioning system 'vessel CG position coordinates with respect to global WL coordinate system. 'x1ves x2ves x3ves head 0 0 0 0 LINE DATA 'iline lichar inilin iwirun intact 1 1 1 0 1 'tpx1 tpx2 75 0 'alfa tens xwinch 10 3275 0 LINE DATA 'iline lichar inilin iwirun intact 2 1 1 0 1 'tpx1 tpx2 75 0 'alfa tens xwinch 35 3275 0 LINE DATA 'iline lichar inilin iwirun intact 3 1 1 0 1 'tpx1 tpx2 75 0 'alfa tens xwinch 55 3275 0 LINE DATA 'iline lichar inilin iwirun intact 4 1 1 0 1 'tpx1 tpx2 75 0 'alfa tens xwinch 80 3275 0 LINE DATA 'iline lichar inilin iwirun intact 5 2 1 0 1 'tpx2 tpx3 75 0 'alfa tens xwinch 100 3275 1 LINE DATA 'iline lichar inilin iwirun intact 6 2 1 0 1 'tpx3 tpx4 75 0 'alfa tens xwinch 125 3275 2 LINE DATA 'iline lichar inilin iwirun intact 7 2 1 0 1 'tpx4 tpx5 75 0 'alfa tens xwinch
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145 3275 3 LINE DATA 'iline lichar inilin iwirun 8 2 1 0 1 'tpx5 tpx6 75 0 'alfa tens xwinch 170 3275 4 LINE DATA 'iline lichar inilin iwirun 9 3 1 0 1 'tpx6 tpx7 75 0 'alfa tens xwinch 190 3275 5 LINE DATA 'iline lichar inilin iwirun 10 3 1 0 1 'tpx7 tpx8 75 0 'alfa tens xwinch 215 3275 6 LINE DATA 'iline lichar inilin iwirun 11 3 1 0 1 'tpx8 tpx9 75 0 'alfa tens xwinch 235 3275 7 LINE DATA 'iline lichar inilin iwirun 12 3 1 0 1 'tpx9 tpx10 75 0 'alfa tens xwinch 260 3275 8 LINE DATA 'iline lichar inilin iwirun 13 4 1 0 1 'tpx10 tpx11 75 0 'alfa tens xwinch 280 3275 9 LINE DATA 'iline lichar inilin iwirun 14 4 1 0 1 'tpx11 tpx12 75 0 'alfa tens xwinch 305 3275 10 LINE DATA 'iline lichar inilin iwirun 15 4 1 0 1 'tpx12 tpx13 75 0 'alfa tens xwinch
intact
intact
intact
intact
intact
intact
intact
intact
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325 3275 11 LINE DATA 'iline lichar inilin iwirun intact 16 4 1 0 1 'tpx13 tpx14 75 0 'alfa tens xwinch 350 3275 12 LINE CHARACTERISTICS DATA 'lichar 1 'linpty npocha 2 40 'nseg ibotco icurli 3 1 1 'anbot tpx3 x3ganc tmax fric 0 19.6 1865 18000 1 'iseg ieltyp nel ibuoy sleng nea brkstr 1 0 8 0 50 1 16906 2 0 130 0 2800 1 16607 3 0 15 0 200 1 16906 'iseg dia emod emfact uwiw watfac cdn cdl 1 0.1365 1.84E+10 2 3.48 0.87 2.4 0.16 2 0.1429 2.11E+10 1 0.874 0.82 1.2 0.16 3 0.1365 1.84E+10 2 3.48 0.87 2.4 0.16 LINE CHARACTERISTICS DATA 'lichar 2 'linpty npocha 2 40 'nseg ibotco icurli 3 1 1 'anbot tpx3 x3ganc tmax fric 0 19.6 1865 18000 1 'iseg ieltyp nel ibuoy sleng nea brkstr 1 0 8 0 50 1 16906 2 0 130 0 2800 1 16607 3 0 15 0 200 1 16906 'iseg dia emod emfact uwiw watfac cdn cdl 1 0.1365 1.84E+10 2 3.48 0.87 2.4 0.16 2 0.1429 2.11E+10 1 0.874 0.82 1.2 0.16 3 0.1365 1.84E+10 2 3.48 0.87 2.4 0.16 LINE CHARACTERISTICS DATA 'lichar 3 'linpty npocha 2 40 'nseg ibotco icurli 3 1 1 'anbot tpx3 x3ganc tmax fric 0 19.6 1865 18000 1 'iseg ieltyp nel ibuoy sleng nea brkstr 1 0 8 0 50 1 16906 2 0 130 0 2800 1 16607 3 0 15 0 200 1 16906 'iseg dia emod emfact uwiw watfac cdn cdl
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1 0.1365 1.84E+10 2 3.48 0.87 2.4 0.16 2 0.1429 2.11E+10 1 0.874 0.82 1.2 0.16 3 0.1365 1.84E+10 2 3.48 0.87 2.4 0.16 LINE CHARACTERISTICS DATA 'lichar 4 'linpty npocha 2 40 'nseg ibotco icurli 3 1 1 'anbot tpx3 x3ganc tmax fric 0 19.6 1865 18000 1 'iseg ieltyp nel ibuoy sleng nea brkstr 1 0 8 0 50 1 16906 2 0 130 0 2800 1 16607 3 0 15 0 200 1 16906 'iseg dia emod emfact uwiw watfac cdn cdl 1 0.1365 1.84E+10 2 3.48 0.87 2.4 0.16 2 0.1429 2.11E+10 1 0.874 0.82 1.2 0.16 3 0.1365 1.84E+10 2 3.48 0.87 2.4 0.16 'termination of input data END
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Example 8 Line Synthetic Output MIMOSA Version 5.6-02
