Table of Contents Page score. i st OF FIGURES a NOMENCLATURE i Chapter 1 INTRODUCTION 1 2 WIND AND CURRENT LOAD PREDICTION PROCEDURES 3 2 Bais of Procedures 3 22, qutions for Compuing Wind Loads 3 221 Wind Velocity 4 222 Tanker Ares. 3 223. Major Factors Affecting Wind Loads 4 2° Equations tor Computing Current Loads 5 231 Curren Velocity 5 232 MajorfactorsAffecsing Curent Loads 6 233 fects of iB Variations 6 234 fects of Te 6 3 [EXAMPLE PROBLEM. 2 31) Wind Load Cautions 2 32 Curren Load Calulatons % 33. Summary of Wied and Curent Leads Fa "Table (1) Principle Dmensions/ Characters of Typiel VLCC % APPENDICES. APPENDIX:A’” DISCUSSION OF THE WIND LOAD COMPUTATION PROCEDURE 2» AL Gener » AZ Wind Tunnel Tests of Tanker Models » Ai Dat Anais » ‘AM Esablshrent of Design Coetcents 30 32. Considerations for he General Use ofthe Load Predicion Procedures 30, ‘AS21_Eietsof VeselLond/Ballast Conon on Wind Cowfcents 2 ‘8322 fects of Bow Configuration onthe Wind Coeficens| 31 APPENDIX“B'_ DISCUSSION OF THE CURRENT LOAD COMPUTATION PROCEDURE 3 BI General 3 12 Model Basin Tess of Tanker Models 3 BS Data Anais 3 BS1 —Bsabbshment of Design Coetieas 4 1832 Consseration fo the General Us ofthe Load Prediction Procedures 3 321 Eifeesof Ves oa/BallastCondiion onthe Current Coctcients B322 fects of How Configuration on the Curent Coeficients u 1B}23 ets of Bie Kelson the Current Coins 35 APPENDIX:C’_ PROGRAM DESCRIPTION FOR WIND AND CURRENT. MODEL TESTS 7APPENDIS:D" IND CURRENT LOADS FOR SIMPLIFIED MOORING. RESTRAINT ANALYSIS DI General D2 Equations fr Computing Wind Loads D3 Equations fr Computing Creat Loads Ds Eaumple Problem Dat Wind Load Caleltons D2 Current Load Calculation APPENDIX“) CONVERSION FACTORS [REFERENCES [ALTERNATIVE METHOD FOR COMPUTING THE WIND »” x 8 40 a st 33Figure Figure? igure Figures Fires gure Figures Figure ire 10 Figore 11 igure 12 Figure 13 Figure 14 Figure 16 Figure 17 igure 18 ‘gureD-t Figured Figure D3 Figure Dt Figere DS Figured 6 Figure Figured s List of Figures Sign Convention snd Condit System Loltdinl Wind Force Coeticient, Lateral Wind Fore Coeicient ‘Wind Yaw Moment Coeficent ‘Longtnal Caren Force Coelicient— Loaded Tanker WD/T= 1.1) Longitudinal Curent ree Costsent Loaded Tanker(WD/T= 12) Longitudinal Current ForeeCosfiient — Londed Tanker WD/T= 1.5) Lonaitinal Oren Foree Coie — Leaded Tanker (7D/T= 30) Lonsitinal Current Force Coefiien— Leaded Tanker (WD/T> 4.4) {tera Curent Fores Coefcient Loaded Tanker ‘Cutest Yaw Moment Costcient — Loaded Tanker ongitnl Current Force Coefiiet — Ballast Tanker Lateral Curent Force Coficient~ Ballsed Tanker Garren Yaw Moment Coficient— Balled Tanker ‘Comparison ood OCIME" and new OCIME” Longitdinal Curent nce Coie ‘em for WDJT Ratio of 12 ~ Louded Tanker Comparison cfd OCIME” and "new OCIMI™ Longitutinal Curent Force Coli ‘ents or WDIT Raiool 30 Loaded Tahar Variation a Bow Confiuration (Curent Velocity Correction Factor ‘Lovgltdinal Wind Force Coeticent {ateral Wind Force Cosfixent tthe Fortard aad Aft Perpendicular Longitudinal CarentCacfeset aa atral Curent Coicent atthe Forward and ‘At Perpendicalrs for Water Depth to Draft Ratio= 1.08 Longitinal Current Farce Coefficient an Lateral Curent Force Coeficient tthe Forward and Aft Perpendicular for Water Depth to Draft Ratio=.10— Loaded “Taker Lomptunal Carrom Force Coefciet and Lateral Curent Force Cotsen tthe Forward and AM Perpendicular for Water Depth to Draft Ratio 120-— Leaded “Taker Longtinal Current Force Cocfcient and Lateral Curent Force Coffin tthe Forward and Aft Peependicolars for Water Depth fo Dat Ratio = 1.80-— Leaded “Tanker Contin CureneRrce Covent and Lateral Current Fore Coefficient t the Forward and Aft Perpendicular for Wate Deph fo Daf Ratio = 3.0 ~ Loaded Tanker Longtudinal Curren Force Coefcen and Lateral Current Force Celie tthe Forward and AftPerpendicalas fe Water Depth to Draft Ratio 260—Londe TankerNomenclature Symbot Ay Lonittial (broods) wind area A; Transverse head-on} wind area Siu. Abore water longitudinal ul area Aig Above water ansverse ullarea a Beam Cg Lompatina utrent fore coeiient Non-Dimensonat Cy Lateral curren force coeficent NowDimensonat Che Cortentyaw moment coetcent Non-Dimensonal Ge Longitudina wind force coefficient Non Dimensions Chr Laeralwind ore coset Now Dimensional ihe Wind yr momen coefficient ‘Non-Dimensona i Loneituinal eurret force Newons Enno E yc Fotceatforwatd and af of he tanker de to creont Newons Popo Fine Fore atforwatd and ato the tanker dueto wind Newons Bye Lateracurent force Newons Fee Longitudinal wind force Newons Fee Lateral wind ore Newons Fi reshoard m * Height above water/groundsurace m Hy Average height broadside Aa/ Po, m Hig Average ght head-on = K Curent velocity correction fer ‘No Dimensional ye Length btweea perpndiculas m Toe Length overall = MB Nlded depth * Mye Curren ya moment Newon menos Min. Windy moment ‘Newton mets r Biperalis m a ‘ate depth measured fom wate surface r Draftaverse) m UK Underkest clearance m x Current velit (average) ys “ (Current velo a dep ms HW a 0 me deaon ms ys wip m © ‘grees % sleiess m aim? a kala? Density usin his report amounts to 102 kan ors water and 1.2 a oa ——Midhipsymibat An approximation of the conversion to tonne and knots 1OKN~1tomefand lms? knots‘Sign convention wed in