Ariane7 Theoretical Manual: Ariane7 C BV (1991-2007) Is Distributed by Bureau Veritas

Ariane7
THEORETICAL MANUAL
March 2007
This document has been prepared for the users of Ariane7 c BV and deals with the as-
pects related to the computation of Mooring analysis in Static and in Time Domain Simulation.
Research Department
BUREAU VERITAS
92077 Paris La Defense
Tel: (33-01) 42 91 33 60
Fax: (33-01) 42 91 33 95
c BV (1991-2007) is distributed by Bureau Veritas.

Ariane7
First Printing, April 2007
Revised, April 2007
c
Bureau Veritas
Contact: Cédric Brun
email: ariane.veristar@bureauveritas.com
Contents
1 Ariane7 Overview 1
1.1 Basic ideology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1.1 Nature of the problem . . . . . . . . . . . . . . . . . . . . . . 1
1.1.2 Purpose of a mooring analysis program . . . . . . . . . . . . . 1
1.1.3 Resultant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.1.4 Terms relating to the mooring lines . . . . . . . . . . . . . . . 2
1.2 Description of the system . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.2.1 Axis systems . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.2.2 Vessel position . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.2.3 Directions of wave, wind and current . . . . . . . . . . . . . . 4
1.2.4 Mooring line . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2 Line characteristic 1
2.1 Reminder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.2 Assumptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.3 Required information . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.3.1 Line described by segments (actual line) . . . . . . . . . . . . 2
2.3.2 Line described by a non linear spring characteristic . . . . . . 4
2.4 Line Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3 Loads 1
3.1 Mooring loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3.1.1 Mooring line between a vessel and an anchor . . . . . . . . . . 1
3.1.2 Mooring line between two vessels . . . . . . . . . . . . . . . . 1
3.1.3 Mooring line between two vessels . . . . . . . . . . . . . . . . 3
3.1.4 Variations with respect to parameters . . . . . . . . . . . . . . 7
3.2 Wave drift loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
3.2.1 Surface elevation . . . . . . . . . . . . . . . . . . . . . . . . . 11
3.2.2 Discretisation of the wave spectrum . . . . . . . . . . . . . . . 11
3.2.3 Slow drift load . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3.3 Wind loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
-Bureau Veritas, Marine Department-

0-iv CONTENTS
3.3.1 General formulation . . . . . . . . . . . . . . . . . . . . . . . 13

3.3.2 Fluctuating wind speed . . . . . . . . . . . . . . . . . . . . . . 14
3.4 Current loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.5 Damping loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
3.5.2 Wave Drift Damping . . . . . . . . . . . . . . . . . . . . . . . 17
3.6 Other loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
3.6.1 Definition and methods . . . . . . . . . . . . . . . . . . . . . . 18
4 Static Analysis 1
4.1 Setup Initial Position . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4.2 Equilibrium position . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4.2.1 Pre-requisites . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4.2.2 Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4.3 Imposed Offset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4.4 Heading Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4.5 RigMove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5 Time domain simulation 1

5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.2 Assumptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.3 Basic principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.4 Definition of relative speed . . . . . . . . . . . . . . . . . . . . . . . . 2
5.5 Formulation in the local axes system . . . . . . . . . . . . . . . . . . 3
5.6 Definition of the external loads . . . . . . . . . . . . . . . . . . . . . 4
6 Hydrodynamics loads 1
6.1 General formulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
6.2 Munk moment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
6.3 Introduction of work vector . . . . . . . . . . . . . . . . . . . . . . . 2
6.4 Formulation consistent with predictor-corrector diagram . . . . . . . 2
6.5 Initial conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
7 Wave frequency response 1

7.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
7.2 Response Amplitude Operators . . . . . . . . . . . . . . . . . . . . . 1
7.3 Instantaneous center-of-gravity motion and vessel rotation . . . . . . 3
7.4 Instantaneous fairlead motion . . . . . . . . . . . . . . . . . . . . . . 4
7.5 Instantaneous line tension . . . . . . . . . . . . . . . . . . . . . . . . 5
-Ariane7, Theorical Manual-

CONTENTS 0-v
8 Fatigue analysis 1
8.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.2 Weibull law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.3 Miner Sum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
9 Quasi-static analysis 1
9.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
9.2 Assumptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
9.3 Principle of quasi-static analysis . . . . . . . . . . . . . . . . . . . . . 2
10 Line dynamics 1
10.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.2 Assumptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.3 Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.3.1 Kinematics over the line for a cyclic motion at its upper end . 1
10.3.2 Amplitude of tangential drag loads on the line . . . . . . . . . 2
10.3.3 Amplitude of tangential inertia loads on the line . . . . . . . . 3
10.3.4 Transfer function of the dynamic component of the tension at fairlead 4
A Spectra 1
A.1 Wave spectrum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
A.1.1 Pierson-Moskowitz . . . . . . . . . . . . . . . . . . . . . . . . 1
A.1.2 ISSC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
A.1.3 ITTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
A.1.4 JONSWAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
A.1.5 Darbyshire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
A.2 Wind spectrum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
A.2.1 Davenport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
A.2.2 Harris . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
A.2.3 Harris-Det norske Veritas Spectral Formulation . . . . . . . . 7
A.2.4 Queffeulou . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
A.2.5 Kaimal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
A.2.6 Ochi-Shin Spectral Formulation . . . . . . . . . . . . . . . . . 12
A.2.7 Hino Spectral Formulation . . . . . . . . . . . . . . . . . . . . 12
A.2.8 Modified Harris Spectrum or Wills Spectral Formulation . . . 13
A.2.9 Kareem Spectral Formulation . . . . . . . . . . . . . . . . . . 15
A.2.10 NPD Spectral Formulation . . . . . . . . . . . . . . . . . . . . 17
A.2.11 API Spectral Formulation . . . . . . . . . . . . . . . . . . . . 18

0-vi CONTENTS
B Algorithms 1
B.1 HPCG corrector-predictor . . . . . . . . . . . . . . . . . . . . . . . . 1
B.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
B.1.2 Hamming method . . . . . . . . . . . . . . . . . . . . . . . . . 1
B.2 Brent algorithm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
B.3 Newton algorithm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Chapter 1
Ariane7 Overview
1.1 Basic ideology

1.1.1 Nature of the problem
Ariane7 is a multi-body mooring software. Each vessel under consideration, which
may be either a ship, buoy or semi-submersible, is required to be moored by a system
consisting of numerous lines which are held by a number of fixed points (anchors)
or an other vessel fairlead. The anchors may be situated on or above the seabed.
Under the influence of the environmental conditions (wave, wind and current), ves-
sels will tend to be displaced until they take up a new mean position of equilibrium;
the external forces are balanced by the tensions in the mooring lines.
Furthermore, the environmental conditions (wave in particular) cause the vessel to
oscillate about the mean position. In this case the inertia forces are in equilibrium
with the line tensions and the external forces.
In addition, one or several of the mooring lines may break. Vessels are then no
longer in equilibrium with the external forces. Under the effect of inertia and moor-
ing loads, they will drift and oscillate about a new position of equilibrium where the
line tensions in the remaining lines are again balanced by the external forces.
1.1.2 Purpose of a mooring analysis program

The above brief description of the behaviour of moored vessels allows a breakdown
of the essential requirements of a mooring analysis program to be made. These are:
• to determine the equilibrium position of vessels under the influence of external

forces;
• to be able to calculate, for all vessel positions, the resultant mooring line
tensions and thus all the parameters which characterize the behaviour of the

1-2 Ariane7 Overview
individual lines.
As it will be said further, ARIANE-7 allows other kinds of analyses to be per-

formed, in which the dynamic behaviour of the vessel is considered.
1.1.3 Resultant
The solution of the problem is reached in two steps that define the structure of
the program. Firstly, ARIANE-7 calculates the individual line characteristics. The
calculations of a line characteristic do not only provide the curve of tension against
distance from anchor to fairlead, but also the tension and angle along the line. It is
worth recalling here that each line is individually defined either by its composition
and by the environment in which it is operating (water depth at anchor, bathymetry,
height of the fairlead above the free surface, etc.) or directly by its characteristic
curve.
Secondly, the lines are "assembled" to define the mooring system. It is then possible
to determine the response of the mooring system.
1.1.4 Terms relating to the mooring lines

Anchor That part at the end of the line which is bound onto the marine soil.
Fairlead That point where the mooring line touches the vessel last. Its coordinates
are defined in the vessel axis system.
Characteristic Curve Thf airlead = f ct(Dh )

Thf airlead represents the horizontal component of tension in the mooring line at the
level of the fairlead. Dh is the horizontal distance between anchor and fairlead.
Water depth at anchor Vertical distance between the seabed and the still water
free surface measured at the anchor position.
Seabed profile Shape of the seabed in the vertical plane of the line. It may be
either a straight line defined by its origin and its slope or a succession of straight
lines each defined by two points.
Segment Part of the line whose mechanical properties are constant throughout
its length (i.e. constant values of linear mass, breaking strength, coefficients of
friction and elasticity). Its origin is located at the closest point to the anchor and
its extremity at the closest point to the fairlead. The line is made up of segments
added together in the same way.

1.2 Description of the system 1-3
Particular elements It is possible to attach a pennant line, at the end of which

can be attached either a buoy or a sinker (particular elements).
60.0
50.0
Figure 1.1: Line and particular element description
1.2 Description of the system

1.2.1 Axis systems
CNEZ is the fixed axis system and is defined as follows:
• C is the origin of the fixed axis system;
• CN is positive northward;
• CE is positive eastward;
• CZ is positive downward;
• CNE is in the plane of the still water level.

Oxyz is the vessel axis system and is defined as follows:
• O is the origin of the vessel axis system. O is on the center line of the vessel
in the plane of the keel;

1-4 Ariane7 Overview
N
βwave
W ave
βwind W ind
βcurrent
Current
ψ
x
Ygps O
y
E
C Xgps
Figure 1.2: Notations
• Ox is positive forward;
• Oy is positive rightward;
• Oz is positive upward when Ox coincides with CN and Oy, coincides with

CE.
1.2.2 Vessel position

The position of the vessel in the fixed axis system is identified either by the three
co-ordinates XO , YO and ZO of the origin O and by the heading of the vessel ψ, or
by the three co-ordinates XG , YG and ZG of the center of gravity G and ψ.
1.2.3 Directions of wave, wind and current

The wave, current and wind incidences are respectively identified by the angles
βw ave, βc urrent and βw ind, indicating the directions they come from, relative to
the fixed CN − axis. Hence, a wave propagating along the X − axis from the
positive values towards the negative values is characterized by an angle βH equal to
zero.

1.2 Description of the system 1-5
1.2.4 Mooring line

The mooring line is identified by the coordinates of its anchoring point in the fixed
axis system and by its azimuth. Within ΩXZ, any point of the mooring line is
identified by its horizontal and vertical co-ordinates with respect to the anchor.

This page intentionally contains only this sentence.
Chapter 2
Line characteristic
2.1 Reminder
ARIANE-7 begins all calculations by calculating the individual characteristic of
each line, i.e. the curve Thf airlead = f ct(Dh ), where Thf airlead represents the horizontal
component of tension at fairlead and Dh the horizontal distance between anchor and
fairlead.
Each line is individually defined either by its composition and by the environment
in which it is operating or as a non linear spring connected to a mooring point at
one end and to a fairlead of the vessel at the other end.
Please refer to " Theoretical manual Part II " for detailed information about the
analytical solution of a mooring line.
2.2 Assumptions
It is assumed that neither the excursion of the vessel nor the meteocean conditions
change the environment in which each line is working.
Subsequently,
• the line is always in a vertical plane: the effects of the current on the line and
the transverse friction loads are not taken into account.
• the profile of the seabed under the line remains fixed: the seabed is locally in
the shape of a cone the summit of which is at the anchor.
• the height of the fairlead above or below the free surface does not change. This
statement makes the following assumptions:
– the vertical component T v of the tension at the fairlead does not change
the draught of the vessel.