29-APR-2003 22:03 Page 1 Mooring analysis of 8 line synthetic system
MARINTEK
****** ****** ****** ****** ** *** **** ******** ******** ******** * ******* ******** ************* ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ******* ********** ******* ********* ** ** ** ******* ********* ******* ********** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ******** ******** ******** ********* ** ** ** ****** ****** ****** ****** ** ** ** **
*************************** * * * MIMOSA * * * * Mooring Analysis * * * *************************** Marketing and Support by DNV Software Program id : 5.6-02 Computer : 586 Release date : 3-JUL-2002 Impl. update : Access time : 29-APR-2003 22:03:59 Operating system : Win NT 5.1 [2600] User id : jrp0803 CPU id : 0000200304 Installation : , ce220no03 Copyright DET NORSKE VERITAS AS, P.O.Box 300, N-1322 Hovik, Norway Input file : g12.sif * Vessel mass and added mass Text : TAMU SR. PROJ. FPSO Input file : g12.sif * HF motion transfer functions Text : TAMU SR. PROJ. FPSO Water depth used in calculation of roll, pitch and yaw : 1865.0 m
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MIMOSA Version 5.6-02
29-APR-2003 22:03 Page 2 Mooring analysis of 8 line synthetic system
MARINTEK
Duration for short-term statistics : 120.00 min. Input file : g12.sif * Wave drift force coefficients Text : TAMU SR. PROJ. FPSO Input file : wmc.dat * Current force coefficients Text : Mass, Wind, Curre Input file : wmc.dat * Wind force coefficients Text : Mass, Wind, Curre Input file : g8sb.inp * Mooring system data Text : Text describing positioning system MIMOSA Version 5.6-02
29-APR-2003 22:03 Page 3 Mooring analysis of 8 line synthetic system
MARINTEK
* EQUILIBRIUM POSITION * -----------------------Relative to Relative to GLOBAL ORIGIN CURRENT Position OFFSET ................. ............ ..... 36.8 m DIRECTION (rel. North).. 0.0 deg HEADING ................ .............. .. 0.0 deg X1 (North) ............. 36.8 m X2 (East) .............. ............. . 0.0 0. 0 m
36.8 m 0.0 deg 0.0 deg 36.8 m 0.0 m
The Vessel is moved to Equilibrium Position ! * STATIC EXTERNAL FORCES * --------------------------
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!-----------------------!----------------------------------------------------------------------------------! ----! ! ! Surge comp. ! Sway comp. ! Yaw comp. ! !-----------------------!----------------------------------------------------------------------------------! ----! ! Wind ! 4193.4 kN ! 0.0 kN ! 0.0000 kNm! ! Wave ! 3817.0 kN ! 0.0 kN !0.1238E-02 kNm! ! Current ! 162.1 kN ! 0.0 kN ! 0.0000 kNm! ! ! ! ! ! ! Fixed force ! 0.0 kN ! 0.0 kN ! 0.0000 kNm! !-----------------------!----------------------------------------------------------------------------------! ----! ! Total ! 8172.5 kN ! 0.0 kN !0.1238E-02 kNm! !-----------------------!----------------------------------------------------------------------------------! ----! TOTAL FORCE : 8172.5 kN Dir. rel. Vessel : ------------------------------------------------- Dir. rel. North : 0.0 deg MIMOSA Version 5.6-02
29-APR-2003 22:03 Page 4 Mooring analysis of 8 line synthetic system
0.0 deg
MARINTEK
* MAXIMUM LINE TENSIONS. HF MOTION * --------------------------------------------------------------------------------------------** Line Dynamics Included ** Line ---- Top tension ---Max. Direction Type No. Mean Max Safety Segm. tangent from hor. (kN) (kN) factor No. motion (m) plane (deg) 1 2 3 4 5 6 7 8
677.1 987.9 3213.7 5307.4 5309.3 3218.2 990.2 678.3
1367.4 1518.2 3678.7 5775.8 5777.7 3682.5 1553.5 1435.0