this puicaion diferent from 1977 OCIME pbliaton is By ny 1990 177Chapter IT Wind and Current Load Prediction Procedures Benoa as) -Enveonmenial load induced on VLCC (vessel inthe 150,000 to $00,000 DWT range) by wind and ‘rent can be computed withthe procedures described inthis scton. The forces and moments genct- fat are stable fora computer analy ofthe requted mooring rest. The fllowng now me ‘Sonal coeticiens are used throughout inthe aculstion of desig loads: x “longitudinal fore coefficient Cy ater once coetcent Cyy~yaw moment coefficient “Thesubscrps wand care used to dsinguish between wind and current. ‘The Sign convention and coordinate spsem adopted for this eport ave ustated in Figure 1. The sdopted sign convention is aecording to the FITC" standards This dirs from the sign convention as Published inthe cricr 1977 OCIME publication. The sgn convention for he ax of coordinates this Publication refers to stemron direction of wind or current direction as degrees. Caves ofthe force Sd moment coefients aa functon of wind and current geo tak are provided in Figures 210 fh Figures 51014, espetely. The in eects are tase wpa dats cain fom Wie ane tests conducted atthe University of Michigan inthe 1960' Tho vals of the curteat coeficents are based upon data from model tests performed at the Martine Research Inc’ Netherlands (1975-1091) and forthe deep water case WD/T= 6) he Design Manual ofthe United Sates Nav (et. 2. The foees and moments computed wll bein units of Newtons and Newton metres respectively wih ‘haw pont of acton athe tersecton othe ansverse snd ongtudinal cence oe wanker DL PE ‘The resultant wind fore and moments acting on a moored tanker are calculated using the following squatons 1 2 Fee 7“ CneeVeAr io) More} ComPeVEA Le [Nate The equations remain basicly the sme as providedin the 1977 eon *ITTC: erations Towing Tank Conference publication 1987Chapter 1 Introduction Sine the presentation ofthe standardised wind andl current coefficients of VLCC’ by OCIME in 1977, ‘he coefents have been used ina Varey a studies, ech with ts own mers and peculiar, ‘The coeents were ued o cael the ate wind and current loads om VLCC’ However de toa rowing need to tvestgate he dou etasiout of moodng stems the erent celts Were a ‘ed instdis ofthe dynamical Behasour of mooring equipment “The resonant behaviour of mooring systems, under various wind, wave and current conditions, has {cue tenon om ding estimate. The crrentcoeicient in the surge destin mataly core sponds low ese resstance and hence is accurary becomes ial in estimating damping. In reviewing the curten coefficients for the purpose of estimating damping it was escovered that the measurement procedures fllowed forthe 1977 OCIM sty rested iy some inaccuracy in estimating ‘Sure current otic Inthe early mode test peograms, foros were measured in an earth ed car ‘tdiate sistem in which loggtdinal ores were oad by subracng large it ores rom age dag Tonces. This resulted in some ineren inaccuracy in the determination of ngitdinal current oct Asa rel of hese concerns, the procedares have been reviewed whereby ihe coeicents are measure Airely. The products of tere new measurements are vported inthis edton Which aso emanced by the provision of erent cotfiens for VLCC n ballast condition. Sander St its are wd through ‘ot ths eon and the sin conventions have been brought sto line wih common standards used inthe ‘unc community Compared withthe 1977 publication the sigfcan change isin the Cy. coefficient the lngiadinal cutent eoeient) Al oter graphs remain unaltered this new publication.In whichF Fyyand My ae the surge, say wind forces nd yaw wind moment respectively, Curves ‘the cotiinté Cy, Cy ah Cy re ropresnted in Figure 2. Figure 3 and Figure # or the tlle ing conditions: © Wind angle of atack: 180 degresbowon oO depress onthe stern | Two dats; representing fly loaded and ballnte tanker conions. (The deinions of afl loaded and alae tanker a sedi tis report are given in ction A.3.21 ok Appendin Al '¢ To bow configutations iustratng the effec fan elipt-ylindral bow versus a ore conven: ‘onal bulbous bow: The differences in bow configuration are shown graphically in Figure 17. An cliicylindica bow resembles sopment of an elpic yl, For convenience the more ‘onded lliptiesyindsicel bow wil bencefoth be refered 138 8 “eylindle bow and the sharper conventional balhous bow wl Rencfoth be reese tas “onventonl” bow “The coccets ae only vai or vessels with deckhowses at the tern The costes and ares [Ay and A. used in equation (1) must be consistent forthe patel tanker condsion beng investigated ‘Means inepolate te colin for intermediate vessel dls sre escibed in Appendix A For wind lds on tankers with other strutares accent, sch 4 tandem mooring arrangements, the ‘alle dita shouldbe Grated with cautions the cocfente do mot ke ito secu the fics af eter, “The use of the above equations to predit win ood ona vets iustrated by an example poem in (Chapter, seton 3. 