OCIMF published an information
paper to support operators in making their own assessments to determine
suitable weather criteria and ascertain an appropriate weather window for STS
operations.
The study supports KPIs listed under element 5 of the
Ship-to-Ship Service Provider Management Self Assessment, 2nd edition (2020),
and it used advanced mooring line load simulation technology for enhanced
assessment of mooring line loads under varying environmental conditions for a
variety of ship-type combinations, including LPG and LNG carriers.
Findings applicable to all STS operations
- The longer the wave period, the higher the
load in the mooring lines and therefore the associated significant wave
height threshold is reduced.
- The wave height threshold is lower when the
waves are on the beam, so beam exposure should be avoided.
- There is a larger relative roll between the
ships when the wave period is longer.
- The daughter ship lines usually exceed the
WLL before the mother ship.
- It is generally the innermost lines (which
tend to be shorter) that fail first.
- As wave period increases, the wave height
threshold decreases to a level where the threshold is insensitive to the
vessel load condition and whether it is underway or at anchor.
- In general, the smaller
vessel will be protected from shorter period waves and its motion will
reduce in the lee of the larger vessel. However, the larger vessel will
still be affected by long period swells from either beam.
When exposed to significant wave activity, with a
significant wave height, Hs, greater than about 0.5m and where the peak wave
period, Tp, is greater than about 6 seconds (or where the Hs is greater than
about 0.2m and the Tp is greater than about 14s), ships in an STS mooring
configuration may respond significantly to the waves. Depending on the
environmental conditions, this can be a cause of vessel motions and, as a
result, can affect mooring system integrity. Therefore, wave effects need to be
considered in an appropriate manner.
This requires a full dynamic mooring assessment. In
this type of analysis, the vessel hydrodynamics are fully represented along
with second-order wave effects and non-linear effects of mooring lines and
fenders. The forces from waves, wind and current are usually determined for
specific ships or ship types. These forces are used to calculate the
corresponding time varying response of the moored vessel to the applied forces,
in terms of motions and mooring forces. Statistical analyses can then be
undertaken on the results to provide a much higher level of confidence than
with static or quasi-static methods.
This full dynamic approach has been adopted in
deriving mooring thresholds for STS operations for a range of ship type
combinations, from coastal tankers to VLCCs, both underway and at anchor. In particular the following attributes are
included:
- The interaction between
the real position of the vessels, their velocity and inertia, and the
waves and moorings.
- Resonance effects.
- The principal forces
acting on moored ships, such as from swell, long period waves, second
order waves, wind and current (vessel water speed).
- The effects of shallow
water and the associated additional weight of entrained water when the
vessel moves (added mass).
- Roll can be exaggerated
in computational ship mooring models, especially quartering to
beam seas.
- The models have been
calibrated against other model results (both physical and numerical) and
from site measurements, and in particular for side-by-side
moored/double-banked ships.
- In the case of STS
operations, the coupling effects between the two vessels are included.
https://safety4sea.com/wp-content/uploads/2022/10/OCIMF-STS-Mooring-Load-Guide-2022_10.pdf
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