QUAYSIDE MOORING ANALYSIS REPORT

“FLOATEL TRIUMPH”
AT KEMAMAN PORT – MALAYSIA

CLIENT: FLOATEL INTERNATIONAL

DOC NO: P30049-MA-REV 0

April 2022
DOCUMENT ISSUE RECORD
Rev. No. Date Status Author Checked Approved
0 29/04/22 Issued for Review Yifei Pradeep Pradeep

To reduce or mitigate Operational Risks / Hazards & Environmental impact through

Technical Design

InterMoor Pte Ltd.

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 Quayside Mooring Analysis report
Floatel Triumph
at Kemaman Port - Malaysia
P30049-MA-Rev 0

REVISION HISTORY

Pages/
Revision Appen Description
dix
0 - -

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Floatel Triumph
at Kemaman Port - Malaysia
P30049-MA-Rev 0

ABBREVIATIONS
ACD = Above Chart Datum
AFT = After End of the vessel
API = American Petroleum Institute
ASB = Above Seabed
AWL = Above Waterline
CL = Centreline
DNV = Det Norske Veritas
DOF = Degrees of Freedom
FWD = Forward End of the vessel
GA = General Arrangement
HS = Significant wave height
HT = High Tide
KG = Distance from the Keel to the Vessel Centre of Gravity
KN = Kilonewton
kts = Knots
LT = Low Tide
LAT = Lowest Astronomical Tide
M = Displacement
m = Meter
MBL = Minimum Breaking Load
min = Minute
mt = Metric Ton Unit
PORT = Portside of the vessel
PP = Polypropylene
QTFs = Quadratic Transfer Function
RAOs = Response Amplitude Operator
s = Second
SLF = Single Line Failure
STBD = Starboard side of the vessel
SWL = Safe Working Load
TZ = Zero up-crossing Period

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 Quayside Mooring Analysis report
Floatel Triumph
at Kemaman Port - Malaysia
P30049-MA-Rev 0

EXECUTIVE SUMMARY

Quayside mooring analyses has been carried out for the vessel “Floatel Triumph”, for
quayside mooring at Kemaman Port, Malaysia. Six lines of 85mm (106mt MBL)
polypropylene ropes were used connecting the Floatel Triumph to the Jetty. Client advised
two Yokohama fenders (3.3m Dia and 6.5m Length) will be attached to the quay fenders. All
eight (8) units of polypropylene ropes, which were previously used for Floatel Triumph
quayside mooring at Kaohsiung port in Taiwan, are available for quayside mooring at
Kemaman Port. Current mooring design is carried out with the use of these available ropes.
Refer to Appendix A for the mooring arrangement.

The Floatel Triumph will be moored with transit draft of 7.47m around one month in May
2022. During this period, the rig is to be disconnected and standby with rig propellers if the
wind speed at the quayside exceeds the limiting design 1-minute average wind speed of
27knots at any direction. The Floatel Triumph can be safely moored for one month period
with 6 lines of 85mm (106mt MBL) polypropylene ropes if the 1-minute average wind speed
is 27knots or less. In months from May to July, wind speed at the mooring location is
expected to be less than 27 knots.

The mooring analysis (dynamic analysis for critical cases) results are presented in this
report based on the mooring arrangement shown in Appendix A. Three (3) of the mooring
lines are directly connected between the starboard side vessel bollards and the quayside
bollards. The other three (3) mooring lines are passing through the fairleads and are
connected between the vessel bollards and the quayside or land bollards. The vessel
bollards and fairleads are on the vessel pontoon deck. For this configuration, mooring
loading requirements are satisfying with considerable margin as summarised in Table 1
below.

As shown in Appendix A mooring arrangement, the vessel Fwd (Frame 0) is to be set up

1.2m from Jetty bollard (#410) at high tide level.

As the jetty and land bollards are at higher elevation than vessel connection points, it is
recommended to provide rubber or rope protection to the mooring line at the contact points
at edge of jetty.
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Floatel Triumph
at Kemaman Port - Malaysia
P30049-MA-Rev 0

Dimensions and exact location of concrete wall structure presence near the land bollard is
not available/ provided by the client after the InterMoor request. Hence, the location and
dimensions of this structure assumed with provided photos for the analysis to check the
mooring line #5 clashing with this structure. If the contact occurs between mooring line and
the concrete wall, it is recommended to provide rubber or rope protection to the mooring
line at the contact point.

