Ariane Theoretical Manual

Ariane7
THEORETICAL MANUAL
October 2009
c BV and deals with the
This document has been prepared for the users of Ariane7
aspects related to the computation of Mooring analysis in Static and in Time Domain
Simulation.
BUREAU VERITAS
Marine Division - Research Department
67/71, boulevard du Chteau
92571 Neuilly-sur-Seine Cedex - France
Tel: 00 33 (0) 1 55 24 74 67
Fax: 00 33 (0) 1 55 24 70 26
c BV (1991-2009) is distributed by Bureau Veritas.
Ariane7
First Printing, April 2007

Revised, March 2009
c
Bureau
Veritas
Contact: Cdric Brun, Damien Coache, Yann Giorgiutti
email: ariane.veristar@bureauveritas.com
Contents
Nomenclature
xiii
Ariane7 Overview
1 Description of the problem
2 Conventions
5
2.1 Axis Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.2 Convention of phase and free surface elevation . . . . . . . . . . . . . 9
2.3 Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
II
Resolution
3 Static resolution
3.1 Assumptions . . . . . . . . . . . . .
3.2 Line profile (Set up initial position)
3.3 Rig move . . . . . . . . . . . . . .
3.4 Equilibrium position . . . . . . . .
3.4.1 Pre-requisites . . . . . . . .
3.4.2 Calculation . . . . . . . . .
3.5 Imposed offset . . . . . . . . . . . .
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4 Time domain simulation

4.1 Assumptions . . . . . . . . . . . . . . . . . . . . . . . . . .
4.2 Low frequency response . . . . . . . . . . . . . . . . . . . .
4.2.1 Basic principle: Fundamental Principle of Dynamics
4.2.2 Formulation in the local axes system . . . . . . . .
4.2.3 Definition of the external loads . . . . . . . . . . .
4.3 High frequency response . . . . . . . . . . . . . . . . . . .
4.3.1 General . . . . . . . . . . . . . . . . . . . . . . . .
-Bureau Veritas, Marine Department-
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21
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0-iv
4.4
III
CONTENTS
4.3.2 Response Amplitude Operators . . . . . .

4.3.3 Instantaneous centre-of-gravity motion and
4.3.4 Instantaneous fairlead motion . . . . . . .
4.3.5 Instantaneous line tension . . . . . . . . .
Fatigue . . . . . . . . . . . . . . . . . . . . . . . .
4.4.1 General . . . . . . . . . . . . . . . . . . .
4.4.2 Miner Sum . . . . . . . . . . . . . . . . .
4.4.3 API Recommended Practice . . . . . . . .
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vessel rotation
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Loads
22
23
24
25
26
26
27
28
31
5 Line (Mooring loads)

5.1 Line characteristic . . . . . . . . . . . . . . . . . .
5.1.1 Reminder . . . . . . . . . . . . . . . . . . .
5.1.2 Assumptions . . . . . . . . . . . . . . . . . .
5.1.3 Required information . . . . . . . . . . . . .
5.1.4 Line Profile . . . . . . . . . . . . . . . . . .
5.2 Mooring loads . . . . . . . . . . . . . . . . . . . . .
5.2.1 Mooring line between a vessel and an anchor
5.2.2 Mooring line between two vessels . . . . . .
5.2.3 Variations with respect to parameters . . . .
6 Environmental loads
6.1 Wave drift loads . . . . . . . . . . . . . . .
6.1.1 Discretisation of the wave spectrum
6.1.2 Slow drift loads . . . . . . . . . . .
6.1.3 QTFC Formulation . . . . . . . . .
6.1.4 BV Approximation . . . . . . . . .
6.1.5 Wave/current interaction . . . . . .
6.1.6 Cross waves loads . . . . . . . . . .
6.2 Current loads . . . . . . . . . . . . . . . .
6.2.1 General formulation . . . . . . . .
6.2.2 Molin moment . . . . . . . . . . . .
6.2.3 Munk moment . . . . . . . . . . .
6.3 Wind loads . . . . . . . . . . . . . . . . .
6.3.1 General formulation . . . . . . . .
6.3.2 Fluctuating wind speed . . . . . . .
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-Ariane7, Theoretical Manual-
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33
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42
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47
47
47
48
50
50
51
53
54
54
55
56
56
56
57
CONTENTS
0-v
7 Hydrodynamics loads
7.1 General formulation . . . . . . . . . . . . . . . . . . . . .
7.2 Introduction of work vector . . . . . . . . . . . . . . . .
7.3 Formulation consistent with predictor-corrector diagram
7.4 Initial conditions . . . . . . . . . . . . . . . . . . . . . .
8 Others loads
8.1 Damping . . . .
8.2 Thrusters loads
8.3 External loads .
8.4 Fenders loads .
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59
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63
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64
64
Spectra
67
9 Wave spectra
9.1 Pierson-Moskowitz
9.2 ISSC . . . . . . . .
9.3 ITTC . . . . . . .
9.4 JONSWAP . . . .
9.5 Darbyshire . . . . .
9.6 Ochi-Hubble . . . .
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10 Wind spectra
10.1 Davenport . . . . . . . . . . . . . . . . . . . . . . . . . .
10.2 Harris-Det norske Veritas Spectral Formulation . . . . .
10.3 Queffeulou . . . . . . . . . . . . . . . . . . . . . . . . . .
10.4 Kaimal . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10.5 Ochi-Shin Spectral Formulation . . . . . . . . . . . . . .
10.6 Hino Spectral Formulation . . . . . . . . . . . . . . . . .
10.7 Modified Harris Spectrum or Wills Spectral Formulation
10.8 Kareem Spectral Formulation . . . . . . . . . . . . . . .
10.9 NPD Spectral Formulation . . . . . . . . . . . . . . . . .
10.10API Spectral Formulation . . . . . . . . . . . . . . . . .
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77
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84
86
87
Bibliographie
89
91
Algorithms
A Brent
93
0-vi
CONTENTS
B Simplex
95
C Newton
99
D HPCG
101
D.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
D.2 Hamming method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
E Rainflow
105
Nomenclature
Constants
air
, the air density
water , the sea water density

g
, the gravity acceleration
Environmental notations
current , the equivalent incidence of the current with respect to the heading of the
vessel
wave , the wave incidence relative to the vessel heading
wind , the wind incidence relative to the vessel heading
current , the incidence of the current
wave , the incidence of the wave
wind , the incidence of the wind
(x, t) , the surface elevation at instant t at point of coordinates x
, the circular frequency
m and M , respectively the minimum and the maximum of circular frequencies

of the spectrum digitizing
p
, the circular frequency corresponding to the peak period
F env , the environmental forces vector

ai , i , i , ki , the amplitude, the circular frequency, the phase and the wave number
of the elementary Airy wave number i
0-viii
CONTENTS
CCx , CCy and CCz , respectively the longitudinal, the lateral and the yaw hydrodynamic drag coefficient
CM olin , the coefficient equal to a percentage of CCy (90 )
CM unk , the Munk coefficient relative to the percentage of current velocity
CW x , CW y and CW z , respectively the longitudinal, the lateral and the yaw aerodynamic drag coefficients
FC
, the three components vector in the vessel axis system of current loads, i.e.
FCx , FCy or MCz
FD
, the three components vector in the vessel axis system of slow drift loads at
instant t, i.e. FDx , FDy or MDz
FDM EAN , the average value of FD , on the whole duration of the simulation
FW
, the three components vector in the vessel axis system of wind loads, i.e.
FW x , FW y or MW z
, the water depth
MCM olin/O , the additional Molin moment

MM unk , the Munk moment
Nwave , the number of singular Airy waves
Nwind , the number of wind components
S
, the spectral density function
TP
, the wave peak period
TZ
, the wave zero-upcrossing period
UC
, the relative equivalent current velocity
uC and vC , the current velocity components respectively in the east and north
directions
UL and UT , respectively the longitudinal and the transversal instantaneous relative
velocity of the vessel in the wave axis system
, the total relative fluid velocity at the algebraic distance from O
V ( )
VC
, the absolute current velocity
CONTENTS
0-ix
vk , fk , k , the components representative of the gust spectrum

VW
, the wind velocity at 10 meters elevation
V60
, the wind speed at 10 meters above the still water level averaged over sixty
minutes
, the transverse component of the relative fluid velocity at the algebraic

V ( )
distance from O
General notations
, the gamma function
, the origin of the global axis system
CN E , the global axis system

E
, the East direction
, the N orth direction
, the time
Line notations
(XAEast , XAN orth , ZA ) , the coordinates of the anchor in the global axis system
W i
, the bandwidth parameter for the wave frequency tension
Li and W i , respectively the zero up-crossing frequency of the low frequency tension spectrum and the zero up-crossing frequency of the wave frequency tension spectrum
Ak
, the azimuth of the mooring line number k (single) or the fairlead-to-fairlead

azimuth of the mooring line number k (multi-body) in the global axis system
BL
, the mooring line breaking load
, the resultant damage ratio for fatigue calculation
, the distance between a fairlead and the origin of the vessel axis system
Dh(k) , the horizontal distance of mooring line number k (anchor-to-fairlead or

fairlead-to-fairlead)
DY
, the annual damage from low frequency and wave frequency tensions
0-x
CONTENTS
FM
, the mooring forces
, a fatigue coefficient
Krd1 , the constant of the dynamic stiffness for multi-elastic lines

Krd2 , the coefficient of the dynamic stiffness for multi-elastic lines
Krs12h , the 10-30 stiffness for loading time considered of 12h for multi-elastic lines
Krs , the 10-30 stiffness for loading time considered of 7 days for multi-elastic
lines
L
, the mooring line segment length
, a fatigue coefficient
ML
, the mean tension in the mooring line
, the total number of tension range intervals being considered in the fatigue
calculation
, the number of cycles per year in the fatigue calculation
Nj
, the number of cycles to failure given by the T N curve for a given tension
range Tj
Nlines , the number of mooring lines

nTj
, the number of cycles experienced by the structure within a given tension

range Tj
nW and nL , respectively the number of wave frequency tension cycles per year and
the number of low frequency tension cycles per year
P
, the probability of occurrence of the environmental state considered
, the ratio of tension according to the breaking load
RW i and RLi ,respectively the ratio of standard deviation of wave frequency tension range according to the breaking load and the ratio of standard deviation
of low frequency tension range according to the breaking load
T
, the mooring line tension
T0
, the mooring line pre-tension
THf irst , the horizontal tension at the take off point
CONTENTS
0-xi
TH
, the horizontal component of tension at fairlead
TV
, the vertical component of tension at the fairlead
TZ
, the zero-upcrossing period of the mooring line tension spectrum
Vectors and matrix notations
F
, the force vector
F CF , the constant force vector
F moor , the mooring forces vector

{F (t)} , the three-component (Nvessels ) vector of the horizontal loads applied to
the centre of gravity of the vessel at instant t
{Y }
, the work vector
FEL
, the three components vector in the vessel axis system of external loads, i.e.
FELx , FELy or MELz
FF
, the three components vector in the vessel axis system of fender loads, i.e.
FF x , FF y or MF z
FGX (t), FGY (t) and MGZ (t) , the components of the {F (t)} vector in the global axis
system CN E
Vessel notations
(xG , yG , zG ) , the three translations of the vessel centre of gravity wave frequency motion, in the low frequency vessel axis system
(x0F , yF0 , zF0 ) , the coordinates of the fairlead in the low frequency vessel axis system
further to the wave frequency rotation about G
(xF , yF , zF ) , the permanent coordinates of the fairlead in the vessel axis system
(xG , yG , zG ) , the permanent coordinates of the vessel centre of gravity in the vessel
axis system
(XGEast , XGN orth , ZG ) , the instantaneous coordinates of the vessel centre of gravity
in the global axis system CN E
[ij(t)] , the matrix of the instantaneous rotation of the vessel
[M ]
, the horizontal Mass Matrix of one or more vessels
0-xii
CONTENTS
[M a] , the vessel added mass matrix

F
, the fairlead azimuth in the vessel axis system
, any of the six wave frequency motions of the vessel around or about the low
frequency position of its centre of gravity
, the actual phase of the RAO
, the azimuth of the vessel
{X} , the three-component (Nvessels )vector characterizing the horizontal position

of one or more vessels centre of gravity G
Bxx , Byy and B , respectively the linear damping coefficients in surge, in sway
and in yaw
FH
, the three components vector in the vessel axis system of hydrodynamics

loads, i.e. FHx , FHy or MHz
Fx , Fy and Mz/G ,
G
, the centre of gravity
, the vessel inertia in yaw
Lpp
, the length between perpendiculars of the vessel
, the mass of the vessel
M ay , the asymptotic added mass in sway-yaw coupling

M a , the asymptotic added mass in yaw
M axx , the asymptotic added mass in surge
M ayy , the asymptotic added mass in sway
Nvessels , number of vessels
O
, the origin of the vessel axis system
Oxy
, the vessel axis system
QT F , the quadratic transfer function

QT Fdk , the non-modified QT F s for the wave/current interaction
CONTENTS
0-xiii
QT Fkj , the alteration of the QT F s QT Fdk for the wave/current interaction

R
, the actual amplitude of the RAO
, the out-of-phase amplitude
, the in-phase amplitude
R (i , wave ) , the in-phase amplitude of motion G interpolated in the RAOs for

the wave frequency i and the relative wave incidence
R (i , wave ) , the out-of-phase amplitude of motion G interpolated in the RAOs
for the wave frequency i and the relative wave incidence
RAO , the response amplitude operator
Sl
, the longitudinal area of the vessel above the water line
St
, the transversal area of the vessel above the water line
Td
, the average vessel draft
u and v , the absolute speed components of the vessel centre of gravity projected in
the vessel axis system
u0 and v 0 , the components of the vessel centre of gravity speed relative to the fluid
projected on the vessel axis system
VN orth and VEast , the low frequency velocity of the vessel in the global axis system
x
, the x direction (local axis system of the vessel)
xaf t
, the algebraic distance of the aft end of the vessel from the origin O of its
local axis system
XEast , XN orth and Z , the coordinates of the vessel axis system origin in the global
axis system
XFEast , XFN orth and ZF , the coordinates of a fairlead in the global axis system
xf ore , the algebraic distance of the fore end of the vessel from the origin O of its
axis system
y
, the y direction (local axis system of the vessel)
(XP , YP ) , the coordinates of a point P on the vessel in the global axis system
This page intentionally contains only this sentence.
Part I
Ariane7 Overview
Chapter 1
Description of the problem
Floating structures in offshore operations, which may be ship, semi-submersible or
buoy, need to be moored by a complex system of numerous lines linked to numerous
anchors, considered as fixed or to other vessels. Anchors may be defined on or above
the seabed.
Vessels submitted to an environment composed of wave, wind and current, will
be displaced until a mean equilibrium position is found. This position will be found
when tension in mooring lines will compensate external (or environmental) loads.
Moreover, the environmental conditions, especially the wave conditions, induce
the vessel to oscillate around the mean equilibrium position. In this case the inertia
forces are in equilibrium with the line tensions and the external forces.
Sometimes, one or several of the mooring lines may break. Vessels are then no
longer in equilibrium with the external forces. Under the effect of inertia and mooring loads, they will drift and oscillate about a new position of equilibrium where the
line tensions in the remaining lines are again balanced by the external forces.
Ariane7 is a multi-body mooring software which provides the possibility to users
to define a mooring system, to predict the equilibrium position of vessels submitted
to external loads and to calculate the resultant mooring lines tensions considering
hydrodynamics and mechanics.
In order to provide these capabilities, Ariane7 calculates the individual characteristic of each line. The calculation of line characteristics gives the curve of tension
against distance from anchor to fairlead and the tension and angle along the line. It
is worth recalling here that each line is individually defined either by its composition
and by the environment in which it is operating (water depth at anchor, bathymetry,
height of the fairlead above the free surface, etc.) or directly by its characteristic
1-4
Description of the problem
curve.
Secondly, the lines are "assembled" to define the mooring system. It is then
possible to determine the response of the mooring system under the influence of
environmental conditions.
The theory used to build the software will be discussed in this theoretical manual.
Chapter 2
Conventions
2.1
Axis Systems
Ariane7 considers different axis systems which are declined as follows:

