 MOORING ARRANGEMENTS

FORWARD STATION AFT STATION

-4 HEAD LINES, 2 BREAST LINES AND 2 FWD SPRING LINES

AFT STATION
-4 STERN LINES, 2 BREAST LINES AND 2 AFT SPRING LINES
 PILOT INFORMATION EXCHANGE

The Master or OOW shall ensure that the following information has been exchanged between
themselves and the pilot:

-Inform the pilot about ship’s heading, speed, engine setting and draft immediately upon his
arrival at the bridge;
-Inform the pilot the location of his lifesaving appliance;
-Master and pilot should discuss and agree the details of the proposed passage plan,
including:
-Radio-communications and reporting requirements;
-Bridge watch and crew stand by arrangements;
-Deployment and use of tugs;
-Berthing / anchoring arrangements;
-Expected traffic during transit;
-Pilot change over arrangements, if any;
-Fender requirements.
-Hand the completed “Pilot Card” to the pilot and show him the “manouevering
characteristics poster”;
-Make clear the responsibilities of the bridge team members during Pilotage;
-Agree a common language between the ship, the pilot and shore;
-The Master or OoW monitor the progress of the ship and the execution of orders;
-Brief regularly engine crew on the progress of the ship during Pilotage;
-Display the correct lights, flags and shapes.
 PREPARATIONS PRIOR TO LOADING AND DISCHARGING
 FUNCTION 3 – SHIP OPERATIONS, CONTROL, SAFETY AND CARE FOR
PERSONS ON BOARD STAGE 2
PROJECT NO. 3
ANCHORING:
 Detail your participation in the preparations that should be followed when
intending to anchor / weighing anchor.
Anchoring
Preparations for Anchoring
1. Checking of breaks and lashing.
2. Preparing of anchor ball if day time
3. Checking windlass before turning it on. In anchoring windlass is sometimes being
used after letting go, this is for the allowance chain.

Anchoring
1. Unlashing both anchor
2. Engaging the anchor to be let go, in case we need it to be hang 1m above the
water.
3. Close breaks and disengage.
4. Wait for further instruction, preferably letting anchor Go.
5. After letting go anchor, hoist or turn on anchor signal
6. Never forget to put it on break.
7. Wait for any signs of dragging.
8. After anchoring maneuver completed, be sure to tighten drum break and put the
stoppers back in place.

Heaving Anchor
1. Engage chain to the windlass and remove stoppers.
2. Report the direction, length and tightness of the anchor chain.
3. Master will order to heave up anchor
4. Open water valve for anchor chain washing
5. Report that anchor is in home.
6. Return stoppers, and disengage the anchor chain.
7. Remove or turn off anchor signal.
Reporting
Officer must closely monitor the chain direction, tightness and length of the anchor
chain prior to dropping, weighing and heaving up anchor.
Lashing and securing Anchors
In lashing and securing anchor, be sure that the guillotine stoppers are tighten and back in to
place before disengaging anchor chain to windlass.

 Determine if ship’s anchor is dragging

A merchant vessel is said to be having a dragging anchor when the vessel drifts without
holding power in spite of being anchored. Dragging anchor has been the reason for several
accidents such as collision, grounding or stranding.
Assessing the vessel if anchor is dragging:
 Check the ship’s position at frequent intervals, to confirm if the vessel is outside the
swinging circle use all available means, both visual and electronic equipment such as
 GPS, RADAR, ECDIS, to make the appraisal of the situation. If the vessel deviates
from the circle, it is likely to be dragging its anchor
 The bow cannot stand against the wind
 Check anchor chains for slipping, a small pole with a cloth as flag like arrangement
can be tied to the links to understand the slipping of anchor chains
 Extra vibration and weight on anchor cable
 Check the Speed Over Ground (SOG) when the vessel is swinging, the SOG can
increase variably and this should not be misinterpreted
 Check the course recorder for figure of eight motion locus
 Also monitor the position and distance of vessels nearby. In case if they are dragging
counter measures to be taken to safe guard own vessel

 Apply measures to take when anchor drags

 Master to informed, do not hesitate to call him at any time of the day, his experience
and decision making authority is vital in any given situation
 Inform engine room and start the main engine with the permission from the master
and give power to windlass if it is not already given. Make ready for maneuvering
 Stop all cargo operation and prepare vessel for manoeuvring. Let go cargo barges
and crane barges if they are alongside
 Inform and alert vessel traffic system VTS and other vessels nearby about the
condition and inform about the actions taken. Seek permission for re-anchoring
 Start heaving up the anchor ad once the vessel’s manoeuvrability is restored, shift
anchorage position where drifting can be safer or take to the open sea
 Deploy more cables or drop a second anchor (not recommended for large vessels)
before the speed of dragging of the vessel increases. This can stop the small from
dragging anchor at very early stage before the ship is pressed to leeward side with
increasing speed
 If the scenario permits, let the vessel drag in controlled manner. But this is not
recommended I areas where offshore work such as oil and gas operations are being
carried out, which can result in damaging the submerged pipe lines, cables, etc.
 Release the bitter end and let go the anchor completely, when weighing of anchor is
not possible. A ship without minimum of 2 anchors is not considered to be sea
worthy, a careful assessment is to be made prior making this decision
 Call tugs for assistance. This is possible only if the weather permits

