TENSION TECHNOLOGY INTERNATIONAL

Consultants in Flexible Tension Members and Systems

BEGINNERS GUIDE
OPTIMOOR
MOORING ANALYSIS COMPUTER PROGRAM
1

INTRODUCTION

This Beginner's version of the OPTIMOOR User's Guide describes some of the features and functions.
It is intended to provide brief instructions for installing and initially running the program.. It covers the
basic mooring analysis features and briefly covers the vessel and berth information features. It does not
cover advanced and special features of the program, such as hawser data, wind and current coefficients,
and catenary anchor legs. A full 100+ page Users Guide accompanies licensed versions of OPTIMOOR.
1.2 Installing OPTIMOOR on Your Computer
The OPTIMOOR program is provided on a CD ROM disk. Place the installation disk in your CD drive.
Then run Setup.exe on that disk.. This can be done from the Start button on the lower left of the
Windows screen.
The program will install by default in a new directory C:\OPTIMOOR. You may change this
designation. After installation, you may want to copy the TTI OPTIMOOR startup icon to your desk top
screen.
Depending upon the version of OPTIMOOR being installed, a supplementary installation routine may start
the first time you run the program.. After that routine is complete, you can again start the program.
1.3 Demonstration and Full Versions of OPTIMOOR
Licensed versions of OPTIMOOR are protected by a parallel port protection (ppp) key which connects
to the computer. The program can be installed on several computers at the same time, but it will only
run on the computer with the ppp key attached to the parallel port.
The OPTIMOOR mooring analysis computer program is available in two versions: Standard which
analyzes fixed moorings at piers, and Plus which also analyzes moorings with catenary anchored buoys
and has other features.
The Demonstration version of OPTIMOOR can run without the ppp key. Three features are disabled in
the Demonstration version. You can not change the dimensions of the vessel (but you can change the
dimensions and arrangement of the mooring system. The wind velocity is fixed at 51 knots (but you can
change wind direction). And you can not create and save files. Otherwise you have access to all
features of the Plus version of OPTIMOOR.
The lease version of OPTIMOOR is restricted to run for only a limited amount of time, initially 10 hours.
Additional 10 hour increments of time can be ordered from TTI and then enabled by entering a coded
number, provided by TTI. After 70 hours, a full license is granted.

1.4 Starting the OPTIMOOR Program

To start the OPTIMOOR mooring analysis computer program, click on the TTI OPTIMOOR startup icon
on your desk-top (if installed) or in the directory in which the program was installed. An OPTIMOOR
title screen will briefly appear, giving the version number and date. You will then see the OPTIMOOR
General Case Data screen.
There are six main screens used to input and display data display in OPTIMOOR. These are accessible
through the Window drop-down menu. They are: Arrangement Plan, Berth Data, General Case Data,
Environment, Vessel Lines, and Mooring Forces. All of these screens can be displayed at the same time, and
they may be arranged as you choose.
CAUTION ! Only one screen is active at a time, and as data is entered into a screen, the dependent data
on another displayed screens may not be updated until that screen is made active.
The Help drop-down menus can be used to find information on most features of the program. The F1
key can be used to display context sensitive help on a particular feature or function.
2

CASE SCREEN

The case name is displayed on the top bar of the screen, next to the screen name, is the name of the Case
File which has been selected. Another Case File can be selected through the File drop-down menu.
Each Case File associates a Vessel Data File and a Berth Data File. The names of these associated data
files are displayed on the top line of the Case Screen. Another Vessel or Berth Data File can be
substituted through the File drop-down menu of the respective screen.
The Side to Berth positions the moored vessel either Port or Starboard (Stbd) to the berth. This can be
changed by clicking on the data space. The Target is a point on the berth to which the vessel position
is referenced. For tanker terminals, the ship manifold is usually aligned with the shore manifold.
The Initial Draft and Initial Trim and the corresponding Initial Time and Date are displayed in the center of
the screen. The Final Draft, Trim etc. are displayed next. These are used in time-step analyses. The
Calculation Time etc. are for analyses at an intermediate time. When time dependent vessel draft/trim and
tide data are given, this Calculation Time should be between the Initial and Final times. Then the
corresponding draft and trim, calculated by linear interpolation, are displayed here.
3

