Mooring of ship - TVS 1ste kan*Mooring of ships - forcesKapt. K. De Baere

Mooring of ship - TVS 1ste kan*Purpose of mooring configurationTo bring the ship alongsideTo keep the ship alongsideTo assist the ship when un-mooring

Mooring of ship - TVS 1ste kan*Design criteria of mooring configurationsBased on the forces acting upon the shipWindCurrentWavesSwellOther ships passing by (suction effect)Location of the berth Protected or sea berthTypes of ship size, displacement, draught etc.

Mooring of ship - TVS 1ste kan*Protected berthsDesign criteria limiting valuesCross wind up till 15m/sec (6-7 Beaufort)Tidal current of 3 knots in longitudinal directionCross current of 1 knotCargo- and container ship are normally moored along well protected berths => Mooring winches are designed to pull the ship alongside with 1 headline and 1 stern line against a cross wind of 5 Beaufort

Mooring of ship - TVS 1ste kan*Sea berths designed for >wind Design criteria limiting valuesCross winds up till 20m/sec or 8 Beaufort and gust of winds up till 10 BeaufortTidal current of 3 knots in longitudinal directionCross current of 1 knotWaves and swellWaves and swell with a short period have a limited influence

Mooring of ship - TVS 1ste kan*FetchThe size of a wave depends on its fetch. The fetch is the distance a wave travels (see next slide). The greater the fetch, the larger the wave. If the wind is blowing for a longer period of time in the same direction => long fetch with a high wave height and a longer period => important dynamic effect on the ship

Mooring of ship - TVS 1ste kan*Fetch DefinitionGrowth rate of wind generated wavesThe distance that wind and seas (waves) can travel toward land without being blocked. In areas without obstructions the wind and seas can build to great strength, but in areas such as sheltered coves and harbours the wind and seas will be calmer.

Mooring of ship - TVS 1ste kan*Mooring of VLCCsOften moored outside the harbours along sea berthsForces are so great that no winch is capable of bringing the ship alongsideTugs are always used when mooring and leaving berthThe only criteria is the holding force of the winches The ship must be maintained in position related to the shore manifold (chiksans)

Mooring of ship - TVS 1ste kan*Relation maximum pulling power Displacement () Figures are used to design shore facilities (bollards, bits .. Etc.)25% safety margin to be added

1 kN = 1 ton pulling power (not scientific)

8000 ton 100 kN10.000 ton 300 kN20.000 ton 600 kN50.000 ton 600 kN100.000 ton 1000 kN200.000 ton 1500 kN

Mooring of ship - TVS 1ste kan*Mooring winch with undivided drum

Mooring of ship - TVS 1ste kan*Mooring winches Divided drum-polyprop octopus

Mooring of ship - TVS 1ste kan*Chicksan

Mooring of ship - TVS 1ste kan*ChicksanOne of the biggest problems with the fixed loading/discharging systems is the restricted liberty of movement of the shipIf one of the limits is breached => ESD-system activated

Mooring of ship - TVS 1ste kan*Assessing the forcesForces due to wind and current are proportional to the square of their speeds. f.i. the force caused by a wind of 40 knots is 4 times the influence of a wind of 20 knotsThe wind speed increases with the height above the ground. A wind of 10 knots at 2 meters increases till 60 knots at 40 meters => importance of the freeboard (height of the structure). To obtain comparable figures all winds are recalculated to a standard height of 10 meters

Mooring of ship - TVS 1ste kan*Maximum wind limits (400.000 dwt ship) in function of the breaking power of the winches

Mooring of ship - TVS 1ste kan*Wind limitsThe previous pictures learns us that;The wind limit is determined by the holding power (breaking power) of the winchesThe wind limit is determined by the material of the mooring lines

Mooring of ship - TVS 1ste kan*Assessing the forcesInfluence of a cross current is inverse proportional with the keel clearance. In case of a small keel clearance the current is obstructed by the ships hull and searches way out via the stem and the stern. A Suction effect is created trying the move the ship away from the berth.

Mooring of ship - TVS 1ste kan*Theoretical example of the influence of the keel clearanceA ULCC with a draft of 15 meters is moored alongside a berth with 16.5 meters of water => relation water depth/draft = 1.1Relative resistance factor in case of cross current = 5.6In case of unlimited water depth a cross current of 1 knot produces a force of 60 tons

Mooring of ship - TVS 1ste kan*Theoretical example of the influence of the keel clearanceIn case of a limited water depth (example) this force is increased till 5.6 x 60 ton = 336 ton This equals 9 steel mooring ropes of 40mm diameter

Mooring of ship - TVS 1ste kan*Theoretical example of the influence of the keel clearanceThe relative proportion of the different elements has to be consideredBallasting decreases the keel clearance but also reduces the lateral wind surface. The wind effect is of greater importance than the the clearance effect (see next slide).

