BASIC WATCHKEEPING

COURSE FOR
WATCHMEN

(CODE: BWC)
Safe Mooring and
Anchoring
Learning Objectives

At the end of this module, you should be able to:

ØState the difference between turrent and spread

mooring system
ØUnderstand basic mooring related equipment
and hand signals
ØUnderstand the importance of safe mooring and
anchoring
ØList down watch keeping best practices at
anchor
Turret Mooring Systems
The turret mooring system consists of
a turret assembly that is integrated
into a vessel and permanently fixed to
the seabed by means of a mooring
system.
The turret system contains a bearing
system that allows the vessel to
rotate around the fixed geostatic part
of the turret, which is attached to the
mooring system.
The t u rr et sys t em c a n b e lo c a t ed
externally or internally with respect
to the vessel hull structure.
Turret Mooring Systems
The turret mooring system can
also b e combi ne d w ith a fl u id
transfer system that enables
connection of (subsea) pipelines
to the vessel.

The fluid transfer system includes

risers between the pipeline end
manifold (PLEM) at the seabed
and the geostatic part of the
turret.

In the turret a swivel provides

the fluid transfer path between
the geostatic part and the free
weathervaning vessel that
rotates around the turret.
External Turret Mooring Systems
The external turret mooring system
includes a turret system that is located at
the extreme end of an outrigger structure
attached to the bow of the vessel. This
turret contains one large-diameter 3-race
roller main bearing that transfers both the
vertical and the horizontal loads from the
riser and mooring system to the outrigger
structure.

In addition, it transfers the own weight of

the turret and the turntables above the
main bearing to the outrigger. The
turntables include the process facilities for
commingling fluids from the risers using
manifolds, as well as pigging facilities
and/or chemical injection facilities to
assure the flow in the risers.
Internal Turret Mooring Systems
The internal turret mooring system
includes a turret system that is integrated
into the hull structure at the bow of the
vessel. The internal turret is a slender
structure that is connected to the vessel
structure via a large-diameter 3-race
roller main bearing at the top and via a
large-diameter sliding bear ing at the
bottom.

The slender turret shaft ensures that the

horizontal loads from the risers and
mooring lines are tr ansf erred via the
sliding bearing to the vessel, while the
remaining forces from the turret and the
vertical loads from the risers and mooring
lines are transferred via the 3-race roller
bearing.
Spread Mooring Systems
Spread mooring systems are multi-point
mooring systems that moor vessels to the
seabed using multiple mooring lines.

Wh i le th e v e sse l i s i n a fi xe d h ea di n g
relative to the seabed, its bow typically
he ads i nto the dom in an t en v i ron me nt
which is usually the direction where the
largest waves are coming from.

The mooring lines can be directly attached

to the hull of the vessel as well as
indirectly using buoys on the sea surface.
When they are directly attached to the hull,
structural modifications are required to
provide strong points for the mooring lines.
Mooring Equipment
uA dolphin is an isolated
marine structure for berthing
and mooring of vessels. It is a
common practice to combine
dolphins with piers which
drastically reduces the size of
piers.

uDolphins are generally

divided into two types,
namely breasting dolphins
and mooring dolphins.
Breasting dolphins serves the following purposes:

u(i) Assist in berthing of vessels by taking up some berthing loads.

u(ii) Keep the vessel from pressing against the pier structure.
u(iii) Serve as mooring points to restrict the longitudinal movement of the
berthing vessel.

Mooring dolphins: As the name implies, are used for mooring only and for
securing the vessels. They are also commonly used near pier structures to
control the transverse movement of berthing vessels.

Mooring dolphins are single structures designed to take care of the tension on
a mooring line. In most cases these are provided to take care of the
longitudinal load
Where appropriate and
ava i l a b l e , a b e r t h w i l l b e
equipped with an Approach
Speed Indicator to aid the
vessel whilst berthing.

The vessel will always

approach the berth at a safe
speed.
Bitts are paired vertical
wooden or iron posts
mounted either aboard a
ship or on a wharf, pier or
quay.

The posts are used to secure

mooring lines, ropes,
hawsers, or cables.

