MIKE

MIKE 21 Maritime
MIKE 21 Mooring Analysis
User Guide
MIKE 2017
2 MIKE 21 Mooring Analysis - © DHI
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3
CONTENTS
1 About this User Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

1.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.2 Assumed User Background . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.3 General Editor Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.3.1 Navigation tree . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.3.2 Editor window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.3.3 Validation window . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.4 Online Help . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.1 Short Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
3 Vessel Response Simulations . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.1 About Vessel Response Simulations . . . . . . . . . . . . . . . . . . . . . . . 13
3.2 Vessel Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3.3 Mooring Configurations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.4 Recommended Ship Motion Criteria . . . . . . . . . . . . . . . . . . . . . . . 20
3.5 MIKE 21 MA Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4 Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
4.1 Simple Wave Forcing on a Vessel . . . . . . . . . . . . . . . . . . . . . . . . 23
4.1.1 Purpose of the example . . . . . . . . . . . . . . . . . . . . . . . . 23
4.1.2 Applying Frequency Response Calculator . . . . . . . . . . . . . . . 24
4.1.3 Setting up MIKE 21 MA for convergence mode . . . . . . . . . . . . 25
4.1.4 Setting up MIKE 21 MA for final mode . . . . . . . . . . . . . . . . . 28
4.1.5 Inspect and present results . . . . . . . . . . . . . . . . . . . . . . . 29
5 Reference guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
5.1 Domain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
5.2 Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
5.3 Simulation mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
5.3.1 Convergence mode . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
5.3.2 Final computation mode . . . . . . . . . . . . . . . . . . . . . . . . 35
5.4 Material Profiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
5.4.1 Line profiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
5.4.2 Fender profiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
5.4.3 Chain profiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
5.5 Vessels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
5.5.1 Vessel data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
5.6 Port data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
5
5.6.1 Port data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
5.6.2 Port view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
5.7 Mooring setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
5.7.1 Vessel position and mooring lines . . . . . . . . . . . . . . . . . . . 44
5.7.2 Mooring line data . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
5.8 Environmental conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
5.8.1 Physical parameters . . . . . . . . . . . . . . . . . . . . . . . . . . 47
5.8.2 Drift forces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
5.8.3 Waves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
5.8.4 Current . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
5.8.5 Wind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
5.9 Convergence Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
5.10 Vessel displacements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
5.11 Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
5.12 Convergence output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
5.12.1 Global files . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
5.12.2 Vessel specific files . . . . . . . . . . . . . . . . . . . . . . . . . . 56
5.13 Final output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
5.13.1 Global files . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
5.13.2 Vessel specific files . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
6.1 Further reading on MIKE 21 MA and its predecessors . . . . . . . . . . . . . 61
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63

Purpose
1 About this User Guide
1.1 Purpose
The main purpose of this User Guide is to get you started in the use of the
MIKE 21 Mooring Analysis modelling system, for analysis of moored vessels
(or a floating body in general) subject to wave, current and wind forcings,
whether located in ports, coastal or offshore areas. The effect of breakwaters
and other port structures on the wave field is included in the model
The MIKE 21 MA modelling system consists of 2 applications in the MIKE 21

Product Group, which supplements each other in a full workflow.
1. Frequency Response Calculator (FRC)

2. MIKE 21 MA
This guide will explain how to operate MIKE 21 MA, which is the final applica-
tion to consider in a mooring analysis workflow.
This User Guide is complemented by the Online Help.
The MIKE 21 MA modelling system, is a further commercialisation and devel-

opment of the previously released DHI model called DVRS (Dynamic Vessel
Response Simulator) as well as the DHI internal tool known as WAMSIM /1/.
Therefore reference papers and past studies refer as well to the MIKE 21 MA
modelling system as such.
1.2 Assumed User Background

Although the MIKE 21 MA suite of applications have been designed carefully
with emphasis on a logical and user-friendly interface, and although the User
Guide and Online Help contains modelling procedures and a large amount of
reference material, common sense is always needed in any practical applica-
tion.
In this case, "common sense" means a background in hydrodynamics and

flow-structure interaction, which is sufficient for you to be able to check
whether the results are reasonable or not. This User Guide is not intended as
a substitute for a basic knowledge of the area in which you are working:
Mathematical modelling of flow-structure interaction.
It is assumed that you are familiar with the basic elements of MIKE Zero: File
types and file editors, the Plot Composer, the MIKE Zero Toolbox, the Data
Viewer and the Mesh Generator. An introduction to these can be found in the
documentation.
7
About this User Guide
1.3 General Editor Layout

The MIKE 21 MA setup editor consists of three separate panes.
1.3.1 Navigation tree
To the left is a navigation tree, that shows the structure of the model setup
file, and is used to navigate through the separate sections of the file. By
selecting an item in this tree, the corresponding editor is shown in the central
pane of the setup editor.
1.3.2 Editor window
The editor for the selected section is shown in the central pane. The content
of this editor is specific for the selected section, and might contain several
property pages.
The MIKE 21 MA editor windows offer the user an overall tool where:
 Several graphical features are available, to visualize the physical sys-

tem.
 A range of material profiles for mooring line types and fender types can
be provided.
 Each vessel can be set up with all relevant Vessel-fixed attributes
(winches, fairleads).
 All relevant Port-fixed attributes can be set up (bollards, fairleads).
 The full vessel system including spatial mooring lines can be set up on
basis of interactive features, thus connecting the vessel and the port.
 All desired environmental conditions (wave, wind, current) can be
included.
This grants the user an easy-to-use graphically based environment, and the
possibility for a full quantitative analysis of vessel/floating body motions.
Further options may be available in the context menu depending on the sec-
tion being edited.
1.3.3 Validation window
The bottom pane of the editor shows possible validation errors, and is
dynamically updated to reflect the current status of the setup specifications.
By double-clicking on an error in this window, the editor in which this error
occurs will be selected.

Online Help
1.4 Online Help

To access the help associated with a specific dialog page, press the F1-key
on the keyboard after opening the editor and activating the specific property
page.
9
About this User Guide

Short Description
2 Introduction
MIKE 21 MA is an independent software application, which serves the overall
purpose:
Set up a spatial system of a vessel in a port, and ultimately solve the

equations of motion for a vessel/floating body exposed to environmental
forcings and mooring lines and fenders in the time-domain.
The basis for a MIKE 21 MA simulation, is always the output (.vre) file gener-
ated by the associated application Frequency Response Calculator (FRC).
The (.vre) file contains the bundled set of various data relevant for a vessel
submerged to a certain draft (geometric and frequency response data etc.),
all of which is necessary for MIKE 21 MA as input.
MIKE 21 MA will thus always be part of a "double team" together with the
FRC application.
2.1 Short Description

MIKE 21 MA offers a graphical environment, where the user on basis of:
 A (.dfs2) domain file

 A (.vre) file generated with FRC (representing geometric and response
data properties of a vessel)
 A spatial set up of a vessel in a port, which can include mooring lines,
fenders and chains
 Wave forcing data
 Wind forcing data
 Current forcing data
can launch a simulation, which leads to a series of dynamic instantaneous

results in a time series format (.dfs0) for a specific spatial and environmen-
tally forced set up. The output may contain:
 Vessel motion in all six degrees of freedom of the vessels/floating body’s

centre of gravity.
 Forces on mooring lines, fenders and chains
 Mooring forces on the vessel/floating body
 Local water elevation adjacent to the vessel
 Diffraction forces on the vessel
 External forces on the vessel (wind, current and drift forces)
11
Introduction

About Vessel Response Simulations
3 Vessel Response Simulations
3.1 About Vessel Response Simulations

Movements of moored ships can be caused by various external forces such
as winds, waves, currents and passing ships. Ship motions occur in six
degrees of freedom, namely 3 displacements (surge, sway and heave) and
three rotations (roll, pitch and yaw). These are shown in Figure 3.1.
Figure 3.1 Ship motions in six degrees of freedom: displacements (surge, sway,
heave) and rotations (roll, pitch, yaw)
When ship motions exceed certain criteria, safe working limits and safe moor-
ing limits will eventually be exceeded.Ultimately, damage to the ship and port
installations may occur.
Preventing dangerous conditions at vessel berths (and terminals) and mini-

mising costly downtime requires a detailed description of vessel responses in
often complex and energetic environmental conditions. Numerical modelling
is a cost effective method of simulating complex wave processes and associ-
ated wave forces on moored vessels and ultimately, calculating ship motions
of moored vessels at berths and terminals.
Additionally, several mooring configurations can be rapidly tested under a

wide range of environmental conditions, ideal for preliminary optimisation of
mooring configurations.
This guide provides a brief overview of mooring principles with an introduc-

tion to different types of moored vessels likely to be encountered in MIKE 21
13
Vessel Response Simulations
MA projects, fundamentals of mooring systems and recommended ship

motion criteria for safe working conditions on moored vessels.
3.2 Vessel Types

Various types of vessel and berth configurations may be modelled in MIKE 21
MA. For familiarisation, a brief overview of the common vessel types and
characteristics is presented below. The information presented in this section
(unless otherwise specified) is derived from /2/.
Fishing vessels
Fishing vessels range from small ships of 10-100 GRT (Gross Register Ton-
nage) up to large trawlers, liners and net boats of 3,000 GRT. These vessels
are mainly moored in their home ports. Fishing vessels are typically moored
with polypropylene lines against truck tire fenders or rubber fenders. Cranes,
elevators and suction pumps are used for unloading.
Figure 3.2 Fishing vessel

(image source: United States Coast Guard, www.uscg.mil)
Coasters and freighters

Coasters and freighters are ships of less than 10,000 DWT (Deadweight Ton-
nage) sailing on short sea and domestic routes. These vessels are generally
moored with polypropylene lines against rubber fenders. Cargo can be han-
dled by quay cranes or ship's own gear.