2-2 Line characteristic
– the vertical movements of the fairlead do not affect the behaviour of the
line.
• Finally, the dynamic behaviour of the line is neglected.
Note: It is nevertheless still possible to " manually " change the height of the fairlead
in relation to the local (xy) plane.
2.3 Required information

2.3.1 Line described by segments (actual line)
Definition of the line environment:
• water depth at the anchor,
• seabed slope or profile of the seabed,
• height of the anchoring point above the seabed,
• height of the fairlead above the free surface.
Definition of the line composition:
• line paid out length between anchor and fairlead,
• description of segments:
– length of the segment,

– linear mass of the segment in air or more precisely the linear weight in
air divided by the acceleration due to gravity (g),
– linear mass of the segment in water or more precisely the linear weight
in water divided by the acceleration due to gravity (g),
– breaking strength,
– coefficient of friction with the seabed
– elastic behaviour of the material ,
• description of particular elements:
– weight in air,
– buoyancy of the element when totally immersed,
– height of the element,

2.3 Required information 2-3
T T
l dl
f racdll
dl
Figure 2.1: Elasticity curve: = aT + bT 2 + cT 3 + dT 4 + eT 5 + f T 6
l
– length of the pennant line which attaches the element to the segment.
Important notes:
1. Users can input in Ariane7 the elastic properties of segment materials giving
points of:
T ∆L
= f ct (2.1)
Bl L
where:
• T is the tension in the segment

• Bl is the segment Breaking Load
• L is the segment length
An other mean to describe material properties is to give the coefficients of the

following equation:
∆L
= aT + bT 2 + cT 3 + dT 4 + eT 5 + f T 6 (2.2)
L
where: ∆L/L is the variation in length per unit length of a sample of the
segment under tension T .
The program will use this last polynomial definition to analytically integrate
the elastic catenary equations for a range of tensions defined by the user.
Should the program need to calculate the line response for a tension beyond
this range, the fifth order polynomial will be linearly extrapolated. See Figure
2.1

2-4 Line characteristic
2. The weight and the buoyancy of a particular element are uniformly distributed
along its length.
A buoy is assumed to be a vertical cylinder connected to the mooring line
either by a supple weightless pennant line or by a chain-stopper located above
the bottom of the buoy. Penant line length and buoy attach position are the
two parameters to define how the element is linked to the line. A sinker is
assumed to be made up of heavy steel chains or solid bloc. Only the lifted
length of these heavy chains is acting on the line as a sinker. Moreover, the
net weight is calculated with due consideration for both the immersed and the
dry parts of the sinker.
If the sinker is a bloc, this action is zero directly when it touchs the seabed.
2.3.2 Line described by a non linear spring characteristic

The characteristic curve Thf airlead = f ct(Dh ) should be directly input under its shape.
There isn’t any limit with the number of points.
2.4 Line Profile

According to the Ariane7 line hypothesis a line is defined into a plan. Thus, the line
profile can be described with:
• L: Line paid out length;
• Thf airlead : Horizontal tension at fairlead
• Dh : Horizontal distance
Those three parameters are not independent: the knowledge of two of them will
allow the calculation of the third.
The basic calculation of line profile is the Dh calculation with Thf irst and L as input.
Thf irst is the Horizontal tension at the first point leaving seabed.
All other calculations are done iterating with the basic calculation. The choosen
algorithm is Brent (See B.2).
For some calculations, many Brent loops are imbricated.

Chapter 3
Loads
3.1 Mooring loads

3.1.1 Mooring line between a vessel and an anchor
The instantaneous horizontal component of the tension exerted by each line on the
vessel is obtained by interpolations on the distances using the discretized character-
istics that have been pre-calculated, as detailed in the correspondant manual.
At each time step of the simulation, the anchor-to-fairlead horizontal distance and
azimuth are calculated for each line. The azimuth of a mooring line is defined by
the angle that the fairlead-to-anchor segment makes with CN (See figure 1.2).
3.1.2 Mooring line between two vessels

We study a line between a vessel and an other vessel. Parameters are defined by:
p
Dk = (X0 − Xk + xk cos ψ − yk sin ψ)2 + (Y0 − Yk + xk sin ψ + yk cos ψ)2 (3.1)
Y0 − Yk + xk sin ψ + yk cos ψ
tan Ak = (3.2)
X0 − Xk + xk cos ψ − yk sin ψ
where:
• Dk is the anchor-to-fairlead horizontal distance of mooring line number k,
• Ak is the fairlead-to-anchor azimuth of mooring line number k,
• (XO , YO ) are the co-ordinates of O in the fixed axis system,
• (Xk , Yk ) are the co-ordinates in the fixed axis system of the anchor of mooring
line number k,

3-2 Loads
x yk Ak
Ygps O
xk
y Dk
Anchor
E
C
Xgps

3.1 Mooring loads 3-3
• (xk , yk ) are the co-ordinates in the vessel axis system of the fairlead of mooring
line number k,
• ψ is the instantaneous vessel heading,
Anchor-to-fairlead horizontal distance and mooring line azimuth
Horizontal components are then projected on the vessel axis system and added
together as per the following equations:

Xn
FM x = THk cos(Ak − ψ)





 k=1
n


 X
FM y = THk sin(Ak − ψ)

 k=1
n



 X
 MM x = [xk THk sin(Ak − ψ) − yk THk cos(Ak − ψ)]


k=1
where:
• THk is the horizontal component of the tension at fairlead number k,
• n is the total number of working lines.
3.1.3 Mooring line between two vessels

We study a line between a vessel and an other vessel. Parameters are defined by:
• Dh : horizontal distance between two extremities of the line (at fairleads);
• f : horizontal tension at fairlead in function of Dh ;
• xi , yi : coordinates of vessel i in the global axis system;
• xci , yci: coordinates of the fairlead i in the global axis system;
• θi : azimuth of vessel i;
• αi : Fairlead azimuth in the vessel axis system;
• di : distance between a fairlead and the origin of the local axis system of vessel
i;
• Ak : fairlead-to-fairlead azimuth of the mooring line.

3-4 Loads
Y
θ2
α2
yc2 d2
y2 O2
α1 Dh
θ1 Ak
yc1
d1
y1 O1
xc1 x1 xc2 x2

Hypothesis
We consider a line connecting two vessels without any contact with seabed. Thus
we have:
F 2→1 = −F 1→2 (3.3)
Remark: This relation is wrong if the line touches the seabed due to its slope or the
friction with it.
Geometrical parameters
Fairleads position in global axis system in function of the problem parameters:
xci = xi + di sin(θi + αi ) (3.4)
yci = yi + di cos(θi + αi ) (3.5)

To simplify notations, we introduce:
∆xc = xc2 − xc1 (3.6)
∆yc = yc2 − yc1 (3.7)

Horizontal distance Dh definition:
q
Dh = ∆xc 2 + ∆yc 2 (3.8)
Line loads
The line characteristic gives the horizontal tension at fairlead in function of the
horizontal distance Dh between two fairleads. The load direction is the line one.
In the global axis system, we have:
• Fx : F load projected on X
• Fy : F load projected on Y
• Mz : F load moment at the center of the local abscissa system projected on Z
Fx = F ◦ Dh · cos(A) (3.9)
Fy = F ◦ Dh · sin(A) (3.10)
Mz = (xc − x) · Fy − (yc − y) · Fx (3.11)

3-6 Loads
Remark: moments are expressed in local axis system to keep the symmetry proper-
ties of the Jacobian matrix.
Jacobian matrix for one body connected to a fixed point like an anchor:
∂Fx ∂Fx ∂Fx

 
 ∂x1 ∂y1 ∂θ1 
 
 
 ∂F ∂Fy ∂Fy 
y
(3.12)
 
 ∂x1 ∂y1 ∂θ1 
 
 
 
 ∂Mz ∂Mz ∂Mz 
∂x1 ∂y1 ∂θ1
Jacobian matrix for two vessels connected together by a line:
∂Fx2→1 ∂Fx2→1 ∂Fx2→1 ∂Fx2→1 ∂Fx2→1 ∂Fx2→1

 
 ∂x ∂y1 ∂θ1 ∂x2 ∂y2 ∂θ2 
 1 
 
 ∂Fy2→1 ∂Fy2→1 ∂Fy2→1 ∂Fy2→1 ∂Fy2→1 2→1 
 
 ∂Fy 
 ∂x ∂y1 ∂θ1 ∂x2 ∂y2 ∂θ2 
 1 
 
 
 ∂Mz2→1 ∂Mz2→1 ∂Mz2→1 ∂Mz2→1 ∂Mz2→1 ∂Mz2→1 
 
 ∂x ∂y1 ∂θ1 ∂x2 ∂y2 ∂θ2 
 1 
  (3.13)
 ∂Fx1→2 ∂Fx1→2 ∂Fx1→2 ∂Fx1→2 ∂Fx1→2 1→2 
 
 ∂Fx 
 ∂x ∂y1 ∂θ1 ∂x2 ∂y2 ∂θ2 
 1 
 
 ∂Fy1→2 ∂Fy1→2 ∂Fy1→2 ∂Fy1→2 ∂Fy1→2 1→2 
 
 ∂Fy 
 ∂x ∂y1 ∂θ1 ∂x2 ∂y2 ∂θ2 
 1 
 
 ∂Mz1→2 ∂Mz1→2 ∂Mz1→2 ∂Mz1→2 ∂Mz1→2 1→2 
 
∂Mz
∂x1 ∂y1 ∂θ1 ∂x2 ∂y2 ∂θ2
With the hypothesis 3.3 we have, noting:
Fx2→1 = −Fx1→2

 Fx =
Fy2→1 = −Fy1→2

 Fy =
(3.14)
 M z = Mz2→1
 (2)

Mz = Mz1→2

∂Fx ∂Fx ∂Fx ∂Fx ∂Fx ∂Fx

 
 ∂x1 ∂y1 ∂θ1 ∂x2 ∂y2 ∂θ2 
 
 
 ∂Fy ∂Fy ∂Fy ∂Fy ∂Fy ∂Fy
 

 ∂x1 ∂y1 ∂θ1 ∂x2 ∂y2 ∂θ2
 

 
 
 ∂M ∂Mz ∂Mz ∂Mz ∂Mz ∂Mz 
 z 
 ∂x1 ∂y1 ∂θ1 ∂x2 ∂y2 ∂θ2
 

(3.15)
 
 
 ∂Fx ∂Fx ∂Fx ∂Fx ∂Fx ∂Fx 
 − − − − − − 
 ∂x ∂y1 ∂θ1 ∂x2 ∂y2 ∂θ2 
 1 
 
 
 ∂Fy ∂Fy ∂Fy ∂Fy ∂Fy ∂Fy 
 − − − − − − 
 ∂x1 ∂y1 ∂θ1 ∂x2 ∂y2 ∂θ2 
 
 
 ∂Mz(2) (2) (2) (2) (2) (2)
 
∂Mz ∂Mz ∂Mz ∂Mz ∂Mz 
∂x1 ∂y1 ∂θ1 ∂x2 ∂y2 ∂θ2
3.1.4 Variations with respect to parameters

Studying F : notations
For Fx we have, with respect to parameter α ∈ {x1 , x2 , θ1 , x2 , y2 , θ2 }:
∂Fx ∂ ∂D
h ∂ cos(A)
= F ◦ Dh · cos(A) = · F 0 ◦ Dh · cos(A) + F ◦ Dh · (3.16)
∂α ∂α ∂α ∂α
In the same way, Fy :
∂Fy ∂ ∂D
h ∂ sin(A)
= F ◦ Dh · sin(A) = · F 0 ◦ Dh · sin(A) + F ◦ Dh · (3.17)
∂α ∂α ∂α ∂α
Studying Dh
Dh variations with respect to parameters:
∂Dh ∂Dh ∆xc
=− =− (3.18)
∂x1 ∂x2 Dh
∂Dh ∂Dh ∆yc
=− =− (3.19)
∂y1 ∂y2 Dh
∂Dh d1
= ∆yc sin(α1 + θ1 ) + ∆xc cos(α1 + θ1 ) (3.20)
∂θ1 Dh
∂Dh d2
=− ∆yc sin(α2 + θ2 ) + ∆xc cos(α2 + θ2 ) (3.21)
∂θ2 Dh

3-8 Loads
Studying cos(A), sin(A)

The expression of cos(A), sin(A) is directly derived from geometrical parameters:
∆xc
cos(A) = (3.22)
Dh
∆yc
sin(A) = (3.23)
Dh
Expression of the variations of cos(A) with respect to all parameters:
∂ cos(A) ∂ cos(A) ∆yc 2

=− =− 3 (3.24)
∂x1 ∂x2 Dh
∂ cos(A) ∂ cos(A) ∆xc ∆yc

=− = (3.25)
∂y1 ∂y2 Dh3
∂ cos(A) d1 ∆yc
= ∆yc cos(α1 + θ1 ) − ∆xc sin(α1 + θ1 ) (3.26)
∂θ1 Dh3
∂ cos(A) d2 ∆yc
=− ∆y c cos(α2 + θ2 ) − ∆x c sin(α2 + θ2 ) (3.27)
∂θ2 Dh3
Expression of the variations of sin(A) with respect to all parameters:
∂ sin(A) ∂ sin(A) ∆xc ∆yc

=− = (3.28)
∂x1 ∂x2 Dh3
∂ sin(A) ∂ sin(A) −∆xc 2

=− = (3.29)
∂y1 ∂y2 Dh3
∂ sin(A) d1 ∆xc
=− ∆y c cos(α 1 + θ1 ) − ∆x c sin(α1 + θ1 ) (3.30)
∂θ1 Dh3
∂ sin(A) d2 ∆xc
= ∆yc cos(α2 + θ2 ) − ∆xc sin(α2 + θ2 ) (3.31)
∂θ2 Dh3
Remarks:
∂ cos(A) ∂ sin(A)
= (3.32)
∂y1 ∂x1
∂ sin(A) ∂ cos(A)
∆yc = −∆xc (3.33)
∂θ1 ∂θ1
∂ sin(A) ∂ cos(A)
∆yc = −∆xc (3.34)
∂θ2 ∂θ2

