Since the exploitation of wind as a renewable energy resource, jack-up vessels equipped with more than three independent legs are increasingly employed to transport and install the components of offshore wind turbines. By lowering the movable legs the vessel is able to elevate the hull from sea water level. In elevated position the vessel provides a stable platform to perform installation activities. The legs are equipped with spudcans which serve as foundation of the vessel. The elevating process consists of a preload phase to ensure sufficient capacity to withstand operational and possible storm conditions. The preloading of four-legged jack-ups is performed by alternately applying vertical loads on diagonally opposite leg pairs, up to achieving a stable condition in which nearly constant load levels can be held by each leg. The aim of this research is to develop a 3D model to asses the preload duration of the jack-up vessel Aeolus in cohesive soil. The viscous behaviour of cohesive soil, like clay, influence the acting leg load during preload of the jack-up vessel. The shear strength of clay is a function of strain rate meaning that resistance increases due to viscous effects with increasing penetration rate. During spudcan penetration the shearing resistance is high but will reduce significantly when penetration is stopped as the viscoplastic resistance diminishes. Together with the onset of isotach soil behaviour this causes the loads to redistribute between the legs occurs. In this study it is assumed that sufficient preloading is achieved when the leg load reduction is limited to 400 ton / 15 min. To satisfy this criterionmultiple load cycles of each leg pair are performed. Site specific geotechnical data and information on the structural stiffness of the Aeolus have been available for this research and allowed for an accurate analysis of the processes during the preload procedure. The Soft Soil Creep (SSC) model is used as constitutive model and accounts for viscous effects by formulating irreversible strains by means of viscoplasticity. The soil at the project site is classified and the constitutive model is calibrated based upon the available soil test results. The structural behaviour of the vessel is captured via a simplified beam configuration representing the deck structure and legs, the stiffness of the beams is verified using the results from a so-called predrive analysis. The extension of the legs is established bymeans of negatively pre-stressed node-to-node anchors. Simulations of a single spudcan penetrating at various depths and penetration rates are performed to identify the extent of viscous strain rate effects fromthe results. With the developed 3D model Small Deformation Finite Element analyses of the preload procedure are performed. The leg loads and penetrations are monitored and compared to jacking data fromthe actual project site. The processes in the soil and structure are analysed and the influence on the preload procedure and preload duration is identified. For both type of simulations six different case-calculations are performed addressing variation in the initial spudcan depth, the OCR, the penetration rate, the permeability and the type of preload procedure. The simulations indicated that the penetration of a spudcan influences the penetration of an adjacent spudcan, this reciprocal influence of the spudcans emphasizes the importance of onemodel comprising all spudcans in the same 3D soil domain. The developed model slightly overestimates the spudcan penetration and underestimates the total preload duration. Simulations of the overshooting preload procedure and an alternative preload procedure are performed with the FE model. For the soil conditions used in this research, both the overshooting and the alternative procedure are effective in reducing the number of preload cycles to satisfy the preload criterion. Compared to the normal preload procedure, it is expected the overshooting procedure improves the preload duration. For the alternative procedure however, the duration of a preload cycle increases significantly and consequently the procedure does not improve the preload duration. Using a lower spudcan penetration rate during the normal preload procedure is also effective in reducing the number of preload cycles but significantly increases the elapsed time to complete the preload procedure. The above conclusions have been made on the basis of the model results, which is calibrated for the soil conditions at the specific project site. ... Read more

Quidico is a small town, approximately 200 kilometer south of Concepcion. In the bay adjacent to Quidico town, a great number of local fishermen are active. In the current situation, high waves, a strong current and significant sediment transport hamper the effectiveness of the bay as fishing harbour. Also qualitative onshore facilities to support onshore activities of the fishermen, are absent. The Department of Ports of theMinistry of Public Works, developed a preliminary design proposal, to solve these problems. However, after consultation with the fishermen, this proposal was declared unsatisfactory. Therefore, an additional study is performed to develop a new integral design for the bay of Quidico. The desired design consists of onshore buildings, a paved support area, mooring facilities and breakwaters to create shelter for safe mooring of the fishing boats. Furthermore, these breakwaters shouldmitigate the problems related to sediment transport.

To develop a new breakwater orientation and design, wave data is analysed. Waves coming from the south to south-west are most common, but not guiding due to the sheltering factor of IslandMocha, positioned in front of the coast. The guiding wave, which is coming from the north-west, is implemented in models of Delft3D to see what the new orientation of the breakwater should be. Based on the wave analysis, sediment transport analysis and modelling results, a new breakwater orientation is determined, that fulfills all requirements prescribed by the DoP. After defining this new orientation, the influence of the breakwater on sediment and waves is analysed. Due to the new orientation, a new design of the breakwater is made.

The fishing harbour should offer the possibility for the fisherman to unload their goods and berth safely. The DoP proposed the construction of a mooring facility along the south-west shoreline of Quidico Bay. Two types of quay walls for the mooring facilities are proposed, a sheet pile wall and a concrete mass wall. For both types a preliminary design is developed, by making use of the 2D finite element software PLAXIS and hand calculations. The preferred mooring facility design mainly depends on the soil conditions at the specific location. From the boundary conditions it is concluded the bedrock is found at a depth of 60m, the soil above mainly consists of sand. Therefore the construction a sheet pile wall to serve as mooring facility, is recommended.

In the initial design of the Department of Ports, six separate masonry buildings are proposed to accommodate the desired supporting facilities. These buildings cover a large area of the bay and will require a large paved supporting platform. To reduce this paved area, the DoP is interested in a more compact design, that includes all supporting facilities in one multi-storey building. In consultation with the DoP two different designs are developed; a three-storey steel building and a two-storey concrete building. A structural design is developed within the boundaries set by the functional design requirements. Next, a structural analysis is performed by making use of finite element software (ETABS) and a final design is obtained for both buildings. The concrete building is concluded to be the most suitable option for the DoP.

Quick offloading of the boats and smooth transshipment of goods is hindered due to the lack of a good support area and access road. The DoP proposed a design for both pavements in the their preliminary study, but it was requested to evaluate different alternatives. Three different pavement technologies are proposed for the access road: surface treatment, asphalt and concrete slabs. For the pavement in the support area concrete slabs are the preferred solution. To achieve an optimal pavement design that fulfills all structural and serviceability requirements throughout the full design life, slab pavements with different dimensions and thicknesses are evaluated. In conclusion, short concrete slabs are the preferred pavement for both areas. Short slab pavement is an upcoming technology that has great advantages in terms of structural performance and costs.
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