Department of Defence Handbook-Mooring Design

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INCH-POUND
MIL-HDBK-1026/4A
1 July 1999
__________________
SUPERSEDING
NAVFAC DM-26.4
April 1986
NAVFAC DM-26.5
June 1985
NAVFAC DM-26.6
April 1986
DEPARTMENT OF DEFENSE
HANDBOOK
MOORING DESIGN
THIS HANDBOOK IS FOR GUIDANCE ONLY. DO NOT CITE THIS

DOCUMENT AS A REQUIREMENT.
AMSC N/A
AREA FACR
DISTRIBUTION STATEMENT A. APPROVED FOR PUBLIC RELEASE:

DISTRIBUTION IS UNLIMITED.
MIL-HDBK-1026/4A
ABSTRACT
This handbook is intended for use by facility and ship designers
and contains policy and procedures for the design of moorings
for Department of Defense (DOD) vessels.
For the purposes of this handbook, a mooring is defined as a
compliant structure that restrains a vessel against the action
of wind, wave, and current forces.
For the purposes of this handbook, the emphasis is on moorings
composed of tension members (chain, line, wire rope, etc.) and
compression members (fenders, camels, etc.) used to secure
vessels (surface ships, submarines, floating drydocks, yard
craft, etc.). The term mooring in this handbook includes
anchoring of ships.
The primary emphasis of this handbook is the mooring of floating
structures or vessels, such as ships, yard craft, submarines,
and floating drydocks in harbors. This handbook does not
address systems where the environmental forcing on the mooring
members themselves is important, as may be the case for towed
underwater bodies, ship-to-ship at-sea mooring, and towing of
one vessel by another.
ii
MIL-HDBK-1026/4A
FOREWORD
The DOD, through the U.S. Navy, Military Sealift Command, and
U.S. Army, has a long history of mooring vessels in harbors
throughout the world. This experience has shown that the
ability to analyze moorings according to a set of common and
well understood basic principles is critical for safe and costeffective mooring operations.
This handbook presents procedures for the evaluation and design
of mooring facilities for DOD vessels. It is intended to
provide guidance to users, operators, and designers of mooring
facilities for DOD vessels.
Mooring systems are designed to withstand forces and moments
generated by winds, waves, and currents acting upon the vessel.
Designers must appreciate the user's environmental and
operational requirements that are unique at each site and to
each vessel. Similarly, ship and facility operators must
appreciate the design parameters that the designers have
employed for their particular vessel and facility.
In the development of this handbook, particular emphasis has
been placed on "lessons learned" from past DOD mooring
operations as well as new technology and procedures for mooring
analysis which have been developed in both the commercial and
Government sectors.
This handbook uses, to the maximum extent feasible, national and
institute standards in accordance with Commander, Naval
Facilities Engineering Command (NAVFACENGCOM) and Commander,
Naval Sea Systems Command (NAVSEASYSCOM) policy. Do not deviate
from this handbook without prior approval of the NAVFACENGCOM
Criteria Office.
Recommendations for improvement are encouraged from within the
Navy, other Government agencies, and the private sector and
should be furnished on the DD Form 1426 provided inside the back
cover to Commander, Naval Facilities Engineering Command,
NAVFACENGCOM Criteria Office, 1510 Gilbert Street, Norfolk, VA
23511-2699; telephone commercial (757) 322-4200, facsimile
machine (757) 322-4416.
iii
MIL-HDBK-1026/4A
DO NOT USE THIS HANDBOOK AS A REFERENCE DOCUMENT FOR PROCUREMENT
OF FACILITIES CONSTRUCTION. USE IT IN THE PURCHASE OF
FACILITIES OR SHIP ENGINEERING STUDIES AND DESIGN (FINAL PLANS,
SPECIFICATIONS, AND COST ESTIMATES). DO NOT REFERENCE IT IN
MILITARY OR FEDERAL SPECIFICATIONS OR OTHER PROCUREMENT
DOCUMENTS.
iv
MIL-HDBK-1026/4A
WATERFRONT FACILITIES CRITERIA MANUALS

Criteria
Manual
MIL-HDBK-1025/1
Title
Piers and Wharves
Preparing
Activity
LANTDIV
MIL-HDBK-1025/2
Dockside Utilities for Ship

Service
NAVFAC
MIL-HDBK-1025/3
Cargo Handling Facilities

(Textbook)
N/A
MIL-HDBK-1025/4
Seawalls, Bulkheads and

Quaywalls
NFESC
MIL-HDBK-1025/5
Ferry Terminals and Small Craft

Berthing Facilities (Textbook)
N/A
MIL-HDBK-1025/6
General Criteria for Waterfront

Facilities
LANTDIV
HARBOR AND COASTAL FACILITIES DESIGN MANUALS

26.1
Harbors
NFESC
26.2
Coastal Protection (superseded

by Army Corps of Engineering
Shore Protection Manual 1984)
26.3
Coastal Sedimentation and

Dredging
NFESC
MIL-HDBK-1026/4
Mooring Design
NFESC
26.5
Fleet Moorings (superseded by N/A

MIL-HDBK-1026/4)
26.6
Mooring Design Physical and

NFESC Report TR-6014-OCN)
NAVFAC
MIL-HDBK-1026/4A
(THIS PAGE INTENTIONALLY LEFT BLANK)
vi
MIL-HDBK-1026/4A
MOORING DESIGN
CONTENTS
Page
Section 1
1.1
1.2
1.3
1.4
1.5
1.6
INTRODUCTION
Scope . . . . . . . . . . . . . . . . .
Purpose of Criteria . . . . . . . . . .
Definition . . . . . . . . . . . . . . .
Cancellation . . . . . . . . . . . . . .
Related Technical Documents . .. . . . .
Organizational Roles and Responsibilities.
1
1
1
1
1
2
Section 2
2.1
2.1.1
2.2
2.2.1
2.2.2
MOORING SYSTEMS
Introduction . . . . . .
Purpose of Mooring . . .
Types of Mooring Systems
Fixed Mooring Systems .
Fleet Mooring Systems .
4
4
5
5
5
Section 3
3.1
3.2
3.2.1
3.2.2
BASIC DESIGN PROCEDURE

Design Approach . . . . . . . . . . . .
General Design Criteria . . . . . . ....
Mooring Service Types . . . . . . . . .
Facility Design Criteria for Mooring
Service Types . . . . . . . . . . . . .
Ship Hardware Design Criteria for
Mooring Service Types . . . . . . . . .
Strength . . . . . . . . . . . . . . . .
Serviceability . . . . . . . . . . . . .
General Mooring Integrity . . . . . . .
Quasi-Static Safety Factors . . . . . .
Allowable Ship Motions . . . . . . . . .
Design Methods . . . . . . . . . . . . .
Quasi-Static Design . . . . . . . . . .
Dynamic Mooring Analysis . . . . . . . .
Risk . . . . . . . . . . . . . . . . . .
Coordinate Systems . . . . . . . . . . .
Ship Design/Construction Coordinates . .
Ship Hydrostatics/Hydrodynamics
Coordinates. . . . . . . . . . . . . . .
Local Mooring Coordinate System . . . . .
3.2.3
3.2.4
3.2.5
3.2.6
3.2.7
3.2.8
3.3
3.3.1
3.3.2
3.4
3.5
3.5.1
3.5.2
3.5.3
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MIL-HDBK-1026/4A
3.5.4
3.6
3.7
3.8
3.8.1
3.8.2
3.8.3
3.8.4
3.8.5
3.8.6
3.8.7
3.8.8
3.9
3.10
3.11
3.12
Section
4
4.1
4.2
4.3
4.4
4.4.1
4.4.2
4.4.3
4.5
4.5.1
4.5.2
4.5.3
4.6
Global Coordinate System . . . .

Vessel Design Considerations . .
Facility Design Considerations .
Environmental Forcing Design
Considerations . . . . . . . . .
Winds . . . . . . . . . . . . . .
Wind Gust Fronts . . . . . . . .
Storms . . . . . . . . . . . . .
Currents . . . . . . . . . . . .
Water Levels . . . . . . . . . .
Waves . . . . . . . . . . . . . .
Water Depths . . . . . . . . . .
Environmental Design Information
Operational Considerations . . .
Inspection . . . . . . . . . . .
Maintenance . . . . . . . . . . .
General Mooring Guidelines . . .
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STATIC ENVIRONMENTAL FORCES AND MOMENTS

ON VESSELS
Scope . . . . . . . . . . . . . . . . . . 66
Engineering Properties of Water and Air . 66
Principal Coordinate Directions . . . . . 67
Static Wind Forces/Moments . . . . . . . 68
Static Transverse Wind Force . . . . . . 68
Static Longitudinal Wind Force . . . . . 78
Static Wind Yaw Moment . . . . . . . . . 82
Static Current Forces/Moments . . . . . . 85
Static Transverse Current Force . . . . . 85
Static Longitudinal Current Force . . . . 92
Static Current Yaw Moment . . . . . . . . 97
Wind and Current Forces and Moments on
Multiple Ships . . . . . . . . . . . . . 98
Section 5
5.1
5.2
5.3
ANCHOR SYSTEM DESIGN PROCEDURES

General Anchor Design Procedure. . . . . . 99
Drag-Embedment Anchor Specification . . . 107
Driven-Plate Anchor Design Procedures . . 112
Section 6
6.1
FACILITY MOORING EQUIPMENT GUIDELINES

Introduction . . . . . . . . . . . .
viii
. 117
MIL-HDBK-1026/4A
6.2
6.2.1
6.2.2
6.3
6.4
6.5
6.6
6.7
6.7.1
6.7.2
6.8
6.9
6.10
6.11
Section 7
7.1
7.2
7.3
7.4
7.5
7.6
7.7
7.8
7.9
Section 8
8.1
8.2
8.2.1
8.2.2
8.2.3
8.2.4
8.2.5
8.3
8.3.1
8.3.2
8.3.3
8.3.4
8.3.5
8.3.6
Key Mooring Components

Tension Members . . . .
Compression Members . .
Anchors . . . . . . . .
Chain and Fittings . .
Buoys . . . . . . . . .
Sinkers . . . . . . . .
Mooring Lines . . . . .
Synthetic Fiber Ropes .
Wire Ropes . . . . . .
Fenders . . . . . . . .
Pier Fittings . . . . .
Catenary Behavior . . .
Sources of Information
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VESSEL MOORING EQUIPMENT GUIDELINES

Introduction . . . . . . . . . . .
Types of Mooring Equipment . . . .
Equipment Specification . . . . . .
Fixed Bitts . . . . . . . . . . . .
Recessed Shell Bitts . . . . . . .
Exterior Shell Bitts . . . . . . .
Chocks . . . . . . . . . . . . . .
Allowable Hull Pressures . . . . .
Sources of Information for Ships
Mooring Equipment . . . . . . . . .
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Page
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143
143
143
144
144
144
144
144
. . . 144
EXAMPLE PROBLEMS
Introduction . . . . . . . . . . . .
Single Point Mooring - Basic Approach
Background for Example . . . . . . .
Ship . . . . . . . . . . . . . . . .
Forces/Moments . . . . . . . . . . .
Quasi-Static Design . . . . . . . . .
Mooring Hawser Break . . . . . . . .
Fixed Mooring - Basic Approach . . .
Background . . . . . . . . . . . . .
Goal . . . . . . . . . . . . . . . .
Ship . . . . . . . . . . . . . . . .
Forces/Moments . . . . . . . . . . .
Definitions . . . . . . . . . . . . .
Preliminary Analysis . . . . . . . .
ix
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151
151
153
153
154
154
154
157
157
157
157
158
158
158
MIL-HDBK-1026/4A
8.3.7
8.4
8.4.1
8.4.2
8.4.3
8.4.4
8.4.5
8.4.6
8.4.7
8.4.8
8.4.9
8.4.10
Wharf Mooring Concept . . . . .

Spread Mooring - Basic Approach
Background for Example . . . .
Goal . . . . . . . . . . . . .
Ship . . . . . . . . . . . . .
Forces/Moments . . . . . . . .
Anchor Locations . . . . . . .
Definitions . . . . . . . . . .
Number of Mooring Legs . . . .
Static Analysis . . . . . . . .
Dynamic Analysis . . . . . . .
Anchor Design . . . . . . . . .
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Page
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168
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170
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173
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175
176
179
APPENDIX
APPENDIX A
Wind and Current Forces/Moments on Multiple

Vessels . . . . . . . . . . . . . . . . . . 184
FIGURES
Figure
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
DOD Organizations Involved With Ship Moorings 3

Single Ship, Offset From a Pier With
Camels. . . . . . . . . . . . . . . . . . .
7
Ship at a T-Pier (plan view) . . . . . . .
8
Floating Drydock Spud Moored . . . . . . .
8
Ships on Both Sides of a Pier (plan view) .
9
Two Ships on One Side of a Pier (plan view). 9
Ship at Anchor . . . . . . . . . . . . . . 13
Single Point Mooring With Drag Anchors. . . 14
Single Point Mooring With a Plate Anchor
and a Sinker . . . . . . . . . . . . . . . 15
Bow-Stern Mooring Shown in Plan View . . .
Mooring . . . . . . . . . . . . . . . . . . 16
Med-Mooring. . . . . . . . . . . . . . . . . 17
Spread Mooring . . . . . . . . . . . . . . 17
Two Inactive Ships Moored at a Wharf . . . 18
Spread Mooring . . . . . . . . . . . . . . 18
Risk Diagram . . . . . . . . . . . . . . . 37
Ship Design and Hydrostatic Coordinates . . 39
MIL-HDBK-1026/4A
17
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26
27
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29
30
31
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33
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Page
40
41
45
46
49
Local Mooring Coordinate System for a Ship.

Local Mooring Coordinate System for a Ship.
Ratio of Wind Speeds for Various Gusts . .
Typhoon OMAR Wind Chart Recording . . . . .
Sample Wind Gust Fronts on Guam . . . . . .
Distribution of Guam Wind Gust Front Wind
Angle Changes . . . . . . . . . . . . . . . 50
Initial Versus Maximum Wind Speeds for
Wind Gust Fronts . . . . . . . . . . . . . 51
Wind Gust Front Maxima on Guam 1982-1986 . 52
Idealized Models of Chain Wear . . . . . . 63
Definition of Terms . . . . . . . . . . . . 69
Local Coordinate System for a Ship . . . . 70
Sample Ship Profiles . . . . . . . . . . . 73
Shape Function for Transverse Wind Force . 74
Example . . . . . . . . . . . . . . . . . . 76
Blockage Effect for an Impermeable Structure
Next to a Moored Ship . . . . . . . . . . . 77
Sample Yaw Normalized Moment Coefficient . 84
Examples of Ratios of Ship Draft (T) to
Water Depth (d) . . . . . . . . . . . . .
86
Broadside Current Drag Coefficient . . . .
87
Example of Transverse Current Drag
Coefficients . . . . . . . . . . . . . . .
91
Example of a Drag-Embedment Anchor
(Stabilized Stockless Anchor) . . . . . . 102
(NAVMOOR Anchor) . . . . . . . . . . . . . 102
Driven-Plate Anchor . . . . . . . . . . . 103
Anchor System Holding Capacity in
Cohesive Soil (Mud) . . . . . . . . . . . 110
Anchor System Holding Capacity in
Cohesionless Soil (Sand) . . . . . . . . . 111
Major Steps of Driven-Plate Anchor
Installation . . . . . . . . . . . . . . .
115
Chain Fittings . . . . . . . . . . . . . . . 125
Synthetic Line Stretch . . . . . . . . . . . 129
SEA-GUARD Fender Information . . . . . . . . 134
SEA-CUSHON Fender Performance . . . . . . . 135
Pier and Wharf Mooring Fittings Shown in
Profile and Plan Views . . . . . . . . . . . 137
Sample Catenary . . . . . . . . . . . . . . 139
xi
MIL-HDBK-1026/4A
Page
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50
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63
64
65
66
A-1
A-2
A-3
A-4
A-5
A-6
A-7
A-8
Load/Deflection Curve for the Example

Mooring Leg . . . . . . . . . . . . . . . . 140
Fixed and Recessed Shell Bitts . . . . . . . 146
Recessed Shell Bitt (minimum strength
Requirements) . . . . . . . . . . . . . . . 148
Some Types of Behavior of Ships at Single
Point Moorings . . . . . . . . . . . . . . . 152
Example Single Point Mooring . . . . . . . . 155
Example Mooring Failure Due to a Wind
Gust Front . . . . . . . . . . . . . . . . . 156
Wind Forces and Moments on a Single Loaded
CVN-68 for a 75-mph (33.5-m/s) Wind . . . . 159
Definitions . . . . . . . . . . . . . . . . 160
Optimum Ideal Mooring . . . . . . . . . . . 161
Required Mooring Capacity Using the
Optimum Ideal Mooring . . . . . . . . . . . 162
Efficiency of Ship Moorings Using Synthetic
Lines at Piers and Wharves . . . . . . . . . 164
CVN-68 Wharf Mooring Concept (Model 2) . . 165
Component Analysis of Mooring Working
Capacity . . . . . . . . . . . . . . . . . . 166
Mooring Line Tensions for a CVN-68 Moored
at a Wharf with 75 mph (33.5 m/s) Winds
(Model 2) . . . . . . . . . . . . . . . . 167
Aircraft Carrier Mooring Concept . . . . . . 169
Wind Forces and Moments on a Nest of Four
DD 963 Class Vessels for a Wind Speed of
78 mph (35 m/s) . . . . . . . . . . . . . . 172
Spread Mooring Arrangement for a Nest of
Four Destroyers . . . . . . . . . . . . . . 174
End View of DD 963 Mooring Nest . . . . . . 177
Plate Anchor Holding Capacity . . . . . . . 183
Plan and Profile Views of Ships Tested. . . .185
Coordinate System. . . . . . . . . . . . . . 186
Definition of Some Terms. . . . . . . . . . .187
Sample Condition. . . . . . . . . . . . . . .188
Example of Four Ships Moored Adjacent to
One Another. . . . . . . . . . . . . . . . . 189
Example of Two Ships Moored Next to One
Another. . . . . . . . . . . . . . . . . . . 190
CVE-55 Ship Nests Tested. . . . . . . . . . .192
CVE-55 Lateral Wind Forces. . . . . . . . . .193
xii
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CVE-55 Lateral Wind Forces Divided by the

Force on One Ship. . . . . . . . . . . . . .194
CVE-55 Wind Moments on One and Two Ships. . 195
CVE-55 Wind Moment Arm for One and Two
Ships. . . . . . . . . . . . . . . . . . . .196
CVE-55 Lateral Current Force. . . . . . . . 197
CVE-55 Current Force Divided by Force for
One Ship. . . . . . . . . . . . . . . . . . 198
CVE-55 Current Moment. . . . . . . . . . . .199
CVE-55 Current Moment Arm for One and Two
Ships. . . . . . . . . . . . . . . . . . . .200
DD-692 Ship Nests Tested. . . . . . . . . . 201
DD-692 Lateral Wind Forces. . . . . . . . . 202
DD-692 Lateral Wind Force Divided by Force
On One Ship. . . . . . . . . . . . . . . . .203
DD-692 Lateral Wind Moments. . . . . . . . .204
DD-692 Wind Moment Arm. . . . . . . . . . . 205
DD-692 Lateral Current Force. . . . . . . . 206
DD-692 Lateral Current Force Divided by
Force on One Ship. . . . . . . . . . . . . .207
DD-692 Current Moment. . . . . . . . . . . .208
DD-692 Current Moment Arm. . . . . . . . . .209
EC-2 Ship Nests Tested. . . . . . . . . . . 210
EC-2 Lateral Wind Force. . . . . . . . . . .211
EC-2 Lateral Wind Force. . . . . . . . . . .212
EC-2 Lateral Wind Force Divided by Force
On One Ship. . . . . . . . . . . . . . . . .213
EC-2 Wind Moment. . . . . . . . . . . . . .214
EC-2 Lateral Wind Force Divided by Force
On One Ship. . . . . . . . . . . . . . . . .215
EC-2 Wind Moment. . . . . . . . . . . . . . 216
EC-2 Wind Moment Arm. . . . . . . . . . . . 217
EC-2 Lateral Current Forces. . . . . . . . .218
EC-2 Lateral Current Force Divided by
Force on One Ship. . . . . . . . . . . . . .219
EC-2 Lateral Current Force Divided by
Force on One Ship. . . . . . . . . . . . . .220
EC-2 Current Moment. . . . . . . . . . . . .221
EC-2 Current Moment Arm. . . . . . . . . . .222
EC-2 Current Moment Arm. . . . . . . . . . .223
SS-212 Nests Tested. . . . . . . . . . . . .224
SS-212 Lateral Current Forces. . . . . . . .225
xiii
MIL-HDBK-1026/4A
A-41
A-42
A-43
A-44
A-45
A-46
A-47
A-48
Page
. . . . 226
by
. . . . 227
. . . . 228
. . . . 229
. . . . 230
SS-212 Lateral Current Forces. . . .

SS-212 Lateral Current Force Divided
Force on One Boat. . . . . . . . . .
SS-212 Current Moment. . . . . . . .
SS-212 Current Moment Arm. . . . . .
SS-212 Lateral Wind Force. . . . . .
SS-212 Lateral Wind Force Divided by
Force on One Boat. . . . . . . . . . . . . . 231
SS-212 Wind Moment. . . . . . . . . . . . . .232
SS-212 Wind Moment Arm. . . . . . . . . . . .233
TABLES
Table
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
Examples of Fixed Moorings . . . . . . . .

Examples of Fleet Moorings . . . . . . . .
Parameters in a Mooring Project . . . . .
Basic Mooring Design Approach With Known
Facility for a Specific Site and a
Specific Ship . . . . . . . . . . . . . .
Design Issues . . . . . . . . . . . . . .
Mooring Service Types . . . . . . . . . .
Facility Design Criteria for Mooring
Service Types . . . . . . . . . . . . . .
Ship Mooring Hardware Design Criteria . .
Minimum Quasi-Static Factors of Safety . .
Recommended Practical Motion Criteria
for Moored Vessels . . . . . . . . . . . .
Quasi-Static Design Notes . . . . . . . .
Conditions Requiring Special Analysis . .
Design Considerations Ship . . . . . . .
Design Considerations Facility . . . . .
Sample Distribution of Wind Gust Fronts on
Guam (Agana NAS) from 1982 to 1986 . . . .
Storm Parameters . . . . . . . . . . . . .
Some Sources of Environmental Design
Information . . . . . . . . . . . . . . .
Mooring Operational Design Considerations.
Inspection Guidelines. . . . . . . . . . .
Design Recommendations . . . . . . . . . .
Engineering Properties of Air and Water. .
Sample Wind Coefficients for Ships . . . .
xiv
.
.
.
6
10
19
.
.
.
20
22
23
.
.
.
25
26
28
.
.
.
.
.
29
33
36
42
43
.
.
50
53
.
.
.
.
.
.
58
60
61
64
66
72
MIL-HDBK-1026/4A
Page
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
Recommended Ship Longitudinal Wind Force

Drag Coefficients . . . . . . . . . . . . .
Recommended Values of x . . . . . . . . . .
Normalized Wind Yaw Moment Variables . . . .
Predicted Transverse Current Forces on
FFG-7 for a Current Speed of 1.5 m/s
(2.9 knots) . . . . . . . . . . . . . . . .
Area Ratio for Major Vessel Groups . . . . .
Example Destroyer. . . . . . . . . . . . . .
Example Longitudinal Current Forces on a
Destroyer. . . . . . . . . . . . . . . . . .
Current Moment Eccentricity Ratio Variables.
Anchor Specification Considerations. . . . .
Anchor Characteristics . . . . . . . . . . .
Drag Anchor Holding Parameters
U.S. Customary . . . . . . . . . . . . . . .
Drag Anchor Holding Parameters SI Units. . .
Driven-Plate Anchor Components . . . . . . .
Major Steps in Driven-Plate Anchor
Installation . . . . . . . . . . . . . . . .
Typical Driven-Plate Anchors . . . . . . . .
Practical Experience With Anchors. . . . . .
Stockless Anchors in the U.S. Navy Fleet
Mooring Inventory. . . . . . . . . . . . . .
NAVMOOR Anchors in the U.S. Navy Fleet
Mooring Inventory. . . . . . . . . . . . . .
FM3 Mooring Chain Characteristics. . . . . .
Properties of FM3 Chain Anodes . . . . . . .
Foam-Filled Polyurethane Coated Buoys. . . .
Stretch of Synthetic Lines . . . . . . . . .
Double Braided Nylon Line. . . . . . . . . .
Double Braided Polyester Lines . . . . . . .
Some Factors to Consider When Specifying
Synthetic Line or Wire Rope. . . . . . . . .
Commonly Used U.S. Navy Pier Mooring
Fittings . . . . . . . . . . . . . . . . . .
Sources of Information for Facility
Mooring Equipment. . . . . . . . . . . . . .
Types of Ship Based Mooring Equipment. . . .
Fixed Ships Bitts (minimum strength
requirements). . . . . . . . . . . . . . . .
xv
79
79
83
90
95
96
96
98
100
104
108
109
113
114
116
118
120
121
123
124
127
128
130
131
132
136
141
145
147
MIL-HDBK-1026/4A
Page
52
53
54
55
56
57
58
59
60
A-1
BIBLIOGRAPHY
REFERENCES
Closed Chocks (minimum strength

Requirements). . . . . . . . . . . . . . . .
Sources of Information for Ships
Mooring Equipment. . . . . . . . . . . . . .
2nd LT JOHN P BOBO Parameters(Fully Loaded)
CVN-68 Criteria (Fully Loaded) . . . . . . .
DD 963 Criteria (1/3 Stores) . . . . . . . .
Environmental Forces . . . . . . . . . . . .
Quasi-Static Leg Tensions for the Spread
Mooring at Various Wind Directions With
a Flood Tidal Current. . . . . . . . . . . .
Peak Dynamic Chain Tensions for DD 963 Nest
for Various Wind Directions and a Flood
Tidal Current. . . . . . . . . . . . . . . .
DD 963 Nest Motions for Surge, Sway, and
Yaw at Various Wind Directions With a
Flood Tidal Current. . . . . . . . . . . . .
Multiple Ship Testing. . . . . . . . . . . .
149
150
153
157
170
171
175
178
181
191
. . . . . . . . . . . . . . . . . . . . . .
234
. . . . . . . . . . . . . . . . . . . . . . .
238
xvi
MIL-HDBK-1026/4A
Section 1:
INTRODUCTION
1.1
Scope. This military handbook, MIL-HDBK-1026/4,
provides design policy and procedures for design of moorings for
U.S. Department of Defense (DOD) vessels.
1.2
Purpose of Criteria. The purpose of this handbook is
to ensure quality, consistency, and safety of DOD vessels,
mooring hardware, and mooring facilities throughout the world.
1.3
Definition. A mooring, in general terms, is defined
as a compliant structure that restrains a vessel against the
action of wind, wave, and current forces. For the purposes of
this handbook, the emphasis is on moorings composed of tension
members (chain, line, wire rope, etc.) and compression members
(fenders, camels, etc.) used to secure vessels (surface ships,
submarines, floating drydocks, yard craft, etc.). The term
mooring in this handbook includes anchoring of ships.
1.4
Cancellation. This handbook, MIL-HDBK-1026/4, dated 1
July 1999, cancels and supersedes:
a) DM 26.4, Fixed Moorings, Naval Facilities
Engineering Command, April 1986.
b) DM 26.5, Fleet Moorings, Naval Facilities
Engineering Command, June 1985.
c) DM 26.6, Mooring Design Physical and Empirical
Data, Naval Facilities Engineering Command, April 1986.
1.5
Related Technical Documents. The following documents
will have to be obtained to effectively use this military
handbook.
Naval Facilities Engineering Service Center (NFESC), 1100 23rd
Ave., Port Hueneme, CA 93043
CR-6108-OCN
Anchor Mooring Line Computer

Program Final Report, Users Manual for
Program CSAP2
TR-2039-OCN
Design Guide for Pile Driven

Plate Anchors
1
MIL-HDBK-1026/4A
TR-6005-OCN (Rev B)
EMOOR A Quick and Easy Method of

Evaluating Ship
Mooring at Piers and
Wharves
TR-6014-OCN
Mooring Design Physical and

