D2 Anchoring, Mooring/Berthing

(a) Describe the procedure of anchoring your ship giving the composition of
the anchoring team, the precautions to be observed by the personnel and
their communication with the ships bridge.
(b) Sketch in plan view and name all the mooring equipment and arrangements
fitted fore and aft and along the length of your ship.
(c) Provide a plan sketch of your ship moored alongside a berth showing the
leads and naming the ropes and wires used from the securing point on the
ship to the shore. Show also the positioning of fenders and anchor (if
applicable).Give the size, Breaking Strength (BS) and the Safe Working Load (SWL)
of each rope and wire used.
(d) Describe the following with regard to a mooring/berthing operation:
(i) Composition of the mooring parties forward and aft, and their essential
communication with the bridge team during the operation.
(ii) Equipment made ready for mooring and the procedure for connecting to a tug
for berthing.
(iii) The procedure for mooring to buoys or dolphins with specific reference to using
slip wires.

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(a) Describe the procedure of anchoring your ship giving the composition of
the anchoring team, the precautions to be observed by the personnel and
their communication with the ships bridge.
Based on the findings of the risk assessment, appropriate control measures should be
put into place to protect those who may be affected. It is particularly important that the risk
assessment considers the consequences of the failure of any element of the equipment.
Our anchors are located in the forward mooring station, deck number 7.
On approaching time and position for anchoring such factors as wind force, depth of
water at the anchorage, tide or current, character of bottom, traffic density and any port
control requirements should be considered to establish drop anchor point.
Before using an anchor we check our equipment to ensure that all parts envolved in
this action are working propertly.Before anchors are let go we check under the bow for
possible obstacles. We have to be sure, that anchor is always walked back in gear until the
anchor is out of the hawse pipe and clear of the bulbous bow. Once it is walked back, the
anchor may be let go on the brake, but first walked out to within 5-6 metres of the sea bed and
then let go, this ensures the anchor will not be damaged by falling from a considerable
distance onto a hard bottom.
Anchors are let go with the help of a windlass operated by the bosun or another
experienced seaman. As a rule, the proper length of chain is equal to about five times the
depth of water.
When we had anchored and weve applied brake, the chief officer ensures that the
cable stopper is lowered and correctly positioned with lashing to prevent jumping.
After the anchorage of the vessel the officer of the watch must take anchorage
bearings and soundings and make entries to the log- book.
Composition of the anchoring team :
A responsible person should be designated to be in charge as a direct on-scene
coordonator of the anchoring team, in our case C/O and he has to maintain an adequate
communication connection with the vessels bridge.
In the anchoring team must be of at least two mens, usually these are the Boatswain
and one OS (ordinary seaman) with experience, but they can be assisted by an AB (able
seaman) and a D/C deck cadet.
The precautions to be observed by the personnel :
Before lowering, letting go, and heaving-in the officer in charge of anchoring
operations should ensure:
The windlass operator and others in the vicinity wear goggles, hard hats, safety
shoes, and clothing(overalls) which completely covers the body;
Good communication between bridge and forecastle;
Windlasses are tested and in good order;
All other equipment such as lights, anchor shapes, torches, etc. that you may
require are available and working;
The area under the bow is clear of small boats, tugs, etc.

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Every time the ship is at anchor , a continuous anchor watch should be maintained.
The Officer of the watch should:
Ensure that the vessel has appropriate lights and shapes and that in restricted
visibility the appropriate sound signals are made;
Ensure that an efficient lookout is maintained;
Maintain watch to ensure that other vessels do not approach or anchor within
your ship`s turning circle;
Determine and plot the ship`s position on the chart and regularly check this
position by bearings and/or distances of fixed navigational marks;
Notify the Master if the vessel drags its anchor and take all necessary
measures;
Ensure that the main engines and other machinery is ready in accordance
with the Master`s instructions;
Maintain a constant watch on VHF channel 16 and the appropriate port
working channel;
Check weather forecasts, tidal, and sea conditions;
Notify the Master if the weather, including visibility deteriorates;
Ensure that rounds of the vessel are made at appropriate intervals, including
the ship`s forecastle to check the security of the vessel and the windlass
brake/anchor chain;
At least one radar must be kept in operation and used to monitor position
and movement or positions of other vessels in the anchorage.