Vessel Types
Figure 3.3 Freighter (image source: Damen Shipyard, www.damen.com)
Ferries and Ro-Ro vessels

Ferries and Ro-Ro vessels are characterised by loading and unloading oper-
ations taking place horizontally via ramps and walkways. Ramps may be
shore ramps, bridge ramps (including link span) and ship ramps. The main
function of the mooring arrangements for these ships is to reduce the hori-
zontal ship motions as much as possible, in particular at the position of the
ramps and walkways. This can sometimes be achieved by tensioning the
mooring lines. Ro-Ro vessels have a high windage area and, as a result are
highly sensitive to strong winds.
Figure 3.4 Ro-Ro vessel (image source: Fleetmon, www.Fleetmon.com)
General cargo vessels

General cargo vessels range typically from 5,000 to 10,000 DWT and may
carry a wide variety of cargo. Ships are most often moored with polypropyl-
ene lines, while large vessels are equipped with nylon ropes and/or steel
wires. Generally these vessels are moored with 8 to 10 lines.
15
Figure 3.5 General cargo vessel

(image source: Maritime Connector, www.maritime-connector.com)
Container ships
Container ships are cargo ships that carry all of their load in containers. They
are a common means of commercial freight transport. Containers are loaded
and unloaded using cranes and ship motions that affect container handling
productivity vary with equipment specification, skill of the operator, crane
size, distribution and location of the cranes on the ship and landside opera-
tions. Ref. /3/ provides a more detailed description of container vessels and
the impact of ship motions on container handling productivity.
Dry bulk carriers

Dry bulk carriers have been developed to transport cargoes such as ore,
grain, and fertiliser in bulk. Some typical sizes for bulk carriers are the Handy
size (30,000 - 40,000 DWT), Panamax size (70,000-80,000 DWT) and CAPE
size (120,000 - 150,000 DWT)
Bulk carriers are mainly moored with 8 to 10 lines. Mooring lines are attached
to bollards located at the front side of the quay walls.
Figure 3.6 Panamax bulk carrier

(image source: Pacific Carriers Limited, www.pclsg.com)
Oil tankers
Oil tankers are used to transport crude oil and oil products. Oil products are
generally transported in tankers under 70,000 DWT, while crude oil is trans-
ported in high-capacity tankers up to 420,000 DWT. Tankers are loaded and
unloaded through the manifold located in the middle and close to the side of

Vessel Types
the ship. A typical berth layout for an oil tanker comprises breasting and
mooring dolphins, and a loading platform. Tankers are moored with spring
lines, breast lines and (optionally) head and stern lines. The mooring lines for
large tankers are in general steel wires and steel wires with nylon tails.
A typical mooring pattern at a tanker terminal is shown in Figure 3.7. This was
derived from OCIMF /4/.This document provides much useful information on
all aspects of offshore moorings.
Figure 3.7 Typical tanker mooring (OCIMF /4/)
Berths for large tankers are generally located in deep water at more exposed
locations. Due attention should be given to align a berth with the predominant
wave and current conditions. Tanker motions may be reduced by pre-tension-
ing the breast lines in order to maintain sufficient friction between the ship's
hull and fenders.
Figure 3.8 Oil tanker (image source: www.shipsandharbours.com)
17
Gas tankers
Gas tankers may range from refrigerated ships of over 100,000  m3 for the
transportation of liquefied natural gas (LNG) and liquefied petroleum gas
(LPG) to small tankers of up to 5,000  m3 for the shipment of propane, butane
and chemical gases in pressure tankers. The berths and mooring arrange-
ments for gas tankers are similar to those of oil tankers. Motions of moored
gas tankers are in particular induced by currents and low-frequency wind and
wave effects. Wind effects on gas tankers are more important compared to oil
tankers because of the higher freeboard and the possible presence of spheri-
cal tankers.
The two most common types of gas tankers likely to be encountered in MIKE
21 MA projects are prismatic and spherical tankers. Prismatic (membrane)
tankers have a relatively wide base with holding tanks mostly contained
below deck level. Spherical (moss) tankers have a relatively narrow base with
holding tanks that extend far above the deck. When modelling tankers it is
essential to check that the correct vessel hull type is being used.
Figure 3.9 Prismatic tanker (image source: www.globalsecurity.org)
Figure 3.10 Spherical tanker (image source: www.gazprom-sh.nl)

Mooring Configurations
3.3 Mooring Configurations

The most common terminals for bulk carriers are jetties and land backed
wharves. Offshore moorings for tankers may consist of piers, sea islands, sin-
gle point moorings (SPM), multibody moorings and floating production, stor-
age and offloading vessels (FPSO).
The mooring arrangements for ships moored at berths and terminals com-
prise of the following elements:
 Mooring lines connecting ships to berths

 Bollards and storm bitts on shore. Mooring hooks or quick-release moor-
ing hooks on mooring and breasting dolphins
 Fenders between ship and berth
 Mooring winches and bollards on board the ship
There are three main types of mooring lines:
 Spring lines - these are used to reduce the surge motion of a moored
vessel. These lines should be as parallel as possible to the ship. (PIANC
guidelines /3/ recommend a maximum angle of 10 degrees)
 Breast lines - these are used to reduce sway and yaw motions. These
lines should be as perpendicular to the ship as possible and should be
connected to the ship's bollards positioned at the bow and stern
 Head and stern lines - these are used in addition to spring and breast
lines to reduce overall ship motions.
Figure 3.11 Typical mooring line configuration on a tanker (OCIMF /4/)
19
3.4 Recommended Ship Motion Criteria

PIANC 1995 /2/ recommends the following motion criteria for safe working
conditions, as shown in Table 3.1.
Table 3.1 Recommended Motion Criteria for Safe Working Conditions (PIANC /2/)
Ship Type Cargo Handing Surge Sway Heave Roll Pitch Yaw
Equipment (m) (m) (m) (o) (o ) (o)
Fishing Elevator crane 0.15 0.15 0.4 3 3 3
vessels Lift-on-Lift-off 1.0 1.0
Suction pump 2.0 1.0
Freighters, Ship’s gear 1.0 1.2 0.6 2 1 1
Coasters Quarry cranes 1.0 1.2 0.8 3 1 2
Ferries, Side-rampb 0.6 0.6 0.6 2 1 1
Ro-Ro vessels Dew/storm-ramp 0.8 0.6 0.8 4 1 1
Linkspan 0.4 0.6 0.8 4 2 3
Rail ramp 0.1 0.1 0.4 1 1 -
General Cargo - 2.0 1.5 1.0 5 2 3
Container vessels 100% efficiency 1.0 0.6 0.8 5 2 3
50% efficiency 2.0 1.2 1.2 6 2 1.5
Bulk Carriers Cranes 2.0 0.6 0.8 3 1 1
Elevator/bucket wheel 1.0 0.5 1.0 2 2 2
Conveyor belt 5.0 2.5 3
Oil Tankers Loading arms 3.0c 3.0
Gas Tankers Loading arms 2.0 2.0 2 2 2
Remarks:
a) Motions refer to peak to peak values (except for sway: zero peak)
b) Ramps equipped with rollers
c) For exposed locations 5.0 m (regular loading arms allow large movements)
3.5 MIKE 21 MA Overview

MIKE 21 MA is a product for preparing and executing moored vessel
response simulation scenarios, cf. Figure 3.12 for a typical application. The
Frequency Response Calculator (FRC) offers a vessel hull rendering tool and
provides MIKE 21 MA with the required hydrodynamic, hydrostatic, and iner-
tia coefficients of the vessel.
MIKE 21 MA solves the time-domain equations of motion to obtain the tempo-

ral evolution of body motion in six degrees of freedom, due to a specified inci-
dent wave field, and mooring arrangement.