Global axis system:
This axis system is fixed and is defined in East and N orth (see figure 2.1).
N
E
C
Figure 2.1: Global axis system
where,
C is the origin of the global axis system;
CN is positive northward;
CE is positive eastward;
CZ is positive downwards;
CN E is in the plane of the still water level.
Vessel axis system:
2-6
Conventions
x
O
XN orth
E
C
XEast
Figure 2.2: Vessel axis system
The vessel axis system is defined as shown in the figure 2.2.

where,
O is the origin of the vessel axis system. O is on the center line of the
vessel in the plane of the keel;
Ox is positive forward;
Oy is positive rightwards;
Oz is positive downwards;
XEast is the East-coordinate of the origin of the vessel axis system in the
global axis system;
XN orth is the N orth-coordinate of the origin of the vessel axis system in
the global axis system;
is the azimuth of the vessel according to the N orth global axis.
The position of the vessel in the global axis system is identified either by the
three coordinates XEast , XN orth and Z of the vessel axis system origin O and
by the azimuth of the vessel.
Directions of wave, wind and current:
The wave, current and wind incidences are identified by the angles indicating
the directions they come from, relative to the global CN axis (see figure 2.3).
2.1 Axis Systems
2-7
wave
W ave
wind
W ind
current
Current
XN orth
x
y
E
XEast
Figure 2.3: Environmental directions

where,
wave is the incidence of the wave according to the N orth global axis;
wind is the incidence of the wind according to the N orth global axis;
current is the incidence of the current according to the N orth global axis.
Mooring line:
The angle and distances relative to mooring lines between a failead and an
anchor are given in the figure 2.4.
where,
xFk , yFk and zFk are the coordinates of the fairlead of mooring line number
k in the vessel axis system;
Dh(k) is the anchor-to-fairlead horizontal distance of mooring line number
k;
Ak is the azimuth of the mooring line number k defined by the angle that
the fairlead-to-anchor segment makes with CN (global N orth axis).
XAEast and XAN orth are the coordinates in the global axis system of the anchor
of mooring line number k.
2-8
Conventions
Figure 2.4: Mooring line between a failead and an anchor

The angle and distances relative to mooring lines between two vessels are given
in the figure 2.5.
where,
Dh(k) is the horizontal distance between two extremities of the mooring
line k (at fairleads);
XEasti , XN orthi and Zi are the coordinates of vessel i axis system origin
in the global axis system;
replacemen
2.2 Convention of phase and free surface elevation
2-9
2
N
2
1
XFN orth2
Ak
d2
XN orth2
Dh(k)
XFN orth1
XN orth1
O1
O2
d1
E
XFEast2 XEast2
XEast1 XFEast1
Figure 2.5: Mooring lines between two vessels

XFEasti , XFN orthi and ZF i are the coordinates of the fairlead i in the global
axis system;
i is the azimuth of vessel i;
i is the fairlead azimuth in the vessel axis system according to global
N orth axis;
di is the distance between a fairlead and the origin of the local axis system
of vessel i;
Ak is the fairlead-to-fairlead azimuth of the mooring line number k according to the global N orth axis.
2.2
Convention of phase and free surface elevation
The instantaneous surface elevation at any point with respect to the origin of the
phases is expressed in Ariane7 as follows:
(x, t) =
NX
wave
i=1
ai cos(i t + i ki x)
where,
(2.1)
2-10
Conventions
(x, t) is the surface elevation at instant t at point of co-ordinates x in the

wave axis system;
ai , i , i are the amplitude, the circular frequency and the phase of the elementary Airy wave number i;
k i is defined by the following formula in which H is the water depth and g the
gravity acceleration:
2
ki tanh(ki H) = i
(2.2)
g
Nwave is the number of singular Airy waves.
2.3
Units
The units used in the mooring software Ariane7 are stemming from the International System of Units. Nevertheless, two exceptions are encountered:
1. Loads and tensions are expressed in kilonewton (kN );
2. Line diameters can be expressed in millimeters (mm), centimeters (cm), meters
(m) or in inches (inch).
Part II
Resolution
Chapter 3
Static resolution
3.1
Assumptions
Ariane7 considers differents assumptions to compute a static analysis:

Each line characteristic is calculated in the vertical plane of the line;
Transversal reactions induced by the drag forces exerted on the lines are neglected;
Line weight is neglected;
Current loads on lines are neglected;
The initial position with all the mooring lines is given by the user;
The static resolution of motions is done in the plane CN E. The three degrees
of freedom are the surge, the sway and the yaw.
3.2
Line profile (Set up initial position)
Ariane7 provides two tools to setup initial position and to quickly design a coherent
and homogenous mooring system:
1. The paid out lengths adaptation;
2. The anchor positions adaptation.
The three following parameters are linked:
3-14
Static resolution
Horizontal tension at fairlead;

Axial tension at fairlead;
Angle between the horizontal plan and the line at fairlead (anticlockwise).
When two of these three parameters are known, the third can be calculated using
the Brent algorithm detailed in the appendix A.
Adapt paid out length method
Horizontal (or axial) tension at fairlead The horizontal distance is fixed.
The paid out length is the parameter. The method calculates for each value of
the parameter, the horizontal tension at anchor to have the expected horizontal (or
axial) tension at fairlead. Then, it returns the difference between the position of the
end line point and the position of the fairlead (to match the horizontal distance).
The Brent algorithm finds the solution to make this difference equal to zero.
Angle between the horizontal plan and the line at fairlead The horizontal
distance is fixed. In this case, there are two loops imbricated. For the first one, the
parameter is the paid out length and for the second, the parameter is the angle.
3.3
Rig move
This module adapts line paid out lengths to make the current position of the vessel
an equilibrium position and to match tensions specified by the user.
RigM ove is only available for one vessel moored in spread mooring.
The equations resolved are the following ones:
X
F env + F CF +
F moor = 0
(3.1)
where,
F env is the sum of the environmental (or external) force vectors;
F moor is the sum of the mooring force vectors;
F CF is a constant force vector imposed to the vessel considered.

The calculation is divided in 2 steps.
First, horizontal tensions at fairlead are calculated with the Simplex algorithm a
multi-variable optimization algorithm with one objective (please see the appendix B).This
objective is a function that gives a pondered mean of several benchmarks:
3.4 Equilibrium position
3-15
Difference between expected and current horizontal tensions must be minimized;

The sum of all current horizontal tensions (and moments) must be minimized.
The second step is to adapt paid out lengths in the same way as done in the
section Setup Initial P osition (please see the section 3.2).
The new mooring system configuration is now an equilibrium position according
to the environmental and constant loads specified.
3.4
Equilibrium position
In this section, forces is a set of different loads which can be:

Mooring loads;
External loads;
Thrusters loads;
Environmental mean loads (wind/wave(s)/current).
Those loads depend on the vessel position in the mooring zone but not on time.
Warning These loads are applied on the vessel(s), not on the mooring line(s)
3.4.1
Pre-requisites
All floatting structures must have a mooring system. Each vessel must be linked to
an anchor or to an other vessel, but a vessel or a set of vessels linked must not be
adrift for an equilibrium position calculation.
Line paid out length must not be zero.
Before the calculation of the equilibrium position, Ariane7 calculates the characteristic (i.e. tension according displacement diagram) of each line (if needed).
3-16
3.4.2
Static resolution
Calculation
The equilibrium position is found by applying the following principle of mechanics:

X
F = 0
(3.2)
The N ewton Algorithm (see the appendix C) is used in order to solve this equa
tion. Force vector F is obtained by making the sum of all forces elements.
The Jacobian matrix used by the N ewton Algorithm is the local stiffness matrix.
It is obtained making the sum of all elementary stiffness of forces. Jacobian matrix
is calculated analytically or numerically (see chapter 5 for details).
During calculations, the iterations are pursued until F (xn ), the resulting force
at iteration n, becomes lower than the convergence threshold. The convergence
parameters can be modified from the General User Interface in the Calculation
parameters tab which appears clicking Configuration, Options.
3.5
Imposed offset
In this module, Ariane7 computes the sum of all mooring loads for a given position
of vessels (the calculation of each mooring load is developed in III). Anchors are
fixed.
The following condition must be respected:
X
F moor = 0
(3.3)
Chapter 4
Time domain simulation
4.1
Assumptions
To compute in the time domain, Ariane7 takes into account a few restrictions.
The dynamic behaviour of mooring lines is neglected;
Lines stay in a vertical plane;
The vessel draft is constant during the simulation;
Low frequency and high frequency motions are uncoupled. First the motions
relative to the low frequency response are computed in the plane defined by
the still water. Then, the out of plane motions relative to the high frequency
(or wave frequency) are added to the low frequency ones;
No current, wave or wind loads are applied to the mooring lines.
In addition, the initial position of one or more vessels can be set to an arbitrary
position or to an equilibrium position computed by the way defined in the Static
resolution chapter (please see chapter 3).
Finally, the time domain computation is very useful to predict the dynamic behaviour of vessels of which mooring system has one or more line broken. Then the
transient trajectory can be computed until that the vessels be stabilized around the
equilibrium position.
The fatigue analysis is performed on simulations considering low frequency and
wave frequency responses.
4-18
4.2
4.2.1
Low frequency response

Basic principle: Fundamental Principle of Dynamics
The determination of the low frequency response of the moored vessel under the
external forces effect (wave, wind, current, mooring, thrusters...) is obtained solving
at each time step a vectorial differential equation of the following form:
=
[M ]{X}
where,
{F (t)}
(4.1)
{X} is the three-component (Nvessels ) vector characterizing the horizontal

position of one or more vessels centre of gravity G, i.e. the vessels heading
and the coordinates XGEast and XGN orth in the global axis system CN E;
[M ] is the horizontal Mass Matrix of one or more vessels calculated at their
centre of gravity. It is a 3-by-3 matrix for one vessel. The components are the
actual mass of the vessel for surge and sway motions (m) and the moment of
inertia in yaw (I ):
m 0 0
[M ] = 0 m 0
0 0 I
(4.2)
{F (t)} is the three-component (Nvessels ) vector of those horizontal loads, applied to the centre of gravity G of the vessel at instant t, which are contributing
to the low frequency response:
FGX (t)
{F (t)} = FGY (t)
MGZ (t)
(4.3)
The vectorial differential equation expresses the fundamental principle of dynamics applied to the centre of gravity of the vessels in their low frequency motion
relative to the global axis system CN E. All equations are projected on the vessel
axis system Oxy. Furthermore, all moments are computed at the origin G of this
system.
4.2 Low frequency response
4.2.2
4-19
Formulation in the local axes system
General formulation
The centre of gravity coordinates G are defined in the local axis system Oxy by:

x
{OG} = G
yG
(4.4)
Therefore the acceleration vector formulation in G is :

(
xG = u v xG 2 yG
yG = v + u yG 2 + xG
where u and v are the absolute speed components of the vessel centre of gravity
projected in the vessel axis system.
As well the transfer of the moment from G to O can be written as:
yG (u v )
Mz/O = Mz/G + m xG (v + u)

(4.5)
Then the equations of the slow drift motions (fundamental principle of dynamics)
projected on the vessel axis system are:
where,
m u v xG 2 yG = Fx

m v + u yG 2 + xG = Fy

+ m xG (v + u)
yG (u v )
I
= Mz

Fx is the projection on the vessel x axis (surge axis) of the external loads
applied to the vessel;
Fy is the projection on the vessel y axis (sway axis) of the external loads
applied to the vessel;
Mz/G is the yaw moment of external loads calculated at the vessel center of
gravity.
Definition of relative speed
The low frequency surge and sway of the vessels are identified by the horizontal
motions of their centre of gravity G. The components of the vessel velocity vector
expressed at G in the local axis system are named u and v (respectively in the surge
and sway directions). The components of the vessel velocity vector relative to the
4-20
fluid velocity expressed at the same point are noted u0 and v 0 . These four parameters
are linked by the following relationships:
(
u0 = u + VC cos(c )
v 0 = v + VC sin(c )
where,
u and v are the absolute speed components of the vessel centre of gravity
projected in the vessel axis system;
u0 and v 0 are the components of the vessel axis system origin speed relative to
the fluid projected on the vessel axis system;
VC is the absolute current velocity;
C is the current angle from the global N orth axis;
is the vessel heading.
Formulation considering relative speed at G
Using the variables of relative fluid velocity, the equations of the slow drift motions
projected on the vessel axis system if O and G are merged become:
0
0
m(u v ) = Fx
= Fy
m(v0 + u0 )
I = MZ
(4.6)
The u0 and v 0 derivates, respectively u0 and v0 are given by:

(
4.2.3
u0 = u + VC sin(
c )
0
v = v VC cos(c )
Definition of the external loads
The external loads Fx , Fy and Mz/G have to be specified in the local axis system.
External loads include hydrodynamic, mooring, damping, wave drift, wind and current loads but also other loads of various natures that are liable to contribute to
the low frequency response as thruster loads, fender loads or riser loads. As previously said, all loads are projected on the vessel axes so that three equations of the
following form can be written:
Fx = FHx + FM x + FBx + FDx + FW x + FCx + FOx
Fy = FHy + FM y + FBy + FDy + FW y + FCy + FOy
Mz/G = MHz + MM z + MBz + MDz + MW z + MCz + MOz
4.3 High frequency response
4-21
where the following indices are used to identify the origin of each term:
H for hydrodynamic loads;
M for mooring loads;
B for damping loads;
D for wave drift loads;
C for current loads;
W for wind loads;
O for other loads which can be not negligible (riser, thruster, etc...).
The way of computing all above load components at each time step of the simulation is detailed in the following sections.
4.3
4.3.1
High frequency response

