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7/28/2019 Mooring of Ships - Forces[2]
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Mooring of ship -TVS 1ste kan 1
Mooring of ships - forces
Kapt. K. De Baere
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Purpose of mooringconfiguration
To bring the ship alongside
To keep the ship alongside
To assist the ship when un-mooring
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Design criteria of mooringconfigurations
Based on the forces acting upon the ship Wind
Current Waves
Swell
Other ships passing by (suction effect)
Location of the berth Protected or sea berth Types of ship size, displacement, draught
etc.
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Protected berths
Design criteria limiting values
Cross wind up till 15m/sec (6-7Beaufort)
Tidal current of 3 knots in longitudinaldirection
Cross current of 1 knot
Cargo- and container ship are normally
moored along well protected berths =>Mooring winches are designed to pull theship alongside with 1 headline and 1 sternline against a cross wind of 5 Beaufort
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Sea berths designed for >wind
Design criteria limiting values Cross winds up till 20m/sec or 8
Beaufort and gust of winds up till
10 Beaufort Tidal current of 3 knots in
longitudinal direction Cross current of 1 knot
Waves and swell Waves and swell with a short period
have a limited influence
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Fetch
The size of a wave depends on itsfetch. The fetch is the distance awave travels (see next slide). The
greater the fetch, the larger thewave.
If the wind is blowing for a longerperiod of time in the same direction
=> long fetch with a high waveheight and a longer period =>important dynamic effect on the ship
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Fetch DefinitionGrowth rate of wind generated waves
The distance that wind and seas(waves) can travel toward land
without being blocked. In areaswithout obstructions the windand seas can build to greatstrength, but in areas such as
sheltered coves and harboursthe wind and seas will becalmer.
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Mooring of VLCCs
Often moored outside the harbours alongsea berths
Forces are so great that no winch iscapable of bringing the ship alongside
Tugs are always used when mooring andleaving berth
The only criteria is the holding force ofthe winches
The ship must be maintained in positionrelated to the shore manifold (chiksans)
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Relation maximum pullingpower Displacement ()
Figures are used to design shorefacilities (bollards, bits .. Etc.)
25% safety margin to be added
8000 ton 100 kN 10.000 ton 300 kN
20.000 ton 600 kN 50.000 ton 600 kN
100.000 ton 1000 kN 200.000 ton 1500 kN
1 kN = 1 ton pulling power (not scientific)
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Mooring winch withundivided drum
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Mooring winches Divideddrum-polyprop octopus
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Chicksan
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Chicksan
One of the biggestproblems with thefixed
loading/dischargingsystems is therestricted liberty ofmovement of the
ship If one of the limits is
breached => ESD-system activated
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Assessing the forces
1. Forces due to wind and current are proportionalto the square of their speeds. f.i. the force causedby a wind of 40 knots is 4 times the influence of
a wind of 20 knots2. The wind speed increases with the height above
the ground. A wind of 10 knots at 2 metersincreases till 60 knots at 40 meters =>importance of the freeboard (height of thestructure). To obtain comparable figures allwinds are recalculated to a standard height of 10meters
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Maximum wind limits (400.000 dwt ship)in function of the breaking power of thewinches
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Wind limits
The previous pictures learns usthat;
1. The wind limit is determined by theholding power (breaking power) ofthe winches
2. The wind limit is determined by thematerial of the mooring lines
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Assessing the forces
3. Influence of a cross current is inverseproportional with the keel clearance. In case ofa small keel clearance the current is obstructed
by the ships hull and searches way out via thestem and the stern. A Suction effect is createdtrying the move the ship away from the berth.
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Theoretical example of the influence
of the keel clearance
A ULCC with a draft of 15 meters ismoored alongside a berth with 16.5meters of water => relation waterdepth/draft = 1.1
Relative resistance factor in case of crosscurrent = 5.6
In case of unlimited water depth a crosscurrent of 1 knot produces a force of 60tons
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Theoretical example of the influence
of the keel clearance
In case of a limitedwater depth(example) thisforce is increasedtill 5.6 x 60 ton =336 ton
This equals 9 steelmooring ropes of40mm diameter
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Theoretical example of the influence
of the keel clearance
The relative proportion of thedifferent elements has to be
considered Ballasting decreases the keel
clearance but also reduces the
lateral wind surface. The wind effectis of greater importance than thethe clearance effect (see next slide).