Mooring of ship - TVS 1ste kan*Example of cross and longitudinal forces 18.000 & 70.000 SDWT: Wind 60 knots (30m/s), current 5 knots longitudinal and 1 knot cross current200.000 SDWT: Wind 60 knots, current 3 knots longitudinal and 1 knot cross current

Mooring of ship - TVS 1ste kan*ConclusionsIn ballast condition the most important forces are wind generatedIn loaded condition the most important forces are current generatedThe total force on the ship (alongships + athwartships) is greater in ballast condition than in loaded condition => influence of the wind is of greater importance

Mooring of ship - TVS 1ste kan*Different materials3 different configurationsAll steel wire ropes (equipped or not equipped with tails)All ropes are syntheticMixed systems (synthetic + steel wire rope)New materials

Mooring of ship - TVS 1ste kan*Steel wire rope + tail (ralonge de la touline)Purpose of the tail is to add elasticity to account for change in tidal heightsAlways use 8 strands nylon with an MBL 25% > steel wire ropeTo protect against chafing cover splice of the tail with leather or plasticThe tail is connected to the steel wire rope by means of a Tonsberg shackle or a Mandal shackleIn case of frequent use tails are changed every 18 months

Mooring of ship - TVS 1ste kan*Steel wire rope + tailSteel wire rope have a high MBL and are not elastic.Steel wire rope are stored on winch drums with a manual brakeSteel wire rope are relatively easy to handle up to 40mm ????Steel wire ropes last longer than synthetic ropesPrice steel wire = synthetic

Mooring of ship - TVS 1ste kan*Tonsberg shackles

Mooring of ship - TVS 1ste kan*Mandal Shackle

Mooring of ship - TVS 1ste kan*Full synthetic mooring configurationBiggest problem is elasticityThis elasticity can give an important sway (balancer) to the ship (breaking out) 3 mooring ropes different materials same length (50 m), MBL and loadSteel wire 0.3m elongationPolyprop 5m elongationNylon 8 m elongation

Mooring of ship - TVS 1ste kan*Breaking out

Mooring of ship - TVS 1ste kan*Effect of the hawser elasticity on the restraint capacityMaterials with the smallest elasticity take the biggest loadShort rope = big loadRelation - is not linear

Mooring of ship - TVS 1ste kan*Full synthetic mooring configurationSynthetic fibres loose tensile strength (force de traction) if submitted to cyclic tensions attaining 30 to 50% of their MBL. Those cyclic tensions are not constant, due to resonance high tensions occure during short periods of time

Mooring of ship - TVS 1ste kan*Full synthetic mooring configurationBecause of;Cyclic tensionsInternal frictionExposure to the marine environmentTensile strength of synthetic ropes will diminish after 1 yearTensile strength of steel wire rope will diminish after 5 years => more durable

Mooring of ship - TVS 1ste kan*Full synthetic mooring configurationAnother side effect is sagging (affaissement)The sag is function of; m-nWeight of the mooring lineTension in the lineWater depth (suction effect)

Mooring of ship - TVS 1ste kan*Full synthetic mooring configurationConsequence of the sagging is that a synthetic rope can never be pulled as stiff as a wire rope.A wire rope will react faster on a breaking out of the ship.A synthetic rope will compensate the the sag before reactingMax. allowed distance between berth and ship is normally limited to 6% of the water depth

Mooring of ship - TVS 1ste kan*Mixed mooring systemsMix of wire ropes and synthetic ropesCertainly NOT the best configuration but the most common one.If possible use steel wire rope as springs and breasts and use synthetic ropes as head- and stern line

Mooring of ship - TVS 1ste kan*New materialsComposite materialsExpensive but excellent mooring systemKevlar Aramid ropes are very strong, light and show little sagging. They react fast in case of breaking out of the ship.

Mooring of ship - TVS 1ste kan*Efficient mooringThe efficiency of a mooring rope depends on the following factorsMaterial (steel wire or synthetic elongation & MBL)LengthAngles with longitudinal and transversal axis in the horizontal planeAngles with the horizontal in the vertical plane

Mooring of ship - TVS 1ste kan*Function of the different ropesHead- and stern lines & the springs are stabilising the ship alongsideBreast line will prevent the ship to break free from the berthBreast lines must be as perpendicular as possible to the ships longitudinal axisSprings must be as parallel as possible to the berth

Mooring of ship - TVS 1ste kan*RecommendationsThe function of springs and breast lines is clear. Springs are preventing longitudinal movement while breast are opposing transversal movements.The function of head and the stern lines depends on their angle with the longitudinal axis. Great angle => they serve mainly as breast line while small angle => stopping longitudinal movement