Table 1: Dynamic analysis Critical Mooring Results for Both Low & High Tide Cases

Maximum Allowable Meeting the

Line Condition Load Bearing Component
load (KN) load (KN) requirements

Critical Mooring Rope Tension 458 514 PASS

Critical Jetty Bollard

454 1472 PASS
(Single Line Connection)
Critical Jetty Bollard
Intact 354 1226 PASS
(Multiple Lines Connection)

Critical Land Bollard 226 491 PASS

Critical Vessel Bollard 457 1398 PASS

Critical Mooring Rope Tension 538 654 PASS

Critical Jetty Bollard 537 2207 PASS

Single Line Fail
Critical Land Bollard 236 736 PASS

Critical Vessel Bollard 538 1398 PASS

Note: Jetty (Tee Head) Bollard SWL = 150mt, Land (Double Bitt) Bollard SWL = 50mt, Vessel
Bollard SWL = 95mt, Mooring Rope MBL = 106mt. Required minimum safety factor for
connecting components (bollard, towing bracket etc) are from Reference 5. Mooring rope
safety factor requirements are from Reference 3. Expected Maximum dynamic loading on
the Fender is 289KN.

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Floatel Triumph
at Kemaman Port - Malaysia
P30049-MA-Rev 0

Table 2: Polypropylene Mooring Rope Length Requirement

85mm Dia PP Connection Point (Jetty) to Available 85mm Dia (106mt

Rope Mooring Connection Point (Vessel) MBL) PP rope Eye to Eye
Line # Length During Low Tide (m) Length (m)

1 37.2 63
2 58.9 88
3 44.4 67
4 14.1 41
5 146.3 190 (95 + 95)
6 64.1 91
Spare 1 - 44
Note: Refer to Appendix A mooring arrangement drawing for line Numbers. For mooring
line no. 5, two 95m mooring ropes need to be joint together to meet the length requirement.
2m eye splice to be made at both ends of each pp rope.

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 Quayside Mooring Analysis report
Floatel Triumph
at Kemaman Port - Malaysia
P30049-MA-Rev 0

TABLE OF CONTENTS
ABBREVIATIONS ................................................................................................................................ 3
EXECUTIVE SUMMARY ...................................................................................................................... 4
1.0 INTRODUCTION .................................................................................................................... 8
1.1. BACKGROUND .................................................................................................................................................... 8
1.2. SCOPE OF WORK ............................................................................................................................................... 8
1.3. INFORMATION RECEIVED ............................................................................................................................... 9
1.4. ASSUMPTIONS.................................................................................................................................................... 9
2.0 ANALYSIS DATA .................................................................................................................. 10
2.1. QUAYSIDE LOCATION DETAILS .................................................................................................................. 10
2.2. ADVISED FLOTEL TRIUMPH MOORING POSITION................................................................................. 13
2.3. VESSEL CHARACTERISTICS.......................................................................................................................... 14
2.4. VESSEL CONNECTION POINTS .................................................................................................................... 17
2.5. ENVIRONMENTAL FORCES .......................................................................................................................... 18
3.0 DERIVATION OF MOORING SYSTEM .............................................................................. 20
3.1. MOORING SYSTEM ARRANGEMENT .......................................................................................................... 20
3.2. MOORING LINE PRETENSION ..................................................................................................................... 21
3.3. MOORING SYSTEM COMPONENT ............................................................................................................... 21
4.0 ANALYSIS METHODOLOGY .............................................................................................. 22
4.1. METHOD OF ANALYSIS ................................................................................................................................. 22
4.2. ANALYSIS CONSIDERATIONS....................................................................................................................... 22
4.3. MOORING GUIDELINES, CODES AND ACCEPTANCE CRITERIA............................................................ 23
4.4. ORCAFLEX MODELLING ............................................................................................................................... 23
4.5. METEOROLOGICAL (ENVIRONMENTAL) CRITERIA............................................................................... 26
5.0 STATIC ANALYSIS RESULTS – LOW TIDE & HIGH TIDE ............................................ 27
5.1. SUMMARY ........................................................................................................................................................ 27
5.2. MOORING LINE TENSIONS – INTACT CASE ............................................................................................. 27
5.3. JETTY / LAND BOLLARD LOAD – INTACT CASE..................................................................................... 28
5.4. ESSEL TOWING BRACKET LOAD – INTACT CASE ................................................................................... 29
5.5. CRITICAL MOORING COMPONENT RESULTS – CRITICAL SINGLE LINE FAIL CASE....................... 30
5.6. FENDER LOAD ................................................................................................................................................. 30
6.0 DYNAMIC ANALYSIS RESULTS – LOW TIDE & HIGH TIDE ........................................ 31
6.1. SUMMARY ........................................................................................................................................................ 31
6.2. CRITICAL MOORING COMPONENT RESULTS – CRITICAL INTACT CASE .......................................... 31
6.3. CRITICAL MOORING COMPONENT RESULTS – CRITICAL SINGLE LINE FAIL CASE....................... 31
6.4. FENDER LOAD ................................................................................................................................................. 32
7.0 REFERENCES ........................................................................................................................ 33

APPENDIX A: Mooring Arrangement Drawing

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Floatel Triumph
at Kemaman Port - Malaysia
P30049-MA-Rev 0

1.0 INTRODUCTION

1.1. Background

1.1.1. Floatel Triumph to be moored at Kemaman Port Malaysia.

1.1.2. InterMoor Pte Ltd was requested by Flotatel International to carry out the
quayside mooring analysis to design the mooring line size and quantity
requirement for specified limiting wind.