Empirical Data
TR-6015-OCN
Foam-Filled Fender Design to

Prevent Hull Damage
1.6
Organizational Roles and Responsibilities. Over the
design life of a mooring facility, many organizations are
involved with the various aspects of a facility. Personnel
involved range from policy makers, who set the initial mission
requirements for vessels and facilities, to deck personnel
securing lines. Figure 1 illustrates the DOD organizations that
must understand the various aspects of moorings. In addition,
all these groups must maintain open communications to ensure
safe and effective moorings.
Safe use of moorings is of particular importance for
the end users (the ship's personnel and facility operators).
They must understand the safe limits of a mooring to properly
respond to significant events, such as a sudden storm, and to be
able to meet mission requirements.
It is equally important for all organizations and
personnel shown in Figure 1 to understand moorings. For example,
if the customer setting the overall mission requirement states
"We need a ship class and associated facilities to meet mission
X, and specification Y will be used to obtain these assets" and
there is a mismatch between X and Y, the ship and facility
operators can be faced with a lifetime of problems, mishaps,
and/or serious accidents.
MIL-HDBK-1026/4A
PENTAGON, NAVSEA,
MSC, NAVFAC
MISSION
DEFINITION/
PLANNING
NAVFAC
FACILITY
DESIGN
NAVFAC
ROICC
SHIP
DESIGN
FACILITY
CONSTRUCTION
PORT OPS,
PWC
NAVSEA,
MSC
SHIP
FABRICATION
SHIP
OPERATION/
MAINTENANCE
FACILITY
OPERATION/
MAINTENANCE
Organization
SHIPYARD
SUPSHIP
FLEET,
MSC
Examples
Primary Users
Figure 1
DOD Organizations Involved With Ship Moorings
MIL-HDBK-1026/4A
Section 2:
MOORING SYSTEMS
2.1
Introduction. The DOD uses several types of mooring
systems to moor ships. These systems can be summarized into two
broad categories of moorings:
a) Fixed Moorings - Fixed moorings are defined as
systems that include tension and compression members. Typical
fixed mooring systems include moorings at piers and wharves.
b) Fleet Moorings systems that include primarily
are transferred into the earth
moorings include fleet mooring
Fleet moorings are defined as

tension members. Mooring loads
via anchors. Examples of fleet
buoys and ships anchor systems.
The more common types of moorings are discussed in

this section.
2.1.1
Purpose of Mooring. The purpose of a mooring is to
safely hold a ship in a certain position to accomplish a
specific mission. A key need is to safely hold the vessel to
protect the ship, life, the public interest, and to preserve the
capabilities of the vessel and surrounding facilities. Ship
moorings are provided for:
a) Loading/Unloading - Loading and unloading items
such as stores, cargo, fuel, personnel, ammunition, etc.
b) Ship Storage - Storing the ship in a mooring
reduces fuel consumption and personnel costs. Ships in an
inactive or reserve status are stored at moorings.
c) Maintenance/Repairs - Making a variety of repairs
or conducting maintenance on the ship is often performed with a
ship moored.
d) Mission - Moorings are used to support special
mission requirements, such as surveillance, tracking, training,
etc.
Most DOD moorings are provided in harbors to reduce
exposure to waves, reduce ship motions, and reduce dynamic
mooring loads. Mooring in harbors also allows improved access
to various services and other forms of transportation.
4
MIL-HDBK-1026/4A
2.2
Types of Mooring Systems. Examples of typical
moorings systems are given in this section.
2.2.1
Fixed Mooring Systems. Examples of typical fixed
moorings are given in Table 1 and illustrated in Figures 2
through 6.
2.2.2
Fleet Mooring Systems. Examples of typical fleet
moorings are given in Table 2 and illustrated in Figures 7
through 14.
MIL-HDBK-1026/4A
Table 1
Examples of Fixed Moorings
a.
Single Vessel Secured at Multiple Points
MOORING TYPE
FIGURE
NUMBER
DESCRIPTION
Pier/Wharf
Multiple tension lines are used to

secure a vessel next to a pier/wharf.
Compliant fenders, fender piles and/or
camels keep the vessel offset from the
structure. A T-pier may be used to
keep the ship parallel to the current,
where the current speed is high.
Spud Mooring
b.
Multiple vertical structural steel

beams are used to secure the vessel,
such as a floating drydock. This type
of mooring is especially effective for
construction barges temporarily
working in shallow water. Spud
moorings can be especially susceptible
to dynamic processes, such as harbor
seiches and earthquakes.
Multiple Vessel Moorings
MOORING TYPE
FIGURE
NUMBER
DESCRIPTION
Opposite Sides of
a Pier
Vessels can be placed adjacent to one

another on opposite sides of a pier to
provide some blockage of the
environmental forces/moments on the
downstream vessel.
Multiple Vessels
Next to One
Another
Vessels can be placed adjacent to one

another to provide significant
blockage of the environmental forces/
moments on the downstream vessel(s).
MIL-HDBK-1026/4A
Figure 2
Single Ship, Offset From a Pier With Camels
MIL-HDBK-1026/4A
CURRENT
Figure 3
Ship at a T-Pier (plan view)
Figure 4
Floating Drydock Spud Moored
(spuds are secured to a pier, which is not shown, and
the floating drydock rides up and down on the spuds; profile
view is shown)
MIL-HDBK-1026/4A
CAMELS
LINES
PIER
Figure 5
Ships on Both Sides of a Pier (plan view)
Figure 6
Two Ships on One Side of a Pier (plan view)
MIL-HDBK-1026/4A
Table 2
Examples of Fleet Moorings
a.
Vessel Secured at a Single Point
MOORING TYPE
FIGURE
NUMBER
DESCRIPTION
At Anchor
Typical configuration includes the

ship deploying a single drag anchor
off the bow. This is usually a
temporary mooring used as a last
resort in benign conditions. A large
amount of harbor room is required for
the ship swing watch circle. If the
wind changes direction dramatically
then the anchor will have to reset.
Dynamic fishtailing, even under steady
winds and currents, may be a problem.
Putting out a second anchor in what is
known as a Hammerlock mooring may be
required in storm anchoring.
Single Mooring
Buoy
A single point mooring (SPM) buoy is

secured to the seafloor typically with
1 to 12 ground legs and either drag or
plate anchors. The ship moors to the
buoy using an anchor chain or hawser.
The vessel weathervanes under the
action of forcing, which helps to
reduce the mooring load. This type of
mooring requires much less room than a
ship at anchor because the pivot point
is much closer to the vessel. A
vessel at a mooring buoy is much less
prone to fishtailing than a ship at
anchor. Many of the mooring buoys at
U.S. Navy facilities around the world
are provided under the U.S. Navys
Fleet Mooring Program.
10
MIL-HDBK-1026/4A
Table 2
Examples of Fleet Moorings (Continued)
b.
Vessel Secured at Two Points
MOORING TYPE
FIGURE
NUMBER
DESCRIPTION
Bow-Stern Mooring
10
A vessel is moored with one buoy to

the bow and another to the stern.
This system has a much smaller watch
circle than a vessel at a single
mooring buoy. Also, two moorings share
the load. However, the mooring
tension can be much higher if the
winds, currents, or waves have a large
broadside component to the ship.
c.
Vessel Secured at Multiple Points
MOORING TYPE
FIGURE
NUMBER
DESCRIPTION
Med-Mooring
11
The vessel bow is secured to two

mooring buoys and the stern is moored
to the end of a pier or wharf. This
type of mooring is commonly used for
tenders or in cases where available
harbor space is limited. Commonly
used in the Mediterranean Sea. Hence,
the term Med Mooring.
Spread Mooring
12
Multiple mooring legs are used to

secure a vessel. This arrangement of
moorings is especially useful for
securing permanently or semipermanently moored vessels, such as
floating drydocks and inactive ships.
The ship(s) are usually oriented
parallel to the current.
11
MIL-HDBK-1026/4A
Table 2
Examples of Fleet Moorings (Continued)
d.
Multiple Vessel Moorings
MOORING TYPE
FIGURE
NUMBER
DESCRIPTION
Nest
Multiple tension members are used to

secure several vessels together.
Camels or fenders are used to keep the
vessels from contacting one another.
Nests of vessels are commonly put into
spread moorings. Nested vessels may
be of similar size (as for inactive
ships) or much different size (as a
submarine alongside a tender).
Advantages of nesting are: a nest
takes up relatively little harbor
space and forces/moments on a nest may
be less than if the ships were moored
individually.
6
13
14
12
MIL-HDBK-1026/4A
Figure 7
Ship at Anchor
13
MIL-HDBK-1026/4A
Figure 8
Single Point Mooring With Drag Anchors
14
MIL-HDBK-1026/4A
Figure 9
Single Point Mooring With a Plate Anchor and a Sinker
15
MIL-HDBK-1026/4A
BUOY
BUOY
Figure 10
Bow-Stern Mooring Shown in Plan View
16
MIL-HDBK-1026/4A
17
MIL-HDBK-1026/4A
18
MIL-HDBK-1026/4A
Section 3: BASIC DESIGN PROCEDURE

3.1
Design Approach. Begin the design with specified
parameters and use engineering principles to complete the
design. Types of parameters associated with mooring projects are
summarized in Table 3. The basic approach to performing mooring
design with the ship known is given in Table 4.
Table 3
Parameters in a Mooring Project
PARAMETER
EXAMPLES
1.
Operational Parameters
2.
Ship Configuration
3.
Facility Configuration
4.
Environmental Parameters
5.
Mooring Configuration
6.
Material Properties
Required ship position,

amount of motion allowed
Basic ship parameters, such
as length, width, draft,
displacement, wind areas,
mooring fitting locations,
wind/current force, and
moment coefficients
Facility location, water
depth, dimensions,
locations/type/capacity of
mooring fittings/fenders,
facility condition, facility
overall capacity
Wind speed, current speed and
direction, water levels, wave
conditions and possibility of
ice
Number/size/type/location of
tension members, fenders,
camels, etc.
Stretch/strain
characteristics of the
mooring tension and
compression members
19
MIL-HDBK-1026/4A
Table 4
Basic Mooring Design Approach With Known Facility for
a Specific Site and a Specific Ship
STEP
NOTES
Define customer(s)
requirements
Define the ship(s) to be moored, the type

of service required, the maximum
allowable ship motions, and situations
under which the ship will leave.
Determine planning
requirements
Define the impact/interaction with other

facilities and operations, evaluate
explosive arcs, determine permit
requirements, establish how the mooring
is to be used, review the budget and
schedule.
Define site and

environmental
parameters
Determine the water depth(s), engineering

soil parameters, design winds, design
currents, design waves, design water
levels, and evaluate access.
Ship
characteristics
Find the engineering characteristics of

the ship(s) including sail areas, drafts,
displacements, ship mooring fittings,
allowable hull pressures, and other
parameters.
Ship forces/moments
Determine the forces, moments, and other

key behaviors of the ship(s).
Evaluate mooring
alternatives
Evaluate the alternatives in terms of

safety, risk, cost, constructability,
availability of hardware, impact on the
site, watch circle, compatibility,
maintenance, inspectability, and other
important aspects.
Design Calculations
Perform static and/or dynamic analyses

(if required) for mooring performance,
anchor design, fender design, etc
20
MIL-HDBK-1026/4A
Table 4 (Continued)
Basic Mooring Design Approach With Known Facility for
a Specific Site and a Specific Ship
STEP
NOTE
Plans/Specs
Prepare plans, specifications, and cost

estimates.
Permits
Prepare any required environmental

studies and obtain required permits.
Installation
planning
Prepare instructions for installation,

including safety and environmental
protection plans.
Installation
monitoring
Perform engineering monitoring of the

installation process.
Testing
Perform pull tests of all anchors in

mooring facilities to ensure that they
hold the required load.
Documentation
Document the design and as-built

conditions with drawings and reports.
Instructions
Provide diagrams and instructions to show

the customer how to use and inspect the
mooring.
Inspection
Perform periodic inspection/testing of

the mooring to assure it continues to
meet the customer(s) requirements.
Maintenance
Perform maintenance as required and

document on as-built drawings.
3.2
General Design Criteria. General design issues shown
in Table 5 should be addressed during design to help ensure
projects meet customers needs.
21
MIL-HDBK-1026/4A
Table 5
Design Issues
CRITERIA
NOTES
Vessel operating
conditions
Under what conditions will the vessel(s) exit?

What are the operating mission requirements for
the ship? What is the maximum allowable hull
pressure?
Allowable motions
How much ship motion in the six degrees-offreedom will be allowable for the moored ship?
This is related to brow positions and use,
utilities, ship loading and unloading
operations, and other requirements. Note that
most ships have a very high buoyancy force and
moorings should be designed to allow for water
level changes at a site.
User skills
Is the user trained and experienced in using the

proposed system? What is the risk that the
mooring would be improperly used? Can a design
be formulated for easy and reliable use?
Flexibility
How flexible is the design? Can it provide for

new mission requirements not yet envisioned? Can
it be used with existing facilities/ships?
Constructability
Does the design specify readily available

commercial products and is it able to be
installed and/or constructed using standard
techniques, tolerances, etc.?
Cost
Are initial and life cycle costs minimized?
Inspection
Can the mooring system be readily inspected to

ensure continued good working condition?
Maintenance
Can the system be maintained in a cost-effective

manner?
Special
requirements
What special requirements does the customer

have? Are there any portions of the ship that
cannot come in contact with mooring elements
(e.g., submarine hulls)?
3.2.1
Mooring Service Types. There are several types of
standard services that moorings provide for DOD vessels in
22
MIL-HDBK-1026/4A
harbors. Therefore, the facilities and ships mooring hardware

should accommodate the types of services shown in Table 6.
Table 6
Mooring Service Types
MOORING SERVICE
TYPE
DESCRIPTION
TYPE I
This category covers moorings that are used in

winds of less than 34 knots and currents less
than 2 knots. Moorings include ammunition
facilities, fueling facilities, deperming
facilities, and ports of call. Use of these
moorings is normally selected concomitant with
forecasted weather.
TYPE II
This category covers moorings that for general

purpose berthing by a vessel that will leave
prior to an approaching tropical hurricane,
typhoon, or flood.
TYPE III
This category covers moorings that are used

for up to 2 years by a vessel that will not
leave prior to an approaching tropical
hurricane or typhoon. Moorings include
fitting-out, repair, drydocking, and overhaul
berthing facilities. Ships experience this
service approximately every 5 years.
Facilities providing this service are nearly
always occupied.
TYPE IV
This category covers moorings that are used

for 2 years or more by a vessel that will not
leave in case of a hurricane, typhoon, or
flood. Moorings include inactive, drydock,
ship museum, and training berthing facilities.
23
MIL-HDBK-1026/4A
3.2.2
Facility Design Criteria for Mooring Service Types.
Mooring facilities should be designed using the site specific
criteria given in Table 7. Table 7 gives design criteria in
terms of environmental design return intervals, R, and in terms
of probability of exceedence, P, for 1 year of service life, N =
1.
3.2.3
Ship Hardware Design Criteria for Mooring Service
Types. Ship mooring hardware needs to be designed to
accommodate various modes of ship operation. During Type II
operation, a ship may be moored in relatively high broadside
current and get caught by a sudden storm, such as a
thunderstorm. Type III mooring during repair may provide the
greatest potential of risk, because the ship is moored for a
significant time and cannot get underway. During Type IV
mooring, the ship should be aligned with the current, extra
padeyes can be welded to the ship hull for mooring, etc., so
special provisions can be made for long-term storage. There are
several U.S. shipyards where DOD ships can undergo major
repairs. The area near Norfolk/Portsmouth, Virginia has the
most extreme design criteria, so use conditions derived from
that site for the ships hardware design. Bremerton,
Washington, and Pearl Harbor, Hawaii have major U.S. Navy repair
shipyards with lower design winds and currents at those sites.
Ship mooring hardware environmental design criteria are given in
Table 8.
3.2.4
Strength. Moorings should be designed and constructed
to safely resist the nominal loads in load combinations defined
herein without exceeding the appropriate allowable stresses for
the mooring components. Normal wear of materials and inspection
methods and frequency need to be considered. Due to the
probable chance of simultaneous maximum occurrences of variable
loads, no reduction factors should be used.
3.2.5
Serviceability. Moorings should be designed to have
adequate stiffness to limit deflections, vibration, or any other
deformations that adversely affect the intended use and
performance of the mooring. At the same time moorings need to
be flexible enough to provide for load sharing and allow for
events, such as tidal changes.
24
MIL-HDBK-1026/4A
Table 7
Facility Design Criteria for Mooring Service Types
MOORING SERVICE
TYPE
WIND*
CURRENT**
TYPE I
Less than 34 knots
2 knots
or less
TYPE II
P=0.02 (min.)
R=50 yr (min.)
Vw=64 knots (max.)
P=0.02
R=50 yr
P=0.02 or
R=50 yr
P=0.02 or
P=0.01 or
R=100 yr
P=0.01 or
R=100 yr
TYPE III
TYPE IV
R=50 yr
WATER
LEVEL
mean lower
low to mean
higher high
extreme
lower low
to mean
higher high
WAVES
P=1 or
R=1 yr
P=1 or
R=1 yr
extreme
lower low
to high
P=0.02
or
R=50 yr
extreme
water
levels
P=0.01
or
R=100
yr
*Use exposure D (American Society of Civil Engineers (ASCE)

7-95, Minimum Design Loads for Buildings and Other Structures;
flat, unobstructed area exposed to wind flowing over open water
for a distance of at least 1 mile or 1.61 km) for determining
design wind speeds. Note that min. = minimum return interval or
probability of exceedence used for design; max. = maximum wind
speed used for design.
**To define the design water depth, use T/d = 0.9 for flat
keeled ships; for ships with non-flat hulls, that have sonar
domes or other projections, take the ship draft, T, as the mean
depth of the keel and determine the water depth, d, by adding
0.61 meter (2 feet) to the maximum navigation draft of the ship.
25
MIL-HDBK-1026/4A
Table 8
Ship Mooring Hardware Design Criteria
a.
MAXIMUM
WATER DEPTH
240 ft
73 m
MINIMUM
WIND SPEED
MINIMUM
CURRENT
SPEED
CHAIN
FACTOR OF
SAFETY
ANCHOR
HOLDING
FACTOR OF
SAFETY
70 knots
36.0 m/s
4 knots
2.06 m/s
4.0
1.0
b.
MAXIMUM
WATER DEPTH
120 ft
36.6 m
Ship Anchor Systems*
Submarine Anchor Systems*
MINIMUM
WIND SPEED
MINIMUM
CURRENT
SPEED
CHAIN
FACTOR OF
SAFETY
ANCHOR
HOLDING
FACTOR OF
SAFETY
70 knots
36.0 m/s
4 knots
2.06 m/s
4.0
1.0
c. Ship Mooring Systems**
CONDITION
MINIMUM WIND
SPEED
MINIMUM
CURRENT
SPEED
MOORING
LINE
FACTOR OF
SAFETY
Normal weather condition
25 knots
12.9 m/s
1 knot
0.51 m/s
9.0
Heavy weather condition
50 knots
25.7 m/s
3 knots
1.54 m/s
3.0
*Quasi-static design assuming wind and current are co-linear for

ship and submarine anchor systems (after NAVSEA DDS-581).
**Quasi-static design assuming current is broadside and wind can
approach from any direction (after NAVSEA DDS-582-1).
26
MIL-HDBK-1026/4A
3.2.6
General Mooring Integrity. For multiple-member
moorings, such as for a ship secured to a pier by a number of
lines, the mooring system strongly relies on load sharing among
several members. If one member is lost, the ship should remain
moored. Therefore, design multiple member mooring to ensure that
remaining members maintain a factor of safety at least 75
percent of the intact mooring factors of safety shown in Table 9
with any one member missing.
3.2.7
Quasi-Static Safety Factors. Table 9 gives
recommended minimum factors of safety for quasi-static design
based on material reliability.
3.2.8
Allowable Ship Motions. Table 10 gives recommended
operational ship motion criteria for moored vessels. Table
10(a) gives maximum wave conditions for manned and moored small
craft (Permanent International Association of Navigation
Congresses (PIANC), Criteria for Movements of Moored Ships in
Harbors; A Practical Guide, 1995). These criteria are based on
comfort of personnel on board a small boat, and are given as a
function of boat length and locally generated.
Table 10(b) gives recommended motion criteria for safe
working conditions for various types of vessels (PIANC, 1995).
Table 10(c) gives recommended velocity criteria and
Table 10(d) and (e) give special criteria.
27
MIL-HDBK-1026/4A
Table 9
Minimum Quasi-Static Factors of Safety
COMPONENT
Stockless &
balanced fluke
anchors
MINIMUM
FACTOR OF
SAFETY
1.5
High efficiency
drag anchors
2.0
Fixed anchors
(piles & plates)
3.0
Deadweight anchors
Chain
NOTES
For ultimate anchoring system

holding capacity; use 1.0 for
ship's anchoring*
holding capacity use 1.0 for ship's
anchoring*
holding capacity*
Use carefully (see Naval Civil
Engineering Laboratory (NCEL)
Handbook for Marine Geotechnical
Engineering, 1985)
3.0
For relatively straight lengths.
4.0
For chain around bends.

These factors of safety are for the
new chain break strength.
Wire rope
3.0
For the new wire rope break

strength.
Synthetic line**
3.0
For new line break strength.
Ship bitts
***
Use American Institute of Steel

Construction (AISC) code.
Pier bollards
***
Use AISC & other applicable codes.
*It is recommended that anchors be pull tested.

**Reduce effective strength of wet nylon line by 15 percent.
*** For mooring fittings take 3 parts of the largest size of
line used on the fitting; apply a load of: 3.0*(minimum line
break strength)*1.3 to determine actual stresses, act.; design
fittings so (act./ allow.)<1.0, where allow. is the allowable
stress from AISC and other applicable codes.
28
MIL-HDBK-1026/4A
Table 10
Recommended Practical Motion Criteria for Moored Vessels
(a) Safe Wave Height Limits for Moored Manned Small Craft
(after PIANC, 1995)
Beam/Quartering Seas
Head Seas
Vessel
Length
(m)
Wave
Period
(sec)
Maximum
Sign Wave
Height,
Hs (m)
Wave
Period
(sec)
Maximum
Sign Wave
Height,
Hs (m)
4 to 10
<2.0
0.20
<2.5
0.20
2.0-4.0
0.10
2.5-4.0
0.15
>4.0
0.15
>4.0
0.20
10-16
<3.0
0.25
<3.5
0.30
3.0-5.0
0.15
3.5-5.5
0.20
>5.0
0.20
>5.5
0.30
20
<4.0
0.30
<4.5
0.30
4.0-6.0
0.15
4.5-7.0
0.25
>6.0
0.25
>7.0
0.30
29
MIL-HDBK-1026/4A
Table 10 (Continued)
Recommended Practical Motion Criteria for
Moored Vessels
(b) Recommended Motion Criteria for Safe Working
Conditions1 (after PIANC, 1995)
Cargo Handling
Equipment
Surge
(m)
Sway
(m)
Heave
(m)
Yaw
(o)
Pitch
(o)
Roll
(o)
Elevator crane
0.15
0.15
Lift-on/off
1.0
1.0
0.4
Suction pump
2.0
1.0
Ships gear
1.0
1.2
0.6
Quarry cranes
1.0
1.2
0.8
Side ramp4
0.6
0.6
0.6
Dew/storm ramp
0.8
0.6
0.8
Linkspan
0.4
0.6
0.8
Rail ramp
0.1
0.1
0.4
2.0
1.5
1.0
Container
vessels
100% efficient
1.0
0.6
0.8
50% efficient
2.0
1.2
1.2
1.5
Bulk
carriers
30000150000 DWT
Cranes
Elevator/
bucket-wheel
Conveyor belt
2.0
1.0
1.0
0.5
1.0
1.0
6
2
5.0
2.5
Oil
tankers
Loading arms
3.05
3.0
Gas
tankers
Loading arms
2.0
2.0
Vessel
Type
Fishing
vessels
10-3000
GRT2
Freighters
& coasters
<10000 DWT3
Ferries,
Roll-On/
Roll-Off
(RO/RO)
General
cargo
5000-10000
DWT
30
MIL-HDBK-1026/4A
Recommended Practical Motion Criteria for
Moored Vessels
Notes for Table 10(b):
1
Motions refer to peak-to-peak values (except for sway,
which is zero-to-peak)
2
GRT = Gross Registered Tons expressed as internal volume of
3
3
ship in units of 100 ft (2.83 m )
3
DWT = Dead Weight Tons, which is the total weight of the
vessel and cargo expressed in long tons (1016 kg) or metric
tons (1000 kg)
4
Ramps equipped with rollers.
5
For exposed locations, loading arms usually allow for 5.0meter motion.
(c) Recommended Velocity Criteria for Safe Mooring Conditions for Fishing
Vessels, Coasters, Freighters, Ferries
and Ro/Ro Vessels (after PIANC, 1995)
Ship
Size(DWT)
Surge
(m/s)
Sway
(m/s)
Heave
(m/s)
Yaw
(o/s)
Pitch
(o/s)
Roll
(o/s)
1000
0.6
0.6
2.0
2.0
2000
0.4
0.4
1.5
1.5
8000
0.3
0.3
1.0
1.0
(d) Special Criteria for Walkways and Rail Ramps

(after PIANC, 1995)
Parameter
Maximum Value
Vertical velocity
0.2 m/s
Vertical acceleration
0.5 m/s2
31
MIL-HDBK-1026/4A
Recommended Practical Motion Criteria
for Moored Vessels
(e) Special Criteria
CONDITION
MAXIMUM
VALUES
Heave
NOTES
Ships will move vertically

with any long period water
level change (tide, storm
surge, flood, etc.). The
resulting buoyancy forces
may be high, so the mooring
must be designed to provide
for these motions due to
long period water level
changes.
Loading/unloading
preposition ships
0.6 m
(2 feet)
Maximum ramp motion during

loading/unloading moving
wheeled vehicles.
Weapons
loading/unloading
0.6 m
(2 feet)
Maximum motion between the

crane and the object being
loaded/unloaded.
3.3
Design Methods
3.3.1
Quasi-Static Design. Practical experience has shown
that in many situations such as for Mooring Service Types I and
II, static analysis tools can be used to reliably determine
mooring designs in harbors. Winds are a key forcing factor in
mooring harbors. Winds can be highly dynamic in heavy weather
conditions. However, practical experience has shown that for
typical DOD ships, a wind speed with a duration of 30 seconds
can be used, together with static tools, to develop safe mooring
designs. The use of the 30-second duration wind speed with
static tools and the approach shown in Table 11 is called
quasi-static design.
32
MIL-HDBK-1026/4A
Table 11
Quasi-Static Design Notes
CRITERIA
NOTES
Wind speed
Determine for the selected return

interval, R. For typical ships use the
wind that has a duration of 30 seconds
at an elevation of 10 m.
Wind direction
Assume the wind can come from any

direction except in cases where wind
data show extreme winds occur in a
window of directions.
Current speed
Use conditions for the site (speed and

direction).
Water levels
Use the range for the site.
Waves
Neglected. If waves are believed to be

important, then dynamic analyses are
recommended.
Factors of safety
Perform the design using quasi-static

forces and moments (see Section 4),
minimum factors of safety in Table 9,
and design to assure that all criteria
are met.
33
MIL-HDBK-1026/4A
3.3.2
Dynamic Mooring Analysis. Conditions during Mooring
Service Types III and IV, and during extreme events can be
highly dynamic. Unfortunately, the dynamic behavior of a moored
ship in shallow water can be highly complex, so dynamics cannot
be fully documented in this handbook. An introduction to
dynamics is provided in Section 8. Information on dynamics is
found in: Dynamic Analysis of Moored Floating Drydocks, Headland
et. al. (1989); Advanced Dynamics of Marine Structures, Hooft
(1982); Hydrodynamic Analysis and Computer Simulation Applied to
Ship Interaction During Maneuvering in Shallow Channels,
Kizakkevariath (1989); David Taylor Research Center (DTRC), SPD0936-01, Users Manual for the Standard Ship Motion Program,
SMP81; Low Frequency Second Order Wave Exciting Forces on
Floating Structures, Pinkster (1982); Mooring Dynamics Due to
Wind Gust Fronts, Seelig and Headland (1998); and A Simulation
Model for a Single Point Moored Tanker, Wichers (1988). Some
conditions when mooring dynamics may be important to design or
when specialized considerations need to be made are given in
Table 12.
3.4
Risk. Risk is a concept that is often used to design
facilities, because the probability of occurrence of extreme
events (currents, waves, tides, storm surge, earthquakes, etc.)
is strongly site dependent. Risk is used to ensure that systems
are reliable, practical, and economical.
A common way to describe risk is the concept of
return interval, which is the mean length of time between
events. For example, if the wind speed with a return interval
of R = 100 years is given for a site, this wind speed would be
expected to occur, on the average, once every 100 years.
However, since wind speeds are probabilistic, the specified 100year wind speed might not occur at all in any 100-year period.
Or, in any 100-year period the wind speed may be equal to or
exceed the specified wind speed multiple times.
34
MIL-HDBK-1026/4A
The probability or risk that an event will be equaled

or exceeded one or more times during any given interval is
determined from:
P = 100%* (1- (1- 1/ R) N )
EQUATION:
(1)
where
P =
probability, in percent, of an event

being equaled or exceeded one or more
times in a specified interval
R = return interval (years)
N = service life (years)
Figure 15 shows risk versus years on station for
various selected values of return interval. For example, take a
ship that is on station at a site for 20 years (N = 20). There
is a P = 18.2 percent probability that an event with a return
interval of R = 100 years or greater will occur one or more
times at a site in a 20-year interval.
35
MIL-HDBK-1026/4A
Table 12
Conditions Requiring Special Analysis
SPECIAL ANALYSIS REQUIRED
FACTOR
Wind
> 45 mph for small craft

