During the last decades, as oil production offshore Brazil moved to deeper waters, technical and economical constraints led to a new generation of floating platforms. Nowadays, in the Brazilian offshore scenario, design trends concerning hull form, size and mooring configurations bring novel characteristics of wave-induced dynamics, including non-linear resonant effects. As part of an extensive study on new semi-submersible configurations for Campos basin, recent model tests have shown that their hulls may be subjected to second-order slow motions in heave, pitch and roll. These resonant motions are directly related to the large dimensions and relatively low natural frequencies of the floating systems. The unexpected effects caused great concern, since, in some cases, the low-frequency motions presented amplitudes comparable to those of the first-order response. This paper discusses the evaluation of the 2nd order wave-induced motions of a large-volume semi-submersible platform using WAMIT® second-order module. It is shown that the hydrodynamic forces induced by the 2nd-order potential represent the prevailing effect in the resonant response. Important aspects concerning the numerical model are addressed, such as the parameters involved in the hull and free-surface panelization. Numerical predictions are directly compared with experimental results obtained with a 1:40 model of the platform. A very good agreement is obtained both for heave and angular (pitch or roll) motions, attesting that the numerical code is able to predict the 2nd order forces accurately. Finally, a simplified procedure for dealing with the slow vertical motions is evaluated, aiming to reduce the substantial computational effort required by the 2nd order calculations. Such procedure takes advantage from the fact that the resonant response spectra of the vertical motions are usually narrow-banded (due to the low damping levels) to propose a “white-noise” approach. According to this approach, 2nd order forces need to be calculated only for one frequency difference, corresponding to the natural frequency of the particular motion. Computational time is, therefore, greatly reduced. It is shown that resonant motions calculated through the simplified approach match those predicted through the “full” analysis perfectly, making it an interesting choice for the evaluation of 2nd order effects, especially in the early stages of the design.
The practicability of estimating directional wave spectra based on a vessel 1st order response has been recently addressed by several researchers. The interest is justified since on-board estimations would only require only a simple set of accelerometers and rate-gyros connected to an ordinary PC. The on-board wave inference based on 1st order motions is therefore an uncomplicated and inexpensive choice for wave estimation if compared to wave buoys and radar systems. The latest works in the field indicate that it is indeed possible to obtain accurate estimations and a Bayesian inference model seems to be the preferable method adopted for performing this task. Nevertheless, most of the previous analysis has been based exclusively on numerical simulations. At Polytechnic School, an extensive research program supported by Petrobras has been conducted since 2000, aiming to evaluate the possibility of estimating wave spectrum on-board offshore systems, like FPSO platforms. In this context, a series of small-scale tests has been performed at the LabOceano wave basin, comprising long and short crested seas. A possible candidate for on-board wave estimation has been recently studied: a crane barge (BGL) used for launching ducts offshore Brazil. The 1:48 model has been subjected to bow and quartering seas with different wave heights and periods and also different levels of directional spreading. A Bayesian inference method was adopted for evaluating the wave spectra based on the time-series of motions and the results were directly compared to the wave spectra measured in the basin by means of an array of wave probes. Very good estimations of the statistical parameters (significant wave height, peak period and mean wave direction) were obtained and, in most cases, even the directional spreading could be properly predicted. Inversion of the mean direction (180° shift), mentioned by some authors as a possible drawback of the Bayesian inference method, was not observed in any case. Sensitivity analysis on errors in the input parameters, such as the vessel inertial characteristics, has also been performed and attested that the method is robust enough to cope well with practical uncertainties. Overall results once again indicate a good performance of the inference method, providing an important additional validation supported by a large set of model tests.
Definition of air gap is an extremely important issue in the design of floating offshore systems such as semi-submersible or TLP platforms. For these systems, any unnecessary increase in the static value of air gap generally demands the payload to be decreased or leads to a larger buoyant hull, which, in any case, has a negative effect on the project economics. Designers face a difficult challenge since there is no well-established methodology for predicting the air gap demand in the early stages of the design. This is a consequence of the inherent complexity involved in the problem of predicting the free-surface elevation around large structures in steep-waves, such as the largest wave expected during a design storm-sea spectrum. Non-linear diffraction models are usually called for a more consistent evaluation of the wave field under the deck and the wave run-up upon the columns, but even second-order analysis is not free of uncertainties. Therefore, air gap evaluation still relies heavily on experimental analysis. This paper presents some towing-tank results performed for the evaluation of the dynamic air gap of a large-volume semi-submersible platform. Regular wave tests were performed for the small-scale model in both restrained and moored configurations and results were confronted with numerical predictions. Air gap response at different locations of the hull was evaluated under three different sea states and results were compared to some semi-analytical models proposed in literature for preliminary air gap estimation. The role of dynamic coupling provided by a taut-leg mooring system on the air gap results is also discussed based on the experimental results.