ENVIRONMENT SCREEN

Four types of data are displayed on this screen; tides, current, wind (and associated waves), and other
forces.
3.1 Tide Data
Appropriate tide tables to be used as a basis for calculating tide elevation and current at the site may be
entered on a separated Tide Screen, as explained in the full Users Guide. When tide data is used, the
basis and adjusted tide data for the berth site are then shown in the TIME-TIDE display.
The Analysis for Time is echoed from the Case Screen. Another time can be entered. The Water Level is
derived by sinusoidal interpolation between tide elevations at the previous and next tide stage times and
then used in mooring calculations. The corresponding vessel Draft and Trim and the resulting Clearance
under Keel are displayed.
3.2 Current Data
The lower left portion of the Environment Screen displays the current data.
A current Constant Velocity and Angle to Vessel may be entered here. The current Angle to Vessel
direction is relative to the bow of the vessel, using a clockwise convention. Thus current which is

coming from 10/ to port of the bow is entered as either -10/ or 350/.
If tide data is provided, the current used in OPTIMOOR calculations is comprised of this Constant
component, and a Tidal component, based on the tide data and a tide-current correlation (entered on the
Berth Screen). The Combined current velocity and angle, based on vector summation, are then displayed
to the right of this screen block. The Combined current velocity and angle are then used in mooring
calculations.
The Longitudinal Drag force, Transverse Drag force, and the force-application Centroid fwd from Midship due
to current are displayed below the current data. OPTIMOOR calculates these based on current coefficients
in a supplementary file, selected on the Vessel Screen, which includes OCIMF tanker data and data from
other sources.
3.3 Wind Data
Wind force data is displayed on the upper right side of the Environment Screen. (Wind velocity is fixed
at 51 knot in the demonstration version of OPTIMOOR.)
The Wind Direction may be entered either relative to north N or relative To Vessel bow. The program
converts whichever convention is entered to the other, based on the orientation of the berth and the
position (Port or Starboard) of the vessel at the berth.
The wind force and moment coefficient data are included in a supplementary file, selected on the Vessel
Screen. (The Wind.dat and Current.dat files may be augmented by the user.)
If a Significant Wave Height is entered, then the program calculates approximate static forces on the vessel
due to that wave. It then adds those forces to the wind forces when the wind direction is not from the
berth side of the vessel.
The Longitudinal Wind/Wave Force, Transverse Wind/Wave Force, and Centroid fwd from Midship, calculated
by the program, are displayed.
Alternative current, wind and wave force and moment data, calculated by the user, can be entered in
the Any Other Applied Force section of this screen. (If alternative data are entered, then current and wind
data should not be entered above.) This section can also be used to enter forces and moments due to
other phenomena, for example tugs, ice flow, or passing ship.
The TOTAL forces and moments, corresponding to the entered current, wind, (wave) and other data, are
displayed in the lower right of the Environment Screen. These data are then used to perform the
mooring line force calculations which are displayed on the Mooring Screen.
4

MOORING SCREEN

The Mooring Screen is the main data entry and display mode. While it is displayed, alternative mooring
arrangements can be explored, the mooring arrangement can be managed by pulling in or letting out
lines, and the resulting effects of wind, current, tide, and time can be monitored.
4.1 Defining the Mooring Arrangement
The mooring arrangement of the vessel at the berth is defined in the Mooring Screen. The numbers in
the Line row correspond to the mooring lines defined on the Vessel Screen. The letters in the
Bollard/Hook row correspond to the mooring points defined on the Berth Screen.
The pairing of a mooring line with a mooring point is done by entering a letter in the Bollard/Hook row
beneath the corresponding Line number. Each number designates a vessel mooring line and its associated
fairlead. Until sufficient numbers of lines and fenders to constitute a complete, stable mooring arrangement have been defined, the message INADEQUATE MOORING may be displayed.

