GUIDANCE NOTE

Quasi-dynamic
analysis of mooring
systems using
ARIANE software
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QUASI-DYNAMIC ANALYSIS
OF
MOORING SYSTEMS
USING ARIANE SOFTWARE

Guidance Note

NI 461 DTO R00 E

Tentative issue
May 1998
 MARINE DIVISION GENERAL CONDITIONS
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 CONTENTS
SECTION 1. GENERAL.....................................................................................................1
1.1. Introduction...................................................................................................................................... 1
1.2. Scope of the present document..................................................................................................... 1
1.3. Limitations of the calculation methodology..................................................................................2

SECTION 2. ANALYSIS PROCEDURE.............................................................................3

2.1. Basic principle.................................................................................................................................. 3
2.2. Static mooring line response...................................................................................................... 5
2.3. Initial tensions................................................................................................................................ 13
2.4. Modelling of the environment....................................................................................................... 18
2.5. External loads contributing to the low frequency response..................................................21
2.6. Wave frequency response.......................................................................................................... 30
2.7. Simulation procedure.................................................................................................................... 33

SECTION 3. CRITERIA....................................................................................................39
3.1. Environmental criteria.................................................................................................................. 39
3.2. Design criteria................................................................................................................................ 40
3.3. Fatigue life...................................................................................................................................... 41

APPENDIX A SENSITIVITY TO INPUT PARAMETERS..................................................42

A.1 Account for mooring stiffness in RAO's calculations................................................................42
A.2 Linear damping matrix................................................................................................................... 42
A.3 Instant of line failure...................................................................................................................... 42

APPENDIX B TYPICAL VESSEL DATA..........................................................................43

B.1 Generic tankers.................................................................................................................................. 44
B.2 Semi-submersible units.................................................................................................................... 80
B.3 NKP barge........................................................................................................................................... 89

APPENDIX C CALCULATION EXAMPLES.....................................................................92

C.1 Fitting of the material elastic curve by a 5th order polynomial.................................................92
C.2 Characteristic equivalent to a CALM............................................................................................92
C.3 Characteristic equivalent to a fender...........................................................................................92

Bureau Veritas Guidance Note for the quasi-dynamic calculation of mooring systems using ARIANE sofware

SECTION 1 GENERAL
2 Introduction
The assessment of environmental loads on a
floating body and the derivation of design
mooring loads are generally based on an
engineering approach combining both model tests
and numerical simulations. Provided they are
properly carried out, model tests allow for the
accurate consideration of a large number of
parameters such as the influence of the current,
the effect of the floating body velocity on the
wave drift forces, the wave drift damping, the line
dynamics and, in some instances, the effects of
risers.
However, model tests remain expensive and
the number of combinations of environmental and
vessel loading conditions that it is feasible to test
is inevitably small compared to the number of
actual possible combinations. Hence, numerical
simulations appear to be the best way to
complete the database derived from model tests.
Whatever the method used, the evaluation of a
station keeping system either permanent, such as
for a floating production system, or temporary,
such as for a drilling rig, must address the
following topics:
definition of design loads in mooring
system components (e.g. mooring lines,
anchors, connecting hardware on the
moored vessel) with the aim of deriving
their minimum acceptable scantling
definition of design motions with a view to
assessing risks of interference between
mooring lines and moored vessel with
adjacent structures or to deriving relevant
data for the design of production or
operational equipment (e.g. connection
bridges, risers, etc.)
definition of design accelerations of the
moored vessel
derivation of long term distribution of
aforesaid parameters in order to address
risks of fatigue failure
In the above, the word design refers to both
extreme and service conditions in intact and
damage configuration of the station keeping
system.
Bureau Veritas Guidance Note for the quasi-dynamic calculation of mooring systems using ARIANE sofware
1
Section 1 GENERAL
3 Scope of the present
document
4
This document aims at providing:
a complete methodology for performing
numerical simulations (Section 12),
design requirements consistent with the
above methodology for evaluating the
fitness-for-purpose of catenary mooring
lines and anchors in extreme and fatigue
conditions (Section 169),
acceptance criteria as regards some other
aspects such as minimum clearance to
prevent risks of interferences.
In other words, environmental and design
criteria together with associated safety factors
and fatigue criteria that are specified in Section
169 have been calibrated with respect to the
calculation procedure defined in Section 12
The attention is drawn on the fact that other
approaches may therefore require the definition
of different safety factors.
5
Operational procedures for installation,
anchoring line deployment, desinstallation,
inspection and maintenance, etc. are not covered
herein.
6
The integrity of risers, if any, connected to the
moored vessel, is not addressed. Neither is the
verification of bridges or any sub-structure or
equipment the design of which may be governed
by the response of the mooring system, nor the
verification of the resistance of the connecting
hardware on the vessel side, e.g. turret, fairleads,
winches, windlasses, brakes, etc.
 Section 1 GENERAL

Also is excluded from the scope of the present

document any design recommendation or
performance consideration with regard to the
components of the mooring line. In this respect,
the safety factors that are given in 183 are
applicable to the relevant resistance
characteristics mentioned in the suppliers
catalogue, e.g. break strength, holding power,
etc., and to mooring line components in good
condition utilised in the way they are designed for.
The adequacy of the type of anchoring point
selected, e.g. drag anchor, driven pile, suction
caisson, etc., with the soil capacity is not
discussed.
It is supposed that horizontal low and wave
frequency phenomena do not interfere.
Compliance with this assumption is reasonably
satisfied if the natural period of the mooring
system in surge, sway and yaw is greater than
five times the zero-up crossing period of the
wave.
10
The variation of the suspended line weight with
the motion of the moored vessel is supposed not
to significantly modify the average vessel
draught, trim or list angles.

11
7 Limitations of the
calculation methodology Assumptions set out in 8 to 10 are found to be
satisfied for conventional catenary mooring
systems operating in water depths not exceeding
8 450m.

The mooring system is assumed not to be

subject to resonance at the wave frequency. In
addition, out-of-horizontal-plane low frequency
motions are supposed to be negligible. Hence,
this methodology may not be appropriate to
Tension Leg Platforms or certain types of semi-
submersibles operating at very large draughts. 9

Bureau Veritas Guidance Note for the quasi-dynamic calculation of mooring systems using ARIANE sofware
2

SECTION 12 ANALYSIS PROCEDURE
13 Basic principle
14 General
15
The methodology is based on time domain
simulations of the mooring system response in
specified environmental conditions.
Considering the limitations mentioned in 7, the
calculation process does not address the line
dynamics. The safety factors given in 183 have
been calibrated accordingly. The mooring lines
are subsequently considered as non linear
massless springs which can freely follow their
fairleads without inducing to the vessel any other
loads than their static spring reactions in the
instantaneous vertical plane of the mooring line.
16
The calculation procedure consists of the
determination of the low frequency response of
the moored vessel under the effect of waves,
wind and current, followed by the superimposition
of the wave frequency motions. It is assumed that
low and wave frequency components do not
significantly interfere with each other because of
very different time scales. As a consequence,
they are assessed separately in the framework of
this approximation and added together at the end
of each time step of the simulation.
17
The mooring line tension is derived at the end
of each time step from the static catenary
response obtained for the instantaneous position
of the fairlead.
18 Axis systems
19 Fixed axis system
Throughout this document, the position of any
object is identified by its co-ordinates in a fixed
axis system XYZ which is defined as follows:
Section 2 ANALYSIS PROCEDURE
is the origin of the fixed axis system,
X is positive northward,
Y is positive eastward,
Zis positive downward,
XY is in the plane of the still water
level.
20 Vessel axis system
The vessel axis system Oxyz is defined as
follows:
O is the origin of the vessel axis
system.
O is on the keel line of the vessel which
is assumed to be longitudinally
symmetric.
Oxis positive forward,
Oyis positive rightward,
Oz is positive downward.
Throughout this document, Oxy remains
horizontal in the low frequency motion of the
vessel.
The position of the vessel in the fixed axis
system is identified by the three co-ordinates XO
YO and ZO of the origin O and by the angle that
the projection of Ox onto XY makes with X.
The angle is called the vessel heading. The co-
ordinates XG, YG and ZG of its centre of gravity
may also be used.
See Figure 20
The position of the vessel centre of gravity
within the vessel axis system is identified by its
three co-ordinates x G, yG and zG. The vessel
centre of gravity is assumed to be in the plane
Oxz.

FIGURE 2.2.2.
AXIS SYSTEMS
X
XG G x
XO O
y those horizontal loads, applied to the
xG
YO YG Y
21 Mooring line
The mooring line position is identified by the
co-ordinates of its anchoring point in the fixed
axis system and by the angle that the vertical
plane passing by both the anchor and the fairlead
makes with ZX. This angle is called the azimuth
of the mooring line.
Within this vertical plane, any point of the
mooring line is identified by its horizontal and
vertical co-ordinates with respect to the anchor.
22 Low frequency response
23
The low frequency component is obtained by
solving at each time step a vectorial differential
equation of the following form:
M X
F(t)
Where:
{X}is the three-component vector
characterising the horizontal position of
the vessel centre of gravity G, i.e. the
vessel heading and the co-ordinates
XG and YG in the fixed axis system.
[M] is the horizontal mass matrix of
the vessel calculated at its centre of
gravity. It is a 3-by-3 diagonal matrix the
components of which are the actual
mass of the vessel for surge and sway
motions (m), and the moment of inertia
in yaw (I):
Section 2 ANALYSIS PROCEDURE
m 0 0
M 0 m 0
0 0 I
The values of m and I should be
derived from the lightship data and the
actual loading conditions of the vessel.
{F(t)} is the three-component vector of
centre of gravity of the vessel at instant
t, which are contributing to the low
frequency response:
FX (t)
F(t) FY (t)
M
/ G (t)
24
The breakdown and the way of computing F X(t),
FY(t) and M /G(t) are detailed in 100
25 Wave frequency response
26
It is assumed that the wave frequency motions
of the vessel are not significantly disturbed by the
variation of the mooring stiffness with the low
frequency offset. An average mooring stiffness
can therefore be used for pre-determining the
Response Amplitude Operators (RAO's) of the
vessel.
27
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 RAO's of the centre of gravity
of the vessel and the summation is carried out
with due account for time and space phases as
detailed in 131
28
Equations of rigid body motions lead to the
instantaneous position of each fairlead. The
tension in the mooring line is then computed by
interpolation of the static catenary responses pre-
calculated for different vertical positions of the
fairlead as explained in 29
 Section 2 ANALYSIS PROCEDURE

29 Static mooring line modelled by a series of straight segments the

number of which depends on the complexity of
response the actual shape.

30 Main assumptions The same profile is used whatever the fairlead

31
The assumptions set out in 32 to 36, together
with those specified in Section 1 and 13, make
that the load induced by any mooring line to the
moored vessel in its low frequency motion
depends only on the anchor-to-fairlead distance.
The mooring line response can therefore be
pre-computed using the equations detailed in 42
to 68, to build up the mooring line characteristic
as defined in 37. This characteristic can next be
used throughout the simulation, whatever the
position taken by the moored vessel.
position. This implies that the seabed shape is
locally approximated by a generalised cone
sector the symmetry axis of which is the vertical
passing by the anchoring point as shown on
Figure 36
This approach is rigorously exact if the seabed
is a horizontal plane and remains very accurate
for moderate variations of the seabed shape. It
remains very accurate whatever the seabed
shape if the fairlead motions out of the initial
horizontal plane of the mooring line are small in
comparison with the distance between the anchor
and the fairlead. This latter condition is usually
verified.

32
The upstream end of the mooring line is FIGURE 36
anchored to a fixed point which is located on or SEABED PROFILE
above the seabed. The downstream end is
connected to a fairlead of the moored vessel
which can be either emerging or immersed. The
mooring line cannot penetrate the seabed.

33
The mooring line is made up of a series of
homogeneous segments attached end-to-end, the
bending stiffness of which is negligible. A
homogeneous segment is characterised by
constant mechanical properties over its whole
length. A buoy or a sinker may be connected at
the downstream end of any segment.

34
At any time, the mooring line is assumed to be
in the vertical plane passing by its anchoring point
and its fairlead. This implies that wave, current,
wind and dynamic loads on any of the mooring
line components are neglected. It also implies
37 Mooring line characteristics
that friction effects, transverse to those parts of
the line laying on the seabed, are not taken into 38
account. The characteristic of a mooring line is the
curve which gives, for a given paid-out length and
35 a fixed altitude of the fairlead, the horizontal
component of the tension at the fairlead as a
Friction effects in the plane of the line tend to
function of the horizontal distance between the
decrease the tension towards the anchor. Friction
fairlead and the anchor.
loads are proportional to the perpendicular
component of the soil reaction.

36
The profile of the seabed is determined in the
initial vertical plane of the mooring line. It is
 Section 2 ANALYSIS PROCEDURE

The tension-offset curve of a mooring line is
the curve which gives, for a given paid-out length
and a fixed altitude of the fairlead, the axial
tension at the fairlead as a function of the
horizontal distance between the fairlead and the
anchor.
The characteristic and the tension-offset curve
are derived from the integration over the full line
length of the equations developed in 42 to 68 with
due account for the applicable boundary
conditions.
Figure 38-II is an example of characteristic and
tension-offset curve obtained for the line
described in Figure 38-I.