Mooring of ship - TVS 1ste kan*RecommendationsThe ideal configuration will rarely be achieved.To obtain a perfect mooring configuration their must be a perfect harmony between the ships equipment and disposition on board and the configuration ashoreBerthing ships is always a matter of compromises

Mooring of ship - TVS 1ste kan*RecommendationsFollowing recommendations have been published by the OCIMF = Oil Company International Maritime ForumThe recommendations are valid for a tanker moored alongside a T-berth

Mooring of ship - TVS 1ste kan*Recommendations based on OCIMF Effective mooring The horizontal angles of head-, stern- and breast lines < 15

Mooring of ship - TVS 1ste kan*Recommendations based on OCIMF Effective mooringThe vertical angle with the horizontal plane must be < 25The effective force is proportional to the cosine of the angleIf 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

Mooring of ship - TVS 1ste kan*Springs & Breasts

Mooring of ship - TVS 1ste kan*Recommendations based on OCIMF Effective mooringBreast lines are most effective is on the longitudinal axis.If is 45 we have to increase the force in the breast line till 141 ton to obtain an effective transversal force of 100 ton

Mooring of ship - TVS 1ste kan*Recommendations based on OCIMF Effective mooringSprings offer the greatest holding power in the longitudinal direction. Their length is 60 meters

Mooring of ship - TVS 1ste kan*Recommendations based on OCIMF Effective mooringThe impact of the head and the stern lines on the total holding power of the mooring configuration is less important than the influence of springs and breasts. This mainly because these lines are too long.Never the less they are important to compensate the dynamical forces.Length 110m = coil

Mooring of ship - TVS 1ste kan*Recommendations based on OCIMF Effective mooringVery short lines must be avoided. They always take the most important part of the load, especially when the ship is moving

Short length = important vertical angle

Mooring of ship - TVS 1ste kan*Short breast linesLong breast line: 52ton load is sufficient to obtain an effective holding power of 50 tonShort breast line: Load has to be increased till 88 ton to obtain same result

Mooring of ship - TVS 1ste kan*Recommendations based on OCIMF Effective mooringAll the mooring ropes in the same group (working in the same direction)must have a same tension. If not, the weakest line will break first. Total load will have to be received by the remaining lines => increased risk of breaking (chain reaction)Groups are f.i. aft spring + head lines, Stern lines + forward spring, breast lines

Mooring of ship - TVS 1ste kan*Recommendations based on OCIMF Effective mooringTheir must be an equilibrium between the 4 groups (head- and stern lines, springs and breasts.Example: Optimal mooring configuration is determined after studying the static and dynamical forces for a specific berth.

Mooring of ship - TVS 1ste kan*Mooring exampleMaximum breaking out from the berth = 1 meterDirection of the wind: 110 -> 290 Frequency 58%25.2% 3 4 Beaufort0.65% > 8 BeaufortProposed configuration all nylon 80mm (MBL 110 ton):4 breast lines (aft) + 1 stern line3 headlines + 3 breast lines (fore)

The fore ship will resist a wind pressure of 32 knots while the stern will resist a wind pressure of 33 knots => The berth will be operational till 7 Beaufort => not operational 5.8% per yearThe configuration of the berth is not ideal since the horizontal angles > 15

Mooring of ship - TVS 1ste kan*Recommendations based on OCIMF Effective mooringThe number of lines is function of the size of the ship and the prevailing weather conditionsA Panamax (75.000 dwt) - 12 lines (2 headlines 4 breasts 4 springs 2 stern lines: 2 2 2 fore and aft)B VLCC (150.000 dwt) 16 lines (4 headlines 4 breasts 4 springs 4 stern lines: 4 2 2 fore and aft)

Mooring of ship - TVS 1ste kan*A Panamax & B - VLCC

Mooring of ship - TVS 1ste kan*Mooring configurations bulk carriersCape 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 during loading/discharging

Mooring of ship - TVS 1ste kan*Mooring configurations bulk carriers

Mooring of ship - TVS 1ste kan*Recommendations based on OCIMF Effective mooringMooring lines must be passed ashore using the deck fittings (fairleads) because of friction and the curvature relation.Curvature relation = curvature deck fitting/ mooring lineIn case of a mooring wire relation has to be > 20 to reduce loss in tensile strength

Mooring of ship - TVS 1ste kan*Mooring configuration concentrated on the fore ship

Mooring of ship - TVS 1ste kan*

Deck fittings(accessoires de pont)

OCIMF equipment:Panamahawse- hole Pedestal Fairleads (Chaumard)