224 Wind Velocioy ‘A sustained wind velocity measued at an elevation of 10 meres above the water sriace i required for {inthe wind load equations Te coelients were developed bsned on eady sate wind condition. While vessels may respond to wind gtsts af bite dation, the anal oth subject beyond the ‘cope of his repor. For wind velocities abained at diferent elevation, austen othe equa 10'nete velocity are necessary snd ean be male with the olawing formula ronn, (i) vee V,— 10 mere wind veloc mys), 10. the wind vost at elevation ms) 1° — elevation aboveground water srace metres). ‘The equation ceflects 2 wind velocity gradient which vais with eight according othe 1/7 power hw ‘nd irepresenttivof a natural wind prof over water (ret. 1. 222. TankerAreas ‘The transverse and longitudinal ares Ay and A, respectively re measured fom the Neon ind ‘brondside projections ofthe above water poston ofthe tanker, Area an prncpal dimensions for 8 "Fane of pica VLCC's rm 130,000 t 50,000) DW ate Bien in Tale 223° Major Facors Affecting Wind Loads ‘Ckanges in vessel reboard have the mos significant impact onthe wind contin, The deviations in ‘he coeicent result rom ferences in the elt force contrintions of the bland upertractre the final loads The extreme cases are represented by the ul loaded and tlle onions of the ‘ese therfore, separate curves for these conitons have been developed‘aration in bow configurtion ako produce substantial ference nthe oghudinal force coticent {or a ballasted vessel. The configuration changes ae characterised by vescs wih so-called “comer ona” bow shapes vests a Yeylindriel” bow shape. The cocficents depicting the eet ofthe bow shape have been plotted in Figute 2 Uke ak haem ‘The reautan current forces/moment ating on a moored tanker i cleulted using the following equations Cee Ve kag T @ Mau = Cone V2La?T ‘Note The equations remain basicaly dhe sme provided in he 197 edition In which Fi Fy and May, are the surge curen frees and yaw current moments respectively Curves of he codiciens C., Cyan Cry AF presented in Figures 5 to 14 forthe flowing cond Curent angle of stack: 180 depres bow-on 10 O depress onthe stern (© iter depth to deat ratio( WD) 110 120 150 300 6.00 (deep water) ‘© Twotow configurations (sce commensin Section 22} Inthe context ofthis report a eying ow configuration without a bulbous how and a conve tional how configration with bulbous how was ie. For configuration fetid bow wih bulbous bow its recommended to use the data forthe eyieeal bow without a bulbous bow For ‘he convenona bow shape without bull we suggest to ase the largest coefciet, with or without ‘ul thar was measured. {Loading condition draft ~ 100% loaded draftand 4% loaded da Zerotsi For the new series of test the coefficients of the WD/T case of 1105 were not measured. The results for the Fy aad Ay coeticens forthe WT ease of 05 case ae taken from the 1977 plication. In tases Gf WD/T ratio of less than 1.10 is recommended at sure force eelcens ae rested with 234 Ciorent Velocity ‘An average current velocity (¥) over the drat of the veel shouldbe usd i comping the current forces and moment Ite vertcl current veloc profile i own, the defiaiton ofthe average currentveloc over the raft ofthe vest can be ob rom the following equation: w where V,~ average current velocity ms) 1 — atta vesel metre) 1, —turrent velocity ava feetion of water depth sms) 5 ater depth measured trom he src met) the velocity profes notknowa, the velocity at sknown water depth shoul be adjust the ators ‘provided in Figure 18 to cain the eqalet average velocity over the drat fhe vessel. The cxsmple ‘robe of Chapter I displays ths proce, 232. Major Factors Affecting Curent Loads Undeske! clearance has the retest influnce on the cure cosets. The ler free coxtfienss fora water depth to draft rato of 1.05 ae appcximatly te times lrgr than te octets for 8 water depth to drat ratio cal to 3.0. Ths increases pinay de tothe blockage eet ofthe tanker that eases a proportionately larger value of wate o pass around ater than unde the tanker a th underkel clearance decreases ‘The magnitude of the curen forces and moment is also iflunced by the tks bow form in a similer ‘manner to the wind Two cures ae provided to represeat 8 “enventonal” vers “india” ow shape wherever the ifferene in the coef sfcant 293 Efectsof LB Variations ‘The et program mainly concerned 1 ratios heten 6:3 and 65 to reflect the majority of existing \YLOCS. However more recent VICC' tend to bave Lf ratios inthe range ons 50 (0S ‘The coefficients presented inthis report however are sil valid for these types of vesel, wth the possible eceytion ofthe longitudinal cetzents The longus solicits tend to higher Vales ‘Ni decreasing 8 aio Fora VICC with an £/8 of 5.0 an increas inthe longitudinal coetcents of maximum 25 to 30%&is 1» beexpcted or he smal eaten ages (up toma. 13 drs). 238 Effect of Trim ‘Thefts of tim on current coeticens were not nesigated, However the lc of rim wl he most ‘pronounced for the yaw current coffins for ballast tanker in shallow water. The reader shoul be ‘tious inwsing the yaw curret coefficients under these condtons when the tn exceeds one depo=,moa uns imvipmeury f. (al, i‘tate Taree "is 160 a 20100 ‘WIND ANGLE OF ATTACK By FIGURE 2 LONGITUDINAL WIND FORCE COEFFICIENT| ——— estas taser Ree setae | tig Oe WIND ANGLE OF ATTACK By FIGURE 3 LATERAL WIND FORCE COEFFICIENT. yey (based on MH) 008 04 ° Syoew so oa SPE 0.16) " wo 16014012] No ANGLE OF ATTACK 8 FIGURE, 4 WIND YAW MOMENT COEFFICIENT02 ‘80 160 140120100 CURRENT ANGLE OF ATTACK, Be FIGURE §_ LONGITUDINAL CURRENT FORCE COFFFICIEN-LOADED TANKER OvDIT=1.)a rr a ‘CURRENT ANGLE OF ATTACK, Be FIGURE 6 LONGITUDINAL CURRENT FORCE COEFFICIENT-LOADED TANKER cwpyr= 2)Cindi Bow 12) 100 CURRENT ANGLE OF ATTACK, Be FIGURE 7 LONGITUDINAL CURRENT FORCE CORFFICIENT-LOADED TANKER, OND/T=15)“Convention” Bow lind” Bow a a a ‘CURRENT ANGLE OF ATTACK, Be FIGURE $ LONGITUDINAL CURRENT FORCE COEFFICIENT-LOADED TANKER, (WDIT=3.0)22 a a a a a) ‘CURRENT ANGLE OF ATTACK, Be FIGURE 9 LONGITUDINAL CURRENT FORCE COEFFICIENT: (WD/T> 4.4)40 a foe ‘ter Bet Toone nans | EET os TSI Solis SSI ye 3°00 ‘#16. 