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Dolphin Load Design Report

Report number : Revision : Date : Date document: 17/06/08

Client

XXXX P.O. Box 541, 2501 AN The Hague

Author

Name: Direct line: E-mail:

© No part of this report [drawing] and/or design may be reproduced, published and/or passed to any third party, without the prior written consent of Delta Marine Consultants. Delta Marine Consultants is a tradename of BAM Infraconsult bv.

C Final MEY 16-09-2008 LGR 16-09-2008 LGR 16-09-2008

B Updated draft MEY 28-07-2008 LGR 31-7-2008 LGR 31-07-2008

A Draft CMR 18-06-2008 LGR 18-06-2008 LGR 18-06-2008

Revision Status Author Date Verified Date Released DMC Date

952200-rap-u-0014, Dolphin Load Design Report revision C 16 September 2008 2 / 83

Executive Summary

Delta Marine Consultants [DMC] was requested by XXXXto prepare a fit for purpose analysis of the existing gas jetty at Marsa al Brega. This jetty consists of two berths for the export of gas [LPG/LNG]. The objective of the project is to upgrade these jetties in line with a full rejuvenation scheme to enable an increase in terminal throughput and the receipt of LNG-carriers up to 75,000 m

3 as per 1 January 2009.

This rejuvenation scheme is based on the following activities:

temporary upgrading of a berth to meet the Jan-2009 milestone;

define and implement modifications to the jetty to guarantee safe loading operations for LPG and LNG carriers up to 7,000 m

3 and 75,000 m

3 capacity respectively.

The aim of this study was to determine the loads on the present dolphins based on TERMSIM simulations. For the analysis it was assumed that 5,000m

3 LPG carriers moor at berth A and 75,000m

3 LNG carriers

moor at berth B. The table below presents the maximum forces on the dolphins based on the TERMSIM analysis. The position of the dolphins is outlined in this report. Various line configurations have been considered.

Dolphin Hs Tm Udir Hsdir nr. lines Maximum load

[kN]

Original Design load

[kN]

Load Ratio

Berth A MD1 0.59 6 330 60 4 530 712 0.74

BD11 0.72 6 30 60 2 303

BD12 0.57 8 330 60 2 272

MD12 0.50 8 330 60 4 585

Berth B MD2 0.65 8 330 60 4 1514 712 2.13

MD3 1.07 6 330 60 3 2120 712 2.98

BD23 1.07 6 330 60 2 568

BD25 1.40 6 330 30 2 636

MD14 0.68 8 330 30 3 2111

MD5 0.69 8 330 30 2 1070 712 1.50

Maximum dolphin forces The existing dolphins do not have sufficient design capacity to accommodate the maximum design loads based on the capacity of the lines on board. Hence the structural capacity of the dolphins will be governing for the design rather than the mooring gear on board. Operability studies have been carried out in the past to assess the anticipated downtime without considering a restriction on the dolphin capacity. After completion of these studies, information on the original design capacity became available. The effect of the reduced design capacity of the dolphins has been considered and the following table summarises the main conclusions in terms of resultant downtime estimates. It is emphasized that the design capacities of the dolphin still do not consider the potential further reduction in dolphin capacity following from the ongoing site inspections.


Downtime characteristics based on original design

capacity mooring dolphins

Downtime characteristics based on capacity of mooring gear

only

T < 6 s Hs = 0.60 m Hs = 1.30 m T = 8 s Hs = 0.30 m Hs = 0.65 m

T = 10 s Hs = 0.15 m Hs = 0.35 m

Downtime

Nominal values Mean annual downtime ratio 6.1% 5.0 Worst month downtime ratio 17.4% 13.7

Sensitivity [50% higher waves at berth]

Mean annual downtime ratio 12.7% 5.9 Worst month downtime ratio 26.8% 16.6


On the basis of these results and the design philosophy for dolphins as indicated in DEP 35.00.10.10, the following has been concluded:

Max. number of lines

MBL mooring

line [kN]

Design dolphin load based on DEP

35.00.10.10 (exposed berths)

TERMSIM Original design hawser

load

Conclusion

Operational [kN]

Extreme [kN]

[kN]

[kN]

Berth A

MD1 [original] 4 353 847 1,200 530 712 Refer note 1 (530)

BD1 [original] 2 353 424 635 712 Refer note 1 (424 oper / 635 extr)

BD11 2 353 424 635 303 N/A Refer note 2 (424 oper / 635 extr)


MD12 4 353 847 1,200 585 N/A Refer note 2 (847 oper / 1200 ext)

Berth A&B

MD2 [original] 2 + 2

353 1,450

2,164 3,245 1,514 712 Refer note 3; MD22 (2,610 oper / 3,770 ext)

Berth B

MD3 [original] 3 1,450 2,610 3,770 2,120 712 Refer note 3: MD23 (2,610 oper / 3,770 ext)

BD23 2 1,200 1,440 2,160 568 N/A Refer note 2 (1,440 oper / 2,160 ext)


MD4 [original] 2 1,450 1,440 2,610 712 Refer note 3: MD24 (2,610 oper / 3,770 ext)

MD14 3 1,450 2,610 3,770 2,111 N/A Refer note 4: MD24

MD5 [original] 2 1,450 1,740 2,610 1,070 712 Refer note 3: MD25 (2,610 oper / 3,770 ext)

Note: 1. Scenario A acceptable provided that inspection demonstrates that piles is not deteriorated; The

maximum design load on the dolphin under limiting in berth conditions to be taken as value in brackets

2. New dolphin to be designed for hawser pull load as specified in between brackets 3. Dolphin inadequate, both in terms of position and capacity. To be replaced by new dolphin of

scenario B as indicated in italics. The design load shall be taken as the value given in brackets. 4. Dolphin no longer present in concluded scenario; to be replaced by dolphin quoted in italics


Index

1 Introduction .............................................................................................. 7

2 Design philosophy ................................................................................... 8

3 Vessel data ............................................................................................. 11

3.1 LPG carrier ....................................................................................................... 11

3.2 LNG carrier ....................................................................................................... 12

4 Configurations berth A and B ............................................................... 13

4.1 General information ......................................................................................... 13

4.2 Berth A ............................................................................................................. 13

4.2.1 Case 1 ............................................................................................................................... 13

4.2.2 Case 2 ............................................................................................................................... 14

4.3 Berth B ............................................................................................................. 15

4.3.1 Case 1 ............................................................................................................................... 15

4.3.2 Case 2 ............................................................................................................................... 16

5 Mooring criteria berth A ........................................................................ 17

5.1 Criteria mooring gear ...................................................................................... 17

5.1.1 Mooring lines ................................................................................................................... 17

5.1.2 Fenders ............................................................................................................................ 17

5.2 Criteria mooring dolphins ............................................................................... 17

5.3 Run definition .................................................................................................. 18

5.4 Limits mooring gear capacity ......................................................................... 19

5.4.1 Case 1 ............................................................................................................................... 19

5.4.2 Case 2 ............................................................................................................................... 19

5.5 Limits dolphin capacity ................................................................................... 19

5.5.1 Case1 ................................................................................................................................ 19

5.5.2 Case2 ................................................................................................................................ 20

5.6 Maximum loads on dolphins ........................................................................... 20

6 Mooring criteria berth B ........................................................................ 21

6.1 Criteria mooring gear ...................................................................................... 21

6.1.1 Mooring lines ................................................................................................................... 21

6.1.2 Fenders ............................................................................................................................ 21

6.2 Criteria mooring dolphins ............................................................................... 21

6.3 Run definition .................................................................................................. 22


6.4 Limits mooring gear capacity ......................................................................... 23

6.4.1 Case 1 ............................................................................................................................... 23

6.4.2 Case 2 ............................................................................................................................... 23

6.5 Limits dolphin capacity ................................................................................... 24

6.5.1 Case1 ................................................................................................................................ 24

6.5.2 Case2 ................................................................................................................................ 24

6.5.3 Case 3 ............................................................................................................................... 25

6.6 Maximum loads on dolphins ........................................................................... 25

7 Design loads new dolphins ................................................................... 26

8 Operability analyses for 75,000m3 LNGC at existing berth B............. 27

8.1 Moored ship analyses ..................................................................................... 27

8.1.1 Environmental conditions .............................................................................................. 27

8.1.2 Berthing configuration ................................................................................................... 28

8.1.3 Moored ship limits based on capacity mooring gear and fender loads .................... 29

8.1.4 Moored ship limits based on limited dolphin capacity of 712kN ............................... 30

8.1.5 Navigation limits ............................................................................................................. 31

8.2 Operability analyses ........................................................................................ 32

8.2.1 Down Time Analysis Model (DTA model) ..................................................................... 32

8.2.2 Turn around time ............................................................................................................. 32

8.2.3 Downtime of a 75,000m3 LNG carrier at berth B including limited dolphin capacity 33

8.2.4 Downtime of a 75,000m3 LNG carrier at berth B due to exceedence of line and fender

forces 37

8.2.5 Conclusions ..................................................................................................................... 38

9 References ............................................................................................. 38

Appendix A: Line forces .................................................................................... 39

Appendix B: Loads on dolphins berth A .......................................................... 47

Appendix C: Loads on dolphins berth B .......................................................... 50

Appendix D: TERMSIM berth A, case1 ............................................................. 53

Appendix E: TERMSIM berth B, case1 .............................................................. 68


1 Introduction

XXXXwas requested by XXXX[Mr. H. Gayake] to prepare a fit for purpose analysis of the existing gas jetty at XXXX[ref #1]. The gas jetty in the port of XXXXconsists of two berths for the export of gas [LPG/LNG]. The objective of the project is to upgrade these jetties in line with a full rejuvenation scheme to enable an increase in terminal throughput and the receipt of LNG-carriers up to 75,000 m

3 as per 1 January 2009.

This rejuvenation scheme is based on the following activities:

temporary upgrading of a berth to meet the Jan-2009 milestone [not part of this scope]

define and implement modifications to the jetty to guarantee safe loading operations for LPG and LNG carriers up to 7,000 m

3 and 75,000 m

3 capacity respectively.

The objective of the overall study is to:

1. Carry out a structural “fit for purpose” analysis of the existing jetty component; 2. Confirm design loads for the dolphins based on TERMSIM simulations and XXXX design philosophy; 3. Structural analysis of new mooring and breasting dolphins.

The layout of the two berths is outlined in Figure 1.1.

Figure 1.1: Berths locations Port Marsa el Brega

Berth A

Berth B


2 Design philosophy

The design for assessment of loads is based on the method indicated in DEP 35.00.10.10, Part III, Section 11. The relevant section is quoted below: “ The mooring provisions for jetties for VLCCs and oil product and LPG/LNG carriers should consist of a series of Quick Release Hooks installed on mooring dolphins. Quick Release Hooks enable the release of a mooring line under tension if this is required. Ships can leave the berth without releasing the lines from the ships' winches. Two levels of mooring load conditions are considered in design for both a sheltered jetty and an exposed jetty [i.e. subjected to wave action]

Exposed jetties. The underlying philosophy of guaranteeing the failure mechanism under dynamic forces is that line slippage or line failure will tend to occur rather than failure of the mooring facilities. Normal winch setting can be taken as 60 % of the Minimum Breaking Load [MBL] of a line, whereas a winch shall be designed to hold 80 % of MBL [Ref. 6].

The corresponding design mooring loads on the dolphins can be taken as follows (where n = the number of lines per dolphin):

Operational load o n * (60 % MBL) to take the load from slipping lines with normal winch brake

settings

Extreme load o (MBL + (n-1)*(80 % MBL) to take an extreme load (failure of one line + design

winch load of remaining lines).

Corresponding operational lean-on forces can be calculated based on the results of a moored ship analysis for limiting in berth conditions (mooring line forces exceeding 55% of MBL).

Jetties sheltered from wave action. The underlying philosophy is to guarantee that the mooring facilities can take the maximum conditions specified by OCIMF (refer to amendment to BS 6349-1; Clause 31.4). Only if the specified currents cannot occur due to the nature of the site may the loads on the moored ship be assessed on the basis of the most onerous combination of the 60 knots omni directional wind speed and actual current condition. If the location of the jetty may cause greater line forces to be produced by passing ships, this shall be evaluated separately. If it can be demonstrated that the maximum wind conditions on a moored ships will be less than 60 knots, the maximum wind conditions for the considered wind direction can be taken instead. All these conditions are referred to as maximum environmental mooring conditions. In addition to this condition, incorrect line handling is also considered as a load case for sheltered berths. The corresponding design mooring loads on the dolphins can be taken as follows (where n = the number of lines per dolphin):

Operational load, the most onerous of o maximum environmental mooring conditions o design winch brake holding + (n-1)*(normal pretension value);

(0.8 + (n-1)*0.15)*MBL.

Extreme load, the most onerous of o Operational load o MBL + (n-1)*(normal pretension value);

(1.0 + (n-1)*0.15)*MBL

Corresponding operational lean-on forces can be calculated based on the results of a moored ship for maximum environmental mooring conditions”.


It can be concluded from this design philosophy that the resultant load will depend on the degree of exposure of the jetty. It is accepted at exposed berths that the wave conditions may trigger downtime events, albeit at a relatively low probability to maximise availability of the berth. The design of the ship shore interface should be such that the mooring equipment becomes limiting to guarantee maximum operability of the facility. For sheltered berths, the dolphin loads, which result from the actual (operational) wind and current conditions are generally well below the capacity of the mooring equipment on board. The DEP would then allow for a reduced design load to account for the provided degree of shelter. In the development scheme of the new facilities, two scenarios have been considered:

Scenario A: The underlying philosophy of this scenario is that the structural integrity of the substructure is sufficient to take updated design loads. New dolphins are only envisaged on the basis of a layout optimisation as illustrated below.

Scenario B: This scenario is based on a replacement of all dolphins, irrespective of the concluded capacity. This is a conservative approach in terms of project definition.

The fit-for-purpose analysis will obviously be based on Scenario A. If the fit for purpose analysis will demonstrate that the capacity of the dolphins is insufficient for the upgraded situation, it will be recommended to select Scenario B as the preferred scenario, given the advantage of a more optimum layout.

Figure 2.1: Final situation Scenario A

Figure 2.2: Final situation Scenario B


A flow scheme to assess the design load on the dolphins is presented below: Note 1 Start analysis based on layout configuration Scenario A

2 Is the original design dolphin load [712 kN] < design loads based on DEP 35.00.10.10 [exposed

jetty philosophy]

3 Carry out structural analysis based on load concluded from DEP 35.00.10.10 [exposed jetty philosophy]

4 Time domain moored ship analysis to check actual maximum dolphin load for wave conditions which result in 55% MBL in any of the lines [= limiting in berth conditions]; (Note that the check is done at 50% of MBL when TERMSIM is used to account for model inaccuracies).

5 Is the concluded dolphin load > original design load [712 kN] ?

6 Carry out structural analysis based on concluded maximum dolphin load

7 Replace dolphins and use DEP philosophy for exposed berth as starting point for structural analysis.

Ref Note 1

Ref. Note 2

Ref Note 7

Ref Note 3

Ref Note 6

Ref Note 4

Ref. Note 5

Y

Y

N

N


3 Vessel data

3.1 LPG carrier

The future LPG carriers calling at berth A of the gas jetty at XXXXwill have capacities ranging between 1,700 and 7,000 m

3. For this analysis it is presumed that a 5,000 m

3 LPG carrier is representative.

Dimensions of the typical vessel have been determined based on a database of existing LPG carriers. The vessel dimensions used in the TERMSIM analysis are outlined in Table 3-1.

Item Unit LPG design vessel

Capacity [m3] 5,000

Displacement [ton] 6,250

LOA [m] 106

LBP [m] 98

Beam [m] 16.8

Depth [m] 9.1

Loaded draft [m] 6.7

Ballast draft [m] 4.4

Loaded freeboard [m] 2.4

Manifold to bow [m] -

Manifold to stern [m] -

Side windage area [m2] 850

Front windage area [m2] 330

Nr. Mooring lines [-] 10

Type mooring line [-] PP

Diameter [mm] 56.6

B.S. mooring lines [kN] 353

Table 3-1: LPG vessel dimensions and characteristics


3.2 LNG carrier

The LNG vessels calling at berth B of the gas jetty at XXXXhave a capacity between 35,000-40,000 m

3. In the future situation the maximum size shall be increased to 75,000m

3 LNG carriers. Vessel

characteristics for typical largest and typical smallest vessel have been determined based on a database of existing LNG carriers. The vessel dimensions used in this study are outlined inNote: A tail

length of 11 m is the configuration for a large carrier as an industry standard concluded optimum. Larger lengths will result in increased excursions of the moored ship, whereas a reduction of the length of the nylon tail will limit the effect of peak shaving of line loads by increasing the flexibility of the mooring system. B-Class carriers, which are currently envisaged for this location have been provided with 35 m longer tails for the specific Brunei conditions. For the assessment of the design dolphin loads, the (conservative) assumption of 11 m has been concluded. If 35 m long tails will be envisaged for the XXXXsituation, a specific check on the loading arm envelope is recommended.

Table 3-2 [Based on a database of existing LNG carriers].

Item Unit LNG design vessel

Capacity [m3] 75,000


LOA [m] 260

LBP [m] 231

Beam [m] 34.75

Depth [m] 20.65



Loaded freeboard [m] -

Manifold to bow [m] 129

Manifold to stern [m] 102



Nr. head lines [-] 8

Type head lines [-] Steel + Nylon

Diameter [mm] 48

B.S. head lines [kN] 1450

Nr. spring lines [-] 4

Type head lines [-] Steel + Nylon

Diameter [mm] 44

B.S. head lines [kN] 1200

Tail length mooring lines [m] 11 (refer note)

Tail diameter mooring lines [mm] 120

Note: A tail length of 11 m is the configuration for a large carrier as an industry standard concluded optimum. Larger lengths will result in increased excursions of the moored ship, whereas a reduction of the length of the nylon tail will limit the effect of peak shaving of line loads by increasing the flexibility of the mooring system. B-Class carriers, which are currently envisaged for this location have been provided with 35 m longer tails for the specific Brunei conditions. For the assessment of the design dolphin loads, the (conservative) assumption of 11 m has been concluded. If 35 m long tails will be envisaged for the XXXXsituation, a specific check on the loading arm envelope is recommended.

Table 3-2: LNG vessel dimensions and characteristics


4 Configurations berth A and B

4.1 General information

The final [Scenario A] layout and assumed mooring line patterns for a ship at Berth A and Berth B respectively is shown in Figure 4.1 to Figure 4.4.

4.2 Berth A

Berth A is equipped with two mooring dolphins [MD1 (existing) and MD12 (new)] and two breasting dolphins [BD11 (new) and BD12 (new)]. The 5,000 m

3 LPG carrier is equipped with 10 lines. Two cases

are considered with two different line configurations.

4.2.1 Case 1

In this case it is presumed that four lines are attached to each of the two mooring dolphins and one line to each of the breasting dolphins.

Figure 4.1: Dolphin configuration berth A, case 1

MD1

BD11 BD12

MD122


4.2.2 Case 2

In the second case it is presumed that three lines are attached to each of the two mooring dolphins and two lines to each of the breasting dolphins.

Figure 4.2: Dolphin configuration berth A, case 2

MD1

BD11 BD12

MD12


4.3 Berth B

Berth B is equipped with four mooring dolphins [MD2 (existing), MD3 (existing), MD14 (new) and MD5 (existing)] and two breasting dolphins [BD23 (new) and BD25(new)]. The 75,000 m

3 LNG carrier is

equipped with 12 lines.

4.3.1 Case 1

In this case it is presumed that one line is attached to MD2 and MD5. Three lines are attached to MD3 and MD14. Two spring lines are attached to each of the breasting dolphins BD23 and BD25.

Figure 4.3: Dolphin configuration berth B, case 1

MD2 MD3 MD14 MD5

BD23 BD25


4.3.2 Case 2

In this case it is presumed that two lines are attached to MD2 and MD5. Two lines are attached to MD3 and MD14. Two spring lines are attached to each of the breasting dolphins BD23 and BD25.