Mooring of ship - TVS 1ste kan*InfoSuez & Panama Canal

Mooring of ship - TVS 1ste kan*Suez CanalTotal length is 190.25 kmWater surface width is 280.345 mWidth between the buoys is 195.215 mCanal depth is 22.5 mMaximum ship draught allowed is 62ftSpeed allowed for loaded carriers is 13 km/hSpeed allowed for unloaded carriers is 14 km/h.Average transit time is 14 hours

Suez Canal

Mooring of ship - TVS 1ste kan*Panama CanalThe 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)

Mooring of ship - TVS 1ste kan*Panama CanalEach set of locks bears the name of the townsite 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; draft 12 meters in Tropical Fresh Water; and 294.1 meters long The narrowest portion of the Canal is Culebra Cut

Mooring of ship - TVS 1ste kan*Panama Canal

Mooring of ship - TVS 1ste kan*Gatun Lock

Gaillard Cut

Mooring of ship - TVS 1ste kan*Pedro Miguel Locks

Mooring of ship - TVS 1ste kan*Mira Flores Locks

4-roller fear lead Towing Bracket

Mooring of ship - TVS 1ste kan*Smit Towing Bracket

Mooring of ship - TVS 1ste kan*Chocks and buttons

Mooring of ship - TVS 1ste kan*Bits and Bollards

Mooring of ship - TVS 1ste kan*Panama chocks

Mooring of ship - TVS 1ste kan*Roller Chocks

Mooring of ship - TVS 1ste kan*Roller Fairleads

Mooring of ship - TVS 1ste kan*Towing pads (point dattache pour le cble de remorque)

Mooring of ship - TVS 1ste kan*Emergency Towing SystemsSOLAS Requirement Regulation Chapter II-1, A-1, 3-4Since 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 arrangements on tankers was decreed after the unfortunate disaster of the MV Braer in 1993.

Mooring of ship - TVS 1ste kan*Emergency Towing Systems- Aft beneath deck

Mooring of ship - TVS 1ste kan*Emergency Towing SystemsTypical Arrangements Fwd

Mooring of ship - TVS 1ste kan*Demo

Mooring of ship - TVS 1ste kan*Mooring alongside a classic berth (quay)

Mooring of ship - TVS 1ste kan*Mooring alongside a classic berth (quay)Different methods see lab ships techniquePractical techniques see lab ships technique

Mooring of ship - TVS 1ste kan*Mooring alongside a classic berth (quay)

Mooring of ship - TVS 1ste kan*Mooring alongside a T-berth

Mooring of ship - TVS 1ste kan*Mooring with 2 anchors

Mooring of ship - TVS 1ste kan*Ship to ship

Mooring of ship - TVS 1ste kan*SPM Single Point Mooring Buoy

Mooring of ship - TVS 1ste kan*SPM - buoy

Mooring of ship - TVS 1ste kan*SPM - buoy

Mooring of ship - TVS 1ste kan*FPSO single point mooring

Mooring of ship - TVS 1ste kan*FSO - operations

Mooring of ship - TVS 1ste kan*STL Submerged Turret Loading

Mooring of ship - TVS 1ste kan*STP Submerged Turret Production

Mooring of ship - TVS 1ste kan*STP Submerged Turret Production

Mooring of ship - TVS 1ste kan*Safety in mooring operationsThe purpose of moorings is:to assist the ship in heaving on to the berth and in leaving it,to prevent the ship from drifting away, and tohold it accurately in place in relation to any fixed cargo-handling systems. The latter is particularly important on tankers and Ro-Ros.

Mooring of ship - TVS 1ste kan*Safety in mooring operationsMoorings have to maintain the ships position against forces of wind, current, swell, and suction from passing ships. They require adjusting as the ships freeboard changes during cargo and ballast operations, and due to changes in the level of the tide. In this respect, it is useful to display the times of high and low water adjacent to the gangway (ships office).

Mooring of ship - TVS 1ste kan*Safety in mooring operationsIt be remembered that the securing of a ship at a berth is not something which just happens it requires knowledge of the ships equipment, application of good principles and careful planningand this does not finish once the vessel is securely moored.

Mooring of ship - TVS 1ste kan*Choice of mooringsTwo or more lines leading in the same direction should be of the same length and the same material. This is because the load on the line is proportional to its length and elasticity. It is best if all lines share the total load equally.If the vessel is provided with a mix of wire and fibre ropes, it is best to use the wires for breast lines and springs, and the fibre ropes for head or stern lines, and for the first line ashore during manoeuvring.

Mooring of ship - TVS 1ste kan*Choose of mooringsWires are best for preventing the movement of the ship, so they are employed when this must be limited in relation to fixed cargo-handling equipment, for example on tankers. Wires usually have fibre rope tails to provide a minimal elasticity, and to assist with handling.