10.03 9.03 3.73 2.37 2.37 3.72 8.83 9.55
3 3 3 3 3 3 3 3
4.20 3.94 3.44 3.45 3.45 3.44 4.16 4.54
-70.3 -59.9 -45.8 -43.1 -43.1 -45.8 -60.2 -70.5
SAM SAM SAM SAM SAM SAM SAM SAM
SAM = Tensions are estimated with the Simplified Analytic Method Method HF max tension: Non-Rayleigh based Details on dynamic tension (in kN): ---------------------------------------------------------------------------------------------------------Line Standard Maximum Maximum Zero crossing No. deviation amplitude tension period (s) ---------------------------------------------------------------------------------------------------------1 142.9 684.9 1367.4 15.14 2 150.6 528.2 1518.2 15.27 3 133.2 466.2 3678.7 15.77 4 134.0 468.4 5775.8 16.00 5 134.0 468.4 5777.7 16.00 6 133.2 466.1 3682.5 15.77 7 159.3 559.1 1553.5 15.25 8 156.7 751.4 1435.0 15.10 MIMOSA Version 5.6-02
29-APR-2003 22:03
MARINTEK
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Page 5 Mooring analysis of 8 line synthetic system * EQUILIBRIUM POSITION * -----------------------Relative to Relative to GLOBAL ORIGIN CURRENT Position OFFSET ................. ............ ..... 74.1 m DIRECTION (rel. North).. 348.9 deg HEADING ................ .............. .. 0.0 deg X1 (North) ............. 72.7 m X2 (East) .............. -14.3 m
38.6 m 338.2 deg 0.0 deg 35.9 m -14.3 m
The Vessel is moved to Equilibrium Position ! MIMOSA Version 5.6-02
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* MAXIMUM LINE TENSIONS. HF MOTION * --------------------------------------------------------------------------------------------** Line Dynamics Included ** Line ---- Top tension ---Max. Direction Type No. Mean Max Safety Segm. tangent from hor. (kN) (kN) factor No. motion (m) plane (deg) 1 2 3 4 5 6 7 8
584.5 1357.8 10.10 1002.4 1532.7 8.95 6157.9 6598.9 2.08 BROKEN 8366.4 8823.7 1.55 3364.0 3828.3 3.58 647.5 1438.0 9.53 564.4 1386.2 9.89
3 3 3
4.42 3.94 3.25
-76.3 -59.6 -42.5
SAM SAM SAM
3 3 3 3
3.37 3.42 4.55 4.69
-41.5 -45.5 -72.3 -78.0
SAM SAM SAM SAM
SAM = Tensions are estimated with the Simplified Analytic Method Method HF max tension: Non-Rayleigh based Details on dynamic tension (in kN): ---------------------------------------------------------------------------------------------------------Line Standard Maximum Maximum Zero crossing No. deviation amplitude tension period (s) ---------------------------------------------------------------------------------------------------------1 136.3 779.8 1357.8 15.18 2 150.8 528.9 1532.7 15.29 3 126.0 441.0 6598.9 15.81 4 BROKEN 5 130.8 457.3 8823.7 16.01 6 132.7 464.3 3828.3 15.79 7 153.8 791.9 1438.0 15.28 8 140.4 826.1 1386.2 15.16
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Example 16 Line Chain-Wire-Chain Output MIMOSA Version 5.6-02
29-APR-2003 21:44 MARINTEK Page 1 Mooring Results of siteen line chain wire chain
****** ****** ****** ****** ** *** **** ******** ******** ******** * ******* ******** ************* ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ******* ********** ******* ********* ** ** ** ******* ********* ******* ********** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ** ******** ******** ******** ********* ** ** ** ****** ****** ****** ****** ** ** ** **
*************************** * * * MIMOSA * * * * Mooring Analysis * * * *************************** Marketing and Support by DNV Software Program id : 5.6-02 Computer : 586 Release date : 3-JUL-2002 Impl. update : Access time : 29-APR-2003 21:44:36 Operating system : Win NT 5.1 [2600] User id : jrp0803 CPU id : 0000200304 Installation : , ce220no03 Copyright DET NORSKE VERITAS AS, P.O.Box 300, N-1322 Hovik, Norway Input file : g12.sif * Vessel mass and added mass Text : TAMU SR. PROJ. FPSO Input file : g12.sif * HF motion transfer functions Text : TAMU SR. PROJ. FPSO Water depth used in calculation of roll, pitch and yaw : 1865.0 m MIMOSA Version 5.6-02
29-APR-2003 21:44 MARINTEK Page 2 Mooring Results of siteen line chain wire chain