Bollard is a strong vertical

post of timber or iron, fixed
to the ground and/or on the
deck of a ship, to which the
ship's mooring lines etc are
secured
Quick Release Hooks (QRH) are
th e fo u n d at i o n fo r to d ay ’s
modern mooring systems.

QRHs enable mooring lines to

be safely secured, quickly and
e a s i l y re l e a s e d eve n w h e n
loaded to their safe working
load limit.
Steel Wire Rope (S.W.R.)

The chief component parts of a

stranded wire rope are shown
in the illustration

Properties of Steel Wire Rope

· Size
· Construction
· Type of Core
· Lay
· Flexibility
Connecting Lines with Tails

28
Connecting Lines with Tails

29
• Safe mooring operations require the ship’s crew and the
shore or boat mooring teams to understand one another.
• In many cases this may be made difficult by language
differences.
• Background noise and environmental conditions may create
further difficulties.
• Radios will be useful and many ports require mooring teams
to have radios.
• However hand signals can also be a reliable means of
communication.
• There are a set of hand signals which are recognised and
understood by crews of ships of all nationalities.
• Use of these signals and not carrying out any task until
requested will improve the safety of mooring operations and
reduce accidents.
• Figure 1 - Vertical up and
down movement of an
outstretched hand
means

“slack away” or
“slack off”.

• Note: Figures from The

Co d e o f S a f e Wo r ki ng
Pratice for Merchant
Seamen (chapter 25)
• Figure 2 - Rotation of a
hand held up means

“heave away”
• Figure 3 - Arms
crossed in front of the
body or above the
head means

“make fast” or
“is fast”
• Figure 4 - Hands
held up together
means

“stop” or “Hold on”

• Figure 5 - Cupped
movement of the hand
upwards means

“let go” or “cast off”

• VHF communications are a vital component of safe
mooring operations.
• It is essential that those onboard a vessel, in the
mooring boats and on the berth (both fore and aft)
are able to communicate promptly should the need
arise.
• Once VHF communications have been established
a nd t es t ed , m o o r i ng p e r s o nn el sh o u l d ke e p
transmissions to a minimum and should normally
only call when in doubt, or in an emergency.
• Where tugs are being used, mooring personnel
should consider monitoring the tug - ship VHF
cha nnel in o r der to have a n a p p r e ci a t i o n o f
progress in the berthing/unberthing operation.
• Unmooring should not commence until the ship
or shore gangway has been properly secured,
or brow landed.
• No mooring line should be slackened or
released except on the specific instruction of
the Master or Pilot. Likewise, slackened lines
should not be released until advised by the
Master/Pilot as such lines may still be required
for warping purposes.
• Linesmen should be aware that added tension
can be put on a mooring line during an
unberthing operation, and especially when
using engines to “spring off".
• Extra strain can also be put on mooring lines
when using tugs, or when wind and tide are
setting the vessel away from the berth.
• 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.
• When releasing a mooring line, care should be
taken to hold it by the side of the eye, and to avoid
hands getting between the line and the hook or
bollard.
Basic Principles of Watchkeeping

GUIDANCE FOR MASTERS ON KEEPING A SAFE ANCHOR WATCH

1 The master of every ship at an unsheltered anchorage, at an open

roadstead or any other virtually "at sea" conditions in accordance
with chapter VIII, section A-VIII/2, part 3-1, paragraph 51 of the
STCW Code, is bound to ensure that watchkeeping arrangements are
adequate for maintaining a safe watch at all times. A deck officer
shall at all times maintain responsibility for a safe anchor watch.

2 In determining the watchkeeping arrangements, and

commensurate with maintaining the ship's safety and security and
the protection of the marine environment, the master shall take into
account all pertinent circumstances and conditions such as:

.1 maintaining a continuous state of vigilance by sight and hearing as

well as by all other available means;
Basic Principles of Watchkeeping

.2 ship-to-ship and ship-to-shore communication requirements;

.3 the prevailing weather, sea, ice and current conditions;

.4 the need to continuously monitor the ship's position;

.5 the nature, size and characteristics of anchorage;

.6 traffic conditions;
Basic Principles of Watchkeeping

.7 situations which might affect the security of

the ship;

.8 loading and discharging operations;

