1. What are the rules and procedures in berthing in a port?

Procedures:

In tidal port with currents, berths are designed in such a way that current will be flowing at 15 to 30 degree to the berth.
Design berthing velocity for ship is normally 0.2 m/second.

 In a typical modern port, the vessel will approach at an angle of about 20 degree to berth. Vessel will be
maneuvered in such a way that her speed will be one or two knots and forward part is some 10 meters away so
that lines can be passed.
 Forward tug will be used to hold the bow so that she doesn’t come in contact with jetty. Engine will be reversed
to stop the vessel.
 Aft tug will push the vessel towards jetty. When approach speed is more than 0.2 m/second, tugs are used to
retard the speed.
 With careful use of engines and rudder vessel will be positioned when she is still few meters away from jetty.
 Once in position, vessel will be brought along side by using tugs and mooring ropes. Modern tugs with azimuth
propeller can virtually push or pull the vessel without changing her position.

Rules:

There are certain actions that a master should always take before and during berthing. These are listed below.

Passage planning
• Always passage plan from berth to berth. Pay careful attention to the dangers that are likely to be encountered during
the pilotage.
• Always fully brief the pilot, making sure that he understands the ship’s speed and manoeuvring characteristics.
• Always ask the pilot to discuss the passage and berthing plan. Ask questions if anything is unclear.

Working with tugs

• Consider the use of tug assistance, where wind and current or the ship’s handling characteristics create difficult
berthing conditions.
• Always estimate windage and use this estimate to determine the number of tugs required.
• When berthing with a bow thruster, a large ship may need a tug to control the ship’s stern.

Manoeuvring
• Avoid high forward speed when working with tugs, when using a bow thruster, when under-keel clearance is small,
when sailing in a narrow channel or when close to other ships.
• Test astern movement and wait until the ship moves positively astern before stopping.
• Remember that a kick ahead can be used to initiate and maintain a turn when speed is low.
• Remember that the ship’s pivot point is forward of amidships when steaming ahead.
• Remember that a ship will want to settle with the pivot point to the windward of, and in alignment with, the point of
influence of wind.
• Remember that the point of influence of wind changes with wind direction and the ship’s heading.
• Remember that at low speed, current and wind have a greater effect on manoeuvrability and that highsided ships will
experience a pronounced effect from leeway.

Finally
• Never ring ‘finished with engines’ until every mooring line has been made fast.
• Always anticipate well ahead and expect the unexpected to occur.
2. What are the used and the rules for anchoring on ship?

These are the uses of anchoring on ship:

 There is no berth or cargo available.

 a change to the strategy for passage
 The pilot is unavailable, and boarding has been delayed.
 Breakdown of machinery
 awaiting favorable / unfavorable weather
 Orders for voyages are not available.

Rules:

Information, instructions, and procedures are used to design anchoring operations acts that contribute to the vessel's
navigating procedure anchoring in a safe, seamanlike manner at the chosen anchor position in a manner that takes into
account the current weather and sea state Anchoring mistakes have repercussions. The ship could collide with other
ships or run aground, resulting in property and environmental damage.
As a result, anchoring should be done safely for the sake of all parties involved. For a safe anchoring operation, proper
preparation and coordination are required. The Master should provide a briefing to all staff participating in the planned
anchoring operation, as well as updating the engine room.

3. What are types of ship mooring operation?

Mediterranean Mooring
- commonly known as "med mooring," is a method of anchoring a boat in the Mediterranean Sea. Mooring a sailboat at
a perpendicular angle to a pier because the ship is tied to a specific length of pier along its width rather than its length, it
takes up less room. The downside of Mediterranean mooring is that it is more prone to cause collisions and is not
feasible in deep water or in areas with big tides.

Baltic mooring
- is a combination mooring of a vessel near the berth with a stern mooring chained to the offshore anchor cable in the
"ganger length" region. The offshore anchor is deployed as the vessel approaches the berth, and the weight on the rope
and the stern mooring act to keep the vessel close to the quay. On a windy day, a Baltic mooring is a safe option for
berthing a ship.

Single Point Mooring

- SPM stands for single point mooring, which is a floating buoy/jetty anchored offshore that allows tanker ships to
handle liquid cargo like petroleum products. SPM is mostly employed in locations where there is no specialized facility
for loading or unloading liquid cargo. These single point mooring (SPM) facilities, which are located several kilometres
from the shore-facility and connected by sub-sea and sub-oil pipelines, can handle vessels of massive capacity such as
Single point mooring (SPM) serves as a link between the shore-facilities and tankers for loading and off-loading liquid
and gas cargo.

Multiple Point Mooring of Ship

- The front of the ship is secured with both anchors, while the stern is secured with a buoy around it with this mooring
method. First, the vessel approaches the final berthing point from the front, at a 90-degree angle to her final berthing
direction. While the ship is making forward progress, the starboard anchor is initially let go at a pre-determined location.
The required quantity of cable is paid, and the vessel's astern propulsion is also activated at the same time to bring it to
a stop.

Ship-to-Ship Mooring
- The mooring alongside two different or similar sized ships for cargo transfer is known as a Ship to Ship transfer
operation. During this process, one of the ships is at anchor and the other is on the move. The mooring configuration is
determined by the ship's size. A vessel that is at anchor or stopped and maintains a consistent heading is said to be at
anchor the maneuvering ship approaches at an angle of approach as small as practicable.

Running and Standing Mooring

- Running Mooring: When compared to other types of mooring, running mooring is rather quick mooring in the
Mediterranean and gives you more control over your ship. While moving forward on engines, the vessel's starboard
anchor is let go at a position four to five shackles from the bow's final position, and around nine shackles are paid out.

- Standing Mooring: This is done when there are crosswinds. The port anchor is let go when the vessel comes to a halt,
and 9 shackles are payed out as the tide comes in. The port anchor is thrown on while the starboard anchor is let go. As
a result, the port anchor is kept on four shackles because it is the flood anchor, and the starboard anchor is kept on five
shackles because it is the ebb anchor. This spacecraft takes longer to reach its destination and offers less control. When
compared to running moor, the weight on the windlass is greater.