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Example of cross andlongitudinal forces
18.000 & 70.000 SDWT: Wind 60 knots (30m/s),
current 5 knots longitudinal and 1 knot crosscurrent
200.000 SDWT: Wind 60 knots, current 3 knotslongitudinal and 1 knot cross current
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Conclusions
In ballast condition the most importantforces are wind generated
In loaded condition the most importantforces are current generated
The total force on the ship (alongships +athwartships) is greater in ballast
condition than in loaded condition =>influence of the wind is of greaterimportance
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Different materials
3 different configurations
All steel wire ropes (equipped or not
equipped with tails) All ropes are synthetic
Mixed systems (synthetic + steel wirerope)
New materials
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Steel wire rope + tail(ralonge de la touline)
Purpose of the tail is to add elasticity toaccount for change in tidal heights
Always use 8 strands nylon with an MBL
25% > steel wire rope To protect against chafing cover splice of
the tail with leather or plastic The tail is connected to the steel wire
rope by means of a Tonsberg shackle or aMandal shackle In case of frequent use tails are changed
every 18 months
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Steel wire rope + tail
Steel wire rope have a high MBL and arenot elastic.
Steel wire rope are stored on winchdrums with a manual brake
Steel wire rope are relatively easy tohandle up to 40mm ????
Steel wire ropes last longer than syntheticropes
Price steel wire = synthetic
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Tonsberg shackles
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Mandal Shackle
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Full synthetic mooringconfiguration
Biggest problem is elasticity
This elasticity can give an important
sway (balancer) to the ship (breakingout)
3 mooring ropes different materials same length (50 m), MBL and load Steel wire 0.3m elongation Polyprop 5m elongation
Nylon 8 m elongation
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Breaking out
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Effect of the hawser elasticity on therestraint capacity
1. Materials with thesmallest elasticitytake the biggestload
2. Short rope = bigload
3. Relation - isnot linear
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Full synthetic mooringconfiguration
Synthetic fibres loosetensile strength (force
de traction) ifsubmitted to cyclictensions attaining 30 to50% of their MBL.
Those cyclic tensions
are not constant, due toresonance hightensions occure duringshort periods of time
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Full synthetic mooringconfiguration
Because of; Cyclic tensions
Internal friction
Exposure to the marine environment
Tensile strength of synthetic ropes willdiminish after 1 year
Tensile strength of steel wire rope willdiminish after 5 years => more durable
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Full synthetic mooringconfiguration
Another side effectis sagging(affaissement)
The sag isfunction of; m-n Weight of the
mooring line Tension in the line
Water depth (suctioneffect)
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Full synthetic mooringconfiguration
Consequence of the sagging is that asynthetic rope can never be pulled as stiffas a wire rope.
A wire rope will react faster on abreaking out of the ship.
A synthetic rope will compensate the thesag before reacting
Max. allowed distance between berth andship is normally limited to 6% of thewater depth
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Mixed mooring systems
Mix of wire ropes and syntheticropes
Certainly NOT the best configurationbut the most common one.
If possible use steel wire rope as
springs and breasts and usesynthetic ropes as head- andstern line
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New materials
Composite materials
Expensive but excellent mooring
system Kevlar Aramid ropes are very
strong, light and show little sagging.
They react fast in case of breakingout of the ship.
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Efficient mooring
The efficiency of a mooring ropedepends on the following factors Material (steel wire or synthetic
elongation & MBL)
Length
Angles with longitudinal and transversalaxis in the horizontal plane
Angles with the horizontal in the verticalplane
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Function of the differentropes
Head- and stern lines & the springs arestabilising the ship alongside
Breast line will prevent the ship to breakfree from the berth
Breast lines must be as perpendicular aspossible to the ships longitudinal axis
Springs must be as parallel as possible tothe berth
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Recommendations
The function of springs and breast lines isclear. Springs are preventing longitudinalmovement while breast are opposingtransversal movements.