Global variations of F
Main terms of the matrix:
∂Fx 1 ∆yc 2
= − 2 ∆xc 2 · F 0 ◦ Dh + · F ◦ Dh (3.35)
∂x1 Dh Dh
∂Fx ∆xc ∆yc
0 1
= − F ◦ D h + F ◦ D h (3.36)
∂y1 Dh2 Dh
∂Fx d1 h
∆xc ∆yc sin(α1 + θ1 ) + ∆xc 2 cos(α1 + θ1 ) F 0 ◦ Dh

= 2
∂θ1 Dh
F ◦ Dh i
+ ∆yc 2 cos(α1 + θ1 ) − ∆xc ∆yc sin(α1 + θ1 ) (3.37)
Dh
∂Fx d2 h
= − 2 ∆xc ∆yc sin(α2 + θ2 ) + ∆xc 2 cos(α2 + θ2 ) F 0 ◦ Dh

∂θ2 Dh
2
F ◦ Dh i
+ ∆yc cos(α2 + θ2 ) − ∆xc ∆yc sin(α2 + θ2 ) (3.38)
Dh
2
∂Fy 1 ∆xc
= − 2 ∆yc 2 F 0 ◦ Dh + F ◦ Dh (3.39)
∂y1 Dh Dh
∂Fy d1 h 2
0
= ∆y c sin(α 1 + θ1 ) + ∆x c ∆y c cos(α 1 + θ1 ) F ◦ Dh
∂θ1 Dh2
2
F ◦ Dh i
+ − ∆xc ∆yc cos(α1 + θ1 ) + ∆xc sin(α1 + θ1 ) (3.40)
Dh
∂Fy d2 h
= − 2 ∆yc 2 sin(α2 + θ2 ) + ∆xc ∆yc cos(α2 + θ2 ) F 0 ◦ Dh

∂θ2 Dh
F ◦ Dh i
+ − ∆xc ∆yc cos(α2 + θ2 ) + ∆xc 2 sin(α2 + θ2 ) (3.41)
Dh
∂Mz h ∂F y
= −d1 cos(α1 + θ1 )Fy + sin(α1 + θ1 )
∂θ1 ∂θ1
∂Fx i
− sin(α1 + θ1 )Fx + cos(α1 + θ1 ) (3.42)
∂θ1
∂Mz h ∂F y ∂Fx i
= −d1 sin(α1 + θ1 ) + cos(α1 + θ1 ) (3.43)
∂θ2 ∂θ2 ∂θ2
(2)
∂Mz h ∂F y
= d2 cos(α2 + θ2 )Fy + sin(α2 + θ2 )
∂θ2 ∂θ2
∂Fx i
− sin(α2 + θ2 )Fx + cos(α2 + θ2 ) (3.44)
∂θ2

3-10 Loads
The global matrix can be simplified noting symmetries and remarkable properties.
We note:
∂Fx ∂Fx
Kxx = =− (3.45)
∂x1 ∂x2
∂Fx ∂Fy ∂Fx ∂Fy
Kxy = = =− =− (3.46)
∂y1 ∂x1 ∂y2 ∂x2
∂Fx ∂Mz ∂Mz
Kxθ1 = = =− (3.47)
∂θ1 ∂x1 ∂x2
(2) (2)
∂Fx ∂Mz ∂Mz
Kxθ2 = = =− (3.48)
∂θ2 ∂x1 ∂x2
∂Fy ∂Fy
Kyy = =− (3.49)
∂y1 ∂y2
∂Fy ∂Mz ∂Mz
Kyθ1 = = =− (3.50)
∂θ1 ∂y1 ∂y2
(2) (2)
∂Fy ∂Mz ∂Mz
Kxθ2 = = =− (3.51)
∂θ2 ∂y1 ∂y2
(2)
∂Mz ∂Mz
Kθθ2 = = (3.52)
∂θ2 ∂θ1
∂Mz
Kθ 1 θ 1 = (3.53)
∂θ1
(2)
∂Mz
Kθ 2 θ 2 = (3.54)
∂θ2
Thus, we have:
 
Kxx Kxy Kxθ1 −Kxx −Kxy Kxθ2
 
 

 Kxy Kyy Kyθ1 −Kxy −Kyy Kyθ2 

 
 

 Kxθ1 Kyθ1 Kθ 1 θ 1 −Kxθ1 −Kyθ1 Kθθ2 

 
  (3.55)

 −Kxx −Kxy −Kxθ1 Kxx Kxy −Kxθ2 

 
 

 −Kxy −Kyy −Kyθ1 Kxy Kyy −Kyθ2 

 
 
 Kxθ2 Kyθ2 Kθθ2 −Kxθ2 −Kyθ2 Kθ 2 θ 2 

3.2 Wave drift loads 3-11
3.2 Wave drift loads

3.2.1 Surface elevation
The instantaneous surface elevation at any point of co-ordinates (x, y) with respect
to the origin of the phases can be expressed as follows:
N
X
η(x, y, t) = ai cos(ωi t + ϕi + ki x cos β + ki y sin β) (3.56)
i=1
where:
• (x, y, t) is the surface elevation at instant t at point of co-ordinates (x, y);
• ai , ω i , ϕi are the amplitude, the circular frequency and the phase of the ele-
mentary Airy wave number i;
• k i is defined by the following formula in which H is the water depth and g the
gravity acceleration:
ω2
ki tanh(ki H) = (3.57)
g
• β is the angle characterizing the direction where the wave comes from (it is
the angle of the direction of propagation increased by π which explains the
positive signs in the above formula);
• N is the singular Airy waves number.
3.2.2 Discretisation of the wave spectrum

The Montecarlo’s method can be used as follows to select a family (ak , ωk , ϕk )1≤k≤N
of N Airy waves representative of the spectrum:
1. the energy density function of the spectrum is divided into N intervals of same
length ∆ω between ω m and ω M such as:

 ωm < ωp < ωM
S(ωm ) = S(ωM ) ≤ S(ωp )/N
∆ω = (ωM − ωm )/N

where ωp is the circular frequency corresponding to the peak period (ωp =

2π/TP ) of the spectrum.
2. within each interval, a wave circular frequency ωk is randomly selected

3-12 Loads
3. to each ωk is attached an angle ϕk randomly drawn within [0, 2π]
4. the amplitude ak of the wave component number k is derived from the relation
between the wave amplitude and the energy density function:
p
ak = 2S(ωk )∆ω (3.58)
3.2.3 Slow drift load

The slow drift loads are derived from the diagonal terms of the Quadratic Transfer
Functions (QTFs) of the unit .The slow drift loads are computed by a method
based on the Newman’s approximation. The formulae used, however, involves four
summations instead of two in the original formulation. This allows the problem of
indetermination of the load sign to be solved:
" N #
X p
F D(t) = ak |QT F (αH , ωk , ωk )| cos(ωk t + ϕk ) .
k=1
" N #
X p
ak |QT F (αH , ωk , ωk )| cos(ωk t + ϕk )sign{QT F (αH , ωk , ωk )} +
k=1
" N #
X p
ak |QT F (αH , ωk , ωk )| sin(ωk t + ϕk ) .
k=1
" N #
X p
ak |QT F (αH , ωk , ωk )| sin(ωk t + ϕk )sign{QT F (αH , ωk , ωk )}
k=1
where:
• F D(t) is one of the three components in the vessel axis system of slow drift
loads at instant t, i.e. FDx , FDy or MDψ ,
• αH is the wave incidence relative to the vessel heading at instant t, i.e. αH =

βH − ψ,
• QT F (αH , ωk , ωk ) is the relevant diagonal function interpolated for the instan-

taneous wave incidence αH ,
• sign(u) is equal to:
1 if u > 0
-1 if u < 0
0 if u = 0

3.3 Wind loads 3-13
• (ak , ωk , ωk )1≤k≤N is the family of N Airy waves representative of the wave

spectrum as explained above.
The average value of F D(t) on the whole duration of the simulation can be obtained
by the following equation:
Z ωM
F DM EAN = 2 QT F (ak , ω, ω)S(ω)dω (3.59)
ωm
where ωm and ωM are defined above.

The QTFs are the functions that give in the vessel axis system the mean loads
applied to the vessel when subjected to the action of a bichromatic wave of unitary
amplitude. These loads are proportional to the square of the wave amplitude. They
obviously vary with the two circular frequencies that compose the bichromatic wave
but also with the water depth and the wave incidence relative to the vessel. The
diagonal terms of the QTFs are those obtained when the two components of the
bichromatic wave are identical. They subsequently correspond to the mean loads
induced to the vessel when subjected to an Airy wave. They can be obtained by
model tests or by a second order diffraction-radiation analysis using a recognized
computer program. In any case, they are to be determined with due account for the
actual site water depth and the mooring stiffness. If linear calculation methods are
used, the mooring stiffness is to be evaluated for a position of the vessel as close as
possible to its average position during the storm.
In practice, the diagonal terms of the QTFs are available for a limited number
of incidences relative to the vessel heading. During the simulations, the functions
relevant to the instantaneous incidence are to be obtained by interpolations between
those of the closest two incidences that are available. The range of interpolation
angle is however to be limited to avoid invalid results.
3.3 Wind loads

3.3.1 General formulation
According to the definition of the aerodynamic coefficients in the three directions,
the resultant wind force and moment acting on a moored vessel are calculated using
the following equations:
1

 FW X =
 ρair St CW X (αW )VW2

 2
1

FW Y = ρair Sl CW Y (αW )VW2 (3.60)
 2
 MW Z = 1 ρair Sl CW Z (αW )VW2



2
Where:

3-14 Loads
• St is the transverse wind area,
• Sl is the longitudinal wind area,
• L is the length between perpendiculars,
• ρair is the density in air,
• VW is the wind velocity at 10 meters elevation,
• CW X is the longitudinal aerodynamic coefficient,
• CW Y is the lateral aerodynamic coefficient,
• CW Z is the yaw aerodynamic coefficient,
• αW is the wind incidence relative to the vessel heading, i.e. αW = βW − ψ.

The aerodynamic coefficients are functions of wind angle of attack αW and are
entered as tabulations. At each time step, these tabulations are used to interpolate
the instantaneous wind loads.
3.3.2 Fluctuating wind speed

Where the wind speed is significantly fluctuating, it is possible to characterize the
wind speed by its 1-hour average value at 10m above the mean level together with
the reduced parameters of the type of gust spectrum applicable to the site. In this
case, a method similar to that described for waves in Section 7 is to be implemented
to determine Nwind representative wind components. In return, it is not required to
account for spatial coherence so that the complete wind signal at any point can be
written as follows:
NX
wind
VW (t) = V60 + vk cos(2πfk t + ψk ) (3.61)

k=1
where:
• VW (t) is the wind speed at instant t;
• V60 is the wind speed at 10 meters above the still water level averaged over
sixty minutes;
• (vk , fk , ψk )1≤k≤Nwind is the family Nwind wind components representative of the

gust spectrum;
• Nwind is the wind components number.

3.4 Current loads 3-15
It is to be noted that the average loads derived from such a signal are not equal
to the loads computed with a constant wind speed equal to V60 . Indeed, wind loads
are proportional to the square of the speed, the average of which verifies:
Nwind
2 2 1 X
v2

VW (t) = V60 + (3.62)
2 k=1 k
3.4 Current loads

According to the definition of the hydrodynamic coefficients in the three directions
and the effect due to a rotation of the vessel in the fluid, the resultant current force
and moment acting on a moored vessel are calculated using the following equations:
1


 FCX = ρw L T CCX (αC ) UC2
2


1

FCY = ρw L T CCY (αC ) UC2
 2
 MCZ = 1 ρw L2 T CCZ (αC ) UC2 + MCψM olin/0



2
Where:
• T is the average vessel draft,
• L is the length between perpendiculars,
• ρw is the sea water density,
• CCX is the longitudinal hydrodynamic coefficient,
• CCY is the lateral hydrodynamic coefficient,
• CCZ is the yaw hydrodynamic coefficient,
• αW is the equivalent incidence of the current with respect to the heading of
the vessel is to be determined according to the following equation:
v0 v + VC sin(βC − ψ)
tan αC = 0
= (3.63)
u u + VC cos(βC − ψ)
where VC is the average current velocity,
• UC is the equivalent current velocity and is given by the following formulae:
UC2 = u02 + v 02 (3.64)

3-16 Loads
• MCψM olin/O is the additional yaw moment to be applied to the origin of the
vessel axis system the formulation of which is:
Z Xf ore h
1 i
MCψM olin/O = ρCM olin T V⊥ (ξ ψ̇)V (ξ ψ̇) − V⊥ (ξ0)V (ξ0) ξdξ (3.65)
2 Xaf t
where:
– Xaf t is the algebraic distance of the aft end of the vessel from the origin
O of its axis system,
– Xf ore is the algebraic distance of the fore end of the vessel from the origin
O of its axis system,
– V⊥ (ξ ψ̇) is the transverse component of the relative fluid velocity at the
algebraic distance ξ from O:
V⊥ (ξ ψ̇) = (−v 0 + ξ ψ̇) (3.66)
– V (ξ ψ̇) is the total relative fluid velocity at the algebraic distance ξ from
O: q
V (ξ ψ̇) = u02 + (v 0 + ξ ψ̇)2 (3.67)
– CM olin is a coefficient equal to a percentage of CY C (90deg) entered by
the user.
3.5 Damping loads

Damping effects are partly generated by current loads since they are calculated
in ARIANE-3DYNAMIC on the basis of the relative fluid velocity and partly by
additional terms which are proportional to the absolute speed of the vessel according
to the following formulae: 
 FBx = Bxx u
FBy = Byy v
MBψ = Bψψ ψ̇

where:
• Bxx is the linear damping coefficient in surge,
• Byy is the linear damping coefficient in sway,
• Bψψ is the linear damping coefficient in yaw.
Meanwhile it is possible to activate Wave drift damping at each time step of the
simulation, allowing a much more accurate description of the damping effect.