General
The low frequency response of the moored vessel is obtained by numerical resolution
in the time domain of the vectorial differential equation discussed in section 4.2. At
the end of each time step of this numerical integration, the wave frequency motions
are added for output purpose only. In other words, the wave frequency response
that is calculated at any step does not impact at all on the low frequency response
calculated at further steps.
At each time step, the six wave frequency motions of the vessel centre of gravity
are added to its low frequency position. To do so, the amplitude of each component
of the wave signal is multiplied by the RAOs of the centre of gravity of the vessel
and the summation is carried out with due account for time and space phases as
detailed hereafter.
It is assumed in this process that wave frequency motions are not significantly
influenced by the variations of mooring stiffness with low frequency motions. Wave
frequency motions are therefore computed for the average mooring stiffness corresponding to the mean vessel position during the storm.
The complete signal of the vessel motion thus obtained allows the instantaneous
anchor-to-fairlead distance of each line and its fairlead altitude to be calculated. The
instantaneous tensions can next be derived by interpolations in the pre-calculated
tension-offset curves.
4-22
4.3.2
Response Amplitude Operators
If an Airy wave is applied to a floating vessel, either moored or not, the fluctuating
motion observed in any direction, around or about its centre of gravity, is also a sine
or cosine function of time, with the same frequency as the wave but usually with a
phase lag. The amplitude of each motion is proportional to that of the wave. It also
varies, as well as the phase, with the water depth and the wave incidence relative to
the vessel.
See the table 4.1 below. Note that around is used for translation displacements
while about is used for rotations.
Wave at c.o.g.
Incidence
Motions of the vessel around/about its c.o.g.

aRx (, ) cos t + x (, )
Sway
Heave
aRy (, ) cos t + y (, )

aRz (, ) cos t + z (, )
Roll
Elevation a cos(t)
Surge
Pitch
Yaw
aR (, ) cos t + (, )

aR (, ) cos t + (, )

aR (, ) cos t + (, )
Table 4.1: Motions of a vessel submitted to an Airy wave.
The Response Amplitude Operators (RAOs) are the functions which give in
the vessel axis system the amplitude and phase of the vessel motions around and
about its centre of gravity when subjected to the action of an Airy wave of unitary
amplitude.
In the table 4.1, the RAOs of surge for instance are the functions Rx and x
which, for a given incidence relative to the vessel heading, depend only on the wave
circular frequency.
The RAOs can be obtained by model tests or by a first order diffraction-radiation
analysis using a recognized computer program. In any case, they are to be determined with due account for the actual site water depth and the mooring stiffness
evaluated for a position of the vessel as close as possible to its average position
during the storm.
The RAOs are normally available for the same incidences as QT F s and interpolations will be performed in the same way during the simulations. Discretization
criteria are also the same as for QT F s.
The phase functions are generally not continuous and it is therefore preferable
to perform the interpolations on the in-phase and out-of-phase amplitudes R and
4-23
R which are continuous, rather than on the actual amplitude and phase R and .
Keeping the formulations of the above table, the relations between these parameters
are:
(
4.3.3
R = R cos
R = R sin
Instantaneous centre-of-gravity motion and vessel rotation
At each time step, the wave signal is to be determined at the instantaneous lowfrequency position of the vessel centre of gravity by means of the equation of section 4.2.
Each of the six wave frequency motions of the vessel around or about the lowfrequency position of its centre of gravity is then given by an equation of the following
form:
G (t) =
+
100
X
i=1
100
X
i=1
ai R (i , wave ) cos(i t + i ki x)
ai R (i , wave ) sin(i t + i ki x)
where,
(ai , i , i , ki )1i100 characterize the family of Airy waves representative of the
wave spectrum;
is the low frequency vessel heading;
wave is the wave incidence relative to the vessel heading, i.e. wave = wave ;
G designates any of the six wave frequency motions of the vessel around or
about the low frequency position of its centre of gravity. (these motions are
those projected on the low-frequency vessel axis system Oxy);
R (i , wave ) is the in-phase amplitude of motion G interpolated in the
RAOs for the wave frequency i and the relative wave incidence wave ;
R (i , wave ) idem for out-of-phase motion.
4-24
4.3.4
Instantaneous fairlead motion
At each time step, the wave frequency motions make the vessel turn about its centre
of gravity. The three components of the rotation vector in the low frequency vessel
axis system are the roll, pitch and yaw angles. At the same time, the vessel moves
by a translation whose the vector components in the same axis system are the surge,
sway and heave displacements calculated in the same way.
Further to this rotation and translation, the instantaneous coordinates of any
fairlead of the vessel with respect to the low frequency vessel axis system are given
by the following equation:
xF (t) xG
xG (t)
11 (t) 21 (t) 31 (t)
xF xG
0
yF (t) yG = yG (t) + 12 (t) 22 (t) 32 (t) . yF yG
0
13 (t) 23 (t) 33 (t) zF zG
zF (t) zG zG (t)
(4.7)
where,
(x0F , yF0 , zF0 ) are the coordinates of the fairlead in the low frequency vessel axis
system further to the wave frequency rotation about G;
(xF , yF , zF ) are the permanent coordinates of the fairlead in the vessel axis
system;
(xG , yG , zG ) are the permanent coordinates of the vessel centre of gravity in
the vessel axis system;
(xG , yG , zG ) are the three translations of the vessel centre of gravity wave
frequency motion, in the low frequency vessel axis system (surge, sway and
heave);
[ij(t)] is the matrix of the instantaneous rotation which coefficients are specified hereafter. The following notations are used to simplify the expressions of
the matrix coefficients:
x = G (t)
y = G (t)
z = G (t)
(wave frequency roll)

(wave frequency pitch)
(wave frequency yaw)
q
2x + 2y + 2z
(4.8)
4-25
sin(/2) 2 2
x
/2
2
sin
1 sin(/2)
z + 2
xy
/2
2
sin
1 sin(/2)
y + 2
xz
/2 2
sin
1 sin(/2)
z + 2
xy
/2

2
sin(/2)
cos + 21
2y
/2
2
sin
x + 12 sin(/2)
y z
/2 2
sin(/2)
sin
y + 21
xz
/2
2
sin(/2)
sin x + 12
y z
/2

2
sin(/2)
cos + 21
2z
/2
11 (t) = cos +
12 (t) =
13 (t) =
21 (t) =
22 (t) =
23 (t) =
31 (t) =
32 (t) =
33 (t) =
1
2
The instantaneous fairlead position in the global axis system is then given by
the following equation:
0
sin cos 0
xF (t) xG
=
cos sin 0 . yF0 (t) yG
0
0
1 zF0 (t) zG
XFN orth XGN orth
where,
XFEast XGEast
ZF ZG
(4.9)
(XFEast , XFN orth , ZF ) are the instantaneous coordinates of the fairlead in the
global axis system CN E;
(XGEast , XGN orth , ZG ) are the instantaneous coordinates of the vessel centre of
gravity in the global axis system CN E;
is the low frequency heading of the vessel.
4.3.5
Instantaneous line tension
The instantaneous fairlead-to-anchor horizontal distance is given by:

Dh =
(XFEast XAEast )2 + (XFN orth XAN orth )2
(4.10)
where,
Dh is the anchor-to-fairlead horizontal distance;
(XAEast , XAN orth ) are the coordinates of the anchor in the global axis system;
4-26
(XFEast , XFN orth ) are the instantaneous coordinates of the fairlead in the global
axis system.
The offset tension curves of the mooring line have been pre-calculated for three
altitudes of the fairlead as explained in the corresponded manual. Those two curves
calculated for fairlead altitudes on each side of the instantaneous one are identified.
The axial tension at the fairlead is then interpolated between these two curves.
4.4
Fatigue
4.4.1
General
At present, the largest source of structural failures in operation is fatigue damage. A

metal will fail under repeated cycles of relatively low stress levels due to the growth
of internal cracks that can be initiated from local fabrication defects or at stress
concentration sites. Such metal fatigue failures are quantified from experimental
data by the use of S N curves (Stress - Number of cycles) which are plots of stress
range S against number of cycles to failure N, with both axes plotted in logarithmic
form.
The approach which can be used with ARIANE-7 is to generate the tension time
series for the lines which require fatigue analysis. This can be done by using a very
large number of representative environmental states in the batch calculation.
Two ways are considered to define the damage.
First, the distribution of the tension ranges is determined for each line and for
each time series by a Rainf low counting (please see details in the appendix E).
Then the corresponding cumulative damage is computed by analytical integration
of the Miner ratio by using T N curves (Tension - Number of cycles).
The second way uses the API Recommended Practice 2SK which gives three
procedures to define the damage.
Each cumulative damaNorthge is weighted by the relevant probability of occurrence of the sea state.
All the cumulative damages are added together and inverted so as to come up
with the service life of the line.
Failure will occur when the damage reaches unity. If the number of tension range
cycles used in the calculation corresponds to one years operation, then the fatigue
life of the structure in years can be given by the reciprocal of the cumulative damage.
4.4 Fatigue
4-27
Warning: The breaking load of the ORQ equivalent common chain link is needed
to perform fatigue calculation on chain segment but not on rope segment.
4.4.2
Miner Sum
This approach uses the Rainflow cycle counting method to determine the ranges of
tension and the number of tension cycles associated from a low and wave frequencies
time series.
Then the Miner cumulative fatigue damage gives the resultant damage ratio D
for an environmental state i as:
Di =
N
X
nTj
j=1
Nj
(4.11)
where,
N denotes the total number of tension range intervals being considered;
nTj is the number of cycles experienced by the structure within the jth tension
range;
Nj is the number of cycles to failure given by the T N curve for this jth
tension range.
The T N curve of mooring lines is given as follows:

N.Rm = K
(4.12)
where,
m and K are fatigue coefficients provided by constructors;
N is the number of cycles to failure for a given tension;
R is the ratio of tension according to the breaking load:
R=
T
BL
with BL, the mooring line breaking load.
(4.13)
4-28
Then, the Miner ratio can be written:

Di =
4.4.3

N
1 X
Tj m
nTj
K j=1
BL
(4.14)
API Recommended Practice
Three methods are described for combining damage due to low and wave frequency
tensions in API RP2SK:
Simple Summation, called API1 in Ariane7 results;
Combined Spectrum, called API2 in Ariane7 results;
Combined Spectrum with Dual Narrow-Banded Correction Factor, called API3
in Ariane7 results.
In these methods, the way to compute the number of cycles per year is the same:
ni =
Pi 365.25 24 60 60
TZi
(4.15)
where,
TZi is the zero up-crossing period (s) of the tension spectrum in environmental
state i;
Pi is the probability of occurrence of the environmental state i.
These three approaches will be discussed in the following sections.
Simple Summation (API1)
In this method, the damages due to low frequency and wave frequency are calculated
independently. The total damage is considered as the sum of the two.
The formulation of the damage is based on a Rayleigh distribution of tension
peaks. For an environmental state i, the damage is given by:
DYi =
m
m
m
m
n W i
nLi
2RW i .(1 + ) +
2RLi .(1 + )
K
2
K
2
(4.16)
where,
DYi is the annual damage from low frequency and wave frequency tensions;
4.4 Fatigue
4-29
nW i and nLi are respectively the number of wave frequency tension cycles per
year and the number of low frequency tension cycles per year;
RW i and RLi are respectively the ratio of standard deviation of wave frequency tension range according to the breaking load and the ratio of standard
deviation of low frequency tension range according to the breaking load;
is the gamma function;
Simple summation gives an acceptable estimate of fatigue life if the ratio of
standard deviation tensions between wave frequency and low frequency response
satisfies the following condition:
wf
1.5
lf
wf
0.5
lf
or
(4.17)
Combined Spectrum (API2)

The total damage is estimated by the following equation, based on a Rayleigh distribution of tensions peaks, which combines the low and the wave frequency components:
DYi =
where,
m
m
n i
2Ri .(1 + )
K
2
(4.18)
The total number of cycles is computed from the equation 4.15. In this expression, the zero up-crossing period comes from the zero up-crossing frequency
Ci (Hz) given by:
Ci =
2
2
Li Li
+ W i W
i
(4.19)
Li and W i are respectively the zero up-crossing frequency of the low frequency
tension spectrum and the zero up-crossing frequency of the wave frequency tension spectrum.
Li and W i are respectively given by:
Li =
2
RLi
2
2
RLi
+ RW
i
W i =
2
RW
i
2
2
RLi + RW
i
(4.20)
4-30
The ratio of standard deviation to the breaking load of the combined low and
wave frequency tension range Ri is calculated from the standard deviations
of the low and wave frequency tension ranges by:
Ri =
2
2
+ RW
RLi
i
(4.21)
The combined spectrum method is conservative and may significantly overestimate the actual fatigue damage.
Combined Spectrum modified (API3)
This method uses the Combined Spectrum result and corrects it by a correction
factor, based on the two frequency band. The fatigue damage per year for an
environmental state i, is given by:
m
n i
m
2Ri .(1 + )
K
2
The correction factor i can be written as follows:
DYi = i
ei ( m2 +2)
i =
. 1
Ci Li
1+m
(4.22)
m 2
W i ( m2 )
W i q
+ Li W i . 2+m +
Li
Ci Li
(4.23)
The subscript e refers to envelope of the combined tension process. Its zero
up-crossing frequency is given by:
ei =
2
2
2
2Li Li
+ Li W i W
i W i
(4.24)
where W i is the bandwidth parameter for the wave frequency tension which is
commonly taken equal to 0.1.
The Combined Spectrum with Dual Narrow-banded Correction Factor method is
an improvement of Combined Spectrum method, which is less conservative than the
method of Combined Spectrum. It is suitable for the cases where both low frequency
and wave frequency tensions cause significant fatigue damage. This method will
overestimate the fatigue damage when the fatigue damage is dominated by low
frequency tensions.
Part III
Loads
Chapter 5
Line (Mooring loads)
5.1
5.1.1
Line characteristic
Reminder
Ariane7 begins all calculations by calculating the individual characteristic of each

line, i.e. the curve TH = f (Dh ), where TH represents the horizontal component of
tension at fairlead and Dh the horizontal distance between anchor and fairlead.
Each line is individually defined either by its composition and by the environment in which it is operating or as a non linear spring connected to a mooring point
at one end and to a fairlead of the vessel at the other end.
The mooring loads are computed at the vessel gravity centre.
5.1.2
Assumptions
It is assumed that neither the excursion of the vessel nor the meteocean conditions
change the environment in which each line is working.
Subsequently,
the line is always in a vertical plane: the effects of the current on the line and
the transverse friction loads are not taken into account;
the profile of the seabed under the line remains fixed: the seabed is locally in
the shape of a cone the summit of which is at the anchor;
the height of the fairlead above or below the free surface does not change. This
statement makes the following assumptions:
5-34
the vertical component TV of the tension at the fairlead does not change
the draught of the vessel;
the vertical movements of the fairlead do not affect the behaviour of the
line;
Finally, the dynamic behaviour of the line is neglected;
Note It is nevertheless still possible to manually change the height of the fairlead
in relation to the local (xy) plane.
5.1.3
Required information
Line described by segments (actual line)