> 75 mph for larger vessels
Wind waves
> 1.5 ft for small craft

> 4 ft for larger vessels
Wind gust fronts
Yes for SPMs
Current
> 3 knots
Ship waves and passing ship

effects
Yes for special cases (see

Kizakkevariath, 1989;
Occasion, 1996; Weggel and
Sorensen, 1984 & 1986)
Long waves (seiches and tidal

waves or tsunamis)
Yes
Berthing and using mooring as a

break
Yes (see MIL-HDBK-1025/1)
Parting tension member
May be static or dynamic
Ship impact or other sudden

force on the ship
Yes (if directed)
Earthquakes (spud moored or

stiff systems)
Yes
Explosion, landslide, impact
Yes (if directed)
Tornado (reference NUREG 1974)
Yes
Flood, sudden water level rise
Yes (if directed)
Ice forcing
Yes (if a factor)
Ship/mooring system dynamically

unstable (e.g., SPM)
Forcing period near a natural
period of the mooring system
Note:
Yes (dynamic behavior of

ships at SPMs can be
especially complex)
Yes; if the forcing period
is from 80% to 120% of a
system natural period
SPM = single point mooring

36
MIL-HDBK-1026/4A
Figure 15
Risk Diagram
37
MIL-HDBK-1026/4A
3.5
Coordinate Systems. The various coordinate systems used
for ships and mooring design are described below.
3.5.1
Ship Design/Construction Coordinates. A forward
perpendicular point (FP), aft perpendicular point (AP), and
regular spaced frames along the longitudinal axes of the ship
are used to define stations. The bottom of the ship keel is
usually used as the reference point or baseline for vertical
distances. Figure 16 illustrates ship design coordinates.
3.5.2
Ship Hydrostatics/Hydrodynamics Coordinates. The
forward perpendicular is taken as Station 0, the aft
perpendicular is taken as Station 20, and various cross-sections
of the ship hull (perpendicular to the longitudinal axis of the
ship) are used to describe the shape of the ship hull. Figure 16
illustrates ship hydrostatic conventions.
3.5.3
Local Mooring Coordinate System. Environmental forces
on ships are a function of angle relative to the vessels
longitudinal centerline. Also, a ship tends to move about its
center of gravity. Therefore, the local right-hand-rule
coordinate system, shown in Figure 17, is used in this handbook.
The midships point is shown as a convenient reference point in
Figures 17 and 18.
3.5.4
Global Coordinate System. Plane state grids or other
systems are often used to describe x and y coordinates. The
vertical datum is most often taken as relative to some water
level, such as mean lower low water (MLLW).
38
MIL-HDBK-1026/4A
Figure 16
Ship Design and Hydrostatic Coordinates
39
MIL-HDBK-1026/4A
Figure 17
Local Mooring Coordinate System for a Ship
40
MIL-HDBK-1026/4A
Figure 18
Local Mooring Coordinate System for a Ship
41
MIL-HDBK-1026/4A
3.6
Vessel Design Considerations. Some important vessel
mooring design considerations are summarized in Table 13.
Table 13
Design Considerations - Ship
PARAMETER
NOTES
Ship fittings
The type, capacity, location, and

number of mooring fittings on the ship
are critical in designing moorings.
Ship hardware
The type, capacity, location, and

number of other mooring hardware
(chain, anchors, winches, etc.) on the
ship are critical.
Buoyancy
The ships buoyancy supports the ship

up in the heave, pitch, and roll
directions. Therefore, it is usually
undesirable to have much mooring
capacity in these directions. A large
ship, for example, may have over a
million pounds of buoyancy for a foot
of water level rise. If an unusually
large water level rise occurs for a
mooring with a large component of the
mooring force in the vertical
direction, this could result in
mooring failure.
Hull pressures
Ships are designed so that only a

certain allowable pressure can be
safely resisted. Allowable hull
pressures and fender design are
discussed in NFESC TR-6015-OCN, FoamFilled Fender Design to Prevent Hull
Damage.
Personnel access
Personnel access must be provided.
Hotel services
Provision must be made for utilities

and other hotel services.
3.7
Facility Design Considerations. Some important
facility mooring design considerations are summarized in Table
14.
42
MIL-HDBK-1026/4A
Table 14
Design Considerations - Facility
PARAMETER
Access
Mooring fittings
Fenders
Water depth
Shoaling
Permits
NOTES
Adequate ship access in terms of
channels, turning basins, bridge
clearance, etc. needs to be
provided. Also, tugs and pilots
must be available.
The number, type, location and
capacity of mooring fittings or
attachment point have to meet the
needs of all vessels using the
facility.
The number, type, location, and
properties of marine fenders must
be specified to protect the
ship(s) and facility.
The water depth at the mooring
site must be adequate to meet the
customers needs.
Many harbor sites experience
shoaling. The shoaling and
possible need for dredging needs
to be considered.
Permits (Federal, state,
environmental, historical, etc.)
are often required for facilities
and they need to be considered.
43
MIL-HDBK-1026/4A
3.8
Environmental Forcing Design Considerations.
Environmental forces acting on a moored ship(s) can be complex.
Winds, currents, water levels, and waves are especially
important for many designs.
3.8.1
Winds. A change in pressure from one point on
earth to another causes the wind to blow. Turbulence is
along with the overall wind flow to produce wind gusts.
mean wind speed and direction do not change very rapidly
time, the winds are referred to as stationary.
the
carried
If the
with
Practical experience has shown that wind gusts with a

duration of approximately 30 seconds or longer have a
significant influence on typical moored ships with displacements
of about 1000 tons or larger. Vessels with shorter natural
periods can respond to shorter duration gusts. For the purposes
of this handbook, a 30-second wind duration at a 10-meter (33foot) elevation is recommended for the design for stationary
winds. The relationship of the 30-second wind to other wind
durations is shown in Figure 19.
If wind speed and/or direction changes rapidly, such
as in a wind gust front, hurricane or tornado, then winds are
non-stationary. Figure 20, for example, shows a recording
from typhoon OMAR in 1992 at Guam. The eye of this storm went
over the recording site. The upper portion of this figure shows
the wind speed and the lower portion of the figure is the wind
direction. Time on the chart recorder proceeds from right to
left. This hurricane had rapid changes in wind speed and
direction. As the eye passes there is also a large scale change
in wind speed and direction.
44
MIL-HDBK-1026/4A
t
(sec)
1
2
3
5
10
20
30
40
50
60
70
100
200
400
1000
3600
1.30
1.25
1.20
1.15
1.10
Vt/V30
1.05
Vt/V30
Non-Hurricane
1.182
1.160
1.145
1.124
1.080
1.030
1.000
0.977
0.955
0.938
0.924
0.891
0.846
0.815
0.783
0.753
Vt/V30
Hurricane
1.221
1.196
1.175
1.147
1.097
1.034
1.000
0.971
0.950
0.932
0.917
0.879
0.822
0.780
0.739
0.706
1.00
NON-HURRICANE
0.95
0.90
0.85
0.80
HURRICANE
0.75
0.70
1
10
100
1000
GUST DURATION, t (sec)
Figure 19
Ratio of Wind Speeds for Various Gusts
(after ASCE 7-95)
45
10000
MIL-HDBK-1026/4A
WIND SPEED
EYE
TIME
1 hour
WIND DIRECTION
Figure 20
Typhoon OMAR Wind Chart Recording
46
MIL-HDBK-1026/4A
3.8.2
Wind Gust Fronts. A particularly dangerous wind
condition that has caused a number of mooring accidents is the
wind gust front (Mooring Dynamics Due to Wind Gust Fronts,
Seelig and Headland, 1998 and CHESNAVFACENGCOM, FPO-1-87(1),
Failure Analysis of Hawsers on BOBO Class MSC Ships at Tinian on
7 December 1986). This is a sudden change in wind speed that is
usually associated with a change in wind direction (Wind Effects
on Structures, Simiu and Scanlan, 1996). The key problems with
this phenomena are: (1) high mooring dynamic loads can be
produced in a wind gust front, (2) there is often little
warning, (3) little is known about wind gust fronts, and (4) no
design criteria for these events have been established.
A study of Guam Agana National Air Station (NAS) wind
records was performed to obtain some statistics of wind gust
fronts (National Climatic Data Center (NCDC), Letter Report
E/CC31:MJC, 1987). The 4.5 years of records analyzed from 1982
through 1986 showed approximately 500 cases of sudden wind speed
change, which were associated with a shift in wind direction.
These wind shifts predominately occurred in 1 minute or less and
never took longer than 2 minutes to reach maximum wind speed.
Figure 21 shows sudden changes in wind speed and direction that
occurred over a 2-1/2 day period in October 1982. These wind
gust fronts seemed to be associated with a nearby typhoon.
Table 15 gives the joint distribution of wind shifts
in terms of the amount the increase in wind speed and the wind
direction change. Approximately 60 percent of the wind gust
fronts from 1982 through 1986 had wind direction changes in the
30-degree range, as shown in Figure 22.
in a
wind
wind
from
Based on the Guam observations, the initial wind speed

wind gust front ranges from 0 to 75 percent of the maximum
speed, as shown in Figure 23. On the average, the initial
speed was 48 percent of the maximum in the 4.5-year sample
Guam (NCDC, 1987).
47
MIL-HDBK-1026/4A
Simiu and Scanlan (1996) report wind gust front

increases in wind speed ranging from 3 m/sec to 30 m/sec (i.e.,
6 to 60 knots). Figure 24 shows the distribution of gust front
winds from the 4.5-year sample from 1982 through 1986 on Guam.
This figure shows the probability of exceedence on the x-axis in
a logarithmic format. The square of the wind gust front speed
maximums was plotted on the y-axis, since wind force is
proportional to wind speed squared. Figure 24 provides a sample
of the maximum wind gust front distribution for a relatively
short period at one site. Those wind gust fronts that occurred
when a typhoon was nearby are identified with an H. It can be
seen that the majority of the higher gust front maximums were
associated with typhoons. Also, the typhoon gust front wind
speed maxima seem to follow a different distribution that the
gust front maxima associated with rain and thunderstorms (see
Figure 24).
Effects of winds and wind gusts are shown in the
examples in Section 8 of this handbook.
48
MIL-HDBK-1026/4A
45
40
40 40 40
40
30
20
35
WIND SPEED (knots)
40
30
15
20
25
20
10
50
WIND SPEED (m/s)
Wind Dir.
Shift (deg)=
40
30
15
10
12
24
36
48
60
TIME, (Hours; Start 02 Oct 82)
Figure 21
Sample Wind Gust Fronts on Guam, 2-4 October 1982
49
MIL-HDBK-1026/4A
Table 15
Sample Distribution of Wind Gust Fronts
on Guam (Agana NAS) from 1982 to 1986
NUMBER OF OBSERVATIONS
WIND DIRECTION CHANGE
WIND SPEED CHANGE

(knots)
(m/s)
MIN.
MAX.
MIN.
MAX.
20
deg
30
deg
40
deg
50
deg
60
deg
10
3.1
5.1
28
241
66
30
11
15
5.7
7.7
42
18
13
16
20
8.2
10.3
21
25
10.8
12.9
26
30
13.4
15.4
70
deg
80
deg
90
deg
2
3
% OF SHIFTS
60
50
Percent of Observations
CLOCKWISE
62%
40
COUNTERCLOCKWISE
30
38%
20
10
0
20
30
40
50
60
70
80
90
WIND ANGLE CHANGE (deg)
Figure 22
Distribution of Guam Wind Gust Front Wind Angle Changes
50
MIL-HDBK-1026/4A
Figure 23
25
INITIAL WIND SPEED (m/s)
20
48%
15
10
0
0
10
15
MAX WIND SPEED (m/s)
20
Initial Versus Maximum Wind Speeds for Wind Gust Fronts
51
25
MIL-HDBK-1026/4A
600
H
H
MAX WIND SPEED SQUARED (m/s)
500
400
H
H
300
200
100
0
0.1
1.0
10.0
PROBABILITY OF EXCEEDENCE
Figure 24
Wind Gust Front Maxima on Guam 1982-1986
52
100.0
MIL-HDBK-1026/4A
3.8.3
Storms.
standard storms.
Table 16 gives environmental parameters for
Table 16
Storm Parameters
(a) Tropical Storms
LOWER WIND SPEED
STORM
UPPER WIND SPEED
(m/s)
(mph)
(knts)
(m/s)
(mph)
(knts)
TROPICAL
DEPRESSION
10.3
23
20
17
38
33
TROPICAL STORM
18.0
40
35
32.4
74
63
HURRICANE
33.1
74
64
(b) Saffier-Simpson Hurricane Scale
WIND SPEED RANGE

LOWER
UPPER
OPEN COAST STORM SURGE RANGE

LOWER
UPPER
CATEGORY
(m/s)
(mph)
(m/s)
(mph)
(m)
(ft)
(m)
(ft)
33.1
74
42.5
95
1.22
1.52
42.9
96
49.2
110
1.83
2.44
49.6
111
58.1
130
2.74
3.66
12
58.6
131
69.3
155
3.96
13
5.49
18
69.3
155
5.49
18
53
MIL-HDBK-1026/4A
Storm Parameters
(c) Beaufort Wind Force*
LOWER WIND SPEED
BEAUFORT WIND
FORCE/
DESCRIPTION
UPPER WIND SPEED
(m/s)
(mph)
(knts)
(m/s)
(mph)
(knts)
CALM
0.0
0.5
LIGHT AIRS
0.5
1.5
LIGHT BREEZE
2.1
3.1
GENTLE GREEZE
3.6
5.1
12
10
MODERATE BREEZE
5.7
13
11
8.2
18
16
FRESH BREEZE
8.8
20
17
10.8
24
21
STRONG BREEZE
11.3
25
22
13.9
31
27
MODERATE GALE
14.4
32
28
17.0
38
33
FRESH GALE
17.5
39
34
20.6
46
40
STRONG GALE
21.1
47
41
24.2
54
47
10
WHOLE GALE
24.7
55
48
28.3
63
55
11
STORM
28.8
65
56
32.4
73
63
12
HURRICANE
32.9
74
64
36.6
82
71
*After Handbook of Ocean and Underwater Engineers,

Myers et al. (1969).
54
MIL-HDBK-1026/4A
Storm Parameters
(d) World Meteorological Organization Sea State Scale
Sign. Wave Height

SEA STATE
Sustained Wind
Speed
(ft) [m]
(knts) [m/s]
CALM/GLASSY
RIPPLED
Modal
Wave
Period
Range
(sec)
NONE
NONE
0-0.3 [0-0.1]
0-6 [0-3]
SMOOTH
0.3-1.6 [0.1-0.5]
7-10 [3.6-5.1]
3-15
SLIGHT
1.6-4.1 [0.5-1.2]
11-16 [5.7-8.2]
3-15.5
MODERATE
4.1-8.2 [1.2-2.5]
17-21 [8.7-10.8]
6-16
ROUGH
8.2-13.1 [2.5-4.0]
22-27 [11.3-13.9]
7-16.5
VERY ROUGH
13.1-19.7 [4.0-6.0]
28-47 [14.4-24.2]
9-17
HIGH
19.7-29.5 [6.0-9.0]
48-55 [24.7-28.3]
10-18
VERY HIGH
29.5-45.5[9.0-13.9]
56-63 [28.8-32.4]
13-19
PHENOMENAL
>45.5 [>13.9]
>63 [>32.4]
18-24
55
MIL-HDBK-1026/4A
3.8.4
Currents. The magnitude and direction of currents in
harbors and nearshore areas are in most cases a function of
location and time. Astronomical tides, river discharges, winddriven currents, and other factors can influence currents. For
example, wind-driven currents are surface currents that result
from the stress exerted by the wind on the sea surface. Winddriven currents generally attain a mean velocity of about 3 to 5
percent of the mean wind speed at 10 meters (33 feet) above the
sea surface. The magnitude of this current strongly decreases
with depth.
Currents can be very site specific, so it is
recommended that currents be measured at the design site and
combined with other information available to define the design
current conditions.
3.8.5
Water Levels. At most sites some standard datum, such
as mean low water (MLW) or mean lower low water (MLLW), is
established by formal methods. Water levels are then referenced
to this datum. The water level in most harbors is then a
function of time. Factors influencing water levels include
astronomical tides, storm surges, river discharges, winds,
seiches, and other factors.
The design range in water levels at the site must be
considered in the design process.
3.8.6
Waves. Most DOD moorings are wisely located in
harbors to help minimize wave effects. However, waves can be
important to mooring designs in some cases. The two primary
wave categories of interest are:
a) Wind waves. Wind waves can be locally generated
or can be wind waves or swell entering the harbor entrance(s).
Small vessels are especially susceptible to wind waves.
b) Long waves. These can be due to surf beat, harbor
seiching, or other effects.
56
MIL-HDBK-1026/4A
Ship waves may be important in some cases. The

response of a moored vessel to wave forcing includes:
a)
A steady mean force.
b) First order response, where the vessel responds to

each wave, and
c) Second order response, where some natural long
period mode of ship/mooring motion, which usually has little
damping, is forced by the group or other nature of the waves.
If any of these effects are important to a given
mooring design, then a six-degree-of-freedom dynamic of the
system generally needs to be considered in design. Some
guidance on safe wave limits is given in Table 10.
3.8.7
Water Depths. The bathymetry of a site may be
complex, depending on the geology and history of dredging.
Water depth may also be a function of time, if there is shoaling
or scouring. Water depths are highly site specific, so
hydrographic surveys of the project site are recommended.
3.8.8
Environmental Design Information. Some sources of
environmental design information of interest to mooring
designers are summarized in Table 17.
57
MIL-HDBK-1026/4A
Table 17
Some Sources of Environmental Design Information
a. Winds
NAVFAC Climate Database, 1998
ANSI/ASCE 7-95 (1996)
National Bureau of Standards (NBS), Series 124, Hurricane
Wind Speeds in the United States, 1980
Nuclear Regulatory Commission (NUREG), NUREG/CR-2639,
Historical Extreme Winds for the United States Atlantic
and Gulf of Mexico Coastlines, 1982
Hurricane and Typhoon Havens Handbooks, NRL (1996) and
NEPRF (1982)
NUREG/CR-4801, Climatology of Extreme Winds in Southern
California, 1987
NBS Series 118, Extreme Wind Speeds at 129 Stations in the
Contiguous United States, 1979
b. Currents
National Ocean Survey records
Nautical Software, Tides and Currents for Windows, 1995
U.S. Army Corps of Engineers records
58
MIL-HDBK-1026/4A
Some Sources of Environmental Design Information
c. Water Levels
Federal Emergency Management Agency records
U.S. Army Corps of Engineers, Special Report No. 7, Tides
and Tidal Datums in the United States, 1981
National Ocean Survey records
NEPRF (1982)
Nautical Software (1995)
U.S. Army Corps of Engineers records
d. Waves
NEPRF (1982)
U.S. Army Corps of Engineers, Shore Protection Manual
(1984) gives prediction methods
e. Bathymetry
From other projects in the area
National Ocean Survey charts and surveys
U.S. Army Corps of Engineers dredging records
59
MIL-HDBK-1026/4A
3.9
Operational Considerations. Some important
operational design considerations are summarized in Table 18.
Table 18
Mooring Operational Design Considerations
PARAMETER
NOTES
Personnel
experience/
training
What is the skill of the people using

the mooring?
Failure
What are the consequences of failure?

Are there any design features that can
be incorporated that can reduce the
impact?
Ease of use
How easy is the mooring to use and are

there factors that can make it easier
to use?
Safety
Can features be incorporated to make

the mooring safer for the ship and
personnel?
Act-of-God events
Extreme events can occur unexpectedly.

Can features be incorporated to
accommodate them?
Future use
Future customer requirements may vary

from present needs. Are there things
that can be done to make a mooring
facility more universal?
60
MIL-HDBK-1026/4A
3.10
Inspection. Mooring systems and components should be
inspected periodically to ensure they are in good working order
and are safe. Table 19 gives inspection guidelines.
Table 19
Inspection Guidelines
MOORING SYSTEM
OR COMPONENT
Piers and
wharves
MAXIMUM
INSPECTION
INTERVAL
NOTES
1 year
Surface inspection
3 years
Complete inspection - wood

structures
6 years
Complete inspection - concrete

and steel structures
See NAVFAC MO-104.2,
Specialized Underwater
Waterfront Facilities
Inspections; If the actual
capacity/condition of mooring
fittings on a pier/wharf is
unknown, then pull tests are
recommended to proof the
fittings.
Fleet Moorings
3 years
See CHESNAVFACENGCOM, FPO-184(6), Fleet Mooring

Underwater Inspection
Guidelines. Also inspect and
replace anodes, if required.
More frequent inspection may
be required for moorings at
exposed sites or for critical
facilities.
Synthetic line
6 months
Per manufacturers
recommendations
61
MIL-HDBK-1026/4A
Inspection Guidelines
MOORING SYSTEM
OR COMPONENT
MAXIMUM
INSPECTION
INTERVAL
Ships chain
36 months
0-3 years of service
24 months
18 months
>10 years of service
NOTES
(American Petroleum Institute

(API) RP 2T, Recommended
Practice for Planning,
Designing, and Constructing
Tension Leg Platforms)
Wire rope
18 months
12 months
9 months
>5 years of service

(API RP 2T)
3.11
Maintenance. If excessive wear or damage occurs to a
mooring system, then it must be maintained. Fleet mooring chain,
for example, is allowed to wear to a diameter of 90 percent of
the original steel bar diameter. As measured diameters approach
90 percent, then maintenance is scheduled. Moorings with 80 to
90 percent of the original chain diameter are restricted to
limited use. If a chain diameter reaches a bar diameter of 80
percent of the original diameter, then the mooring is condemned.
Figure 25 illustrates some idealized models of chain wear
3.12
General Mooring Guidelines. Experience and practical
considerations show that the recommendations given in Table 20
will help ensure safe mooring. These ideas apply to both ship
mooring hardware and mooring facilities.
62
MIL-HDBK-1026/4A
Figure 25
Idealized Models of Chain Wear
63
MIL-HDBK-1026/4A
Table 20
Design Recommendations
IDEA
NOTES
Allow ship to move

with rising and
falling water
levels
The weight and buoyancy forces of ships can

be very high, so it is most practical to
design moorings to allow ships to move in
the vertical direction with changing water
levels. The design range of water levels
for a specific site should be determined in
the design process.
Ensure mooring
system components
have similar
strength
A system is only as strong as its

segment; a system with components
similar strength can be the most
economical. Mooring lines should
a break strength greater than the
of the fittings they use.
Ensure load
sharing
In some moorings, such as at a pier, many

lines are involved. Ensuring that members
will share the load results in the most
economical system.
Bridle design
In cases where a ship is moored to a single

point mooring buoy with a bridle, ensure
that each leg of the bridle can withstand
the full mooring load, because one member
may take the full load as the vessel
swings.
Provide shock
absorbing in
mooring systems
Wind gusts, waves, passing ships, etc.,

will produce transient forces on a moored
ship. Allowing some motion of the ship
will reduce the dynamic loads. Shock
absorbers including marine fenders, timber
piles, synthetic lines with stretch, chain
catenaries, sinkers, and similar systems
are recommended to allow a moored ship to
move in a controlled manner.
64
weakest
of
not have
capacity
MIL-HDBK-1026/4A
Design Recommendations
IDEA
NOTES
Limit the vertical

angles of lines
from ship to pier
Designing ships and piers to keep small

vertical line angles has the advantages of
improving line efficiency and reducing the
possibility of lines pulling off pier
fittings.
Select drag
anchors to have a
lower ultimate
holding capacity
than the breaking
strength of chain
and fittings
Design mooring system that uses drag

anchor, so that the anchor will drag before
the chain breaks.
Limit the loading

on drag anchors to
horizontal tension
Drag anchors work on the principle of

plowing into the soils. Keeping the
mooring catenary angle small at the
seafloor will aid in anchor holding. Have
at least one shot of chain on the seafloor
to help ensure the anchor will hold.
Pull test anchors

whenever possible
to the full design
load
Pull testing anchors is recommended to

ensure that all facilities with anchors
provide the required holding capacity.
65
MIL-HDBK-1026/4A
Section 4:
STATIC ENVIRONMENTAL FORCES AND MOMENTS ON VESSELS
4.1
Scope. In this section design methods are presented
for calculating static forces and moments on single and multiple
moored vessels. Examples show calculation methods.
4.2
Engineering Properties of Water and Air. The effects
of water and air at the surface of the earth are of primary
interest in this section. The engineering properties of both
are given in Table 21.
Table 21
Engineering Properties of Air and Water
(a) Standard Salt Water at Sea Level at 15oC (59oF)
PROPERTY
SI SYSTEM
ENGLISH SYSTEM
Mass density, w
1026 kg/m3
1.9905 slug/ft3
Weight density, w
10060 newton/m3
64.043 lbf/ft3
Volume per long ton (LT)
0.9904 m3/LT
34.977 ft3/LT
Kinematic viscosity,
1.191E-6 m2/sec
1.2817E-5 ft2/sec
(b) Standard Fresh Water at Sea Level at 15oC (59oF)

PROPERTY
SI SYSTEM
ENGLISH OR
INCH-POUND SYSTEM
Mass density, w
999.0 kg/m3
1.9384 slug/ft3
Weight density, w
9797 newton/m3
62.366 lbf/ft3
Volume per long ton (LT)
1.0171 m3/LT
35.917 ft3/LT
Volume per metric ton

(ton or 1000 kg or 1 Mg)
1.001 m3/ton
35.3497 ft3/ton
1.141E-6 m2/sec
1.2285E-5 ft2/sec
66
MIL-HDBK-1026/4A
Engineering Properties of Air and Water
(c) Air at Sea Level at 20oC (68oF)*
PROPERTY
SI SYSTEM
ENGLISH OR
INCH-POUND SYSTEM
Mass density, a
1.221 kg/m3
0.00237 slug/ft3
Weight density, a
11.978 newton/m3
0.07625 lbf/ft3
1.50E-5 m2/sec
1.615E-4 ft2/sec
Note that humidity and even heavy rain has relatively

little effect on the engineering properties of air
(personal communication with the National Weather Service,
1996)
4.3
Principal Coordinate Directions.
primary axes for a ship:
X
There are three
Direction parallel with the ships