FIGURE -I
COMPOSITE MOORING LINE ON A COMPLEX SEABED PROFILE

-25,17662
-25,294 Chain 3" Gr3 Tension 910 kN
500
-25,41009 (1410 m) Distance 1536 m
-25,52492
400
-25,63849
-25,75083
-25,86195
300 Chain 3" Gr3
-25,97187 (450 m) Buoy (30t)
-26,0806
200
-26,18816
-26,29456
-26,39982
100
-26,50396
-26,60698
-26,796160
-26,79616
-47,88858
-100
-68,02418
Anchor Pipeline
-68,02418
-200
-68,25404
0 200 400 600 800 1000 1200 1400 1600 1800 2000
-68,47888
-68,69885
 Section 2 ANALYSIS PROCEDURE

FIGURE 38-II
MOORING LINE CHARACTERISTIC AND TENSION-OFFSET CURVE

2550
2350
2150
Tension at fairlead kN)

1950 Horizontal component Axial tension at

of the tension at fairlead fairlead
1750
1550
1350
1150
950
750
1525 1575 1625 1675 1725 1775
Distance anchor-fairlead (m)

39 As leeward lines are liable to slacken, the

threshold distance under which the horizontal
For the determination of the low frequency
component of the tension at fairlead is equal to
response of the moored vessel, the characteristic
zero, should be determined in as accurate a
of each mooring line should be calculated for the
manner as possible. In this respect, catenary
altitude of the fairlead corresponding to the
equations cannot be used. One means is to
hydrostatic equilibrium of the vessel in still water.
compute the characteristic for two distances a bit
Calculations should be carried out for the full
bigger than the threshold and to extrapolate
range of anchor-to-fairlead distances that the
downwards as shown on Figure 39
fairlead is expected to meet during the simulated
sea state.
 Section 2 ANALYSIS PROCEDURE

FIGURE
DETERMINATION OF THE ZERO OF THE CHARACTERISTIC BY LINEAR EXTRAPOLATION

40 Besides, environmental loads may not be

negligible on such systems. Suitable provisions
The tension-offset curve of each mooring line
are subsequently to be taken to adequately
should be calculated for at least three altitudes of
transfer such environmental loads to the vessel
the fairlead with a view to determining by
and thus ensure that the methodology is still
interpolation the tensions due to the combined
applicable. Possible aerodynamic and
low and wave frequency motions of the vessel.
hydrodynamic interferences may however
The three altitudes should be selected so as to
invalidate the whole calculation process.
appropriately cover the range of vertical positions
that the fairlead is expected to meet during the
simulated sea state. 42 Material elastic behaviour
41 43
Certain mooring systems such as SALM's or The elastic curve of the material should be
CALM's can be represented by an equivalent approximated by a polynomial function of the
characteristic for the purpose of the low frequency tension. If an elementary length dl of the material
response analysis. However, the restoring force of at rest is thus submitted to a tension T applied to
such a system may also vary with the direction of both ends, the length becomes dl+ (dl), is
the loads transmitted by the vessel attached to it. proportional to the initial length dl and increases
In such a case, several directional characteristic with T so that a relationship of the following form
curves should be determined in order to cover the can be written:
range of all load directions expected during the
simulated sea state. Interpolations on the load
direction are therefore to be carried out at each
time step of the simulation to derive the
instantaneous characteristic.

k n
dl (dl) dl k T k1
k 1
The coefficient 1 in the above summation is
equal to 1 since (dl) is equal to 0 if no tension is
applied.
The minimum degree of the polynomial and
therefore the value of n depends on the nature of
the material as specified in 44 and 45
44
For mooring chains and wire ropes, n is equal
to 2 and 2 is given by the following equation:
4 BL
2
E 2
where is the nominal diameter of the chain
or wire rope and E the equivalent Young modulus.
Without further information, the values of E given
by Table 44 can be used.
TABLE 44
EQUIVALENT YOUNG MODULUS
OF WIRE ROPES AND MOORING CHAINS
Mooring chain Six-strand wire
rope
E (kN/mm 2) 112 98
45
For synthetic materials such as nylon,
polypropylene, kevlar, etc., the value of n should
not be taken less than 4. A higher value may
however be needed to fit the actual elastic curve
over the complete range of tensions that the
mooring line is expected to encounter.
It should be noted that the elastic curve of
synthetic ropes is usually presented by the
manufacturers as a curve giving the relative
elongation of the material as a function of the
percentage of the breaking load (BL):
dl
where T B L
dl
Section 2 ANALYSIS PROCEDURE
In practice, the function , which is worth 0
when equals 0, should first be approximated by
a polynomial in the following way:
k n1
k k
k 1
and the coefficients (k)1kn defined in 43
should then be derived from the following
relations:
1 1
k 1
k k 1
for 2 k n
An easy method to determine the coefficients
of a polynomial that approximates a given curve
crossing 0 is presented in Appendix C.
46 Suspended segments (catenary
equations)
47
48 to 50 give the relations between the main
variables at both ends of a homogeneous
Spiral-strand segment when fully suspended in a uniform fluid.
wire rope
A fully suspended homogeneous segment is
152
characterised by the following data:
l its at-rest length,
p its apparent weight per unit length in
the fluid,
(k) 1 k n the coefficients
as defined in 42 of the polynomial used
to approximate the elastic curve of the
material that it is made of.
At any point along the segment, the main
variables are:
t the tangent of the angle with the
horizontal,
T the axial tension,
x the horizontal co-ordinate,
y the vertical co-ordinate.
Subscript u is used to identify the variables at
the upstream end of the segment (e.g. Tu) while
subscript d is used for the downstream end (e.g.
Td).
 Section 2 ANALYSIS PROCEDURE

48 52 Laid down segments (taut

The relations between the tangents and the thread equations)
axial tensions at both ends of the suspended
segment are: 53
54 to 56 give the relations between the main
pl 2 taut thread variables at both ends of a
t d tu 1 tu
Tu homogeneous segment which runs the length of a
rectilinear support that makes an angle with the
horizontal.
Td Tu

2 2
1 td 1 tu In addition to the data specified in 47, a taut
thread is characterised by the coefficient of
friction with its support. This coefficient is noted
49
in the following and considered as the tangent of
The relation between the horizontal co- an angle , so that tan. Without further
ordinates at both ends of the suspended segment information, can be given the value of 1 for
k mooring chains ( 45 deg) and 0.7 for wire
k n
k Tu ropes ( 35 deg).

d u
is: x x
k 1 p 1 t
2

Fxk t d Fxk tu where the Fx k
At any point along the segment, the main

u variables are the same as those defined for

catenary equations in 47
functions are defined as follows:
54
Fx1 t ln t 1 t2 The relations between the tangents and the
axial tensions at both ends of the laid-down
Fx 2 t t segment are:

1 k2 t d t u tan
t 1 t 2
(k 2) 2
Fx k t Fx t
k 1 k 1 k2
sin
for k greater than 2 Td Tu p l
cos
50
55
The relation between the vertical co-ordinates
at both ends of the suspended segment is: The relation between the horizontal co-
ordinates at both ends of the laid-down segment
k is:
k n
k Tu
y d yu
Fyk t d Fyk tu where cos cos kn k k k

the Fyk

k 1 p 1 t
2
x d xu Td Tu
u
functions are defined as follows: p sin k1 k
Fyk t
1

k 2
1 t2 56
k
The relation between the vertical co-ordinates
51 at both ends of the laid-down segment is:

A suspended segment that crosses the free

cos sin kn k k k

surface obeys the catenary equations on both
sides. All variables are continuous at the crossing
yd yu Td Tu
p sin k1 k
point, except p.
 Section 2 ANALYSIS PROCEDURE

57
x x
If the slope of the rectilinear support balances
the friction coefficient (case where 0), the y y
formulae given in 55 and 56 become:
T T
k n

2 2

xd xu l cos k Tk1
1 t 1 t

T t T t
k 1 P

2 2
1 t 1 t

k n
y d yu l sin k T
Where:
k 1
P is the net action of the buoy or sinker on
k 1 the point of the line where it is attached
the minus sign as an exponent (e.g. T)
58 characterises the value of the variable just
before the point where the buoy or sinker is
A segment a part of which is laid down while attached,
the rest is suspended obeys the taut thread
equations for its laid down part and the catenary the plus sign as an exponent (e.g. T)
equations for its lifted part. All variables are characterises the value of the variable just
continuous at the junction. after the point where the buoy or sinker is
attached,

59 Buoyant segments (p0) 65

60
A buoyant segment is a segment whose
apparent weight per unit length in water is
negative. If fully immersed, it takes the shape of
a reverse catenary. If released, it floats as a
straight line at the free surface This is the case of
certain synthetic hawsers.
61
Buoys and sinker should be carefully modelled
so that the net action that they exert to the
mooring line remains correct whatever the
tension in the line. Indeed, a subsea buoy initially
immersed may emerge with the part of the line
where it is attached when the tension increases
and then behave as a pure weight. In the same
way, a sinker made up of heavy chains may fully
or partly lay on the seabed for low tensions and
therefore provide a lesser action on the line.

By using the appropriate value of p, equations 66

of 46 apply to such a segment, whether it is fully
suspended in air or fully immersed in water. As an illustration, Figures 66-I and 66-II
represent a schematic view of a buoy and its
62 associated curve which gives the net action
(weight minus buoyancy) as a function of the
By taking 0, equations of 54 and 57 vertical distance between the seabed and the
apply to the buoyant segment when floating at the point of the line to which the buoy is attached by
free surface. means of a pennant line.

63 Buoys and sinkers

64
A Buoy (respectively a sinker) induces an
upward (respectively downward) load to the point
of the line to which it is attached so that the
tangent is discontinuous at such a point. The
relations between the main catenary variables
just before and just after the buoy or sinker are as
follows:
 Section 2 ANALYSIS PROCEDURE

FIGURE 66-I FIGURE 67-I

CYLINDRICAL BUOY WITH PENNANT LINE SINKER MADE UP OF HEAVY CHAINS

Cylindrical buoy
Total Buoyancy: B
Total Weight : W
B>W

Mooring line
Heavy chain sinker
Total Weight : W
Pennant Total Buoyancy : B
W>B

H h
Mooring
line H

Seabed

FIGURE 67-II

FIGURE 66-II NET ACTION OF THE SINKER VERSUS

WATER DEPTH
NET ACTION OF THE BUOY VERSUS
WATER DEPTH

P >H
P
rH/
H H H
0
rB/W
h

BW r(WB)

Hr H
0
H Hr h WrB
W

67
In a similar manner, Figure 67-II represents the
net action of a sinker as a function of the vertical
distance between the seabed and the point of the
line to which it is attached. Figure 67-I is a
schematic view of the system.
68 Seabed shape
69
The seabed shape in the initial vertical plane of
the mooring line should be approximated by a
sufficient number of straight segments. Using a
single segment obtained by average or least
mean square methods may not be accurate
enough. Figures 69-I and 69-II show both an
acceptable and an unacceptable modelling of the
same seabed shape. Figure 69-III clearly
demonstrates the sensitivity of the line
characteristic to the seabed modelling.
 Section 2 ANALYSIS PROCEDURE

FIGURE 69-I FIGURE 69-III

Line elevation using a seabed shape SENSITIVITY OF THE CATENARY
approximated by the average plane RESPONSE TO THE SEABED MOORING
UNACCEPTABLE
Sensitivity of the catenary response to the seabed modelling

Line elevation using a seabed shape 1200

approximated by the average plane

Horizontal restoring force (kN)

UNACCEPTABLE 1000
0
Precise seabed profile
Fairlead 800
-20 Average seabed profile
Actual seabed shape
600
Water depth (m)

-40
400
-60

Anchor 200
-80
0
-100 575 580 585 590 595 600 605 610 615

Distance anchor to fairlead (m)

-120
0 100 200 300 400 500 600

Distance anchor to fairlead (m)

70
Four possible configurations may occur where
the mooring line crosses a seabed peak. They are
FIGURE 69- II all represented on Figure 70 In any case, the
Line elevation using a precise seabed conditions of continuity are as follows:
description ACCEPTABLE
x x

Line elevation using a precise seabed description y y

ACCEPTABLE Fairlead
0
T T
-20
Water depth (m)

-40
Where:
Anchor
-60
the minus sign as an exponent (e.g. T)
-80 characterises the value of the variable just
-100 before the seabed peak,
-120 the plus sign as an exponent (e.g. T)
0 100 200 300 400 500 600
characterises the value of the variable just
Distance anchor to fairlead (m)
after the seabed peak.

