841

1 INTRODUCTION

Safe and efficient mooring is essential for ensuring the

safety of the ship, terminal, and environment.

Therefore, it is important to continue developing and

improving mooring systems. Traditionally, ship

mooring systems have relied on an arrangement of

mooring lines that attach the vessel to the shore, or to

the other vessels and onboard fittings such as chocks-

fairlead, pedestal rollers, and bitt-bollards [1].

However, novel systems of mooring have come into

play by applying alternative physical principles to

join the ship to the quay or the other vessel ([2],[3]).

The components of the mooring system are

determined by vessel type and size, regulations, and

rules from the classification society chosen by the ship

owner.

A mooring system for a ship must withstand

various forces including wind, currents, surges,

waves, and swells. It is also necessary to consider

factors such as vessel type and size, mooring system

characteristics, terminal disposition, and physical port

or sea conditions [1]. The influence of disturbing

hydrodynamic forces generated by the propellers of

other ships passing in close proximity to the vessel,

the ship's trim, its draft and freeboard height, and

thus also different angles of the so-called "looking"

and "bending" of traditional mooring lines used in the

STS mooring system [4]. In practice, however, due to

variable loads, it is recommended to avoid mixed

mooring techniques that use different types and

categories of ropes, as this may cause uneven and/or

excessive load on individual ropes, leading to their

breakage and uncontrolled disconnection of

previously moored vessels, exposing these vessels

Ships-To-Ship Magnetic Mooring Systems – The New

Perspectives

P. Kołakowski, G. Rutkowski & A. Łebkowski

Gdynia Maritime University, Gdynia, Poland

ABSTRACT: Each type of ship must have appropriate mooring systems adapted to the fact that after the end of

the voyage and shutdown of its propulsion, it is moored and is not exposed to the dangers related to the

negative influence of external factors. Moreover, the mooring of two ships of different and/or similar sizes at sea

for transshipment or service always requires special techniques and special care to ultimately avoid damage to

the vessel throughout the approach or breakage of the lines due to excessive loads. As reported by the UK P&I

Club, mooring incidents are among the top seven types of insurance claims. Most of the vessels still use

traditional mooring systems, knowns for centuries. Despite changes in regulations to reduce the number of

incidents, also new technologies related to the mooring of ships began to develop. This article provides a review

of the latest research focuses, applications, and future perspectives regarding mooring systems mainly related

to ship-to-ship interaction. Moreover, a new device called Mobile Electromagnetic Mooring System (MEMS) has

been introduced and described. Finally, modern mooring systems' challenges and future perspectives have been

discussed.

http://www.transnav.eu

the

International Journal

on Marine Navigation

d Safety of Sea Transportation

Volume 17

Number 4

December 2023

DOI: 10.12716/1001.17.04.

842

and their crews to danger [5]. In the past, accurate

estimates of ship movement and loads on mooring

ropes were only possible through costly tests with

scale models. However, with increased computational

power, numerical methods based on simplifications

have become available, allowing for the development

of mathematical models for calculating moored ship

motions [6].

Nevertheless, the design requisites for mooring

systems must consider the elasticity of mooring lines

and how ships are subject to wind, currents, and wave

forces. The designer can then choose and position

mooring equipment and fittings on board. Wind

action is an important factor, considering changes in

intensity and the longitudinal or transverse angle of

incidence. Maximum current also plays a crucial role

in the ship’s draught’s interaction with under-keel

water clearance.

The transportation industry has seen a significant

increase in the number of ships and ports due to the

growing demand for shipping operations [7]. For

thousands of years, ships were moored by human

hands using ropes, which have become increasingly

difficult and time-consuming to handle. The

traditional rope mooring method has resulted in

hundreds of accidents and injuries each year, causing

losses of millions of dollars [8]. The statistics on rope

and wire mooring accidents are presented from

various sources such as the European Harbour

Master’s Committee (EHMC) [9], the UK P&I Club

[10], the Australian Maritime Safety Authority [11]

and the International Maritime Organization (IMO).

As per the UK P&I Club report, approximately 300

people have died every year in accidents related to

ship mooring, 95% are caused by ropes and wires, and

60% of these injuries happen during mooring

operations [10].

There is a plan to update and modify the central

rules and regulations to decrease the numbers related

to the unsafe mooring. These updates include changes

to SOLAS regulation II-1/3-8 and the introduction of

fresh guidelines for the secure mooring of ships. They

were sanctioned in 2019 and are anticipated to come

into effect on 1 January 2024 [12]. According to the

updated rules, all new ships must follow the revised

regulations for mooring designs that are safe to use.

On the other hand, existing ships need to comply with

new regulations concerning the inspection and

maintenance of mooring equipment and lines while

also providing appropriate documentation [13],[14].

Therefore, it is up to flag states, governing states of

the ports, ship-owners and loaders to create the

regulatory framework that makes it possible for the

ship to operate safely. The International Association

of Classification Societies (IACS) [15] has produced a

document to harmonize requirements for mooring,

anchoring, and towing ships but has not specified the

design requirements for mooring winches. The Oil

Companies International Marine Forum (OCIMF) [1]

has also established guidelines for safe mooring

systems. Recent influential guidelines such as MEG4,

Section 2, have incorporated principles of human-

centric design that take a comprehensive approach to

mooring equipment and procedures to ensure safer

operations. These guidelines emphasize managing

mooring lines in a way that considers the well-being

and safety of humans.