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Duration for short-term statistics : 120.00 min. Input file : g12.sif * Wave drift force coefficients Text : TAMU SR. PROJ. FPSO Input file : wmc.dat * Current force coefficients Text : Mass, Wind, Curre Input file : wmc.dat * Wind force coefficients Text : Mass, Wind, Curre MIMOSA Version 5.6-02
29-APR-2003 21:44 MARINTEK Page 3 Mooring Results of siteen line chain wire chain
* ENVIRONMENTAL CONDITIONS * --------------------------- NOTE ! Propagation direction ( 0 deg : towards North ) ( 90 deg : towards East ) WIND
NPD SPECTRUM Mean speed ........................ ............. ........... : 39.90 m/s Direction ......................... .............. ........... : 0.00 deg.
CURRENT Velocity .......................... ............. ............. : 1.40 m/s Direction ......................... .............. ........... : 0.00 deg. Current profile used in comp. of line profile: Number (m) 1 2 3 4 5 6 7 8 WAVE
Level Velocity Direction rel. (m/s) north (deg)
0.00 1.400 45.00 1.400 60.00 1.400 80.00 0.800 100.00 0.200 200.00 0.200 300.00 0.100 1865.00 0.000
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
JONSWAP SPECTRUM,
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Significant wave wave height (HS) ...... : 12.30 m Peak period (TP) .................. : 14.200 s Phillip constant (ALPHA) .......... : 0.01292 Form parameter (BETA) ............. : 1.250 Peakedness parameter (GAMMA) ...... : 2.986 Spectrum width parameter parameter (SIGA) (SIGA) ... : 0.070 Spectrum width parameter parameter (SIGB) ... : 0.090 Direction ......................... .............. ........... : 0.00 deg Short-crested representation ...... : COS**0 NO SWELL Input file : g16wa.inp * Mooring system data Text : Text describing positioning system MIMOSA Version 5.6-02
29-APR-2003 21:44 MARINTEK Page 5 Mooring Results of siteen line chain wire chain
* STATIC EXTERNAL FORCES * -------------------------!-----------------------!----------------------------------------------------------------------------------! ----! ! ! Surge comp. ! Sway comp. ! Yaw comp. ! !-----------------------!----------------------------------------------------------------------------------! ----! ! Wind ! 4193.4 kN ! 0.0 kN ! 0.0000 kNm! ! Wave ! 3817.0 kN ! 0.0 kN !0.1238E-02 kNm! ! Current ! 162.1 kN ! 0.0 kN ! 0.0000 kNm! ! ! ! ! ! ! Fixed force ! 0.0 kN ! 0.0 kN ! 0.0000 kNm! !-----------------------!----------------------------------------------------------------------------------! ----! ! Total ! 8172.5 kN ! 0.0 kN !0.1238E-02 kNm! !-----------------------!----------------------------------------------------------------------------------! ----! TOTAL FORCE : 8172.5 kN Dir. rel. Vessel : ------------------------------------------------- Dir. rel. North : 0.0 deg
0.0 deg
* EQUILIBRIUM POSITION * -----------------------Relative to Relative to GLOBAL ORIGIN CURRENT Position OFFSET ................. ............ ..... 182.8 m DIRECTION (rel. North).. 0.0 deg HEADING ................ .............. .. 0.0 deg X1 (North) ............. 182.8 m X2 (East) .............. ............. . 0.0 0. 0 m
182.8 m 0.0 deg 0.0 deg 182.8 m 0.0 m
The Vessel is moved to Equilibrium Position !
