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    OIL COMPANIES INTERNATIONAL MARINE FORUM Summary of the Results of the MARIN Study to Validate the Adequacy of SPM Mooring Equipment Recommendations Tandem Single Point Mooring Study 2005 May 2007 OCIMF's mission is to be the foremost authority on the safe and environmentally  responsible operation of oil tankers and terminals, promoting continuous improvements in standards of design and operation   2  Issued by the Oil Companies International Marine Forum OIL COMPANIES INTERNATIONAL MARINE FORUM 27 QUEEN ANNE’S GATE LONDON SW1H 9BU ENGLAND TELEPHONE: +44 (0)20 7654 1200 FAX: +44 (0)20 7654 1205 E-Mail enquiries@ocimf.com www.ocimf.com REGISTERED OFFICE: CLARENDON HOUSE CHURCH STREET HAMILTON 5-33 BERMUDA © Oil Companies International Marine Forum The Oil Companies International Marine Forum (OCIMF) is a voluntary association of oil companies having an interest in the shipment and terminalling of crude oil and oil products. OCIMF is organised to represent its membership before, and consult with, the International Maritime Organization (IMO) and other government bodies on matters relating to the shipment and terminalling of crude oil and oil  products, including marine pollution and safety. Terms of use: The advice and information given in this information paper (“Paper”) is intended purely as guidance to  be used at the user’s own risk. No warranties or representations are given nor is any duty of care or responsibility accepted by the Oil Companies International Marine Forum (“OCIMF”), the membership or employees of OCIMF or by any person, firm, company or organisation (who or which has been in any way concerned with the furnishing of information or data, the compilation or any translation,  publishing, supply or sale of the Paper) for the accuracy of any information or advice in the Paper or any omission from the Paper or for any consequence whatsoever resulting directly or indirectly from compliance with, adoption of or reliance on guidance contained in the Paper even if caused by a failure to exercise reasonable care on the part of any of the aforementioned parties.   3 Table of Contents Page 1.0 Introduction 4  2.0 Study Assumptions 4   3.0 Study Sensitivity Results 7  4.0 Summary 19  5.0 Study Conclusion 20     4  1.0 Introduction Shipboard equipment recommended in the 3 rd  Edition of OCIMF’s Recommendations for Equipment Employed in the Mooring of Ships at Single Point Moorings  has been increasingly used for mooring conventional tankers in tandem to FPSOs and FSOs. Industry concerns regarding the suitability of such equipment for tandem mooring arrangements resulted in OCIMF members commissioning the Maritime Research Institute Netherlands (MARIN) to conduct a series of numeric modelling simulations. The study made use of the Shuttle numeric modelling application specifically designed for tandem mooring arrangements and was supervised by a small MARIN and OCIMF-member steering committee. The objective of the study was to test those concerns using the Shuttle application to simulate a range of tandem mooring configurations and environmental conditions. The simulation scenarios were selected in order to isolate and identify the impact and magnitude of the main components affecting peak hawser loads in tandem mooring arrangements. The results and conclusions derived from this study were considered informative and appropriate for summary in this information paper with reference in the renamed Recommendations for Equipment Employed in the Bow Mooring of Conventional Tankers at Single Point Moorings 4 th  Edition. They should be treated with caution as they represent simulations based only on pre-defined equipment in specific environmental conditions. 2.0 Study Assumptions The study was subject to constraints. The following is a brief description of the main assumptions. Conventional Tankers Two typical conventional tanker models equipped with bow mooring equipment fitted as recommended in the 3 rd  Edition were used. Assumed deadweights were 150,000 and 300,000 tonnes. CALM Buoy Some simulations were conducted using conventional tankers moored to a typical deep water Cantenary Anchor Leg Mooring (CALM) buoy. This provided a useful comparison. The CALM buoy mooring system selected represents a typical deep water mooring system (714 metres) consisting of 3 bundles of 3 mooring lines the angles between the bundles being 120 degrees. Each calm buoy mooring line consisted of a steel wire and chain combination 1070 metres in length.
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