3.5 Damping loads 3-17
3.5.2 Wave Drift Damping

The formulation for taking into account the wave drift damping in the ARIANE-
3Dynamic simulation process is based on the following papers / documents:
• "An Heuristic Approach to Wave Drift Damping" by P.J. Clark, S. Malenica

& B. Molin.
• "Second-order hydrodynamics applied to moored structures" by B. Molin.
This wave drift damping depends on the slow drift velocity, the current speed and
the instantaneous heading. The idea is to include it by simply changing the QTF
matrix in the way described below.
The k-component of the slow drift force (only in surge & sway - yaw unchanged)
can be written as:
" N #
X q
F Dk (t) = aj |QT Fkj | cos Aj (t) ×
k=1
" N #
X q
aj |QT Fkj | cos Aj (t)sign{QT Fkj } +
k=1
" N #
X q
aj |QT Fkj | sin Aj (t) ×
k=1
" N #
X q
aj |QT Fkj | sin Aj (t)sign{QT Fkj }
k=1
with:
Aj (t) = kj (X(t) − UC t) cos β + kj (Y (t) − VC t) sin β + ωj t + θj (3.68)
and:
ωj2

4ωj 2ωj
QT Fkj = 1− UL QT Fdk ωj − UL , β + UT (3.69)
g g g
where:
UL = (X 0 (t) − UC ) cos β + (Y 0 (t) − VC ) sin β (3.70)
UT = (X 0 (t) − UC ) sin β + (Y 0 (t) − VC ) cos β (3.71)
with:
• t: time;
• X(t), Y (t): Low frequency position of the vessel in the global axis system;

3-18 Loads
• X 0 (t), Y 0 (t) : Low frequency velocity of the vessel in the global axis system;
• kj : Wave number;
• β: Instantaneous wave heading;
• UC : Longitudinal current velocity in the global axis system;
• VC : Transversal Current velocity in the global axis system;
• UL : Longitudinal instantaneous relative low velocity in the local axis system;
• UT : Transversal instantaneous relative low velocity in the local axis system;
• QT Fkj : Alteration of the QTFs QT Fdk ;
• QT Fdk : Non-modified QTFs.
The methodology implemented within ARIANE-3Dynamic will be at each time step:
• Calculation of the instantaneous heading of the wave / vessel;
• Calculation of the instantaneous relative low velocity;
• Calculation of the QTFs alteration for each wave circular frequency;
• Calculation of the slow drift with the modified QTFs.
3.6 Other loads

3.6.1 Definition and methods
The thruster loads, riser loads or any other loads that have not been defined pre-
viously and the effects of which are not negligible, need to be defined by the user.
They may be very simple (e.g. constant load in a constant direction relative to the
vessel heading), more complicated (e.g. constant load in an absolute direction) or
extremely sophisticated (e.g. load derived from vessel position and kinematics, line
tensions, etc.). In any case, these loads are computed at each time step as function
of the applicable parameters defined by the user. Three possibilities are offered to
the user to integrate into ARIANE-7 the special loads:
1. The user can define the position in the vessel axis system where the loads have
to be applied, their values and directions (relative or absolute). These loads
will be automatically computed, relatively to the vessel position, then added
to the other loads.

3.6 Other loads 3-19
2. The user can define an external routine that will be able to converse at each
time step with ARIANE-7 by the means of an ASCII file in which all the
parameters required by the routine will be written by ARIANE-7. In return,
ARIANE-7 will read in the ASCII file the external loads calculated and written
by the routine, then add them to the other loads previously defined.
3. The user can define a grid that contains for several vessel positions, the specific
loads defined in the global axes system. At each time step, ARIANE-7 will
calculate the induced loads by interpolating the vessel position relatively to
the grid. Then they will be added to the other loads.

Chapter 4
Static Analysis
Static Analysis is a set of tools divided in modules. Each module has a particular
function.
4.1 Setup Initial Position

This module is a design tool to help the user make the mooring system homogenous
quickly. One benchmark is required from three:
• Horizontal tension at fairlead
• Axial tension at fairlead
• Angle between the horizontal plan and the line at fairlead.
In all cases, the Brent algorithm is used to solve the problem. A parameter and a
method are given and the solution is the line profile.
Adapt paid out length

horizontal (axial) tension at fairlead The parameter is the paid out length.
The method calculates for each value of the parameter, the horizontal tension at
anchor to have the expected horizontal (axial) tension at fairlead and returns the
difference between the position of the end line point and the position of the fairlead.
The Brent algorithm finds the solution to make this difference equal to zero.
Angle between the horizontal plan and the line at fairlead In this case,
there are two loops imbricated. For the first one, the parameter is the paid out
length and for the second, the parameter is the angle.

4-2 Static Analysis
4.2 Equilibrium position

There are some options to take into account environmental and constant loads. In
this section, “forces” is a set of different loads which can be:
• Mooring loads
• Constant loads
• Environmental mean loads (wind/wave(s)/current)
Those loads can depend on the vessel position but not on time.
4.2.1 Pre-requisites
One or more floatting vessel must have a mooring system. Each vessel must be
linked to an anchor. This can be done through an other vessel, but a vessel or a set
of vessels linked must not be adrift.
Line paid out length must not be zero.
Vessels can be connected or not.
Before the calculation of the equilibrium position, Ariane7 calculates the charac-
teristic of each line (if needed).
4.2.2 Calculation
The equilibrium position is found with the Newton Algorithm (See B.3).
(xn+1 − xn ) · F 0 (xn ) = −F (xn ) (4.1)
where:
• xn : Unknown vector at n. It represents the position of vessels in the global

axis system. Its dimension is 3×Nvessels where Nvessels is the number of vessels;
• xn+1 : Unknown vector at n + 1;
• F (x): Force vector in function of vessels positions;
• F 0 (x): Jacobian matrix in function of vessels positions.
Force vector is obtained by making the sum of all elements from “forces”.
The Jacobian matrix is the local stiffness matrix. It is obtained by making the sum
of all elementary stiffness of forces.
Jacobian matrix is calculated analytically or numerically (See chapter 3 for details).
During the calculations, the iterations are pursued until F (xn ) becomes lower than

4.3 Imposed Offset 4-3
the convergence threshold. The latter can be modified by the user in the init file
ariane7.ini with keywords “force_threshold” and “moment_threshold” in “static”
section. By default:
• force_threshold = 0.01kN
• moment_threshold = 0.1kN.m
4.3 Imposed Offset

The result is the sum of all mooring loads in a given position of vessels (the calcu-
lation of each mooring load is developed in 3.1)
4.4 Heading Analysis

This module is only a set of equilibrium position calculations (see 4.2). Interface is
different to enter batch file, but calculations are the same with the Newton algorithm.
4.5 RigMove
RigMove is only for one vessel.
This module adapts line paid out lengths to find an equilibrium position from the
current position of the vessel.
The calculation is divided in 2 steps.
First, horizontal tensions at fairlead are calculated with the Simplex Algorithm a
multi-variable optimization algorithm with one objective (See ??).
The objective is a function that gives a pondered mean of severals benchmarks:
• Difference between expected and current horizontal tensions must be mini-

mized
• The sum of all current horizontal tensions (and moments) must be minimized
The second step is to adapt paid out length like in the section “Setup Initial Posi-
tion”. The new mooring system configuration is now an equilibrium position.

Chapter 5
Time domain simulation
5.1 General
In addition to the static calculation, Ariane7 deals with dynamics. Ariane7 allows
the user to study in the time domain the motion of the vessel under the action of
waves, wind and current and the reaction of the mooring lines. In practice, the
program focuses on the transient trajectory of the vessel after the breakage of one
or several lines.
5.2 Assumptions
The following assumptions are made :
• Initially, the vessel is in a mean position for which the loads induced by the
mooring lines balance those due to mean wind and current speeds and mean
wave drift.
• The dynamic behaviour of the mooring lines is not considered.
• The initial position of vessels can be a mean position with mean environmental
loadscalculated by Ariane7, or a given position determined by the user.
5.3 Basic principle

The determination of the low frequency response of the moored vessel under the
effect of waves, wind and current is obtained by solving at each time step a vectorial
differential equation of the following form :
X
[M]{Ẍ} = {F (t)} (5.1)

5-2 Time domain simulation
Where:
• {X} is the three-component vector characterizing the horizontal position of
the vessel center of gravity G, i.e. the vessel heading ψ and the co-ordinates
XG and YG in the fixed axis system.
• [M] is the horizontal Mass Matrix of the vessel calculated at its center of
gravity. It is a 3-by-3 diagonal matrix the components of which are the actual
mass of the vessel for surge and sway motions (m), and the moment of inertia
in yaw (Iψψ ):  
m 0 0
[M] =  0 m 0  (5.2)
0 0 Iψψ
• {F (t)} is the three-component vector of those horizontal loads, applied to the
center of gravity of the vessel at instant t, which are contributing to the low
frequency response:  
 FGX (t) 
{F (t)} = FGY (t) (5.3)
MGZ (t)
 
The vectorial differential equation expresses the fundamental principle of dynam-

ics applied to the center of gravity of the vessel in its low frequency motion relative
to the fixed axis system ΩXY . All equations are projected on the vessel axis system
Oxy because external load transfer functions are generally available in this latter.
Furthermore, all moments are computed at the origin O of this system.
5.4 Definition of relative speed

The low frequency surge and sway of the vessel are identified by the horizontal
motions of the origin O of its axis system. The components of the absolute speed
of O projected on the vessel axis system are thus noted u and v (respectively surge
and sway). The components of the speed relative to the fluid at the same point are
noted u0 and v 0 . These four parameters are linked by the following relationships :
0
u = u + VC cos(βc − ψ)
v 0 = v + VC sin(βc − ψ)
where:
• VC is the absolute current velocity;
• β C is the current angle;
• ψ is the vessel heading.

5.5 Formulation in the local axes system 5-3
5.5 Formulation in the local axes system

The centre of gravity G is on the centre-line of the vessel and its co-ordinates are
defined in the local axis system Oxy by :

XG
{OG} = (5.4)
0
Therefore the formulation of the acceleration of the vector G is :
ẌG = u̇ − v ψ̇ − xG ψ˙2

ŸG = v̇ + uψ̇ + xG ψ̈
As well the transfer of the moment from G to O can be written as:
J/O = J/G + mxG (v̇ + uψ̇ + xG ψ̈) (5.5)
Then the equations of the slow drift motions projected on the vessel axis system
are: 
 mẍG = Fx
mÿG = Fy
Iψψ ψ̈ = Mψ/G − mxG (v̇ + uψ̇ + mxG ψ̈)

where :
• Fx is the projection on the vessel x − axis (surge axis) of the external loads
applied to the vessel,
• Fy is the projection on the vessel y − axis (sway axis) of the external loads
applied to the vessel,
• M ψ /G is the yaw moment of external loads calculated at the origin of the vessel
axis system.
Using the variables of relative fluid velocity, the equations of the slow drift mo-
tions projected on the vessel axis system become:
m(u̇0 − v 0 ψ̇ − xG ψ˙2 ) = Fx


m(v̇ 0 + u0 ψ̇ + xG ψ̈) = Fy
(Iψψ + mx2G )ψ̈ + mxG (v̇ 0 + u0 ψ̇) = Mψ/O


5-4 Time domain simulation
5.6 Definition of the external loads

The external loads Fx , Fy and M ψ /O have to be specified in the local axis system.
External loads include hydrodynamic, mooring, damping, wave drift, wind and cur-
rent loads but also other loads of various natures that are liable to contribute to
the low frequency response. As previously said, all loads are projected on the vessel
axes so that three equations of the following form can be written:
Fx = FHx + FM x + FBx + FDx + FW x + FCx + FOx

Fy = FHy + FM y + FBy + FDy + FW y + FCy + FOy
Mψ/O = MHψ + MM ψ + MBψ + MDψ + MW ψ + MCψ + MOψ
where the following indices are used to identify the origin of each term:
• H for hydrodynamic loads,
• M for mooring loads,
• B for damping loads,
• D for wave drift loads,
• W for wind loads,
• C for current loads,
• O for other loads which can be not negligible (riser, thruster, etc...).
The way of computing all above load components at each time step of the sim-
ulation is detailed in the following sections.