Figure 4.4: Dolphin configuration berth B, case 2

MD2 MD3 MD14 MD5

BD23 BD25


5 Mooring criteria berth A

5.1 Criteria mooring gear

5.1.1 Mooring lines

The mooring lines for the 5,000 m3 LPG carriers consist of polypropylene. The mooring lines have a

breaking strength of 353 kN, the diameter is 56.6 mm. The capacity check is based on minimum breaking strength of the lines which is applied in the capacity check is taken to be 176.5kN [50% of 353 kN]. The number of lines required is 10.

5.1.2 Fenders

Berth A will be equipped with four fenders. The type of fenders are SUC 1450H-RO. The rated reaction force of these fenders is 976kN.

5.2 Criteria mooring dolphins

The original design drawings [ref. #3] include an overview of the design capacity of the mooring dolphins. The original [working load] capacity of the mooring dolphins is 160 kips [712 kN]. TERMSIM runs have also been carried out on the basis of a maximum dolphin load of 712 kN to assess the corresponding limit in terms of wave height / wave period.

Figure 5.1: Original design criteria mooring dolphins


In the Moored Ship Analyses the limits for exceedence of the maximum dolphin capacity are assessed by a summation of the line forces of all lines going to one dolphin. This is a somewhat conservative approach, as the line forces exerted on the dolphins do not completely work in the same direction.

5.3 Run definition

The run definition of the TERMSIM runs performed in order to check the dolphin capacity of berth A are outlined in Table 5-1.

Waves Wind Wave Wind

Run Coming from Coming from Hs / Tm U

[nr.] [deg] [deg]

1 60.0 30.0 0.3m / 4s 9 m/s

2 60.0 30.0 0.6m / 4s 9 m/s

3 60.0 30.0 0.9m / 4s 9 m/s

4 60.0 30.0 1.2m / 4s 9 m/s

5 60.0 30.0 0.3m / 6s 9 m/s

6 60.0 30.0 0.6m / 6s 9 m/s

7 60.0 30.0 0.9m / 6s 9 m/s

8 60.0 30.0 1.2m / 6s 9 m/s

9 60.0 30.0 0.3m / 8s 9 m/s

10 60.0 30.0 0.6m / 8s 9 m/s

11 60.0 30.0 0.9m / 8s 9 m/s

12 60.0 30.0 1.2m / 8s 9 m/s

13 60.0 30.0 0.3m / 10s 9 m/s

14 60.0 30.0 0.6m / 10s 9 m/s

15 60.0 30.0 0.9m / 10s 9 m/s

16 60.0 30.0 1.2m / 10s 9 m/s

17 60.0 330.0 0.3m / 4s 9 m/s

18 60.0 330.0 0.6m / 4s 9 m/s

19 60.0 330.0 0.9m / 4s 9 m/s

20 60.0 330.0 1.2m / 4s 9 m/s

21 60.0 330.0 0.3m / 6s 9 m/s

22 60.0 330.0 0.6m / 6s 9 m/s

23 60.0 330.0 0.9m / 6s 9 m/s

24 60.0 330.0 1.2m / 6s 9 m/s

25 60.0 330.0 0.3m / 8s 9 m/s

26 60.0 330.0 0.6m / 8s 9 m/s

27 60.0 330.0 0.9m / 8s 9 m/s

28 60.0 330.0 1.2m / 8s 9 m/s

29 60.0 330.0 0.3m / 10s 9 m/s

30 60.0 330.0 0.6m / 10s 9 m/s

31 60.0 330.0 0.9m / 10s 9 m/s

32 60.0 330.0 1.2m / 10s 9 m/s

Table 5-1: Termsim Run definition berth A


5.4 Limits mooring gear capacity

Based on the limits of the mooring gear capacity at berth A the environmental criteria as presented in section 5.4.1 and 5.4.2 were found. The output files of this calculation are presented in Appendix A. It should be noted that for both cases and all runs performed the capacity of mooring line number 5 (attached to BD11) is exceeded first. An example of the TERMSIM output of run1 is outlined in Appendix D.

5.4.1 Case 1

Exceedence of line and fender forces

Wind direction (from N) Wave period Tm [s]

4 6 8 10

θ=30 1.00 0.59 0.47 0.43

θ=330 1.10 0.59 0.50 0.44

Table 5-2: Moored ship limiting wave height [Hs] for 5,000m3 LPG, Case 1

5.4.2 Case 2


Wind direction (from N) Wave period Tm [s]

4 6 8 10

θ=30 >1.20 0.72 0.56 0.44

θ=330 >1.20 0.70 0.57 0.45

Table 5-3: Moored ship limiting wave height [Hs] for 5,000m3 LPG, Case 2

5.5 Limits dolphin capacity

In this section the forces on the various dolphins are determined based on the limiting conditions as presented in Table 5-2 and Table 5-3. Appendix B presents the loads on each of the dolphins for the various runs.

5.5.1 Case1 For Case 1 the maximum loads on the dolphins found in the various runs is outlined in Table 5-4.

Dolphin forces under exceedence line forces

Dolphin Hs Tm Udir

nr. lines Maximum load

[kN] Design load

[kN] Load Ratio

MD1 0.59 6 330 4 530 712 0.74

BD11 All runs performed 1 177

BD12 0.59 6 330 1 153

MD12 0.50 8 330 4 585

Table 5-4: Maximum dolphin forces, berth A, case 1


5.5.2 Case2

For Case 2 the maximum loads on the dolphins found in the various runs is outlined in Table 5-5.


Dolphin Hs Tm Udir nr. lines Maximum load [kN]

Design load [kN]

Load Ratio

MD1 0.72 6 30 3 431 712 0.60

BD11 0.72 6 30 2 303

BD12 0.57 8 330 2 272

MD12 0.57 8 330 3 510

Table 5-5: Maximum dolphin forces, berth A, case 2

5.6 Maximum loads on dolphins

Table 5-6 presents the maximum forces on the dolphins when all cases are considered.



Design load [kN]

Load Ratio

MD1 0.59 6 330 4 530 712 0.74

BD11 0.72 6 30 2 303

BD12 0.57 8 330 2 272

MD12 0.50 8 330 4 585

Table 5-6: Maximum dolphin forces berth A, all cases considered


6 Mooring criteria berth B

6.1 Criteria mooring gear

6.1.1 Mooring lines

The bow, stern and breast lines for the 75,000 m3 LNG carriers consist of steel wire with a nylon tail. The

diameter of the wire is 48mm and the minimum breaking load is 1450kN. The tails of these lines have a diameter of 120mm, a minimum breaking load of 2400kN and a length of 11m. The spring lines are of the same material as the bow, stern and breast lines. However, the diameter of the wire is 44mm and the minimum breaking load is 1200kN. The tail of the spring lines has the same characteristics as the bow, stern and breast lines. The limiting line force in the TERMSIM analysis is taken as follows:

725kN for the bow, stern and breast lines (50% of 1450 kN)

600kN for the spring lines (50% of 1200 kN ). The total number of lines required for the 75,000 m

3 LNG carriers is 12 of which 4 lines are spring lines.

6.1.2 Fenders

Berth B is equipped with five fenders. The type of fender is a SUC 1450 H-RO. The rated reaction force of this fender is 976kN.

6.2 Criteria mooring dolphins

The design capacity of the present mooring dolphins at berth B is taken to be equal to the data presented on the original design drawings [ref. #3, Figure 5.1]. In the Moored Ship Analyses the limits for exceedence of the maximum dolphin capacity is again assessed by a summation of the line forces of all lines going to one dolphin.


6.3 Run definition

The run definition of the TERMSIM analysis performed for berth B is outlined in Table 6-1

Waves Wind Wave Wind

Run Coming form Coming from add. Text add. Text

[nr.] [deg] [deg] [Hs / Tm] [U]

1 30.0 330.0 0.6m / 6s 9 m/s

2 30.0 330.0 0.9m / 6s 9 m/s

3 30.0 330.0 1.2m / 6s 9 m/s

4 30.0 330.0 1.5m / 6s 9 m/s

5 30.0 330.0 0.6m / 8s 9 m/s

6 30.0 330.0 0.9m / 8s 9 m/s

7 30.0 330.0 1.2m / 8s 9 m/s

8 30.0 330.0 1.5m / 8s 9 m/s

9 30.0 330.0 0.6m / 10s 9 m/s

10 30.0 330.0 0.9m / 10s 9 m/s

11 30.0 330.0 1.2m / 10s 9 m/s

12 30.0 330.0 1.5m / 10s 9 m/s

13 45.0 330.0 0.6m / 6s 9 m/s

14 45.0 330.0 0.9m / 6s 9 m/s

15 45.0 330.0 1.2m / 6s 9 m/s

16 45.0 330.0 1.5m / 6s 9 m/s

17 45.0 330.0 0.6m / 8s 9 m/s

18 45.0 330.0 0.9m / 8s 9 m/s

19 45.0 330.0 1.2m / 8s 9 m/s

20 45.0 330.0 1.5m / 8s 9 m/s

21 45.0 330.0 0.6m / 10s 9 m/s

22 45.0 330.0 0.9m / 10s 9 m/s

23 45.0 330.0 1.2m / 10s 9 m/s

24 45.0 330.0 1.5m / 10s 9 m/s

25 60.0 330.0 0.6m / 6s 9 m/s

26 60.0 330.0 0.9m / 6s 9 m/s

27 60.0 330.0 1.2m / 6s 9 m/s

28 60.0 330.0 1.5m / 6s 9 m/s

29 60.0 330.0 0.6m / 8s 9 m/s

30 60.0 330.0 0.9m / 8s 9 m/s

31 60.0 330.0 1.2m / 8s 9 m/s

32 60.0 330.0 1.5m / 8s 9 m/s

33 60.0 330.0 0.6m / 10s 9 m/s

34 60.0 330.0 0.9m / 10s 9 m/s

35 60.0 330.0 1.2m / 10s 9 m/s

36 60.0 330.0 1.5m / 10s 9 m/s

Table 6-1: Termsim Run definition berth B


6.4 Limits mooring gear capacity

Based on the limits of the mooring gear capacity at berth B the environmental criteria as presented in section 6.4.1 and 6.4.2 were found. The output files of the calculations are presented in Appendix A. An example of the TERMSIM output file of run 1 is outlined in Appendix E. In addition to the two specified line configuration cases it should also be considered that two lines from the bow of the 5,000 m

3 LPG vessel are attached to MD2. The output of this third case is presented in section

6.5 of this report.

6.4.1 Case 1


Wave direction (from N) Wave period Tm [s]

6 8 10

θ=30 1.40 0.68 <0.60

θ=45 1.28 0.78 <0.60

θ=60 1.07 0.63 <0.60

Table 6-2: Moored ship limiting wave height [Hs] for 75,000m3 LNG, Case 1

6.4.2 Case 2



6 8 10

θ=30 1.40 0.69 <0.60

θ=45 1.21 0.72 <0.60

θ=60 1.09 0.65 <0.60

Table 6-3: Moored ship limiting wave height [Hs] for 75,000m3 LNG, Case 2


6.5 Limits dolphin capacity

In this section the forces on the various dolphins are determined based on the limiting conditions as presented in Table 6-2 and Table 6-3. Appendix C shows the maximum loads on the dolphins for all runs performed. Table 6-4 and Table 6-5 present the maximum loads on the dolphins for case 1 and case 2. Besides this the load ratio between the load found in the analysis and the design load has been determined. Exceedence of a load ratio of 1 means that the dolphin needs to be replaced and designed based on DEP philosophy for exposed berths.

6.5.1 Case1 For Case 1 the maximum loads on the dolphins based on the TERMSIM analysis are outlined in Table 6-4.


Dolphin Hs Tm Hs dir nr. lines Maximum load [kN]

Design load [kN]

Load Ratio

MD2 0.68 8 30 1 723 712 1.02

MD3 1.07 6 60 3 2120 712 2.98

BD23 1.07 6 60 2 568

BD25 1.40 6 30 2 636

MD14 0.68 8 30 3 2111

MD5 1.40 6 30 1 551 712 0.77

Table 6-4: Maximum dolphin forces, berth B, case 1

6.5.2 Case2

For Case 2 the maximum loads on the dolphins found in the various runs is outlined in Table 6-5.



Design load [kN]

Load Ratio

MD2 0.65 8 60 2 1318 712 1.85

MD3 1.09 6 60 2 1434 712 2.01

BD23 1.09 6 60 2 560

BD25 1.40 6 30 2 563

MD14 0.68 8 30 3 2111

MD5 0.69 8 30 2 1070 712 1.50



6.5.3 Case 3

Besides these two cases it should also be considered that occasionally, in addition to the lines of the 75,000 m

3 LNG carrier, two lines from the bow of the 5,000 m

3 LPG vessel are attached to MD2. The

configuration of the lines of the 75,000 m3 LNG carrier is equal to what is specified in case 1 Figure 4.3 and

case 2 Figure 4.4. Some additional TERMSIM runs are performed to determine the line forces in these two lines under the environmental conditions considered. The maximum dolphin forces under these circumstances are presented in Table 5-6.



Design load [kN]

Load Ratio

MD2, case 1 0.68 8 30 3 955 712 1.34

MD2, case 2 0.65 8 60 4 1514 712 2.13


6.6 Maximum loads on dolphins

Table 6-7 presents the maximum forces on the dolphins when all cases are considered.


Dolphin Hs Tm Udir nr. lines Maximum load Design load Load Ratio

MD2 0.65 8 60 4 1514 712 2.13

MD3 1.07 6 60 3 2120 712 2.98

BD23 1.07 6 60 2 568

BD25 1.40 6 30 2 636

MD14 0.68 8 30 3 2111

MD5 0.69 8 30 2 1070 712 1.50

Table 6-7: Maximum dolphin forces, berth B, all cases considered

It can be concluded from the TERMSIM analysis that the original dolphin capacity is insufficient to take the loads on all mooring dolphins up to the limiting condition dictated by the strength of the mooring gear. New dolphins are required, and shall be designed in accordance with DEP 35.00.10.10 on the basis of the assumption of an exposed berth nature of the facility.


7 Design loads new dolphins

The design philosophy for the new ship shore interface has been outlined in Section 2. The conclusions with respect to design dolphin capacity are summarized in the following table:

Max. number of lines

MBL mooring

line [kN]

Design dolphin load based on DEP

35.00.10.10 (exposed berths)

TERMSIM Original design

Hawser load

Conclusion

Operational

[kN]

Extreme [kN]

[kN]

[kN]

Berth A

MD1 [original] 4 353 847 1,200 530 712 Refer note 1 (530)

BD1 [original] 2 353 424 635 712 Refer note 1 (424 oper / 635 extr)



MD12 4 353 847 1,200 585 N/A Refer note 2 (847 oper / 1200 ext)

Berth A&B

MD2 [original] 2 + 2

353 1,450

2,164 3,245 1,514 712 Refer note 3; MD22 (2,610 oper / 3,770 ext)

Berth B

MD3 [original] 3 1,450 2,610 3,770 2,120 712 Refer note 3: MD23

(2,610 oper / 3,770 ext)



MD4 [original] 2 1,450 1,440 2,610 712 Refer note 3: MD24

(2,610 oper / 3,770 ext)

MD14 3 1,450 2,610 3,770 2,111 N/A Refer note 4: MD24

MD5 [original] 2 1,450 1,740 2,610 1,070 712 Refer note 3: MD25

(2,610 oper / 3,770 ext)

Note: 1. Scenario A acceptable provided that inspection demonstrates that piles are not deteriorated; The

maximum design load on the dolphin under limiting in berth conditions to be taken as value in brackets

2. New dolphin to be designed for hawser pull load as specified in between brackets 3. Dolphin inadequate, both in terms of position and capacity. To be replaced by new dolphin of

scenario B as indicated in italics. The design load shall be taken as the value given in brackets. 4. Dolphin no longer present in concluded scenario; to be replaced by dolphin quoted in italics

Table 7-1: Design loads dolphins


8 Operability analyses for 75,000m3 LNGC at existing berth B

8.1 Moored ship analyses

In report 952200-rap-0003 revB (dated April 2007) a downtime analysis was performed for a 75,000 m3

LNG carrier moored at the existing berth B. In the operability analysis downtime was based on the exceedence of line and fender forces and on the maximum in-berth vessel motions. This analysis was performed before information on the original design capacity of the existing dolphins was available and hence does not include downtime due to exceedence of the maximum dolphin capacity. In order to take the original design capacity of the dolphin into account, a moored ship analyses is performed to determine the limiting in-berth wave heights. Subsequently these limits are used as input for the operability analyses together with the existing arrival, departure and product transfer limits. The sensitivity of the amount of downtime due to exceedence of the mooring limits is also assessed in the operability analyses. Finally the results of the downtime analysis are compared to the results of the previously performed analysis that does not include the limited dolphin capacity. This way the influence of the dolphin capacity on the amount of downtime can be demonstrated.

8.1.1 Environmental conditions

In order to assess the anticipated downtime for 75,000 m3 LNGCs at the existing berth B, a moored ship analysis was performed with numerical modelling program Termsim. Two sets of criteria have been concluded for the moored ship conditions:

A set based on the limiting conditions of the mooring gear of a 75,000 m3 carrier [50% MBL].

A set based on the maximum design dolphin capacity concluded from the original design documents.

Wind and wave conditions at port entrance were predicted by DMC in report [952200-rap-u-0001 revC]. DMC determined the environmental conditions at port entrance using offshore wind and wave data from the WorldWaves data archive of Fugro Oceanor (period 1992 -2005). The wave conditions were transformed from offshore to port entrance by numerical modelling. It was assumed that the wind conditions at port entrance are identical to offshore wind conditions. The wave conditions at the berths were determined in the wave diffraction study in [952200-rap-u-0002, rev A]. From the diffraction study the following wave directions were found at berth B:

Wave direction

At berth [° from N] At entrance [° from N]

75,000 m3 LNG at Berth B

300° N 30° N

330° N 30° N

0° N 30° N

30° N 30° N

60° N 60° N

Table 8-1: transfer of wave direction from port entrance to existing berth B

In the TERMSIM analyses waves from 30°N and from 60°N will therefore be considered.


8.1.2 Berthing configuration

A 75,000m3 B-class LNG carrier with characteristics as specified in Table 8-2 was used in the Moored Ship

Analyses.

Item Unit LNG design vessel

Capacity [m3] 75,000


LOA [m] 260

LBP [m] 231

Beam [m] 34.75

Depth [m] 20.65



Block factor [-] -

Manifold to bow [m] 124

Manifold to stern [m] 107

Manifold above keel [m] 27.65



Nr. Mooring lines [-] 12

Type mooring line [-] Steel + Nylon

Diameter steel [mm] 48

Diameter Nylon tail [mm] 12.13 (11m)

B.S. mooring line [kN] 1470

Table 8-2: Characteristics of 75,000m3 B-class LNGC used in the moored ship analysis

The mooring layout of a 75,000 m

3 LNGC moored at existing berth B is presented in Figure 8-1.

The mooring line layout of the 75,000 m3 LNG-C is defined as follows:

type of mooring line: steel combi-lines (48 mm steel + 121.3 mm Nylon tail of 11m length)

minimum Breaking Strength of mooring line: 1470 kN (147 ton)

2x 4 head and stern lines set to mooring dolphins

2x 2 spring lines set to breasting dolphins

Berthing line

LNG-C 75,000

MD2 MD3 MD4 MD5

BD3 BD4 BD5

Figure 8-1: Mooring layout 75,000 m3 LNG-C at Berth B

Breasting dolphins BD3 and BD5 are both equipped with two SUC 1450H-R0 fenders at level CD+2.6m, which are connected by a fender panel. Breasting dolphin BD4 is equipped with a single SUC 1450 H-R0 fender at level CD+2.6m. SUC 1450H-R0 fenders have a rated reaction force of 918 kN each. Higher loads imply plastic deformations of the fender. For the purpose of the TERMSIM analysis the fender sets have been simplified to a single fender with similar stiffness and strength parameters as a set of two SUC 1450


H-Ro fenders. BD3 and BD5 are further equipped with double quick release hooks (QRHs). BD4 has no bollards or QRHs attached.