40201) CURRENT ANGLE OF ATTACK, Be FIGURE 10 LATERAL CURRENT FORCE COEFFICIENT-LOADED TANKERa CURRENT ANGLE OF ATTACK, Be FIGURE 11 CURRENT YAW MOMENT COEFFICIENT-LOADED TANKER005 Se ° 005} See 10 [ ‘10 M0~C@) tS) (CURRENT ANGLE OF ATTACK, Be FIGURE 12 LONGITUDINAL CURRENT FORCE COFFFICIENT-BALLASTED "TANKER (405-7)20 T land Water Dept to Drat Rao oe 1 eninowicat os « rT re ee CURRENT ANGLE OF ATTACK, Be FIGURE 13 LATERAL CURRENT FORCE COFFFICIENT-BALLASTED TANKER 407)Taga “loterDapth to rat Rt =e COME TONAL 1 cvtinonica. ao: 04 02 ‘eo 1604012010 ‘CURRENT ANGLE OF ATTACK, Be FIGURE {4 CURRENT VAW MOMENT COEFFICIENT-BALLASTED TANKER (40ST, BASEDON Q) )co wo Gur ane OF AAC, Cxc(old OCIMF ) “Cylindrical Bow Gi [old OCIME }-Conventional” Bow (Gx new OCIME “Conventional” Bow (Gx |new OCIME) Cylindrical” Bow FIGURE 15 COMPARISON OF “OLD OCIMF” AND “NEW OCIMF” LONGITUDINAL CURRENT FORCE COEFFICIENTS FOR WATER DEPTH TO DRAFT RATIO OF 1.20—LOADED TANKERpe mm uRET ANGLE Oe ATTACK, 86 ‘Cx. (old OCIME cither bow configuration (Cy (new OCIMF Conventional” Bow FIGURE 16 COMPARISON OF “OLD OCIMF” AND =NEW OCIME~ ‘LONGITUDINAL CURRENT FORCE COEPFICIENTS FOR WATER DEPTH TO DRAFT RATIO OF 3.0— LOADED TANKER9 xoLoVa noULT3¥¥09 AMlaovaK NaaTOChapter IIT Example Problem ‘Compute the wind and euret frees and moment on 280,000 DWT tanker with a“elindsical” bow confiraion.The vests fully loaded witha 223 metredraft andis moored in 24.5 mettes of wate. (a) The wind velocity is 34 ms measured at 20 mete elevation The ange of wind atack ie 30 degree off the bow eat an angle of 150 degree, (b)Theaverage current velocity is 1.08 m/s (2 knots) The diction ofthe eurrent is 10 depres of the bow eat an angle of 170 degrees ‘Wind and Cort ier: ates Fe urinating Pu, Hy=SematFy “ye Rosemarie [EXAMPLE DEFINITION (ese Figure 1) In principle the force and moment coefcens are tobe used, however, the moment coffins can be ‘stl ino foes cotTicient atthe bow andthe aff the ship see Append Eero ONS Step I: Determine vessel characterise ‘esl partis fors 280,000 DWT tanker na fully lade condition Ay =3160 ‘Sip 2: Obtain wind coeficiens fr @, = 150 degrees [NOTE:-Cylindrica” bow snot asipitian factor fr the wind lads ona fully leaded tanker. Cy =-073 Figure? Ge O31 Figures Capen 0032 Figured‘Step 3: Using equation (2 forthe veocty we pt root a hich ads to V, 309 mys. Substituting these values in equation} gives 6 (031(1.28)90.97(3160)=599 KN 0 0.032} 1.28}(909}(3160)(325)= ~20082 km Roe re monet Sep 1: Determine he vessel characteristics ‘esse particulars for 280,000 DWT tanker in fly loaded condlion Lyp=325.0m 1 -23m Moen ‘Sep 2: Obtain the caren oefcet for 8, = 170 depres "From th water depth draft eatio WD)/T= 1.10 andthe frm ofthe bow linda we get Gx = 000 from Figure Cy "087 from Figure 10 yy (1S from Figure 11 ‘Sep 3:Subsituting these alsin eatin (3) wl ge: Fe, -3 Cp.¥ Lae Fe Cup Viel 6) Man: Cp VEERSubsite Fy -OkN ry =} wonesiepsy2s) a0 » (0.15)1025)(1.03}(325#223)=192101 kN the current velocity had been given at 30% ofthe draft of the vessel the following procedure would be ‘seo obtain the average current veloc: ‘Step 4 Obtain the caret velocity correstion fat from Figure 18 for WD/T= 1.10 K=0948 ‘Step 5:Compute the average velocity Ke V.= 0.988% 1.03 -0976 m/s Recompute equation (7): Fy. =OkN re ~Hiomnsjosapanays-dnan oo dy Houses aslann3Kss= Wotan ERG om ene nse “The folowing tble summarises the wind and current loads calculated in Setions 3.1 and 32 apd also thecffect ofthe wind and curent for other conitons, Wind lds on aden 280,000 DWT tanker for 34s wind at 20 m elevation WIND ANGLE OF ATTACK 1015020 a a) FullLoad _Degices_ Degrees Degrees Degrees Deprees_ Degrees Degree FainkN 65S S00 ORGS Pink O 5991216 13901303 Mg A 20082-2700 71500 103000 90300 Current oad on aden 280,000 DWT tanker 3 water depth o daft ratio™ 1.10, yingtical bow (CURRENT ANGLE OF ATTACK 180 Degrees 170 Degrees 90 Frond 25715 103m ‘ost mis Fink 309 ° 2 FSinkN o as 3200 Nii kN o 192101 25514 "The values indicted nbd are taken fromthe example problem.TABLE PRINCIPAL DIMENSIONS CHARACTERISTICS OF TYPICAL VLCCs Veet [tus]tin] # [MO] +] tomdng [7 [re fA, | A; [an] Aw Sie Condon pead-sfaerd-s}ert) Selo wowr|m | m | m | m | m mim | om [oe me 150 [2x0 [2ex | 535 [2003] kan waa| sa] as] a2 [ae fos Bale | 33/162 | ss] is | 49 |12 aso [342] 325 ]s82]255/3.0] an 23] 62] 32 [aa [ 2s ]oa Bato fsa isa | za | 19 | oa |12 ‘400 [362 [350] 705 [28020] ran ais] 62] 32 fas | 26/05 watt | “ae joa] sa | 24 | 75) 18 soo |os 390 [rua [a12)2a/ ean va9[ 7a] as far [ar faa Dats =| 78 ]2na| 11a | a5 | 104 |25Appendix A Discussion of the Wind Load Computation Procedure Res ‘Wind tunel eis on tanker models were condcted athe Universty