Therefore, mooring two ships of different and/or

similar dimensions for transshipment and/or service

always requires special techniques and extreme

caution to ultimately avoid damage to the units

throughout the approach or breakage of the lines due

to excessive loads during their securing. Such

mooring can be done in three ways: (a) in port, using

the so-called double berth, where one of the ships is

already berthed to the quay and the other is moored

to its outer side on the side opposite from the quay,

(b) at anchorage, when one of the ships is at anchor

and the other is approaching and mooring to the ship

already anchored, (c) when mooring operations are

being carried out when both ships are in motion in the

water and/or over the ground (drifting).

In this respect, the issue of mooring a small service

unit to the side of another ship with a very high

freeboard becomes particularly dangerous. In such a

situation the lines are usually directed at a very large

vertical angle upwards from the service watercraft to

the mooring bollards situated on the main deck of the

serviced vessel, usually, a larger, longer vessel with a

high freeboard, to which other vessels need to moor.

Such a situation limits the correct distribution of the

forces keeping the service watercraft at a stable

mooring position at the side of the serviced vessel,

exposing it, especially in the event of unfavorable

hydrometeorological conditions in the area of work,

to uncontrolled longitudinal and transverse

displacements with dynamic oscillations of the ship

on the wave and dynamic impacts of its hull against

the larger serviced vessel.

An additional problem that arises in the case of a

small vessel performing underwater works due to

damage to the serviced ship is the propulsion, which

must always remain turned off for both the

intervention boat and the serviced vessel. The

propulsion on both units must be secured against any

unwanted activation at least for the duration of time

when divers are underwater and could be exposed to

the associated dangers of injury or death. Therefore,

such ships cannot support their mooring position by

dynamic positioning (at a given position and/or

course) using ship propellers. Such practices are

necessary to maintain the required safety procedures

when performing underwater work. The correct

mooring of two ships side to side with the propulsors

and water-jet propellers turned off is in this case

crucial for the safety of divers below the water’s

surface.

The type of mooring system used depends on the

size of the ships involved in the operation [16]. To

begin, the maneuvering vessel must approach the

anchored or drifting vessel at a steady course,

minimizing the approach angle. The preferred

approach area is located behind the traverse of the

vessel being approached. The maneuvering vessel

should steer parallel to the other vessel's course and

decrease the distance between them gradually and

slowly, using the engine and rudder movements.

Once the appropriate distance has been reached, the

fenders located on the sides of the vessels make

contact, allowing the two ships to connect in parallel

and the ropes to be secured according to the mooring

plan. This process is challenging for both the operator

of the maneuvering vessel and the crews responsible

for the safe and efficient mooring of the ships.

843

The currently proposed mooring systems, in

particular with regard to small intervention, diving,

service and cargo or people transfer units where it is

also crucial to perform underwater repair works, pose

many problems, including: (a) they increase the risk of

the mooring breaking or sliding off, which may result

in serious injury or death to crew members; (b) they

cause a high angle of the mooring lines directed

upwards to the main deck of the serviced mothership

with high freeboard, which has a significant impact

on the level of stresses and breaking forces (loads)

generated there, and in combination with unfavorable

hydrometeorological conditions (e.g. strong wind,

current and sea wave) may cause significant mutual

vertical and horizontal oscillations of both units with

dynamic impacts of the intervention/service unit

against the serviced hull with the possibility of

breaking the mooring lines and drifting of the

previously moored unit; (c) the prolonged time of the

required emergency response usually increases the

risk of more serious consequences of an accident, e.g.,

in the event of a dangerous cargo leak from damaged

bottom tanks. The fast mooring and movement of an

intervention/service vessel along the side of a ship in

need (e.g., to locate damage) is usually time-

consuming, and in emergencies, every minute counts,

especially in the case of ships with damaged hull

plating. There is also the necessity to engage many

people from the crews of both involved vessels in the

mooring, unmooring, and moving of the service

watercraft along the side of the serviced ship. During

an accident, the crew of a damaged ship is usually

involved in performing other tasks related to the

breakdown, performing other official duties,

including saving lives and property. On the other

hand, the process of mooring and moving the

intervention/service unit alongside the serviced ship

is very time-consuming and requires the involvement

of a few additional people on the serviced ship and

the intervention unit. This issue has not been fully

resolved to date.

Traditional mooring systems have been known to

present numerous challenges, including the risk of

mooring line breakage, the involvement of personnel

in hazardous operations, and the time-consuming

nature of these processes. Therefore, there is an urgent

need for a safer and more efficient mooring system to

solve the above problems. In recent years, automated

vacuum and magnetic mooring systems have gained

attention as an alternative to traditional mooring

systems for ships [17]. These systems offer numerous

advantages over traditional mooring systems, such as

reduced crew workload and improved safety, which

can have made them increasingly popular. This paper

aims to provide an overview of the current state of the

art in ships-to-ship mooring systems, in particular

with regard to small service vessels.

Introduced by the authors, the Mobile

Electromagnetic Mooring System (MEMS) signifies a

considerable breakthrough in the field of mooring

operations, specifically tailored to tackle the primary

challenges faced by small service vessels. By offering a

safer and more efficient alternative, the MEMS holds

the potential to transform the industry, enhancing the

overall safety and expediency of mooring operations.

This inventive system utilizes electromagnetic

technology to mitigate the risks associated with

conventional mooring methods, ultimately boosting

the operational capabilities of small service vessels. As

the project advances, a MEMS prototype is presently

being installed on the fast motorboat Merlin 6.15,

which will be employed for conducting sea trials.