Chapter 6
Hydrodynamics loads
6.1 General formulation

The hydrodynamic loads are determined according to the theory of manoeuvrability:


 FHx = −Maxx u̇0 + Mayy v 0 ψ̇ + Mayψ ψ̇ 2
 F = −Ma v̇ 0 − Ma u0 ψ̇ − Ma ψ̈

Hy yy xx yψ

 M Hψ/O = −(Ma ψψ + x G Ma yψ ) ψ̈ − (Mayψ + xG Mayy )v̇ 0

−(Mayψ + xG Maxx )u0 ψ̇ − (Mayy − Maxx )u0 v 0

where:
• Maxx is the asymptotic added mass in surge,
• Mayy is the asymptotic added mass in sway,
• Maψψ is the asymptotic added mass in yaw,
• May ψ is the asymptotic added mass in sway-yaw coupling.
The values of the coefficients of the asymptotic added mass matrix :
 
Maxx 0 0
[M] =  0 Mayy Mayψ  (6.1)
0 Mayψ Maψψ
are those obtained when the wave circular frequency tends towards zero.
6.2 Munk moment

(Mayy − Maxx )u0v 0 is known as Munk moment and its effect is to put any floating
body transversely to the direction of the external loads.

6-2 Hydrodynamics loads
6.3 Introduction of work vector

By taking into account the formulation of the slow drift motions and the hydro-
dynamic loads, it is possible to express the components of one work vector, Y ,
consistent element with the predictor-corrector diagram. As a matter of fact, this
diagram allows the resolution of systems the initial conditions of which are:
d
Y (X) = F (X, Y ) (6.2)
dX
Therefore, the new formulation becomes :


 (m + Maxx )u̇0 = (m + Mayy )v 0 ψ̇ + (mxG + Mayψ )ψ̇ 2 + FW x + FCx + FM x + FDx
(m + Mayy )v̇ 0 = −(m + Maxx )u0 ψ̇ − (mxG + Mayψ )ψ̈ + FW y + FCy + FM y + FDy



 (Iψψ + Maψψ + xG (mxG + Mayψ ))ψ̈ + ((m + Mayy )xG + Mayψ )v̇ 0 =

− ((m + Maxx )xG + Mayψ )u0 ψ̇ − (Mayy − Maxx )u0v 0 + MW ψ + MCψ + MM ψ + MDψ

{Y } is the six-component vector the co-ordinates of which are :

 

 XP  
 YP 

 


 
Ψ

{Y } = (6.3)

 u0 
0 
v

 

 
 
Ψ̇

where XP and YP are the co-ordinates of a point P on the vessel in the global axes.
6.4 Formulation consistent with predictor-corrector

diagram
By taking into account that O and P belong to the same body, the formulation of
the velocity of P in the global axes system can be written as :

 ẊP = u0 cos ψ − v 0 sin ψ − (xP sin ψ + yP cos ψ)ψ̇ − VC cos βc
Ẏ = u0 sin ψ − v 0 cos ψ − (xP cos ψ − yP )ψ̇ − VC sin βc
 P
ψ̇ = ψ̇
where xP and yP are the co-ordinates of the point P in the local axes system.
By combining (5) and (6) in the same system, the form of this latter appears as
:
[A]{Ẏ } = {F ({Y }; t)} (6.4)

6.5 Initial conditions 6-3
where the matrix A can be written as :

 
1 0 0 0 0 0
0 1 0 0 0 0 
 
0 0 1 0 0 0 
 
0 0 0 (m + Maxx ) 0 0 
 
0 0 0 0 (m + Mayy ) (mxG + Mayψ ) 
0 0 0 0 ((m + Mayy )xG + Mayψ ) (Iψψ + Maψψ + xG (mxG + Mayψ ))
and {F ({Y }; t)} as :



 u0 cos ψ − v 0 sin ψ − (xP sin ψ + yP cos ψ)ψ̇ − VC cos βc
u0 sin ψ − v 0 cos ψ − (xP cos ψ − yP )ψ̇ − VC sin βc





ψ̇

0 2

 (m + Mayy )v ψ̇ + (mxG + Mayψ )ψ̇ + FW x + FCx + FM x + FDx
−(m + Maxx )u0ψ̇ + FW y + FCy + FM y + FDy





−((m + Maxx )xG + Mayψ )u0 ψ̇ − (Mayy − Maxx )u0v 0 + MW ψ + MCψ + MM ψ + MDψ

{Ẏ } is obtained by reversing the matrix [A] in the equation (6.1) :

{Ẏ } = [A]−1 {F ({Y }; t)} = {G({Y }; t)} which is consistent with the use of
predictor-corrector diagram for initial conditions systems.
6.5 Initial conditions

Therefore, a vector {Y0 } that contains the initial conditions is introduced :
 

 xP  



 y P



ψ 
{Y0 } = (6.5)

 ẋP 
ẏ
 
P

 


 
ψ̇ t=0

This vector is preferred to the work vector {Y } because of better physical under-
standing, but has to be fitted for defining the initial value of some of the components
of the work vector , u0 and v 0 :
0
u = ẊP cos ψ + ẎP sin ψ + yP ψ̇ + VC cos(βc − ψ)
v 0 = −ẊP sin ψ + ẎP cos ψ + xP ψ̇ + VC sin(βc − ψ)

Chapter 7
Wave frequency response
7.1 General
The low frequency response of the moored vessel is obtained by numerical resolution
in the time domain of the vectorial differential equation discussed in section 5. At
the end of each time step of this numerical integration, the wave frequency motions
are added for output purpose only. In other words, the wave frequency response
that is calculated at any step does not impact at all on the low frequency response
calculated at further steps.
At each time step, the six wave frequency motions of the vessel center of gravity
are added to its low frequency position. To do so, the amplitude of each component
of the wave signal is multiplied by the RAOs of the center of gravity of the vessel
and the summation is carried out with due account for time and space phases as
detailed hereafter It is assumed in this process that wave frequency motions are
not significantly influenced by the variations of mooring stiffness with low frequency
motions. Wave frequency motions are therefore computed for the average mooring
stiffness corresponding to the mean vessel position during the storm.
The complete signal of the vessel motion thus obtained allows the instantaneous
anchor-to-fairlead distance of each line and its fairlead altitude to be calculated. The
instantaneous tensions can next be derived by interpolations in the pre-calculated
tension-offset curves.
7.2 Response Amplitude Operators

If an Airy wave is applied to a floating vessel, either moored or not, the fluctuating
motion observed in any direction, around or about its center of gravity, is also a sine
or cosine function of time, with the same frequency as the wave but usually with a
phase lag. The amplitude of each motion is proportional to that of the wave. It also

7-2 Wave frequency response
varies, as well as the phase, with the water depth and the wave incidence relative to
the vessel.
See the table below. Note that ’around’ is used for translation displacements
while ’about’ is used for rotations.
Wave at c.o.g. Motions of the vessel around its c.o.g.

Surge aRx (ω, α) cos ωt + Φx (ω, α)
Incidence α Sway aRy (ω, α) cos ωt + Φy (ω, α)
Heave aRz (ω, α) cos ωt + Φz (ω, α)
Roll aRθ (ω, α) cos ωt + Φθ (ω, α)
Elevation a cos(ωt) Pitch aRϕ (ω, α) cos ωt + Φϕ (ω, α)
Yaw aRψ (ω, α) cos ωt + Φψ (ω, α)
Table 7.1: Motions of a vessel submitted to an Airy wave.
The Response Amplitude Operators (RAOs) are the functions which give in
the vessel axis system the amplitude and phase of the vessel motions around and
about its center of gravity when subjected to the action of an Airy wave of unitary
amplitude.
In the above table, the RAOs of surge for instance are the functions Rx and Φx
which, for a given incidence relative to the vessel heading, depend only on the wave
circular frequency.
The RAOs can be obtained by model tests or by a first order diffraction-radiation
analysis using a recognized computer program. In any case, they are to be deter-
mined with due account for the actual site water depth and the mooring stiffness
evaluated for a position of the vessel as close as possible to its average position
during the storm.
The RAOs are normally available for the same incidences as QTFs and interpo-
lations will be performed in the same way during the simulations. Discretization
criteria are also the same as for QTFs.
The phase functions are generally not continuous and it is therefore preferable
to perform the interpolations on the in-phase and out-of-phase amplitudes R∗ and
R ∗ ∗ which are continuous, rather than on the actual amplitude and phase R and Φ.
Keeping the formulations of the above table, the relations between these parameters
are:

R∗ = R cos Φ
R∗∗ = −R cos Φ

7.3 Instantaneous center-of-gravity motion and vessel rotation 7-3
7.3 Instantaneous center-of-gravity motion and ves-

sel rotation
At each time step, the wave signal is to be determined at the instantaneous low
frequency position of the vessel center of gravity by means of the equation of Section
5.
Each of the six wave frequency motions of the vessel around or about the low-
frequency position of its center of gravity is then given by an equation of the following
form:
100
X
∆ζG (t) = ai Rζ∗ (ωi , βH − ψ) cos(ωi t + ϕi + ki XG cos βH + ki YG sin βH ) +
i=1
100
X
ai Rζ∗∗ (ωi , βH − ψ) sin(ωi t + ϕi + ki XG cos βH + ki YG sin βH )
i=1
where:
• H is the absolute direction where the wave comes from,
• (ai , ωi , ϕi , ki)1≤i≤100 characterize the family of Airy waves representative of the

wave spectrum,
• (XG , YG ) are the low frequency co-ordinates of the vessel center of gravity in
the fixed axis system ΩXY ,
• ψ is the low frequency vessel heading,
• ∆ζG designates any of the six wave frequency motions of the vessel around or
about the low frequency position of its centre of gravity. (these motions are
those projected on the low-frequency vessel axis system Oxy),
• Rζ∗ (ωi , βH − ψ) is the in-phase amplitude of motion ∆ζG interpolated in the

RAOs for the wave frequency i and the relative wave incidence βH − ψ,
• Rζ∗∗ (ωi , βH − ψ) idem for out-of-phase motion.
The figure below is an illustration of the superimposition of horizontal low and wave
frequency motions.

7.4 Instantaneous fairlead motion

At each time step, the wave frequency motions make the vessel turn about its centre
of gravity. The three components of the rotation vector in the low frequency vessel
axis system are the roll, pitch and yaw angles calculated according to the equation of
Section 13.3.2. At the same time, the vessel moves by a translation whose the vector
components in the same axis system are the surge, sway and heave displacements
calculated in the same way.
Further to this rotation and translation, the instantaneous co-ordinates of any
fairlead of the vessel with respect to the low frequency vessel axis system are given
by the following equation:
 0       
xF (t) − xG  ∆xG (t) Θ11 (t) Θ21 (t) Θ31 (t) xF − xG 
y 0 (t) − yG = ∆yG (t) + Θ12 (t) Θ22 (t) Θ32 (t) . yF − yG (7.1)
 F0
zF (t) − zG ∆zG (t) Θ13 (t) Θ23 (t) Θ33 (t) zF − zG
    
where:
• (x0F , yF0 , zF0 )are the co-ordinates of the fairlead in the low frequency vessel axis
system further to the wave frequency rotation about G,
• (xF , yF , zF )are the permanent co-ordinates of the fairlead in the vessel axis
system,
• (xG , yG , zG ) are the permanent co-ordinates of the vessel center of gravity in

the vessel axis system. Note that in principle yG is equal to 0,
• (∆xG , ∆yG , ∆zG )are the three components, in the low frequency vessel axis
system, of the wave frequency motion of the vessel center of gravity (surge,
sway and heave),
• [Θij(t)] is the matrix of the instantaneous rotation which coefficients are spec-
ified hereafter. The following notations are used to simplify the expressions of
the matrix coefficients:
ω x = ∆θG (t) (wave frequency roll)

ω y = ∆ϕG (t) (wave frequency pitch)
ω z = ∆ψG (t) (wave frequency yaw)
q
ω= ω 2x + ω 2y + ω 2z (7.2)