of Michigan dring 1975. Subso- quent analysis os data resulted inthe cotisents and procedresdeserbad in ths feport or compu ‘ng wind loads on moored VLCC, A bret ducusson f the model txt program sad dat alae presented below CRAIC aoa cence) Wind loads on models of 15S, 20, 40 and 500 KDW tankers were measured inthe $7 fot wind {uel atthe University of Michigan, Each model was constructed in two sections to represeat fl load ‘bala vem contons Hula supersractare conigrations were pial for sp in the WLC ‘topo ell ship hal aft hours o mud ripe dockhoare "The modes were mounted near the loc ofthe tune in order tobe immersed inthe tunnel boundary layer. The veloc gradient nthe boundary ayer approximated a 1/7 power proilewhich believed fo Sua the mtr wie patie ver water ret), Fores and moments were measured inthe horizontal plane at five depree intervals rom O degrees bow ‘onto 360 degres. Since the tankers were essentially symmetrical bout thet longitudinal cnte inthe ‘ass measered onthe port and startoard sides were then averaged. This procedure wasted 10 ‘emnoe thr effets of minor non-symmetres in model constriction and aso to acount for he ht non. Ihomegencous nature ofthe veloc profile aro the el ey Good agreement of the wind tunnel est data was obsind fr the four veses modelled Vsiatons ‘observed among the ceficents CC, and, for blasted tankers can be explain by diferences in ‘the psa geometric characteris of hepatica shi as wl be discussed ltr. By sppopitly ‘weighting the ind data poi to reflect tefl ofthese diference it was posible to deine rope Sentaive mean cures forthe range of vessel sued. The total aration abot the mean cies gener: ‘ed inthis fashion was within 10% of the maximum value for eich othe force and moment ‘reticent.ee ee a AIA Escblishment of Design Coefficients ‘The desen wind loud coeficet curves were established by adutng the mcun curves to acco forthe ceratics inherent in model est resus. The sources of the uncertamics sah maby feos te {allowing ‘2 Bxperimenta ero Inyo accurately measure lw loads associate with he sie down moves confidence in the at) ‘Applicability protnye sation. ‘range of values about the mean were develope to bracket the uncertainty in the coeticents fom the frst two souecs. The design colic caver represent the Upp iit of ths ange The coches {or lateral fore and ya moment on alasted exe ve bee increased 10% ave the mean lace ‘ele mainly the experimental error. The ngtudinaforce cocci for balled anes cla wi coctciens for fly lad vessels were increased 20% over the mean vlues incorpo, co sideration of bath experimental ror andthe gomealy lower ond levels sso wih ieee oe oa ‘moment components messed nthe wind tunel ‘The applicability ofthe mol est resus to the prototype ston has en investigated oa td xen through measurements of the wind presse distubution around the model. The vex revealed (1) urulen not laminar conditions were present inthe boundary ier aroun he hel set ‘corresponds to the prototype situation, 2) the print ofthe tunnel steals di not ae the pres ‘3 around the how with the mode in 3 broadsde Wand condition, (3) cetienn edo foes ‘lance measurements agreed wel wth the coeficens obtained rom integration of the pres tng {nthe vesel The above findings support te vay fusing the model eu or pesca, lace Wind ods on VECC ‘832 Considerations forthe General Use ofthe Load Prediction Procedures ‘The coefficients and procedures described ia this report provide for the prediction of forces and ‘moments on VLC which are gcometialy sit hose sein the model tent: Tpial ranges at ‘he significant pemeti rlatonshps forthe vessels sued in the mde est program ae prised iy Table A. The ang suggest the vessel umes fr which there the great cdene in the ade rei with hs report However, destn quay mumbs ca ao be genet fr vee wich oo ‘ot all within the anges suggested ifthe ws understands the ass upon which the force snd oot ‘nefits were developed ‘The diction below s intend adn the sessment understanding ofthe importance of variations intanker geometry snd shape om tht wen the molest program, A321 Effecw of Vesel Load/Ballest Condition on Wind Coeffeiens eg vals of tongitasina oce, ltr force and yaw moment coefficients hae ben developed for ‘hel loud an tlle tanker contns. For the purposes ofthis report eae eager |recbood ratio i the onder of 50-601 defines the fal lad tanker condion The tala sod ened ati of teh feeboard at mish tothe fal lend freeboard of 3:1. The ano rn {oe the flood and tails conditions sO degrees and O degrees, rxpectnly. The elect of ehange a te vessel oats condition i most evident in the yaw moment snd ica fore cocthcents the Fongitudnal force coefficients vary a Tess amour. While freshoard is vin the tan sonable, secondary effects can be ated to the chang nation o eectve wind te Between the a an superstructure. Te ratio tera reat the ng verall A, /E?