Mooring Line Management SNAME 1994 PDF

THE SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS
601 Pavonia Avenue, Jersey City, NJ 07306

Paper presented at 1994 Ship Operations, Management and Economics Symposium
U.S. Merchant Marine Academy, Kings Point, NY, May 12, 1994
Mooring Arrangement Management

by Computer No. 4
John F. Flory, Member
Dr. Alan Ractliffe, Visitor
Tension Technology International, Inc.
ABSTRACT is incumbent upon the berth operator to provide

the additional restraint required.
Good mooring management practices for vessels "Forces in the moorings due to changes in ship
alongside piers are recommended and called for by elevation from either tidal fluctuations or loading
various organizations and regulatory bodies. The Oil or discharging operations must be compensated by
Companies International Marine Forum (OCIMF) proper line tending."
publishes specific mooring guidelines and load calculation
procedures for tankers and gas carriers, including Hand calculation of the various applied and resulting
environmental load data. Until recently it has generally forces using the methods described in OCIMF documents
been impractical to carry out such an analysis on each can be difficult and time-consuming. Even then, the
mooring arrangement, especially considering that the results of such hand calculations are only approximations.
mooring is temporary, mooring line elasticity is non- Computer simulation has in the past been the work of
linear, draft, tide and environment forces vary with time, specialists using complicated programs on main-frame
and the solution of force vectors is indeterminate. computers. Such analyses were time consuming and
Computer programs can now perform the necessary expensive, and thus were only practical and justified in
mooring analyses on personal computers. These pro- the most critical mooring situations.
grams allow the mooring arrangement to be planned in Personal computers are now available in most offices
advance and to be simulated and managed in real time and even on most vessels. Mooring analysis computer
while the vessel is moored, accounting for changes in programs can now be run on these personal computers.
forcing environment, draft and trim, and tides. Thus it is now possible to conduct a complete mooring
analysis for each vessel at each pier under a wide variety
of circumstances. It is even practical to conduct real time
INTRODUCTION analyses while the vessel is at the berth as an aid in
planning and managing the mooring layout.
Prudent practice dictates that the vessel mooring be This paper describes one such mooring line analysis
adequate for the various stages of loading, expected tides computer program, Optimoor, and demonstrates how it
and currents, and potential wind environment. The can be used in a variety of situations. The first cases are
OCIMF Mooring Equipment Guidelines1 state : comparisons with the results of analyses published by
OCIMF and examples of how those situations might be
"The mooring equipment guidelines promulgated
improved upon. The use of high-modulus synthetic fiber
by OCIMF are based firmly on the following
ropes in place of wires is demonstrated. The possible
criteria: "Ships intended for worldwide trading
effects of the double-hull tanker on mooring loads are
shall have outfits able to restrain them alongside
explored. Finally, an example of real-time line tending,
berths in winds of 60 knots from any direction
including the effects of changes in freeboard, tide, and
simultaneously with either:
current, is presented to show how a mooring analysis
3 knots current from ahead or astern, or
computer program can be helpful onboard the vessel.
2 knots current from 10/ off bow or stern
quarter, or
0.75 knots current from the direction of
maximum beam current loading.
"Where the environmental conditions at any
particular berth are likely to exceed the criteria, it
4-1
during cargo handling to ensure that the vessel hull is not
overstressed. Yet even crude hand calculations are rarely
performed to determine whether a vessel can safely moor
at the berth.
The examples in this paper were calculated using the
Optimoor Mooring Analysis Computer Program.2
Optimoor accepts data on the vessel fairlead positions,
mooring line characteristics, and other vessel parameters.
Optimoor also accepts data on the berth mooring point
Figure 1 ! Simple Vessel Mooring positions and fender characteristics. Based on these and
other inputs, Optimoor then calculates the force in each
mooring line for defined wind and current velocities and
directions, tide states and vessel loading conditions.
Several other computer programs can perform similar
MOORING ANALYSIS SIMPLIFIED vessel mooring analyses, including TermSim from
MARIN in Wageningen, the Netherlands, and PCSmart
Figure 1 shows a highly simplified mooring arrange- from Exxon Research and Engineering in Florham Park,
ment comprised of bow, stern, and spring lines. There are NJ.
only 4 mooring lines. but even in this simple example
there are 6 unknowns ! the mooring line forces and the
fender reactions. Only three force and moment OCIMF EXAMPLE CASES
summation equations can be written for this case. Even
these simple equations can't be solved without considering The OCIMF Guidelines and Recommendations for the
the extensions and thus the elasticities of all of the Safe Mooring of Large Ships at Piers and Sea Islands3
mooring lines. Typical mooring arrangements have many (hereafter referred to as OCIMF Guidelines) include
more mooring lines. If fender deflection is considered, several mooring line analysis examples. First we compare
the solution becomes more complicated. If the mooring these data with the results of the Optimoor program.
lines are non-linear, then the solution becomes even more These OCIMF example cases are then used as bases for
complex. demonstrating other situations.
The OCIMF Guidelines provide data for a 250,000
Mooring Analysis Computer Programs dwt tanker in two situations, one with all-wires and the
We will not burden this paper with derivations of the other with mixed wires and synthetic lines. The OCIMF
solutions to such mooring arrangement cases. Guidelines give data for an "ideal berth" and a "non-ideal
Fortunately, computer programs are now available which berth".
can solve the equations for complex mooring The mooring arrangement for the OCIMF tanker at the
arrangements in less time than it takes to talk about it. "ideal berth", as displayed in Optimoor, is shown in
Unfortunately, such programs are not yet widely used. Figure 2. Note that the line numbering convention in the
For new vessel designs, mooring winch capacities and Optimoor analysis is different from that of the OCIMF
arrangements are often copied from other, apparently analysis.
similar designs. In contrast, elaborate computer programs
and sometimes model tests are run to design the hull
shape and select the propeller. Computations are made
Figure 2 ! Example Mooring Arrangement: OCIMF Vessel at "Ideal" Berth

