FEASIBILITY STUDY OF SIDE MOORING OF A TANKER TO SPREAD
MOORED FSO FOR MULTIPLE PRODUCT OFFLOADING.
Contact
Ph. : 91-22-42965030
Fax. : 91-22-42965039
Email : zebec@zebecmarine.com
www.zebecmarine.com
Date : 29-Jan-2015
Issue 1 – Rev 01
Submitted by:
Zebec Marine Consultants & Services Pvt. Ltd.
411 - 414, 4th Floor,
Raikar Chambers,
Govandi (East)
Mumbai 400088, India
 Mooring Analysis for FSO-TANKER

Table of Content

1. Description..............................................................................................3
2. System Particulars.....................................................................................3
3. Software used .......................................................................................... 7
4. General Conventions.................................................................................8
5. Environmental data.................................................................................. 9
6. Basis of Analysis ...............................................................................9
7. Design Criteria…………………………………………………………………………….9
8. Results ....................................................................................................10
9. Conclusion…………………………………………….................................................. 13

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 Mooring Analysis for FSO-TANKER

1. Description
Zebec Marine Consultants and Services Pvt. Ltd. carried out a mooring study on the spread
moored LPG-FSO of size 78,000 m3 with side moored export tanker of size 35,000 m3 to
understand the feasibility of the offloading of two products together in a side moored
configuration. The general layout of mooring arrangement is shown below. This document
contains the results of the feasibility analysis.

Figure 1: General layout of mooring for FSO-Tanker

Different heading angles from 00 to 3600 in 450 intervals were considered for mooring analysis.
Preliminary equipment selection was done based on the static equilibrium analysis. Detailed time
domain analysis was performed for the final selection of mooring system. The time varying
behavior of mooring system was checked to ensure that the line tension, vessel excursion and
anchor line touchdown point are within the safe limit. Water depth considered for the analysis
was 90m.

2. System Particulars
2.1. Vessel particulars
The main particulars of vessels considered for mooring analysis are given in Error! Reference
source not found. and Table 2: Main particulars of Tanker
.
Magnitude
Designation Unit
Ballast Loaded
Length between perpendiculars m 220
Breadth m 36.63
Depth m 22.035
Draft m 7.2 12.024
Displacement weight tones 41316 73405
Table 1: Main particulars of FSO
Magnitude
Designation Unit
Ballast Loaded
Length between perpendiculars m 165
Breadth m 28
Depth m 17.80
Draft m 6.11 10.42
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 Mooring Analysis for FSO-TANKER

Displacement weight tones 20245 37045

Table 2: Main particulars of Tanker

The fairlead positions for FSO and shuttle tanker are given in Table 3 and Table 4.
Fairlead
X [m] Y [m] Z [m
Number
1 6.27 -11.89 22.5
2 8.42 -12.51 22.5
3 98.88 -15.72 22.5
4 100.67 -15.72 22.5
5 138.81 -15.72 22.5
6 140.61 -15.72 22.5
7 193.94 -14.13 22.5
8 194.62 -13.97 22.5
9 214.00 6.00 22.5
10 210.00 10.00 22.5
11 214.00 -6.00 22.5
12 210.00 -10.00 22.5
13 1.00 6.00 22.5
14 5.00 10.00 22.5
15 1.00 -6.00 22.5
16 5.00 -10.00 22.5
Note: Origin at Aft perpendicular, centerline vessel, Keel of FSO

Table 3: Fairlead positions at FSO

Fairlead
X [m] Y [m] Z [m
Number
1 1.92 9.54 22.5
2 3.40 9.93 22.5
3 41.77 13.39 22.5
4 43.30 13.39 22.5
5 136.73 13.03 22.5
6 138.26 12.85 22.5
7 160.38 6.98 22.5
8 161.72 6.13 22.5
Note: Origin at Aft perpendicular, centerline vessel, Keel of FSO
Table 4: Fairlead positions at Shuttle Tanker
The fender positions and its type are shown in
and Table 6.
X (centre of Y (centre of Z (centre of
Fender
fender) fender) fender)
Number
[m] [m] [m]
1 58.60 -18.32 12.71
2 86.58 -18.32 12.71
3 125.00 -18.32 12.71
4 153.00 -18.32 12.71

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 Mooring Analysis for FSO-TANKER

Note: Origin at Aft perpendicular, centerline vessel, Keel of FSO

Table 5: Fender positions at FSO

Energy
Height Length Reaction
Type fender absorption
[m] [m] force (kN)
(kN)
Yokohama
5m
pneumatic rubber 9.5 5800 4780
diameter
fender
Table 6: Fender type