MIKE 21 MA Overview
MIKE 21 MA delivers highly accurate results, which can easily be interpreted

by decision makers. The raw output of the simulations consists of time-series
of motions for surge, sway, heave, roll, pitch and yaw of the centre of gravity
of the body, as well as forces in the mooring lines and vessel diffraction
forces. These can be used to make powerful 3D animations with MIKE Ani-
mator Plus, thus illustrating the vessel motions and mooring system perfor-
mance in the time domain to be used for easy visualisation and presentation.
Figure 3.12 Example of MIKE 21 MA application (passing vessel induced wave

impact on a moored vessel)
MIKE 21 MA calculates the motion of moored vessels and floating structures

in the time domain through an innovative and efficient coupling method.
The full software suite for moored vessel modelling is spanned by:
1. Frequency Response Calculator (FRC) - diffraction/radiation panel pro-

gram used for calculating the frequency response functions of the float-
ing structures
2. MIKE 21 MA - time-domain floating body engine, which computes the

temporal body dynamics on the basis of the obtained frequency
response functions (from FRC), moorings and environmental forcings
(wave, current and wind data)
21

Simple Wave Forcing on a Vessel
4 Examples
One of the best ways of learning how to use a modelling system like the
MIKE 21 Maritime Tools is through practice. Therefore examples are included
which you can go through yourself and which you can modify, if you like, in
order to see what happens if one or the other parameter is changed.
A comprehensive Step-by-Step Training Guide covering the examples with

the MIKE 21 Maritime Tools is accessible via the MIKE 21 Documentation
Index.
The specification files for the examples are included with the installation of
MIKE Zero in the folder ‘MIKE_21\Maritime\MooringAnalysis’:
 The first example in folder '.\0D Wave forcing' is a simple domain-inde-

pendent example relying on 0D (time series) wave forcing used on a ves-
sel in a user defined local domain.
 The second example in folder '.\2D Wave forcing' is more advanced and
representative of a real-life mooring study and shows the combined
usage of Frequency Response Calculator (FRC) and MIKE 21 MA, when
the vessel is positioned in a geographic based domain and the moored
vessel is affected by a drawdown wave induced by a passing vessel
(two-dimensional (2D) wave).
Note: If you have executed previous models from MIKE Zero project mode,
where the output data is going to be used as input data in a subsequent MIKE
21 MA execution, please be aware that all the result files will be gathered in a
common Result folder next to the (.mzp) file.
This means that if you are running the examples within a MIKE Zero project
mode, then the paths to these files need to be updated, as the default state of
the examples are based on non-project mode, where all output data is stored
in a Result Files folder next to each individual Setup file.
The first of these examples showcase the combined usage of FRC and MIKE
21 MA in order to perform a simple mooring analysis and is presented in short
form in the following sections.
4.1 Simple Wave Forcing on a Vessel
4.1.1 Purpose of the example
This example demonstrates the work flow for a mooring analysis investigation
using the MIKE 21 Maritime tools. The example calculates vessel motions in
six degrees of freedom of a moored tanker under a time series (0D) of inci-
dent wave conditions. The waves are described by 0D wave forcing, which
represents a horizontal water surface in the entire domain that moves verti-
cally with time.
23
Examples
The numerical computations are typically divided into three parts:
 Obtain frequency response for vessel under given conditions

 Find an initial vessel displacement leading to a uniform (pre-set) tension
distribution among all mooring lines.
 Simulate the final displacement in time
The details of the input data are described in the MIKE 21 Mooring Analysis
Step-by-step training guide, see MIKE 21 Documentation Index.
The outline of the vessel and defined mooring lines once the model is setup
will be as shown in Figure 4.1.
Figure 4.1 Outline of vessel located at port with specified mooring lines
4.1.2 Applying Frequency Response Calculator
The first step in any mooring analysis is to obtain frequency response data for
the vessel in question. This is done by using the FRC where you specify the
characteristics of the vessel and common conditions for mooring.
For this example the setup is saved in the file 'Frequency Response
setup.fresponse'.
Vessel configuration
The vessel layout is specified by a vessel grid file (.grd). A grd file is an ascii
file that contains the node positions for all elements describing the vessel out-
line. The vessel is described by the file 'tanker.grd'. A graphical overview illus-
trates the horizontal outline of the vessel as shown in Figure 4.2.

Figure 4.2 Outline of vessel

A bold line defines the outer outline of deck plane. The filled colour
within defines the horizontal cross-section of the vessel at the water line
When the vessel grid is loaded, the remaining parameters on the Vessel
Characteristics tab will automatically be supplied with some default values
derived from the vessel hull itself.
Computational settings
This setup use the default settings, i.e. “M21 Mooring Analysis compatible
mode”, using 256 frequencies.
Wave drift forces

This setup exclude 2nd order wave drift forces
Outputs
All relevant output are per default included.
Note that the Vessel Response output file (.vre) is a binary file and this will be
the basis for the subsequent mooring analysis simulations.
The FRC simulation will take some time depending on how complex the ves-
sel is defined. The simulation for this example will take about 1 hour on a 4
core PC.
4.1.3 Setting up MIKE 21 MA for convergence mode
Next step is to setup a model describing the vessel and how it is moored to
the port.
When adding mooring lines to the model they will each influence the position
of the ship. Hence an initial simulation is required to find the initial vessel dis-
placement under constant (or low-frequency) governing conditions, leading to
a uniform (pre-set) tension distribution among all mooring lines (described
later in this section).
25
Examples
The various inputs required for such a simulation are described below. The
actual setup for the convergence calculations is saved in the file 'Mooring
Setup.m21ma'.
Domain
Precise domain files displaying the exact positions of berths and breakwater
structures are essential when utilizing 2D environmental forcings in a mooring
study, but for 0D wave data a local domain file with enough spatial extent to
surround the full mooring system will be sufficient.
It is not necessary for the domain file to hold any bathymetry values as they
are not relevant for this simple type of setup, but they can be included to add
to the illustrative layout in the editor, which can easily be exported by right-
clicking on the illustration for reporting. In this example the domain extent is
as illustrated in Figure 4.1.
Time
The simulation time is specified by a start time, time step and number of time
steps.
This example setup is set to simulate wave disturbance during more than one
hour.
Simulation mode
Initially the simulation setup is set to run in Convergence mode in order to
attempt to find the initial vessel displacement under governing constant or
low-frequency conditions, leading to a uniform (pre-set) tension distribution
among all mooring lines.
The result from this mode is entered into the final computation as initial vessel
displacement to ensure a subsequent stable time-domain analysis.
Material profiles
It is necessary to define the properties of each type of line, fender or chain
that is used for the mooring. This entails e.g. total breaking strength for a line
or friction coefficients for a fender, as well as force increment curves for the
given types for fenders and lines specified in (.dfs0) files.
Both a nylon rope and a steel wire are included in this model setup to hold the
ship in position along with fenders.
Vessels
The vessel characteristics defines the given vessel instance and are defined
independently from the mooring setup.
First the vessel response file generated from the previously executed FRC
setup is included. Next additional vessel parameters such as loading condi-
tions and vessel class is specified. Finally, the position of fairleads, winches
and chains on the vessel must be defined. The positions are given in a ship-

coordinate system. A graphical overview illustrates the defined positions, as

shown in Figure 4.3.
Figure 4.3 Vessel view after fairlead and winch positions have been specified
Port data
Similar to the spatial attributes for the vessel, it is necessary to define the
position of bollards and fenders in the port. The coordinates are related to a
map projection. Similar to the vessel, a graphical overview illustrates where
the full set of bollards and fenders are positioned in the domain.
Mooring setup
The mooring setup is where you specify where the ship is located and ori-
ented in the port layout and how the ship is constrained in the port using
mooring lines.
A mooring line is created by connecting a winch over a fairlead with a bollard.

Each mooring line can be drawn/defined interactively in the graphics inter-
face, but it is also possible to define the mooring line data in the table manu-
ally. Besides the connectivity information, the pre-tension needs to be
specified for each line in this table.
The mooring line data for the present example is illustrated in the graphical
overview as shown in Figure 4.1.
Environmental conditions
The environmental conditions represent the physical conditions and forcings
that applies in the domain where the vessel is located.
This example is only considering the forcings from simpe 0D wave data. As
the convergence mode run does not consider the influence of wave data, no
forces are included here.
Convergence parameters
The convergence parameters control the iteration. In the present example the
values have been defined to obtain a more accurate solution than obtained
by default parameters.
27
Examples
Vessel displacements
The vessel displacements can be considered an initial condition. When exe-
cuting the first convergence simulation the vessel displacement will typically
start from zero.
Convergence output
The convergence process in the simulation can be reviewed by inspecting
various output dfs0 files.
After specifying all the input, ensure that all the data in the (.m21ma) setup
are saved and run the simulation to obtain the initial vessel displacement for
the final mooring analysis. The resulting vessel displacement is saved in the
last time step of the Vessel motion file.
4.1.4 Setting up MIKE 21 MA for final mode
Having calculated the initial vessel displacement, we can move on with the
final time-domain computation.
Normally the initial task is to save the setup file used for convergence calcula-
tions under a new file name, e.g. ‘Final mooring setup.m21ma’ as it is the
case here. Then only a few editions are necessary in order to calculate the
final resulting vessel displacements in time. All variables besides the below
mentioned are kept as in the preceding convergence simulation.
Simulation mode
The simulation mode must be changed to 'Final Computation Mode'.
Environmental Conditions
The environmental conditions are the same as for the convergence run apart
from the wave forcings in the Waves dialog (these can only be applied when
in 'Final Computation mode')
In this example the wave field is constant in domain but varying in time (i.e.
same surface level variations over the domain) and defined by a dfs0 file. The
wave direction is assumed to be 120  true north in the entire simulation
period. The applied surface elevation is shown in Figure 4.4.

Figure 4.4 Water surface elevation time series with a zero warmup period
Vessel Displacements
The convergence simulation saved the vessel displacement in a default out-
put file. By using the same setup file as a template for the present setup file
you should by now see an enabled Load button in the dialog.
Click on this button to populate the six initial vessel displacement fields
(surge, sway, heave, roll, pitch and yaw) from the output file we previously
produced from the convergence mode execution.
This action ensures the final time-domain computation starts from a vessel
state where the pre-tension settings are reflected sufficiently by the vessel's
position.
Final output
The resulting vessel motion and other output parameters are saved in pre-
defined dfs0 files. Here all output files except 'External forces' and 'Chain
forces' are included.
These small changes complete the final mooring setup and you are ready to
simulate the final vessel motion. This simulation will be fast and produces the
relevant output files for the time-domain analysis.
4.1.5 Inspect and present results
After running the simulation the various results can be evaluated and pre-
sented by various tools within MIKE Zero.
 Operability summaries for lines and fenders are given at the end of the
log file. They disclose if the critical load for an individual line or fender is
exceeded or if a line snaps.
 Data statistics tools can be used to assess e.g. the maximum move-
ments of the vessel.
29
Examples
 Plot composer can plot e.g. the resulting vessel motions in time, see
Figure 4.5.
 MIKE Animator Plus can be used to animate the mooring movements in

a three-dimensional (3D) environment using the DHI Ship model as rep-
resentative for the vessel. An example is shown in Figure 4.6.
Figure 4.5 Time series of vessel motions (surge, sway and roll)

Figure 4.6 Screendump from MIKE Animator Plus.

