INTER-GLOBAL COLLEGE FOUNDATION, INC.

Brgy. Bocohan, Lucena City

Registration No.16Q13029

COURSE MODULE
(Paper-Based)

STUDENT’S COPY
I. NAME OF PROGRAM Bachelor of Science in Marine Transportation (BSMT)

COURSE CODE
II. COURSE DESCRIPTIVE
Ship Handling and Maneuvering
TITLE / CODE
Seam 5

COURSE CREDIT UNIT

IV. PRE-REQUISITE / CO-
DW 1
REQUISITE / CREDIT UNIT 3

VI. COURSE DESCRIPTION Ship Handling and Maneuvering

MODULE NUMBER
VII. MODULE TITLE/ NUMBER Line handling, mooring and anchoring
9

IX. INCLUSIVE WEEK Week Number 9

Discuss the principles of ship handling, the effects of deadweight, draught, trim,
X. COURSE OUTCOME speed and under keel clearance on turning circle and stopping distances, effects of
wind and current on ship handling while maintaining safety of navigation.

Learning Outcome: At the end of the modules, the students should be able to:
1. State the importance of keeping mooring line clear of the propeller and notifying the bridge when the propeller is not clear.
2. Describe how to make fast tug on towing hawser or lashed up alongside.
3. Explain how to use a messenger to pass a wire or chain to a buoy.
4. Describe the procedures for singling up and letting go from berth and buoys.
5. Describe how to stow mooring ropes and wires for a sea passages
6. Describe the use of self tensioning winches.
7. Describe the use of fenders during berthing and when secured in position.
8. Explain how to rig and light the pilot ladder.
9. State that the rigging of the ladder and the embarkation and disembarkation of the pilot should be supervised by a responsible officer.

A. STCW Competence Addressed by the Course Module :

 A-II/1 F1.C9: Maneuver the Ship

B. STCW KUP Addressed by the Course Module:

 A-II/1 F1.C9. KUP1: Ship Maneuvering and Handling

XI. MODULE RESOURCES

MINIMUM READING MATERIAL/ONLINE RESOURCES TO BE PROVIDED BY THE FACULTY; IT CAN BE
IN PDF / WORD FILE / INTERNET LINKS / ETC. AND ITS MHEIs DISCRETION BASED ON THEIR
RESOURCES / CAPABILITY

A. IMO IMDG.1: International Maritime Dangerous Goods Code (Volume 1)

[https://law.resource.org/pub/us/cfr/ibr/004/imo.imdg.1.2006.pdf]
B. Dangerous Goods Management Manual
[http://www.mrcmekong.org/assets/Publications/basin-reports/Dangerious-Goods-MM-
Sept2013.pdf]
C. An Introduction to the IMDG Code [http://www.imdgsupport.com/Free%20IMDG%20Code
%20introduction%2037-14.pdf]
 INTER-GLOBAL COLLEGE FOUNDATION, INC.
Brgy. Bocohan, Lucena City
Registration No.16Q13029

INTRODUCTION:
Mooring systems are used to secure a ship to a pier, wharf, mooring buoy, or another ship.
Mooring systems include the lines, fenders, ship/pier fittings and related machinery that
would be used to bring a ship into a moored configuration. In addition to the standard
mooring configurations alongside a pier, wharf , or other ship; a variety of at sea mooring
configurations can be employed which often utilized ship’s anchors. Most moorings are
provided in harbors to provide a safe haven, reduce exposure to waves, reduce ship motions,
and reduce dynamic mooring loads.

Mooring

Mooring Line Mooring

Types of Mooring
Arrangement Procedures

LESSON MAP:

MOORING
Factors to be considered when mooring
Based on the forces acting upon the ship
 Wind
 Current
 Waves
 Swell
 Other ships passing by (suction effect)
 Location of the berth- Protected or sea berth
 INTER-GLOBAL COLLEGE FOUNDATION, INC.
Brgy. Bocohan, Lucena City
Registration No.16Q13029

Protected Berths
Design criteria – limiting values
o Cross winds up till 155m.sex (6-7 Beaufort)
o Tidal current of 3 knots in longitudinal direction
o Cross current of 1 knot
Cargo- 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.

Types of Mooring

PIERSIDE (FIXED MOORING)

Standard Excellent, ship is aligned parallel with pier or wharf. Best if ship’s
draft does not limit its ability to tie up; ship is located near facilities;
easy access provided to take on supplies, ammunition, and crew.

Med Moor Good for situations where reasonably precise positioning required in a
limited area. Can be subject to large broadside currents.

Spud Moor Excellent for floating drydocks. The ship is free to move vertically on
the spud as the tide rises and falls.

AT SEA (MOORINGS)

Free swinging (single Ship will assume the most advantageous position under combined
point) action of wind and current; best for heavy weather or transient
mooring when an acceptable pier berth is unavailable.

