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COLLAPSE ANALYSIS PROCEDURE

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TABLE OF CONTENTS

1. INTRODUCTION

2. COLLAPSE MODULE FEATURES

3. SHIP IMPACT
3.1 OVERVIEW
3.2 ENERGY PRINCIPLES
3.3 IMPACT LOAD SIMULATION
3.4 SHIP IMPACT ASSESSMENT
3.5 SACS INPUT FILES FOR SHIP IMPACT
3.6 POST PROCESSING
4. PROGRESSIVE COLLAPSE (PUSHOVER)
4.1 OVERVIEW
4.2 ANALYSIS CONSIDERATIONS
4.3 ANALYSIS STEPS
4.4 SACS INPUT FILES FOR PUSHOVER ANALYSIS
4.5 POST PROCESSING

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1. INTRODUCTION

The objective of this technical guide is to provide methodology for Collapse analysis of
structures using SACS COLLAPSE module. Collapse module is a large deflection , elasto-
plastic, nonlinear finite element system for structures. It uses the same input data as that
for standard SACS IV/PSI analysis. It does not require any special modelling and only
minimal additional input is specified in a Collapse input file.

The collapse module is capable of handling structural problems where plasticity may occur
due to large deflections. Such applications include Ship Impact, Dropped Object Studies
and Progressive Collapse Analysis.

This guide covers the following scenarios:

1. Ship Impact which involves,
• Impact (energy absorption and survival of platform),
• Post-impact (platform to meet post-impact criteria) .
2. Progressive collapse (Pushover) due to environmental loads which involves,
• Platform redundancy and reserve strength assessment,
• Critical member assessment.

This guide does not recommend the use of collapse module for the design of boat landing
connected through shock cells/shear mounts and riser protector frames for ship impact.
These appurtenances can be designed in a much simpler manner and the design
methodology is covered in a separate guide document. However it may be noted that the
riser protector can also be designed using the collapse module.

2. COLLAPSE MODULE FEATURES

Some of the main capabil ities and features of the Collapse modules, as extracted from the
program manual , are described below:

• Linear and nonlinear material behaviour.

• Nonlinear plastic pile/soil foundation including standard T-Z and P-Y data .
• Includes member global/local buckling including 8 or more hinge points per member.
• Accounts for segmented elements automatically.
• Includes tubular joint flexi bility, joint plasticity and joint failure due to excessive strain.
• Includes strain hardening and residual stress.
• Material properties default to perfectly plastic elastic/perfectly plastic.

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• User defined nonlinear spring support elements.

• Sequential load stacking capability with user controlled load incrementation, includes
both loading and unloading capability.
• Load cases may contain loading and/or specified displacements.
• Creates analysis results file that is read by Collapse V iew program, which shows
failure progression and the gradual plastification and collapse mechanism
graphically.

For detailed description and capabilities of the Collapse module, please refer to the
program manual.

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COLLAPSE ANALYSIS PROCEDURE 51 28

3. SHIP IMPACT

3.1 OVERVIEW

A ship impact scenario involves transference of ships kinetic energy into strain energy
resulting from:

a) Local deformation of the impacted member due to denting and beam bending,
b) Global deformation of entire structure,
c) Deformation of the ship structure.

Local deformation of the impacted member due to beam bending and the global
deformation of the structure are readily accounted for by Collapse. To account for localized
denting, the impacted member is modelled using isotropic plate elements. Precede has the
facility to generate a tubular finite element plate mesh for a given member.

3.2 ENERGY PRINCIPLES

The total kinetic energy of the impacting ship can be calculated from its mass and velocity
and is given by:

1 2
E =- (D + Ma)v
2

Where, E = Kinetic energy (KJ),

v = Velocity of ship (m/s),
D = Maximum loaded tonnage of ship (tons),
Ma = Added mass (tons).

Where, p = Density of water (Um\

T = Draft of the ship (m),
L = Length of the ship (m).

