OTC-29560-MS

Integrity Management of Mooring Systems

Remco Hageman; Pieter Aalberts, Marin; Richard Leeuwenburgh, Bluewater Energy Services; Nicola Grasso,
Marin

Copyright 2019, Offshore Technology Conference

This paper was prepared for presentation at the Offshore Technology Conference held in Houston, Texas, USA, 6 – 9 May 2019.

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Abstract
Mooring systems remain an important component of an overall field development. There are numerous
sources in literature describing challenges with mooring systems as well as potential solutions.
The goal of this paper is to present a number of new technologies which can be applied jointly in an
integrated framework to monitor integrity of subsea mooring components. The paper will cover (1) direct
tension measurements using Vibrating Wire Gauges, (2) warning systems based on anomaly detections from
GPS measurements and (3) mooring line force estimation method and fatigue using time-domain simulation
methods.
Vibrating Wire Gauges are a potential alternative to the use of in-line load cells or inclinometers for
measuring mooring line tensions. These sensors have a proven track record in the Geotechnical Industry. A
sensor dedicated for the offshore industry has been developed. The main benefit of this type of sensor is the
ease of retrofitting in an offshore environment. Long-term stability tests and dynamic tests were executed
and will be presented. Procedures for installation and maintenance were developed.
GPS measurements have widely been used in the industry to identify mooring failures. Post-processing
methods of these measurements range from application of watch circles to Artificial Neural Networks.
However, there remain important challenges with performance of these warning systems under the influence
of environmental loads. The authors will show a basic concept which can overcome these limitations.
High accuracy floater position and motion measurements can be used in combination with a numerical
model to determine mooring line forces in the field. This approach combines the numerical models used in
the design with onboard integrity and maintenance procedures. The technical and organisational challenges
of such approach are discussed. An onboard system able to capture system drift is used to update the
numerical model and correct for deterioration of the mooring system over time. In-service measurements
have been used to demonstrate and validate the concept. The methodology has been implemented and
installed on an offshore asset which will become active in Q1 2019.
A number of industry solutions for mooring line integrity methods have been compared. All presented
solutions have a role in the total mooring subsea integrity management program. Integration of these
components together or supplemented with numerical analysis can be used to develop an overall mooring
subsea integrity management plan and philosophy.
2 OTC-29560-MS

Introduction
Offshore production units are designed to remain on station for a prolonged period of time. Permanent
mooring systems are designed to ensure the station keeping ability of these units. Mooring systems are
generally designed to keep the production system in place in all possible conditions, although some
production systems have the ability to clear the field if extreme conditions are expected. By ensuring station
keeping, the mooring systems limit the loads acting on risers and umbilicals and thereby ensures integrity
of these vital systems.
Performing integrity management on the mooring system to ensure that the system is able to fulfill its
function is crucial, but not straightforward. All or most components of the mooring system are submerged
and the underwater environment is very challenging to perform inspections or measurements. The parts of
the mooring system that are located on the seabed, near the touchdown area or in the splash zone are even
harder to inspect or measure [1]. Despite the continuous improvements on measurement and inspection
techniques, the variety of failure mechanisms and vast amounts of mooring line components, only limited
information can be achieved, leaving significant challenges for integrity management.
Ma et al. [2] presents an overview of known mooring leg failures of different permanently moored
offshore units between 2001 and 2011. This paper shows the variety of failure mechanisms and locations
along the mooring lines where failures occur. Furthermore, it shows the variety in waterdepths and locations
around the globe where such mooring failures occurred. It was concluded that the design target for the
annual probability of failure is not met.
Some mooring leg failures can be attributed to single events. Overloading due to harsh weather conditions
was shown to lead to a minor number of failures, while much more common are failures which find their
origin in problems during installation, material flaws or defects [3].
Other failures are initiated by long-term exposure of the system to the environment, one such failure
mechanism is fatigue. Fatigue in mooring systems is related to variations in the tension of the mooring lines,
but in chains, fatigue may be strongly accelerated by the locking of subsequent chain links, leading to the
bending of the links which is known as Out-of-Plane Bending Fatigue or OPB Fatigue [4]. This phenomenon
has since its discovery received much attention through dedicated testing and detailed numerical analysis
[5,6]. A second failure mechanism that evolves over time is corrosion which may be general or a very
localized pitting, possibly increased through microbiological activity [7]. Extensive wear of chains has also
been the governing failure mechanism on occasions [8]. Another important contributor to the increase of
fatigue damage comes from the fact that nowadays it is very common to group mooring lines into bundles,
as mooring loads are then better distributed between mooring lines, allowing optimization of the overall
mooring line material required for the system. Crucial however for those mooring systems is that lines are
equal in stiffness.
The repetitive motion of mooring lines over the seabed may lead to the development of trenches. These
trenches will result in larger motions of the ground chain and may increase loads on the anchors [8]. The
presence of trenches may also lead to the formation of a birdcage in wire rope which can considerably
reduce the strength of the mooring lines [9].
Lighter designs for deepwater mooring systems have been achieved through the use of polyester ropes
to replace wire rope [10]. It is generally known that polyester rope has superior fatigue characteristics;
however, creep of this material as well as construction stretch may have a considerable effect on
stationkeeping abilities, like load sharing as described above and/or increase of extreme offsets. Polyester
rope also requires careful handling during installation [11].
Design procedures have evolved to address the challenges mentioned above. However, the lack of
adequate assessment methods have resulted in the use of high safety factors in design guidelines, which in
some cases feature safety factors as high as 10 on lifetime [12]. In other words, for a system designed for
25 years of operation, the mooring system has to be designed for 250 years.
OTC-29560-MS 3

