STRUTCTURAL ENGINEERING & SACS TRAINING -

PREREQUISITE 01

1. STRUCTURES AND LOADS

- AIMS OF STRUCTURAL DESIGN
- DESIGN CODES

MODULE DESIGN LOAD-CASES

-IN-PLACE OR OPERATIONAL LOAD CONDITION
-MODULE CONSTRUCTION
-LOADOUT
-SEA TRANSPORTATION
-LIFT CONDITION

MODULE FRAMING AND CONNECTIONS

-MODULE FRAMING
-MODULE CONNECTIONS

PADEYE DESIGN GUIDELINES

-DESIGN RECOMMENDATIONS
-PADEYE MATERIAL
-ALLOWABLE STRESSES
-TYPICAL SHACKLE PROPERTIES
 Aims of Structural Design
simple , safe and fit for purpose

Structural analysis is a system of determining a load that a

structure can bear on member & joint while structural design is
recommending the best structural property for all the given loads

The Institution of Structural Engineers (I. Struct E.) has published a report
entitled Aims of Structural Design. The report notes that every structure
must conform to the following three principles:
1. The structure must be safe: conceptual design must ensure that a
module is safe under all load-cases. Concept design must be robust, well
designed, and able to be taken into detailed engineering phase without
need for significant change.
2. A good design has certain typical features: simplicity& unity.
Conceptual design must develop modules that have good structural
framing, clear load paths and good stability.
3. The structure must fulfil its intended function.
To suit its original purpose
 Classification of
Structures

Tie Rods. Structural members subjected to a tensile force are often

referred to as tie rods or bracing struts. Due to the nature of this load,
these members are rather slender, and are often chosen from rods, bars,
angles, or channels.

Beams. Beams are usually straight horizontal members used

primarily to carry vertical loads. Quite often they are classified according
to the way they are supported, . Beam cross sections may also be built up by
adding plates to their top and bottom. And this come to play When the beam is
required to have a very large span and the loads applied are rather large, the cross
section may take the form of a plate girder.
Beams are primarily designed to resist bending moment;
 Columns. Members that are generally vertical and resist axial
compressive
loads are referred to as columns, Tubes and wide-flange cross
sections are often used for metal columns, and circular and square cross
sections with reinforcing rods are used for those made of concrete.
Occasionally, columns are subjected to both an axial load and a bending
moment as shown in the figure. These members are referred to as beam
columns.
 Why Is the I-Beam Oriented This Way,
Not the Other Way?

Tie RodsSlender members subjected to tension.

Often used for bracing.

BeamsMembers designed to resist bending

moment.They are often fixed or pin supported and can
be in the form of a
steel plate girder, reinforced concrete, or laminated
wood.

ColumnsMembers that resist axial compressive

force. If the column also resists bending, it is called a
 Code and standard

Probably the first widely used structural code was the American Institute of
Steel Construction (AISC), 7th edition. onshore buildings code, entitled
specification for structural steel buildings that was applied to offshore
structure.

Later revised (AISC), 8th edition-----red book

Later revised (AISC), 9th edition-----green book
(AISC 13th edition combine stress edition ASD & LRFD ----silver book
The latest series of design codes is the international standard applicable to
offshore structures, ISO 19900 to ISO 19906.
ISO 19901 Part 3 (Issued 2010) refers to topsides structures. This allows for
Limit State Design (LSD), also known as Load Resistance Factor Design (LRFD)
methods, and also Allowable Stress Design (ASD) methods. It also includes an
extensive bibliography. ASD is also known as Working Stress Design (WSD).
 ISO 19901 (Part 6) refers to marine operations, and gives good guidance on lifting
operations, and an extensive bibliography
The industry makes wide opened use of Norwegian certifying authority standards
produced by DNV (Det Norske Veritas). These standards are available online.
Offshore standard DNV-OS-C101 (April 2011) Design of Offshore Steel Structures
General (LRFD method).
Offshore standard DNV-OS-C201 (April 2011) standard design of offshore units (WSD
method)
In this course, the authors are used to working with the AISC 9th edition in a UK setting,
and the worked examples are based on this. Course participants are free to use any code
in the assignments, but they must remember to apply appropriate load factors if using
LRFD or Limit State codes.
 Module Design Load-cases