The function of head and the stern linesdepends on their angle with the
longitudinal axis. Great angle => theyserve mainly as breast line while smallangle => stopping longitudinal movement
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Recommendations
The ideal configuration will rarely beachieved.
To obtain a perfect mooring configurationtheir must be a perfect harmony betweenthe ships equipment and disposition onboard and the configuration ashore
Berthing ships is always a matter ofcompromises
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Recommendations
Following recommendations havebeen published by the OCIMF = Oil
Company International MaritimeForum
The recommendations are valid for a
tanker moored alongside a T-berth
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Recommendations based onOCIMF Effective mooring
1. The horizontal angles of head-,stern- and breast lines < 15
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Recommendations based onOCIMF Effective mooring
2. The vertical angle with the horizontalplane must be < 25 The effective force is proportional to the
cosine of the angle If the angle is 25 the line is effective for
91%
If the angle is 45 the efficiency is reduced
to 71% => Springs & breasts must be long
enough and not to steep
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Springs & Breasts
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Recommendations based onOCIMF Effective mooring
3. Breast lines are most effective is on the longitudinal axis.
If is 45 we have to increase the force in thebreast line till 141 ton to obtain an effectivetransversal force of 100 ton
d b d
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Recommendations based onOCIMF Effective mooring
4. Springs offer the greatest holdingpower in the longitudinal direction.
Their length is 60 meters
d i b d
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Recommendations based onOCIMF Effective mooring
5. The impact of the head and the sternlines on the total holding power of themooring configuration is less importantthan the influence of springs andbreasts. This mainly because these linesare too long.
Never the less they are important tocompensate the dynamical forces.
Length 110m = coil
R d i b d
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Recommendations based onOCIMF Effective mooring
6. Very short lines must be avoided.They always take the most
important part of the load,especially when the ship is moving
Short length = important verticalangle
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Short breast lines
Long breast line: 52ton load is sufficient toobtain an effective holding power of 50 ton
Short breast line: Load has to be increased till88 ton to obtain same result
R d ti b d
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Recommendations based onOCIMF Effective mooring
7. All the mooring ropes in the same group(working in the same direction)musthave a same tension. If not, theweakest line will break first. Total loadwill have to be received by theremaining lines => increased risk of
breaking (chain reaction) Groups are f.i. aft spring + head lines, Stern
lines + forward spring, breast lines
R d ti b d
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Recommendations based onOCIMF Effective mooring
8. Their must be an equilibriumbetween the 4 groups (head- and
stern lines, springs and breasts.
Example: Optimal mooring
configuration is determined afterstudying the static and dynamicalforces for a specific berth.
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Mooring example
Maximum breaking out from the berth =1 meter
Direction of the wind: 110 -> 290
Frequency 58% 25.2% 3 4 Beaufort
0.65% > 8 Beaufort
Proposed configuration all nylon 80mm(MBL 110 ton): 4 breast lines (aft) + 1 stern line
3 headlines + 3 breast lines (fore)
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The fore ship will resist a wind pressure of32 knots while the stern will resist a windpressure of 33 knots => The berth will beoperational till 7 Beaufort => notoperational 5.8% per year
The configuration of the berth is not idealsince the horizontal angles > 15
R d ti b d
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Recommendations based onOCIMF Effective mooring
9. The number of lines is function ofthe size of the ship and theprevailing weather conditions
A Panamax (75.000 dwt) - 12 lines (2headlines 4 breasts 4 springs 2stern lines: 2 2 2 fore and aft)
B VLCC (150.000 dwt) 16 lines (4headlines 4 breasts 4 springs 4stern lines: 4 2 2 fore and aft)
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A Panamax & B - VLCC
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Mooring configurations bulkcarriers
Cape Size: 4 2 2 (fore and aft)
Panamamax: 4 1 1 (fore and aft)
Handy Size: 4 1 (fore and aft) Mini Bulker: 3 1 (fore and aft)
Mini Bulker moored so it can shift
forward and backwards duringloading/discharging
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Mooringconfigurations
bulk carriers
Re ommend tion b ed on
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Recommendations based onOCIMF Effective mooring
10. Mooring lines must be passed ashoreusing the deck fittings (fairleads)because of friction and the curvature
relation.
