INTERNATIONAL MARITIME ORGANIZATION

E
IMO

SUB-COMMITTEE ON SHIP DESIGN AND

EQUIPMENT
48th session
Agenda item 6

DE 48/6/1
17 November 2004
Original: ENGLISH

ANCHORING, MOORING AND TOWING EQUIPMENT

Shipboard fittings and supporting hull structures associated with anchoring,
towing and mooring
Submitted by the Republic of Korea
SUMMARY
Executive summary:

This paper provides revised draft MSC circular on Shipboard fittings

and supporting hull structures associated with anchoring, towing and
mooring which will provide uniform requirements under the
proposed new SOLAS regulation II-1/3-8 on Anchoring, towing and
mooring equipment.

Action to be taken:

Paragraph 5

Related documents:

DE 47/8/2; DE 47/25 (paragraph 8); DE 47/WP.10 and NAV 50/19

(paragraph 6)

Background
The Sub-Committee, at its forty-seventh session, prepared a draft new SOLAS
1
regulation II-1/3-8 on Anchoring, mooring and towing equipment and submitted it to MSC 79 for
approval with a view to adoption. In this regard, the Sub-Committee also prepared a related
draft MSC circular on Shipboard fittings and supporting hull structures associated with towing
and mooring based on IACS UR A2 and agreed to finalize it at DE 48. In the mean time,
IACS informed in its submission DE 47/8/2 that the Unified Requirement UR A2 will be
implemented by all its Member Societies for new ships contracted for construction after
1 January 2005.
Proposal
2
Pending the introduction of new SOLAS regulation II-1/3-8, finalization of the relevant
draft MSC circular and anticipated implementation of IACS UR A2 by IACS societies in the near
future, the Republic of Korea has carefully reviewed the said draft circular and the UR A2 as
provided in DE 47/WP.10, annex 3, and DE 47/8/2 respectively. The draft MSC circular as
prepared by DE 47 is basically identical to UR A2 and the main areas of concern identified by
the Republic of Korea on the two documents are as follows:

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For reasons of economy, this document is printed in a limited number. Delegates are
kindly asked to bring their copies to meetings and not to request additional copies.

DE 48/6/1

-2-

.1

Both the draft circular and UR A2 define the applied forces as twice the maximum
breaking strength of the tow/mooring line anticipated to be used throughout the
service life of the ship and the safety factor as design load which is two times the
rope maximum breaking load (MBL). These applied forces and safety factor as
defined are excessively higher than the values actually required during the normal
operation of the vessels. It is to be considered that the shipowners normally
select the mooring ropes on board which have higher strength than required
mooring force to consider local damage, wear down and increased lifespan etc.
Therefore, the drafted circular is requiring strength that is about 3 to 4 times the
strength that has been normally used in the industry so far without any reported
problem. This redundancy in strength requirement will merely bring increased
shipbuilding costs without achieving further safety benefits. For instance, in
7,000 to 8,000 TEU class container vessels, the mooring ropes with about 120 ton
MBL (e.g. Atlas rope 78 mm in diameter) are normally supplied on board by the
request of the shipowner due to the reasons stated above, although the required
mooring rope tension based on IACS Recommendation No.10 is about 54.7 ton
each with 12 line mooring. In this case, the applied force (design load) will then
be 240 ton instead of normally applied 54.7 ton if we follow the draft circular.
Presently, there is no industry standard listing such a large force - for example, the
biggest standard bollard of ISO 3913 has 100 ton SWL (single rope maximum
loading) for nominal size 800.

.2

In the draft circular, the requirements for towing are also used for mooring. It is
necessary, however, to describe the requirements for towing equipment and those
for mooring equipment separately to use different safety levels, considering the
fact that the acting forces to the towing and mooring fittings are from different
sources.

.3

Ships applicable to this circular should be defined in the proposed SOLAS

regulation II-1/3-8 first. It is necessary to clearly state the vessels that are
exempted from the SOLAS regulation and this draft circular.