By using a representative vessel to reflect the simulated movements in
six degrees of freedom it is possible to create an illustrative animation.
31
Examples

Domain
5 Reference guide
The MIKE 21 Mooring Analysis (MA) model calculates the response of a ves-
sel subject to external forcings such as waves, currents and winds while con-
sidering the mooring setup.
5.1 Domain
On this dialog you must specify the Domain under consideration (Berth lay-
out). The required input file is a Bathymetry file of (.dfs2) format. Geographic
based map projections where the domain resolution is in degrees are not
supported for the domain file or an extracted area from the entire bathymetry,
which corresponds to size and position of two-dimensional (2D) forcing files
(see Section 5.8).
If using MIKE 21 BW or MIKE 21 Flow Model (both structured grid models) for
modelling of wave generated flux, you should use the Bathymetry file from
these setups as domain file.
If using MIKE 21 Flow Model FM (un-structured grid model) for modelling of

wave generated flux, you will have to map the (.mesh) file into the (.dfs2) for-
mat with sufficient resolution.
The geographical information from the (.dfs2) domain file will be fully inter-
preted and utilized in both the editor and the computational engine, so it is
important that you ensure the geographical information of the (.dfs2) grid is
meaningfully declared, relative to the utilized map projection.
Once the file is loaded you will see the domain in the projection plane associ-
ated with the domain file.
By default the plot extent is set to Automatic, which means that the plot extent
will fit the spatial extent of the domain file. But the plot extent can be user
defined by setting the plot extent to custom, and changing the values of (Min
Easting, Min Northing) and (Max Easting, Max Northing). Increasing the plot
extent can be necessary if certain mooring attributes (Bollards and Fenders)
are located outside the domain.
Note: Advanced interactive features like Pan and Mouse Wheel based
zoom, are available for the most flexible work flow, e.g. when certain details
are to be looked up and inspected. These two features become active when
you click on the plot and hold down the shift key on the keyboard.
5.2 Time
The period to be covered by the simulation is specified on this dialog. You
have to specify the simulation start date, the overall number of time steps and
the overall time step interval.
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Reference guide
The simulation always starts with time step number 0 and the simulation start-
date is the historical data and time corresponding to time step 0. The simula-
tion end date is presented for reference.
The number of time steps to be included for warm-up and warm-down of the
applied environmental conditions is also to be set. By default the warm
up/down no. of time steps are both 10% of the overall number of time steps.
5.3 Simulation mode

MIKE 21 MA offers two different simulation modes:
 Convergence mode
 Final computation mode
5.3.1 Convergence mode
In practice, to ensure an even (or otherwise pre-set) load distribution

amongst the mooring lines, the tension in the mooring lines is in reality manu-
ally adjusted by winching in the ropes until the vessel is idle and equal ten-
sion exists in all mooring lines.
In MIKE 21 MA this is obtained numerically by running the simulation in con-

vergence mode. When this mode is enabled a stop criteria based simulation
is launched, which only takes mooring line impact, and the wind, current and
drift forcings (e.g. low frequency forcings) into account.
In convergence mode it is not possible to include wave forcings (high fre-

quency forcing).
When convergence mode is enabled, the dialog Convergence Parameters

will be specifically available, where the stop criterias for this simulation mode
is to be specified.
Note: If a convergence mode run is not executed prior to the final time-
domain computation (final computation mode), the mooring system can
cause the vessel to move. This will change the tension in each mooring line.
For unbalanced mooring systems, the vessel response can be so significant
that tension in some lines disappear completely. The subsequent vessel
response in an incident wave/current/wind field will resultantly be significant
different to specified design conditions and will most often be regarded as a
serious flaw in the model setup.

Material Profiles
5.3.2 Final computation mode
Assuming you have successfully completed the simulation in convergence

mode and loaded the resulting vessel displacement, you should continue
switching to the Final computation mode.
The following additional dialog is specific for the final computation mode:
 Waves
This enables you to specify high frequency Wave forcings.
Note: If the aim of a particular vessel motion study is to investigate a range of

scenarios with different conditions, it is not needed to re-run the convergence
mode for each scenario.
In such a study a convergence run only needs to be executed for the first sce-
nario. The resulting vessel displacement can then subsequently be re-used in
all the remaining scenarios. In practice you'd just need to copy the (.m21ma)
setup with final computation mode enabled and correctly set vessel displace-
ment, as many times as you have scenarios, and just update the wave data in
each setup.
5.4 Material Profiles

Here you can specify the material characteristics of the different mooring
lines, fenders and chains involved in the spatial setup.
A comprehensive selection of mooring line stiffness curves and fender com-

pression curves is available as part of the MIKE Zero installation in the follow-
ing folders:
<MIKE installation folder>\MIKE Zero\Templates\Maritime\MooringAnaly-

sis\Material Profiles\Line Profiles
<MIKE installation folder>\MIKE Zero\Templates\Maritime\MooringAnaly-

sis\Material Profiles\Fender Profiles
These (.dfs0) curves for line stiffness and fender compression can be copied
and used instantly as part of a mooring analysis.
The mooring line stiffness curves have been digitized from OCIMF guidelines
/4/ and the fender compression curves are obtained from Trelleborg manuals.
5.4.1 Line profiles
This dialog allows you to declare a number of material mooring line profiles.
By clicking 'Go to ..' you will be taken to the specific Line instance, where the
specific mooring line data must be declared.
35
Reference guide
Line instance
In the line instance dialog you specify the following properties:
 Total breaking strength

 Failure load
 Linear damping coefficient
 Quadratic damping coefficient
 the material profile of the line as a dfs0 file
When preparing your own material profile files, the (.dfs0) file must have Axis
Type as Relative Item Axis, and the data should consist of (x-axis)
strain/elongation in [percent] and (y-axis) relative force increment in [percent],
see Figure 5.1.
Figure 5.1 Example of Line response curve
The full set of data will characterise a certain material line profile, e.g.: steel
wire, polyamide. During simulation the engine will rely on linear interpolation
between the given points in the (.dfs0) file in order to retrieve the relevant line
data from this curve.
The failure load will be used as part of an operability summary in the (.log)
file, and represents the critical load for the line material (as a percentage of
the total breaking strength). The default failure load is 50% of the total break-
ing strength.
Mooring line types

The main category of mooring lines include:

Material Profiles
 Natural fibre lines - Traditional mooring lines manufactured from manila,

sisal etc. These lines are relatively cheap, easy to handle (when dry) but
have a moderate resistance against abrasion. They have a relatively low
load/diameter ratio and cannot easily absorb peak loads.
 Synthetic fibre lines - manufactured from nylon, polypropylene, terylene,

etc. Compared to natural fibres, these lines have a high load/diameter
ratio, are relatively light and easier to maintain. The elongation of syn-
thetic lines is relatively large and strength characteristics can be affected
in case of high temperature (e.g. caused by friction)
 Steel wires - Steel wires are stiff, have a high load/diameter ratio and low
elongation proportional to the line reaction force. However, they are diffi-
cult to handle and are not suitable under dynamic conditions. High line
forces occur for small ship displacements and they have a high potential
for breakage.
 Combi lines - Combination of steel wires and synthetic tails and are par-
ticularly useful for mooring tankers. These lines have good shock
absorption. Tails in most cases should be no longer than 10m. MIKE 21
MA is able to simulate combi lines.
Figure 5.2 presents commonly used load-extension curves /4/.
Figure 5.2 Load-Extension characteristics of wire and fibre ropes

(OCIMF /4/)
37
Reference guide
5.4.2 Fender profiles
This dialog allows you to declare a number of material fender profiles. By

clicking 'Go to ..' you will be taken to the specific Fender instance, where the
specific fender data must be declared.
Fender instance
In the fender instance dialog you specify the following properties:
 Max reaction force

 Max deflection
 Failure deflection
 Fender friction coefficient
 Linear damping coefficient
 the material property of the fender as a dfs0 file
When preparing your own material profiles, the (.dfs0) file must have Axis
Type as Relative Item Axis, and the data should consist of (x-axis) compres-
sion in [percent] and (y-axis) relative force increment in [percent].
This full set of data will characterise a certain fender type (rubber, foam, …).
The engine will rely on linear interpolation in order to retrieve the relevant
fender data from this curve at run-time.
The failure deflection will be used as part of an operability summary in the

(.log) file., and represents the critical compression for the fender (as a per-
centage of the max deflection). The default failure deflection is 100% of the
maximum reaction force.
Note: The most common types of fenders encountered in moored vessel

assessments are cell and pneumatic fenders.
The line and fender response curves can usually be digitised directly from the
manufacturer catalogue. Where unavailable, mooring line information can
often be obtained from /4/.
5.4.3 Chain profiles
This dialog allows you to declare a number of material chain profiles. By click-
ing 'Go to ..' you will be taken to the specific Chain instance, where the spe-
cific chain data must be declared.
Chain instance
In the chain instance dialog you specify the following properties:

Vessels
 Max tension
 Failure load
 Submerged mass
 Quadratic damping coefficient
Unlike lines and fenders, the chain profile does not require a (.dfs0) file char-
acteristic to be specified. The full chain type is only characterised by the four
scalar values above.
The failure load will be used as part of an operability summary in the (.log)
file, and represents the critical load for the chain (as percentage of Max ten-
sion). The default failure load is 85% of the maximum tension.
5.5 Vessels
In the vessels dialog you are to select the (.vre) file, which is the main output
file produced by the Frequency Response Calculator (FRC).
When loading the (.vre) file the editor will instantly retrieve the number of ves-
sels and their names, as well as the full geometric data for each vessel.
The number of vessels will be represented as individual records in a grid,

where the 'Go to ..' button will take you to the corresponding vessel instance.
5.5.1 Vessel data
The Vessel instance GUI is divided into three different tabs:
 Vessel data
 Spatial attributes
 Vessel view
Vessel data
On this tab you specify:
 Longitudinal area (wind)

 Transverse area (wind)
 Length between perpendiculars (LPP)
 Loading conditions
 Vessel class
There are seven different vessel classes to choose from:
39
Reference guide
1. Bulk Carrier
2. VLCC Cylindrical
3. VLCC Conventional (default)
4. Container
5. General Cargo
6. Gas Carrier Prismatic
7. Gas Carrier Spherical
Please refer to Section 3.2 for a description of these vessel classes.The

choice of vessel class will determine which current and wind drag curve data
that will be used in the computations. The drag curve data is not visible to the
user, but will be automatically retrieved and used when executing the simula-
tion.
The vertical parameters will be displayed again, as set in the At this stage
though only the deck plane height can still be edited, if needed.
The deck plane height does not play any computational role in MIKE 21 MA.
The deck plane height only determines the displayed deck plane contour on
the graphical plots of the vessel (red polygon). The deck plane height is thus
a tool for graphical inspection of the vessels extent in the x-y plane at a par-
ticular height above the keel. This is particularly useful when positioning fair-
leads.
Spatial attributes
On this tab you are to specify the XYZ coordinates of full set of the vessel-
fixed spatial attributes for the vessel in question:
 Fairleads
 Winches
 Chains
'Vessel origo at' will determine the reference point on the vessel with respect
to which the XY values are to be provided. The Z coordinates are to be pro-
vided positive upwards from the keel of the vessel for fairleads and winches,
whereas the Z coordinate for chains are with respect to the water line.
The XYZ data for fairleads, winches and chains can be inserted record-by-
record, but can also be imported from an (.xyz) file, where the following
delimiter choices are supported: space, comma and tab.
If importing from an (.xyz) file to populate chain data, a special rule applies,
as the (.xyz) file must contain a total of 6 columns, giving data to the six fields:
X (from), Y (from), Z (from), X (to), Y (to) and Z (to) - 'from' meaning start
point of the chain, and 'to' meaning end point of the chain.

Port data
For a chain you must furthermore choose a value for Horizontal force, as well
as selecting a previously declared chain material profile, among the full set of
earlier declared chain profiles, to be associated with the spatial chain.
The symbol orientation for fairlead and winch can be controlled by the value
for ‘Symbol orient’ (0° in the ship coordinate system by default). This symbol
orientation has no computational impact, it is only for making the illustration
more realistic.
Vessel view
On this tab you can see the full set of declared vessel-fixed Fairleads,
Winches and Chains plotted on top of the vessel contours for deck plane
height (editable) and water line (fixed at this stage).
This plot offers an interactive feature, allowing you to select (by choosing the
select mode radio button) on any given Fairlead, Winch or Chain. The table
record for the selected attribute will then be displayed in the lower part of the
dialog, and you can then edit the property of the selected attribute.
zoom, are available for the most flexible work flow. The features can be uti-
lized during any graphical activity, e.g. selection of attributes or when certain
details are to be looked up and inspected. These two features becomes
active when you click on the plot and hold down the shift key on the keyboard.
Figure 5.3 Example of vessel view
5.6 Port data

The Port data GUI covers two tabs:.
 Port data
41
Reference guide
 Port view
5.6.1 Port data
On this dialog you are to provide the data for port-fixed attributes relevant for
a mooring arrangement: bollards and port-fixed fenders.
The horizontal coordinates for bollards and fenders are to be provided in

(Easting, Northing) or (Longitude, Latitude) dependent on the choice of map
projection. If the domain file has projection Local coordinates, you will be
forced to provide all horizontal positions with respect to this projection. The
vertical coordinate is positive upwards from the water level.
The XYZ data for bollards and fenders can be inserted record-by-record, but
can also be imported from an (.xyz) file, where the following delimiter choices
are supported: space, comma and tab.
For each fender you furthermore have to provide a direction in which the
fender force works, as well as associating the spatial fender with one of the
earlier declared fender material profiles.
The fender force must point towards the vessel and it’s direction is defined as
counter-clockwise positive from Easting axis (going to), see Figure 5.4.
Figure 5.4 Definition of fender force direction
The symbol orientation for bollards and fender can be controlled by the value
for ‘Symbol orient’ (90° by default for bollards and 0° by default for fenders).
The port coordinate system is in the Domain dialog - see Section 5.1.These
symbol orientations have no computational impact, it is only for making the
illustration more realistic (symbol orientation relative to the domain).
5.6.2 Port view
On this tab you can see the full set of specified port-fixed bollards and fend-
ers plotted on top of the (.dfs2) domain file as provided on the Domain dialog,
as shown in Figure 5.5.

Mooring setup
If bollards and fenders are declared, but you cannot see them on the Port
view tab, it is likely because there is a mismatch between the horizontal coor-
dinates for the Fenders and Bollards, relative to the geographical information
in and the extent of the domain file. As a user you must be cautious about
consistency in horizontal coordinates and projections.
To see the full set of bollards and fenders you might also need to increase the
plot extent.This is controlled on the Domain dialog.
This plot offers an interactive feature, allowing you to select (by clicking) on
any given bollard or fender. The table record for the selected attribute will
then be displayed in the lower part of the dialog, and you can then edit the
property of the selected attribute.
lized during any graphical activity, e.g. selection of attributes or when certain
details are to be looked up and inspected. These two features become active
when you click on the plot and hold down the shift key on the keyboard.
Figure 5.5 Example of port view
5.7 Mooring setup

The Mooring setup dialog is the main dialog in MIKE 21 MA, as this is where
the spatial mooring system is to be set up, which includes insertion of the
vessel into the domain and definition of the mooring lines. This dialog is
divided into two tabs.
 Vessel position and mooring lines

 Mooring line data
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Reference guide
5.7.1 Vessel position and mooring lines
On this tab you will see the domain as a background layer with the earlier
declared bollards and fenders. The toolbar grants you the necessary func-
tionality to insert the vessel into the domain as desired.
Position vessel
The vessel position is provided according to a given Map projection. The fol-
lowing rules apply:
 If: projection of the domain file equals Local coordinates

Then: you must to provide the vessel position with respect to Local coor-
dinates
 If: projection of the domain file does not equal local coordinates
Then: you can specify the vessel position with respect to any Map pro-
jection, except Local coordinates
The position type reflects which reference point on the vessel you insert into
the domain. For the moment we only support 'amidship in domain'.
Rotation type reflects how the vessel rotation is to be interpreted. For the
moment we only support 'Counter clockwise from Easting', meaning this is
the convention for a positive rotation value.
When clicking Apply, the specified state for vessel position and rotation will be
effectuated. If editing the latest specified state for position and rotation, the
Apply button will be active again (indicating that a new state has been
declared).
When finished positioning the vessel, you should see the vessel meaningfully
positioned somewhere in the Domain/Berth layout. An example view is given
in Figure 5.6.
Figure 5.6 Example of vessel position with defined spatial characteristics

Mooring setup
Insert mooring lines

When the vessel position in the domain is considered acceptable, the moor-
ing line arrangement is ready to be declared.
Two icons exist for the insertion and deletion of Vessel-Berth lines:
 Insert line
 Delete line
A single Vessel-Berth line can be inserted by doing these steps:
1. Click the insert line icon

2. Initiate the line by clicking any given winch on the vessel
3. Move the cursor to any given fairlead on the same vessel as the winch
selected in step 2, and click on the fairlead
4. Continue moving the cursor to any given bollard
5. Finalize the mooring line by clicking on the bollard
If lines are specified incorrectly, they can be deleted at any time by clicking
the delete line icon and subsequently clicking on the graphical symbol repre-
senting the full vessel-berth line. Figure 5.7shows an example for inserting
mooring lines.
This plot offers an interactive feature, allowing you to select (by clicking) on
any given Vessel-Berth Line. The data record for the selected line will then be
displayed in the lower part of the dialog, and you can then edit the property of
the selected line. This functionality is useful when you need to set the correct
line and tail profile, and line pretension and tail length for each spatial line.
lized during any graphical activity: vessel-berth line insertion/deletion, selec-
tion of attributes or when certain details are to be looked up and inspected.
These two features become active when you click on the plot and hold down
the shift key on the keyboard.
45
Reference guide
Figure 5.7 Example of inserting mooring lines
5.7.2 Mooring line data
On this tab you can see the full set of data representing all declared Vessel-
Berth mooring lines.
Every time you insert Vessel-Berth lines interactively, a record is appended

into the Vessel-Berth Mooring Lines table.
When inserting mooring lines interactively, the line profile will by default be
the first line material profile. The line pretension will per default be 10 tons
and there will by default not be a tail profile. Changes to this must be made in
either the full Vessel-Berth Mooring lines table or by selecting and editing
each line data record individually on the vessel position and mooring lines
tab.
Alternatively, you can also specify the full set of Vessel-Berth Mooring lines
manually record-by-record directly from the Vessel-Berth lines table, and go
see the consequence on the graphical plot on the Vessel position and moor-
ing lines tab. But the easiest way to define mooring lines is to define them
interactively one by one, and subsequently edit their properties individually by
selecting them and afterwards edit them.
Note: The tail lines should always be more elastic than the mooring line. Tails
are added to the end of mooring lines to increase the overall elasticity of the
mooring system.
5.8 Environmental conditions

The environmental conditions represent the physical conditions and forcings
which apply in the domain where the vessel is located.

