GUIDANCE NOTES ON

NEARSHORE POSITION MOORING

FEBRUARY 2019

American Bureau of Shipping

Incorporated by Act of Legislature of
the State of New York 1862

© 2019 American Bureau of Shipping. All rights reserved.

1701 City Plaza Drive
Spring, TX 77389 USA
ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 ii
Foreword
These Guidance Notes provide direction for the design and analysis of nearshore position mooring systems
used for floating structures such as Floating Offshore Liquefied Gas Terminals (FLGTs), Floating Storage
and Regasification Units (FSRUs), Floating Production Storage and Offloading Installations (FPSOs) and
accommodation barges. Nearshore position mooring in these Guidance Notes is intended to provide long-
term solutions for stationkeeping for these floating structures.

These Guidance Notes are applicable to the position mooring system and mooring equipment onboard the
floating structures. The design of jetties or similar bottom supported structures used for the mooring of
floating structures is generally the responsibility of the Owner. These structures should be designed in
accordance with relevant industry guidelines and standards, and they should be able to provide required
holding capacity to the mooring systems.

Nearshore position mooring in these Guidance Notes cover the following types of mooring configurations:

i) Jetty Mooring
ii) Tension Pile Mooring

These Guidance Notes should be used in conjunction with the ABS Rules for Building and Classing
Floating Production Installations (FPI Rules), ABS Guide for Building and Classing Floating Offshore
Liquefied Gas Terminals (FLGT Guide) and ABS Guide for Building and Classing LNG Regasification
Vessels.

These Guidance Notes become effective on the first day of the month of publication.

Users are advised to check periodically on the ABS website www.eagle.org to verify that this version of
these Guidance Notes is the most current.

We welcome your feedback. Comments or suggestions can be sent electronically by email to

rsd@eagle.org.

Terms of Use

The information presented herein is intended solely to assist the reader in the methodologies and/or
techniques discussed. These Guidance Notes do not and cannot replace the analysis and/or advice of a
qualified professional. It is the responsibility of the reader to perform their own assessment and obtain
professional advice. Information contained herein is considered to be pertinent at the time of publication,
but may be invalidated as a result of subsequent legislations, regulations, standards, methods, and/or more
updated information and the reader assumes full responsibility for compliance. This publication may not be
copied or redistributed in part or in whole without prior written consent from ABS.

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 iii

GUIDANCE NOTES ON
NEARSHORE POSITION MOORING

CONTENTS
SECTION 1 Introduction.......................................................................................... 7
1 General........................................................................................... 7
3 Overview of Nearshore Position Mooring Systems........................ 7
3.1 Jetty Mooring..................................................................... 8
3.3 Tension Pile Mooring......................................................... 8
3.5 Other Alternative Mooring Systems................................... 8
3.7 Mooring Arrangement for Loading/Unloading
Operations......................................................................... 9
3.9 Comparison with other Mooring Systems.......................... 9

Table 1 Comparison of Mooring Systems........................................... 9

SECTION 2 Design Considerations...................................................................... 11

1 Design Life.................................................................................... 11
3 Operational Considerations.......................................................... 11
5 Mooring Design Conditions...........................................................11
5.1 Design Environmental Condition......................................11
5.3 Operation Condition......................................................... 11
5.5 One Compartment Damage Condition............................ 12
5.7 Disconnecting Conditions................................................ 12
7 Environmental Conditions.............................................................12
7.1 Wind, Waves and Current................................................13
7.3 Water Depth.....................................................................14
7.5 Directions of Wind, Wave and Current.............................14
7.7 Site Specific Environmental Data.................................... 14
9 Environmental Loads.................................................................... 14
9.1 Wind Loads......................................................................14
9.3 Current Loads.................................................................. 15
9.5 Wave Loads..................................................................... 15
9.7 Passing Vessel Effects.................................................... 16
9.9 Effect of Piers.................................................................. 16
9.11 Multi-Body Dynamics....................................................... 16
11 Mooring Line and Fender Design Assessment.............................17
11.1 Mooring Line and Fender Load for Strength Analysis..... 17
11.2 Assessment of Fender Load on the Contact Vessel........19

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 iv

 11.3 Mooring Line Fatigue Load Analysis................................20
11.5 Mooring Line Fatigue Capacity........................................ 21
11.7 Design Life and Replacement..........................................22
13 Other Design Considerations........................................................22
13.1 Clearance........................................................................ 23
13.3 Mooring Supporting Structure..........................................23
13.5 Mooring Holding Foundation............................................23
13.7 Corrosion, Wear and Rope Creep................................... 23
13.9 Safety Considerations......................................................24
13.11 Bend Radius and Bending Fatigue of Mooring Line........ 24
13.13 Axial Compression Fatigue of Fiber Rope....................... 25
13.15 Mooring Load Monitoring................................................. 25
13.17 Mooring Equipment..........................................................25
13.19 Inspection and Replacement........................................... 26

TABLE 1 Factor of Safety for Anchoring Lines....................................17

FIGURE 1 Fender Contact.................................................................... 20

SECTION 3 Documentation...................................................................................27
1 Mooring Arrangement and Equipment..........................................27
3 Analysis Reports...........................................................................27
5 Operations Manual....................................................................... 27

APPENDIX 1 Sample Jetty Mooring Analysis........................................................29

1 General......................................................................................... 29
2 Jetty Mooring Configuration..........................................................29
3 Environmental Conditions.............................................................29
3.1 Wind Load Calculation.....................................................30
3.2 Current Load Calculation................................................. 32
3.3 Wave Load Calculation.................................................... 35
4 Mooring Analysis.......................................................................... 36
5 Extreme Value Selection...............................................................38

TABLE 1 Environmental Conditions.................................................... 30

TABLE 2 Fender Information...............................................................36

FIGURE 1 Jetty Mooring Configuration................................................. 29

FIGURE 2 Wind Load Coefficients for Surge and Sway........................31
FIGURE 3 Wind Load Coefficients for Yaw........................................... 31
FIGURE 4 Current Speed and Direction................................................33
FIGURE 5 Current Load Coefficients in Longitudinal Direction............. 34
FIGURE 6 Current Load Coefficients in Lateral Direction..................... 34

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 v

 FIGURE 7 Current Moment Coefficients for Yaw.................................. 35
FIGURE 8 Hydrodynamic Model for Wave Load Calculation................ 36
FIGURE 9 Illustration of Fender Geometry............................................37
FIGURE 10 Fender Stiffness Curve........................................................ 37
FIGURE 11 Mooring Analysis Model....................................................... 38

APPENDIX 2 Abbreviations..................................................................................... 39
1 Abbreviations................................................................................ 39

APPENDIX 3 Reference Standards and Guidelines.............................................. 41

1 ABS Rules, Guides and Guidance Notes..................................... 41
3 Industry Standards and Guidelines...............................................41

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 vi

SECTION 1 Introduction

1 General (1 February 2019)

These Guidance Notes provide direction for the design and analysis of nearshore position mooring systems
used for floating structures such as Floating Offshore Liquefied Gas Terminals (FLGTs), Floating Storage
and Regasification Units (FSRUs), Floating Production Storage and Offloading Installations (FPSOs) and
accommodation barges.

The nearshore mooring system in this document is intended to provide a long-term permanent
stationkeeping solution, in that it is designed to keep the floating structure on position throughout its
design life.

Position mooring systems should be designed in accordance with applicable rules or guides with a level of
safety that matches the intended service. Special characteristics of the nearshore mooring systems are
provided in 1/3.9. Where applicable, the ABS Guide for Position Mooring Systems and Mooring
Equipment Guidelines, published by Oil Companies International Marine Forum (OCIMF) may be used
for nearshore position mooring systems.

These Guidance Notes primarily focus on:

i) Jetty mooring or tension pile mooring

ii) Design environment considerations
iii) Operating conditions
iv) Environmental Loads and bearing capacity of the mooring systems
v) Emergency release of the mooring system
vi) Mooring equipment qualification
vii) Maintenance, monitoring and inspection

The design of bottom fixed structures, such as a jetties, piers, quays, sea islands, wharfs, or dolphins,
which serve as holding foundations for the mooring systems, is generally the responsibility of the Owner.
Those structures should be designed in accordance with relevant industry guidelines and standards, and
they should be able to provide the required holding capacity for the mooring systems.

