OTe 4429

Evaluation of Hutton TLP Response to Environmental Loads

by John Allen Mercier, Conoeo (U.K.) Ltd.; Steven J. Leverette, Gulf Research and Development
Co., and Allen L. Bliault, va Offshore Ltd.
COPYRIGHT 1982 OFFSHORE TECHNOLOGY CONFERENCE
This paper was presented at the 14th OTC in Houston, Texas, May 3-6, 1982. The material is subject
to correction by the author. Permission to copy is restricted to an abstract of not more than 300 words.
585
INTRODUCTION
ABSTRACT
sway and yaw in response to the action of imposed
environmental loads due to wind, waves and currents:
surge, sway and yaw natural periods are long compared
to wave periods. The TLP's dynamic behaviour is
similar to that of an inverted pendulum where the
TLP's excess buoyancy provides the restoring force
instead of gravity. The amount of excess buoyancy is
designed so that the tension leg loads never go slack
under worst-case design combinations of environmental
and on-board loads.
o the proportion of buoyancy provided by the
columns, compared to that provided by the
bracing and pontoons which connect the
bottoms of the columns is rather larger than
for a floating semi-submersible. This is a
consequence of the TLP's design objective
being to minimize tension leg loads .due to
waves rather than wave-induced heave motion.
While the Hutton TLP is the first of a kind of
permanently-installed compliant platform, methods of
environmental"response which have been
applied in the design of other compliant platforms,
such as semi-submersibles and articulated columns,
provide a sound base for TLP design practices.
Environmental loads and movements of semi-
submersibles, articulated columns and TLPs are, in
principle, amenable to rational analyses as illust-
rated in numerous published papers (References 6 - 18
are selected examples of available rational analysis
methods). Nonetheless, this first-of-a-kind complete
TLP design programme entailed considerable development
of, for instance, approaches to combining extreme
environmental conditions, identifying worst-case modes
of responses, choosing specific analysis methods and
accounting for unexpected features of responses. This
paper is an abbreviated account of key features of
this part of the design programme.
The TLP structure is generally similar in
configuration to a semi-suDlliersible drilling rig.
Three characteristics of the Hutton TLP are, however,
distinctive:
a com-
scale model
Applic-
selected
Response predictions are obtained by
bination of theoretical calculations with
tests in wind tunnels and in wave basins.
ations of theory and experiment to assess
responses are illustrated.
While the basic method of using analyses together
with experiments is usual for seakeeping evaluation of
ships, semi-submersibles, etc., the nature of work
done as part of the Hutton design is especially
extensive. Some results concerning evaluation of
"secondary" responses of the Hutton TLP may be
important consideration of other TLP designs.
Environmental data used in the design are
summarized and a brief account given of special work
done for application to TLP performance assessment.
The programme for evaluating environmental
loadings and responses of the Hutton Tension Leg
Platform (TLP) is described.
The TLP, shown in Figure 1, is a compliant
structure which allows lateral movements of surge,
The TLP for the Hutton Field in the North Sea
will be the first floating oil drilling and
production platform which is designed to be moored
by vertical tension legs for the full duration of the
field' s productive life. General descriptions of the
overall Hutton TLP configuration and design have been
presented elsewhere, including the preliminary design
(Reference 1) and the final design (References 2 and
3). More complete descriptions of two important
Hutton TLP subsystems, the mooring system and the
floating vessel (hull and deck) are being given in
companion papers to this Offshore Technology
Conference (References 4 and 5). Environmental loads
and responses, which are the subject of this paper,
have importantly influenced the design of those sub-
systems.
THEORETICAL CONSIDERATIONS
586
(2) X/T = X/L cos c{
T = T (3)
preset wt wl set-down
=A z . . . . . . . . (4)
set-down wp
Z = L (1 - coso( ) . . . . . . (5)
Wave-drift forces are non-linear and are related
to wave diffraction and certain other phenomena (cf;
Reference 18). Theoretical analyses suggest the wave
drift forces are proportional to the square of the
wave height and experiments tend to support this
prediction. Drift forces depend importantly on wave
Current-induced force may be estimated by
calculations and/or measured by model tests, either
in a towing tank or by using an under-water model
in a wind tunnel. Expected currents at the Hutton
field are moderate, such that current effects are
appreciably less significant than wind and wave
effects.
Wind-induced forces may be estimated according
to published procedures (cf; References 19 and 20)
for combining the drag force estimates for components
of the TLP above-water structure. An important
influence of wind direction is to vary the profile
area exposed to the wind. Such estimates for
horizontal force are typically found to correlate
reasonably well with results of wind tunnel tests of
completed scale models. Results of wind tunnel tests
for the Hutton TLP have been used as the basis for
wind load estimates and these include measurements of
other force components including lift, pitch moment
and yaw moment. The effects of vertical wind
gradient should, of course, be accounted for in
calculations and experiments. The programme of wind
tunnel tests for the Hutton TLP will be discussed more
fully later.
x = X
wind
+ Xcurrent + X
wave
drift . (1)
Total tension in the mooring legs is mainly due
to pretension, established when the TLP is installed,
for reference conditions of water elevation and
platform weight. In service, platform weight varies
due to consumption, resupply and ballasting and water
level varies with the tide and storm surge: in
addition, under the action of platform offset the TLP
is set-down deeper in the water as illustrated in
Figure 2 and the platform's buoyancy is thereby
slightly increased.
will be outlined to illustrate points relevant to the
overall design/analysis methods used.
