Levingston 415WC - Design Basis

Report Number: OCD050-RP-PM-002 Rev: A 2 May 2013
Levingston 415WC Liftboat
Basic Design Basis
Restricted to: Levingston & GL Noble Denton and/or their approved Clients
Prepared for: Authorized by:

Mr. Ronald E. Sanders
CEO & President Sanal B Nair
Project Manager
Levingston Middle East FZE Offshore Dynamics Limited trading as GL Noble Denton
PO Box 9524, Sharjah, PO Box 49480
Hamriyah Free Zone
United Arab Emirates Sharjah
United Arab Emirates
Mobile No.: +971 55 7182984

E-Mail: ronsanders@levingstonoffshore.com Tel: +971 6 513 5533
Fax: +971 6 526 1994
Website: www.levingstonoffshore.com E-mail: sanal.nair@nobledenton.com
Website: www.gl-nobledenton.com
Customer Reference: OCD050 - The Levingston Corporation
This report is intended for the sole use of the person or organisation to whom it is addressed and no liability, of any nature whatsoever, shall be assumed to any other party in respect of
its contents.
GL Noble Denton is the trading name of Offshore Dynamics Limited

Registered Office Address P.O. Box 415, Templar House, Don Road, St. Helier, Jersey, UK
Report Number: OCD050-RP-PM-002 Rev: A
Report Title: Basic Design Basis
Distribution
Name Company
Mr. Ronald E. Sanders The Levingston Corporation
CEO & President
Report approval
Rev Description Date Prepared by: Checked by: Approved by:
PRADEEP PADMAN
Issued for Internal – Sr. Naval Architect NANDLAL AHER SANAL B. NAIR
IDC-1 17 February 2013
review SHIJU KURIAKOSE – Project Engineer Project Manager
– Lead Structural Engineer
PRADEEP PADMAN
– Sr. Naval Architect NANDLAL AHER SANAL B. NAIR
Issued for Comments 2 May 2013
A – Project Engineer Project Manager
SHIJU KURIAKOSE
– Lead Structural Engineer
Revision Control Sheet

Revision Date Pages Description of Changes
IDC-1 17 Feb 2013 All Issued for Internal review
A 2 May 2013 All Issued for Comments
Previous issues of this document shall be destroyed or marked SUPERSEDED
Restricted Page 2 of 75
Contents
1 INTRODUCTION ........................................................................................................................... 6
1.1 Scope................................................................................................................................................ 6
1.2 Objective .......................................................................................................................................... 6
1.3 Vessel description........................................................................................................................... 6
2 GENERAL INFORMATION ........................................................................................................... 8
2.1 Vessel main particulars .................................................................................................................. 8
2.2 Definition of terms ......................................................................................................................... 10
2.3 Units & Representations ............................................................................................................... 11
2.4 Axis convention............................................................................................................................. 12
3 RULES & REGULATIONS .......................................................................................................... 13
3.1 Classification & Notation .............................................................................................................. 13
3.2 Port of Registry ............................................................................................................................. 13
3.3 Rules & Regulations ..................................................................................................................... 13
4 DESIGN CONDITIONS................................................................................................................ 15
4.1 Design Water Depth ...................................................................................................................... 15
4.2 Elevated Condition ........................................................................................................................ 15
4.3 Environmental Conditions ............................................................................................................ 15
4.4 Ambient Temperatures ................................................................................................................. 16
4.5 Structural Steel .............................................................................................................................. 17
4.6 Deck Loading ................................................................................................................................. 17
4.7 Consumable Tanks ....................................................................................................................... 17
4.8 Preload & Buffer Tanks ................................................................................................................. 17
5 LIGHTWEIGHT & VARIABLE LOADS ....................................................................................... 19
5.1 Lightweight Summary ................................................................................................................... 19
5.2 Elevated lightship.......................................................................................................................... 19
5.3 Leg load.......................................................................................................................................... 19
5.4 Variable load .................................................................................................................................. 19
5.5 Floating Lightship ......................................................................................................................... 20
5.6 Floating Displacement .................................................................................................................. 20
6 NAVAL ARCHITECTURE ........................................................................................................... 21
6.1 Hull Shape & Size .......................................................................................................................... 21
6.2 Intact & Damage Stability ............................................................................................................. 21
6.3 Freeboard Calculation .................................................................................................................. 21
6.4 Resistance and Propulsion Calculations .................................................................................... 21
6.5 Towing tank Model Test and wind tunnel test ............................................................................ 21
7 STRUCTURAL DESIGN .............................................................................................................. 22
7.1 Environmental conditions for structural design......................................................................... 22
7.2 Marine growth ................................................................................................................................ 24
7.3 Hydrodynamic coefficients........................................................................................................... 24
7.4 Dynamic amplification .................................................................................................................. 25
7.5 Strength check criteria ................................................................................................................. 26
7.6 Hydrostatic collapse ..................................................................................................................... 26
7.7 Structural material ......................................................................................................................... 26
7.8 Software ......................................................................................................................................... 27
7.9 Global In-place Analysis ............................................................................................................... 27
7.10 Loads for global in-place analysis ............................................................................................... 32
7.11 Time domain simulation for random dynamic analysis ............................................................. 34
7.12 Foundation Design ........................................................................................................................ 36
7.13 Spudcan penetration analysis...................................................................................................... 37
7.14 Spudcan extraction analyis .......................................................................................................... 38
7.15 Stability against Overturning ....................................................................................................... 39
7.16 Preload Check ............................................................................................................................... 40
7.17 Sliding check ................................................................................................................................. 40
7.18 Bearing capacity check in sand ................................................................................................... 40
7.19 Bearing capacity check in clay .................................................................................................... 41
7.20 Leg tow analysis............................................................................................................................ 42
7.21 Design methodology for inplace fatigue analysis ...................................................................... 43
7.22 Spectral fatigue analysis methodology ....................................................................................... 43
7.23 Design method for Jackcase analysis......................................................................................... 47
7.24 Hull structure design .................................................................................................................... 48
7.25 Design of crane pedestal .............................................................................................................. 48
8 ACCOMMODATION & HELIDECK ............................................................................................. 50
8.1 Accommodation Arrangement ..................................................................................................... 50
8.2 Helideck and Supporting Structure Design ................................................................................ 50
8.3 Wave scatter data .......................................................................................................................... 51
9 SAFETY, FIRE FIGHTING & ENVIRONMENT............................................................................ 57
9.1 General ........................................................................................................................................... 57
9.2 Life Saving Appliances ................................................................................................................. 57
9.3 Fire Fighting Systems ................................................................................................................... 57
9.4 Area Classification ........................................................................................................................ 57
9.5 Escape Routes............................................................................................................................... 58
10 MACHINERY ............................................................................................................................... 59
10.1 General ........................................................................................................................................... 59
10.2 Rules & Regulations ..................................................................................................................... 59
10.3 Propulsion-Azimuth Thrusters ..................................................................................................... 59
10.4 Bow Tunnel Thruster .................................................................................................................... 59
10.5 Main Diesel Engines ...................................................................................................................... 60
10.6 Auxiliary / Harbour Diesel Engine ................................................................................................ 60
10.7 Emergency Diesel Engine ............................................................................................................ 60
10.8 Main Generators ............................................................................................................................ 60
10.9 Auxiliary / Harbour Generators .................................................................................................... 61
10.10 Emergency Generator. .................................................................................................................. 62
10.11 Pumps ............................................................................................................................................ 62
10.12 Auxiliary Machinery ...................................................................................................................... 62
10.13 Other Machinery ............................................................................................................................ 63
11 PIPING......................................................................................................................................... 65
11.1 General ........................................................................................................................................... 65
11.2 Design Criteria ............................................................................................................................... 65
11.3 Piping Systems.............................................................................................................................. 65
11.4 Piping Arrangements .................................................................................................................... 66
12 HVAC & REFERIGERATION ...................................................................................................... 67
12.1 General ........................................................................................................................................... 67
12.2 Rules and Regulations .................................................................................................................. 67
12.3 Design Conditions ......................................................................................................................... 67
12.4 Refrigeration System .................................................................................................................... 68
12.5 Air-conditioning............................................................................................................................. 68
12.6 Fresh Air Requirements ................................................................................................................ 68
12.7 Mechanical Ventilation .................................................................................................................. 68
13 ELECTRICAL .............................................................................................................................. 70
13.1 Electrical Design Philosophy ....................................................................................................... 70
13.2 Electrical Machinery ...................................................................................................................... 70
13.3 Basic Parameters & System Design ............................................................................................ 71
13.4 Hazardous Area Classification ..................................................................................................... 71
13.5 Equipment and Materials .............................................................................................................. 72
13.6 Open Deck Equipment .................................................................................................................. 72
13.7 Power Generation.......................................................................................................................... 72
13.8 Emergency Generator & UPS Power Supply .............................................................................. 72
13.9 Switchboards and Panels ............................................................................................................. 73
13.10 Transformers ................................................................................................................................. 74
14 REFERENCES ............................................................................................................................ 75
1 INTRODUCTION
1.1 Scope
This document is a part of the basic design package for the Levingston 415WC Liftboat, self elevating
and self propelled jack up crane barge with accommodation for Levingston Corporation.
This document provides the background information on the design methods and criteria that will be used
in the design.
1.2 Objective
The objective of the ‘Design Basis’ is to provide brief descriptions of philosophies, basis, conditions,
requirements and methodologies used for the basic design of the Levingston 415WC Lift boat (hereafter
referred to as ‘415WC’, ‘MODU’, ‘Unit’, ‘Platform’ or ‘Vessel’). The key components of the basis are:
Rules & regulations
Environmental design conditions
Design loads & capacities
Lightweights & variable loads
Naval architectural design
Structural design
Accommodation & helideck arrangement design
Safety design
Machinery design
Piping design
HVAC & refrigeration design
Electrical design
The design basis has been prepared based on ABS MODU 2012 rules and may need to be revised/
updated due to future rule changes depending on date of keel laying for the unit.
1.3 Vessel description

The Vessel is a triangular shaped, three (3) legged, self propelled and self elevating lift boat designed to
the requirements of American Bureau of Shipping (ABS). The Vessel can elevate its hull out of the water
using an electro-hydraulic rack and pinion jacking system on its three legs to provide a stable working
platform for lift boat services to the oil and gas market like well intervention/hook-up, platform
maintenance, additional accommodation, etc.
The Vessel has been provided with 415-foot (126.5 meters) long legs of triangular lattice type and is
capable of working in water depths of 20 feet (6 meters) to 279 feet (85 meters) in Middle East, India,
South East Asia, Mexico, Central and South American Offshore regions and Africa subject to applicable
operational limitations stated in the Operating Manual.
It is equipped with two cranes, a main crane (Leg Encircling Crane “LEC”) of 330 short tons (300 MT)
with a 42.7 meters (140 foot) boom encircling the starboard leg which allows for more usable deck
space accessible by the main crane.
Additionally, the main crane has an intermediate block of 125 short tons (113 MT) along with a 25 short
ton (22.68 MT) fast line. The pedestal mounted, auxiliary crane capacity is 100 short tons (90.7 MT).
The Levingston 415WC has approximately 18,300 sq. ft. (1,700 sq. meters) available deck space along
with 1500 MT of net deck load capacity and 400 MT of consumables for an endurance of 14 days
(except where denoted in this design basis) for a total variable load capacity of 1900 MT.
The vessel is propelled with three (03) Rolls Royce’s azimuth thrusters at the aft and one bow tunnel
thrusters for port/ offshore manoeuvring.
Accommodation is arranged for 100 persons total including 2 VIP cabins. Two (2) 100 men lifeboats are
arranged, one on each side of the vessel according to the GA. Workshops, stores etc. shall all be
arranged according to the GA and in agreement with the Owner.
The vessel is capable of station keeping according to DP1 requirements. However the DP1 class
notation will not be sought.
The Owners plan to certify the Vessel for the flag state of choice country and have the hull, machinery
and cranes classed by the American Bureau of Shipping (ABS) as “ A1 AMS Self-Elevating Unit”.
2 GENERAL INFORMATION
2.1 Vessel main particulars

2.1.1 Overall
Length Overall (Hull) 72.00 m 236.2 ft
Breadth Moulded 62.00 m 203.4 ft
Depth Moulded 8.25 m 27.1 ft
Design Draft 4.0 m 13.1 ft
2.1.2 Legs and spudcans

Number of Legs Three (3)
Type of Legs Triangular lattice type
Length of Leg to tip of spud can 126.50 m 415 ft
Longitudinal distance between Leg Centres 44.00 m 144.36 ft
Transverse distance between Leg Centres 36.62 m 120.2 ft
Diameter of Spud Can 15.00 m 44 ft
Height of Spudcan 4.20 m 13.8 ft
2.1.3 Jacking system