7.5 Instantaneous line tension 7-5
2
1 sin(ω/2)
Θ11 (t) = cos ω + 2 ω/2
ω 2x
2
sin ω 1 sin(ω/2)
Θ12 (t) = ω
ω z + 2 ω/2
ωx ωy
2
Θ12 (t) = − sinω ω ω y + 12 sin(ω/2)
ω/2
ωx ωz
2
Θ12 (t) = − sinω ω ω z + 12 sin(ω/2)
ω/2
ωxωy
2
Θ11 (t) = cos ω + 12 sin(ω/2)
ω/2
ω 2y
2
Θ12 (t) = sin ω
ω
ω x + 21 sin(ω/2)
ω/2
ωy ωz
2
Θ12 (t) = sin ω
ω
ω y + 12 sin(ω/2)
ω/2
ω x ωz
2
Θ12 (t) = sin ω
ω
ω x + 21 sin(ω/2)
ω/2
ωy ωz
2
Θ11 (t) = cos ω + 12 sin(ω/2)
ω/2
ω 2z
The instantaneous fairlead position in the fixed axis system is then given by the
following equation:
     
 XF − XG  cos ψ − sin ψ 0 x0F (t) − xG 
YF − YG =  sin ψ cos ψ 0 . yF0 (t) − yG (7.3)
 0
ZF − ZG 0 0 1 zF (t) − zG
  
where:
• (XF , YF , ZF ) are the instantaneous co-ordinates of the fairlead in the fixed axis
system ΩXY ,
• (XG , YG , ZG ) are the instantaneous co-ordinates of the vessel centre of gravity

in the fixed axis system ΩXY ,
• ψ is the low frequency heading of the vessel.
7.5 Instantaneous line tension

The instantaneous fairlead-to-anchor horizontal distance is given by:
p
DF = (XF − XA )2 + (YF − YA )2 (7.4)
where:
• DF is the anchor-to-fairlead horizontal distance,
• (XA , YA ) are the co-ordinates of the anchor in the fixed axis system,

• (XF , YF ) are the instantaneous co-ordinates of the fairlead in the fixed axis
system, as calculated in Section 13.4.2.
The offset tension curves of the mooring line have been pre-calculated for three
altitudes of the fairlead as explained in the corresponded manual. Those two curves
calculated for fairlead altitudes on each side of the instantaneous one are identified.
The axial tension at the fairlead is then interpolated between these two curves.

Chapter 8
Fatigue analysis
8.1 General
At present, the largest source of structural failures in operation is fatigue damage. A
metal will fail under repeated cycles of relatively low stress levels due to the growth
of internal cracks that can be initiated from local fabrication defects or at stress
concentration sites. Such metal fatigue failures are quantified from experimental
data by the use of S-N curves which are plots of stress range S against number of
cycles to failure N, with both axes plotted in logarithmic form.
The approach which can be used with ARIANE-7 is to generate the stress time
series for the lines which require fatigue analysis. This can be done by using a very
large number of representative sea states in the batch calculation.
Then, the distribution of the stress ranges is determined for each line and for each
time series then the corresponding cumulative damage is computed by analytical
integration of the Miner ratio. Each cumulative damage is weighted by the relevant
probability of occurrence of the sea state.
All the cumulative damages are added together and inverted so as to come up
with the service life of the line
In ARIANE-7, there are two ways to define the cumulative damage :
• using a 2-parameter Weibull law to fit the distribution of the stress ranges,
• using directly the histogram of the distribution of the stress ranges.
8.2 Weibull law

The histogram of the stress ranges is derived from each stress signal. A 2-parameter
Weibull law is fitted to the distribution of the stress ranges. The Weibull law can

8-2 Fatigue analysis
be expressed by the following expression :

h
S
P (S) = exp − (8.1)
Sq
where :
• S is the stress range,
• P is the probability of the stress range to be greater than S,
• Sq is the scaling factor of the 2-parameter Weibull law,
• h is the exponent of the 2-parameter Weibull law.
The method of the two first moments is used to determine the values of Sq and
h. To do so, the mean and the standard deviation of the distribution are issued
from the histogram of the stress ranges. Then, Sq and h are linked to the mean and
the standard deviation by the following relations :

1
Sµ = Sq Γ 1 + (8.2)
h

2 1
Sσ2 = Sq2 Γ 1+ 2
−Γ 1+ (8.3)
h h
where Sµ and Sσ are respectively the mean and the standard deviation of the stress
ranges.
The theoretical solution of the above system of equations is given by :
Γ 1 + h2

F (h) = 2 (8.4)
Γ 1 + h1

2 !
Sσ
h = F −1 1 + (8.5)
Sµ
Sµ
Sq = (8.6)
Γ 1 + h1

2
Sσ
In practice, iterations are performed on h until F (h) is equal to 1 + Sµ

8.3 Miner Sum 8-3
8.3 Miner Sum

The Miner cumulative fatigue damage rule gives the resultant damage ratio D as :
N
X ni
D= ≤1 (8.7)
i=1
Ni
where N denotes the total number of stress range intervals being considered, ni is
the number of cycles experienced by the structure within the ith stress range and
Ni is the number of cycles to failure given by the S-N curve for this ith stress range.
Failure will occur when parameter D reaches unity. If the number of stress range
cycles used in the calculation correspond to one year’s operation, then the fatigue
life of the structure in years can be given by the reciprocal of the cumulative damage.

Chapter 9
Quasi-static analysis
9.1 General
In the present version of the ARIANE-7 program, the time domain simulations of the
dynamic behaviour of the vessel allow both for low frequency hydrodynamic loads
(slow drift or second order wave loads) and for the high frequency wave loads (or
first order wave loads). Meanwhile it is possible to compute only the high frequency
wave loads using the quasi-static option.
At any time, the high frequency wave loads are almost only balanced by the
inertia loads resulting from sway, surge and yaw motions of the vessel. For these
reasons, high frequency motions are often called incoercible motions. In most cases
they cannot be prevented by the mooring system which will have to be supple enough
in order to absorb them.
Provided that the natural period of the mooring system oscillations is sufficiently
greater than the wave periods beyond 60 seconds for instance high and low frequency
phenomena may be considered as independent. In such a case, it is justified to
calculate the high frequency motions of the vessel regardless of the overall mooring
system stiffness. The method used in ARIANE-7 for the quasi-static analysis is
based on this assumption.
9.2 Assumptions
The following assumptions are made :
1. The time scales for low and high frequency responses are of different orders,
2. The high frequency response of the vessel is not modified by the mooring
system,

9-2 Quasi-static analysis
3. Moreover, the vessel behaviour for sway, surge and yaw motions is supposed
to be linear in such a way so that a spectral approach is permissible.
9.3 Principle of quasi-static analysis

The principle of the quasi-static analysis as it is implemented in ARIANE-7 is ex-
plained hereafter. It can be considered as an alternative to the low + wave frequency
analysis in the time domain A mean position of the vessel is defined by the user.
This mean position may be either the equilibrium position under mean external
loads or a position resulting from the low frequency dynamic analysis. About this
mean position, ARIANE-7 determines the transfer functions of the horizontal move-
ment of all fairleads with due consideration for the wave incidence relative to the
vessel heading.
To do so, the program needs to know the transfer functions of the vessel for the
three degrees of freedom in the horizontal plane (surge, sway and yaw). From a
practical point of view, the transfer functions are required to be known for a set of
wave periods covering the wave spectrum and for various wave incidences covering
the range of vessel headings. The program will then interpolate between the given
values to calculate the response for wave periods and incidences not input by the
user.
On the basis of the motion transfer functions of fairleads, it is possible to calculate
the "pseudo" transfer functions of quantities Dk − Dok , where :
Dk is the horizontal distance between anchor n◦ k and fairlead n◦ k
Do k is the same distance for the here above defined mean position of the vessel.
Once these "pseudo" transfer functions are computed, ARIANE-7 performs a
spectral analysis assuming the sea state is represented by a PIERSON-MOSKOWITZ
spectrum. The 1/3 and 1/1000 responses of the horizontal distances between an-
chors and fairleads are thus derived and subsequently the corresponding tensions in
the mooring lines are obtained using the lines characteristics.
It is to be highlighted that such a method comprehensively takes account of the
phase differences which exist between the three motions in the horizontal plane.
The assumption of linearity which is made when passing from the fairleads mo-
tions to the distances between anchors and fairleads is fully justified provided that
mean distances are big to compare with vessel motions. This is verified in most
cases.

Chapter 10
Line dynamics
10.1 General
The simplified approach for line dynamics proposed by ARIANE-7, allows a rough
estimation of the DAF to be made for each mooring line. To achieve that, equivalent
energy methods or Marintech method is used in ARIANE-7.
10.2 Assumptions
The line is assumed to stay in a vertical plan containing both the fairlead and the
anchor. The motions of the fairlead of a line are considered only in the tangent
direction of the upper end of this latter.
10.3 Calculations
10.3.1 Kinematics over the line for a cyclic motion at its
upper end
Fairlead in mean position Positive fairlead offset Negative fairlead offset The line
profile is computed and discretized for three positions of the fairlead: one corre-
sponding to an average situation, the other two corresponding to a tangential end
of line offset imposed on both sides of the mean position.
Calculations are performed using standard ARIANE-7 modules for line profiles,
without any consideration for dynamic, wave or current effects.
The discretization carried out within ARIANE-7 ensures that:
• the tangent step between two consecutive discretized segments is lower than
4◦ ,

10-2 Line dynamics
• one point corresponds to the lower end of the suspended length,
• one point corresponds to the intersection with the free surface,
• one point corresponds to each end of actual mooring segments.
f is chosen so as to be of the same order as the significant offset of the fairlead,

let’s say something like Hs /2.
Each discretized point of the line in its average position is projected according the
tangential end of line direction on the other two profiles to determine its trajectory
during the cycle.
Let us consider a cyclic tangential-line-end motion imposed at the upper end of
the line:
γf (t) = γf mean + f cos(ωt + ϕ) (10.1)
It is then assumed that any point of index n also moves tangentially according to
an equation of the following form:
γn (t) = γn + n cos(ωt + ϕ) (10.2)
As + −
n and n are not equal excepted at the upper end of the line, n is taken as the
average of both:
− + +
n = n n
(10.3)
2
Where + −
n (resp. −n ) corresponds to the offset of point n when the fairlead is at
a distance +f (resp. −f ) of its average position.
10.3.2 Amplitude of tangential drag loads on the line

Based on the same assumption, the velocity amplitude of each discretized point is
proportional to its motion amplitude.
Hence, the velocity amplitude of a point at level Z between two consecutive
discretized points is interpolated as follows:

Vf Z − Zk−1
V (Z) = k−1 + (k − k−1 ) (10.4)
f Zk − Zk−1
Where Vf is the velocity amplitude at the fairlead.

Morison equation for drag loads can the be applied as follows :
2
Vf2

1 Z − Zk−1
dFk = ρDk CDk 2 k−1 + (k − k−1 ) sin2 (ϕk − ψ)dZ (10.5)
2 f Zk − Zk−1

10.3 Calculations 10-3
The integration over the length between two discretized points gives :
1 Vf2
Fk = ρDk CDk 2 (2k + 2k−1 + k k−1 )(Zk − Zk−1) sin2 (ϕk − ψ) (10.6)
6 f
The summation of the loads gives then:

1
FD = ρSVf2 (10.7)
2
where :
n
X 1 2k + 2k−1 + k k−1
S= Dk CDk 2
(Zk − Zk−1 ) sin2 (ϕk − ψ) (10.8)
3 f
k=1
laying :
k
αk = (10.9)
f
Then :
n
X 1
S= Dk CDk (αk2 + αk−1
2
+ αk αk−1 )(Zk − Zk−1 ) sin2 (ϕk − ψ) (10.10)
k=1
3
k
Note : The value of S depends on the choice of f since the Ratios f
are not constant
when f varies.
10.3.3 Amplitude of tangential inertia loads on the line

Tangential acceleration profile :

Γf Z − Zk−1
Γ(Z) = k−1 + (k − k−1 ) (10.11)
f Zk − Zk−1
Where Γf is the acceleration amplitude at the fairlead.
Morison equations lead to :

1 2 mk Γk Z − Zk−1
dFk = ρπDk CMk + k−1 + (k − k−1 ) sin(ϕk −ψ)dZ
4 sin2 (ϕk − ψ) f Zk − Zk−1
(10.12)

1 mk Γk
Fk = ρπDk2 CMk + 2
(k + k−1 )(Zk − Zk−1 ) sin(ϕk − ψ) (10.13)
4 sin (ϕk − ψ) k
FA = (M + MA )Γf (10.14)