Definition of the line environment:
water depth at the anchor;
seabed slope or profile of the seabed;
height of the anchoring point above the seabed;
height of the fairlead above the free surface.
Definition of the line composition:
line paid out length between anchor and fairlead;
description of segments:
length of the segment;
linear mass of the segment in air or more precisely the linear weight in
air divided by the acceleration due to gravity (g);
linear mass of the segment in water or more precisely the linear weight
in water divided by the acceleration due to gravity (g);
breaking strength;
coefficient of friction with the seabed;
elastic behaviour of the material;
description of particular elements:
weight in air;
5.1 Line characteristic
5-35
buoyancy of the element when totally immersed;

height of the element;
length of the pennant line which attaches the element to the segment.
Important notes:
1. Users can input in Ariane7 the elastic properties of segment materials giving
points of:
L
T
=f
BL
L
where,
(5.1)
T is the tension in the segment;
BL is the segment Breaking Load;

L is the segment length.
An other mean to describe material properties is to give the coefficients of the

following equation:
L
= aT + bT 2 + cT 3 + dT 4 + eT 5 + f T 6
L
(5.2)
where L/L is the variation in length per unit length of a sample of the segment under tension T .
The program will use this last polynomial definition to analytically integrate
the elastic catenary equations for a range of tensions defined by the user.
Should the program need to calculate the line response for a tension beyond
this range, the fifth order polynomial will be linearly extrapolated (please see
Figure 5.1)
2. The weight and the buoyancy of a particular element are uniformly distributed
along its length.
A buoy is assumed to be a vertical cylinder connected to the mooring line
either by a supple weightless pennant line or by a chain-stopper located above
the bottom of the buoy. Penant line length and buoy attach position are the
two parameters to define how the element is linked to the line. A sinker is
assumed to be made up of heavy steel chains or solid bloc. Only the lifted
length of these heavy chains is acting on the line as a sinker. Moreover, the
5-36
T
L
L
L
T
Figure 5.1: Elasticity curve:
L
= aT + bT 2 + cT 3 + dT 4 + eT 5 + f T 6
L
net weight is calculated with due consideration for both the immersed and the
dry parts of the sinker.
If the sinker is a bloc, this action is zero directly when it touchs the seabed.
Line described by multi-elasticity segment
The use of polyester mooring lines involves to define line by considering multi-elastic
characteristic [1].
It induces to take into account the concept of quasi-static stiffness which models the visco-elastic response of ropes to slow variations of mean loads, under the
effect of changing weather conditions.
Thus, the line characteristic is calculated according the pre-tension T0 and is
divided as follows.
For a tension T lower than 10% of the line breaking load BL, the elongation is
given by:
(T10 T0 )
T
10
T
L(T ) L(T0 ) =
+ 1, 8 1
1
Krs
Krs
10
10

3,6 !
(5.3)
For a tension between 10% and 30% of the breaking load BL, the elongation is
given by:
L(T ) L(T0 ) =
(T T0 )
Krs
(5.4)
5.1 Line characteristic
5-37
And for a tension upper than 30% of the line breaking load BL, the elongation
is given by:
L(T ) L(T0 ) =
(T30 T0 ) (T T30 )
+
Krs
Krs12h
(5.5)
where,
L(T ) is the line length relative to a tension T ;
L(T0 ) is the line length relative to the pre-tension T0 ;
T10 and T30 are respectively the tension at 10% and 30% of the line breaking
loads;
Krs is the 10-30 stiffness for loading time considered of 7 days;
Krs12h is the 10-30 stiffness for loading time considered of 12h.
To simulate the dynamic behaviour of the multi-elastic line, the dynamic-stiffness
is extrapolated:
Krd = Krd0 + Krd1 M L
(5.6)
where,
Krd0 and Krd1 are usualy taken equal to 18.5 and 0.33;
M L is the mean load in the mooring line.
Then the elastic coefficients of line characteristic are calculated.
Line described by a non linear spring characteristic
The characteristic curve TH = f (Dh ) should be directly input under its shape. There
isnt any limit with the number of points.
5.1.4
Line Profile
According to the Ariane7 line hypothesis a line is defined into a plan. Thus, the
line profile can be described with:
Lpol : Line paid out length;
TH : Horizontal tension at fairlead;
5-38
Dh : Horizontal distance.
Those three parameters are not independent: the knowledge of two of them will
allow the calculation of the third.
The basic calculation of line profile is the Dh calculation with THf irst and Lpol as
input. THf irst is the horizontal tension at the take off point.
All other calculations are done iterating with the basic calculation. The choosen
algorithm is Brent (please see the appendix A).
For some calculations, many Brent loops are imbricated.
5.2
5.2.1
Mooring loads
Mooring line between a vessel and an anchor
The instantaneous horizontal component of the tension exerted by each line on the
vessel is obtained by interpolations on the distances using the discretized characteristics that have been pre-calculated.
At each time step of the simulation, the anchor-to-fairlead horizontal distance
and azimuth are calculated for each line. The azimuth of a mooring line is defined by
the angle that the fairlead-to-anchor segment makes with CN (please see figure 2.4).
q
(XN XANk + xFk cos yFk sin )2 + (XE XAEk + xFk sin + yFk cos )2
(5.7)
In this formula, XEast and XN orth are respectively replaced by XE and XN and
XAEast and XAN orth respectively by XAEk and XANk .
Dh(k) =
tan Ak =
where,
XEast XAEast + xFk sin + yFk cos

XN orth XAN orth + xFk cos yFk sin
(5.8)
Dh(k) is the anchor-to-fairlead horizontal distance of mooring line number k;

Ak is the fairlead-to-anchor azimuth of mooring line number k;
(XEast , XN orth ) are the coordinates of O in the fixed axis system;
(XAEast , XAN orth ) are the coordinates in the fixed axis system of the anchor of
mooring line number k;
5.2 Mooring loads
5-39
(xFk , yFk ) are the coordinates in the vessel axis system of the fairlead of mooring line number k;
is the instantaneous vessel heading.
Horizontal components are then projected on the vessel axis system and added
together as per the following equations:
FM x
where,
My
MM x
=
=
=
NX
lines
k=1
NX
lines
k=1
NX
lines
k=1
THk cos(Ak )
THk sin(Ak )
[xFk THk sin(Ak ) yFk THk cos(Ak )]
THk is the horizontal component of the tension at fairlead number k;

Nlines is the total number of working lines.
5.2.2
Mooring line between two vessels
We study a line between a vessel and an other vessel.

In this section, the following notations are encountered:
Dh(k) is the horizontal distance between two extremities of the mooring line k
(at fairleads);
XEasti , XN orthi and Zi are the coordinates of vessel i in the global axis system;
XFEasti , XFN orthi and ZF i are the coordinates of the fairlead i in the global axis
system;
i is the azimuth of vessel i;
i is the fairlead azimuth in the vessel axis system;
di is the distance between a fairlead and the origin of the local axis system of
vessel i;
Ak is the fairlead-to-fairlead azimuth of the mooring line number k.
5-40
Hypothesis
We consider a line connecting two vessels without any contact with seabed. Thus
we have:
F 21 = F 12
(5.9)
Notes This relation is wrong if the line touches the seabed due to its slope or the
friction with it.
Geometrical parameters
Fairleads position in global axis system in function of the problem parameters:
XFEasti = XEasti + di sin(i + i )
(5.10)
XFN orthi = XN orthi + di cos(i + i )
(5.11)
To simplify notations, we introduce:

XFEast = XFEast2 XFEast1
(5.12)
XFN orth = XFN orth2 XFN orth1
(5.13)
Horizontal distance Dh definition:

Dh =
XFEast 2 + XFN orth 2
(5.14)
Line loads
The line characteristic gives the horizontal tension at fairlead according to the horizontal distance Dh between two fairleads. The load direction is the line one.
In the global axis system, we have:
Fx : F load projected on X;
Fy : F load projected on Y;
Mz : F load moment at the center of the local abscissa system projected on Z.
5.2 Mooring loads
5-41
Fx = F Dh cos(A)
Fy = F Dh sin(A)
Mz = (XF XEast ) Fy (YF XN orth ) Fx
(5.15)
(5.16)
(5.17)
Notes moments are expressed in local axis system to keep the symmetry properties
of the Jacobian matrix.
Jacobian matrix for one body connected to a fixed point like an anchor:
Fx
Fx
Fx
X
XN orth1 1
East1
Fy
East1
Mz
XEast1
Fy
XN orth1
Fy
1
Mz
XN orth1
Mz
1
(5.18)
Jacobian matrix for two vessels connected together by a line:

Fx21
XEast1
Fx21
XN orth1
Fx21
1
Fx21
XEast2
Fx21
XN orth2
Fy21
Fy21
Fy21
Fy21
Fy21
XEast1
XN orth1
XEast2
XN orth2
Mz21
XEast1
Mz21
XN orth1
Mz21
1
Mz21
XEast2
Mz21
XN orth2
Mz21
2
Fx12
Fx12
Fx12
Fx12
Fx12
Fx12
XEast1
XN orth1
XEast2
XN orth2
Fy12
XEast1
Fy12
XN orth1
Fy12
1
Fy12
XEast2
Fy12
XN orth2
Fy12
2
Mz12
XEast1
Mz12
XN orth1
Mz12
1
Mz12
XEast2
Mz12
XN orth2
Mz12
2
Fx21
Fy21
With the hypothesis 5.9 we have, noting:

Fx
Fy
M
z
Mz(2)
=
=
=
=
Fx21 = Fx12
Fy21 = Fy12
Mz21
Mz12
(5.19)
(5.20)
5-42
Fx
XEast1
Fy
XEast1
Mz
XEast1
Fx
XEast1
Fy
XEast1
Mz(2)
XEast1
5.2.3
Fx
XN orth1
Fx
1
Fx
XEast2
Fx
XN orth2
Fx
2
Fy
XN orth1
Fy
1
Fy
XEast2
Fy
XN orth2
Fy
2
Mz
XN orth1
Mz
1
Mz
XEast2
Mz
XN orth2
Mz
2
Fx
XN orth1
Fx
Fx
XEast2
Fx
XN orth2
Fx
Fy
XN orth1
Mz(2)
XN orth1
Fy
1
Mz(2)
1
Fy
XEast2
Mz(2)
XEast2
Fy
XN orth2
Mz(2)
XN orth2
Fy
2
Mz(2)
2
(5.21)
Variations with respect to parameters
Studying F : notations
For Fx we have, with respect to parameter {x1 , x2 , 1 , x2 , y2 , 2 }:
Dh
cos(A)
Fx
F Dh cos(A) =
=
F 0 Dh cos(A) + F Dh
(5.22)
In the same way, Fy :

Dh
sin(A)
Fy
F Dh sin(A) =
=
F 0 Dh sin(A) + F Dh
(5.23)
Studying Dh
Dh variations with respect to parameters:
Dh
Dh
XFEast
=
=
XEast1
XEast2
Dh
Dh
XFN orth
Dh
=
=
XN orth1
XN orth2
Dh

Dh
d1
XFN orth sin(1 + 1 ) + XFEast cos(1 + 1 )
=
1
Dh

d2
Dh
XFN orth sin(2 + 2 ) + XFEast cos(2 + 2 )
=
2
Dh
(5.24)
(5.25)
(5.26)
(5.27)
5.2 Mooring loads
5-43
Studying cos(A), sin(A)

The expression of cos(A), sin(A) is directly derived from geometrical parameters:
XFEast
Dh
XFN orth
sin(A) =
Dh
cos(A) =
(5.28)
(5.29)
Expression of the variations of cos(A) with respect to all parameters:

cos(A)
cos(A)
XFN orth 2
=
=
XEast1
XEast2
Dh3
(5.30)
cos(A)
cos(A)
XFEast XFN orth
=
=
XN orth1
XN orth2
Dh3
(5.31)
cos(A)
d1 XFN orth
XFN orth cos(1 + 1 ) XFEast sin(1 + 1 )
=
1
Dh3

(5.32)
cos(A)
d2 XFN orth
=
2
Dh3
(5.33)
Expression of the variations of sin(A) with respect to all parameters:

sin(A)
XFEast XFN orth
sin(A)
=
=
XEast1
XEast2
Dh3
(5.34)
sin(A)
sin(A)
XFEast 2
=
=
XN orth1
XN orth2
Dh3
(5.35)
sin(A)
d1 XFEast
=
1
Dh3
(5.36)
sin(A)
d2 XFEast
=
2
Dh3
(5.37)
Remarks:
sin(A)
cos(A)
=
XN orth1
XEast1
(5.38)
XFN orth
cos(A)
sin(A)
= XFEast
1
1
(5.39)
XFN orth
cos(A)
sin(A)
= XFEast
2
2
(5.40)
5-44
Global variations of F
Main terms of the matrix:
Fx
1
XFN orth 2
= 2 XFEast 2 F 0 Dh +
F Dh
XEast1
Dh
Dh