4-2
| Forward Breast Lines | Midship Spring Lines | Aft Breast Lines |
Connection ........ 1-A 2-A 3-B 4-B 5-B 6-C 7-C 8-D 9-D 10-E 11-E 12-E 13-F 14-F
Pull-in (m) .......... 0.34 0.34 0.41 0.41 0.40 .060 .060 0.0 0.0 0.76 0.76 0.72 0.78 0.80
OCIMF Calculation.. 56.7 57.1 39.5 39.9 44.9 13.2 13.2 6.3 6.3 43.5 42.6 57.1 55.2 47.6
Tension (t) ......... 56.7 57.1 39.7 39.9 18.4 18.2 16.5 16.4 44.4 43.1 42.9 58.2 55.2 47.6
% of Strength .... 47% 47% 33% 33% 37% 15% 15% 14% 14% 36% 36% 48% 46% 39%
Case 1 ! OCIMF Comparison Example, All-Wire Mooring, "Ideal" Berth, 60 kt Wind
Pull-in (m) .......... 0.57 0.33 0.57 0.51 0.57 0.18 0.17 0.30 0.31 0.94 0.82 0.91 0.72 0.97
Tension (t) ......... 91.6 7.0 61.1 6.8 70.6 18.9 19.1 11.6 11.7 67.0 5.9 88.0 6.3 72.7
% of Strength .... 76% 5% 51% 4% 58% 16% 16% 10% 10% 55% 4% 73% 4% 68%
Case 2 ! OCIMF Comparison Example, Mixed-Line Mooring, "Ideal" Berth, 60 kt Wind
Pull-in (m) .......... 0.93 0.97 1.25 1.17 1.44 0.16 0.14 0.37 0.39 70.3 49.9 70.3 46.3 45.8
Tension (t) ......... 56.4 54.0 53.1 48.1 88.4 21.1 28.3 5.3 6.4 70.3 49.9 70.3 46.3 45.8
% of Strength .... 47% 45% 44% 40% 73% 17% 17% 4% 5% 58% 41% 58% 39% 38%
Case 3 ! OCIMF Comparison Example, Mixed-Line Mooring, "Non-Ideal" Berth, 60 kt Wind
Appendix C of the OCIMF Guidelines gives example In this mixed-line mooring example, most of the wire
calculations for these situations, produced by a main- breast lines exceed the OCIMF 55% load criteria. Lines
frame computer program at Exxon Research and 1 and 8 exceed 70% of the rated breaking strength. This
Engineering Co. That program converged on a is not an acceptable situation. Again, the agreement
distribution of mooring line forces which achieved between the Optimoor and OCIMF analyses is very good.
balance of the force and moment equations. Case 3 is the OCIMF "non-ideal" berth case, in which
The Optimoor program also automatically converges the forward bow breast and aft stern breast lines are run to
on a mooring solution. To duplicate the OCIMF bollards which are far beyond the ends of the moored
calculations, it is necessary to start with the same line tanker. The exact locations of these bollards could not be
pretensions, and these are not known. Optimoor deduced from the OCIMF Guidelines document, and the
simulates the action of taking in or letting out mooring positions used here are approximate.
line from the winch. These Optimoor comparison In this "non-ideal" berth case, the OCIMF 55% load
examples were prepared by adjusting line lengths to criteria was exceeded in lines 5, 6 and 8. Line 5 was
achieved approximately the same line tensions as in the loaded to over 70% of its rated strength. Again, this is not
OCIMF report. This is the same as finding the an acceptable situation. Agreement is good but not as
pretensions used in the OCIMF analysis by trial and error. good as in the other cases, probably because the exact
The resulting comparisons demonstrate that both coordinates of the mooring points used in the OCIMF
programs calculate the same results when given the same analysis was not known.
input parameters.
Comparison With OCIMF Cases IMPROVING ON THE OCIMF CASES