The anchoring team should wear appropriate safety clothing - safety helmets, safety
shoes and goggles as a minimum protection from injury from dirt, rust particles and debris
which may be thrown off during the operation. Wherever possible, they should stand aft of the
windlass.
As a safety precaution it is recommended that the anchor is walked out clear of the
pipe before letting go.
For very large ships with heavy anchors and cables, the anchor should be walked out
all the way to avoid excessive strain on the brakes (and on the bitter end if the brakes fail to
stop the anchor and chain).
Where the anchor is let go from the stowed position, if upon release of the brake, the
anchor does not run, personnel should NOT attempt to shake the cable, but the brake should
be re-applied, the windlass placed in gear, and the anchor walked out clear prior to release.
Cable should stow automatically. If, for any reason, it is necessary for personnel to
enter the cable locker, they should stand in a protected position and, as far as possible, have
constant communication with the windlass operator.
Anchors housed and not required should be properly secured to prevent accidental
release.

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Communication with the ships bridge :

Before starting the anchoring operation, the responsible person should ensure a proper
communication between the anchor stations and bridge.
Where the means of communication between bridge and anchoring party is by portable
radio, the identification of the ship should be clear to avoid misinterpretation of instructions
from other users of such equipment like for example : M/V Osaka Car anchoring team
calling bridge.
We use for establish the communication portable VHF (very high frequency) radio
telephones (walkie-talkies) on a working channel -78. The communication language
during anchoring is English.

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(b) Sketch in plan view and name all the mooring equipment and arrangements
fitted fore and aft and along the length of your ship.
Explanation key Mooring Equipments fig.1 + fig.2

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(c) Provide a plan sketch of your ship moored alongside a berth showing the
leads and naming the ropes and wires used from the securing point on the
ship to the shore. Show also the positioning of fenders and anchor (if
applicable).

Usualy we dont use brest lines but if the wheater is bad, strong current, strong wind
etc we can use brest lines and we can use even the spare line to ensure a safety mooring.
During mooring operation we pass to the shore :
1. Spring lines
2. Breast lines (if we use)
3. Head & Stern lines

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(c) Give the size, Breaking Strength (BS) and the Safe Working Load (SWL)
of each rope and wire used.
The safe working loads (SWL) of various synthetic fiber ropes and the breaking load (BL)
of the rope (wire) is verified by actually breaking a sample in controlled conditions and this is
stated on the certificate of the rope (wire).
The breaking strength (BS) is given by the rope maker, and is tested, examined and
certified by competent societies at proper intervals.
We use nylon ropes,a short description a an nylon rope :
This is the strongest of man-made rope fibres,except for Aramid, and has exceptional
resistance to sustained loading.It is highly resistant to chemical attack from alkalis,
oils and organic solvents, but will be damaged by acids.However, its high elasticity
makes it unsuitable for tanker moorins, where the ships movement has to be restricted
to avoid damaging loading arms.It does not float.
Specific Gravity 1.14 Melting point 250 Deg.Centigrade.
When is wet, nylon has only 80% of its dry strength. It is the dry MBL which is quoted and
due allowance should be made when comparing with other fibres, or when ordering nylon
lines.
When delivered, all mooring ropes should be accompanied by a certificate from the
manufacturer which will indicate the minimum breaking load.These certificates should always
be consulted if it is necessary to ascertain the specification of a particular rope.
The specifications of our ropes :
NAME: Double Braided Nylon Rope
DIAMETER: 52 mm
LENGTH: 200 m
LINEAR DENSITY: 1591(k tex)
NOMINAL BREAKING LOAD: 565,8 kN
NUNBER OF ROPES( AFT STATION) : 8 pieces
NUMBER OF ROPES ( FORE STATION) : 8 pieces
NUMBER OF SPARE ROPES: 2 pieces, one in freward and one in aft.
NUMBER OF ROPES FOR TOWING: 2 pieces, one in foreward and one in aft.