2.2. Mooring line data

2.2.1. Ship to Ship mooring line data
FSO and shuttle tanker were connected in side mooring configuration by 8 numbers of
mooring lines. The details of ship to ship mooring lines are outlined in Table 7.
Line Mass per unit Mass per unit Breaking Paid out
Line Horizontal Pretension
diameter Length in air Length in water Load Length
No distance (m) (kN)
(mm) (kg/m) (kg/m) (kN) (m)
1 30 3.54 3.31 777 17.70 18.29 98
2 30 3.54 3.31 777 17.09 17.7 98
3 30 3.54 3.31 777 24.28 24.73 98
4 30 3.54 3.31 777 24.48 24.93 98
5 30 3.54 3.31 777 32.72 32.89 98
6 30 3.54 3.31 777 32.47 32.64 98
7 30 3.54 3.31 777 24.62 25.06 98
8 30 3.54 3.31 777 25.74 16.16 98
Table 7: Mooring line data

2.2.2. Anchor Chain data

The FSO wascmoored with eight line spread moored system. Table 8 and Table 9 show the
details of anchor chains.
Type BV-GR2
Mass per unit Length (in air) 363.8 kg/m
Mass per unit Length (in water) 316.64 kg/m
Breaking Load 7796 KN
Line diameter 130 mm
Paid out Length 260 m
Horizontal distance 225 m
Table 8: Anchor chain properties
Anchor Position
Line
Fairlead No Azimuth relative to Horizontal distance Paid Out Length
No
Vessel Longitudinal axis from fairlead
9 9 40 225 260
10 10 60 225 260
11 11 320 225 260
12 12 300 225 260
13 13 140 225 260
14 14 120 225 260

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 Mooring Analysis for FSO-TANKER

15 15 220 225 260

16 16 240 225 260
Table 9: Anchor chain data

2.3. Mooring arrangement

Figure 2: Mooring Arrangement

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 Mooring Analysis for FSO-TANKER

3. Software Used
3.1. HYDROSTAR
The hydrodynamic software HYDROSTAR, developed by BV is a 3D Diffraction / Radiator software
for the evaluation of 1st and 2nd order wave loads and induced motions of one or several ships
or marine structures of any type in deep and finite water depth. HYDROSTAR is fully integrated
with ARIANE 7 and is used as a pre-processor in order to compute hydrodynamic data such as
QTFs, RAOs and the added mass matrix needed by ARIANE 7. A mesh can either be input or auto
generated by HYDROSTAR. The user can then alter or define additional data such as inertia
matrix, mooring stiffness matrix, viscous damping matrix, the range of wave circular frequencies
and wave relative headings for which hydrodynamic properties will be computed.

3.2. ARIANE 7
Ariane 7 is multi-body mooring software that simulates mooring systems in static or in time
domain developed by Bureau Veritas. It takes into account mooring loads, constant loads,
environmental loads, thrusters etc. The calculation options available in Ariane 7 are listed below

1. Multi-body calculation in Static and in time domain.

2. Non symmetrical hydrodynamic data.
3. Multi-component mooring lines.
4. Drift loads models adapted to any water depth.
5. Newman approximation
6. Full QTF
7. BV approximation
8. Wave / current interaction
9. Thrusters (can be time dependant), external loads (offset dependant).
10. Fender Model.
11. User defined loads in time domain.
12. Line Dynamics Module from MCS.

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 Mooring Analysis for FSO-TANKER

4. General Conventions
The environmental directions and vessel heading are shown in the local and global coordinate
system as presented in Figure 1 and 2. The global and local axis origins are indicated using C and
O. Note that the environmental directions presented in this report are all taken as coming 'FROM'
and are positive clockwise.

Figure 3 Environmental directions

Figure 4 Global and Local Coordinate system

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 Mooring Analysis for FSO-TANKER

5. Environmental data
Environmental conditions considered are given in Table 10.
Wave spectrum Pierson-Moscowitz
Wave data
Significant height 1.5 m
Mean zero crossing period 4.5 sec
Wind data
Mean velocity 8.7 m/s
Table 10: Environmental condition

6. Basis of Analysis
Feasibility of Mooring System was accepted based on the criterion as mentioned below.
 Allowed Excursion 7 m
 No Uplift
 Chain and mooring line tension < breaking strength

