Mooring of Ships - Forces
Mooring of Ships - Forces
Mooring of Ships - Forces
Kapt. K. De Baere
Purpose of mooring
configuration
To bring the ship alongside
To keep the ship alongside
To assist the ship when un-mooring
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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
Fetch
Fetch Definition
Growth rate of wind generated waves
Mooring of VLCCs
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Chicksan
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Chicksan
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2.
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Wind limits
1.
2.
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In 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
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Conclusions
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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 wire
rope)
New materials
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Tonsberg shackles
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Mandal Shackle
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Steel wire
Polyprop
Nylon
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0.3m elongation
5m elongation
8 m elongation
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Breaking out
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2.
3.
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Because of;
Cyclic tensions
Internal friction
Exposure to the marine environment
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m-n
Weight of the
mooring line
Tension in the line
Water depth (suction
effect)
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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 breaking
out of the ship.
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Efficient mooring
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Recommendations
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Recommendations
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Recommendations
Following recommendations have
been published by the OCIMF = Oil
Company International Maritime
Forum
The recommendations are valid for a
tanker moored alongside a T-berth
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Recommendations based on
OCIMF Effective mooring
1.
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Recommendations based on
OCIMF Effective mooring
2.
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Recommendations based on
OCIMF Effective mooring
3.
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Recommendations based on
OCIMF Effective mooring
4.
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Recommendations based on
OCIMF Effective mooring
5.
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Recommendations based on
OCIMF Effective mooring
6.
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Recommendations based on
OCIMF Effective mooring
7.
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Recommendations based on
OCIMF Effective mooring
8.
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Mooring example
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Recommendations based on
OCIMF Effective mooring
9.
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Mooring
configurations
bulk carriers
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Recommendations based on
OCIMF Effective mooring
10.
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Mooring configuration
concentrated on the fore ship
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Deck fittings
(accessoires
de pont)
OCIMF
equipment:
Panama
hawse- hole
Pedestal
Fairleads
(Chaumard)
Info
Suez & Panama Canal
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Suez Canal
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Suez Canal
Panama Canal
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Panama Canal
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Panama Canal
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Gatun Lock
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Gaillard
Cut
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4-roller fear
lead Towing
Bracket
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Panama chocks
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Roller Chocks
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Roller Fairleads
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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 arrangements
on tankers was decreed after the unfortunate
disaster of the MV Braer in 1993.
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Demo
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Mooring
alongside a
classic
berth
(quay)
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Ship to ship
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SPM - buoy
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SPM - buoy
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FSO - operations
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2.
3.
4.
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3.
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2.
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Position yourself
away from the
whip
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6.
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Traditional stopper
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A 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
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16.
17.
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Chain stopper
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Safe mooring
1.
2.
Safe mooring
3.
4.
5.
6.
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Safe mooring
7.
8.
9.
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Safe mooring
10.
11.
12.
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Plague Control ?
Deratisation
Rat guards
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The 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.
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Brake 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.
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Fire wire
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Chafing
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Emergencies
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Emergencies
3.
4.
5.
6.
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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
equipment
ashore
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Equipment ashore
Bollards and bitts
Winches - capstans
Quick release hooks
Laser docking systems
Mooring line monitoring systems
Fenders
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Capstans
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Environmental data
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Data is collected
by a buoy and
presented on
graphic display
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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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Signal is used as
input for an ECDIS
based on C-map or
S-57 maps.
Portable version
exists
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Fenders
Used to:
Divide the load
Protect the berth
Protect the ship
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Yokohama Fenders
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Yokohama Fenders
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Fixed fenders
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Mooring equipment on
board
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Mooring equipment on
board
Heaving line (ligne dattrape)
Messenger (grelin)
Tails
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Messenger - grelin
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Tail (allongement de la
touline)
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