3 Overview of Nearshore Position Mooring Systems (1 February 2019)

Nearshore position mooring systems have close proximity to the shoreline, and the access to the mooring
system is relatively simple. In most cases, they can be accessed directly from structures that are connected
to shore. They are normally located in areas where currents and wave motions are influenced by seabed
bathymetry.

Similar to the position mooring systems defined in the ABS Guide for Position Mooring Systems, a
nearshore position mooring system can be designed based on one of the following two types:

i) Non-disconnectable. The floating structure stays at the location, even in severe weather. The
mooring system is designed for extreme events with the floating structure connected.
ii) Disconnectable. The floating structure can be disconnected from the mooring system and depart to
avoid severe weather. The mooring system alone is designed for extreme events, if applicable.

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 7

Section 1 Introduction

Nearshore position mooring in these Guidance Notes covers the following types of mooring
configurations:

i) Jetty Mooring (see 1/3.1)

ii) Tension Pile Mooring (See 1/3.3)
iii) Other Alternative Mooring Systems (See 1/3.5)

3.1 Jetty Mooring

Jetty mooring is a mooring system that affixes the floating structure alongside a jetty structure. In a jetty
mooring system, the anchoring points of the mooring system are either connected to onshore structures or
nearshore structures such as a jetty ( a pier, quay, sea island, wharf, or dolphins). A jetty mooring system
consists of:

● Mooring lines (fiber ropes, chain, and/or wire ropes)

● Mooring end fitting and accessories (thimbles, shackles)
● Fenders
● Quick release hooks
● Mooring equipment onboard the floating structure (mooring winch, fairlead, chain stoper, chocks,
bitts, rollers, and etc.)
● Jetty structure (mooring bollards, cleats, and/or other mooring equipment)

3.3 Tension Pile Mooring (1 February 2019)

A tension pile mooring system is similar to the tendon system used for a Tension Leg Platform (TLP). In
such a system, the position of the floating structure is maintained by the tension of several vertical piles
fixed to the seabed. The floating structure is connected at the piles using pins and hooks or other
connection hardware. The piles are uplifted in tension with the buoyancy of the floating structure. A
tension pile mooring system consists of:

● Piles and foundation of the piles

● Hooks on the top of piles
● Pins/extended pins on the hull of the floating structure

Tension piles are within the scope of ABS classification, and should comply with the requirements in 6/5
of the ABS Guide for Position Mooring Systems.

3.5 Other Alternative Mooring Systems (1 February 2019)

There are other alternative mooring systems such as:

● Guide pile mooring

● Hinged stiff leg restraint mooring

Unconventional mooring arrangements are either in-use or proposed at a small number of terminals.
Examples are:

● Vacuum pads
● ITB-style (Integrated Tug/Barge) hydraulic pins and matching slot

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 8

Section 1 Introduction

Nearshore position mooring technology is currently evolving. For innovative designs, reference can be
made to ABS Guidance Notes on Review and Approval of Novel Concepts and the principles contained in
these guidance notes.

3.7 Mooring Arrangement for Loading/Unloading Operations

For FLGTs or FSRUs, an LNGC is usually used to load/unload cargoes from the FLGT or FSRU. The
arrangement of FLGT/FRSU, LNGC and sometimes a jetty structure can be one of the following
configurations:

i) Side-by-side Mooring. The LNGC alongside FLGT/FSRU, and FLGT/FSRU may be moored
alongside a jetty structure in the case of jetty mooring, or with other types of mooring.
ii) Tandem Mooring. The LNGC is moored behind the FLGT/FSRU, both may be moored alongside
a jetty structure in the case of jetty mooring, or with other types of mooring.
iii) Cross Dock Jetty Structure. The LNGC and the FLGT/FSRU are moored on either side of the jetty
structure.

3.9 Comparison with other Mooring Systems

There are many commonalities between nearshore position mooring and offshore mooring in terms of
environmental load analysis and strength assessment of the mooring system.

Nearshore position mooring also has similarities to temporary berthing systems in terms of surrounding
environment, shore accessibility and mooring system arrangements.

1/3.9 Table 1 provides a comparison between nearshore position mooring, offshore mooring, and
temporary berthing. The list in the table highlights the differences that should be taken into consideration
in the design of nearshore position mooring systems.

Table 1
Comparison of Mooring Systems

Offshore Mooring for FPI Temporary Berthing Nearshore Mooring

Moored Floating Production facility/Terminal Ocean going/trading vessels Production facility/

Structure Types Terminal

Design Life 20 years or more N/A In accordance with the

moored facility

Distance to Shore No direct access to shore Direct access to shore Direct access to shore

Water Depth In general water depth has no No specific requirement for the Water depth has impact on
significant impact on wave and return period for the high and low wave and current load, as
current load on the moored water level well as clearance. Should
floater consider 100-year high and
low water level in the
analysis

Environmental Open ocean cOpen ocean Site-specific wave data may be Similar to temporary
Conditions condition, Site specific wave derived from the record of deep berthing
statistics are normally available water location. Bathymetry and
ondition, Site specific wave bottom effect may be important.
statistics are normally available Increased current load due to
small bottom clearance.

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 9

Section 1 Introduction

Offshore Mooring for FPI Temporary Berthing Nearshore Mooring

Mooring No easy access to the mooring Mooring lines are in the air. For jetty mooring, similar
Arrangement components. Mooring lines are Fenders attached to the terminals to temporary berthing.
submerged and relatively long. contact the moored vessels.
The natural period of the mooring Mooring lines are short and the
systems is relatively long. natural period of the mooring
systems is short.

Equipment Mooring equipment onboard the Mooring equipment onboard the Similar to offshore mooring
facility and controlled on the mooring terminals or on the
facility vessel

Mooring Line Should be avoided if possible. Often adjusted, wear and tear Jetty mooring is similar to
Adjustment and Replacement is expensive and could be high. The replacement is temporary berthing,
Replacement not easy. relatively easy. however, replacement may
disrupt the operation and
the cost may be high.

Operational Continuous production operation Loading/Offloading in a Similar to offshore mooring

Considerations for a relatively long period of relatively short period of time
time

Monitoring Systems Not often used during normal Often used during mooring line Should be used for mooring
operation adjustment, and berthing/ line adjustment and for
unberthing disconnecting

Inspection Methods Divers and ROV Easy access for visual inspection Similar to temporary
and measurement berthing

Analysis Method Coupled dynamic analysis Uncoupled quasi-static method Recommend the coupled
method including motions and where dynamic effects are often dynamic analysis method
line dynamic effects not included

Strength Assessment 100-year return period No specific return period. Recommend using 100-
environment for strength year return period
assessment environment and also
include the values for
maximum high water and
minimum low water levels

Fatigue Assessment Required Not required Required in general if the

components are designed
for long-term use. If the
components are designed
for periodical replacement,
fatigue assessment may not
be necessary

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 10

SECTION 2 Design Considerations

1 Design Life (1 February 2019)

The design life for the nearshore position mooring system is defined as its intended service life . The
design life of the mooring system may be different from the design life of the floating structure to which it
is connected. The design life for a nearshore position mooring should generally be 20 years, or in
accordance with the intended onsite service time of the floating structure that uses the mooring system for
position keeping. This applies to mooring line components, fenders and equipment that are not intended to
be replaced within the design life.

Depending on the inspection and maintenance program, the actual design life of the mooring line
components, fenders and equipment can vary if they are designed for easy retrieval, repair or replacement.
Some mooring line components such as rope tails may be designed for temporary use. Such components
should be periodically inspected during their service life and replaced if necessary.

3 Operational Considerations
Operational considerations, such as offset and accelerations, may set design limits to the nearshore position
mooring system, and should be considered in the mooring system design.

Operational considerations for the nearshore position mooring include but are not limited to:

● Berthing and un-berthing of the LNGC or other carriers

● Loading and offloading of gas or other products
● Disconnection and departure of the floating structure, as applicable
● Operations for production, regasification, or other activities, as applicable
● Operations of systems and equipment on board the floating structure that can be affected by the
mooring system and the floating structure

5 Mooring Design Conditions

The design of a nearshore position mooring system should address the conditions described below.

5.1 Design Environmental Condition (1 February 2019)

During Design Environmental Condition (DEC), the floating structure is moored alone without loading/
offloading carriers attached. Normal operations are suspended and loading devices (such as rigid loading
arm or flexible hoses) are disconnected.