These trials will yield valuable insights into the

system's performance and functionality under real-

world maritime conditions, laying the groundwork

for potential implementation and widespread

adoption of the technology.

This article aims to present a thorough overview of

MEMS technology, its design, and its potential

advantages and applications within the maritime

sector. By examining the difficulties encountered with

traditional mooring systems and the benefits of this

innovative approach, the article strives to underscore

the significance of ongoing innovation in the realm of

mooring operations for small intervention, diving,

service, and other vessels. This article will explore the

distinctive features of the MEMS system, its

fundamental principles, and how it addresses the

challenges inherent in mooring operations.

Additionally, the article will discuss the potential

applications and advantages of MEMS technology

across various maritime settings, emphasizing its

transformative influence on the industry.

While detailed research results will be published

upon obtaining full intellectual property rights, this

article offers a comprehensive introduction to the

MEMS technology, highlighting its significance and

potential for revolutionizing the maritime

industry.The remainder of this paper is as follows: the

evolution of the modern mooring systems is

elaborated in Section 2. The currently proposed

Mobile Electromagnetic Mooring System (MEMS) for

small service watercraft, is presented and analyzed in

Section 3. Section 4 presents the results and

discussions. Section 5 concludes the paper.

2 EVOLUTION OF MODERN MOORING SYSTEMS

To address issues with excessive ship motions during

berthing or mooring operations, there are two main

methods: reducing wave action or modifying the

mooring system's response. One solution involves

changes to port infrastructures, such as reducing

wave reflection or extending breakwaters. Whereas

the other one modifies the mooring system itself and

can be cost-effective. There is no one-size-fits-all

solution, and each case requires a dynamic analysis of

the berthed ship and its mooring system. However,

some studies have proposed solutions to improve

operational safety and reduce downtime [18]. For

instance: Yoneyama et al. (2009) presented a method

of reducing low-frequency surge ship motions using

computer-controlled hybrid mooring winches to

change the mooring system's natural period [19]. In a

study by Rosa Santos et al. (2014), different mooring

arrangements were analyzed to improve safety and

operational conditions at the Leixões oil terminal in

Portugal [20]. The results of wave tank experiments

indicated that high friction fenders could increase

tension mooring efficiency and reduce ship motions,

particularly when close to the system's natural

oscillation periods.

844

De Bont et al. (2010) conducted field

measurements and numerical simulations at the Port

of Shalah in Oman to investigate the effect of the

MoorMasterTM system on reducing surge motions of

moored containerships [21]. The MoorMasterTM

system, developed by Cavotec [22], uses vacuum pads

and hydraulics to secure and control moored ships.

While the researchers found that the system reduced

surge motions, some parameters were not measured

and the results were inconclusive. Van der Molen et

al. (2015) later investigated alternatives to mooring

configurations in Geraldton Harbour in Australia and

found that a combination of pneumatic fenders and

constant tension winches or nylon breast lines

resulted in the highest reduction of vessel motions

[23]. In addition, a new hydraulic mooring system

called ShoreTension has been developed by the KRVE

mooring company at the Port of Rotterdam [24]. The

system automatically keeps mooring cables tense in

severe conditions and was shown in simulations to

significantly decrease vessel motions and loads on

mooring lines.

Moreover, there are currently various systems and

technical devices in used for mooring vessels,

including single-point mooring systems implemented

with a single mooring, tandem systems, mooring and

transfer installations based on telescopic gangways

with a single mooring point, bottom mooring and

loading systems, and traditional multi-point mooring

systems. There are also different systems used for

mooring one ship to the stern and/or the side of

another ship in the ship-to-ship (STS) system,

implemented based on flexible connections with

mooring lines (natural, synthetic, steel, and/or a

combination) or based on rigid connections (e.g.,

mechanical connections of a barge with a pusher-type

tug, connection of a Hiload DP1 unit with a tanker

using the so-called Remora-type hydrostatic bottom

suction, or connection of two ships with the use of

electromagnetic mooring systems) [25].

Basically, the alternative mooring methods can be

divided into 3 groups. Shore Tension System, Vacuum

Mooring System, and Magnetic Mooring System.

2.1 Shore Tension System

The Shore Tension (see Figure 1) is a cylindrical

device that exerts constant pressure on mooring lines

fixed to bollards on the quay. It uses a hydraulic

system for proper tension and can move along with

the forces working on the mooring line, reducing ship

movement and absorbing energy produced by the

ship. The system is CO2 neutral and can function

without external energy after initial activation. High-

quality mooring lines can be used in conjunction with

the Shore Tension for better security. With the

increasing demands of marine terminals and

challenges posed by climate change, the Shore

Tension can enhance the mooring capabilities of large

vessels and reduce vessel movement and downtime.

While conventional tension winches on the deck can

prevent mooring lines from snapping, they require a

lot of energy and cannot provide the same benefits as

the Shore Tension.

Figure 1. Automated Mooring System – Shore Tension.

SOURCE: Shore Tension:[ https://shoretension.com], [24].