Mooring of ship - TVS 1ste kan*Principles of mooring layoutBreast lines provide the bulk of athwart ships restraint.Springs provide the largest proportion of foreand-aft restraint.Very short lengths of line should be avoided, because they take a large proportion of the total load if the ship moves.Whenever a line is unable to act exactly in the same direction as the force it is trying to withstand, its holding power is reduced. For example, a line which leads 45 below the horizontal loses around a third of its effectiveness.

Mooring of ship - TVS 1ste kan*Pattern of mooringsOn berthing, the Master will decide the number and layout of mooring lines for that particular berth. Often there will be a normal arrangement for the ship, but he may choose to vary this if:The berth is exposed to bad weather or swell.There is an unusually strong tide or current.

Mooring of ship - TVS 1ste kan*Pattern of mooringsThe bollards ashore are not placed conveniently.Mooring buoys or dolphins have to be used for some or all of the lines.The berth is much shorter than the ship.The ship has regularly to shift along the quay, for example, under a fixed loading spout.Local regulations dictate, or pilot advises some change.

Mooring of ship - TVS 1ste kan*Supervising mooring operationsThe officer supervising the mooring operations forward or aft must understand fully:The meaning of all mooring terms: head/stern lines, breasts, springs, bights, tails, messengers, surge, make fast.The length, size and type of all mooring lines, and their safe working load and breaking strain.The correct method of applying a rope or chain stopper.

Mooring of ship - TVS 1ste kan*Supervising mooring operationsThe operation of all mooring equipment, including the windlass and winches, and all their controls.The limitations of any self-tensioning devices.The brake holding power, and winch render loads.Routine and emergency communications from the mooring position to the bridge.

Mooring of ship - TVS 1ste kan*Safe working environmentThe decks in the working area around the mooring station should be clear of obstructions, free of oil and grease and preferably treated with non-slip paint.Steam pipes should be lagged to avoid accidental contact. Fairleads and rollers should be well lubricated and rotate freely.Winches should operate smoothly, including the brakes, with all controls and stops tested regularly.

Mooring of ship - TVS 1ste kan*Safe working environmentDrum ends should be smooth, clean and free of rust, paint and oil.The entire area must be well illuminated at night. However, the 00W should obtain permission from the bridge before switching on any lights whilst the ship is manoeuvring, as these may interfere with visibility from the bridge.

Mooring of ship - TVS 1ste kan*Safe fibre ropesRopes should be covered when they are not being handled, and stowed away when not in use at sea, to prevent contamination by oils and chemicals, and degradation by sunlight.Ropes must be kept away from heat, oil, paint and chemicals.Ropes should be stowed on gratings for ventilation and drainage.Ropes must be examined regularly for wear, stranding, melting and powdering, and replaced if serious defects are found.

Mooring of ship - TVS 1ste kan*Safe Wire RopeWires should be lubricated regularly with an approved lubricant.Everyone who handles wires should wear leather -palmed gloves to protect their hands from snags.Wires must be examined regularly for wear, stranding, dry core, kinks, and excessively flattened areas. They must be replaced if the number of broken strands (snags) exceed 10% of the strands in any length equal to eight diameters, or if any other serious defects are found.

Mooring of ship - TVS 1ste kan*Safe line handling see labFlake out all mooring lines on the deck, clear, and ready to send. This will ensure that 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 reel designed only for stowing.Have all necessary heaving lines, messengers, tails and stoppers available at the mooring station, and rat guards ready for use.

Mooring of ship - TVS 1ste kan*Flaking out mooring linesLover les aussires la franaiseDe trossen zijn klaar gelegd in franse bochtenTo avoid that someone puts his foot/feet in a loop

Mooring of ship - TVS 1ste kan*Safe position between mooring ropesPosition yourself away from the whip

Mooring of ship - TVS 1ste kan*Putting the mooring rope on the warping head of the winchThe anchor winch has maximum power when it runs in the sense of picking up the anchor (anti-clock wise)

Mooring of ship - TVS 1ste kan*Safe line handling see labHave sufficient crew available. All crew should wear safety helmets and safety shoes, and have no loose clothing which could become entangled in the winches or trapped by the lines. Gloves should be tight fitting, to reduce the risk of becoming trapped by lines, and should have a leather palm to protect the hand against abrasion and prevent wounds caused by snags of wires; they should provide adequate insulation in cold weather.

Mooring of ship - TVS 1ste kan*Safe line handling see labWhen one seaman is handling a line on a drum end, he should not stand too close to the drum to avoid being drawn in. There should be an additional seamen whose duty is to clear the loose line when heaving, and supply the loose line when slacking.The person operating the winch controls should have a clear view of the entire area including any seaman handling lines with that winch.