Curvature relation = curvature deckfitting/ mooring line
In case of a mooring wire relation has tobe > 20 to reduce loss in tensilestrength
f
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Mooring configuration concentrated on the fore ship
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Deck fittings(accessoiresde pont)
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OCIMFequipment:Panama
hawse- holePedestalFairleads
(Chaumard)
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Info
Suez & Panama Canal
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Suez Canal
Total length is 190.25 km
Water surface width is 280.345 m
Width between the buoys is 195.215 m
Canal depth is 22.5 m
Maximum ship draught allowed is 62ft
Speed allowed for loaded carriers is 13
km/h Speed allowed for unloaded carriers is 14
km/h.
Average transit time is 14 hours
S C l
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Suez Canal
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Panama Canal
The Panama Canal is approximately 80
kilometers.
The Canal uses a system of locks
The locks function as water lifts: they raise
ships from sea level (the Pacific or the Atlantic)
to the level of Gatun Lake (26 meters above
sea level)
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Panama Canal
Each set of locks bears the name of thetownsite where it was built: Gatun (on the
Atlantic side), and Pedro Miguel and Miraflores
(on the Pacific side). The maximum dimensions of ships that can
transit the Canal are: 32.3 meters in beam; draft12 meters in Tropical Fresh Water; and 294.1
meters long The narrowest portion of the Canal is Culebra
Cut
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Panama Canal
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Gatun Lock
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Gaillard
Cut
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Pedro Miguel Locks
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Mira Flores Locks
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4-roller fear
lead TowingBracket
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Smit Towing Bracket
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Chocks and buttons
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Bits and Bollards
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Panama chocks
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Roller Chocks
R ll F i l d
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Roller Fairleads
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Towing pads (point dattache pour lecble de remorque)
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Emergency Towing Systems
SOLAS Requirement
Regulation Chapter II-1, A-1, 3-4
Since 1996, January 1, all tankers exceeding,20,000 DWT are to have an emergency towing
arrangement fitted at the aft and forward. This
IMO resolution MSC35(63) which covers the
installation of emergency towing arrangementson tankers was decreed after the unfortunate
disaster of the MV Braer in 1993.
Emergency Towing Systems
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Emergency Towing Systems- Aft beneath deck
Emergency Towing Systems
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Emergency Towing SystemsTypical Arrangements Fwd
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Demo
Mooring alongside a classic
http://c/Documents%20and%20Settings/Kris%20De%20Baere/Local%20Settings/Temporary%20Internet%20Files/Content.IE5/XUZN2K44/OPTIMOOR.exehttp://c/Documents%20and%20Settings/Kris%20De%20Baere/Local%20Settings/Temporary%20Internet%20Files/Content.IE5/XUZN2K44/optimoor/OPTIMOOR.exe7/28/2019 Mooring of Ships - Forces[2]
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Mooring alongside a classicberth (quay)
Mooring alongside a classic
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Mooring alongside a classicberth (quay)
Different methods see lab shipstechnique
Practical techniques see lab shipstechnique
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Mooring
alongside aclassicberth(quay)
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Mooring alongside a T-berth
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Mooring with 2 anchors
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Ship to ship
SPM Single Point Mooring
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SPM Single Point MooringBuoy
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SPM - buoy
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SPM - buoy
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FPSO single point mooring
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FSO - operations
STL Submerged Turret
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gLoading
STP Submerged Turret
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gProduction
STP Submerged Turret
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gProduction
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Safe fibre ropes
1. Ropes should be covered when they arenot being handled, and stowed away whennot in use at sea, to preventcontamination by oils and chemicals, and
degradation by sunlight.2. Ropes must be kept away from heat, oil,
paint and chemicals.
3. Ropes should be stowed on gratings for
ventilation and drainage.4. Ropes must be examined regularly for
wear, stranding, melting and powdering,and replaced if serious defects are found.
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Safe Wire Rope
1. Wires should be lubricated regularly withan approved lubricant.
2. Everyone who handles wires should wearleather -palmed gloves to protect theirhands from snags.
3. Wires must be examined regularly forwear, stranding, dry core, kinks, andexcessively flattened areas. They must be
replaced if the number of broken strands(snags) exceed 10% of the strands in anylength equal to eight diameters, or if anyother serious defects are found.