8.1.3 Moored ship limits based on capacity mooring gear and fender loads

In the moored ship analyses, both loaded and ballasted 75,000m3 LNG carriers were assessed. In the

analyses a continuous wind was assumed with a mean wind speed of Uw = 9m/s, from direction 30° [from N], which is equal to previous moored ship analyses [heading 285 deg relative to ship axis in a counterclockwise coordinate system]. The following limits were found:

Exceedence of line and fender forces; loaded

Wave direction (from N)

6s and shorter 8s 10s

θ=30 >1.3 0.7 0.35

θ=60 1.10 0.65 0.35

Table 8-3: Moored ship limits for 75,000m3 LNGC in loaded condition

Exceedence of line and fender forces; ballasted



θ=30 >1.3 0.65 0.35

θ=60 1.15 0.65 0.35

Table 8-4: Moored ship limits for 75,000m3 LNGC in ballasted condition

Summarized from Table 8-3 and Table 8-4, the following limiting conditions are found for a 75,000m3 LNG

carrier moored at berth B:

Exceedence of line and fender forces; Overall



θ=30 >1.3 0.65 0.35

θ=60 1.10 0.65 0.35

Table 8-5: Concluding moored ship limits for 75,000m3 LNGC at berth B


8.1.4 Moored ship limits based on limited dolphin capacity of 712kN

The original [working load] capacity of the mooring dolphins is 160 kips [712 kN] [ref: 952200-rap-u-0011, revB]. TERMSIM runs have been carried out on the basis of a maximum dolphin load of 712 kN to assess the corresponding limit in terms of wave height / wave period. The following limits were found in the TERMSIM analyses:

Exceedence of dolphin capacity


6 8 10

θ=30 0.60 0.30 0.15

θ=60 0.45 0.25 0.15

Table 8-6: Moored ship limits for 75,000m3 LNGC

The values in the table represent the significant wave height, direction and mean periods of the waves at berth B. The corresponding line and dolphin forces can be found in Appendix F. The wind and wave time series data point is located at the port entrance; hence these limits should be transferred to the limits at the port entrance. The wave directions at the berth correspond with the wave directions at the entrance according to Table 8-1. The wave conditions at the berth are transferred to wave conditions at the port entrance by dividing the values in Table 8-6 by the corresponding diffraction coefficients (Table 8-7).

Berth B: Diffraction Coefficient

wave dir. wave period T [s]

[deg]

4 6 8 10 14 20 from N

-90 0 0 0 0 0 0

-60 0.18 0.1 0.08 0.08 0.11 0.09

-30 0.28 0.17 0.15 0.13 0.18 0.14

0 0.5 0.43 0.31 0.3 0.35 0.34

30 0.87 0.65 0.47 0.49 0.54 0.54

60 0.97 0.59 0.48 0.5 0.55 0.54

90 0.58 0.35 0.29 0.30 0.33 0.32

120 0 0 0 0 0 0

Table 8-7: Diffraction coefficients near shore to berth B [=Hs (at berth B) / Hs (at port entrance)]

The resulting mooring limits for the operability analyses are summarized in Table 8-8.


FromN 6s and shorter

8s 10s

-180 5.0 5.0 5.0

-150 5.0 5.0 5.0

-120 5.0 5.0 5.0

-90 5.0 5.0 3.5

-60 5.0 3.8 1.9

-30 3.5 2.0 1.2

0 1.4 1.0 0.5

30 0.9 0.6 0.3

60 0.8 0.5 0.3

90 3.0 3.0 3.0

120 5.0 5.0 5.0

150 5.0 5.0 5.0

180 5.0 5.0 5.0

Table 8-8: Limiting wave heights for safe mooring (Hs in m) based on maximum dolphin capacity

The values in the tables refer to the significant wave height, mean wave direction and mean period at the port entrance (-10m depth contour).

8.1.5 Navigation limits

The following navigation limits were found in report [952200-rap-u-0003]:

Arrival

Dir [°N]

Hs [m]

Uw [m/s]

0 1.75 12

45 1.75 11

90 1.5 12

135 1.2 15

180 1.2 15

225 1.2 15

270 1.5 12

315 1.75 12

Table 8-9: Limits for arrival of a 75,000m3 LNGC at berth B

Departure

Dir [°N]

Hs [m]

Uw [m/s]

0 2 13

45 2 12

90 1.75 13

135 1.5 15

180 1.5 15

225 1.5 15

270 1.75 13

315 2 15

Table 8-10: Limits for departure of a 75,000m3 LNGC at berth B


The values in the tables refer to the significant wave height, mean wave direction and wind characteristics at the port entrance (-10m depth contour).

8.2 Operability analyses

8.2.1 Down Time Analysis Model (DTA model)

Given the purpose of this study to identify the weather induced downtime of the port (only), no shipping schedules effects have been introduced. The study is based on the assumption that the next ship will try to enter the port directly upon departure of the previous vessel. The direct result is a time series of simulated loading operations (including resulting weather induced waiting time) and a statistical output of waiting time. These results can be used for logistic studies. The downtime analysis has been performed using a simulation model (DTA model). In the model the actual berthing, offloading and departure situation has been simulated, together with the actual time series of environmental conditions. At each time step the actual conditions are compared with the limiting conditions and the program checks whether this time step is to be considered downtime or working time. After departure of a vessel the next vessel is available for arrival. This simulation assumes continuous ship arrivals to isolate the effect of adverse marine weather conditions only. Furthermore it is assumed that daylight/nighttime restrictions are not applicable for the (complete) process of arrival, offloading and departure. The time series of actual environmental conditions are based on the output of the wave study (Report 952200-rap-u-0001). In that report the transformation of offshore waves to waves at the port entrance was studied. The actual offshore wave data of 13 years (1992-2005) was transformed to wave characteristics at the port entrance.

8.2.2 Turn around time

The following schedule has been considered (Table 8-11)

75,000 LNG-C

Berth A

1 Arrival (approach) 5

1a Boarding pilot and initial approach

1

1b Tugs fastening and berthing

2

1c Connecting arms and line up

1

1d Ship and arm cool down 1

2 Offloading 15

3 Departure 5

3a Purge and disconnect 1

3b Prepare engines and others

2

3c Disconnect vessel and depart

1

3d Disembark pilot 1

Total turn around time 25


Table 8-11: Time schedule loading procedure

8.2.3 Downtime of a 75,000m3 LNG carrier at berth B including limited dolphin capacity

The results of the down time analyses are presented in Table 8-12 to Table 8-14.

Mean Minimum Exceedence Maximum

duration duration 90% 50% 10% duration [hours] [hours] [hours] [hours] [hours] [hours]

All year 36.7 2 8.6 30.2 74.2 172

Dec-Feb 40.6 2 11.8 34.0 78.0 172 Mar-May 31.3 3 6.8 23.7 69.8 108 June-Aug 28.7 22 20.6 27.5 -999.0 36 Sep-Nov 32.5 2 5.9 25.7 69.0 110

January 44.0 2 20.5 36.1 77.4 164 February 38.3 5 8.7 28.1 86.5 172 March 43.0 7 14.2 33.9 87.4 108 April 23.3 3 4.9 16.2 52.9 80 May 12.1 3 3.4 10.5 -999.0 26 June 29.0 22 19.9 25.0 -999.0 36 July 0.0 999 -999.0 -999.0 -999.0 -999 August 28.0 28 -999.0 -999.0 -999.0 28 September 14.5 8 7.9 13.0 -999.0 24 October 19.8 4 5.4 17.1 -999.0 40 November 38.2 2 5.2 31.0 75.4 110 December 39.7 5 18.7 39.1 62.0 81

Table 8-12: Seasonality waiting time events in hindcast database [persistency]


Mean of Mean of Total Waiting

no. of no. of time time ratio slots slots with waiting time [ # / [# / [% of period ] period ] [days] total time]

All year 329.1 14.5 22 6.1

Dec-Feb 72.7 8.1 14 15.3 Mar-May 82.8 3.7 5 5.3 June-Aug 89.7 0.2 0 0.3 Sep-Nov 83.9 2.5 3 3.8

January 24.7 8.1 15 16.4 February 22.5 2.7 4 17.6 March 26.2 3.1 6 10.7 April 27.3 1.8 2 4.0 May 29.3 1.2 1 1.0 June 28.4 0.6 1 0.6 July 31.7 0.2 0 0.0 August 29.6 0.0 0 0.3 September 28.5 0.1 0 0.6 October 29.3 0.3 0 1.0 November 26.1 0.4 1 9.7 December 25.5 1.8 3 12.1

Table 8-13: Seasonality slots and waiting time slots in hindcast database [no. of slots and ratio]

Exceedence [%] Exceedence [%] Waiting time [h]

Arrival 3.68 10 74

Mooring 3.13 5 89

Off-loading 0.33 2 107

Departure 2.84 1 0

Table 8-14: Exceedence of individual limits Exceedence of waiting time


The sensitivity of the amount of downtime to the underestimation of the mooring conditions at the berth (or overestimation of the dolphin capacity) is assessed by increasing the wave heights at the berth by 50%. The resulting rate of downtime is presented in Table 8-15 to Table 8-17:

Mean Minimum Exceedence Maximum

duration duration 90% 50% 10% duration [hours] [hours] [hours] [hours] [hours] [hours]

All year 38.0 1 10.7 31.8 74.2 223

Dec-Feb 44.9 2 12.0 37.5 81.5 168 Mar-May 38.2 1 11.9 32.3 69.6 223 June-Aug 29.7 3 13.7 25.0 50.0 89 Sep-Nov 32.2 2 7.5 27.4 65.7 112

January 46.0 6 12.8 36.4 86.1 160 February 45.0 2 10.5 37.0 84.4 168 March 42.9 1 13.8 35.9 76.0 223 April 39.0 10 13.7 34.6 65.7 101 May 29.4 2 9.4 23.0 55.8 92 June 34.3 4 13.4 29.3 63.4 76 July 29.3 13 16.0 24.4 43.5 89 August 21.7 3 8.7 18.2 -999.0 48 September 25.9 3 7.5 17.8 57.6 79 October 29.6 2 9.3 28.8 58.2 66 November 38.8 4 6.5 37.0 82.1 112 December 43.2 9 17.2 39.6 75.2 92

Table 8-15: Seasonality waiting time events in hindcast database [persistency]


Mean of Mean of Total Waiting

no. of no. of time time ratio slots slots with

waiting

time [ # / [# / [% of period ] period ] [days] total time]

All year 305.8 29.3 46 12.7

Dec-Feb 66.9 10.5 20 22.0 Mar-May 74.9 8.1 13 14.2 June-Aug 84.6 4.4 5 5.9 Sep-Nov 79.4 6.3 8 9.2


Table 8-16: Seasonality slots and waiting time slots in hindcast database [no. of slots and ratio]


Arrival 3.68 10 74

Mooring 8.83 5 87

Off-loading 0.33 2 109

Departure 2.84 1 146

Table 8-17: Exceedence of limits Exceedence of waiting time

It is concluded that reducing the mooring limits results in an increase of downtime from 6.1% to 12.7% (an increase of 108%). This means that an underestimation of the waves at the berth leads to a large increase in downtime.


8.2.4 Downtime of a 75,000m3 LNG carrier at berth B due to exceedence of line and fender forces

By comparing the results presented in section 8.2.3 to the results of the operability study excluding the limited dolphin capacity (952200-rap-u-0003), the influence of the reduced dolphin capacity on the port operability can be assessed. In Table 8-18 to Table 8-21 the results of the operability analyses excluding the reduced dolphin capacity are presented. It should be noted that this operability analysis was performed before the navigation analysis was performed. The arrival and departure limits were over estimated, leading to a higher amount of downtime.

Mean of Mean no. of slots Total Waiting

no. of slots with waiting time waiting time ratio [ # / time [% of period ] [# / period ] [days] total time]

All year 332.8 11.8 4 5.0


Table 8-18: Downtime 75,000m3 LNG-C's at berth B due to exceedence of line and fender forces


Arrival 3.9 10 75

Mooring 1.4 5 91

Off loading 0.3 2 106

Departure 3.0 1 115


From the sensitivity check (Table 8-20) it is seen that increasing the wave heights at the berth by 50% leads to an increase in downtime of 18% (from 5.0% to 5.9%). This shows that without taking the limiting dolphin capacity into account, the system is much less sensitive to underestimation of limiting wave height.


Mean of Mean no. of slots Total Waiting

no. of slots with waiting time waiting time ratio [ # / time [% of period ] [# / period ] [days] total time]

All year 329.6 12.8 22 5.9


Table 8-20: Downtime 75,000m3 LNG-C's at upgraded berth B in current port layout (50% higher

waves in port)


Arrival 3.9 10 79

Mooring 3.2 5 92

Off loading 0.3 2 110

Departure 3.0 1 -


8.2.5 Conclusions

It can be concluded that taking the limited dolphin capacity into account in the operability analyses leads to an increase in downtime of 22% (from 5.0% to 6.1%). The port operability is however very sensitive to underestimation of the waves at the berth (or overestimation of the dolphin capacity).

9 References

#1 952200-fin-u-001, Proposal for a fit for purpose analysis gas jetty, DMC, May 2008 #2 Drawings LNG jetty renovation, Sirte Oil Company, 1985 #3 Drawing v. Houten and Schwartz / Parsons, Brinckerhoff / Quade & Douglas Inc. Joint Venture;

Marsa al Brega Harbor Extension: Location Plan CI-0100 Rev. 3; 15 July 1966 #4 DEP 35.00.10-10-GEN, February 2007