Steady (time-average) horizontal forces due to
wind, current and wave-drift produce mean offsets of
platform surge, sway and yaw. The restoring force
tending to resist these forces is the horizontal
component of inclined tension leg tension (see Figure
2) :
the Hutton TLP design does not embody
diagonal'bracing members providing truss
support of the structure. This feature was
chosen to enhance internal and external
inspectability and to avoid additional
complex structural junctions.
the TLP's overall depth is greater than
that of semi-submersibles because the TLP
uses a deep draft to attenuate wave forces
and, because it requires high deck elevatior
to avoid severe wave slams in case of high
tide together with high waves. Another
consequence of the TLP deck elevation is
that the vertical centre-of-gravity, which
affects certain dynamic responses, is
relatively high.
o
o
o to assure the TLP configuration has
reasonably good hydro-dynamic performance
(viz., motions and tension leg loadings),
subject to the additional objective of
having a relatively simple, constructable
and inspectable hull configuration.
o to provide specific predictions of global
and distributed loads, motions and other
dynamic responses for use in design of TLP
system components, including structures
and mooring systems.
The paper provides an outline of some rudiments
of the theories of environmental responses in the
next section. Data analyses and selection of
environmental parameters used as inputs to the
response analyses are discussed in the subsequent
section where the matter of combinations of para-
meters describing an "event" is considered. The
kinds of scale model tests and their role in the
design programme are covered next. Some examples of
selected response predictions and techniques are
given in a section which also touches on aspects of
final configuration development.
The method for designing the Hutton TLP system
features and components is based on combining
theoretical techniques, environmental input para-
meters, experimental results, relevant acceptance
criteria and engineering judgement. Some
theoretical features of Bnvironmental responses,
including steady forces and offsets, wave frequency
oscillations, and low and high frequency motions,
The principal particulars of the Hutton TLP
design are listed in Table 1, which identifies the
main dimensions and relevant mass and restoring
force More complete information on
dimensional and structural configurations may be
found in References 4 and 5.
These and other features of the configuration
have affected, and been affected by, the design
analyses.
The main objectives of the Environmental
response evaluation work have been:
period and may be estimated by available advanced
calculation techniques or derived from scale model
tests in waves. For Hutton design work, model tests
in realistic irregular waves were used as the basis
of design predictions.
~ A )
wp
lever for moment due to surge
added mass
pitch added mass moment-of-,
inertia
height of C. of G. of platforin
mass above origin
surge added mass
platform mass
platform mass moment-of-inertia
in pitch
heave added mass
C
xx
C
zz
a
,xx
a
zz
.Q.
MCfe' = I
M
zz
where:
Design of configuration for wave force
cancellation
o
Engineering analysis and prediction can adapt
much that is useful from linear techniques even in
cases where non-linearities are important. Non-
linear effects on the several modes of response of a
TLP are most readily and convincingly obtained from
scale model experiments although time-domain
numerical solution techniques may provide certain
guidance with respect to some response modes (Cfi
References 13 - 16 especially). Useful and adequate
theoretical guidance can be gleaned from linear
equations of motion concerning, several matters:
o Tension leg loads due to combined heave
force and pitch moment
o Effect on predictions of changes in TLP
vessel internal configuration (mass,
vertical centre-of-gravity, etc.)
For simplicity, the case
motion in a plane of symmetry
x, z, C") will be considered.
equations of harmonic motion,
system of Figure 3, are:
of excitation and
(heave, surge, pitch:
The linearized
for the coordinate
C.,..O' = snk
TL
+ (DISPLACEMENT x GM
L
)
bii's = hydrodynamic damping co-
efficients
F Magnitude of wave-induced
z
heave force
F Magnitude of wave-induced
x
surge force
Me' =
Magnitude of wave-induced
pitch moment
Heave
2
f W (M + a ) cos ~ t + E )
zz zz z
- wb sin (U)t + l: ) + C cos (wt + )J z
zz z zz z
(6)
2
[- W (M + a ) cos (a,)t + E )
xx xx x
For the Hutton TLP the ,elastic restoring
stiffness for heave and pitch, due to tension leg
stretch, greatly exceed the hydrostatic restoring
effects (which contribute less than two per cent of
the total restoring coefficients for these "stiff"
modes of response). The choice of origin of co-
ordinates at the elevation of the tension leg cross-
load bearings, near the bottom of the columns,
simplifies t h ~ description of cross-coupling of surge
into pitch (with this origin of coordinates there
should be, strictly, a coupling of pitch into surge
in equation 7, which is not consequential since pitch
motions are limited by the stiff mooring restraints).