1.1.3. The Floatel Triumph will be moored with transit draft of 7.47m for one month in
May. During this period, the rig is to be disconnected and standby with rig
propellers if the weather pick up than the mooring design limiting wind.

1.2. Scope of Work

1.2.1. Review and consolidation of input data provided by client.

1.2.2. Prepare Hydrodynamic model in OrcaWave to derive hydrodynamic coefficients

of the Flotel Triumph for intended mooring draft of 7.47m.

1.2.3. Prepare an OrcaFlex model of the Floatel Triumph with the proposed mooring
system implementing all relevant vessel data.

1.2.4. Devise an acceptable mooring arrangement in accordance with the DNV-ST-N001

[Ref. 5], ABS guide for Position Mooring System [Ref. 3] and OCIMF-MEG3,
Mooring Equipment Guidelines, ensuring that the mooring system can meet all
design requirements for the limiting wind speed to be derived.

1.2.5. Perform a quayside analysis for the mooring system in its intact and damaged
conditions using the directional environmental conditions corresponding to the
limiting wind.

1.2.6. Identify the tensions applied to the line, vessel connection points, quayside
connection points, and fenders under the environmental conditions and ensure
that loads are maintained within their specified safe working loads and minimum
breaking loads.

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Floatel Triumph
at Kemaman Port - Malaysia
P30049-MA-Rev 0

1.2.7. Carryout the quayside mooring analysis to cover tidal variation, effect of current
in shallow water depth, wave generation due to nearby passing vessel etc.

1.2.8. Determine the size and length requirement of polypropylene mooring rope and to
figure out the most suitable strong point / connection point at the vessel side to
be used for the mooring end connection. Determine the line pre-tension
requirement.

1.2.9. Produce an analysis report and mooring arrangement drawing.

1.3. Information Received

1.3.1. Mooring location information including water depth reference to low tide level,
maximum tidal variation, Jetty details, quayside Bollard SWL, fender size.

1.3.2. Foatel Triumph general arrangement drawings, mooring draft, wind & current
force coefficients for the mooring draft.

1.3.3. Flotel Triumph possible connection point for mooring and SWL of those points,
vessel set-up position.

1.3.4. Google map view of mooring location at the Kemaman Port. Jetty photos showing
bollards, fenders and land.

1.4. Assumptions

1.4.1. 5% to 10% MBL reduction due to pp rope end splicing.

1.4.2. Weather forecast data is available for to determine the variation of wind speed.

1.4.3. Wave reflection is possible due to vertical jetty wall (for conservative
assessment).

1.4.4. No other vessel will be moored at close proximity to Flotel Triumph sharing the
same Jetty bollard for mooring.

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 Quayside Mooring Analysis report
Floatel Triumph
at Kemaman Port - Malaysia
P30049-MA-Rev 0

2.0 ANALYSIS DATA

2.1. Quayside Location Details

Mooring jetty is in Kemaman Port - Malaysia. The mooring location and the jetty
photos are shown below (the floating dock, bridge and handrails will be removed
from the jetty prior to arrival of the Floatel Triumph). As shown, three sides are
surrounded by land. Hence current flow is minimum, and current flow mostly will be
parallel to the jetty. Waves can be propagated into mooring location through
diffraction or waves can be generated perpendicular to jetty wall due to motion of
other vessels next to the moored vessel. Wind can be flowing from any direction and
hence the dominant environmental loading on the vessel is from wind flow.

The minimum water depth at the quayside is around 14m during minimum low tide
leave. The ground level of jetty is +5.5m from minimum low tide level. Maximum
tidal variation at the location is 3.79m.

Figure 2-1: Mooring Location from Google Map

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Floatel Triumph
at Kemaman Port - Malaysia
P30049-MA-Rev 0

Figure 2-2: Mooring Jetty

Figure 2-3: Available Land (Double Bitt) Bollard for Mooring Rope Connection

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Floatel Triumph
at Kemaman Port - Malaysia
P30049-MA-Rev 0

Figure 2-4: Available Jetty (Tee Head) Bollard for Mooring Rope Connection

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 Quayside Mooring Analysis report
Floatel Triumph
at Kemaman Port - Malaysia
P30049-MA-Rev 0

2.2. Advised Flotel Triumph Mooring Position

Below figure provides the client advised vessel position at the quayside. At advised
position, Fwd (frame 0) is around 1.2m from Jetty bollard #410 (refer to Appendix
A). Client advised Yokohama fender positions are also shown in below figure (two
blue colour boxes). Advised fender sizing is 3.3m diameter and 6.5m length.