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Safe line handling see lab
1. Flake out all mooring lines on the deck,clear, and ready to send. This will ensurethat any fibre lines which have become
buried on reels can be freed in advance,when there is less likelihood of accidents.Do not use a wire direct from a reeldesigned only for stowing.
2. Have all necessary heaving lines,messengers, tails and stoppers availableat the mooring station, and rat guardsready for use.
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Flaking out mooring lines
Lover lesaussires lafranaise
De trossen zijnklaar gelegd infranse bochten
To avoid that someone puts his foot/feet in aloop
Safe position between
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pmooring ropes
Position yourselfaway from thewhip
Putting the mooring rope on the
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Putting the mooring rope on thewarping head of the winch
The anchor winchhas maximumpower when it runs
in the sense ofpicking up theanchor (anti-clockwise)
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Safe line handling see lab
3. Have sufficient crew available.
4. All crew should wear safety helmets andsafety shoes, and have no loose clothingwhich could become entangled in thewinches or trapped by the lines. Glovesshould be tight fitting, to reduce the riskof becoming trapped by lines, and shouldhave a leather palm to protect the handagainst abrasion and prevent woundscaused by snags of wires; they shouldprovide adequate insulation in coldweather.
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Safe line handling see lab
5. When one seaman is handling a line on adrum end, he should not stand too closeto the drum to avoid being drawn in.There should be an additional seamenwhose duty is to clear the loose line whenheaving, and supply the loose line whenslacking.
6. The person operating the winch controlsshould have a clear view of the entirearea including any seaman handling lineswith that winch.
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Traditional stopper
A traditionalstopper using asingle line may beused only on amooring line madeof naturalmaterials, as shownbelow, but such
mooring lines areno longer commonon board ship
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Safe line handling see lab
15. Stand well clear of all lines under tension.This means everybody, not just thosehandling that line.
16. Synthetic fibre ropes may break without
warning, and the resultant whiplash maycause severe injuries or even death.
17. Synthetic fibre mooring ropes should bestoppered using two tails of fibre rope,
halfhitched under the mooring rope, withthe two free ends criss-crossed over andunder, as shown in the diagram below:(This is sometimes known as a Chinesestopper.)
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Safe line handling see lab
18. Mooring wires should be stoppered usinga chain stopper with a well-spaced cowhitch (Larks head)(Deux demi clefsrenverses)(it is recommended that thetwo hitches are at least 25 cm. apart) andwith the remainder of the chain and itsrope tail turned up several times againstthe lay, as shown in the diagram below.The cow hitch is used because it is easilypulled loose when no longer required, a
clove hitch (mastworp -Deux demi clefs capeler (noeud de cabestan)) is likely tojam.
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Chain stopper
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Safe mooring
1. All operations must be carried out ONLYunder the direct orders of the supervisingofficer.
2. The supervising officer must ensure that
communications with the bridge are -CONTINUOUSLY maintained. If using radiosall calls should start with the ships name(to avoid confusion), and then the callershould immediately identify himself andwho he is calling to avoid confusion onones own ship A spare fully-chargedbattery should be carried whenever portableradios are used. A back up system must bereadily available at all times.
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Safe mooring
3. Check with the bridge before sending thefirst lines, and before making any linesfast.
4. Keep the bridge informed of distances off
the quay, any obstructions and othermoored ships, lighters or other floatingobjects.
5. Advise the bridge if there is any
possibility that a slack line may becomeentangled in the propeller - or thrusters.
6. Warn the bridge if any lines becomeexcessively taut.
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Safe mooring
7. Make fast and cast off tugs only on ordersfrom the bridge.
8. When heaving lines are being thrown,
ensure that all personnel ashore and onboard are alerted, and stand well clear.
9. The supervising officer must make sure hecan always see both the winch operatorsand the particular line when giving ordersfor adjusting the tension in a line.
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Safe mooring
10. Secure the lines as per the Mastersorders. i.e. which lines to leave on thedrums, which lines to make fast on bitts,Which lines to leave in auto/self-tension,if any, and what level to set the controls.