Make/ Model EBI GB430
Type Fixed Rack and Pinion
Drive Electro hydraulic
Normal hull Jacking (Vertical Push on Rack) 3,510 tonnes/leg 7,740 kips/leg
Static Holding (Preload holding capacity) 5,310 tonnes/leg 11,700 kips/leg
Storm Holding 9,816 tonnes/leg 21,600 kips/leg
Hull Lifting and lowering speed at full loads 1.2 mpm 4 fpm
Leg only lifting and lowering speed 3.6 mpm 12 fpm
Quantity of pinions per leg 18 driven plus 6 rolling chocks (total 24)
2.1.4 Propulsion system

Typical Three (3) azimuth thrusters with FPP at stern.
One (1) tunnel thruster with FPP at bow.
Size of thrusters 3 x 2000 kW Z-Drive
Bow thruster 1 x750kW
Trial speed approximately 6 knots in calm seas
2.1.5 Accommodation and Helideck

Accommodation For up to 100 persons, public facilities.
Mess area below deck for up to 100 persons in
Two (2) sittings/shifts.
Helicopter type Sikorsky S92 (12.8 t) and S-61N or equivalent
Dimension D Value 22.2 m diameter.
2.1.6 Main crane

Model RAM LEC300-140LR
Boom Length 42.7 m
Main Block 300 MT (330 short tons) at 18metre radius
48 MT at 48.8 metre radius
Intermediate block 113 MT
Whip line 22.68 MT
2.1.7 Auxiliary crane

Boom length Approximately 100 Feet
Capacity 90.7 MT at 9.1. m
Only Auxiliary crane to be operable in floating mode.
2.2 Definition of terms

Design Basis The whole of this document.
Owner Organization or company that will be the eventual owner of the unit or its
nominee.
Basic Designer / GL Noble Denton, Sharjah
Consultant
Classification American Bureau of Shipping (ABS).
Society / Class
Flag State / The Government of the State whose flag the unit is entitled to fly.
Administration
Regulatory Bodies Various Regulatory bodies listed in section 3.
Vendor/ maker Manufacturer or supplier of equipment, systems or services required by the
builder for the construction of the unit.
2.3 Units & Representations

2.3.1 Units
The metric system is used as the primary units to describe physical quantities and imperial system is
used as secondary.
Common commercial designations, when used in a descriptive manner not involving calculations, may be
expressed in the customary units.
The following units have been used:
Length meter m
foot ft
Time second s
minute min
year yr
Temperature degree Celsius °C
Volume cubic meter m3 or cu. m.
cubic feet ft3 or cu. ft.
US barrel bbl
US gallons gal.
Area square meter m² or sq.m.
square feet ft² or sq.ft.
Mass kilogram kg
metric ton (1,000 kg) MT or t
Plane angle radian rad.
degree deg. or °
Speed (velocity) meters per second m/s
feet per second ft/s
knots kts
Angular velocity radian per second rad/s
Acceleration meters per square second m/s²
Force newton N
metric ton force MT
short ton force s/tons
kilo pound inch square kips
Pressure bar bar (gauge)
Pascal Pa
metric ton per square meter MT/ m²
pound per square feet lb/ ft² or psf
kilo pound per square inch kpsi or ksi
Density kilogram per cubic meter kg/m3
metric ton per cubic meter MT/m3
Rate of flow cubic meter per hour m3/h
gallons per minute gpm
Light lux lux
Rotating Speed rotations per minute rpm
hertz Hz
Power Watt W
kiloWatt kW
horse power hp
Potential Difference Volt V
kilo Volt kV
Current ampere A
2.4 Axis convention

The following right-handed axis system is used:
Axis Direction Positive Direction Location of Origin
X Longitudinal Forward Stern (Frame 36)
Y Transverse Port side* Centerline
Z Vertical Upward Keel
*Convention may be different in different software for specific analyses
2.4.1 Densities
Materials/ Fluids Density (Metric) Density (Imperial)
Seawater 1.025 MT/m3 64.0 lbs/ft3
Potable Water 1.000 MT/m3 62.4 lbs/ft3
Marine Diesel Oil (MDO) 0.890 MT/m3 53.7 lbs/ft3
Lubrication / Soluble oil 0.900 MT/m3 56.1 lbs/ft3
Sewage or Dirty / Contaminated Water 1.000 MT/m3 62.4 lbs/ft3
Steel 7.850 MT/m3 490.0 lbs/ft3
2.4.2 Numerical Representations

English denomination of decimal point and comma is used thus:
1.00 = 1 (one)
1,000.00 = 1000 (One Thousand)
Significant figures for decimal shall be based on specific values and requirements.
3 RULES & REGULATIONS
3.1 Classification & Notation

The unit is designed to comply with the Rules and Regulations of the American Bureau of Shipping (ABS)
in order to obtain the ABS notation:
A1, Self-Elevating Unit, AMS
The vessel to be classed as self propelled unit.
The vessel will capable of station keeping according to DP1 requirements. However the DP1 class
notation will not be sought.
3.2 Port of Registry

The flag state for the vessel has not been finalized and thus it can be suitably modified during detailed
design stage to comply with required flag state rules.
3.3 Rules & Regulations

The unit shall be designed to meet the following Classification and Regulatory Body requirements and
International Conventions & Codes:
ABS Rules for Building and Classing Offshore Mobile Drilling Units (ABS MODU), 2012.
Metocean Study Report at Offshore of the West Coast of India.
IMO Code for Construction and Equipment of Mobile Offshore Drilling Units (IMO MODU
Code), 2009.
International Convention for the Safety of Life at Sea (SOLAS), 1974 and its protocol of 1988,
Consolidated July 2010 edition (Only applicable in case referred by MODU code).
International Convention for the prevention of Pollution from Ships (MARPOL),
1973/78,Consolidated Edition 2002, Annexure I (Oil), IV (sewage), V (garbage) and VI (air
pollution)
International Convention of Load Lines, 1966 (2005 Edition).
International Regulations for Preventing Collisions at Sea, 1972 including amendments of
1981, 1987, 1989 & 2003.
International Convention on Tonnage Measurement of Ships, 1969.
Applicable flag state rules and regulations
API Specification for Offshore Cranes, API Spec 2C, 6th Edition or ABS Guide for Certification
of Lifting Appliances – 2007 (updated to 2011).
UK Civil Aviation Authority, CAP 437 (6th Edition, Aug 2010), Offshore Helicopter Landing
Areas - Guidance on Standards.
ILO C92 Crew Accommodations.
ILO Maritime Labour Convention (MLC), 2006.
International Electrotechnical Commission (IEC) Recommendations for the Electrical and
Electronic Equipments of Mobile and Fixed Offshore structures.
Institute of Electrical and Electronic Engineers (IEEE) Standard No. 45 “Recommended
Practice for Electrical Installation Shipboard” 1983.
Federal Communication Commission Rules and Regulations, Part 83 and 91.
International Telecom and Radio Regulations, Geneva 1976.
IMO resolution A.468 (XII), Codes of noise levels on board ships.
ISO Standards 6954, Guidelines for the overall evaluation of vibration in merchant ships.
IMO resolution A 686 (XVII) Code on alarms and indicators.
IMO resolution MEPC.141 (54) on fuel Oil Outflow and resolution MEPC 176 (58) on
Prevention of Air Pollution.
Det Norske Veritas Recommended Practice, DNV-RP-C104, Self-Elevating Units April 2011.
4 DESIGN CONDITIONS
4.1 Design Water Depth

The liftboat shall be capable of operating in water depths up to 85 m (279 ft).
4.2 Elevated Condition

The liftboat shall be designed to operate safely within the environmental limits mentioned in section 4.3.
The liftboat has the following three limiting elevated modes:
4.2.1 Operational Condition

It is the everyday condition that will include shifting of equipments and loads around the deck, moving
liquid variables and other consumables between tanks, taking on supplies and using the cranes to
perform routine lifting operations and transferring equipment to and from the liftboat in good to moderate
weather conditions. In this mode, the load on the three legs may not always be equalized. The maximum
operating wind speed is considered as 70 knots.
4.2.2 Crane Lifting Operations

Crane lifting operations are when the cranes perform capacity lifts working either individually or in a
synchronized form (lifting the same load in tandem). The main crane shall only be operated for lifting
when the vessel is in elevated condition and the auxiliary crane shall be able to operate in the floating
condition. The environmental limitations to be as per Crane manufacturer.
4.2.3 Storm Survival Condition

Storm Condition is defined by the ABS MODU requirements for withstanding a severe storm that includes
100 knots wind speed. A Storm Condition is a condition wherein a unit may be subjected to the most
severe environmental loadings for which it was designed. During the severe storm condition, it may be
necessary to discontinue crane or similar operations due to the severity of the environmental loadings.
The unit may be either afloat or supported by the sea bed.
4.3 Environmental Conditions

The main and auxiliary cranes shall be designed to operate safely; as per the limitations set by the crane
suppliers and the Classification society (ABS).
The environmental conditions for structural design are extracted from the "Levingston 415WC Technical
Specifications” and are reproduced below:
Description Monsoon Non-

Monsoon
Water Depth (LAT) 85m (279’) 85m (279’)
Significant Wave Height, Hs 9.7m (31.8’) 8.2m (26.9’)
Maximum Wave Height, Hmax 17.1m (56’) 14.3m (46.9’)
Associated Wave Period, Tass 12.6 seconds 11.5 seconds
Peak Energy Period, Tp 13.7 12.5 seconds

seconds
Maximum Wind Speed, Vw (1-minute mean) 46 m/s (89.5 38 m/s (73.9

knots) knots)
Surface Current Speed, Vc 0.8 m/s (1.55 0.8 m/s (1.55

knots) knots)
Storm Surge and Tidal Rise 4m 3.6m
Air Gap (LAT) 18.3m (60’) 18.3m (60’)
4.4 Ambient Temperatures

The Vessel shall be suitable for worldwide operations, excluding arctic/ice areas. Following conditions
shall be taken into account in the design of cooling, ventilation systems and equipment selection:
Criteria Temperature
Maximum ambient air temperature + 45° C
Minimum ambient air temperature 0° C
Maximum temperature of seawater intake + 35° C
Minimum temperature of seawater +4° C
Maximum temperature in engine room +55° C
Maximum permissible temperature for rooms +40° C

containing electronic equipment
Heating, ventilation, machinery and equipment shall be designed for following temperatures:
Outside temperature: 0° C to 45° C with RH 95 %
Sea water temperature: 4° C to +35° C
Inside temperature(Accommodation and control 20° to 22° C

room)
4.5 Structural Steel
Min. structural steel service temperature 0° C
4.6 Deck Loading

Main deck design loading is considered as 5.0 t/m2 (1000 lb/ft2) and in other area the loading is as below:
Top Deck above Deck Houses 1.33 MT/m2 (272 lbs/ft2)
Main Deck 5.00 MT/m2 (1024 lbs/ft2)
Accommodation Deck 0.46 MT/m2 (94 lbs/ft2)
Engine Room Floor 2.45 MT/m2 (500 lbs/ft2)
Machinery Deck / Pump Room 1.33 MT/m2 (272 lbs/ft2)
The above loads exclude foundations, which shall be designed as per equipment/ structural loads that
they will support.
4.7 Consumable Tanks

4.7.1 Fuel Oil Tanks
The fuel oil storage tank capacity shall be based on an endurance of at-least 13 days. The minimum
required capacity shall be approx 500m3. The capacity shall be provided over four tanks to enhance
operating flexibility.
4.7.2 Fresh Water Tanks

The fresh water tank capacity shall be based an endurance of at-least 12 days without the help of fresh
water generators.
Considering fresh water consumption of 200 L/ person/ day with no F.W. being generated, the required
capacity for a 100 men accommodation shall be approx. 20 m3 per day. The capacity shall be provided
over two tanks.
4.8 Preload & Buffer Tanks

4.8.1 Preload Tanks
The preload tank capacity shall be sufficient for carrying out full preload with only 50% of the variable
load on the vessel.
The main preload tanks shall be close to the legs and other tanks shall be designated to provide suitable
flexibility in achieving equal preload on each leg. The number of tanks shall be based on hull structural
arrangement.
4.8.2 Buffer Tanks

Two preload tanks located suitably near the sea water main shall be designated as a buffer tanks with
suction piping to sea water system (including fire fighting) to perform fire fighting and miscellaneous
cooling duties while the vessel is being elevated or during complete failure of all submersible sea water
pumps. The buffer tank capacity shall be sufficient to run the main fire pump while utilizing this tank for 2
hours while simultaneously supplying cooling water in an open loop. Considering the main fire pump
capacity of approx.100 m3/hr and cooling requirement of 50 m3/hr the minimum buffer tank capacity shall
be 300 m3. If a larger preload tank is designated as buffer tank, a minimum of 300 m3 shall be maintained
in the tank during jacking condition. For additional safety and subject to variable load availability buffer
tank water may also be retained on the vessel in elevated condition.
5 LIGHTWEIGHT & VARIABLE LOADS
5.1 Lightweight Summary