The OCIMF Guidelines examples include the all-wire
tanker moored at an "ideal berth" and a "non-ideal berth" The Mixed-Line Case
and the mixed-line tanker moored at the "ideal berth". The principal reason that the synthetic lines in Case 2
Only the most severe situation, a 60 kt wind broadside to carry almost no mooring load is that the synthetic ropes
the vessel, will be analyzed here. are much more elastic than the wires.
Case 1 compares the Optimoor solution with the Figure 3 compares typical load-extension curves for
OCIMF Guidelines solution for the all-wire tanker at the wire rope and several different types of synthetic fiber
"ideal berth". For the Optimoor solution, the lengths of rope. These are for broken-in ropes, which have been
the various lines were adjusted by trial and error. Good cycled a few times to a modest load. The extension
agreement is demonstrated, and closer agreement could be properties are given as percent of the length of the
achieved by further trials. None of the line loads exceed broken-in rope at essentially no tension. Steel wire rope
the OCIMF 55% load criteria. extends about 1% at 50% of its new break strength.
Case 2 compares the solutions for the mixed mooring Broken-in polypropylene and polyester ropes typically
line case. Here lines 2, 4, 7 and 9 are polypropylene. The extend about 6% at 50% of break strength. Nylon rope
characteristics of the polypropylene rope used in the typically extends 12% to 15%, depending on other
OCIMF analysis are not known. A 130 mm broken-in variables, at 50% strength.
polypropylene rope was assumed.
4-3
mixed mooring lines and how the situations can be
improved through analysis. However if the fiber ropes are
not mounted on winches, it would be virtually impossible
to achieve these desired pretensions.
It is not good practice to indiscriminately use
conventional low-modulus fiber ropes alongside wires.
The OCIMF example demonstrates this. Yet this is often
done. If a vessel has a limited number of winch-mounted
mooring wires and the berth requires additional lines,
synthetic lines are placed on the ship's bitts. These extra
synthetic lines have practically no value and may give a
false sense of security.
Unless the low-modulus fiber lines are winch-
mounted, it is virtually impossible to achieve the high
preloads which should be applied when synthetics are
used with wire mooring lines. Thus the extra, bitt-
Figure 3 ! Line Load-Extension Curves mounted synthetic lines are largely ineffective. They only
contribute substantially to holding the vessel at the pier
when the wires are very close to breaking or after the
The Case 2 mixed mooring line comparison was wires have broken, and then it is too late!
developed by adjusting line tensions until the loads
approximately matched the OCIMF solution with an Better Ways of Employing Synthetics With Wires
applied 60 kt wind. When that wind was then removed, In the OCIMF mixed mooring example, the synthetic
the corresponding pretensions in the wires ranged from 11 lines are parallel with the wires, such that the stiffer wires
to 19 t. The synthetic lines were not pretensioned. We carried almost all of the mooring load. It is better to
don't know how the Exxon computer program arrived at employ the synthetic lines by themselves, usually as
this particular solution. spring lines. Here they can effectively contribute to
A better distribution of mooring line tensions can be mooring restraint and even provide the extra "springiness"
achieved by applying 15 t pretension to all lines, which is sometimes desired.
including the synthetics, before applying the 60 kt wind. The spring lines are arranged substantially parallel to
That case are shown in Case 4. The highest line loads, 1- the side of the vessel, as shown in Figure 1. They restrain
A and 10-F, have been reduced by about 20%. However the vessel against surge. The breast lines, which extend
two of the wires are still tensioned to 63% and 64% of substantially perpendicular to the vessel side, restrain it
break strength. against sway and yaw.
An even better distribution can be achieved by In the OCIMF example cases, shown in Figure 2,
pretensioning the synthetic lines to 20% and the wires to connections 1 through 5 are forward breast lines, and