10-4 Line dynamics
k
αk = (10.15)
f
n
X αk + αk−1
M= (Zk − Zk−1 )mk (10.16)
k=1
sin(ϕ k − ψ)
n
1 X 2
MA = ρπ Dk CMk (αk + αk−1 )(Zk − Zk−1) sin2 (ϕk − ψ) (10.17)
4 k=1
10.3.4 Transfer function of the dynamic component of the

tension at fairlead
Around its average position, the top of the line is submitted to an imposed cyclic
motion the amplitude of which is proportional to the wave amplitude:
H ∗ H
γ(t) = (γ cos ωt + γ ∗∗ cos ωt) = γ0 cos(ωt + ψ) (10.18)
2 2
with p
γ0 = γ ∗2 + γ ∗∗2 (10.19)
and
γ ∗∗
tan ψ = − (10.20)
γ∗
This generates oscillatory loads in the line, assumed to also be proportional to the
wave amplitude:
H
F (ω) = (F ∗ cos ωt + F ∗∗ sin ωt) (10.21)
2
The equation of the dynamic motion of the equivalent SDOF system is then of the
following form :
1
(M + MA )γ̈f + ρS|γ̇f |γ̇f + Kγf = F (ω) (10.22)
2
where K is the stiffness of the line in its average position.
|γ̇f |γ̇f is classically linearized on the principle of the equivalent energy over half
a period
8ω H p ∗2
|γ̇f |γ̇f ≈ ω̇f γ + γ ∗∗2 (10.23)
3π 2
4ωH p ∗2
|γ̇f |γ̇f ≈ ω̇f γ + γ ∗∗2 (10.24)
3π
The relations between γ ∗ , γ ∗∗ , F ∗ and F ∗∗ become :
2ρSω 2 H p ∗2
F ∗ = K − (M + MA )ω 2 γ ∗ + γ + γ ∗∗2 γ ∗∗

(10.25)
3π

10.3 Calculations 10-5
2ρSω 2 H p ∗2
F ∗∗ = − γ + γ ∗∗2 γ ∗ + K − (M + MA )ω 2 γ ∗∗

(10.26)
3π
2 !
2

2 2 2ρSω H
F02 (ω) = γ02 (ω) γ02 (ω)

K − (M + MA )ω + (10.27)
3π
The response spectrum of dynamic tension is then:
SF (ω) = F02 (ω)SH (ω) (10.28)
where SH (ω) is the wave spectrum defined so as to get the following relation:
Z ∞
HS2
= SH (ω)dω (10.29)
16 0
Spectral analysis techniques lead to the significant and maximum dynamic compo-
nents of the tension: sZ
∞
(2F ) 1 = 4 SF (ω)dω (10.30)
3
0
sZ
∞
F1 = 2 SF (ω)dω (10.31)
3
0
sZ
∞
Fmax = 3.72 SF (ω)dω (10.32)
0
The Dynamic amplification factor is then:

Fmax
DAF = 1 + (10.33)
Tmean
Where Tmean is the tension of the line in its average position.
Note
The expression of F0 (ω) makes intervene S and H.
In practice, S will be computed for a reference offset of the fairlead equal to
Hs /2, i.e.:
HS
f = (10.34)
2
In the same way, H will be taken equal to HS .

Appendix A
Spectra
A.1 Wave spectrum

The wave is characterized by its incidence and an energy spectrum appropriate to
the mooring site. Spectra definitions are given hereafter.
A.1.1 Pierson-Moskowitz
The energy density function of the Pierson-Moskowitz spectrum is defined as follows:
4π 3 HS2 1 16π 3 1
SP M (ω) = exp(− ) (A.1)
TZ4 ω 5 TZ4 ω 4
where:
• SP M is the energy density function of the spectrum;
• ω is the wave circular frequency;
• HS is the significant wave height;
• TZ is the zero-up crossing period.
A.1.2 ISSC
The energy density function of the ISSC spectrum is defined as follows:
173HS2 1 691 1
SISSC (ω) = 4 5
exp(− 4 4 ) (A.2)
T1 ω T1 ω
where:

A-2 Spectra
S(ω)
8
1
ω
0
0.028 0.056 0.084 0.112 0.14 0.168 0.196 0.224
Figure A.1: Pierson-Moskowitz spectrum. HS = 5m, TZ = 10s
• SISSC is the energy density function of the spectrum;

• T1 is the visual mean period.
The ISSC spectrum is the same spectrum than Pierson-Moskowitz spectrum but
with different variable formulation: 1.296T1 = 1.408TZ
A.1.3 ITTC
The energy density function of the ITTC spectrum is defined as follows:
0.0081g 2 3.11 1
SIT T C (ω) = exp(− ) (A.3)
ω5 HS2 ω 4
where:
• SIT T C is the energy density function of the spectrum;
• g is the acceleration of gravity.

A.1 Wave spectrum A-3
4.8
S(ω)
4.2
3.6
2.4
1.8
1.2
0.6
ω
0
0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4 0.45
Figure A.2: ISSC spectrum. HS = 5m, T1 = 10s
S(ω)
3.6
3.2
2.8
2.4
2
1.6
1.2
0.8
0.4
ω
0.06 0.12 0.18 0.24 0.3 0.36 0.42 0.48
Figure A.3: ITTC spectrum. HS = 5m
A.1.4 JONSWAP
The energy density function of the JONSWAP spectrum is defined as follows:
SJ (ω) = K.SP M (ω).ΦJ (ω) (A.4)
where:

A-4 Spectra
• SP M is the energy density function of the Pierson-Moskowitz spectrum as

defined above;
• ΦJ is the peakedness function of the JONSWAP spectrum;
R∞ H2
• K is a factor such as 0 SJ (ω)dω = 16S .
The peakedness function ΦJ is defined as follows:
ω
exp[− 21 ( σ−ω
P )2 ]
−ω
Φ(ω) = (1 − e−1.25 .lnγ).γ P (A.5)
where:
• ωP is the circular frequency √
corresponding to the peak period of the spectrum
T p (ωP = 2π/TP and TP = 4 1.25πTZ );
• γ is the peakedness factor, typically equal in the North Sea to 3.3;
• σ is the peakedness scale, typically taken in the North Sea as σ1 = 0.7 for
ω ≤ ωP and as σ2 = 0.9 for ω ≥ ωP .
Because the energy density function of the JONSWAP spectrum has no analytical
primitive function, the factor K is to be computed by numerical integration for each
set of parameters intervening in the expression of ΦJ which are γ, ωP , σ1 and σ2 .
In practice, K will be determined as follows:
Z ωp 4
1 ωp ω −ω
exp[− 21 ( σ P−ω )2 ]
h ωP i
≈ 5 5 (1 − e−1.25 .lnγ)γ 1 P exp −1.25( )4 dω
K ωm ω ω
Z ωM 4
ωp ω −ω
exp[− 21 ( σ P−ω )2 ]
h ωP i
+ 5 5 (1 − e−1.25 .lnγ)γ 2 P exp −1.25( )4 dω
ωp ω ω
with ωm and ωM such as: ωm < ωp < ωM and SJ (ωm ) = SJ (ωM ) ≤ SJ (ωp )/100
A.1.5 Darbyshire
The energy density function of the Darbyshire spectrum is defined as follows:
s !
(ω − ω ) 2
0
SD (ω) = 1.86E −06 VW4 exp − (A.6)
(0.054 ∗ (ω − ω0 + 0.265))
√
with ω0 = 6.284 ∗ (1.94 VW + 2.5E −07 VW4 )−1 where:
• SD is the energy density function of the spectrum,
• ω is the wave circular frequency,
• VW is the wind velocity at 19.5 meters elevation.

A.1 Wave spectrum A-5
S(ω)
S(ωp )
S(ωm/M )
ωm ωp ωM ω
Figure A.4: Truncation of the JONSWAP spectrum for the calculation of the k-
factor. S(ωm ) = S(ωM ) = S(ω
100
P)
5.6 S(ω)
4.9
4.2
3.5
2.8
2.1
1.4
0.7
ω
0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4 0.45
Figure A.5: JONSWAP spectrum. γ = 2, σ1 = 0.07, σ2 = 0.09, HS = 5m, TP = 10s

A-6 Spectra
1.44 S(ω)
1.26
1.08
0.9
0.72
0.54
0.36
0.18
ω
0.06 0.12 0.18 0.24 0.3 0.36 0.42 0.48
Figure A.6: Darbyshire spectrum. VW = 30m/s
A.2 Wind spectrum

The range of available spectra is:
Davenport, Harris, Queffeulou, Kaimal, Kareem, Harris DNV, Ochi-
Shin and Wills.
The analytical formulae of their power spectral density functions are given here-
after.
A.2.1 Davenport
The power spectral density function of the Davenport spectrum is defined as follows:
2 8 f
SD (f ) = 4L− 3 C10 VW3 10 43 (A.7)
2
VW
f2 + L2
10
where:
• SD is the power spectral density function of the spectrum,
• f is the frequency,
• L is a representative length scale,
• VW 10 is the hourly mean wind velocity at 10m height,

A.2 Wind spectrum A-7
• C10 is the sea surface drag coefficient, the formulation of which can be:
0.0015
C10 = 0.00104 + (A.8)
1 + exp − VW1.564
10 −12.5

S(ω)
240
210
180
150
120
90
60
30
ω
0
0.3 0.6 0.9 1.2 1.5 1.8 2.1 2.4
Figure A.7: Davenport spectrum. C10 = 0.0044, L = 1200m, VW 10 = 30m/s
A.2.2 Harris
The power spectral density function of the Harris spectrum is defined as follows:
2 8 1
SH (f ) = 4L− 3 C10 VW3 10 56 (A.9)
2VW2
f2 + L2
10
The variables are the same than those of Davenport spectrum.
A.2.3 Harris-Det norske Veritas Spectral Formulation

Below is the Harris-Det norske Veritas wind spectral formulation, reproduced in
Feikema and Wichers (1991).
f S(f ) = 4CVW2 Fg (A.10)

x
Fg = 5 (A.11)
(2 + x2 ) 6

A-8 Spectra
S(ω)
320
280
240
200
160
120
80
40
ω
0.06 0.12 0.18 0.24 0.3 0.36 0.42 0.48 0.54
Figure A.8: Harris spectrum. C10 = 0.0044, L = 1200m, VW 10 = 30m/s
1800f
x= (A.12)
VW
Where:
• S(f ) is the wind spectral density (m2/s),
• Fg is the gust factor,
• C is the turbulence or surface drag coefficient; may be chosen to equal 0.002
for rough seas and 0.0015 for moderate seas,
• L is the length scale dimension (m); which was chosen to be 1800 m,
• VW is the mean hourly wind speed (m/s),
• f is the wind circular frequency (Hz).
A.2.4 Queffeulou
The power spectral density function of the Queffeulou spectrum is defined as follows:
1
SQ (f ) = 2.05C10 VW 10 Ri−1 z 5 5
(A.13)
0.5206675z 3 f 3
1+ 5
(VW 10 Ri) 3
where:

27 S(ω)
24
21
18
15
12
3
ω
0.03 0.06 0.09 0.12 0.15 0.18 0.21 0.24
Figure A.9: Harris-Det norske Veritas spectrum. C = 0.002, L = 1800m, VW =

5m/s
• SQ is the power spectral density function of the spectrum,
• z is the elevation,
• Ri is the Richardson constant (0.05 < Ri < 0.2),
• C10 is the sea surface drag coefficient.
A.2.5 Kaimal
Two formulations are implemented within ARIANE-7, due to different references to
this spectrum in the literature.
Kaimal 1
The power spectral density function of the Kaimal spectrum is defined as follows:
1
SK (f ) = 200C10VW 10 z 53 (A.14)
50zf
1+ VW 10
where:

A-10 Spectra
8.8 S(ω)
7.7
6.6
5.5
4.4
3.3
2.2
1.1
ω
0.29 0.58 0.87 1.16 1.45 1.74 2.03 2.32
Figure A.10: Queffeulou spectrum. C1 0 = 0.0044, z = 10m, VW 10 = 10m/s,

Ri = 0.1
• SK is the power spectral density function of the spectrum,
• z is the elevation,
• C10 is the sea surface drag coefficient.
Kaimal 2
Kaimal et al. (1972) developed a spectral formulation which includes the effect
of dissipation rate for turbulent energy as a function of turbulent height (Ochi and
Shin, 1988). The spectrum is given by:
105f∗ 2
S(f∗ ) = 5 φ3 (A.15)
(1 + 33f∗ ) 3
where 2
1 + 0.5|z/L| 3 for −2 ≤ z/L ≤ 0
φ= 3
1 + 2.5|z/L| 5 for 0 ≤ z/L ≤ 2
z/L = 0 is called the stable condition.
where:

• S(f∗ ) is the dimensionless spectral density, define as
S(f∗ ) = f S(f )/u2∗ (A.16)
– f is the wind circular frequency (Hz),

– u∗ is the the shear velocity in m/s, defined as
p
u∗ = C10 U 10 (A.17)
– U 10 is the the mean wind speed (m/s) at 10 m,
• C10 is the surface drag coefficient evaluated from wind measurements at 10 m

height.
• f∗ is the dimensionless frequency defined as
f∗ = f z/U Z (A.18)
– U Z is the mean wind speed (m/s) at height z, defined as
U Z = U 10 + 2.5u∗ln(z/10) (A.19)
– L is the representative length scale (m).
56 S(ω)
49
42
35
28
21
14
7
ω
0.26 0.52 0.78 1.04 1.3 1.56 1.82 2.08
Figure A.11: Kaimal spectrum. C1 0 = 0.004, z = 10m, VW 10 = 10m/s

A-12 Spectra
A.2.6 Ochi-Shin Spectral Formulation

Ochi-Shin (1988) suggest the following spectral formulation for wind over a seaway.
f S(f ) = CV 2 Fg (A.20)
For which the gust factor Fg is defined as follows:


 583x 0 < x < 0.03
0.7


 420x
0.03 < x < 0.1

Fg = (1 + x0.35 )11.5

 838x
x > 0.1


(1 + x0.35 )11.5

where:
• S(f ) is the power spectral density (m2/s),
• f is the the wind circular frequency measured (Hz),
• x = zf /V (z) also referred to as the dimensionless frequency,
• z is the height above sea level (10 m).