11. Ensure rat guards are properly fitted to alllines.
12. The supervising officer must remain at themooring station, with his full crew, untilhe is dismissedby the Master.
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Plague Control ?
Deratisation
Rat guards
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Self Tensioning Winches
Self tensioning winches can be set to acertain holding force. If this value isexceeded, then the winch automaticallyadjusts the length of wire to the new force(too much holding force: slacking; too littleholding force: heaving). This system isfrequently used by ships that load anddischarge quickly (container ships and Ro-
Ro-vessels) or if there is a large tidal rangein the port.
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Self Tensioning Winches
1. Control lever for the
winch
2. Cooling fan
3. Control for the self-
tension setting
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Self Tensioning Winches
The heaving power of a winch is always lower than its
render force. This means that if a winch is left in self-
tension, and the external forces increase, the line will pay
out, and it may not be possible to heave it in again until
such external forces reduce. Also, the render force of the
winch is much less than the holding power of the brake
Self-tensioning winches at opposite ends of the ship can
work against each other, so that the ship can sometimes
walk along the berth, when an external force is applied
at one end.
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Self Tensioning Winches
Hence it is recommended that mooring lines are NOT left
in self-tension once the ship is secure alongside. With
short breast lines in fair weather, these controls may be
useful during rapid load/discharge operations. However,
those winches which are directly counteracting any
external forces must be left on the brake.
Self-tensioning winches are useful during berthing
operations with reduced manning, as once the line is
ashore and the controls set, they will reel in any slack,
maintain the tension in the line, and prevent the line being
damaged throughexcessive strain.
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Keeping moorings taut
The OOW must ensure that the mooring lines are keptsufficiently taut at all times to keep the ship firmlyalongside. At rapid loading or discharging berths, theChief Officer may assign additional crew to assist the
OOW, as the operation of adjusting the lines may have tobe done frequently. The 00W must never attempt toadjust a mooring line by himself, unless it is permanentlywound on its own drum.
If the lines are not in equal tension, they may part in
succession if the ship is subject to exceptional high forces,such as very strong winds, large swells or water surgesfrom other ships passing too close and/or too fast.
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Keeping moorings taut
Brake linings can lose their grip when oil and rust arepresent, and are susceptible to loss of holding powerduring periods of rain or high humidity.
The OOW should remember to adjust any fire wires as
the ships freeboard changes, to ensure that their endsremain clear of the water.
It is essential for the OOW to check the moorings whenother ships are arriving at or leaving from the berthimmediately ahead or astern of their ship.
It is good practice for the OOW to be in attendanceforward or aft whenever the adjacent ship is arriving orsailing to watch out for contact damage, or otherincidents, in addition to monitoring the moorings.
Fi i Strong steel wire
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Fire wire 1 end is put on abollard
Other end is hangingoverboard +/- 1 meterabove the water
The outer end is held inposition by means of aweak line.
Middle part is flakedout on deck
In case of fire atugboat can grab theouter eye and pull thetanker free of the berth
Excerpt from terminal rules and
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pregulations - Saoudi Arabia
TOWING-OFF WIRES OF ADEQUATE STRENGTHAND CONDITION MUST BE MADE FAST TOBOLLARDS ON THE TANKER. FORWARD AND AFT,
AND THEIR EYES RUN OUT AND MAINTAINED AT
OR ABOUT THE WATERLINE. THE WIRES MUST BEOVER THE OFFSHORE SIDE.
IN ORDER THAT SUFFICIENT WIRE CAN BE PUTOUT TO ENABLE THE TUGS TO TOW EFFECTIVELY,
ENOUGH SLACK MUST BE RETAINED BETWEENTHE BOLLARD AND CHECK AND PREVENTEDFROM RUNNING OUT BY A ROPEYARN OR OTHEREASILY BROKEN MEANS
Ch fi (F tt R b t )
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Chafing (Frotter Raboter)
The OOW must check the moorings at least hourly during
his watch, not only to ensure they remain taut but also to
look out for chafing, where the rope rubs against an
obstruction, and may part. This may occur when the ship
is surging back and forth along the quay due to a large
swell, or when there is excessive movement of a mooring
buoy. Synthetic fibre ropes possess very low resistance to
chafing when under load; the friction generates heat
which causes them to melt and fuse, and the rope is thenpermanently weakened, and may part quite quickly.