During DEC, for a disconnectable nearshore position mooring, the mooring system stands alone without
floating structure if applicable.

For the DEC, the mooring system should be designed based on design limits for strength and fatigue,
where applicable.

5.3 Operation Condition

During the operation condition, the moored floating structure carries out production activities. The limiting
environmental conditions for operations should be specified by the owner/operator. The limiting conditions

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 11

Section 2 Design Considerations

could be determined from the floating structure’s motions, onboard equipment and loading devices. Under
the operation condition, the mooring system should be designed to not exceed the following limits:

i) Maximum allowable mooring tensions and loads under the owner specified operation
environmental conditions
ii) Maximum allowable offsets under the the limits of the loading devices, such as rigid loading arms
or flexible hoses, or owner specified operation environment conditions, where applicable
iii) Fatigue strength, where applicable

5.5 One Compartment Damage Condition (1 February 2019)

A one component damage condition occurs when one component, (such as a mooring line component)
which could affect the position holding capability of the mooring system, is damaged.

Under this condition, the mooring system should be designed to not exceed the following limits:

i) Maximum mooring tensions and loads

ii) Maximum offsets, where applicable

Where the spare components are available for a mooring system and the replacement can happen quickly
and it can be assumed that there is no effect on the position holding capability due to the damage of the
component, the damage condition for such a component may be excluded. The details of the spare
components, replacement, and the failure analysis should be documented. Fenders may be considered as a
no-fail component.

5.7 Disconnecting Conditions (1 February 2019)

For a disconnectable nearshore position mooring system with a Disconnectable notation, the
disconnecting condition should be included in the design. A disconnecting condition occurs when the
mooring system is disconnected under specified limiting environment conditions.

Under this condition, the mooring system should be designed to not exceed the following limits:

i) Maximum mooring tensions and loads under specified disconneting environment conditions
ii) Maximum offsets under specified disconneting environment conditions, where applicable

7 Environmental Conditions (1 February 2019)

Site-specific environmental conditions include:

● Wind (speed, direction and wind profile)

● Wave, swell and seiche (wave heights, periods and directions)
● Current (speed, direction and current profile)
● Water depth (tides, storm surge, bathymetry, etc)
● Air and sea temperature
● Ice and snow
● Marine growth
● Seismicity
● Sea ice
● Soil data, if applicable

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 12

Section 2 Design Considerations

Environmental criteria for the mooring systems includes:

● Design Environmental Condition (DEC), or DISconneting Environmental Condition (DISEC)

● Design Operating Condition (DOC)
● Long term statistics for fatigue analysis

The mooring system should be designed to survive the Design Environmental Condition (DEC) and, if
applicable, the Disconnecting Environmental Condition (DISEC). The mooring system should remain
operational under the specified Design Operating Condition (DOC).

The DEC should be selected, in general, based on 100-year return period conditions for wind, wave, and
current, as specified in 3/3 of the ABS Guide for Position Mooring Systems. For nearshore position
mooring, especially in shallow water where water elevation (tide, etc.) plays an important role, a 100-year
return period of Maximum High Water (MHW) level and Minimum Low Water (MLW) should be
considered.

For the Design Operating Condition, the following conditions are typically considered:

● One-year return period conditions for wind, current and wave, at the Lowest Astronomical Tide and
Highest Astronomical Tide, with the maximum unit loading condition and the ballast-only unit loading
condition.
● LNGCs designed for worldwide trading should be provided with mooring equipment capable of
resisting a 60 knot wind from any direction, simultaneous with 3 knots of current at 0° or 180° relative
heading, or 2 knots current at 10° or 170° relative heading, or 0.75 knot current from the direction of
maximum beam current loading.

7.1 Wind, Waves and Current (1 February 2019)

Nearshore locations may be exposed to adverse swell and long-period swell which imposes additional
cyclic loads on the mooring system. Currents may be tidal and reverse direction every few hours, or they
may be relatively steady, as in a river. Wind loads may be steady or sudden in a frontal passage or
thunderstorm. It is important to gather basic metocean data at the specific site and design the mooring
system according to the maximum environmental conditions encountered while the floating structure
remains moored.

Nearshore wind, wave and currents may be different from those in open oceans. Conditions such as
tsunami, swell, and seiche may be critical for nearshore position mooring system design based on the site
location. Care should be taken when assessing this data.

7.1.1 Wind
The wind conditions for various design conditions should be established from collected wind data
and should be consistent with other environmental parameters assumed to occur simultaneously.

The environmental report should present wind statistics for the installation site. The statistics
should be based on the analysis and interpretation of wind data by a recognized consultant. The
report should include a wind rose or table showing the frequency distributions of wind velocity
and direction and a table or graph showing the recurrence period of extreme winds. The
percentage of time for which the operational phase limiting wind velocity is expected to be
exceeded during a year and during the worst month or season should be identified.

7.1.2 Waves
The wave height versus wave period relationships for the design sea state should be accurately
determined from oceanographic data for the area of operation. The period can significantly affect
wave drift forces and vessel motions, and therefore a range of wave periods should be examined.

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 13

Section 2 Design Considerations

For fatigue analysis, the long-term joint distribution of wave heights and periods (scatter diagram)
is required. For some locations, swell may also be important and should be considered for
mooring system design.

The penetration of long period, low amplitude waves into a harbor can result in resonant standing
waves, when the wave forcing frequency coincides with a natural frequency of the harbor. The
resonant standing waves can result in large surge motions if this frequency is close to the natural
frequency of the mooring system.

7.1.3 Current
The most common categories of currents are:

i) Tidal currents (associated with astronomical tides)

ii) Circulation currents (loop and eddy currents)
iii) Storm-generated currents
iv) Soliton currents

The vector sum of the currents applicable to the site is the total current for each associated sea state. The
speed and direction of the current at different elevations should be specified. In certain areas, current force
can be the governing design load. Consequently, a selection of the appropriate current profile requires
careful consideration.

7.3 Water Depth

The consideration of water depth should take into account the following factors:

● Water level variation due to tides and storm surge

● Bathymetry
● Seafloor subsidence, if applicable

7.5 Directions of Wind, Wave and Current (1 February 2019)

The mooring system should be assessed under the most unfavorable combination of wind/wave/current
directions that can be reasonably assumed to occur. Direction combinations of wind, wave and current
other than those specified in 3/3.5.6 of the ABS Guide for Position Mooring Systems may be considered
for the nearshore position mooring system design based on site specific environmental data. The ability of
the floating structure to change heading in response to changing environmental conditions may be
considered.

7.7 Site Specific Environmental Data

The design values of wind, wave and current with required return periods should be based on site specific
environmental data.

9 Environmental Loads
The environmental loads should be calculated and submitted for review. General guidelines are given in
this Subsection.

9.1 Wind Loads (1 February 2019)

Wind loads should be calculated for all design conditions. Two methods are generally used to assess effects
of wind for design:

i) Wind is treated as constant in direction and speed, which is taken as the 1-minute average.

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 14

Section 2 Design Considerations

ii) Fluctuating wind is modeled by a steady component, based on 1-hour average velocity, plus a
time-varying component calculated from a suitable empirical wind gust spectrum.

For the final design of permanent moorings, Method ii) should be used. However, Method i) may be used
if it can be shown to be more conservative.

Wind speeds are normally given at a reference height of 10 meters (33 feet) above sea level. To convert the
wind velocity at a reference height for a given time average to velocity of a different height and time
average, the relationship should be derived based on site-specific conditions.

Wind loads can be calculated based on wind profiles and windage areas. The total wind force is obtained
by summing up the wind forces on each windage area.

For ship-type floating structures with relatively small superstructures (e.g., LNGCs), wind forces can be
calculated by using the coefficients presented in Mooring Equipment Guidelines by OCIMF. Additional
forces due to superstructures and equipment can be calculated for each windage area and added to the total
wind forces.

Wind forces may be determined by using wind tunnel or towing tank model test data. Model test data may
be used to predict wind loads for mooring system design provided that a representative model of the unit is
tested, and that the condition of the model in the tests, such as draft and deck cargo arrangement, closely
matches the expected conditions that the unit will see in service. Care should also be taken so that the
character of the flow in the model test matches the character of flow for the full-scale unit.