Modules have to be designed for several different conditions or

load cases. The main load cases for structural engineering,
sequentially, are:
Module Construction
Loadout
Sea transportation
Lift and installation
In-place or operational
Decommissioning or removal

In-Place
is the dominant load-case. Conceptual design should concentrate
on this condition before ensuring that the module can be safely
transported and installed., SW, wind & load
 LOAD OUT
Loadout is the term given to the operation whereby the module is transported from its
construction site onto a quayside barge for ongoing sea transportation.
Two methods of loadout
The normal method is by multi-wheel hydraulic trailers supplied by companies such as
Hyspec, Mammoet,

checks :
1. Module loadout weight
2. The module/trailer loading /BMT diagram,
3. Trailer capacity against the loadout weight
( considering the individual axle load)
4. Trailer spine bmt
5. The Beam contact support
 LOAD OUT cont.

----- The main assumptions here is

simplifying the load transfer between the module and the loadout
trailers. In computer analysis this involves modelling the trailers as
spring supports and analyzing the entire module structure.

-- In manual assessments, the trailers reactions are taken as

point loads acting on the bottom flanges of the module cross
beams. This simplification relates to reality because the main
effect of loadout by multi-wheel trailers is on the main transverse
floor beams. These become subject to reverse bending under
loadout.
 LOAD OUT cont.
2. By skidding
Push and pull strand jacks (skidding by pull-push
method, using cable strand
jacks to pull on to the transport barge).
 Sea Transportation
Sea transportation is the term given to the operation whereby the module is
transported from quayside (loadout operation) on a transportation barge or
ship, across the sea to its final location, where it will be installed by HLV.

Like loadout, sea transportation is a specialist operation involving several

parties. During sea transportation modules are subject to a combination of roll,
pitch and heave forces.
Transportation forces : are generated when the cargo is transported
offshore on the barge. They consist of static and dynamic forces and also the accelerations that depend
on the weight, geometry, support conditions of the cargo, and the environmental conditions that are
encountered during transportation. The types of motions that can happen to a barge are shown in

The vertical force of heave motion together with the moment caused by roll motion is used for calculating dynamic load.
This dynamic load influences the load on each LQ strong points. The second motion is rotation which consists
of roll, pitch, and yaw. Among them, roll is the most critical motion while yaw is the less one. Generally the horizontal
force of roll motion is bigger than the
horizontal force of pitch motion. The horizontal force of roll motion is used for

calculating transverse seafastenings (roll braces) while the horizontal force of pitch motion is used for calculating longitudinal
seafastenings (pitch stoppers). In order to minimize the risks and secure the transportation from the fabrication yard to the
offshore site, it is important to plan the transportation carefully. All possibilities that may be happened during the
transportation must be taken into consideration. It is done to avoid the undesirable incidents. Since transportation forces are
generated by the motion of the barge, the environmental conditions such as winds, waves, and currents must be taken into
account. These
Loading, different methods - Ship motion
For Heave and Roll condition there are 4 possible load cases:

+ Heave plus +Roll

+ Heave plus Roll
- Heave plus + Roll
- Heave plus - Roll
Loading, different methods - Ship motion
For Heave and Pitch condition there are 4 possible load cases:
+ Heave plus + Pitch
+ Heave plus Pitch
- Heave plus + Pitch
- Heave plus - Pitch
Compact, Non Compact and Slender
Element Section
It is a flange, web criteria AISC Table B5.1 depending on the
load configuration and boundary conditions
b
I shape Compact if 65 Fy
t
b b flange width
I shape Non Compact if 65 Fy 95 Fy
t
t flange thickness

b
I shape Slender if 95 Fy
t

Refer to AISC for others Shapes (box, angle etc)

slide 16
Compact, Non Compact and Slender
Element Section
 Strong and Weak Axis

Strong Axis of a Beam = The greatest inertia

Weak Axis of a Beam = The Smallest inertia
y
y
y

x
x x

Strong Axis of a Beam = Strong Axis of a Beam = X

Strong Axis of a Beam = X
Weak Axis of a Beam = y Weak Axis of the beam Weak Axis of a Beam = Y