Due to lessons learnt in the industry, classification societies further developed guidelines on mooring
system design and more recently monitoring [12,13,14,15]. The monitoring solutions generally approved by
classification societies have been developed from procedures used for mobile offshore units. These systems
often feature in line tension measurements which have limited lifetime and have proven to be very vulnerable
systems. Therefore operators are still reluctant to consider these as a suitable tool for integrity management
or a valid means of identifying mooring leg failures. Recently, classification societies are approving other
solutions for mooring system integrity monitoring, such as GPS based solutions. This opens the way for
more innovative solutions to perform mooring integrity management [13].
Given the observed mooring failures [2], it is important to monitor the mooring system at regular intervals.
Inspections can be cross-referenced with design assumptions to verify that the system is still within its design
limits or wheter an intervention is necessary. Inspections by divers or ROVs are very suitable to identify
corrosion and wear while long-term monitoring is suited to identify the loads on the mooring system.
In this paper, there is a focus on different long-term monitoring methods to improve understanding of
mooring integrity and aid with rapid intervention and post-event analysis. Figure 1 shows an overview of
different steps that may be taken to execute mooring integrity management. In this paper several solutions
that fit into this framework will be presented. These are marked with a star in Figure 1. Section 2 presents
more details on direct tension measurements. Section 3 shows a solution on identification of mooring failures
and section 4 provides a solution for improved mooring load assessment. Section 5 highlights the integration
of such activities to improve the mooring integrity assessment.

Figure 1—Different sets of data and approaches that can be used to perform mooring integrity management during operation

Direct Tension Measurements

Mooring line designs aim to keep line tension at acceptable levels. For different mooring system designs
tensions may be limited by either fatigue or ultimate strength considerations. Although very challenging
to execute, direct tension measurement is a method to qualify the accuracy of design procedures to assess
tension in mooring lines. Extreme tensions can be guarded by measuring vessel offset positions to a certain
extend.
One possibility to determine the load in the mooring line is by using electrical strain gauges. Mooring lines
equipped with connectors in the ‘load path’ of the mooring lines, like double pivoting chain stoppers are well
4 OTC-29560-MS

suited to be instrumented with strain gauges. These chain stoppers comprise of hinges which avoids a large
bending moment in the chain stopper. By installing four sensors per chain stopper the contribution of the
bending moments can be eliminated. These strain gauges are typically installed on the chain stoppers in the
workshop of the chain stopper manufacturer. After installation of the strain gauge, they are fully protected
with an epoxy cover to avoid water ingress, see figure below. A major drawback of tension measurements
executed by using strain gauges is that these sensors are not replacable under water in case of failure, but
moreover require an electrical cable between a two objects which have relative motions continuously.

