Tandem Mooring and Offloading Guidelines for Conventional Tankers at F(P)SO Facilities eRe rar ur CaTandem Mooring & Offoading Guides fr Cnventana ankers a F()S0 Facies ‘Figure: Stern Chain Securing Pint with hafe Chain Attached ' SAT Chate Chain Securing Point 34 Location [tis recommended that F(P)SO be equipped with a chain securing paint located as close as practicable to the centre line of the F(P)SO, directly in line with the fatead. Where a dual hawser system is used the chain securing points be symmetrical about the centre line. Strength ‘The F(PISO chain securing point is required to withstand and distribute the mooring loads exerted by the moored CT into the F(P)SO structure. The size, number and safe working load (SIL) of the chain securing points may be determined by analysis ofthe forces exerted within the operating parameters and the size of CT to be accommodated, as descibed in Section 8. The securing points should be compatible withthe chafe chain described in section 54.3 and may bea chain stopper, quick release hack or other fing that full the functional specication. The safety fectoron ye sressof seach ofthe chain securing point components and supporting stratus shoul He nim af wie the [tis tecommended that inspection records should be maintained for each component of the chain securing point and design drawings include under deck strengthening and original engineering calculations for yield strength. The chain securing pint and foundations must be inspected utlsing nan destructive testing (NDT) {ta period not exceeding five years Its recommended that chain securing points should be inspected at least annually, visually, and prior to every mooring operation, Quick Release Its recommended that the chain securing point of the F(P)SO be equipped with a remote operated quid release mechanism to allow for a safe release of the chafe chain even under maximum design load,Section 5350 fade Mocring Configuration and Equipment hoad Monitoring Load monitoring systerns serve two main purposes: + Real time indication of hawser loads provide the operator with information to confirm the SWL of the ‘mooring system is not exceeded and the operations are conducted within the pre-defined operational mits + to provide a record ofthe hawser load history to assist in determining useful service life according to the specific parameters of each terminal. Havwsers that have been retired from service can be break-tested and the results used as further input in determining such parameters. See section 5.47 for hawser retiement criteria 54.2 Fairlead Itis recommended that farleads are located in line with the chain securing point(s) and that they should have 2 SWL atleast equal to or greater than the chain securing points). The safety factor on yield of farleads is recommended to be twice the SWL. Itis recommended that F(P)SO farleads match the criteria recommended within the OCIMF "Recommendations for Equipment Emplayed in the Bow Mooring of Conventional Tankers at Single Point Moorings! + airleads should be able to withstand the SW/L tension applied to the chafe chain when the chafe chain is deflected, by the firlead, up to 90 degrees fiom the F(P)5O centreline, both starboard and port in the horizontal plane, and to 30 dearees above and below horizontal in the vertical plane, + FIP)S0 fairleads should measure atleast 600% 450 mm « where two faitleads ae provided, they would ideally be inline wth the chain securing points) and be spaced 2.0 metres centre to centre apart, fpracticeble, and in no case be more than 30 metres apart + F(P)S0 fairleads should be adequately designed to prevent chafe chains from fouling, 5.43 Chafe Chain ‘The chafe chain description specified here is identical to that contained in the OCIMF Recommendations for Equipment Employed in the Bow Mooring of Conventional Tankers at Single Point Moorings: Configuration The mooring hawser will ideally be terminated with two chafe chains, one positioned at either end of the hawser. One connects to the chain securing point on the F(P)SO and the other to the chain stopper on the CT bow. Material F(P)SO operators should select the appropriate chain taking into account the designed SPM mooring arrangement, SWL required and the properties of the chain grade selected. They should be aware that the ‘minimum breaking load of a chain is based on a linear tensile force, so chafe chains in service may be subject to lesser breaking load depending on the chain lead angle and the design method employed by the F(P)SO and CT chain stoppers to secure it The OCIMF Recommendations for Equipment Employed in the Bow Mooring of Conventional Tankers at Single Point Mooring' recommends design specifications for chafe chains a follows Chain manufactured to IACS W22 Grade Ré having a proof load of 4731 kN (482) tonnes and @ minimum breaking load of 6001KN (612 tonnes), or ‘Chain manufactured to IACS W22 Grade R3 having a proof load of 3242 kN (330) tonnes and a minimum breaking load of 4884 kN (497 tonnes) “The material ofthe chafe chains should be selected to provide the required SWL of the mooring system and should heve a nominal rated strength atleast equal to the 76 mm diameter IACS W22 Grade R3 oF Ra (35 3 minimum) or equivalent stud link chain manufactured to SAE 8630, quenched and tempered to enhance is antabrasive wear characteristics. Length and Diameter Cafe chains form a single chain of approximately 8 metres or more in length that is composed of 76 mm stud link chain, The chafe chain should be of sufficient lenath to prevent chafing ofthe synthetic hawser on 35 capt OM