3
Based on this review, the Republic of Korea has prepared a revised draft MSC circular
on Shipboard fittings and supporting hull structures associated with [anchoring,] towing and
mooring as provided in annex 1 to this document. The proposal, therefore, was prepared based
on the original purpose of the intended circular, inter alia, to provide uniform standards for the
design and construction of the fittings and hull structures and on practical practices which have
been verified through the industry application. The background information of the proposed
revised draft circular is also provided in annex 2 to this document.
4
Although DE 47 decided to also include in the draft circular the provisions of IACS
UR A1 for Anchoring, Mooring and Towing Equipment, the revised draft and the background
information mainly deals with towing and mooring issues only, due to the practical reasons and
considering the relevant decision of NAV 50 that recommends MSC 79 not to include the word
anchoring in the proposed SOLAS regulation II-1/3-8 (NAV 50/19, paragraph 6.3, refers).
Action requested of the Sub-Committee
5
The Sub-Committee is invited to consider the revised draft MSC circular and
background information in the annexes to this document and take action as appropriate.
***
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DE 48/6/1
ANNEX 1
REVISED DRAFT MSC CIRCULAR
SHIPBOARD FITTINGS AND SUPPORTING HULL STRUCTURES ASSOCIATED
WITH [ANCHORING,] TOWING AND MOORING
1

Application

1.1
Under regulation II-1/3-8 of the 1974 SOLAS Convention, as amended by resolution
MSC. [ ] in 2005, new displacement type vessels except high speed craft, special purpose
vessels and offshore units shall be provided with arrangement, equipment and fittings of
sufficient safe working load to enable the safe conduct of all [anchoring,] towing and mooring
operations associated with the normal and emergency operations of the ship. The arrangement,
equipment and fittings shall meet the appropriate requirements of the Administration or an
organization recognized by the Administration.
1.2
The present Guidance is intended to provide standards for the design and construction
of shipboard fittings and supporting hull structures associated with [anchoring,] towing and
mooring which Administrations are recommended to implement. The Administrations, however,
are recommended not to use this Guidance to certain special purpose vessels such as FPSO,
barge, dredger, etc. if, in the opinion of the Administrations, the application of this guidance is
unreasonable.
2

Definitions

For the purpose of this circular:

2.1
Shipboard fitting means: [anchoring equipment such as anchors and chains, and]
bollards and bitts, fairleads, stand rollers, chocks used for the normal mooring of the vessel and
the similar components used for the towing and emergency towing of the vessel. Other
components such as [cable lifters,] capstans, winches, etc. are not covered by this circular. Any
weld, bolt or other fastening connecting the shipboard fitting to the supporting hull structure is
part of the shipboard fitting and subject to any industry standard applicable to such fitting.
2.2
Supporting hull structures mean that part of the ship structure on/in which the shipboard
fitting is placed and which is directly submitted to the forces exerted on the shipboard fitting.
The supporting hull structure of [cable lifters,], capstans, winches, etc. used for the [anchoring,]
towing, emergency towing and mooring operations mentioned above is also subject to this
Guidance.
2.3
Industry Standard means international standard (ISO, etc.) or standards issued by
national associations such as DIN, KS or JIS, etc. which are recognized in the country where the
ship is built subject to the approval of the Administration.
[3
-

Anchoring
The requirement for calculation of Equipment Number.
The selection of anchor and chain grade (size and strength).]

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ANNEX 1
Page 2
4

Towing

4.1

Strength

The strength of shipboard fittings used for normal or emergency towing operations at bow, sides
and stern and their supporting hull structures should comply with the requirements of this circular.
4.2

Arrangement

Shipboard fittings for towing are to be located on longitudinals, beams and/or girders, which are
part of the deck construction so as to facilitate efficient distribution of the towing load. Other
equivalent arrangements may be accepted (for Panama chocks, etc.).
4.3

Load considerations

4.3.1
The design load used for normal towing operations at bow and stern should be applied
as specified below:
.1

twice the breaking strength of the tow line according to the [MSC/Cir. xx]
[paragraph xx] IACS Recommendation No.10 Equipment for the ships
corresponding Equipment Numeral (EN) is to be applied.