7. Design Criteria
7.1. Loading cases considered
The following loading conditions of the FSO and shuttle tankers were investigated:
Sl.No. 35000 m3 Shuttle
FSO
Tanker
1 Loaded Ballast
2 Ballast Loaded
Table 11: Load case description
7.2. Environmental conditions
The above mentioned load cases were analyzed for the following sets of env. conditions
Parameters Env1 Env2 Env3 Env4 Env5 Env6 Env7 Env8
Significant height
1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5
(m)
Mean zero
wave

crossing period 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
(sec)
wave heading
from global 0 45 90 135 180 225 270 315
north(deg)
Mean velocity
8.7 8.7 8.7 8.7 8.7 8.7 5 8.7
(m/s)
wind

Heading Angle
from global north 0 45 90 135 180 225 270 315
(deg)
cur

nt
re

Velocity (m/s) 0.771 0.771 0.385 0.771 0.771 0.771 0.385 0.771

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 Mooring Analysis for FSO-TANKER

Heading Angle
from global north 0 45 90 135 180 225 270 315
(deg)
Table 12: Environmental Conditions

8. Results

FSO Ballast and Shuttle Loaded

Line Maximum Tension (kN)

No Env1 Env2 Env3 Env4 Env5 Env6 Env7 Env8
1 176.51 387.8 346.65 375.3 237.01 417.79 121.49 388.45
2 174.41 397.65 347.83 370.37 237.7 441.11 122.25 396.06
mooring lines

3 125.57 251.11 360.66 280.14 217.85 314.86 104.31 300.94

4 125.36 248.74 362.09 280.64 216.71 313.39 104.55 298.44
5 183.46 306.6 281.1 309.84 212.74 322.6 144.13 347.39
6 183.32 307.87 282.12 311.27 213.66 325.08 144.73 350.29
7 132.98 340.32 234.35 364.47 228.57 375.48 171.59 383.76
8 137.4 343.25 225.96 368.26 230.31 370.25 172.49 381.35
9 963.27 1076.6 959.6 1002 892.67 937.08 939.09 916.81
10 943.49 1121.7 991.43 1047.9 892.5 955.87 961.18 920.24
Anchor chains

11 949.19 860.91 877.57 888.46 895.34 909.09 896 993.97

12 929.03 841.06 877.77 878.67 899.04 932.41 898.65 1006.1
13 891.26 995.18 961.77 1074.7 959.28 911.99 940.48 943.56
14 892.55 1038.7 986.87 1110.8 944.83 911.18 957.89 956.11
15 890.5 884.05 891.43 859.35 941.23 986.07 894.1 922.5
16 894.17 869.72 888.87 839.91 920.07 996.62 895.05 941.37
Excursion (m)
FSO 2.08 4.14 2.82 5.01 1.89 2.87 2.25 2.31
Shuttle 2.28 4.25 2.71 4.92 1.97 2.98 2.18 2.58
Table 13 and
FSO Loaded and Shuttle Ballast

Line Maximum Tension (kN)

No Env1 Env2 Env3 Env4 Env5 Env6 Env7 Env8
1 219.26 115.54 428.58 101.64 271.33 424.32 441.65 260.41
2 230.6 117.19 425.88 103.75 271.07 406.32 434.97 271.24
mooring lines

3 169.73 107.61 289.1 105.52 232.58 256.47 334.44 138.6

4 170.28 108.81 290.51 106.73 233.47 274.5 333.99 155.85
5 210.32 141.38 327.26 130.75 215.11 128.17 329.46 232.3
6 212.88 142.93 332.65 132.34 217.78 125.56 333.91 232.72
7 186.75 121.14 392.9 128.54 227.43 177.92 408.57 185.53
8 186.81 121.34 393.57 129.84 225.97 173.17 408.58 195.25
9 850.13 966.05 795 904.52 775.61 775.65 813.65 770.2
Ancho

chains

10 828.79 1026.4 787.76 953.58 777.73 775.03 824.16 761.73

r

11 841.43 743.31 894.5 768.37 781.17 858.49 814.49 931.74

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 Mooring Analysis for FSO-TANKER

12 820.33 718.98
909.18 760.38 786.69 900.75 822.94 967.23
13 783.1 903.73
822.06 957.48 833.84 768.47 813.52 783.67
14 783.7 950.53
821.71 1015.9 820.18 754.96 820.3 777.2
15 786.17 766.7
833.53 735.32 828.76 922.3 807.58 868.68
16 787.95 752.17
861.87 708.64 815.34 952.34 815.89 914.23
Excursion (m)
FSO 2.34 4.92 3.28 6.35 1.81 4.59 1.16 4.57
Shuttle 2.62 5.03 3.35 6.14 1.92 5.15 1.49 4.94
Table 14 summarize the vessel excursion and maximum loads on mooring line and anchor
chains.