FIGURE 70
MOORING LINE CROSSING A SEABED
PEAK

CASE 1 CASE 2

CASE 3 CASE 4

71
Unless friction on both sides of a seabed
trough perfectly balances the tension, the
mooring line flies over the trough according to
catenary equations developed in 46 Both ends of
the catenary are tangent to the seabed.
FIGURE 71
MOORING LINE CROSSING A SEABED
TROUGH
72 Initial tensions
73 Mooring pattern
74
The mooring pattern is the theoretical
description of the mooring system as installed on
site in the absence of any external load. The
mooring pattern thus includes the general layout
of the mooring system (plan view) and the
elevation of each line in its initial vertical plane.
To achieve such a description, the following
information is needed:
Site bathymetry,
Horizontal co-ordinates of the centre of the
vessel axis system (XO,YO) or vessel
centre of gravity (XG,YG) in the fixed axis
system,
Vessel heading (),
Vessel draught, KG,
Fairlead co-ordinates in the vessel axis
system,
Anchor co-ordinates in the fixed axis
system,
Mooring line composition,
Paid-out line lengths.
75
The knowledge of all items listed in 74
automatically settles the initial tensions since a
relation of the following form exists for each line
as soon as its vertical plane is known:
Section 2 ANALYSIS PROCEDURE
L,D,T 0
where:
L is the paid-out length of the line,
D is the horizontal distance between
the anchor and the fairlead,
T is the tension at fairlead.
In practice, an iterative process is needed in
most cases to ensure that the three parameters
are compatible together.
As an illustration, let us suppose that the
anchor and vessel positions are known. The
distance D can therefore be calculated. If the
initial tension T is also part of the data, the next
step is to determine the line length L to deploy.
This can be done by building up the tension-offset
curve as defined in 37 for various paid out
lengths. The right length is that for which the
curve passes simultaneously by D and T as
shown on Figure 75
Another situation may happen where the line
length L and the initial tension T are known
whereas the anchor position is not determined. If
the seabed is flat, the tension-offset curve is the
same wherever the anchor is. The curve can
therefore be built up first and used afterwards to
locate the anchor. Otherwise, iterations should be
performed because the initial plane of the line
and subsequently the seabed profile depend on
the anchor position.
FIGURE 75
DETERMINATION OF THE LINE LENGTH
WHEN THE TENSION AND THE ANCHOR-
TO-FAIRLEAD DISTANCE ARE KNOWN

76 Optimisation of initial tensions
77
The methodology does not provide for
modifications of the line lengths during the storm.
In return, the line lengths can be adjusted,
during the installation and deployment of the
mooring lines or later on during calm weather
periods, in order to optimise their initial tensions
and improve the overall response of the mooring
system. 78 and 79 give basic optimisation
criteria.
78
The initial tensions can be adjusted so as to
optimise the maximum restoring force of the
FIGURE
OPTIMIZATION OF THE INITIAL TENSIONS TO OBTAIN
THE MAXIMUM RESTORING FORCE IN A GIVEN DIRECTION
Section 2 ANALYSIS PROCEDURE
mooring system in the prevailing storm direction.
The maximum restoring force of the mooring
system in a given direction is that external force
that the system can withstand in this direction
without having any line tension exceeding the
maximum allowable, i.e. the breaking load
divided by the applicable safety factor as defined
in 183
The adjustment can be obtained by plotting the
restoring force curve in such direction (external
load versus vessel offset) for various sets of initial
tensions and by marking on each curve the point
where the most critical line has reached its
maximum allowable tension. The best set of initial
tensions is that which leads to the greatest
restoring force at this point.
See Figure 78
 Section 2 ANALYSIS PROCEDURE

FIGURE 79
OPTIMIZATION OF THE INITIAL TENSIONS TO MINIMIZE THE TENSION OF
THE MOST LOADED LINE IN SPECIFIC ENVIRONMENTAL CONDITIONS

79 Because a mooring system does not respond

In particular conditions, some mooring systems
are very little sensitive to slow drift effects. The
response of such a system is therefore that of the
wave frequency superimposed on the mean offset
due to environmental loads. The initial tensions
can then be adjusted for the prevailing storm
direction so as to minimise the tension in the
most critical line under the combination of the
mean offset and maximum first order motion.
The adjustment can be obtained by plotting for
various sets of initial tensions, the tension of the
most critical line as a function of the vessel offset
in the storm direction and by marking on each
curve the point corresponding to the summation
of mean and maximum wave frequency offsets.
The best set of initial tension is that which leads
to the lowest tension in the most critical line.
See Figure 79
linearly, their is no universal method for
optimising its initial tensions. In any case,
whatever the criteria used, the benefit of the
optimisation should be verified for all
environmental conditions that the mooring system
is likely to encounter.
81 Mooring stiffness
82
The mooring stiffness is the 6-by-6 matrix
which links elementary external loads applied to
the vessel with its resulting elementary
displacements around and about a given position.
In practice, the stiffness induced by the
mooring system for out-of-horizontal plane
motions is normally negligible in comparison with
the hydrostatic stiffness.

80 The mooring stiffness matrix can subsequently

be reduced to a 3-by-3 matrix as follows:
Examples of 78 and 79 show that different
criteria may lead to different optimisations. FX K XX K X
K XY X
Indeed, the same mooring system and the same
sets of initial tensions have been used in both FY K YX K YY K Y Y
cases for a given storm direction. However, the M K X K Y K
results are not similar at all: where the maximum
restoring force is searched, the initial tension set K
N4 is the best while N2 is the best for specific
environmental conditions. where:
 Section 2 ANALYSIS PROCEDURE

[K] is the mooring stiffness matrix the is the elementary rotation of the
coefficients of which depend on the co- vessel about the centre of its axis
ordinates XO and YO of the centre of the system
vessel axis system and on the vessel
heading 83
FX is the component of the The matrix [K] is the summation of the stiffness
elementary load parallel to X applied matrices of all mooring lines:
to the centre O of the vessel axis
NL

K K
system
i
FY is the component of the
i 1
elementary load parallel to Y applied
to the centre of the vessel axis system
where:
M is the elementary yaw moment
[Ki]is the stiffness matrix of mooring line
applied to the centre of the vessel axis
number i
system
NL is the total number of mooring lines
X is the elementary displacement
parallel to X of the centre of the vessel The coefficients of the stiffness matrix of each
axis system mooring line are determined by the following
Y is the elementary displacement equations:
parallel to Y of the centre of the vessel
axis system

TH i 2
K iXX sin A i k i cos2 A i
Di
TH i
K iXY k i sinA i cosA i
Di
TH i
K iX R i sinA i cos A i i k i cosA i sin A i i
Di
TH i
K iYY cos2 A i k i sin 2 A i
Di
TH i
K iY R i cosA i cos A i i k i sinA i sin A i i
Di
R
K i R i TH i 1 i cos A i a i cos A i i k i R i sin 2 A i i
Di

K iX K iX Di is the horizontal distance between

the anchor and the fairlead of mooring
K iY K iY line number i
K iYX K iXY Ai is the azimuth of mooring line
number i as defined in Section 1
where: i is the azimuth characterising the
THi is the horizontal component of position of the fairlead of line number i
the tension applied at the fairlead of i atan(yi/xi) where is the
mooring line number i vessel heading and x i and yi are the co-
ordinates in the vessel axis system of
the fairlead of line number i
 Section 2 ANALYSIS PROCEDURE

Ri is the horizontal distance between cos sin 0

the centre O of the vessel axis system
P sin cos 0
and the fairlead of mooring line number O
i 0 0 1
where is the vessel heading.
R i xi 2 y i 2
Hence:
ki is the tangent of the characteristic
curve of line number i at point (THi, Di) cos sin 0
0
P
T
sin cos
dTH i O
ki 0 0 1
dD i
1) Stiffness matrix calculated in the vessel
See Figure 83 axis system at the vessel centre of gravity
G:

K P K P
T
FIGURE 83 G G G

TANGENT TO THE CHARACTERISTIC The matrix P is defined as

G

follows:
cos sin 0 1 0 0
P sin cos 0 0 1 x G
G
0 0 1 0 0 1

where x G is the algebraic distance of the

vessel centre of gravity G from the origin O of the
vessel axis system.

Hence:

1 0 0 cos sin 0
P 0 1 0 sin 0
T
cos
G
84 0 x G 1 0 0 1
If drift loads on the vessel and wave frequency
motions are derived from diffraction radiation
analysis, the mooring stiffness of the system in its
average position should be determined and used
85 Modelling of the
in such analysis as specified in 100 and 131 environment
However, most existing diffraction radiation 86 General
computer programs use the stiffness matrix
K O or K G which is calculated in the vessel Global characteristics of wave, wind and
axis system at either the origin O of the vessel current are assumed to remain constant during a
axis system or at the vessel centre of gravity G. storm as specified in Sections 87 to 96
Such a matrix can be derived from the above
matrix K as explained hereafter:
87 Wave
1) Stiffness matrix calculated in the vessel
axis system at the origin O: 88

K P K P The wave is characterised by its incidence and

T
O O O
an energy spectrum appropriate to the mooring
The matrix P is defined as
O
site. Spreading functions are not considered in
this approach.
follows:
The Pierson-Moskowitz and JONSWAP
formulations are generally used. The analytical
 Section 2 ANALYSIS PROCEDURE

formulae of their energy density function are K is a factor such as

given in 89 and 90 HS 2
S J d
Other spectra can be used if more relevant. 0 16
Where the mooring analysis aims at corroborating
the results of model tests, it is preferable to use a The peakedness function J is defined as
discretized formulation corresponding to the follows:
spectrum actually generated in the tank test.


2
p
exp 1

2 p
89

The energy density function of the Pierson-

Moskowitz spectrum is defined as follows: where:
is the peakedness factor, typically
2
H Z
4
1 Z4
SPM S
taken equal to 3,3 in the North Sea;
exp
4 5
4
is the peakedness scale, typically
taken in the North Sea as 1 0,07 for
where: p and as 2 0,09 for p.

SPM is the energy density function of Because the energy density function of the
the spectrum; JONSWAP spectrum has no analytical primitive
is the wave circular frequency; function, the factor K should be computed by
numerical integration within the range [m , M]
HS is the significant wave height;
such as:
Z is the circular frequency
corresponding to the zero-up crossing m p M
period Tz Z 2 TZ .
and
Using the peak period, the energy density can
also be expressed as follows: SJ m SJ p / 100
5 HS
2
p
4
p
4
and
SPM exp 125
.
16 5
4
SJ M SJ p / 100
where:
See Figure 90
p is the circular frequency
corresponding to the peak period Tp FIGURE 90
p 2 Tp TRUNCATION OF THE JONSWAP
SPECTRUM FOR THE CALCULATION OF
90 THE K FACTOR
The energy density function of the JONSWAP
spectrum is defined as follows:

S J K SPM J

where:
SPM is the energy density function of
the Pierson-Moskowitz spectrum as
defined in 89;
J is the peakedness function of the
JONSWAP spectrum;

91
The wave signal should be modelled by a
minimum of 100 elementary Airy wave
components representative of the whole
spectrum. The instantaneous surface elevation at
any point of co-ordinates (x,y) with respect to the
origin of the phases can thus be expressed as
follows:
x, y, t
100
ai cos i t i k i x cos k i y sin
i 1
where:
(x,y,t) is the surface elevation at
instant t at point of co-ordinates (x,y);
ai i i are the amplitude, the
circular frequency and the phase of the
elementary Airy wave number i;
ki is defined by the following formula in
which H is the water depth and g the
gravity acceleration:
k i tanh(k iH) 2 g
is the angle characterising the
direction where the wave comes from (it
is the angle of the direction of
propagation augmented by which
explains the positive signs in the above
formula).
See Figure 91
FIGURE 91
DIRECTION OF WAVE PROPAGATION AND
SURFACE ELEVATION
92
The Montecarlos method can be used as
follows to select a family (a k, k,k)1k100 of one
Section 2 ANALYSIS PROCEDURE
hundred Airy waves representative of the
spectrum:
1) the energy density function of the spectrum
is divided into 100 intervals of same length
between m and M such as:
m p M
S m S M S p 100
M m 100
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 k is randomly selected.
3) to each k is attached an angle k
randomly drawn within [0,2].
4) the amplitude ak of the wave component
number k is derived from the relation
between the wave amplitude and the
energy density function:
ak 2 S k
93 Wind
94
The wind is characterised by its incidence and
its 10-mn average speed at 10m above the mean
sea level.
95
Where the wind speed is significantly
fluctuating and liable to generate a non negligible
low frequency response of the mooring system,
the wind speed should be characterised by its 1-
hour average value at 10m above the mean sea
level together with the reduced parameters of the
type of gust spectrum applicable to the site. For
tanker shaped units, the modelling of the wind by
means of a dynamic wind spectrum has been
shown not to significantly influence the results.
This conclusion may not be valid for large semi-
submersibles.
A method similar to that described for waves in
87 should be implemented to determine one
hundred or more representative wind
components. In return, it is not required to
account for spatial coherence so that the
 Section 2 ANALYSIS PROCEDURE

complete wind signal at any point can be written Oxy, all equations are projected on this latter.
as follows: Furthermore, all moments are computed at the
origin O of this system because its position within
100 the vessel does not depend on the loading
VW t V1h v k cos 2fk t k condition. The same axis system can thus be
used to record permanent data (e.g. fairlead co-
k 1 ordinates, lightship centre of gravity, etc.) as well
as other data which vary with the vessel or site
where: conditions (e.g. RAO's, load transfer functions,
etc.).
Vw(t) is the wind speed at instant t;
V1h is the wind speed at 10 metres Refer to 18 for the definition of the axis
above the still water level averaged systems.
over one hour;
(v k,f k,k)1k100 is the family of one
hundred wind components FIGURE 103
representative of the gust spectrum. ANGLES CHARACTERIZING THE
DIRECTIONS OF WAVE, WIND AND
96 Current CURRENT

97
The current is characterised by its incidence
and its average velocity over the draught of the
moored vessel.

98
As detailed in 114, the fluid velocity and
incidence relative to the vessel should be used to
derive current loads.

99
It is assumed that the influence of the current
on the wave kinematics is negligible and that
wave and current loads can be independently
calculated and simply added as detailed in 100
103
This assumption remains valid for current
velocities not exceeding 2.5 m/s. The wave, current and wind incidences are
respectively identified by the angles H , W and
C that the directions they come from make with
the fixed X-axis. Hence, a wave propagating
100 External loads contributing along the X-axis from the positive values towards
to the low frequency the negative values is characterised by an angle
response H equal to zero.