Accessed on 20.03.2023

The Shore Tension System offers several benefits

such as reducing the likelihood of lines breaking and

therefore minimizing personal injuries. This could

potentially lead to lower insurance premiums due to

fewer mooring accidents. Additionally, the system

enhances the stability of the ship while being moored

and improves the safety and speed of loading and

unloading. It is adaptable and can be installed on

almost every quay or jetty, providing a steady tension

of up to 60 metric tons (600kN) and a safe working

load of up to 150 metric tons (1,500kN). The system

includes sensors that monitor rope loads, which can

be accessed by the ship's master, port, and terminal

operators. The data is logged for review of the berth,

and a warning system can be set up to alert when

force or displacement limits are exceeded. However,

one drawback of the system is that it requires a

considerable amount of space on the quay [24] and

cannot be used on small service vessel.

2.2 Vacuum Mooring System

The vacuum-based mooring system is an innovative

method used for berthing sea vessels. The system uses

vacuum technology, robot arms, cables, automated

winches, and fenders to dock the vessel safely and

quickly [26]. The vacuum pump starts when the ship

is a few meters away from the quay, which gently

sucks the vessel to the quay using vacuum pads that

apply a constant force on the ship during mooring.

The safety system ensures that the vessel remains

connected to the quay even during a power outage, as

the vacuum is maintained for up to two hours,

allowing enough time to address any leaks or restore

power. The system includes a vacuum pump,

hydraulic system, steel, monitors, and power supply

for controlling the whole operation. The vacuum pads

are connected to hydraulic arms that can move

horizontally up to 0.5 meters but cannot move

vertically, requiring them to walk on the ship to adjust

to changes in tides or displacement. The system has

sensors and monitors to detect any issues, triggering

an alarm on the bridge of the vessel, and the shoring

system if the vacuum drops to 60%. The vacuum pad

sensors measure the vacuum level continuously and

convert it into forces acting on the ship's hull, while

sensors in the hydraulic components monitor the

ship's movements, which are displayed on screens. A

small emergency generator is also included in the

system as a backup power source. The vacuum

system remains stationary on the quay and is

configured with a varying number of pads to

accommodate different ships.

The main companies in possession of automated

vacuum moorings at present are Cavotec [22] and

Trelleborg [27]. The MoorMaster (Figure 2) range

845

applications and the AutoMoor device are introduced

as effective solutions to the traditional rope mooring

method. The mainframe of MoorMaster is a linkage

mechanism that generates a suction force per mooring

unit during the operation, with small movements and

rotations at the end [21]. Trelleborg developed the

AutoMoor device using the environment detection

technology SmartPort and passive damping

technology, which uses vacuum technology to fix the

vessel to its berth securely, inhibits vessel movement,

and continuously monitors the mooring load of the

moored vessel.

The first automated ship-to-ship docking system

was developed by Cavotec in 2014, where two ships

could exchange deck cargo in the ocean. The system

mainly consists of vacuum pads, robot arms, cables,

automated winches, and fenders [22]. However, they

were two large ships of similar dimensions.

Figure 2. Automated Mooring System – Moor Master -

Cavotec. SOURCE: MoorMaster:[https://www.moormaster

.com], [28]. Accessed on 20.03.2023

The vacuum mooring system is a safe alternative

to traditional mooring methods that do not require a

crew on the shore or on the vessel's deck. Securing the

vessel to the quay with ropes is also made easier by

this system. Additionally, the vacuum mooring

system is time-efficient, as it can moor a vessel in as

up to two minutes [28]. The forces exerted on the

vessel can be easily calculated using sensors and

software on the monitor. This system also results in

lower fuel consumption as it is quicker to connect the

vessel to the berth. Compared to the magnetic system,

the vacuum pads of the vacuum mooring system can

apply and release pressure gently.

The biggest disadvantage of that system is the

inability to move arm laterally, and therefore cannot

be utilized in ports with significant ebb and flood

currents unless some improvements are made. The

cost of investment varies depending on the size of the

vessels being serviced. The hydraulic arms cannot

move vertically and the pads can only attach to a flat

surface, making it impossible to attach to the bow or

stern of a vessel at an angle. The system is specific to

each ship, and if the system is designed for a smaller

ship, it may not be able to handle the forces of larger

ships due to significant differences between vessels.

2.3 Magnetic Mooring System

Currently, electromagnetic technology has reached a

high level of development and is extensively utilized

in various industries such as metal production,

machining, and automobile manufacturing. The

implementation of magnetic mooring systems is a

significant step towards automating shipping

operations. Such systems utilize piers, wharves, and

mooring buoys to secure ships, alongside several

components such as electrical cables, fenders,

magnetic pads, hydraulic arms, and a power supply

that generates magnetism. By using electrical power

to create electromagnetic fields, magnets are

activated, and these fields are utilized for mooring

ships. The temporary magnets act as electromagnets

by using an electric current, with the solenoid

functioning as a magnet as long as the current is

flowing. However, when the current is turned off, the

solenoid loses its magnetism.

The magnetic system offers advantages over

traditional rope mooring systems in terms of ease,

safety, and efficiency. It reduces the time for mooring

and unloading, eliminates the risk of snapping and

slipping ropes, and requires fewer workers to operate

[29]. The system is also cost-effective as it eliminates

the need for expensive mooring ropes, reduces

mooring costs, and generates savings for ship owners

by eliminating the need for rowers. The magnetic

system can be released in only 20 seconds and reduces

average calling time by 40 minutes, which enables

faster and more efficient working.

According to Mampaey - the main company

related to magnetic mooring systems, there are few

limits to the magnetic mooring system, and it is

possible to increase the force by adding hydraulic

arms and pads [30]. This would decrease the risk and

provide more stability. The system involves two pads

that work together and "walk" along the ship's hull

automatically, disconnecting and reconnecting as

needed due to changes in the ship's draft or tide. The

system is flexible and can be adjusted by changing the

number or size of the pads. Currently, the system can

only be used in ports with slack water, but it can be

made more flexible with the addition of a ball joint.