5.8.1 Physical parameters
Here you can specify the values of densities and kinematic viscosities of
water and air, using other than their default values, if needed.
5.8.2 Drift forces
It is only possible to include Drift Forces, if 2nd order wave drift force data
exists in the (.vre) file (e.g. if this phenomenon was included in the previously
executed FRC simulation). Otherwise the 'Include wave drift forces' checkbox
is disabled.
Since drift forces rely on wave data, inclusion of drift forces will require you to
specify wave data.
5.8.3 Waves
The first order wave forcing conditions applying in the domain can be speci-
fied on the Wave dialog.
In Final computation mode (see Section 5.3.2), the first order wave forcing
will be taken fully into account in the wave pressure computation on the ves-
sel hull. This should only be done when an initial vessel displacement has
been achieved in advance, from running a previous simulation in conver-
gence mode.
In Convergence mode (see Section 5.3.1), the first order wave forcing will
be ignored in the wave pressure computation on the vessel hull. In Conver-
gence mode the first order wave forcing can only be provided if including drift
forces, and the first order wave forcing data will for this mode only be applied
implicitly as part of the 2nd order drift forces computation.
By default the wave data is set to be included in the warm up and warm down
durations as specified on the Time dialog.
Two formats for waves are supported:
 Varying in time, constant in domain

 Varying in time and domain
Regardless of which wave format is used, the wave forcing implementation

relies on a user defined numbers of time steps involved in the Fast Fourier
Transformation (FFT) size = 2^N, where the power N is the user defined part.
This FFT size represents the minimum number of time steps from the wave
file, which should be imported in order to properly dissolve the waves.
47
Reference guide
Drift forces
If 2nd order wave drift forces are available and included, it is required that
wave data is provided in order to support the computation of drift forces.
If the wave file furthermore is specified as ‘Varying in time and domain’, you
must also provide the Mean wave direction.
Wave file format

Varying in time, constant in domain:
When this format is selected, a time series (.dfs0) wave file is expected tem-
porally, covering the simulation period.
Number of waves determines how many wave item pairs (wave direction, sur-
face elevation) the wave file must contain. For example, you can chose to
have two, when distinguishing between wind-induced waves and swell
waves.
The directional data for each wave in this format is interpreted as clockwise
positive from true north (coming from) as seen in Figure 5.8:
Figure 5.8 Interpretation of directional wave data
Varying in time and domain:

When this format is selected, a grid series (.dfs2) file is expected, covering
the simulation period, and matching the domain extent in number of cells
horizontally and vertically.
For this format you must provide three items, which should represent a pure
wave induced flux field:
 Total water depth H

 P-flux
 Q-flux

This file must come from a pre-executed MIKE 21 model, e.g. MIKE 21 BW,
MIKE 21 Flow Model or MIKE 21 Flow Model FM.
If using MIKE 21 BW or MIKE 21 Flow Model (structured grid flow models):
Then the wave input file is already in (.dfs2) format, and can be used
instantly here.
If using MIKE 21 Flow Model FM (un-structured grid flow model):
Then the wave data will be in (.dfsu) file format, so you must convert it to
(.dfs2) format (using the MIKE Zero Toolbox) and very importantly
ensure that this resulting (H,P,Q) (.dfs2) file matches the utilized (.dfs2)
domain file in horizontal and vertical cell extent.
For a (.dfs2) wave file, there are associated frequency limits. By default the
frequency band is [0, 0.5] hertz, which is the frequency band of induced flux
due to wave motion.
About FFT size

The minimum FFT size (2^N) set in the Wave GUI plays a crucial role in rela-
tion to how the M21 MA engine processes the wave data.
Unlike all other MIKE 21 models, the M21 MA engine does not simply interpo-
late the wave data to each computational time step in the simulation period,
during the simulation.
Instead the wave data plays an implicit role in the computation, as it is the
foundation for the computation of the diffraction forces the vessel hull is
exposed to due to the wave induced pressure. The engine interpolates the
computed diffraction force to each computational time step, see Figure 5.9.
Figure 5.9 Description of interpolation process
49
Reference guide
The computation of diffraction forces on the vessel hull takes place in the fre-
quency domain, through usage of FFT and the IFFT (Inverse Fast Fourier
Transformation) algorithms.
In signal processing terms, the wave file thus represents the available full
sample (of wave steps), which the FFT can resolve into a discrete spectrum
of frequency bins. The more points (wave steps) included in the FFT, the
more frequency bins will be available to identify the frequency spectrum of
the sample.
The precision/quality of the wave forcing computation on the vessel hull (dif-
fraction force), will thus strongly depend on how many wave steps are
included in the FFT.
The Min. FFT size (2^N) on the Waves GUI grants the user a tool for con-
trolling how many Wave steps are to be processed in FFT/IFFT. It has the
interpretation:
The minimum number of steps from the wave file, covering the simula-
tion period, required to resolve all the wave frequencies and be pro-
cessed in the FFT/IFFT.
The M21 MA engine identifies the specific wave steps to be FFT/IFFT pro-
cessed using the following steps:
1. Find the largest interval of 2^N wave steps covering the simulation
period ≥ Min. FFT Size (2^N)
2. If the interval is found

=> process this 2^N wave step interval in FFT/IFFT
3. If no such interval is found

=> Zero-pad the full set of wave steps from the wave file up to nearest
2^N size
=> process this (artificially increased) 2^N step interval in FFT/IFFT
How to set the Min. FFT Size (2^N) will depend on the individual case. There
are two possibilities, which are presented in the following.
Case 1: Simulation period and wave file period are identical or almost identi-
cal
Given that the wave file contains sufficiently many steps to resolve the waves
full frequency content by FFT/IFFT (general recommendation of minimum
wave steps is 4096), then the Min. FFT Size (2^N) will not play a role here.
Because the simulation and the wave covers the same time axis extent, the
engine will use a sufficient amount of wave steps for FFT/IFFT (regardless of

how they're identified), hence the diffraction forces used in the simulation will
be computed as precise as possible. This case is illustrated in Figure 5.10.
Figure 5.10 Illustration of interpolation for Case 1
Recommendation: no attention needs to be paid to the Min. FFT Size (2^N).
Case 2: Short simulation with long wave file period
It is in cases like these where the Min. FFT Size (2^N) will be most relevant
to apply.
Here the simulation duration is small, but in order to produce diffraction force
data for the simulation timesteps of sufficient quality (include enough steps
for FFT/IFFT), many more wave steps than what just covers the simulation
period is needed to be processed.
Here a sufficiently high Min. FFT Size (2^N) will help ensure that enough
wave steps will be processed in FFT/IFFT for the diffraction forces to be com-
puted with appropriate accuracy. This case is illustrated in Figure 5.11.
Figure 5.11 Illustration of interpolation for Case 2
Recommendation: In order for the FFT to capture enough of the waves fre-
quency content, it must be assessed if enough wave steps cover the simula-
tion period. If this is not the case, then the Min. FFT Size (2^N) should be
increased to a value assessed to be high enough to capture enough fre-
quency content (the general recommendation of minimum number of wave
steps is 4096).
51
Reference guide
5.8.4 Current
By default the current data is set to be included in the warm up and warm
down durations as specified on the Time dialog.
When a current field is included, it can be provided in 2 ways:
 Speed and direction

 (u,v) components
If providing the current field as Speed and direction, the direction is inter-
preted as clockwise positive from true north (going to) as seen in Figure 5.12.
Figure 5.12 Interpretation of directional current data
If providing the current as (u,v) components, the components are interpreted

as being with respect to the x and y axes of the domain file. This means you
might have to ensure the directions of the components match the grid orienta-
tion, dependent on the source used for current data.
Regardless of how the current field is given, both of these formats are sup-
ported:
 Varying in time, constant in domain (.dfs0) (time series)

 Varying in time and domain (.dfs2) (current field)
At the bottom of the Current dialog, you are to enter drag coefficients for Rear
and Front of each vessel, if specifying the current field in (.dfs2) format.