9.3 Current Loads (1 February 2019)

Current loads should be calculated with considerations of current direction and current profiles. Analytical
methods, model test data or full-scale measurements can be used for calculation. Current profiles used in
the design should be representative of the expected conditions at the installation site.

The effect of underkeel clearance on current force should be included. Where appropriate, flutter and
dynamic amplification due to vortex shedding should be taken into account.

Current forces can be calculated for ship-type floating structures (e.g., LNGC) using the coefficients
presented in Mooring Equipment Guidelines by OCIMF.

9.5 Wave Loads (1 February 2019)

Calculation of wave loads is normally based on a radiation/diffraction analysis up to the second order. The
main output of a radiation/diffraction analysis gives first-order excitation forces, hydrostatics, potential
damping, added mass, first-order motions in 6 Degrees-of-Freedom (DOFs) and second-order wave forces/
moments.

Hydrodynamic interactions between multiple (n) floating structures in close proximity may also be solved
using radiation/diffraction analyses, where the floating structures are normally solved in an integrated
system with motions in n x 6 DOFs.

For structures consisting of slender members that do not significantly alter the incident wave field, semi-
empirical formulations, such as Morison’s equation, may be used. For calculation of wave loads on
structural configurations that significantly alter the incident wave field, appropriate methods which account
for both the incident wave force (e.g., Froude-Krylov force) and the forces resulting from wave diffraction
should be used. In general, application of Morison’s equation may be used for structures comprising
slender members with diameters (or equivalent diameters giving the same cross-sectional areas parallel to
the flow) less than 20 percent of the wavelengths.

Special considerations for wave loads for nearshore position mooring design are listed below:

● Interaction effects between carrier, moored floating structure (vessel) and jetty structure especially for
side-by-side mooring configuration (for example LNGC/FSRU/Jetty).

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Section 2 Design Considerations

● Effect of bathymetry and the seefloor may need to be considered for the wave load calculation.
● A full quadratic transfer function (QTF) matrix is normally required for second-order wave drift forces
in shallow water where wave load is a dominant environment condition.
● The change of the seafloor topography due to sedimentation and other factors during the life time of
the floater may need to be considered.

9.7 Passing Vessel Effects (1 February 2019)

In locations with passing vessels, the passing vessel may induce considerable loads on the moored floating
structure. Those loads should be considered in the design.

When calculating the passing vessel induced loads, the sway and surge forces, as well as yaw moment, on
a moored floating structure should be established considering the following factors:

● Distance from the passing vessel to the moored floating structure.

● Size of passing vessel (ratio of length of moored floating structure to length of passing vessel, ratio of
midship section areas of the moored floating structure and passing vessel)
● Passing vessel speed
● Underkeel clearance of the moored floating structure and passing vessels
● Draft and trim of the moored floating structure and draft of the passing vessel
● Mooring line tension (tension distribution between lines, snap loads for slack lines)

Normal operating wind and current conditions can be assumed when calculating forces due to passing
vessels. Methodologies used to determine forces/moments on a moored floating structure are primarily:

● Field measurements
● Model tests
● Empirical equations
● Conventional hydrodynamic analysis
● Advanced analysis based on computational fluid dynamics (CFD) techniques

9.9 Effect of Piers

The effect of piers is one of the key design considerations . Consideration should be given to:

● Hydrodynamic interaction between the moored floating structure/pier/carrier

● Shielding for wind and current loads of the pier to the moored floating structure

Piers constructed on piles are effectively transparent to waves, but solid piers can have a significant
influence by reflecting the waves, and interaction with the waves generated by the motions of the floating
structure.

9.11 Multi-Body Dynamics

When two or more floating structures operate in close proximity, multi- body dynamics should be
considered. Model test results should be used if available. The hydrodynamics related to multi-body
dynamics are complex. This relates to the:

● Interaction in the first-order wave forces, added mass and damping, wave drift forces.
● Viscous damping of the surge, sway, yaw and roll motion of the vessel in close proximity of another
structure
● Interaction effect in the wind and current forces

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 16

Section 2 Design Considerations

For a single body with 6 DOFs, the equations of motion can be written as:

∑6j = 1 Mkj + mkj x¨j   +   Bkjx˙j   +   Ckjxj   =   Fk

where

xj = motion in j-direction
Fk = external forces in the k-mode of motion
Mkj = inertia matrix
mkj = added inertia matrix
Bkj = matrix of restoring coefficients
Ckj = matrix of damping force coefficients
k, j = 1-6, mode of motion

For multiple-bodies (number of bodies n), the integrated system will result in n x 6 DOFs coupled motion
of equations. All n bodies can be subject to wave-induced forces, hydrodynamic reaction forces and other
coupling effects (either linear or non-linear). The inertia and added inertia matrices are derived from multi
body diffraction analysis in the frequency domain.

When hydrodynamic loads are calculated based on multi-body dynamics, the wave shielding of one body
by another body is taken into account automatically. The wave exciting forces, the added mass and
damping of a given body is calculated with the other bodies present. For cross coupling terms (off-diagonal
coupling terms), when the bodies are in close proximity such as side-by-side, the hydrodynamic cross
coupling should be included in the analysis. The fully coupled matrix with the cross coupling between the
different bodies should be used for multi-body dynamic analysis.

11 Mooring Line and Fender Design Assessment

11.1 Mooring Line and Fender Load for Strength Analysis (1 February 2019)
A strength analysis should determine the maximum loads and maximum offsets for the design conditions.
In a one-component damage condition, a transient analysis should be performed to determine the
maximum offsets.

Results from the strength analysis are then checked against allowable values for the adequate strength of
the system against overloading and the sufficient clearance to avoid interference with other structures.

Mooring lines should be designed with the factors of safety specified in 3/7.7 of the ABS Guide for
Position Mooring Systems. They are also listed in 2/11.1 TABLE 1 below with respect to the breaking
strength and fatigue characteristics of mooring lines. These factors of safety are dependent on the design
conditions of the system, as well as the level of analyses. Allowances for corrosion and abrasion of a
mooring line should also be taken into consideration where applicable.

TABLE 1
Factor of Safety for Anchoring Lines

Factor of Safety

All Intact

Dynamic Analysis (DEC) 1.67

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 17

Section 2 Design Considerations

Factor of Safety

Quasi-Static (DEC) 2.00

One Broken Line (at New Equilibrium Position)

Dynamic Analysis (DEC) 1.25

Quasi-Static (DEC) 1.43

One Broken Line (Transient)

Dynamic Analysis (DEC) 1.05

Quasi-Static (DEC) 1.18

Mooring Component Fatigue Life w.r.t. Design Service Life

Inspectable areas 3.00

Non-inspectable and Critical Areas 10.00

Active mooring line adjustment should not be considered in the mooring analysis for maximum design
conditions. For a mooring system where the mooring line load could be significantly affected by the
different loading conditions (e.g., full load and ballast conditions), the mooring line may be adjusted for
different loading conditions. In such a case, they should be documented clearly in operations manual.

Fender loads should be calculated under the maximum environmental conditions in which the floating
structure is to remain at the berth. Fenders should be selected in accordance with industry standards.

11.1.1 Strength Analysis for Jelly Mooring (1 February 2019)

For jetty mooring system strength analysis, methodologies and guidelines for position mooring as
given in 8/5 of the ABS Guide for Position Mooring Systems and guidelines given in OCIMF
MEG can be referenced where applicable.