While the system is suitable for most vessels, it can be

challenging to moor tanker vessels due to the risk of

electrical sparks. However, this risk is minimal

because there are usually no dangerous gases present

around the tanker during the mooring process.

Moreover, the thickness of a ship's hull is a potential

issue for the magnetic mooring system. If the hull is

less than eight millimeters thick, the magnetic force

could cause it to bend during mooring or unmooring.

However, this is not a significant limitation as modern

ships typically have hulls thicker than eight

millimeters. Fenders are placed between the moored

vessel and the quay to protect them from damage, and

the maximum force of the magnetic mooring system

must be less than the maximum force that the fenders

can withstand. The system's fixed pads and hydraulic

arms can be a limitation if the quay is used for

different types of vessels with varying lengths and

drafts, but this can be overcome by using a portion of

the pads. The system can be affected by electrical

blackouts, so emergency generators, connecting the

system to the vessel's diesel generators, and backup

ropes and springs are recommended

Three known solutions use the electromagnetic

mooring arms disclosed in patent descriptions:

EP2844542 [31], CN108674582 [32], and

WO2012060511 [33] have been shown on Fig. 3. The

solution enables quick and reliable fixing of the

mooring vessel relative to the quay. However, the

846

main disadvantages of the above-mentioned systems

are, on the one hand, their extensive dimensions,

which prevent them from being used on smaller

vessels not exceeding 24 m in length, and, on the other

hand, the inability to move fast the moored vessel

horizontally along the mooring system. These are

large-size port facilities and cannot be used in service

watercraft operations. The proposal to use one of

these systems has been suggested in the Port of

Rotterdam on fuel bunkering barges - it is currently at

the conceptual research stage [34].

The Mobile Electromagnetic Mooring System

solution, tackles the problems and requirements of

small intervention or service watercraft, including

work dive boats, during mooring to a larger serviced

unit.

Figure 3. Diagrams of devices using electromagnetic

mooring arms, SOURCE:: A - EP2844542[31], B-

CN108674582[32], C - WO2012060511[33].

3 MOBILE ELECTROMAGNETIC MOORING

SYSTEM

The main problems encountered by small

intervention, diving, service, and other vessels during

mooring operations necessary for underwater repair

work can be defined. These problems include:

− The risk of the mooring line breaking or slipping,

which can cause serious injury or death.

− The high angle of mooring lines directed towards

the main deck of the serviced high-freeboard

mother vessel has a significant impact on the level

of generated stresses and braking forces, which,

when combined with unfavorable

hydrometeorological conditions in the area (e.g.,

strong winds, currents, and waves), can cause

significant vertical and horizontal oscillations of

both vessels with dynamic impacts of the

intervention vessel against the hull of the mother

vessel, with the possibility of the mooring lines

breaking and the previously moored vessel

drifting away.

− The prolonged reaction time required for

intervention usually increases the risk of more

serious accident consequences, e.g., during

emergencies with hazardous cargo leaks from

damaged bottom tanks. The mooring and

movement of the intervention vessel along the side

of the vessel in need (e.g., to locate its

malfunctions) is usually very time-consuming, and

in emergency situations, such as on ships with

damaged hull plating, every minute counts.

− The need to involve many crew members from

both involved vessels in mooring, unmooring, and

moving the intervention vessel along the side of

the mother vessel. During emergencies, the crew of

the damaged vessel is usually engaged in

performing other tasks related to the emergency,

performing other official duties, including saving

lives and property. The process of mooring and

moving the intervention vessel along the mother

vessel is very time-consuming and requires the

involvement of several additional personnel

needed on the service vessel and the intervention

vessel.

In response to the problems and requirements

faced by small intervention units, including diving

work boats, when mooring to a larger vessel (mother

ship) (see Figure 4), the concept of designing an

innovative mooring and movement system for the

servicing boat along the serviced unit has been

developed, which eliminates and/or minimizes the

risks associated with the possibility of mooring lines

breaking. Moreover minimizes the involvement of

personnel in the mooring and/or mutual movement of

these vessels, which ultimately has a very positive

impact on the overall safety and speed of mooring

operations, as well as on the safety and speed of

intervention activities carried out there.

Figure 4. Visualization of service watercraft equipped with

Mobile Electromagnetic Mooring System during mooring

operations. Source:

Authors' own study carried out on

manoeuvring simulators of the Gdynia Maritime University

in December 2022.

The Mobile Electromagnetic Mooring System

(MEMS) is intended to equip a small surface

intervention unit mooring to the side of larger vessels

to carry out servicing, repairs, or the transfer of cargo

or people. The main idea of MEMS is that is placed on

the overwater zone above the waterline of a small

service vessel. This system has at least two mooring

winches located at each end of the intervention vessel.

The mooring ropes have constant tension and can be

attached to floating power supply buoys with

insulated power cables. The ropes are held

horizontally in electromagnetic grippers that are

controlled from the central control panel of the service

watercraft. Each group of electromagnetic grippers

with an electromagnet that is powered by a floating

power supply buoys. The power supply can be also

provided from the integrated battery or a power

source supplied by a service or serviced unit.