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As per API RP 2A, C18.9.2a the impact energy of a vessel can be calculated as follows :

E = 0.5amv 2

Where, E = the kinetic energy of the vessel ,

a = added mass factor,
= 1.4 for broadside collision ,
= 1.1 for bow/stern collision,
m = vessel mass ,
v = velocity of vessel at impact

3.3 IMPACT LOAD SIMULATION

The kinetic energy of the impacting object is primarily absorbed as 'work done' due to the
deformation of the structure. The impact loading is applied to the structure incrementally.
The SACS COLLAPSE module calculates the nodal displacements and element forces for
each load step and updates the stiffness matrix. When the stress in the member reaches
the yield stress, plasticity is introduced. The introduction of plasticity reduces the stiffness
of the structure and additional loads due to subsequent load increments will be re-
distributed to members adjacent to the members that have gone plastic. This procedure is
continued until the prescribed energy is absorbed by the structure.
The SACS collapse module provides two approaches for the simulation of the ship impact
force as described in the following sections.

To account for the energy absorbed by the ship during the work done, ship indentation
curves are requ ired . However conservatively the energy absorbed by the ship deformation
can be neglected .

3.3.1 PRESCRIBED DISPLACEMENT APPROACH

To utilize the 'work done' features of Collapse View it is recommended that prescribed
displacements at the impact locations can be used to model the ship impact force.
Collapse View can produce reports and plots of the energy absorbed by the structure (and
ship), if a prescribed displacement is used to model the impact forces. Collapse view does
all the 'work done' calculations based upon back reaction produced by applying a
displacement (using a PERSET line) at the impact points. However this method does not
allow for automatic removal of the impact load since Collapse view module is essentially a
'Post Processor' used for viewing the results and performing the work done calculations.
As such the post impact scenario cannot be assessed using the collapse module.

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COLLAPSE ANALYSIS PROCEDURE 7 I 28

3.3.2 PRESCRIBED FORCE & ENERGY APPROACH

SACS has subsequently introduced a better approach into Collapse, wherein a joint
force (instead of a displacement) together with total kinetic energy or the mass and
velocity of the impacting object, can be used to simulate an impact. Also the
Collapse module itself does the work done calculations. This allows the user to
automatically stop the impact loading and start removal of the impact load, once the
maximum prescribed energy has been absorbed for a post impact analysis. A
prescribed displacement approach does not work with t he removal process of the
impact loads, since this will pull the structure back to its original position and there
are other issues with the introduction of fixity at the impact point in the direction of
the displacement.

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COLLAPSE ANALYSIS PROCEDURE 8/ 28

3.4 SHIP IMPACT ASSESSMENT

Accidental impact is an extreme event and the criteria for design shall be such that the
structure is capable of absorbing the impact energy without leadi ng to progressive collapse
of the structural system. The ship impact assessment process is detailed in the figu re
below.

Meet
NO Post Impact
Criteria

ASSESSMENT PROCESS

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3.5 SACS INPUT FILES FOR SHIP IMPACT

Collapse analysis requires two input files namely,

1. Model Input File.

2. Collapse Analysis Input File.

3.5.1 COLLAPSE MODEL INPUT FILE (SACINP)

The following describe the changes that will be required to a standard SACS/PSI inplace
model to carry out a ship impact analysis. The approach described herein is for 'Prescribed
Force Method'.

1) Create joint at the impact location, if the impact is not at the existing joint.
2) Specify a unit force of small magnitude at the impacted joint under a new load
condition.
3) Specify the boat landing(s) and other appurtenances as dummy structures to
reduce run time. Skip non-relevant members and plates. Also it is advisable to have
a simplified model of the topside in order to reduce the run time.
4) Combine the entire gravity basic load cases into a single load combination to be
output as one single load case on SEAOCI fi le from the SEASTATE run. If
environmental loads are to be considered before or after boat impact, they should
be specified as separate basic load conditions.

A model plot and input file of a structure that was subjected to ship impact on a vertical
brace is presented in the following pages:

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COLLAPSE ANALYSIS PROCEDURE 10 I 28

Ship Impact
Location

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SACINP F ile

LOOPT NF+Zl. 03 7 . 85 -61 . 1 62 . 1 GLOBHN Ct·1 BHPTNP

IOEC/POGC SOUTH PARS PROJECT - SPD10 - ACCIDENTAL BOAT I MPACT ANALYS IS Following load cases are
OPTIONS MN SDUC 4 4 PT
LCSEL BA$1 IMP3 WAVE selected to be output as
SECT
SECT BLCONE CO N 66 . 0 1. 5 32.39 1. 59 1. 9 basic load cases:
GRUP BAS1 = All gravity loads
GRUP BLl 91.4 1.59 20 . 0 8 . 0 35 . 5 9 2.0 2. 0 .5 N7 . 849
IMP3 = Unit Impact force
MEt1BER
MEMBER21602391L BLI L 5.395 .3 9
WAVE= Wave loading
MEMBER OFE'SETS 10 . 0 10 . 0