4.3.2
The design load used for normal towing operations at ship sides should be applied as
specified below:
.1
4.4

1.25 times the intended maximum towing load.

Shipboard fittings

The selection of shipboard fittings is to be made by the shipyard in accordance with an industry
standard (e.g. ISO 3913 Shipbuilding Welded Steel Bollards) accepted by the Administration.
When the shipboard fitting is not selected from an accepted industry standard, the fittings should
be of equivalent to recognized Industry standard if in compliance with design load as per 4.3
above.
4.5

Supporting hull structure

Arrangement
4.5.1
The arrangement of the reinforced members (carling) beneath shipboard fittings should
consider any variation of direction (laterally and vertically) of the towing forces (which is to be
not less than the Design Load as per 4.3) acting through the arrangement of connection to the
shipboard fittings.
Acting point of towing force
4.5.2
The acting point of the towing force on shipboard fittings should be taken at the
attachment point of a towing line or at a change in its direction.
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ANNEX 1
Page 3
Allowable stresses
4.5.3
Allowable bending stress: 100% of the specified yield point for the material used;
allowable shearing stress: 60% of the specified yield point for the material used; no stress
concentration factors being taken into account.
4.6

Safe Working Load (SWL)

4.6.1
The SWL should not exceed one half of the design load as given in 4.3.1 and 80% of the
design load as given in 4.3.2.
4.6.2
The SWL of each shipboard fitting is to be marked (by weld bead or equivalent) on the
deck fittings used for towing.
4.6.3
The SWL with its intended use (for normal and/or emergency conditions) for each
shipboard fitting referred to in paragraph 4.6.2 above, is to be noted in the towing and mooring
arrangement plan or other information available on board for the guidance of the Master.
4.6.4
The above requirements on SWL apply for a single post basis (no more than one turn of
one line).
4.6.5
The arrangement plan mentioned in paragraph 4.6.3 above is to define the method of use
and characteristics of towing lines.
4.7

Emergency towing arrangements

Ships subject to SOLAS regulation II-1/3-4 are to comply with that regulation and resolution
MSC.35(63) as may be amended.
5

Mooring

Application
Equipment that is used for both towing and mooring is to be in accordance with paragraph 4.
However when equipment is only used for mooring, ensuing paragraphs should be applied.
5.1

Strength

The strength of shipboard fittings used for mooring operations at bow, sides and stern and their
supporting hull structures should comply with the requirements of this circular.
5.2

Arrangement

Shipboard fittings for mooring are to be located on longitudinals, beams and/or girders, which are
part of the deck construction so as to facilitate efficient distribution of the mooring load. Other
equivalent arrangements may be accepted (for Panama chocks, etc.).

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ANNEX 1
Page 4
5.3

Load considerations

The design load used for mooring operations should be applied as specified below. If
shipboard fittings are also used for normal towing operations, the design load should also be
applied as specified in 4.3.2.

5.4

.1

For shipboard fittings: 1.25 times the breaking strength of the mooring line
according to the [MSC/Cir. xx] [paragraph xx] IACS Recommendation No.10
Equipment for the ships corresponding Equipment Numeral (EN) should be
applied. For individual mooring lines with breaking strength above 490 kN
(50,000 kg) the breaking strength of the mooring lines may be reduced with
corresponding increase of the number of the mooring lines and vice versa,
provided that the total breaking load of all lines aboard ship is not less than the
required value. The number of lines is not to be less than 6 and no one line is
to have a strength less than 490 kN (50,000 kg). For the fittings with rotating
device such as roller fairlead, stand roller etc., 55% of load stated above
should be applied.

.2

For supporting hull structures for capstans, winches etc.: 1.25 times the
breaking strength of the mooring line according to subparagraph .1 above or
maximum hauling in force, whichever is greater, should be applied.