Additionally, each electromagnetic gripper should

have an emergency electromagnetic release, which

can be activated from the central control panel of the

service vessel. Moreover, each mooring winch is

equipped with an integrated system to measure and

maintain constant tension on each mooring line

847

connected to the floating power supply buoy through

a common control panel.

The MEMS allows the small intervention or service

watercraft to move freely along the serviced unit,

which eliminates the risks associated with the

possibility of breaking the mooring lines and

minimizes crew interference involved in the mooring

process and/or mutual movement of these ships,

which in turn has a very positive effect on the general

safety and speed of mooring operations carried out on

the side (mooring and unberthing).

The main advantages of the presented solution are

the reduction of the probability of an accident related

to operations on the mooring lines by reducing the

“high viewing angles” and the breakage of the

mooring lines. In classic systems, the mooring lines

look up to the ship's main deck, usually with a very

high freeboard. In MEMS, the mooring lines look

horizontal and are attached to the mobile

electromagnetic grippers attached to the hull of the

intervention vessel. Through the reduction of the level

of stresses and loads generated on the mooring ropes

located in the horizontal position of the MEMS and

the limitation of inertial movement of the unit, the

risk of accidents related to operations on mooring

ropes is reduced to a minimum. An additional

advantage of the system according to the invention is

the short time of mooring and unberthing operations,

as well as the unnecessity of the crew of a

damaged/serviced ship interfering with mooring

operations. The valuable importance is the movement

of the intervention unit along the side of a larger

vessel to carry out the necessary work without the

interference of the crew of the serviced vessel and to

improve the safety of the diver in case of underwater

works. The central control panel of the Mobile

Electromagnetic Mooring System guarantees quick

disconnection of the electromagnetic grippers with

floating power supply buoys. The use of conventional

mooring winches ensures the system's mobility. The

solution allows the intervention unit to be attached to

a larger ship with a steel hull, even if it is

contaminated, which in standard conditions makes

such operations difficult.

Figure 5 presents visualization of: a) traditional

way of mooring small service craft, and b) service

watercraft equipped with MEMS.

Figure 5. visualization of: a) traditional way of mooring

small service craft, and b) service watercraft equipped with

MEMS. Source: Authors' own study carried out on

manoeuvring simulators of the Gdynia Maritime University

in December 2022.

The principle of operation is described as follows:

the service vessel approaches the side of the serviced

unit by its stern at the point closest to the bow of that

vessel. The electromagnetic gripper is attached to the

hull of the serviced unit above sea level. The

intervention boat, flowing perpendicularly from the

serviced unit, releases the mooring ropes using

mooring winches and places floating power supply

buoys in the water. Next service vessel with the use of

its propulsion system, loosening and keeping the

mooring ropes under constant, safe tension through

the mooring winches located at the stern of this unit,

approaches the side of the serviced unit in the place

closest to the stern of this unit. The electromagnetic

grippers are attached to the hull of the serviced unit.

The service boat, while departing from the serviced

vessel, releases the mooring ropes on the bow and, by

using the integrated mooring winches and the control

panel, maintains constant tension on the winches.

Floating power supply buoys are placed in the water

and both units are brought into contact with their

sides by pneumatic spacer fenders. When all

electromagnetic grippers are connected to the hull of

the serviced unit the mooring winches start

maintaining constant tension on these lines. The

system is activated by the control panel, and the

service unit can move to its final position relative to

the serviced vessel at any moment and at any time

without the assistance of the serviced unit’s crew. The

unberthing is the reverse process of the mooring

process. Moreover, for safety reasons, in the event of

any failure or the need for immediate unberthing,

each of the electromagnetic grippers is equipped with

an emergency electromagnetic release, which is

activated by the control panel of the service

watercraft.

The subject of the invention is shown as an

example in the drawing Fig. 6 shows a Mobile

Electromagnetic Mooring System (variant with two

mooring points): a) top view in the side-to-side

system; b) vertical view from the bow and/or stern

and c) a view in the vertical plane from the ship's side.

Figure 6. Mobile Electromagnetic Mooring System a) top

view in the side-to-

side system; b) vertical view from the

bow and/or stern; c) a view in the vertical plane from the

ship's side.

Based on the defined problems above, and their

solutions in the form of the concept of a MEMS, an

analysis of the current state-of-the-art and scientific

databases was conducted. The aim of the study was to

examine the available scientific information related to

the MEMS system. This goal was achieved by

searching selected Polish and international scientific

databases, which include review publications,

informational articles, and reports from journals and

monographs published in both print and electronic

form. The different scientific databases, that

corresponded to the scientific discipline related to the

analyzed topic were filtered out. The chosen

databases were searched according to the established

criteria using keywords in various configurations. The

advantage of the adopted search method is narrowing

the scope of the search only to the sought-after terms

848

and obtaining results that strictly describe the issue. In

case of gaps in the search, related topics were sought.

During the study, both scientific publications and

national and international patent databases were

analyzed. From the analysis of the state of the art, it

can be concluded that the consideration of the MEMS

system is a niche issue, at the same time requiring

specialist knowledge and experience in the industry.

Currently, the MEMS project is at an advanced

stage of research. A series of simulations and

laboratory studies have been conducted on individual

components of the system. Starting from the

investigation of material strains and loads, through

the examination of the magnetic field of

electromagnets, to the studies of breaking forces.

Prototypes of various electromagnetic gripper

variants have been built, allowing for adaptation to

different ship hull shapes. In addition, a control

system for winches has been designed and tested.