only 5%. Case 5 gives the results of that change. Two connections 10 through 14 are aft breast lines.
wires are tensioned to 56% of break strength, still Connections 6 through 9 are spring lines.
marginally above the OCIMF criteria. This is a To improve the mooring situation, the polypropylene
substantial improvement over Case 2. ropes are shifted to the spring line positions in Case 6.
These examples demonstrate the potential problems of Here the wires were pretensioned only to 5 t. Note that
Mooring line ....... wire synth. wire synth. wire wire wire wire wire wire synth. wire synth. wire
Pull-in (m) .......... 0.48 1.43 0.59 2.05 0.56 0.34 .034 .040 0.40 1.17 2.47 1.12 2.34 1.23
Tension (t) ......... 76.3 26.6 55.6 22.4 62.1 24.1 24.1 17.8 17.8 61.0 23.3 77.9 24.9 64.7
% of Strength .... 63% 19% 46% 16% 51% 20% 20% 15% 15% 50% 17% 64% 18% 54%
Case 4 ! Improved Mixed-Mooring, all lines pretensioned to 15 t (compare with Case 2)
Mooring Line....... wire synth. wire synth. wire wire wire wire wire wire synth. wire synth. wire
Pull-in (m) .......... 0.38 2.05 0.44 3.01 0.44 0.21 0.21 0.28 0.28 1.04 3.30 1.01 3.09 1.11
Tension (t) ......... 67.1 41.2 46.3 36.5 53.3 17.0 17.2 10.6 10.5 51.8 37.2 67.9 39.4 56.0
% of Strength .... 56% 30% 38% 26% 44% 14% 14% 09% 09% 43% 27% 56% 28% 46%
Case 5 ! Improved Mixed-Line Mooring, wires pretensioned to 5 t, synthetics pretensioned to 20 t.
Mooring Line ...... wire wire wire wire wire synth. synth. synth. synth. wire wire wire wire wire
Pull-in (m) .......... 0.70 0.70 0.73 0.74 0.66 2.60 1.99 2.91 2.95 0.88 0.90 0.72 0.59 0.66
Tension (t) ......... 56.7 45.9 46.8 46.7 47.3 25.6 19.5 20.7 20.8 45.7 45.9 45.9 45.6 56.7
% of Strength .... 47% 47% 48% 48% 48% 18% 14% 15% 15% 47% 47% 47% 47% 47%
Case 6! Improved Mixed-Line Mooring, synthetics used as spring lines only
4-4
Pull-in (m)
Mooring line..........
....... 0.31
wire 0.34
H.M. 0.51
wire 0.51
H.M. 0.44
wire 0.36
wire 0.36
wire 0.45
wire 0.45
wire 1.03
wire 0.97
H.M. 0.92
wire 0.87
H.M. 0.91wire
Tension (t) ..........
Pull-in (m) ......... 58.5
0.41 50.1
0.55 49.4
0.51 47.1
0.73 67.5
0.49 32.2
0.32 32.5
0.32 18.9
0.37 18.8
0.37 50.2
0.97 48.7
1.17 58.4
0.92 50.5
1.17 48.8
1.02
Tension (t) .........
% of Strength .... 59.5
48% 50.1
41% 43.9
41% 36.3
39% 56% 19.7
48.9 27% 27%
19.9 16%
13.6 16%
13.4 42%
47.5 40%
38.4 48%
60.5 42%
44.8 40%
50.9
% of Strength .... 61% 37% 45% 27% 50% 20% 20% 14% 14% 47% 28% 62% 33% 52%
Case 10 ! Improved "Non-Ideal" Berth, 20 t pretension, only one fender in contact with hull.
Case 7! Mixed-Mooring
| with High-Modulus
Forward Breast Lines Synthetic
| Fiber Lines
Midship Spring Lines | Aft Breast Lines |
Connection ........ | 1-A Forward
2-A Breast
3-B Lines4-B 5-C
| 6-D Spring
Midship 7-D Lines8-E | 9-E Aft 10-F
Breast11-G
Lines 12-G | 13-H 14-H
Pull-in (m) ..........
Connection ........ 0.39
1-A 0.42
2-A 0.63
3-B 0.64
4-B 0.55
5-B 0.45
6-C 0.45
7-C 0.56
8-D 0.56
9-D 1.28
10-E 1.2111-E 1.14
12-E 10.813-F 1.1314-F
Tension (t)
Mooring .........
Line....... 69.8
H.M. 59.9
H.M.. 59.2
wire 56.4
wire. 80.7
wire 40.1
wire 40.1
wire 22.3
wire 22.3
wire 56.7
wire 56.7
wire. 66.5
wire 57.8
H.M. 55.8
H.M.
% of Strength
Pull-in ....
(m) .......... 58% 0.62
0.64 50% 49%
0.46 47%
0.50 67% 0.23
0.45 33% 33%
0.22 18%
0.28 18%
0.28 47%
0.88 46.4
0.91 55%
0.84 48%
1.21 46%
1.25
Tension (t) ......... 50.7 51.0 46.7 40.0 52.6 17.7 17.9 12.0 11.9 50.0 41.4 64.6 46.0 43.1
Case 11! Double-Hull Tanker, no extra lines, 20 t pretension, only one fender in contact with hull.
% of Strength .... 37% 37% 39% 41% 43% 15% 15% 10% 10% 50% 41.4 53% 34% 32%
| Forward Breast Lines | Midship Spring Lines |
Case 8!
Connection ........Mixed-Mooring
1-A with
2-A High-Modulus
3-B 4-B Synthetic
4'-C and Stern
5-C Lines,
6-D wires
7-D pretensioned
8-E 9-E to 10 t, H.M. synthetics to 15 t
Pull-in (m) .......... 0.34
| 0.37 Breast
Forward 0.55 Lines
0.55 0.52
| 0.63 Spring
Midship 0.37 Lines
0.37 | 0.47 Aft 0.47
Breast Lines |
Tension (t) .........
Connection ........ 56.0
1-A 48.3
2-A 47.4
3-B 45.3
4-B 59.8
5-B 63.5
6-C 30.9
7-C 31.1
8-D 19.5
9-D 19.4
10-E 11-E 12-E 13-F 14-F
% of Strength
Mooring ....
Line ...... 46%
wire 40%
wire 39%
wire 37%
wire 49%
wire 53%
H.M. 26% H.M. 26% H.M. 16%H.M. 16%wire wire wire wire wire
Pull-in (m) .......... 0.68 0.67 0.90 0.89 0.83 0.71 0.70 | 0.74 Aft Breast