Figure 2—Direct load monitoring in mooring lines with electrical strain gauges

An alternative way of executing tension measurements is by using vibrating wire gauges. Vibrating wire
gauges are used for more than 20 years in the geotechnical industry where they are often embedded in
concrete structures. For a couple of years some of the vendors are providing vibrating wire gauges for subsea
applications in the maritime industry.
A vibrating wire gauge consists of a length of steel wire tensioned between two blocks that are welded
or bolted on the structural steel member, e.g. the chain stopper. Deformation of the structure under load
produces relative movement between the two mounting blocks causing a change in the wire tension and a
corresponding change in its frequency of vibration. The resonant frequency is measured by plucking the
wire using an electromagnetic coil. Temperature effects are automatically compensated for when the gauge
is mounted to the steel as a thermistor is included to allow real thermal induced strain to be distinguished
from load induced strain.
In this section the performance of two vibrating wire gauges will be discussed. One vibrating wire gauge
(VWG 01) is a prototype sensor for subsea applications. The 30 cm sensor is made of titanium and comprises
two mounting blocks bolted on the structural surface with ABS isolation to avoid galvanic corrosion. The
prototype sensor is equipped with a subsea connector to allow for replacement of cable and/or sensor subsea.
The second vibrating wire gauge (VWG 02) addressed in this section has already been used for a few years
in the offshore industry for subsea applications. This sensor is made of stainless steel.
Static load tests, dynamic load tests, temperature tests and longterm underwater load tests have been
specified to qualify the sensors. Static and dynamic load tests were performed in a 25 tons test bench at the
University of Delft (see Figure 3). Temperature tests were performed in a temperature chamber (see Figure
4). For the purpose of these tests the vibrating wire gauges, together with temperature sensors (PT 100),
were mounted on a 175 cm steel strip. The longterm underwater tests are scheduled for mid 2019.
Figure 3 shows the results of the static load tests in which the load was increased from 0 up to 10 tons in
steps of 2 ton. The results show that vibrating gauge VWG 01 and VWG 02 are respectively 3% and 25%
off compared to the calculated value considering the steel strip properties. The difference of 25% for VWG
02 is currently being discussed with the sensor supplier. The figure also shows the results of the dynamic
load tests. It shows that dynamic load variations with a period of 2 seconds can be measured well.
OTC-29560-MS 5

Figure 3—Static load tests of vibrating wire gauges

Figure 4 shows the results of the tests performed in the temperature chamber. The temperature was
increased from 20 to 40 degrees in steps of 10 degrees. It is noted that the temperature expansion coefficient
of VWG1 (13.01 microstrain/°C) is slightly different than for the steel strip (11.5 microstrain/°C). Correction
is therefore needed. The results show that with temperature correction the effect of the temperature is still
20 microstrain per 20 °C (1 microstrain/°C) (blue line). The result show that if a value of 12.07 microstrain/
°C is taken for the sensor temperature coefficient, the temperature effect is gone (black line). Vibrating
wire gauge VWG 02 comprises a steel wire. Correction is therefore not needed. The results show that the
temperature effect of VGW 02 is only 0.2 microstrain/°C.

Figure 4—Temperature tests of vibrating wire gauges

The test results so far have shown that vibrating wire gauges are well suitable to measure the longterm
static and dynamic mooring line tensions.
6 OTC-29560-MS

Mooring integrity management using DGPS

Mooring failure detection using the watch circle approach has already been applied on numerous floaters
[16]. To monitor the position a highly accurate long base dual antenna system with satellite corrections
can be installed on the wheelhouse outside the hazardous area. Antennas are placed on the bridge wings
at portside and starboard side. With accurate readings of both position and heading a sufficiently accurate
position at the turret or fairlead position can be obtained and used for mooring line failure detection, see
Figure 5.

Figure 5—Typical setup of a mooring integrity management system based on GPS

Watch circle approaches are not always suitable for cases where the floater offsets induced by the
environmental conditions are higher than the offset induced by the mooring line breakage. Typically low
displacement floaters equipped with a taut mooring system (e.g. spars and semis in the GoM) are suitable
for a watch circle approach due to the high stiffness of their mooring system and the generally low
environmental loads acting on the floater. Also turret moored FPSOs with a symmetrical mooring pattern
(eg. 6x1 or 8x1) allow for such an approach as a line failure will result in a significant change of the
equilibrium position.
A category of floaters which are at the other end of the spectrum are FPSOs in relatively shallow water in
a harsh environment (e.g. North Sea). These floaters are considerd the most challenging for such mooring
failure detection systems as a result of large environmental loads and the fact that mooring lines are usually
grouped per 3 lines and failure of 1 line only results in a small change in offset which is in the same order
of magnitude as the offset caused by the environmental conditions.
The results of a long term offset analysis of such a floater is shown in Figure 6. The quasi-static analysis
of expected environmental conditions in a 10-year time frame indicate that the offset will exceed the single
mooring leg failure offset in 15% of these conditions. Therefore, the straightforward watch circle approach
will not provide an adequate warning system for this floater, at least not during stormy conditions, and a
more advanced mooring failure detection techniques than the watch circle approach is required in this case.
OTC-29560-MS 7