Longitudinal axis
Direction perpendicular to a vertical plane
through the ships longitudinal axis
Direction perpendicular to a plane formed by
the X and Y axes
There are six principal coordinate directions for a

ship:
Surge
Sway
Heave
Roll
Pitch
Yaw
In the X-direction
In the Y-direction
In the Z-direction
Angular about the X-axis
Angular about the Y-axis
Angular about the Z-axis
Of primary interest are: (1) forces in the surge and

sway directions in the X-Y plane, and (2) moment in the yaw
direction about the Z-axis. Ship motions occur about the
center of gravity of the ship.
67
MIL-HDBK-1026/4A
4.4
Static Wind Forces/Moments. Static wind forces and
moments on stationary moored vessels are computed in this
section. Figure 26 shows the definition of some of the terms
used in this section. Figure 27 shows the local coordinate
system.
4.4.1
Static Transverse Wind Force. The static transverse
wind force is defined as that component of force perpendicular
to the vessel centerline. In the local ship coordinate system,
this is the force in the Y or sway direction. Transverse wind
force is determined from the equation:
Fyw = 0.5 a Vw 2 A y C yw f yw {w }
EQUATION:
(2)
where
Fyw =
a =
Vw =
Ay =
transverse wind force (newtons)

mass density of air (from Table 20)
C yw =
wind speed (m/s)

longitudinal projected area of the ship (m2)
transverse wind force drag coefficient
w =
wind angle (degrees)
f yw { w } = shape function for transverse force
68
MIL-HDBK-1026/4A
Figure 26
Definition of Terms
69
MIL-HDBK-1026/4A
+X
+M
Wind & Current

Direction and
Angle of Attack
W or
C
+Y
Note: Z is the vertical
dimension out of the plane.
Typical verticaldatums are
either the ship keel or water
surface level.
Plan View
Figure 27
Local Coordinate System for a Ship
70
MIL-HDBK-1026/4A
The transverse wind force drag coefficient depends upon

the hull and superstructure of the vessel and is calculated
using the following equation, adapted from Naval Civil
Engineering Laboratory (NCEL), TN-1628, Wind-Induced Steady
Loads on Ships.
EQUATION:
C yw = C * ((0.5(hS + h H )) / h R ) 2 / 7 A S + (0.5* h H / h R ) 2 / 7 A H / A Y
(3)
where
C yw =
C
h R = 10 m
h H = A H / L wL
AH =
L wL =
hS =
AS =
transverse wind force drag coefficient

empirical coefficient, see Table 22
= reference height (32.8 ft)
= average height of the hull, defined as
the longitudinal wind hull area
divided by the ship length at the
waterline (m)
longitudinal wind area of the hull
2
(m )
ship length at the waterline (m)
height of the superstructure above the
waterline(m)
longitudinal wind area of the
2
superstructure (m )
A recommended value for the empirical coefficient is C

= 0.92 +/-0.1 based on scale model wind tunnel tests (NCEL, TN1628). Table 22 gives typical values of C for ships and Figure
28 illustrates some ship types.
71
MIL-HDBK-1026/4A
Table 22
Sample Wind Coefficients for Ships
SHIP
NOTES
Hull dominated
0.82
Aircraft carriers, drydocks
Typical
0.92
ships with moderate

superstructure
Extensive
superstructure
1.02
Destroyers, cruisers
The shape function for the transverse wind force

(NCEL, TN-1628) is given by:
f yw { w
EQUATION:
}=
+ (sin w - 0.05* sin{5 w }) / 0.95
(4)
where
f yw { w } = transverse wind coefficient shape function
= wind angle (degrees)
Equation 4 is positive for wind angles 0 < w < 180

degrees and negative for wind angles 180 < w < 360 degrees.
Figure 29 shows the shape and typical values for Equation 4.
These two components were derived by integrating wind
over the hull and superstructure areas to obtain effective wind
speeds (NCEL, TN-1628). The following example illustrates
calculations of the transverse wind force drag coefficient.
72
MIL-HDBK-1026/4A
Figure 28
Sample Ship Profiles
73
MIL-HDBK-1026/4A
w (deg)
fwy{w}
w (deg)
fwy{w}
0.000
45
0.782
0.069
50
0.856
10
0.142
55
0.915
15
0.222
60
0.957
20
0.308
65
0.984
25
0.402
70
0.998
30
0.500
75
1.003
35
0.599
80
1.003
40
0.695
85
1.001
45
0.782
90
1.000
1.1
1
0.9
0.8
fyw{w}
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0
0
10
20
30
40
50
60
70
80
90 100 110 120 130 140 150 160 170 180
WIND ANGLE (deg)
Figure 29
Shape Function for Transverse Wind Force
74
MIL-HDBK-1026/4A
EXAMPLE: Find the transverse wind force drag coefficient on the

destroyer shown in Figure 30.
SOLUTION: For this example the transverse wind force drag
coefficient from Equation 3 is:
C yw = C * ((0.5(23.9m + 6.43m))/10m)2/71203m 2 + (0.5 * 6.43m/10m)2/71036.1m 2 /2239m 2
C yw = 0.940 * C .
Destroyers have extensive superstructure, so a

recommended value of C = 1.02 is used to give a transverse wind
force drag coefficient of Cyw = 0.940*1.02 = 0.958.
Note that for cases where an impermeable structure,
such as a wharf, is immediately next to the moored ship, the
exposed longitudinal wind area and resulting transverse wind
force can be reduced. Figure 31 shows an example of a ship next
to a wharf. For Case (A), wind from the water, there is no
blockage in the transverse wind force and elevations of the hull
and superstructure are measured from the water surface. For
Case (B), wind from land, the longitudinal wind area of the hull
can be reduced by the blocked amount and elevations of hull and
superstructure can be measured from the wharf elevation.
Cases of multiple ships are covered in par. 4.6.
75
MIL-HDBK-1026/4A
PARAMETER
AH
VALUE
(SI UNITS)
LwL
161.23 m
AY
2239 m
AH
1036 m
AS
VALUE
(ENGLISH)
529 ft
24100 ft
11152 ft
1203 m
12948 ft
hH = A H/LwL
6.43 m
21.1 ft
hS
23.9 m
78.4 ft
hS
2
2
2
AS
hH=AH/LwL
T
LwL
Figure 30
Example
76
MIL-HDBK-1026/4A
CASE (B)
WIND FROM LAND
CASE (A)
WIND FROM WATER
Elevation
Elevation
WHARF
END VIEW
77
MIL-HDBK-1026/4A
4.4.2
Static Longitudinal Wind Force. The static longitudinal
wind force on a vessel is defined as that component of wind
force parallel to the centerline of the vessel. This is the
force in the X or surge direction in Figure 27. Figure 26
shows the definition of winds areas.
The longitudinal force is determined from NCEL,
TN-1628 using the equation:
Fxw = 0.5 a Vw 2 A x C xw f xw (w )
EQUATION:
(5)
where
Fxw =
a =
Vw = wind
Ax =
C xw =
f xw (w ) =
w =
longitudinal wind force (newtons)

speed (m/s)
transverse wind area of the ship (m2)
longitudinal wind force drag coefficient
shape function for longitudinal force
The longitudinal wind force drag coefficient, Cxw ,

depends on specific characteristics of the vessel. Additionally,
the wind force drag coefficient varies depending on bow ( CxwB ) or
stern ( CxwS ) wind loading. Types of vessels are given in three
classes: hull dominated, normal, and excessive superstructure.
Recommended values of longitudinal wind force drag coefficients
are given in Table 23.
78
MIL-HDBK-1026/4A
Table 23
Recommended Ship Longitudinal Wind Force Drag Coefficients
VESSEL TYPE
CxwB
CxwS
Hull Dominated (aircraft

carriers, submarines,
passenger liners)
0.40
0.40
Normal*
0.70
0.60
Center-Island Tankers*
0.80
0.60
Significant Superstructure
(destroyers, cruisers)
0.70
0.80
*An adjustment of up to +0.10 to CxwB and CxwS should

be made to account for significant cargo or cluttered
decks.
The longitudinal shape function also varies over bow
and stern wind loading regions. As the wind direction varies
from headwind to tailwind, there is an angle at which the force
changes sign. This is defined as x and is dependent on the
location of the superstructure relative to midships.
Recommended values of this angle are given in Table 24.
Table 24
Recommended Values of x
LOCATION OF SUPERSTRUCTURE
x (deg)
Just forward of midships
100
On midships
90
Aft of midships (tankers)

Warships
Hull dominated
80
70
60
Shape functions are given for general vessel

categories below:
79
MIL-HDBK-1026/4A
CASE I
SINGLE DISTINCT SUPERSTRUCTURE
The shape function for longitudinal wind load for ships with
single, distinct superstructures and hull-dominated ships is
given below (examples include aircraft carriers, EC-2, and cargo
vessels):
EQUATION:
f xw ( w ) = cos ( )
where
= w for w < x
x
(6)
90
90
+ =
(w x )+ 90 for w > x
180x
(6a)
(6b)
= incident wind angle that produces no net

x
longitudinal force (Table 24)
= wind angle
w
Values of f xw (w ) are symmetrical about the longitudinal axis of

the vessel. So when w > 180 , use 360w as w in
determining the shape function.
CASE II
DISTRIBUTED SUPERSTRUCTURE
EQUATION: f xw ( w ) =
where
sin(5 )
sin( )
10
0.9
(7)
90
=
+ 90 for w < x
x w
(7a)
90
90x
=
(W )+ 180
for w > x
+ 180x
180x
(7b)
80
MIL-HDBK-1026/4A
Values of f xw (w ) are symmetrical about the longitudinal axis of
the vessel. So when w > 180 , use 360w as w in
determining the shape function. Note that the maximum
longitudinal wind force for these vessels occurs for wind
directions slightly off the ships longitudinal axis.
EXAMPLE: Find the longitudinal wind drag coefficient for a wind
angle of 40 degrees for the destroyer shown in Figure 30.
SOLUTION: For this destroyer, the following values are selected:
x = 70o from Table 24

CxwB = 0.70 from Table 23
CxwS = 0.80 from Table 23
This ship has a distributed superstructure and the wind angle is
less than the crossing value, so Equation 7a is used to
determine the shape function:
. o
= (90o / (70o ))40o + 90o = 1414
f xw ( w ) =
sin(5* 141.4 o )
o
sin
.
141
4
(
)
10
0.9
= 0.72
At the wind angle of 40 degrees, the wind has a longitudinal

component on the stern. Therefore, the wind longitudinal drag
coefficient for this example is:
C xw f xw (w ) = 0.8 * 0.72 = 0.57
81
MIL-HDBK-1026/4A
4.4.3
Static Wind Yaw Moment. The static wind yaw moment is
defined as the product of the associated transverse wind force
and its distance from the vessels center of gravity. In the
local ship coordinate system, this is the moment about the Z
axis. Wind yaw moment is determined from the equation:
M xyw = 0.5 a Vw 2 A y LC xyw {w }
EQUATION:
(8)
where
M xyw =
a =
wind yaw moment (newton*m)

Vw =
Ay =
L =
wind speed (m/s)

longitudinal projected area of the ship (m2)
length of ship (m)
C xyw {w } = normalized yaw moment coefficient

= moment arm divided by ship length
w =
The normalized yaw moment coefficient depends upon the

vessel type. Equation 9 gives equations for computing the value
of the yaw moment coefficient and Table 25 gives empirical
parameter values for selected vessel types. The normalized yaw
moment variables is found from:
EQUATION:
C xyw {w } = - a1 * sin(
w * 180
)
z
0<w<z
C xyw {w } = a2 * sin[(w z ) * )] zw<180 deg
(9)
(9a)
and symmetrical about the longitudinal axis of the vessel,

where
Cxyw {w } =
a1 =
a2 =
w =
z =
normalized wind yaw moment coefficient

negative peak value (from Table 25)
positive peak value (from Table 25)
zero moment angle (degrees) (from Table 25)
82
MIL-HDBK-1026/4A
180 * deg
(180 * deg - z )
(dimensionless)
(9b)
Table 25
Normalized Wind Yaw Moment Variables
SHIP TYPE
Zero
Moment
Angle
(z)
Negative
Positive
Peak (a1) Peak (a2)
Liner
80
0.075
0.14
Carrier
90
0.068
0.072
Tanker
95
0.077
0.07
Tanker
100
0.085
0.04
Cruiser
90
0.064
0.05
Destroyer
Others:
68
0.02
0.12
130
0.13
0.025
102
0.096
0.029
90
0.1
0.1
75
0.03
0.05
105
0.18
0.12
NOTES
Center island
w/ cluttered
deck
Center island
w/ trim deck
stern
superstructure
aft midships
superstructure
midships
superstructure
forward
midships
superstructure
bow
superstructure
A plot of the yaw normalized moment coefficient for

the example shown in Figure 30 is given as Figure 32.
83
MIL-HDBK-1026/4A
0.15
a2
0.125
0.1
Cxyw
0.075
0.05
0.025
-0.025
-a1
-0.05
0
20
40
60
80
100
120
140
WIND ANGLE (deg)
Figure 32
Sample Yaw Normalized Moment Coefficient
84
160
180
MIL-HDBK-1026/4A
4.5
Static Current Forces/Moments. Methods to determine
static current forces and moments on stationary moored vessels
in the surge and sway directions and yaw moment are presented in
this section. These planar directions are of primary importance
in many mooring designs.
4.5.1
Static Transverse Current Force. The transverse
current force is defined as that component of force
perpendicular to the vessel centerline. If a ship has a large
underkeel clearance, then water can freely flow under the keel,
as shown in Figure 33(a). If the underkeel clearance is small,
as shown in Figure 33(b), then the ship more effectively blocks
current flow, and the transverse current force on the ship
increases. These effects are considered and the transverse
current force is determined from the equation:
Fyc = 0.5 w Vc L wL T C yc sin c
EQUATION:
(10)
where
Fyc
w
Vc
L wL
T
C yc
c
The
formulated in
et al. (1992)
be determined
=
=
=
=
=
=
=
transverse current force (newtons)

mass density of water (from Table 20)
current velocity (m/s)
vessel waterline length (m)
average vessel draft (m)
transverse current force drag coefficient
current angle (degrees)
transverse current force drag coefficient as

Broadside Current Forces on Moored Ships, Seelig
is shown in Figure 34. This drag coefficient can
from:
85
MIL-HDBK-1026/4A
SHIP
End View
(a) T/d = 0.25
(b) T/d = 0.8
Current
Flow
seafloor
Figure 33
Examples of Ratios of Ship Draft (T) to Water Depth (d)
86
MIL-HDBK-1026/4A
3.50
3.00
This figure is for current speeds of 1.5 m/s o

less and for ships moored in relatively large
harbors or channels where the moored
ship does not significantly restrict the flow.
This figure uses:
C 1 = 3.2 and K = 2
2.50
as discussed in the text.
Cyc
2.00
1.50
32
16
1.00
8
4
2
0.50
0.00
0.00
0.10
0.20
0.30
0.40
0.50
0.60
0.70
0.80
T/d
Figure 34
Broadside Current Drag Coefficient
87
0.90
1.00
MIL-HDBK-1026/4A
Cyc = C 0 + (C1 - C 0 ) * (T / d) K
EQUATION:
where
CO
(11)
deepwater current force drag coefficient

for T/d 0.0; this deepwater drag
coefficient is estimated from:
C 0 =0.22 *
EQUATION:
(12)
is a dimensionless ship parameter calculated as:
where
=LwL 2 * Am / ( B * V )
EQUATION:
where
C1
T
d
K
(13)
LwL is the vessel length at waterline(m)

Am is the immersed cross-sectional
area of the ship at midsection (m2)
B
is the beam (maximum ship width at
the waterline) (m), and
V
is the submerged volume of the ship
(which can be found by taking the
displacement of the vessel divided
by the unit weight of water, given
in Table 20 (m3)).
= shallow water current force drag coefficient
where T/d = 1.0; for currents of 1.5 m/s
(3 knots or 5 ft/sec) or less
= average vessel draft (m)
= water depth (m)
= dimensionless exponent; laboratory data from
ship models shows:
K = 2
Wide range of ship and barge
tests; most all of the physical
model data available can be fit
with this coefficient
K = 3
From a small number of tests on

a fixed cargo ship and for a
small number of tests on an old
aircraft carrier, CVE-55
K = 5
From a small number of tests on

an old submarine hull, SS-212
88
MIL-HDBK-1026/4A
The immersed cross-sectional area of the ship at

midships, Am , can be determined from:
EQUATION:
Am = Cm * B * T
(14)
Values of the midship coefficient, Cm , are provided in

the NAVFAC Ships Database for DOD ships.
The above methods for determining the transverse
current force are recommended for normal design conditions with
moderate current speeds of 1.5 m/s (3 knots or 5 ft/sec) or less
and in relatively wide channels and harbors (see Seelig et al.,
1992).
If the vessel is moored broadside in currents greater
than 1.5 m/s (3 knots or 5 ft/sec), then scale model laboratory
data show that there can be significant vessel heel/roll, which
effectively increases the drag force on the vessel. In some
model tests in shallow water and at high current speeds this
effect was so pronounced that the model ship capsized. Mooring
a vessel broadside in a high current should be avoided, if
possible.
Scale physical model tests show that a vessel moored
broadside in a restricted channel has increased current forces.
This is because the vessel decreases the effective flow area of
a restricted channel, which causes the current speed and current
force to increase.
For specialized cases where:
(1)
vessels are moored in current of 1.5 m/s

(3 knots or 5 ft/sec) or more, and/or
(2)
for vessels moored in restricted channels
then the designer should contact the Moorings Center of

Expertise, NFESC ECDET, Washington Navy Yard Bldg. 218, 901 M
St. SE, Washington DC 20374-5063.
EXAMPLE: Find the current force on an FFG-7 vessel produced by
a current of c=90 degrees to the ship centerline with a speed of
1.5 m/s (2.9 knots or 4.9 ft/sec) in salt water for a given ship
draft. At the mooring location, the harbor has a cross89
MIL-HDBK-1026/4A
sectional area much larger than the submerged ship longitudinal

area, LwL * T .
SOLUTION: Dimensions and characteristics of this vessel are
summarized in the lower right portion of Figure 35. Transverse
current drag coefficients predicted using Equation 11 are shown
on this figure as a solid bold line. Physical scale model data
(U.S. Naval Academy (USNA), EW-9-90, Evaluation of Viscous
Damping Models for Single Point Mooring Simulation) are shown as
symbols in the drawing, showing that Equation 11 provides a
reasonable estimate of drag coefficients. Predicted current
forces for this example are given in Table 26.
Table 26
Predicted Transverse Current Forces on FFG-7
for a Current Speed of 1.5 m/s (2.9 knots)
T/d
d
(m)
D
(ft)
Fyc
(MN)*
Fyc
(kips)**
0.096
45.7
150
0.55
123
0.288
15.2
50
0.66
148
0.576
7.62
25
1.03
231
0.72
6.096
20
1.30
293
0.96
4.572
15
1.90
427
* MN = one million newtons

**kip = one thousand pounds force
This example shows that in shallow water the transverse current
force can be three times or larger than in deep water for an
FFG-7.
90
MIL-HDBK-1026/4A
3.20
3.00
2.80
Data taken from tests conducted at the US

Naval Academy at scales 1/24.75 and 1/80.
Some data taken at 5 and 6 knots is not
included. (Kreibel, 1992)
2.60
2.40
2.20
= 14.89
2.00
Cyc
1.80
1.60
Cm
LwL
B
T
D
FFG-7
= 0.78
= 124.36 m
= 11.58 m
= 4.389 m
= 3590 long ton (LT)
0.80
= 3590 LT * 0.9904 m /LT
0.60
Am = 0.78 *B *T = 39.64 m
1.40
1.20
1.00
= 3555.7 m
= LwL2*Am/(B*V) = 14.89
C0 = 0.8489
C1 = 3.2
K =2
Model data points
0.40
0.20
0.00
0.00
0.10
0.20
0.30
0.40
0.50
0.60
0.70
0.80
T/d
Figure 35
Example of Transverse Current Drag Coefficients
91
0.90
1.00
MIL-HDBK-1026/4A
4.5.2
Static Longitudinal Current Force. The longitudinal
current force is defined as that component of force parallel to
the centerline of the vessel. This force is determined from the
following equation (Naval Civil Engineering Laboratory (NCEL),
TN-1634, STATMOOR A Single-Point Mooring Static Analysis
Program):
Fxc = Fx FORM + Fx FRICTION + Fx PROP
EQUATION:
(15)
where
Fxc =
FxFORM =
FxFRICTION =
FxPROP =
total longitudinal current load (newtons)

longitudinal current load due to
form drag (newtons)
longitudinal current load due to skin
friction (newtons)
longitudinal current load due to propeller
drag (newtons)
The three elements of the general longitudinal current load

equation, FxFORM , FxFRICTION , and FxPROP are described below:
FxFORM =
longitudinal current load due to form drag
EQUATION:
FxFORM =
1
w Vc 2 B T C xcb cos(c )
2
(16)
where
mass density of water, from Table 20

Vc = current speed (m/s)
B = maximum vessel width at the
waterline(m)
T = average vessel draft (m)
C xcb = longitudinal current form drag
coefficient = 0.1
c = current angle (degrees)
=
FxFRICTION = longitudinal current load due to skin friction
92
MIL-HDBK-1026/4A
EQUATION:
FxFRICTION =
1
V 2 S C xca cos(c )
2 w c
(17)
where
w = mass density of water, from Table 20

S = wetted surface area (m2); estimated using
S = 1.7 T L
wL +
D
T
w
(18)
T =
average vessel draft (m)
L wL = waterline length of vessel (m)
D =
ship displacement (newtons)
= weight density of water, from Table 21
w
C xca = longitudinal skin friction
coefficient, estimated using:
C xca
0.075
log R
10
(19)
R N = Reynolds Number
RN =
Vc LwL cos(c )
(20)
= kinematic viscosity of water, from Table

FxPROP =
longitudinal current load due to fixed propeller drag
EQUATION:
FxPROP =
1
w Vc 2 A p C PROP cos(C )
2
where
93
(21)
MIL-HDBK-1026/4A
mass density of water, from Table 21

A p = propeller expanded blade area (m2)
C PROP = propeller drag coefficient = 1.0
Ap =
current angle (degrees)
A Tpp
1.067 - 0.229 (p / d)
A Tpp
0.838
(22)
A Tpp = total projected propeller area (m2)

for an assumed propeller pitch
ratio of p / d = 1.0
A Tpp =
L wL B
AR
(23)
A R is a dimensionless area ratio for propellers. Typical values

of this parameter for major vessel groups are given in Table 27.
94
MIL-HDBK-1026/4A
Table 27
AR for Major Vessel Groups
SHIP
AREA RATIO, A R
Destroyer
100
Cruiser
160
Carrier
125
Cargo
240
Tanker
270
Submarine
125
Note that in these and all other engineering

calculations discussed in this handbook, the user must be
careful to keep units consistent.
EXAMPLE: Find the longitudinal current force with a bow-on

current of c=180 degrees with a current speed of 1.544 m/sec (3
knots) on a destroyer in salt water with the characteristics
shown in Table 28.
SOLUTION: Table 29 shows the predicted current forces. Note
that these forces are negative, since the bow-on current is in a
negative X direction. For this destroyer, the force on the
propeller is approximately two-thirds of the total longitudinal
current force. For commercial ships, with relatively smaller
propellers, form and friction drag produce a larger percentage
of the current force.
95
MIL-HDBK-1026/4A
Table 28
Example Destroyer
PARAMETER
SI SYSTEM
ENGLISH OR
INCH-POUND SYSTEM
LwL
161.2 m
529 ft
6.4 m
21 ft
16.76 m
55 ft
D, ship displacement
7.93E6 kg
7810 long tons
Cm; estimated
0.83
0.83
S; est. from Eq 18
2963 m2
31 897 ft2
AR; from Table 27
100
100
RN; from Eq 20
2.09E8
2.09E8
Cxca; est. from Eq 19
0.00188
0.00188
Ap; est. from Eq 22
32.256 m2
347.2 ft2
Table 29
Example Longitudinal Current Forces on a Destroyer
ENGLISH OR
INCH-POUND
SYSTEM
PERCENT OF
TOTAL FORCE
-13.1 kN*
-2.95 kip**
22%
FxFRICTION; Eq 16
-6.8 kN
-1.53 kip
12%
FxPROP; Eq 17
-39.4 kN
-8.87 kip
66%
Total Fxc =
-59.4 kN
-13.4 kip
100%
FORCE
SI SYSTEM
FxFORM; Eq 15
* kN = one thousand newtons

**kip = one thousand pounds force
96
MIL-HDBK-1026/4A
4.5.3
Static Current Yaw Moment. The current yaw moment is
defined as that component of moment acting about the vessels
vertical Z-axis. This moment is determined from the equation:
EQUATION:
M xyc = Fyc (
ec
)L
LwL wL
(24)
where
M xyc = current yaw moment (newton*m)
Fyc = transverse current force (newton)
ec
LwL
ec
LwL
= ratio of eccentricity to vessel waterline length