XFEast XFN orth
1
Fx
0
=
F Dh +
F Dh
XN orth1
Dh2
Dh

Fx
d1
2
=
X
X
sin(
+
)
+
X
cos(
+
)
F 0 Dh
F
F
1
1
F
1
1
East
East
N orth
1
Dh2

F D
h
2
+ XFN orth cos(1 + 1 ) XFEast XFN orth sin(1 + 1 )
Dh

Fx
d2
= 2 XFEast XFN orth sin(2 + 2 ) + XFEast 2 cos(2 + 2 ) F 0 Dh
2
Dh

F D
h
2
+ XFN orth cos(2 + 2 ) XFEast XFN orth sin(2 + 2 )
Dh

Fy
1
XFEast 2
= 2 XFN orth 2 F 0 Dh +
F Dh
XN orth1
Dh
Dh

Fy
d1
2
0
=
X
sin(
+
)
+
X
X
cos(
+
)
FN orth
1
1
FEast
FN orth
1
1 F Dh
1
Dh2

F D
h
2
+ XFEast XFN orth cos(1 + 1 ) + XFEast sin(1 + 1 )
Dh

Fy
d2
= 2 XFN orth 2 sin(2 + 2 ) + XFEast XFN orth cos(2 + 2 ) F 0 Dh
2
Dh

F D
h
+ XFEast XFN orth cos(2 + 2 ) + XFEast 2 sin(2 + 2 )
Dh

F y
Mz
= d1 cos(1 + 1 )Fy + sin(1 + 1 )
1
1

Fx
sin(1 + 1 )Fx + cos(1 + 1 )
1

F y
Fx
Mz
= d1 sin(1 + 1 )
+ cos(1 + 1 )
2
2
2

(2)
Mz
F y
= d2 cos(2 + 2 )Fy + sin(2 + 2 )
2
2

Fx
sin(2 + 2 )Fx + cos(2 + 2 )
2

5.2 Mooring loads
5-45
The global matrix can be simplified noting symmetries and remarkable properties.
In the following formula, XEast and XN orth are respectively replaced by XE and XN :
K XE XE =
K XE XN =
K XE 1 =
K XE 2 =
K XN XN =
K XN 1 =
K XE 2 =
K2 =
K1 1 =
K2 2 =
Fx
Fx
=
XEast1
XEast2
Fx
Fy
Fx
Fy
=
=
=
XN orth1
XEast1
XN orth2
XEast2
Mz
Mz
Fx
=
=
1
XEast1
XEast2
(2)
Fx
Mz(2)
Mz
=
=
2
XEast1
XEast2
Fy
Fy
=
XN orth1
XN orth2
Fy
Mz
Mz
=
=
1
XN orth1
XN orth2
(2)
Mz(2)
Fy
Mz
=
=
2
XN orth1
XN orth2
(2)
Mz
Mz
=
2
1
Mz
1
Mz(2)
2
(5.41)
(5.42)
(5.43)
(5.44)
(5.45)
(5.46)
(5.47)
(5.48)
(5.49)
(5.50)
Thus, we have:
K XE XE
KX X
E N
KX
E 1
KXE XE
KXE XN
K XE 2
K XE XN
K XE 1
KXE XE
KXE XN
K XE 2
K XN 2
KXN XN
K XN 1
KXE XN KXN XN
K XN 1
K1 1
KXE 1
KXN 1
K2
KXE XN
KXE 1
KXE XE
K XE XN
KXE 2
KXN XN KXN 1
K XE XN
K XN XN
KXN 2
KXE 2
KXN 2
K2 2
K XN 2
K2
(5.51)
Chapter 6
Environmental loads
The environmental loads are computed at the vessel gravity centre.
6.1
Wave drift loads
6.1.1
Discretisation of the wave spectrum
The Montecarlos method can be used as follows to select a family (ai , i , i )1iNwave
of Nwave Airy waves representative of the spectrum:
1. the energy density function of the spectrum is divided into Nwave intervals of
same length between m and M such as:
m < p < M
S(m ) = S(M ) S(p )/Nwave
= (M m )/Nwave
where p is the circular frequency corresponding to the peak period (p =

2/TP ) of the spectrum;
2. within each interval, a wave circular frequency i is randomly selected;
3. to each i is attached an angle i randomly drawn within [0, 2];
4. the amplitude ai of the wave component number i is derived from the relation
between the wave amplitude and the energy density function:
ai =
2S(i )
Spectra considered in Ariane7 are detailed in the chapter 9.
(6.1)
6-48
6.1.2
Environmental loads
Slow drift loads
The slow drift loads are derived from the diagonal terms of the Quadratic Transfer
Functions (QT F s) of the unit.
The QT F s are the functions that give in the vessel axis system the mean loads
applied to the vessel when subjected to the action of a bichromatic wave of unitary
amplitude. These loads are proportional to the square of the wave amplitude. They
obviously vary with the two circular frequencies that compose the bichromatic wave
but also with the water depth and the wave incidence relative to the vessel.
The diagonal terms of the QT F s are those obtained when the two components
of the bichromatic wave are identical. They subsequently correspond to the mean
loads induced to the vessel when subjected to an Airy wave. They can be obtained
by model tests or by a second order diffraction-radiation analysis using a recognized
computer program. In any case, they are to be determined with due account for the
actual site water depth and the mooring stiffness. If linear calculation methods are
used, the mooring stiffness is to be evaluated for a position of the vessel as close as
possible to its average position during the storm.
In practice, the diagonal terms of the QT F s are available for a limited number
of incidences relative to the vessel heading. During the simulations, the functions
relevant to the instantaneous incidence are to be obtained by interpolations between
those of the closest two incidences that are available. The range of interpolation angle is however to be limited to avoid invalid results.
One of the methods considered to compute wave drift loads is based on the
Newmans approximation [2]. The formula used, however, involves four summations
instead of two in the original formulation. This allows the problem of indetermination of the load sign to be solved. The first formulation which allows to compute
wave drift loads considering Newmans approximation is Molin variant:
NX
wave
FD (t) =
j=1
NX
wave
j=1
NX
wave
j=1
NX
wave
where,
j=1
aj |QT F (wave , j , j )| cos(j t + j kj x) .

q
aj |QT F (wave , j , j )| cos(j t + j kj x)sign{QT F (wave , j , j )}
aj |QT F (wave , j , j )| sin(j t + j kj x) .

q
aj |QT F (wave , j , j )| sin(j t + j kj x)sign{QT F (wave , j , j )}
6.1 Wave drift loads
6-49
FD (t) is one of the three components in the vessel axis system of slow drift
loads at instant t, i.e. FDx , FDy or MDz ;
wave is the wave incidence relative to the vessel heading at instant t, i.e.
wave = wave ;
QT F (wave , j , j ) is the relevant diagonal function interpolated for the instantaneous wave incidence wave ;
sign(u) is equal to:
1 if u > 0
-1 if u < 0
0 if u = 0
(aj , j , j , kj )1jNwave is the family of Nwave Airy waves representative of the
wave spectrum as explained above.
The second formulation based on Newmans approximation is the BV variant:
NX
wave
FD (t) =
j=1
NX
wave
j=1
NX
wave
j=1
NX
wave
j=1
QT F (wave , j , j )aj cos(j t + j kj x) .
aj cos(j t + j kj x)
QT F (wave , j , j )aj sin(j t + j kj x) .
aj sin(j t + j kj x)
The average value of FD (t) on the whole duration of the simulation can be
obtained by the following equation:
FDM EAN = 2
M
m
QT F (wave , j , j )S()d
where m and M are defined above.
(6.2)
6-50
6.1.3
Environmental loads
QTFC Formulation
Numerical results have shown that the Newman approximation overestimates the
drift loads for the extrem values. These values of drift loads are very importants
for the shallow water response. The Newman approximation is not efficient for this
kind of study.
The complete drift loads have two components: one comes from the quadratic
product of the wave fields in the first order, the other from the second order potentials which can be expressed by two Haskinds integrals on the vessel surface
and above the free surface. These two components are added to the second order
Froude-Krylov loads. The Newman approximation uses only the second order loads
corresponding to the zero order term.
In shallow water, QT F s need to be defined in a large frequency range and digitized very accurately. This form is called Full QTFs or QT F C in Ariane7 .
The drift loads are given by the following formula:
FD (t) =
i
N X
X
i=1 j=1
ai aj (<{QT F (wave , i , j )} cos((i j )t + i j (ki kj )x))
i
N X
X
i=1 j=1
ai aj (={QT F (wave , i , j )} sin((i j )t + i j (ki kj )x))
The motions prediction is more accurate than the Newman one but the double
sum represents a calculation time longer.
6.1.4
BV Approximation
As reminds in the previous section, the applications in shallow water need the use of
complete QT F matrix which gives more accurate estimations of the low-frequency
loads. It requires the solution of the second order problem and the time series
reconstruction is more time-demanding. Recents works [3] have presented a new
approximation considering the resonant frequencies of mooring systems are often
small (<< 1). This aproximation consists in developing the QT F s as an expansion of difference frequency and keeping the terms dependent on the first order
quantities QT F 0 and another term QT F 1 linearly proportional to . From this
expansion, one of the two derived formulations of wave drift loads, is called BV
approximation in Ariane7 .
The expansion induces the next formulation for QT F s:
6-51
i
1h
QT F 0 (j , j ) + QT F 0 (k , k )
2 h
i
+i (j k ).(QT F 1 (j , j ) + QT F 1 (k , k ))
QT F (j , k ) =
(6.3)
Thus wave drift loads are:
NX
waves
FD (t) = <
.
QT F 0 (wave , j , j ).aj .ei(j tkj x+j )
j=1
NX
waves
i(j tkj x+j )
aj .e
j=1
NX
waves
d
<
dt
.
NX
waves
j=1
QT F 1 (wave , j , j ).aj .ei(j tkj x+j )
j=1
i(j tkj x+j )
aj .e
(6.4)
where,
aj , j , j , kj are respectively the real amplitudes, the circular frequency, the
phase and the wave number of the Airy wave considered;
Nwaves is the singular Airy waves number of the Airy waves considered;
wave is the wave incidence relative to the vessel heading, i.e. wave = wave .
6.1.5
Wave/current interaction
This wave/current interaction depends on the slow drift velocity, the current speed
and the instantaneous heading. The idea introduced in several works [4] [5] is to
include it by simply changing the QT F matrix in the way described below.
The k-components of the slow drift force (only in surge and sway - yaw unchanged) can be written as:
6-52
FDk (t) =
Environmental loads
"
N
X
k=1
"N
X
k=1
"N
X
k=1
"N
X
k=1
aj |QT Fkj (wave , j , j )| cos Aj (t)

#
aj |QT Fkj (wave , j , j )| cos Aj (t)sign{QT Fkj (wave , j , j )} +

#
aj |QT Fkj (wave , j , j )| sin Aj (t)

#
aj |QT Fkj (wave , j , j )| sin Aj (t)sign{QT Fkj (wave , j , j )}
with:
Aj (t) = kj (XN orth (t) uC t) cos wave + kj (XEast (t) vC t) sin wave + j t + j (6.5)
and:
2
2j
4j
UL QT Fdk wave +
UT , j j UL
QT Fkj (wave , j , j ) = 1
g
g
g
!
(6.6)
with:
UL = (u0 ) cos wave (v 0 ) sin wave
UT = (u0 ) sin wave + (v 0 ) cos wave
(6.7)
(6.8)
where,
t is the time;
XN orth (t), XEast (t) is the low frequency position of the vessel in the global axis
system;
u0 , v 0 are the projected low frequency velocities of the vessel relative to the
current one in th local axis system;
(aj , j , j , kj )1jNwave is the family of Nwave Airy waves representative of the
wave spectrum as explained above;
wave is the wave incidence relative to the vessel heading, i.e. wave = wave ;
wave is the instantaneous wave heading;
uC and vC are the current velocity components respectively in the east and
north directions;
6-53
UL and UT are respectively the longitudinal and the transversal instantaneous

relative velocity of the vessel in the wave axis system;
QT Fkj is the alteration of the QT F s QT Fdk ;
QT Fdk is the non-modified QT F s.
The methodology implemented within Ariane7 will be at each time step:
Calculation of the instantaneous heading of the wave / vessel;
Calculation of the instantaneous relative low velocity;
Calculation of the QT F s alteration for each wave circular frequency;
Calculation of the slow drift with the modified QT F s.
6.1.6
Cross waves loads
New applications such as large LNG terminals take place in coastal areas where
water is of finite depth and waves are multi-directional. The prediction of lowfrequency motions is crucial. Indeed, their second-order drift loads are known as
the main source of excitation in these conditions of shallow water.
In this case, it is understood that the bi-directional bichromatic wave (1 , 2 )
taking into account to determine the quadratic transfer function, is characterized at
the first order by one regular wave of (1 , 1 ) and another of (2 , 2 ) [6].
Then the QT F s are composed of two distinct parts: one coming from the
quadratic products of first-order wave fields, another depending on the second-order
potentials of the incoming and diffracted waves. In Ariane7 these loads are noted
QT F C CrossW aves but in the next formulation, the notation QT F is keeped
for clarity:
Nwaves
X 1
FD (t) = <
j=1
Nwaves2
k=1
1 2
a QT F (j , j , 1 , 1 )
2 j
1 2
+
a QT F (k , k , 2 , 2 )
2 k

+ aj ak E(1 , 2 )QT F (j , k , 1 , 2 )ei(j k )t
(6.9)

where,
aj , j , j , kj and ak , k , k , kk are respectively the real amplitudes, the circular
frequency, the phase and the wave number of the two Airy waves considered;
6-54
Environmental loads
QT F (j , j , j , j ) and QT F (k , k , k , k ) are the QT F C CrossW aves

relative to the two Airy waves considered;
1 and 2 are respectively the wave incidence relative to the vessel heading of
the two Airy waves considered, i.e. 1 = 1 and 2 = 2 ;
Nwaves1 and Nwaves2 are the singular Airy waves number of the two Airy waves
considered;
E(1 , 2 ) is given by:
E(1 , 2 ) = eikj x(cos j cos 2 )+i(j k )
6.2
(6.10)
Current loads
6.2.1
General formulation
According to the definition of the hydrodynamic coefficients in the three directions

and the effect due to a rotation of the vessel in the fluid, the resultant current force
and moment acting on a moored vessel are calculated using the following equations:
FCx
where,
Cy
MCz
1
water Lpp Td CCx (current ) UC2
2
1
=
water Lpp Td CCy (current ) UC2
2
1
=
water Lpp2 Td CCz (current ) UC2 + MCM olin/0
2
=
water is the sea water density;

Td is the average vessel draft;
Lpp is the length between perpendiculars;
CCx , CCy and CCz are respectively the longitudinal, the lateral and the yaw
hydrodynamic drag coefficient;
current is the equivalent incidence of the current with respect to the heading
of the vessel is to be determined according to the following equation:
tan current =
v + VC sin(current )
v0
=
0
u
u + VC cos(current )
where VC is the average current velocity;
(6.11)
6.2 Current loads
6-55
UC is the relative equivalent current velocity and is given by the following

formula:
UC2 = u02 + v 02
(6.12)
MCM olin/O is the additional yaw moment to be applied to the origin of the
vessel axis system (please see the next section which detailed the formulation).
6.2.2
Molin moment
If the vessel is fixed during model tests, effects due to a possible rotation of the
vessel in the fluid are not included. The Molins yaw moment is therefore to be
added to that derived from model tests performed with a fixed vessel. It depends
on the vessel type considered and its value is computed according to a percentage
of the moment when the current incidence relative to the vessel heading is 90 .
The additional Molin moment is given below:
Z xf ore h
i
1
( )
V (0)V (0) d
MCM olin/O = water CM olin Td
V ( )V
2
xaf t
(6.13)
where,
CM olin is a coefficient equal to a percentage of CCy (90deg) entered by the user
by considering for the reference point where the moments are calculated;
xaf t is the algebraic distance of the aft end of the vessel from the origin O of
its axis system;
xf ore is the algebraic distance of the fore end of the vessel from the origin O
of its axis system;
is the transverse component of the relative fluid velocity at the alge V ( )
braic distance from O:
= (v 0 + )
V ( )
(6.14)
is the total relative fluid velocity at the algebraic distance from O:

V ( )
=
V ( )
2
u02 + (v 0 + )
(6.15)
6-56
6.2.3
Environmental loads
Munk moment
Any floating body other than a sphere generates a moment when it is submitted to
the inviscid flow action. This moment, called Munk moment, arises because of the
asymmetric location of the stagnation points, where pressure is highest on the front
of the body (decelerating flow) and lowest on the back (accelerating flow). This
moment acts to turn the vehicle perpendicular to the flow direction.
MM unk =
1
CM unk
(M ayy M axx ) VC2 sin (2(current ))
1
2
100

(6.16)
where:
CM unk , is the coefficient relative to the percentage of current velocity;
M axx and M ayy are respectively the asymptotic added mass in surge and the
asymptotic added mass in sway;
VC is the average current velocity;
current is the heading of the current;
is the azimuth of the vessel.
6.3
6.3.1
Wind loads
General formulation
According to the definition of the aerodynamic coefficients in the three directions,

the resultant wind force and moment acting on a moored vessel are calculated using
the following equations:
FW x
where,
Wy
MW z
1
air St CW x (wind )VW2
2
1
=
air Sl CW y (wind )VW2
2
1
air Sl CW z (wind )VW2 Lpp
=
2
=
St is the transverse wind area above the water line;

Sl is the longitudinal wind area above the water line;
Lpp is the length between perpendiculars;
(6.17)
6.3 Wind loads
6-57
air is the density in air;

VW is the wind velocity at 10 meters elevation;
CW x , CW y and CW z are respectively the longitudinal, the lateral, the yaw
aerodynamic drag coefficients;
wind is the wind incidence relative to the vessel heading, i.e. wind = wind .
The aerodynamic coefficients are functions of wind angle of attack W and are
entered as tabulations. At each time step, these tabulations are used to interpolate
the instantaneous wind loads.
6.3.2
Fluctuating wind speed
Where the wind speed is significantly fluctuating, it is possible to characterize the

wind speed by its 1-hour average value at 10m above the mean level together with
the reduced parameters of the type of gust spectrum applicable to the site. In this
case, a method similar to that described for waves in Section 7 is to be implemented
to determine Nwind representative wind components. In return, it is not required to
account for spatial coherence so that the complete wind signal at any point can be
written as follows:
VW (t) = V60 +
NX
wind
vk cos(2fk t + k )
(6.18)
k=1
where,
VW (t) is the wind speed at instant t;

V60 is the wind speed at 10 meters above the still water level averaged over
sixty minutes;
(vk , fk , k )1kNwind is the family Nwind wind components representative of the
gust spectrum;
Nwind is the number of wind components.
It is to be noted that the average loads derived from such a signal are not equal
to the loads computed with a constant wind speed equal to V60 . Indeed, wind loads
are proportional to the square of the speed, the average of which verifies:
D
VW2 = V602 +
wind
1 NX
v2
2 k=1 k
Spectra considered in Ariane7 are detailed in the part 10.
(6.19)
Chapter 7
Hydrodynamics loads
The hydrodynamics loads are computed at the vessel gravity centre.
7.1
General formulation
Concerning the manoeuvrability study of mooring vessels, it is admitted that the

hydrodynamics loads are proportional to acceleration. They can be expressed for
one vessel as follows:
{FH } = [M a]{
x}
(7.1)
where:
{FH } is the three components vector in the vessel axis system of hydrodynamics loads, i.e. FHx , FHy or MHz ;
[M a] is the vessel added mass matrix given by:
M axx
0
0
0
M ayy M ay
0
M ay M a
where,
- M axx is the asymptotic added mass in surge;
- M ayy is the asymptotic added mass in sway;
- M a is the asymptotic added mass in yaw;
- M ay is the asymptotic added mass in sway-yaw coupling.
(7.2)
7-60
Hydrodynamics loads
{
x} is the vessel acceleration vector projected in the vessel axis system given
by:

(7.3)
Then, the hydrodynamics loads are expressed as follows:
FHx = M axx u
FHy = M ayy v M ay
MHz/G = M ay v M a
(7.4)
The values of the coefficients of the asymptotic added mass matrix [M a] are
those obtained when the wave circular frequency tends towards zero.
7.2
Introduction of work vector
Considering the still water manoeuvrability study, the added mass coefficients are
obtained when the wave circular frequency tends towards zero. Thus, they are
constant and they are usually expressed in the first part of the fundamental principle
of dynamics. The formulation combining slow drift motions (please see equation 4.6)
and hydrodynamics loads (please see equation 7.4) is:
(m + M axx )u0 = (mv 0 + M axx VC sin(C ))

+FW x + FCx + FM x + FDx
(m + M ayy )v0 + M ay = (mu0 + M ayy VC cos(C ))
+FW y + FCy + FM y + FDy
0
M ay v + (I + M a ) = M ay VC cos(C )
+MW z + MCz + MM z + MDz
By taking into account the formulation of the slow drift motions and the hydrodynamic loads, it is possible to express the components of one work vector, Y ,
consistent element with the predictor-corrector diagram (please see the appendix D
for more details). As a matter of fact, this diagram allows the resolution of systems
the initial conditions of which are:
d
Y (X) = F (X, Y )
dX
{Y } is the six-component vector the coordinates of which are:
(7.5)
7.3 Formulation consistent with predictor-corrector diagram
7-61
XPEast
PN orth
(7.6)
u0
v0
where XPEast and XPN orth are the coordinates of a point P in the vessel in the
global axis system. In Ariane7, the resolution in done at G.
{Y } =
7.3
Formulation consistent with predictor-corrector

diagram
The velocity of the vessel center of gravity components in the global axis system can
be expressed as follows:
XGEast
= u0 sin + v 0 cos VC sin c

X GN orth = u0 cos v 0 sin VC cos c
=
where VC is the absolute current velocity.
Then the system to solve can be written as:
[A]{Y } = {F ({Y }; t)}
(7.7)
where the matrix A can be written as:

1
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0 (m + M axx )
0
0
0
0
(m + M ayy )
M ay
0
0
M ay
I + M a
and {F ({Y }; t)} as:
u0 sin + v 0 cos VC sin c

u0 cos v 0 sin VC cos c
(mv 0 + M axx VC sin(C )) + FW x + FCx + FM x + FDx

(mu0 + M ayy VC cos(C )) + FW y + FCy + FM y + FDy
M ay VC cos(C ) + MW z + MCz + MM z + MDz
7-62
Hydrodynamics loads
{Y } being:
X
East
P
N orth
{Y } =
u0
v0
(7.8)
{Y } is obtained by reversing the matrix [A] in the equation 7.7:

{Y } = [A]1 {F ({Y }; t)} = {G({Y }; t)} which is consistent with the use of
predictor-corrector diagram for initial conditions systems.
7.4
Initial conditions
Therefore, a vector {Y0 } that contains the initial conditions is introduced :
XPEast
PN orth
{Y0 } =
u00
v00
0
(7.9)
t=0
This vector is preferred to the work vector {Y } because of better physical understanding, but has to be fitted for defining the initial value of some of the components
of the work vector, u00 and v00 :
(
u00 = VC cos(c )
v00 = VC sin(c )
Chapter 8
Others loads
The others loads are computed at the vessel gravity centre.
8.1
Damping
Damping effects are partly generated by current loads since they are calculated in
Ariane7 on the basis of the relative fluid velocity and partly by additional terms
which are proportional to the absolute speed of the vessel according to the following
formula:
FBx
where,
= Bxx u
FBy = Byy v
MB = B
Bxx is the linear damping coefficient in surge;

Byy is the linear damping coefficient in sway;
B is the linear damping coefficient in yaw.
8.2
Thrusters loads
The thruster loads, riser loads or any other loads that have not been defined previously and the effects of which are not negligible, need to be defined by the user.
They may be very simple (e.g. constant load in a constant direction relative to the
vessel heading), more complicated (e.g. constant load in an absolute direction) or
extremely sophisticated (e.g. load derived from vessel position and kinematics, line
tensions, etc.). In any case, these loads are computed at each time step as function
8-64
Others loads
of the applicable parameters defined by the user. Three possibilities are offered to
the user to integrate into Ariane7 the special loads:
1. The user can define the position in the vessel axis system where the loads have
to be applied, their values and directions (relative or absolute). These loads
will be automatically computed, relatively to the vessel position, then added
to the other loads.
2. The user can define an external routine that will be able to converse at each
time step with Ariane7 by the means of an ASCII file in which all the parameters required by the routine will be written by Ariane7 . In return, Ariane7
will read in the ASCII file the external loads calculated and written by the
routine, then add them to the other loads previously defined.
3. The user can define a grid that contains for several vessel positions, the specific
loads defined in the global axis system. At each time step, Ariane7 will
calculate the induced loads by interpolating the vessel position relatively to
the grid. Then they will be added to the other loads.
8.3
External loads
The external loads are defined as a field of different constant loads. These loads are
defined according the geographical location.
When vessels move into these locations, they are submitted to the corresponding
load. Hence a constant force FEL is added to perform the resolution.
8.4
Fenders loads
Each fender are defined by a characteristic which gives its reaction according to its
deformation.
Hence, when a fender is submitted to vessels action, the loads that it induces
are directly function of the corresponding deformation. A force called FF is added
to perform the resolution.
The characteristic of a fender is highly non-linear and the contact point between
a fender and a vessel is not constant during the simulation. One way to calculate
fender loads is to model a fender attached to one vessel and acting with another
vessel. In this case, the point of application of the fender loads on the second
vessel is calculated at each time step. In the same way as for a mooring line, the
characteristic of the fender should also be given as a curve representing horizontal
tension TH in function of the effective distance, being the effective distance equal
8.4 Fenders loads
8-65
to the diameter D of the fender. An example of a fender characteristic is given in

figure 8.1.
0
-5000
TH
-10000
-15000
-20000
-25000
0
0.5
1.5
2.5
3.5
D
Figure 8.1: Characteristic of fender
4.5
Part IV
Spectra
Chapter 9
Wave spectra
The wave is characterized by its incidence and an energy spectrum appropriate to
the mooring site. Spectra definitions are given hereafter.
Many of spectra are described by a generic form with two parameters called
Wallop spectrum. The expression of the wave energy form of a Wallop spectrum
can be given as follows:
TZ
H2
G(z)
(9.1)
S() = S
16
2
where:
HS is the significant wave height;
TZ is the zero-up crossing period (the formula can also be expressed according
to the peak period Tp );
G(z) is the non dimensionnal Wallop spectrum with peak at z = 1 and the
zero-order moment of the spectrum m0 = 1;
z can be expressed by f /fp or /p respectively the frequency and the circular
frequency. The p-indice is relative to the peak of the spectrum (the mode of
the distribution).
The non dimensionnal Wallop spectrum G(z) with two parameters m and q can
be expressed as follows:
G(z) = A0 z m exp(B 0 z q )
with:
(9.2)
9-70
Wave spectra
A0 , the scalling factor to get m0 = 1:

0
A =
B0:
m1
q
m
q

m1
q
B0 =
m
q
For example, the Pierson-Moskowitz spectrum is a Wallop spectrum with m = 5

and q = 4. Others as ISSC and ITTC are derived from this formulation.
9.1
Pierson-Moskowitz
The energy density function of the Pierson-Moskowitz spectrum is defined as follows:

SP M () =
16 3 1
4 3 HS2 1
exp(
)
TZ4 5
TZ4 4
(9.3)
where:
SP M is the energy density function of the spectrum;
is the wave circular frequency;
TZ is the zero-up crossing period.
9.2
ISSC
The energy density function of the ISSC spectrum is defined as follows:

SISSC () =
173HS2 1
691 1
exp(
)
4
T1 5
T14 4
(9.4)
where:
SISSC is the energy density function of the spectrum;
T1 is the visual mean period.
The ISSC spectrum is the same spectrum than Pierson-Moskowitz spectrum but
with different variable formulation: 1.296T1 = 1.408TZ
9.3 ITTC
9-71
4.8
4.2
3.6
2.4
1.8
1.2
0.6
0.03
0.06
0.09
0.12
0.15
0.18
0.21
0.24
0.27
Figure 9.1: Pierson-Moskowitz spectrum. HS = 5m, TZ = 10s

4.8
S(f )
4.2
3.6
3
2.4
1.8
1.2
0.6
f
0
0.05
0.1
0.15
0.2
0.25
0.3
0.35
0.4
0.45
Figure 9.2: ISSC spectrum. HS = 5m, T1 = 10s
9.3
ITTC
The energy density function of the ITTC spectrum is defined as follows:

SIT T C () =
3.11 1
0.0081g 2
exp( 2 4 )
5
HS
(9.5)
9-72
Wave spectra
where:
SIT T C is the energy density function of the spectrum;
g is the acceleration of gravity.
S(f )
3.6
3.2
2.8
2.4
2
1.6
1.2
0.8
0.4
f
0.06
0.12
0.18
0.24
0.3
0.36
0.42
0.48
Figure 9.3: ITTC spectrum. HS = 5m
9.4
JONSWAP
The energy density function of the JONSWAP spectrum is defined as follows:

SJ () = K.SP M ().J ()
(9.6)
where:
SP M is the energy density function of the Pierson-Moskowitz spectrum as
defined above;
J is the peakedness function of the JONSWAP spectrum;
K is a factor such as
R
0
SJ ()d =
HS2
.
16
9.5 Darbyshire
9-73
The peakedness function J is defined as follows:

() = (1 e1.25 .ln).
P
exp[ 12 (
)2 ]
(9.7)
where:
P is the circular frequency
corresponding to the peak period of the spectrum
TP (P = 2/TP and TP = 4 1.25TZ );
is the peakedness factor, typically equal in the North Sea to 3.3 (value
derived from the average of JONSWAP measurements). If is equal to 1, the
spectrum is reduced to Pierson-Moskowitz spectrum;
is the peakedness scale, typically taken in the North Sea as 1 = 0.7 for
P and as 2 = 0.9 for P (the mean values of JONSWAP measurements).
Because the energy density function of the JONSWAP spectrum has no analytical
primitive function, the factor K is to be computed by numerical integration for each
set of parameters intervening in the expression of J which are , P , 1 and 2 .
In practice, K will be determined as follows:
1
K

p4
P 4
exp[ 12 ( P )2 ]
1.25
1
P
exp
1.25(
d
(1
e
.ln)
)
m 5

Z M

4
P
exp[ 12 ( P )2 ]
2
P
exp 1.25( )4 d
5 p5 (1 e1.25 .ln)
+
with m and M such as: m < p < M and SJ (m ) = SJ (M ) SJ (p )/100
9.5
Darbyshire
The energy density function of the Darbyshire spectrum is defined as follows:

v
u
u
06 4
SD () = 1.86E VW exp t
( 0 )2
(0.054 ( 0 + 0.265))
with 0 = 6.284 (1.94 VW + 2.5E 07 VW4 )1 where:
SD is the energy density function of the spectrum,

is the wave circular frequency,
VW is the wind velocity at 19.5 meters elevation.
(9.8)
9-74
Wave spectra
S()
S(p )
S(m/M )
p
Figure 9.4: Truncation of the JONSWAP spectrum for the calculation of the kP)
factor. S(m ) = S(M ) = S(
100
5.6
S(f )
4.9
4.2
3.5
2.8
2.1
1.4
0.7
f
0.05
0.1
0.15
0.2
0.25
0.3
0.35
0.4
0.45
Figure 9.5: JONSWAP spectrum. = 2, 1 = 0.07, 2 = 0.09, HS = 5m, TP = 10s
9.6 Ochi-Hubble
1.44
9-75
S(f )
1.26
1.08
0.9
0.72
0.54
0.36
0.18
f
0.06
0.12
0.18
0.24
0.3
0.36
0.42
0.48
Figure 9.6: Darbyshire spectrum. VW = 30m/s
9.6
Ochi-Hubble
The energy density function of the Ochi-Hubble spectrum is defined as follows:

2
1X
SOH () =
4 i=1
1
i +
4
4 p,i

i

!