Figure 2-5: Client Advised Vessel Mooring Position and Advised Fender Positions
(Two Blue Colour Boxes)

Note: Refer to Appendix A for more detail

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 Quayside Mooring Analysis report
Floatel Triumph
at Kemaman Port - Malaysia
P30049-MA-Rev 0

2.3. Vessel Characteristics

The “FLOATEL TRIUMPH” is a semi-submersible accommodation and construction

support vessel. “FLOATEL TRIUMPH” has following principal dimensions. Transit
draft loading condition is given in Figure 2-8.

Figure 2-6: General Arrangement Profile View FLOATEL TRIUMPH

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Floatel Triumph
at Kemaman Port - Malaysia
P30049-MA-Rev 0

Figure 2-7: FLOATEL TRIUMPH at Transit Draft of 7.47m

Source: Marine Traffic

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 Quayside Mooring Analysis report
Floatel Triumph
at Kemaman Port - Malaysia
P30049-MA-Rev 0

Figure 2-8: Flotel Triumph Transit Draft Loading Condition

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Floatel Triumph
at Kemaman Port - Malaysia
P30049-MA-Rev 0

2.4. Vessel Connection Points

Below figure shows the vessel available rope end connection points (shown in red
circles) for mooring. All connection points are on vessel pontoon deck. There are in
total 12 vessel bollards on both pontoons. SWL of these bollards is 95mt. There are
in total 4 sets of vessel towing brackets and fairleads on both pontoons. SWL of these
towing brackets and fairleads is 200mt. Due to elevation difference between these
vessel connection points and jetty bollards (jetty bollards on higher elevation), it is
recommended to have the mooring ropes pass through the fairleads on the pontoon
deck, if possible, as these fairleads are capable of withstanding the vertical uplift
loads. Final designed vessel side connection points are detailed in Appendix A.

At mooring transit draft, the vessel pontoon deck is just above the water level.

Figure 2-9: Possible Rope Connection Points at Vessel Side – All Connection Points are
on Two Pontoon Decks

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 Quayside Mooring Analysis report
Floatel Triumph
at Kemaman Port - Malaysia
P30049-MA-Rev 0

2.5. Environmental Forces

The Vessel hydrodynamic data for the “Floatel Triumph” were taken from
hydrodynamic analysis carried out for transit draft of 7.47m.

Client advised wind and current coefficients for 7.47m tabulated below.

Table 2-1: Floatel Triumph Wind Coefficient at 7.47m Transit draft.

B362 Wind
Drag coefficients in the below table are for TRANSIT draught – 7.47m.
Angle Surge Sway Yaw Angle Surge Sway Yaw
[kNm/(m/s)²
[deg] [kN/(m/s)²] [kN/(m/s)²] [kNm/(m/s)²] [deg] [kN/(m/s)²] [kN/(m/s)²]
]
0 1.24 0.00 -0.33 190 -1.23 -0.49 -1.88
10 1.29 0.32 -2.17 200 -1.33 -0.80 -2.79
20 1.36 0.72 -2.84 210 -1.37 -1.06 -2.97
30 1.42 0.98 -1.81 220 -1.32 -1.42 -4.40
40 1.33 1.26 -1.86 230 -1.10 -1.70 -5.99
50 1.11 1.54 -1.21 240 -0.80 -1.90 -7.21
60 0.82 1.76 -1.33 250 -0.55 -1.91 -8.73
70 0.55 1.86 -1.05 260 -0.31 -1.83 -9.00
80 0.26 1.89 0.11 270 0.00 -1.79 -4.59
90 -0.03 1.85 4.42 280 0.29 -1.84 1.14
100 -0.30 1.88 11.92 290 0.58 -1.84 1.81
110 -0.54 1.88 12.16 300 0.89 -1.72 0.66
120 -0.82 1.85 10.60 310 1.15 -1.54 0.10
130 -1.11 1.70 8.40 320 1.37 -1.26 -0.22
140 -1.33 1.40 6.92 330 1.46 -0.99 -0.83
150 -1.43 1.06 4.98 340 1.39 -0.76 0.75
160 -1.33 0.76 3.69 350 1.28 -0.34 0.97
170 -1.19 0.48 3.02 360 1.24 0.00 -0.33
180 -1.15 0.00 0.50 - - - -

Figure 2-10: Axis System for Wind & Current Load Coefficient

Fx

Lpp/2 Fy
Nz


Current
Wave
Wind

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Floatel Triumph
at Kemaman Port - Malaysia
P30049-MA-Rev 0

Table 2-2: Floatel Triumph Current Coefficient at 7.47m Transit draft.