= eccentricity of Fyc (m)
= vessel waterline length (m)
ec
is calculated by choosing the
LwL
slope and y-intercept variables from Table 30 which are a
function of the vessel hull. The dimensionless moment arm is
dependent upon the current angle to the vessel, as shown in
Equation 25:
The dimensionless moment arm
EQUATION:
e
= a + b * c
LwL
c=0 to 180
e
= a (b * (360 deg c ))
LwL
c=180 to 360
(25)
(25a)
where
ec
= ratio of eccentricity to vessel waterline length
LwL
a
= y-intercept (refer to Table 30) (dimensionless)
b = slope per degree (refer to Table 29)
97
MIL-HDBK-1026/4A
The above methods for determining the eccentricity ratio are recommended for normal
design conditions with moderate current speeds of less than 1.5 m/s (3 knots or 5 ft/sec). Values
provided in Table 30 are based upon least squares fit of scale model data taken for the case of
ships with level keels. Data are not adequately available for evaluating the effect of trim on the
current moment.
Table 30
Current Moment Eccentricity Ratio Variables
SHIP
a
Y-INTERCEPT
b
SLOPE PER
DEGREE
SERIES 60
-0.291
0.00353
FFG
-0.201
0.00221
CVE-55
-0.168
0.00189
Old attack
aircraft carrier
SS-212
-0.244
0.00255
Old submarine
NOTES
Full hull form

typical of cargo
ships
Rounded hull
typical of surface
warships
4.6
Wind and Current Forces and Moments on Multiple Ships.
If ships are moored in close proximity to one another then the
nearby ship(s) can influence the forces/moments on a given ship.
The best information available on the effects of nearby ships
are results from physical model tests, because the physical
processes involved are highly complex. Appendix A provides
scale model test results of wind and current forces and moments
for multiple identical ships. From two to six identical ships
were tested and the test results were compared with test results
from a single ship. Data are provided for aircraft carriers,
destroyers, cargo ships, and submarines.
Cases included in Appendix A include: individual
ships, ships in nests and ships moored on either sides of piers.
Results are provided for the effects of winds and currents in
both tabular and graphical form.
98
MIL-HDBK-1026/4A
Section 5:
ANCHOR SYSTEM DESIGN PROCEDURES
5.1
General Anchor Design Procedure. Anchor systems
ultimately hold the mooring loads in fleet mooring systems.
Anchors are used on both ships and in mooring facilities, so
selection and design of anchors are included in this section.
The type and size of anchor specified depends upon
certain parameters, such as those shown in Table 31.
The most commonly used anchors in DOD moorings are
drag-embedment anchors and driven-plate anchors, so they will be
discussed here. Other types of specialized anchors (shallow
foundations, pile anchors, propellant-embedment anchors, rock
bolts, etc.) are discussed in the NCEL Handbook for Marine
Geotechnical Engineering.
Figures 36 and 37 illustrate typical drag-embedment
anchors. Figure 38 illustrates a driven-plate anchor. Some
characteristics of these two categories of anchors are given in
Table 32.
99
MIL-HDBK-1026/4A
Table 31
Anchor Specification Considerations
PARAMETER
DESCRIPTION
Holding capacity
The size/type of anchor will depend on

the amount of anchor holding required.
Soils
Engineering properties and sediment

layer thickness influence anchor
design.
Use
If anchors will be relocated, then

drag anchors are most commonly used.
Weight
The amount of weight that can be

handled or carried may control anchor
specification.
Equipment
The size and characteristics of

installation equipment are important
in anchor specification.
Directionality
Drag anchors may provide little uplift

capacity and primarily hold in one
direction; driven plate anchors
provide high omnidirectional capacity.
Performance
Whether anchor will be allowed to drag

or not, as well as the amount of room
available for anchors systems, will
influence anchor specification.
100
MIL-HDBK-1026/4A
Figure 36
(Stabilized Stockless Anchor)
101
MIL-HDBK-1026/4A
Figure 37
(NAVMOOR Anchor)
102
MIL-HDBK-1026/4A
Figure 38
Driven-Plate Anchor
103
MIL-HDBK-1026/4A
Table 32
Anchor Characteristics
(a) Drag-Embedment Anchors
CHARACTERISTICS
NOTES
Many basic designs and sizes

are available from
manufacturers.
NAVMOOR-10 & -15 and stockless of 20

to 30 kips are stocked by NFESC.
Works primarily in one

horizontal direction.
Enough scope of chain and/or wire

rope needs to be provided to
minimize uplift forces, which can
pull the anchor out. If a load is
applied to a drag anchor at a
horizontal axis off the centerline
of the anchor, then the anchor may
drag and reset.
Flukes should be set for the

soil type.
Anchor performance depends strongly

on the soil type. Fixing the
maximum angle of the fluke will help
ensure optimum performance. For
mooring installations the flukes
should be fixed open and stabilizers
added for stockless anchors to help
prevent overturning.
Adequate sediment required.
Sand layer thickness needs to be

approximately one fluke length and
mud needs to be 3 to 5 fluke lengths
thick.
May not work in all seafloor

types.
May be unreliable in very hard clay,

gravel, coral, or rock seafloors;
and in highly layered seafloors.
May not work well for sloping

seafloors.
If the seafloor has a slope of more

than several degrees, then the
anchor may not hold reliably in the
down-slope direction.
104
MIL-HDBK-1026/4A
(a) Drag-Embedment Anchors (Continued)
Anchor can drag.
If the anchor is overloaded at a

slow enough rate, then the anchor
can drag, which reduces the peak
load. Anchor dragging can be a
problem if the room for mooring is
restricted. If adequate room is
available then anchor drag can help
prevent failure of other mooring
components.
Anchors can be reused.
Drag-embedment anchors can be

recovered and reused.
Proof loading recommended.
Pulling the anchor at the design

load in the design direction will
help set the anchor and assure that
the soil/anchor interaction provides
adequate holding.
105
MIL-HDBK-1026/4A
(b) Driven-Plate Anchors
CHARACTERISTICS
NOTES
Size and design of anchor are

selected to provide adequate
holding, to allow driving, and
to provide adequate structural
capacity.
These anchors have been used in a

variety of soils from soft mud to hard
coral. A driving analysis is
recommended for hard soil, because the
anchor must be able to be driven in
order to work.
Multi-directional.
Can be used on short scope, since the

anchor resists uplift forces. One plate
anchor may be used to replace several
drag anchor legs, since the anchors are
multi-directional.
Anchors designed for the soil

type.
Anchors designed for the soil

engineering characteristics at the site.
Adequate sediment required.
A minimum of several fluke lengths of

sediment is required to provide for
keying and allow the anchor to hold
(NFESC TR-2039-OCN, Design Guide for
Pile-Driven Plate Anchors).
Anchor is fixed.
The anchor will not drag, so this type

of anchor is well suited to locations
with limited mooring area available.
The anchors cannot be recovered or
inspected.
Proof loading recommended.
Pulling the anchor at the design load in

the design direction will help key the
anchor and assure that the soil/anchor
interaction provides adequate holding.
Installation equipment.
Mobilization can be expensive, so

installing a number of anchors at a time
reduces the unit installation cost.
106
MIL-HDBK-1026/4A
5.2
Drag-Embedment Anchor Specification. Drag-embedment
anchors are carried on ships and used in many fleet mooring
facilities. Key considerations in selecting an anchor are: soil
type, anchoring holding capacity, anchor weight, anchor stowage,
cost, availability, and installation assets. Note that in SI
units the anchor mass is used to characterize anchor size, while
in U.S. customary units the anchor weight as a force is used.
Drag-embedment anchor holding capacities have been
measured in full-scale tests, modeled in the laboratory, and
derived from soil analyses. Empirical anchor holding curves
were developed from this information (Naval Civil Engineering
Laboratory (NCEL), TDS 83-08R, Drag Embedment Anchors for Navy
Moorings). Predicted static ultimate anchor holding is given
by:
HM = HR (WA / WR ) b
EQUATION:
(26)
where
HM =
HR =
WA =
WR =
b =
ultimate anchor system static holding

capacity (kips or kN)
reference static holding capacity
weight of the anchor in air
(for SI units use anchor weight in kilograms;
for U.S. units use anchor weight in pounds
force)
reference anchor weight in air
(for SI units use 4536 kg;
for U.S. units use 10000 lbf)
exponent
Values of HR and b depend on the anchor and soil types.

Values of these parameters are given in U.S. customary units in
Table 33 and for SI units in Table 34.
Figures 39 and 40 give holding capacities of selected
anchors for mud and sand seafloors.
107
MIL-HDBK-1026/4A
Table 33
U.S. Customary
SOFT SOILS
Anchor Type (a )
(Soft clays and silts)

HR
(kips)
Boss
HARD SOILS
(Sands and stiff clays)
HR
(kips)
210
0.94
270
32
0.92
250
BRUCE Flat Fluke Twin Shank
250
0.92
BRUCE Twin Shank
189
0.92
210
87
0.92
126
139
0.92
BRUCE Cast
Danforth
Flipper Delta
G.S. AC-14
Hook
0.94
0.8
(c)
0.94
0.8
(c)
0.92
126
0.8
0.92
100
0.8
87
0.92
126
0.8
117
0.92 (i)
NAVMOOR
210
0.94
Offdrill II
117
0.92 (i)
STATO
210
0.94
60
0.8
0.8
270
0.94
60
0.8
100 (d)
0.8
250 (e)
0.94
190 (f)
0.94
STEVDIG
139
0.92
290
STEVFIX
189
0.92
290
0.8
STEVIN
139
0.92
165
0.8
STEVMUD
250
0.92
STEVPRIS (straight shank)
189
0.92
46
0.92
Stockless (fixed fluke)

Stockless (movable fluke)
24
0.92
0.8
(g)
210
in hard soils, except when otherwise noted.

"b" is an exponent constant.
(c)
No data available.
(d)
For 28-deg fluke angle.
(e)
(f)
For dense sand conditions (near shore).
(g)
Anchor not used in this seafloor condition.
(h)

For 20-deg fluke angle (from API 2SK effective March 1, 1997).
108
(g)
0.94
70
0.8
44 (h)
0.8
70
0.8
44 (h)
0.8
Fluke angles set for 50 deg in soft soils and according to manufacturer's specifications
(b)
(i)
(c)
87
100 (d)
(a)
(c)
189
LWT (Lightweight)
Moorfast
MIL-HDBK-1026/4A
Table 34
SI Units
SOFT SOILS
Anchor Type (a )
(Soft clays and silts)

HR
(kN)
(kN)
934
0.94
1201
BRUCE Cast
142
0.92
1112
1112
0.92
BRUCE Twin Shank
841
0.92
934
Danforth
387
0.92
560
Flipper Delta
618
0.92
G.S. AC-14
387
0.92
560
Hook
841
0.92
445
0.8
LWT (Lightweight)
387
0.92
560
0.8
Moorfast
520
0.92 (i)
267
0.8
445 (d)
0.8
NAVMOOR
934
0.94
Offdrill II
520
0.92 (i)
STATO
934
0.94
0.94
0.8
(c)
(c)
0.94
0.8
(c)
(c)
0.8
1201
0.94
267
0.8
445 (d)
0.8
1112 (e)
0.94
845 (f)
0.94
STEVDIG
618
0.92
1290
STEVFIX
841
0.92
1290
0.8
STEVIN
618
0.92
734
0.8
STEVMUD
1112
0.92
STEVPRIS (straight shank)
841
0.92
Stockless (fixed fluke)
205
0.92
Stockless (movable fluke)
107
0.92
0.8
(g)
934
in hard soils, except when otherwise noted.

"b" is an exponent constant.
(c)
No data available.
(d)
(e)
(f)
For dense sand conditions (near shore).
(g)
Anchor not used in this seafloor condition.
(h)

For 20-deg fluke angle (from API 2SK effective March 1, 1997).
109
(g)
0.94
311
0.8
196 (h)
0.8
311
0.8
196 (h)
0.8
Fluke angles set for 50 deg in soft soils and according to manufacturer's specifications
(b)
(i)
HR
Boss
BRUCE Flat Fluke Twin Shank
(a)
HARD SOILS
(Sands and stiff clays)
MIL-HDBK-1026/4A
1000
800
Anchor System Holding Capacity (kips)
600
500
Fluke Angles set for mud

seafloor conditions as per
manufacturers specification.
400
300
200
N
100
80
n
Da
fo
rt
h,
St
GS
l
ck
es
(F
Fl
20
o
St
1
10
10
ck
s
es
(M
10
a
ov
LW
T*
Fl
60
40
bl
ix
uk
uk
e)
ed
e)
*Anchors require special

handling to ensure fluke
tripping (possibly fixed open
flukes).
20
30
40
Anchor Air Weight (kips)
Figure 39
Anchor System Holding Capacity in Cohesive Soil (Mud)
110
MIL-HDBK-1026/4A
1000
800
600
500
Fluke angles set for sand

as per manufacturers
specifications.
Anchor System Holding Capacity (kips)
400
300
200
M
AV
OO
100
f
an
or
80
St
oc
kle
5
-3
ss
60
o
40
St
oc
kle
8
-4
ss
th
Flu
ke
,
GS
Flu
An
ke
LW
An
gle
gle
20
101
10
20
30
40
s)
Anchor Air Weight (kips
Figure 40
Anchor System Holding Capacity in Cohesionless Soil (Sand)
111
MIL-HDBK-1026/4A
5.3
Driven-Plate Anchor Design. The U.S. Naval Facilities
Engineering Service Center has found that various types of plate
anchors are an efficient and cost effective method of providing
permanent moorings. Detailed design procedures for these
anchors are given in NFESC TR-2039-OCN, Design Guide for PileDriven Plate Anchors. Additional information is given in NCEL
Handbook for Marine Geotechnical Engineering. An overview of
plate anchor design is given here.
A driven-plate anchor consists of the components shown
in Figure 38 and discussed in Table 35.
112
MIL-HDBK-1026/4A
Table 35
Driven-Plate Anchor Components
COMPONENT
NOTES
Plate
Size the area and thickness of the

plate to hold the required working
load in the given soils. A plate
length-to-width ratio of L/B = 1.5
to 2 is shown by practical
experience to give optimum
performance.
I-Beam
Size the beam to provide: a

driving member; stiffness and
strength to the anchor; and to
separate the padeye from the plate
to provide a moment that helps the
anchor key during proof testing.
Padeye
Size this structure as the point

where the chain or wire rope is
shackled onto the anchor prior to
driving.
Follower
Length and size specified so

assembly can safely be picked up,
driven, and removed.
Hammer
Sized to drive the anchor safely.

In most cases it is preferable to
use an impact hammer. A vibratory
hammer may be used in cohesionless
soils or very soft mud. A
vibratory hammer may also be useful
during follower extraction.
Template
A structure is added to the side of

the driving platform to keep the
follower in position during setup
and driving.
Installation of a plate anchor is illustrated in

Figure 41. Installation consists of three key steps, as outlined
in Table 36.
113
MIL-HDBK-1026/4A
Table 36
Major Steps in Driven-Plate Anchor Installation
STEP
DESCRIPTION
Moor installation platform, place anchor in

follower, shackle anchor to chain, place
the follower/anchor assembly at the
specified anchor location and drive the
anchor to the required depth in the
sediment (record driving blow count).
Remove follower with a crane and/or

extractor.
Proof load the anchor. This keys the
anchor, proves that the anchor holds the
design load, and removes slack from the
chain.
114
MIL-HDBK-1026/4A
Figure 41
Major Steps of Driven-Plate Anchor Installation
115
MIL-HDBK-1026/4A
Examples of plate anchors that have been used at various

sites are summarized in Table 37.
Table 37
Typical Driven-Plate Anchors
SIZE/LOCATION
0.91 m x 1.22 m
(3 ft x 4 ft)
Philadelphia, PA
0.61 m x 1.22 m
(2 ft x 4 ft)
San Diego, CA
1.52 m x 1.83 m
(5 ft x 6 ft)
Guam
1.83 m x 3.35 m
(6 ft x 11 ft)
Pearl Harbor, HI
SEAFLOOR
TYPE
DRIVING
DISTANCE
INTO
COMPOTENT
SEDIMENT
Hard Clay
9 m (30 ft)
Sand
(Medium)
8 m (27 ft)
Coral
Limestone
12 m (40 ft)
Mud
21 m (70 ft)
PROOF LOAD
670 kN
(150 kips)
Vertical
890 kN
(200 kips)
Vertical
1000 kN
(225 kips)
Vertical
890 kN
(200 kips)
Horizontal
The recommended minimum plate anchor spacing is five

times the anchor width for mud or clay and 10 times the anchor
width for sand.
116
MIL-HDBK-1026/4A
Section 6:
FACILITY MOORING EQUIPMENT GUIDELINES
6.1
Introduction. Equipment most often used in mooring
facilities is discussed in this section.
6.2
Key Mooring Components. A mooring is a structure that
holds a ship in a position using tension and compression
members. The resulting mooring loads are transferred to the
earth via anchors or some other members, such as pier piles or a
wharf structure.
6.2.1
Tension Members.
members in moorings are:
The most commonly used tension
Chain
Synthetic line
Wire rope
Tension bar buoys
6.2.2
Compression Members. The most commonly used
compression members in moorings are:
Marine fenders
Fenders
Camels
Mooring dolphins
Piers
Wharves
6.3
Anchors. Anchors are structures used to transmit
mooring loads to the earth. Anchors operate on the basis of
soil structure interaction, so their behavior can be complex.
Fortunately, the U.S. Navy has extensive experience with fullscale testing of a number of different anchor types in a wide
variety of soils and conditions (NCEL Handbook for Marine
Geotechnical Engineering). This experience provides a strong
basis for design. However, due to the complex nature of
structure/soil interaction, it is strongly recommended that
anchors always be pull tested to their design load during
installation. Design and illustration of some of the common
anchor types routinely used are discussed in Chapter 5 of this
handbook, and in NCEL Handbook for Marine Geotechnical
Engineering.
117
MIL-HDBK-1026/4A
A brief summary of some anchor experience is given in
Table 38.
118
MIL-HDBK-1026/4A
Table 38
Practical Experience With Anchors
ANCHOR TYPE
DESCRIPTION
Low Efficiency
Drag Embedment
Anchors
Reliable if stabilizers are added (see

Figure 36). Not very efficient, but
reliable through brute force.
Extensive experience. A large number
available in the U.S. Navy Fleet
Mooring inventory. Efficiency
increased by fixing the flukes for the
type of soil at the site. Should be
set and proof tested during
installation. Can be used in tandem in
various configurations (NCEL TDS 8305, Multiple STOCKLESS Anchors for
Navy Fleet Moorings). Vertical angle
of tension member should be
approximately zero at the seafloor.
(i.e., Stockless)
High Efficiency
Drag Embedment
Anchors
(i.e., NAVMOOR)
Very efficient, highly reliable and

especially designed so it can easily
be used in tandem (NCEL TN-1774,
Single and Tandem Anchor Performance
of the New Navy Mooring Anchor).
Excellent in a wide variety of soil
conditions. These are available in
the U.S. Navy Fleet Mooring inventory.
Should be set and proof tested during
installation. Vertical angle of
tension member should be approximately
zero at the seafloor in most cases.
119
MIL-HDBK-1026/4A
Practical Experience With Anchors
ANCHOR TYPE
DESCRIPTION
Driven-Plate
Anchors
Extremely efficient, can be designed

to hold extremely high loads and will
work in a wide variety of soils from
mud to limestone (NFESC TR-2039,
Design Guide for Pile-Driven Plate
Anchors). Can take loads at any
angle, so short scope moorings can be
used. Extensive experience. Requires
a follower and driving equipment.
Most cost effective if a number are to
be installed at one site at one time.
Should be keyed and proof tested
during installation.
Deadweight Anchors
Very low efficiency. Full scale tests

(NCEL, Fleet Mooring Test Program
Pearl Harbor) show anchor holding
capacity dramatically decreases after
anchor starts dragging, just when the
anchor capacity required may be most
needed. As a result, use of this type
of anchor can be dangerous.
Deadweight anchors should be used with
caution.
Other anchor types
NCEL Handbook for Marine Geotechnical

Engineering gives extensive technical
and practical information on a wide
variety of anchors and soil/structure
interaction.
A summary sheet describing the stockless anchors in

the U.S. Navy Fleet Mooring inventory is given in Table 39.
NAVMOOR anchors in inventory are described in Table 40.
120
MIL-HDBK-1026/4A
Table 39
Stockless Anchors in the U.S. Navy Fleet Mooring Inventory
121
MIL-HDBK-1026/4A
Table 40
NAVMOOR Anchors in the U.S. Navy Fleet Mooring Inventory
122
MIL-HDBK-1026/4A
6.4
Chain and Fittings.
moorings because chain:
Chain is often used in fleet
Is easy to terminate
Can easily be lengthened or shortened
Is durable
Is easy to inspect
Is easy to provide cathodic protection
Has extensive experience
Is available
Is cost effective
Provides catenary effects
DOD commonly uses stud link chain, with each chain
link formed by bending and butt welding a single bar of steel.
Chain used in fleet moorings is Grade 3 stud link chain
specifically designed for long term in-water use (Naval
Facilities Engineering Service Center (NFESC), FPO-1-89(PD1),
Purchase Description for Fleet Mooring Chain and Accessories).
This chain is designated as FM3. Properties of FM3 carried in
stock are shown in Table 41. Anodes for use on each link of FM3
chain, designed for diver replacement, are described in Table
42. Note that oversized anodes may be used to extend the anode
life and increase the time interval required for anode
replacement.
Older ships may use Di-Loc chain (not shown), which
was made by pressing together male and female parts to form each
link. Di-Loc is not recommended for long-term in-water use,
because water may seep in between the male and female parts.
The resulting corrosion is difficult to inspect.
Chain routinely comes in 90-foot (27.4-meter) lengths
called shots. A number of other accessories are used with
chain, as shown in Figure 42. For example, shots of chain are
connected together with chain joining links. Anchor joining
links are used to connect chain to anchors. Ground rings
provide an attachment point for multiple chains. Buoy swivels
are used to connect chain to buoys. Refer to NFESC TR-6014-OCN,
Mooring Design Physical and Empirical Data and NFESC FPO-189(PD1) for additional information on chain and fittings.
123
MIL-HDBK-1026/4A
Table 41
FM3 Mooring Chain Characteristics
NOMINAL
SIZE (inches)
NUMBER
OF LINKS
PER SHOT
LINK
LENGTH(inches)
WEIGHT
PER SHOT
IN AIR (lbf)
WEIGHT
PER LINK
IN AIR (lbf)
WEIGHT
PER FOOT
SUB. (lbs/ft)
BREAKING
STRENGTH
(thousands lbf)
WORKING
STRENGTH (FS=3)
(thousands lbf)
1.75
2.25
2.5
2.75
3.5
153
133
119
107
97
77
67
10.6
12.2
13.7
15.2
16.7
21.3
24.3
2525
3276
4143
5138
6250
10258 13358
16.5
24.6
34.8
48
64.4
133.2
199.4
26.2
33.9
42.6
52.7
63.8
104.1
135.2
352
454
570
692
826
1285
1632
117.2
151.2
189.8
230.4
275.1
427.9
543.5
124
MIL-HDBK-1026/4A
Table 42
Properties of FM3 Chain Anodes
NOMINAL
SIZE (inches)
ANODE
WEIGHT (lbs)
SCREW
LENGTH
(inches)
ANODE
WIDTH (inches)
LINK
GAP (lbf)
ANODES PER
FULL DRUM
WEIGHT PER
FULL DRUM
(approx. lbf)
1.75
2.25
2.5
2.75
3.5
0.80
1.10
1.38
1.70
2.04
3.58
4.41
1.25
1.50
1.75
1.75
2.00
2.25
2.25
1.50
1.62
1.75
1.94
2.06
2.38
2.69
3.74
4.24
4.74
5.24
5.74
7.48
8.48
1106
822
615
550
400
158
122
976
979
917
993
869
602
550
NOTE: 1. ALL SCREWS ARE .375-16UNC-2A, GRADE 5, HEX CAP

2. 4.00 INCH ANODES FIT ALL CHAIN SIZES
3. ALL SCREW HEADS ARE 9/16 INCH
125
MIL-HDBK-1026/4A
Figure 42
Chain Fittings
126
MIL-HDBK-1026/4A
6.5
Buoys. There are two buoys commonly used on U.S. Navy
Fleet moorings: an 8-foot diameter buoy and a 12-foot diameter
buoy. These buoys have a polyurethane shell, are filled with
foam, and have a tension bar to transmit mooring loads to the
chain. Properties of these buoys are given in Table 43. Some of
the key features of these buoys are that they require little
maintenance and they are self-fendering. A variety of older
steel buoys in use are being phased out, due to their relatively
high maintenance cost.
6.6
Sinkers. Sinkers are placed on fleet moorings to tune
the static and dynamic behavior of a mooring. Sinkers are
usually made of concrete or low cost metal. Key sinker
parameters that can be specified in design include:
Mass
Weight
Location
Number
Size
Design
6.7
Mooring Lines. The most common tension member lines
used are synthetic fiber ropes and wire rope. Synthetic lines
have the advantage of easy handling and some types have stretch,
which can be used to fine tune static and dynamic mooring
behavior and aid in load sharing between tension members. Wire
rope has the advantage of durability.
6.7.1
Synthetic Fiber Ropes. Mooring lines are formed by
weaving a number of strands together to form a composite tension
member. Lines are made of different types of fiber and various
constructions. Stretch/strain properties of selected lines are
shown in Table 44 and Figure 43. Engineering characteristics of
some double braided nylon and polyester lines are given in
Tables 45 and 46. Additional information is provided in NFESC
TR-6014-OCN, Mooring Design Physical and Empirical Data. The
size and type of synthetic line specified in a given design will
depend upon parameters such as those shown in Table 47.
127
MIL-HDBK-1026/4A
Table 43
Foam-Filled Polyurethane Coated Buoys
PARAMETERS
8-FOOT BUOY
12-FOOT BUOY
4,500 lbs
15,000 lbs
6,150 lbs
300 kips
150 kips
8 ft 6 in
8 ft
7 ft 9 in
11 ft 4 In
4 ft 4 in
3 ft 5 in
4.5/3 in
3.5/3.5 in
3 inch
2.75 inch
1,068 lbs
8,850 lbs
7,500 lbs
10,400 lbs
39,000 lbs
20,320 lbs
600 kips
300 kips
12 ft
11 ft 6 in
8 ft 9 in
13 ft I in
5 ft 7 in
3 ft 2 in
5/3.5 in
4.5/5 in
4 inch
4 inch
7,500 lbs
18,680 lbs
21,264 lbs
108 ft-lbs
648 ft-lbs
1,183 ft-lbs
2,910 ft-lbs
Weight in Air
Net Buoyancy
Working Buoyancy (24 FB)
Proof Load on Bar (0.6 Fy)
Working Load of Bar (0.3Fy)
Diameter Overall (w/fenders)
Diameter of Hull
Length of Hull Overall
Length of Tension Bar
Height of Cylindrical Portion
Height of Conical Portion
Bar Thickness (top/bottom)
Top Padeye ID (top/bottom)
Shackle on Top
Maximum Chain Size
Min. Recommended Riser Wt
Riser Wt for 24 freeboard
Max. Recommended Riser Wt
Moment to Heel 1 deg:
Min Riser Wt
Max Riser Wt
128
MIL-HDBK-1026/4A
Table 44
Stretch of Synthetic Lines
DOUBLE
DOUBLE
DOUBLE
ULTRA-
SPECTRA
BRAIDED
BRAIDED
BRAIDED
STRONG
% Break
BRAID
POLYTESTER
NYLON
NYLON
Strength
% Stretch
% Stretch
% Stretch
% Stretch
% Stretch
(T/Tb)
(1)
(2)
(3)
(4)
(5)
0.38
0.8
5.8
2.04
10
0.58
1.5
9.1
3.89
15
0.72
2.1
11.5
5.46
20
0.87
2.6
13.2
6.85
25
0.92
3.1
14.6
8.13
30
0.98
3.6
15.7
9.26
35
1.07
16.6
10.28
40
1.135
4.7
17.6
11.3
45
1.196
5.2
18.5
12.1
50
1.25
5.7
19.3
12.8
55
1.305
6.2
20.1
(no data)
60
1.354
6.8
20.9
65
1.412
7.3
21.7
70
1.448
7.8
22.5
75
1.492
8.3
23.3
80
1.535
8.8
24.1
85
1.578
9.3
24.9
90
1.617
9.8
25.7
95
1.655
10.3
26.6
100
1.693
10.9
27.4
(1) SPECTRON 12; Sampson

(2) 2-IN-1 STABLE BRAID; Sampson (engineering data sheet); cyclic loading
(3) DOUBLE BRAIDED; Sampson (engineering data sheet); cyclic loading; WET
(4) DOUBLE BRAIDED; Sampson (engineering data sheet); cyclic loading; DRY
(5) BLENDED ROPE; Sampson (engineering data sheet); cycled 50 times
129
1.68
3.23
4.7
6.02
7.58
9.05
10.51
12.08
13.73
15.35
MIL-HDBK-1026/4A
100
(2)
90
(1)
Line Tension (% Break Strength)
(3)
(5)
80
70
(No
Data)
60
(4)
50
40
30
20
10
0
0
10
15
Line Stretch (%)
Figure 43
Synthetic Line Stretch
130
20
25
30
MIL-HDBK-1026/4A
Table 45
Double Braided Nylon Line*
SINGLE LINE
THREE PARTS LINE
DIA.
CIR.
Av Fb
Av Fb
AE
AE
Av Fb
Av Fb
AE
AE
(in)
(in)
(kips)
(E5 N)
(kips)
(E5 N)
(kips)
(E5 N)
(kips)
(E5 N)
1.0
33.6
1.495
118.9
5.29
100.8
4.48
356.8
15.87
1.1
3.5
45
2.002
159.3
7.09
135
6.01
477.9
21.26
1.2
3.75
52
2.313
184.1
8.19
156
6.94
552.2
24.56
1.3
59
2.624
208.8
9.29
177
7.87
626.5
27.87
1.4
4.5
74
3.292
261.9
11.65
222
9.88
785.8
34.96
1.6
91
4.048
322.1
14.33
273
12.14
966.4
42.99
1.8
5.5
110
4.893
389.4
17.32
330
14.68
1168.1
51.96
1.9
131
5.827
463.7
20.63
393
17.48
1391.2
61.88
2.1
6.5
153
6.806
541.6
24.09
459
20.42
1624.8
72.27
2.2
177
7.873
626.5
27.87
531
23.62
1879.6
83.61
2.4
7.5
202
8.985
715.0
31.81
606
26.96
2145.1
95.42
2.5
230
10.231
814.2
36.22
690
30.69
2442.5
108.65
2.7
8.5
257
11.432
909.7
40.47
771
34.30
2729.2
121.40
2.9
285
12.677
1008.8
44.88
855
38.03
3026.5
134.63
3.2
10
322
14.323
1139.8
50.70
966
42.97
3419.5
152.11
3.5
11
384
17.081
1359.3
60.46
1152
51.24
4077.9
181.39
3.8
12
451
20.061
1596.5
71.01
1353
60.18
4789.4
213.04
4.1
13
523
23.264
1851.3
82.35
1569
69.79
5554.0
247.05
4.5
14
599
26.645
2120.4
94.32
1797
79.93
6361.1
282.95
4.8
15
680
30.248
2407.1
107.07
2040
90.74
7221.2
321.22
*After Sampson, dry, cyclic loading; reduce nylon lines by 15% for wet conditions
Note: Dia. = diameter, Cir. = circumference, Av Fb = average break strength,
AE = cross-sectional area times modulus of elasticity (this does not include the highly
nonlinear properties of nylon, shown in Figure 43)
131
MIL-HDBK-1026/4A
Table 46
Double Braided Polyester Lines*
SINGLE LINE
THREE PARTS LINE
DIA. CIR.
Av Fb
Av Fb
AE
AE
Av Fb
Av Fb
AE
AE
(in)
(in)
(kips)
(E5 N)
(kips)
(E5 N)
(kips)
(E5 N)
(kips)
(E5 N)
1.0
37.2
1.655
316.6
14.08
111.6
4.96
949.8
42.25
1.1
3.5
45.8
2.037
389.8
17.34
137.4
6.11
1169.4
52.02
1.2
3.75
54.4
2.420
463.0
20.59
163.2
7.26
1388.9
61.78
1.3
61.5
2.736
523.4
23.28
184.5
8.21
1570.2
69.85
1.4
4.5
71.3
3.172
606.8
26.99
213.9
9.51
1820.4
80.98
1.6
87.2
3.879
742.1
33.01
261.6
11.64
2226.4
99.03
1.8
5.5
104
4.626
885.1
39.37
312
13.88
2655.3
118.11
1.9
124
5.516
1055.3
46.94
372
16.55
3166.0
140.83
2.1
6.5
145
6.450
1234.0
54.89
435
19.35
3702.1
164.68
2.2
166
7.384
1412.8
62.84
498
22.15
4238.3
188.53
2.4
7.5
190
8.452
1617.0
71.93
570
25.35
4851.1
215.79
2.5
212
9.430
1804.3
80.26
636
28.29
5412.8
240.77
2.7
8.5
234
10.409
1991.5
88.59
702
31.23
5974.5
265.76
2.9
278
12.366
2366.0
105.24
834
37.10
7097.9
315.73
3.2
10
343
15.257
2919.1
129.85
1029
45.77
8757.4
389.55
3.5
11
407
18.104
3463.8
154.08
1221
54.31
10391.5
462.24
3.8
12
470
20.907
4000.0
177.93
1410
62.72
12000.0
533.79
4.1
13
533
23.709
4536.2
201.78
1599
71.13
13608.5
605.34
4.5
14
616
27.401
5242.6
233.20
1848
82.20
15727.7
699.60
4.8
15
698
31.049
5940.4
264.24
2094
93.15
17821.3
792.73
*After Sampson, dry, cyclic loading