Appendix A: Line forces

Berth A, Case 1

mleg mleg mleg mleg mleg mleg mleg mleg mleg mleg

Run # Output 1 2 3 4 5 6 7 8 9 10

filename F max F max F max F max F max F max F max F max F max F max

kN kN kN kN kN kN kN kN kN kN

1 10011 43.8 42.3 41.5 39.6 87.1 30.7 51.2 51.0 50.0 48.4

2 10021 70.0 63.4 60.4 53.6 117.8 49.6 84.1 85.9 86.7 84.0

3 10031 93.8 86.3 81.4 70.6 155.3 59.3 95.6 98.6 101.0 99.0

4 10041 105.4 92.7 86.0 71.4 218.4 67.3 104.9 107.8 109.7 108.3

5 10051 66.9 61.9 59.4 53.9 102.8 45.4 68.2 68.6 67.8 65.6

6 10061 125.3 112.0 103.7 87.2 179.7 89.1 119.4 124.5 129.5 127.8

7 10071 149.9 133.1 123.1 103.0 238.0 128.1 157.6 164.0 170.5 167.3

8 10081 214.6 191.1 176.2 141.6 286.8 157.2 191.9 200.2 206.9 200.7

9 10091 82.0 77.6 74.3 66.9 117.7 60.1 99.2 101.0 101.3 96.9

10 10101 150.0 141.6 134.6 118.0 219.4 95.2 177.4 181.0 180.3 168.7

11 10111 190.0 174.5 162.6 135.6 274.8 188.4 199.0 209.5 220.0 218.0

12 10121 214.1 199.9 187.5 160.8 322.4 209.5 234.8 245.9 255.5 248.5

13 10131 100.5 94.2 89.9 80.0 135.7 56.5 104.1 105.2 104.0 98.1

14 10141 166.7 156.0 147.0 127.2 228.8 100.4 154.8 159.0 160.5 154.0

15 10151 240.9 230.2 217.5 187.1 299.6 156.7 192.9 196.6 195.1 189.3

16 10161 284.2 268.3 251.9 215.2 393.2 190.7 257.5 264.9 266.7 251.1

17 10171 48.8 46.3 45.0 42.0 81.2 33.3 52.3 52.4 51.9 50.3

18 10181 73.9 66.8 62.9 55.6 119.8 53.1 79.9 82.2 84.4 83.3

19 10191 94.4 85.6 80.2 67.9 151.5 62.3 94.2 97.0 99.3 97.3

20 10201 104.5 91.8 85.1 70.4 189.4 71.7 111.5 114.4 116.8 113.8

21 10211 74.1 70.4 67.6 61.3 96.8 53.1 76.3 78.1 79.6 78.1

22 10221 158.9 142.0 131.9 108.7 180.1 109.9 120.2 125.9 132.1 131.3

23 10231 146.5 131.5 123.7 109.0 216.9 152.4 163.4 170.9 179.0 177.8

24 10241 182.9 163.9 150.8 126.2 255.7 158.5 174.1 180.0 184.7 182.5

25 10251 76.4 72.7 69.8 63.2 113.5 64.5 92.3 93.7 93.9 90.1

26 10261 143.6 134.7 127.5 111.5 207.1 111.6 174.5 177.4 175.3 162.8

27 10271 189.6 177.8 168.0 144.9 254.0 163.7 216.3 224.4 230.5 223.0

28 10281 235.6 221.1 207.8 177.1 357.4 213.6 241.8 253.1 262.5 254.9

29 10291 100.4 95.6 91.6 82.1 131.3 67.8 103.5 104.8 103.8 98.1

30 10301 172.8 162.5 153.0 133.8 225.2 122.9 162.5 166.1 166.6 157.5

31 10311 237.8 223.5 209.7 180.7 349.2 199.0 236.1 242.5 244.8 231.7

32 10321 300.0 289.2 273.8 236.6 438.6 208.3 258.0 262.1 257.7 236.6


Minimum breaking 50%

Name case/dir nr lines 10 strenght of mooring line [kN] 353 176.5

MA_A5\Output\ nr fenders 4 Rated fender force [kN] 976

check loads

Run # Output Maximum Line Maximum Fender mooring

filename force # force # Hsig Tm dir speed dir speed dir line

[kN] [kN] [m] [s] [deg] [m/s] [deg] [m/s] [deg] 50% MBL

1 10011 87. 5. 616. 4. 0.30 4.0 255 9.0 285 0.00 135 OK

2 10021 118. 5. 881. 4. 0.60 4.0 255 9.0 285 0.00 135 OK

3 10031 155. 5. 883. 4. 0.90 4.0 255 9.0 285 0.00 135 OK

4 10041 218. 5. 883. 3. 1.20 4.0 255 9.0 285 0.00 135 too high

5 10051 103. 5. 817. 1. 0.30 6.0 255 9.0 285 0.00 135 OK

6 10061 180. 5. 883. 4. 0.60 6.0 255 9.0 285 0.00 135 too high

7 10071 238. 5. 883. 3. 0.90 6.0 255 9.0 285 0.00 135 too high

8 10081 287. 5. 883. 2. 1.20 6.0 255 9.0 285 0.00 135 too high

9 10091 118. 5. 879. 4. 0.30 8.0 255 9.0 285 0.00 135 OK

10 10101 219. 5. 883. 1. 0.60 8.0 255 9.0 285 0.00 135 too high

11 10111 275. 5. 883. 1. 0.90 8.0 255 9.0 285 0.00 135 too high

12 10121 322. 5. 883. 3. 1.20 8.0 255 9.0 285 0.00 135 too high

13 10131 136. 5. 883. 1. 0.30 10.0 255 9.0 285 0.00 135 OK

14 10141 229. 5. 883. 1. 0.60 10.0 255 9.0 285 0.00 135 too high

15 10151 300. 5. 883. 3. 0.90 10.0 255 9.0 285 0.00 135 too high

16 10161 393. 5. 883. 1. 1.20 10.0 255 9.0 285 0.00 135 too high

17 10171 81. 5. 652. 4. 0.30 4.0 255 9.0 345 0.00 135 OK

18 10181 120. 5. 881. 4. 0.60 4.0 255 9.0 345 0.00 135 OK

19 10191 151. 5. 883. 4. 0.90 4.0 255 9.0 345 0.00 135 OK

20 10201 189. 5. 883. 4. 1.20 4.0 255 9.0 345 0.00 135 too high

21 10211 97. 5. 833. 4. 0.30 6.0 255 9.0 345 0.00 135 OK

22 10221 180. 5. 883. 4. 0.60 6.0 255 9.0 345 0.00 135 too high

23 10231 217. 5. 883. 4. 0.90 6.0 255 9.0 345 0.00 135 too high

24 10241 256. 5. 883. 1. 1.20 6.0 255 9.0 345 0.00 135 too high

25 10251 114. 5. 867. 4. 0.30 8.0 255 9.0 345 0.00 135 OK

26 10261 207. 5. 883. 2. 0.60 8.0 255 9.0 345 0.00 135 too high

27 10271 254. 5. 883. 1. 0.90 8.0 255 9.0 345 0.00 135 too high

28 10281 357. 5. 883. 4. 1.20 8.0 255 9.0 345 0.00 135 too high

29 10291 131. 5. 880. 1. 0.30 10.0 255 9.0 345 0.00 135 OK

30 10301 225. 5. 883. 1. 0.60 10.0 255 9.0 345 0.00 135 too high

31 10311 349. 5. 883. 2. 0.90 10.0 255 9.0 345 0.00 135 too high

32 10321 439. 5. 883. 2. 1.20 10.0 255 9.0 345 0.00 135 too high

wave wind current

lines Fenders Environmental conditions

Maximum forces


Berth A, Case 2

mleg mleg mleg mleg mleg mleg mleg mleg mleg mleg

Run # Output 1 2 3 4 5 6 7 8 9 10

filename F max F max F max F max F max F max F max F max F max F max

kN kN kN kN kN kN kN kN kN kN

1 10011 48.9 46.2 44.8 61.0 74.3 36.8 36.4 55.1 54.8 53.2

2 10021 80.5 73.6 69.4 82.6 108.0 62.3 54.5 80.6 83.5 83.1

3 10031 89.7 82.3 77.7 90.7 120.4 70.9 60.6 98.8 98.7 96.0

4 10041 108.4 98.0 92.1 121.8 169.2 78.6 66.0 110.5 113.8 112.1

5 10051 70.6 68.2 66.1 68.5 86.3 53.1 47.9 72.5 71.9 69.0

6 10061 145.7 131.1 121.8 123.5 171.9 127.2 100.2 141.5 147.6 145.6

7 10071 171.5 158.4 147.9 131.1 183.3 147.9 114.2 165.6 174.3 172.9

8 10081 208.2 192.3 180.1 171.4 247.1 178.2 134.7 185.8 194.4 192.3

9 10091 75.2 72.5 70.1 76.6 99.8 63.5 55.3 85.7 85.2 81.4

10 10101 150.4 144.6 138.2 131.6 189.8 105.2 84.8 174.3 171.2 158.1

11 10111 202.2 184.4 172.3 161.3 234.9 202.7 150.4 221.8 231.9 227.8

12 10121 229.1 217.8 205.2 225.3 338.7 236.4 173.7 216.4 218.9 217.2

13 10131 88.4 85.7 82.6 79.7 105.3 71.4 60.8 101.2 100.6 95.5

14 10141 176.0 166.8 159.2 174.7 257.5 133.8 103.7 174.2 177.6 170.4

15 10151 245.3 233.7 220.6 193.9 303.6 198.5 145.7 213.5 222.0 217.8

16 10161 269.9 256.7 241.8 216.5 329.7 233.3 167.5 250.5 252.4 238.0

17 10171 48.7 46.4 45.1 58.5 70.5 39.8 38.5 55.9 55.7 54.1

18 10181 76.5 70.4 66.7 81.0 105.8 63.9 55.6 78.9 81.4 80.7

19 10191 98.9 89.4 83.8 101.9 137.7 83.5 69.5 101.5 105.2 104.1

20 10201 103.3 92.9 86.9 115.0 159.3 86.3 71.5 111.6 116.5 115.9

21 10211 72.9 70.6 68.4 67.7 84.8 70.7 60.5 73.9 76.2 76.0

22 10221 133.1 124.4 117.4 112.3 154.6 126.7 99.9 142.0 148.0 145.9

23 10231 183.0 169.3 158.1 152.6 221.1 142.0 110.4 162.1 169.8 168.3

24 10241 213.1 198.1 185.6 171.0 246.2 183.8 138.2 190.0 200.0 197.5

25 10251 85.7 82.2 79.1 79.5 104.3 79.8 66.9 87.8 88.8 87.8

26 10261 156.5 148.4 140.6 124.7 183.6 161.2 123.2 171.8 181.6 180.3

27 10271 255.6 241.4 227.2 168.9 253.3 189.4 141.8 210.9 208.7 201.2

28 10281 253.2 240.6 227.0 202.6 304.1 240.5 176.1 257.9 260.9 246.9

29 10291 93.0 89.5 85.9 80.8 104.8 76.7 64.6 98.1 97.5 92.6

30 10301 191.8 185.1 176.2 164.9 244.5 145.8 112.1 185.4 188.0 179.3

31 10311 246.8 238.1 225.9 203.3 306.7 217.9 158.5 238.5 241.2 236.1

32 10321 295.6 287.1 273.0 286.0 434.0 249.1 177.4 282.6 276.7 260.2



Name case/dir nr lines 10 strenght of mooring line [kN] 353 176.5

MA_A5_3\OUTPUT\ nr fenders 4 Rated fender force [kN] 976

Environmental conditions check loads

Run # Output Maximum Line Maximum Fender wave wind current mooring



1 10011 74. 5. 717. 4. 0.30 4.0 255 9.0 285 0.00 135 OK

2 10021 108. 5. 877. 4. 0.60 4.0 255 9.0 285 0.00 135 OK

3 10031 120. 5. 883. 4. 0.90 4.0 255 9.0 285 0.00 135 OK

4 10041 169. 5. 883. 4. 1.20 4.0 255 9.0 285 0.00 135 OK

5 10051 86. 5. 816. 4. 0.30 6.0 255 9.0 285 0.00 135 OK

6 10061 172. 5. 883. 4. 0.60 6.0 255 9.0 285 0.00 135 OK

7 10071 183. 5. 883. 2. 0.90 6.0 255 9.0 285 0.00 135 too high

8 10081 247. 5. 883. 2. 1.20 6.0 255 9.0 285 0.00 135 too high

9 10091 100. 5. 841. 4. 0.30 8.0 255 9.0 285 0.00 135 OK

10 10101 190. 5. 883. 3. 0.60 8.0 255 9.0 285 0.00 135 too high

11 10111 235. 5. 883. 1. 0.90 8.0 255 9.0 285 0.00 135 too high

12 10121 339. 5. 883. 4. 1.20 8.0 255 9.0 285 0.00 135 too high

13 10131 105. 5. 876. 4. 0.30 10.0 255 9.0 285 0.00 135 OK

14 10141 258. 5. 883. 4. 0.60 10.0 255 9.0 285 0.00 135 too high

15 10151 304. 5. 883. 3. 0.90 10.0 255 9.0 285 0.00 135 too high

16 10161 330. 5. 883. 3. 1.20 10.0 255 9.0 285 0.00 135 too high

17 10171 71. 5. 660. 4. 0.30 4.0 255 9.0 345 0.00 135 OK

18 10181 106. 5. 882. 4. 0.60 4.0 255 9.0 345 0.00 135 OK

19 10191 138. 5. 883. 4. 0.90 4.0 255 9.0 345 0.00 135 OK

20 10201 159. 5. 883. 4. 1.20 4.0 255 9.0 345 0.00 135 OK

21 10211 85. 5. 824. 4. 0.30 6.0 255 9.0 345 0.00 135 OK

22 10221 155. 5. 883. 4. 0.60 6.0 255 9.0 345 0.00 135 OK

23 10231 221. 5. 883. 1. 0.90 6.0 255 9.0 345 0.00 135 too high

24 10241 246. 5. 883. 3. 1.20 6.0 255 9.0 345 0.00 135 too high

25 10251 104. 5. 870. 1. 0.30 8.0 255 9.0 345 0.00 135 OK

26 10261 184. 5. 883. 2. 0.60 8.0 255 9.0 345 0.00 135 too high

27 10271 256. 1. 883. 4. 0.90 8.0 255 9.0 345 0.00 135 too high

28 10281 304. 5. 883. 3. 1.20 8.0 255 9.0 345 0.00 135 too high

29 10291 105. 5. 864. 1. 0.30 10.0 255 9.0 345 0.00 135 OK

30 10301 245. 5. 883. 2. 0.60 10.0 255 9.0 345 0.00 135 too high

31 10311 307. 5. 883. 2. 0.90 10.0 255 9.0 345 0.00 135 too high

32 10321 434. 5. 883. 4. 1.20 10.0 255 9.0 345 0.00 135 too high

lines Fenders

Maximum forces


Berth B, Case 1

mleg mleg mleg mleg mleg mleg mleg mleg mleg mleg mleg mleg

Run # Output 1 2 3 4 5 6 7 8 9 10 11 12

filename F max F max F max F max F max F max F max F max F max F max F max F max

kN kN kN kN kN kN kN kN kN kN kN kN

1 10011 370.0 321.9 330.5 336.2 136.1 138.5 236.6 233.8 306.1 314.7 322.3 267.6

2 10021 464.6 398.4 411.5 420.3 172.9 178.4 267.9 264.3 402.9 417.1 427.4 354.6

3 10031 568.9 473.7 493.5 506.3 196.7 201.7 298.6 294.3 537.7 563.0 579.0 456.2

4 10041 673.8 555.3 581.2 597.9 213.1 218.8 332.1 326.8 738.8 780.4 801.4 600.1

5 10051 628.3 504.9 528.5 546.1 199.7 205.1 297.4 293.0 593.6 606.8 610.4 469.9

6 10061 993.6 729.7 787.7 827.1 234.3 240.6 344.6 338.8 980.6 1002.3 988.3 711.2

7 10071 1348.8 1041.7 1134.9 1199.6 363.6 372.6 388.1 380.5 1509.2 1530.3 1483.8 1081.2

8 10081 1996.0 1778.2 1935.0 2049.5 409.1 420.9 481.7 470.4 2402.2 2403.2 2279.3 1739.4

9 10091 1156.3 814.3 883.1 935.2 239.7 248.0 376.3 369.4 1355.0 1369.0 1321.3 930.6

10 10101 1944.8 1321.0 1445.2 1532.1 279.4 289.1 474.9 462.9 2301.4 2312.4 2207.0 1508.0

11 10111 2684.3 2026.8 2248.4 2403.2 389.0 403.4 532.8 519.8 3426.2 3406.8 3171.5 2320.8

12 10121 3499.1 2806.9 3015.1 3119.1 632.5 666.8 1015.2 955.2 4804.7 4717.8 4294.8 3250.6

13 10131 325.5 276.9 290.9 300.8 114.6 119.3 216.0 213.4 379.6 377.8 370.6 314.9

14 10141 397.8 336.1 356.6 371.7 123.6 126.3 233.6 230.2 510.0 504.2 487.6 399.5

15 10151 473.3 396.7 426.5 448.4 128.9 131.8 248.5 244.7 672.5 658.7 623.5 491.9

16 10161 563.2 459.4 502.6 535.2 136.6 145.3 261.0 256.6 868.1 844.2 789.5 592.9

17 10171 431.3 362.8 386.3 402.9 125.7 128.8 244.8 240.8 575.3 568.0 545.8 429.2

18 10181 563.7 462.4 504.6 536.5 138.5 147.7 264.9 259.8 829.1 808.5 757.3 556.5

19 10191 735.4 580.4 651.9 707.1 155.7 167.9 283.1 277.1 1095.1 1050.9 965.4 693.1

20 10201 981.0 748.5 864.2 960.6 296.7 303.3 316.7 310.9 1566.8 1493.6 1345.3 934.9

21 10211 669.9 555.8 616.1 665.7 157.7 172.2 272.5 267.4 908.6 870.0 800.3 616.3

22 10221 977.9 811.7 932.7 1026.2 196.6 212.4 293.4 287.4 1439.1 1360.4 1215.4 900.3

23 10231 1413.3 1181.1 1384.0 1541.9 281.9 290.2 332.6 324.5 2324.4 2238.6 2033.8 1504.9

24 10241 1979.6 1705.4 2013.1 2254.8 389.0 406.2 408.8 398.9 3150.5 2954.0 2574.7 1845.6

25 10251 387.3 388.4 394.1 396.8 215.7 219.5 217.0 214.4 381.2 387.0 388.6 351.6

26 10261 547.6 551.2 566.1 574.2 259.7 264.8 241.9 238.7 492.7 502.4 503.9 441.1

27 10271 798.4 786.0 819.3 839.0 297.7 303.9 270.0 266.0 621.7 638.5 639.8 548.6

28 10281 1152.1 1086.0 1149.9 1190.5 321.2 328.0 303.7 298.8 787.6 811.9 812.2 665.5

29 10291 653.5 635.5 662.2 683.3 270.1 275.8 251.6 248.1 566.3 572.4 565.8 491.3

30 10301 1017.0 1051.6 1111.9 1149.9 333.6 342.9 293.6 289.0 874.6 885.8 864.2 706.2

31 10311 1470.9 1523.8 1621.2 1686.4 397.5 410.6 352.1 345.8 1317.8 1331.2 1284.4 1019.2

32 10321 2260.8 2207.2 2418.7 2555.9 429.5 447.9 433.8 424.3 1899.1 1904.6 1829.3 1408.8

33 10331 1343.7 1282.0 1400.0 1482.1 323.5 334.8 324.2 318.7 1077.8 1108.7 1095.8 844.1

34 10341 2141.5 2105.1 2318.4 2462.5 410.0 427.4 398.7 390.8 1646.8 1677.0 1665.3 1250.9

35 10351 3205.0 3040.4 3395.8 3608.0 471.3 501.6 544.2 529.2 2551.6 2533.5 2409.3 1865.6

36 10361 4510.7 4144.0 4670.5 4966.2 576.8 607.9 843.2 804.2 3723.6 3706.9 3447.4 2501.2



Name case/dir nr lines 12 strenght of mooring line [kN] 1450 725

MA_B75_1\OUTPUT\ nr fenders 5 Rated fender force [kN] 976

Environmental conditions check loads

Run # Output Maximum Line Maximum Fender wave wind current mooring



1 10011 370. 1. 833. 1. 0.60 6.0 285 9.0 345 0.00 135 OK

2 10021 465. 1. 880. 1. 0.90 6.0 285 9.0 345 0.00 135 OK

3 10031 579. 11. 883. 5. 1.20 6.0 285 9.0 345 0.00 135 OK

4 10041 801. 11. 883. 4. 1.50 6.0 285 9.0 345 0.00 135 too high

5 10051 628. 1. 883. 1. 0.60 8.0 285 9.0 345 0.00 135 OK

6 10061 1002. 10. 883. 1. 0.90 8.0 285 9.0 345 0.00 135 too high

7 10071 1530. 10. 883. 1. 1.20 8.0 285 9.0 345 0.00 135 too high

8 10081 2403. 10. 883. 1. 1.50 8.0 285 9.0 345 0.00 135 too high

9 10091 1369. 10. 883. 1. 0.60 10.0 285 9.0 345 0.00 135 too high

10 10101 2312. 10. 883. 2. 0.90 10.0 285 9.0 345 0.00 135 too high

11 10111 3426. 9. 883. 1. 1.20 10.0 285 9.0 345 0.00 135 too high

12 10121 4805. 9. 934. 1. 1.50 10.0 285 9.0 345 0.00 135 too high

13 10131 380. 9. 879. 5. 0.60 6.0 270 9.0 345 0.00 135 OK

14 10141 510. 9. 883. 5. 0.90 6.0 270 9.0 345 0.00 135 OK

15 10151 672. 9. 883. 4. 1.20 6.0 270 9.0 345 0.00 135 OK

16 10161 868. 9. 883. 1. 1.50 6.0 270 9.0 345 0.00 135 too high

17 10171 575. 9. 883. 1. 0.60 8.0 270 9.0 345 0.00 135 OK

18 10181 829. 9. 883. 1. 0.90 8.0 270 9.0 345 0.00 135 too high

19 10191 1095. 9. 883. 1. 1.20 8.0 270 9.0 345 0.00 135 too high

20 10201 1567. 9. 883. 2. 1.50 8.0 270 9.0 345 0.00 135 too high

21 10211 909. 9. 883. 2. 0.60 10.0 270 9.0 345 0.00 135 too high

22 10221 1439. 9. 883. 1. 0.90 10.0 270 9.0 345 0.00 135 too high

23 10231 2324. 9. 883. 2. 1.20 10.0 270 9.0 345 0.00 135 too high

24 10241 3151. 9. 904. 5. 1.50 10.0 270 9.0 345 0.00 135 too high

25 10251 397. 4. 869. 5. 0.60 6.0 255 9.0 345 0.00 135 OK

26 10261 574. 4. 883. 5. 0.90 6.0 255 9.0 345 0.00 135 OK

27 10271 839. 4. 883. 1. 1.20 6.0 255 9.0 345 0.00 135 too high

28 10281 1191. 4. 883. 5. 1.50 6.0 255 9.0 345 0.00 135 too high

29 10291 683. 4. 883. 4. 0.60 8.0 255 9.0 345 0.00 135 OK

30 10301 1150. 4. 883. 2. 0.90 8.0 255 9.0 345 0.00 135 too high

31 10311 1686. 4. 883. 3. 1.20 8.0 255 9.0 345 0.00 135 too high

32 10321 2556. 4. 883. 1. 1.50 8.0 255 9.0 345 0.00 135 too high

33 10331 1482. 4. 883. 1. 0.60 10.0 255 9.0 345 0.00 135 too high

34 10341 2463. 4. 883. 1. 0.90 10.0 255 9.0 345 0.00 135 too high

35 10351 3608. 4. 883. 1. 1.20 10.0 255 9.0 345 0.00 135 too high

36 10361 4966. 4. 933. 5. 1.50 10.0 255 9.0 345 0.00 135 too high

lines Fenders

Maximum forces


Berth B, case 2


Run # Output 1 2 3 4 5 6 7 8 9 10 11 12



1 10011 348.3 324.9 334.0 338.3 172.0 176.2 211.9 209.7 309.3 315.9 245.0 290.1

2 10021 433.6 392.2 417.7 425.2 206.4 210.3 238.3 235.4 407.9 418.7 308.4 381.6

3 10031 523.0 458.5 503.5 514.2 226.2 231.4 264.4 260.8 551.9 571.6 377.4 501.5

4 10041 621.6 527.3 600.1 614.8 250.5 256.6 293.7 289.2 775.7 807.4 468.7 685.0

5 10051 550.3 485.9 535.7 553.5 223.0 228.8 251.7 248.5 593.7 602.7 408.1 522.2

6 10061 847.7 719.2 753.8 789.0 251.0 257.9 300.0 295.4 1001.4 1006.7 574.6 816.2

7 10071 1201.3 996.8 1071.7 1131.6 283.8 292.0 342.6 336.7 1555.9 1554.2 817.1 1229.2

8 10081 1797.2 1490.5 1771.8 1875.4 372.1 382.3 379.9 372.1 2472.5 2456.0 1225.9 1893.6

9 10091 952.5 822.3 923.2 973.0 265.2 274.6 333.8 328.4 1389.2 1398.2 710.4 1056.5

10 10101 1619.3 1386.3 1470.4 1561.5 324.4 337.3 389.4 381.6 2378.5 2351.9 1152.7 1752.9

11 10111 2408.2 2058.2 2401.2 2517.9 404.2 423.5 431.3 423.2 3546.2 3484.0 1792.0 2616.1

12 10121 3194.6 2753.6 3268.4 3397.6 519.2 554.4 513.1 500.3 4888.2 4786.5 2591.1 3599.4

13 10131 311.3 306.7 289.1 296.8 125.3 127.4 202.9 200.0 390.7 388.1 296.4 331.4

14 10141 375.4 366.5 349.5 363.7 130.1 131.0 222.2 218.7 535.2 527.1 370.0 427.9

15 10151 445.8 431.4 414.4 435.4 135.6 140.5 239.0 234.8 717.3 701.1 440.9 530.4

16 10161 522.0 499.6 488.5 518.5 150.2 160.3 253.1 249.0 935.4 905.4 520.5 652.5

17 10171 410.4 397.6 378.3 394.3 135.3 140.5 229.9 225.9 611.5 600.9 399.8 470.5

18 10181 524.1 499.7 488.8 517.7 154.5 164.4 251.2 246.3 907.8 878.5 506.1 628.1

19 10191 685.7 643.2 632.5 681.8 181.8 194.2 265.6 259.9 1194.5 1147.0 608.3 777.5

20 10201 919.4 861.3 844.3 936.6 209.1 212.1 286.1 279.0 1708.4 1622.8 797.7 1044.6