Ch fi (F tt R b t )
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Chafing (Frotter Raboter)
Ropes may chafe by rubbing against each other, or
against the ropes of another ship. The officers on stand-by
fore and aft during mooring operations must be alert for
this when sending ropes to different bollards ashore
through different leads on board. If they notice any
chafing, they should have that line removed and sent from
a different lead. Short leads with substantial dips are
prone to chafing on the ships structure.
Ch fi
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Chafing
Sometimes a change in freeboard, or some external
factors such as a change in the sea state, may cause lines
to start chafing. If he notices any chafing, OOW must
clear the obstruction, change the lead of the mooring
rope, or wrap the rope in canvas or some other material
to bear the rubbing and wearing away action. The outside
of the canvas may be greased to reduce the friction, but
this grease must not be allowed to remain in contact with
fibre ropes as it will cause them to deteriorate. The OOWmust always advise the Chief Officer of his observations
and actions.
E i
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Emergencies
Occasionally unexpected changes of load may cause thebrakes of the mooring line drums to slip, and the vesselis at risk of moving off the berth. DO NOT RELEASETHE BRAKES AND ATTEMPT TO HEAVE THE
SHIP BACK ALONGSIDE USING ONLY THEPOWER OF THE WINCH.
The recommended action is:
1. If the winches are in self-tension apply the brakes IN
ADDITION.2. If the brakes are in use, tighten them, put the winch in
gear and heave on as many lines as possible.
E i
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Emergencies
3. Inform the senior officers, and seek extra crewassistance
4. Summon tug assistance if necessary.
5. Consider reducing the freeboard by ballasting.
6. The OOW should remember that brake holding poweris always greater than winch heaving power, but thatthe two together increase the load.
For example:
Winch render force = 35 tonnes.Brake holding power = 65 tonnes.
Total holding power = 100 tonnes.
E i
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Emergencies
He should be careful this does not exceed the breaking
strain of the rope, or the safe working load of the leads
and rollers. However, in an emergency it will usually be
preferable to endeavour to hold the ship in position and
risk breaking the lines.
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Mooringequipmentashore
E i t h
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Equipment ashore
Bollards and bitts
Winches - capstans
Quick release hooks Laser docking systems
Mooring line monitoring systems
Fenders
Bitt d b ll d
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Bitts and bollards
Capstans
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Capstans
Quick Release Hooks
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Quick Release Hooks
The basic starting point to any integrated
mooring system
Can be released manually or (electric,hydraulic or telemetry) and can
incorporate load pins for optional
multipoint computer-based remotely
mooring line tension monitoring systems
Quick Release Hooks
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Quick Release Hooks
Quick release hooks
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Quick release hooks
Explosion proof doublehook unit
Quad. hook with load
monitoring andremoter releasesystem
Mooring Line MonitoringSystem
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System The vessel Mooring
Line Monitoring system(MLM), provides realtime monitoring of allmooring lines and
warns of excessive orout-of-range loads.
Changing weatherconditions or currentloading can cause
unequal load sharingwithin the mooringsystem. This can leadto potential failure ofmooring lines and
damage to jetty
Mooring Line MonitoringSystem
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System
Load on the hooks ismeasured by loadpins
Data is transferred to
the jetty control room Data is completed
with environmentaldata and dataconcerning themovement of the shipalongside
Environmental data
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Environmental data
Data is collectedby a buoy andpresented on
graphic display
Laser docking systems
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Laser docking systems
The primary benefit of a Docking Aid System
or DAS is the provision of real time data of the
vessels position and progress relative to the
jetty by measuring distance from the jetty andspeed of approach in the critical 0 to 200
meters zone.
With this data the vessels master and pilot
can better direct tug and shipboard personnel
in the safe manoeuvring of the vessel towards
the jetty and minimize any potential for
damage to the berth
Laser docking systems
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Laser docking systems
Typically, two sensors are locatedon the jetty measuring distance tobow and stern sections of theship.