Note: Dia. = diameter, Cir. = circumference, Av Fb = average break strength,
AE = cross-sectional area times modulus of elasticity
132
MIL-HDBK-1026/4A
Table 47
Some Factors to Consider When
Specifying Synthetic Line or Wire Rope
PARAMETER
Safety
Break strength
Diameter
Weight
Buoyancy and hydrodynamic properties
Ease of handling
Equipment to be used
Stretch/strain properties
Load sharing between lines
Dynamic behavior
Reliability
Durability
Fatigue
Exposure
Chaffing/abrasion
Wet vs. dry condition
Experience
Ability to splice
Ability to provide terminations
Inspection
Cost
Availability
133
MIL-HDBK-1026/4A
6.7.2
Wire Ropes. Wire rope is composed of three parts:
wires, strands, and a core. The basic unit is the wire. A
predetermined number of wires of the proper size are fabricated
in a uniform geometric arrangement of definite pitch or lay to
form a strand of the required diameter. The required number of
strands are then laid together symmetrically around a core to
form the rope. Refer to Naval Ships Technical Manual Chapter
613 (NAVSEASYSCOM) for additional information. Some of the
features to consider when specifying wire rope are listed in
Table 47.
6.8
Fenders. Fendering is used between ships and
compression structures, such as piers and wharves, in fixed
moorings. Fenders act to distribute forces on ship hull(s) and
minimize the potential for damage. Fendering is also used
between moored ships. A wide variety of types of fenders are
used including:
Wooden piles
Cylindrical marine fenders
Hard rubber fenders
Mooring dolphins
Specially designed structures
The pressure exerted on ships hulls is a key factor to consider
when specifying fenders. Allowable hull pressures on ships are
discussed in NFESC TR-6015-OCN, Foam-Filled Fender Design to
Prevent Hull Damage.
Behaviors of some common types of cylindrical marine
fenders are shown in Figures 44 and 45.
Refer to MIL-HDBK-1025/1 and Naval Ships Technical
Manual Chapter 611(NAVSEASYSCOM) for detailed information on
fenders.
134
MIL-HDBK-1026/4A
Figure 44
SEA-GUARD Fender Information
135
MIL-HDBK-1026/4A
Figure 45
SEA-CUSHON Fender Performance
136
MIL-HDBK-1026/4A
6.9
Pier Fittings. Standard pier and wharf mooring
fittings, as shown in Figure 46, include:
Bollards
Bitts
Cleats
Cleats are not recommended for ships, unless
absolutely necessary, because they are low capacity.
Some of the fittings commonly used on U.S. Navy piers
are summarized in Table 48. Guidance for placing pier fittings
in pier/wharf design is given in MIL-HDBK-1025/1.
Table 48
Commonly Used U.S. Navy Pier Mooring Fittings
DESCRIPTION
SIZE
BOLTS
SPECIAL MOORING
BOLLARD A
Height=48 in.
Base 48x48 in.
12 x 2.75-in. dia.
SPECIAL MOORING
BOLLARD B
Height=44.5 in.
Base 39x39 in.
8 x 2.25-in. dia.
LARGE BOLLARD WITH

HORN
Height=44.5
Base 39x39 in.
4 x 1.75-in. dia.
LARGE DOUBLE BITT

WITH LIP
LOW DOUBLE BITT
WITH LIP
42-INCH CLEAT
Height=26 in.
Base 73.5x28 in.
Height=18 in.
Base 57.5x21.5 in.
Height=13 in.
Base 26x14.25 in.
Height=13 in.
Base 16x16 in.
10 x 1.75-in. dia.
30-INCH CLEAT
WORKING CAPACITY
(kips)
Horz. = 660
@45 deg = 430
Nom. = 450
Horz. = 270
@45 deg = 216
Nom. = 200
Horz. = 104
@45 deg = 66
Nom. = 70
Nom. = 75*
10 x 1.625-in.
dia.
6 x 1.125-in. dia.
Nom. = 60*
Nom. = 40
4 x 1.125-in. dia.
Nom. = 20
*Working capacity per barrel; after NAVFAC Drawing No. 1404464

Additional information concerning the sizes and
working capacities of pier and wharf mooring fittings is found
in NFESC TR-6014-OCN, Mooring Design Physical and Empirical Data
and in MIL-HDBK-1025/1.
137
MIL-HDBK-1026/4A
Figure 46
Pier and Wharf Mooring Fittings Shown in Profile and Plan Views
138
MIL-HDBK-1026/4A
6.10
Catenary Behavior. It is not desirable or practical to
moor a ship rigidly. For example, a ship can have a large
amount of buoyancy, so it usually must be allowed to move with
changing water levels. Another problem with holding a ship too
rigidly is that some of the natural periods of the ship/mooring
system can become short, which may cause dynamic problems.
A ship can be considered a mass and the mooring system
as springs. During mooring design, the behavior of the mooring
springs can be controlled to fine tune the ship/mooring system
behavior to achieve a specified performance. This can be
controlled by the weight of chain or other tension member, scope
of chain, placement of sinkers, amount the anchor penetrates the
soil, and other parameters. The static behavior of catenaries
can be modeled using the computer program CSAP2 (NFESC CR-6108OCN, Anchor Mooring Line Computer Program Final Report, Users
Manual for Program CSAP2). This program includes the effects of
chain and wire rope interaction with soils, as well as the
behavior of the catenary in the water column and above the water
surface.
As an example, take the catenary shown in Figure 47.
This mooring leg consists of four sections. The segment next to
the anchor, Segment 1, consists of wire rope, followed by three
segments of chain. Sinkers with the shown in-water weight are
located at the ends of Segments 2 and 3. In this example, a
plate anchor is driven 55 feet (16.8 meters) into mud below the
seafloor. The chain attachment point to the ship is 64 feet
(19.5 meters) above the seafloor. The mooring leg is loaded to
its design horizontal load of H = 195 kips (8.7 E5 newtons) to
key and proof load the anchor soon after the anchor is
installed. The keying and proofing corresponds to a tension in
the top of the chain of approximately 210 kips. Figure 47 shows
the shape of the chain catenary predicted by CSAP2 for the
design load.
The computed load/deflection curve for the design water
level for this mooring leg, after proofing, is shown in Figure
48. The shape of this and the other mooring legs in this
mooring, which are not shown, will strongly influence the static
and dynamic behavior of the ship/mooring system during forcing.
139
MIL-HDBK-1026/4A
SEGMENT TYPE
DIA
WEIGHT LENGTH SINKER
(inches)
(lbf/ft)
(ft)
(kips)
3.00
13.15
30
2.75
62.25
156
13.35
2.75
62.25
15
17.8
2.75
62.25
113
Figure 47
Sample Catenary
140
MIL-HDBK-1026/4A
Figure 48
Load/Deflection Curve for the Example Mooring Leg
141
MIL-HDBK-1026/4A
6.11
Sources Of Information. Detailed NAVFAC information,
including drawings, specifications, and manuals, is available in
the National Institute of Building Sciences, Construction
Criteria Base. Further information can be obtained from the
Naval Facilities Engineering Command Criteria Office (Code 15C)
and the Naval Facilities Engineering Service Center, Moorings
Center of Expertise (Code 551). A list of sources for
information on facility mooring equipment is provided in Table
49.
Table 49
Sources of Information for Facility Mooring Equipment
ITEM
SOURCE
Standard fittings for

waterfront structures
NAVFAC Drawing No. 1404464
Marine fenders
NAVFAC Spec. 02396A Resilient FoamFilled Marine Fenders

NAVFAC Spec. 02397B Arch-Type Rubber
Marine Fenders
NAVFAC Spec. 02395 Prestressed
Concrete Fender Piling
NAVFAC Spec. Y02882D Fenders
(Yokosuka, JA)
Camels
MIL-C-28628C(YD) Camel, Wood, Marine;

Single Log Configuration, Untreated
Standard Aircraft Carrier Mooring
Camel NAVFAC Drawings SD-1404045A to
52 and NAVFAC Spec. C39
Standard Submarine Mooring Camel
NAVFAC Drawings SD-1404943 to 47 and
NAVFAC Spec. C46
Standard Attack Submarine Mooring
Camel NAVFAC Drawings SD-1404667 to
70 and NAVFAC Spec. C49
Mooring lines
Cordage Institute Technical Manual
142
MIL-HDBK-1026/4A
Sources of Information for Facility Mooring Equipment
ITEM
SOURCE
Foam buoys
NFESC purchase descriptions of Mar.

1988, Dec. 1989 and May 1990.
Stud link chain and

fittings
NFESC purchase description of Mar.

1995.
NAVMOOR anchors
NFESC purchase description of Nov. 1985

and drawing package of July 1990.
Stud link chain anodes
NFESC purchase description of June

1990.
143
MIL-HDBK-1026/4A
Section 7:
VESSEL MOORING EQUIPMENT GUIDELINES
7.1
Introduction. A vessel must be provided with adequate
mooring equipment to serve its missions. This equipment enables
the ship to anchor in a typical soil under design environmental
conditions. In addition, the ship can moor to various piers,
wharfs, fleet moorings, and other facilities. Equipment on
board the ship must be designed for Mooring Service Types I, II
and III, as discussed in Section 3.1. Additional mooring
hardware, such as specialized padeyes, mooring chains, wire
ropes, and lines, can be added for Mooring Service Type IV
situations.
7.2
Types of Mooring Equipment. Basic shipboard mooring
equipment is summarized in Table 50. Additional information is
provided in NAVSEA NSTM Chapters 581, 582, 611 and 613; from
Naval Sea Systems Command drawings and publications; Cordage
Institute, Cordage Institute Technical Manual; Guidelines for
Deepwater Port Single Point Mooring Design, Flory et al. (1977);
The Choice Between Nylon and Polyester for Large Marine Ropes,
Flory et al. (1988); A Method of Predicting Rope Life and
Residual Strength, Flory et al. (1989); Fiber Ropes for Ocean
Engineering in the 21st Century, Flory et al, (1992a); Failure
Probability Analysis Techniques for Long Mooring Lines, Flory et
al. (1992b); Modeling the Long-Term Fatigue Performance of Fibre
Ropes, Hearle et al. (1993); Oil Companies International Marine
Forum (OCIMF), Mooring Equipment Guidelines (1992); OCIMF
Recommendations for Equipment Employed in the Mooring of Ships
at Single Point Moorings (1993); OCIMF Prediction of Wind and
Current Loads on VLCCs (1994); OCIMF Single Point Mooring
Maintenance and Operations Guide (1995); and Fatigue of SPM
Mooring Hawsers, Parsey (1982).
7.3
Equipment Specification. Whenever possible, standard
equipment is used on board ships as mooring equipment. The
specification, size, number, and location of the equipment is
selected to safely moor the ship. Some of the many factors that
need to be considered in equipment specification are weight,
room required, interaction with other systems, power
requirements, reliability, maintenance, inspection, and cost.
144
MIL-HDBK-1026/4A
7.4
Fixed Bitts. Bitts provide a termination for tension
members. Fixed bitts, Figure 49, are typically placed in pairs
within a short distance forward or aft of a chock location. They
are often placed symmetrically on both the port and starboard
sides, so that the ship can moor to port or starboard.
Capacities of the bitts are based on their nominal diameter.
Table 51 provides fixed bitt sizes with their associated
capacities.
7.5
Recessed Shell Bitts. Recessed shell bitts, Figure
50, are inset into ships hulls well above the waterline. These
bitts are used to moor lighterage or harbor craft alongside.
They also assist in mooring at facilities. The NAVSEA shell
bitt has a total working capacity of 92 kips (4.27 E5 newtons)
with two lines of 46 kips maximum tension each.
7.6
Exterior Shell Bitts. Aircraft carriers have exterior
shell bitts, Drawing No. 600-6601101, that are statically proof
loaded to 184 kips (8.2 E5 newtons). This proof load is applied
11 inches (280 mm) above the base. This testing is described in
the Newport News Shipbuilding testing report for USS HARRY S
TRUMAN Bitts, Chocks and Mooring Rings.
7.7
Chocks. There are many types of chocks, such as
closed chocks, Panama chocks, roller chocks, and mooring rings.
Closed clocks are often used and characteristics of these
fittings are shown in Table 52.
7.8
Allowable Hull Pressures. As a ship berths or when it
is moored, forces may be exerted by structures, such as fenders,
camels, and dolphins, on the ship hull. NFESC TR-6015-OCN,
Foam-Filled Fender Design to Prevent Hull Damage provides a
rational design criteria to prevent yielding of vessel hull
plating.
7.9
Sources of Information for Ships Mooring Equipment.
Additional information is available from the Naval Sea Systems
Command (NAVSEA 03P), Military Sealift Command (MSC), and the
U.S. Coast Guard (USCG). Table 53 provides a list of selected
referenced materials.
145
MIL-HDBK-1026/4A
Table 50
Types of Ship Based Mooring Equipment*
EQUIPMENT
Drag embedment anchors
DESCRIPTION
One or more anchors required. See Section
7 for anchor information.
Anchor chain
Stud link grade 3 chain (see Section 6.4)

is used.
Anchor windlass/wildcat
Equipment for deploying and recovering
and associated equipment
the anchor(s), including the windlass(s),
hawse pipe(s), chain stoppers, chain
locker, and other equipment.
Bitts
Bitts for securing mooring lines.
Chocks, mooring rings and
Fittings through which mooring lines are
fairleads
passed.
Padeyes
Padeyes are provided for specialized
mooring requirements and towing.
Mooring lines
Synthetic lines for mooring at piers,
wharfs, and other structures. See
Section 6.7 for information.
Capstans
Mechanical winches used to aid in
handling mooring lines.
Wire ropes
Wire rope is sometimes used for mooring
tension members.
Fenders
Marine fenders, as discussed in Section
6.8, are sometimes carried on board.
Winches
Winches of various types can support
mooring operations. Some ships use
constant tension winches with wire rope
automatically paid out/pulled in to
adjust to water level changes and varying
environmental conditions. Fixed-length
synthetic spring lines are used in
pier/wharf moorings that employ constant
tension winches to keep the ship from
walking down the pier.
Other
Various specialized equipment is carried
to meet needs (such as submarines).
*See NAVSEASYSCOM Naval Ships Technical Manual for additional
information and Section 3.1 for design criteria.
146
MIL-HDBK-1026/4A
Figure 49
Fixed and Recessed Shell Bitts
147
MIL-HDBK-1026/4A
Table 51
Fixed Ships Bitts (minimum strength requirements)
NAVSEA FIXED BITTS (after 804-1843362 REV B OF 1987)
NOMINAL SIZE (inches)
10
12
14
18
MAX. LINE CIR. (inches)
6.5
10
12
MAX. LINE DIA. (inches)
1.0
1.6
2.1
2.5
3.2
3.8
MAX. MOMENT (lbf-in x 1000)
134
475
1046
1901
3601
6672
MAX. CAPACITY (lbf x 1000)*
26.8 73.08
123.1
181
277
417
A - BASE LENGTH (inches)
16.5 28.63
36.75
44.25
52.5
64
B - BARREL DIA. (inches)
4.5 8.625
10.75
12.75
14
18
C - BARREL HT. (inches)
10
13
17
21
26
32
D - BASE WIDTH (inches)
7.5 13.63
17.25
20.25
22.5
28
MAX. LINE CIR. (mm)
76
127
165
203
254
305
MAX. CAPACITY (newton x 100000)*
1.19
3.25
5.47
8.05
12.32
18.55
A - BASE LENGTH (inches)
419
727
933
1124
1334
1626
B - BARREL DIA. (inches)
114
219
273
324
356
457
C - BARREL HT. (inches)
254
330
432
533
660
813
D - BASE WIDTH (inches)

* force applied at half the barrel height
191
346
438
514
572
711
148
MIL-HDBK-1026/4A
Figure 50
Recessed Shell Bitt
(minimum strength requirements)
149
MIL-HDBK-1026/4A
Table 52
Closed Chocks (minimum strength requirements)
NAVSEA CLOSED CHOCKS (from Drawing 804-1843363)

CHOCK SIZE (inches)
10
MAX. LINE CIR. (inches)
LINE BREAK (lbf x 1000)
13
16
20
24
6.5
10
12
26.8
73
123
181
277
417
A - HOLE WIDTH (inches)
10
13
16
20
24
B - HOLE HEIGHT (inches)
6.5
10
12
8.5 11.25
13.88
16.75
25.75
25.25
C - HEIGHT (inches)
D - BASE THICKNESS (inches)
5.25
6.5
7.5
16
13.5
E - LENGTH (inches)
13
19
23
28
38.75
40
MAX. LINE CIR. (mm)
76
127
165
203
254
305
LINE BREAK (newton x 100000)
1.19
3.25
5.47
8.05
12.32
18.55
A - HOLE WIDTH (mm)
152
254
330
406
508
610
B - HOLE HEIGHT (mm)
76
127
165
203
254
305
C - HEIGHT (mm)
216
286
352
425
654
641
D - BASE THICKNESS (mm)
133
165
191
229
406
343
E - LENGTH (mm)
330
483
584
711
984
1016
150
MIL-HDBK-1026/4A
Table 53
Sources of Information for Ships Mooring Equipment
ITEM
SOURCE
Information on existing U.S.

Navy ships, drawings, and
mooring hardware
NAVFAC Ships Database
Chocks
NAVSEA Drawing No. 804-1843363

& S1201-921623 (Roller Chock)
Panama chocks
Fixed bitts
Recessed shell bitts
Exterior shell bitts
Newport News Shipbuilding

Drawing No. 600-6601101
Cleats
Capstans/gypsy heads
NAVSEA Drawing No. S260-860303

& MIL-C-17944
Hawser reels
NAVSEA Drawing No. S2604-921841

& 42
Mooring lines
Cordage Institute Technical

Manual
151
MIL-HDBK-1026/4A
Section 8:
EXAMPLE PROBLEMS
8.1
Introduction. The design of mooring systems is
illustrated through the use of several examples in this section.
The emphasis of this handbook is on statics, so static results
are shown. However, the marine environment can be dynamic, so
dynamic effects are illustrated in the examples.
8.2
Single Point Mooring - Basic Approach. Design of
single point fleet moorings (SPMs) is illustrated here.
Let us first assume that the wind is coming from a
specified direction and has stationary statistical properties.
The current speed and direction are constant. In this case
there are three common types of ship behavior, shown in Figure
51, that a vessel at a single point mooring can have:
a) Quasi-static. In this case the ship remains in
approximately a fixed position with the forces and moments
acting on the ship in balance. For quasi-static behavior, the
tension in the attachment from the ship to mooring will remain
approximately constant. Quasi-static analyses can be used for
design in this case.
b) Fishtailing. In this case the ship undergoes
significant surge, sway, and yaw with the ship center of gravity
following a butterfly-shaped pattern. The mooring can
experience high dynamic loads, even though the wind and current
are constant.
c) Horsing. In this case the ship undergoes
significant surge and sway with the ship center of gravity
following a U-shaped pattern. The mooring can experience high
dynamic loads.
152
MIL-HDBK-1026/4A
Figure 51
Some Types of Behavior of Ships at Single Point Moorings
153
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These cases show that the type of behavior of a given

ship at a given single point mooring in a given environment can
be very complex (Wichers, 1988), even though the wind and
current are steady. It is recommended that a dynamic stability
analysis first be conducted (Wichers, 1988) at the early stages
of single point mooring design. Then the type of analysis
required can be determined. The results from this analysis will
suggest what type of method should be used to design a single
point mooring. These methods are complex and beyond the scope
of this handbook. Behavior of single point moorings is
illustrated by example.
8.2.1
Background for Example. In this example two moorings
were designed and installed. The original designs were based on
quasi-static methods. Ships moored to these buoys broke their
mooring hawsers when a wind gust front struck the ships. In
this example, the design and hawser failures are reviewed. The
effects of wind dynamics on a single point mooring are
illustrated.
8.2.2
Ship. A single 2nd LT JOHN P. BOBO (T-AK 3008) class
ship was moored at each of two fleet mooring buoys. Table 54
gives basic characteristics of the ships.
Table 54
2nd LT JOHN P BOBO Parameters (Fully Loaded)
PARAMETER
DESIGN BASIS
(SI units)
DESIGN BASIS
(English units)
Overall
At Waterline
Between Perpendiculars
193.2 m
187.3 m
187.3 m
633.76 ft
614.58 ft
614.58 ft
Beam @ Waterline
9.80
32.15 ft
Draft
9.75 m
32 ft
Displacement
4.69E7 kg
46111 long tons
Line Size (2 nylon hawsers)
12 inches
Length
154
MIL-HDBK-1026/4A
8.2.3
Forces/Moments. In this case the design wind speed is
45 knots (23 m/s). Currents, waves, and tidal effects are
neglected for these fair weather moorings. The bow-on ship
wind drag coefficient is taken as the value given for normal
ships of 0.7, plus 0.1 is added for a clutter deck to give a
drag coefficient of 0.8. Methods in Section 4 are used to
compute the forces and moments on the ship. The computed bow-on
wind force is 68.6 kips (3.0 E5 newtons) for 45-knot (23-m/s)
winds, as shown in Figure 52.
8.2.4
Quasi-Static Design. Quasi-static design procedures
place the ship parallel to the wind for this example, because in
this position the forces and moments on the ship are balanced
out. Two mooring hawsers were specified for this design. Extra
factor of safety was specified for the two 12-inch nylon mooring
hawsers, which had a new wet breaking strength of 406 kips (1.8
E6 newtons), to account for poor load sharing between the two
hawsers.
8.2.5
Mooring Hawser Break. The ships were moored and faced
into 15-knot winds. The weather was unsettled, due to two
nearby typhoons, so the ships had their engines in idle. A wind
gust front struck very quickly with a wind speed increase from
15 to 50 knots. As the wind speed increased, the wind direction
changed 90 degrees, so the higher wind speed hit the ships
broadside. The predicted peak dynamic tension on the mooring
hawsers was 1140 kips (5.07 E6 newtons), (Seelig and Headland,
1998). Figure 53 is a simulation predicting the dynamic
behavior of the moored ship and hawser tension. In this case,
the mooring hawsers broke and the predicted factor of safety
dropped to less than 1. In this event, the peak dynamic tension
on the mooring hawser is predicted to be 13.5 times the bow-on
wind force for 50-knot (25.7-m/s) winds.
This example shows that single point moorings can be
susceptible to dynamics effects, such as those caused by wind
gust fronts or other effects.
155
MIL-HDBK-1026/4A
Figure 52
Example Single Point Mooring
156
MIL-HDBK-1026/4A
Figure 53
Example Mooring Failure Due to a Wind Gust Front
157
MIL-HDBK-1026/4A
8.3
Fixed Mooring - Basic Approach. Development of a
design concept for a fixed mooring, a mooring that includes both
tension and compression members, is illustrated here.
8.3.1
Background. Several new aircraft carrier berthing
wharf facilities are being programmed. Users expressed concerns
regarding the possibility of excessive ship movement. Wind is
the major environmental parameter of concern. Assume the
proposed sites have small tidal ranges and tidal currents.
8.3.2
Goal. Develop a concept to moor USS NIMITZ (CVN-68)
class ships at newly constructed wharves.
Assume the Mooring
Service Type is II and the design wind speed is 75 mph (33.5
m/s).
8.3.3
Ship. Fully loaded USS NIMITZ (CVN-68) class ships
are used in this example. Table 55 gives some ship parameters.
Additional information is found in the Naval Facilities
Engineering Command (NAVFAC) Ships Characteristics Database.
Table 55
CVN-68 Criteria (Fully Loaded)
PARAMETER
DESIGN
BASIS
(SI units)
DESIGN BASIS
(English units)
Overall
At Waterline
Between Perpendiculars
249.9 m
233.2 m
237.1 m
115 ft
1056 ft
1040 ft
Beam @ Waterline
32.3
134 ft
Draft
11.55 m
37.91 ft
Displacement
9.644E7 kg
94917 long tons
Bitt Size
12 inches
Line Size (nylon)
8 and 9 inches
Length
158
MIL-HDBK-1026/4A
8.3.4
Forces/Moments. Methods in Section 4 are used to
compute the forces and moments on the ship. These values are
summarized in Figure 54.
8.3.5
Definitions. In this example we define a global
coordinate system with X parallel to the wharf, as shown in
Figure 55. Then Y is a distance perpendicular to the wharf in
a seaward direction and Z is a vertical distance. Let Pt 2
be the ship chock coordinate and Pt 1 be the pier fitting. A
spring line is defined as a line whose angle in the horizontal
plane is less than 45 degrees and a breasting line whose angle
in the horizontal plane is greater than or equal to 45 degrees,
as shown in Figure 55.
8.3.6
Preliminary Analysis. The first step for fixed mooring
design is to analyze the mooring requirements for the optimum
ideal mooring shown in Figure 56. Analyzing the optimum ideal
arrangement is recommended because: (1) calculations can be
performed by hand and; (2) this simple arrangement can be used
as a standard to evaluate other fixed mooring configurations
(NFESC TR-6005-OCN, EMOOR - A Quick and Easy Method for
Evaluating Ship Mooring at Piers and Wharves.
The optimum ideal mooring shown in Figure 55 consists
of two spring lines, Lines 1 and 4, which are assumed to resist
longitudinal forces. There are two breast lines, Lines 2 and 3,
which are assumed to resist lateral forces and moments for winds
with directions from 0 to 180 degrees. Fenders are not shown. All
lines are assumed to be parallel to the water surface in the
ideal mooring.
A free body diagram is made of the optimum ideal
mooring for a loaded CVN-68 in 75-mph (33.5-m/s) winds. It is
found that the sum of the working mooring capacity required for
Lines 1 and 4 is 174 kips (7.7 E5 newtons) and the sum of the
working mooring capacity required for Lines 2 and 3 is 1069 kips
(4.76 E5 newtons), as shown in Figure 57. Note that no working
line capacity is required in the Z direction, because the
ships buoyancy supports the ship. The sum of all the mooring
line working capacities for the optimum ideal mooring is 1243
kips (5.53 E6 newtons).
159
MIL-HDBK-1026/4A
Figure 54
Wind Forces and Moments on a Single Loaded
CVN-68 for a 75-mph (33.5-m/s) Wind
160
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Figure 55
Definitions
161
MIL-HDBK-1026/4A
Figure 56
Optimum Ideal Mooring
(Lines are parallel to the water surface and
breasting lines are spaced one-half ships
length from midships)
162
MIL-HDBK-1026/4A
Figure 57
Required Mooring Capacity Using the
Optimum Ideal Mooring
163
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8.3.7
Wharf Mooring Concept. Camels and fenders are located
between the wharf and ship to offset the ship in this design.
Also, the wharf breasting line bollards are set back from the
face of the wharf, so that the vertical angles of the breasting
lines are approximately 10 degrees. Figure 58, from a study of a
number of ship moorings at piers and wharves (NFESC TR-6005-OCN)
is used to estimate that a mooring system using synthetic lines
will have an efficiency of approximately 0.67 for the case of
breasting lines with a 10-degree vertical angle. The estimated
total required working mooring line capacity is the working line
capacity of the optimum ideal mooring divided by the efficiency.
In this case, the estimated working line capacity required is
1243 kips/0.67 or approximately 1855 kips.
For extra safety, the selected concept Model 2 is
given 11 mooring lines of three parts each of aramid mooring
line, as shown in Figure 59. A single part of line is taken as
having a break strength of 215 kips (9.2 E5 newtons). These
lines have a combined working strength of 11*3*215/3 = 2365 kips
with a factor of safety of 3. These lines are selected to
provide extra safety. A component analysis, Figure 60, suggests
that this mooring concept has adequate mooring line capacity in
the surge and sway directions.
Quasi-static analyses are performed by computer using
a fixed mooring software program (W.S. Atkins Engineering
Sciences, AQWA Reference Manual). Analyses are performed for
various wind directions around the wind rose. Results show that
the mooring line factors of safety are larger than the required
minimum of 3 (i.e., line tensions divided by the new line break
strength is less than 0.33), as shown in Figure 61. This extra
safety is justified, because the ship is nuclear powered. In
this concept the spring lines are especially safe with a factor
of safety of about 10. These analyses show ship motions of
approximately 1 foot (0.3 meter) under the action of the 75-mph
(33.5-m/s) design winds.
164
MIL-HDBK-1026/4A
Figure 58
Efficiency of Ship Moorings Using Synthetic
Lines at Piers and Wharves (after NFESC TR-6005-OCN)
165
MIL-HDBK-1026/4A
Figure 59
CVN-68 Wharf Mooring Concept
(Model 2)
166
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Figure 60
Component Analysis of Mooring Working Capacity
167
MIL-HDBK-1026/4A
Figure 61
Mooring Line Tensions for a CVN-68 Moored at a Wharf
With 75 mph (33.5 m/s) Winds (Model 2)
168
MIL-HDBK-1026/4A
Further quasi-static analyses show this concept is