21 10211 642.9 600.0 609.9 658.5 168.4 182.8 239.5 235.0 942.9 902.2 531.3 647.4

22 10221 937.4 862.3 914.7 1007.1 201.8 216.2 262.3 256.7 1496.0 1414.6 745.5 947.8

23 10231 1334.6 1231.6 1338.1 1493.4 227.6 245.5 350.5 341.6 2554.4 2469.1 1155.3 1653.5

24 10241 1868.9 1740.1 1916.9 2154.6 305.1 318.6 394.1 384.6 3349.8 3146.9 1541.9 1997.2

25 10251 382.9 345.7 382.5 385.7 207.3 210.3 223.1 220.3 390.2 396.6 297.4 356.9

26 10261 538.0 458.2 550.5 558.9 252.5 257.4 248.9 245.6 503.5 513.9 357.4 444.7

27 10271 786.5 633.6 804.1 824.3 291.7 297.8 276.8 272.7 640.0 657.8 419.1 552.7

28 10281 1127.7 888.7 1141.1 1182.0 316.1 322.8 308.0 303.0 813.0 837.1 480.9 681.8

29 10291 646.0 557.3 612.6 628.6 247.2 252.7 260.9 257.2 581.3 588.1 402.0 508.2

30 10301 1004.8 830.5 1043.8 1081.8 318.0 326.0 291.8 287.3 915.0 924.9 537.6 757.9

31 10311 1469.5 1206.7 1536.1 1603.4 359.8 370.1 335.5 329.8 1376.1 1383.6 713.9 1076.8

32 10321 2248.9 1861.9 2312.9 2445.8 398.2 413.9 379.5 372.0 2186.2 2184.1 1025.3 1632.8

33 10331 1301.5 1079.4 1293.1 1373.8 305.1 314.8 295.9 290.7 1110.7 1123.6 633.3 935.6

34 10341 2142.3 1801.4 2155.1 2303.2 363.4 376.5 373.1 365.2 1765.8 1757.3 898.7 1434.6

35 10351 3203.7 2788.7 3138.4 3356.5 384.9 404.3 465.4 452.4 2783.7 2764.8 1428.5 2184.1

36 10361 4465.8 3961.0 4353.7 4654.1 452.3 464.4 602.4 577.0 4018.3 3998.4 1799.7 2790.2


Minimum breaking

Name case/dir nr lines 12 strenght of mooring line [kN] 1450

MA_B75_2\OUTPUT\ nr fenders 5 Rated fender force [kN] 976

Environmental conditions

Run # Output Maximum Line Maximum Fender wave wind current

filename force # force # Hsig Tm dir speed dir speed dir

[kN] [kN] [m] [s] [deg] [m/s] [deg] [m/s] [deg]

1 10011 348. 1. 846. 1. 0.60 6.0 285 9.0 345 0.00 135

2 10021 434. 1. 881. 1. 0.90 6.0 285 9.0 345 0.00 135

3 10031 572. 10. 883. 2. 1.20 6.0 285 9.0 345 0.00 135

4 10041 807. 10. 883. 1. 1.50 6.0 285 9.0 345 0.00 135

5 10051 603. 10. 883. 2. 0.60 8.0 285 9.0 345 0.00 135

6 10061 1007. 10. 883. 1. 0.90 8.0 285 9.0 345 0.00 135

7 10071 1556. 9. 883. 3. 1.20 8.0 285 9.0 345 0.00 135

8 10081 2473. 9. 883. 1. 1.50 8.0 285 9.0 345 0.00 135

9 10091 1398. 10. 883. 1. 0.60 10.0 285 9.0 345 0.00 135

10 10101 2379. 9. 883. 1. 0.90 10.0 285 9.0 345 0.00 135

11 10111 3546. 9. 883. 1. 1.20 10.0 285 9.0 345 0.00 135

12 10121 4888. 9. 920. 1. 1.50 10.0 285 9.0 345 0.00 135

13 10131 391. 9. 879. 5. 0.60 6.0 270 9.0 345 0.00 135

14 10141 535. 9. 883. 3. 0.90 6.0 270 9.0 345 0.00 135

15 10151 717. 9. 883. 2. 1.20 6.0 270 9.0 345 0.00 135

16 10161 935. 9. 883. 1. 1.50 6.0 270 9.0 345 0.00 135

17 10171 612. 9. 883. 3. 0.60 8.0 270 9.0 345 0.00 135

18 10181 908. 9. 883. 1. 0.90 8.0 270 9.0 345 0.00 135

19 10191 1195. 9. 883. 1. 1.20 8.0 270 9.0 345 0.00 135

20 10201 1708. 9. 883. 1. 1.50 8.0 270 9.0 345 0.00 135

21 10211 943. 9. 883. 1. 0.60 10.0 270 9.0 345 0.00 135

22 10221 1496. 9. 883. 1. 0.90 10.0 270 9.0 345 0.00 135

23 10231 2554. 9. 883. 1. 1.20 10.0 270 9.0 345 0.00 135

24 10241 3350. 9. 905. 5. 1.50 10.0 270 9.0 345 0.00 135

25 10251 397. 10. 861. 5. 0.60 6.0 255 9.0 345 0.00 135

26 10261 559. 4. 883. 4. 0.90 6.0 255 9.0 345 0.00 135

27 10271 824. 4. 883. 1. 1.20 6.0 255 9.0 345 0.00 135

28 10281 1182. 4. 883. 1. 1.50 6.0 255 9.0 345 0.00 135

29 10291 646. 1. 883. 5. 0.60 8.0 255 9.0 345 0.00 135

30 10301 1082. 4. 883. 1. 0.90 8.0 255 9.0 345 0.00 135

31 10311 1603. 4. 883. 1. 1.20 8.0 255 9.0 345 0.00 135

32 10321 2446. 4. 883. 1. 1.50 8.0 255 9.0 345 0.00 135

33 10331 1374. 4. 883. 2. 0.60 10.0 255 9.0 345 0.00 135

34 10341 2303. 4. 883. 1. 0.90 10.0 255 9.0 345 0.00 135

35 10351 3357. 4. 883. 1. 1.20 10.0 255 9.0 345 0.00 135

36 10361 4654. 4. 927. 5. 1.50 10.0 255 9.0 345 0.00 135

lines Fenders

Maximum forces


Appendix B: Loads on dolphins berth A

Berth A, Case1 Hs = 1.00m, Tm = 4sec, Udir = 30°N


Dolphin nr. lines Maximum load Design load Load Ratio

MD1 4 340 712 0.48

BD11 1 177 712 0.25

BD12 1 82 712 0.11

MD12 4 406 712 0.57

Hs = 0.59m, Tm = 6sec, Udir = 30°N



MD1 4 420 712 0.59

BD11 1 177 712 0.25

BD12 1 131 712 0.18

MD12 4 492 712 0.69

Hs = 0.47m, Tm = 8sec, Udir = 30°N



MD1 4 441 712 0.62

BD11 1 177 712 0.25

BD12 1 115 712 0.16

MD12 4 577 712 0.81

Hs = 0.43m, Tm = 10sec, Udir = 30°N



MD1 4 466 712 0.66

BD11 1 177 712 0.25

BD12 1 100 712 0.14

MD12 4 507 712 0.71

Hs = 1.10m, Tm = 4sec, Udir = 330°N



MD1 4 344 712 0.48

BD11 1 177 712 0.25

BD12 1 110 712 0.15

MD12 4 433 712 0.61


Hs = 0.59m, Tm = 6sec, Udir = 330°N



MD1 4 530 712 0.74

BD11 1 177 712 0.25

BD12 1 158 712 0.22

MD12 4 501 712 0.70

Hs = 0.50m, Tm = 8sec, Udir = 330°N



MD1 4 440 712 0.62

BD11 1 177 712 0.25

BD12 1 140 712 0.20

MD12 4 585 712 0.82

Hs = 0.44m, Tm = 10sec, Udir = 330°N



MD1 4 491 712 0.69

BD11 1 177 712 0.25

BD12 1 127 712 0.18

MD12 4 527 712 0.74

Berth A, Case2 Hs = 0.72m, Tm = 6sec, Udir = 30°N



MD1 4 431 712 0.60

BD11 1 303 712 0.43

BD12 1 241 712 0.34

MD12 4 466 712 0.65

Hs = 0.56m, Tm = 8sec, Udir = 30°N



MD1 4 401 712 0.56

BD11 1 300 712 0.42

BD12 1 179 712 0.25

MD12 4 467 712 0.66


Hs = 0.44m, Tm = 10sec, Udir = 30°N



MD1 4 371 712 0.52

BD11 1 301 712 0.42

BD12 1 181 712 0.25

MD12 4 402 712 0.57

Hs = 0.70m, Tm = 6sec, Udir = 330°N



MD1 4 420 712 0.59

BD11 1 302 712 0.42

BD12 1 235 712 0.33

MD12 4 457 712 0.64

Hs = 0.57m, Tm = 8sec, Udir = 330°N



MD1 4 428 712 0.60

BD11 1 297 712 0.42

BD12 1 272 712 0.38

MD12 4 510 712 0.72

Hs = 0.45m, Tm = 10sec, Udir = 330°N



MD1 4 414 712 0.58

BD11 1 300 712 0.42

BD12 1 201 712 0.28

MD12 4 424 712 0.60


Appendix C: Loads on dolphins berth B

Berth B, Case1 Hs = 1.40m, Tm = 6sec, Hs dir = 30°N



MD2 1 638 712 0.90

MD3 3 1645 712 2.31

BD23 2 420 712 0.59

BD25 2 636 712 0.89

MD14 3 2100 713 2.95

MD5 1 551 714 0.77

Hs = 0.68m, Tm = 8sec, Hs dir = 30°N



MD2 1 723 712 1.02

MD3 3 1777 712 2.50

BD23 2 423 712 0.59

BD25 2 614 712 0.86

MD14 3 2111 713 2.96

MD5 1 532 714 0.75

Hs = 1.28m, Tm = 6sec, Hs dir = 45°N



MD2 1 497 712 0.70

MD3 3 1332 712 1.87

BD23 2 266 712 0.37

BD25 2 500 712 0.70

MD14 3 2102 713 2.95

MD5 1 519 714 0.73

Hs = 0.78m, Tm = 8sec, Hs dir = 45°N



MD2 1 509 712 0.72

MD3 3 1359 712 1.91

BD23 2 273 712 0.38

BD25 2 532 712 0.75

MD14 3 2105 713 2.95

MD5 1 504 714 0.71


Hs = 1.07m, Tm = 6sec, Hs dir = 60°N



MD2 1 690 712 0.97

MD3 3 2120 712 2.98

BD23 2 568 712 0.80

BD25 2 512 712 0.72

MD14 3 1727 713 2.42

MD5 1 502 714 0.70

Hs = 0.63m, Tm = 8sec, Hs dir = 60°N



MD2 1 686 712 0.96

MD3 3 2100 712 2.95

BD23 2 558 712 0.78

BD25 2 507 712 0.71

MD14 3 1787 713 2.51

MD5 1 511 714 0.72

Berth B, Case2 Hs = 1.40m, Tm = 6sec, Hs dir = 30°N



MD2 2 1090 712 1.53

MD3 2 1146 712 1.61

BD23 2 490 712 0.69

BD25 2 563 712 0.79

MD14 2 1422 712 2.00

MD5 2 1058 712 1.49

Hs = 0.69m, Tm = 8sec, Hs dir = 30°N



MD2 2 1197 712 1.68

MD3 2 1226 712 1.72

BD23 2 469 712 0.66

BD25 2 529 712 0.74

MD14 2 1442 712 2.03

MD5 2 1070 712 1.50

Hs = 1.21m, Tm = 6sec, Hs dir = 45°N



MD2 2 882 712 1.24

MD3 2 855 712 1.20


BD23 2 277 712 0.39

BD25 2 475 712 0.67

MD14 2 1433 712 2.01

MD5 2 978 712 1.37

Hs = 0.71m, Tm = 8sec, Hs dir = 45°N



MD2 2 891 712 1.25

MD3 2 862 712 1.21

BD23 2 292 712 0.41

BD25 2 472 712 0.66

MD14 2 1432 712 2.01

MD5 2 971 712 1.36

Hs = 1.09m, Tm = 6sec, Hs dir = 60°N



MD2 2 1262 712 1.77

MD3 2 1434 712 2.01

BD23 2 560 712 0.79

BD25 2 529 712 0.74

MD14 2 1193 712 1.68

MD5 2 908 712 1.28

Hs = 0.65m, Tm = 8sec, Hs dir = 60°N



MD2 2 1318 712 1.85

MD3 2 1402 712 1.97

BD23 2 526 712 0.74

BD25 2 529 712 0.74

MD14 2 1291 712 1.81

MD5 2 980 712 1.38


Appendix D: TERMSIM berth A, case1

T E R M S I M Phase II v2006_0 Date :29-MAY-0 Time:09:36:38 Page: 1 Jetty terminal General data and vessel particulars Review of input Project : MA_A5 Outputfile : 10011 Case Description Environment : EN1 10011 Vessel : VE75 Mooring : MOB Control : CO1 Output : OU1 10011 Type of vessel : Gas carrier Type of tanks : Spherical tanks Length between perpendiculars : 98.00 [m] Moulded breadth : 16.80 [m] Displaced moulded volume : 6250.00 [m**3] Draft : 6.70 [m] Projected side area above waterline : 850.00 [m**2] Projected front area above waterline : 330.00 [m**2] Loading condition in % of max. draft : 100.00 [%] Water depth : 13.00 [m] Additional damping for Surge : 0.00 [kNs/m] Additional damping for Sway : 0.00 [kNs/m] Additional damping for Heave : 0.00 [kNs/m] Additional damping for Roll : 0.00[kNms/rad] Additional damping for Pitch : 0.00[kNms/rad] Additional damping for Yaw : 0.00[kNms/rad] User supplied hydrodynamic datafile : D:\Marin\Termsim2\hydfiles\20560LPG.HYD Height of COG above keel : 6.00 [m] Transverse radius of inertia : 6.72 [m] Centre Of Gravity (Fwd of Station 10) : 0.00 [m] S C A L E D V E S S E L P A R T I C U L A R S Scaling factor = 1.31 Water depth (0 = infinite) = 15.06 m Vessel draft = 6.55 m Z-coordinate of M.S.L. (wrt origin) = 0.65 m Z-coordinate of keel (wrt origin) = -5.89 m Vessel displacement = 6250.00 m**3 Vessel mass = 6406.25 t Vessel weight = 62.85 mN Water plane area = 1097.03 m**2 X-coordinate of C.O.F. (wrt COG) = -1.26 m X-coordinate of C.O.B. (wrt COG) = 0.00 m C.O.G. above keel KG = 6.00 m Transv. metac. above keel KMT = 6.64 m


Longit. metac. above keel KML = 77.38 m Transv. metac. height GMT = 0.64 m Longit. metac. height GML = 71.38 m List angle = 0.00 degrees Trim angle = 0.00 degrees H Y D R O S T A T I C R E S T O R I N G M A T R I X (KN-M-S, WRT C.O.G.) ------------------------------------------------------------------------------- MODE: S U R G E S W A Y H E A V E R O L L P I T C H Y A W ------------------------------------------------------------------------------- SURGE 0.0 0.0 0.0 0.0 0.0 0.0 SWAY 0.0 0.0 0.0 0.0 0.0 0.0 HEAVE 0.0 0.0 11030.9 0.0 13864.3 0.0 ROLL 0.0 0.0 0.0 40084.7 0.0 0.0 PITCH 0.0 0.0 13864.3 0.0 4485641.5 0.0 YAW 0.0 0.0 0.0 0.0 0.0 0.0 ------------------------------------------------------------------------------- T E R M S I M Phase II v2006_0 Date :29-MAY-0 Time:09:36:38 Page: 2 Environmental conditions Review of input (Continued) Water depth : 13.00 [m] Type of wave spectrum : Pierson Moskowitz Significant wave height : 0.30 [m] Mean wave period : 4.00 [s] Gamma : - Wave direction : 255.00 [deg] Type of swell spectrum : No swell Wind velocity : 9.00 [m/s] Wind direction : 285.00 [deg] Reference height for Mx moment : 0.00 [m] OCIMF wind coefficients used No External forces file used No Passing Ships forces file used Current velocity : 0.00 [m/s] Current direction : 135.00 [deg] OCIMF current coefficients used Relative wave direction : 255.00 [deg] Relative wind direction : 285.00 [deg] Relative current direction : 135.00 [deg] Initial seed for random waves : 2356891 [-] T E R M S I M Phase II v2006_0 Date :29-MAY-0 Time:09:36:38 Page: 3 Environmental conditions Review of input (Continued)


Mean wave drift force in starting condition ------------------------------------------- Direction X-mode Y-mode N-mode [deg] [kN] [kN] [kNm] 255.00 -0.15 -1.61 0.61 265.00 -0.10 -1.69 1.36 275.00 -0.03 -1.72 2.67 285.00 0.06 -1.69 4.52 295.00 0.21 -1.42 8.13 305.00 0.26 -1.12 8.83 315.00 0.20 -0.80 6.61 325.00 0.16 -0.55 4.85 335.00 0.13 -0.33 3.47 345.00 0.11 -0.16 2.46 355.00 0.11 -0.05 0.82 5.00 0.11 0.05 -0.82 15.00 0.11 0.16 -2.46 25.00 0.13 0.33 -3.47 35.00 0.16 0.55 -4.85 45.00 0.20 0.80 -6.61 55.00 0.26 1.12 -8.83 65.00 0.21 1.42 -8.13 75.00 0.06 1.69 -4.52 85.00 -0.03 1.72 -2.67 95.00 -0.10 1.69 -1.36 105.00 -0.15 1.61 -0.61 115.00 -0.26 1.38 4.85 125.00 -0.30 1.13 7.49 135.00 -0.25 0.87 7.34 145.00 -0.21 0.61 5.34 155.00 -0.18 0.38 3.72 165.00 -0.16 0.19 2.47 175.00 -0.15 0.06 0.82 185.00 -0.15 -0.06 -0.82 195.00 -0.16 -0.19 -2.47 205.00 -0.18 -0.38 -3.72 215.00 -0.21 -0.61 -5.34 225.00 -0.25 -0.87 -7.34 235.00 -0.30 -1.13 -7.49 245.00 -0.26 -1.38 -4.85 255.00 -0.15 -1.61 0.61 T E R M S I M Phase II v2006_0 Date :29-MAY-0 Time:09:36:38 Page: 4 Environmental conditions Review of input (Continued) Zero frequency wave drift force spectrum in starting condition -------------------------------------------------------------- Direction X-mode Y-mode N-mode [deg] [kN^2.s] [kN^2.s] [kNm^2.s] 255.00 0.1107E+00 0.1440E+02 0.1339E+02 265.00 0.6379E-01 0.1572E+02 0.4860E+02 275.00 0.3467E-01 0.1632E+02 0.1183E+03


