GROUP F - BRIDGE DESIGN
REPORT
1. Introduction
Bridge is supported between 2 new jackets (i.e. PF1 & PF2) It is a triangular truss structure
constructed from welded tubular members, with expansion loops provided near the PF1 end.
(refer Fig 1-1). It is supported by a pinned connection at the PF1 end and a sliding support at the
PF2 end to allow for thermal and structural movements.
Significance:
The topside dimensions are increased by extending the cantilever length from the
primary support legs.
A flare bridge is required to safely discharge gases from the flare system.
The bridge provides essential structural and functional connectivity between offshore
facilities.
The structure spans 95 m and comprises a steel triangular truss bridge with an overall width of
5.0 m and an overall height of 4.6 m.
The bridge is provided with the following secondary and outfitting components:
Walkway system
Pipe supports at the top chord level
Pipe supports at the walkway level
Access and inspection platforms PF1
end
NORTH
PF2 end
Fig. 1-1 General Arrangement of bridge -3D View
2. Scope of Document
The scope of this document covers the structural design and analysis of the bridge. It includes the
development of the structural model, assessment of applicable design loads, evaluation of load
combinations, and design verification of primary and secondary steel members.
3. Analysis & Evaluation carried out – List
Analysis is carried out for following condition:
Operational Analysis (In-place) – Ice & No-Ice Condition
Evaluation:
Load-out to barge
Lifting
Barge Transport
Temporary jacking
Set down
Installation aids
4. Summary of the Analysis (including evaluations)
The Interaction ratio of all the members is within the safe limits (0.8) in ULS, ALS and SLS.
Hence, the structure is safe in In place condition. All the members of the bridge are safe against
VIV. The highest utilized members in ULS and ALS are shown in the table below.
Sr. No. Member UC
1 Top_9 0.82
2 Top_8 0.8
3 Top_10 0.8
4 Top_7 0.76
5 Top_11 0.76
Fig. & table showing governing critical member UC’s
Additional evaluations considered during In place analysis are as follows:
Load-out to barge
Barge transport
Installation Lift
Set-down
5. References
Following Codes & Standards are referred to complete design of Bridge:
Document No Description
EN 1993-1-1 Design of Steel Structures
DNVGL-RP-C205 Environmental conditions and environmental loads
NORSOK N-001 Integrity of offshore structures
NORSOK N-003 Action & Action Effects
NORSOK N-004 Design of Offshore structures
EN 1991-1-4 (1995) Actions on structures
6. Analysis Details
6.1 Modelling
The bridge structure is modelled using the SESAM GeniE software package. The structure
has a triangular configuration, and a centre-line modelling approach is adopted. The top
chord, bottom chords, horizontal braces, and vertical braces are modelled to form the truss
system. Staggered bracing is adopted at top chord joints, Joints are created at member
intersections, and a uniform gap of 100 mm is maintained at all joints. with increased can
sections at pad eye locations to enhance lifting capacity. Walkway and access platform
members are also modelled along with the main structure. Pipes are included in the model to
capture wind loads and are assigned dummy material properties so that they do not
contribute to the overall structural stiffness. A sliding support is modelled at one end of the
bridge, while a pinned support is provided at the other end.
6.2 Loads & Load Combinations
Basic Load Cases:
The total Permanent load of the structure = 1878.02 kN
The Variable load of the structure = 945.798 kN
The Environmental load of the structure = 1215.35 kN.
Load Combinations:
Basic Load Factors for each analysis condition:
Condition Permanent Variable Environmental
ULS-a 1.3 1.3 0.7
ULS-b 1.0 1.0 1.3
SLS 1.0 1.0 1.0
ALS 1.0 1.0 1.0
6.3 Results
ULS ICE Condition:
Member Code Check results:
Sr. No. Member Utilization Ratio
1 Top_9 0.82
2 Top_8 0.8
3 Top_10 0.8
4 Top_7 0.76
5 Top_11 0.76
Fig. & table showing critical member UC’s for ICE condition
ULS NO ICE Condition:
Member Code Check results:
Sr. No. Member Utilization Ratio
1 Top_9 0.8
2 Top_8 0.79
3 Top_10 0.79
4 Top_7 0.75
5 Top_11 0.74
Fig. & table showing critical member UC’s for NO ICE condition
SLS – Deflection Check:
The global deflection of the structure is assessed for its serviceability load condition, and the
limit of deflection is given as:
Deflection due to variable actions = δ ≤ L/350
δ = 177.579 mm < L/350
Hence the vertical displacement is found to be within acceptable limits.
FIG. DEFLECTION DUE TO VARIABLE ACTIONS
7. Additional Evaluations
Loadout Analysis: For loadout analysis, trailer loadout is considered from fabrication site to
the barge. During loadout upper grillage will be there and two points on each side of bridge at
bottom chord on lifting frames are considered as support during loadout. Cans and cones are
introduced to cater the loads during loadout at bottom chord. Additional MTO of around 3 to 4
tonnes approximately for upper grillage is considered.
Barge Transport analysis: Four support locations at bottom chord of lift points are
considered (same supports during loadout) as primary connection points (Transport nodes) of
upper grillage to the bridge. Cans are introduced so that they can enough be strong to resist
the forces during transportation phase. Lift-off guides are considered to be at Pin and bucket
side during transportation. Lower grillage and sea fastening impact will be around 3 to 4
tonnes.
Lift Analysis: Lift analysis is considered of as two lift point operation with slings, weights of
lift points are considered during in-place analysis as permanent loads, Rigging Platforms
weights, live loads on platforms and rigging weights are not considered during in-place as
they are assumed to be removed once lifting is completed. Location for bumpers on bottom
chord of bridge is considered on sliding side of bridge and on fixed side of bridge. MTO
impact will be around 1 to 2 MT.
Set down analysis: Main support nodes will be experiencing the loads during set down
condition. Additional MTO of around 0.5 MT to 1 MT at both the ends is considered for this.
Bearing Supports, Jacking supports and weighing supports: At both the ends, bearings,
weighing and jacking supports are considered and suitable space and strengthening is
considered during the in-place condition. For this additional Main support needs to be
provided which will impact on MTO up to 1 to 2 MT.
Pre-camber effect: The bridge will require pre-camber during fabrication.