The calculations of the mooring line tension and fender loads should be based on dynamic
analysis methods. Where a different method is used, the assumptions and validations should be
documented. To calculate mooring line tensions and fender loads, the following loads should be
considered:

● Steady wind, current loads and mean wave drift forces

● First-order wave forces
● Slow wave drift forces
● Dynamic wind loads ( for wind loads calculation method, see 2/9.1 )

Due to the nonlinearity of the mooring and fender systems, a time-domain analysis is
recommended. The following analysis procedure may be used:

i) Obtain mooring system configuration or pattern

ii) Obtain environmental conditions
iii) Set up dynamic load model
● Loading conditions, mass properties of each floating structures
● Distance between each floating structure where applicable
● Hydrodynamic panel models for wave load
● Wind load model
● Current load model

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Section 2 Design Considerations

iv) Set up mooring line model

v) Set up fender model
vi) Calculate the hydrodynamic wave loads and hydrodynamic coefficients
● Consideration of effects from pier
● Consideration of passing by vessel effects
● Consideration of hydrodynamic interaction effects of multiple bodies
● Considerations of other loads, such as swell, tsunami or seiche
vii) Calculate wind and current load or load coefficients
● Consideration of floating structure draft, trim or list
● Consideration of floating structure under keel clearance
viii) Static analysis under steady wind, current and mean wave drift forces
ix) Perform time domain simulations
x) Obtain mooring line and fender loads
xi) Obtain vessel offsets where applicable

Normally, if the mooring system is designed to the maximum design wave, wind and current
forces, reserve strength will be sufficient to resist other moderate forces that may arise. However,
if other appreciable forces, such as passing vessel effects, tsunami, seiche or ice conditions exist,
considerable loads can be developed in the mooring lines. These forces are difficult to analyze and
should be usually determined through model testing, field measurements or advanced computer
programs.

11.1.2 Strength Analysis for Tension Pile Mooring

Strength analysis is required for structures onboard the floating structure that are in the load
bearing path of the mooring system. Load and motion analysis can be performed with the
restrictions from the tension piles to the floating structure appropriately considered. These
restrictions can be considered as additional stiffness that may be derived by a structural analysis
using 3D finite element models. Guidelines for strength analysis can be found in 3-2-3/3 of the
FPI Rules or other applicable industry standards.

For tension piles, guidelines for strength analysis can be found in Section 3-2-5 of the Offshore
Installations Rules.

11.1.3 Strength Analysis for Other Nearshore Position Moorings

For nearshore position mooring with new features, the analysis methods should be submitted by
the designer and reviewed by ABS on a case-by-case basis.

11.2 Assessment of Fender Load on the Contact Vessel (1 February 2019)

The jetty moored vessel should endure repetitive impact loads from fenders as the vessel oscillates due to
environment loads. 2/11.2 FIGURE 1 depicts a typical fender used for a jetty mooring system. The
strength of the shell plating of the vessel should be capable of withstanding these loadings. The pressure on
the hull from the fender can be calculated directly using the rated fender force specified by the
manufacturer. Alternatively, the pressure can be determined using maximum fender load obtained from
mooring analysis with a safety factor of 1.25 in the design environmental condition (DEC) and with a
safety factor of 1.67 in the Design Operation Condition (DOC).

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 19

Section 2 Design Considerations

FIGURE 1
Fender Contact

For the mooring analysis, the fender and vessel contact modeling should include the nonlinear stiffness and
the contact surface area of the fender. The friction coefficient on the fender surface should be set based on
manufacturer specification. Appendix 1 provides procedures for a jetty mooring analysis.

11.3 Mooring Line Fatigue Load Analysis (1 February 2019)

Fatigue analysis should be performed for mooring line components where applicable. For mooring line
components designed to be repairable and replaceable, fatigue analysis may not be necessary. The
replacement schedule should be submitted for review.

Fatigue life estimates are made by comparing the long-term cyclic loading in a mooring line component
with the fatigue capacity of that component. The factors of safety for fatigue life should be in accordance
with the requirement in the ABS Guide for Position Mooring Systems and are also listed in 2/11.1 TABLE
1.

11.3.1 Fatigue Analysis for Jetty Mooring (1 February 2019)

For jetty mooring system fatigue analysis, methodologies and guidelines for position mooring as
given in 8/5 of the ABS Guide for Position Mooring Systems can be referenced.

Mooring line fatigue loads should be calculated for each fatigue sea state based on long-term
statistics. The calculations of the mooring line fatigue loads should be based on the dynamic
analysis methods. To calculate mooring line fatigue loads the following loads should be
considered:

● Steady wind, current loads and mean wave drift forces

● First-order wave forces
● Slow wave drift forces

The following approaches can be used for the analysis:

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 20

Section 2 Design Considerations

11.3.1(a) Static and Frequency-Domain Analysis Approach

i) Static Analysis under steady Wind, Current and Mean Wave Drift Forces. Mooring line
loads are calculated based on the principle of static equilibrium. The change of mooring
system geometry due to elasticity of the line components should be considered in the
analysis.
ii) Frequency-Domain Analysis for First-Order Wave Loads Induced Mooring Line Fatigue
Loads. The first-order wave induced motions can be treated as independent of the
mooring properties. The motions should be estimated from model tests, calculated using
suitable computer software or measured from field observations at the site. Effects of pier
and multibody dynamics should be considered. The properties of local winds, seas and
swell are generally different and independent. Their effects on floating structure motions
should be estimated separately and then combined by taking the root of the sum of the
squares of the two motions induced by waves and swell. The additional mooring line
tensions due to wave motions are calculated by superimposing these motions onto the
equilibrium position. When mooring line dynamic effects are significant, these effects can
be considered through applying a line tension amplification factor.
iii) Frequency-Domain Analysis for Dynamic Wind Load and Second-Order Wave Load
Induced Mooring Line Fatigue Load. The low frequency motions can be calculated based
on linearized motion equations under the dynamic wind loads and second-order wave
loads in the frequency domain. The motion induced mooring line loads then can be
calculated based on the calculated motions.
11.3.1(b) Time-Domain Analysis Approach
● For each fatigue sea state, time-domain analysis can be performed based on the method as
given in 2/11.1.1.
● Tension cycles can be obtained based on rain-flow counting
● Fatigue life calculation is based on given mooring line fatigue capacity model

Due to the nonlinearity of the jetty mooring system, it is recommended that a time-domain
approach be used in the fatigue analysis. However, the frequency-domain dynamic analysis
method may be used in the fatigue analysis provided the nonlinear effects are appropriately
linearized. For further guidance on combination of the fatigue damage of wave frequency and low
frequency components in the fatigue analyses in the frequency domain, reference can be made to
API RP 2SK.

11.3.2 Fatigue Analysis for Tension Pile Mooring

Fatigue analysis is required for structures on board the floating structure that are in the load
bearing path of the mooring system. Guidelines for fatigue analysis can be found in Section
5B-2-4 of the FPI Rules or other applicable industry standards.

For tension piles, guidelines for fatigue analysis can be found in Section 3-2-5 of the Offshore
Installations Rules.

11.3.3 Fatigue Analysis for Other Nearshore Position Moorings

For nearshore position mooring with new features, the analysis methods should be submitted by
the designer and reviewed by ABS on a case-by-case basis.

11.5 Mooring Line Fatigue Capacity

When fatigue analysis is required, the appropriate fatigue capacity models (S-N curves or T-N curves) for
mooring line components of chain, wire rope and fiber rope should be used. As given in API RP 2SK, the
T-N curve approach is used to determine the number of cycles to failure for a specific mooring component
as a function of a constant normalized tension range. The T-N curve for a specific type of mooring
component is established based on experimental results.

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 21

Section 2 Design Considerations

The equation for a representative T-N curve is:

N   .   Tm   = K

where

N = number of permissible cycles of tension range ratio, T

T = ratio of tension range (double amplitude) to the reference breaking strength of the
component (see guidance given below)
m = inverse slope of the T-N fatigue curve
K = constant coefficient or mean load dependent coefficient

When determining the reference breaking strength of the mooring chain or connecting links, the diameter
for different periods of service life can be established if the corrosion and wear rate can be predicted. If the
corrosion and wear rate is uncertain, a conservative approach using the nominal diameter minus the
corrosion and wear allowance should be considered for the fatigue analysis. The reference breaking
strength for a wire rope should be its Minimum Breaking Strength (MBS).

For mooring line components with no standard fatigue capacity models (S-N curve or T-N curve), fatigue
testing should be performed to determine the mooring line fatigue capacity.

For the mooring components that could experience a much more complicated loading pattern, such as
those in a jetty mooring system, in comparison with that in offshore mooring leg (bending, tension, etc.),
and may experience high level of wear and tear, ultraviolet, heat and other harsh environments, traditional
Tension-Tension fatigue analysis may not yield reliable prediction of the fatigue life of these components.
Those components should be designed for easy inspection, maintenance and replacement.

11.7 Design Life and Replacement

Mooring line components and fender system components can be designed so as to not to require
replacement during their design life or service life (see2/1 for design life of permanent
components). Mooring line components and fender system components may also be designed to be
repairable and replaceable when needed during service life based on planned inspection and maintenance.
The design life of components intended for use on a temporary basis can be lower than 20 years and should
be regularly inspected and replaced when necessary based on material degradation.