285.00 0.2337E-01 0.1620E+02 0.2224E+03 295.00 0.3110E+00 0.1184E+02 0.4540E+03 305.00 0.3842E+00 0.7711E+01 0.4551E+03 315.00 0.2429E+00 0.3828E+01 0.2257E+03 325.00 0.1378E+00 0.1971E+01 0.1249E+03 335.00 0.7646E-01 0.7415E+00 0.5879E+02 345.00 0.5879E-01 0.1384E+00 0.2722E+02 355.00 0.5591E-01 0.4612E-01 0.9073E+01 5.00 0.5591E-01 0.4612E-01 0.9073E+01 15.00 0.5879E-01 0.1384E+00 0.2722E+02 25.00 0.7646E-01 0.7415E+00 0.5879E+02 35.00 0.1378E+00 0.1971E+01 0.1249E+03 45.00 0.2429E+00 0.3828E+01 0.2257E+03 55.00 0.3842E+00 0.7711E+01 0.4551E+03 65.00 0.3110E+00 0.1184E+02 0.4540E+03 75.00 0.2337E-01 0.1620E+02 0.2224E+03 85.00 0.3467E-01 0.1632E+02 0.1183E+03 95.00 0.6379E-01 0.1572E+02 0.4860E+02 105.00 0.1107E+00 0.1440E+02 0.1339E+02 115.00 0.4036E+00 0.1082E+02 0.1968E+03 125.00 0.4793E+00 0.7517E+01 0.2878E+03 135.00 0.3379E+00 0.4483E+01 0.2863E+03 145.00 0.2192E+00 0.2400E+01 0.1645E+03 155.00 0.1432E+00 0.9711E+00 0.7825E+02 165.00 0.1097E+00 0.1961E+00 0.2755E+02 175.00 0.1009E+00 0.6538E-01 0.9185E+01 185.00 0.1009E+00 0.6538E-01 0.9185E+01 195.00 0.1097E+00 0.1961E+00 0.2755E+02 205.00 0.1432E+00 0.9711E+00 0.7825E+02 215.00 0.2192E+00 0.2400E+01 0.1645E+03 225.00 0.3379E+00 0.4483E+01 0.2863E+03 235.00 0.4793E+00 0.7517E+01 0.2878E+03 245.00 0.4036E+00 0.1082E+02 0.1968E+03 255.00 0.1107E+00 0.1440E+02 0.1339E+02 T E R M S I M Phase II v2006_0 Date :29-MAY-0 Time:09:36:38 Page: 5 Environmental conditions Review of input (Continued) Mean wind force in starting condition ------------------------------------- Direction X-mode Y-mode N-mode [deg] [kN] [kN] [kNm] 285.00 2.87 -46.89 377.50 295.00 6.02 -43.78 504.59 305.00 9.86 -38.69 571.55 315.00 13.45 -31.45 571.47 325.00 15.94 -22.91 509.03 335.00 16.98 -14.54 396.86 345.00 16.97 -7.60 250.70 355.00 16.66 -2.29 85.56 5.00 16.66 2.29 -85.56 15.00 16.97 7.60 -250.70 25.00 16.98 14.54 -396.86


35.00 15.94 22.91 -509.03 45.00 13.45 31.45 -571.47 55.00 9.86 38.69 -571.55 65.00 6.02 43.78 -504.59 75.00 2.87 46.89 -377.50 85.00 0.82 48.75 -209.39 95.00 -0.43 49.87 -28.03 105.00 -1.64 49.94 136.66 115.00 -3.49 47.95 259.97 125.00 -6.20 42.98 327.99 135.00 -9.39 35.01 339.42 145.00 -12.39 25.31 303.34 155.00 -14.65 15.83 234.13 165.00 -16.01 8.11 146.02 175.00 -16.59 2.41 49.42 185.00 -16.59 -2.41 -49.42 195.00 -16.01 -8.11 -146.02 205.00 -14.65 -15.83 -234.13 215.00 -12.39 -25.31 -303.34 225.00 -9.39 -35.01 -339.42 235.00 -6.20 -42.98 -327.99 245.00 -3.49 -47.95 -259.97 255.00 -1.64 -49.94 -136.66 265.00 -0.43 -49.87 28.03 275.00 0.82 -48.75 209.39 285.00 2.87 -46.89 377.50 T E R M S I M Phase II v2006_0 Date :29-MAY-0 Time:09:36:38 Page: 6 Environmental conditions Review of input (Continued) Mean current force in starting condition ----------------------------------------- Direction X-mode Y-mode N-mode [deg] [kN] [kN] [kNm] 135.00 0.00 0.00 0.00 145.00 0.00 0.00 0.00 155.00 0.00 0.00 0.00 165.00 0.00 0.00 0.00 175.00 0.00 0.00 0.00 185.00 0.00 0.00 0.00 195.00 0.00 0.00 0.00 205.00 0.00 0.00 0.00 215.00 0.00 0.00 0.00 225.00 0.00 0.00 0.00 235.00 0.00 0.00 0.00 245.00 0.00 0.00 0.00 255.00 0.00 0.00 0.00 265.00 0.00 0.00 0.00 275.00 0.00 0.00 0.00 285.00 0.00 0.00 0.00 295.00 0.00 0.00 0.00 305.00 0.00 0.00 0.00 315.00 0.00 0.00 0.00


325.00 0.00 0.00 0.00 335.00 0.00 0.00 0.00 345.00 0.00 0.00 0.00 355.00 0.00 0.00 0.00 5.00 0.00 0.00 0.00 15.00 0.00 0.00 0.00 25.00 0.00 0.00 0.00 35.00 0.00 0.00 0.00 45.00 0.00 0.00 0.00 55.00 0.00 0.00 0.00 65.00 0.00 0.00 0.00 75.00 0.00 0.00 0.00 85.00 0.00 0.00 0.00 95.00 0.00 0.00 0.00 105.00 0.00 0.00 0.00 115.00 0.00 0.00 0.00 125.00 0.00 0.00 0.00 135.00 0.00 0.00 0.00 T E R M S I M Phase II v2006_0 Date :29-MAY-0 Time:09:36:38 Page: 7 Control information Review of input (Continued) Length of simulation : 10800.00 [sec] Post processing option : 1 [-] No break force or time specified for leg number 1 No break force or time specified for leg number 2 No break force or time specified for leg number 3 No break force or time specified for leg number 4 No break force or time specified for leg number 5 No break force or time specified for leg number 6 No break force or time specified for leg number 7 No break force or time specified for leg number 8 No break force or time specified for leg number 9 No break force or time specified for leg number 10 T E R M S I M Phase II v2006_0 Date :29-MAY-0 Time:09:36:38 Page: 8 JETTY mooring terminal Review of input (Continued) X-position of ship origin (international) : 0.0 [m] Y-position of ship origin (international) : 8.4 [m] Heading of vessel : 0.00 [deg] Number of mooring legs : 10 Number of fairleads : 10 Number of bollards : 4 Number of fenders : 4 X-position of reference point : 0.0 [m] Y-position of reference point : -7.4 [m] Z-position of reference point : 3.0 [m]


ALLOCATION ---------- Leg Bollard point Fairlead number number 1 1 1 2 1 2 3 1 3 4 1 4 5 2 5 6 3 6 7 4 7 8 4 8 9 4 9 10 4 10 T E R M S I M Phase II v2006_0 Date :29-MAY-0 Time:09:36:38 Page: 9 JETTY mooring terminal Review of input (Continued) Mooring leg number : 1 Bollard point number : 1 Fairlead number : 1 X-position of FAIRLEAD wrt ship origin : -53.00 [m] Y-position of FAIRLEAD wrt ship origin : 0.00 [m] Z-position of FAIRLEAD wrt ship origin : 2.40 [m] X-position of BOLLARD POINT (international) : -77.0 [m] Y-position of BOLLARD POINT (international : -45.3 [m] X-position of BOLLARD POINT wrt origin (local) : -77.00 [m] Y-position of BOLLARD POINT wrt origin (local) : -53.75 [m] Z-position of BOLLARD POINT wrt origin (local) : 3.00 [m] Stiffness of bollard : 0.00 [kN/m] Number of parallel lines : 1 Total horizontal pre-tension at FAIRLEAD : 35.00 [kN] Type of mooring line : Polypropylene 8-strand Diameter of mooring line : 5.66 [cm] Breaking strength of line : 353.16 [kN] T E R M S I M Phase II v2006_0 Date :29-MAY-0 Time:09:36:38 Page: 10 JETTY mooring terminal Review of input (Continued) Mooring leg number : 2 Bollard point number : 1 Fairlead number : 2 X-position of FAIRLEAD wrt ship origin : -48.80 [m] Y-position of FAIRLEAD wrt ship origin : -5.40 [m] Z-position of FAIRLEAD wrt ship origin : 2.40 [m] X-position of BOLLARD POINT (international) : -77.0 [m] Y-position of BOLLARD POINT (international : -45.3 [m] X-position of BOLLARD POINT wrt origin (local) : -77.00 [m] Y-position of BOLLARD POINT wrt origin (local) : -53.75 [m]


Z-position of BOLLARD POINT wrt origin (local) : 3.00 [m] Stiffness of bollard : 0.00 [kN/m] Number of parallel lines : 1 Total horizontal pre-tension at FAIRLEAD : 35.00 [kN] Type of mooring line : Polypropylene 8-strand Diameter of mooring line : 5.66 [cm] Breaking strength of line : 353.16 [kN] T E R M S I M Phase II v2006_0 Date :29-MAY-0 Time:09:36:38 Page: 11 JETTY mooring terminal Review of input (Continued) Mooring leg number : 3 Bollard point number : 1 Fairlead number : 3 X-position of FAIRLEAD wrt ship origin : -46.60 [m] Y-position of FAIRLEAD wrt ship origin : -5.90 [m] Z-position of FAIRLEAD wrt ship origin : 2.40 [m] X-position of BOLLARD POINT (international) : -77.0 [m] Y-position of BOLLARD POINT (international : -45.3 [m] X-position of BOLLARD POINT wrt origin (local) : -77.00 [m] Y-position of BOLLARD POINT wrt origin (local) : -53.75 [m] Z-position of BOLLARD POINT wrt origin (local) : 3.00 [m] Stiffness of bollard : 0.00 [kN/m] Number of parallel lines : 1 Total horizontal pre-tension at FAIRLEAD : 35.00 [kN] Type of mooring line : Polypropylene 8-strand Diameter of mooring line : 5.66 [cm] Breaking strength of line : 353.16 [kN] T E R M S I M Phase II v2006_0 Date :29-MAY-0 Time:09:36:38 Page: 12 JETTY mooring terminal Review of input (Continued) Mooring leg number : 4 Bollard point number : 1 Fairlead number : 4 X-position of FAIRLEAD wrt ship origin : -41.30 [m] Y-position of FAIRLEAD wrt ship origin : -7.10 [m] Z-position of FAIRLEAD wrt ship origin : 2.40 [m] X-position of BOLLARD POINT (international) : -77.0 [m] Y-position of BOLLARD POINT (international : -45.3 [m] X-position of BOLLARD POINT wrt origin (local) : -77.00 [m] Y-position of BOLLARD POINT wrt origin (local) : -53.75 [m] Z-position of BOLLARD POINT wrt origin (local) : 3.00 [m] Stiffness of bollard : 0.00 [kN/m] Number of parallel lines : 1 Total horizontal pre-tension at FAIRLEAD : 35.00 [kN] Type of mooring line : Polypropylene 8-strand Diameter of mooring line : 5.66 [cm] Breaking strength of line : 353.16 [kN]


T E R M S I M Phase II v2006_0 Date :29-MAY-0 Time:09:36:38 Page: 13 JETTY mooring terminal Review of input (Continued) Mooring leg number : 5 Bollard point number : 2 Fairlead number : 5 X-position of FAIRLEAD wrt ship origin : -33.90 [m] Y-position of FAIRLEAD wrt ship origin : -8.20 [m] Z-position of FAIRLEAD wrt ship origin : 2.40 [m] X-position of BOLLARD POINT (international) : -15.0 [m] Y-position of BOLLARD POINT (international : -4.0 [m] X-position of BOLLARD POINT wrt origin (local) : -15.00 [m] Y-position of BOLLARD POINT wrt origin (local) : -12.40 [m] Z-position of BOLLARD POINT wrt origin (local) : 3.00 [m] Stiffness of bollard : 0.00 [kN/m] Number of parallel lines : 1 Total horizontal pre-tension at FAIRLEAD : 35.00 [kN] Type of mooring line : Polypropylene 8-strand Diameter of mooring line : 5.66 [cm] Breaking strength of line : 353.16 [kN] T E R M S I M Phase II v2006_0 Date :29-MAY-0 Time:09:36:38 Page: 14 JETTY mooring terminal Review of input (Continued) Mooring leg number : 6 Bollard point number : 3 Fairlead number : 6 X-position of FAIRLEAD wrt ship origin : 35.00 [m] Y-position of FAIRLEAD wrt ship origin : -8.20 [m] Z-position of FAIRLEAD wrt ship origin : 2.40 [m] X-position of BOLLARD POINT (international) : 15.0 [m] Y-position of BOLLARD POINT (international : -4.0 [m] X-position of BOLLARD POINT wrt origin (local) : 15.00 [m] Y-position of BOLLARD POINT wrt origin (local) : -12.40 [m] Z-position of BOLLARD POINT wrt origin (local) : 3.00 [m] Stiffness of bollard : 0.00 [kN/m] Number of parallel lines : 1 Total horizontal pre-tension at FAIRLEAD : 35.00 [kN] Type of mooring line : Polypropylene 8-strand Diameter of mooring line : 5.66 [cm] Breaking strength of line : 353.16 [kN] T E R M S I M Phase II v2006_0 Date :29-MAY-0 Time:09:36:38 Page: 15 JETTY mooring terminal Review of input (Continued) Mooring leg number : 7 Bollard point number : 4 Fairlead number : 7 X-position of FAIRLEAD wrt ship origin : 41.30 [m] Y-position of FAIRLEAD wrt ship origin : -6.70 [m]


Z-position of FAIRLEAD wrt ship origin : 2.40 [m] X-position of BOLLARD POINT (international) : 52.0 [m] Y-position of BOLLARD POINT (international : -45.3 [m] X-position of BOLLARD POINT wrt origin (local) : 52.00 [m] Y-position of BOLLARD POINT wrt origin (local) : -53.75 [m] Z-position of BOLLARD POINT wrt origin (local) : 3.00 [m] Stiffness of bollard : 0.00 [kN/m] Number of parallel lines : 1 Total horizontal pre-tension at FAIRLEAD : 35.00 [kN] Type of mooring line : Polypropylene 8-strand Diameter of mooring line : 5.66 [cm] Breaking strength of line : 353.16 [kN] T E R M S I M Phase II v2006_0 Date :29-MAY-0 Time:09:36:38 Page: 16 JETTY mooring terminal Review of input (Continued) Mooring leg number : 8 Bollard point number : 4 Fairlead number : 8 X-position of FAIRLEAD wrt ship origin : 43.50 [m] Y-position of FAIRLEAD wrt ship origin : -6.40 [m] Z-position of FAIRLEAD wrt ship origin : 2.40 [m] X-position of BOLLARD POINT (international) : 52.0 [m] Y-position of BOLLARD POINT (international : -45.3 [m] X-position of BOLLARD POINT wrt origin (local) : 52.00 [m] Y-position of BOLLARD POINT wrt origin (local) : -53.75 [m] Z-position of BOLLARD POINT wrt origin (local) : 3.00 [m] Stiffness of bollard : 0.00 [kN/m] Number of parallel lines : 1 Total horizontal pre-tension at FAIRLEAD : 35.00 [kN] Type of mooring line : Polypropylene 8-strand Diameter of mooring line : 5.66 [cm] Breaking strength of line : 353.16 [kN] T E R M S I M Phase II v2006_0 Date :29-MAY-0 Time:09:36:38 Page: 17 JETTY mooring terminal Review of input (Continued) Mooring leg number : 9 Bollard point number : 4 Fairlead number : 9 X-position of FAIRLEAD wrt ship origin : 47.70 [m] Y-position of FAIRLEAD wrt ship origin : -4.40 [m] Z-position of FAIRLEAD wrt ship origin : 2.40 [m] X-position of BOLLARD POINT (international) : 52.0 [m] Y-position of BOLLARD POINT (international : -45.3 [m] X-position of BOLLARD POINT wrt origin (local) : 52.00 [m] Y-position of BOLLARD POINT wrt origin (local) : -53.75 [m] Z-position of BOLLARD POINT wrt origin (local) : 3.00 [m] Stiffness of bollard : 0.00 [kN/m] Number of parallel lines : 1 Total horizontal pre-tension at FAIRLEAD : 35.00 [kN]


Type of mooring line : Polypropylene 8-strand Diameter of mooring line : 5.66 [cm] Breaking strength of line : 353.16 [kN] T E R M S I M Phase II v2006_0 Date :29-MAY-0 Time:09:36:38 Page: 18 JETTY mooring terminal Review of input (Continued) Mooring leg number : 10 Bollard point number : 4 Fairlead number : 10 X-position of FAIRLEAD wrt ship origin : 53.00 [m] Y-position of FAIRLEAD wrt ship origin : 0.00 [m] Z-position of FAIRLEAD wrt ship origin : 2.40 [m] X-position of BOLLARD POINT (international) : 52.0 [m] Y-position of BOLLARD POINT (international : -45.3 [m] X-position of BOLLARD POINT wrt origin (local) : 52.00 [m] Y-position of BOLLARD POINT wrt origin (local) : -53.75 [m] Z-position of BOLLARD POINT wrt origin (local) : 3.00 [m] Stiffness of bollard : 0.00 [kN/m] Number of parallel lines : 1 Total horizontal pre-tension at FAIRLEAD : 35.00 [kN] Type of mooring line : Polypropylene 8-strand Diameter of mooring line : 5.66 [cm] Breaking strength of line : 353.16 [kN] T E R M S I M Phase II v2006_0 Date :29-MAY-0 Time:09:36:38 Page: 19 JETTY mooring terminal Review of input (Continued) Fender number : 1 Type of fender : Cell Grade of fender : 2 = R0 Height of fender : 1.45 [m] Maximum reaction force : 976.00 [kN] X-position of fender (international) : -30.5 [m] Y-position of fender (international) : 0.0 [m] X-position of fender wrt origin (local) : -30.50 [m] Y-position of fender wrt origin (local) : -8.40 [m] Z-position of fender : 2.00 [m] Friction coefficient of fender : 0.30 [-] Fender number : 2 Type of fender : Cell Grade of fender : 2 = R0 Height of fender : 1.45 [m] Maximum reaction force : 976.00 [kN] X-position of fender (international) : -15.0 [m] Y-position of fender (international) : 0.0 [m] X-position of fender wrt origin (local) : -15.00 [m] Y-position of fender wrt origin (local) : -8.40 [m] Z-position of fender : 2.00 [m]


Friction coefficient of fender : 0.30 [-] T E R M S I M Phase II v2006_0 Date :29-MAY-0 Time:09:36:38 Page: 20 JETTY mooring terminal Review of input (Continued) Fender number : 3 Type of fender : Cell Grade of fender : 2 = R0 Height of fender : 1.45 [m] Maximum reaction force : 976.00 [kN] X-position of fender (international) : 15.0 [m] Y-position of fender (international) : 0.0 [m] X-position of fender wrt origin (local) : 15.00 [m] Y-position of fender wrt origin (local) : -8.40 [m] Z-position of fender : 2.00 [m] Friction coefficient of fender : 0.30 [-] Fender number : 4 Type of fender : Cell Grade of fender : 2 = R0 Height of fender : 1.45 [m] Maximum reaction force : 976.00 [kN] X-position of fender (international) : 21.0 [m] Y-position of fender (international) : 0.0 [m] X-position of fender wrt origin (local) : 21.00 [m] Y-position of fender wrt origin (local) : -8.40 [m] Z-position of fender : 2.00 [m] Friction coefficient of fender : 0.30 [-] T E R M S I M Phase II v2006_0 Date :29-MAY-0 Time:09:36:38 Page: 21 JETTY mooring terminal Output : Environmental forces Mode Mean environmental force ---- ------------------------ X 2.92 [kN] Y -48.95 [kN] N 362.46 [kNm] Forces are vessel bound wrt centre of gravity T E R M S I M Phase II v2006_0 Date :29-MAY-0 Time:09:36:38 Page: 22 JETTY mooring terminal Project : MA_A5 Outputfile : 10011


Case Description Environment : EN1 10011 Vessel : VE75 Mooring : MOB Control : CO1 Output : OU1 10011 Output : Jetty Mean X-displacement of vessel = -0.30 [m] Mean Y-displacement of vessel = 0.00 [m] Mean heading of vessel = 359.99 [deg] (Displacements are earth bound wrt centre of gravity) Mooring Number of Mean force Safety factor leg parallel lines [kN] [-] 1 1 31.85 8.06 2 1 30.79 8.34 3 1 30.54 8.51 4 1 30.02 8.91 5 1 65.99 4.06 6 1 24.63 11.49 7 1 37.41 6.90 8 1 36.94 6.93 9 1 35.95 7.06 10 1 34.85 7.30 Fender Mean force [kN] 1 61.33 2 59.83 3 92.63 4 103.28 (Forces include pre-tension) T E R M S I M Phase II v2006_0 Date :29-MAY-0 Time:09:36:38 Page: 23 Jetty terminal Project : MA_A5 Outputfile : 10011 Case Description Environment : EN1 10011 Vessel : VE75 Mooring : MOB Control : CO1 Output : OU1 10011 Signr Name Unit Mean Stdev Min Max 1Wave m 0.29399E-05 0.75342E-01-0.29522E+00 0.28104E+00 2X-mot m-0.30292E+00 0.29701E-01-0.42130E+00-0.22034E+00 3Y-mot m 0.19839E-02 0.43671E-01-0.10326E+00 0.25390E+00 4Z-mot m 0.52186E-03 0.48049E-01-0.20770E+00 0.19891E+00 5Roll-mot deg-0.87624E-01 0.37189E+00-0.24667E+01 0.21487E+01