B362 Current
Drag coefficients in the below table are for TRANSIT draught – 7.47m.
Angle Surge Sway Yaw Angle Surge Sway Yaw
[kNm/(m/s)²
[deg] [kN/(m/s)²] [kN/(m/s)²] [kNm/(m/s)²] [deg] [kN/(m/s)²] [kN/(m/s)²]
]
0 61.93 3.97 -81.23 190 -81.87 -93.09 -2325.34
10 77.81 94.97 -1601.15 200 -89.25 -218.93 -4306.05
20 85.90 221.51 -2785.39 210 -79.71 -377.05 -6186.39
30 79.00 378.30 -3720.87 220 -62.24 -524.16 -9137.34
40 64.84 522.12 -5728.41 230 -39.16 -565.91 -12547.93
50 41.01 560.10 -8483.82 240 -1.99 -539.28 -12152.03
60 5.15 530.46 -8158.17 250 19.77 -499.81 -9838.27
70 -15.54 489.66 -6025.65 260 37.65 -443.71 -7588.77
80 -33.96 434.85 -4335.60 270 12.64 -377.17 -2288.88
90 8.91 372.12 1870.81 280 -41.28 -438.01 4568.88
100 41.84 437.80 7865.28 290 -26.11 -493.91 6352.81
110 26.23 496.70 10146.42 300 -5.21 -533.91 8445.76
120 5.75 538.85 12497.06 310 30.15 -561.83 8749.05
130 -32.79 567.96 12705.49 320 54.42 -520.99 5755.45
140 -55.96 519.63 9091.55 330 72.25 -378.00 3632.97
150 -74.94 370.41 6026.33 340 82.61 -217.99 2768.68
160 -84.93 211.30 4238.85 350 75.51 -91.41 1727.77
170 -75.27 88.54 2340.37 360 61.93 3.97 -81.23
180 -66.34 -1.53 -96.30 - - - -

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Floatel Triumph
at Kemaman Port - Malaysia
P30049-MA-Rev 0

3.0 DERIVATION OF MOORING SYSTEM

3.1. Mooring System Arrangement

Below figure shows the mooring system arrangement. Refer to Appendix A for the
details. Jetty bollard #380 are connected with two ropes.

Six lines of PP ropes are used for the quayside mooring. Three (3) of the mooring
lines are directly connected between the starboard side vessel bollards and the jetty
bollards. The other three (3) mooring lines are passing through the fairleads and are
connected between the vessel bollards and the jetty or land bollards.

As shown in the figure below, the vessel Fwd (frame 0) is set-up at 1.2m from Jetty
bollard #410.

Figure 3-1: Mooring Arrangement for Quayside Mooring

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Floatel Triumph
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P30049-MA-Rev 0

3.2. Mooring Line Pretension

Below table provides the approximate mooring line pretension without applied
environment at different tide levels. The mooring system arrangement needs to be
set up at high tide level.
Table 3-1: Approximate Mooring Line Pretension without Environment
85mm Dia PP
Pretension at Low Tide Level Pretension at High Tide Level
Rope Mooring
(KN) (KN)
Line #
1 6.4 0.3
2 12.4 0.8
3 46.9 0.9
4 51.1 0.1
5 12.9 1.5
6 10.6 0.7

3.3. Mooring System Component

Mooring Rope: 85mm dia polypropylene mooring rope with MBL of 106mt.
Minimum line length requirement (eye to eye) given in Appendix A. Both rope end to
be 2m eye splice. The rope weight in air is 3.2kg/m. For conservative assessment,
axial stiffness of rope taken as 30 x MBL of the rope.

Quayside Bollard: There are jetty (Tee head) bollards with 150mt SWL and land
(double bitt) bollards with 50mt SWL available at quayside. No other vessels
expected to be moored with these bollards.

Vessel Towing Bracket: There are in total 4 sets of vessel towing brackets and
fairleads on both pontoons. SWL of these towing brackets and fairleads is 200mt.

Vessel Bollard: There are 12 vessel bollards on both pontoon decks (Figure 2-9).
SWL of vessel bollards is 95mt.

Fenders: There are 2 Yokohama fenders advised by client to be used. The diameter
is 3.3m and length is 6.5m on each fender. Fenders to be attached to jetty fenders as
advised by Client.
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4.0 ANALYSIS METHODOLOGY

4.1. Method of Analysis

4.1.1. The mooring system is analysed in the ultimate limit state (ULS) or for all
mooring line intact condition and accidental limit state (ALS) or single mooring
line fail conditions.

4.1.2. A screening is conducted by investigating all possible weather combinations

using static analyses.

4.1.3. The worst results identified from the static analyses have been further
investigated using a time domain dynamic analysis.

• Six (6) dynamic simulation cases with random seeds are analysed.
• The results are based on the average of the maximum tensions from the 6
simulations.

4.2. Analysis Considerations

4.2.1. Tidal variation and its effect on mooring line tension considered.

4.2.2. 5% to 10% MBL reduction was made due to pp rope end splicing.

4.2.3. Wind generated surface current incorporated in the analysis.

4.2.4. Wave generation due to other vessels passing at mooring location considered.

4.2.5. Current force effect due to shallow depth incorporated in the analysis.

4.2.6. Wave & wind & current forces considered acting colinearly, some components
are neglected due to land covering of the quayside area (ex: no current
perpendicular to the Jetty etc).

4.2.7. Mooring guidelines, codes and acceptance criteria used in determining factor of
safety for each mooring component like ropes, vessel side towing bracket or
bollard connection and quayside bollard connection.