The Drag coefficients are dependent on the Water depth/Draft ratio, and the
recommended values are as shown in Table 5.1.
Table 5.1 Recommended drag corefficients
Water depth / Rear Drag Coefficient Front Drag Coefficient

Draft
1.1 2.25 2
1.3 1.8 1.6
3 1.5 1.1
4.4 1.4 0.9
5.8.5 Wind
By default the wind data is set to be included in the warm up and warm down
durations as specified on the Time dialog.
When a wind field is provided it can be given in two ways:
 Speed and direction

 x and y components
If providing the wind field as Speed and direction, the direction is interpreted
as clockwise positive from true north (coming from) as seen in Figure 5.13.
Figure 5.13 Interpretation of directional wind data
If providing the wind as x and y components, the components are interpreted

as being with respect to the x and y axes of the domain file. This means you
might have to ensure that the directions of the components match the grid ori-
entation, dependent on the source used for wind data.
Regardless of how the wind field is given, both of these formats are sup-
ported:
53
Reference guide
 Varying in time, constant in domain (.dfs0)

 Varying in time and domain (.dfs2)
5.9 Convergence Parameters

This dialog is only available in Convergence mode, as specified on the Simu-
lation mode dialog, see Section 5.3.
These parameters defines the conditions in a convergence mode execution:
Max no. iterations is by default set to 100, and this value represents the upper
limit of iterations used in a convergence mode simulation.
Each iteration in convergence mode consists of running the simulation with
the specified number of time steps and mooring and environmental forcing
conditions (wave forcing excluded). Each iteration leads to a new vessel dis-
placement, which is then input in the next iteration. This iterative procedure
will stop when line convergence is reached.
Line convergence threshold is by default 2.5%, and represents the global

stop criteria for the convergence mode simulation:
If
line tension i – line pretension

100   ---------------------------------------------------------------------
-  line convergence threshold, for all lines (5.1)
 line tension i 
then the convergence simulation will stop at iteration i.
5.10 Vessel displacements

On this dialog you must supply the initial vessel displacement of the vessels.
The vessel displacements can be considered an initial condition. When exe-
cuting the first convergence simulation, then the vessel displacement will
start from zero.
Any initial values for Surge, Sway, Heave, Roll, Pitch and Yaw can be speci-
fied, but the idea is that this data should come from the results of a previous
Convergence mode execution.
If a convergence mode simulation stops due to successful convergence at

some iteration, then the Vessel motion file from the convergence mode exe-
cution at the last iteration will contain these six initial vessel displacement val-
ues.
If a vessel motion file exists from a convergence mode execution, the Load
button will be active and if clicked it will transfer the data from the last iteration
of the vessel motion file to the table.

Outputs
It may take more than one convergence simulation to actually obtain conver-
gence. In such cases previous convergence vessel displacements can be
loaded, so that the next convergence simulation builds on top of previous
convergence results instead of starting from zero displacements.
5.11 Outputs
Two classes of outputs can be generated by MIKE 21 MA dependent on the
Simulation mode:
 Convergence output
 Final output
If running the final simulation you must load in the final vessel displacement
from the convergence results.
5.12 Convergence output

On this dialog you see all the output files specific for the Convergence mode
simulation.
These files are all (.dfs0) files with a Relative Item axis. The x-axis will contain
integers corresponding to elapsed iterations, and the y-axis will contain the
item data.
It is not possible in advance to tell how many iteration steps the convergence
output files will contain. If convergence is never reached, the files will contain
the maximum number of iterations (see Section 5.9), whereas if convergence
does set in, then output files will contain steps up to the iteration step at the
point of convergence.
5.12.1 Global files
Line pre-tension deviation:

This is the file which reflects the success of the convergence iteration pro-
cess. This file contains an item for every specified spatial mooring line, and all
these items will at each iteration contain data values representing the per-
centage deviation between the dynamically computed line tension (at the iter-
ation) and the line pre-tension. If a convergence is successful, then this file
will at the last iteration step contain values, which are all smaller or equal the
Line convergence threshold on the Convergence parameters dialog, see
Section 5.9.
This output file can only be included if mooring lines are defined (see Section
5.7.1).
55
Reference guide
Line forces:
This file contains an item for every specified spatial mooring line, showing the
dynamic computed line force of each iteration.
This output file can only be included if lines are defined (see Section 5.7.1).
Fender forces:
This file contains an item for every specified spatial fender, showing the
dynamic computed fender force as a function of the iteration number.
This output file can only be included if there are fenders defined (see Section
5.6).
5.12.2 Vessel specific files
Vessel motion:
This file contains 6 items for the six degrees of freedom for each vessel. The
last iteration step in this file contains (if convergence is reached) the most
important result of the convergence mode execution: the initial vessel dis-
placement leading to a (sufficiently) even tension distribution among all the
mooring lines.
It is this result which is important to get transferred to the initial vessel dis-
placement dialog, when continuing with the Final time-domain simulation.
This output file can always be included.
Figure 5.14 Ship motions in 6 degrees of freedom.

Displacements (surge, sway, heave). Rotations (roll, pitch, yaw)

Final output
Mooring force on vessel:

This file contains 6 items (3 force items, 3 direction items) representing the
force from mooring system on the vessel for each iteration.
This output file can only be included if there are mooring lines, fenders or
chains defined (see Sections 5.5.1, 5.6.1 and 5.7.1, respectively).
External forces:
For every external forcing applied (wind, current and 2nd order drift forces)
this file will contain 6 items (3 force items, 3 direction items), thus represent-
ing the force from each external forcing on the vessel.
This output file can only be included if a current or a wind field or drift forces
are included.
Chain forces:
This file will contain as many items as there are chains declared. The files
display the chain force for each.
This output file can only be included if there are chains defined (see Section
5.5.1).
5.13 Final output

On this dialog you see all the output files specific for Final computation mode
simulation.
These files are all (.dfs0) files with an Equidistant Calendar Axis. The x-axis
will contain the time line extent as specified on the Time dialog, and the y-axis
will contain the item data (see Section 5.2).
5.13.1 Global files
Line forces:
This file contains an item for every specified mooring line, showing the
dynamically computed line force at each time step.
This output file can only be included if number of mooring lines > 0.
Fender forces:
This file contains an item for every specified spatial fender, showing the
dynamic computed fender force as a function of time.
This output file can only be included if fenders are defined (see Section
5.6.1).
57
Reference guide
5.13.2 Vessel specific files
Vessel motion:
This file contains 6 items for the six degrees of freedom for each vessel, as a
function of time.
This output file can always be included.
Figure 5.15 Ship motions in 6 degrees of freedom.

Displacements (surge, sway, heave). Rotations (roll, pitch, yaw)
Mooring force on vessel:

force from mooring system on the vessel for each time step.
This output file can only be included if mooring lines, fenders or chains are
defined (see Sections 5.5.1, 5.6.1 and 5.7.1, respectively).
External forces:
For every external forcing applied (wind, current and 2nd order drift forces)
this file will contain 6 items (3 force items, 3 direction items), thus represent-
ing the force from each external forcing on the vessel for each time step.
This output file can only be included if a current or wind or drift forces are
included.
Surface elevation:
This file contains the surface elevation at the vessels midpoint for each time
step.

Final output
This output file can only be included if a wave field is specified.
Diffraction force:
diffraction force on the vessel for each time step.
This output file can only be included if a wave field is specified.
Chain forces:
This file will contain as many items as there are chains declared. The file dis-
plays the chain force evolution for each time step.
This output can only be include if chains are defined (see Section 5.5.1).
59
Reference guide

Further reading on MIKE 21 MA and its predecessors
6 References
/1/ Christensen, E.D., Jensen, B., Mortensen, S., Hansen, H.F. and Kir-
kegaard J. 2008, Numerical Simulation of Ship Motion in Offshore
and Harbour Areas, OMAE2008-57206, Proc. ASME 27th Int. Conf.
on Offshore Mechanics and Arctic Engineering, Estoril, Portugal
/2/ PIANC 1995, Criteria for Movements of Moored Ships in Harbours,

Report of Working Group no.21 Supplement to Bulletin no.88.
/3/ PIANC 2012, Criteria for (Un)Loading of Container Vessels-A Prac-

tical Guide, Report no. 24, Supplement to Bulletin no. 88.
/4/ OCIMF 2008, Mooring Equipment Guidelines, 3rd Edition.
6.1 Further reading on MIKE 21 MA and its predecessors

Bhautoo, P. et. al., 2015, Moored vessel interaction induced by passing ships
at the Port of Brisbane, Australasian Coasts & Ports Conference 15-18 Sep-
tember 2015, Auckland, New Zealand.
Bingham, H.B., 2000, A hybrid Boussinesq panel method for predicting the
motion of a moored ship. Coast. Eng. 40, 21–38.
Brüning, A.et. al., 2011, A hybrid modelling approach for floating breakwater
dimensioning, 5th International Short Conference on Applied Coastal
Research 2011.
Brüning, A. et. al., 2014, Assessing mooring forces at an offshore wind termi-
nal in Bremerhaven, Germany, PIANC World Congress San Francisco USA.
Hansen, H.F. et al., 2009, Multi vessel interaction in shallow water, Proceed-
ings of the 28th International Conference on Ocean, Offshore and Arctic
Engineering OMAE2009 , Honolulu, Hawaii, USA, May 31 - June 5, 2009.
Hansen, H.F., Kirkegaard, J and Kofoed-Hansen, H., 2010, Hydraulic aspects

of marine LNG receiving terminal design, Rio Oil & Gas Expo and Confer-
ence, Rio de Janeiro, September 13-16, 2010.
Harkin, A., Mortensen, S. and Dixen, M. 2017, Validation of Moored Vessel