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(d) Describe the following with regard to a mooring/berthing operation:

(i) Composition of the mooring parties forward and aft, and their essential
communication with the bridge team during the operation.
Our vessel make fast to starboard side because stern/side ramp are placed on a
starboard side. When the vessel approaching the berth ship must reduce speed and proceed at
slow speed. All mooring ropes and heaving lines should be ready for use.
During mooring and un-mooring operations a sufficient number of personnel should
always be available at each end of the vessel to ensure a safe operation. A responsible officer
should be in charge of each of the mooring parties, in our case the mooring parties are like
this :

The ships bridge is the Masters station.He commands the whole operation, give
additional instructions,because he has a better view of the area from the bridge wings
and receive additional information from the port authorities if there is some changes or
problems connected with the mooring operation.

The bridge team is composed of:

-

Master
Pilot
3rd officer
1 AB (Able Seaman)

The forward mooring station, in charge of this mooring station is the Chief Officer
and he will ensure that all safety procedures are carefully followed.

The forward mooring station team is composed of:

-

Chief Officer
Boatswain
2 OS (ordinary seaman)

The aft mooring station, in charge of this mooring station is the Second Officer and
he will ensure that all safety procedures are carefully followed.

The aft mooring station team is composed of:

- 2nd officer
- 1 AB
- 1 OS
- 1 Deck Cadet

Communication with the bridge team

A suitable means of communication between the responsible officers and the vessels
bridge team should be established. If this should involve use of portable radio, then the ship
should be clearly identified by name to prevent misinterpretation.
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Before the maneuvering is started, we check our means of communication with a routine
call:
BRIDGE: Forward station, how do you read me?
FORWARD: Bridge, forward I read you well.
BRIDGE: Aft station, how do you read me?
AFT: Bridge, aft station, I read you well.
An example of communication during the operation:
BRIDGE: Forward and aft, give your spring ashore.
FORWARD: Copy, give the springs.
AFT: Copy, give the springs.
FORWARD: Bridge, forward springs are ashore.
AFT: Bridge, aft springs are ashore.
BRIDGE: Forward send all head lines and aft send all stern lines ashore.
FORWARD: Copy, all head lines to send ashore.
AFT: Copy, all stern lines to send ashore.
BRIDGE: Vessel in position. Forward and aft make tide all lines.
FORWARD: All lines secured and made tide.
AFT: All lines secured and made tide.
BRIDGE: Let go tugs fore and aft.
FORWARD: Tug cast off.
AFT: Tug cast off.
BRIDGE: Fore and aft secure everything and dismissed.
FORWARD: Copy, dismissed.
AFT: Copy, dismissed.

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(d) Describe the following with regard to a mooring/berthing operation:

(ii) Equipment made ready for mooring and the procedure for connecting to a tug
for berthing.
Before mooring operations C/O and 2/O should check all of our equipment as per checklist.
Equipment checklist:
(1) Ropes.
(2) Towing lines.
(3) Heaving lines.
(4) Messengers.
(5) Bitts.
(6) Bollards.
(7) Rollers.
(8) Gearing.
(9) Correct condition of the brakes.
(10) Night time lights.
(11) The personnel full safety equipment.
All personnel involved in such operations should wear suitable protective
clothing.Vessels heaving lines should be constructed with a monkeys fist at
one end.
To prevent personal injury, the fist should be made only with rope
and should not contain added weighting material.
Areas where mooring operations are to be undertaken should be
clutter free as far as possible.
Decks should have anti-slip surfaces provided by fixed treads or anti-slip paint
coating, and the whole working area should be adequately lit for operations undertaken during
periods of darkness.
All equipment used in mooring operations should be regularly inspected for defects.
Any defects found should be corrected as soon as possible. Particular attention should be paid
to the risk of oil leaks from winches, and surfaces of fairleads, bollards, bitts and drum ends
should be clean and in good condition. Rollers and fairleads should turn smoothly and a visual
check be made that corrosion has not weakened them.
Ropes and stoppers that are to be used in the operation should be in good condition,
should be frequently inspected for both external wear and wear between strands.
Careful thought should be given to the layout of moorings, so that leads are those most
suited without creating sharp angles, and ropes and wires are not fed through the same leads
or bollards.
Personnel should not in any circumstances stand in a bight of rope or wire. Operation
of winches should preferably be undertaken by competent personnel to ensure that excessive
loads do not arise on moorings.
When moorings are under strain all personnel in the vicinity should remain in
positions of safety, avoiding all Snap-Back Zones.
Where moorings are to be heaved on a drum end, one person should be stationed at
the drum end, backed up by a second person backing and coiling down the slack.