4.2.8. For static analysis all static wind, current, wave drift load considered. For
dynamic analysis 6 degree of motion incorporated.

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4.2.9. Range of zero up crossing wave period considered for the analysis to identify
critical Tz.

4.3. Mooring Guidelines, Codes and Acceptance Criteria

Table 4-1: Quayside mooring Acceptance Criteria

Note: For Rope, OCIMF-MEG3, Mooring Equipment Guidelines, 3rd Edition, 2008
specify more stringer requirements with maximum rope tension to be less than 50% of
MBL in both intact and single line fail condition.

4.4. OrcaFlex Modelling

The following details the modelling of the mooring system at the proposed location
using OrcaFlex (Reference 6).

4.4.1. Hydrodynamic analysis was carried out in Orcawave and imported to Orcaflex.

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4.4.2. “Flotel Triumph” is modelled as a rigid element having 3 DOF (Surge, Sway and
Yaw) in static analysis. In order to prevent the vessel from penetrating the
quayside, a contact element in the form of elastic solid is attached to the vessel
which acts as the hull of the vessel.

4.4.3. The quayside is modelled as an elastic solid contact element with dimensions
which are based on the supplied quayside information.

4.4.4. Fenders are modelled using constraint objects with lumped mass 6D buoy objects
representing the contact faces. Non-linear stiffness is assigned on the constraint
object. In the model, constraint object is limited to only one degree of freedom
which ensures that it only moves forward and backward, all other degrees of
freedom are not permitted.

4.4.5. 1-minute mean wind is modelled as constant wind.

4.4.6. Current is modelled with surface current speed having a uniform speed along
water depth.

4.4.7. The water depth varies at the advised vessel position. As the vessel is not moored
to the seabed, the effect of water depth is mainly on the wave loads, and
shallower water depth will be more critical. Therefore, the minimum water depth
at the advised vessel position (around 14m) is considered in the analysis for low
tide condition. The seabed is modelled as flat surface at water depth of 14m for
low tide and 17.35m for high tide. Two OrcaFlex models were generated for low
tide and high tide simulation with same mooring line point to point connection
length.

4.4.8. Dynamic analyses were conducted for the critical cases identified in static
screening. As critical wave generation is expected when only other vessels are
passing by, simulations were carried out for 30minites time.

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Figure 4-1: Quayside mooring OrcaFlex Model – Low Tide – View 1

Figure 4-2: Quayside mooring OrcaFlex Model – Low Tide – View 2

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4.5. Meteorological (Environmental) Criteria

As the vessel to be moored only for one month with thrusters available, the purpose
of the mooring analysis is to determine a reasonable liming wind speed so that
thrusters support is not required for one month mooring. Considering the geometry
of the location following wave, current and wind condition used for the analysis.

1 minitue average wind speed = 27 knot

Significant wave height = 0.6m (including)
Zero Up-crossing wave period = 2 sec to 4sec
Surface current = 1 knot

Here, the significant wave height of 0.6m includes wave generated due to nearby
passing other vessels. Wind generated surface current included in 1knot magnitude.

Below figure shows the considered combination of environment component and

their direction in the analysis. Wave reflection assumed from the Jetty towards the
seaside.

Figure 4-3: Environmental Directions with Environmental Components

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P30049-MA-Rev 0

5.0 STATIC ANALYSIS RESULTS – LOW TIDE & HIGH TIDE

5.1. Summary

Below Sections provides the static quayside mooring analysis critical results in both
minimum low tide and maximum high tide conditions. All the mooring requirements on
rope tension and connecting point loads on both quayside and vessel side are meeting
with a good margin for all environmental directions analysed.

5.2. Mooring Line Tensions – Intact Case

Table 5-1: Critical Rope Tension – Low Tide & High Tide – Static Analysis –
Intact Case

Allowable Tension (KN) as

Environment Critical Rope Maximum
Critical Rope # per Reference 4, and
Direction Tension (KN)
meeting Requirements

0 deg 277 4
45 deg 363 4
90 deg 304 4
135 deg 188 6 468
180 deg 189 3 PASS
225 deg 211 3
270 deg 18 3
315 deg 228 2

Note: For environment direction refer Figure 4-3

For line rope numbering refer to Appendix A

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5.3. Jetty / Land Bollard Load – Intact Case

Table 5-2: Critical Jetty Bollard Load (Single Line Connection) – Low Tide &
High Tide – Static Analysis – Intact Case
Allowable Load (KN) as
Environment Critical Jetty Bollard Critical Jetty
per Reference 5, and
Direction Maximum Load (KN) Bollard #
meeting Requirements

0 deg 277 510

45 deg 363 510
90 deg 304 510
135 deg 144 435 1472
180 deg 189 435 PASS
225 deg 211 435
270 deg 18 435
315 deg 228 490
Note: For environment direction refer Figure 4-3
For Jetty Bollard numbering refer to Appendix A