.9 the designation of stand-by crew members;

and

.10 the procedure to alert the master and

maintain engine readiness.
Mooring and/or anchoring arrangements
For vessels to be securely anchored or
moored, the following should be considered:

− The final lying position of the vessel

should be favourable in relation to known
weather conditions i.e. strong winds and
swell directions, as well as strong tidal
surges.
− For vessels not moored to a berth, a GPS
p o s iti on s h o u ld b e f ix ed a n d r eg u l a r l y
monitored
− Moorings should capable of withstanding
the most adverse weather conditions i.e.
winds, swells
− High-sided vessels i.e. ro-ros, cruise
ships, car carriers should take into account
increased windage
Mooring and/or anchoring arrangements
− For longer lay-up periods, the use of wire
moorings over synthetic ropes should be
considered
− As far as possible, moorings should be kept
taut, evenly tensioned and parallel throughout
− Forward and stern mooring arrangements
should be deployed so that vessels are unable
to swing in wi nds a nd tide s etc. In most
cases, single anchor arrangements are
deemed unfavourable
− Capacities and/or limitations of specific
types of anchors and mooring equipment
should be taken into consideration. Winches
and windlass brakes should be verified prior
to layup.
Mooring and/or anchoring arrangements

− Provisions should be made for steam

d r i v e n w in c h e s s h o u l d b e o p er a t e d o n
compressed air
− Vessels should be sufficiently ballasted to
minimise windage, rolling etc
− Diver may be required to verify the lying
position of the anchors
− Adequate anchor chain should be
available in relation to the depth of the
anchorage; a minimum anchor chain length
of approximately seven times water depth
of the anchorage should be deployed
− Anchor positions should be marked with
buoys
Mooring and/or anchoring arrangements
− Precautions against anchor chain and mooring
line chaffing should be undertaken
− Where one or more vessels are moored
together in groups at anchor or between buoys:
• vessels should be of similar dimensions and
positioned alongside each other bow to
stern
• the groups should be kept in even numbers
and limited in size
• vessels should have similar anchor holding
capacities
• breast lines should be parallel and have
equal strain and stretch properties
• adequate fenders should be used between
the contact areas of the vessels
Mooring and/or anchoring arrangements

− D raf t re fe re n ce mar k s sh o u l d b e c l e ar l y
painted forward and aft
− Forward and aft emergency towing lin es
should be rigged and readily deployable
− Where required, vessels navigation shapes
should be available and the navigation lights
and fog horn should be fully functional
− There should be safe gangway access which is
adequately lit
− Winches and windlasses should periodically
operated and be readily available for emergency
purposes
Anchor Watch

If the master considers it necessary a continuous navigational watch

shall be maintained at anchor.While at anchor, the officer in charge
of the navigational watch shall:

1) determine and plot the ship’s position on the appropriate chart as

soon as practicable;
2) check at sufficiently frequent intervals whether the ship remains
securely at anchor by taking bearings of fixed navigation marks or
readily identifiable shore objects;
3) ensure that proper lookout is maintained;
4) ensure that inspection rounds of the ship are made periodically;
5) observe meteorological and tidal conditions and the state of the
sea;
Anchor Watch

6) notify the master and undertake all necessary measures if the

ship drags anchor;
7) ensure that the state of readiness of the main engines and
other machinery is in accordance with the master’s instructions;
8) notify the master if visibility deteriorates;
9) ensure that the ship exhibits the appropriate lights and shapes
and that appropriate sound signals are made in accordance with
all applicable regulations;
10) take measures to protect the environment from pollution by
the ship and comply with applicable pollution regulations.
Anchor Watch - Engineer
At an unsheltered anchorage the chief engineer officer shall
consult with the master whether or not to maintain the same
engineering watch as when under way.

When a ship is at anchor in an open roadstead or any other

virtually “at sea” condition, the engineer officer in charge of the
engineering watch shall ensure that:
.1 an efficient engineering watch is kept;
.2 periodic inspection is made of all operating and standby
machinery;
.3 main and auxiliary machinery is maintained in a state of
readiness in accordance with orders from the bridge;
.4 measures are taken to protect the environment from pollution
by the ship, and that applicable pollution prevention regulations
are complied with; and
.5 all damage control and fire-fighting systems are in readiness.