0.75 1.43Lines1.44 1.31 | 1.44 1.49
Connection
Tension ........
(t) ......... 56.0 56.4 41.7 42.2 46.4 21.4 21.6 10-F
15.5 11'-F
15.5 11-G 44.8
45.5 12-G 58.3
H-F 14-H 49.2
52.6
Pull-in
% (m) ..........
of Strength .... 41% 41% 31% 31% 34% 16% 16% 1.15
11% 1.16
11% 1.08
33% 1.03
33% 1.97
43% 1.02 38% 36%
Tension (t) ......... 48.7 48.2 46.9 56.0 45.3 46.7
Case 9!
% of Strength .... All High-Modulus Synthetic Fiber Mooring Lines 40% 40% 39% 46% 40% 39%
Case 12 ! Double Hull Tanker, extra line fore and aft, two fenders in contact with hull.
the highest loaded wires only experienced 48% of their tensions of 41% or less of break strength.
break strength. What if the high-modulus fiber ropes are used on all
mooring lines? Case 9 shows this situation. The highest
line load is 43% of break strength. Here the highest
THE EFFECTS OF NEW TECHNOLOGIES loaded line is only at 43% of its break strength.
Comparison with the OCIMF all-wire Case 1, in which
Use of High-Modulus Synthetic Mooring Lines the highest line load was 48%, should be made with
During the past decade, a new class of high- caution however, because in that example case the
performance fiber ropes has become available.4 The fiber pretensions were apparently not well chosen.
materials used in these ropes have much higher strengths
and also much higher elastic moduli than do the Improving Non-Ideal Mooring Case
conventional rope-making fibers, nylon, polyester, and It is commonly recommended that a vessel be moored
polypropylene. Thus they are generally referred to as within its length. This is another way of emphasizing that
high-modulus synthetic fiber ropes. breast lines should extend essentially perpendicular to the
Examples of such materials are aramid (duPont vessel side and spring lines instead of breast lines should
"Kevlar" and Akzo "Twaron") and high-modulus be used to restrain surge.
polyethylene (HMPE) (Allied "Spectra" and DSM At the OCIMF "non-ideal berth", Case 3 above, the
"Dyneema"). The high-performance ropes made of these forward and aft breast lines extend at angles of about 60
new materials are now being adopted as ship-board degrees with relation to the vessel side. Case 10
mooring lines. illustrates how that case might be improved. All lines are
These high-modulus fiber ropes are almost as strong pretensioned to 20 t before application of the 60 kt
as wire ropes of the same size and are also almost as stiff. broadside wind. Only one line, 5-B, exceeds the 55%
As shown in Figure 3, at 50% of break strength wire rope OCIMF recommended limit.
extends about 1% and broken-in high-modulus fiber rope
extends about 2%. What if high-modulus Double-Hull Tankers Need Extra Mooring Lines
fiber lines had been used instead of polypropylene lines in Double-hull tankers are now required for all new-
the OCIMF example? This is demonstrated in Case 7. buildings by OPA '90. For a given cargo-carrying
All lines were pretensioned to 15 t before application of capacity, a double-hull tanker will have greater hull
the 60 kt wind. The highest loaded wires experienced volume and thus more area exposed to wind than will a
62% of break load. This is about 20% less than the conventional tanker. The cargo capacity of a tanker is
highest load experienced in the OCIMF mixed-line roughly indicated by the dead-weight tonnage, which is
example, Case 3. However, it still exceeds the OCIMF the water displacement of all cargo and consumable
55% criteria. stores, including fuel, lubricants, and fresh water.
In Case 8 the four high-modulus synthetic fiber lines A typical double-hull tanker may have an 8% greater
are grouped in pairs as bow and stern breast lines. Also, molded depth than a conventional tanker of the same
the wires are only pretensioned to 10 t, while the high- capacity and yet have the same length and beam. That
modulus fiber lines are pretensioned to 15 t. These double-hull tanker will have about the same draft at any
changes substantially improve the mooring situation. state of loading, and thus its freeboard will be much
Now the highest loaded line is a wire which is loaded to greater. This means that wind forces on such a double-
53% of break strength. All other lines experience hull tanker will be proportionally greater.
4-5
Figure 4 - Tide, Current, and Vessel Draft for Mooring Tending Example
