## 5 Consequences of Collision on a Moored Ship
According to the equipment number, each ship applies specific mooring equipment, which includes the working load of mooring ropes and their size. As the market offers different types of mooring ropes, made from different materials, the model below assumes two type of ropes. The first is a high tensile aramid rope with a diameter of 50 mm and a breaking load of 180 tons, the second is polypropylene rope with a diameter of 80 mm and a breaking load of 105 tons. The maximum allowable elongation of each rope presented in Table 5 is used to calculate the extension of the rope under load condition and to determine when the extension overcomes the maximum allowable ship movement. As observed in the table, the aramid ropes are more likely to break in excessive load condition. The polypropylene ropes work with more elasticity and could not keep the moored ship in position even in low speed collisions or contacts. Figure 12: Force on mooring ropes caused by the collision. \begin{table}
\begin{tabular}{c c c|c c c c} \hline \hline
**Rope Elongation d = 50 mm, Mooring Line (Aramid) [m].** & \multicolumn{3}{c}{**Rope Elongation d = 80 mm. Mooring Line (Polypropylene) [m]**} \\ \hline
**Max Load [ton]** & \multicolumn{3}{c}{**180**} & \multicolumn{3}{c}{**Max Load [ton]**} & \multicolumn{3}{c}{**105**} \\ \hline
**Elongation [\%]** & \multicolumn{3}{c}{**5\%**} & \multicolumn{3}{c}{**Elongation [\%]**} & \multicolumn{3}{c}{**18\%**} \\ \hline
**Angle/Speed** & 1 & 2 & 3 & **Angle/Speed** & 1 & 2 & 3 \\ \hline Head I\(\cdot\)/Spring I\(\cdot\) ST & \multicolumn{3}{c}{**Aramid line**} & Head I\(\cdot\)/Spring I\(\cdot\) ST & \multicolumn{3}{c}{**Polyester line**} \\ \hline Head I\(\cdot\) 10\({}^{\circ}\) & 60.00 & 60.00 & 60.00 & Head I\(\cdot\) 10\({}^{\circ}\) & 60.00 & 60.00 & 60.00 \\ Spring I\(\cdot\) ST & 90.18 & 90.70 & 91.58 & Spring I\(\cdot\) ST & 91.08 & Max movement & Max movement \\ \hline
20\({}^{\circ}\) & 60.01 & 60.05 & 60.11 & 20\({}^{\circ}\) & 60.08 & 60.30 & 60.67 \\  & 90.52 & 92.07 & Break & & 93.19 & Max movement & Break \\ \hline
30\({}^{\circ}\) & 60.04 & 60.17 & 60.38 & 30\({}^{\circ}\) & 60.26 & 61.04 & 62.33 \\  & 90.80 & 93.21 & Break & & Max & Break & Break \\ \hline
40\({}^{\circ}\) & 60.08 & 60.32 & 60.73 & 40\({}^{\circ}\) & 60.50 & 62.00 & Max movement \\  & 90.89 & 93.54 & Break & & Max & Break & Break \\  & & & & & & \\  & & & & & & \\ \hline
50\({}^{\circ}\) & 60.10 & 60.42 & 60.94 & 50\({}^{\circ}\) & 60.64 & 62.56 & Max movement \\  & 90.69 & 92.75 & Break & & Max & Break & Break \\  & & & & & & \\  & & & & & & \\ \hline
60\({}^{\circ}\) & 60.06 & 60.22 & 60.49 & 60\({}^{\circ}\) & 60.34 & 61.35 & 63.04 \\  & 90.21 & 92.83 & 91.87 & & 91.28 & Max movement & Max movement \\ \hline \hline \end{tabular}
\end{table} 
Table 5: Calculation of forces in mooring lines, extensions and tear points. The values in Table 5 represent the lengths of ropes under collision load conditions. When the calculated length of the rope exceeds the allowable elongation percent, it is indicated as \"Max movement\", and when the calculated load on a rope exceeds the breaking load, it is indicated as \"Break\". According to the calculated consequences in this analysis, the following risk control options (RCO) are considered as follows:  
1. Speed reduction while passing near the berth of a moored ship,
2. Restrictions or prohibiting bunkering or liquid cargo operation during the passage of a large passenger ship,
3. Speed limit or prohibition of passages near a moored chemical ship,
4. Special navigational markings,
5. Mandatory tugboat requirements.