8.1. Maximum Line tensions

FSO Ballast and Shuttle Loaded

Line Maximum Tension (kN)

No Env1 Env2 Env3 Env4 Env5 Env6 Env7 Env8
1 176.51 387.8 346.65 375.3 237.01 417.79 121.49 388.45
2 174.41 397.65 347.83 370.37 237.7 441.11 122.25 396.06
mooring lines

3 125.57 251.11 360.66 280.14 217.85 314.86 104.31 300.94

4 125.36 248.74 362.09 280.64 216.71 313.39 104.55 298.44
5 183.46 306.6 281.1 309.84 212.74 322.6 144.13 347.39
6 183.32 307.87 282.12 311.27 213.66 325.08 144.73 350.29
7 132.98 340.32 234.35 364.47 228.57 375.48 171.59 383.76
8 137.4 343.25 225.96 368.26 230.31 370.25 172.49 381.35
9 963.27 1076.6 959.6 1002 892.67 937.08 939.09 916.81
10 943.49 1121.7 991.43 1047.9 892.5 955.87 961.18 920.24
Anchor chains

11 949.19 860.91 877.57 888.46 895.34 909.09 896 993.97

12 929.03 841.06 877.77 878.67 899.04 932.41 898.65 1006.1
13 891.26 995.18 961.77 1074.7 959.28 911.99 940.48 943.56
14 892.55 1038.7 986.87 1110.8 944.83 911.18 957.89 956.11
15 890.5 884.05 891.43 859.35 941.23 986.07 894.1 922.5
16 894.17 869.72 888.87 839.91 920.07 996.62 895.05 941.37
Excursion (m)
FSO 2.08 4.14 2.82 5.01 1.89 2.87 2.25 2.31
Shuttle 2.28 4.25 2.71 4.92 1.97 2.98 2.18 2.58
Table 13: Mooring line loads for FSO Ballast and Shuttle Loaded

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 Mooring Analysis for FSO-TANKER

FSO Loaded and Shuttle Ballast

Line Maximum Tension (kN)

No Env1 Env2 Env3 Env4 Env5 Env6 Env7 Env8
1 219.26 115.54 428.58 101.64 271.33 424.32 441.65 260.41
2 230.6 117.19 425.88 103.75 271.07 406.32 434.97 271.24
mooring lines

3 169.73 107.61 289.1 105.52 232.58 256.47 334.44 138.6

4 170.28 108.81 290.51 106.73 233.47 274.5 333.99 155.85
5 210.32 141.38 327.26 130.75 215.11 128.17 329.46 232.3
6 212.88 142.93 332.65 132.34 217.78 125.56 333.91 232.72
7 186.75 121.14 392.9 128.54 227.43 177.92 408.57 185.53
8 186.81 121.34 393.57 129.84 225.97 173.17 408.58 195.25
9 850.13 966.05 795 904.52 775.61 775.65 813.65 770.2
10 828.79 1026.4 787.76 953.58 777.73 775.03 824.16 761.73
Anchor chains

11 841.43 743.31 894.5 768.37 781.17 858.49 814.49 931.74

12 820.33 718.98 909.18 760.38 786.69 900.75 822.94 967.23
13 783.1 903.73 822.06 957.48 833.84 768.47 813.52 783.67
14 783.7 950.53 821.71 1015.9 820.18 754.96 820.3 777.2
15 786.17 766.7 833.53 735.32 828.76 922.3 807.58 868.68
16 787.95 752.17 861.87 708.64 815.34 952.34 815.89 914.23
Excursion (m)
FSO 2.34 4.92 3.28 6.35 1.81 4.59 1.16 4.57
Shuttle 2.62 5.03 3.35 6.14 1.92 5.15 1.49 4.94
Table 14: Mooring line loads for FSO Loaded and Shuttle Ballast

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 Mooring Analysis for FSO-TANKER

8.2. Maximum Vessel Excursion

Figure 5: Time series of maximum FSO excursion

Figure 6: Time series of maximum Tanker excursion

8.3. Maximum load on anchor

Maximum tension on chains at anchor end is 753 kN

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 Mooring Analysis for FSO-TANKER

9. Conclusion

Figure 7. Limiting Environmental conditions for side mooring configuration

(Both loading cases)

1. It is concluded that the offloading operation from FSO to tanker can be done in the given
environmental condition under side mooring conditions to facilitate the offloading of
two products together.
2. Under given mooring equipments, water depth, vessel details and wave-wind conditions,
the above figure shows the limiting currents for various directions. This operability limit
can be further increased if higher lines can be used.
3. A detailed analysis can be done to refine and optimize the mooring lines between
vessels, excursions, fairlead locations, anchor chain diameters, lengths, weight of
anchors and fenders.

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