The following examples demonstrate the problem of In this exercise, the OCIMF "all-wire" tanker is
providing adequate mooring lines for such a double-hull moored at the OCIMF "ideal berth". The tides and
vessel. These examples were developed from Cases 3 and currents are for a hypothetical site at Port Elizabeth New
10, those of the OCIMF all-wire 250,000 dwt tanker Jersey. These are actual tide and current data for
moored at a "non-ideal berth". To simulate the double- September 16, 1993. Data for a reference site, in this case
hull tanker, the molded depth of that OCIMF hull was Sandy Hook for tides and the Narrows for current, are
increased by 8% to 26 m. entered in Optimoor, together with data to extrapolate that
As in all of the preceding cases, the tanker draft is data to the terminal site. Optimoor then interpolates
6.1 m, and its trim is 5 m by the stern. However, because between high and low tides, and calculates the
of the 8% increase in hull depth, the freeboard at midship corresponding tides and current for the pier site.
is now 19.9 m instead of 17.9 m.
Case 11 shows the increase in mooring line loads Real-Time Line Tending Scenario
caused by that extra freeboard. Here the pretension had The analysis starts at 0200 hrs, at low tide. The vessel
to be increased to 20 t to hold the vessel against even one begins with a loaded draft of 14.1 m and no trim. The
fender. Three lines exceed the OCIMF criteria. One line cargo transfer operation is intended to take 21 hours, the
reached 67% of its break load. The load in each of the final draft is intended to be 6.1 m, and the final trim is
forward breast lines increased by over 19%, and the load intended to be 2 m by the stern.
in each of the aft breast lines increased by over 14%. Figure 4 shows the tide and current during this time,
In Case 12 two additional mooring lines have been together with the anticipated vessel draft. High tide
provided. These lines are designated 4' and 11' and are occurs at 0751 and again at 2012 hrs. The maximum tide
essentially clones of lines 4 and 11. They are run to berth range is 2.21 m.
mooring points C and F respectively. Again, all lines The maximum current is 2.8 kt at 180/at 0629 and
were pretensioned to 20 t. Now none of the lines are again at 1851 hrs. Note that a lesser opposed current
overloaded. The highest line load is 53% of the break occurs at an angle of 8/off the vessel centerline, and this
strength. angle tends to lift the vessel off of the berth. A constant
These examples indicate the need to conduct mooring 40 kt wind. perpendicular to and tending to push the
line analyses on double-hull tankers. If hull volume is vessel off the berth, is applied throughout this analysis.
increased without providing additional mooring winches, The mooring line conditions at 0200 hrs are shown in
then line overload will probably result. Case 13. Initially all lines are tensioned to approximately
2 tons. This condition is automatically achieved by
ACTIVE MOORING LINE MANAGEMENT Optimoor with a single key stroke.
At 0700 hrs the loads in the two forward spring lines
The preceding cases have all been "office exceed 40% of line strength. Note from Figure 4 that this
management analyses", showing how a computer program is a time of high tide combined with a relatively high
can be used to improve pier and ship mooring line layouts current. However, tide and current will soon decrease, and
and also to better plan a mooring arrangement in advance thus drastic line tending is not called for at this time. The
of the mooring. The following shows how such a heavily loaded spring lines are let out. At the same time,
program can be used as a crew training tool and even as breast lines 3, 4 and 5 are let out.
a "real-time simulator" to help determine when and how Case 14 shows the situation after these lines were
mooring lines should be tended and thus to improve crew tended at 0700 hrs. No further line tending was required
efficiency and to enhance overall safety. until 1700 hrs, even though the vessel freeboard increased
4-6
by over 4 m. The change in freeboard was compensated time and duration of discharge (or loading), the intended
for by falling tide during much of this period. mooring arrangement, and tides and currents. The case