See Figure 103

101 General
102
The vectorial differential equation presented in
23 expresses the fundamental principle of
dynamics applied to the centre of gravity of the
vessel in its low frequency motion relative to the
fixed axis system XY.
However, external load transfer functions being
generally available in the vessel axis system
104
The low frequency surge and sway of the
vessel are identified by the horizontal motions of
the origin O of its axis system. The components
of the absolute speed of O projected on the
vessel axis system are thus noted u and v
(respectively surge and sway). The components
of the speed relative to the fluid at the same point
are noted u and v . These four parameters are
linked by the following relationships:
 Section 2 ANALYSIS PROCEDURE

u u VC cos C I is as defined in 23;

v v VC sin C
xG is the algebraic distance of the
vessel centre of gravity G from the
origin O of the vessel axis system;
where: Fx is the projection on the vessel x-axis
VC is the absolute current velocity; (surge axis) of the external loads
applied to the vessel;
C is the current angle as defined in
Fy is the projection on the vessel y-axis
103;
(sway axis) of the external loads applied
is the vessel heading as defined in to the vessel;
18
M /O is the yaw moment of
105 external loads calculated at the origin of
the vessel axis system.
Using the variables of relative fluid velocity, the
equations of the slow drift motions projected on 106
the vessel axis system become:
External loads include hydrodynamic, mooring,
damping, wave drift, wind and current loads but
m u v 2 Fx
xG also other loads of various natures that are liable

to contribute to the low frequency response.
These are for instance the loads induced by
thrusters used to assist the mooring system or
those due to numerous risers.
I m xG
m x G v u
M /O
As previously said, all loads are projected on
where: the vessel axes, all moments being calculated at
the origin O, so that three equations of the
m is as defined in 23; following form can be written:

Fx FHx FM x FB x FD x FW x FC x FTx FRx

Fy FHy FM y FB y FD y FW y FC y FT y FRy

M / O M H / O M M / O M B / O M D / O M W / O M C / O M T / O M R / O

where the following subscripts are used to 107 Hydrodynamic loads

identify the origin of each term:
H for hydrodynamic loads, 108
M for mooring loads, The hydrodynamic loads are determined
according to the theory of manoeuvrability:
B for damping loads,
D for wave drift loads, FHx Ma xx u Ma yy v
Ma y
2
W for wind loads,
C for current loads, FHy Ma yy v Ma xxu
Ma y

T for thruster loads,
R for riser loads.
M H / O Ma x GMa y
Ma y x GMa yy v
The way of computing all above load Ma y
x GMa xx u
Ma yy Ma xx u v
components at each time step of the simulation is where:
detailed in the following sections.
Ma xx 0 0
Ma 0 Ma yy Ma y

0 Ma y Ma

 Section 2 ANALYSIS PROCEDURE

is the asymptotic mass matrix calculated in the
vessel axis system at the vessel centre of gravity
G, so that:
Maxx is the asymptotic added mass in
surge;
Mayy is the asymptotic added mass in
sway;
Ma is the asymptotic added mass in
yaw;
May is the asymptotic added mass in
sway-yaw coupling.
109
The coefficients of the asymptotic added mass
matrix can be derived from model tests or 3-D
diffraction-radiation analysis using a recognised
computer program.
The values of these coefficients are those
obtained when the wave circular frequency tends
towards zero.
110 Wave drift loads
position of the vessel as close as possible to its
average position during the storm.
112
In practice, the diagonal terms of the QTF's are
available for a limited number of incidences
relative to the vessel heading. During the
simulations, the functions relevant to the
instantaneous incidence should be obtained by
interpolations between those of the closest two
incidences which are available. The step between
two consecutive incidences is therefore to be
limited to avoid invalid results.
Similarly, for a given incidence, the
discretization versus the wave circular frequency
should be refined enough to correctly account for
all peaks and troughs of the functions within an
interval where the minimum value taken by the
energy density function of the wave spectrum is
not greater than 1% of its maximum. Reference is
made to 95
Discretization criteria are given in Table 112

111 TABLE 112

The slow drift loads are derived from the DISCRETIZATION CRITERIA OF QTF's
diagonal terms of the Quadratic Transfer DIAGONAL TERMS
Functions (QTF's) of the unit according to the
(1)
formulae specified in 113 TYPE OF UNIT

DISCRETIZATION Semi- Tanker Prismatic

The QTF's are the functions which give in the CRITERIA submersible unit shaped unit barge
vessel axis system the mean loads applied to the
centre of gravity G of the vessel when this latter Maximum
incidence step 25 deg 30 deg 30 deg
is subjected to the action of a bichromatic wave
of unitary amplitude. These loads are proportional
Number of
to the square of the wave amplitude. They incidences on 8 7 7
obviously vary with the two circular frequencies 180 deg
which compose the bichromatic wave but also
with the water depth and the wave incidence Number of
relative to the vessel. circular 40 25 25
frequencies
The diagonal terms of the QTF's are those
obtained when the two components of the (1) Examples of QTF-diagonal-term functions are given in
bichromatic wave are identical. They Appendix B for these types of units
subsequently correspond to the mean loads
induced to the vessel when subjected to an Airy 113
wave. They can be obtained by model tests or by
The slow drift loads are computed by a method
a second order diffraction-radiation analysis using
based on the Newmans approximation. The
a recognised computer program. In any case,
formulae used, however, involve four summations
they should be determined with due account for
instead of two in the original formulation. This
the actual site water depth and the mooring
allows the problem of indetermination of the load
stiffness. If linear calculation methods are used,
sign to be solved:
the mooring stiffness should be evaluated for a
 Section 2 ANALYSIS PROCEDURE

100
FDG t ak QTFG H,k ,k cos k t k
k1
100

ak QTFG H,k ,k cos k t k sign QTFG H,k ,k
k1
100
ak QTFG H,k ,k sin k t k
k1
100

ak QTFG H,k ,k sin k t k sign QTFG H,k ,k
k1
where: M

FDG(t) is one of the three

FD MEAN / G 2
m
QTF
G
H , , S d

components in the vessel axis system

of slow drift loads applied to the vessel
centre of gravity G at instant t, i.e. F Dx ,
FDy or M D/G such as M D/O M D/G
xG FDy
H is the wave incidence relative to the
vessel heading at instant t,
i.e. H H
QTFGHkk is the relevant
diagonal function at the vessel centre of
gravity G, interpolated for the
instantaneous wave incidence H.
sign(u) is equal to: 1 if u>0
-1 if u<0
0 if u=0
(ak,k,k)1k100 is the family of one
hundred Airy waves representative of
the wave spectrum as explained in 91
The average value of FD G(t) on the whole
duration of the simulation can be obtained by the
following equation:
where m and M are defined in 90
114 Current loads
115
Current loads are usually pre-determined by
model tests. Such tests consist of measuring on
the vessel which is maintained in a fixed position,
the loads generated by a constant current
attacking from a given direction. The loads thus
measured are projected on the vessel axes in
order to establish a tabulation of each component
as a function of the current incidence. It is
assumed that all load components are
proportional to the square of the current velocity.
If the vessel is moving, such tabulations can be
used to interpolate the instantaneous loads,
provided that the equivalent incidence and
current velocity as defined in 116 are applied. In
this respect, the tabulations given by: Prediction
of Wind and Current Loads on VLCC's, Oil
Companies International Marine Forum, 1994
can be used for tanker shaped units under the
same condition.
 Section 2 ANALYSIS PROCEDURE

However, particular attention should be paid, FIGURE 116-II

when using such tabulations, to the reference
EQUIVALENT CURRENTS APPLIED TO A
point where the moments are calculated (origin O
of the vessel axis system, vessel centre of gravity
FIXED VESSEL
G, midship section, etc.).

116
The equivalent incidence of the current should
be determined according to the following
equation:

v v VC sin C
tan C
u u VC cos C

where C is the angle of the equivalent current

with respect to the heading of the moving vessel.
The other variables intervening in this equation
are defined in 104 Note that C is not equal to C -
unless the vessel speed is equal to 0 (u v
0).

The equivalent current velocity UC is given by

the following formula:

2 117
UC u v
If the vessel is fixed during model tests, the
Note that UC is not equal to V C unless the tabulations cannot include any effect due to a
vessel speed is equal to 0 (u v 0). possible rotation of the vessel in the fluid. The
Molins yaw moment is therefore to be added to
See Figures 116-I and 116-II. that derived from model tests performed with a
fixed vessel:

FIGURE 116-I
EQUIVALENT CURRENTS APPLIED TO A
MOVING VESSEL
 Section 2 ANALYSIS PROCEDURE

xfore

MCMolin/O 21CMolinTE V(, ) V(, ) V(,) 0 V(,) 0 d
x a ft
where:
M C Molin /O is the additional yaw moment
V (, ) is the transverse component of
to be applied to the origin O of the the relative fluid velocity at the
vessel axis system; algebraic distance from O:

is the sea water density (typically V (, ) (v )

1025 kg/m 3);
TE is the vessel draught; V( , ) is the total relative fluid
velocity at the algebraic distance from
xaft is the algebraic distance of the aft
end of the vessel from the origin O of its O: V( ,
) u ( v )
axis system; C Molin is a coefficient to be determined
xfore is the algebraic distance of the as per Table 117
fore end of the vessel from the origin O
of its axis system;

TABLE
VALUE OF THE C Molin COEFFICIENT

TYPE OF UNIT

MOLINs COEFFICIENT Semi-submersible unit Ship shaped tanker Prismatic barge

C
FCy 2

0.3 C Cy 2

FCy 2
Molin

0.75 (2) (1)

0.75 (2)

1 1
LTE VC 2 0.4 C Cy

LTE VC 2
2 2 2
In this Table:

(1) CC y 2 is the value of the current coefficient in sway for beam incidence. This coefficient can be derived from: Prediction of Wind

and Current Loads on VLCC's, Oil Companies International Marine Forum, 1994, with due consideration for the reference point where the
moments are calculated;

FCy 2 VC 2

(2) should be derived from model tests or relevant literature;

is the water density;

L is the vessel length;

TE is the vessel draught.

118 included in the equation of the hydrodynamic

moment M H /O that is given in 108, should be
If tabulated yaw moments of current result from
substracted from current loads:
model tests, the Munks moment which is already

M C Munk Ma yy Ma xx VC sin C cos C
2
 Section 2 ANALYSIS PROCEDURE

119 Wind loads 121

If a dynamic wind spectrum is used to generate
120 the fluctuation of the wind speed around its 1-
Same as for current, wind loads are hour average (V1h) as specified in 93, it should be
proportional to the square of the wind speed and noted that the average load derived from such a
are normally pre-determined by model tests. signal is not equal to the load computed with a
However, the wind speed is averagely far much constant wind speed equal to V 1h. Indeed, wind
greater than the speed of the moored vessel loads are proportional to the square of the speed,
throughout a storm. The wind loads can therefore the average of which verifies:
be computed at each time step of the simulation
by using the absolute wind speed and the actual 100
VW t V1h v
wind incidence relative to the vessel heading, 2 2 1 2
excepted where the fluctuating part of the wind 2 k
speed is significant. k 1

For tanker shaped units, the tabulations given

by: Prediction of Wind and Current Loads on
VLCC's, Oil Companies International Marine
Forum, 1994 can be used.
122 Mooring loads
123
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 X. See
Figure 123

Dk X O X k xk cos y k sin 2 YO Yk xk sin y k cos 2

YO Yk xk sin y k cos
tan A k
X O X k xk cos y k sin

where: FIGURE 123

Dk is the anchor-to-fairlead horizontal ANCHOR-TO-FAIRLEAD HORIZONTAL
distance of mooring line number k; DISTANCE
Ak is the fairlead-to-anchor azimuth of AND MOORING LINE AZIMUTH
mooring line number k;
(XO,YO) are the co-ordinates of O
in the fixed axis system;
(Xk,Yk)are the co-ordinates in the fixed
axis system of the anchor of mooring
line number k;
(xk,yk) are the co-ordinates in the vessel
axis system of the fairlead of mooring
line number k;
is the instantaneous vessel heading.
 Section 2 ANALYSIS PROCEDURE

124
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 which have been
pre-calculated as detailed in 29
Horizontal components are then projected on
the vessel axis system and added together as per
the following equations:
Many research works are being undertaken
world-wide to identify and better understand the
main damping causes.
For the time being, any damping model
requires to be calibrated and the boundaries of its
field of applicability to be clearly identified. This
has been done for the model adopted herein and
reference is made to 7 where the limitations of
the present approach are specified.