Currently, the prototype of the system is being

mounted on the fast motorboat Merlin 6.15, on which

sea trials will be conducted. The invention has been

filed with both the Polish and European Patent Offices

(IP: EP4082888A1). Nevertheless once full intellectual

property rights are secured, detailed research findings

will be published. In the meantime, this article

presents an extensive introduction to the MEMS

technology, emphasizing its importance and capacity

to transform the maritime industry.

4 DISCUSSION

This study highlights the critical need for safer and

more efficient mooring systems in the maritime

industry, particularly in light of the increasing

number of accidents and injuries associated with

traditional rope mooring methods. In response to

these concerns, various alternative mooring systems

have been developed, such as the Shore Tension

System, Vacuum Mooring System, and Magnetic

Mooring System. Each of these systems demonstrates

unique advantages and limitations, emphasizing the

need for continued innovation in the field.

The Shore Tension System demonstrates its

effectiveness in reducing the likelihood of line breaks

and minimizing personal injuries, enhancing ship

stability, and improving the safety and speed of

loading and unloading operations. However, it

requires a considerable amount of space on the quay,

which may limit its applicability in some scenarios,

like usage on small service watercraft. Table 1

presents the advantages and disadvantages of the

MEMS system compared to traditional solutions.

Table 1. Feature, benefits, and advantages of MEMS compared to traditional solutions

___________________________________________________________________________________________________

Feature Benefit Advantage

___________________________________________________________________________________________________

Mitigation of swaying - the ability to maintain This feature will be achieved through the The service unit mooring to a larger vessel will

an unlimited position of a mooring vessel to a use of an integrated mooring system. not be restricted in any way by fixed elements

larger unit while allowing for safe repair/ Electromagnetic grippers attached to the connecting the two units. The system is

service work to be carried out until the hull of the serviced vessel along the flexible, and breaking forces are reduced. A

occurrence of the boundary conditions waterline will be connected through unit equipped with MEMS can freely operate

specified in international regulations, such as mooring lines to constant-tension mooring in sea conditions with a 4° Beaufort scale. A

the Marine Guidance Note MGN 280 "Small winches located on the service unit. solution used by another mooring system

vessels in commercial use for sport or pleasure, based on electromagnets has its limitations

workboats and pilot boats – alternative due to the use of arms on extensions, which

construction standards," i.e., maximum wind allow for operations up to a maximum wave

force no greater than 4° on the Beaufort scale height of 0.5 meters.

(5.5-7.9 m/s), corresponding to a sea state of 3/4

and wave height up to 1.5 meters. Reducing the

adverse impact of hydrometeorological

conditions on the degrees of freedom of the

vessel.

Mooring time - minimizing the time required This feature will be achieved by making The process of traditionally mooring a service

for the mooring and unmooring process, as the docking vessel's crew independent ship to a base ship takes several to tens of

well as the movement of the auxiliary unit from the base ship's operations. Financial minutes longer than mooring using an

along the side of the base ship. benefits are gained by the shipowners who automated mooring system. Reduction of the

pay for every hour of the crew, machinery processing time - comparison of standard

work, and laytime at anchorage. mooring and using the MEMS system.

Safety - In relation to the number of accidents The main benefits achieved through the use The use of the integrated Mobile

on the service ship and the serviced ship, it of the MEMS system will include: Electromagnetic Mooring System (MEMS) in

has been measured through a Job Hazard - elimination of the high angle of lines ship-to-ship (STS) mooring operations during

Analysis (JHA) assessment, also known as directed upward towards the high side the third stage (approach of the service vessel

occupational risk. of the serviced ship. to the serviced vessel), fourth stage (mooring),

- elimination of the involvement of the fifth stage (repositioning the service vessel

serviced ship's crew in the entire mooring, along the side of the serviced vessel to any

shifting, and unmooring process. chosen work point, changing mooring

- reduction of stress and loads on the lines location), and sixth stage (unmooring) results

and limitation of the vessel's inertial in a 50% reduction in the risk of accidents at

movement, which minimizes the risk of each stage compared to the traditional

accidents related to mooring line operations. mooring system.

- elimination of the risk associated with

accidents on the serviced vessel during the

mooring, shifting, and unmooring process.

Elimination of the serviced vessel's crew When using the mooring system, a crew is A reduction in the number of people involved

involvement in the mooring process. required only on the service vessel. There is in mooring by (2-4) individuals.

no need for paid man-hours and human

849

errors are eliminated.

The mobility of the system allows for remote The continuous operation of the engine Reduction of fuel consumption as a function of

control of the system. Remote control of the under load from the working propeller is the time needed to move the vessel and a

gripper attachment provides greater freedom eliminated: decrease in greenhouse gas emissions to the

for the operator in detaching and reattaching - reduction of mooring and unmooring atmosphere during the service vessel's

the grippers. The service vessel can move time, meaning the engine operates for a movement along the serviced vessel.

along the serviced vessel without the shorter duration.

involvement of both crews (2-4 people), with - the engine does not operate while the

only one system operator being sufficient. In service vessel moves along the serviced

case of an emergency unmooring, the vessel.

electromagnetic gripper detaches remotely by

pressing the emergency button - the operation

time is reduced to the time needed to wind the

mooring line onto the winch (30m/min). This

also results in a reduction of the negative

impact on the environment.

Avoided cost. The reduction in the time it takes to Shortening the time it takes to detect a hull

perform mooring operations and moving leak allows for quicker containment of the

the service vessel along the side of the leak. This results in lower costs associated with

serviced vessel can enable quicker compensation for the amount of pollution

detection of potential oil leaks or other introduced into the marine environment. More

damages. cargo can be retained in the vessel's tanks.