The situation before line tending at 1700 hrs is shown can be set up and exercised to make a preliminary plan.
in Case 15. Breast lines, 5, 6 and 8, are loaded beyond Various alternative mooring arrangements can also be
40% of break strength. All spring lines and several other examined.
breast lines are also loaded to nearly 40%. C a s e 1 6 The case can then be recalled after the vessel is
shows the tending action which was simulated at this moored. Actual wind velocity (with an appropriate
time. Tending was done by trial and error, letting out margin of safety) can be input and changed as necessary.
lines until all or most lines were tensioned no higher than Changes can also be made in the rate of discharge or
20%, and then running the case forward to see which lines loading as necessary.
would next be highly loaded. Even though the forward The mooring analysis can be run essentially in real
breast lines, 1 and 2, were not highly loaded at 1700 hrs, time. It can predict which lines will become highly
it was found that if they were let out by 1.2 m, then no loaded (or slack) and the approximate time. It can give
further tending would be necessary until the passage of guidance as to how much line to let out (or take up). The
the next high tide and the completion of discharge. effects of these actions can also be projected forward in
time to see which lines will next be highly loaded (or
Case 17 shows the situation at 2300 hrs. Here several slack). This may enable additional line tending to be
lines are approaching 40% load. However, the water level carried out at the same time, thus reducing the need for
is falling and cargo discharge is completed. Therefore no future line tending.
further line tending is required. Of course, Optimoor or any such computer program is
no substitute for diligence and frequent inspection of the
actual mooring lines.
Advantages of Active Mooring Analysis
When a mooring analysis computer program such as
Optimoor is used in this manner, line tending can be more
effective and efficient.
By planning the line tending at 1700 hrs, it was not
necessary to again tend lines until completion of discharge
and change of tide. Had the lines been tended in some
other manner, it probably would have been necessary to
tend the lines once or several more times over that four
hour period.
Line tending can be planned in advance, knowing the
Pull-in (m) .......... 0.10 0.12 0.07 0.08 0.08 0.06 0.06 0.16 0.16 0.17 0.17 0.17 0.12 0.13
Tension (t) ......... 7.4 9.9 2.5 3.0 3.5 2.8 2.9 9.8 9.7 10.5 10.5 14.7 7.5 7.3
% of Strength .... 6% 8% 2% 2% 3% 2% 2% 8% 8% 9% 9% 12% 6% 6%
Case 13! Line Tending Example, Starting Position, 0200 hrs, draft = 14.1 m, tide = -0.19m (low tide).
Pull-in (m) .......... 0.10 0.12 -0.07 -0.19 -0.28 -0.64 -0.63 0.16 0.16 0.17 0.17 0.17 0.12 0.12
Tension (t) ......... 22.6 12.1 29.0 24.8 24.3 29.1 30.6 2.2 1.3 30.1 26.5 28.4 28.8 20.6
% of Strength .... 19% 10% 24% 20% 20% 24% 25% 2% 1% 25% 22.4 23% 24% 17%
Case 14! Line Tending Example, after tending at 0700 hrs, draft = 12.2, tide = 1.9 m rising, current = 2.7 kt.
Pull-in (m) .......... 0.10 0.12 -0.07 -0.19 -0.28 -0.64 -0.63 0.16 0.16 0.17 0.17 0.17 0.12 0.12
Tension (t) ......... 33.1 29.3 39.9 43.1 50.1 44.9 47.2 38.7 36.7 50.1 44.7 51.8 26.2 14.9
% of Strength .... 27% 24% 33% 36% 41% 37% 39% 32% 30% 41% 37% 43% 22% 12%
Case 15 ! Line Tending Example, before tending at 1700 hrs, draft = 8.4 m, tide = 0.7 m rising, current =1.7 kt.
Pull-in (m) .......... -0.93 -0.75 -1.33 -1.56 -1.70 -1.68 -1.66 -0.15 -0.16 -0.92 -0.82 -0.87 -0.75 -0.70
Tension (t) ......... 22.0 25.0 21.3 15.3 12.4 12.1 14.9 8.1 6.0 20.6 23.6 12.6 26.9 18.8
% of Strength .... 18% 21% 18% 13% 10% 10% 12% 7% 5% 17% 20.4 10% 22% 16%
Case 16! Line Tending Example, after tending at 1700 hrs, note differences in Pull-in compared with Case 15.
Pull-in (m) .......... -0.93 -0.75 -1.33 -1.56 -1.70 -1.68 -1.66 -0.15 -0.16 -0.92 -0.82 -0.87 -0.75 -0.70
Tension (t) ......... 32.0 39.1 37.3 39.3 44.8 41.1 44.9 43.2 39.9 44.9 45.3 39.2 28.7 15.6
% of Strength .... 26% 32% 31% 32% 37% 34% 37% 36% 33% 37% 37% 32% 24% 13%
Case 17 ! Line Tending Example, completion of discharge, 2300 hrs, draft = 6.1 m, tide = 1.13 falling.
4-7
CONCLUSIONS
Mooring analysis can reduce accidents by identifying