Mooring of ship - TVS 1ste kan*Safe line handling see labNever leave winch controls unattended, particularly if running. They must NEVER be lashed ON. Do not allow anyone to stand on machinery to get a better view.Avoid excessive surging, which may cause synthetic lines to melt, and fuse or stick to the drum, then jump back with a serious risk of injury to personnel. Also, the rope will be permanently weakened. Try to slack the line by reversing the winch whenever possible.

Mooring of ship - TVS 1ste kan*Safe line handling see labDo not use too many turns, three or four turns are recommended for fibre ropes.Do not bend wires sharply, particularly around a lead, because this damages the wire and weakens its strength.Do not cross wires on the drum end, as this causes them to flatten, and weaken their strength.Never allow anyone to stand in a bight of a line.

Mooring of ship - TVS 1ste kan*Safe line handling see labDo not stop a line from running by grabbing or standing on it; this can result in severe injuries and loss of limbs. If a line begins to run uncontrolled, ensure that all personnel stand dear. It is better to lose a line than lose a seaman. It is recommended that the tail end is securely fixed onboard to prevent complete loss of the line in such circumstances.

Mooring of ship - TVS 1ste kan*Chinese stopper

Mooring of ship - TVS 1ste kan*Traditional stopperA traditional stopper using a single line may be used only on a mooring line made of natural materials, as shown below, but such mooring lines are no longer common on board ship

Mooring of ship - TVS 1ste kan*Safe line handling see labStand well clear of all lines under tension. This means everybody, not just those handling that line.Synthetic fibre ropes may break without warning, and the resultant whiplash may cause severe injuries or even death.Synthetic fibre mooring ropes should be stoppered using two tails of fibre rope, halfhitched under the mooring rope, with the two free ends criss-crossed over and under, as shown in the diagram below: (This is sometimes known as a Chinese stopper.)

Mooring of ship - TVS 1ste kan*Safe line handling see labMooring wires should be stoppered using a chain stopper with a well-spaced cow hitch (Larks head)(Deux demi clefs renverses)(it is recommended that the two hitches are at least 25 cm. apart) and with the remainder of the chain and its rope tail turned up several times against the lay, as shown in the diagram below. The cow hitch is used because it is easily pulled loose when no longer required, a clove hitch (mastworp -Deux demi clefs capeler (noeud de cabestan)) is likely to jam.

Mooring of ship - TVS 1ste kan*Chain stopper

Mooring of ship - TVS 1ste kan*Chain stopper

Mooring of ship - TVS 1ste kan*Carpenters stopperAs an alternative to the chain stopper, some ships are provided with a specially designed patent device, known as a Carpenters stopper

Mooring of ship - TVS 1ste kan*Carpenters stopper

Mooring of ship - TVS 1ste kan*Safe line handling see labDo not use a stopper on the only rope which is tight. The stopper cannot hold the same weight as a mooring line. Always have a second line tight before making fast the first.When making a synthetic fibre rope fast to bitts, DO NOT use a figure of eight alone, but FIRST use two round turns (NO MORE) around the -leading post of the bitts (for large size bitts) or around both posts (for bitts with smaller circumferences).

Mooring of ship - TVS 1ste kan*Mooring lines on a bitt

Safe mooringAll operations must be carried out ONLY under the direct orders of the supervising officer.The supervising officer must ensure that communications with the bridge are -CONTINUOUSLY maintained. If using radios all calls should start with the ships name (to avoid confusion), and then the caller should immediately identify himself and who he is calling to avoid confusion on ones own ship A spare fully-charged battery should be carried whenever portable radios are used. A back up system must be readily available at all times.

Mooring of ship - TVS 1ste kan*Safe mooringCheck with the bridge before sending the first lines, and before making any lines fast.Keep the bridge informed of distances off the quay, any obstructions and other moored ships, lighters or other floating objects.Advise the bridge if there is any possibility that a slack line may become entangled in the propeller - or thrusters.Warn the bridge if any lines become excessively taut.

Mooring of ship - TVS 1ste kan*Safe mooringMake fast and cast off tugs only on orders from the bridge.When heaving lines are being thrown, ensure that all personnel ashore and on board are alerted, and stand well clear.The supervising officer must make sure he can always see both the winch operators and the particular line when giving orders for adjusting the tension in a line.

Mooring of ship - TVS 1ste kan*Safe mooringSecure the lines as per the Masters orders. i.e. which lines to leave on the drums, which lines to make fast on bitts, Which lines to leave in auto/self-tension, if any, and what level to set the controls.Ensure rat guards are properly fitted to all lines.The supervising officer must remain at the mooring station, with his full crew, until he is dismissed by the Master.