- lOb sin (wt + c: ) + C
xx x xx
cos (wt + e i] x
x
(7)
Platform natural periods may be estimated by
the following equation:
Pitch
2
[- U) (MO'O" + aO'<:!) cos (wt + Co- )
-wbO"O'sin (u)t + l;",) + Co-crcos (wt +aiJO"
+ [- w
2
(M J. + a .Q') cos (wt + . i] x
xx xx x
Moo cos (wt + ~ . . . (8)
For the Hutton TLP the natural periods are approx-
imately 2 seconds heave, pitch and roll, 50 - 60
seconds for surge and sway (depending on water level
and pretension) and 42 - 48 seconds for yaw.
The surge mode of motion is effectively un-
coupled from other responses according to these
linearized equations and, since wave periods are
much shorter than the natural period, the surge
587
motion is dynamically attenuated and is directly out-
ofphase with the surge force: that is, the surge
offset is maximum positive when the surge force is
maximum negative. Wave-induced surge force is pre-
dominantly due to horizontal pressure gradient and
fluid acceleration excitation. For waves which are
longer than about twice the column spacing, the surge
force lags wave crest passage by a phase of 90
degrees: therefore maximum surge motion (in the
direction from which waves are propagating) leads
wave crest passage by 90 degrees. Thus, for long
waves the TLP surge velocity is in the same directiox
as horizontal wave velocities in way of wave crests
and troughs and relative velocities are diminished.
For the stiff modes of response (heave, pitch)
the restoring force terms of the equation dominate
the acceleration terms, which are nearly negligible.
Damping terms are relatively unimportant for wave-
frequency responses in general. The wave induced
heave force excitation can be substantially
controlled by choice of platform geometric
characteristics, as described by Horton, et al.
(Reference 9). Heave force cancellation can, in
theory, be effected for a particular wave period by
balancing the vertical forces on surface-piercing
columns against oppositely-directed vertical forces
on submerged buoyant components. Horton et al.
(Reference 9) use simplified hydrodynamic analyses
appropriate to structures composed of slender,
widely-spaced cylindrical members, to show that the
important parameters for vertical force cancel-
lation include platform draft, column spacing,
displacement and proportion of total displacement
embodied in the vertical surface-piercing columns.
For configurations like the Hutton TLP, in which
columns and pontoons are relatively closely-spaced
and not really slender, more complete hydro-
dynamic analyses such as surface-distributed source
techniques (cf; References 11,12, 18) give better
estimates of vertical wave forces, including nearly-
null net force predictions.
However, the designers main concern for a TLP
is to limit tension leg loads per se, and these
depend on both heave force and pitch moment;
referring to the simplified case of Figure 3:
T1+T2= Fzcos(@t+~z) . . . . . .(10)
s(T -
1
T2) =MdcOS (Gt+he) . . . . . . (11)
Other limitations on pursuing the line of force
cancellation as a design objective are that the
ocean wave environment contains waves having a broad
range of periods, so force cancellation at a
particular period is only a partial solution anyway,
and considerations of cost, constructability and
operability (including tow-out stability)
significantly influence configuration.
Inspection of equations (6) to (8), (neglectin9
dynamic terms of (6) and (8) and damping terms)
shows that heave and pitch motions, and hence
tension leg loads, depend on:
o wave-induced excitations, which depend only
on the external geometry, and
o pitch moment due to surge, partly associated
with fluid added mass (depends on geometry)
and partly with platform mass and vertical
centre-of-gravity. Both depend on surge
amplitude, x.
While scale model experiments are the most
reliable means of identifying hydrodynamic excitation
and directly-related responses, effects of change in
platform mass and centre-of-gravity from a tested
condition can be readily accounted for by
calculations.
Low Frequency Motions
---------------------
Compliant modes of response (surge, sway and
yaw) include slow motions occurring at periods close
to the natural periods. These may be induced by
various causes, including secondorder wave drift
forces and, possibly, wind gustiness (both of which
are broad-banded excitations)and possible unstable
motion behaviour, such as that described by Rainey
and others (References 21, 17, 18).
Methods for theoretical estimating of second-
order wave drift responses in surge or sway, which
have little damping, give reasonable results when
compared with tests, but uncertainties concerning
actual damping in the presence of wave-induced flows
and platform motions remain. Scale model tests
provide the most convenient and reliable basis for
assessing such responses. Both theory and ex-
periment indicate that short-period waves produce
greater wave-drifteffects (both mean and slow
motions) than long-period waves. Since wave-
frequency surge is greater for long-period waves, the
total surge offset is about the same for long- and
short-period seas.
Wind gusts are typically broad-banded and may
contain energy which could excite surge motions at
the natural period. These would also be controlled
by surge damping. Theoretical and experimental
research is required to clarify the importance of
this matter.
Slow motions due to dynamic instabilities may
possibly be excited, in theory, by waves whose
periods correspond to nTk/2, where n = 1, 2, 3, . . .