Allowable Bending Stresses for Tubes AISC

Strong Axis Allowable stress = 0.66 Fy
Beam Weak Axis Allowable stress = 0.75 Fy

Box Pipe Strong/Weak Axis Allowable stress = 0.66 Fy

TENSION ,COMPRESSION AND SHEAR

Definition of Compressive and Tensile Stress

Definition of Compressive and Tensile Strain
Hooke's law
How do we get the Young Modulus
Tension and Compression with API and AISC

When the load are reversed we have compression stress

tensile and compressive stress are both
referred as DIRECT OR NORMAL Stresses, as they are applied in
perpendicular direction of the surface.
 BUCKLING & SLENDERNESS

buckling : The collapse of a slender vertical element which has been

subjected to compression, leading to a sudden sideways deflection.

slenderness In structures, the effective length of a strut divided

by its radius of gyration. It is used extensively for finding out the design load as
well as in classifying various columns in short/intermediate/long
slenderness ratio of a column, the ratio of its
effective length to its least radius of gyration.
Effective Slenderness Ratio
Kl / r
K= Effective Length Factor
L = Unbraced Length
r = Radius if Gyration
Limiting Slenderness Ratio
For members whose design is based on compressive force, the slenderness ratio KL/r should not
exceed 200.
COMPRESION
KL / r <200
For member whose design is based on tensile force the slenderness ratio L/r should not exceed
L/300
How a column is Effective Length
supported governs its buckling strength. The EFFECTIVE LENGTH, Le,
accounts for differences in the end supports. The Effective Length is the length the column would have
to be if it were to buckle as a pinned-pinned column. The Buckling Formula for
any column is thus:
 Compression
Tension Allowable Stress Allowable Stress
CHECKING WITH AISC ALLOWABLE STRESSES
MATERIAL PROPERTIES
MATERIAL PROPERTIES CONT
 Padeye Design
They should be orientated so (as far as possible) so that the
theoretical CoG lies in the plane of the padeye

It is strongly recommended that the padeyes are designed to transfer

load in shear rather than tension and through-thickness loads avoided.
For example, padeye plates should be slotted through horizontal
flanges and welded directly to vertical web plates.

A nominal lateral load of 5% of the padeye design load acting at

the point of sling load application (normally top of the padeye)
should be applied simultaneously with all the other design forces.
This lateral load will allow accommodation of any inaccuracies in
fabrication and CoG position.
 THE FOLLOWING POINTS SHOULD ALSO BE CONSIDERED
WHEN DESIGNING A PADEYE

--Padeyes should be configured to suit the required shackle

-- Padeyes should be designed and checked according to an

appropriate structural steel design code

-- The pinhole diameter should be 3 mm larger than the shackle pin

-- The combined thickness of the cheek plates should not exceed

the main plate thickness

-- An appropriate combination of padeye length and size of

connection weld should be adopted to provide suitable
attachment to the lift object
 THE FOLLOWING POINTS SHOULD ALSO BE CONSIDERED
WHEN DESIGNING A PADEYE
-- A seal weld inside the pin hole sealing the cheek plate to the main plate is recommended
to minimize corrosion in between main- and cheek plate

-- The pin holes should be final line bored after welding of the cheek plates and seal welds.

-- Crossing of welds should be avoided (use rat holes)

-- The distance between the centreline of the pin holes for double padeyes should at least
be taken as 4 times the diameter of the used shackle pin. Sling clearances should also be
taken into account

-- As a general note, for padeyes with a capacity of less than 150 mTe, the use of cheek
plates will be less economic and should be avoided
TYPICAL PADEYE CONFIGURATION
PADEYE DESING LOAD