Mooring of ship - TVS 1ste kan*Plague Control ?DeratisationRat guards

Mooring of ship - TVS 1ste kan*

Mooring of ship - TVS 1ste kan*

Mooring of ship - TVS 1ste kan*

Mooring of ship - TVS 1ste kan*Self Tensioning WinchesSelf tensioning winches can be set to a certain holding force. If this value is exceeded, then the winch automatically adjusts the length of wire to the new force (too much holding force: slacking; too little holding force: heaving). This system is frequently used by ships that load and discharge quickly (container ships and Ro-Ro-vessels) or if there is a large tidal range in the port.

Mooring of ship - TVS 1ste kan*Self Tensioning WinchesControl lever for the winchCooling fanControl for the self-tension setting

Mooring of ship - TVS 1ste kan*Self Tensioning WinchesThe 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 brakeSelf-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.

Mooring of ship - TVS 1ste kan*Self Tensioning WinchesHence 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 through excessive strain.

Mooring of ship - TVS 1ste kan*Keeping moorings tautThe OOW must ensure that the mooring lines are kept sufficiently taut at all times to keep the ship firmly alongside. At rapid loading or discharging berths, the Chief Officer may assign additional crew to assist the OOW, as the operation of adjusting the lines may have to be done frequently. The 00W must never attempt to adjust a mooring line by himself, unless it is permanently wound 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 surges from other ships passing too close and/or too fast.

Mooring of ship - TVS 1ste kan*Keeping moorings tautBrake linings can lose their grip when oil and rust are present, and are susceptible to loss of holding power during periods of rain or high humidity. The OOW should remember to adjust any fire wires as the ships freeboard changes, to ensure that their ends remain clear of the water.It is essential for the OOW to check the moorings when other ships are arriving at or leaving from the berth immediately ahead or astern of their ship. It is good practice for the OOW to be in attendance forward or aft whenever the adjacent ship is arriving or sailing to watch out for contact damage, or other incidents, in addition to monitoring the moorings.

Fire wireStrong steel wire 1 end is put on a bollardOther end is hanging overboard +/- 1 meter above the waterThe outer end is held in position by means of a weak line.Middle part is flaked out on deckIn case of fire a tugboat can grab the outer eye and pull the tanker free of the berth

Mooring of ship - TVS 1ste kan*Excerpt from terminal rules and regulations - Saoudi ArabiaTOWING-OFF WIRES OF ADEQUATE STRENGTH AND CONDITION MUST BE MADE FAST TO BOLLARDS ON THE TANKER. FORWARD AND AFT, AND THEIR EYES RUN OUT AND MAINTAINED AT OR ABOUT THE WATERLINE. THE WIRES MUST BE OVER THE OFFSHORE SIDE. IN ORDER THAT SUFFICIENT WIRE CAN BE PUT OUT TO ENABLE THE TUGS TO TOW EFFECTIVELY, ENOUGH SLACK MUST BE RETAINED BETWEEN THE BOLLARD AND CHECK AND PREVENTED FROM RUNNING OUT BY A ROPEYARN OR OTHER EASILY BROKEN MEANS

Mooring of ship - TVS 1ste kan*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 then permanently weakened, and may part quite quickly.

Mooring of ship - TVS 1ste kan*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.

Mooring of ship - TVS 1ste kan*ChafingSometimes 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 OOW must always advise the Chief Officer of his observations and actions.

Mooring of ship - TVS 1ste kan*EmergenciesOccasionally unexpected changes of load may cause the brakes of the mooring line drums to slip, and the vessel is at risk of moving off the berth. DO NOT RELEASE THE BRAKES AND ATTEMPT TO HEAVE THE SHIP BACK ALONGSIDE USING ONLY THE POWER OF THE WINCH.The recommended action is:If the winches are in self-tension apply the brakes IN ADDITION.If the brakes are in use, tighten them, put the winch in gear and heave on as many lines as possible.

Mooring of ship - TVS 1ste kan*EmergenciesInform the senior officers, and seek extra crew assistanceSummon tug assistance if necessary.Consider reducing the freeboard by ballasting.The OOW should remember that brake holding power is always greater than winch heaving power, but that the two together increase the load.For example:Winch render force = 35 tonnes.Brake holding power = 65 tonnes.Total holding power = 100 tonnes.

Mooring of ship - TVS 1ste kan*EmergenciesHe 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.