PST If
PSTI f BOX CRG 11.6 37.7 14.5 .4 . 01 •4
PGRUP
PGRU P Bi>lP . 6 . 001 . 25 23 . 5 7 . 64 9

PLATE
PLATE 8479 3003656442145218\iPS K

JOI NT
JOI NT 102 0. - 16. - 6 1.-20 . 0 - 77 . 2 - 9 . 9998

JOI!lT OOlP -20 . -16. -62.-86 . 259 -96. 595-6 0 . 0 PILEHD

JOI NT 019P 12 . -16 . - 62. - 96.595-60 . 0 PILEHD

JOI NT 061P -20 . 16 . -6 2 . -66 . 26298 . 646 -6 0 . 0 PILEHD

JO INT 0 99P 12 . 16 . -6 2 . 98 . 646 -6 0 . 0 PILEHD

JOI NT 1003 12 . 1. - 3. 20 . 7 - 50 . 0

CDM
CDM . 683 1. 66 1. 103 1. 26
COM 200.0 . 683 1. 66 1 .103 1. 26
tiiNSH L 9. 0 60 . 0
MGROV
MGROV 0 . 000 0 . 0005 . 0 1.4
MGROV 55 . 1 0 . 0007 . 5 1.4
~! GROV 55 .11 63 . I 7 .5 1.4
GRPOV
GRPOV CN2 . 953 . 953 . 953 . 953 F

GRPOV W. BtiF.OOI . 00 1 . 001 . 001 . 001 . 001 . 001. 001 . 001 . 001.00 1
DUl·!MY BBUMPERS
KEEP 1531 1 525 1512 1511 1 5 13 1514 1 509 1510
DELETE 1501 1502 1503 150 4 1505 1506 1 507 1506 1515 1516 1517 15 1 8 15 19 1520

DUMMY BOATLAtlD
KEEP 1627 1696 1602 1693
DELETE 1603 1604 1606 1607 1606 1609 1610 1620 1624 1625 1626 1626 1629 1632

DUH.\ofY RISERS
KEEP 441R 449R 422R 424 R 442R 444 R 446R 423R 425R 476R 430F
DELETE 202R 343R OOR 432R 443R 44 5 R 447R 44 6R 450R 4 66R OOR 472R 474R 932R

LOAD
LOADCN
LOADLB ! GENERATED DEAD LOIID & BUOYANCY
DEAD
DEAD -z H
LOII OCtl 2
LOADLB 2GEti ERATED DEAD LOAD IHTHOUT BUOYI\!ICY
DEAD
DEAD -z . 001 M
LOAOCtlllJ1
LOADLB11J1JACKET t!GDL
LOAD 40 1L - 12 . 5

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Unit impact load of -100 kN

LOADCNIMP3 1. 0 1.0 1.0 1.0 1. 0
LOIW 1003 -10 0.0 GLOB JOIN IMPACT ·--~ applied at joint 1003 in
LOAOCNWAVE
LOADLBWAVE CALM 90 . DEG . MIN . t<ATER DEPTH load case IMP3.
NAVE
NAVE . 9S STOK1.5 63 . 4 4.5 90 . 0 D 0 . 005 . 0 72 MS10
GRPOV
GRPOV CN2 . 715 . 715 . 715 . 715 F
GRPOV Ctl3 .715.715 . 715.715 F
GRPOV CN4 . 715.715 .71 5 . 715
GRPOV Ctl5 . 667 . 6 67 . 667 . 667