For the Hutton TLP the shortest waves which might
excite these instabilities have periods of 20 - 30
seconds and such waves are rarely observed to contair
much energy in the real oceans. In realistic random
wave tests, where slow motions may be excited by the
mechanism of slow drift, observations of unstable
motions might be masked even if they did occur. Some
evidence of yaw motions due to Mathieu-type in-
stabilities was noted in the model testing of a pre-
liminary design for the Hutton TLP; such motions
were small (less than 2 degrees maximum) for
realistic extreme irregular waves, but large
oscillations would be excited by large amplitude
periodic waves having periods close to T
yaw/2. (Such
588
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._ __ _ -=
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~=== _~ _= __--=-.= .
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results are of interest for research but do not
relate to design predictions.) No such instabilities
were observed in the comprehensive tests carried out
on the final Hutton TLP design.
High Frequency Motions
.---------------------
Rigid mode responses (heaver pitch and roll)
may be excited at periods very much shorter than wave
excitation periods. Such responses might be caused
by impulsive fluid loading (transient response) or,
possibly, by superharmonic,excitation such as that
investigated by Yoshida, et al. (Reference 17). Some
experimental evidence of trans?ent responses, termed
ringing, will be described in a later section of
this report. Superharmonic excitation responses were
not perceived. Mechanical excitation of these modes
of response by rotating equipment or drilling
operations (jarring, etc.) might also occur but these
possibilities will not be discussed here.
ENVIRONMENTAL CRITERIA
Design criteria for environmental conditions
were reexamined at the start of the final design.
Data for wind, waves, currents and tides have been
assembled for the Hutton site (Reference 22). This
includes wind data collected at a number of stations
in the vicinity of the Hutton Field over long periods
of time as well as the considerable body of
instrumentally recorded wave data from the Northern
North Sea acquired for the UK Offshore Operators
Association.
The specific requirements of the Hutton TLP
response prediction methods, including analyses and
scale model testing, influenced the final choice of
combinations of environmental effects to produce the
most severe (design case) loads. Recommended
practice for designing for environmental loads
recognises that natural simultaneous occurrence of
individual extreme environmental conditions should be
accounted for. The environmental condition reports
examine correlations between several environmental
phenomena (wind and waves, wind and current, waves
and current, tides and waves, etc.) and provides some
information on joint probabilities of extreme
conditions. While available evidence on wind, waves
and currents indicates that the maximum values are
unlikely to occur simultaneously, it is common
practice to assume they do. For oceanic platforms
like TLPs, whose environmental responses are
significantly dependent on a number of parameters,
including some which have secondary effect for
conventional or existing structures, there is a need
for better appreciation of probable combinations of
loads. The urgency of Hutton project design
development did not allow time to research probable
combinations. Two areas of criteria specification
were, however, analyzed and interpreted in some
depth; namely, combined wave height and wave period,
and combined tide and meteorological surge water
level variation.
Wave data extrapolation does not fully identify
extreme waves: either a deterministic (periodic)
design
J
wave can be assumed or a realistic irregular
wave train applied. Both premises have bee used in
the Hutton design programme, for different
applications. Further, the combinations of
characteristic heights and periods must be chosen
based on analysis.of the data together with suitable
judgement concerning acceptable probability lies of
exceedance. Usual wave data extrapolation ~rovides
more definitive information on wave height dhan on
wave period.
!
The joint probability of heig t combine
with period must be used for TLP design whe e, for
some kinds of dynamic responses, wave period may be
equally or more important than wave height. I Design
wave heights and period combinations were e timated
7
based on advanced oceanographic analysis me~hods
(References 23 and 24) which were somewhat
The enve%~~r than earlier North Sea estimates.
regular design wave heights and periods is s!hownin
Figure 4.
Design extreme water level range affec~s both
maximum and minimum tension leg tension and~ hence,
payload capacity. Predictions of water lev 1
variations due to combined astronomical tidd and
1
meteorological surge based on a joint proba ility
analysis method devised by Pugh and Vassie Reference
25) have been used. Results of one months tidal
data obtained at the Hutton site in the cou se of a
bottom topographical.survey have been used 3
improved tidal range estimates. The extrem
{:; level range forone hundred year return perxod IS
~
obtained from a sea level frequency distrib tion as
schematically indicated in Figure 5, based n
Reference 25. Use of extreme water levels ,ogether
with extreme storm-induced winds and waves
i
reduces
extra conservatism for design and analysis s
simultaneous occurrence of all events must dave very
low probability of occurrence.
d
Table 2 lists selected environmental c iteria
which will be recognized to be similar to t ose used
for other Northern North Sea design projects!.
I
SCALE MODEL TESTS
I
Installed-Condition Tests
-------------------------
!
The basic method of using analyses tog ther with
experiments is usual for seakeeping evaluation of
1
ships, semi-submersibles and other floating and
oceanic systems. For the Hutton TLP design programme
the use of scale model testing has been esp cially
extensive.