Faster detection and repair of the malfunction

enables the vessel to return to normal

operation more quickly (cost of chartering the

vessel per day).

Mooring time - minimizing the time This feature will be achieved by making the The process of traditional mooring of an

required for the mooring, unmooring, and docking vessel's crew independent from the intervention vessel to a serviced vessel takes

moving of the support vessel along the side base ship's operations. Financial benefits are several to several dozen minutes longer

of the serviced vessel. gained by the shipowners who pay for compared to mooring using the automated

every hour of the crew, machinery work, mooring system. The reduction in process time

and laytime at anchorage. can be observed by comparing the standard

mooring procedure with the utilization of the

MEMS system.

___________________________________________________________________________________________________

The Vacuum Mooring System, on the other hand,

offers a safe, quick, and efficient alternative to

traditional mooring methods that do not require a

crew on the shore or the vessel's deck. This system

also results in lower fuel consumption and allows for

the gentle application and release of pressure.

Nevertheless, its hydraulic arms' inability to move

laterally and vertically, as well as its specificity to

particular ship types, may limit its application in

certain situations.

The Magnetic Mooring System presents a

significant step towards automating shipping

operations, providing ease, safety, and efficiency

compared to traditional rope mooring systems.

However, the system faces limitations in certain

scenarios, such as mooring tanker vessels due to the

risk of electrical sparks or when the ship's hull is less

than eight millimeters thick. Moreover, the system

may be affected by electrical blackouts, necessitating

backup power sources, and contingency measures.

The primary drawbacks of the previously

mentioned systems include their large size, making

them unsuitable for smaller vessels under 24 meters in

length, and their inability to quickly move the moored

vessel horizontally along the mooring system. These

systems are designed for large port facilities and are

not suitable for use in service watercraft operations.

The Mobile Electromagnetic Mooring System

(MEMS) presented in this research article is a novel

approach to address the challenges faced by small

intervention, diving, service, and other vessels during

mooring operations necessary for underwater repair

work. By reducing the probability of accidents related

to mooring line operations and improving the

efficiency of mooring and unberthing processes. The

MEMS has the potential to significantly enhance the

safety and effectiveness of these operations. One of

the key benefits of the MEMS is its human-centric

design, aligning with the recent MEG4 guidelines,

which prioritize the safety of crew members during

mooring operations. By reducing the involvement of

personnel in the mooring process and ensuring a safer

mooring arrangement, the MEMS can contribute to a

more secure working environment for divers and

other crew members involved in underwater work.

The state-of-the-art analysis conducted by the

authors indicates that the MEMS system is a niche

subject, underscoring the importance of specialized

knowledge and experience in the industry. As the

MEMS project advances through its research and

development stages, including sea trials using a

prototype mounted on the fast motorboat Merlin 6.15,

the potential impact of this technology on the safety

and efficiency of mooring operations for small

intervention units and their serviced vessels becomes

more apparent.

While the MEMS shows great promise in addressing

many of the challenges associated with traditional

mooring systems, it is essential to continue exploring

alternative mooring technologies and strategies to

further enhance safety and efficiency in the maritime

industry. Future research should focus on addressing

the limitations of existing mooring systems and

exploring the applicability of innovative technologies

like the MEMS in various maritime scenarios. In

doing so, the industry can continue to evolve and

adapt to the ever-changing demands of global

850

shipping operations while prioritizing the safety of all

personnel involved.

5 CONCLUSION

This study highlights the evolution of modern

mooring systems and their impact on addressing

excessive ship motions during mooring operations.

The analysis focuses on three alternative mooring

methods: Shore Tension System, Vacuum Mooring

System, and Magnetic Mooring System, each offering

different benefits and drawbacks.

The current problems associated with traditional

mooring systems, such as the increased risk of

mooring breaking or sliding off, high angles of

mooring lines, and the prolonged time required for

emergency responses, necessitate the development of

safer and more efficient mooring systems. Automated

vacuum and magnetic mooring systems have

emerged as promising alternatives to traditional

mooring systems, offering benefits such as reduced

crew workload and improved safety.

In conclusion, this study underscores the

importance of continued development and

improvement of mooring systems to ensure the safety

of ships, terminals, and the environment. It is crucial

to address the current challenges and limitations of

traditional mooring systems through the development

of novel systems that prioritize safety, efficiency, and

human-centric design. Collaboration between

regulatory bodies, industry stakeholders, and

researchers will be essential in driving innovation and

creating mooring systems that meet the ever-evolving

needs of the shipping industry.

The Mobile Electromagnetic Mooring System

represents a significant advancement in the field of

mooring systems for small intervention, diving,

service, and other vessels. By addressing the main

problems encountered during mooring operations

and providing a safer and more efficient solution, the

MEMS has the potential to revolutionize the industry

and improve the overall safety and speed of

underwater hull inspection, cleaning or repair work,

and other related operations. Further research and

development, as well as real-world testing, will help

refine the system and ultimately contribute to its

successful implementation in the field.

ACKNOWLEDGMENTS

The study was supported by the statutory funding of the

Gdynia Maritime University through the internal grant:

WN/2023/PZ/12, WE/2023/PZ/08, research project called

MUDS Base No. SKN/SP/535575/2022 and research project

called docking system for offshore installations UMG-11

RWK/II 4.0/1/11/2022.

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