SAFE MOORING OPERATIONS

SAFE MOORING OPERATIONS
Prepared by : Capt.Goran Belamaric, Mag. Eng.
Master Mariner
SHIPBOARD TRAINING
Split, listopad.2011.
1
Handlingg of moorings
g
G
Greatest
t t risk
i k off injury
i j
to
t
yourself
you
se a
and
d you
your shipmates
s p ates
i during
is
d i mooring
i
operations
p
2
OBJECTIVES
TO RAISE AWARENESS OF
THE HAZARDS
ASSOCIATED
SSOC
WITH
MOORING OPERATONS
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TOPICS
Vessel Security
 Winches
 Wires
 Synthetic Ropes
 Snapback zone
 Stoppers
 Tug lines

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VESSEL SECURITY
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WHAT DOES A MOORING SYSTEM DO?
- Assists in heaving the ship alongside
- Prevents the ship from moving away
from the berth
- Holds the ship in place in relation to
loading arms
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FORCES INVOLVED
Wind
 Current
 Tide
 Surge due to passing ships
 Waves and swell
 Change of freeboard

The only reliable defence against these forces
g
line tending
g while the ship
p is
is regular
moored
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SECURITY OF THE VESSEL



Good knowledge & use of ships
equipment.
Awareness of good mooring
principles.
Careful planning
This continues all the time ship is alongside.
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WINCHES
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Safetyy reminders
Ensure:

(Steam pipes are lagged and guarded.)

Operator platforms are secure.


Winch
Wi
h area iis ffree ffrom oil.
il L
Leaks
k tto b
be
rectified.
Heave/slack directions are clearly marked
marked.
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Winches
ON COMPLETION OF MOORING

BRAKE ON

OUT OF GEAR
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Winch brakes
The force at which the brake will slip is
dependent on:

The number of layers of rope on the drum (more
(more
llayers LESS brake
b k h
holding
ldi power).
power).
)

How well the brake has been applied
applied.

Condition of the brake
brake.
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Winch brakes
No. of Layer Brake Holding CapacityExample
No
1st Layer
100%
45 Tonnes
2nd Layer
88%
40 Tonnes
3rd Layer
80%
36 Tonnes
4th Layer
73%
33 Tonnes
5th Layer
67%
30 Tonnes
6th Layer
61%
27 Tonnes
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Winch brakes
Rope must be reeled on the drum in the correct direction
Incorrect direction could reduce brake holding power by 50%!
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Winch brakes
Slacking down a rope

Winch in gear

Release brake

Rope walked back under power
The line should never be slacked back by releasing the brake. This
causes u
uneven
e e wear
ea o
on tthe
eb
brake.
a e Itt is
sa
also
so u
uncontrolled
co t o ed a
and
d
therefore
UNSAFE!
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Split
p drum winches
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Split
p drum winches

Minimise crush damage

Brake holding quoted for 1st layer
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Safetyy reminders
Do not:
U a wire
Use
i di
directt ffrom a stowage
t
reel that has been designed only for
stowing.
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Safetyy reminders
Do not:
St d ttoo close
Stand
l
tto drum
d
end
d when
h
holding a line. If line surges you
could be drawn into the drum.
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Safetyy reminders
Handling wire from storage drum to tension drum
Pull wire towards the body.
If the wire jumps it will jump away
from the body.
body
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Safetyy reminders
Familiarise yourself with the mooring equipment.
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Safetyy reminders
Ensure “Heave” and “Slack” controls are clearly marked.
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Safetyy reminders
Never leave the winch running unattended.
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Safetyy reminders
When operating a winch:


Operator must understand the controls
Have a clear view of the person giving
instructions
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Safetyy reminders
When operating a winch:


Operator must understand the controls
Have a clear view of the person giving
instructions
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ROPES
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 Postoje dva tipa upletanje koja ovise o smjeru uvijanja, “Z-Iay” I “S-lay”.
Kada pogledaš konopac vidjeti ćeš "Z" oznaku na konopu, takav konop
naziva se “Z-lay” (Z-pleteni ili livo pleteni) konop. Gdje vidiš oznaku „S" na
konopu, takav konop naziva se “S-lay” (S-pleteni ili desno pleteni) konop.
 “Z
Z-lay
lay” coil je smotan u smjeru kazaljke na satu (clockwise)
 “S-lay”, coil je smotan obrnuto od kazaljke na satu (anti clockwise
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 Dvostruko
D
t k pleteni
l t i / “Double
“D bl Braided”
B id d” konop
k
 Ovajj konop
p je
j lagan
g za rukovanje,
j , dobre savitljivosti
j
i sa
mogučnošću manjih deformacija.
 Prekidno opterećenje je značajno povečano. Ovo se još zove “Tafle”
Rope” ili “Doubler
Rope
Doubler Rope
Rope” ovisno o proizvođaču.
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WIRES
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Care of wire
Avoid - leading wire around sharp edges
Damages wire,
wire seriously reduces strength
Avoid - crossing the wire on the drum
C hi or fl
Crushing
flattening
i also
l d
damages wire
i & seriously
i
l reduces
d
strength
.
A oid - kinking the wire
Avoid
ire
This opens the lay and leaves the wire permanently weakened.
Avoid - leading the wires through excessive angles
Forces acting on the wire could exceed the wires MBL.
Always check the wire for snags before use.
The practice of sighting a wire before use could also prevent an injury or accident
accident.
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Safetyy reminders
Always - stand clear of a wire under load
Never - stand in the bight of a wire or rope
Always - wear gloves when handling wires
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SYNTHETIC FIBRE ROPES
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Rope care

Must be kept clear of chemicals, paint, thinners or
thinner vapours
vapours.