Multiple points for two

points Not for precise positioning; suitable for transient
INTER-GLOBAL COLLEGE FOUNDATION, INC.
Brgy. Bocohan, Lucena City
Registration No.16Q13029

Mooring Line Arrangement

When a ship comes into port, the type of
arrangement and number of lines that it will put out
depends on the dock type and load condition of the
ship. Most large cargo ships will often double up on
all of their lines, putting out 2 each of the bow, bow
and quarter spring, force and after breast, and stern
lines.
 Bow lines: typically run through the bull nose on the bo
dock, leading ahead of the ship. When backed against, t
in toward the dock.
 After bow spring: from the bow leading aft, these line
forward should a ship’s wake or wind force the ship ahe
they will help too kick the stern out away from the dock
 Forward bow spring: from the after section of the bow
prevent the ship from surging backward should a wake
backed against, they will help to pull the ship in to the d
 Breast lines: usually put out from the bow or stern, and
hold the ship alongside the dock. They do not prevent s
away from the dock, and are usually the last lines sent o
 After quarter spring: the lines run from the quarter af
forward. When pulled forward against, these lines help
 Forward quarter spring: these lines run from the stern
surging aft. When pulled astern against, these lines help
dock.
 Stern lines: these lines run from the stern, usually run t
aft of the ship. When pulled forward against, these lines
dock.
 INTER-GLOBAL COLLEGE FOUNDATION, INC.
Brgy. Bocohan, Lucena City
Registration No.16Q13029

Efficient Mooring
The efficiency of a mooring rope depends on the following factors:
 Material (steel wire or synthetic – elongation & MBL)
 Length
 Angles with longitudinal and transversal axis in the horizontal plane
 Angles with the horizontal in the vertical plane
Function of the different ropes
 Head and stern lines & the springs are stabilizing the ship alongside
 Breast line will prevent the ship to break free from the berth
 Breast lines must be a s perpendicular as possible to the ships longitudinal axis
 Springs must be as parallel as possible to the berth

Recommendations
 The 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
 The ideal configuration will rarely be achieved.
 To obtain a perfect mooring configuration, there must be a perfect harmony between the
ships’ equipment and disposition on board and the configuration ashore.
 Berthing ships is always a matter of compromises.
Mooring Procedures
To ensure that mooring operations (including interaction tugs) are carried out n a safe manner, the
following items should be properly addresses:

Suitable planning and Proper Competency of

supervision communication personnel
 Familiarity with any
specific shore
Sufficient members in requirements
INTER-GLOBAL COLLEGE FOUNDATION, relating to INC.
the mooringBrgy.
teamsBocohan,shore
Lucenamoorings,
City passing
traffic and tidal/weather Registration No.16Q13029

conditions

General Mooring Guidelines

Assuming the moored vessel is exposed to strong wind or current from any direction, the following
mooring pattern guidance should be observed to optimize load distribution on the moorings.
(1) Mooring lines should be arranged as symmetrical as possible about the midship point of the
vessel.
(2) Breast lines should be oriented as perpendicular as possible to the longitudinal centre-line
of the vessel and as far forward and aft as possible.
(3) Spring lines should be oriented as parallel as possible to the longitudinal centre-line of the
vessel.
(4) Head and stern lines are generally not required for safe mooring provided shore mooring
points are suitably designed and arranged. This means that a vessel can be moored most
efficiently within its own length.
(5) The vertical angle of mooring lines should be kept to a minimum. The flatter a mooring line
is oriented, the more efficient it is in resisting horizontal loads acting on the vessel.
(6) Mooring lines of the same size and type (material) should generally be used for all leads.
Mooring lines of the same size and type should always be used for all leads in the same
service such as breast lines, springs, head lines, etc.
(7) If tails are used on wire moorings, the same size and type of tail should be used on all lines
run out in the same service. Synthetic tails are often used on the ends of wire mooring lines
to permit easier handling and to increase line elasticity. The addition of a 10 m nylon tail,
for instance, increases line elasticity of a 45 m long wire line five- to six-fold.
(8) Mooring lines should be arranged such that all lines n the same service are about the same
length between the vessel’s winch and the shore bollard.

Mooring Principles
A mooring system must resist forces due to some, or possibly all, of the following factors:
wind and current, surges from passing vessels, and effects of waves, swells, and seiches as well as
ice and tides. Normally, if the mooring arrangement is designed to accommodate maximum wind
 INTER-GLOBAL COLLEGE FOUNDATION, INC.
Brgy. Bocohan, Lucena City
Registration No.16Q13029

MOORING CONFIGURATIONS BULK

DIFFERENT MATERIALS
CARRIERS

 Cape Size: 4-2-2 (fore and aft)  3 different configurations

 Panamax: 4-1-1 (fore and aft)
 Handy size: 4-1 (fore and aft)
 Mini bulker: 3-1 (fore and aft)
 Muni bulker – moored so it can shift
forward and backwards during
loading/discharging
 All steel wire ropes (equipped or not
equipped with tails)
 All ropes are synthetic
 Mixed systems (synthetic + steel
wire rope)
 New materials (Kevlar-Aramid
ropes)

Safe Mooring
1. All operations must be carried out ONLY under the direct orders of the supervising officer.
2. The supervising officer must ensure that communications with the bridge are –
CONTINUOUSLY maintained. If using radios all calls should start with the ship’s name
(to avoid confusion), and then the caller should immediately identify himself and who he’s
calling to avoid confusion on one’s own ship. A spare fully-charged battery should be
carried whenever portable radios are used. A backup system must be readily available at all
times.
3. Check with the bridge before sending the first lines, and before making any lines fast.
4. Keep the bridge informed of distances off the quay, any obstructions and other moored
ships, lighters or other floating objects.
5. Advise the bridge if there is any possibility that a slack line may become entangled in the
propeller – or thrusters.
6. Warn the bridge if any lines become excessively taut.
7. Make fast and cast off tugs only on orders from the bridge.
8. When heaving lines are being thrown, ensure that all personnel ashore and on board are
alerted, and stand well clear.
9. 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.
INTER-GLOBAL COLLEGE FOUNDATION, INC.
Brgy. Bocohan, Lucena City
Registration No.16Q13029