2
HS,i
p,i 4
1
(9.9)
exp i +
(i ) 4i +1
4
where:
is the circular frequency (rad/s);
SOH is the power spectral density function of the spectrum;
p is the peak wave circular frequency and is equal to:
p =
2
Tp
Here Tp is the peak wave period;

, is the spectral shape parameter (peakedness parameter).
(9.10)
9-76
Wave spectra
8.8
S(f )
7.7
6.6
5.5
4.4
3.3
2.2
1.1
f
0.06
0.12
0.18
0.24
0.3
0.36
0.42
0.48
Figure 9.7: Ochi-Hubble spectrum. HW a = 5m, TZup = 10s, HW i = 3m, TW i = 4s,

1 = 6 and 2 = 0, 875
Each part of the Ochi-Hubble spectrum is a Wallop spectrum with m = 4 + 1 and
q = 4.
Ochi and Hubble formulated double peak spectral model where the resulting
spectrum was modeled as a superposition of two modified Pierson-Moskowitz spectra. As we can see, this spectrum has three parameters for each wave system,
significant height, spectral peak period and the shape factor .
This formulation can be extended to three wave components.
Chapter 10
Wind spectra
The range of available spectra is:
Davenport, Harris, Queffeulou, Kaimal, Kareem, Harris DNV, OchiShin and Wills.
The analytical formula of their power spectral density functions are given hereafter.
10.1
Davenport
The power spectral density function of the Davenport spectrum is defined as follows:
2
SD (f ) = 4L 3 C10 VW3 10
f2 +
2
VW
10
L2
(10.1)
4
3
where:
SD is the power spectral density function of the spectrum (m2 /s);
f is the frequency (Hz);
L is a representative length scale (m);
VW 10 is the hourly mean wind velocity at 10m height (m/s);
C10 is the sea surface drag coefficient, the formulation of which can be:
C10 = 0.00104 +
0.0015

10 12.5
1 + exp VW1.564
(10.2)
10-78
Wind spectra
S(f )
240
210
180
150
120
90
60
30
f
0
0.3
0.6
0.9
1.2
1.5
1.8
2.1
2.4
Figure 10.1: Davenport spectrum. C10 = 0.0044, L = 1200m, VW 10 = 30m/s
10.2
Harris-Det norske Veritas Spectral Formulation
Below is the Harris-Det norske Veritas wind spectral formulation, reproduced in

Feikema and Wichers (1991).
f SHDN V (f ) = 4CVW2 10 Fg
x
Fg =
5
(2 + x2 ) 6
1800f
x=
VW 10
(10.3)
(10.4)
(10.5)
Where:
SHDN V is the wind spectral density (m2 /s);
Fg is the gust factor;
C is the turbulence or surface drag coefficient; may be chosen to equal 0.002
for rough seas and 0.0015 for moderate seas;
L is the length scale dimension (m), which was chosen to be 1800 m;
VW 10 is the mean hourly wind speed (m/s) at 10m height;
f is the frequency (Hz).
10.3 Queffeulou
27
10-79
S(f )
24
21
18
15
12
9
6
3
f
0.03
0.06
0.09
0.12
0.15
0.18
0.21
0.24
Figure 10.2: Harris-Det norske Veritas spectrum. C = 0.002, L = 1800m, VW 10 =

5m/s
10.3
Queffeulou
The power spectral density function of the Queffeulou spectrum is defined as follows:
SQ (f ) = 2.05C10 VW 10 Ri1 z
1
5
1+
0.5206675z 3 f 3
5
(VW 10 Ri) 3
where:
SQ is the power spectral density function of the spectrum (m2 /s);
z is the elevation (m);
Ri is the Richardson constant (0.05 < Ri < 0.2);
C10 is the sea surface drag coefficient.
(10.6)
10-80
Wind spectra
8.8
S(f )
7.7
6.6
5.5
4.4
3.3
2.2
1.1
f
0.29
0.58
0.87
1.16
1.45
1.74
2.03
2.32
Figure 10.3: Queffeulou spectrum. C10 = 0.0044, z = 10m, VW 10 = 10m/s, Ri = 0.1
10.4
Kaimal
Two formulations are implemented within Ariane7 .

The power spectral density function of the Kaimal spectrum is defined as follows:
where:
SK (f ) = 200C10 VW 10 z
1
1+
50zf
VW 10
5
(10.7)
SK is the power spectral density function of the spectrum (m2 /s);

z is the elevation (m);
C10 is the sea surface drag coefficient.
10.5
Ochi-Shin Spectral Formulation
Ochi-Shin (1988) suggest the following spectral formulation for wind over a seaway.
f SOS (f ) = CVW (z)2 Fg
(10.8)
10.5 Ochi-Shin Spectral Formulation
56
10-81
S(f )
49
42
35
28
21
14
7
f
0.26
0.52
0.78
1.04
1.3
1.56
1.82
2.08
Figure 10.4: Kaimal spectrum. C10 = 0.0044, z = 10m, VW 10 = 10m/s

For which the gust factor Fg is defined as follows:
Fg =
where:
583x
420x0.7
(1 + x0.35 )11.5
838x
(1 + x0.35 )11.5
0 < x < 0.03

0.03 < x < 0.1
x > 0.1
SOS is the power spectral density (m2 /s);

x = zf /VW (z) also referred to as the dimensionless frequency;
VW (z) is the hourly mean wind velocity at a height z (m/s);
z is the height above sea level (m).
Fiekema and Wichers (1991) suggest the following formulation for the drag coefficient to be used in conjunction with the Ochi and Shin spectral formulation:
C = (750 + 69VW (z)) 106
(10.9)
10-82
Wind spectra
36
S(f )
32
28
24
20
16
12
8
4
f
0.027
0.054
0.081
0.108
0.135
0.162
0.189
0.216
Figure 10.5: Ochi-Shin spectrum. C = 0.002, z = 10m, VW 10 = 5m/s
10.6
Hino Spectral Formulation
The original form of the Hino spectrum is given by Ochi and Shin (1988),
f SH (f )
0.475x
=
5
2
(1 + x2 ) 6
(10.10)
where:
SH is the the power spectral density (m2 /s),
x is given by:
x=
10 3
z
10
14
0.0275VW 10 (VW 10 )3
(10.11)
is the exponent of the power law governing the profile of the mean wind
speed;
VW 10 is the mean hourly wind velocity (m/s) at a height of 10 m (m/s);
2 is the variance of the wind speed defined by Koulousek et al. (1984) as
2 = 5.6C(VW (z))2
10
z
2
(10.12)
10.7 Modified Harris Spectrum or Wills Spectral Formulation
10-83
C is the surface drag coefficient;

VW (z) is the the mean hourly wind velocity (m/s) at a height z (m).
In a study by Ochi and Shin (1988), was chosen to be 0.16, value which has
been imposed within Ariane7 .
Kolousek et al. (1984) suggests that the Hino spectral formulation may be applied over an ocean environment.
2.7
S(f )
2.4
2.1
1.8
1.5
1.2
0.9
0.6
0.3
f
0.24
0.48
0.72
0.96
1.2
1.44
1.68
1.92
Figure 10.6: Hino spectrum. C = 0.002, z = 10, VW = 5m/s
10.7
Modified Harris Spectrum or Wills Spectral

Formulation
Below is the spectral formulation suggested by Wills cited by Feikema and Wichers
(1991).
(10.13)
f SW (f ) = 4CVW2 10 Fg
xA(x)
Fg =
(10.14)
(2 + x2 ) 6
Lf
x=
VW 10
A(x) = 0.51

(2 + x2 )
(10.15)
5
6
x0.15 + 89 x
5
3
(10.16)
10-84
Wind spectra
where:
SW is the power spectral density (m2 /s);
VW 10 is the mean hourly wind speed (m/s) measured at 10 m above the sea
surface;
Fg is the gust factor;
L is the length scale dimension (m);
C is the sea surface drag coefficient.
Feikema and Wichers (1991) take a velocity independent sea surface drag coefficient of 0.003, however because its origin is unclear it may therefore be considered
dubious. To compare spectral density functions, the sea surface drag formulation
stipulated by Bureau Veritas would be more useful.
C10 = 0.00104 +
0.0015

10 12.5
1 + exp VW1.564
(10.17)
where:
C10 is the sea surface drag coefficient at 10 m above the sea level;
VW 10 is the the hourly mean wind velocity at 10 m above the sea level.
10.8
Kareem Spectral Formulation
Kareem proposes the following formula from analysis of available wind data and
spectral formulations, Ochi and Shin (1988).
S(f ) =
335f
5
(1 + 71f ) 3
(10.18)
where:
S(f ) is the dimensionless spectral density, define as
S(f ) = f SKa (f )/u2
SKa is the power spectral density (m2 /s);
(10.19)
10.8 Kareem Spectral Formulation
17.6
10-85
S(f )
15.4
13.2
11
8.8
6.6
4.4
2.2
f
0.05
0.1
0.15
0.2
0.25
0.3
0.35
0.4
0.45
Figure 10.7: Wills spectrum. C10 = 0.002, L = 1800m, V = 5m/s

u is the the shear velocity in m/s, defined as
u =
C10 VW 10
(10.20)
VW 10 is the mean wind speed (m/s) at 10 m;

C10 is the surface drag coefficient evaluated from wind measurements at 10 m
height;
f is the dimensionless frequency defined as
f = f z/VW (z)
(10.21)
VW (z) is the mean wind speed (m/s) at a height z (m), defined as:
VW (z) = VW 10 + 2.5u ln(z/10)
(10.22)
In the derivation of the spectral formulation, Kareem specifically considers the

spectral density obtained at low frequencies.
10-86
Wind spectra
19.2
S(f )
16.8
14.4
12
9.6
7.2
4.8
2.4
f
0.07
0.14
0.21
0.28
0.35
0.42
0.49
0.56
Figure 10.8: Kareem spectrum. C10 = 0.002, z = 10m, VW = 5m/s
10.9
NPD Spectral Formulation
The Norwegian Petroleum Directorate proposes the following formula from analysis
of available wind data and spectral formulations:
SN P D (f ) =
320.

VW 10 2
10
VW 10
f = 172.f.
10
0
(1 + f 0n ) 3n

0.75
(10.23)
(10.24)
n = 0.468
where:
SN P D is the power spectral density (m2 /s);
VW 10 is the mean hourly wind speed (m/s) measured 10 m above the sea
surface.
10.10 API Spectral Formulation
15.2
10-87
S(f )
13.3
11.4
9.5
7.6
5.7
3.8
1.9
f
0
0.04
0.08
0.12
0.16
0.2
0.24
0.28
0.32
Figure 10.9: NPD spectrum. n = 0.468, U0 = 5m/s
10.10
API Spectral Formulation
The American Petroleum Institute proposes the following formula from analysis of
available wind data and spectral formulations:
SAP I (f ) =
s2v /fp .
f
1.5
.
1+
2
fp