The P50 system is a Floating Production Storage and Offloading System under construction for future operation at Brazil’s Campos Basin, in a water depth of approximately 1200 m. The system is based on a VLCC vessel, moored in DICAS (Differential Compliance Anchoring) system and presents a reasonably large riser porch on the portside for 77 lines. In this paper the dynamic behavior of the offshore system is evaluated using Dynasim, a time-domain simulation code for moored offshore systems, developed by the University of Sa˜o Paulo and Petrobras. Simulations are compared with experimental results. Two kinds of tests were performed: “Calibration” tests were carried out in order to obtain static coefficients of the hull under isolated current and wind loads. “Validation” tests were conducted to evaluate the dynamic behavior under extreme environmental conditions combining current and wave excitation. First and second-order motions were measured as well as mooring line tensions for three different drafts of the ship. A generally good agreement was observed between numerical simulations and experimental results, reassuring the reliability of the numerical code.
This paper presents a design procedure for the evaluation of the air-gap response on semi-submersible platforms subjected to irregular sea conditions. The suggested procedure takes into account both first and second order (low frequency) effects on hull motions when evaluating the air gap. As a first step of the procedure, a large range of sea conditions with different returning periods and directions of incidence are simulated using a frequency domain model. This first step is intended to determine the critical sea conditions regarding the air gap response of that particular floating unit. For those conditions, it is suggested to be performed a more complete analysis of the problem, including time-domain CFD simulations, in order to improve the results, especially for areas that may be susceptible to intense wave run-up effects. Experimental results for some typical sea states of Campos Basin have been employed to validate the procedure using as an example a large displacement four column semi-submersible platform operating at Campos Basin, Brazil. Results have confirmed that the sea state with the highest significant wave height, or peak period, may not lead to the worst air-gap situation. It’s also shown that, although for the critical sea conditions the first order effects were dominant in the air gap response, at many non-critical sea states the second order effects presented magnitudes comparable to those of first order, indicating that the resonant response of the unit should not be disregarded a priori when dimensioning the air-gap of similar deep-draft semi-submersibles.
Since July 2008, the Numerical Offshore Tank (TPN) of the University of Sa˜o Paulo and Petrobras have been working on a research project intended to improve knowledge and modeling of advanced hydrodynamics topics, such as the wave run-up phenomenon. Among other activities, wave basin tests were performed with small-scale model of a large volume semi-submersible designed to operate in Campos Basin. These tests evidenced significant run-up effects on its squared-section columns for the steepest waves in several design conditions. In order to evaluate the difficulties involved in modeling the wave run-up phenomenon, simplified tests were also carried out with the model fixed and moored in regular waves with varying steepness. Previous studies using a 2nd order BEM model and a VOF CFD code to predict free-surface elevations below the deck under regular waves were presented in Matsumoto et al. (2010). The studies illustrated considerable differences between the wave elevation results in fixed and moored model setup; however, by that time, the analysis of the moored model by a VOF CFD code was not yet complete. This paper, therefore, presents wave run-up estimations with a moving large volume semi-submersible platform performed with the CFD code ComFLOW, which solves the Navier-Stokes equations employing a local height function to the free surface displacement. The phenomenon is investigated by simulating the flow around the semi-submersible model under the influence of high steepness regular waves on a non-uniform grid. Platform motions, derived from a first order BEM code, are imposed and synchronized with the incoming wave. Aiming at avoiding numerical wave reflections, a damping zone is also applied and positioned downstream the platform model. Predicted results are compared to experimental data, measured by seven vertical wave probes located in different positions below the model deck. Although considerably time-consuming, it will be shown that simulations present very good agreement with the experimental results.
Computational systems have been developed to help the BGL-1 crew to perform safe mooring procedures. They calculate the deformed catenary configuration of all mooring lines, and simulate the pipeline launching operation itself, regarding the subsea interferences and the local environmental conditions. An onboard real case validation test was carried out and a comparison between the two systems was evaluated, with good agreement between the results of several mooring line parameters.
The objective of this paper is to present the application of a computational tool intended to help the crew of the BGL-1 pipeline launching barge to develop safe mooring procedures. This tool is able to calculate the deformed catenary configuration of all mooring lines, regarding the subsea layout and the local environmental conditions, and taking into account one or more buoys attached to the mooring lines in order to avoid interference and accidents with subsea obstacles. One of the main characteristics of this computational tool is the fact that it is able to incorporate the correct definition of the seabed from bathymetric curves, and to automatically consider the position of the subsea obstacles, and possible interferences between the mooring lines and the obstacles. This is performed through a specialized interface with the SGO (Obstacles Management System) database system. This system, developed by Petrobras, contains frequently updated information about the bathymetry and position of subsea obstacles, gathered by a special vessel equipped with a ROV (Remote Operated Vehicle). Case studies will be presented, in order to illustrate the application of the system to the design of actual mooring procedures.
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