Table 5-3: Critical Jetty Bollard Load (Multiple Lines Connection) – Low Tide &
High Tide – Static Analysis – Intact Case
Allowable Load (KN) as
Environment Critical Jetty Bollard Critical Jetty
per Reference 5, and
Direction Maximum Load (KN) Bollard #
meeting Requirements

0 deg 8
45 deg 82
90 deg 224
135 deg 287 1226
380
180 deg 145 PASS
225 deg 89
270 deg 8
315 deg 5
Note: For environment direction refer Figure 4-3
For Jetty Bollard numbering refer to Appendix A

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Table 5-4: Critical Land Bollard Load – Low Tide & High Tide – Static Analysis –
Intact Case
Allowable Load (KN) as
Environment Critica Land Bollard Critical Land
per Reference 5, and
Direction Maximum Load (KN) Bollard #
meeting Requirements

0 deg 67
45 deg 187
90 deg 185
135 deg 93 491
LBL 1
180 deg 12 PASS
225 deg 4
270 deg 8
315 deg 23
Note: For environment direction refer Figure 4-3
For Land Bollard numbering refer to Appendix A

5.4. essel Towing Bracket Load – Intact Case

Table 5-3: Critical Vessel Bollard Load – Low Tide & High Tide – Static Analysis
– Intact Case

Allowable Load (KN) as

Environment Critical Vessel Bollard Critical Vessel
per Reference 5, and
Direction Maximum Load (KN) Bollard #
meeting Requirements

0 deg 277 FR43-Stbd

45 deg 363 FR43-Stbd
90 deg 303 FR43-Stbd
135 deg 188 Fwd-Port 932
180 deg 189 FR33-Stbd PASS
225 deg 211 FR33-Stbd
270 deg 18 FR43-Port
315 deg 228 FR11-Stbd
Note: For environment direction refer Figure 4-3
For Vessel Bollard notation refer to Appendix A

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5.5. Critical Mooring Component Results – Critical Single Line Fail Case
Table 5-4: Critical Mooring Component Results – Low Tide & High Tide – Static
Analysis – Critical Single Line Fail Case
Maximum load Allowable load Meeting the
Load Bearing Component
(KN) (KN) requirements

Critical Mooring Rope Tension 423 468 PASS

Critical Jetty Bollard 423 2207 PASS

Critical Land Bollard 187 736 PASS

Critical Vessel Bollard 423 1398 PASS

5.6. Fender load

Maximum static load expected on fender is 227KN when environment acting from
225deg in intact case, and 235KN when environment acting from 225deg in single
line fail case.

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P30049-MA-Rev 0

6.0 DYNAMIC ANALYSIS RESULTS – LOW TIDE & HIGH TIDE

6.1. Summary

Below Sections provides the dynamic quayside mooring analysis critical results in both
minimum low tide and maximum high tide conditions. All the mooring requirements on
rope tension and connecting point loads on both quayside and vessel side are meeting for
critical environmental direction and critical line fail case analysed.

6.2. Critical Mooring Component Results – Critical Intact Case

Table 6-1: Critical Mooring Component Results – Low Tide & High Tide – Dynamic
Analysis – Intact Case
Dynamic Simulation Seed # and Global Maximum
Averaged
Dynamic Load (KN)
Maximum Allowable Meeting the
Load Bearing Component
Design Load Load (KN) Requirements
1 2 3 4 5 6
(KN)

Critical Mooring Rope Tension 448 472 461 465 465 434 458 514 PASS

Critical Jetty Bollard

442 464 457 465 462 434 454 1472 PASS
(Single Line Connection)
Critical Jetty Bollard
382 338 340 353 347 366 354 1226 PASS
(Multiple Lines Connection)

Critical Land Bollard 225 223 225 230 220 234 226 491 PASS

Critical Vessel Bollard 448 472 461 465 465 434 457 1398 PASS

6.3. Critical Mooring Component Results – Critical Single Line Fail Case

Table 6-2: Critical Mooring Component Results – Low Tide & High Tide – Dynamic
Analysis – Single Line Fail Case
Dynamic Simulation Seed # and Global Maximum
Averaged
Dynamic Load (KN)
Maximum Allowable Meeting the
Load Bearing Component
Design Load Load (KN) Requirements
1 2 3 4 5 6
(KN)

Critical Mooring Rope Tension 520 531 508 520 560 590 538 654 PASS

Critical Jetty Bollard 517 531 508 520 558 588 537 2207 PASS

Critical Land Bollard 232 234 229 258 223 241 236 736 PASS

Critical Vessel Bollard 520 531 508 520 559 590 538 1398 PASS

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6.4. Fender load

Maximum dynamic load expected on fender is 288KN when environment acting

from 225deg in intact case, and 289KN when environment acting from 225deg in
single line fail case.

The Yokohama Pneumatic Rubber Fender P-50 Size: 3.3m Dia x 6.5m has a standard
reaction of 3015KN. The quay fender, which the Yokohama fender is tied to, has a
standard reaction of 2107KN. Hence the capacities of fenders are adequate for the
maximum calculated loads of 289KN.