Shipboard fittings

The selection of shipboard fittings should be made by the shipyard in accordance with industry
Standard (e.g. ISO 3913 Shipbuilding Welded Steel Bollards) accepted by the Administration.
When the shipboard fitting is not selected from an accepted industry standard, the fittings should
be of equivalent to recognized industry standard in compliance with design load as per
paragraph 5.3.
5.5

Supporting hull structure

Arrangement
5.5.1
Arrangement of the reinforced members (carling) beneath shipboard fittings should
consider any variation of direction (laterally and vertically) of the mooring forces (which should
be not less than the Design Load given in 5.3) acting through the arrangement of connection to
the shipboard fittings.
Acting point of mooring force
5.5.2
The acting point of the mooring force on shipboard fittings should be taken at the
attachment point of a mooring line or at a change in its direction.
Allowable stresses
5.5.3
Allowable bending stress: 100% of the specified yield point for the material used;
allowable shearing stress: 60% of the specified yield point for the material used; no stress
concentration factors being taken into account.
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5.6

Safe Working Load (SWL)

5.6.1

The SWL should not exceed the 80% of design load given in 5.3.

5.6.2
Refer to paragraph 4.6.2 with understanding that towing is to read to mean
mooring.
5.6.3
Refer to paragraph 4.6.3 with understanding that towing is to read to mean
mooring.
5.6.4

Refer to paragraph 4.6.4.

5.6.5
Refer to paragraph 4.6.5 with understanding that towing is to read to mean
mooring.

***

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DE 48/6/1
ANNEX 2
BACKGROUND ON REVISED DRAFT MSC CIRCULAR ON SHIPBOARD FITTINGS
AND SUPPORTING HULL STRUCTURES ASSOCIATED WITH [ANCHORING,]
TOWING AND MOORING
The background information on each paragraph of the revised draft MSC circular as proposed by
the Republic of Korea in annex 1 is provided hereunder. The revised draft circular was
prepared using the draft circular in annex 3 of DE 47/WP.10 as base texts and new additions or
modifications from original texts have been italicized for ease of reference. To summarize the
proposal of the Republic of Korea, proposed applicable loads, SWL, design loads and safety
factors at design loads for each mooring and towing condition have been listed at the end of this
annex in Table 1 - Summary of key factors of proposed draft circular.
1

Application

The application part has been detailed in a similar way that the reslution MSC.35(63) describes in
connection with emergency towing arrangements under SOLAS regulation II-1/3-4. This
description, however, has been made on the condition that applicable/non-applicable ships are
mentioned in the proposed SOLAS regulation II-1/3-8. The Republic of Korea considers that
the applicable ship should be defined in the SOLAS regulation first. Special purpose vessels
such as FPSO may be additionally mentioned in the circular as vessels that are exempted.
2

Definitions

2.1

Equipment for anchoring have been included.

2.2

Equipment for anchoring have been included.

2.3
KS (Korean Industrial Standard) is recommended to be included as an example of the
industry standards. KS has been continuously evaluated and updated to accommodate changes
in technology. Strength of mooring fittings in the KS has been completely evaluated through
strength analysis and sample tests under the Joint Committee of Mooring fittings organized by
the Korea Shipbuilders Association and Members of Korean Ship Builders together with major
classification societies. KS is now commonly being used to the vessels built in major shipyards
in the Republic of Korea.
3

Anchoring

Requirements for anchoring equipment may be included in the circular based on IACS UR A1 as
decided by DE 47. The requirement to be included in this guidance, however, should be limited
to the requirements for decision of particulars of anchoring equipment and should not contain
detailed procedures such as manufacturing, test, etc. It would be better for this guidance to
contain basic requirements only, leaving the detailed specific requirements on class requirements
and industry standards. For this purpose, Table 1 of IACS UR A1 and Table 5 of IACS
Recommendation No.10 should be combined and included as a single table in the circular. This
part on anchoring, however, should be handled in accordance with the decisions of MSC 79 in
response to the recommended deletion of the word anchoring in the proposed SOLAS
regulation II-1/3-8 (NAV 50/19, paragraph 6.3, refers). The word anchoring and anchoring
related terms have been included in square brackets throughout the revised draft circular.
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ANNEX 2
Page 2
4

Towing

Considering that the towing and mooring fittings have different load applications from each other,
they have to be described separately. Paragraph 4, therefore, should be applied to towing
fittings only.
4.1

Strength

No change has made to the draft circular prepared by DE 47.