unsafe situations and can improve the efficiency of other _______________________
situations. References
Using conventional fiber ropes together with wires is 1. Oil Companies International Marine Forum,
usually not effective, but when properly utilized, these Mooring Equipment Guidelines, Witherby and Co.,
fiber ropes can contribute to the mooring. The new high- Ltd., London, 1992.
modulus fiber ropes can be particularly effective when 2. Flory, J.F. and A. Ractliffe, Optimoor Mooring
properly deployed in mixed-mooring situations. Analysis Computer Program Users Guide, Tension
Double-hull vessels have higher freeboards, which can Technology International, Morristown, NJ and
significantly increase mooring loads. Thus extra mooring Eastbourne, U.K., 1993.
lines will probably be necessary on these vessels, and 3. Oil Companies International Marine Forum,
good mooring management will be even more important. Guidelines and Recommendations for the Safe Mooring
The mooring of a vessel at a berth in a particular of Large Ships at Piers and Sea Islands, Witherby &
combination of vessel states of loading, tide, current, and Co. Ltd., London, 1978.
wind can now be simulated in advance. A "worse case" 4. Flory, J.F., H.A. McKenna and M.R. Parsey, "Fiber
superposition of the most unfavorable draft, tide, and Ropes for Ocean Engineering in the 21st Century", pp
current may present an impossible mooring situation, but 934-947, Proceedings of Civil Engineering in the
when the timing of these events is properly modeled, the Oceans V, ASCE, New York, Nov. 1992.
mooring may be practical and safe. Such analysis can
also increase the effectiveness and yet decrease the
frequency of line tending.
4-8

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THE SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS

601 Pavonia Avenue, Jersey City, NJ 07306

Mooring Arrangement Management

ABSTRACT is incumbent upon the berth operator to provide

Figure 2 ! Example Mooring Arrangement: OCIMF Vessel at "Ideal" Berth

Comparison With OCIMF Cases IMPROVING ON THE OCIMF CASES

Mooring analysis can reduce accidents by identifying

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