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7.0 REFERENCES

1 API-RP-2SK, Design and Analysis of Station keeping Systems for Floating Structures,
American Petroleum Institute, 3rd Edition, 2005

2 DNV-OS-E301, Position Mooring - Offshore Standard, 2011.

3 ABS guide for Position Mooring System, 2020.

4 OCIMF-MEG3, Mooring Equipment Guidelines, 3rd Edition, 2008.

5 DNV-ST-N001, Marine Operation and Marine Warranty, 2021.

6 OrcaFlex 11.2a Software Tool by Orcina Ltd., 2021.

7 DNV-RP-C205, Environmental Conditions and Environmental Loads” 2021.

8 P30008-MA-REV 0, Quayside Mooring Analysis - Floatel Triumph at Kaohsiung Port

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APPENDIX A

Mooring Arrangement Drawing

________________________________________________________________________
Appendix
 5513
3641
NOTES:
380 YOKOHAMA FENDER (1) All mooring lines are 85mm dia polypropylene
410 Ø3.3m, L = 6.5m rope (106mt MBL). Propose available PP rope
435
465 BOLLARD lengths to be used are given in Table 1 last column.
490 QUAY FENDER
510 All ropes, both ends to be 2m eye splice.

(2) In addition to 7 polypropylene ropes (mooring line

#5 consists of two ropes) required, there is one spare
polypropylene rope with 44m eye to eye length.

(3) Vessel to be moored about for one month along

the quayside in May 2022. During this period, the rig
is to be disconneted and standby with rig propellers if
1minitue average wind speed exceed 27knots. The
85mm Dia Connection at Connection at Vessel Side: Approximate Available mooring system meets requirement up to 27knots
PP Rope Quayside: Bollard Connection Point 85mm Dia PP wind. In May to July, wind speed at the site is
Mooring Bollard # to Connection rope eye to eye expected to be less than 27knots.
Line #: Point length during length (m)
low tide (m) (4) As shown, vessel FWD to be set up
approximately 1.2m from nearest jetty bollard (#410
1 380 Fwd Stbd Bollard 37.2 63 as shown) at high tide level .
2 490 Frame 11 Stbd Bollard 58.9 88
SW L 50T (5) Based on the connection point to connection point
3 435 Frame 33 Stbd Bollard 44.4 67 distance of each mooring line, an additional length of
4 510 Aft Stbd Bollard 14.1 41 at least 20m for each mooring line (comparing the
5 Land Bollard Aft Port Bollard 146.3 190 (95+95) last two columns of Table 1). This additional 20m
LL ARD
LAN D BO length is for tying to the jetty bollard and contingency
6 380 Fwd Port Bollard 64.1 91 purpose.
SW L 50T Spare 1 - - - 44

LL ARD
LAN D BO NOTES:
(1) Mooring line #1, #5, #6 pass through fairleads before connecting to vessel bollards at the vessel
THIS DOCUMENT CONTAINS CONFIDENTIAL AND TRADE SECRET INFORMATION WHICH IS
side. THE PROPERTY OF INTERMOOR . AND RECEIPT OR POSSESSION DOES NOT CONVEY ANY
RIGHTS TO LOAN, SELL OR OTHERWISE DISCLOSE SAID INFORMATION. REPRODUCTION OR
USE OF SAID INFORMATION FOR ANY PURPOSE OTHER THAN THAT IN CONNECTION WITH
(2) Two ropes are to be joined together to make up longest mooring line #5. WHICH SAID INFORMATION WAS SUPPLIED MAY NOT BE MADE WITHOUT EXPRESS
WRITTEN PERMISSION OF INTERMOOR. THIS DOCUMENT IS TO BE RETURNED TO
INTERMOOR. UPON REQUEST AND IN ALL EVENTS UPON COMPLETION OF THE PURPOSE
FOR WHICH IT IS LOANED.
(3) All vessel side connection points including fairleads are at the pontoon deck level. Pontoon deck CLIENT:

level is just above water level.

PROJECT TITLE:

25 Loyang Crescent Block 103, FLOATEL TRIUMPH QUAYSIDE

#06-02 Tops Ave 1, Mailbox No. 5078 MOORING ANALYSIS KEMAMAN PORT
Singapore (508988)
DRAWING TITLE:

Tel: (+65) 6546 5928 FLOATEL TRIUMPH QUAYSIDE MOORING

Fax: (+65) 6546 1322
www.intermoor.com ARRANGEMENT DRAWING - ALTERNATIVE CASE 2
PROJECT No. SCALE. DRAWING No. SHT. REV.
A 29APR22 YL YL PF ISSUED FOR REVIEW

REFERENCE DRAWINGS REV DATE DRAWN DESIGN CHK'D APPD REVISION P30008 N.T.S P30049-IM-MR-2002 1 OF 1 A