NL In this methodology, damping effects are partly

FMx THk cos A k

generated by current loads since they are
calculated on the basis of the relative fluid
k 1 velocity (see 114) and partly by additional terms
which are proportional to the absolute speed of
NL the origin O of the vessel axis system, according

FMy THk sin A k

to the following formulae:

k 1 FB x B xxu
FB y B yy v
M M /O M B / O B

NL
x k THk sin A k y k THk cos A k
k1
where:
THk is the horizontal component of the
tension at fairlead number k;
NL is the total number of working lines.
125 Damping loads
126
Different theories exist to explain and model
the damping effects on a moored vessel.
However, all of them are based on either fully
empirical or semi-analytical formulations the
range of validity of which is necessarily limited.
The principal problem is that damping sources
are multiple and of various natures:
Hull friction and wave making resistance (in
calm water or in current);
Hydrodynamic mooring line damping (in
calm water or in current);
Bottom friction effects on mooring lines;
where:
u is the absolute velocity in surge of
the origin O of the vessel axis system;
v is the absolute velocity in sway of the
origin O of the vessel axis system;
is the derivative function versus
time of the vessel heading;
Bxx is the linear damping coefficient in
surge;
Byy is the linear damping coefficient in
sway;
B is the linear damping coefficient
in yaw.
127
The linear damping coefficients may govern
the results of the simulation. Great care must
therefore be paid to their evaluation.
The values proposed in Table 127 account for
all sources of damping listed in 126 provided that
loads induced by the current are computed
according to the method specified in 114 These
values are consistent with the safety factors given
in 183

Second order wave drift damping vessel;

Damping due to mooring line dynamics in
waves;
Wind damping.
 Section 2 ANALYSIS PROCEDURE

TABLE
VALUES OF THE LINEAR DAMPING COEFFICIENTS FOR DIFFERENT TYPES OF MOORING
SYSTEMS

MOORING LINEAR DAMPING COEFFICIENT (1)

SYSTEM
B xx
(2)
B yy
(2)
B
(2)

Barge or

tanker in
spread 0.06 K Oxx m Ma xx
0.06 K Oyy m Ma yy
0.10 K O I Ma m Ma yy x G 2

mooring

Barge or
tanker on an g g 0.083 L2 B yy
0.01 m 0.02 m
SPM(3) B
L

Semi-
submersible 0.20 K Oxx m Ma xx
0.20 K Oyy m Ma yy
0.10 K O I Ma m Ma yy x G 2

unit at
operating
draught

(1) Valid for usual mooring systems.

(2)
K Oxx K
Oyy K
O
are the diagonal terms of the mooring stiffness matrix
K
O
as defined in 84 and evaluated at the average
position of the vessel during the storm;

Maxx Mayy Ma are the diagonal terms of the asymptotic added mass matrix of the vessel as defined in
108,

m is the mass of the vessel;

I is the moment of inertia in yaw calculated at the centre of gravity G of the vessel;

L is the length of the vessel;

B is the breadth of the vessel.

(3) These values assume that the origin O of the vessel axis system is in the midship section.

128 Other loads Recognised methods should be used for the

load calculations, with due account for possible
129 interferences between the thrusters themselves or
between the thrusters and the hull and for all
Thrusters are sometimes used to assist a other phenomena that may modify, alter or
passive mooring system. degrade the thruster performances.

The driving system of the thruster loads may 130

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. net
thrusts derived from vessel position and
kinematics, line tensions, etc.).
The presence of a large number of risers
connected to the moored vessel may generate
additional loads that should be evaluated and
taken into account if they are not negligible.

In any case, the loads that the thrusters

actually produce on the moored vessel should be
computed at each time step as function of the
applicable parameters.

131 Wave frequency response
132 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 13 and 100 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.
The wave frequency motions are obtained by
linear summation of those due to each
component of the wave. 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.
MOTIONS OF A VESSEL SUBMITTED TO AN AIRY WAVE
Wave at COG MOTIONS OF THE VESSEL AROUND AND ABOUT ITS COG
Incidence Surge
a R x , cos t x , a Ry ,
Elevation Roll
a cos t
a R , cos t , a R , cos t
The Response Amplitude Operators (RAO's)
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 Table 134, the RAO's 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 RAO's can be obtained by model tests or
by a first order diffraction-radiation analysis using
a recognised computer program. In any case,
they should be determined with due account for
the actual site water depth and the mooring
stiffness evaluated for a position of the vessel as
Section 2 ANALYSIS PROCEDURE
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.
Reference is made to 29
133 Response Amplitude Operators
134
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 harmonic 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 Table 134 Note that "around" is used for
translation displacements while about is used for
rotations.
TABLE
Sway Heave
cos t y , a Rz , cos t z ,
Pitch Yaw
, a R , cos t ,
close as possible to its average position during
the storm.
135
The RAO's are normally available for the same
incidences as QTF's and interpolations should be
performed in the same way during the
simulations. Discretization criteria are also the
same as for QTF's.
Reference is made to 112
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 R which are
continuous, rather than on the actual amplitude
and phase R and . Keeping the formulations of
 Section 2 ANALYSIS PROCEDURE

Table 134, the relations between these 136 Instantaneous centre-of-gravity

parameters are: motion and vessel rotation

R* R cos 137

At each time step, the wave signal should be
determined at the instantaneous low frequency
R** R sin position of the vessel centre of gravity by means
of the equation of 91

138
Each of the six wave frequency motions of the
vessel around or about the low-frequency position
of its centre of gravity are then given by an
equation of the following form:

100
G t ai R i , H cos i t i k i X G cos H k i YG sin H
*

i 1
100

a R , sin t k X cos H k i YG sin H

**
i i H i i i G
i 1

where: FIGURE 138

H is the absolute direction where the COMBINATION OF LOW AND WAVE
wave comes from; FREQUENCY HORIZONTAL MOTIONS
(ai , i , i , ki)1i100 characterise the
family of Airy waves representative of
the wave spectrum;
(XG , YG) are the low frequency co-
ordinates of the vessel centre of gravity
in the fixed axis system XY;
is the low frequency vessel heading;
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 , H is the in-phase 139 Instantaneous fairlead motion
amplitude of motion G interpolated
140
in the RAO's for the wave frequency
i and the relative wave incidence H 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
R
**
i , H same for out-of- the low frequency vessel axis system are the roll,
pitch and yaw angles calculated according to the
phase motion.
equation of 138 At the same time, the vessel
Figure 138 is an illustration of the moves by a translation whose vector components
superimposition of low and horizontal wave in the same axis system are the surge, sway and
frequency motions. heave displacements calculated in the same way.

Further to this rotation and translation, the

instantaneous co-ordinates of any fairlead of the
 Section 2 ANALYSIS PROCEDURE

vessel with respect to the low frequency vessel

axis system are given by the following equation:

xF t x G x G t 11 t 21 t 31 t xF x G

y F t y G y G t 12 t 22 t 32 t yF y G
z t z z t t t t z z
F G G 13 23 33 F G

1 sin 2
where: sin
2

23 t x y z
2
( xF , y F , zF ) are the co-ordinates of 2

1 sin 2
2
the fairlead in the low frequency vessel sin
31 t y x z
axis system further to the wave 2 2
frequency rotation about G;
1 sin 2
2
sin
( xF , y F , zF ) are the permanent co- 32 t x y z
2 2
ordinates of the fairlead in the vessel
sin 2
2
axis system; 1
33 t cos

z2
(x G,yG,zG) are the permanent co- 2 2
ordinates of the vessel centre of gravity
in the vessel axis system. Note that in 141
principle yG is equal to 0;
The instantaneous fairlead position in the fixed
( x G , y G , z G ) are the three axis system is then given by the following
components, in the low frequency equation:
vessel axis system, of the wave
frequency motion of the vessel centre of X F X G cos sin 0 xF t x G
gravity (surge, sway and heave);
[ij(t)] is the matrix of the instantaneous YF YG sin cos 0 y F t y G
Z Z 0 0 1 zF t z G
rotation whose coefficients are specified F G
hereafter. The following notations are
used to simplify the expressions of the
where:
matrix coefficients:
x G t ( wave frequency roll) ( X F , YF Z F ) are the
instantaneous co-ordinates of the
y G t ( wave frequency pitch)
fairlead in the fixed axis system XY;
z G t ( wave frequency yaw )
( X G , YG Z G ) are the
2 2 2
x y z instantaneous co-ordinates of the vessel
centre of gravity in the fixed axis system
sin 2
2
1 XY;
11 t cos
2
x
2 2 is the low frequency heading of the
1 sin 2
2
sin vessel.
12 t z xy
2 2
142 Instantaneous line tension
1 sin 2
2
sin
13 t y xz
2 2 143
1 sin 2
2
sin The instantaneous fairlead-to-anchor horizontal
21 t z xy
2 2 distance is given by:

sin 2
2
1
22 t cos
2 2
y2 DF X F X A 2 YF YA 2

where:
 Section 2 ANALYSIS PROCEDURE

DF is the anchor-to-fairlead horizontal these forces depend on the vessel heading, an

distance;
(XA , YA) are the co-ordinates of
the anchor in the fixed axis system;
(XF , YF) are the instantaneous co-
ordinates of the fairlead in the fixed axis
system, as calculated in 141
144
The offset tension curves of the mooring line
have been pre-calculated for three altitudes of the
fairlead as explained in 29 Those two curves
calculated for fairlead altitudes on each side of
the instantaneous one should be identified. The
axial tension at the fairlead is then to be
interpolated between these two curves.
See Figure 144
FIGURE 144
INTERPOLATION OF THE
INSTANTANEOUS TENSION BETWEEN
THE OFFSET-TENSION CURVES PRE-
CALCULATED FOR 3 FAIRLEAD
ALTITUDES
iterative process should be implemented
If other loads such as riser or thruster loads are
existing, their mean values should be determined
for the calculation of the equilibrium position.
Here again, an iterative process even more
complicated, may be necessary since such loads
may vary with the three equilibrium position
parameters.
148
If several equilibrium positions exist, the most
stable should be selected.
Figure 148 is an illustration of the four possible
equilibrium positions of a tanker moored by a
single line under the action of the current.
Obviously, the second position is totally unstable.
The first position is the most expected. However,
the last two positions, when they exist, are
generally more stable.
FIGURE 148
THEORITICAL EQUILIBRIUM POSITIONS
OF A TANKER
MOORED BY A SINGLE LINE IN THE
CURRENT

145 Simulation procedure

146 Starting position

147
Numerical transitory responses are prone to
generate temporary instabilities that may bias the
results. In order to minimise such effects, the
simulation should be started from the equilibrium
position of the moored vessel under the effect of
mean wind, current and wave drift forces. As
 Section 2 ANALYSIS PROCEDURE

149 The beginning of the response signal is

therefore to be truncated prior to any statistics
In order to avoid an undue numerical transitory
being carried out. The length of time to discard is
response at the beginning of the simulation, it is
something between half and twice the natural
recommended that the vessel not be suddenly
period of the mooring system.
submitted to the time varying components of
environmental loads. A possible solution is to use
See Figure 149
a ramp function to apply them progressively or to
start at an instant where all loads are equal to
their mean value.