Weight and COG is estimated based on GA, preliminary structural drawings, equipment specification etc.
Reference data of other vessels is used for various outfitting and other data to arrive at final weight and
COG. The below light weight estimate shall be preliminarily used as a basis of design. These shall be
updated during the design process.
The light weight summary table is given below.
LCG(m) TCG(m) VCG(m)

Description Weight(t)
+ve Fwd +ve Port +ve up
Hull 5707.93 39.92 -0.10 7.58
Legs and spudcans 2610.00 43.74 0.00 33.19
Grand Total 8317.93 41.12 -0.07 15.62
5.2 Elevated lightship

The elevated lightship is the weight of the steel constructions and the weight of fittings and equipment
permanently installed on the vessel. This includes all items of steel construction, jacking units, cranes,
raw water risers, piping, generators, deck machinery, etc. excluding variable loads. Elevated lightship
excludes weight of legs and Spudcan.
Description Weight
Elevated lightship 5708 tonnes
5.3 Leg load

Total weight of the legs and spudcan structural members including outfitting items.
Description Weight
Legs and spudcans and outfit 2610 tonnes (excluding

items on legs buoyancy)
5.4 Variable load

Variable load is the weight of all deck cargo, 3rd party equipment, fuel oil, potable water, waste water,
dirty oil, lubricating oil, cooling water, ballast water, seawater, drain water, provisions and stores,
helicopter, crew and their effects, fluid in piping systems, sea fastening equipments, spare parts, repair
equipments, gangway etc. Variable load in elevated condition also includes crane lifting load and
helicopter landing load. Variable load in floating condition also includes the water in spudcans.
Description Weight
Variable load 1900 tonnes
5.5 Floating Lightship

Elevated lightship plus legs and spudcan weights.
Description Weight
Floating Lightship 8318 tonnes
5.6 Floating Displacement

Floating lightship plus maximum variable load.
Description Weight
Floating Displacement 13588 tonnes (@ 4.0m

draft)
6 NAVAL ARCHITECTURE
6.1 Hull Shape & Size
The hull shall be of a modified triangular shape and sized to satisfy the following criteria:
Shall meet rule and Regulatory Body requirements including strength and stability.
Shall meet the required capabilities and capacities criteria.
Hull surfaces shall be of flat box shape in order to minimize construction costs.
6.2 Intact & Damage Stability

A preliminary stability analysis shall be performed based on stability requirements laid out in the ABS
Rules, IMO MODU 2009 to establish the following:
Hull form suitability for the specified environmental conditions
Allowable KG limits for various drafts and transit conditions
Software NAPA/ StabCad will be used for carrying out stability analyses.
6.3 Freeboard Calculation

Freeboard calculation shall be checked and calculated using ILLC rules.
6.4 Resistance and Propulsion Calculations

Resistance calculation shall be carried out to estimate resistance at various speeds for various drafts, in
normal weather conditions. The calculation shall be carried out using basic ‘Principles of Naval
Architecture’, similar to resistance calculation of a ship.
A model test is recommended during basic design stage to confirm the results of resistance calculations.
6.5 Towing tank Model Test and wind tunnel test

A Towing tank model test is recommended during basic design stage to confirm the results of resistance
calculations.
The wind loads shall be calculated manually as per Class rules for hull above water line,
accommodations, legs, cranes, jacking system, cantilever, helideck, etc. It is recommended to verify
these values by a wind tunnel test.
7 STRUCTURAL DESIGN
7.1 Environmental conditions for structural design

7.1.1 Current velocity distribution
The current velocity distribution for 0 z -d, where d is the water depth, is as follows:
( z d ) 1/ 7
u ss ( z ) [ ] us 0 (
d
where,
uss(z) = sub-surface velocity (m/s)
d = vertical coordinate axis (m)
us0 = current velocity at sea level (m/s)
7.1.2 Current blockage factor

An estimate of the reduction of the steady flow velocity shall be found by the following (As per Section
C4.5 of SNAME):
1
VC / V f [1 C De De ) / 4 D1 ] 0.7V f
where,
VC = the current velocity used in the hydrodynamic model
V f = the far field (undisturbed current)
C De = equivalent drag coefficient
De = equivalent diameter
D1 = face width of the leg
Current blockage factor is considered as 0.9.

7.1.3 Wave force calculations
The Morison formula may be used to calculate the force exerted by waves on a cylindrical object, such
as a structural member.
The waves and currents shall be applied in five directions including 2 directions perpendicular to the line
joining the aft leg-port leg, aft leg-stbd leg (0, 67, 90, 113 and 180 degrees).
The wave crest shall be positioned relative to the structure so that the total base shear and overturning
moment have their maximum values.
7.1.4 Design wave period and wave kinematics factor
The structural assessment shall be based on a deterministic wave analysis and shall allow a direct
application of a return period loading.
The wave period associated with Hmax shall be used for the design.
Wave kinematic factor as per ABS is 0.86.
7.1.5 Combined wave and current kinematics
Wave kinematics, adjusted for directional spreading and irregularity, should be

combined vectorially with the current profile, adjusted for blockage. As the current
profile is specified only to storm mean water level, it shall be stretched or compressed
to the local wave elevation. Linear stretching of the current profile is acceptable.
7.1.6 Wind data
Sustained wind speeds will be used to determine global loads acting on the unit, and
gust speeds will be used for the design of individual structural elements.
The mean wind speed at the reference height of 10m, averaged over time t, will be
estimated by the formula as follows:
u (t ) Ct u (t r )
where,
u(t) = mean wind speed at a reference height of 10m (m/s)
Ct = wind speed averaging time factor
[1 0.047ln(t / tr )]
T = averaging time (minutes)
tr = reference time = 10 (minutes)
7.1.7 Wind force calculations
A design value of wind pressure on structural element at height z above still-water level may be
calculated according to the following formula:
P 1/ 2 f Vk2 C s C h
where,
P = wind pressure (kPa)

V = design wind speed
f = density of air
= 0.001224 for dry air (kN - s2/m4)
Cs = shape coefficient
CH = height coefficient
Shape coefficients Cs are recommended for the perpendicular wind approach angles with respect to
each projected area (As per Section 1.3 of ABS MODU rules of 3-1-3).
The value of Ch can be adopted from Table 2 in Section 1.3 of ABS MODU rules of 3-1-3).
The values of the height coefficient (CH) depend on the height of the center of pressure of all wind
exposed surfaces above sea level.
The wind force shall be applied in five directions (0, 60, 90, 120 and 180 degrees)
7.1.8 Wave scatter data
Wave scatter data consistent with the reference metocean data (i.e.: Mumbai
offshore) shall be the basis for the fatigue assessment for Levingston 415WC lift
boat leg and spud can structure. This wave scatter information is enclosed in Section
8.5.
7.1.9 Wave spectrum
Pierson Moskowitz spectrum shall be used for the spectral fatigue analysis.
7.2 Marine growth

Regular removal of marine growth is envisaged and no marine growth is considered.
7.3 Hydrodynamic coefficients

7.3.1 Hydrodynamic Coefficients for Tubular Members
Values for hydrodynamic coefficients for the tubular members are shown in below
table.
Table 1 Hydrodynamic coefficients
CD CM
0.62 1.8
7.3.2 Hydrodynamic Coefficients for Non-Tubular Members
For a split tube chord the drag coefficient CD will be calculated using the
relationships given in Section 4.7.5 of SNAME.
2
The inertia coefficient CM = 1.8, related to the equivalent volume ( x Di )/4 per unit
length of member shall be applied for all heading angles.
To account for the presence of anodes and various outfitting on the leg, the drag
coefficient for the tubular members shall be increased approximately by 5%.
7.4 Dynamic amplification
The dynamic effects shall be included through the addition of an inertial load set to
the environmental loads in a quasi-static analysis procedure.
The dynamic amplification factor shall be determined either through a classical
SDOF analogy or through a detailed random wave analysis, as appropriate to the
degree of design optimality.
The inertia load set thus calculated will be applied at the hull centre of gravity along
with dead load, live load, and environmental load.
1
For a SDOF analogy, DAF
2 2
{1 ) (2 )2 }
where,
(Considering the P- effects)

The calculated DAF will be used to estimate an inertial loadset which represents the
contribution of dynamics over and above the quasi-static response. This inertial
loadset should be determined as follows and applied at the hull (centre of gravity) in
the down-wind direction:
The inertial loads shall optionally be considered as a distributed load, if necessary, for
design optimality.
7.5 Strength check criteria
The structural acceptance criteria shall be as per Allowable Stress Design method (ASD) based on rules
and regulations specified in section 3.3
One third increase in allowable stress shall be considered wherever environmental / motion loads are
considered along with gravitational loads.
Tubular joint checks shall be carried out using API RP 2A.
7.6 Hydrostatic collapse

For tubular members the acting membrane stress, fh, in ksi (MPa), should not exceed the critical hoop
buckling stress, Fhc, divided by the appropriate safety factor (As per Section 3.2.5 of API RP 2A):
fh Fhc/SFh
fh = pD/2t
where,
fh = hoop stress due to hydrostatic pressure, ksi (MPa),
p = hydrostatic pressure, ksi (MPa),
SFh = safety factor against hydrostatic collapse (for values on safety factor refer Section 3.3.5 of API RP
2A)
7.7 Structural material

7.7.1 Design temperature
The steel design temperature shall be 0oc.
7.7.2 Material properties

The member material properties are the following:
Modulus of elasticity, E = 200GPa
Shear Modulus, G = 80GPa
Poisson’s ratio, v = 0.3
Density of steel = 7.85 tonnes/m3
The member properties are as follows:
ASTM A514 Q mod Q & T, Charpy 69J @-40 deg C at T/4 in

transverse direction.
Rack material Yield stress = 690 MPa
(Vendor to confirm the Fy corresponding th the actual rack
thickness)
A514 Q mod Q & T, Charpy 69J @-40 deg C at T/4 in transverse

Chord material
direction with Z quality; Yield stress =690 MPa
API X52, Charpy 34J@-30deg C with Z quality; Yield stress = 360

Brace material (continuous)
MPa
Brace material (discontinuous) API X52, Charpy 34J@-30deg C, Yield stress = 360 MPa
Span Breakers A106 grade B, Charpy 34J @-30 deg C, Yield stress = 240 MPa
7.8 Software
All global structural analysis shall be carried out using the Bentley structural software package
SACS 5.5v8i.
Finite element analysis shall be carried out using SESAM/ ABAQUS.
MOSES shall be used for motion response analysis.
7.9 Global In-place Analysis

The global in-place analysis shall be carried out for the jack up vessel in its elevated condition with the
following objectives:
To verify that the leg structural elements satisfy the various strength requirements imposed by the
applicable codes of structural design and impose operational restrictions, if any.
To perform a foundation stability assessment.
To determine the horizontal deflections of the vessel.
To verify the holding capacity of the jacking system.
To determine the loads relevant to the design of jack case, hull structure, spud can etc.
The leg in-place analysis for the elevated condition shall be performed using structural analysis
software SACS 5.5v8i from Bentley.
7.9.1 Computer modeling for global in-place analysis

Fully detailed model of legs and hull/leg connection with representative stiffness model of hull and spud
can shall be used for the global in-place analysis.
7.9.2 Modeling the leg
The leg shall be modeled in detail which consists of all structural members such as chords, horizontal,
diagonal and internal braces of the leg structure. Equivalent section of the rack and chord shall be
modeled. (Orientation, offsets, as per Section 5.6.6 of SNAME ).
The co-ordinates of the joints for this model are to be defined by the intersection of the chord and the
brace centerlines.
The leg stiffness used in the overall response analysis shall account for a contribution from a portion of
the rack tooth material. The assumed effective area of the rack teeth is 10% of the maximum cross
sectional area. When checking the capacity of the chord the chord properties are to be determined
discounting the rack teeth.
The contribution of the part of the spud can above the seabed will be investigated and only excluded
from the model if it is shown to be insignificant. In water depths greater than 2.5 Hs or where
penetrations exceed ½ the spud can height, the effect of the spud can is normally insignificant as per
Section 4.6.3 of SNAME ).
7.9.3 Modelling the hull
The hull shall be modelled as a grillage of beams. Decks, bottom, side shell and bulkheads shall be
used to construct the grillage. Equivalent properties of the beams shall be calculated based on the
depth of the bulkheads, side-shell and the effective width of the deck and bottom plating. Attention shall
be paid to the in-plane and torsional properties due to continuity of the deck and bottom structures. The
division of hull structure into equivalent beams is shown in Figure 7.1.
Figure 7.1: Division of hull structure into equivalent beams
7.9.4 Modelling the Hull to Leg Connection

Each system shall consist of fifty four (54) sets of jacking pinions, arranged as six (6) opposed pinions
per chord. Additionally, each system consists of eighteen (18) sets of rolling chock pinions, arranged as
two (2) rolling chock pinions per chord.
The transfer of moment between the leg and the hull is partly by means of a couple due to horizontal
loads carried from the chords into the upper and lower guides. The leg bending moment will be shared
by the jacking system and the guide structure.
The hull/leg connection shall be modeled considering the effects of guide and support system
clearances, wear, construction tolerances and backlash (between the drive pinion and the rack).
A representative hull/leg connection shall be as shown in Figure 7.2.
Figure 7.2: Representative leg-hull connection
7.9.5 Modeling the upper and lower guides