For mooring line components that are not intended to be replaced during design life, the replacements of
such permanent components should depend on the inspection results from scheduled surveys required as
conditions for class. Replacement should be performed when required by the inspection results.

For mooring line components, such as rope tails and fender system components that are intended to be
regularly inspected and may be repaired and replaced periodically, the inspection plan including inspection
methods and inspection intervals of such temporary components should be in place and specified in the
Operations Manual.

13 Other Design Considerations (1 February 2019)

Mooring equipment should be reviewed in accordance with published ABS requirements for such
equipment or applicable recognized industry standards. Applicable ABS references and industry standards
are:

● Chain: ABS Guide for the Certification of Offshore Mooring Chain

● Fiber Ropes: ABS Guidance Notes on the Application of Fiber Rope for Offshore Mooring
● Wire Rope: API Spec 9A and API RP 9B

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 22

Section 2 Design Considerations

● Mooring Equipment Guidelines, OCIMF

The Mooring Equipment Guidelines provides detailed sources for the design considerations of mooring
hardware, inspections, maintenance and operations. It also provides items to consider regarding the human
factor elements in mooring design.

13.1 Clearance
Clearance (ship-to-unit, unit-to-jetty, unit bottom clearance, mooring lines to other adjacent structures)
should be considered in the design.

Sufficient bottom clearance of the floating structure should be maintained for water level variations due to
tides and draft, trim, and motions of the floating structures for all design conditions.

Clearance between an LNGC or other carrier to the floating structure (vessel-unit) and between the floating
structure to the jetty when applicable (unit-to-jetty) should be considered in the design.

The mooring system should be designed with sufficient clearance to avoid interference with other adjacent
structures for all design conditions.

13.3 Mooring Supporting Structure

Structures supporting anchoring equipment, fairleads and winches should be designed to the expected
design loads. Structural strength, bulking and fatigue of mooring supporting structures onboard the floating
structure as applicable should be considered in the design. Design and analysis criteria should conform to
the structural design requirements specified in 5A-1-4/3, 5B-1-2/7.3, 5B-2-4/5.3, and 5B-3-4/1.1 of the
FPI Rules and 3-7/3 of the FLGT Guide.

Considerations concerning the strength for mooring supporting structures and all mooring fittings (such as
chain stopper, fairleads, chocks, bitts, rollers, etc.) should be based on the principle of mooring line failure
before fitting failure and fitting failure before hull structure or foundation failure.

13.5 Mooring Holding Foundation

Structural strength, bulking and fatigue of mooring holding foundations for winches, fairleads and other
mooring equipment on board the FLGT, FSRU, and other floating structure as applicable, should be
considered in the design. The design and analysis criteria should conform to the structural design
requirements specified in Section 5A-1-3, 5B-1-2/7.3, 5B-2-3/1.13, and 5B-3-3/1.13 of the FPI Rules and
3-7/5.3 of the FLGT Guide.

13.7 Corrosion, Wear and Rope Creep (1 February 2019)

Corrosion, wear and rope creep should be considered in the design. Chain and wire rope will be degraded
due to corrosion and wear. Special attention should be paid to the components that often go through
chocks, sheaves, and bend shoes. In addition to wear or abrasion of the fiber ropes, ropes may creep and
experience creep rupture due to sustained and cyclic loads. Creep rupture can be a failure mode of fiber
rope, such as HMPE (high modulus polyethylene), due to continuous creep over time under a specific load
and temperature.

When chain is designed as a permanent component of the mooring lines, the allowance for corrosion and
wear should be included in the design. It should be noted that corrosion rate depends on type of steel and
seawater environment, and is often significantly accelerated in the first few years of service.

Corrosion protection can be provided by galvanizing individual wires. Corrosion of wire rope at
connections to sockets can be excessive due to the galvanized wire acting as an anode for adjacent
components. For permanent systems it is recommended that either the wire be electrically isolated from the
socket or that the socket be isolated from the adjacent component. Additional corrosion protection can be
achieved by adding sacrificial anodes to this area. Applying sheathing could be helpful to maintain the

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 23

Section 2 Design Considerations

long-term integrity of the wire especially for submerged wire ropes. However, sheathing may make
inspection of components difficult especially when they subject to bending.

For polyester mooring ropes, line adjustments may be needed during design service life due to rope creep,
and sufficient upper chain or wire segment length should be retained to allow future line adjustments
where applicable. Estimate of future line adjustments can be carried out using the creep rates at the creep
plateaus from the quasi-static stiffness test.

A main concern with HMPE (high modulus polyethylene) is its tendency to creep and the potential for
failure via creep rupture, which should be addressed in the design of permanent moorings. As an HMPE
rope creeps under tension, eventually it stretches to the point of complete failure. Another concern is the
need for re-tensioning because of HMPE's high creep rate. A creep analysis should be performed for an
intact mooring to estimate the total creep strain during the design service life. A creep rupture analysis
should be performed for an intact mooring to estimate the creep rupture life.

Aramid rope has better resistance to creep than polyester and HMPE rope, and therefore creep and creep
rupture analysis are not required for mooring design utilizing Aramid rope.

13.9 Safety Considerations (1 February 2019)

Safety considerations, such as snap-back should be taken into account in the design.

Snap-back is the sudden release of the energy stored in a tensioned mooring line when it parts as the
mooring line reverts to its original length. The two ends of the line recoil or snap-back towards or past
their secured ends. When a synthetic mooring line breaks, the snap-back effect can be extremely powerful
and the rope ends may reach a high velocity as they recoil. Anyone within the snap-back zone at either end
of the line risks serious injury or death.

It is to be noted that the most likely snap-back zones depend on actual mooring arrangements onboard.
Sometimes, a synthetic tail is added to a mooring line to provide additional elasticity in the mooring
system and serve to reduce peak dynamic loads. As a result of the tail’s elasticity, the elongation of the
total mooring line under tension is increased; this introduces significant stored energy that will be released
if the mooring line fails. When connecting synthetic tails to HMSF (High Modulus Synthetic Fiber) and
wire mooring lines, the energy introduced due to the elasticity of the tails can significantly increase the
snap-back hazard.

It is also important to consider the effects of fire / blast and the resulting thermal effects on nearshore
mooring systems which are not submerged. Mooring systems are normally located at the extremities of the
vessel, but due considerations should be made for impact of congested topsides (e.g. FLNG, and later
generation of FPSO topsides) and possible ignition of gas clouds as a result of LNG leakage. Accordingly,
fire and blast studies together with gas dispersion/thermal analyses should be used to recommend safety
zones for the mooring system location (noting that high temperatures can also adversely affect certain
synthetic ropes). The Sections 5C-13-11 and 5C-13-12 of the ABS Marine Vessel Rules can be referred on
fire safety and explosion preventions, respectively.

13.11 Bend Radius and Bending Fatigue of Mooring Line

Bending fatigue of mooring line components, such as chain and wire rope, should be considered in the
design. The strength and life expectancy of fiber rope and wire are directly related to the anticipated bend
radius in service. The rope manufacturer’s guidelines on acceptable minimum bend radius and industry
guidelines, such as OCIMF and API RP 2SK, should be consulted for each specific application. For some
applications in a permanent mooring, location of fiber rope segments should be designed to be away from
fairlead and seafloor to avoid excessive bending by using segments of chains at the top and bottom.
Allocating the winches toward the deck edge can also reduce the bending of the mooring lines.

The strength of wire rope decreases when bent over a radius. An acceptable minimum bend ratio should be
determined based on different application.

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 24

Section 2 Design Considerations

At the moment, publically available data for bending-tension fatigue of chain, wire and fiber rope are
insufficient for generating design curves. In the absence of a fatigue design, precautionary measures should
be taken to avoid mooring failure due to bending-tension fatigue. For example, the fairlead to line diameter
ratio (D/d) should be large enough to minimize bending. The portion of mooring line in direct contact with
a fairlead should be regularly inspected. Also, this portion should be periodically shifted to avoid constant
bending in one area.