A mooring line can be transferred from one bollard to another by entering another letter. A mooring line
can be disconnected without assigning it to another bollard by hitting the Space bar.
Resulting mooring line tension is displayed in the Tension row. The unit system used for all input and
output data can be changed between SI (metric) and US (ft-lb) units by the Toggle Units function on the
Options drop-down menu. In the SI system, (t) is display and tension is shown in metric tons. In the
US system, (kips) is displayed and tension is shown in kips = 1000 lb.
Mooring line pretensions should usually be applied at the beginning of a mooring analysis. A PreTension Aim for each mooring line can be set on the Vessel Screen. The program will then adjust each
line to achieve approximately that pretension in the absence of any external forces (wind, current, etc.).
When no external forces are applied, the mooring line pull-in required to achieve the displayed line
tension is shown in the Pull-In row.
4.2 Adjusting Mooring Line Tension
Pull-In represents the amount of line which is taken up on (or released from) a winch. Thus it realistically
simulates the actual action of winch tending. Line tension can be changed by adjusting pull-in. To adjust
the pull-in of an individual line, place the cursor on the corresponding cell and enter the desired amount
of pull-in.
A line can be pulled in by pressing the ] key (square bracket). The pull-in rate can be accelerated by
holding down Shift while pressing the ] key. In the same manner, line can be paid out by pressing [ or
Shift [. (This procedure can be used to increment or decrement most input values in OPTIMOOR.)
The length of each line between the vessel winch or bitts and the shore mooring point is displayed in the
Line Length row. The Inclination Down row indicates the inclination of that line from the horizontal. After
a wind or time sweep, this row displays other information, as discussed below.
4.3 Mooring Line Force Results
The Tension and (percent) % of Strength in each mooring line in each mooring line are shown in the
center of the screen. The % of Strength is based on the line break strength which is input on the Vessel
Screen. This is based on the lesser of the strength of the mooring line or the tail (if present).
Warnings and alarms are indicated by the color of that % of Strength display. Between 40% and 50%
of break strength the background color is blue. Between 50% and 55% the color is bright blue. Beyond
55% of break strength the % of Strength display background turns red.
If a line goes slack during line tending, the message slack is displayed in the % of Strength line. During
line tending, that line can be pulled in to zero load by placing the cursor on the Pull-in row for that line
and pressing Ctrl-Z. After a Wind or Time Sweep, the symbol $ appears next to a calculated line
Tension value if that line went slack at any time during that analysis.
The Winch Slippage row shows the length of line which is released from the winch due to application of
force conditions. This only occurs if a Winch Brake Limit has been set for the particular winch on the
Vessel Screen.
4.4 The Applied Environment
The Current and Wind data shown in the upper left of the Mooring Screen normally echo the data entered
on the Environment Screen. These environmental data can be altered on this Mooring Screen. (Wind
velocity is fixed at 51 knots in the Demonstration version of OPTIMOOR.) As the wind or current data
is altered, the resulting mooring line forces and vessel movements are immediately calculated and
displayed on this screen.