I
The size and proportions of the Hutton TLP hull
are such that the wave-induced hydrodynamic forces
are largely associated with wave pressure g adient
and fluid acceleration. It was therefore e petted
that both experimental and theoretical meth ds should
prove suitable for predicting performance.
1
Analyses
and wave tank tests for the preliminary desgn were
encouraging in this respect but subsequent desting
revealed unwanted surprises. t! Wave tank tes lng, for
!
the installed condition, played a central r le in
final design development: it was found to p ovide the
most reliable and complete information on complex
phenomena.
589
I
.
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.


.

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.
.

Installed condition tests were all conducted in measure forces and moments due to wind for both the
the same test facility, the number 3 tank of the U.K. installed condition and in heeled conditions
National Maritime Institute, and the same scale ratio related to the free-floating TLP during tow-out.
(1:64) was used. Thefacility can simulate large
long-crested waves of either irregular (varying Tests used a wind-speed profile corresponding to
height and period) or regular shape. Both kinds of open-sea surface and measured turbulence intensity
wave systems were used for deriving various kinds of agreed reasonably with expected open-sea turbulence
responses. Realocean waves are irregular and up to a height corresponding to about 40m elevation.
certain kinds of responses can only be reliably The TLP models main columns were coated with grit in
derived from tests in these kinds of waves. The use order to stimulate boundary layer turbulence and
of regular design waves is common practice in fixed represent high Reynolds number flow conditions.
platform design. This practice permits some sim-
plifications of complex calculations and inter- Tests were conducted to examine the effects of
pretations, and it embodies a degree of conservatism variations in certain design features, including deck
in that observed non-linearities in large irregular elevation above sea level (freeboard), size of
waves are consistently less than for regular waves. accommodation modules and size of helideck.
The models were instrumented to measure motions Other Tests
of surge, sway and yaw, tension leg loadings (at the
-----------
bottom of the tension legs), relative wave elevation Scale model testing has been used for evaluating
with respect to the deck as well as wave elevation at a wide range of responses in addition to motions and
a number of fixed locations in the tank. A single loadings for the installed condition. These include:
riser model was fitted at the TLP model wellbay and
tensioned by a spring device. This model riser o Dynamic responses of groups of risers
approximately represented the effect on the model TLP
which the array of similarly tensioned individual
o Resistance and seakeeping during towout
risers ~ill produce on the full-size TLP. Special o Motions, mooring and tension-leg installation
instrumentation was applied for certain special (preliminary tests)
investigations. Effects of wind on platform
behaviour were approximately represented by applying
o Motions of TLP deck on load-out barge prior
a steady horizontal force to the centre of the model
to mating with TLP hull
by using a string with a weight over a pulley. This o Simulation of deckto-hull mating, in low
produced a mean offset in the direction of wave sea states
propagation and a corresponding mean platform set-
down.
0 Evaluation of airflow around the structure,
including generator exhaust plume dispersal
The re-analysis of North Sea wave data, leading
(wind tunnel)
to predictions of extreme design waves of great
height and steepness, required testing to strive to
It is not possible to provide descriptions and
produce such waves in the tank. Experience with
results of these mbdel tests as it would require more
generation of waves in a basin shows that certain
space than is available in the present paper.
regular waves do not propagate without changing shape.
Because of small imperfections or disturbances, waves SOME RESPONSE PREDICTIONS AND TECHNIQUES
that are high and steep tend to distort and
eventually break down after traveling some distance Wave-Induced Tension Loads
from the wave generator. The phenomena, whose
--------------------------
occurrence was predicted by Benjamin and Feir Measurements of tension leg loads in very broad-
(Reference 25), is characteristic of steep regular banded irregular waves have been analyzed in a
waves in general and not of the wave tank. Regular special way to permit comparison with theoretical
steep, high waves can not propagate in the ocean predictions of total platform waveinduced heave
without disintegrating into irregular waves: hence, force and pitch moment. Calculations were made with
the design wave is seen to be a useful fictitious the computer program NMIWAVE (Reference 12) which
event. For testing of the Hutton TLP design in
design waves
accounts for wave diffraction and column-pontoon
the model was situated close to the interaction effects. Experimental transfer functions
wave generator so that the effects of the steepest were derived by cross-spectral analysis. The waves
possible regular waves could be studied. Since these used for testing were of moderate height so the
waves proved to be not perfectly repetitive, data responses may be expected to be linearly related to
analysis procedures were devised to extract average- the waves. Figure 6 compares the amplitude of the
cycle response measures. experimental transfer functions (solid lines) with
the theoretical heave force and pitch moment. The
Results of analyses of tank test measurements
degree of agreement is encouraging except that
will be described in the following sections of this
theoretical pitch moment is underestimated for long
paper.
wave periods. For long wave periods, however, the
tension leg loads are mainly caused by heave forces.
Wind Tunnel Force Measurements
The phase relations between pitch moment and heave
------------------------------
force and the wave excitation are not shown, but the
A 1:200 scale model of the above-water portion
agreement between theory and experiment is not so
of the Hutton TLP was tested in a wind tunnel to
good.