Industry experience indicates that chain links in direct contact with fairleads, bending shoes, chain
stoppers, or hawser pipes can be subjected to additional stress concentrations, which in turn can cause
premature fatigue failure. Stress concentrations under these conditions should be carefully evaluated by
finite element analysis, especially for permanent moorings. Fatigue analysis should account for the
additional stress concentration in these areas.

It is recommended that fairleads used in position mooring system should provide sufficient sheave to rope
diameter ratio to minimize tension-bending fatigue. It is recommended that sheaves for wire rope have
diameter (D/d) ratios of 16-25 for relatively short-term mobile mooring and 40-60 for long-term permanent
mooring. Typically 7 to 9 pocket wildcat sheaves are recommended for chain. Other constructions which
provide similar or better support may be considered.

It is also recommended that all the winches and related mooring equipment be located to the side of the
unit to avoid bending over side and snap back effects.

13.13 Axial Compression Fatigue of Fiber Rope

Axial compression fatigue of fiber rope should be considered in the nearshore position mooring design
when fiber ropes are used as the mooring line components.

Axial compression degradation is a failure mode for fiber rope under low tension or compression. Axial
compression fatigue for aramid ropes should be properly addressed. Individual filaments may suffer
compression fatigue if the bending of the rope is severe.

13.15 Mooring Load Monitoring

A mooring load monitoring system or other acceptable monitoring system should be provided for tracking
environmental conditions or mooring line tensions in order to assist in the decision to disconnect the
floating structure from the mooring system for a disconnectable nearshore position mooring, as well as
tracking line life and stopping operations for non-disconnectable mooring system.

When mooring line adjustment is required in the design, moored floating structures should be equipped
with a calibrated system for measuring mooring line tensions if the operation requires mooring line
adjustment, and line tensions should be continuously displayed at each winch. For floating structures that
do not require a tension measurement device, a device for detecting mooring failure should be considered
if the mooring lines of the mooring system are not visually inspectable for line failure.

It should be noted that upon completion of mooring line adjustment, line tensions should be set to the
design values. The mooring system should be set back to its original approved design configuration. The
winch brake should be applied and winch motor put out of gear, if applicable.

13.17 Mooring Equipment

If the mooring lines are terminated and secured by winch brakes, the winch brakes should be able to render
at 60% Minimum Breaking Load (MBL). Since brakes may deteriorate in service, it is recommended to
design new equipment to hold 80% of the line’s MBL, but have the capability to be adjusted down to 60%
of the line’s MBL. If the mooring system is designed to be terminated and secured by a chain stopper for a
long-term operation, the chain stopper should be designed to the MBL of the mooring line.

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 25

Section 2 Design Considerations

13.19 Inspection and Replacement

For nearshore mooring systems, the mooring components are generally accessible. Mooring system design
should consider easy inspection and replacement of the mooring components.

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 26

SECTION 3 Documentation

1 Mooring Arrangement and Equipment

i) Mooring arrangement or pattern
ii) Details of mooring line components
iii) Details of connections between mooring segments
iv) Details of connections at anchors to mooring line segments, if applicable
v) Details of mooring line end fitting and accessories
vi) Details of clump weight and in-line (spring) buoy, if applicable
vii) Details of buoy for Catenary Anchor Leg Mooring (CALM) system, if applicable
viii) Details of Single Anchor Leg Mooring (SALM) structures, if applicable
ix) Details of Turret System to show turret structure, swivel and turntable, if applicable
x) Details of yoke (hard or soft) connecting the floating structure to CALM/SALM structure, if
applicable
xi) Details of anchoring system and/or pile foundation, if applicable
xii) Details of onboard mooring equipment
xiii) Details of mooring disconnection devices, if applicable
xiv) Details of monitoring systems, if applicable
xv) Specifications for mooring line components, connections, fittings and accessories
xvi) Specifications for onboard mooring equipment

3 Analysis Reports
The following analysis reports should be submitted for review:

i) Environmental report
ii) Site condition for soil data, if applicable
iii) Environmental loads calculation
iv) Model Test report when the design loads are based on model tests in a wave basin
v) Hydrodynamic and motion analysis report
vi) Mooring strength and fatigue analysis reports
vii) Sedimentation study, where applicable

5 Operations Manual
An operations manual with following information on the nearshore position mooring should be submitted
for review:

i) Limiting environmental conditions for design operation conditions.

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 27

Section 3 Documentation

ii) Limiting environmental conditions for mooring disconnecting conditions, if applicable.

iii) Disconnecting Procedure, if applicable.
iv) Inspection interval of rope tails and mooring line components and fenders, if applicable.
v) Rope and rope tail replacement interval, if applicable. Supporting documents for recommended
replacement interval may be required.

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 28

APPENDIX 1 Sample Jetty Mooring Analysis (1 February 2019)

1 General
This Appendix provides an example of a jetty mooring analysis to illustrate the analysis procedures. This
example of a jetty mooring is for a nearshore permanently moored floating storage unit subject to wind,
wave and current loads. It is applicable to any nearshore jetty mooring for a permanently moored floating
production unit.

The analysis is performed for a typical vessel with assumed load cases. The data provided is for reference
only and should not be used for any specific project.

2 Jetty Mooring Configuration

Appendix 1, Figure 1 is a common jetty mooring arrangement. In this configuration, the vessel is tied to
the jetty using several mooring lines, with the line pretension balanced by fender counter force. This
arrangement provides a very stiff mooring system with minimal vessel motions, which is essential for LNG
offloading operations.

In this particular case study, the vessel is moored with 24 mooring lines and 4 fenders. The lines are
composed of two sections, one being steel wire and connecting to the vessel, and a polyester rope tail
connecting to the berthing facility. The fenders are cone shaped with a rectangular plate attached at the
front that comes in contact with the vessel. Fender geometry is shown in A1/4 FIGURE 9. The
arrangement of the lines and fenders are shown in A1/2 FIGURE 1.

FIGURE 1
Jetty Mooring Configuration

3 Environmental Conditions
Site-specific environmental data from metocean report should be used and should contain the following:

i) Meteorological data
● Wind (speed, direction, profile)
● Temperature (air, sea)

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 29

Appendix 1 Sample Jetty Mooring Analysis

ii) Oceanographic data

● Bathymetry
● Water levels (tides, storm surge)
● Currents (speed, direction, profile)
● Waves (height, period, direction)

Loading due to these environmental factors should be carefully considered and analysis should be
performed considering relevant vessel loading conditions for:

● Design Environmental Condition (DEC)

● Design Operating Condition (DOC)
● Disconnecting Environmental Condition (DISEC)

The mooring system should survive the design environmental condition without disconnecting. For this
study, environmental parameters corresponding to a 1-year return period were used for the operational
condition and a 100-year return period were used for the design environmental condition, see A1/3 TABLE
1.

TABLE 1
Environmental Conditions

Return Period (years) Wind Speed (m/s) Current Speed (m/s) Significant Wave Peak Period (s)
Height (m)

1 8.5 1.39 1.5 5.6

100 10.7 1.53 3.2 8.3

Directions of the environmental loads are also provided. Specific modeling details for wind, waves and
currents are given below.

3.1 Wind Load Calculation

The wind load is calculated based on the OCIMF wind coefficients for prismatic LNG type tanks and
illustrated in A1/3.1 FIGURE 2 and A1/3.1 FIGURE 3. Note that those coefficients can be obtained
through wind tunnel tests. The effective windage area in the longitudinal and lateral directions are obtained
for particular loading conditions. The yaw wind moment area is calculated using the OCIMF guideline.

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Appendix 1 Sample Jetty Mooring Analysis

FIGURE 2
Wind Load Coefficients for Surge and Sway

FIGURE 3
Wind Load Coefficients for Yaw

The resultant wind forces/moment acting on the moored vessel are calculated using the following
Equations. The resultant forces/moment refer to the center of the vessel.
1 2
Fxw = 2 CxρwVw AT
1 2
Fyw = 2 CyρwVw AL
1 2
Mzw = 2 CxyρwVw ALLBP

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Appendix 1 Sample Jetty Mooring Analysis

where

Fxw = wind force in longitudinal direction, KN (lbf)

Fyw = wind force in lateral direction, KN (lbf)

Mzw = wind moment in yaw direction, KN-m (lbf-ft)

ρw = air density, tonnes/m3 (slugs/ft3)

Vw = wind speed, m/s (ft/s)

AT = windage area in the longitudinal direction, m2 (ft2)

AL = windage area in the lateral direction, m2 (ft2)

LBP = vessel's length between perpendiculars, m (ft)

3.2 Current Load Calculation

The current load is calculated using the OCIMF coefficients. The current force area in longitudinal and
lateral are obtained for particular loading conditions. The yaw moment area is calculated using the OCIMF
guideline.