A sweep through all directions at the present wind velocity can be made by pressing Ctrl-W or by
selecting All Wind Directions on the Sweep drop-down menu. After the wind sweep is complete, the
message All is shown in the wind direction field. The highest load in each line, both as tension and as
percent of breaking strength, are shown after performing a wind sweep. The $ symbol is displayed next
to the maximum tension data for any line which went slack during the wind sweep.
The displayed Worst Direction (which replaces Inclination Down) is that wind direction which created that
highest load in each line. If winch break settings are entered on the Vessel Data Screen, the maximum
amount of winch slippage which occurred in each line during the Wind Sweep is also displayed.
After a wind sweep, the Vessel Shifts display at the top of the Mooring Screen indicates the extreme
vessel position reached during the wind sweep. This extreme position is also reflected in the
Arrangement Screen.
The Current data is normally an echo of the current data displayed on the Environment Screen. In that
"echo" situation, the current is the sum of the Tidal and Constant currents. The Tidal component, if
entered, will vary with time.
The Current velocity and direction can be changed on the Mooring Screen. If there is a tidal current, then
these values revert to the current velocity and direction calculated on the Environment Screen when the
Analysis for Time is changed or when the Ctrl!I command is issued. If tidal current is not defined, the
new current values will replace the original values on the Environment Screen.
If the Wind velocity or direction are changed on the Mooring Screen, these changes then replace the
original values on the Environment Screen.
4.5 Time
The Analysis for Time is shown in the upper right of the Mooring Screen. If a number appears after this
time, it indicates the number of days after the initial time, as defined on the Case Screen.
The vessel draft and trim, the tide data, and the tidal current data, if entered on the respective Case,
Environment, and Berth Screens, will all vary with time. These affect the elevations of the vessel
fairleads relative to the mooring points. Thus the mooring loads will change with time.
Water Level indicates the tide elevation at the analysis time. Also indicated is whether the water level is
rising or falling. This can be an aid in determining the urgency of tending lines.
A new Analysis For Time can be entered on this Mooring Screen. Time can be fast forwarded by pressing
Ctrl-T or by selecting All Times from the Sweep drop-down menu. The calculation starts with the initial
time and increments by 10 minute intervals to the final time as defined in the Case Screen. Overloaded
and slack lines are indicated as described above for wind.
After a Time Sweep, the mooring data display changes in much the same manner as after a Wind Sweep.
The Worst Time is displayed instead of Worst Direction.
If a final draft and trim different from the initial condition were defined (Case Screen) and/or tide data
were entered, then the conditions at the Initial time can be restored with the command Ctrl-I. All
mooring lines will thus be restored to approximately the specified pretension (if defined) without applied
forces, and then to the tensions resulting from the applied forces, and the vessel will assume the resulting
position.
When the command Ctrl-F is given, the vessel draft and trim and the state of tide are immediately
brought to the Final time. The mooring line forces corresponding this final time are thus displayed.

4.6 Vessel Position

The vessel position will change when mooring line tensions are altered, the time is changed, or
environmental or other forces are applied. If the vessel moves from the initial position, the mooring line
tensions can automatically be adjusted to bring the vessel approximately back to that initial position with
the command Ctrl-J.
The Vessel Shifts values represent Surge, Sway and Yaw in order. These measurements are at the
midship position of the vessel. The Deck Level is at midship and is the elevation above the berth
elevation, as defined on the Berth Screen. The background colors will change to red if these values
exceed the respective limits as defined on the Berth Screen.
The Draft, Trim, and Clearance under Keel corresponding to the Analysis for Time are displayed to the right
of the screen.
4.7 Fender Information
The double letter designations of fenders are shown in the Fender row. The Thrust of the vessel against
the fender is given below each designated fender. If the vessel is away from a fender, the word free
appears.
4.8 Mooring Bollard/Hook Force Results
The bottom portion of the Mooring Screen displays the forces exerted on the mooring points. The
capital letter designations are shown in the Bollard/Hook row.
The second and third rows show the horizontal forces in the X-Force and the Y-Force directions applied
by all of the mooring lines attached to that particular mooring point. The X-Force direction is parallel
to the pier face, and is positive to the right when looking from the vessel toward the pier. The Y-Force
direction is perpendicular to the pier face and is positive toward the tanker. These are horizontal loads,
and do not include vertical components. Other X- Load and Other Y-Load forces, for example imposed by
mooring lines from another adjacent vessel at an adjacent berth, can also be entered.
Where several lines from the same vessel are placed on the same mooring point, the total force is
automatically calculated. If several mooring points are mounted on the same dolphin, the respective
forces need to be summed to determine the total force that dolphin. Thus it may be preferred to
designate the several bollards or hooks on a single dolphin as a single mooring point.
The Total Horizontal Load is the vectorial sum of all the X and Y forces and loads applied to the mooring
point. The Direction in Plan is the direction of that Total Horizontal Force with respect to the face of the
berth (side of the vessel). The total Uplift force is also displayed.
5