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MIMOSA Version 5.6-02
29-APR-2003 21:44 MARINTEK Page 6 Mooring Results of siteen line chain wire chain
* MAXIMUM LINE TENSIONS. HF MOTION * --------------------------------------------------------------------------------------------** Line Dynamics Included ** Line ---- Top tension ---Max. Direction Type No. Mean Max Safety Segm. tangent from hor. (kN) (kN) factor No. motion (m) plane (deg) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
2788.7 2857.4 2972.1 3191.0 3423.9 3824.8 4275.0 4821.4 4821.3 4274.7 3824.5 3423.7 3190.8 2972.0 2857.3 2788.7
3204.4 3298.3 3458.9 3777.6 4142.6 5054.0 6398.4 8501.6 8492.9 6398.9 5053.4 4143.5 3777.1 3458.4 3299.4 3204.4
5.28 5.13 4.89 4.48 4.08 3.35 2.64 1.99 1.99 2.64 3.35 4.08 4.48 4.89 5.12 5.28
3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3
4.39 4.40 4.41 4.44 4.49 4.56 4.60 4.62 4.62 4.60 4.56 4.49 4.44 4.41 4.40 4.39
-76.0 -74.8 -73.0 -69.9 -66.9 -62.9 -59.5 -56.6 -56.6 -59.5 -62.9 -66.9 -69.9 -73.0 -74.8 -76.0
SAM SAM SAM SAM SAM SAM SAM SAM SAM SAM SAM SAM SAM SAM SAM SAM
SAM = Tensions are estimated with the Simplified Analytic Method Method HF max tension: Non-Rayleigh based MIMOSA Version 5.6-02
29-APR-2003 21:44 MARINTEK Page 7 Mooring Results of siteen line chain wire chain
Details on dynamic tension (in kN): ---------------------------------------------------------------------------------------------------------Line Standard Maximum Maximum Zero crossing No. deviation amplitude tension period (s) ---------------------------------------------------------------------------------------------------------1 79.1 415.0 3204.4 14.75 2 82.5 440.1 3298.3 14.79 3 88.9 486.4 3458.9 14.85 4 102.7 585.4 3777.6 14.96 5 121.1 716.0 4142.6 15.06 6 192.5 1226.2 5054.0 15.18 7 316.3 2119.2 6398.4 15.26 8 529.5 3671.9 8501.6 15.31 9 528.4 3663.2 8492.9 15.31 10 316.4 2119.9 6398.9 15.26 11 192.4 1225.8 5053.4 15.18 12 121.3 717.2 4143.5 15.06 15. 06 13 102.7 585.2 3777.1 14.96 14. 96
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14 15 16
88.8 82.6 79.1
486.0 441.2 415.1
3458.4 3299.4 3204.4
14.85 14.79 14.75
* EQUILIBRIUM POSITION * -----------------------Relative to Relative to GLOBAL ORIGIN CURRENT Position OFFSET ................. ............ ..... 206.5 m DIRECTION (rel. North).. 351.8 deg HEADING ................ .............. .. 0.0 deg X1 (North) ............. 204.3 m X2 (East) .............. ............. . -29.5 m
36.6 m 306.2 deg 0.0 deg 21.6 m -29.5 m
The Vessel is moved to Equilibrium Position ! MIMOSA Version 5.6-02
29-APR-2003 21:44 MARINTEK Page 8 Moorinr Results of siteen line chain wire chain
* MAXIMUM LINE TENSIONS. HF MOTION * --------------------------------------------------------------------------------------------** Line Dynamics Included ** Line ---- Top tension ---Max. Direction Type No. Mean Max Safety Segm. tangent from hor. (kN) (kN) factor No. motion (m) plane (deg) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
2758.2 3165.7 2860.6 3304.3 3009.9 3510.1 3283.5 3909.8 3587.3 4458.7 4197.0 6051.2 BROKEN 5834.9 13151.4 5368.5 10966.2 4314.1 6524.9 3753.5 4889.2 3332.0 4004.9 3093.1 3644.1 2882.6 3342.3 2783.8 3203.7 2736.6 3137.4
5.34 5.12 4.82 4.32 3.79 2.79
3 3 3 3 3 3
4.41 4.40 4.40 4.41 4.44 4.48
-76.5 -74.8 -72.5 -68.7 -65.1 -60.0