> pect to) ad eee ha ate ttl lateral area (A, ned in Tae A wore the best indicators ofthe canes theta, ‘tn moment coefficients comesponaingo changes nthe ecb athe ven.the anker cndtion of interest es betwee the Fl loa and baat conditions, ines interpolation of ‘he coeficents according to the percent changeit the midehipstechoard will generate secepable ‘ales recboard rato greater than 3:1 inp the condition of he vee ihter than the pied tullst case speed. This condition i also reflected by higher aspect eto and arger shane the ‘otal vessel aes bing tribute othe full whe compare to the pial ai of Table AI Tests on "he 300,000 DWT tanker model witha record rato of 35:1 along wh prvios data obtained fom the Universiy of Michigin fo reboard alos of 14-40;1 showed an cease of approately LP inte tlt tea force coaficient trohou the ang of wind anges rm 0-180 descend «2% increase in the yaw moment coefcent at angles of wind attack ls han 90 degrees at angles greater ‘than 90 depres the yaw moment coelcet remains casei th sume A322 Effects of Bow Configuration on the Wind Coefficients Diferencs in the shape ofthe bow ofthe tanker wl alr the ow eld in the eon of he bowand can produce » very sigicant change inthe longitudinal force eefcent of tlle sp a shown i Figure 2. Less teore variations wre oberved in he lutrl fore coefliint curves‘The change mvt haractersed by large suction forces which develop around the more rounded “yin” bows the 40,100 and 500,000 DWT tanker models in the region of 80-40 degrees of win attack Te sharper “conventional” ows ofthe 155,000 and 28,000 DWT tanker moves prevent the formation of seh large suction frees. Due to the amount of he varaon inthe blasted longitudinal fore ceticnt ‘separate curves forthe “conventional” and “yindrcaP” bow shapes have Been provided. The aan tthe lateral forces due to ow shape ws less tha the uncertainty In the mensered als a ‘mentioned previous Therefore, no dstintion nthe tera force confine wt ad for how shape TABLE At ‘TYPICAL GEOMETRIC RATIOS OF VESSELS FROM WIND TUNNEL TESTS" Geometne to. ‘Tanker Dt Typical Range Comments Lal = 7 “Encompass angofiom kaown VLCC desis Aula Fal 0760-0854 Primary effect on yaw mom Ballast OK00-0935 coef DAEs Rul 9050-0068 Primary eet om aera foree Ballast 10120-0.140 —_enaicen Secondary effect om yaw ‘moment eneicient Aula Fall 0368-0440 Primary fect om ogi force 0470-052 coxa Balls 0630-06580, 0670-07108 2h att 0250-0360 Secondary effet om lang orce Ballast 0635-0870 Goefent NOTES. "Ratio apply onto vse witout amidships ose Ratios pensinto vest with forsee dk,Appendix B Discussion of the Current Load Computation Procedure ERR “Tes om tanker modes were conducted atthe Martine Rescarch Insitute Netherlands (MARIN) in 1968, 1974, 1975 and 1990. Analysis ofthese data ested inthe oecens and procedures described inthe repr for comparing the current fds on moored VLCC’. rie discussion ofthe model test propane dia naj presented be. EPI ome men cae Curent loads on models of «190, 200, 270 and $40 DWT tanker were measured in the wave and "urent model tasin andthe shallow water basin at MARIN. Tanker ball configurations were typi for ‘hipein the VLOC category ‘Testsomfoaded and ballast tanker modes wet cai out for water depth to draf ais ranging frm 1108 to 4.5 The effects of bow shape and be Kees on the carent oad were also investigated i the models. “The 1990 model tests the forces were measured rlave toa ship xed system of axes, whereas in previous model ets he forcs were meawured relative to an cath fie syrem, The pe-1990 model {ext resulted in some inherent inaccuracies in determining Tongitudinalcoecients. (The longitudinal Torees were obtained by sblractng lage it forces rom age drefrces) Inthe 1990 model xs these plobioms were resolved by measuring the oeicents ciety ftom te ship model es, “The current ange of ack was varied rom 0 w 180 depres at replar intevas,Dileveateurent speeds were investigated in the ou test programs. EEO {A portion of the data fom dhe more recent model texts shows an appreciable deviation from carer ‘epowtd rele Figures 15 and 16 demonstrate ese diferences by making comprise betwosn “od ‘OCIME” and “new OCIME” ont carte force event. Alt the modest programs wee condictd sch that the model and the prototype had the same Froude ‘umber aio of gravitational forest inertia force) The esl of sintsining rea sma the tests Was tha the Reynolds number (rato of cou ores to eral ores the model texts a Bak Simla othe prototype In adaon the Reynolds umber of the four ts poprams wore al diferent from one another withthe lates test program being run at te lowest Reynolds number (0.9% 10) eom- pated otha ofthe potarype 5 10" twas ft, however, hat thee of diferent Reynolds numbers {nbosh protrype and mee tess wil be Hae tothe small current ales. Therefor the coeliiets ‘ere bined through the Froude scaling without any cotetons for Reynolds numb.B34 Enablishment of Design Coaffionss ‘Whete the data obtained from the four series of independent model ts programs was constng, the design drag and it force eoeticens were exhished hy smoothing the model test dat curves tn ‘ontas othe wind program, it was not considered necessary to ast sich dats Tor the lowing (1) The atl forces measured inthe current tests were about 10 times the level of he forces measured inthe wind es (2) Eruremely good agreement of est data was observed among the four independents programs, Knowing the nteral foreecoeicent an he point of application of the fre allowed the alelation of the design yaw moment cocficiens. The dep water (MD/T>6) design cotients were developed fromthe data inthe Design Mana ofthe Unite States Navy rel. 2), ‘To normale the