Mooring of ship - TVS 1ste kan*Mooring equipment ashore

Mooring of ship - TVS 1ste kan*Equipment ashoreBollards and bittsWinches - capstansQuick release hooksLaser docking systemsMooring line monitoring systemsFenders

Mooring of ship - TVS 1ste kan*Bitts and bollards

Mooring of ship - TVS 1ste kan*Capstans

Mooring of ship - TVS 1ste kan*Quick Release HooksThe basic starting point to any integrated mooring systemCan be released manually or (electric, hydraulic or telemetry) and can incorporate load pins for optional multipoint computer-based remotely mooring line tension monitoring systems

Mooring of ship - TVS 1ste kan*Quick Release Hooks

Mooring of ship - TVS 1ste kan*Quick release hooksExplosion proof double hook unitQuad. hook with load monitoring and remoter release system

Mooring of ship - TVS 1ste kan*Mooring Line Monitoring SystemThe vessel Mooring Line Monitoring system (MLM), provides real time monitoring of all mooring lines and warns of excessive or out-of-range loads. Changing weather conditions or current loading can cause unequal load sharing within the mooring system. This can lead to potential failure of mooring lines and damage to jetty

Mooring of ship - TVS 1ste kan*Mooring Line Monitoring SystemLoad on the hooks is measured by load pinsData is transferred to the jetty control roomData is completed with environmental data and data concerning the movement of the ship alongside

Mooring of ship - TVS 1ste kan*Environmental dataData is collected by a buoy and presented on graphic display

Mooring of ship - TVS 1ste kan*Laser docking systemsThe 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 and speed 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

Mooring of ship - TVS 1ste kan*Laser docking systemsTypically, two sensors are located on the jetty measuring distance to bow and stern sections of the ship. This together with average speed are captured at the jetty control unit and displayed to the ship and mooring crew on wireless monitor, computer screen or jetty mounted display board, as required. Earlier systems used radar sensors, however today laser sensors are the most reliable technology employed for vessel docking.

Mooring of ship - TVS 1ste kan*Laser docking systems

Mooring of ship - TVS 1ste kan*Docking systems GPS based f.i. e-fix systemShip trials (speed and manoeuvring)Oil and gas tanker approaches and docking operationsSPM/FSO Docking and Drift WarningOil rig positioningNavigation of ships into locks & docksFerry operations

Mooring of ship - TVS 1ste kan*Docking systems GPS based f.i. e-fix systemIt 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 based GLONASS constellation. This dual constellation ensures that the number of satellites visible to the receivers is maximised.

Mooring of ship - TVS 1ste kan*AccuracySpeed accuracy better than any ships log, 1 cm per second i.e. 0.02 knotsHeading accuracy better than any gyro system, approximately 0.01 degreeRate of turn better than any rate gyro system, approximately 0.02 degree/second and upPosition accuracy to a few centimetres

Mooring of ship - TVS 1ste kan*Docking systems GPS based f.i. e-fix systemSignal is used as input for an ECDIS based on C-map or S-57 maps.Portable version exists

Mooring of ship - TVS 1ste kan*Berth management systemsA Berth Manager monitors the vessel approach, mooring load and environmental situation in a single integrated system, with a range of optional displays, readouts and functions, 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 and monitors mooring performance.

Mooring of ship - TVS 1ste kan*Berth management systems

Mooring of ship - TVS 1ste kan*FendersUsed to:Divide the loadProtect the berthProtect the shipFenders can be fixed or mobile

Mooring of ship - TVS 1ste kan*Yokohama Fenders

Mooring of ship - TVS 1ste kan*Yokohama Fenders

Mooring of ship - TVS 1ste kan*Fixed fenders

Mooring of ship - TVS 1ste kan*Mooring equipment on board

Mooring of ship - TVS 1ste kan*Mooring equipment on boardHeaving line (ligne dattrape)Messenger (grelin)Tails

Mooring of ship - TVS 1ste kan*Heaving line (ligne dattrape)

Mooring of ship - TVS 1ste kan*heaving line (Ligne dattrape)

Mooring of ship - TVS 1ste kan*Messenger - grelin

Mooring of ship - TVS 1ste kan*Tail (allongement de la touline)

Mooring of ship - TVS 1ste kan*Passing ropes ashoreBefore arriving at the dock all crewmembers should put on their Personal Protective Equipment and move out onto the deck. All lines should be prepared 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 the dock a messenger line (grelin) with a monkeys fist can be thrown and then hauled in to transfer the mooring line safely to the dock.

Mooring of ship - TVS 1ste kan*Passing ropes ashoreIf 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.

Mooring of ship - TVS 1ste kan*Passing ropes ashore

Mooring of ship - TVS 1ste kan*Putting 2 ropes on the same bittWrongCorrect

The other ship can leave without disturbing our mooring configuration

Mooring of ship - TVS 1ste kan*Passing ropes ashoreWhile 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 the boat surges you can be caught in an instant, resulting in serious injury or death.

Mooring of ship - TVS 1ste kan*Passing ropes ashoreNever 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 to keep the line off you!