mooring of ships - forces[2]

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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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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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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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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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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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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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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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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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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4. Springs offer the greatest holdingpower in the longitudinal direction.

Their length is 60 meters

d i b d


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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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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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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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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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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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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.



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Emergency Towing Systems- Aft beneath deck



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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.exe


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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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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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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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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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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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1. Control lever for the

winch

2. Cooling fan

3. Control for the self-

tension setting


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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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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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Mooring of ship -

TVS 1ste kan 148

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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Mooring of ship -

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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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Mooring of ship -

TVS 1ste kan 152

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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Mooring of ship -

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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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Mooring of ship -

TVS 1ste kan 154

Mooringequipmentashore

E i t h


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Mooring of ship -

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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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Mooring of ship -

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Bitts and bollards

Capstans


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Mooring of ship -

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Capstans

Quick Release Hooks


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Mooring of ship -

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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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Mooring of ship -

TVS 1ste kan 159

Quick Release Hooks

Quick release hooks


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Mooring of ship -

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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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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



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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



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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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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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Signal is used asinput for an ECDISbased on C-map or

S-57 maps. Portable version

exists

Berth management systems


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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.



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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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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.



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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.



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Putting 2 ropes on thesame bitt


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same bitt

1.Wrong

2.Correct

The other shipcan leave withoutdisturbing our

mooringconfiguration



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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.



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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!