current forces measured inthe mode et, the average veloty, oF to be exat the average squared veloity ofthe versal erent profil ove the drat othe ese ws ed Al eal ‘ios eaten force ap moment nhs Puiction ae thetloe basa onthe use of he eage velo ‘verte vestel daft The sverage velocity is easly computed fora known crret profile seeding to ‘quation (4) in Section 231 of tik publication. When the pote fot tvaable i corcton fase must be wed to compensate forthe difeence between the svrage velocity and. oct measured at & Known water depth A velit coreton is not necessary the wer dep to dt aio greater than 130. The correction factors ven in Figure 18 othe body ofthis pubction are dei! by assuming 117 pomer aw ver vlotyproietre 3) 1832 Considerations for the General Use ofthe Load Prediction Procedures “The cont nd procedures described inthis pubeaion provide for he prodicton othe forces and ‘moments on VLCC tht ae geometrically sniatto hore wed the model ests Typ nies of the Sigiicantgcometic tlatenships for tankers std inthe cuttent del test re Prsened able I. The anges inate the veel geome fr which thar i the retest confidence nthe pret catent loads. However, estimates forthe eelient an also be generat for neste ha do ot fll hin the anges sugges. ‘The discussion below i intended to ai in the sxesment of the importance of veraions in tanker ometry and configuration. 832A Effects of Vesel Load/Ballest Condition on the Current Coefcients the measurement program of 1990 ditional tests were abo perform forthe slated tanker case (see Fire 12 0 Figte 1) One observes fom these rests th he nlucceo the ning condition |s somewhat era for the longitudinal current configent. in Figure (2a esa ine given forall the Jong condos exept the deepwater case. A minimum snd 3 maxim lie are given represent she sete ofthe das forthe oteroadg condone 8322 Effects of Bow Configuration on the Current Coefcients ‘The shape of the bow afets the longitudinal caret force coetcents for WD) ratios up oS. These ‘aration inthe coecents canbe explained by the sme argument se forthe wind soefients For WD/T ratios greater than 15, the bow fet drippers, ‘The sgicance of he bow configuration effects onthe current force coetsents for dea to of 1.2 is however, much ls thin vas ongaly predicted see Fipire 1S omparson “ld OCIME" and "new ‘OCIMF oneal erro fore octets for WDJT ratio of 12) AS fr the wind, ss severe variations were observed in the Intra foree and yaw moment soefiens Ae to bow configuration. For this reason the coulis eld remain the same atin the previous ‘OCI publistion ee Figures 10 and U1),B23 Ffctsof Bilge Kelson the Curren Coefficens ‘A tanker model wth dtachable bie Kets was tested inthe model hin, Current ores weve measured forthe model wi the bige hers tached, These els Were then compared within test data taken ‘onthe same move with th ge Keele detache. There was eset diference nthe resus of the two test erie Since al the models tested in the four programs Were gooaietielly sma ‘led that there way a effect et ie Kel for the range of tnkrs etd in hes progam ‘TABLE ‘TYPICAL. GEOMETRICAL RATIOS OF VESSELS FROM CURRENT MODEL TESTS Geometric Ratio “Tpial Range Comments LB a5 oir 22.26 Applies ofall loaded ship condition nt e000 ‘Tested with ge KetsAPPENDIX C PROGRAM DESCRIPTION FOR WIND AND CURRENT MODEL TESTS: ‘WIND PROGRAM Model oad | wings Angie Sue tow | condition | vetocty | “or kbwr | Seale | Configuration | Tested” | os!) | atuck | Comments 135 | 1:300 | Conventional |Full sea | 0-360 | Tanker with © ins | forecstedeck Batt grees 2x0 | 12300 | Comentonat | Fa saa | 0-300 « ins. atast degrees 400 | 1300 | cytinricat | Fa saa | 0-360 « ins Bills egres sor a340 | cytindrcat | ra 330 | 0-360 | Ligher att & ins | condition tan Bata Aogrees | desta inthe Inzem. | reporwas teed REMARKS Elect wind speed on cofiients Beenuse ofthe sharp edges of the supesirture, min ad forecast deck, excep forthe bow for, the eicens may be independent ofthe Reyoks wind nmr, Therefore assumed ht the gen vd ficient wl ote afest by the normal range of wind velo, *Vetociy ate equvsent 10 mclevaton‘CURRENT PROGRAM WaterDepihto Mode Load | Current | Angle Da ‘Sue Bow | Condon | Velocity | of Ratios WDWT | scale | Configuration | “Tested | ims!” | _Atack Tested 190 ]:60 [Conventional | Fu tse Tors ~ [ios ia0,t20 atineguir | (40/310 Interval 2ro [1:00 | Cyindiat | Fa 103 [o-180 | 105,110,120 | aviregalar Intervae | | 200° ]1:825 | Conventional | Fur | 206 | 0-360 | s0,1a0,80 « avrregular | 30and 37 rindi Imervas 200 [1825 | Conventional | watise | 206 | o-tso | Livandiso & avivegular Ovindsial intersats S00 [60 [cyingieal | Fu 103 fo-tsn [105,11 « anitegusr | 120, 150 Batt inervals | 193,270,449 REMARKS *Blfetsof ie heels were studi,Appendix D Alternative Method for Computing the Wind and Current Loads for Simplified Mooring Restraint Analysis “This sation dseribes an aernatve method for eaeuaing wind and caren loads on a moored fly leaded VLCC. Loads computed by the following procedure wil lend themselves simplified hand ¢alelton) analysis of mooring restraint incase of nadeuate computer eapabiiy. “The basi diference between the proce inthe mia report and the one described below isn the ‘vty the lea orceand yew moment ae appl ote vessel The ore and moment