The guide structures shall be modeled to restrain the chord members horizontally only in directions in
which guide contact occurs. The upper and lower guides shall be considered to be relatively stiff with
respect to the adjacent structures such as jack case etc. The nominal lower guide positions shall be
derived using the sum of leg penetration, water depth and air gap. At least two positions shall be
covered while assessing the leg strengths - one at the node and the other at the mid span. This is to
allow for the uncertainties in the prediction of leg penetration and possible differences in penetration
between legs.
The finite length of the guides shall be included in the modeling by means of a discrete restraint
springs/ connections to the hull. Care shall be taken to ensure that such restraints carry loads only in
directions / senses in which they can act. Alternatively the results from the analysis ignoring the guide
lengths shall be corrected if necessary by modification of the local bending moment diagram to allow
for the proper distribution of the guide reaction.
7.9.6 Modeling the jacking pinions
The jacking pinions shall be modeled based on the pinion stiffness specified by the manufacturer so
that the pinion can resist the vertical and horizontal forces. The offset of the pinion / rack contact point
from the chord neutral axis shall be incorporated in the model.
7.9.7 Modeling the jack case and associated bracings

The jack case and associated bracing shall be modelled based on the actual stiffness since it has direct
impact on the horizontal forces that the upper guide can resist.
Each Jack case is modelled in two parts and connected by beams.
7.9.8 Modeling the foundation

The reaction point for horizontal and vertical loads at each footing shall be situated on the geometric
vertical axis of the leg/spudcan, at a distance above the spudcan tip equivalent to:
Half the maximum predicted penetration (when spudcan is partially penetrated), or
Half the height of the spudcan (when spudcan is fully, more than fully penetrated).
For the basic design, in the absence of specific geotechnical data, half the height of spud can shall be
assumed as the depth of reaction point below the mud line.
The leg footings shall be modeled considering the interaction of rotational, lateral and vertical soil forces.
The degree of fixity of rotational restraint, or fixity, at the footings shall be determined as per the
guidelines in Section 6.3.4 of SNAME.
The calculation of fixity shall be based on factored environmental loading including dead, live,
environmental, inertial and P-delta loads.
Foundation fixity is the rotational restraint offered by the soil supporting the foundation. The degree of
fixity is dependent on the soil type, the maximum vertical footing load during installation, the foundation
stress history, the structural stiffness of the unit, the geometry of the footing and the combination of the
vertical and horizontal loading under consideration.
For basic design exercise, the representative fixity springs shall be determined corresponding to both
medium dense sand and clayey soils commonly present in the offshore seabeds.
For sandy soils, friction angle 30o, Poisson’s ratio 0.3 and Relative density 35% shall be considered to
determine the foundation spring stiffness.
For clayey soils, undrained shear strength = 150kPa shall be considered as representative of stiff clays.
For soft soils, large penetrations are expected and foundation fixities need to be assessed by site
specific studies.
The yield interaction for shallow embedment for both sand and clay is as follows: (As per Section
6.3.4.2 of SNAME).
where,
FHM = Horizontal foundation capacity in combination with moment
FM = Moment capacity of foundation
FVHM = Vertical foundation capacity in combination with horizontal and moment load
VLo = Maximum vertical foundation load during preloading
HLo and MLo are defined as follows:
For sand:
For clay:
where,
B = Effective spudcan diameter at uppermost part of bearing area in contact with
the soil (for rectangular footing B = width)
cuo = Undrained cohesive shear strength at maximum bearing area
cul = Undrained cohesive shear strength at spudcan tip
A = Spudcan effective bearing area based on cross-section taken at uppermost part
of bearing area in contact with soil
As = Spudcan laterally projected embedded area
The rotational, vertical and horizontal stiffness can be estimated as follows: (As per SNAME section
6.3.4.3)
An initial estimate for rotational stiffness, K3, which is applicable for a flat spudcan without
embedment under relatively low levels of load is given below:
Note: Values of K3 for other cases can be found in the commentary section of SNAME 2008
Horizontal stiffness, K2, can be estimated from the elastic solutions for a rigid circular plate on an
elastic half-space (assuming no embedment) is given below:
Vertical stiffness, K1, can be estimated from the elastic solutions for a rigid circular plate on an
elastic half-space (assuming no embedment) is given below:
where,
= Poisson's ratio
G = Shear Modulus of elasticity that can be calculated as follows, (Refer Comments of
SNAME)
where,
OCR = Over Consolidation Ratio

IrNC = Rigidity Index for Normally Consolidated clay
Cu = Undrained cohesive shear strength
Inclusion of foundation fixity in an assessment incorporates a check on bearing capacity in terms of
vertical and horizontal (sliding) capacities. The bearing and sliding checks are performed implicitly
through the use of yield function and explicitly through the bearing capacity and sliding checks.
The limiting load conditions which the vessel can withstand shall be established for a pinned foundation
model as well.
7.10 Loads for global in-place analysis

The structural analysis is carried out for the various combinations of gravitational loads, environmental
loads and P-delta effects.
7.10.1 Variable Loads:

The total variable load can be composed of Fuel oil, potable water, waste water, dirty oil, lubricating oil,
cooling water, Ballast water, seawater, Fluid in piping systems, Deck cargo, Sea fastening equipment ,
Mooring lines, Stores, crew and their effects, Consumables, Spare parts, Repair equipment, Gangway,
Crane load, Temporary deck equipment, Well intervention equipment, Extra accommodation/ office
module(s) and Helicopter.
7.10.2 Permanent Loads:

Total elevated hull load or Permanent loads are loads acting throughout the lifetime of the
unit/installation or during prolonged operating periods. Such loads may comprise the weight of structures
(dead load), equipment, and effects of hydrostatic pressure exerted on parts of the submerged structure
(buoyancy).
Total elevated hull load is the weight of the steel constructions and the weight of fittings and equipment
permanently installed on the vessel. This includes all items of steel construction, jacking units, cranes,
raw water risers, piping, generators, deck machinery, etc. excluding those listed as variable load.
Total steel weight of the spudcan structural members and outfit items will be considered. Buoyancy of
the leg structure submerged will be taken care of. Buoyancy effect of spudcan need not be considered if
freely flooded, in other cases buoyancy needs to be considered.
Description Survival Limiting

Values
Permanent Loads (including legs , spud cans and 5708 tones (As per initial
outfit items on legs excluding buoyancy : 2610 MT). estimate)
Variable load – VL 1900 tones
7.10.3 Load contingencies

The contingency on the structural, architectural, mechanical, piping, safety, E&I weights of the vessel
shall be according to the weight control methodology.
7.10.4 P- Effect loadset

The P- Effect occurs because the jack-up is a relatively flexible structure and is subject to lateral
displacement of the hull (side sway) under the action of environmental loads. As a result of the hull
translation the line of action of the vertical spud can reaction no longer passes through the centroid of
the leg well at the level of the hull. Consequently the leg moments at the hull are increased over those
arising from linear quasi-static analysis by an amount equal to the individual leg load P times the hull
translations, (As per Section 5.5 of SNAME).
This additional moment will cause additional deflection over that predicted by standard linear-elastic
theory. The increased deflection is a function of the ratio of the applied load to the Euler load.
Furthermore the shift in the hull centre of gravity due to the hull translation will increase the overturning
moment (or decrease the righting moment). Consequently the axial loads in the leeward leg(s) will
increase and the axial loads in the windward leg(s) will reduce.
The consequences of the above are:
Increased hull deflections (which will increase the linear elastic P- moments).
A redistribution of base shears (in global axes) such that the increase in lower guide moment is
reduced in the leeward leg(s) and increased in the windward leg(s).
The P- effect shall be taken into account during the design, additional moments arising from the P-
effect will be incorporated in the loads.
7.10.5 Crane Operating Loads

The crane loads calculated using API Spec 2C shall be provided by the crane manufacturer and shall
consider the following conditions:
Crane at rest (with boom secured in the boom rest).
Crane in operation (maximum axial load and moments).
7.10.6 Wind Loads

The wind loading on the legs above and below the hull may be applied as member loads. A sufficient
number of loads should be ensured that the correct total shear and overturning moment is applied on
each leg. Similarly wind loading on the hull and associated structure may be applied as distributed or
nodal loads. The application has to ensure the correct total shear and overturning moment is applied to
the hull.
7.10.7 Wave – Current Loads

The wave-current loading on the leg and spud can structures above the mud line may be applied as
distributed load or nodal loads. Where nodal loads are used a sufficient number of loads should be
ensured that the correct total shear and overturning moment on each leg, and reflect the distributed
nature of the loading.
Wind, current, and wave is assumed to be occurring in five directions including 2 directions
perpendicular to the line joining the aft leg-port leg, aft leg-stbd leg (0, 67, 90, 113 and 180 degrees)
7.10.8 Inertial Loads

In simpler dynamics approaches the inertial loads may be represented by a single lateral point loading
acting at the hull centre of gravity, or as a distributed inertial load set.
The inertial load sets shall be derived from the dynamic amplification factors calculated using either a
SDOF analogy or a random wave analysis.
7.10.9 Load Combinations

The combinations of all gravitational loads, environmental loads and inertial loads shall be considered
for the global in-place analysis to investigate the strength of the leg structure, foundation stability
requirements and design of holding systems.
7.11 Time domain simulation for random dynamic analysis

7.11.1 SACS random wave analysis
SACS Wave Response program shall be used to perform the random wave analysis. This program can
perform dynamic structural response analysis resulting from random wave loading. The input shall be
related to the time stepping required and the wave energy spectrum (Pierson Moskowitz spectrum for
the specified Hs,Tp) to be used to generate the random sea surface profile, and the frequency band to
be used to generate the wave components. The energy spectrum shall be broken up into bands of the
width specified and area in each band shall be calculated. The energy shall be then converted into an
Airy wave (height H, period T and phase angle ) and all the waves from the bands are superimposed
with a random phase difference between the components.
They will represent the random sea surface profile corresponding to the specified energy spectrum.
SACS assumes that the spectrum is divided such that at least one percent of the area under the
spectrum is represented by each wave component.
Hydrodynamic properties required for the analysis shall be generated automatically by the SEASTATE
program based on a dummy reference wave. This dummy reference wave shall be selected so as to
wet the maximum height likely to occur during the random wave. This reference wave shall be used to
determine the number of load segments required on each member to accurately describe the loading.
The time duration of the analysis gives the time points at which the calculation of the dynamic and
static forces equilibrium will be performed. Forces are applied on structural members using Morison’s
equation for each Airy wave component. Then, the final value is resolved by linear combination of all
components’ forces. Then, these forces are applied as member and joint loads in the global stiffness
matrix of the structure. The reactions are then calculated as base shear and base moments. The
dynamic versus the static base shear and base moments are presented for each time step in the output
file.
The previous step is repeated again for another set of random phase angles to get another possible
representation of the random sea surface with another set of Airy components (H, T, ) that describes
the same wave energy spectrum. Each set of phase angles are termed as random “SEED” in the SACS
program. The analysis shall consider various random seeds for each wave direction. The values of
wave height (Hs), peak period (Tp), number of linear wavelets components that represent the wave
spectrum, and number of response analysis time points at which the results of both dynamic and static
results are computed form the basic inputs for the wave response program.
7.11.2 Spectral characterisation of wave data

The deterministically defined parameters (Hmax, Tass) of the regular waves shall be converted into
spectral parameters (Hs, Tp) to generate the random waves that need to be employed in the dynamic
analysis.
The following procedures shall be used to convert the regular waves:
7.11.3 QA checks on generated random seastate
The validity of the generated sea state shall be checked with respect to the following
parameters:
Correct mean wave elevation
Standard deviation =
- 0.03 < skewness < 0.03
2.9 < kurtosis < 3.1
Maximum crest elevation = (error within -5% to +7.5%
Where:
N = number of wave cycles in the time series being qualified,
N Simulation Duration/Tz
Tz = zero up-crossing period of the wave
7.11.4 Determination of MPME