ARRANGEMENT SCREEN

The Arrangement Screen shows a plan view of the vessel mooring arrangement which can be used to
check the positions of vessel fairleads and shore bollards and the arrangement of mooring lines.
5.1 Vessel And Pier Position
The face of the berth is shown as a thick light-gray horizontal bar near the center of the screen,
representing a pier. The direction North relative to the berth is shown in the upper left corner.
The vessel outline is shown as a solid red line. The vessel midship is indicated by a transverse red line.
The solid red vessel outline moves to indicate vessel motions, while a dashed red outline remains in the
vessels initial position.
The fairleads for active vessel mooring lines are designated by numbers. The shape of the vessel is not

necessarily accurate, and thus some fairleads may appear within or beyond the vessel outline. But the
fairlead positions are accurately depicted to scale.
Mooring points are indicated by blue dots, whether or not lines are attached to them. These mooring
point dots may not necessarily lie on the gray pier outline. The mooring point designations are indicated
by blue UPPER CASE letters. If several mooring points are coincident, then only the last letter is
displayed. Active fenders are shown as green ellipses on the pier face and are designated by lower case
double letters. If several fenders are coincident, then only the last letter pair is displayed.
A heavy black line on the pier represents the defined position of the shore manifold. A heavy black line
on the vessel represents the defined position of the vessel manifold. These lines may be co-axial and
appear as one line.
5.2 Mooring Arrangement
On the Arrangement Screen, the vessel may be moved along the pier face, to offset the vessel midship
from the pier centerline, by using Ctrl together with the Right Arrow or Left Arrow.
A mooring line can be moved by pointing the cursor to the respective fairlead, to display a message such
as Drag Line 14 to a Bollard, holding down the Shift key, and then dragging the line to the desired
mooring point. If the Shift key is depressed without relocating the line, that line is disconnected and
will disappear from the display (but the fairlead will remain). The line can be reconnected by again
pointing to it and dragging with the Shift key depressed.
The X and Y coordinates of a mooring point can be displayed by pointing the cursor to it and depressing
the right mouse button. That mooring point can then be relocated by holding down the button and
dragging the point. The X and Y coordinates of vessel fairleads can be displayed and repositioned in
the same manner.
The horizontal length and direction of each mooring line from the fairlead to the mooring point are
shown to scale. The on-deck portion of a mooring line, extending to winch or bitts, is shown to length
scale, but the direction of an on-deck line is not represented.
Wire mooring lines are displayed in black. Synthetic lines and tails are displayed in orange, and chains
are shown in olive.
The directions and values of wind and current are shown in the bottom portion of this screen. Also
shown are the numeric values of the applied current, wind and waves. The resolution vector of these
and any other applied forces is shown on the vessel. The position of this resolution vector shows the
center of action of the resultant of the environment and other forces acting on the vessel. The length of
this resolution vector reflects the magnitude of that force.
The size of the image on the Mooring Arrangement Screen can changed through the Display drop-down
menu.
6

VESSEL DATA SCREEN

The name of the present vessel file is displayed in the Vessel Screen top bar. The full vessel name can
be entered at the upper left of the screen. Other available Vessel Data files can be loaded from the File
drop-down menu.
The data in the upper part of the screen defines the vessel size and characteristics. Lpp is Length
between Perpendiculars. Depth is the distance from the main deck to the keel (draft plus freeboard.)
This Depth in the Vessel Screen should not be confused with the water depth at the berth. (Note that
these vessel dimensions cannot be changed in the Demonstration Version of OPTIMOOR.)