' • •· • ~DECK NG DL
LCOHB
LCOHB 51 21Dl l. 2 2 1 D21.2 21D31.2 21D41. 2 21D51. 2 4 6Dl l . 2
LCOMB 51 2 1D61. 2
• • • • • ARCHITECTURAL
LCOHB 54 24D11.25
• • ' • · ELECTRICAL
LCOMB 55 25D1 1. 25 25D21. 25 25D31. 25 25D41.25 25D51 . 25
LCOMB 55 24D2 1. 25
. .. ... FIRE & SAFETY
LCOMB 57 27D1 1. 25 27D21.25 27D31.25 27D41. 25 27D51.25
LCOMB 57 24D31. 25
. . . ... .. HVAC
LCOMB 59 29D31. 25 24041.25
• • • '• INSTRUMENTAT lOti
LCOMB 60 30D11. 25 30021.25 30031 . 25 30041.25 30051.25
LCONB 60 24D5 l. 25
• "' • ' · DRY- MECHA!llCAL
L<.;OMB b< J<011. 2 32021.2 32031. 2 32041.2 32051.2
• • .. .... CONTEtlT-~tECHAN ICAL
LCOMB 63 33011. 2 33021.2 33031. 2 33D41.2 33D51 . 2
.... ' DRY-P IPING
LCOMB 64 34011.2 34021.2 34031.2 3404 1. 2 34D51. 2
' • •··CONTENT-PIP!tiG
LCOMB 65 3502 1. 2 35031. 2 3504 1. 2 35051. 2
• ~'··LIVE LOAD WITH RIG
' " • • 2 . 5 kPA FOR OALL& MUSTER
.. ... 5 . 0 k Pa FOR STORAGE & LAYDO:·>N
.... , 2 . 0 kPa FOR HELIDECK
LCOMB 75 4 5D12 . 5 45D22 . 5 45D32 . 5 4 5D42 . 5 45052 . 5
LCOMB 75 4701 5 . 0 47D25 . 0 47035 . 0 47D55 . 0
LCOt<B 75 •19D22 . 5
LCOMB 75 24D62 . 5
LCOMB 75 50052 . 0
• " • .. • SELFWEIGHT
LCOMB BOO 11. 0 2 . 099
' " "J ACKET NGDL " " ' · ' "
LCOMB 80 1 11Jll.07 13Jl l . 07
' • · " ' DEC K DRY LOAD-EQUIPMENT CASE
LCOI<B 802 51 1. 15 5 41. 0 55 1. 0 571.0 591.0 601.0
LCOMB 802 621.0 641.0 36 D1l. 0 38D11. 2
• • • • • DECK COtiTENT LOAD- EQUI PHENT CASE
LCOMB 803 631.0 65 1.0
· • • · '" PLATFORH DRY LOAO(MHI H1UH fUNCTIOUAL LOADS - 110 RIG , r-.10 LIVE LOAD, UO COUTEUT)
LCO!<B 899 8001.0 8011.0 8021.0
• • h • PLATFORM OPERATUIG LOADS - EQUIPMEUT CASE (LIVE LOAD t·HTH RIG)
LCO:<B 900 8991.0 803 1.0 751.0 All gravity loads applied
LCOMB BASl 900 1 .0 220 1 1. 0 370 11.0 under load combination
END
name BAS1 .

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3.5.2 COLLAPSE ANALYSIS INPUT FILE FOR SHIP IMPACT (CLPINP)

Collapse analysis requires a collapse input file (CLPI NP), wherein the loading sequence on
the structure is to be defined along with other options and data. It is important to note that
the structure is first loaded with the gravity loads followed by ship impact loads and
subsequently by the environmental loads to evaluate a Post-Impact scenario.

The Impact energy is specified using ENERGY or IMPACT lines.

(Note that these lines do not work with the specified displacement method, which is also
not recommended for the ship impact analysis)

Each loading sequence defines a set of load steps that will be applied in the sequence. A
load step defines the SACS basic load case to be applied, the initial load case factor and
the final load case factor. For each load step, the magnitude of each load increment is
constant and is determined as:

(End Factor- Begin Factor)

Load Increment Factur = -'--------=---~
Number of Increments

If the starting load factor is greater than zero, then an additional load step is created to
reach the starting load factor position. The starting load factor can be used to skip linear
portion of the analysis and save unnecessary run time.

1) For an impact on a jacket brace, all jacket members may be kept plastic.
Elements whose stiffness may be of s ignificance to t he overall behavior of
the structure but w hic h are not str ucturally important (such as conductors
and conductor guides, w ishbo ne elements, topside elements ... etc.) should
be kept elastic throughout t he loading history.

A sample CLPINP file for a scenario of ship impact followed by a wave loading is
presented below:

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