For the nearshore environment, the current is typically stronger along the shoreline and weaker
perpendicular to the shoreline. A1/3.2 FIGURE 4 depicts the current speed and direction as an example,
where the high current speed is along the shoreline. The current profile also varies with depth, thus surface,
mid depth and near seabed values were used to define the current profile.

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Appendix 1 Sample Jetty Mooring Analysis

FIGURE 4
Current Speed and Direction

The current load coefficients for the vessel are obtained from the OCIMF recommendation (see A1/3.2
FIGURE 5, A1/3.2 FIGURE 6 and A1/3.2 FIGURE 7). Two water depth to draft ratios are considered
corresponding to fully loaded vessel in low tide (WD/T = 1.69) and ballast vessel in high tide (WD/T =
2.14).

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Appendix 1 Sample Jetty Mooring Analysis

FIGURE 5
Current Load Coefficients in Longitudinal Direction

FIGURE 6
Current Load Coefficients in Lateral Direction

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Appendix 1 Sample Jetty Mooring Analysis

FIGURE 7
Current Moment Coefficients for Yaw

The resultant current forces/moment acting on the moored vessel are calculated using the following
Equations. The resultant forces/moment refer to the center of the vessel.
1
Fxc = 2 CxρcVc2LBPT
1
Fyc = 2 CyρcVc2LBPT
1
Mzc = 2 CxyρcVc2LBP
2
T

where

Fxc = current force in longitudinal direction, KN (lbf)

Fyc = current force in lateral direction, KN (lbf)

Mzc = current moment in yaw direction, KN-m (lbf-ft)

ρc = seawater density, tonnes/m3 (slugs/ft3)

Vc = current speed, m/s (ft/s)

LBP = vessel's length between perpendiculars, m (ft)

T = draft, m (ft)

3.3 Wave Load Calculation

The wave load is calculated for site-specific sea state data. A diffraction analysis is performed for the
freely floating vessel to obtain the wave forces of first order and second order drift forces. Commercial
software for the wave forces predictions are available and can be used to obtain the wave forces. A1/3.3
FIGURE 8 illustrates a hydrodynamic panel model for wave forces calculations.

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Appendix 1 Sample Jetty Mooring Analysis

FIGURE 8
Hydrodynamic Model for Wave Load Calculation

4 Mooring Analysis
The mooring analysis includes the modeling of mooring lines, fenders and the moored vessel, and predicts
motions of the moored vessel and mooring line and fender load. The inputs include geometry, dimensions,
main particulars, stiffness properties and environment conditions and environment load coefficients. A1/4
TABLE 2 lists the properties of the fender selected for this case study and A1/4 FIGURE 9 and A1/4
FIGURE 10 illustrate fender’s geometry and stiffness property.

The mooring analysis model is plotted in A1/4 FIGURE 11. The hydrodynamic loads calculated from load
analysis are utilized for the mooring analysis. In this case study, the mooring line and fender loads are
obtained through 3-hour time domain simulation. The most probable extreme value of the line tension and
fender reaction forces in design environment conditions and operating conditions are obtained from the
mooring analysis.

TABLE 2
Fender Information

Geometry

Height H 2m

∅W 3.2 m

∅U 1.955 m

Weight 9560 kg

Rated Energy Performance Data (RPD)

Rated Energy ER 3800 KN-m

Rated Reaction RR 3680 KN

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 36

Appendix 1 Sample Jetty Mooring Analysis

FIGURE 9
Illustration of Fender Geometry

FIGURE 10
Fender Stiffness Curve

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Appendix 1 Sample Jetty Mooring Analysis

FIGURE 11
Mooring Analysis Model

5 Extreme Value Selection

The extreme values of mooring line tension and fender loads are determined from the most probable
extreme values of the 3-hour time domain simulations. For the mooring lines, these maximum values are
checked against the allowable maximum tension with the safety factors given in this Guidance Notes
which are 1.67 for intact mooring condition and 1.25 for one-line damage condition.

For the fenders, the compression limits of the fenders provided by the manufacturers can be followed.

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 38

APPENDIX 2 Abbreviations

1 Abbreviations (1 February 2019)

ABS: American Bureau of Shipping

API: American Petroleum Institute

CALM: Catenary Anchor Leg Mooring

CFD: Computational Fluid Dynamics

CNG: Compressed Natural Gas

DEC: Design Environmental Condition

DIC: Design Installation Condition

DISEC: Disconnecting Environmental Condition

DOC: Design Operating Condition

DOFs: Degrees-of-Freedom

FLGT: Floating Offshore Liquefied Gas Terminals

FPI: Floating Production Installations

FPSO: Floating Production Storage and Offloading

FSRU: Floating Storage and Regasification Unit

HMPE: High Modulus Polyethylene

HMSF: High Modulus Synthetic Fiber

LNG: Liquefied Natural Gas

LNGC: Liquefied Natural Gas Carrier

LPG: Liquefied Petroleum Gas

MBL: Minimum Breaking Load

MBS: Minimum Breaking Strength

MEG: Mooring Equipment Guidelines

OCIMF: Oil Companies International Marine Forum

QTF: Quadratic Transfer Function

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 39

Appendix 2 Abbreviations

ROVs: Remotely Operated Vehicles

SALM: Single Anchor Leg Mooring

TLP: Tension Leg Platform

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 40

APPENDIX 3 Reference Standards and Guidelines

1 ABS Rules, Guides and Guidance Notes (1 February 2019)

The ABS Guidance Notes on Nearshore Position Mooring are intended for use in conjunction with the FPI
Rules and the FLGT Guide or other applicable ABS Rules and Guides as listed below:

i) ABS Rules for Building and Classing Floating Production Installations (FPI Rules)
ii) ABS Guide for Building and Classing Floating Offshore Liquefied Gas Terminals (FLGT Guide)
iii) ABS Guide for Building and Classing LNG Regasification Vessels
iv) ABS Rules for Building and Classing Single Point Moorings (SPM Rules)
v) ABS Guide for the Certification of Offshore Mooring Chain
vi) ABS Guidance Notes on the Application of Fiber Rope for Offshore Mooring
vii) ABS Guide for Building and Classing Gravity-Based Offshore LNG Terminals
viii) ABS Rules for Building and Classing Offshore Installations (Offshore Installations Rules)
ix) ABS Guide for Building and Classing Liquefied Gas Carriers with Independent Tanks
x) ABS Guide for Liquefied Gas Carrier Storage Service
xi) ABS Guide for LNG Bunkering
xii) ABS Guide for Automatic or Remote Control and Monitoring Systems for Vessels in Port
xiii) ABS Guide for Position Mooring Systems

3 Industry Standards and Guidelines (1 February 2019)

References issued by other industry organizations are listed as below:

i) References issued by other industry organizations are listed as below:

ii) API RP 2SK, Recommended Practice for Design and Analysis of Stationkeeping Systems for
Floating Structures
iii) API RP 2SM, Recommended Practice for Design, Manufacture, Installation, and Maintenance of
Synthetic Fiber Ropes for Offshore Mooring
iv) API RP 2T, Recommended Practice for Planning, Designing, and Constructing Tension Leg
Platforms
v) API RP 2I, Recommended Practice for In-Service Inspection of Mooring Hardware for Floating
Drilling Units
vi) API Spec 9A, Specification for Wire Rope
vii) API RP 9B, Recommended Practice on Application, Care, and Use of Wire Rope for Oil Field
Service
viii) ISO 19901-7, Petroleum and natural gas industries - Specific Requirements for Offshore
Structures, Part 7: Stationkeeping Systems for Floating Offshore Structures and Mobile Offshore
Units
ix) OCIMF MEG, Mooring Equipment Guidelines, by Oil Companies International Marine Forum

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Appendix 3 Reference Standards and Guidelines

x) OCIMF, The Hazards of Snap-back, Oil Companies International Marine Forum

ABS GUIDANCE NOTES ON NEARSHORE POSITION MOORING • 2019 42