Figure 6—Offset analysis of FPSO under wind, wave and current loads acting on hull.
The analysis has been executed using quasi-stationary loads on the unit. 15% of the
conditions lead to offsets exceeding the watch circle of a single leg mooring failure.

A logical modification of the watch circle approach is to include information on environmental loads
from wind, waves and current. This requires the use of an extensive environmental monitoring system which
is not often installed. In many cases only wind data is made available onboard while wave and current
monitoring systems are not present. Suitable wave monitoring systems are a mast mounted wave radar or
a directional wave monitoring buoy. Both systems are expensive to procure and maintain. An alternative
way to obtain wave and surface current information is now cast data. An accurate assessment of the current
profile over the depth is more challenging to obtain. This is especially important in case of a large number
of risers/umbilicals and/or deeper water because deepwater currents can cause significant forces on these
structures. An Acoustic Doppler Current Profiler (ADCP) is the most common method to obtain such data.
All methods to acquire environmental data increase the complexity of the warning system and by
malfunctioning of one of these systems, the warning system will no longer be operational. It is the authors'
experience that environmental monitoring systems are challenging to maintain consistently over time. A
mooring integrity warning system using environmental data is therefore not a preferred solution.
The feasibility of mooring integrity assessment through DGPS monitoring has been extensively studied
in the last couple of years. Several kinds of algorithms were investigated and tested for different types of
floaters, including Artificial Neural Network [17]. However, for reliable identification using this model,
input from a DGPS system does generally not suffice and input from an environmental system also has
to be considered. Another solution is to use the mooring system natural period [18]. On floaters with
storage capacity, this requires knowledge of the loading condition, further complicating the monitoring
setup. These models have so far only been tested on numerical simulations and their performance on in-
service measurements is unknown.
The main drawback of using these data-driven models is that they require a vast amount of data points,
which can only be obtained through numerical simulations. These simulations are by definition simplified
while in-service measurements, to which the identification method will be applied, will inhibit more
variation in the signals even aften signal filtering. One solution could be the development of a hybrid model
8 OTC-29560-MS

using both a large number of simulations and a limited amount of in-service measurements. However, it is
expected that for the majority of existing production units more simple procedures should suffice. These
procedures should relate to global system parameters, such as the natural period of the mooring system
and the single leg failure offset, and can be further specified using a limited number of simulations or
measurement equipment verification analysis.
One of initiatives to develop a mooring failure warning system based on these premises is the LifeLine
Joint Industry Project. This project started in 2017 and is currently developing a mooring line failure alarm
system for FPSOs, semis and spars including those units for which a simple watch circle approach does
not suffice. Moreover, due to the various failure mechanisms as mentioned in the introduction, not only the
mooring line with the highest load can break. Therefore, failure of both windward and leeward mooring
line failures must be indentified. Figure 7 shows this software as an integrated part of a monitoring system.

Figure 7—Mooring failure alarm system LifeLine as part of an integral monitoring system. The items marked with a star are
external interfaces which are not part of the core of the system, but may be used for improved interpretation of the analyses.

The three years LifeLine Joint Industry project comprises of three different tasks, (1) methodology
development, (2) software development for onboard use and (3) software verification and validation by in-
service measurements and blind tests, see Figure 7. As part of the first task, methodology development,
mooring line breakage identification algorithms have been developed and are being tested for approximately
10 floaters with different type of mooring systems and installed in West Africa, North Sea, Brazil, Australia,
Gulf of Mexico and Brazil. Models of existing units operated by the JIP participants are used to ensure
that representative cases are being tested. For the development and testing of the algorithms time domain
simulations are performed using aNySIM for a wide variety of environmental and loading conditions with
intact, windward- and leeward mooring line failures.
An alarm system must provide reliable output with very limited false warnings to prevent the crew
from discontinuing its use and ensure that mooring line failures do not go unnoticed. At the same time,
any mooring failure must be correctly identified and reported by the system. Especially challenging is the
handling of offloading events or squalls which can result in a rapid excursion of the floating production
system and may trigger a false alarm. Therefore, a two-stage warning system which incorporates a long-
term equilibrium verification is considered as a potential safeguard to ensure a reliable warning system.
The criteria on which an alarm may be based can be subdivided in two types, event-based alarms and
status-based alarms:

• Event-based alarms: provide a warning based on the behaviour at the moment of the failure, e.g.
a large change in offset
OTC-29560-MS 9

• Status-based alarms: define their criterion on the state of the system, e.g. a different turret heading
after a mooring leg failure.
A combination of both types of alarms improves the reliability of mooring failure alarm systems. For
all floaters analyzed in the project the most promising methods for the event-based alarm and the status-
based alarm are developed. Part of the scope of the project is to define which type of alarm performs best
under which conditions to enable floater specific based deliverables. Moreover, detection of windward and
leeward lines may require different strategies depending on the floater.
The methodology and software will be verified by in-service measurements and blind testing. For this
aim, numerical simulations will be provided by several JIP participants for different floaters in various
conditions. In-service measurements comprise in the end the input of the software and includes all kind
of spurious readings, measurement errors and noise, therefore providing the best platform to test for false
positives. High quality in-service measurements are available in the project for 6 FPSOs located in West
Africa, North Sea, Brazil and Gulf of Mexico. Such DGPS position data varies from 2 years up to 6 years
and includes some mooring line failures, such as the one discussed by [16], see also Figure 8.

Figure 8—FPSO turret offset over time [16]

Indirect mooring force measurements

A schematic overview of the prediction of mooring line forces from a numerical model is presented in Figure
9. Such prediction is necessary to verify the fatigue accumulation and expected lifetime of the mooring
system, but would also allow for a validation of predicted design loads. However, each of the items in Figure
9 is associated with some uncertainty that will influence the accuracy of the final prediction [19].

Figure 9—Typical setup of analysis model to predict mooring system response

The numerical model of the floater itself features uncertainties from several sources. These include
uncertainties in the derivation of wind coefficients from test data, current coefficients and diffraction
results. Since viscous friction and turbulence are not present in diffraction calculations, some additional
hydrodynamic damping is introduced based on either model test or database values. The operating and
10 OTC-29560-MS

environmental conditions introduce further uncertainty into the process, while the model of the mooring
system also contributes.
The majority of the uncertainty in predicting the long-term mooring system response is related to
prediction of the environmental loads and the response of the floater to these loads. Although, the relation
between floater motions and forces in the mooring system is not linear, when a sufficiently detailed high-
fidelity numerical model is used, the prediction of mooring line forces from the floater motion is considered
to be feasible, meaning that if floater motions are recorded, it should be possible to record mooring loads
and then start a prediction for long-term mooring loads.
This methodology for mooring line monitoring has been implemented on Aoka Mizu FPSO. This FPSO
has been installed at the Lancaster field, West of Shetlands early 2019. The FPSO operates in about 150
meters water depth and the site is categorized as very harsh. The mooring system consists of three bundles
with 4 lines each. The mooring lines feature a combination of sheathed wire rope in the water column
connected to a disconnectable turret buoy at the FPSO end and catenary chain, which is connected to an
impact driven achor pile at the seabed. A visual representation of the mooring system is provided in Figure
10.

Figure 10—Visual representation of the mooring system

Following the success of the FPSO hull monitoring programs developed over the last decades, like
Monitas and the predecessor JIPs [20] and the exposed conditions at the Lancaster field, Bluewater
decided to equip the FPSO with an extensive monitoring system, to validate predictions on several design
assumptions made during the design as well and monitor the actual fatigue life of critical components of the
FPSO. One of the systems to be monitored is obviously the mooring system. Inclinometers were installed
on each of the mooring lines at the connection point with the FPSO. Because of the exposed location of
the field, it was decided to install a direct mooring line monitoring system as robust as possible, which
resulted in a system that detects failure of a mooring line or a drastic change in departure angle at the FPSO
connection.
To get more insight in the actual mooring loads, the indirect mooring force measurement option has
been selected. One of the main drivers in the selection of such system is its expected robustness, since all
components are located on the FPSO, fully accessible and therefore maintainable and replaceable if needed.
Another driver is that it allowed for a tie in with other monitoring systems installed on the FPSO related to
OTC-29560-MS 11