The integration time step shall be less than, or equal to, the smaller of the Tz/20 or Tn/20 unless it can
be shown that a larger time step leads to no significant change in results where: Tz is the zero up-
crossing period of the wave = Tp / 1.4 for the P-M Spectrum and Tn = First natural period of the vessel.
The transients or “run-in” responses shall be discarded by removing the first 100 seconds of the
response time series before predicting the extreme responses. The simulation length chosen shall be
ensured sufficient enough to determine the most probable maximum extreme response.
The overall methodology is to determine the Most Probable Maximum Extreme (MPME) values of the
dynamic and static responses in the time domain.
The MPME is the mode or highest point of the probability density function for the extreme of the
response being considered. This is a value with an approximately 63% chance of exceedance
corresponding to the the 1/1000 th highest peak level in a sea state with a three hour duration. The
ratio of the MPME of the Base shear or overturning moment is called the DAF.
Four prevalent methods are available to establish the needed MPME values of the response from the
time domain analysis. Recommended number and duration of the simulations to establish a sufficient
statistical basis to obtain the MPME value differs for all the four methods:
Drag – Inertia Parameter Method : at least 60 minutes simulation and four simulations with
different control parameters.
Weibull Fitting Method : Simulation time of at least 60 minutes ; number of simulation >= 5
Gumbel Fitting Method: Simulation time of at least 180 minutes ; number of simulation >= 10
Winterstein / Jensen Method: Simulation time of at least 180 minutes; number of simulation =
1
The method to determine the MPME shall be chosen as any one of the above four methods to suit the
convenience of the designer.
7.11.5 Determination of dynamic amplification factor
The dynamic amplification factors shall be determined for both Overturning moment and the base
shear.
For OTM, DAFOTM is considered as the ratio of the MPMEdynamic OTM with MPMEstatic OTM
For BS, DAFBS is considered as the ratio of the MPMEdynamic BS with MPMEstatic BS.
The critical of the two values shall be considered to determine the inertial load set.
7.12 Foundation Design

7.12.1 Structural design of spudcan
The spud can diameter shall be proportioned such that the bearing pressure of the spud can shall be
less than that of the soil condition of the operational area for the vessels.
For checking the spudcans, the leg-to-can connection and the lower parts of the leg, appropriate
calculations considering soil-structure interaction will be carried out to determine the upper bound can
moment. These areas will be checked assuming that a percentage of maximum storm leg moment at
the lower guide (derived assuming a pinned footing) will be applied to the spudcan together with the
associated horizontal and vertical loads. For such simplified checks the loading on the spudcan may be
modeled assuming the soil is linear-elastic and incapable of taking tension (As per Section 5.3.4 of
SNAME)
The scantlings of the plating, stiffeners, and girders of the spudcan are to be to adequate to resist a
load equal to the maximum preload value distributed eccentrically, on 50% of bearing area.
The scantling to be designed to withstand hydrostatic pressure of 50 ft as per Section 13.1.2 of ABS
MODU 3-2-3.
For partially fixed supports, the spud can and the leg to spud can connections shall be designed for the
following loads:
a) The maximum vertical reaction, in conjunction with the associated horizontal reaction and spud can
soil fixity moment, acting in the most unfavorable direction.
b) The maximum spud can soil fixity moment in conjunction with the associated vertical and horizontal
reactions, acting in the most unfavorable direction.
For pinned supports:
The spud can and leg-to-spud can connection will be designed to resist the following conditions (As per
Section 13.1.3 of ABS MODU 3-2-3):
Preload Condition: The maximum preload value distributed concentrically over a range of bearing
areas, from minimum designed penetration to full embedment.
Normal Operating and severe storm condition: The spudcan and leg-to-spudcan connection is
designed for maximum vertical reaction and associated horizontal reactions combined with 35% of
moment at the lower guide to form the worst load combination (to account for the eccentric effects
of possible scour and uneven bottom condition).
A finite element model of the spud can and leg to spud can connections shall be constructed in finite
element software SESAM and analyzed.
7.13 Spudcan penetration analysis

Site specific geotechnical data shall be used to predict the footing penetration during preloading (As per
Section 6 of SNAME) :
All geotechnical analyses shall be performed based on geotechnical data obtained from site
investigations incorporating soil sampling and/ or in-situ testing.
The depth of spud can penetration is defined as the distance from the spud can tip to the mudline.
The methodology for computing the spudcan penetration analysis is as follows, as per criteria specified
in Section 6.2.2 to Section 6.2.6 of SNAME:
Compute the vertical bearing capacity of the footing at various depths below
seabed using closed form bearing capacity formulae as shown below:
FV (cu N c sc d c po ' ) A - For clay
FV (0.5 ' B N s d po ' N Q s q d q ) A -For sand
The maximum preload which needs to be applied to achieve the desired

penetration is as shown below:
VLO FV FO ' A 'V
where,
VLO = Preload value.

FV = Ultimate bearing capacity.
’xV = Weight of the soil displaced by the spudcan.
FO’ x A = Effective overburden load due to soil backflow.
A curve is plotted considering VLO (Preload value) vs d (spudcan penetration

depth). The level of penetration is found out by substituting the preload footing
vertical reaction during preload, and reading off the penetration depth.
7.14 Spudcan extraction analyis

The spud can extraction analysis will be performed based on the lower bound prediction for soil profile,
or the deepest penetration predicted.
The extraction force used has to overcome the following three components:
Shearing resistance of the soil on top of the spud can.
Base suction.
Leg and spud can self-weight.
7.14.1 Shearing Resistance of the Soil Above

In order to withdraw a deeply-embedded spud can from the seabed, some form of
uplift failure mechanism must be formed through the soil. Assuming that positive
water pressures will be applied to the underside of the footing, it may be assumed
that soil-spud can separation occurs beneath the spud can. The resistance offered
by the soil is therefore a combination of the self-weight of the soil and the shearing
resistance along the shear plane generated above spud can.
Merifield et al. showed, using lower bound calculations, the pull-out capacity of
circular, square and rectangular anchors for homogeneous conditions. The effects of
anchor shape, embedment depth, anchor roughness and overburden pressure is
analysed. The proposed equation for estimating the pull-out capacity is as follows:
H
Qtop N co Asu
su
where,
Nco is the bearing capacity factor, which is dependent upon both the footing’s shape
and the depth of embedment,
A is the maximum bearing area of the footing,
su is the undrained shear strength,
H is the depth below seabed to the anchor,
g is the unit weight of the soil.
Following installation, a crater is anticipated to be present on top of the spud can. A

parametric study needs to be performed to investigate the effect of depth of crater
before leg extraction on the shearing resistance of the soil on the top of the spud
can.
7.14.2 Suction at the Spud can Base

During spudcan extraction in clay, upward forces are applied to the spudcan,
reducing the total bearing stresses underneath the spudcan, causing a decrease in
pore water pressures, and producing significant suctions within the soil skeleton
The base resistance due to suction is related to a reverse bearing capacity failure
underneath the spud can. Based on the assumed reverse bearing capacity failure
mechanism, Purwarna et al. proposed the following equation to determine the base
resistance:
Qbase N c,base su,base Fg,base ' side Db Sb A 7.14.3
where,
Nc,base is the bearing capacity factor for base soil resistance
A is the maximum bearing area of the footing,
su,base is the un-drained shear strength at the spud can base level,
Sb is the adjustment factor for overburden stress at spud can level,
Fg,base is the gain in shear strength below spud can base due to soil
reconsolidation after spud can installation,
Db is the depth of spud can base,
g’ is the submerged unit weight of the soil.
The total base suction is calculated from the three resisting entities, and a maximum
base suction load required to extract the spud can is calculated.
7.15 Stability against Overturning

The unit, when resting on the sea bed is to have sufficient downward gravity loading
on the support footings to withstand the overturning moment of the combined
environmental forces from any direction, for each design loading condition. The
minimum factor of safety against overturning shall be taken as 1.1 for extreme and
operating conditions as per ABS.
Overturning stability analyses will be done as per Section 9 of DNV-RP-C104, April

2011
7.16 Preload Check

The analysis considers that a jack-up unit would be preloaded to Storm Elevated Weight before
elevated operation. Therefore, Preload check should be the first step of spud can foundation
assessment. The ultimate vertical bearing capacity under extreme condition is assumed to be the same
as the maximum footing load during Preloading.
The maximum footing reaction during preloading should be to be from the Global Inplace Analysis.
The Preload reaction should be less than the reduced maximum footing reaction.
Checks must be carried out in dense sands (i.e. with maximum bearing area not mobilized) and in
clayey soils.
7.17 Sliding check

The sliding capacity of the windward leg(s) would be checked for the horizontal leg reaction QH, as
defined in Section 8.3.1.5 of SNAME. QH should be calculated from the factored horizontal load due to
extreme wind, wave, & current, inertial load.
The foundation should have a capacity FH which should satisfy, QH Hfc x FH. Where Hfc is as defined
in Section 8.3.1.5 of SNAME.
Sliding check shall be performed for both sand and clay.
7.18 Bearing capacity check in sand

The bearing capacity of the leeward leg will be checked for the leg reaction vector QVH obtained from
factored loads considering vector of vertical and horizontal leg reaction due to dead load, variable load,
wind, wave, & current load, inertial load.
The equation of ultimate bearing capacity of shallow foundation with inclined loading in sand is as
below,
FVH 0.5 .B.N .S .d .i P0. N q .S q .d q .iq . A
Where
P
is the submerged unit weight of soil and 0 is the Effective overburden pressure at depth D
N , S , d N q , Sq , d q
of maximum bearing are , are the Bearing capacity factors as per SNAME. A is
the cross sectional area of spud can of maximum bearing area (circular cross section is
assumed).
FVH is the vertical bearing capacity in combination with horizontal loading and i and
iq
are the inclination factors.
7.19 Bearing capacity check in clay
The equation of ultimate bearing capacity of shallow foundation with inclined loading in clay is as
below,
FVH N c .cu .sc .d c .ic P0. N q .S q .d q .iq . A
Where
P
is the submerged unit weight of soil and 0 is the Effective overburden pressure at depth D
N ,S ,d
of maximum bearing are. N c , S c , d c , q q q are the Bearing capacity factors as per SNAME. A is
the cross sectional area of spud can of maximum bearing area (circular cross section is
i
assumed). FVH is the vertical bearing capacity in combination with horizontal loading and and
iq
are the inclination factors.
7.20 Leg tow analysis

The operation of the jack up is such that it is to be elevated up and down two to three times a week.
The vessel shall move from one location to another within the field. The jackup shall be usually dry
transported using semisubmersible carriers when there is a requirement of longer voyages. The dry
transportation scenario shall be carrier specific and hence needed to be investigated on a case to case
basis after performing a motion response analysis.
The member and joint strength unity check results shall be presented. During sailing the legs and
associated structures shall be capable of withstanding a roll or pitch of:
6o at vessel natural period + 0.2g heave – spud can tip flush with hull bottom
15o in 10seconds + 0.2g heave – spud cans lowered 15.2m below hull bottom
Note : The above values can be confirmed only after leg tow analysis.
The intent of the design stage tow analysis shall be to ensure that the legs of the jack up and the
holding system are able to safely take the loads occurring during the ocean and field transportations in
its own hull (ie. Wet tows). Recommendations for securing the legs against horizontal movements by
means of shimming in the upper or lower guides, lowering/ cutting the legs etc shall be laid down in the
operation manual, as dictated by the design requirements.
The leg shall be restrained at the upper guide, pinions and lower guide locations during the tow
analysis. The jack case, hull etc are of higher stiffness than the legs and hence the legs to hull
boundary conditions shall be assumed to be fixed.
A limiting sea state above which the legs shall be structurally unsafe for any field move shall be
established using a motion response analysis.
Motion analysis shall be carried out for various headings based on assumed sea state. The jack up hull
shall be modeled in MOSES using 3-D diffraction panels for taking the wave and current forces. The
weight of the legs, spud can, hull and variable load shall be considered. A hydrodynamic database shall
be prepared for the various headings and wave periods. RAO’s and resulting motion parameters for the
assumed sea states shall be calculated. The roll, pitch and heave motions thus obtained from the
motion analyses shall be used to carry out a set of field tow analyses in SACS so as to determine the
limiting sea state for which the legs would safely negotiate a field tow.
7.21 Design methodology for inplace fatigue analysis

The design life of the vessel is considered to be 25years.
The design life shall probably comprise of 80% in in-service conditions, 15% in wet field tows and 5% in
wet / dry ocean tows.
The fatigue strength analysis shall be done assuming the vessel is in in-place condition throughout its
life cycle. Wave loading shall be the main source of potential fatigue cracking and hence it shall be only
considered for the fatigue analysis.
The fatigue lives for the following type of joints shall be evaluated:
Tubular joints between the primary X bracings of the legs.
Tubular joints between the span breaker tubular pipe and X bracing member.
Joints between the X brace pipe and the chord of all legs.
Inline joints at thickness transitions or splice locations.
The welded joints between the spud can stiffener plates and the chord of the leg.
The spectral fatigue analysis shall be adopted to determine the fatigue lives of the tubular joints.
For the notches to be considered individually, eg: the welded joints between the spud can stiffener
plates and the chord of the leg, the fatigue strength assessment shall be carried out using a
deterministic method.
The fatigue assessment of the MODU typically employs the ABS (A) or (CP) criteria, as applicable, with
a fatigue design factor of 1.0 for the structural details.
7.22 Spectral fatigue analysis methodology