FIGURE
TRUNCATION OF THE BEGINNING OF THE RESPONSE SIGNAL TO ELIMINATE NUMERICAL
TRANSIENT

Truncated period Low frequency Complete

Response Response
2900

2800

2700

2600
tension (kN)

2500

2400

2300

2200

2100

2000
0

100

400

700
200

300

500

600

time (s)

A more accurate approach may consist of the 152

computation of the first four moments of the
For each mooring line, the maximum tension at
response signal using increasing truncated
fairlead reached during each simulation should be
intervals until these moments remain stable.
identified and recorded. The mean and the
standard deviation of the five maxima thus
150 Intact condition obtained are then to be computed. The design
tension of the line in intact condition is
151 defined as this mean value plus two standard
deviations as per the following formulae:
For any sea state to be considered (see
Section 169), five simulations of at least three 5
1
hours each should be performed using different
sets of elementary waves representative of the
T T
5 k 1
k
whole spectrum. If a wind gust spectrum is used,
the same provision applies. 5

T
1 2
T k T
The response signals should be built up with a 5 k 1
time step equal to or less than one tenth of the
peak or zero-up crossing period of the wave TIC T 2 T
spectrum, whichever is the more appropriate.
where:

Tk is the maximum tension at fairlead
obtained during the k-th simulation;
T is the mean of the maximum
tensions obtained by the five
simulations;
T is the standard deviation of the
maximum tensions obtained by the five
simulations;
TIC is the design tension of the line in
intact condition.
153
For a given tension at the fairlead, the
maximum tension over the whole line length can
be at another point. This is the case of composite
lines including sub-sea buoys or floating
segments or when the seabed shape is not flat.
Moreover, segments submitted to lower tensions
than that at the fairlead may be more critical
because of a weaker strength than that of the
segment connected to the fairlead.
The tension at any point of the line when its
fairlead is submitted to the design tension is
subsequently to be analysed. This can be done
using the equations detailed in 29 However, the
following features of catenary and taut thread
equations allow the maximum tension in each
segment to be easily found:
the tension in a suspended homogeneous
segment is maximum at one of its two
ends, whether the segment crosses the free
surface or not,
the tension in a taut thread homogeneous
segment is maximum at one of its two
ends.
Section 2 ANALYSIS PROCEDURE
Homogeneous segments which are partly
laying on the seabed and partly lifted are
therefore to be split up into sub-segments for
searching the maximum tension. The same
should be done for laying segments crossing
peaks or troughs of the seabed.
154 One-line failure
155
The procedure described in 156 to 158 should
be repeated for each line. Provisions of 153 are
also to be applied.
156
For each sea state to be considered and for
each mooring line, the simulation to be selected
for the study of the one-line failure case should
satisfy the following criteria:
the maximum fairlead tension is the closest
to its design tension in intact condition as
defined in 152, and
this maximum occurs while the low
frequency component of the tension is
increasing.
If the second criterion is not met, the selection
procedure should be resumed with the highest
second maximum in the same simulation or the
closest second simulation.
The two instants around the maximum tension
where the low frequency component of the
tension is respectively minimum and maximum
should be identified.
See Figure 156
 Section 2 ANALYSIS PROCEDURE

FIGURE
RANGE OF TIME TO BE SELECTED FOR THE ONE-LINE FAILURE CASE

Maximum tension in
2750
intact condition
2700

2650

2600

2550
tension (kN)

2500

2450

2400

2350

2300

2250
10000

10100

10400

10500

10600

10700
10200

10300

Half low frequency

period of interest time (s)

157 161
Using always the same sets of Airy waves and Two kinds of failure should be investigated:
wind components as those used in the simulation
1) the total loss of one thruster, the other
identified in 156, five simulations are repeated;
thrusters having two thirds of their
during these simulations, the line should be
maximum thrust capacity available,
broken at different times equally distributed
between the two instants identified in 156 2) loss of half the total thrust capacity.

All five simulations should be run from the These two cases lead to the same remaining
beginning in order to ensure the same initial thrust capacity for a unit equipped with four
numerical transient. They can be terminated after identical thrusters.
two low frequency cycles following the line failure.
162
The maximum tension obtained at the fairlead
The design tensions in the mooring lines
of each remaining line after the line failure should
should be determined by a method similar to that
be identified for all five simulations. For this
described in Section 154 for the one-line failure
particular one-line-failure case, the tension in
case. The instants of failure, however, can be
damage condition of each remaining line is the
randomly selected during the simulation identified
average of its five maxima thus obtained.
in 156 in a sufficient number to ensure that the
statistics derived from the response samples are
158
reasonably representative.
For a given line, the design tension in
damage condition is the maximum of all
possible one-line failure cases. 163 Fatigue damage

164
159 Thruster failure
A fatigue analysis should be performed for
installations intended to stay moored on site for a
160
period longer than two years. Change of vessel
The thruster failure is assumed not to be draught, if any during the period of exposure,
concomitant with a mooring line failure. should be accounted for.
 Section 2 ANALYSIS PROCEDURE

165
167
For each environmental condition selected as
The method used for counting and classing the
specified in 173, the fatigue damage in any
tension ranges should account for both low and
component of the mooring line is obtained by
wave frequency cycles.
means of the Miners ratio calculated for one year
(31 557 600 seconds):
168
3.15576 10
7
n jk The T-N curve used should be appropriate to
Dj p j
dj
N k
the mooring line component and to the type of
k
excitation encountered. Without further
information, the T-N curves specified in Table 168
where: can be used for mooring line components
Dj is the fatigue damage accumulated submitted to pure tension cycles.
over one year by the component under
the environmental condition number j;
TABLE 168
pj is the probability of occurrence of the
environmental condition number j (the T-N CURVES OF MOORING LINE
sum of the probabilities of all selected COMPONENTS
environmental conditions should be
equal to 1); T-N CURVE EQUATION

dj is the duration of the simulation of

BL
the environmental condition number j N
where:
(normally 10 800 seconds as specified T
in 150); BL is the component breaking load
T is the tension range (double amplitude)
njk is the number of cycles within the
tension range interval number k
Component
encountered by the component under
the environmental condition number j;
Common chain link 3,36 370
Nk is the number of cycles to failure at
tension range k as given by the Kenter link 3,36 90
appropriate T-N curve.
Six-strand wire rope 4,09 231
The total damage D accumulated over one
year by the component is then given by the Spiral-strand wire rope 5,05 166
following formula:

3.15576 10
7
n jk
D Dj p
i j k
j
dj Nk

166
The maximum width of each tension range
interval to be considered should be less than or
equal to one thousandth of the mooring line
component breaking load, or 10 kN, whichever is
less.

SECTION 169 CRITERIA
170 Environmental criteria
171 General
172
The mooring system in design condition should
be verified for the maximum environmental
conditions which are defined as the combination
of the N-year return period wave with its
associated wind and current. The value of N
depends on the type of installation as specified in
174 However, other combinations having the
same or a greater probability of occurrence
should be used instead, if they lead to a more
severe response of the mooring system. For
instance, overrunning of a vessel moored to an
SPM system generally occurs in relatively mild
sea state conditions.
173
When and where a fatigue analysis is required
as specified in 163, a series of environmental
conditions representative of the site should be
defined. To do so, directional wave scatter
diagrams applicable to the site can be used to
determine the wave statistical parameters and
their associated probabilities of occurrence. The
directions of wind and current associated to each
wave condition should be defined in the same
way as explained in 180. The complete scatter
diagram of each direction can be reduced by
appropriate means in order to limit the total
number of environmental conditions. As a general
rule, 5 to 10 environmental conditions per
direction is satisfactory.
174 Return period for design
condition
175
For permanent installations, N should not be
taken less than 100.
176
For temporary installations far away from any
other offshore structure, N can be reduced to five
times the duration in years of the operation,
without nevertheless being less than 5.
Section 3 CRITERIA
177
For temporary installations in the vicinity of
other offshore structures, N should not be taken
less than 10. Special considerations as regards
the risk due to collision may however require that
a bigger figure be used.
178
If a unit working alongside another platform
can move away and reach a pre-defined stand-off
position within a time reasonably compatible with
the local meteo forecast, the provisions of 176
can be applied to the stand-off position. The
actual environmental conditions beyond which the
unit is to move away should be specified in the
operation manual and the mooring system in
working position should be checked for such
conditions.
179
Above return periods apply to manned
installations. For unmanned installations, criteria
should be defined on a case by case basis.
180 Directionality
181
The mooring system in either design or fatigue
condition should be checked for at least eight
wave incidences covering 360. Directions of
wind and current should be those associated with
each wave incidence. Without relevant
information about the relative direction of wind
and current, the following combinations are at
least to be verified for each wave incidence:
wind and current acting in the same
direction as wave;
wind acting in the same direction as wave,
current crossing wave with an angle of
22.5;
current acting in the same direction as
wave, wind crossing wave with an angle of
22.5;
parallel wind and current crossing wave
with an angle of 22.5;
wind and current crossing wave, each on
one side with an angle of 22.5.
 Section 3 CRITERIA

See Figure 181 mooring system response to slight variations of

the wave incidence about the main directions
selected.
FIGURE 181
COMBINATIONS OF WAVE, WIND AND
CURRENT DIRECTIONS 183 Design criteria

Wave 184 Mooring lines

Wind
185
Current
Two types of lines are defined:
Parallel wind wave current Wave incidences 1) Lines of TYPE I are those lines the failure
of which leads to a transient response that
moves the moored vessel towards an
installation in close proximity, if any.
-22.5 -22.5
2) Other lines are of TYPE II
+22.5 +22.5
186
The safety factor is defined as the ratio
between the catalogue breaking load of the
Crossing current Crossing wind mooring line component and the maximum
tension occurring over its length when the design
tension as determined in 145 is applied to the
+22.5 fairlead.
-22.5 -22.5
187
+22.5 +22.5
At any point of the line, the safety factor should
-22.5 be greater than or equal to those specified in
Table 187

Parallel wind and current Symmetric wind and current

crossing wave crossing wave
TABLE 187
MINIMUM SAFETY FACTORS APPLICABLE
182 TO MOORING LINES
If symmetry considerations are applicable or
prevailing directions of one or more parameters TYPE OF LINE MOORING SYSTEM CONDITION
are known, the number of incidences or
combinations may consistently be reduced. Intact Damage (1)

However, symmetry considerations should not

lead to irrelevant simplifications. TYPE I 2,20 1,75

For instance, if maximum environment TYPE II 1,75 1,25

conditions are nearly the same whatever the
wave incidence, the response of a fully symmetric (1) Damage condition applies to both one-line failure and
turret mooring system in such conditions should thruster failure cases
be verified for at least wave incidences parallel to
one mooring line and wave incidences parallel to
the secant of two mooring lines. 188 Anchors

Besides, it should be noted that a precise 189

knowledge of the environment directionality is For drag anchors, the safety factor is the ratio
very rare. In addition, actual incidences of wave, between the maximum holding power applicable
current and wind may vary during a storm. It is to the mooring site, and the tangent-to-the-
therefore needed to check the sensitivity of the seabed component of the tension in the line at the
 Section 3 CRITERIA

anchoring point when the design tension is

applied to the fairlead.
The perpendicular-to-the-seabed component of
the load applied to a drag anchor when the line is
submitted to its design tension at fairlead, should
remain less than 20% of its wet weight projected
onto the same direction.
For pile driven anchors, the safety factor is the
ratio between the maximum load that the pile can
withstand in compliance with the requirements of
applicable structural and soil mechanics codes
and standards, and the tension in the line at the
anchoring point when the design tension is
applied to the fairlead.
190
The minimum safety factors applicable to
anchors are specified in Table 190
193
In any condition, the distance between any
point of the mooring line and any external object,
either suspended or laying on the seabed, the
contact with which could be damageable for
either the mooring line or the aforesaid object,
should remain greater than or equal to five
metres.
194 Fatigue life
195 General
196
The fatigue life, in years, of any component of
the mooring line is defined as the invert of its
fatigue damage as calculated in 163

197
TABLE 190
The service life is the duration, in years, that
MINIMUM SAFETY FACTORS APPLICABLE the moored vessel is intended to stay on site.
TO ANCHORS
198
TYPE OF LINE MOORING SYSTEM CONDITION
The fatigue life of the mooring lines should be
determined and compared to the service life of
Intact Damage (1)

the installation if this latter is greater than 2 years.

TYPE I 2,00 1,60
199 Minimum fatigue life
TYPE II 1,60 1,15
The fatigue life of any component of the
(1) Damage condition applies to both one-line failure and mooring line (i.e. chains, wire or synthetic ropes,
thruster failure cases shackles, Kenter links, etc.) should be at least 5
times greater than the service life of the
191 Clearance installation. This factor accounts for both the line
dynamics which is not included in the calculation
methodology and for the uncertainties in Miner
192
theory, load prediction, T-N curves and other data
In any condition, the distance between any used in the fatigue assessment process.
external object which the moored vessel is
normally not in contact with, and any part of the
vessel should remain greater than or equal to one
metre.
 Section 3 CRITERIA

APPENDIX A SENSITIVITY TO INPUT

PARAMETERS

A.1 Account for mooring stiffness in RAO's calculations

Effect of mooring stiffness on RAO

2,0

1,8
0
1,6 0,1
Increasing mooring stiffness 0,2
1,4
0,3
Motion (m/m)

1,2
0,4
1,0 0,5
0,6
0,8
0,7
0,6
0,8
0,4 0,9
1
0,2

0,0
0,2 0,4 0,6 0,8 1,0 1,2 1,4
Wave circular frequency (rad/s)

A.2 Linear damping matrix A.3 Instant of line failure

428 t / s 0 0

0 1009 t / s 0 Effect of the instant of failure on
0 0 1,123.109 tm2 / s the peak tension in adjacent line
Maximum tension
in adjacent line

4000
3500
(kN)

3000
2500
2000
1500
5950 6000 6050 6100 6150

Instant of failure (s)

 Appendix B TYPICAL VESSEL DATA

APPENDIX B TYPICAL VESSEL DATA

 Appendix B TYPICAL VESSEL DATA
B.1.1 Generic 140,000 tdw tanker ballast draught 7.40 m waterdepth 25 m

B.1 Generic tankers B.1.1 Generic 140,000 tdw tanker

Longitudinal drift force Transverse drift force Drift yaw moment
0 0 4000
-100 2000
-20
0

QTF (kN.m/m)
-200
QTFx (kN/m)

QTFy (kN/m)
-40 -2000
-300 -4000
-60
-400 -6000
-80 -8000
-500
-10000
-100 -600 -12000
-120 -700 -14000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 0 Inc. = 22.5 Inc. = 45 Inc. = 0 Inc. = 22.5 Inc. = 45 Inc. = 0 Inc. = 22.5 Inc. = 45