the hull and turret structure. As the water depth is not very deep, it is expected that reliable mooring line
tensions can be generated directly from the accurate motion sensors, resulting in valuable data for validation
of the design and recording of fatigue damages of the system, therefore contributing to knowledge on the
integrity of the mooring system.
A detailed design model for this unit, including its mooring system, is available. The mooring system
was designed using a model in aNySIM and validated by model tests. This same model, further detailed out
by as-built information of the mooring components and software, will be used to monitor the mooring line
forces during operations. The original design model features the combined system consisting of floater and
mooring system. However, during in-service measurements, only the model of the mooring system will be
used. The motions of the turret, to which the mooring system is connected, are derived directly from the
measurement system and are subsequently applied to the numerical model as imposed motions.
After executing the numerical analysis of the forces in the mooring lines, the results can be postprocessed.
Statistics of the mooring line forces can be derived as well as results on fatigue accumulation. This includes
both a histogram of mooring line forces as well as a lifetime assessment. The process is set up to have a close
to real-time fatigue assessment and statistics available. This allows for timely identifications of anomalies,
such as indications of mooring failures.
The additional interpretation of these mooring measurements is to be made by experienced engineering
staff which is generally not onboard the unit. Therefore, the onboard analysis program shown in Figure 11
presents the crew with a clear insight in the condition of the monitoring system, while being able to create
reports and data exports that can help engineering staff to make justified decisions on the condition of the
mooring system.

Figure 11—Onboard interface of monitoring system (top) allowing the crew to monitor the
condition of the measurement system and create detailed reports for onshore engineering support.
Typical results from the analysis (bottom) include an overview of the fatigue load on all lines and
histogram of loads on the individual lines. The results shown here are based on simulated data.
12 OTC-29560-MS

Validation of the program is to be executed early 2019 using a different production unit. This unit not
only features DGPS measurements, but also registers mooring line tensions through conventional load cell
measurements. This allows for a comparison of the results obtained using the motion response simulation
and the load cell measurements.
The analysis technology presented here provides an important contribution in the development and
maintenance of a digital twin of a mooring system. By integrating the design model and in-field
measurements, the long-term distribution of forces in the mooring lines can be monitored. A further step
in the development of a digital twin of the mooring system is by including results from inspections such as
thickness measurements. The combined information sets can be used to compare the loads in the mooring
lines with design models and the respective safety factors. This generates a detailed knowledge of the status
of the mooring system, enabling feedbacks to design and supporting the operational decision making.

Discussion
There are different monitoring strategies available to aid in the mooring integrity management as was
shown in Figure 1. Different considerations are applicable for each individual asset, which relate to the
operating environment, age of the unit, complexity of the mooring system, operational phylosophies,
operator preferences etc. Therefore, there will not be a single "one size fits all" solution for all existing
and new assets.
The authors consider monitoring mooring line integrity through direct tension measurements at this
moment as an unsufficiently reliable solution for most applications to cover both line failure detection as
well as mooring system integrity. Battery operated systems are less vulnerable than wired systems, but
only collect a limited amount of data to save battery life and memory storage, therefore potentially missing
valuable information during the operational life. Besides this, ROV intervention is required from time to
time to exchange batteries. Applications of these battery-powered systems is therefore limited to mooring
line failure detection systems at this moment in time.
There are a number of valid reasons to apply direct mooring tension measurements for specific platforms
or lines: (1) to monitor lines which experience high loads; (2) to monitor damaged or heavily corroded lines
before these can be replaced; (3) to validate design models and assumptions. For these aims, continuous
measurements with wired sensors are essential, despite being relatively susceptible to failure. A Vibrating
Wire Gauge has the benefit of being retrofittable and easier to replace in case of sensor failure, while
providing a direct measurement of the line tension.
A mooring line failure must be identified as quickly as possible. Timely identification will allow the
operator to initiate the necessary actions to reduce risk of any other damage to the asset, such as progressive
failure of the mooring system. It is expected that for a lot of units located in challenging environmental
conditions and/or with mooring lines configured in bundles it will not suffice to just determine the offset
using DGPS as it will be difficult to assess what the reason for a shift in offset is. Additional processing tools
analyzing DGPS data can reveal changes in mooring system behavior and as such identify a mooring line
failure. A next step of such a system is to set it up using readily available design data of the asset and perform
dedicated numerical analyses to generate line tensions. Interfacing with additional onboard systems such as
an environmental system and loading computer may help to compare measured and expected values.
By creating an overview of the mooring line tensions from motion measurements a historic overview of
the actual loads in the lines can be obtained and compared to design limits at all instants. The availability
of a mooring line tension histogram over time allows also for more detailed post-processing. For example,
thickness measurements conducted with an ROV can be combined with the histogram to compare stress
levels in the lines and therefore quantify fatigue contribution. By treating the thickness as a more continuous
time-dependent variable rather than a discrete valued parameter, the lifetime assessment can be strongly
improved.
OTC-29560-MS 13