590
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= -.= ._

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Note that heave force cancellation is nearly
achieved for wave periods around 15 seconds. The
static heave force per unit of water level variation
appropriate to very long period waves (tide, etc.) is
1260 tonnes for this tested model (not a final design)
so it can be seen that considerable success can be
achieved in hydrodynamic force cancellation. Around
&is period, of course, pitch moment controls tension
Leg loads and the short period extreme design wave
proves to have the greatest effect on minimum tension
leg loads and required pretension.
Several kinds of data analyses have been
specially tailored for use by the Hutton design
project. To derive information on non-linear
Yaw
---,
Yaw motion is composed of steady and slowly
varying effects of winds, currents and waves and a
small wave frequency component. Asymmetry of the
platform geometry, including risers located off-centre
is not of sufficient importance for the wave frequency
effects to produce significant responses. In fact,
the measuring devices used for the wave tests had to
have increased sensitivity to perceive the motions in
yaw, which rarely exceeded about 2 degrees and which
were mostly slowly-varying. Statistical inter-
pretations of these measurements were also used for
design predictions.
responses to regular extreme design waves test data
I
Relative Wave Elevation
has been conditionally averaged.
------------___________
Figure 7 shows analyzed test records for wave
elevation, surge motion and anchor vertical load for
an 18 second, 31m high (nominal) regular wave.
Averages for a large number of cycles are determined
and plotted along with spots for + 2 standard
deviations from the mean. This t~chnique provides
improved definition of non-linear variations of
responses for extreme wave conditions where test waves
are not perfectly repetitive. Surge motion is seen ir
Figure 7 to be very nearly sinusoidal (with a small
mean offset, due towave drift force), while the
wave profile has a sharp crest (negative ordinate) an~
the tension leg force record reveals some repetitive
high-frequency perturbations as well as some other
non-sinusoidalness. Test results like these have beer
used to determine empirical factors for adjusting
theoretical analyses to predict extreme tension leg
loads using a design wave approach.
The extent of non-linearity of tension leg loads
in extreme waves may be seen in Table 3, which gives
the ratio of experimental tension leg load range
(peak-to-peak) divided by wave height for the most
heavily loaded corner tension leg. Results are for
32m draft and 45 degree heading, for three test
conditions: 14m and 18m significant irregular waves
and 30m regular design waves.
Surge Motion
--- --------
In the analysis and prediction of extreme surge
motion due to wave forces it was found that the
influence of steady and slowly-varying wave drift
motions could most conveniently be treated by not
attempting to distinguish these motions from the wave
frequency motions and applying statistical methods to
extrapolate results. The maximum measured surge
motion for a set of realistic irregular wave tests
is determined and normalized with respect to the
standard deviation of the surge motion. It is found
that, to a good approximation, results of tests in
varying headings, varying draft (and therefore,
pretension) and varying weather intensity (1 year and
100 year return period waves) yield about the same
value for this normalized maximum. The maximum down-
wave excursion exceeds the maximum upwave excursion
by about 50 per cent. The contribution to maximum
surge, of about 25m, which is due to waves is about
15m for the Hutton TLP.
Some tests revealed the occurrence of wave
profile modifications due to the presence and motions
of the TLP. These modifications included wave run-up
around the columns, particularly the down-weather
columns, and some local up-well~ng under the middle of
the deck. These effects were most important for high
waves with shorter periods. An experimental approach
to quantifying the extent and intensity of local wave
elevations was used to provide a basis for
conservative theoretical estimates of possible dynamic
loadings on the underside of the deck which are
accounted for in structural design.
Tension Leg Ringing
------------------
High frequency tension variations were measured
in some tests, especially in high, steep waves, which
are resonant vertical vibrations of the TLP platform.
The response is impulsive and decays because of
system damping which corresponds to about 5 per cent
of critical. To quantify the probable intensity of
this mode of response in various severe sea states,
special tests were carried out in irregular waves.
Theoretical considerations of possible mechanisms
which might be responsible for these impulsive
responses indicated the full-size response would not
be more intense than the model test results. While
several plausible causes were identified, no firm
conclusions could be drawn about the mechanism
responsible for this ringing, which may be similar to
a kind of anomalous wave response reported by Lonergan
(Reference 26). Expected ringing intensities are
accounted for in designjanalysis of maximum tension
leg loads and fatigue damage estimates.
CONCLUSIONS
The path to final design of a new system, such as
the Hutton TLP, wilL teach designers and analysts new
lessons. The work done to complete the Hutton design
relied heavily on experimentation. Further design
programmed may benefit from lessons of this programme
and improved analysis techniques will surely
contribute to effective design, but model testing
should be planned for as part of the overall design
activity. More extensive testing during preliminary
design would be advantageous.
591
I
.
I
ACKNOWLEDGEMENTS 9. Horton, E.E., L.B. McCammon, J.P. Murtha and
J.R. Paulling, Optimization of Stable
The authors are grateful to the managements of Platform Characteristics, Offshore
all participating companies in the Hutton Field Technology Conference, paper OTC 1553 (1972).