4.2

Arrangement

No change has made to the draft circular prepared by DE 47.

4.3

Load considerations

The load considerations for towing fittings on bow/stern and for those at sides should be
separately applied considering different usage and towing forces. Paragraph 4.3 has therefore
been divided into 4.3.1 and 4.3.2 accordingly.
4.3.1
For towing fittings on bow and stern, it is not possible to apply twice the maximum
breaking strength of the tow line anticipated to be used throughout the service life of the ship
because the tow line is normally provided by the towing vessel being used during the towing
operation and therefore its maximum breaking strength can not be estimated in advance. It is
also considered prudent that an IMO circular not directly refer to external standards such as
IACS Recommendation No.10 Equipment. It is suggested, therefore, that the IACS document
be reproduced as an MSC circular or included in this circular and referred to accordingly.
4.3.2
For towing fittings at sides, it is not possible to apply twice the maximum breaking
strength of the tow line anticipated to be used throughout the service life of the ship because the
tow line is normally provided by the towing vessel being used during the towing operation and
therefore its maximum breaking strength can not be estimated in advance. In addition, the
IACS Recommendation No.10 Equipment for the ships corresponding Equipment Numeral
(EN) can not be applied for normal towing from ships sides (for instance, assistance of berthing,
canal transit etc.) and is applicable for towing from bow and stern only. Therefore, the towing
load (force), in other words the intended maximum towing load, should be decided by intended
maximum tug boat pull capacity which are agreed between shipowner and shipbuilder (designer).
Considering the fact that the towing force is restricted by tugboat pull capacity and intended
towing load has been applied without any strength problem so far, it is considered sufficient to
apply 1.25 times of intended towing load.
4.4

Shipboard fittings

If based design load as of paragraph 4.3 is complied with, the recognized standards fittings
having equivalent strength with Industry standard should be accepted.
4.5

Supporting hull structure

No change has been made to the draft circular prepared by DE 47.

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Page 3
4.6

Safe Working Load (SWL)

In accordance with paragraph 4.3, the SWL should be determined as proposed.

4.7

Emergency towing arrangements

No change has been made to the draft circular prepared by DE 47.

5

Mooring

A separate set of requirements is necessary for mooring operation because of the reasons stated in
5.3 and 5.4 below. Therefore, new paragraphs have been inserted as in annex 1.
5.1

Strength

As stated in 4.1.
5.2

Arrangement

As stated in 4.2.
5.3

Load considerations

5.3.1
The mooring rope provided onboard is normally of considerably higher grade than the
required mooring force according to IACS Recommendation No.10 Equipment. In addition,
the maximum breaking load is decided through an actual rope breaking test which is conducted at
final building stage. It is therefore not possible to predict, at ship design stage, the strength of
ropes to be used by ships operators throughout the whole ships lifespan. As a result, it is
considered unreasonable to apply twice the maximum breaking strength of the mooring line
anticipated to be used throughout the service life of the ship. The mooring ropes are normally
provided onboard with margins for wear down, local damage and increased lifespan etc. which
are well beyond the safety factor of the rope. The rope strength in accordance with IACS
Recommendation No.10 contains the rope safety factor already. Therefore, regardless of how
big the ropes being used onboard are, the required force to be applied should be decided by a
reasonable method and the restrictions for the use of mooring fittings should be clearly marked.
If design load is to be applied with twice of MBL of rope being used, existing provision and
reinforcement should also be strengthened about 3 to 4 times accordingly. This is considered to
be quite excessive and will increase the hull weight and shipbuilding cost. Because the
breaking strength of the mooring lines according to IACS Recommendation No.10 is sufficient
from the view point of mooring force, it is not necessary to apply design load twice of this force.
Therefore, it is proposed to apply 1.25 times the rope strength in accordance with IACS
Recommendation No.10 as design load considering strength margin. In addition, the strength of
fitting with rotating device can be reduced considering minimized friction between the rope and
the fittings - for example, 55% as recommended by OCIMF. Because the load according to
IACS Recommendation No.10 contains the ropes safety factor (say 2.5), 55% is still higher than
required rope tension for mooring. For example, if a wire rope is provided, the suggested SWL
0.55[applicable load], in other words [applicable load]/1.82, is still higher than the required
rope MBL of IACS Recommendation No.10 without the rope safety factor [applicable load]/2.5.
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5.3.2
Considering the mooring winches are designed based on design load of 80% rope MBL
according to classification societies rules, 125% rope MBL as design load for supporting hull
structure has 56% margin. Capstans will not have holding power, so the maximum hauling in
force should be applied.
5.4