Mooring failures still occur. Operators can benefit by understanding the exact phenomenon which has
lead to the mooring failure. All presented methods can aid in the understanding by providing long-term
records of motions or forces in the mooring lines. Nowadays, detailed environmental data is easily accessible
from multiple sources which can be used to put these observations into perspective. The condition of the
failed mooring line can also be assessed. Together, this information can indicate why the mooring line has
failed.
An important organizational challenge is the transfer of knowledge from the design stage into the
operations and maintenance considerations for the assets. This data can range from specific design
characteristics for defining mooring integrity alarms up to the use of a complete numerical model in
an onboard analysis program. The information and models developed during the design will aid in the
interpretation of measurements in later stage and can be used to quickly identify if design limits have been
exceeded. At the same time, data from in-service data provides an useful feedback to designers, enabling
improvements in future designs. A hull monitoring system setup with the same philosophy has already
proven its value in the offshore industry [20].
The technologies presented in this paper have been developed acknowledging the challenging conditions
in which offshore systems have to operate. The measurement systems do not require instrumentation
inside hazardous zones. Proven, cost-effective technology has been used with replaceable components and
information from design analyses is actively used during the monitoring campaign.
In this paper, reference is made to Bluewater's Aoka Mizu, currently located in the harsh environmental
conditions West of Shetlands. At the initiative of the operator, an extensive monitoring system was installed
and it is expected to significantly contribute to the mooring integrity management. Normal integrity
checks will be performed based on the developed performance standards. However, the DGPS system
in combination with a Motion Reference Unit (MRU), environmental data collection as well as in the
integration with the vessel loading computer will allow for actual mooring line tension measurement and
comparison with predicted values. Detailed analysis of this data by expert engineers at the office will allow
for calibration of numerical models for further applications.
Such data will also be of assistance to the LifeLine JIP, to further develop mooring line failure detection
systems which provide an important benefit for the mooring industry. The operator also expects to install
an aNySIM-onboard version, which will make actual mooring line tensions available to the offshore crew.
This will initially be in a trial phase as the experts in the data evaluation are located onshore and the crew
obviously needs to concentrate on their primary tasks offshore. However aNySIM-onboard has a potential
and there is no doubt that monitoring, recording, evaluation of data and generation of warnings or alarms
as close to the source as possible is best for any monitoring system where integrity issues might jeopardize
the safety of people, environment and the asset.

Conclusions
Mooring integrity analyses of permanently moored offshore structures remains an important research topic
in the offshore industry. Figure 1 present an integrated framework in which different types of monitoring
are combined to ensure reliable and cost-effective input on the condition of the mooring system.
The primary goal of a mooring system is to provide station-keeping ability to a permanently moored
structure. Loss of a mooring leg will lead to increased loads on the remaining mooring legs and risers and
umbilicals. Identification of a mooring failure in the first place is key to reduce these loads again. Recent
classification regulations allow for more innovative mooring integrity warning systems and new solutions
are available to the industry.
Execution of direct tension measurements remains challenging because of the underwater environment.
Two types of Vibrating Wire Gauges have been tested in the laboratory, the results of which are still being
14 OTC-29560-MS

evaluated. The main benefit of this type of sensor is the option to retrofit or replace the sensor on existing
mooring lines.
An alternative to tension monitoring is to measure floater motions and use a high-fidelity numerical solver
to derive the mooring line tensions. A prototype software, based on the time domain program aNySIM, has
been developed and will be installed on Bluewater's Aoka Mizu FPSO which is deployed West of Shetland.

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