Response Simulator with Physical Model Comparisons, Coasts & Ports 2017
Conference – Cairns, 21-23 June 2017.
Jensen, B., Hansen, H.F. and Kirkegaard, J., 2015, Estimating Quadratic
Transfer Functions for Floating Structures using Model Test Data from Irregu-
lar Sea States, Proceedings of the Twenty-fifth (2015) International Ocean
61
References
and Polar Engineering Conference, Kona, Big Island, Hawaii, USA, June 21-
26, 2015
Kerper, D. et. al., 2017, Nearshore FSO Response under Rapidly Varying
Landslide Tsunami Hydrodynamic Loads, Proceedings of the Twenty-seventh
(2017) International Ocean and Polar Engineering Conference, San Fran-
cisco, CA, USA, June 25-30, 2017
Mortensen, S, Allery, C, Kirkegaard, J and Hancock, R, 2008,: Numerical

Modelling of Moored Vessel Motions Caused by Passing Vessels in the Port
of Brisbane, Proceedings of the ASME 27th International Conference on Off-
shore Mechanics and Arctic Engineering OMAE 2008, June 15-20, 2008,
Estoril, Portugal.
Mortensen, S, Allery, C, Kirkegaard, J and Hancock, R, 2009, Numerical

Modelling of Moored Vessel Motions Caused by Passing Vessels, Coast &
Ports 2009 Conference Proceedings, Wellington, New Zealand.
Parisella, G. and Gourlay, T.P. 2016, Comparison of open-source code

Nemoh with Wamit for cargo ship motions in shallow water, Centre for Marine
Science and Technology, Curtin University, Research report 2016-23, Octo-
ber 2016

INDEX
63
Index
A fishing vessels . . . . . . . . . . . .14

amidship . . . . . . . . . . . . . . . 44 freighters . . . . . . . . . . . . . . .14
B G
bollards . . . . . . . . . . . . . 19, 42 gas tankers . . . . . . . . . . . . . .18
breast lines . . . . . . . . . . . 17, 19 General cargo vessel . . . . . . . .40
breasting dolphins . . . . . . . . . . 19
bulk carrier . . . . . . . . . . . . . . 40 H
bulk carriers . . . . . . . . . . . . . 16 head lines . . . . . . . . . . . .17, 19
Heave . . . . . . . . . . . . . . . .13
C horizontal force . . . . . . . . . . . .41
cargo vessels . . . . . . . . . . . . 15
chain forces . . . . . . . . . . . 57, 59 I
chains . . . . . . . . . . . . . . . . 40 IFFT . . . . . . . . . . . . . . .50, 51
coasters . . . . . . . . . . . . . . . 14 inverse fast Fourier transformation
combi lines . . . . . . . . . . . . . . 37 (IFFT) . . . . . . . . . . . . . . . .50
container ship . . . . . . . . . . . . 40
container ships . . . . . . . . . . . 16 K
convergence . . . . . . . . . . . . . 34 kinematic viscosities . . . . . . . . .47
convergence mode . . . . . . . . . 34
convergence threshold . . . . . . . 54 L
length between perpendiculars (LPP) .
D 39
deflection . . . . . . . . . . . . . . 38 line forces . . . . . . . . . . . .56, 57
degrees of freedom . . . . . 13, 20, 56 line profile . . . . . . . . . . . . . .36
diffraction force . . . . . . . . . . . 59 line stiffness . . . . . . . . . . . . . 35
Domain . . . . . . . . . . . . . . . 33 linear damping coefficient . . . .36, 38
drag coefficient . . . . . . . . . . . 53 lines . . . . . . . . . . . . . . . . .36
dry bulk carriers . . . . . . . . . . . 16 loading conditions . . . . . . . . . .39
longitudinal area . . . . . . . . . . .39
E
external forces . . . . . . . . . . 57, 58 M
map projections . . . . . . . . . . .33
F material characteristics . . . . . . . .35
failure deflection . . . . . . . . . . . 38 mooring force . . . . . . . . . .57, 58
failure load . . . . . . . . . . . . 36, 39 mooring hooks . . . . . . . . . . . .19
fairleads . . . . . . . . . . . . . . . 40 mooring line . . . . . . . . . . . . . 45
fast Fourier transformation (FFT) . . 47 mooring lines . . . . . . . . . . . . .19
fender compression . . . . . . . . . 35 motion criteria for safe working
fender forces . . . . . . . . . . . . . 56 conditions . . . . . . . . . . . . . .20
fender friction coefficient . . . . . . . 38 multibody moorings . . . . . . . . .19
fenders . . . . . . . . . . . . 19, 38, 42
ferries . . . . . . . . . . . . . . . . 15 N
FFT . . . . . . . . . . . 47, 49, 50, 51 natural fibre lines . . . . . . . . . . .37
final computation mode . . . . . 34, 35 nylon lines . . . . . . . . . . . . . .37

Index
nylon ropes . . . . . . . . . . . . . 15 V
vessel class . . . . . . . . . . . . . 39
O vessel motion . . . . . . . . . . 56, 58
offshore moorings . . . . . . . . . 19 VLCC conventional . . . . . . . . . 40
oil tankers . . . . . . . . . . . . . . 16 VLCC cylindrical . . . . . . . . . . . 40
P W
pitch . . . . . . . . . . . . . . . . . 13 warm-up . . . . . . . . . . . . . . . 34
polypropylene lines . . . . . 14, 15, 37 winches . . . . . . . . . . . . . 19, 40
prismatic (membrane) tankers . . . 18
Prismatic gas carrier . . . . . . . . 40 Y
yaw . . . . . . . . . . . . . . . . . 13
Q
quadratic damping coefficient . 36, 39
R
reaction force . . . . . . . . . . . . 38
roll . . . . . . . . . . . . . . . . . 13
Ro-Ro vessels . . . . . . . . . . . 15
rubber fenders . . . . . . . . . . . 14
S
ship motions . . . . . . . . . . . . 13
single point moorings (SPM) . . . . 19
spherical (moss) tankers . . . . . . 18
Spherical gas carrier . . . . . . . . 40
spring lines . . . . . . . . . . . 17, 19
steel wires . . . . . . . . . . . 15, 37
stern lines . . . . . . . . . . . . 17, 19
submerged mass . . . . . . . . . . 39
surface elevation . . . . . . . . . . 58
surge . . . . . . . . . . . . . . . . 13
sway . . . . . . . . . . . . . . . . 13
synthetic fibre lines . . . . . . . . . 37
T
tail line . . . . . . . . . . . . . . . 46
tails . . . . . . . . . . . . . . . . . 37
tension . . . . . . . . . . . . . . . 39
terylene lines . . . . . . . . . . . . 37
torm bitts . . . . . . . . . . . . . . 19
total breaking strength . . . . . . . 36
transverse area . . . . . . . . . . . 39
truck tire fenders . . . . . . . . . . 14
65
Index

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MIKE 21 Maritime

MIKE 21 Mooring Analysis

COPYRIGHT This document refers to proprietary computer software which is pro-

'IN NO EVENT SHALL DHI OR ITS REPRESENTATIVES

1 About this User Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

6 MIKE 21 Mooring Analysis - © DHI

1 About this User Guide

The MIKE 21 MA modelling system consists of 2 applications in the MIKE 21

1. Frequency Response Calculator (FRC)

This User Guide is complemented by the Online Help.

The MIKE 21 MA modelling system, is a further commercialisation and devel-

1.2 Assumed User Background

In this case, "common sense" means a background in hydrodynamics and

1.3 General Editor Layout

1.3.1 Navigation tree

1.3.2 Editor window

 Several graphical features are available, to visualize the physical sys-

1.3.3 Validation window

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1.4 Online Help

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Set up a spatial system of a vessel in a port, and ultimately solve the

2.1 Short Description

 A (.dfs2) domain file

can launch a simulation, which leads to a series of dynamic instantaneous

 Vessel motion in all six degrees of freedom of the vessels/floating body’s

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3 Vessel Response Simulations

3.1 About Vessel Response Simulations

Preventing dangerous conditions at vessel berths (and terminals) and mini-

Additionally, several mooring configurations can be rapidly tested under a

This guide provides a brief overview of mooring principles with an introduc-

MA projects, fundamentals of mooring systems and recommended ship

3.2 Vessel Types

Figure 3.2 Fishing vessel

Coasters and freighters

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Figure 3.3 Freighter (image source: Damen Shipyard, www.damen.com)

Ferries and Ro-Ro vessels

Figure 3.4 Ro-Ro vessel (image source: Fleetmon, www.Fleetmon.com)

General cargo vessels

Figure 3.5 General cargo vessel

Dry bulk carriers

Figure 3.6 Panamax bulk carrier

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Figure 3.7 Typical tanker mooring (OCIMF /4/)

Figure 3.8 Oil tanker (image source: www.shipsandharbours.com)

Figure 3.9 Prismatic tanker (image source: www.globalsecurity.org)

Figure 3.10 Spherical tanker (image source: www.gazprom-sh.nl)

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3.3 Mooring Configurations

 Mooring lines connecting ships to berths

There are three main types of mooring lines:

Figure 3.11 Typical mooring line configuration on a tanker (OCIMF /4/)

3.4 Recommended Ship Motion Criteria

3.5 MIKE 21 MA Overview

MIKE 21 MA solves the time-domain equations of motion to obtain the tempo-

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MIKE 21 MA delivers highly accurate results, which can easily be interpreted

Figure 3.12 Example of MIKE 21 MA application (passing vessel induced wave