Shipboard fittings

The design load applied by industry standards is not twice the acting force (breaking strength of
the mooring lines). Therefore, the circular should accept equivalent strength of shipboard
fittings as industry standard.
5.5

Supporting hull structure

Arrangement
5.5.1

Reinforcement of mooring fittings and design load should be as given in 5.3.

Acting point of mooring force

5.5.2

As stated in 4.5.2.

Allowable stresses
5.5.3

As stated in 4.5.3.

5.6

Safe Working Load (SWL)

5.6.1

The SWL should not exceed 1.25 times the design load given in 5.3.

5.6.2, .3, .4 and .5

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As stated in 4.6.2 through 4.6.5.

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ANNEX 2
Page 5

Table 1
Item
Normal towing on bow and
stern

Fittings
Reinforcement

Normal towing at ships sides

for tug points for assistance
of berthing, canal transit etc.
Emergency towing

Fittings
Reinforcement
Fittings
Reinforcement

Normal mooring
Fittings

Reinforcement
Capstans, mooring winches

Capstans,
mooring winches
Reinforcement

Summary of key factors of proposed draft circular

Applicable Load (Reference Load)
[AL]

SWL
[B]

Design
Load

Safety Factor at Design Load

(Combined stress)

The breaking strength of the tow line according to the

[IACS Recommendation No.10 Equipment] for the ships
corresponding EN.

[AL]

2[AL]

[AL]

2 [AL]

[AL]

1.25x [AL]

[AL]

1.25 [AL]

[AL]

2 [AL]

[AL]

2 [AL]

As per Standard
Bending 100%, Shear 60% of
Yield
As per Standard
Bending 100%, Shear 60% of
Yield
1 / Ultimate strength
Bending 100%, Shear 60% of
Yield

Intended towing load: to be decided by intended tug boat

pull capacity by agreement between ship operator and ship
builder.
As per SOLAS Reg. II-1/3-4
The minimum breaking strength of the mooring line according
to the [IACS Recommendation No.10 Equipment] for the
ships corresponding EN.
For individual mooring lines with breaking strength above
490 kN (50,000 kg), the breaking strength of mooring lines
may be reduced with corresponding increase of the number
of the mooring lines or vice versa, provide that the total
breaking load of all lines aboard ship is not less than the
Rules value. The number of lines is not to be less than 6
and no one line is to have a strength less than 490 kN
(50,000kg).
Not covered by the circular.
(Reference : if follow the requirement of Classification
Societies, mooring winches is to design with 80% of rope
nominal breaking loads)
The minimum breaking strength of the mooring line as
mentioned above for Normal mooring fittings/reinforcement
or maximum hauling in force, whichever is greater

[AL]

1.25x [AL]
As per Standard

0.55[AL]
Note: #1)

0.55
1.25x[AL]
Note: #1)

Ditto

Ditto

Bending 100%, Shear 60% of

Yield

[AL]

[AL]

As per Class.

[AL]

1.25 [AL]

Bending 100%, Shear 60% of

Yield

Note
#1) 0.55[AL] should be applied to rotating fittings such as fairleads, stand rollers etc.
Because the reference load [AL] contains ropes safety factor (Wire rope 2.5, Manila rope 3.25, Fiber rope 3.8), 0.55 [AL] is still higher than required rope MBL for mooring (e.g. the
suggested SWL 0.55[Applicable Load], in other words [Applicable Load]/1.82, is still higher than the required rope MBL of IACS Recommendation No.10 without the rope safety factor
[Applicable Load]/2.5)

____________
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