Development for granting permission to present this
paper. 10. Yashima, N., The Experimental and Theoretical
Study of a Tension Leg Platform in Deep Water,
Participants in the development are: Offshore Technology Conference, paper OTC 269o
(1976).
0 Conoco (U.K.) Limited (Operator)
o British National Oil Corporation
11. Faltinsen, O., and F. Michelsen, Motions of
Large Structures in Waves at Zero Froude
o Gulf Oil Corporation Number, Proc. Intl. Symp. on Dynamics of
o Amoco (UK) Exploration Company
Marine Vehicles and Structures in Waves, Inst.
Mech. Engrs., London, April 1974.
0 Gas Council (Exploration) Limited
o Mobil North Sea Inc.
12. IIogben,N. and R.G. Standing, Research Related
Primarily to Gravity Type Structures and
o Amerada Petroleum Corporation of the UK Tethered Buoyant Platforms, National Maritime
o Texas Eastern North Sea Inc.
Institute, Ship TM 443, February 1976 (paper
presented to NPL Seminar on Fluid Loading of
Offshore Structures, September 1975.
Design Contractor is:
13. Paullingr J.R., Time-Domain Simulation of
Brown & Root (U.K.) Limited, in association Semi-submersible Platform Motion with
with VO Offshore Limited. Application to the TensionLeg Platform, Spring
Meeting Society of Naval Architects and Marine
REFERENCES
Engineers, (1977).
14.
1.
Natvig, B.J., and Pendered, J.W., Non-linear
Mercier, J.A., R,G. Goldsmith and L.B. Curtis, Motion Response of Floating Structures to Wave
The Hutton TLP: A Preliminary Design, Excitation, Offshore Technology Conference,
European Offshore Petroleum Conference and paper OTC 2796 (1977).
Exhibition, paper EUR 264, London (October
1980). 15. Albrechtr H.G., D. Koenig, and K. Kokkinowrachos
2.
Non-Linear Dynamic Analysis of Tension Leg
Mercier, J.A., and R.W. Marshall, Design of a Platforms for Medium and Greater Depths, Off-
Tension Leg Platform, Proceedings of a shore Technology Conference, paper OTC 3044
Symposium on Offshore Engineering, Royal
(1978).
Institution of Naval Architects, London
(November 1981). 16. Denise, JP.F., and N.J. Heaf, A Comparison
3.
Between Linear and NonLinear Response of a
Mercier, J.A., and T.O. Marr, Design of the Proposed Tension Leg Production Platform,
Hutton TLP, Offshore South East Asia Offshore Technology Conference, paper OTC 3555
Conference and Exhibition, paper PC-82-090, (1979).
Singapore (February 1982).
17. Yoshida, K., T.Yoneya, N. Oka and M. Ozaki,
4. Tetlow, J.H., H. Bradshaw and M.J. Leece, Motions and Leg Tensions of Tension Leg
Hutton TLP Mooring System, Offshore Platforms, Offshore Technology Conference,
Technology Conference, paper OTC 4428 (1982). paper OTC 4073 (1981).
5. Ellis, N., J.H. Tetlow, F. Anderson and A.L. 18. Gie, T.S., and W.C. de Boom, The Wave-Induced
Woodhead, Hutton TLP Vessel Structural Motions of a Tension Leg Platform in Deep Water
Configuration and Design Features, Offshore Offshore Technology Conference, paper OTC 4074
Technology Conference, paper OTC 4427 (1982). (1981).
6. McClurer A.C., Development of the Project 19. Det Worske Veritas, Rules for the Design
Mohole Drilling Platform, Transactions, Society Construction and Inspection of Offshore
of Naval Architects and Marine Engineers (1965). Structures, Appendix B, Loads, (1977).
7. Hooft, J.P., A Mathematical Hethod of 20. American Bureau of Shipping, Rules for Building
Determining HydrodynamicallyInduced Forces on and Classification of Offshore Mobile Drilling
a ,%misubmersible, Transactions, Society of Units.
Naval Architects and Marine Engineers (1971).
21.
8.
Rainey, R.C.T., The Dynamics of Tethered
Paullingr J.R., Y..S.Hong, E.H. Chen and S.G. Platforms, Transactions, Royal Institution of
Stiansen, Analysis of Semisubmersible Naval Architects (1978).
Catamaran-Type Platforms, Offshore Technology
Conference, paper OTC 1553 (1972).
592
-
____ _


.
-m= - _
= - - . -
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-
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.

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22. Marex, Environmental Conditions in the Hutton 25. Benjamin, T.B. and J.E. Feir, The
Field - Design Prediction Report, Marine Disintegration of Wave Trains in Deep Water,
Exploration Ltd., proprietary report no. 429, Journal of Fluid Mechanisms, Vol. 27 part 3
(February 1980). pp 417 - 430 (1967).