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Procedure for connecting to a tug

Towing operations lead to large loads applied to ropes, fairleads, bitts and
connections,before using this equipment should be adequately maintained and inspected
before use, as during towing operations excessive loads may be applied to ropes, wires,
fairleads, bitts and connections.
Only good condition mooring lines especially designed for towing should be used for
tugs. These lines, one forward and one aft, should be kept apart and not used for mooring,
except in an emergency.
It is necessary to ensure that roller fairleads, bollards, etc. are:
(1) Properly placed to avoid obstructions;
(2) Effectively secured to the ship`s structure;
(3) Are of suitable design. Our bitts has a SWL=520kN
Appropriate communications should be established between the bridge and mooring
station prior to the start of operations and olso the master should establish suitable means
of communication, exchange relevant information (speed of vessel), and agree a plan for
the tow with the tug master.
Persons involved in towing operations should be briefed in their duties and necessary
safety precautions.
It`s necessary to keep clear of rope bights and personnel must remember about the
consequences of parting lines and associated danger zones.
Once the tow is connected, non-essential personnel should keep clear of the
operational area. If anyone is required to remain in this area or to attend to towing gear during
the towing operation, they should take extreme care to keep clear of bights of wire or rope and
the Snap-Back zone should a line break. Exposure time should be kept to a minimum.
When letting go the tow, no attempt should be made to heave in the tow line slack
before making positive communications with the tugs crew and they have indicated that they
are ready to receive their line. Use the tugs attached messenger to heave in the slack and then
stopper it off before taking the eye off the bollard. Use turns of the messenger aroundthe
bollard to control the speed at which the tow line goes out and is retrieved on board the tug. If
the tow line is allowed to run out uncontrolled, it could whiplash, and strike a crewmember,
causing severe injuries.

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(d) Describe the following with regard to a mooring/berthing operation:

(iii) The procedure for mooring to buoys or dolphins with specific reference to using
slip wires.
The purpose of the slip wire is to enable the vessel to let herself go, at any time,
without being dependent on the port`s linesmen to clear lines from bollards. It is generally
always the last line to let go. In some circumstances a slip rope may be used.
Slip wires tend to run easily when letting go and heaving taut, but the wire is heavy and often
difficult to handle. A strong messenger must be employed to heave the eye back aboard when
rigging, because the wire will not float as a rope may, and there may be a long drift between
the bow or stern and the bollard buoy.
Slip ropes are easier to handle and manipulate through the ring of a mooring buoy, but
they are bulky and slow in running because of surface friction between the rope and buoy
ring.
They generally float on the surface when going out to the buoy and when being
heaved back aboard, this fact considerably reduced the weight on the messenger.
Where mooring to buoys is undertaken from a ships launch or boat, personnel
engaged in the operation should wear lifejackets and a lifebuoy with attached lifeline should
be kept readily available in the boat.
The messenger should never be passed through the ring of the buoy first, for this may
cause the hitch to jam in the ring of the buoy when heaving back aboard. Signal to the officer
in charge aboard the vessel to heave away on the messenger and bring the slip wire back
aboard. Detach the messenger and turn up both parts of the slip wire on the bitts.
Do not put the eyes of the slip on the bitts, as this would make letting go difficult if
weight is on the wire.
To prevent accidental slippage of the wire eye(s) over the bitts or other obstruction the
eyes should be seized, partially closing the eye.

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