SAM SAM SAM SAM SAM SAM
1.29 1.54 2.59 3.46 4.22 4.64 5.06 5.28 5.39
3 3 3 3 3 3 3 3 3
4.52 4.56 4.60 4.58 4.53 4.49 4.45 4.44 4.43
-52.8 -54.3 -59.3 -63.5 -68.0 -71.2 -74.4 -76.1 -76.9
SAM SAM SAM SAM SAM SAM SAM SAM SAM
SAM = Tensions are estimated with the Simplified Analytic Method Method HF max tension: Non-Rayleigh based MIMOSA Version 5.6-02
29-APR-2003 21:44 Page 9
MARINTEK
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Moorinr Results of siteen line chain wire chain Details on dynamic tension (in kN): ---------------------------------------------------------------------------------------------------------Line Standard Maximum Maximum Zero crossing No. deviation amplitude tension period (s) ---------------------------------------------------------------------------------------------------------1 78.0 407.0 3165.7 14.76 2 82.8 442.8 3304.3 14.79 3 90.7 499.6 3510.1 14.85 4 108.0 622.1 3909.8 14.97 5 142.7 869.1 4458.7 15.08 6 280.1 1852.8 6051.2 15.22 7 BROKEN 8 1029.6 7312.8 13151.4 15.35 9 791.6 5587.6 10966.2 15.34 10 328.4 2206.5 6524.9 15.26 11 179.0 1130.7 4889.2 15.18 12 114.5 669.7 4004.9 15.05 15. 05 13 97.7 550.2 3644.1 14.96 14 85.0 458.9 3342.3 14.85 15 79.6 419.0 3203.7 14.80 16 77.1 400.1 3137.4 14.76
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Cost Analysis Appendix Table 5: 8 Line Polyester Cost Analysis
Mooring
Line Fairlead Chain Anchor Chain Wire Polyester
8 Line Polyester Unit cost ($/kN-m) 0.034 0.034 0.02 0.02
Length (m) 50 200
B.S. (kN) 13710 13710
Cost ($) $23,307 $93,228
2700
13345
$720,630
Cost per Line Total
$837,165 $6,697,320
Appendix Table 6: 12 Line Wire-Chain Cost Cost Analysis
Mooring
Line Fairlead Chain Anchor Chain Wire Polyester
12 Line Wire-Chain Unit cost ($/kN-m) 0.034 0.034 0.02 0.02
Length (m) 50 1000 2000
B.S. (kN) 19577 13094 16906 Cost per Line Total
Cost ($) $33,281 $445,196 $676,240
$1,154,717 $13,856,603
Appendix Table 7: 16 line Wire-Chain Cost Cost Analysis
Mooring
Line Fairlead Chain Anchor Chain Wire Polyester
16 Line Wire-Chain Unit cost ($/kN-m) 0.034 0.034 0.02 0.02
Length (m) 66.5 200 2800
B.S. (kN) 16906 16906 16607 Cost per Line Total
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Cost ($) $38,224 $114,961 $929,992
$1,083,177 $17,330,836
Appendix IV: Hydrodynamics Hydrodynamics of Motion and Loading Surge Response 8 7 ) 6 m ( 5 e c 4 n a t s 3 i D2 1 0 0
0.1
0.2
0.3
0.4
0.5
Frequency (rad/s)
Appendix Figure 17: Surge Response Spectrum
Heave Response 9 8 ) 7 m6 ( e 5 c n a 4 t s 3 i d 2 1 0 0
0.1
0.2
0.3
0.4
0.5
Frequency (rad/s)
Appendix Figure 18: Heave Response Spectrum
Yaw Response 9E-17 8E-17 ) 7E-17 m6E-17 ( e 5E-17 c n a 4E-17 t s 3E-17 i d 2E-17 1E-17 0 0
0.1
0.2
0.3
0.4
Frequency (rad/s)
Appendix Figure 19: Yaw Response Spectrum
0.5
Roll Response 2E-14 ) 1.5E-14 m ( n o 1E-14 i t o m
5E-15 0
0
0.1
0.2
0.3
0.4
Frequency (rad/s)
Appendix Figure 20: 20: Roll Response Spectrum Spectrum
Pitch Response 0.0001 0.00008
) m ( 0.00006 n o i t 0.00004 o m
0.00002 0 0
0.1
0.2
0.3
0.4
0.5
Frequency (rad/s)
Appendix Figure 21: 21: Pitch Response Spectrum
Sway Response 3.5E-13 3E-13
) m2.5E-13 ( e 2E-13 c n a 1.5E-13 t s i D 1E-13
5E-14 0 0
0.1
0.2
0.3
Frequency (rad/s)
Appendix Figure 22: Sway Response Spectrum Spectrum
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0.4