6.1 Fairlead Position Data

The Mooring Line No. (number) is the designation which will be used for the particular line. The
longitudinal position of its fairlead is usually input as distance Midship to Fairlead, that is distance fore or
aft of the vessel transverse centerline. Positive values are toward the bow. The datum for this
longitudinal position can be changed on the Options drop-down menu.
The lateral fairlead position is input as Centerline to Fairlead. Positive values are toward the pier. This
sense is preserved even if the vessel is turned around at the pier, by exercising the Port/Starboard option
on the Case Screen.
OPTIMOOR accounts for the elevation difference between a fairlead and the mooring point to which a line
is run, accounting for main deck elevation at midship based on present draft and trim. If a fairlead is
above or below the main deck, that elevation difference should be input as fairlead (height) Ht above Main
Deck.
The distance between the fairlead and the bitt or winch should be entered on the Dist to Bitt/Winch row.
This distance is then accounted for in determining mooring line load-extension characteristics.
6.2 Mooring Line Data
Strength and stiffness characteristics for steel wires, chains, and a variety of synthetic fiber mooring lines
are included within OPTIMOOR. These are described in the Help feature and in the full OPTIMOOR Users
Guide. The options are viewed and selected by clicking on a cell in the Type of Line row. For fiber lines,
UPPER CASE indicates stiffness characteristics for New Lines and lower case for used or broken-in
lines.
If SI units are selected, the line size is entered as Line Diameter (mm). If US units are slected, the line size
is entered as Line Circumference (in).
When line data is entered in this manner, then OPTIMOOR provides an estimated break strength for the
selected line and displays it in the Strength of Line row. Alternatively, the user can define the line breaking
strength in that row.
Data for a synthetic fiber tail on the end of a mooring line can be entered in the same manner.
A Winch Brake Limit can be specified in the last row. This represents the line tension at which the winch
will render or slip. If a Winch Brake Limit is given here, then the extent of winch slippage will be
displayed on the Mooring Screen.
6.3 Wind and Current Coefficients
Wind and current coefficients must be selected and windage area must be either entered or selected
whenever a new vessel is defined.
The cell below Basis for Current Drag presents a drop-down menu of available current data files.
Likewise, the cell below Basis for Wind Drag presents a drop-down menu of available wind data files. The
user may augment these files by adding other wind and current data.
OPTIMOOR automatically calculates the longitudinal and transverse areas of the exposed hull, based on
the vessel Lpp (length), Depth and Draft data. These areas are recalculated as draft changes. (Similar
adjustments are made for trip in wind moment calculations.) OPTIMOOR then adds defined above deck
Fwd/Aft Wind Area (longitudinal) and Side Wind Area (transverse) when making wind force calculations.
The program can calculate default above deck areas which approximate those for typical bridge-aft
tankers. These may also be suitable for some other vessels, such as bulk carriers and container ships.
But the user should input more accurate above-deck areas on this screen if available.

The Fwd and Aft Fender Limit/Lpp values define the distances of flat-side hull for and aft of midship as
ratios to the Lpp. These should be adjusted to represent the flat side of the actual hull. These are then
used to determine which fenders are in contact with the moored vessel in its present position at the pier.
7