This together with average speedare captured at the jetty controlunit and displayed to the ship andmooring crew on wireless monitor,computer screen or jetty mounted
display board, as required. Earlier systems used radar
sensors, however today lasersensors are the most reliabletechnology employed for vessel
Laser docking systems
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Laser docking systems
Docking systems GPSbased f i e fix system
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based f.i. e-fix system
Ship trials (speed andmanoeuvring)
Oil and gas tankerapproaches and docking
operations SPM/FSO Docking and
Drift Warning
Oil rig positioning
Navigation of ships intolocks & docks
Ferry operations
Docking systems GPSbased f i e fix system
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based f.i. e-fix system
It should be noted that the E-Sea Fix system can be
integrated into existing Laser Docking Systems.
All data from an existing Laser Docking System
(such as environmental data, load arm monitoring,
mooring load monitoring and drift warning
information) can be relayed and displayed on the
pilot monitor.
A receiver is capable of receiving signals from both
the US constellation as well as the Soviet basedGLONASS constellation. This dual constellation
ensures that the number of satellites visible to the
receivers is maximised.
Accuracy
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Accuracy
Speed accuracy better than any ships
log, 1 cm per second i.e. 0.02 knots
Heading accuracy better than any gyro
system, approximately 0.01 degree
Rate of turn better than any rate gyro
system, approximately 0.02
degree/second and up
Position accuracy to a few centimetres
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Docking systems GPSbased f i e-fix system
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based f.i. e-fix system
Signal is used asinput for an ECDISbased on C-map or
S-57 maps. Portable version
exists
Berth management systems
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Berth management systems
A Berth Manager monitors the vessel
approach, mooring load and environmental
situation in a single integrated system, with a
range of optional displays, readouts andfunctions, and provides the port operator with
comprehensive reporting on the behaviour of
vessels while in the confines of the port. The
system assists the docking procedure andmonitors mooring performance.
Berth management systems
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Berth management systems
Fenders
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Fenders
Used to:
Divide the load
Protect the berth
Protect the ship
Fenders can be fixed or mobile
Yokohama Fenders
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Yokohama Fenders
Yokohama Fenders
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Yokohama Fenders
Fixed fenders
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Fixed fenders
Mooring equipment onboard
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board
Mooring equipment onboard
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board
Heaving line (ligne dattrape)
Messenger (grelin)
Tails
Heaving line (lignedattrape)
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d attrape)
heaving line (Lignedattrape)
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d attrape)
Messenger - grelin
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Messenger grelin
Tail (allongement de latouline)
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touline)
Passing ropes ashore
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Passing ropes ashore
Before arriving at the dock all crewmembers shouldput on their Personal Protective Equipment andmove out onto the deck. All lines should beprepared for docking making sure that they will feed
out freely. There should always be someone on the dock to
receive the line.
Do not attempt to throw the line to the bitt.
If the boat is to be moored some distance from thedock a messenger line (grelin) with a monkeys fistcan be thrown and then hauled in to transfer themooring line safely to the dock.
Passing ropes ashore
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Passing ropes ashore
If you are sharing the bitt or bollard with another
vessel feed the eye of the mooring line through the
eye of the line already on the bitt and then place the
eye over the bitt.
This will allow you or the other vessel to quickly
remove a line without disturbing the remaining line.
Passing ropes ashore
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Passing ropes ashore
Putting 2 ropes on thesame bitt
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same bitt
1.Wrong
2.Correct
The other shipcan leave withoutdisturbing our
mooringconfiguration
Passing ropes ashore
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Passing ropes ashore
While handling lines you must be very conscious of
the placement of your hands and feet in proximity to
the line. Never put your hand in the bight of the line
at the bitt, and watch that you do not step into the
bight of the line on the deck with your foot. If theboat surges you can be caught in an instant,
resulting in serious injury or death.
Passing ropes ashore
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Passing ropes ashore
Never place yourself in
a position where the
line can pinch you up
against the bulwarks or
equipment on deck.You will never be able
to move quick enough
to get out of the way or
have the strength tokeep the line off you!