safe in up to 87-mph (38.9-m/s) winds with a factor of safety of
3 or more on all the mooring lines. The computed mooring
efficiency for Model 2 at this limiting safe wind speed is
0.705, which is slightly higher than the estimated value of
0.67, as shown in Figure 58.
These preliminary calculations show that this fixed
mooring concept could safely secure the ship. Figure 62
illustrates the mooring concept in perspective view. Further
information on this example is provided in NFESC TR-6004-OCN,
Wind Effects on Moored Aircraft Carriers.
8.4
Spread Mooring - Basic Approach. Design of a spread
mooring for a nest of ships is illustrated in this section.
8.4.1
Background for Example. SPRUANCE class (DD 963)
destroyers are scheduled for inactivation and a mooring is
required to secure four of these vessels (NFESC SSR-6119-OCN, D8 Mooring Upgrade Design Report). These ships are inactive and
cannot go out to sea, so the mooring must safely secure the
vessels in a hurricane using Mooring Service Type IV design
criteria. At this location, wind is the predominant
environmental factor of concern. At this site the tidal range
and tidal current are small. Soil conditions at the site
consist of an upper soft silty layer between 50 to 80 feet in
depth (15 to 24 meters) over a stiff clay underneath. Water
depth at the site ranges between 31 to 35 feet (9.4 to 10.7
meters) MLLW.
8.4.2
Goal. Develop a concept to moor four DD 963 class
destroyers in a spread mooring. Use Mooring Service Type IV
criteria and a design wind speed of 78.3 mph (68 knots or 35
m/s).
8.4.3
Ship. The ships are assumed to be at one-third
stores/cargo/ballast condition, since DD-963 vessels are
unstable in the light condition. Table 56 gives some ship
parameters. Additional information is found in the NAVFAC Ships
Characteristics Database.
169
MIL-HDBK-1026/4A
Figure 62
Aircraft Carrier Mooring Concept
(perspective view)
170
MIL-HDBK-1026/4A
Table 56
DD 963 Criteria (1/3 Stores)
PARAMETER
DESIGN BASIS
(SI units)
DESIGN BASIS
(English
units)
Length Overall
At Waterline
171.9 m
161.2 m
564 ft
529 ft
Beam @ Waterline
16.8 m
55 ft
Average Draft
6.5 m
21.2 ft
Draft at Sonar Dome
8.8 m
29 ft
Displacement
9.07E6 kg
8928 long
tons
Chock Height From Baseline
10.7m stern
35 ft
15.9m bow
52 ft
8.4.4
Forces/Moments. Methods in Section 4, as well as data
in Appendix A, are used to compute the forces and moments on the
ships. These values are summarized in Figure 63. Wind angles
are based on the local coordinate system for a ship shown in
Figure 27.
Note that wind tunnel model tests show that there is
significant sheltering in the transverse direction of downwind
ships in this nest of identical ships, as shown in Appendix A.
However, there is little wind sheltering in the longitudinal
direction. Table 57 summarizes the environmental force
calculations used for this example.
171
MIL-HDBK-1026/4A
Table 57
Environmental Forces
Condition
Single DD
963
4 ea DD
963
Load
(Metric)
1663.8 kN
257 kN
35972 m-kN
104.2 kN
2.5 kN
1216 m-kN
1989.9 kN
1028.7 kN
64595 m-kN
190.6 kN
9.8 kN
3342 m-kN
Load (US)
Comments
374 kips
57.82 kips
26531 ft-kips
23.4 kips
0.56 kips
863.1 ft-kips
447.4 kips
231.3 kips
47643 ft-kips
42.8 kips
2.2 kips
2372.7 ftkips
Transverse Wind
Longitudinal Wind
Wind-Yaw Moment
Transverse Current
Longitudinal Current
Current Yaw Moment
Transverse Wind
Longitudinal Wind
Wind-Yaw Moment
Transverse Current
Longitudinal Current
Current Yaw Moment
8.4.5
Anchor Locations. Driven-plate anchors are selected
as a cost-effective method to safely moor the nest of ships. The
soils at the site are soft harbor mud of depths between 50 to 80
feet (15 to 24 meters), so a chain catenary will form below the
seafloor (in the mud) as well as it the water column, as
illustrated in Figure 47 (Section 6.10). A horizontal distance
of 100 feet (30 meters) between the anchor location and the
chain daylight location (point where the anchor leg chain exits
the seafloor) is estimated based on Chain Soil Analysis Program
(CSAP) modeling of the chain catenary in the soil and in the
water column.
172
MIL-HDBK-1026/4A
Figure 63
Wind Forces and Moments on a Nest of Four DD 963 Class Vessels
for a Wind Speed of 78 mph (35 m/s)
CURVE
GRAPH
LIMITS
MAX.
VALUE
(1)
Transverse
Wind Force
E5 N
447.4
kips
(2)
Longitudinal
Wind Force
E5 N
231.3
kips
(3)
Yaw Moment
E6 N
47643
kip-ft
To ensure the mooring legs are efficient in resisting

the imposed environmental horizontal forces, a target horizontal
distance of 170 feet (52 meters) is chosen between the predicted
173
MIL-HDBK-1026/4A
daylight location (where the chain exits the soil) and the
attachment point on the ship for each of the mooring legs.
Therefore, anchor locations are established at a horizontal
distance of 270 feet (82 meters) away from the vessel.
8.4.6
Definitions. In this example, a local ship and a
global coordinate system are defined. The local ship coordinate
system is used to determine environmental loads at the various
wind and current attack angles, as shown in Figure 27, with the
origin of the Z direction at the vessel keel. A global
coordinate system for the entire spread mooring design is
selected with the point (0,0,0) defined to be at a specific
location. For this example, the origin is selected to be in the
middle of the vessel nest and 164 feet (50 meters) aft of the
stern of the vessels. The origin for the Z direction in the
global coordinate system is at the waterline. This global
coordinate system is used by the various analysis programs to
define the chain daylight locations and the location of the
vessel center of gravity within the spread mooring footprint.
8.4.7
Number of Mooring Legs. It is estimated that eight
2.75-inch chain mooring legs are required, based on the safe
working load the chain (289 kips or 1.29 E6 newtons) and the
applied environmental forces and moments on the nest of ships.
Four legs are situated on both sides of the nest and each
mooring leg is angled to be effective in resisting the
longitudinal wind forces, as well as lateral wind forces and
moments, from winds approaching at angles other than broadside.
Legs are also placed toward the ends of the nest to be effective
in resisting the yaw moment. To help control ship motions, two
20-kip (9000-kg) sinkers are placed on each mooring leg
approximately midway between the vessel attachment point and the
predicted chain daylight location. A schematic of the planned
spread mooring arrangement is shown in Figure 64.
174
MIL-HDBK-1026/4A
Figure 64
Spread Mooring Arrangement for a Nest of Four Destroyers
175
MIL-HDBK-1026/4A
8.4.8
Static Analysis. A quasi-static analysis is performed
on the mooring system using a mooring analysis program (W.S.
Atkins Engineering Sciences, AQWA Reference Manual). Each
mooring leg is initially pretensioned to a tension of 3.6 knots
(10 kips). Quasi-static analysis is performed for various
combinations of wind and current directions. Quasi-static
results for various wind directions in conjunction with a 60degree flood tidal current of 0.6 knots (0.31 m/s) are shown in
Table 58.
Table 58
Quasi-Static Leg Tensions for the Spread Mooring at Various Wind
Directions With a Flood Tidal Current
Wind Direction
LEG
30
600
900
1200
1500
1800
609.02
486.02
588.02
387.00
-
945.05
769.03
560.00
255.02
-
866.04
927.03
343.99
45.60
220.99
309.02
541.00
571.03
93.50
449.01
564.00
212.45
172.88
125.89
57.33
-
194.69
208.4
77.33
10.25
49.68
69.47
121.62
128.37
21.02
100.94
126.79
kN
1
2
3
4
5
6
7
8
52.49
693.00
668.00
622.01
563.02
-
214.99
62.50
941.04
808.04
490.03
454.00
-
447.01
347.99
844.02
611.02
84.52
64.72
-
Kips
1
2
3
4
5
6
7
8
11.8
155.79
150.17
139.83
126.57
-
48.33
14.05
211.55
181.65
110.16
102.06
-
100.49
78.23
189.74
137.36
19
14.55
-
136.91
109.26
132.19
87
-
- Indicates that the leg does not get loaded
176
MIL-HDBK-1026/4A
A maximum load of 945 knots (212 kips) occurs on Leg 1

at a wind direction of 120 degrees. This provides a quasistatic factor of safety of approximately 4 to the breaking
strength of 2.75-inch FM3 chain.
8.4.9
Dynamic Analysis. A dynamic analysis is performed on
the mooring system to evaluate peak mooring loads and vessel
motions using a mooring analysis program (W.S. Atkins
Engineering Sciences, AQWA Reference Manual). The initial
location of the vessel nest is based on the equilibrium location
of the vessel nest determined in the quasi-static analysis. An
Ochi-Shin wind spectrum is used to simulate the design storm
(Wind Turbulent Spectra for Design Consideration of Offshore
Structures, Ochi-Shin, 1988). This simulation is performed for
a 60-minute duration at the peak of the design storm.
Figure 64 shows that the four vessels in the nest are
close together and Figure 65 shows that the ships have a large
ratio of ship draft to water depth. In this case it is
estimated that the ships will capture the water between them as
the ships move. Therefore, the nest of moored ships was modeled
as a rectangular box having a single mass with the dimensions of
161.2 meters (length of each ship at the waterline), 71.62
meters wide (four ship beams + 5 feet spacing between ships),
and 6.5 meters deep (average vessel draft). Added mass for sway
and surge was computed as if the nest was cylindrical in shape
with a diameter equal to the average draft. Damping as a
function of frequency was estimated from a diffraction analysis
(W.S. Atkins Engineering Sciences, AQWA Reference Manual).
Dynamic analyses were performed for various
combinations of wind and current directions using a wind speed
time history that simulated the design storm. Results showing
the instantaneous peak tensions for various wind directions in
conjunction with a flood tidal current of 0.6 knots (0.31 m/s)
are shown on Table 59.
177
MIL-HDBK-1026/4A
Figure 65
End View of DD 963 Mooring Nest
178
MIL-HDBK-1026/4A
Table 59
Peak Dynamic Chain Tensions for DD 963 Nest for Various Wind
Directions and a Flood Tidal Current
Wind Direction
LEG
300
600
900
1200
1500
1800
828.68
545.27
818.81
480.82
-
2246.2
1067.2
1370
486.77
55.019
170.54
1848.5
1152.1
647.78
240.56
374.91
485.43
731.73
720.54
210.62
514.26
834.54
504.95
239.91
307.98
109.43
12.37
38.34
415.55
259.00
145.62
54.08
84.28
109.13
164.50
161.98
47.35
115.61
187.61
KN
1
2
3
4
5
6
7
8
167.05
55.089
1202.5
1362.2
1284.2
938.06
-
288.9
174.58
1625
1651.7
1356.4
901.87
-
634.03
430.31
995.98
653.82
219.12
217.04
-
Kips
1
2
3
4
5
6
7
8
37.55
12.38
270.33
306.23
288.69
210.88
-
64.95
39.25
365.31
371.31
304.92
202.74
-
142.53
96.74
223.90
146.98
49.26
48.79
-
186.29
122.58
184.07
108.09
-
179
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Modeling shows that the instantaneous peak chain

tension of 2246 knots (505 kips) is predicted on Leg 1 as the
moored vessel nest responds to wind gusts. This provides a peak
instantaneous factor of safety of 1.5 on the breaking strength
of the selected chain size. For this example, the peak dynamic
chain tension during the 1 hour at the peak of the design storm
is 2.4 times the quasi-static tension in the mooring leg with
the highest tension, Leg 1.
Nest motions for surge, sway, and yaw are provided in
Table 60. This table shows that the maximum surge of the vessel
nest is approximately 7.4 meters (24.3 feet) from its
equilibrium condition at no loading. Maximum sway and yaw of
the vessel nest is 3.2 meters (10.5 feet) and 1.59 degrees
clockwise, respectively. During a dynamic analysis simulation,
nest motions oscillated up to 5.4 meters (17.7 feet) in surge
(for a wind direction coming from the stern), 1.9 meters (6.2
feet) in sway (for a wind direction 30 degrees aft of
broadside), and 2.1 degrees in yaw (for a wind direction 30
degrees off the stern).
8.4.10
Anchor Design. Using the quasi-static design mooring
leg tension, anchor capacity and loads on the embedded plate
anchor are calculated using procedures outlined in NFESC TR2039-OCN, Design Guide for Pile-Driven Plate Anchors and NFESC
CR-6108-OCN, Anchor Mooring Line Computer Program Final Report,
User's Manual for Program CSAP2. Due to the lower shear
strengths of the soft silty upper layers at the site, a 6-foot
by 11-foot mud plate anchor, as described in Table 36 (par. 5.3)
is specified. A design keyed depth of 55 feet is selected for
the plate anchor. This will provide an estimated static holding
capacity of 1913 kN (430 kips).
CSAP is used to predict the mooring leg tension at the
anchor. Input requirements of CSAP include: (1) mooring leg
configuration between the anchor and the buoy or chock; (2)
water depth or height of chock above the seafloor; (3) soil
profiles and strength parameters; (4) location and size of
sinkers; (5) horizontal tension component of the mooring leg at
the buoy or chock; (6) horizontal distance or total length of
the mooring leg between anchor and buoy or chock; and (7) anchor
depth. Output provided by CSAP includes: (1) chain catenary
profile from the anchor to the buoy or chock
180
MIL-HDBK-1026/4A
attachment point; (2) angle of the mooring leg from the

horizontal at the anchor, the seafloor, and the buoy or chock;
(3) tension of the mooring leg at the anchor, seafloor, and at
the buoy or chock; (4) predicted daylight location for the
mooring leg; and (5) length of mooring leg required or
horizontal distance between anchor and buoy or chock.
181
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Table 60
DD 963 Nest Motions for Surge, Sway, and Yaw at Various Wind
Directions with a Flood Tidal Current
Wind Direction
Motion
00
300
600
900
1200
1500
1800
Surge (meters)
Origin
98.17
98.17
98.17
98.17
98.17
98.17
98.17
Start
105.6
105.4
103.6
98.1
93.7
89.2
88.1
Max
106.9
106.8
103.9
98.8
95.1
93.4
93.5
Min
102.3
102.3
102.4
98.1
93.7
89.2
88.1
Diff
4.6
4.5
1.5
0.7
1.4
4.2
5.4
Sway (meters)
Origin
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Start
0.84
1.49
2.39
2.97
1.27
2.02
1.14
Max
0.84
1.49
2.65
3.13
3.22
2.50
1.45
Min
0.52
0.83
0.93
1.35
1.27
1.43
1.11
Diff
0.32
0.66
1.72
1.78
1.93
1.07
0.34
Yaw (degrees)
Origin
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Start
0.76
1.09
1.43
0.64
-0.08
-0.74
-0.89
Max
0.76
1.18
1.59
0.80
-1.22
-1.49
-1.12
Min
0.38
0.27
0.43
-0.25
0.76
0.54
-0.83
Diff
0.38
0.91
1.16
1.05
1.96
2.03
0.29
182
MIL-HDBK-1026/4A
For this example, a keyed anchor depth of 55 feet was

selected. Input data included: (1) configuration of the
mooring leg (30 feet of 3-inch wire attached to 2+ shots of
2.75-inch chain); (2) height of seafloor to vessel chock (46
feet stern and 64 feet bow); (3) soil profile and strength for
the site (shear strength increases linearly at 10 pounds per ft2
per foot of depth); (4) information on the sinkers (2 each 20kip sinkers placed a horizontal distance of 170 feet away from
the anchor; (5) horizontal tension component of the mooring leg
from the quasi-static results (195 kips); (6) horizontal
distance between anchor and chock (280 feet) from the quasistatic results; and (7) depth of anchor (55 feet).
CSAP results for this design leg at this anchor depth
indicate that the predicted daylight location of the mooring leg
is approximately 99 feet (30 meters) from the anchor location
and the leg tension at the anchor is 166 kips. A profile of
this leg is shown in Figure 47, Section 6.10. Note that the
interaction between the chain and the soil accounts for a 25
percent reduction in tension on the mooring leg at the anchor.
This gives a predicted quasi-static anchor holding factor of
safety of 2.6.
Based on the CSAP results, 6-foot by 11-foot plate
anchors are specified. Based on predicted keying distances
required for this anchor, as outlined in NFESC TR-2039-OCN,
Design Guide for Pile-Driven Plate Anchors, the anchors should
be installed to a tip depth of 70 feet (21 meters) below the
mudline to ensure that the anchor is keyed at a minimum depth of
55 feet (16.8 meters). Figure 66 provides a comparison between
tip depth, keyed depth and ultimate capacity for this size
anchor.
Further information concerning this design is provided
in NFESC SSR-6119-OCN.
183
MIL-HDBK-1026/4A
Figure 66
Plate Anchor Holding Capacity
(6-foot x 11-foot anchor with keying flaps in soft mud)
184
MIL-HDBK-1026/4A
APPENDIX A
WIND AND CURRENT FORCES/MOMENTS
ON MULTIPLE VESSELS
A.1
INTRODUCTION
Ships are often moored close to one another to make optimum use
of valuable harbor space. Another benefit of nearby ships is to
take advantage of sheltering effects of one ship on another.
For example, the transverse wind force for two identical ships
across a pier will be less than for the two ships moored at
separate piers.
Examination of laboratory scale-model wind tunnel and flume
tests taken at the U.S. Navy David Taylor Model Basin for from 1
to 6 aircraft carriers, destroyers, cargo ships and submarines
shows that this data provides much valuable design information.
However, the effects of some of the parameters on the transverse
force and moments are sometimes complex.
The results are therefore provided in graphical forms for design
engineer use. The intent is for these materials to be reviewed
and applied with sound engineering judgment. Additional
information, background discussion, tabular and graphical data
are provided in NFESC TR-6003-OCN, Wind and Current
Forces/Moments on Multiple Ships, Seelig 1997.
Figure A-1 shows the ships tested, Figure A-2 illustrates the
coordinate system used and Figure A-3 shows definition of some
terms. Figure A-4, A-5 and A-6 illustrate some of the many ship
arrangements tested.
185
MIL-HDBK-1026/4A
Figure A-1
Plan and Profile Views of Ships Tested
186
MIL-HDBK-1026/4A
+X
+M
Wind & Current

Direction and
Angle of Attack
W or
C
+Y
Note: Z is the vertical
dimension out of the plane.
Typical verticaldatums are
either the ship keel or water
surface level.
Plan View
Figure A-2
Coordinate System
187
MIL-HDBK-1026/4A
Figure A-3
Definition of Some Terms
188
MIL-HDBK-1026/4A
Figure A-4
Sample Condition
189
MIL-HDBK-1026/4A
Figure A-5
Example of Four Ships
Moored Adjacent to One Another
190
MIL-HDBK-1026/4A
Figure A-6
Example of Two Ships Moored Next to One Another
191
MIL-HDBK-1026/4A
A-2.
GRAPHICAL DATA OF RESULTS
Table A-1 shows the ship classes tested and location of results.
Table A-1
Multiple Ship Testing
SHIP CLASS*
FIGURES
NOTES
CVE-55
A-7
Test arrangement
CVE-55 Wind
A-8 to -11
Results
CVE-55 Current
A-12 to -15
Results for T/d = 0.55
DD-692
A-16
Test arrangement
DD-692 Wind
A-17 to -20
Results
DD-692 Current
A-21 to -24
EC-2
A-25
Test Arrangement
EC-2 Wind
A-26 to -32
Results
EC-2 Current
A-33 to -38
SS-212
A-39
Test arrangement
SS-212 Current
A-40 to -44
SS-212 Wind
A-45 to -48
Results
* CVE-55 is
DD-692 is
EC-2 is a
SS-212 is
an attack aircraft carrier

a destroyer
cargo liberty ship
a submarine
192
MIL-HDBK-1026/4A
Figure A-7
CVE-55 Ship Nests Tested
193
CVE-55 TRANSVERSE WIND FORCE

40
SUM 2 SHIPS
35
SINGLE SHIP
30
Fyw (F)
193
MIL-HDBK-1026/4A
25
2 SHIPS ACROSS PIER
UPSTREAM
DOWNSTREAM
20
15
10
PIER WIDTH = 1.7
B
GRAPH C-1
0
0
20
40
60
80
100
120
DoD WIND ANGLE (deg)
Figure A-8
CVE-55 Lateral Wind Forces
140
160
180
CVE TRANSVERSE WIND FORCES

1.8
1.6
SUM 2 SHIPS
1.4
Fyw/Fyw1
194
MIL-HDBK-1026/4A
1.2
1
0.8
2 SHIPS ACROSS PIER
UPSTREAM
DOWNSTREAM
0.6
0.4
PIER WIDTH = 1.7
B
0.2
GRAPH C-2
0
0
20
40
60
80
100
120
140
160
Figure A-9
CVE-55 Lateral Wind Forces Divided by the Force on
One Ship
180
CVE-55 WIND MOMENTS 1 & 2 SHIPS

50
40
SINGLE SHIP
PIER WIDTH = 1.7

B
30
195
WIND MOMENT (L*F)
10
0
0
20
40
60
80
100
120
140
160
-10
2 SHIPS ACROSS PIER

-20
-30
UPSTREAM
DOWNSTREAM
-40
Figure A-10
CVE-55 Wind Moments on One and Two Ships
GRAPH C-3
180
MIL-HDBK-1026/4A
20
CVE-55 WIND MOMENT ARM

1
0.8
SINGLE SHIP
PIER WIDTH = 1.7
B
0.6
MIL-HDBK-1026/4A
0.4
196
(e/Lt)
0.2
0
-0.2
-0.4
2 SHIPS ACROSS PIER
-0.6
UPSTREAM
DOWNSTREAM
-0.8
GRAPH C-4
-1
0
20
40
60
80
100
120
140
Figure A-11
CVE-55 Wind Moment Arm for One and Two Ships
160
180
CVE-55 TRANSVERSE CURRENT LOAD

900
TWO SHIPS
SUM
UPSTREAM
DOWNSTREAM
800
600
MIL-HDBK-1026/4A
197
LATERAL LOAD (kips)
700
SINGLE SHIP
500
400
300
200
Vc = 4 KNOTS
T/d = 0.55
PIER WIDTH/B = 1.7
100
GRAPH C-5
0
0
20
40
60
80
100
120
DoD CURRENT ANGLE (deg)
Figure A-12
CVE-55 Lateral Current Force
140
160
180
CVE-55 NON-DIMENSIONAL TRANSVERSE CURRENT

1.8
Vc = 4 KNOTS
T/d = 0.55
PIER WIDTH/B = 1.7
1.6
1.4
SUM OF BOTH SHIPS
MIL-HDBK-1026/4A
198
Fyc/Fyc1
1.2
1
0.8
0.6
2 SHIPS ACROSS PIER

UPSTREAM
DOWNSTREAM
0.4
0.2
GRAPH C-6
0
0
20
40
60
80
100
120
140
160
Figure A-13
CVE-55 Current Force Divided by Force for One Ship
180
CVE-55 CURRENT MOMENT

25000
SINGLE SHIP
20000
2 SHIPS ACROSS PIER

DOWNSTREAM
UPSTREAM
10000
5000
MIL-HDBK-1026/4A
199
CURRENT MOMENT (L*F)
15000
0
-5000
Vc = 4 KNOTS
T/d = 0.55
PIER WIDTH/B = 1.7
-10000
-15000
-20000
GRAPH C-7
-25000
0
20
40
60
80
100
120
Figure A-14
CVE-55 Current Moment
140
160
180
CVE-55 CURRENT MOMENT ARM

0.3
SINGLE SHIP
0.2
(ec/LwL)
200
MIL-HDBK-1026/4A
2 SHIPS ACROSS PIER

DOWNSTREAM
UPSTREAM
0.1
-0.1
Vc = 4 KNOTS
T/d = 0.55
PIER WIDTH/B = 1.7
-0.2
GRAPH C-8
-0.3
0
20
40
60
80
100
120
140
160
Figure A-15
CVE-55 Current Moment Arm for One and Two Ships
180
MIL-HDBK-1026/4A
Figure A-16
DD-692 Ship Nests Tested
202
DD-692 TRANSVERSE WIND FORCE

120
80
60
MIL-HDBK-1026/4A
202
TRANSVERSE WIND FORCE (F)
100
6
4
NUMBER OF SHIPS
40
2
1
20
GRAPH D-1
0
0
20
40
60
80
100
120
Figure A-17
DD-692 Lateral Wind Forces
140
160
180
DD-692 NON-DIMENSIONAL TRANSVERSE WIND FORCE

2.50
MIL-HDBK-1026/4A
203
Fyw/Fyw1
2.00
1.50
1.00
6
4
0.50
NUMBER OF SHIPS
GRAPH D-2
0.00
0
20
40
60
80
100
120
140
160
Figure A-18
DD-692 Lateral Wind Force Divided by Force on One Ship
180
DD-692 WIND MOMENT

140
6
120
100
NUMBER OF SHIPS
MIL-HDBK-1026/4A
80
204
Mw (L*F)
60
40
20
0
-20
GRAPH D-3
-40
-60
0
20
40
60
80
100
120
Figure A-19
DD-692 Lateral Wind Moments
140
160
180
DD-692 WIND MOMENT ARM

0.40
6
0.30
4
NUMBER OF SHIPS
0.20
e/L
205
MIL-HDBK-1026/4A
0.10
0.00
-0.10
-0.20
-0.30
GRAPH D-4
-0.40
0
20
40
60
80
100
120
Figure A-20
DD-692 Wind Moment Arm
140
160
180
DD-692 TRANSVERSE CURRENT FORCE