The essence of spectral fatigue analysis methods is to model the long term random sea state process
as several short term Gaussian processes, each defined by the wave spectral density function. The
fraction of time that each short term process exists shall be specified. A frequency response function
relating the wave spectral density and the spectral density of fatigue critical components, and including
the structural dynamics shall be developed. The fatigue stress spectral density shall be computed. The
process can be assumed to be narrow banded, the stress range will have Rayleigh distribution and a
closed form expression for fatigue damage contributed by each of the short term process can be used.
The spectral method best represents the random nature of wave environment. This method uses wave
scatter diagram directly to represent the long-tem statistics of sea states and uses the wave spectrum to
represent the range of wave frequencies present in a random sea state.
The effect of wave frequency on wave loading and structural response is explicitly accounted for through
the determination and use of hot spot stress transfer functions for evaluating response statistics in each
random sea state.
A linear relationship between wave height and the wave induced loads as well as a linear structural
response to these loads is assumed.
7.22.1 Key steps of the spectral fatigue analysis
1. Perform Eigen analysis to extract the dynamic characteristics
2. Perform sea state analysis for constant steepness waves to generate static transfer functions in all
directions (limited to 1:20)
3. Review static transfer functions in all directions to select the limited number of waves to be used for
wave response analysis.
The frequencies of the regular waves to be used for wave response will be selected appropriately, so
that the transfer functions are adequately defined over the relevant frequency range. The frequency
selection shall be done such that all frequencies closer to the natural frequencies and those frequencies
which represent the peaks and valleys of the base shear transfer functions are adequately captured.
Constant wave steepness provides a simple relation between the wave height and frequency.
L 1.56 T 2
H L steepness
The wave steepness shall be calculated from the wave statistics. The wave steepness thus determined
is used to establish the wave height to be used with each wave frequency. A minimum height of 0.3
metres and a maximum wave height equal to the design wave height should normally be used, for wave
response analysis.
4. Perform WAVE RESPONSE analysis for selected waves of constant steepness for each direction
separately.
SACS Wave Response program allows for stress recovery using “Equivalent Static Load Method”. This
method develops equivalent static loading used to represent the forces on the structure due to fluid
motion, including the relative motion between the structure and the fluid and inertia. Equivalent static
loads consist of both inertia and hydrodynamic loading. The inertia portion of the loading is determined
from modal accelerations, while the hydrodynamic portion of the loading represents the actual fluid
forces resulting from both fluid and structural motion
The equivalent static load technique eliminates the need to use large number of modes by adding the
inertia loading from only those modes with significant dynamic response to the actual hydrodynamic
loading (minimum 20 or higher depending on achieving mass participation factor of at least 90%.
Hydrodynamic loading is not restricted to the modal DOF’s.
With the spectral analysis method, dynamic response can be included by using a frequency domain
dynamic solution, for the structural analyses used to determine the member nominal stresses. The
steady state dynamic response to each of the regular waves stepped through the structure is thus
included in the resulting hot spot stress range transfer functions.
Frequency domain solutions offer an efficient method for evaluating dynamic response of a linear
problem. The equations of motion are solved to determine the steady state response for each of the
discrete wave frequencies at which the transfer function ordinates are evaluated.
For calculating global structural responses, modal analysis techniques in some circumstances offer an
efficient and reliable method. For local responses, pure modal techniques are usually unreliable. Hence
the modal plus static back substitution method, which superimposes the dynamic responses due to a
limited number of modes onto a full static solution, can be used. This method is also called “mode
acceleration method”.
A global structural analysis is performed to determine the applied loading or displacement for the critical
structural details. The local structural analysis is performed to determine the stress transfer function at
each location of interest in the structural detail.
5. Perform Fatigue Damage Analysis for joints.

Characterization of sea environment:
The sea environment is represented by the number of occurrences of various sea states, each defined
by a set of spectra. Wave scatter diagrams are used to characterize the sea states.
The wave scatter diagrams indicate the probability of occurrence of the sea states defined by two
parameters; Hs & Tz. Directional wave scatter diagrams, indicating individual sea state probabilities for a
number of mean approach directions, is referred. The directional wave scatter diagrams are as shown
in.
For a spectral analysis, the distribution of wave energy with wave frequency in each sea state must be
defined using a wave spectrum. The Pierson Moskowitz wave spectrum formulation is to be used.
Wave directions in random sea states are short crested; i.e, the component waves are spread over a
range of directions centred around the mean direction. The effect of wave spreading is normally of
secondary importance and can be ignored.
The effects of currents shall be ignored for fatigue analysis. Variable loads due to time varying wind
velocities are small in comparison with variable wave loading and can be ignored for fatigue analysis of
the legs.
Wave loads for slender members shall be calculated using Morison’s equation with appropriate wave
kinematics and suitable drag and inertia wave load properties. For spectral analyses, Airy wave of
appropriate height shall be stepped through the structure.
The Cd & Cm shall be calculated as per ABS guidelines.
The wave loads may need to be calculated at a larger number of points along the member length than in
extreme wave analyses in order to accurately define the distributed loading. The number of wave steps
used shall be sufficient to accurately define the minimum and maximum response during passage of the
wave.
For fatigue analyses the mean wave directions for which directional wave statistics are provided should
coincide with the structural axes system. The wave statistics need to be reduced in the direction of the
reference axes.
Hot Spot Stress Determination:

Peak local hot spot stresses shall be normally calculated using stress concentration factors (SCFs) for
the detail, which are applied on the nominal stress components at the relevant location on the member.
Depending on the geometry of the detail, different SCFs may apply on individual nominal stress
components. The product of each nominal stress component and SCF must be combined in an
appropriate manner to obtain the peak hot spot stress.
The hot spot stress shall be calculated as the sum of the nominal stresses due to the individual load
components (i.e. axial load, in-plane and out of plane bending moment), each multiplied by a
corresponding stress concentration factor
Stress concentration factors for the individual load components may be derived from finite element
analysis, model tests or semi empirical parametric equations based on such methods.
For tubular joints also stress concentration factors SCF according to M.EFTHYMIOU can be adopted.
Tubular joints with complex geometry (braces overlapping or stiffened by gusset plates or ring stiffeners)
have to be investigated by special analysis.
In plated structures, the hot spot stress at a weld toe is defined accordingly. It can be determined by
measurements or numerically, eg. by the finite element method using shell or volumetric models under
the assumption of linear stress distribution over the plate thickness.
In addition to the assessment of the hot spot stress at the weld toe, the fatigue strength with regard to
root failure has to be considered for partial penetration welds by respective classification of the detail.
S-N Curves:
The design S-N curves for the calculation of the cumulative damage ratio for welded joints and for
notches at free plate edges shall be as per ABS.
The cumulative fatigue damage ratio (Dr) will be calculated using Miner’s rule for linear accumulation of
damage as follows:
Dr j
(nj / Nj )
where,
nj = number of cycles occurring at a given stress range Sj.
Nj = allowable number of cycles under a given stress range Sj, determined from the S-N curve.
The calculated design fatigue life shall be obtained from the inverse of the cumulative fatigue damage
ratio.
The wave scatter data table as specified in section 8.5 will be used for the fatigue analysis.
7.23 Design method for Jackcase analysis

The main function of the jacking structure is to support the upper guides and the jacking systems.
The strength evaluation of the Upper guide, Lower guide, Jacking system, Jacking foundation (interface
between main deck and jack case), brace strength, and connecting beam shall be carried out using
SESAM/ ABAQUS software.
The function of jacking system is the movement of the hull and its variable loads along the legs during
elevated conditions. It shall also be capable of:
Transferring the Leg loads through guides and pinion.
Lifting/lowering the legs.
Lifting /lowering of the hull with normal elevated weight.
Holding the elevated weight with maximum pre-load during normal operating condition / emergency
condition.
Loads shall be obtained from in-place analysis and Tow analysis.
The upper guide and lower guide shall be designed based on the in place analysis model. It is assumed
that, the Leg will have less stiffness than jack case and the hull will be stiffer than jack case. The load
transfer path will be leg to jack case then jack case to hull. In between jack case and the hull, a
foundation is provided to transfer the load from the jack case to hull.
Box beams and braces are provides to connect the jacking frames in a jack house. So that it will act as a
single unit.
Load cases considered for the analysis are
i) The maximum in place survival case pinion loads and Torsion moment due to load at pinion pitch
point on jack case structure with associated upper and lower guide loads.
ii) Maximum upper guide tow loads, with associated pinion and lower guide loads.
iii) Maximum lower guide loads, with associated pinion and in place upper guide loads.
The maximum storm holding capacity of each pinion is resolved in to horizontal and vertical
components. Those loads are applied at the central point of pinion. Load from this central point
is distributed by using kinematic coupling method. This master–slave connection method will
distribute the loads to nodal regions.
Torsion load is converted to vertical couple and applied at the stopper plate as point force using
kinematic coupling.
Lower guide loads and upper guide load are applied as pressure forces calculated by dividing reactions
from in-place/tow by area of the corresponding plates.
The design of the guides, braces and box beam is based on their maximum observed forces
from the Global In-place Analysis and the Ocean/Field Tow Strength Analysis.
7.24 Hull structure design

The hull scantling design will be done based on the minimum requirements specified by ABS MODU.
The analysis and assessment of the 415WC global hull structure shall be carried out using working
stress method in satisfying the requirement specified in the ABS MODU Rule and ABS buckling criteria.
The hull structure shall be designed for the loads imposed during the operating conditions, survival
condition and the preload conditions with maximum variable deck load. Finite element analysis shall be
performed using SESAM/ ABAQUS using a model which is entirely of shell elements that includes the
bulkheads, floors, side shells and girders for the hull structure and beam elements for the leg structure.
The plate secondary stiffeners shall be omitted from the model. The hull plating is exposed to in-plane
stresses when the hull is elevated. The capacity checks shall be conducted locally on the structural
panels against buckling.
Leg and Hull Interface is to be modelled as non-linear spring connector with appropriate stiffness.
Overturning moments and environmental forces shall be taken directly from the global In-place analysis
along with light ship weight and distributed variable load . Preload and various equipment loads shall be
applied at corresponding COG locations as specified in the light ship weight and loading condition
report. These loads are transferred through various primary members. Local strength and buckling
check shall be done and Scantling is to be optimised wherever it is required.
7.25 Design of crane pedestal

The vessel shall be fitted with one (1) Leg Encircling Crane as a main crane and one (1) auxiliary crane
for provision handling / deck service.
The main crane with 300 tons (330 short tons) capacity, shall be incorporated around the starboard leg
and integrated into and on top of the jacking tower structure.
The auxiliary crane with 90.7 tons (100 short tons) capacity, shall be pedestal mounted at the port side
of the vessel.
The crane pedestal shall be designed in accordance with API Spec. 2C. For in-service condition, eight
major boom angles from 0o to 360o shall be considered in the analysis. The vendor supplied reactions to
foundation (maximum axial load, maximum overturning moment, maximum radial loads and the torque
at the interface between top of pedestal and slew bearing) shall be considered for structural checks. It
shall be ensured that the vendor loads are inclusive of the operating wind loads. For out of service
condition, the barge will be in transit and crane boom will be in stowed position. Crane self weight along
with extreme winds and transportation forces on crane and pedestal shall be combined to produce
maximum stresses in the structure.
The crane pedestal shall be checked for local buckling requirements. The allowable deflection at the top
of the pedestal shall be limited to the (Height of crane pedestal /180).
Fatigue check of welds shall be done as per the AWS / API guidelines.
A minimum of 25000 cycles of loading and unloading shall be assumed for the fatigue checks.
8 ACCOMMODATION & HELIDECK
8.1 Accommodation Arrangement

8.1.1 Complement
The accommodation shall be designed for a total complement of 100 persons.
8.1.2 Rules & Regulations

The accommodation arrangement shall comply with the rules and regulations of Classification Society
and flag state. It shall also comply with following guidelines:
ILO C92 Crew Accommodations.
ILO Maritime Labour Convention (MLC), 2006.
IMO A468 Noise
8.1.3 Arrangement & Features

Accommodation to be provided for one hundred (100) personnel. The accommodation will be made up
of three (3) deck levels (below and above the main deck and also on upper deck) and will have a
minimum ceiling height of 2.2 m and will conform to the details of the General Arrangement and all
applicable regulatory bodies.
The accommodation structure shall comply with the rules and regulations in force not only for the flag
state of choice and the Classification Society but also with the regulations in force in the intended
operational area of the Vessel. As well as the accommodation, there is also an emergency generator
room to port on the bridge deck..
8.1.4 Structural design

The accommodation structure shall be designed and constructed in accordance with ABS rules and
requirements. ABS MODU 2012 rules shall be referred for scantling design.
The minimum steel service temperature for accommodation structures shall be same as that for main
hull. Structure design shall consider deck loading as per ABS MODU.
8.2 Helideck and Supporting Structure Design