orginally applic point of inerscetion ofthe vessel transverse and longitudinal cenretne ean be resolved io ‘guiaent forces and afore coupe respectively which act at the forward and aft perpendicular, The following equations usta this elaonstip “Lateral free atthe aft perpendicular 1p Ma Puspe te cy Lateral force at the forward perpendicular a} pq Mor Pony eet (2) Whore Fy and Myy are the force and moment a the pot of intersection ofthe transverse and Jong= tudinal eateine “The longi! and neal forces are computed fo wind and current by using enefcnts given in [Figures D-1-D-. Is then a rentivelyshple matter to detnmine the required mooving estat by D.2 EQUATIONS FOR COMPUTING WIND LOADS “Thelongitudal wind free and ater wind fore at aft perpendular and forward perpendicular are: 1 a Fey Crear 1 oy pa¥ 2 Fang CnpaleAe a3) 277 OOP‘Thetongitudina and lteral free coefcents C,,, Cyd Cy, at plied in Figures and funcion of the following © Wind angle tack. © Tanker drat ie fly loaded or blasted © Tanker how configuration PEWS oikooe mn ks eau nee. “Thelongitial curren and lateral forces are Le pvt Fa = CPW 2b? Fn 5 Cu eV i Lae (4) 1 enp.¥2 Finn 3 CnoeVE bar ‘The vates of Cy Cu, ah Cy, ae plied in Fgures D3 10 D'S indusve ws «function ofthe following © Current ange of ack. © Water depo dat ato © Tanker bow configuration Pee ‘By considering the same case a the example presented inthe body of this report, the diferences ‘etween the vo procedures can beige Compute the wind and caren forces on 8 280,000 DWT tanker with “ylndic” bow configuration ‘Thevessel haa lly loaded daft of 223 metres andis moored in 24.8 mete of water (a) Wind velocityis 3.9 mys at 10 metres wih an angle of atack of 150 depres, (©) Theaverage current velocity is .03 m/satanangle of atackof 170 dears. DAS Wind Load Calculations ‘Sep 1: Determine veel characte ‘esse portals or 4 20,000 DWT tankerin ul loaded condition: A= 3160 m2 Ay-1130 07 ‘Sep 2: Obtain wind coefficients at wind ange of stack 150 depress Gq. ° 073. FigureD-1 Cu.90185 FigureD-2 Cy. 0120 FigureD-2‘Stop 3: Compute wind forces)momen rom equation (13) BCoV PAr 2 1 2 Fa Cneh AL weaved Subsite values: n= Hoasi.anja09y oa a94N -.=B(o.2525(309"3e0)=25264 DAZ Curent Load Caleulaion Sep 1: Determine vessel characteristics ‘esl particulars for 280,000 DWT tanker inal oaed condition, Lye 308 1 23m Step 2 Obtain cure coffcients at current angle of tack of 170 desees ‘Knowing the water depth to da aio woyr=245}223=1.10 ‘and hat the tanker has evn” bow Cy, =0100 Figure D4 iq O18 FigueeD-4 C2083 Figo Dt 4 415) (16)Sep 3: Compute the current forces and moment rom equation (13) 1 Fab Cy 5 Cue. Y Eas 1 Fry CuPbibe? an 1 ave POP Loe? Fi Subsite values: Fr, = }0.0(1025)(1.037(525)(22.3}~0KN a mesy.057ssyz23)=TomaN 8) Fe, $(043)(1025)1.0371325)22.3)~ 16944 = 670KN Fy -22404N Current forcesicy e160] ‘WIND ANGLE OF ATTACK By FIGURE D-1_ LONGITUDINAL WIND FORCE COEFFICIENT Gy,Ve 02 rn vo ANGLE OF ATTACK FIGURE D-2_ LATERAL WIND FORCE COEFFICIENT AT THE FORWARD AND AFT PERPENDICULARS One Cr,10) oa Se 06 o4 02 02 on 180 180 40a] ioo SC CURRENT ANGLE OF ATTACK, 8 FIGURE D-3_ LONGITUDINAL CURRENT COFFFICIENT AND LATERAL CURRENT. (COEFFICIENT AT THE FORWARD AND AFT PERPENDICULARS FOR WATER DEPTH TO DRAFT RATIO~ 1.05 Cn, Gr,16 12 Gye 08 Sir oe oa 02 ee scameont 02 oa 10 01) 100 CURRENT ANGLE OF ATTACK, Be rasees soememncmmrerrermmnms | ata commer aE Cx Gays Cn,16 12 19 Gye 08 Fe 5g o« 02 Pyar a2 0 ‘0 0 O10 00 CURRENT ANGLE OF ATTACK, By FIGURE, D-S_ LONGITUDINAL CURRENT FORCE COEFFICIENT AND LATERAL, ‘CURRENT FORCE COEFFICIENT AT THE FORWARD AND AFT PERPENDICULARS FOR WATER DEPTH TO DRAFT RATIO~ 1.20 ~ LOADED TANKER Cx, Coa Cr16 09] SF 55 os 02 os 120160 oo CURRENT ANGLE OF ATTACK, Be FIGURE D6 LONGITUDINAL CURRENT FORCE COEFFICIENT AND LATERAL (CURRENT FORCE COEFFICIENT AT THE FORWARD AND AFT PERPENDICULGRS FOR WATER DEPTH TO DRAFT RATIO= 1.50 — LOADED TANKER Cus Ci Gr, jfxe 08 Vac YF og os 02 02 04 ‘160 M020 100) ‘CURRENT ANGLE OF ATTACK, 6 FIGURE, D-7_ LONGITUDINAL CURRENT FORCE COEFFICIENT AND LATERAL, (CURRENT FORCE COEFFICIENT AT THE FORWARD AND AFT PERPENDICULARS, FOR WATER DEPTH TO DRAFT RATIO~3.0 ~ LOADED TANKER Cx, Cua Gy,Soins a *cameton 10 te 14012000) CURRENT ANGLE OF ATTACK, Be FIGURE D8 LONGITUDINAL CURRENT FORCE COEFFICIENT AND LATERAL ‘CURRENT FORCE COEFFICIENT AT THE FORWARD AND AFT PERPENDICULARS FOR WATER DEPTH TO DRAFT RATIO = 6.0—LOADED TANKER Cx Guus Gr,Appendix E CONVERSION FACTORS. LINEAR MEASURE vce [ rw | Semana [Kine [ema 7 ‘MULTIPLY BY Wows [32806 [oto [non | oman Te ooo [1a | omnes | wowace] ono ‘Nautical Miles | 1852.0 6076.1 wo 1.852 1.1508 Taeneiss [somo [ama [oso a | oma Tintin [vena [ omno | omsso | aos [am vewocrry veer YS wis Nevecont [tse] aa same [2 Taian [oss] oxo | tm ase WEIGHT MEASURE | Tegan [Rom eS ETT | cs [oom tas] _aoonee | Tot ito to rows i) | a CC | ‘TEMPERATURE4. OCIMF “Preition of Wind and Current Loads on VLCCs" (Fst Eiition 1977) 2, Meyers, Joh J, Cat. Holm and R.F, Meise, “Wind ad Wave Loads”; Hanbook of Ocean tnd Underwater Engineering, MeGraw-il, 1969, 4 Design Mami, “Harbor and Cons Fate”, NAVDOCKS DM-26, Buren of Yards an Docs Deparment ofthe Nov. 4. Planing, signing and Consrctng Fite Otshore Platforms Washington D.C, American Petro ‘om seus, 197