Longitudinal drift force Transverse drift force Drift yaw moment

200 0 40000
150 -200 30000
100 20000

QTF (kN.m/m)
-400
QTFx (kN/m)

QTFy (kN/m)
50 10000
-600
0 0
-800
-50 -10000
-100 -1000 -20000
-150 -1200 -30000
-200 -1400 -40000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 67.5 Inc. = 90 Inc. = 112.5 Inc. = 67.5 Inc. = 90 Inc. = 112.5 Inc. = 67.5 Inc. = 90 Inc. = 112.5

Longitudinal drift force Transverse drift force Drift yaw moment

120 0 20000

100 -100
15000

QTF (kN.m/m)
-200
QTFx (kN/m)

QTFy (kN/m)

80
-300 10000
60
-400 5000
40
-500
20 0
-600
0 -700 -5000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 135 Inc. = 157.5 Inc. = 180 Inc. = 135 Inc. = 157.5 Inc. = 180 Inc. = 135 Inc. = 157.5 Inc. = 180

Surge RAO Sway RAO Yaw RAO

2 2 1.2
1.8 1.8
1.6 1.6 1
1.4 1.4
)
 Appendix B TYPICAL VESSEL DATA
B.1.1 Generic 140,000 tdw tanker ballast draught 7.40 m waterdepth 25 m

B.1 Generic tankers B.1.1 Generic 140,000 tdw tanker

Longitudinal drift force Transverse drift force Drift yaw moment
0 0 4000
-100 2000
-20
0

QTF (kN.m/m)
-200
QTFx (kN/m)

QTFy (kN/m)
-40 -2000
-300 -4000
-60
-400 -6000
-80 -8000
-500
-10000
-100 -600 -12000
-120 -700 -14000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 0 Inc. = 22.5 Inc. = 45 Inc. = 0 Inc. = 22.5 Inc. = 45 Inc. = 0 Inc. = 22.5 Inc. = 45

Longitudinal drift force Transverse drift force Drift yaw moment

200 0 40000
150 -200 30000
100 20000

QTF (kN.m/m)
-400
QTFx (kN/m)

QTFy (kN/m)
50 10000
-600
0 0
-800
-50 -10000
-100 -1000 -20000
-150 -1200 -30000
-200 -1400 -40000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 67.5 Inc. = 90 Inc. = 112.5 Inc. = 67.5 Inc. = 90 Inc. = 112.5 Inc. = 67.5 Inc. = 90 Inc. = 112.5

Longitudinal drift force Transverse drift force Drift yaw moment

120 0 20000

100 -100
15000

QTF (kN.m/m)
-200
QTFx (kN/m)

QTFy (kN/m)

80
-300 10000
60
-400 5000
40
-500
20 0
-600
0 -700 -5000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 135 Inc. = 157.5 Inc. = 180 Inc. = 135 Inc. = 157.5 Inc. = 180 Inc. = 135 Inc. = 157.5 Inc. = 180

Surge RAO Sway RAO Yaw RAO

2 2 1.2
1.8 1.8
1.6 1.6 1
1.4 1.4
)
 Appendix B TYPICAL VESSEL DATA
B.1.1 Generic 140,000 tdw tanker ballast draught 7.40 m waterdepth 25 m

B.1 Generic tankers B.1.1 Generic 140,000 tdw tanker

Longitudinal drift force Transverse drift force Drift yaw moment
0 0 4000
-100 2000
-20
0

QTF (kN.m/m)
-200
QTFx (kN/m)

QTFy (kN/m)
-40 -2000
-300 -4000
-60
-400 -6000
-80 -8000
-500
-10000
-100 -600 -12000
-120 -700 -14000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 0 Inc. = 22.5 Inc. = 45 Inc. = 0 Inc. = 22.5 Inc. = 45 Inc. = 0 Inc. = 22.5 Inc. = 45

Longitudinal drift force Transverse drift force Drift yaw moment

200 0 40000
150 -200 30000
100 20000

QTF (kN.m/m)
-400
QTFx (kN/m)

QTFy (kN/m)
50 10000
-600
0 0
-800
-50 -10000
-100 -1000 -20000
-150 -1200 -30000
-200 -1400 -40000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 67.5 Inc. = 90 Inc. = 112.5 Inc. = 67.5 Inc. = 90 Inc. = 112.5 Inc. = 67.5 Inc. = 90 Inc. = 112.5

Longitudinal drift force Transverse drift force Drift yaw moment

120 0 20000

100 -100
15000

QTF (kN.m/m)
-200
QTFx (kN/m)

QTFy (kN/m)

80
-300 10000
60
-400 5000
40
-500
20 0
-600
0 -700 -5000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 135 Inc. = 157.5 Inc. = 180 Inc. = 135 Inc. = 157.5 Inc. = 180 Inc. = 135 Inc. = 157.5 Inc. = 180

Surge RAO Sway RAO Yaw RAO

2 2 1.2
1.8 1.8
1.6 1.6 1
1.4 1.4
)
 Appendix B TYPICAL VESSEL DATA
B.1.1 Generic 140,000 tdw tanker ballast draught 7.40 m waterdepth 25 m

B.1 Generic tankers B.1.1 Generic 140,000 tdw tanker

Longitudinal drift force Transverse drift force Drift yaw moment
0 0 4000
-100 2000
-20
0

QTF (kN.m/m)
-200
QTFx (kN/m)

QTFy (kN/m)
-40 -2000
-300 -4000
-60
-400 -6000
-80 -8000
-500
-10000
-100 -600 -12000
-120 -700 -14000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 0 Inc. = 22.5 Inc. = 45 Inc. = 0 Inc. = 22.5 Inc. = 45 Inc. = 0 Inc. = 22.5 Inc. = 45

Longitudinal drift force Transverse drift force Drift yaw moment

200 0 40000
150 -200 30000
100 20000

QTF (kN.m/m)
-400
QTFx (kN/m)

QTFy (kN/m)
50 10000
-600
0 0
-800
-50 -10000
-100 -1000 -20000
-150 -1200 -30000
-200 -1400 -40000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 67.5 Inc. = 90 Inc. = 112.5 Inc. = 67.5 Inc. = 90 Inc. = 112.5 Inc. = 67.5 Inc. = 90 Inc. = 112.5

Longitudinal drift force Transverse drift force Drift yaw moment

120 0 20000

100 -100
15000

QTF (kN.m/m)
-200
QTFx (kN/m)

QTFy (kN/m)

80
-300 10000
60
-400 5000
40
-500
20 0
-600
0 -700 -5000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 135 Inc. = 157.5 Inc. = 180 Inc. = 135 Inc. = 157.5 Inc. = 180 Inc. = 135 Inc. = 157.5 Inc. = 180

Surge RAO Sway RAO Yaw RAO

2 2 1.2
1.8 1.8
1.6 1.6 1
1.4 1.4
)
 Appendix B TYPICAL VESSEL DATA
B.1.1 Generic 140,000 tdw tanker ballast draught 7.40 m waterdepth

Longitudinal drift force Transverse drift force Drift yaw moment

0 0 4000
-10 2000
-100
-20 0

QTF (kN.m/m)
-30 -200
QTFx (kN/m)

QTFy (kN/m)
-2000
-40 -300 -4000
-50
-400 -6000
-60
-70 -8000
-500
-80 -10000
-600 -12000
-90
-100 -700 -14000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 0 Inc. = 22.5 Inc. = 45 Inc. = 0 Inc. = 22.5 Inc. = 45 Inc. = 0 Inc. = 22.5 Inc. = 45

Longitudinal drift force Transverse drift force Drift yaw moment

200 0 25000
20000
150 -200
15000

QTF (kN.m/m)
100 -400 10000
QTFx (kN/m)

QTFy (kN/m)
50 -600 5000
0
0 -800 -5000
-50 -1000 -10000
-15000
-100 -1200
-20000
-150 -1400 -25000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 67.5 Inc. = 90 Inc. = 112.5 Inc. = 67.5 Inc. = 90 Inc. = 112.5 Inc. = 67.5 Inc. = 90 Inc. = 112.5

Longitudinal drift force Transverse drift force Drift yaw moment

100 0 20000
90 18000
-100
80 16000
14000

QTF (kN.m/m)
70 -200
QTFx (kN/m)

QTFy (kN/m)

60 12000
-300 10000
50
-400 8000
40 6000
30 -500 4000
20 2000
-600
10 0
0 -700 -2000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 135 Inc. = 157.5 Inc. = 180 Inc. = 135 Inc. = 157.5 Inc. = 180 Inc. = 135 Inc. = 157.5 Inc. = 180

Surge RAO Sway RAO Yaw RAO

1 1 0.4
0.9 0.9 0.35
0.8 0.8
0.3
0.7 0.7
/m)

0.6 0.25
m)

m)

0.6
 Appendix B TYPICAL VESSEL DATA
B.1.1 Generic 140,000 tdw tanker ballast draught 7.40 m waterdepth

Longitudinal drift force Transverse drift force Drift yaw moment

0 0 4000
-10 2000
-100
-20 0

QTF (kN.m/m)
-30 -200
QTFx (kN/m)

QTFy (kN/m)
-2000
-40 -300 -4000
-50
-400 -6000
-60
-70 -8000
-500
-80 -10000
-600 -12000
-90
-100 -700 -14000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 0 Inc. = 22.5 Inc. = 45 Inc. = 0 Inc. = 22.5 Inc. = 45 Inc. = 0 Inc. = 22.5 Inc. = 45

Longitudinal drift force Transverse drift force Drift yaw moment

200 0 25000
20000
150 -200
15000

QTF (kN.m/m)
100 -400 10000
QTFx (kN/m)

QTFy (kN/m)
50 -600 5000
0
0 -800 -5000
-50 -1000 -10000
-15000
-100 -1200
-20000
-150 -1400 -25000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 67.5 Inc. = 90 Inc. = 112.5 Inc. = 67.5 Inc. = 90 Inc. = 112.5 Inc. = 67.5 Inc. = 90 Inc. = 112.5

Longitudinal drift force Transverse drift force Drift yaw moment

100 0 20000
90 18000
-100
80 16000
14000

QTF (kN.m/m)
70 -200
QTFx (kN/m)

QTFy (kN/m)

60 12000
-300 10000
50
-400 8000
40 6000
30 -500 4000
20 2000
-600
10 0
0 -700 -2000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 135 Inc. = 157.5 Inc. = 180 Inc. = 135 Inc. = 157.5 Inc. = 180 Inc. = 135 Inc. = 157.5 Inc. = 180

Surge RAO Sway RAO Yaw RAO

1 1 0.4
0.9 0.9 0.35
0.8 0.8
0.3
0.7 0.7
/m)

0.6 0.25
m)

m)

0.6
 Appendix B TYPICAL VESSEL DATA
B.1.1 Generic 140,000 tdw tanker ballast draught 7.40 m waterdepth

Longitudinal drift force Transverse drift force Drift yaw moment

0 0 4000
-10 2000
-100
-20 0

QTF (kN.m/m)
-30 -200
QTFx (kN/m)

QTFy (kN/m)
-2000
-40 -300 -4000
-50
-400 -6000
-60
-70 -8000
-500
-80 -10000
-600 -12000
-90
-100 -700 -14000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 0 Inc. = 22.5 Inc. = 45 Inc. = 0 Inc. = 22.5 Inc. = 45 Inc. = 0 Inc. = 22.5 Inc. = 45

Longitudinal drift force Transverse drift force Drift yaw moment

200 0 25000
20000
150 -200
15000

QTF (kN.m/m)
100 -400 10000
QTFx (kN/m)

QTFy (kN/m)
50 -600 5000
0
0 -800 -5000
-50 -1000 -10000
-15000
-100 -1200
-20000
-150 -1400 -25000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 67.5 Inc. = 90 Inc. = 112.5 Inc. = 67.5 Inc. = 90 Inc. = 112.5 Inc. = 67.5 Inc. = 90 Inc. = 112.5

Longitudinal drift force Transverse drift force Drift yaw moment

100 0 20000
90 18000
-100
80 16000
14000

QTF (kN.m/m)
70 -200
QTFx (kN/m)

QTFy (kN/m)

60 12000
-300 10000
50
-400 8000
40 6000
30 -500 4000
20 2000
-600
10 0
0 -700 -2000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 135 Inc. = 157.5 Inc. = 180 Inc. = 135 Inc. = 157.5 Inc. = 180 Inc. = 135 Inc. = 157.5 Inc. = 180

Surge RAO Sway RAO Yaw RAO

1 1 0.4
0.9 0.9 0.35
0.8 0.8
0.3
0.7 0.7
/m)

0.6 0.25
m)

m)

0.6
 Appendix B TYPICAL VESSEL DATA
B.1.1 Generic 140,000 tdw tanker fully loaded draught 16.37 m waterdepth 25 m

Longitudinal drift force Transverse drift force Drift yaw moment

0 0 10000
-100 5000
-50 -200

QTF (kN.m/m)
0
QTFx (kN/m)