6Pitch-mot deg 0.94656E-04 0.57380E-01-0.24018E+00 0.25220E+00 7Yaw-mot deg-0.67817E-02 0.68056E-01-0.43558E+00 0.28271E+00 8F-mleg 1 kN 0.31846E+02 0.17811E+01 0.23667E+02 0.43820E+02 9F-mleg 2 kN 0.30795E+02 0.16709E+01 0.23317E+02 0.42341E+02 10F-mleg 3 kN 0.30538E+02 0.15866E+01 0.23436E+02 0.41512E+02 11F-mleg 4 kN 0.30024E+02 0.14058E+01 0.23815E+02 0.39626E+02 12F-mleg 5 kN 0.65989E+02 0.37967E+01 0.54422E+02 0.87088E+02 13F-mleg 6 kN 0.24628E+02 0.14846E+01 0.17714E+02 0.30747E+02 14F-mleg 7 kN 0.37408E+02 0.28647E+01 0.26886E+02 0.51185E+02 15F-mleg 8 kN 0.36939E+02 0.29865E+01 0.25815E+02 0.50973E+02 16F-mleg 9 kN 0.35947E+02 0.30958E+01 0.23749E+02 0.50022E+02 17F-mleg 10 kN 0.34847E+02 0.30415E+01 0.22164E+02 0.48351E+02 18F-fender 1 kN 0.61325E+02 0.78284E+02 0.00000E+00 0.59613E+03 19F-fender 2 kN 0.59830E+02 0.71272E+02 0.00000E+00 0.43121E+03 20F-fender 3 kN 0.92629E+02 0.11217E+03 0.00000E+00 0.57186E+03 21F-fender 4 kN 0.10328E+03 0.12623E+03 0.00000E+00 0.61614E+03 22F-moor X kN-0.81523E+01 0.48598E+02-0.17426E+03 0.42254E+03 23F-moor Y kN 0.48842E+02 0.32667E+03-0.34898E+03 0.15631E+04 24F-moor Z kN 0.58015E+01 0.20358E+00 0.52369E+01 0.71474E+01 25F-moor K kNm-0.61118E+02 0.88584E+03-0.41623E+04 0.10397E+04 26F-moor M kNm 0.74382E+00 0.13365E+03-0.44966E+03 0.11814E+04 27F-moor N kNm-0.40547E+03 0.53626E+04-0.27619E+05 0.20971E+05 28F-wind X kN 0.28795E+01 0.18467E-01 0.28168E+01 0.30120E+01 29F-wind Y kN-0.46883E+02 0.17976E-01-0.46941E+02-0.46753E+02 30F-wind N kNm 0.37750E+03 0.99092E+00 0.37275E+03 0.38304E+03 T E R M S I M Phase II v2006_0 Date :29-MAY-0 Time:09:36:38 Page: 24 Jetty terminal Project : MA_A5 Outputfile : 10011 Case Description Environment : EN1 10011 Vessel : VE75 Mooring : MOB Control : CO1 Output : OU1 10011 Signr Name Unit Mean Stdev Min Max 31F-lfdamp X kN 0.19682E+00 0.42538E+00-0.17687E+01 0.37418E+01 32F-lfdamp Y kN-0.37101E+00 0.26100E+01-0.18177E+02 0.14099E+02 33F-lfdamp N kNm-0.15067E+02 0.47153E+02-0.43027E+03 0.20727E+03 34F-wave X kN-0.15712E+00 0.45468E+02-0.17071E+03 0.17057E+03 35F-wave Y kN-0.16920E+01 0.23604E+03-0.96544E+03 0.91182E+03 36F-wave Z kN 0.27411E-01 0.16533E+03-0.69110E+03 0.70653E+03 37F-wave K kNm-0.96921E-02 0.61710E+02-0.21586E+03 0.20877E+03 38F-wave M kNm-0.52023E+00 0.26591E+04-0.98627E+04 0.10001E+05 39F-wave N kNm 0.28434E-01 0.44049E+04-0.15595E+05 0.16196E+05 40F-envir X kN 0.29192E+01 0.45512E+02-0.16820E+03 0.17226E+03 41F-envir Y kN-0.48946E+02 0.23474E+03-0.10245E+04 0.86620E+03 42F-envir Z kN 0.27411E-01 0.16533E+03-0.69110E+03 0.70653E+03 43F-envir K kNm-0.96921E-02 0.61710E+02-0.21586E+03 0.20877E+03 44F-envir M kNm-0.52023E+00 0.26591E+04-0.98627E+04 0.10001E+05 45F-envir N kNm 0.36246E+03 0.43910E+04-0.15217E+05 0.16502E+05 46X-mot refpoint m-0.30379E+00 0.33308E-01-0.45663E+00-0.19972E+00 47Y-mot refpoint m 0.76424E-02 0.61356E-01-0.17818E+00 0.37889E+00


48Z-mot refpoint m 0.11839E-01 0.59205E-01-0.40448E+00 0.33772E+00 49X-vel refpoint m/s 0.13833E-03 0.15955E-01-0.56630E-01 0.60683E-01 50Y-vel refpoint m/s 0.68615E-04 0.51945E-01-0.16413E+00 0.21227E+00 51Z-vel refpoint m/s 0.38627E-04 0.49177E-01-0.24684E+00 0.30735E+00 52X-acc refpoint m/s^2 0.27113E-03 0.30119E-01-0.99395E-01 0.17352E+00 53Y-acc refpoint m/s^2-0.15822E-01 0.10918E+00-0.52373E+00 0.46459E+00 54Z-acc refpoint m/s^2-0.38353E-03 0.51302E-01-0.25030E+00 0.24241E+00


Appendix E: TERMSIM berth B, case1

T E R M S I M Phase II v2006_0 Date :30-MAY-0 Time:11:38:58 Page: 1

Jetty terminal General data and vessel particulars

Review of input

Project : MA_B75_1 Outputfile : 10011

Case Description Environment : EN1 10011 Vessel : VE75 Mooring : MOB Control : CO1 Output : OU1 10011 Type of vessel : Gas carrier Type of tanks : Prismatic tanks Length between perpendiculars : 231.00 [m] Moulded breadth : 34.75 [m] Displaced moulded volume : 60000.00 [m**3] Draft : 10.00 [m] Projected side area above waterline : 3550.00 [m**2] Projected front area above waterline : 730.00 [m**2] Loading condition in % of max. draft : 100.00 [%] Water depth : 13.00 [m] Additional damping for Surge : 0.00 [kNs/m] Additional damping for Sway : 0.00 [kNs/m] Additional damping for Heave : 0.00 [kNs/m] Additional damping for Roll : 0.00[kNms/rad] Additional damping for Pitch : 0.00[kNms/rad] Additional damping for Yaw : 0.00[kNms/rad] User supplied hydrodynamic datafile : D:\Marin\Termsim2\hydfiles\BAJA14M2.HYD Height of COG above keel : 11.50 [m] Transverse radius of inertia : 13.03 [m] Centre Of Gravity (Fwd of Station 10) : 0.00 [m] S C A L E D V E S S E L P A R T I C U L A R S Scaling factor = 0.85 Water depth (0 = infinite) = 11.95 m Vessel draft = 9.39 m Z-coordinate of M.S.L. (wrt origin) = -2.82 m Z-coordinate of keel (wrt origin) = -12.21 m Vessel displacement = 60000.00 m**3 Vessel mass = 61500.00 t Vessel weight = 603.32 mN Water plane area = 6798.90 m**2 X-coordinate of C.O.F. (wrt COG) = -5.70 m X-coordinate of C.O.B. (wrt COG) = 0.00 m


C.O.G. above keel KG = 11.50 m Transv. metac. above keel KMT = 15.20 m Longit. metac. above keel KML = 380.51 m Transv. metac. height GMT = 3.70 m Longit. metac. height GML = 369.01 m List angle = 0.00 degrees Trim angle = 0.00 degrees H Y D R O S T A T I C R E S T O R I N G M A T R I X (KN-M-S, WRT C.O.G.) -------------------------------------------------------------------------------------------------------- MODE: S U R G E S W A Y H E A V E R O L L P I T C H Y A W -------------------------------------------------------------------------------------------------------- SURGE 0.0 0.0 0.0 0.0 0.0 0.0 SWAY 0.0 0.0 0.0 0.0 0.0 0.0 HEAVE 0.0 0.0 68364.6 0.0 389673.5 0.0 ROLL 0.0 0.0 0.0 2232150.2 0.0 0.0 PITCH 0.0 0.0 389673.5 0.0 222627824.0 0.0 YAW 0.0 0.0 0.0 0.0 0.0 0.0 -------------------------------------------------------------------------------------------------------- T E R M S I M Phase II v2006_0 Date :30-MAY-0 Time:11:38:58 Page: 2 Environmental conditions Review of input (Continued) Water depth : 13.00 [m] Type of wave spectrum : Pierson Moskowitz Significant wave height : 0.60 [m] Mean wave period : 6.00 [s] Gamma : - Wave direction : 285.00 [deg] Type of swell spectrum : No swell Wind velocity : 9.00 [m/s] Wind direction : 345.00 [deg] Reference height for Mx moment : 0.00 [m] OCIMF wind coefficients used No External forces file used No Passing Ships forces file used Current velocity : 0.00 [m/s] Current direction : 135.00 [deg] OCIMF current coefficients used Relative wave direction : 285.00 [deg] Relative wind direction : 345.00 [deg] Relative current direction : 135.00 [deg] Initial seed for random waves : 2356891 [-] T E R M S I M Phase II v2006_0 Date :30-MAY-0 Time:11:38:58 Page: 3 Control information Review of input (Continued) Length of simulation : 10800.00 [sec] Post processing option : 0 [-]


No break force or time specified for leg number 1 No break force or time specified for leg number 2 No break force or time specified for leg number 3 No break force or time specified for leg number 4 No break force or time specified for leg number 5 No break force or time specified for leg number 6 No break force or time specified for leg number 7 No break force or time specified for leg number 8 No break force or time specified for leg number 9 No break force or time specified for leg number 10 No break force or time specified for leg number 11 No break force or time specified for leg number 12 T E R M S I M Phase II v2006_0 Date :30-MAY-0 Time:11:38:58 Page: 4 JETTY mooring terminal Review of input (Continued) X-position of ship origin (international) : 13.4 [m] Y-position of ship origin (international) : 17.4 [m] Heading of vessel : 0.00 [deg] Number of mooring legs : 12 Number of fairleads : 12 Number of bollards : 6 Number of fenders : 5 X-position of reference point : -8.0 [m] Y-position of reference point : -14.4 [m] Z-position of reference point : 17.6 [m] ALLOCATION ---------- Leg Bollard point Fairlead number number 1 1 1 2 2 2 3 2 3 4 2 4 5 3 5 6 3 6 7 4 7 8 4 8 9 5 9 10 5 10 11 5 11 12 6 12 T E R M S I M Phase II v2006_0 Date :30-MAY-0 Time:11:38:58 Page: 5 JETTY mooring terminal Review of input (Continued) Mooring leg number : 1 Bollard point number : 1


Fairlead number : 1 X-position of FAIRLEAD wrt ship origin : -130.00 [m] Y-position of FAIRLEAD wrt ship origin : 0.00 [m] Z-position of FAIRLEAD wrt ship origin : 7.75 [m] X-position of BOLLARD POINT (international) : -154.0 [m] Y-position of BOLLARD POINT (international : -44.2 [m] X-position of BOLLARD POINT wrt origin (local) : -167.40 [m] Y-position of BOLLARD POINT wrt origin (local) : -61.62 [m] Z-position of BOLLARD POINT wrt origin (local) : 3.00 [m] Stiffness of bollard : 0.00 [kN/m] Number of parallel lines : 1 Total horizontal pre-tension at FAIRLEAD : 145.00 [kN] Type of mooring line : Combined line Diameter of steel line : 48.00 [mm] Breaking strength of line : 1470.00 [kN] Standard : ISO 2408 Strand construction : 8 - Strand Core type : Steel Tensile grade : 1800 [N/mm**2] Length of nylon tail : 11.00 [m] Diameter of nylon tail : 12.13 [cm] Breaking strength of nylon tail : 2992.05 [kN] T E R M S I M Phase II v2006_0 Date :30-MAY-0 Time:11:38:58 Page: 6 JETTY mooring terminal Review of input (Continued) Mooring leg number : 2 Bollard point number : 2 Fairlead number : 2 X-position of FAIRLEAD wrt ship origin : -124.80 [m] Y-position of FAIRLEAD wrt ship origin : -10.10 [m] Z-position of FAIRLEAD wrt ship origin : 7.75 [m] X-position of BOLLARD POINT (international) : -70.0 [m] Y-position of BOLLARD POINT (international : -44.2 [m] X-position of BOLLARD POINT wrt origin (local) : -83.40 [m] Y-position of BOLLARD POINT wrt origin (local) : -61.62 [m] Z-position of BOLLARD POINT wrt origin (local) : 3.00 [m] Stiffness of bollard : 0.00 [kN/m] Number of parallel lines : 1 Total horizontal pre-tension at FAIRLEAD : 145.00 [kN] Type of mooring line : Combined line Diameter of steel line : 48.00 [mm] Breaking strength of line : 1470.00 [kN] Standard : ISO 2408 Strand construction : 8 - Strand Core type : Steel Tensile grade : 1800 [N/mm**2] Length of nylon tail : 11.00 [m] Diameter of nylon tail : 12.13 [cm] Breaking strength of nylon tail : 2992.05 [kN]


T E R M S I M Phase II v2006_0 Date :30-MAY-0 Time:11:38:58 Page: 7 JETTY mooring terminal Review of input (Continued) Mooring leg number : 3 Bollard point number : 2 Fairlead number : 3 X-position of FAIRLEAD wrt ship origin : -117.00 [m] Y-position of FAIRLEAD wrt ship origin : -11.50 [m] Z-position of FAIRLEAD wrt ship origin : 7.75 [m] X-position of BOLLARD POINT (international) : -70.0 [m] Y-position of BOLLARD POINT (international : -44.2 [m] X-position of BOLLARD POINT wrt origin (local) : -83.40 [m] Y-position of BOLLARD POINT wrt origin (local) : -61.62 [m] Z-position of BOLLARD POINT wrt origin (local) : 3.00 [m] Stiffness of bollard : 0.00 [kN/m] Number of parallel lines : 1 Total horizontal pre-tension at FAIRLEAD : 145.00 [kN] Type of mooring line : Combined line Diameter of steel line : 48.00 [mm] Breaking strength of line : 1470.00 [kN] Standard : ISO 2408 Strand construction : 8 - Strand Core type : Steel Tensile grade : 1800 [N/mm**2] Length of nylon tail : 11.00 [m] Diameter of nylon tail : 12.13 [cm] Breaking strength of nylon tail : 2992.05 [kN] T E R M S I M Phase II v2006_0 Date :30-MAY-0 Time:11:38:58 Page: 8 JETTY mooring terminal Review of input (Continued) Mooring leg number : 4 Bollard point number : 2 Fairlead number : 4 X-position of FAIRLEAD wrt ship origin : -111.80 [m] Y-position of FAIRLEAD wrt ship origin : -12.90 [m] Z-position of FAIRLEAD wrt ship origin : 7.75 [m] X-position of BOLLARD POINT (international) : -70.0 [m] Y-position of BOLLARD POINT (international : -44.2 [m] X-position of BOLLARD POINT wrt origin (local) : -83.40 [m] Y-position of BOLLARD POINT wrt origin (local) : -61.62 [m] Z-position of BOLLARD POINT wrt origin (local) : 3.00 [m] Stiffness of bollard : 0.00 [kN/m] Number of parallel lines : 1 Total horizontal pre-tension at FAIRLEAD : 145.00 [kN] Type of mooring line : Combined line Diameter of steel line : 48.00 [mm] Breaking strength of line : 1470.00 [kN] Standard : ISO 2408 Strand construction : 8 - Strand Core type : Steel


Tensile grade : 1800 [N/mm**2] Length of nylon tail : 11.00 [m] Diameter of nylon tail : 12.13 [cm] Breaking strength of nylon tail : 2992.05 [kN] T E R M S I M Phase II v2006_0 Date :30-MAY-0 Time:11:38:58 Page: 9 JETTY mooring terminal Review of input (Continued) Mooring leg number : 5 Bollard point number : 3 Fairlead number : 5 X-position of FAIRLEAD wrt ship origin : -85.80 [m] Y-position of FAIRLEAD wrt ship origin : -17.00 [m] Z-position of FAIRLEAD wrt ship origin : 7.75 [m] X-position of BOLLARD POINT (international) : -26.9 [m] Y-position of BOLLARD POINT (international : -4.7 [m] X-position of BOLLARD POINT wrt origin (local) : -40.30 [m] Y-position of BOLLARD POINT wrt origin (local) : -22.02 [m] Z-position of BOLLARD POINT wrt origin (local) : 3.70 [m] Stiffness of bollard : 0.00 [kN/m] Number of parallel lines : 1 Total horizontal pre-tension at FAIRLEAD : 120.00 [kN] Type of mooring line : Combined line Diameter of steel line : 44.00 [mm] Breaking strength of line : 1240.00 [kN] Standard : ISO 2408 Strand construction : 8 - Strand Core type : Steel Tensile grade : 1800 [N/mm**2] Length of nylon tail : 11.00 [m] Diameter of nylon tail : 12.13 [cm] Breaking strength of nylon tail : 2992.0 [kN] T E R M S I M Phase II v2006_0 Date :30-MAY-0 Time:11:38:58 Page: 10 JETTY mooring terminal Review of input (Continued) Mooring leg number : 6 Bollard point number : 3 Fairlead number : 6 X-position of FAIRLEAD wrt ship origin : -80.60 [m] Y-position of FAIRLEAD wrt ship origin : -17.00 [m] Z-position of FAIRLEAD wrt ship origin : 7.75 [m] X-position of BOLLARD POINT (international) : -26.9 [m] Y-position of BOLLARD POINT (international : -4.7 [m] X-position of BOLLARD POINT wrt origin (local) : -40.30 [m] Y-position of BOLLARD POINT wrt origin (local) : -22.02 [m] Z-position of BOLLARD POINT wrt origin (local) : 3.70 [m] Stiffness of bollard : 0.00 [kN/m] Number of parallel lines : 1 Total horizontal pre-tension at FAIRLEAD : 120.00 [kN]


