Mooring Operations and Unmooring

Operations
Mooring Operations and Unmooring
Operations

01st. APRIL 2019 IMO Level 1 - Operational Level (1st Responders) 2

Mooring Operations and Unmooring
Operations

01st. APRIL 2019 IMO Level 1 - Operational Level (1st Responders) 3

Mooring Operations and Unmooring
Operations
1. Mooring Operations - Berthing manouevres towards a tanker at
anchor:

a. It is an accepted practice to perform the approach

manoeuvre in such a manner that the Sevice Ship’s (SS)
portside will berth and moor on the starboardside of the
Ship To Be Lightered (STBL).
b. As far as reasonable and practicable, it is advisable NOT to
berth during hours of darkness and during restricted visibility
caused by heavy rainstorms.
c. A weather eye must be kept at all times as safe berthing
depends on good weather conditions.
d. Due regard must be given to the heading of the anchored
ship, as a yawing ship can cause contact damage.
e. Good seamanship to be exercised during berthing when
the wind and current are not coming in the same direction.
Mooring Operations and Unmooring
Operations
1. Berthing manouevres towards a tanker at anchor (contd.):
Mooring Operations and Unmooring
Operations
2. Mooring Operations – General Precautions:

a. A careful watch on the effects and behavior of both the ships

caused by the differences in freeboard and drafts.
b. It is NOT advisable to berth or moor during slack water.
c. Great caution to be exercised when mooring a ship for
reverse lightering operation (the Service Ship is in a fully
loaded condition).
d. The mooring operation to be conducted as smoothly as
possible, any violent structural contacts may dislodge the
anchored ship from its position and cause the anchor to
drag.
e. The anchored ship (STBL) may swing excessively at times
and it is prudent to use the helm or engines to reduce the
unwanted swing. Such movements are to be communicated
to the Service Ship (SS).
Mooring Operations and Unmooring
Operations
2. Mooring Operations – General Precautions (contd.):

f. The order of passing mooring ropes should be agreed in

advance.
g. Rope messengers and rope stoppers should be checked and
readied on both the tankers, rigged in way of the relevant
mooring bitts to be used.
h. Mooring ropes should only be led through approved closed
fairleads (appropriate SWL and size to permit the easy
passage of the tornsberg joining shackle).
i. Mooring lines should be positioned in such a manner where
they do not rub or chafe against each other.
j. Mooring lines that lead in the same direction should be made
of similar material to avoid unequal tensioning.
Mooring Operations and Unmooring
Operations
2. Mooring Operations – General Precautions (contd.):

k. As far as possible, avoid using the same fairlead and

mooring bitt for another mooring line.
i. For mixed mooring arrangement, you may consider using poly
ropes for headlines and sternlines, and wire ropes for springs
lines and breast lines.
l. Wire mooring lines should be fitted with synthetic rope tails to
provide the required elasticity and the required electrical
discontinuity. Such rope tails will also permit easy cutting
when in an emergency.
m. The rope tail should be 11 metres in length, 25% stronger
than the wire, and placed outside the closed fairlead or choke
to prevent chafing. The eye of the rope tail to be covered with
leather or strong plastic sheets.
Mooring Operations and Unmooring
Operations
3. Mooring Operations – Berthing Plan:

a. The mooring and berthing of two tankers for the STS

operation in open port limits can be a risky adventure. A
Berthing Plan should be developed.
b. A Marine Risk Assessment to be conducted, taking into
account all the possible risks and also identifying the
mitigation measures that can be implemented.
c. The Berthing Plan should consider the following elements:
- the difference in sizes between the two tankers.
- to bear in mind the differences in freeboard and
displacement.
- the efficiency of the mooring ropes depends on the angle
lead provided by the mooring bitts and fairleads.
Mooring Operations and Unmooring
Operations
3. Mooring Operations – Berthing Plan (contd.):

d. The Berthing Plan should be discussed (as highlighted in

Checklist No. 2 - Before Operations Commence), and to be
agreed by both the tanker Masters.
e. All mooing equipment, winches, mooring ropes, snap back
zones, rope tails to be checked, tested and verified.
f. The deck watch should attend to the mooring ropes during
cargo transfer and freeboard changes between the 2 tankers.
Mooring Operations and Unmooring
Operations
3. Mooring Operations – Berthing Plan (contd.):

g. It is a normal practice to send the mooring ropes from the

manouevring ship first, if weather conditions permit, mooring
ropes can be sent out from both the ships simultaneously.
Mooring Operations and Unmooring
Operations
3. Mooring Operations – Berthing Plan (contd.):

h. For STS operations, the

mooring configuration
would be as follows:

- at least 6
headlines.
- at least 4
stern lines
- at least 2
forward springs.
- at least 2
aft springs.
Mooring Operations and Unmooring
Operations
3. Mooring Operations – Berthing Plan (contd.):

i. Normal mooring lines used for STS operation by Service Ship:

- 4 headlines
- 2 spring lines (fwd), 2 spring lines (aft)
- 4 stern lines

j. Normal mooring lines used for STS operation Ship To Be

Lightered:
- 4 headlines
- 2 stern lines
Mooring Operations and Unmooring
Operations
1. Unmooring Operations - While One Ship is at Anchor:

a. This operation can be complicated by the unpredictability of

environmental conditions.
b. Difficulties in accurately assessing the strength of tidal
currents.
c. Unmooring when one ship is at anchor, should be carried out
only by experienced mariner in STS operations.
d. Use of tugs and support crafts should be considered when
they are available, especially in choppy sea conditions.
2. After unmooring with the wind and sea on the port side, try to
bring the two ship’s head into the
wind in order to quickly spread
them further apart.
Mooring Operations and Unmooring
Operations
3. Consideration should be given to the following elements:

a. The cargo transfer sides of the two tankers should be cleared

of all obstructions, such as derricks and cranes.
b. The method and sequence of letting go all the mooring lines
should be agreed by both tankers.
c. Towing lines for fenders should be checked and confirmed to
be in good condition.
d. Winches and windlasses should be tested and confirmed
to be in a state of readiness.
e. All crew members to be at the mooring stations with radio
equipment and ready to cast off the mooring lines.
Mooring Operations and Unmooring
Operations
3. Consideration should be given to the following elements (contd):

f. The fire axes or other cutting equipment should be available

at the unmooring stations.
g. Communications should be established by the unmooring
personnel of both ships.
h. Unmooring personnel should only let go the mooring lines
when instructed to do so.
i. The shipping activities in the vicinity should be checked with
the traffic controller before commencement of unmooring.
j. Checklist No. 5 (Before Unmooring) should be completed by
both the tankers.
Mooring Operations and Unmooring
Operations
4. In order to avoid the two tankers from coming into contact with
one another during unmooring:

a. Single up fore and aft.

b. Let go the remaining forward mooring line, after the forward
and aft springs are clear.
c. Allow the bow of the Service Ship to swing away from the
constant heading ship (STBL), until they are well separated.
d. When a suitable angle is achieved
between the two tankers, the
remaining stern mooring line is
let go and the manoeuvring ship
steers clear off the anchored ship.
Mooring Operations and Unmooring
Operations
5. When unmooring using a Quick Release Toggle Pin:

a. This method of releasing the mooring lines should be planned

in advance, and should be undertaken by experienced crew
members. The process requires good communications and
supervision.
b. The method involves the use of a messenger rope with a
bight that takes the quick release toggle pin. The messenger
rope is heaved up by the winch to take the load off the
mooring line before it is removed from the mooring bitt.
Mooring Operations and Unmooring
Operations
5. When unmooring using a Quick Release Toggle Pin:
Mooring Operations and Unmooring
Operations
5. When unmooring using a Quick Release Toggle Pin:
Mooring Operations and Unmooring
Operations
Reverse Lightering
Mooring Operations and Unmooring
Operations
Reverse Lightering

1. Sometimes referred to as ‘topping off’ in STS operations in

which a laden tanker is manoeuvred alongside a partially laden
VLCC / ULCC.
2. This method is different from conventional STS activities. The
manoeuvring ship is in fully loaded condition and the receiving
ship is in ballast condition.
3. With two nearly “loaded” tankers, the approach manoeuvre has
to be carefully planned out and the issue of fender selection is
critical.
4. This sections aims to discuss the factors to be taken into
consideration with regards to the requirements for berthing
energy absorption and stand off distances.
Mooring Operations and Unmooring
Operations
Reverse Lightering

5. Before the commencement of the Reverse Lightering

operation, a risk assessment is to be conducted.
6. The number and size of fenders must be calculated as per the
STS Guide, in order to determine the berthing coefficient ‘C’
value and assumed relative berthing velocity.

2 x Displacement Ship A x Displacement Ship B

C = -------------------------------------------------------------------
Displacement Ship A + Displacement Ship B
Mooring Operations and Unmooring
Operations
Reverse Lightering
Mooring Operations and Unmooring
Operations
Reverse Lightering
Mooring Operations and Unmooring
Operations
Reverse Lightering
Mooring Operations and Unmooring
Operations
Reverse Lightering

7. When considering “C” > 200,000 tonnes, the stepped changes

in “C” value as listed in the table, are from 330,000 to 550,000
tonnes.

8. Also, this coincides with the recommendations for an increase in

fender sizes from 3.3 x 6.5 to 4.5 x 9.0 metres.
The precise ‘changing point’ that prompts the recommendations
for larger fender is not indicated, but is determined by the “C”
value which is somewhere in the region of 300,000 tonnes.
Mooring Operations and Unmooring
Operations
Reverse Lightering

9. The manoeuvring vessel when fully laden, is more difficult to

berth alongside the VLCC other than calm weather.
10. When selecting the correct size of fenders, it is necessary to
consider the potential increase in berthing velocities due to
larger momentums.
11. To ensure that the berthing velocity is not exceeded, the
assistance from tugs should be considered.
12. The fenders should be adequately sized to ensure that the
tanker structures do not come into contact when rolling.
Mooring Operations and Unmooring
Operations
Reverse Lightering

13. The required safe “stand-off distances” may be the limiting

factor for reverse lightering operations. Very often, dynamic
modeling tools are used to identify the optimum “stand-off
distances” under different environmental conditions.
01st. APRIL 2019 IMO Level 1 - Operational Level (1st Responders) 30