!!( 5 )
3
(10.25)
where:
SAP I is the power spectral density (m2 /s);
VW 10 is the mean hourly wind speed (m/s) measured 10 m above the sea
surface;
fp is the average factor (by default: 0.0025VW 10 );
sV is the turbulence intensity, sV = 0.164VW 10 (at reference height 10 m).
10-88
Wind spectra
40
S(f )
35
30
25
20
15
10
5
f
0.05
0.1
0.15
0.2
0.25
0.3
0.35
0.4
0.45
Figure 10.10: API spectrum. fp = 0.0025V , VW 10 = 5m/s
Bibliography
[1] Francois M., Davies P. (2008) Characterization of Polyester Mooring Lines,
26th OMAE.
[2] Newman J.N. (1974) Second Order, Slowly-varying Forces on Vessels in Irregular Waves, Intl. Symp. Dyn. Marine Vehicle & Struc. In Waves, Mech. Engng.
Pub., London (UK).
[3] Brun C., Rezende F., Coache D., Mombaerts J. (2008) Impact of the use
of FullQTF on LNGC Moored in Shallow Water Studies, OTC 2008.
[4] Clark P.J., Malenica S., Molin B. (1993) An Heuristic Approach to Wave
Drift Damping, Applied ocean research.
[5] Molin B. (1994) Second-order Hydrodynamics applied to Moored Structures,
British Maritime Technology.
[6] Renaud M., Rezende F., Waals O., Chen X.B., Van Dijk R. (2008) Secondorder Wave Loads on a LNG Carrier in Multi-directional Waves, 26th OMAE.
Part V
Algorithms
Appendix A
Brent
Brents method is an algorithm combining the bisection method, the secant method
and inverse quadratic interpolation. It is based on the Dekkers method which has
combined the bisection method and the secant method in first.
The idea is to use the secant method or inverse quadratic interpolation if possible, because they converge faster than the bisection one which is nevertheless the
most robust.
The equation to solve is f (x) = 0. As with the bisection method, Brents method
is initialized by two points a0 and b0 such as f (a0 ) and f (b0 ) have opposite signs. If
the function f is continuous on [a0 , b0 ], the intermediate value theorem guarantees
that the solution exists between a0 and b0 .
Three points have to be considered to formulate the method:
bi , is the root of the function f at the ith iteration;
ai , is the point such as f (ai ) and f (bi ) have opposite signs and |f (bi )| is less
than |f (ai )| at the ith iteration;
bi1 , is the root of the function f at the (i 1)th iteration.
For the first iteration, b1 is set equal to a0 .
Two ways can be used to compute the root of function f at the (i+1)th iteration.
The first could be the secant method (also called interpollation) but Brents method
is always define by using an inverse quadratic interpollation:
A-94
Brent
bi+1q =
f (bi1 )f (bi )
bi2
(f (bi2 ) f (bi1 ))(f (bi2 ) f (bi ))
f (bi2 )f (bi )
bi1
+
(f (bi1 ) f (bi2 ))(f (bi1 ) f (bi )
f (bi2 )f (bi1 )
+
bi
(f (bi ) f (bi2 ))(f (bi ) f (bi1 ))
(A.1)
The second consists in applying the bisection method:

b i + ai
(A.2)
2
Then two tests are done to define the root b of function f at the (i+1)th iteration
and the way to compute bi+1 at the next step.
The first comes from the earlier method defined by Dekker and is formulated by:
if bi+1q lies between bi and bi+1b , then bi+1 is equal to bi+1q otherwise the midpoint
which has been computed by the bisection method is used and bi+1 is equal to bi+1b .
bi+1b =
The second test defines the way to compute b at the next iteration and it has
been introduce by Brent.
If the previous step used the bisection method, the following inequality must
hold otherwise the bisection method is performed and its result used for the next
iteration:
1
|bi+1q bi | < |bi bi1 |
(A.3)
2
If the previous step performed interpolation, then the inequality is used instead:
1
(A.4)
|bi+1q bi | < |bi1 bi2 |
2
Concerning the value of ai+1 , it is chosen such as f (ai+1 ) and f (bi+1 ) have opposite signs. If f (ai ) and f (bi+1 ) have opposite signs, ai+1 is equal to ai . Otherwise,
f (bi ) and f (bi+1 ) have opposite signs and ai+1 is equal to bi .
Finally if |f (ai+1 | is less than |f (bi+1 )|, the value of ai+1 and bi+1 are exchanged.
Appendix B
Simplex
A system of linear inequalities defines a polytope as a feasible region. The Simplex
algorithm begins at a starting vertex and moves along the edges of the polytope
until it reaches the vertex of the optimum solution.
The Simplex algorithm consists in optimizing a function such as:
c1 x1 + c2 x2 + ... + cn xn
(B.1)
which verifies the constraints such as:

a11 x1 + a12 x2 + ... +a1n xn b1
...
ak1 x1 + ak2 x2 + ... +akn xn bk
...
am1 x1 + am2 x2 + ... +amn xn bm
x1 0; x2 0; ... ; xn 0
where, c1 ; ...; cn , b1 ; ...; bn and a1 ; ...; an are known.
These relations can be written as follows:
min z = C > X under A.X b and b 0
with,
C, a vector (n 1) known;
(B.2)
B-96
Simplex
A, a matrix (m n) known;
b, a vector (m 1) known;
X, the solution vector (n 1).
The problem can be written in a standard form, as follows.
The inequality B.2 can be replace by an equality by introducing a variable e
positive or null which denotes a gap:
ak1 x1 + ak2 x2 + ... + akn xn ek = bk
(B.3)
Then, the problem becomes:

h
min z 0 = C > 0>
under
"
X
A 1 .
=b
e
i
and
"
X
0
e
(B.4)
with C, A and b known.

Then the algorithm itself can begins.
In the following sections, we consider two type of variables:
the basic variables (xB ) corresponding to m variables positive or null;
the nonbasic variables (xH ) corresponding to n variables null.
1st step: Choice of a basic feasible solution
The algorithm begins by looking for basic f easible solution.
The problem written in a standard form can be decomposed as follows:
"
(B.5)
"
(B.6)
x
B H . B =b
xH
If B can be inverted then,

h
x
1 B H . B = B 1 b
xH
1
If B 1 b > 0 then the solution

xB = B 1 b
and
xH = 0
(B.7)
B-97
is a basic f easible solution.

The most simple expression of equality constraints can be done as follows:
#
"
x
1 H . B =b
xH
with
b0
(B.8)
then the solution is directly given by:

(
xB = b
xH = 0
(B.9)
If the basic f easible solution is not obvious, artificial variables are added and
the problem becomes:
min w =
m
X
yi
under
A.X + Y = b
and
i=1
X0
Y 0
(B.10)
with C and A known.

The problem B.10 has a simple expression of equality constraints:
h
"
Y
1 A .
=b
X
i
with
b0
(B.11)
Hance a simple expression of equality constraints can be find for the starting
problem (formulated in equation B.4). It can be done by running the Simplex algorithm. If w 6= 0, the initial problem has no solution. If w = 0, the solution obtained
is used as the basic f easible solution (artificial variables are suppressed).
Then the iteration can begin.
2nd step: Test to define if the solution is optimal
The basic solution is optimal if, when the function is expressed with nonbasic
variables, no variable leads to the improvement of the convergence criterium (z).
3rd step: Way to pass from a vertex to an other
When a vertex is left, one of nonbasic variables corresponding at least becomes
non-null. The algorithm must be lead to the next vertex so only one nonbasic variable must be non-null. This variable will become basic variable. In order to change
nonbasic variable to basic variable, a choice of the entering variable must be done.
B-98
Simplex
By expressing the criterium z according to nonbasic variables, the selection of entering variable is done by choosing the nonbasic variable which provides the biggest
fall of the criterium z.
When a nonbasic variable enters in the base, the simple expression of equality
constraints become:
x1 +
a1r xr
..
.
= b1
xs +
asr xr = bs
..
.
xm + amr xm = bm
(B.12)
The solution must be acceptable, so the xi must be positive or null. The entering value will be forced until one of the basic variables cancel each other out. This
variable is chosen as outgoing variable. In order to have i such as air > 0, the littlest
bi
noted absrs is chosen and xr takes the value absrs , then xs = 0.
air
4th step: Calculation of a new vertex
The computation of the new vertex consists in to replace:
si
;
aij by aij ajr aasr
bj by bj ajr absrs .
This step is called a pivot.
The test to define if the solution is optimal or not described previously is performed once again until that the solution be the one which reaches the criterium of
convergence.
Appendix C
Newton
As the Brent algorithm, the equation to solve is f (x) = 0. N ewtons method
is initialized by one guess x0 which is reasonably close to the true root and the
function is approximated by its tangent line. Then x-intercept of the tangent line
can be computed easily (please see figure C.1). This x-intercept will be a better
root of the function f than the previous one. By iterating, its possible to find the
solution.
f (x)
x
x2
x1
x0
Figure C.1: Newton method illustration

By considering the function f differentiable and continuous on [a, b], with values
in the real numbers, the formula for converging on the root can be easily written.
f (a) and f (b) have opposite signs. The intermediate value theorem guarantees that
the solution exists between a and b. Then, from the current approximation xn , it
is easy to express the next approximation xn+1 by using the the derivative at this
given point xn which is the slope at that point. Hence, the resulting formula is:
(xn+1 xn ) f 0 (xn ) = f (xn )
xn+1 = xn
f (xn )
f 0 (xn )
(C.1)
C-100
Newton
where,
xn is the unknown vector at n. In Ariane7 it represents the position of vessels
in the global axis system. Its dimension is 3 Nvessels where Nvessels is the
number of vessels;
xn+1 : Unknown vector at n + 1;
f (x): Force vector. In Ariane7 it depends on vessels positions;
f 0 (x): Jacobian matrix. In Ariane7 it depends on vessels positions to.
A threshold is introduced to stop the iteration when f (xn ) < .
Appendix D
HPCG
D.1
General
The routine HPCG, integrated into ARIANE-7, is a routine which allow the calculation of the vessel position at each time step by the mean of a predictor-corrector
method.
D.2
Hamming method
The Hamming method allow the numerical resolution of non-constant-coefficientfirst- order-differential equation of the following form:
X(t)
= f (t, X(t))
(D.1)
X(0) = X1
(D.2)
with the initial condition:
The Hamming method discretizes this problem in the time domain by using a
predictor-corrector multiple-step diagram, which uses for the calculation of the tn+1
solution, the previous four time steps:
tn , tn1 , tn2 , tn3
A first approximation, called predictor, is calculated by the following formula:
4t
(2Xn Xn1 + 2Xn2 )
3
Then the value is modified by the following formula:
Pn+1 = Xn3 +
(D.3)
D-102
HPCG
Mn+1 = Pn+1
112
(Pn Cn )
121
(D.4)
where,
Pn is the previous step predictor value;
Cn is the previous step corrector value.
The n + 1 corrector value is calculated by the following formula:
Cn+1 =
1
(9Xn Xn2 + 3t(Mn+1 + 2Xn Xn1 ))
8
(D.5)
with:
Mn+1 = f (tn+1 , Mn+1 )
(D.6)
The final value is calculated by introducing the threshold error estimated by:
Tn+1 =
9
(Pn+1 Cn+1 )
121
(D.7)
Therefore:
Xn+1 = Cn+1 + Tn+1
(D.8)
X = f (tn+1 , Xn+1 )
(D.9)
This method is unconditionally stable.

Meanwhile, the Hamming method is not able to start by itself (Knowledge of the
previous four steps is compulsory). The equivalent order Runge method proposed
by Ralston is then used.
Starting from the value X0 , the value X1 is calculated by the mean of the following formulas:
k1
k2
k3
k4
X1
=
=
=
=
=
t.X0
t.f (t0 + 0.4t, X0 + 0.4k1 )
t.f (t0 + 0.456t, X0 + 0.297k1 + 0.159k2 )
t.f (t0 + t, X0 + 0.218k1 3.051k2 + 3.832k3 )
X0 + 0.175k1 0.551k2 + 1.206k3 + 0.171k4
By using the same formulas, X2 and X3 are calculated as well.

This procedure is not really stable but it doesnt matter because it is only used
for the calculation of the first three steps.
D.2 Hamming method
D-103
The Hamming method automatically deals with the discretization step in the
time domain. To do so, a precision control is done at each time step.
The program generates the following test value:
t =
n
X
i=1
ai |Pj+1,i Cj+1,i |
(D.10)
where,
n is dimension of the differential system;
ai is ponderation of each i-component of the differential system.
Then, the program compares the value t with a given tolerance.
Three cases are possible:
t < the calculation must restart with a time step divided by 2(t/2)

50
< t < the result Xn+1 is supposed to be correct. The same time step t is
kept for the following step calculation.
t < 50 the following calculation will be performed with a double time step (2t),
if this latter is not bigger to the one input by the user.
The tolerance is fixed in the program to the value 0.005.
Appendix E
Rainflow
This algorithm allows to treat a time history signal to proceed to the assessment
of the fatigue life time of structures. It can be done by the following several steps
which are described bellow:
1. The first step is to extract the extrema of the signal. Hence, the signal is
represented only by its maxima (peaks) and its minima (troughs). It induces
that the notion of real time disappears (please see figure E.1).
T
t
(a) Time series
(b) Extrema
Figure E.1: Extraction of extrema
Notes Differents papers on the Rainf low cycle counting method advices to
classify extrema into classes identified by their mean values. By this way, the
results can be less accurate. In Ariane7 the extrema are not classified.
2. After this pre-processing, the Rainf low algorithm can be performed. This
method reads the signal of extrema and takes them into account 4-by-4. These
points can be noted Ti , Ti+1 , Ti+2 , and Ti+3 (please see figure E.2). They
correspond to the value of the extrema (in our case to the tension).
Then a test is performed on the following differences:
E-106
Rainflow
Ti
Ti+2
Ti+1
Ti+3
Figure E.2: Rainflow cycle
T1 = |Ti+1 Ti |
T2 = |Ti+2 Ti+1 |
T3 = |Ti+3 Ti+2 |
(E.1)
If T2 T1 and T2 T3 , then the cycle corresponding to (Ti+1 , Ti+2 ) is

extracted and stored and its value corresponds to T2 . The algorithm continue
with the following four points. If the conditions is not reached, the algorithm
is performed at the iteration i + 1.
3. After having treated the signal, a residu remains. This residu is duplicated
and the two resulting parts are joined. The Rainf low cycle counting method
is performed on it. If the resulting residu is equal to the previous one, the
convergence is reached and the treatment is finished.
The result of the algorithm is a set of tension ranges stored along the counting.
Then a fatigue analysis can be done.

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Ariane7

First Printing, April 2007

1 Description of the problem

4 Time domain simulation

-Bureau Veritas, Marine Department-

4.3.2 Response Amplitude Operators . . . . . .

5 Line (Mooring loads)

-Ariane7, Theoretical Manual-

-Bureau Veritas, Marine Department-

-Ariane7, Theoretical Manual-

, the air density

water , the sea water density

, the gravity acceleration

, the circular frequency

m and M , respectively the minimum and the maximum of circular frequencies

, the circular frequency corresponding to the peak period

F env , the environmental forces vector

-Bureau Veritas, Marine Department-

, the water depth

MCM olin/O , the additional Molin moment

, the spectral density function

, the wave peak period

, the wave zero-upcrossing period

, the relative equivalent current velocity

, the absolute current velocity

-Ariane7, Theoretical Manual-

vk , fk , k , the components representative of the gust spectrum

, the wind velocity at 10 meters elevation

, the transverse component of the relative fluid velocity at the algebraic

, the gamma function

, the origin of the global axis system

CN E , the global axis system

, the East direction

, the N orth direction

, the bandwidth parameter for the wave frequency tension

, the azimuth of the mooring line number k (single) or the fairlead-to-fairlead

, the mooring line breaking load

, the resultant damage ratio for fatigue calculation

Dh(k) , the horizontal distance of mooring line number k (anchor-to-fairlead or

-Bureau Veritas, Marine Department-

, the mooring forces

Krd1 , the constant of the dynamic stiffness for multi-elastic lines

, the mooring line segment length

, the mean tension in the mooring line

, the number of cycles per year in the fatigue calculation

Nlines , the number of mooring lines

, the number of cycles experienced by the structure within a given tension

, the probability of occurrence of the environmental state considered

, the ratio of tension according to the breaking load

, the mooring line tension

, the mooring line pre-tension

THf irst , the horizontal tension at the take off point

-Ariane7, Theoretical Manual-

, the horizontal component of tension at fairlead

, the vertical component of tension at the fairlead

, the zero-upcrossing period of the mooring line tension spectrum

Vectors and matrix notations

F CF , the constant force vector

F moor , the mooring forces vector

, the work vector

, the horizontal Mass Matrix of one or more vessels

-Bureau Veritas, Marine Department-

[M a] , the vessel added mass matrix