Fiekema and Wichers (1991) suggest the following formulation for the drag co-
efficient to be used in conjunction with the Ochi and Shin spectral formulation:
C = (750 + 69V ) ∗ 10−6 (A.21)
A.2.7 Hino Spectral Formulation

The original form of the Hino spectrum is given by Ochi and Shin (1988),
f S(f ) 0.475x
= 5 (A.22)
σ2 (1 + x2 ) 6
where:
• S(f ) is the the power spectral density (m2/s),
• f is the the wind circular frequency measured (Hz),

z 1−4α

10σ 3 10
x= f (A.23)
0.0275U 10 (αU 10 )3

36 S(ω)
32
28
24
20
16
12
4
ω
0.027 0.054 0.081 0.108 0.135 0.162 0.189 0.216
Figure A.12: Ochi-Shin spectrum. C = 0.002, z = 10m, VW 10 = 5m/s
– α is the exponent of the power law governing the profile of the mean wind
speed,
– U 10 is the the mean hourly wind velocity (m/s) at a height of 10 m,
• σ 2 is the variance of the wind speed defined by Koulousek et al. (1984) as

2α
2 2 10
σ = 5.6K(V Z ) (A.24)
z
– K is the Surface constant,

– V Z is the the mean hourly wind velocity (m/s) at a height z (m).
In a study by Ochi and Shin (1988), α was chosen to be 0.16, value which has
been imposed within ARIANE-7
Kolousek et al. (1984) suggests that the Hino spectral formulation may be ap-
plied over an ocean environment.
A.2.8 Modified Harris Spectrum or Wills Spectral Formu-

lation
Below is the spectral formulation suggested by Wills cited by Feikema and Wichers
(1991).
f S(f ) = 4CV 2 Fg (A.25)

A-14 Spectra
2.7 S(ω)
2.4
2.1
1.8
1.5
1.2
0.9
0.6
0.3
ω
0.24 0.48 0.72 0.96 1.2 1.44 1.68 1.92
Figure A.13: Hino spectrum. K = 0.002, z = 10, V Z = 5m/s
xA(x)
Fg = 5 (A.26)
(2 + x2 ) 6
Lf
x= (A.27)
V
 
5
2
(2 + x ) 6
A(x) = 0.51  53  (A.28)
9
x0.15 + 8
x
where:
• f is the wind circular frequency (Hz),
• S(f ) is the power spectral density (m2/s),
• V is the mean hourly wind speed (m/s) measured 10 m above the sea surface,
• Fg is the gust factor,
• L is the length scale dimension (m),
• c is the sea surface drag coefficient.
Feikema and Wichers (1991) take a velocity independent sea surface drag coeffi-
cient of 0.003, however because it’s origin is unclear it may therefore be considered

dubious. To compare spectral density functions, the sea surface drag formulation
stipulated by Bureau Veritas would be more useful.
0.0015
C10 = 0.00104 + (A.29)
1 + exp − V101.564
−12.5

where:
• C10 is the sea surface drag coefficient at 10 m above the sea level,
• V10 is the the hourly mean wind velocity at 10 m above the sea level.
17.6 S(ω)
15.4
13.2
11
8.8
6.6
4.4
2.2
ω
0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4 0.45
Figure A.14: Wills spectrum. C1 0 = 0.002, L = 1800m, V = 5m/s
A.2.9 Kareem Spectral Formulation

Kareem proposes the following formulae from analysis of available wind data and
spectral formulations, Ochi and Shin (1988).
335f∗
S(f∗ ) = 5 (A.30)
(1 + 71f∗ ) 3
where:
• S(f∗ ) is the dimensionless spectral density, define as
S(f∗ ) = f S(f )/u2∗ (A.31)

A-16 Spectra
– f is the wind circular frequency (Hz),

– u∗ is the the shear velocity in m/s, defined as
p
u∗ = C10 U 10 (A.32)
– U 10 is the the mean wind speed (m/s) at 10 m,
• C10 is the surface drag coefficient evaluated from wind measurements at 10 m

height.
• f∗ is the dimensionless frequency defined as
f∗ = f z/U Z (A.33)
– U Z is the mean wind speed (m/s) at height z, defined as
U Z = U 10 + 2.5u∗ln(z/10) (A.34)
In the derivation of the spectral formulation, Kareem specifically considers the

spectral density obtained at low frequencies.
19.2 S(ω)
16.8
14.4
12
9.6
7.2
4.8
2.4
ω
0.07 0.14 0.21 0.28 0.35 0.42 0.49 0.56
Figure A.15: Kareem spectrum. C1 0 = 0.002, z = 10m, VW = 5m/s

A.2.10 NPD Spectral Formulation

The Norwegian Petroleum Directorate proposes the following formulae from analysis
of available wind data and spectral formulations:
U0 2

320. 10
SN P D (f ) = 5 (A.35)
(1 + f 0n ) 3n
−0.75
0 U0
f = 172.f. (A.36)
10
n = 0.468
Where:
• f is the circular frequency (Hz),
• SN P D (f ) is the power spectral density (m2 /s),
• U0 is the mean hourly wind speed (m/s) measured 10 m above the sea surface.
15.2 S(ω)
13.3
11.4
9.5
7.6
5.7
3.8
1.9
ω
0
0.04 0.08 0.12 0.16 0.2 0.24 0.28 0.32
Figure A.16: NPD spectrum. n = 0.468, U0 = 5m/s

A-18 Spectra
A.2.11 API Spectral Formulation

The American Petroleum Institute proposes the following formulae from analysis of
available wind data and spectral formulations:
(− 53 )
1.5 f
SAP I (f ) = s2v /fp . 1 + . (A.37)
2π fp
where:
• f is the wind circular frequency (Hz),
• SAP I is the power spectral density (m2 /s),
• V is the mean hourly wind speed (m/s) measured 10 m above the sea surface,
• fp is the average factor (by default: 0.0025V),
• sV is the turbulence intensity, sV = 0.164V (at reference height 10 m).
40 S(ω)
35
30
25
20
15
10
5
ω
0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4 0.45
Figure A.17: API spectrum. fp = 0.0025V , V = 5m/s

Appendix B
Algorithms
B.1 HPCG corrector-predictor

B.1.1 General
The routine HPCG, integrated into ARIANE-7, is a routine which allow the calcu-
lation of the vessel position at each time step by the mean of a predictor-corrector
method.
B.1.2 Hamming method

The Hamming method allow the numerical resolution of non-constant-coefficient-
first-order-differential equation of the following form:
Ẋ(t) = f (t, X(t)) (B.1)
with the initial condition:
X(0) = X1 (B.2)
The Hamming method discretizes this problem in the time domain by using a
predictor-corrector multiple-step diagram, which uses for the calculation of the tn+1
solution, the previous four time steps:
tn , tn−1 , tn−2 , tn−3
A first approximation, called predictor, is calculated by the following formula:
4∆t
Pn+1 = Xn−3 + (2Xn − Xn−1 + 2Xn−2 ) (B.3)
3
Then the value is modified by the following formula:
112
Mn+1 = Pn+1 − (Pn − Cn ) (B.4)
121

B-2 Algorithms
with:
• Pn : the previous step predictor value;
• Cn : the previous step corrector value.
The n + 1 corrector value is calculated by the following formula:
1
Cn+1 = (9Xn − Xn−2 + 3∆t(Mn+1 + 2Xn − Xn−1 )) (B.5)
8
with:
Mn+1 = f (tn+1 , Mn+1 ) (B.6)
The final value is calculated by introducing the threshold error estimated by:
9
Tn+1 = (Pn+1 − Cn+1 ) (B.7)
121
Therefore:
Xn+1 = Cn+1 + Tn+1 (B.8)
Ẋ = f (tn+1 , Xn+1 ) (B.9)
This method is unconditionally stable.
Meanwhile, the Hamming method is not able to start by itself (Knowledge of the
previous four steps is compulsory). The equivalent order Runge method proposed
by Ralston is then used.
Starting from the value X0 , the value X1 is calculated by the mean of the fol-
lowing formulas:
k1∗ = ∆t.X0
k2∗ = ∆t.f (t0 + 0.4∆t, X0 + 0.4k1∗ )
k3∗ = ∆t.f (t0 + 0.456∆t, X0 + 0.297k1∗ + 0.159k2∗ )
k4∗ = ∆t.f (t0 + ∆t, X0 + 0.218k1∗ − 3.051k2∗ + 3.832k3∗)
X1 = X0 + 0.175k1∗ − 0.551k2∗ + 1.206k3∗ + 0.171k4∗
By using the same formulas, X2 and X3 are calculated as well.
This procedure is not really stable but it doesn’t matter because it is only used
for the calculation of the first three steps.
The Hamming method automatically deals with the discretization step in the
time domain. To do so, a precision control is done at each time step.
The program generates the following test value:
n
X
δt = ai |Pj+1,i − Cj+1,i| (B.10)
i=1
with:

B.2 Brent algorithm B-3
• n: dimension of the differential system,
• ai : ponderation of each i-component of the differential system.
Then, the program compares the value δt with a given tolerance.

Three cases are possible:
δt < the calculation must restart with a time step divided by 2(∆t/2)

50
< δt < the result Xn+1 is supposed to be correct. The same time step ∆t is
kept for the following step calculation.
δt < 50 the following calculation will be performed with a double time step (2∆t),
if this latter is not bigger to the one input by the user. The tolerance is fixed in
the program to the value 0.005.
B.2 Brent algorithm

FIXME TO DO
B.3 Newton algorithm

FIXME TO DO

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Ariane7

c BV (1991-2007) is distributed by Bureau Veritas.

-Bureau Veritas, Marine Department-

3.3.1 General formulation . . . . . . . . . . . . . . . . . . . . . . . 13

5 Time domain simulation 1

7 Wave frequency response 1

-Ariane7, Theorical Manual-

-Bureau Veritas, Marine Department-

-Ariane7, Theorical Manual-

1.1 Basic ideology

1.1.2 Purpose of a mooring analysis program

• to determine the equilibrium position of vessels under the influence of external

-Bureau Veritas, Marine Department-

As it will be said further, ARIANE-7 allows other kinds of analyses to be per-

1.1.4 Terms relating to the mooring lines

Characteristic Curve Thf airlead = f ct(Dh )

-Ariane7, Theorical Manual-

Particular elements It is possible to attach a pennant line, at the end of which

Figure 1.1: Line and particular element description

1.2 Description of the system

• CNE is in the plane of the still water level.

-Bureau Veritas, Marine Department-

Figure 1.2: Notations

• Oz is positive upward when Ox coincides with CN and Oy, coincides with

1.2.2 Vessel position

1.2.3 Directions of wave, wind and current

-Ariane7, Theorical Manual-

1.2.4 Mooring line

-Bureau Veritas, Marine Department-

-Bureau Veritas, Marine Department-

• Finally, the dynamic behaviour of the line is neglected.

2.3 Required information

• water depth at the anchor,

• seabed slope or profile of the seabed,

• height of the anchoring point above the seabed,

• height of the fairlead above the free surface.

Definition of the line composition:

• line paid out length between anchor and fairlead,

– length of the segment,

• description of particular elements:

-Ariane7, Theorical Manual-

• T is the tension in the segment

An other mean to describe material properties is to give the coefficients of the

-Bureau Veritas, Marine Department-

2.3.2 Line described by a non linear spring characteristic

2.4 Line Profile

• L: Line paid out length;

• Thf airlead : Horizontal tension at fairlead

-Ariane7, Theorical Manual-

3.1 Mooring loads

3.1.2 Mooring line between two vessels

• Dk is the anchor-to-fairlead horizontal distance of mooring line number k,

• Ak is the fairlead-to-anchor azimuth of mooring line number k,

• (XO , YO ) are the co-ordinates of O in the fixed axis system,

-Bureau Veritas, Marine Department-

Figure 3.1: Notations

-Ariane7, Theorical Manual-

• ψ is the instantaneous vessel heading,

Anchor-to-fairlead horizontal distance and mooring line azimuth

• THk is the horizontal component of the tension at fairlead number k,

• n is the total number of working lines.

3.1.3 Mooring line between two vessels

• Dh : horizontal distance between two extremities of the line (at fairleads);