QTFy (kN/m)
-300
-100 -5000
-400
-500 -10000
-150
-600
-15000
-200 -700
-800 -20000
-250 -900 -25000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 0 Inc. = 22.5 Inc. = 45 Inc. = 0 Inc. = 22.5 Inc. = 45 Inc. = 0 Inc. = 22.5 Inc. = 45

Longitudinal drift force Transverse drift force Drift yaw moment

400 0 50000

300 -200 40000

-400

QTF (kN.m/m)
200 30000
QTFx (kN/m)

QTFy (kN/m)
-600
100 -800 20000
0 -1000 10000
-1200
-100 0
-1400
-200 -1600 -10000
-300 -1800 -20000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 67.5 Inc. = 90 Inc. = 112.5 Inc. = 67.5 Inc. = 90 Inc. = 112.5 Inc. = 67.5 Inc. = 90 Inc. = 112.5

Longitudinal drift force Transverse drift force Drift yaw moment

350 0 20000
300 -100
15000
-200

QTF (kN.m/m)
250
QTFx (kN/m)

QTFy (kN/m)

-300 10000
200 -400
5000
150 -500
-600 0
100
-700
50 -5000
-800
0 -900 -10000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 135 Inc. = 157.5 Inc. = 180 Inc. = 135 Inc. = 157.5 Inc. = 180 Inc. = 135 Inc. = 157.5 Inc. = 180

Surge RAO Sway RAO Yaw RAO

2 2 1.2
1.8 1.8
1.6 1.6 1
1.4 1.4 0.8
g/m)
/m)

/m)

1.2 1.2
 Appendix B TYPICAL VESSEL DATA
B.1.1 Generic 140,000 tdw tanker fully loaded draught 16.37 m waterdepth 25 m

Longitudinal drift force Transverse drift force Drift yaw moment

0 0 10000
-100 5000
-50 -200

QTF (kN.m/m)
0
QTFx (kN/m)

QTFy (kN/m)
-300
-100 -5000
-400
-500 -10000
-150
-600
-15000
-200 -700
-800 -20000
-250 -900 -25000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 0 Inc. = 22.5 Inc. = 45 Inc. = 0 Inc. = 22.5 Inc. = 45 Inc. = 0 Inc. = 22.5 Inc. = 45

Longitudinal drift force Transverse drift force Drift yaw moment

400 0 50000

300 -200 40000

-400

QTF (kN.m/m)
200 30000
QTFx (kN/m)

QTFy (kN/m)
-600
100 -800 20000
0 -1000 10000
-1200
-100 0
-1400
-200 -1600 -10000
-300 -1800 -20000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 67.5 Inc. = 90 Inc. = 112.5 Inc. = 67.5 Inc. = 90 Inc. = 112.5 Inc. = 67.5 Inc. = 90 Inc. = 112.5

Longitudinal drift force Transverse drift force Drift yaw moment

350 0 20000
300 -100
15000
-200

QTF (kN.m/m)
250
QTFx (kN/m)

QTFy (kN/m)

-300 10000
200 -400
5000
150 -500
-600 0
100
-700
50 -5000
-800
0 -900 -10000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 135 Inc. = 157.5 Inc. = 180 Inc. = 135 Inc. = 157.5 Inc. = 180 Inc. = 135 Inc. = 157.5 Inc. = 180

Surge RAO Sway RAO Yaw RAO

2 2 1.2
1.8 1.8
1.6 1.6 1
1.4 1.4 0.8
g/m)
/m)

/m)

1.2 1.2
 Appendix B TYPICAL VESSEL DATA
B.1.1 Generic 140,000 tdw tanker fully loaded draught 16.37 m waterdepth 25 m

Longitudinal drift force Transverse drift force Drift yaw moment

0 0 10000
-100 5000
-50 -200

QTF (kN.m/m)
0
QTFx (kN/m)

QTFy (kN/m)
-300
-100 -5000
-400
-500 -10000
-150
-600
-15000
-200 -700
-800 -20000
-250 -900 -25000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 0 Inc. = 22.5 Inc. = 45 Inc. = 0 Inc. = 22.5 Inc. = 45 Inc. = 0 Inc. = 22.5 Inc. = 45

Longitudinal drift force Transverse drift force Drift yaw moment

400 0 50000

300 -200 40000

-400

QTF (kN.m/m)
200 30000
QTFx (kN/m)

QTFy (kN/m)
-600
100 -800 20000
0 -1000 10000
-1200
-100 0
-1400
-200 -1600 -10000
-300 -1800 -20000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 67.5 Inc. = 90 Inc. = 112.5 Inc. = 67.5 Inc. = 90 Inc. = 112.5 Inc. = 67.5 Inc. = 90 Inc. = 112.5

Longitudinal drift force Transverse drift force Drift yaw moment

350 0 20000
300 -100
15000
-200

QTF (kN.m/m)
250
QTFx (kN/m)

QTFy (kN/m)

-300 10000
200 -400
5000
150 -500
-600 0
100
-700
50 -5000
-800
0 -900 -10000
0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4 0 0.2 0.4 0.6 0.8 1 1.2 1.4
(rad/s) (rad/s) (rad/s)

Inc. = 135 Inc. = 157.5 Inc. = 180 Inc. = 135 Inc. = 157.5 Inc. = 180 Inc. = 135 Inc. = 157.5 Inc. = 180

Surge RAO Sway RAO Yaw RAO

2 2 1.2
1.8 1.8
1.6 1.6 1
1.4 1.4 0.8
g/m)
/m)

/m)

1.2 1.2
 Appendix B TYPICAL VESSEL DATA
B.1.1 Generic 140,000 tdw tanker fully loaded draught 16.37 m waterdepth
 Appendix B TYPICAL VESSEL DATA
B.1.1 Generic 140,000 tdw tanker fully loaded draught 16.37 m waterdepth
 Appendix B TYPICAL VESSEL DATA
B.1.1 Generic 140,000 tdw tanker fully loaded draught 16.37 m waterdepth
 Appendix B TYPICAL VESSEL DATA
B.1.2 Generic 210,000 tdw tanker ballast draught 8.86 m waterdepth 25 m

B.1.2 Generic 210,000 tdw tanker

 Appendix B TYPICAL VESSEL DATA
B.1.2 Generic 210,000 tdw tanker ballast draught 8.86 m waterdepth 25 m
 Appendix B TYPICAL VESSEL DATA
B.1.2 Generic 210,000 tdw tanker ballast draught 8.86 m waterdepth 25 m
 Appendix B TYPICAL VESSEL DATA
B.1.2 Generic 210,000 tdw tanker ballast draught 8.86 m waterdepth 25 m
 Appendix B TYPICAL VESSEL DATA
B.1.2 Generic 210,000 tdw tanker ballast draught 8.86 m waterdepth
 Appendix B TYPICAL VESSEL DATA
B.1.2 Generic 210,000 tdw tanker ballast draught 8.86 m waterdepth
 Appendix B TYPICAL VESSEL DATA
B.1.2 Generic 210,000 tdw tanker ballast draught 8.86 m waterdepth
 Appendix B TYPICAL VESSEL DATA
B.1.2 Generic 210,000 tdw tanker loaded draught 16.30 m waterdepth 25 m
 Appendix B TYPICAL VESSEL DATA
B.1.2 Generic 210,000 tdw tanker loaded draught 16.30 m waterdepth 25 m
 Appendix B TYPICAL VESSEL DATA
B.1.2 Generic 210,000 tdw tanker loaded draught 16.30 m waterdepth 25 m
 Appendix B TYPICAL VESSEL DATA
B.1.2 Generic 210,000 tdw tanker loaded draught 16.30 m waterdepth
 Appendix B TYPICAL VESSEL DATA
B.1.2 Generic 210,000 tdw tanker loaded draught 16.30 m waterdepth
 Appendix B TYPICAL VESSEL DATA
B.1.2 Generic 210,000 tdw tanker loaded draught 16.30 m waterdepth
 Appendix B TYPICAL VESSEL DATA
B.1.3 Generic 280,000 tdw tanker ballast draught 10.02 m waterdepth 65 m

B.1.3 Generic 280,000 tdw tanker

 Appendix B TYPICAL VESSEL DATA
B.1.3 Generic 280,000 tdw tanker ballast draught 10.02 m waterdepth 65 m
 Appendix B TYPICAL VESSEL DATA
B.1.3 Generic 280,000 tdw tanker ballast draught 10.02 m waterdepth 65 m
 Appendix B TYPICAL VESSEL DATA
B.1.3 Generic 280,000 tdw tanker ballast draught 10.02 m waterdepth 65 m
 Appendix B TYPICAL VESSEL DATA
B.1.3 Generic 280,000 tdw tanker ballast draught 10.02 m waterdepth
 Appendix B TYPICAL VESSEL DATA
B.1.3 Generic 280,000 tdw tanker ballast draught 10.02 m waterdepth
 Appendix B TYPICAL VESSEL DATA
B.1.3 Generic 280,000 tdw tanker ballast draught 10.02 m waterdepth
 Appendix B TYPICAL VESSEL DATA
B.1.3 Generic 280,000 tdw tanker loaded draught 20.80 m waterdepth 65 m
 Appendix B TYPICAL VESSEL DATA
B.1.3 Generic 280,000 tdw tanker loaded draught 20.80 m waterdepth 65 m
 Appendix B TYPICAL VESSEL DATA
B.1.3 Generic 280,000 tdw tanker loaded draught 20.80 m waterdepth 65 m
 Appendix B TYPICAL VESSEL DATA
B.1.3 Generic 280,000 tdw tanker loaded draught 20.80 m waterdepth
 Appendix B TYPICAL VESSEL DATA
B.1.3 Generic 280,000 tdw tanker loaded draught 20.80 m waterdepth
 Appendix B TYPICAL VESSEL DATA
B.1.3 Generic 280,000 tdw tanker loaded draught 20.80 m waterdepth
 Appendix B TYPICAL VESSEL DATA
B.2.1 Semi-submersible AKER-H3 operating draught 21.34 m waterdepth 200 m

B.2 Semi-submersible units

B.2.1 Semi-submersible AKER-H3
 Appendix B TYPICAL VESSEL DATA
B.2.1 Semi-submersible AKER-H3 operating draught 21.34 m waterdepth 200 m

B.2 Semi-submersible units

B.2.1 Semi-submersible AKER-H3
 Appendix B TYPICAL VESSEL DATA
B.2.1 Semi-submersible AKER-H3 operating draught 21.34 m waterdepth 200 m

B.2 Semi-submersible units

B.2.1 Semi-submersible AKER-H3
 Appendix B TYPICAL VESSEL DATA
B.2.1 Semi-submersible AKER-H3 operating draught 21.34 m waterdepth 200 m

B.2 Semi-submersible units

B.2.1 Semi-submersible AKER-H3
 Appendix B TYPICAL VESSEL DATA
B.2.2 Semi-submersible PACE SETTER operating draught 21 m waterdepth 800 m

B.2.2 Semi-submersible PACE SETTER

 Appendix B TYPICAL VESSEL DATA
B.2.2 Semi-submersible PACE SETTER operating draught 21 m waterdepth 800 m
 Appendix B TYPICAL VESSEL DATA
B.2.2 Semi-submersible PACE SETTER operating draught 21 m waterdepth 800 m
 Appendix B TYPICAL VESSEL DATA
B.2.2 Semi-submersible PACE SETTER operating draught 21 m waterdepth 800 m
 Appendix B TYPICAL VESSEL DATA
B.2.3 Semi-submersible SEDCO 700 operating draught 25.91 m waterdepth

B.2.3 Semi-submersible SEDCO 700

 Appendix B TYPICAL VESSEL DATA
B.2.3 Semi-submersible SEDCO 700 operating draught 25.91 m waterdepth
 Appendix B TYPICAL VESSEL DATA
B.2.3 Semi-submersible SEDCO 700 operating draught 25.91 m waterdepth
 Appendix B TYPICAL VESSEL DATA
B.2.3 Semi-submersible SEDCO 700 operating draught 25.91 m waterdepth
 Appendix B TYPICAL VESSEL DATA
B.3 NKP barge (220 m x 46 m x 10.5 m) draught 10.50 m waterdepth 170 m

B.3 NKP barge

 Appendix B TYPICAL VESSEL DATA
B.3 NKP barge (220 m x 46 m x 10.5 m) draught 10.50 m waterdepth 170 m
 Appendix B TYPICAL VESSEL DATA
B.3 NKP barge (220 m x 46 m x 10.5 m) draught 10.50 m waterdepth 170 m
 Appendix B TYPICAL VESSEL DATA
B.3 NKP barge (220 m x 46 m x 10.5 m) draught 10.50 m waterdepth 170 m
 Appendix B TYPICAL VESSEL DATA
B.3 NKP barge (220 m x 46 m x 10.5 m) draught 10.50 m waterdepth 170 m
 Appendix C CALCULATION EXAMPLES

APPENDIX C CALCULATION EXAMPLES

C.1 Fitting of the material C.3 Characteristic equivalent

elastic curve by a 5th order to a fender
polynomial

C.2 Characteristic equivalent

to a CALM

Characteristic equivalent to a CALM

4000
tension (kN)

3000
2000
1000
0
0 20 40 60 80
Distance (m )