8.2.1 General
The helideck is to be designed for Sikorsky S92 (12.8 tons) and S61N or equivalent type helicopters.
50 % (Helicopter at rest), 75 % (Normal Landing) and 125 % (Emergency Landing) of gross weight of
helicopter will be considered for loading purpose in the analysis for each of the main wheel groups as
per regulation of CAP437. A structural response factor of 1.30 is used on the above loads as per
CAP437.
8.2.2 Helideck and Supporting Structure Analysis

The adequacy of the structural members of the helideck and its supporting structure shall be verified for
anticipated loads for in place conditions (emergency landing, normal landing & helicopter at rest) and
during towing condition of the barge.
The scope shall include joint can punching shear checks for the tubular members of the helideck
support structure besides carrying out local checks for the helideck plating, its stiffeners, local hull
structures (deck & bulkhead) and design of the connecting gusset plates at the support points.
The helideck plating shall be checked locally as per guidelines specified in the Section 3-2-2 of ABS
MODU 2012 .
8.3 Wave scatter data
9 SAFETY, FIRE FIGHTING & ENVIRONMENT
9.1 General
Safety equipments and systems shall be planned for in accordance with requirements of the
Classification Society, other Regulatory Bodies and considering operating area requirements for self-
elevating units with a crew of 100 men.
9.2 Life Saving Appliances

The following life saving appliances in compliance with Class, SOLAS, IMO and other Regulatory Body
rules and regulations shall be planned for:
Lifeboats
Rescue boat
Liferafts
9.3 Fire Fighting Systems

The following fire fighting systems shall be considered in accordance with the requirements of
Classification Societies and other Regulatory Bodies:
Portable fire extinguishers
Fire main system
Fixed system for machinery and high risk areas
Fixed system for accommodation area
Fixed system for helideck fire fighting
Fixed system for galley fire fighting
9.4 Area Classification

9.4.1 General
The basic design shall consider segregating critical areas, high risk areas and low risk areas by fire walls
as per Classification Society rules. Ventilation system of these area types shall be separated and isolated
by smoke tight fire dampers at intakes and exhausts.
9.4.2 Structural Fire Protection

The basic design shall consider Class and other Regulatory Body rules for structural fire protection
categorization of compartments and spaces.
9.4.3 Hazardous Area Classification

The basic design shall consider Classification Society and other Regulatory Body rules for hazardous
area classification and its effect on arrangement of equipments and design of systems like piping, HVAC,
electrical etc.
9.5 Escape Routes
The basic design shall consider providing normal and emergency means of escape for all spaces as per
Class and other Regulatory Body rules, regulations and guidelines. The escape routes shall lead to safe
areas and living quarters, life boats, hospital, and helideck.
10 MACHINERY
10.1 General
The machinery shall consist of a minimum of following main components and shall be in line with the
requirements of the electrical single line diagrams, the piping system schematic drawings and the main
equipment list:
Two (02) main diesel generators with 3-phase alternators, feeding the main electrical circuits of
the Vessel
One (01) auxiliary diesel generator with 3-phase alternators, feeding the main electrical circuits
of the Vessel
Three (3) main propulsion units, including electric motors and electric drive systems with
converters
One (1) bow tunnel thruster, including electric motors and electric drive systems with converters
One (1) emergency diesel generator
Three (3) leg jacking systems
One (1) main crane
One (1) auxiliary crane
Diesel engines driving AC alternators shall be used for main power system supply to the unit. The power
requirement shall be based on electric load balance study. The engines shall be in compliance with Class
and Regulatory Body requirements.
The engines shall be designed for low NOx emissions and shall fulfill the latest MARPOL Tier II
requirements. The engines shall be provided with pumps, oil coolers, control panels, compressed air
starters, silencers with spark arrestors and all other required accessories.
10.2 Rules & Regulations

Minimum requirements for main and auxiliary machinery shall be considered as per Classification Society
and other Regulatory Bodies requirements mentioned in section 3. Some key rules to be followed shall
be:
ABS MODU 2012
IMO MODU 2009
MARPOL
10.3 Propulsion-Azimuth Thrusters

Three (3) units of electrically-driven azimuth propulsion thrusters fed from the main diesel generators
Electric motor of 2000kW (690V/3Phase/60Hz) fitted to the azimuth thruster unit.
10.4 Bow Tunnel Thruster

One (1) transverse FPP bow thruster with rated power 750 kW@690V/3Phase/60Hz to be fitted on the
Fwd Skeg.
10.5 Main Diesel Engines
Two (02) main diesel engines shall be installed, each complying with the following including Class
requirements:
Model : C25:33L9ACD
Type : 4-stroke diesel
Rating, diesel engine : 2880 kW
Speed : 900 rpm
Fuel : Marine diesel oil (MDO)
10.6 Auxiliary / Harbour Diesel Engine

One (01) auxiliary diesel generator set shall be installed follow Rolls Royce arrangements, each
complying with the following including Class requirements:
Model : C25:33L6ACD
Type : 4-stroke diesel
Speed : 900 rpm
10.7 Emergency Diesel Engine

Manufacturer : Volvo Penta
Type : D16-MG
Speed : 1800 rpm
10.8 Main Generators

Two (02) alternators shall be installed each having the following characteristics:
Alternator Rating : 2735 kW
Voltage : 690V
Power factor : cos phi = 0.9
Frequency : 60 Hz
Speed : 900
Coolant : TBC
Type : Brushless, 3-phase synchronous for marine use
Bearing : sliding type, self lubricated
Mounting : B3 (horizontal)
Enclosure : IP 23
Terminal box : Enclosed IP 44
Cable inlets : For cable inlets from below
Insulation Class : "F"
Temperature rise : "B"
Voltage characteristic : constant Voltage
Space heater : 230 V
Regulator : Mounted into switchboard or separate cabinet.
10.9 Auxiliary / Harbour Generators

One (01) alternator shall be installed follow Rolls Royce arrangement, each having the following
characteristics:
Alternator Rating : 1843kW
Voltage : 690V
Power factor : cos phi = 0.9
Frequency : 60 Hz
Speed : 900
Coolant : TBC
Type : Brushless, 3-phase synchronous for marine use
Bearing : sliding type, self lubricated
Mounting : B3 (horizontal)
Enclosure : IP 23
Terminal box : Enclosed IP 44
Cable inlets : For cable inlets from below
Insulation Class : "F"
Temperature rise : "B"
Voltage characteristic : constant Voltage
Space heater : 230 V
Regulator : Mounted into switchboard or separate cabinet.
10.10 Emergency Generator.
The generator shall be of 3-phase synchronous generator, for constant speed, selfexcited, self-regulated
with on-build voltage regulator, self-ventilated, brush less and with damping windings:
Alternator Type : HCM534e
Output : 560kVA
p.f. : 0.8
Voltage : 440V
Frequency : 60 Hz
Speed : 1800 rpm
Enclosure (acc. IEC 34-5) : IP23
Bearings : Anti Friction
Insulation / temp. rise : H/F
Mounting (acc. IEC 34-7) : IM 1001
10.11 Pumps
The following key pumps shall be considered for marine systems:
Submersible pumps
Preload Pump
Main, emergency & jockey fire pumps
Main bilge/ballast/preload pumps
Pneumatic bilge pumps
Hot water circulation pumps
Dirty Oil / Sludge pumps
FO / LO transfer pumps
Foam pump
Sprinkler pump
Other pumps shall be considered based on piping system design requirements.
10.12 Auxiliary Machinery

The following auxiliary machinery shall be provided:
Fresh Water Makers / Distilling Units (RO Type)
FW pressure sets / Hydrophores
Water heater / Calorifiers
Air compressor and reservoirs
Sewage treatment plant
Fuel oil purifiers
Oily water separators
Workshop equipment
Machinery handling equipment
10.13 Other Machinery

10.13.1 Jacking System
The design shall be based on a fixed type electrically driven rack and pinion jacking system which shall
be capable of moving the hull and its variable loads along the legs. The jacking system shall also be
capable of jacking up with full preload.
The jacking system capacity shall be based on:
The final spudcan reaction from Global Inplace Analysis and preload requirement derived from
the same.
The final hull light weight
Hull Jacking variable load
Required Lifting speed.
Required design life of system and jacking pinions.
The jacking system mechanical components like pinions, gear boxes, motors etc. shall be considered to
be mounted on a vendor supplied jack case or jacking frame.
10.13.2 Main Cranes

The Vessel shall be fitted with one (1) Leg Encircling Crane (“LEC”) as a main crane.
Location Starboard leg
Model RAM LEC300-140LR
Boom Length 42.7 m
Main Block Capacity 300 MT at 18 m radius
48 MT at 8.8m
Intermediate Block Capacity 113 MT
Whip line Capacity 22.68 MT
Crane load & function tests shall be carried in line with ABS rules.
10.13.3 Auxiliary Crane

The Vessel shall be fitted with one (1) auxiliary crane for provision handling / deck service.
Location Port side as shown on the GA Drawing
Boom length Approximately 100 ft
Capacity 90.7 MT at 9.1m
10.13.4 Other Deck Machinery
Other deck machinery like mooring & anchoring winches, anchors, towing equipment etc. shall be
considered as per Class requirements.
11 PIPING
11.1 General
The vessel is provided with all required marine systems, sized sufficiently, and in compliance with all
applicable rules and regulations.
11.2 Design Criteria

Piping design shall be based on the following criteria:
Piping systems shall be designed in accordance with the requirements Class, Regulatory
Bodies, API, ANSI and ASME and as recommended by the equipment manufacturer.
Comply with health, safety, and environmental requirements.
Meet the system requirements.
Comply with design criteria.
Comply with all applicable specifications, datasheets, referenced codes and standards.
Meets the required design life.
Design shall be suitable to operate in a marine & offshore environment.
Design shall be symmetrical and uniform to the extent possible and practical.
Compact design to minimize space and weight.
11.2.1 Materials
Details of materials for pipes, valves, flanges, fittings, bolting, gaskets, branch connections and other
items shall be as per piping & valve material specifications which shall be prepared based on rules and
design requirements.
11.2.2 Temperatures
Design Temperature
The min. design temperature of piping system is 0 deg. C or as per Class requirement for area of
operation.
Sea Water Temperature
Max. sea water temperature +35° C
Min. sea water temperature +4° C
11.3 Piping Systems

11.3.1 Marine Systems
The following marine systems shall be considered:
Preload System
Bilge & Stripping System
Sea Water Service System
Fire Main System
Leg Jetting & Educting System
Engine FW Cooling System
Potable Water System
Fuel Oil Purifying, Transfer and Service System
Lubricating Oil System
Engine Exhaust System
Compressed Air System
Dirty Oil System
Deck Drains
Vents & Sounding System
11.3.2 Fire Fighting Systems

The following fire fighting systems shall be considered:
CO2 Fixed Fire Extinguishing Systems
Foam System
11.3.3 Miscellaneous Systems

The following other systems shall be considered:
Brake FW Cooling System (if applicable)
Hydraulic Systems
Tank Level Monitoring System (if applicable)
Monitoring and Control System
11.4 Piping Arrangements

11.4.1 Raw Water Supply
Raw water supply (including preload water) in elevated mode shall be from submersible pumps. Sea
chest shall be considered for sea water supply in floating mode. Buffer tank shall be considered for
emergency sea water supply while the unit is being elevated or if submersible pumps fail in elevated
condition.
11.4.2 Engine Exhausts

All engine exhausts shall be routed through side of the hull. The final exhaust outlets shall at a level
below main deck for operations in elevated mode with a bypass at higher level for floating mode.
11.4.3 Filling Stations

Deck connections for the transfer of liquid and bulk materials shall be considered on both sides of the
unit.
11.4.4 Overboard Discharges

Single point overboard discharge into a common overboard chute shall be considered.
12 HVAC & REFERIGERATION
12.1 General
The HVAC design shall include a detailed heat load analysis considering all relevant variables.
The HVAC equipment shall be made redundant (with duty and standby at 100% capacity) to ensure
continuous operation. The ducting and piping shall be arranged in a manner that will allow different
connection combinations between different HVAC equipments. Hazardous area considerations shall be
made based on rules and regulations.
The following HVAC systems shall be considered:
Accommodation HVAC system
Machinery Areas HVAC system
12.2 Rules and Regulations

As a minimum, standard references for HVAC design shall be used:
ABS Rules for Building and Classing Mobile Offshore Drilling Units 2012.
IMO Code for Construction and Equipment of Mobile Offshore Drilling Units (IMO MODU
Code) 2009.
ASHRAE – American Society of Heating, Refrigeration and Air-Conditioning Engineers
Standards.
ISO 15138 2007(E) Petroleum and Natural Gas Industries- Offshore Production Installation-
Heating, Ventilation and Air Conditioning.
ISO 8861 Shipbuilding -- Engine-room ventilation in diesel-engined ships -- Design
requirements and basis of calculations.
ISO 7547 – Ships and Marine Technology – Air conditioning and ventilation of accommodation
spaces – Design conditions and basis of calculations.
SMACNA –Sheet Metal and Air Conditioning Contractor’s National Association.
12.3 Design Conditions