Type of mooring line : Combined line Diameter of steel line : 44.00 [mm] Breaking strength of line : 1240.00 [kN] Standard : ISO 2408 Strand construction : 8 - Strand Core type : Steel Tensile grade : 1800 [N/mm**2] Length of nylon tail : 11.00 [m] Diameter of nylon tail : 12.13 [cm] Breaking strength of nylon tail : 2992.05 [kN] T E R M S I M Phase II v2006_0 Date :30-MAY-0 Time:11:38:58 Page: 11 JETTY mooring terminal Review of input (Continued) Mooring leg number : 7 Bollard point number : 4 Fairlead number : 7 X-position of FAIRLEAD wrt ship origin : 83.20 [m] Y-position of FAIRLEAD wrt ship origin : -17.00 [m] Z-position of FAIRLEAD wrt ship origin : 7.75 [m] X-position of BOLLARD POINT (international) : 44.6 [m] Y-position of BOLLARD POINT (international : -4.7 [m] X-position of BOLLARD POINT wrt origin (local) : 31.20 [m] Y-position of BOLLARD POINT wrt origin (local) : -22.02 [m] Z-position of BOLLARD POINT wrt origin (local) : 3.70 [m] Stiffness of bollard : 0.00 [kN/m] Number of parallel lines : 1 Total horizontal pre-tension at FAIRLEAD : 120.00 [kN] Type of mooring line : Combined line Diameter of steel line : 44.00 [mm] Breaking strength of line : 1240.00 [kN] Standard : ISO 2408 Strand construction : 8 - Strand Core type : Steel Tensile grade : 1800 [N/mm**2] Length of nylon tail : 11.00 [m] Diameter of nylon tail : 12.13 [cm] Breaking strength of nylon tail : 2992.05 [kN] T E R M S I M Phase II v2006_0 Date :30-MAY-0 Time:11:38:58 Page: 12 JETTY mooring terminal Review of input (Continued) Mooring leg number : 8 Bollard point number : 4 Fairlead number : 8 X-position of FAIRLEAD wrt ship origin : 88.40 [m] Y-position of FAIRLEAD wrt ship origin : -16.70 [m] Z-position of FAIRLEAD wrt ship origin : 7.75 [m] X-position of BOLLARD POINT (international) : 44.6 [m] Y-position of BOLLARD POINT (international : -4.7 [m] X-position of BOLLARD POINT wrt origin (local) : 31.20 [m]


Y-position of BOLLARD POINT wrt origin (local) : -22.02 [m] Z-position of BOLLARD POINT wrt origin (local) : 3.70 [m] Stiffness of bollard : 0.00 [kN/m] Number of parallel lines : 1 Total horizontal pre-tension at FAIRLEAD : 120.00 [kN] Type of mooring line : Combined line Diameter of steel line : 44.00 [mm] Breaking strength of line : 1240.00 [kN] Standard : ISO 2408 Strand construction : 8 - Strand Core type : Steel Tensile grade : 1800 [N/mm**2] Length of nylon tail : 11.00 [m] Diameter of nylon tail : 12.13 [cm] Breaking strength of nylon tail : 2992.05 [kN] T E R M S I M Phase II v2006_0 Date :30-MAY-0 Time:11:38:58 Page: 13 JETTY mooring terminal Review of input (Continued) Mooring leg number : 9 Bollard point number : 5 Fairlead number : 9 X-position of FAIRLEAD wrt ship origin : 104.00 [m] Y-position of FAIRLEAD wrt ship origin : -13.60 [m] Z-position of FAIRLEAD wrt ship origin : 7.75 [m] X-position of BOLLARD POINT (international) : 109.0 [m] Y-position of BOLLARD POINT (international : -44.0 [m] X-position of BOLLARD POINT wrt origin (local) : 95.60 [m] Y-position of BOLLARD POINT wrt origin (local) : -61.42 [m] Z-position of BOLLARD POINT wrt origin (local) : 3.00 [m] Stiffness of bollard : 0.00 [kN/m] Number of parallel lines : 1 Total horizontal pre-tension at FAIRLEAD : 145.00 [kN] Type of mooring line : Combined line Diameter of steel line : 48.00 [mm] Breaking strength of line : 1470.00 [kN] Standard : ISO 2408 Strand construction : 8 - Strand Core type : Steel Tensile grade : 1800 [N/mm**2] Length of nylon tail : 11.00 [m] Diameter of nylon tail : 12.13 [cm] Breaking strength of nylon tail : 2992.05 [kN] T E R M S I M Phase II v2006_0 Date :30-MAY-0 Time:11:38:58 Page: 14 JETTY mooring terminal Review of input (Continued) Mooring leg number : 10 Bollard point number : 5 Fairlead number : 10 X-position of FAIRLEAD wrt ship origin : 109.20 [m]


Y-position of FAIRLEAD wrt ship origin : -12.20 [m] Z-position of FAIRLEAD wrt ship origin : 7.75 [m] X-position of BOLLARD POINT (international) : 109.0 [m] Y-position of BOLLARD POINT (international : -44.0 [m] X-position of BOLLARD POINT wrt origin (local) : 95.60 [m] Y-position of BOLLARD POINT wrt origin (local) : -61.42 [m] Z-position of BOLLARD POINT wrt origin (local) : 3.00 [m] Stiffness of bollard : 0.00 [kN/m] Number of parallel lines : 1 Total horizontal pre-tension at FAIRLEAD : 145.00 [kN] Type of mooring line : Combined line Diameter of steel line : 48.00 [mm] Breaking strength of line : 1470.00 [kN] Standard : ISO 2408 Strand construction : 8 - Strand Core type : Steel Tensile grade : 1800 [N/mm**2] Length of nylon tail : 11.00 [m] Diameter of nylon tail : 12.13 [cm] Breaking strength of nylon tail : 2992.05 [kN] T E R M S I M Phase II v2006_0 Date :30-MAY-0 Time:11:38:58 Page: 15 JETTY mooring terminal Review of input (Continued) Mooring leg number : 11 Bollard point number : 5 Fairlead number : 11 X-position of FAIRLEAD wrt ship origin : 117.00 [m] Y-position of FAIRLEAD wrt ship origin : -9.00 [m] Z-position of FAIRLEAD wrt ship origin : 7.75 [m] X-position of BOLLARD POINT (international) : 109.0 [m] Y-position of BOLLARD POINT (international : -44.0 [m] X-position of BOLLARD POINT wrt origin (local) : 95.60 [m] Y-position of BOLLARD POINT wrt origin (local) : -61.42 [m] Z-position of BOLLARD POINT wrt origin (local) : 3.00 [m] Stiffness of bollard : 0.00 [kN/m] Number of parallel lines : 1 Total horizontal pre-tension at FAIRLEAD : 145.00 [kN] Type of mooring line : Combined line Diameter of steel line : 48.00 [mm] Breaking strength of line : 1470.00 [kN] Standard : ISO 2408 Strand construction : 8 - Strand Core type : Steel Tensile grade : 1800 [N/mm**2] Length of nylon tail : 11.00 [m] Diameter of nylon tail : 12.13 [cm] Breaking strength of nylon tail : 2992.05 [kN] T E R M S I M Phase II v2006_0 Date :30-MAY-0 Time:11:38:58 Page: 16 JETTY mooring terminal Review of input (Continued)


Mooring leg number : 12 Bollard point number : 6 Fairlead number : 12 X-position of FAIRLEAD wrt ship origin : 130.00 [m] Y-position of FAIRLEAD wrt ship origin : 0.00 [m] Z-position of FAIRLEAD wrt ship origin : 7.75 [m] X-position of BOLLARD POINT (international) : 179.0 [m] Y-position of BOLLARD POINT (international : -44.0 [m] X-position of BOLLARD POINT wrt origin (local) : 165.60 [m] Y-position of BOLLARD POINT wrt origin (local) : -61.42 [m] Z-position of BOLLARD POINT wrt origin (local) : 3.00 [m] Stiffness of bollard : 0.00 [kN/m] Number of parallel lines : 1 Total horizontal pre-tension at FAIRLEAD : 145.00 [kN] Type of mooring line : Combined line Diameter of steel line : 48.00 [mm] Breaking strength of line : 1470.00 [kN] Standard : ISO 2408 Strand construction : 8 - Strand Core type : Steel Tensile grade : 1800 [N/mm**2] Length of nylon tail : 11.00 [m] Diameter of nylon tail : 12.13 [cm] Breaking strength of nylon tail : 2992.05 [kN] T E R M S I M Phase II v2006_0 Date :30-MAY-0 Time:11:38:58 Page: 17 JETTY mooring terminal Review of input (Continued) Fender number : 1 Type of fender : Cell Grade of fender : 2 = R0 Height of fender : 1.45 [m] Maximum reaction force : 976.00 [kN] X-position of fender (international) : -27.9 [m] Y-position of fender (international) : 0.0 [m] X-position of fender wrt origin (local) : -41.30 [m] Y-position of fender wrt origin (local) : -17.38 [m] Z-position of fender : 2.60 [m] Friction coefficient of fender : 0.30 [-] Fender number : 2 Type of fender : Cell Grade of fender : 2 = R0 Height of fender : 1.45 [m] Maximum reaction force : 976.00 [kN] X-position of fender (international) : -25.9 [m] Y-position of fender (international) : 0.0 [m] X-position of fender wrt origin (local) : -39.30 [m] Y-position of fender wrt origin (local) : -17.38 [m] Z-position of fender : 2.60 [m] Friction coefficient of fender : 0.30 [-]


T E R M S I M Phase II v2006_0 Date :30-MAY-0 Time:11:38:58 Page: 18 JETTY mooring terminal Review of input (Continued) Fender number : 3 Type of fender : Cell Grade of fender : 2 = R0 Height of fender : 1.45 [m] Maximum reaction force : 976.00 [kN] X-position of fender (international) : 18.0 [m] Y-position of fender (international) : 0.0 [m] X-position of fender wrt origin (local) : 4.60 [m] Y-position of fender wrt origin (local) : -17.38 [m] Z-position of fender : 2.60 [m] Friction coefficient of fender : 0.30 [-] Fender number : 4 Type of fender : Cell Grade of fender : 2 = R0 Height of fender : 1.45 [m] Maximum reaction force : 976.00 [kN] X-position of fender (international) : 43.6 [m] Y-position of fender (international) : 0.0 [m] X-position of fender wrt origin (local) : 30.20 [m] Y-position of fender wrt origin (local) : -17.38 [m] Z-position of fender : 2.60 [m] Friction coefficient of fender : 0.30 [-] T E R M S I M Phase II v2006_0 Date :30-MAY-0 Time:11:38:58 Page: 19 JETTY mooring terminal Review of input (Continued) Fender number : 5 Type of fender : Cell Grade of fender : 2 = R0 Height of fender : 1.45 [m] Maximum reaction force : 976.00 [kN] X-position of fender (international) : 45.6 [m] Y-position of fender (international) : 0.0 [m] X-position of fender wrt origin (local) : 32.20 [m] Y-position of fender wrt origin (local) : -17.38 [m] Z-position of fender : 2.60 [m] Friction coefficient of fender : 0.30 [-] T E R M S I M Phase II v2006_0 Date :30-MAY-0 Time:11:38:58 Page: 20 JETTY mooring terminal Output : Environmental forces Mode Mean environmental force ---- ------------------------ X 35.95 [kN]


Y -102.11 [kN] N 3930.32 [kNm] Forces are vessel bound wrt centre of gravity T E R M S I M Phase II v2006_0 Date :30-MAY-0 Time:11:38:58 Page: 21 JETTY mooring terminal Project : MA_B75_1 Outputfile : 10011 Case Description Environment : EN1 10011 Vessel : VE75 Mooring : MOB Control : CO1 Output : OU1 10011 Output : Jetty Mean X-displacement of vessel = 0.10 [m] Mean Y-displacement of vessel = -0.04 [m] Mean heading of vessel = 359.99 [deg] (Displacements are earth bound wrt centre of gravity) Mooring Number of Mean force Safety factor leg parallel lines [kN] [-] 1 1 173.16 3.97 2 1 131.97 4.57 3 1 133.66 4.45 4 1 134.89 4.37 5 1 97.81 9.11 6 1 98.71 8.95 7 1 171.33 5.24 8 1 169.60 5.30 9 1 139.35 4.80 10 1 141.90 4.67 11 1 146.70 4.56 12 1 118.84 5.49 Fender Mean force [kN] 1 225.11 2 224.14 3 219.08 4 237.10 5 239.06 (Forces include pre-tension)


T E R M S I M Phase II v2006_0 Date :30-MAY-0 Time:11:38:58 Page: 22 Jetty terminal Project : MA_B75_1 Outputfile : 10011 Case Description Environment : EN1 10011 Vessel : VE75 Mooring : MOB Control : CO1 Output : OU1 10011 Signr Name Unit Mean Stdev Min Max 1Wave m-0.11510E-04 0.14970E+00-0.62444E+00 0.59775E+00 2X-mot m 0.10454E+00 0.10276E-01 0.76836E-01 0.14286E+00 3Y-mot m-0.42348E-01 0.48755E-01-0.19759E+00 0.17904E+00 4Z-mot m 0.20003E-02 0.26592E-01-0.92044E-01 0.10634E+00 5Roll-mot deg 0.94978E-01 0.60957E-01-0.14430E+00 0.36434E+00 6Pitch-mot deg-0.51264E-03 0.63105E-01-0.25415E+00 0.25956E+00 7Yaw-mot deg-0.13128E-01 0.60089E-01-0.23245E+00 0.20811E+00 8F-mleg 1 kN 0.17316E+03 0.53007E+02 0.20742E+02 0.37004E+03 9F-mleg 2 kN 0.13197E+03 0.48724E+02 0.00000E+00 0.32185E+03 10F-mleg 3 kN 0.13366E+03 0.50771E+02 0.00000E+00 0.33052E+03 11F-mleg 4 kN 0.13489E+03 0.51783E+02 0.00000E+00 0.33615E+03 12F-mleg 5 kN 0.97809E+02 0.10933E+02 0.37926E+02 0.13605E+03 13F-mleg 6 kN 0.98712E+02 0.13065E+02 0.34506E+02 0.13849E+03 14F-mleg 7 kN 0.17133E+03 0.16880E+02 0.12344E+03 0.23660E+03 15F-mleg 8 kN 0.16960E+03 0.16399E+02 0.12065E+03 0.23379E+03 16F-mleg 9 kN 0.13935E+03 0.33533E+02 0.18603E+02 0.30614E+03 17F-mleg 10 kN 0.14190E+03 0.35720E+02 0.18328E+02 0.31472E+03 18F-mleg 11 kN 0.14670E+03 0.36768E+02 0.19907E+02 0.32227E+03 19F-mleg 12 kN 0.11884E+03 0.31264E+02 0.92150E+00 0.26757E+03 20F-fender 1 kN 0.22511E+03 0.22503E+03 0.00000E+00 0.83268E+03 21F-fender 2 kN 0.22414E+03 0.22227E+03 0.00000E+00 0.82792E+03 22F-fender 3 kN 0.21908E+03 0.16547E+03 0.00000E+00 0.73897E+03 23F-fender 4 kN 0.23710E+03 0.15714E+03 0.00000E+00 0.75382E+03 24F-fender 5 kN 0.23905E+03 0.15817E+03 0.00000E+00 0.76185E+03 25F-moor X kN-0.54571E+01 0.26480E+03-0.11239E+04 0.84132E+03 26F-moor Y kN 0.10222E+03 0.89445E+03-0.15872E+04 0.29758E+04 27F-moor Z kN 0.13314E+03 0.11054E+02 0.97535E+02 0.18616E+03 28F-moor K kNm 0.37004E+04 0.14618E+04-0.99991E+03 0.78240E+04 29F-moor M kNm-0.11437E+04 0.39435E+04-0.16779E+05 0.13607E+05 30F-moor N kNm-0.33747E+04 0.48880E+05-0.18661E+06 0.15175E+06 T E R M S I M Phase II v2006_0 Date :30-MAY-0 Time:11:38:58 Page: 23 Jetty terminal Project : MA_B75_1 Outputfile : 10011 Case Description Environment : EN1 10011 Vessel : VE75 Mooring : MOB Control : CO1 Output : OU1 10011


Signr Name Unit Mean Stdev Min Max 31F-wind X kN 0.32893E+02 0.00000E+00 0.32862E+02 0.32907E+02 32F-wind Y kN-0.45419E+02 0.18976E+00-0.46140E+02-0.44742E+02 33F-wind N kNm 0.37694E+04 0.14126E+02 0.37157E+04 0.38176E+04 34F-lfdamp X kN-0.95502E+00 0.20368E+01-0.18403E+02 0.63749E+01 35F-lfdamp Y kN 0.15129E+01 0.90147E+01-0.65980E+02 0.85186E+02 36F-lfdamp N kNm-0.24337E+03 0.58051E+03-0.68118E+04 0.34240E+04 37F-wave X kN 0.40077E+01 0.38251E+03-0.14501E+04 0.15798E+04 38F-wave Y kN-0.58200E+02 0.10714E+04-0.45417E+04 0.42733E+04 39F-wave Z kN-0.18239E+00 0.21778E+04-0.82467E+04 0.85274E+04 40F-wave K kNm 0.85498E-03 0.67577E+04-0.25868E+05 0.24594E+05 41F-wave M kNm 0.60057E+01 0.20860E+06-0.80847E+06 0.87551E+06 42F-wave N kNm 0.40425E+03 0.12776E+06-0.48175E+06 0.50369E+06 43F-envir X kN 0.35946E+02 0.38250E+03-0.14152E+04 0.16174E+04 44F-envir Y kN-0.10211E+03 0.10654E+04-0.45272E+04 0.42302E+04 45F-envir Z kN-0.18239E+00 0.21778E+04-0.82467E+04 0.85274E+04 46F-envir K kNm 0.85498E-03 0.67577E+04-0.25868E+05 0.24594E+05 47F-envir M kNm 0.60057E+01 0.20860E+06-0.80847E+06 0.87551E+06 48F-envir N kNm 0.39303E+04 0.12765E+06-0.47987E+06 0.50509E+06 49X-mot refpoint m 0.10110E+00 0.33697E-01-0.61691E-02 0.25832E+00 50Y-mot refpoint m-0.67286E-01 0.68345E-01-0.28492E+00 0.21081E+00 51Z-mot refpoint m-0.21901E-01 0.14653E-01-0.83022E-01 0.29439E-01 52X-vel refpoint m/s-0.68269E-04 0.23505E-01-0.89437E-01 0.98329E-01 53Y-vel refpoint m/s 0.19103E-04 0.45785E-01-0.15956E+00 0.16253E+00 54Z-vel refpoint m/s 0.11267E-04 0.98561E-02-0.41054E-01 0.34269E-01 55X-acc refpoint m/s^2-0.24834E-03 0.31650E-01-0.13479E+00 0.11907E+00 56Y-acc refpoint m/s^2 0.16256E-01 0.43805E-01-0.13535E+00 0.18324E+00 57Z-acc refpoint m/s^2-0.98774E-07 0.76173E-02-0.29265E-01 0.29403E-01


Run # Output Wave height Wave period Direction

filename Spectrum Hsig Tm θ

[m] [s] [deg]

1 3000 PM 0.60 6.00 30.0

2 3001 PM 0.30 8.00 30.0

3 3002 PM 0.15 10.00 30.0

4 3003 PM 0.45 6.00 60.0

5 3004 PM 0.25 8.00 60.0

6 3005 PM 0.15 10.00 60.0

Waves

Appendix F: Resultant line forces with original dolphin layout and limited dolphin capacity

CL manifolds

Berthing line

70 64.4 26.6 18 26.9 43.1 84

44.1

4.7

75,000m3 LNG

1 2 3 4 6,5 8,7 9 10 11 12



Run # Output 1 2 3 4 5 6 7 8 9 10 11 12



1 30001 362.4 338.6 342.7 347.0 193.9 197.8 261.9 259.6 318.8 326.3 241.2 287.7

2 30011 371.1 346.1 341.3 346.2 202.4 206.2 251.6 249.5 333.7 338.1 263.5 305.9

3 30021 329.5 308.4 316.7 320.7 191.8 195.2 235.2 233.3 297.0 301.1 242.7 278.0

4 30031 325.2 297.3 334.1 335.3 235.0 238.2 233.1 230.9 348.4 352.5 282.4 328.5

5 30041 316.0 299.2 300.3 303.6 201.4 204.1 236.5 234.3 335.2 338.9 274.6 317.0

6 30051 299.8 289.0 282.6 285.6 183.5 184.8 233.4 231.1 317.9 321.5 255.0 292.3

701.0 689.7 391.7 521.5 645.0 528.9

717.2 687.5 408.6 501.1 671.8 569.4

638.0 637.3 387.0 468.5 598.1 520.7

622.5 669.4 473.2 464.0 700.8 610.9

615.3 603.9 405.5 470.8 674.1 591.6

588.8 568.2 368.2 464.5 639.4 547.2

9+10 11+121+2 3+4 5+6 7+8

Note: The resulting line forces from run 2 in lines 1+2 are together just above the maximum dolphin capacity (717 kN) As the forces in these lines do not work in the same direction, the resultant line force (resultant of the two vectors) will be lower.

dolphin load design report - tumcivil.com...952200-rap-u-0014, dolphin load design report revision c...

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