BERTHING AND LEAVING PORTS:

 Detail your participation in the preparations that should be followed
when intending to berth / unberth
During berthing, assist/participate in complying the company’s arrival port checklist:
 Port security measures discussed and initiated
 Has vessel’s draft and air draft been rechecked and displayed on bridge notice board
 All working hatch covers un battened and ready for use?
 All log books should be up to date: Garbage log, Oil record book & Narcotics/ Stowaway.
 Hold bilges cleaned, dry, and suction tested?
 Arrival draft / trim calculated, checked and - in order.
  Cargo stowage plan load / discharge ready and copy available on deck , including
ballast/deballast plan
 Ship safety plan cargo plan and crew list in container, available near gangway?
 Hatch covers have been tested
 Instructions to duty officers regarding load / discharge including special precautions if any
control drafts, list trim etc., ready and available on deck?
 Sufficient cargo clusters ready for use
 Is the foam fire-fighting equipment ready for use?
 Ballast console hydraulic v/v’s checked open / shut for proper operation?
 Automatic tank sounding system blown through?
 Sounding rod water finding paste, rags, bucket and torch ready for draft survey use?
 Drip trays / save all trays on deck free of oil residues? Drain plugs shipped?
 Garbage drums on deck on deck – properly covered with metal lids.
 Oil spill control equipment ready for use?
 Deck scuppers closed?
 Leading ratings, deck, engine, saloon, properly instructed regarding garbage disposal?
 Deck lighting checked and in order
 Self-igniting lights checked?
 Lifebuoys in position on deck?
 Fire-fighting equipment ready for use on deck?
 If embarking pilot by helicopter, is all LSA and FFA for helicopter operations ready for use.
Are hatch railings down, is the hatch cover clean and dry, Is the helicopter checklist
completed?
 Sufficient notice to be given to crew for stations. Are they wearing full safety /wet/warm
clothing?
 Anchor lashing removed at one hour’s notice and power to all mooring winches on and
hydraulic oil level checked. (In cold weather winch and hatch opening hydraulics to be
switched on at least one hour before use)?
 Hatch coaming drain holds plugged prior commencement of cargo operation?

During unberthing, assist/participate in complying the company’s departure port

checklist:
 Anchors housed fully (ensure flukes tightly resting on the hull) and secured with wire lashing
(proper & sufficient for the heavy seas that may be encountered).
 Spurling pipe covers ‘ON’ and Spurling pipe cemented.
 Chain Locker doors to be securely shut and watertight.
 All Tunnel doors / Hold entrance doors in tunnel to be closed (Container ships).
 Mooring ropes on winch barrels lashed and covered with canvas covers. Other mooring
ropes lowered into rope store.
 Floating Blocks of all Davits / Cranes to be secured against any movement.
 Lifeboat and Life rafts securing arrangements to be checked if tight.
 Accommodation ladders & MOT ladders to be secured for sea and additional lashings
taken as provided. All loose gear removed & stowed back in locker.
 All booby and access hatch lids checked and secured tightly by butterfly nuts.
 All sounding pipes checked for caps tightly secured.
 Drip trays and save alls cleaned and drain plugs opened.
 All Deck Scupper Plugs removed and stowed inside store room.
 Pilot ladder taken in, covered and secured on deck or in the store.
 Deck lifeline rigged Fwd to Aft at least on one side.
  Relevant Floodlights, pumps & motors, etc exposed to the sea / spray to be covered with
canvas.
 All Watertight doors, stores and void space vents “SHUT”.
 All stores checked for unlashed items. Loose items to be lashed.
 Deck squared up, all loose material (including FFA for Cargo) stored away securely.
 All doors leading into the accommodation stopper from inside as anti-piracy measures.
 Ensure garbage drums and covers adequately secured to prevent any garbage from
accidentally escaping overboard.

 Detail your participation in mooring and unmooring your vessel

MOORING OPERATION:

In every mooring operation, I am in charge of preparing equipments necessary for the

operation such as anchor ball, heaving lines, mooring ropes, stoppers and etc. I am also in
charge of heating or warming up motor that for winches.
Primarily in the operation, I threw the heaving line. When it reaches the wharf, I’d tie
it to the designated first line (head line for example) and then the next line. These two lines
would put the ship in position. When the ship is in position, additional lines are also placed.
The latter part of the operation is securing of lines such as mooring and heaving lines and
also placing of rat guards to these lines. Secure all equipments after used.

UNMOORING OPERATION
 Before unmooring, assist in securing the ship Unmooring should not commence until
the ship or shore gangway has been properly secured, or brow landed.
 Assist in slacking the mooring lines. A mooring line should never be let go under
tension. Once a line has been released from a bollard or hook, it should be walked
clear of any obstruction, unless it has been released using a triggered slip hook. All
personnel in the vicinity should stand well clear.
 Heaving up the slackened mooring lines ready to pick up as per pilot/masters order
Secured everything after the operation