23. Longuet-Higgins, M.S., On the Joint 26. Lonerganr J. , Dynamic Behaviour of Models of
Distribution of the Periods and Amplitudes of Tethered Buoyant Platforms, European Offshore
Sea Waves, Journal of Geophysical Research, Petroleqm Conference and Exhibition, paper
Vol. 80, No. 18, (1975). EUR 265, London (October 1980).
24. Spillane, M.W., Conoco/Hutton Wave Study,
Gulf Research Development Co. proprietary
report, (June 1980).
TABLE 1 TABLE 2
PRINCIPAL PARTICULARS OF THE HUTTON TLP EXTREME DESIGN ENVIRONMENTAL CRITERIA
Dimensions
------_-_
Wind
_
1 minute mean @ 10m elev.
Deck
44 m/see
----
Wind gradient variation with
Length 78m elevation according to l/8th
Bzeadth 74m power law
Depth 12m
Weather Deck 69m Waves
(elev. above keel)
---
Regularr Design Waves
------ ______________
Hull (pontoons)
----
Height 30.3m
Height 10.8m Period 14.6 - 18.5 sec
Width 8.om
Irregular Waves
_______________
Columns
-------
Significant Height 16.6rn
4 corners 17.7m diem. Average zero-crossing period 13.9 sec
2 centre 14.5m diam.
Current
------
Operating Conditions 5 minute mean at lom depth
__________________
85 cm/sec
Draft at MWL 33.2m
Displacement at MWL 63,300 tonnes
Water Level
------_
Range between HDWL and LDWL 2.9m
Restoring Force Coefficients (for hydro
--____--________________
dynamics)
c22 (heave) about 100,000 tonnes/m
c (surge) about 130 tonnes/m
xx
cam (pitch) about 7,800,000 tonne-m/m
593
TABLE 3
TENSI ON LEG LOADS DUE TO WAVES
TABLE GIVES RATIO OF EXPERIMENTAL TENSION LEG LOAD RANGE
(PEAK-TO-PEAK) D1vlDED BY WAVE HEIGHT FOR MOST HEAVILY
LOADED CORNER TENSION LEG. 32M DRAFT, 45 DEGREE HEADING
(RESULTS NORMALIZED BY DIVIDING BY THE RATIO FROM CASE
(a) FOR THE LONG PERIOD WAVES).
Wave Period
-----------
Test Condition 14.5 sec., down- 18. 5 sec. , up-
weather tension weather tension
leg most heavily leg most heavily
loaded loaded
( a) 14m si g. wave height
(RAO from cross
spectral analysis
(b) 18m sig. wave height
(RAO from cross-
spectral analysis)
(c) Regular wave approx
30m height (ratio of
peak-to-peak of wave
forms )
0. 92 1.0
1.02 1. o6
1. 13 1. 17
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Figure 1. THE HUTTON TLP
. __.. _____
ii
$
..
II
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T.L.I? OFFSETS
d,, . ,
Fig. 2. SCHEMATIC REPRESENTATION OF
FORCES AND MOVEMENTS OF TLP
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4?
1111
T/
T1
s

INERTIA
FORCE
-Mx ~
s
1
SPRING RATE nkTL
FOR HALF OF 7
ALL TENSION
LEGS
Fig. 3. COORDINATE SYSTEM FOR SIMPLIFIED
ANALYSES (HEAVE, SURGE, PITCH )
34
I
I
I
, 1 I 1 , , 1
8 10 12 14 16 18 20 22 24 26
PERIOD SECONDS
Fig. 4. HEIGHT/PERIOD BOUNDARY FOR
EXTREME DESIGN (REGULAR ) WAVES
-
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HDWL
A
HAT :
z
.
g
A
w
u
z
a
&
MWL WATER DEPTH
14902M
LAT WATER DEPTH
-.
LDWL
v
.
.
.
.
.
.
.
.
.
.
.
.
..
..
.
..
. . .
.
WATER LEVELS WATER LEVEL
FREQUENCY
DISTRIBUTION
Fig.5. EXTREME WATER LEVELS, INDICATING
(SCHEMATICALLY) THE FREQUENCY DISTRIBUTION
OF WATER LEVELS
__._._._.____
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1000
1

THEORETICAL PREDICTl~S
BY NMI kvAVE
HEAVE FORCE o
PITCH FORCE h
[
250
0!
0
o~ THEORY
!
5 $0
,
m ,
15 20 25
WAVE PERIOD, SEC
Fig. 6. COMPARISON OF THEORY (NMI WAVE) AND
EXPERIMENT FOR WAVE-INDUCED HEAVE
FORCE AND PITCH MOMENT
-
. . ___


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16I
-8
-12
-16
-20
16
12
8
4
o
-4
-8
-12
-16
0
1000
2000
3000
4000
5000
6000
0
., .
7000
8000
+
. .
PHASE ANGLE(DEC)
40 80 120 160 200 240 280 320 360
,+
+
..
.
Fig.7. WAVE TEST DATA (AVERAGED OVER
ABOUT 80 CYCLES) .WAVE HEIGHT,30M.
WAVE PERIOD,18 SEC.
-

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