The design conditions shall be as follows:
Summer Outside Inside
Dry bulb Temperature 450 C 220 C
RH 70% 50%
Seawater 350 C
Winter Outside Inside
Dry bulb Temperature 00 C 200 C
RH 70% 50%
Seawater 40 C
12.4 Refrigeration System

A provision refrigeration system shall be considered for the vessel. This shall be installed in the
accommodation.
This refrigeration system shall serve the following rooms at corresponding cooling temperatures:
Chiller 4° C
Freezer -20° C
The design of this system shall be in accordance with relevant ISO and IMO MODU regulations.
All equipments shall be designed as package units installed in one skid with all refrigerant piping, wiring
and refrigerant charge.
The system shall be designed for automatic operation.
12.5 Air-conditioning
Air-conditioning is provided in the accommodation and designed for marine application. Exhaust via grills
in the doors is not permitted. The air-conditioning is based on parameters in section 12.3.
12.6 Fresh Air Requirements

The minimum number of changes of conditioned air per hour is to be:
8 - changes per hour in sleeping quarters.
12 - changes per hour in wheel house.
10 - changes per hour in public rooms.
12.7 Mechanical Ventilation

Mechanical ventilation is provided in all the working spaces not mentioned above. The mechanical
ventilation for the engine room is based on maintaining engine room temperature within 10°C of ambient
temperature. All inlet openings/fans are equipped with fire and gas detectors and automatic shut down
devices
12.7.1 Diesel Generator Engine room:

Two (2) forced supply fans.
Supply air is ducted to furnish air to the engines and prevent hot spots.
Fans are sufficient for combustion & cooling air consumption of 3 diesel engines running, and maintaining
Engine room temperature within10deg C of ambient temperature.
Two (2) exhaust fans.
12.7.2 Azimuth Thruster Compartment:

Two units of sea water cooled package type HVAC units installed. Failure of one unit will maintain
compartment temperature at 30 deg C to allow ’VFD’ to operate. In case VFDs are water cooled then the
thruster compartments can be mechanically ventilated with 1 supply fan and 1 exhaust fan provided it
meets the performance of thrusters.
12.7.3 Bow thruster room:

One unit forced supply to be ducted from engine room ventilation. Natural exhaust.
12.7.4 Emergency generator room:

One (1) unit forced supply fan, powered by emergency circuit only. Natural exhaust
Air supply and exhaust louvers are to be supplied with watertight closures.
12.7.5 Toilets, wash place, changing room

Combined exhaust fan
12.7.6 Galley and Provision rooms

Individual exhaust fans. Galley unit is foam protected.
12.7.7 Hospital
Individual exhaust fan
12.7.8 AHU rooms

One (1) fresh air supply each
12.7.9 Other Machinery spaces

To be ventilated with force supply and natural exhaust.
13 ELECTRICAL
13.1 Electrical Design Philosophy

Power is generated using a Diesel Engine Coupled with an AC Alternator. The sizing and selection of the
DG sets shall be based on the load flow analyses.
The electrical design shall be based on various operations which are divided mainly into six different
modes.
Sr. No. Mode of Typical Loads
All 3 Azi. Thrusters @ 90%, HVAC, Service Pumps and

1 Transit
Equipments.
All 3 Azi. Thrusters @ 65% and 1 Tunnel Thrusters, min

2 Installation power and Jacking Leg Lowering, HVAC, Service Pumps and
Equipments.
3 Jacking Jacking MCC, HVAC, Service Pumps and various essential

Equipments
Crane, HVAC, Service Pumps and various essential
4 Working
Equipments
5 Emergency Emergency Lighting + Emergency Loads, fire pumps etc
13.2 Electrical Machinery

The electrical system and equipments shall be as specified herein, and in accordance with all applicable
requirements of the Classification Society and Regulatory Bodies.
Electrical plant for this Vessel shall consist of the following main equipment: The capacities hereafter are
given as Rolls Royce’s requirements.
Equipment Qty Capacity each Remarks
Main Generator 2 sets 2735 kW 690V 60Hz
Auxiliary Generator 1 set 1843 kW 690V 60Hz
Emergency generator set 1 set 560kVA 440V 60Hz
2000kW for three main

Electrical motors for main Azimuth thrusters 3+1 thrusters and one 750 kW
motors and for Tunnel Thruster sets for Tunnel Thruster
Frequency converters for electrical

propulsion motors and Tunnel Thruster
motor 4 sets TBC AFE
Motor starter for offshore pedestal crane 1 set TBC
each jacking motor is rated

Motor starters jacking electric motors 3 sets for 350 kW (3 Nos.)
690V Main switchboard 1 set TBC
440V Ship Service switchboard 1 set TBC
230V Ship Service switchboard 1 set TBC
440/230V Emergency switchboard 1 set TBC
Transformers 690 / 440 – 2 sets 2 sets 1000 kVA Approx.
Transformers for 440/230 – 2 sets 2 sets 150 kVA approx,
Transformers for 230 emergency distribution

– 2 sets 2 sets 99 kVA Approx
Transformers for galley 1 set TBC
230V AC UPS 2 sets TBC
Motor control centers for auxiliaries 2 sets TBC
24V DC System 2 Sets TBC
13.3 Basic Parameters & System Design

The power system for the vessel shall be an ungrounded (Isolated Earth System) 690 volt, 60 Hz, 3
phase, AC system supplied by two main generators, one auxiliary generator, all capable of parallel
operation and load sharing features. The generators shall supply 690 V AC power to two separate
690/440 V 60Hz. transformers for auxiliary service power on the vessel and it is further step down to
230V via 440/230 V distribution transformer.
DC power system shall be 24 V from a dedicated battery pack.
The main 690 V switchboard, 440 V switchboard and 230 V switchboards shall be have two buses
coupled with a bus coupler which shall provide redundancy in the power system.
13.4 Hazardous Area Classification

The extent of Zone 1 and Zone 2 hazardous area shall be dictated by the more onerous of ABS MODU
API, IEE or IP Model Code of Practice Part 15 - Area Classification Code for Petroleum Installations. All
electrical apparatus essential for the safe operation of the vessel shall be selected or enabled with the
appropriate degree of protection for the area classification into which it is installed.
13.5 Equipment and Materials

All electrical equipment located on the open decks shall be rated for full load service at 45°C. Electrical
equipment in the engine room shall be rated for full load service at 55°C.
13.6 Open Deck Equipment

All electrical equipment on open deck will be considered to be rated as IP56. IP57 rated equipment shall
be considered in water splash zones.
13.7 Power Generation

The power is fed from 2 nos. 2735 kW DG set and 1 no. 1843kW DG set with 690 V , 60 Hz power
supply which will be fed directly to Thrusters, Jacking system and 2 nos. of 690/440 V, Transformers
through 690V Switchboard. The 690V switchboard consists of 3 Main Buses and 2 nos. of bus coupler.
All electrical distributions boards, life saving equipments (davits), electrical operated pumps, 440/230 V
Transformers, Ventilation and Air conditioning feeders are connected to 440V switchboard.
Brushless 3-phase synchronous water-cooled alternators for marine installations with sliding bearing.
Voltage: 690V, 60Hz; Rating:
2 sets of 27635kW Main Generator, Mounting: IM1001, Insulation: F; Enclosure: min. IP 23.
1 set of 1843kW Auxiliary Generator, Mounting: IM1001, Insulation: F; Enclosure: min. IP 23
The generators shall be equipped with:
Automatic voltage regulator over voltage protection-Water temperature sensor
Winding temperature sensors Cooler leakage detector
Transformers for differential protection in both ends also for switchboards
Anti condensation heater
Purge air ventilation from non-hazardous area with supervision accord to Class requirements.
SPM Nipples. Generators shall be built on common skid with diesel engines.
13.8 Emergency Generator & UPS Power Supply

An emergency generator shall be provided for maintaining the emergency systems such as the fire
pump, Navigation equipment, Radio Equipment, ESD, Emergency Lighting etc as per rules. The EDG is
connected to 440 V bus for emergency power supply and back feed supply from 440 V BUS.
Brushless 3-phase synchronous air-cooled alternator for marine installations. Voltage: 440V, 60Hz;
Design: B5/B20, Insulating: F/B; Enclosure: min. IP 23.
Rating: 1 set of 560kVA.
The generator shall be equipped with:
• Automatic voltage regulator
• Anti condensation heater
• Winding temperature sensors
Wherever interruption of power is not allowed during 45 sec change over time Uninterruptible power
supplies (UPS) or 24 V DC battery back-up is provided following typical loads are recommended
Emergency shutdown system (ESD)
Fire and gas monitoring (F&G)
PA & GA system
CO2 Panel
Radio Communication along with own battery back up
Navigation Lighting
Obstruction Lighting
Helideck Lighting
Marine Monitoring System/ Vessel Management System ( Levels & Water Tight Doors, Pumps
Motors Auto Operation, Valve Operation)
General Purpose Alarm
Embarkation Lighting, FWD leg flooding in case of Helideck etc.
During the harbour generation mode, the following shall be connected to harbor generator (Auxiliary
generator):
Galley
Laundry
Minimum HVAC Loads
Minimal Lighting
Blackout Engine start Equipments
Space heater DB for Main Engine, Thrusters, Transformer, switchboards and MCCs.
Essential Services
13.9 Switchboards and Panels

These shall consist of:
690 V Main Switchboard
440 V MainSwitchboard
230 V Main Switchboard
Power and Lighting Distribution Panels
440 & 230 V Emergency Switchboards
Shore Power Connection Box
Active Front End Panels (AFE)
Circuit breakers
Motor Control Centers & Controllers
24 V DC distribution board
230 V AC UPS distribution board
13.10 Transformers
Appropriately sized step down transformers shall be provided for:
690 V to 440 V transformation
440 V to 230 V transformation
Two sets of transformers shall be provided for redundancy.
14 REFERENCES
[1] OCD050-DW-NA-001 General Arrangement

[2] OCD050-DW-NA-002 Tank Capacity Plan
[3] Principles of Naval Architecture, Lewis, Edward (Ed), SNAME
[4] ABS guidance notes – Dynamic analysis procedure for self elevating drilling units

Levingston 415WC - Design Basis

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Report Number: OCD050-RP-PM-002 Rev: A 2 May 2013

Levingston 415WC Liftboat

Basic Design Basis

Prepared for: Authorized by:

Mobile No.: +971 55 7182984

Customer Reference: OCD050 - The Levingston Corporation

GL Noble Denton is the trading name of Offshore Dynamics Limited

Revision Control Sheet

IDC-1 17 Feb 2013 All Issued for Internal review

A 2 May 2013 All Issued for Comments

Previous issues of this document shall be destroyed or marked SUPERSEDED

1.3 Vessel description

2.1 Vessel main particulars

2.1.2 Legs and spudcans

2.1.3 Jacking system

2.1.4 Propulsion system

2.1.5 Accommodation and Helideck

2.1.6 Main crane

2.1.7 Auxiliary crane

2.2 Definition of terms

2.3 Units & Representations

2.4 Axis convention

Axis Direction Positive Direction Location of Origin

X Longitudinal Forward Stern (Frame 36)

Y Transverse Port side* Centerline

Z Vertical Upward Keel

*Convention may be different in different software for specific analyses

2.4.2 Numerical Representations

3.1 Classification & Notation

3.2 Port of Registry

3.3 Rules & Regulations

4.1 Design Water Depth

4.2 Elevated Condition

4.2.1 Operational Condition

4.2.2 Crane Lifting Operations

4.2.3 Storm Survival Condition

4.3 Environmental Conditions

Description Monsoon Non-

Water Depth (LAT) 85m (279’) 85m (279’)

Significant Wave Height, Hs 9.7m (31.8’) 8.2m (26.9’)

Maximum Wave Height, Hmax 17.1m (56’) 14.3m (46.9’)

Associated Wave Period, Tass 12.6 seconds 11.5 seconds

Peak Energy Period, Tp 13.7 12.5 seconds

Maximum Wind Speed, Vw (1-minute mean) 46 m/s (89.5 38 m/s (73.9

Surface Current Speed, Vc 0.8 m/s (1.55 0.8 m/s (1.55

Storm Surge and Tidal Rise 4m 3.6m

Air Gap (LAT) 18.3m (60’) 18.3m (60’)

4.4 Ambient Temperatures

Maximum ambient air temperature + 45° C

Minimum ambient air temperature 0° C

Maximum temperature of seawater intake + 35° C

Minimum temperature of seawater +4° C

Maximum temperature in engine room +55° C

Maximum permissible temperature for rooms +40° C

Outside temperature: 0° C to 45° C with RH 95 %

Sea water temperature: 4° C to +35° C

Inside temperature(Accommodation and control 20° to 22° C

4.6 Deck Loading

4.7 Consumable Tanks

4.7.2 Fresh Water Tanks

4.8 Preload & Buffer Tanks

4.8.2 Buffer Tanks

5.1 Lightweight Summary