BERTH DATA SCREEN

The name of the berth data file is displayed in the top bar. The full name of the berth is given in the
upper left of the screen. A list of all berth data files is displayed from the File drop-down menu.
7.1 Berth Alignment and Limits
The compass direction perpendicular to the ship side against the berth is defined in the Top of Screen Site
Plane Faces row. Berth Height above Datum may represent the elevation of all (or most) mooring points.
The datum is usually that which is used for tide measurements..
The Dredged Depth below Datum will have an effect on current forces. This must be greater than the
vessel draft, or the vessel will not move. If the dredged depth is greater than about three times the vessel
draft, then any larger number may be entered.
The Permissible Surge Excursion Fwd/Aft and the Permissible Sway Excursion Port/Stbd values define alarm
limits on the relative motion between the vessel and the berth. These can be of concern for example at
an oil terminal where over extending a loading arm or cargo hose can cause damage.
If these excursion limits are entered on the Berth Screen, then exceeding the limits will be indicated by
a change in the background color of the vessel motion values displayed on the Mooring Screen.
7.2 Mooring Point Positions
Each mooring point is designated by an UPPER CASE Letter in the Bollard/Hook row. A designated
mooring point may represent a single mooring fitting, or it may represent several bollards, hooks or other
devices at essentially the same location.
The program allows placing several lines on the same mooring point. If several mooring fittings occupy
the same general position, for example on the same dolphin, it may be preferable to designate all of them
as one mooring point. Then the graphic displays will show only one letter instead of overstrikes.
A mooring point is not used in the mooring arrangement unless a line is placed on with it. Thus many
different points can be initially defined and then used only as needed.
The berth origin is a line perpendicular to the pier face. It may be defined as the shore manifold, the
center of the pier face, or any other convenient reference point. The X-Distance to Origin is the distance
parallel to the berth face from the berth origin to the particular mooring point position. The convention
is positive to the right of the berth origin, as displayed on the Arrangement Screen. Thus points to the
left of the origin are entered as negative numbers.
The Distance from Fenders is measured from a line through the fender faces. Mooring point positions
shoreward from the fender line face are positive.
The Height above Berth is relative to the berth elevation. That berth elevation is entered as Berth Height
(Fixed) above Datum. Enter negative elevations for points below the defined berth elevation.
The data on chains is used in defining buoy and catenary anchor leg mooring systems. These are not
discussed in this Beginners guide.
7.3 Fender Data
A Fender is designated by double lower case letters. Each fender X-Distance to Origin is defined in the

same manner as the Bollard Distance to Origin distance, discussed above. All fenders are assumed to
lie in a straight line along the berth face.
The Compliance is the elastic coefficient for the fender, preferably including that of its supporting
structure. Compliance is the inverse of the spring constant.
Generally, the fender compliance need not be precisely defined. However, for asymmetric mooring
arrangements with steel wire lines or with mixed line types, the fender compliance may have an influence
on mooring load distribution among the mooring lines. It will also have an influence on vessel transverse
motions.
7.3 Tide Elevation and Tidal Current Data
At some berth locations, published tide data for a nearby tide reference station must be adjusted to apply
to the berth site. These Tide Adjustments can be automatically performed by OPTIMOOR. The appropriate
adjustment data are entered in the upper right corner of the Berth Screen.
At typical berths in restricted channels and water ways, the current is a function of the state of tide.
These Tidal Current relationships may be entered in the Berth Screen. The current is then automatically
calculated based on the state of tide.
The Tide Screen may be accessed from the Window drop-down menu. The Tide and Current Adjustment
features and the Tide Screen are discussed further in the Full Users Guide.
8

SAVING FILES AND EXITING

When you exit from a Vessel Screen or a Berth Screen you are asked if you want to save the respective
data. When you exit from the entire OPTIMOOR program, you are asked if you want to save the Case
File.
Hit save to overwite the present File Name, type in a new file name, or select another file name from the
display. If you do not want to save a file, choose Cancel. (Files cannot be saved in the Demonstration
version of OPTIMOOR.
9

FURTHER INFORMATION ON OPTIMOOR

Further information on the OPTIMOOR Mooring Analysis Computer Program and arrangnments for
purchasing a license for the program can be obtained from :

Tension Technology International, Ltd.

36 Huggetts Lane, Willingdon
Eastbourne, Sussex BN22 0LU, UK
phone 44-1323-734572
email: Banfield@TensionTech.com
Tension Technology International

Tension Technology International, Inc.

4 Tower Lane
Morristown, NJ, 07960, USA
phone: 973-267-0871
email:Flory@TensionTech,com
BEGINERS.GID: October 28, 2000