600
NUMBER OF SHIPS
500
MIL-HDBK-1026/4A
4
400
206
Fyc (kips)
2
1
300
200
100
T/d = 0.425
Vc = 4 knots (2.06 m/s)
GRAPH D-5
0
0
20
40
60
80
100
Figure A-21
DD-692 Lateral Current Force
120
140
160
180
DD-692 Fyc/Fyc1
4.50
3.50
3.00
NUMBER OF SHIPS
MIL-HDBK-1026/4A
207
Fyc/Fyc1
4.00
2.50
2.00
1.50
1.00
0.50
T/d = 0.425
Vc = 4 knots (2.06 m/s)
GRAPH D-6
0.00
0
20
40
60
80
100
120
140
Figure A-22
DD-692 Lateral Current Force Divided by Force on One Ship
160
180
DD-692 CURRENT MOMENT

30000
Note: Moments were measured on each ship

in the nest. Here they are summed to estimate
the moment on the nest of ships.
6
20000
MIL-HDBK-1026/4A
208
CURRENT MOMENT (ft-kips)
25000
4
NUMBER OF SHIPS
15000
2
1
10000
GRAPH D-7
5000
T/d = 0.425
Vc = 4 knots (2.06 m/s)
-5000
0
20
40
60
80
100
120
Figure A-23
DD-692 Current Moment
140
160
180
DD-692 CURRENT MOMENT ARM

0.30
1
0.20
NUMBER OF SHIPS
ec/LwL
209
MIL-HDBK-1026/4A
0.10
0.00
GRAPH D-8
-0.10
Note: Moments were measured on each ship
in the nest. Here they are summed to estimate
the moment on the nest of ships.
T/d = 0.425
Vc = 4 knots (2.06 m/s)
-0.20
-0.30
0
20
40
60
80
100
120
Figure A-24
DD-692 Current Moment Arm
140
160
180
MIL-HDBK-1026/4A
Figure A-25
EC-2 Ship Nests Tested
211
EC-2 TRANSVERSE WIND

80
70
50
MIL-HDBK-1026/4A
211
MODEL FORCE (lbf)
60
NUMBER OF SHIPS
40
1
2
30
20
GRAPH E-1
10
0
0
20
40
60
80
100
120
Figure A-26
EC-2 Lateral Wind Force
140
160
180
100.00
2 SHIPS (UPWIND SHIP)
Case A
Case B
80.00
SINGLE SHIP
MIL-HDBK-1026/4A
212
Fyw (lbf)
60.00
40.00
20.00
0.00
2 SHIPS (DOWNWIND SHIP)

Case A
Case B
-20.00
GRAPH E-2
-40.00
0
20
40
60
80
100
120
Figure A-27
EC-2 Lateral Wind Force
140
160
180
2.00
Case A
Case B
1.50
MIL-HDBK-1026/4A
213
Fyw/Fyw1
1.00
0.50
0.00
Case A
Case B
GRAPH E-3
-0.50
0
20
40
60
80
100
120
140
160
Figure A-28
EC-2 Lateral Wind Force Divided by Force on One Ship
180
60
SINGLE SHIP
40
MIL-HDBK-1026/4A
214
WIND MOMENT (ft*lbs)

20
Case B
Case B
-20
-40
GRAPH E-4
-60
0
20
40
60
80
100
Figure A-29
EC-2 Wind Moment
120
140
160
180
EC-2 WIND TRANSVERSE FORCE

2.00
NUMBER OF SHIPS
1.80
1.60
1.40
215
1.20
MIL-HDBK-1026/4A
(Fyw)/(Fyw1)
1.00
0.80
0.60
0.40
GRAPH E-5
0.20
0.00
0
20
40
60
80
100
120
140
Figure A-30
EC-2 Lateral Wind Force Divided by Force on One Ship
160
180
EC-2 WIND MOMENT

80
70
60
NUMBER OF SHIPS
50
40
20
10
MIL-HDBK-1026/4A
216
WIND MOMENT (L*F)
30
-10
-20
-30
-40
-50
GRAPH E-6
-60
-70
-80
0
20
40
60
80
100
Figure A-31
EC-2 Wind Moment
120
140
160
180
EC-2 WIND MOMENT ARM

0.4
NUMBER OF SHIPS
0.3
0.2
2
3
MIL-HDBK-1026/4A
217
(e/Lt)
0.1
0
-0.1
-0.2
GRAPH E-7
-0.3
-0.4
0
20
40
60
80
100
120
Figure A-32
EC-2 Wind Moment Arm
140
160
180
EC-2 TRANSVERSE CURRENT LOAD

300
NUMBER OF SHIPS
T/d = 0.4
Vc = 4 knots
250
5
2
1
MIL-HDBK-1026/4A
218
Fyc (F)
200
150
100
50
GRAPH E-8
0
0
20
40
60
80
100
120
Figure A-33
EC-2 Lateral Current Forces
140
160
180
EC-2 Fyc nest/Fyc1

5
4.5
T/d = 0.4
Vc = 4 knots
NUMBER OF SHIPS
(Fyc)/(Fyc1)
219
MIL-HDBK-1026/4A
3.5
2.5
2
1.5
1
GRAPH E-9
0.5
0
0
20
40
60
80
100
120
140
160
Figure A-34
EC-2 Lateral Current Force Divided by Force on One Ship
180
Ec-2 Fyc nest/Fyc1 (SYMM Y)

4
T/d = 0.4
Vc = 4 knots
3.5
NUMBER OF SHIPS
3
220
(Fyc NEST)/Fyc1
220
MIL-HDBK-1026/4A
5
2.5
2
2
1.5
1
Apply symmetry to simulate the condition with every
other ship facing upstream.
0.5
GRAPH E-10
0
0
20
40
60
80
100
120
140
160
Figure A-35
EC-2 Lateral Current Force Divided by Force on One Ship
180
EC-2 CURRENT MOMENT

25000
NUMBER OF SHIPS
5
15000
MIL-HDBK-1026/4A
221
-CURRENT MOMENT (ft-long tons)
20000
2
1
10000
5000
GRAPH E-11
-5000
0
20
40
60
80
100
Figure A-36
EC-2 Current Moment
120
140
160
180
EC-2 CURRENT eNEST/LwL

0.8
NUMBER OF SHIPS
0.6
0.4
2
e/LwL
222
MIL-HDBK-1026/4A
0.2
0
-0.2
-0.4
GRAPH E-12
-0.6
-0.8
0
20
40
60
80
100
120
Figure A-37
EC-2 Current Moment Arm
140
160
180
EC-2 CURRENT MOMENT ARM

0.3
Normallized by the transverse force on
the nest of ships.
0.2
NUMBER OF SHIPS
MIL-HDBK-1026/4A
223
ec/LwL
0.1
-0.1
Case for symmetry about the Y asis. This would
occur for alternative ships facing upstream.
-0.2
GRAPH E-13
-0.3
0
20
40
60
80
100
120
Figure A-38
EC-2 Current Moment Arm
140
160
180
MIL-HDBK-1026/4A
Figure A-39
SS-212 Nests Tested
225
SS-212 TRANSVERSE CURRENT LOAD

600
T/d = 0.648
Vc = 4 knots
500
TOTAL ON 2 SHIPS
MIL-HDBK-1026/4A
1 SHIP
400
Fyc (kips)
225
300
200
UPSTREAM OF 2 SHIPS
DOWNSTREAM OF 2 SHIPS
100
GRAPH F-1
-100
0
20
40
60
80
100
120
Figure A-40
SS-212 Lateral Current Forces
140
160
180
SS-212 TRANSVERSE CURRENT LOAD

600
T/d = 0.648
Vc = 4 knots
500
MIL-HDBK-1026/4A
226
Fyc (kips)
400
300
4
200
NUMBER OF SHIPS
2
1
100
GRAPH F-2
-100
0
20
40
60
80
100
120
Figure A-41
SS-212 Lateral Current Forces
140
160
180
SS-212 NON-DIMENSIONAL TRANSVERSE CURRENT LOAD

2.50
4
MIL-HDBK-1026/4A
227
Fyc/Fyc1
2.00
1.50
1.00
NUMBER OF SHIPS
0.50
T/d = 0.648
Vc = 4 knots
GRAPH F-3
0.00
0
20
40
60
80
100
120
140
160
Figure A-42
SS-212 Lateral Current Force Divided by Force on One Boat
Force on One Boat
180
SS-212 CURRENT MOMENT

20000
15000
CURRENT MOMENT (ft*kips)
228
MIL-HDBK-1026/4A
10000
NUMBER OF SHIPS
5000
1
2
4
-5000
-10000
-15000
GRAPH F-4
-20000
0
20
40
60
80
100
120
Figure A-43
SS-212 Current Moment
140
160
180
SS-212 CURRENT MOMENT ARM-0.30-0.20-0.100.000.100.200.30020406080100120140160180DoD CURRENT ANGLE (deg)e/LT/d =
MIL-HDBK1026/4A
229
Figure A-44
SS-212 Current Moment Arm
SS-212 TRANSVERSE WIND FORCES

40
30
MIL-HDBK-1026/4A
230
TRANSVERSE WIND FORCE (lbf)
35
25
20
4
15
NUMBER OF SHIPS
10
1
5
GRAPH F-6
0
0
20
40
60
80
100
120
Figure A-45
SS-212 Lateral Wind Force
140
160
180
SS-212 NON-DIMENSIONAL TRANSVERSE WIND FORCE

3.00
2.50
231
Fyw/Fyw1
2.00
1
1.50
NUMBER OF SHIPS
2
4
2
1
1.00
0.50
GRAPH F-7
0.00
0
20
40
60
80
100
120
Figure A-46
SS-212 Lateral Wind Force Divided
140
160
180
SS-212 WIND MOMENT

50
45
40
NUMBER OF SHIPS
MIL-HDBK-1026/4A
232
WIND MOMENT (ft-lbf)
35
30
25
20
15
10
5
GRAPH F-8
0
-5
0
20
40
60
80
100
Figure A-47
SS-212 Wind Moment
120
140
160
180
SS-212 WIND MOMENT ARM

0.60
1
0.40
NUMBER OF SHIPS
MIL-HDBK-1026/4A
233
e/L
0.20
0.00
-0.20
-0.40
GRAPH F-9
-0.60
0
20
40
60
80
100
120
Figure A-48
SS-212 Wind Moment Arm
140
160
180
MIL-HDBK-1026/4A
BIBLIOGRAPHY
General Publications
American Institute of Steel Construction, Inc.
Construction, Chicago, IL (latest edition).
American Iron and Steel Institute.
Washington, D.C., 1981.
Manual of Steel
Wire Rope Users Manual,
American Petroleum Institute. Analysis of Spread Mooring

Systems for Floating Drilling Units, ANSI/API RP 2P-87, Approved
July 12, 1993.
American Petroleum Institute. Recommended Practice for Design,
Analysis, and Maintenance of Moorings for Floating Production
Systems, ANSI/API RP 2FP1-93, Approved April 13, 1994.
Craig, Roy R. Structural Dynamics, An Introduction to Computer
Methods, John Wiley & Sons, Inc., New York, NY, 1981.
Dodge, D. and Kyriss, E. Seamanship: Fundamentals for the Deck
Officer, Naval Institute Press, Annapolis, MD, 1981.
Gillmer, T.C., and Johnson, B. Introduction to Naval
Architecture, Naval Institute Press, Annapolis, MD, 1982.
Goda, Y. Random Seas and Design of Maritime Structures, Univ.
of Tokyo Press, 1985.
Karnoski, S.R. and Palo, P.A. Validation of a Static Mooring
Analysis Model with Full-Scale Data, Offshore Technology
Conference Paper 5677, Houston, TX, May 1988.
Moffatt & Nichol, Engineers. Development of Dynamic Mooring
Models for Use in DM-26.5 Fleet Moorings and DM-26.4 Fixed
Moorings, 21 Mar 1994.
National Institute of Building Sciences. Construction Criteria
Base, CDs issued quarterly (202)289-7800, Washington, DC.
235
MIL-HDBK-1026/4A
Noel, J. Knights Modern Seamanship, 17th Edition, Van Nostrand
Reinhold Co., Inc., New York, NY, 1984.
Palo, P.A. Steady Wind and Current-Induced Loads on Moored
Vessels, Offshore Technology Conference Paper 4530, Houston, TX,
May 1983.
Palo, P.A. Full-Scale Vessel Current Loads Data and the Impact
on Design Methodologies and Similitude, Offshore Technology
Conference Paper 5205, Houston, TX, May 1986.
Permanent International Association of Navigation Congresses.
Report of the International Commission for Improving the Design
of Fender Systems, Supplement to Bulletin No. 45, 1984.
Saunders, H. E. Hydrodynamics in Ship Design, The Society of
Naval Architects and Marine Engineers, New York, NY, 1957.
Sharpe, R. CAPT.
Janess Fighting Ships 1996-97, 1996.
Sorensen, R.M. Basic Coastal Engineering, John Wiley & Sons,

New York, NY, 1978.
U.S. Department of Transportation. Aids to Navigation, USCG CG222-2, U.S. Government Printing Office, Washington, DC.
Miscellaneous DOD Publications

Naval Civil Engineering Laboratory. Conventional Anchor Test
Results at San Diego and Indian Island, NCEL TN No: N-1581. Port
Hueneme, CA, Jul 1980.
Naval Civil Engineering Laboratory. Drag Embedment Anchor Tests
in Sand and Mud, NCEL TN No: N-1635. Port Hueneme, CA, Jun 1982.
Naval Civil Engineering Laboratory. Stockless and Stato Anchors
for Navy Fleet Moorings, NCEL Techdata Sheet 83-09. Port
Hueneme, CA, Mar 1983.
Naval Civil Engineering Laboratory. Current-Induced Vessel
Forces and Yaw Moments from Full-Scale Measurement, NCEL
TN-1749. Port Hueneme, CA, Mar 1986.
236
MIL-HDBK-1026/4A
Naval Civil Engineering Laboratory. The NAVMOOR Anchor, NCEL

Techdata Sheet 87-05. Port Hueneme, CA, May 1987.
Naval Civil Engineering Laboratory. Pile Driven Plate Anchors
for Fleet Moorings, NCEL Techdata Sheet 92-10. Port Hueneme,
CA, Nov 1992.
Naval Facilities Engineering Service Center. Purchase
Description NAVMOOR-10 Mooring Anchor. Port Hueneme, CA, Nov
1985.
Description, Buoy, Mooring, Foam Filled Polyurethane Cast, 116 Diameter x 13-1 High, FPO-1-88(PD 1). Port Hueneme, CA, Mar
1988.
Description, Buoy, Mooring, Foam Filled Polyurethane, 11-6
Diameter x 13-1 High, FPO-1-89(PD 2). Port Hueneme, CA, Dec
1989.
Description for Anodes, Chain, Stud Link, FPO-1-89(PD 3) Rev E.
Port Hueneme, CA, Jun 1990.
Description, Buoy, Mooring, Foam Filled Polyurethane, 8
Diameter x 11-4 High, FPO-1-90(PD 1). Port Hueneme, CA, Jun
1990.
Naval Facilities Engineering Service Center. NAVMOOR-15 Drawing
Package, NAVFAC Drawing 3050572 (8 sheets). Port Hueneme, CA,
Jul 1990.
Naval Facilities Engineering Service Center. Assessment of
Present Navy Methods for Determining Mooring Loads at SinglePoint Moorings, NFESC TR-2018-OCN. Port Hueneme, CA, May 1994.
Naval Facilities Engineering Service Center. Guidelines for
Preparation of Reports on Underwater Inspections of Waterfront
Facilities. Port Hueneme, CA, Mar 1998.
Naval Sea Systems Command. SO300-A8-HBK-010, U.S. Navy Salvage
Engineers Handbook, Volume 1 Salvage Engineering.
Washington, DC, 1 May 1992.
237
MIL-HDBK-1026/4A
Naval Sea Systems Command. Metric Guide for Naval Ship Systems
Design and Acquisition. Washington, DC, Rev. Jun 1995.
Naval Sea Systems Command. Hitchhikers Guide to Navy Surface
Ships. Washington, DC, Feb 26, 1997.
U.S. Naval Academy. Viscous Drag Forces on Moored Ships in
Shallow Water, by D. Kriebel. Annapolis, MD, 1992.
Specifications and Standards

Federal Specification FED SPEC RR-W-410, Wire Rope and Strand.
U.S. Government Printing Office, Washington, DC.
238
MIL-HDBK-1026/4A
REFERENCES
NOTE: THE FOLLOWING REFERENCED DOCUMENTS FORM A PART OF THIS
HANDBOOK TO THE EXTENT SPECIFIED HEREIN. USERS OF THIS HANDBOOK
SHOULD REFER TO THE LATEST REVISIONS OF CITED DOCUMENTS UNLESS
OTHERWISE DIRECTED.
American Petroleum Institute (API), 1220 L Street NW,
Washington, DC 20005.
API RP 2T
Recommended Practice for

Planning, Designing, and Constructing
Tension Leg Platforms
API RP 2SK
Recommended Practice for

Design and Analysis of Stationkeeping
Systems for Floating Structures
American Society of Civil Engineers (ASCE),1801 Alexander Bell

Drive, Reston, VA 20191-4400
ANSI/ASCE
7-95
Minimum Design Loads

Buildings and Other Structures
for
Cordage Institute, 350 Lincoln Street, Hingham, MA 02043

Cordage Institute Technical Manual
David Taylor Research Center (DTRC), Annapolis, MD 21402-5067
DTNSRDC/SPD-0936-01
Users Manual for the Standard Ship

Motion Program, SMP81
National Bureau of Standards (NBS), Quince Orchard and Clopper

Roads, Gaithersburg, MD 20899
NBS Series 118
Extreme Wind Speeds at 129 Stations in

the Contiguous United States
NBS Series 124
Hurricane Wind Speeds in the

United States
239
MIL-HDBK-1026/4A
National Climatic Data Center (NCDC), 151 Patton Ave.,

Asheville, NC 28801-5001
E/CC31:MJC
Letter Report of 08 Dec 1987
Nautical Software, Beaverton, OR

Version 2.0
Tides and Currents for Windows
Naval Civil Engineering Laboratory (NCEL) publications available

from NFESC, 1100 23rd Ave., Port Hueneme, CA 93043.
1985
Handbook for Marine

Geotechnical Engineering
TDS 83-05
Multiple STOCKLESS Anchors for Navy

Fleet Moorings
TDS 83-08R
Moorings
Drag Embedment Anchors for Navy
TN-1628
Wind-Induced Steady Loads on Ships
TN-1634
Static
STATMOOR A Single Point Mooring

Analysis Program
TN-1774
Single and Tandem Anchor Performance

of the New Navy Mooring Anchor
Fleet Mooring Test Program Pearl Harbor (write-up of pull test

results for Pearl Harbor anchors - undated)
Naval Environmental Prediction Research Facility, Monterey, CA
TR 82-03
Hurricane Havens
Handbook
Naval Facilities Engineering Command (NAVFAC), publications

available from Naval Publications and Forms Center, 5801 Tabor
Avenue, Philadelphia, PA 19120.
CHESNAVFAC FPO-1-84(6)
Fleet Mooring Underwater Inspection

Guidelines
240
MIL-HDBK-1026/4A
CHESNAVFAC FPO-1-87(1)
Failure Analysis of Hawsers on BOBO

Class MSC Ships at Tinian on
7 December 1986
MIL-HDBK-1025/1
Piers and Wharfs
MO-104.2
Specialized Underwater Waterfront

Facilities Inspections
NAVFAC 1998
Ships Characteristics Database
NAVFAC 1998
Climate Database
Naval Facilities Engineering Service Center (NFESC), 1100 23rd

Ave., Port Hueneme, CA 93043
CR-6108-OCN
Anchor Mooring Line Computer Program

Final Report, Users Manual for Program
CSAP2
CR-6129-OCN
Added Mass and Damping Characteristics

for Multiple Moored Ships
FPO-1-89(PD1)
Purchase Description for Fleet Mooring

Chain and Accessories
SSR-6119-OCN
D-8 Mooring Upgrade Design Report
TR-2039-OCN
Design Guide for Pile Driven Plate

Anchors
TR-6004-OCN
Wind Effects on Moored Aircraft

Carriers
TR-6005-OCN (Rev B)
EMOOR A Quick and Easy Method of

Evaluating Ship Mooring at Piers and
Wharves
TR-6014-OCN
Mooring Design Physical and Empirical

Data
TR-6015-OCN
Foam-Filled Fender Design to Prevent

Hull Damage
241
MIL-HDBK-1026/4A
Naval Research Laboratory (NRL), 4555 Overlook Ave., Washington,

DC 20375
NRL/PU/7543-96-0025
Typhoon Havens Handbook for the Western

Pacific and Indian Oceans
Naval Sea Systems Command (NAVSEA), 2531 Jefferson Davis

Highway, Arlington, VA 22242-5160
NSTM013
Naval Ships Technical Manual
Nuclear Regulatory Commission (NUREG) publications available

from Government Printing Office, P.O. Box 37082, Washington, DC
20013-7082
NUREG/CR-2639
Historical Extreme Winds for the United

States Atlantic and Gulf of Mexico
Coastlines
NUREG/CR-4801
Southern
Climatology of Extreme Winds in

California
NUREG RG 1.76
Tornado-Resistant Design of Nuclear

Power Plant Structures
United States Army Corps of Engineers, 215 North 17th Street,

Omaha, NE 68102-4978
Special Report No. 7
Tides and Tidal Datums in the United

States
1984
Shore Protection Manual
United States Coast Guard (USCG), 2100 Second Street S.W.,

Washington, DC 20593
CG-D-49-77
Guidelines for Deepwater Port

Single
Point Mooring Design
242
MIL-HDBK-1026/4A
United States Naval Academy (USNA), Annapolis, MD 21402-5018

EW-9-90
Evaluation of Viscous Damping Models

for Single Point Mooring Simulation
AUTHORED PUBLICATIONS
Flory, J.F., M.R. Parsey, and H.A. McKenna. The Choice Between
Nylon and Polyester for Large Marine Ropes, ASME 7th Conference
on Offshore Mechanics and Arctic Engineering, Houston, TX, Feb
1988.
Flory, J.F., M.R. Parsey, and C. Leech. A Method of Predicting
Rope Life and Residual Strength, MTS Oceans 89, Sep 1989.
Flory, J.F., H.A. McKenna, and M.R. Parsey. Fiber Ropes for
Ocean Engineering in the 21st Century, ASCE, C.E. in the Oceans,
Nov 1992a.
Flory, J.F., J.W.S. Harle, R.S. Stonor, and Y. Luo. Failure
Probability Analysis Techniques for Long Mooring Lines, 24th
Offshore Technology Conference Proceedings, Offshore Technology
Conference, Houston, TX, 1992b.
Headland, J., W. Seelig, and C. Chern. Dynamic Analysis of
Moored Floating Drydocks, ASCE Proceedings Ports 89, 1989.
Hearle, J.W.S., M.R. Parsey, M.S. Overington, and S.J. Banfield.
Modeling the Long-Term Fatigue Performance of Fibre Ropes,
Proceedings of the 3rd International Offshore and Polar
Engineering Conference, 1993.
Hooft, J.P. Advanced Dynamics of Marine Structures, John Wiley
& Sons, New York, NY, 1982.
Kizakkevariath, S. Hydrodynamic Analysis and Computer
Simulation Applied to Ship Interaction During Maneuvering in
Shallow Channels, PhD Thesis, Virginia Polytechnic Institute and
State University, May 1989.
Myers, John J., et al. Handbook of Ocean and Underwater
Engineers, McGraw-Hill Book Company, New York, NY, 1969.
243
MIL-HDBK-1026/4A
Occasion, L.K. The Analysis of Passing Vessel Effects on Moored

Tankers, UCLA Report PTE-490x, Dec 1996.
Weggel, J. R. and R. M. Sorensen. Development of Ship Wave
Design Information, Proceedings of the International Conference
on Coastal Engineering, ASCE, 1984, pp 3227-3243.
Weggel, J. R. and R. M. Sorensen. Ship Wave Prediction for Port
and Channel Design, Proceedings Ports 86, ASCE, 1986, pp 797814.
244
MIL-HDBK-1026/4A
GLOSSARY
AISC.
American Institute of Steel Construction.
API.
American Petroleum Institute.
DOD.
Department of Defense.
DM.
Design manual.
MLW.
MLLW.
MSC.
Mean low water.

Mean lower low water.
Military Sealift Command.
NAVFACENGCOM.
Naval Facilities Engineering Command.
NAVSEASYSCOM.
Naval Sea Systems Command.
NBS.
NCDC.
National Bureau of Standards.

National Climatic Data Center.
NFESC.
Naval Facilities Engineering Services Center.
NUREG.
Nuclear Regulatory Commission.
OCIMF.
Oil Companies International Marine Forum.
PIANC. Permanent International Association of Navigation

Congresses.
CUSTODIAN
NAVY YD2
PREPARING ACTIVITY
NAVY YD2
PROJECT NO.
FACR-5005
245
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2.
The submitter of this form must complete blocks 4, 5, 6, and 7, and send to preparing activity.
3.
The preparing activity must provide a reply within 30 days from receipt of the form.
NOTE: This form may not be used to request copies of documents, nor to request waivers, or clarification of
requirements on current contracts. Comments submitted on this form do not constitute or imply authorization to waive
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I RECOMME ND A CHANGE:
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2. DOCUMENT DATE (YYMMDD)
MIL-HDBK-1026/4A
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MOORING DESIGN
4. NATURE OF CHANGE (identify paragraph number and include proposed rewrite, if possible. Attach extra sheets as needed.)
5. REASON FOR RECOMMENDATION
6. SUBMITTER
a. NAME (Last, First, Middle Initial)
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(1) Commercial
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(YYMMDD)
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(If applicable)
8. PREPARING ACTIVITY
a. NAME
b. TELEPHONE (Include Area Code)
COMMANDER
NAVAL FACILITIES ENGINEERING COMMAND
CRITERIA OFFICE
(1) Commercial
c. ADDRESS (Include Zip Code)
1510 GILBERT STREET

NORFOLK, VA 23511-2699
DD FORM 1426, FEB 1999 (EG)
(757) 322-4203
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262-4203
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DAYS, CONTACT:
Defense Standardization Program Office (DLSC-LM)
8725 John J. Kingman Road, Suite 2533
Fort Belvoir, Virginia 22060-6221
Telephone (703) 767-6888 DSN 427-6888
PREVIOUS EDITIONS ARE OBSOLETE.
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THIS HANDBOOK IS FOR GUIDANCE ONLY. DO NOT CITE THIS

DISTRIBUTION STATEMENT A. APPROVED FOR PUBLIC RELEASE:

WATERFRONT FACILITIES CRITERIA MANUALS

Dockside Utilities for Ship

Cargo Handling Facilities

Seawalls, Bulkheads and

Ferry Terminals and Small Craft

General Criteria for Waterfront

HARBOR AND COASTAL FACILITIES DESIGN MANUALS

Coastal Protection (superseded

Coastal Sedimentation and

Fleet Moorings (superseded by N/A

Mooring Design Physical and

(THIS PAGE INTENTIONALLY LEFT BLANK)

BASIC DESIGN PROCEDURE

Global Coordinate System . . . .

STATIC ENVIRONMENTAL FORCES AND MOMENTS

ANCHOR SYSTEM DESIGN PROCEDURES

FACILITY MOORING EQUIPMENT GUIDELINES

Key Mooring Components

VESSEL MOORING EQUIPMENT GUIDELINES

Wharf Mooring Concept . . . . .

Wind and Current Forces/Moments on Multiple

DOD Organizations Involved With Ship Moorings 3

Local Mooring Coordinate System for a Ship.

Load/Deflection Curve for the Example

CVE-55 Lateral Wind Forces Divided by the

SS-212 Lateral Current Forces. . . .

Examples of Fixed Moorings . . . . . . . .

Recommended Ship Longitudinal Wind Force

Closed Chocks (minimum strength

Anchor Mooring Line Computer

Design Guide for Pile Driven

EMOOR A Quick and Easy Method of

Mooring Design Physical and

Foam-Filled Fender Design to

Fleet moorings are defined as

The more common types of moorings are discussed in

Single Vessel Secured at Multiple Points

Multiple tension lines are used to

Multiple vertical structural steel

Multiple Vessel Moorings

Vessels can be placed adjacent to one

Vessels can be placed adjacent to one

Vessel Secured at a Single Point

Typical configuration includes the

A single point mooring (SPM) buoy is

Vessel Secured at Two Points

A vessel is moored with one buoy to

Vessel Secured at Multiple Points

The vessel bow is secured to two