Reduce exposure to sunlight to a minimum.

Must be visually inspected regularly.

M st be stored in well
Must
ell ventilated,
entilated dr
dry conditions
conditions.

Avoid chaffing and friction damage to the ropes.
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Synthetic fibre mooring ropes
When making fast to bitts, two round turns then figure of 8.
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Safetyy reminders
Do not - surge fibre ropes on drum end.
This may cause the rope to stick and
jump.
Do not - apply too many turns
turns. In general
general,
not less than 3, but not more than 4
turns. If too many turns the line cannot
be released in a controlled manner
manner.
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Messengers
g
 Messenger should be a least 28-32mm diameter, 8
stranded square line polypropylene
polypropylene.
 Submerged moorings require the use of larger
messengers up to 40 mm diameter. Such messengers are
still to be 8 stranded polypropylene square line.
 All messengers are to be thoroughly examined for signs of
excessive wear and localised damage.
 T
To avoid
id excessive
i exposure tto ultra-violet
lt
i l t rays,
polypropylene messengers are to be stored under cover
as soon as possible
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Heavingg Lines

Constructed with a “Monkey’s Fist” at one end.

“Monkey’s
Monkey s Fist
Fist” to be made of rope

No added weights
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“SNAPBACK”
SNAPBACK
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Snapback

Keep
p clear of snapback
p
zone

Snapback is common to all lines

Synthetic lines will break suddenly
suddenly.
43
Snapback
p
zone
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Safetyy reminders
Do not - leave loose objects in the handling
area.
a
ea If line
eb
breaks
ea s itt may
ay tthrow
o up objects as
it snaps back.
Do not - have more p
people
p than necessary
y in
the vicinity of a line.
45
Snap back zone
When moorings are under strain all personnel should
remain in positions of safety.
Keep
p clear of the
“Snap
p Back Zone”
46
This poster was created
by the Officers and Crew
of the Puteri Zamrud
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STOPPERS
48
49
Stoppers
Ropes must never be used as a stopper on wires as it does not grip.
Secure a chain stopper
pp with a “Cow hitch” ((“Lanyard”).
y
)
50
Stoppers
For synthetic rope a synthetic rope stopper must be used.
The stopper should be used “on
on the double”
double
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52
TUG LINES
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Synthetic fibre mooring ropes
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Hazards

Condition of Tug’s line unknown

N t kknowing
Not
i when
h T
Tug will
ill h
heave

Load applied to line unknown
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Line handling



Person in charge should monitor the
operation to ensure no load is applied
before securing or letting go
Never let a Tug go until instructed, do not
respond to directions from Tug crew.
Stopper off the line before securing to the
bitts.
b
tts
56
Line handling
Wh making
When
ki fast
f t or letting
l tti go the
th tug,
t
ALWAYS KEEP THE
TUG BOAT IN YOUR
SIGHT!
until everyone is clear from danger
danger.
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Safetyy reminders
Do - stay well clear of the tow line at all times
times.
Do not - try to hold a slack line by standing on
it. If the Tug
g moves away,
y, so will you.
y
Do not - simply throw the line off the bitts
when letting go. Lower the line to the Tug
deck in a controlled manner
manner.
58
O
OTHER
WARNINGS
GS ON
O
BERTHUNG STATION
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To Summarise
Remember: Greatest risk of injury to yourself and
your shipmates is during mooring operations.
- Good communications
- Knowledge of mooring equipment
- Knowledge of mooring principles
- Care of wires and ropes
- Keep clear of “Snapback Zone”
- Additional care during Tug handling operations.
operations
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TYPICAL MOORING
EQUIPMENT AND
ARRANGEMENTS
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101
SHIP RUDDERS AND
STEERING GEARS
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 Rudders
 A rudder allows the ship to turn, simple plates have been superseded by
y
plates welded to cast or fabricated frame.
 If the rudder has its entire area aft of the rudder stock then it is unbalanced .
 A rudder with between 20 and 40% of its area forward of the stock is balanced
since there will be some angle at which resultant moment on the stock due
water force will be zero.
 Most modern rudders are of the semi-balanced
semi balanced design
design.
 This mean that a certain proportion of the water force acting on the after part
of rudder is counter acted by the force acting on the forward half of the
rudder; hence,
hence the steering gear can be lighter and smaller.
smaller
 Fully balanced rudder
 ♦ To reduce the amount of torque
q required
q
to turn a rudder the pivot
p
point
p
is
moved back from the leading edge.
 ♦ The amount of torque then varies depending on the angle of attack.
 ♦ Zero torque leads to instability with rudder moving within its clearance
clearance"
103
1. Ordinary;
2. Hanging;
3. balanced,
4 semi
4.
semi-balanced,
balanced
5. non-balanced
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 This
Thi d
device
i is
i especially
i ll valuable
l bl for
f tugs,
t
trawlers, special vessels and more recently
,VLCC,
VLCC which
hi h are required
i d to
t manoeuvre
well , particularly at slow speed , and have
th best
the
b t propulsive
l i efficiency.
ffi i
pull gains
g
between 30 and 50% ,
 ♦ Bollard p
equivalent to re-engining up to 1 3/4 times
the original
g
power
p
, have been obtained in
tugs and trawlers and in VLCC in
propulsive
p
p
efficiency
y between 6% to 13%
can be expected.
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