LESSON 13.1-13.

3: SQUAT, AND SHALLOW-WATER AND SIMILAR EFFECT

ACTIVITY 2
1. A
2. B
3. D
4. D
5. C
6. B
7. B
8. C
9. A
10.D
ASSESSMENT
I.
1. Sluggish Movement
2. Vibration
3. Erratic steering, slow response
4. Smelling the ground
5. Squat
6. Bow Cushion and Bank suction effect
7. Canal Effect
II.
The squat effect is a hydrodynamic phenomenon in which a ship traveling fast in shallow
water creates an area of reduced pressure, causing the ship to be nearer to the seabed than
it would otherwise be. In order to reduce squat, the ship's pilot or master must maintain a
cautious approach. If the pilot notices that the vessel is slowing down despite no significant
change in shaft speed, the Squat is occurring. To minimize the Squat effect, he should drop
his speed right away.
III.
1. Present water depth
2. Ships speed through the water
3. Ships block coefficient (Cb)
LESSON 13.4-13.5: SQUAT AND SHALLOW – WATER AND A SIMILAR EFFECT
ACTIVITY 1
1. A
2. B
3. A
4. A
5. C
6. D
7. D
8. B
9. D
10.C
ACTIVITY 2
A. CALCULATE BLOCK COEFFICIENT (CB) OF A VESSEL
FORMULA:
Cb = Volume of displacement /Length x Breadth x Draft
GIVEN:
Vol. of displacement= 63,000 MT
Length=150M
Breadth= 30M
Draft = 20M
SOLUTION:
Cb =Displacement / Length x Breadth x Draft
Cb =63,000 /150 x 30 x 20
Cb = 63,000 / 90,000
Cb = 0.70
B. CALCULATE SINKAGE IN METERS
FORMULA: S = Cb x V2 / 100
WHERE:
S = sinkage in meters
Cb = ship‟s block coefficient
V = ship‟s speed in knots
SOLUTION:
S = Cb x V2 / 100
S = 0.70 x (10)2 /100
S = 0.70 x 100/100
S = 0.70 x 1
S = 0.70
C. CALCULATE SINKAGE IN FEET
FORMULA: S = Cb x V2 / 30
WHERE:
S = sinkage in feet
Cb = ship‟s block coefficient
V = ship‟s speed in knots
SOLUTION:
S = Cb x V2/ 30
S = 0.70 x (10)2/ 30
S = 0.70 x 100/30
S = 0.70 x 3.33
S = 2.33
LESSON 14.1-14.3: PROPER PROCEDURES FOR ANCHORING AND MOORING
ACTIVITY 1
1. Plan
2. Planning
3. Correct Scope
4. Scope
5. Anchoring
6. Ground Tackle
7. An Anchor
8. Stockless Anchor
9. Classification Societies
10.Wind Rode
ACTIVITY 2
1. A
2. C
3. D
4. C
5. D
6. C
7. A
8. C
9. A
10.A
ASSESSMENT
1.
 ensure power is on to forward windlass
 ensure the break is applied and windlass is in gear
 remove the guillotine bar or bow stopper and anchor lashings release the
brake
 lower anchor(s) clear of the hawse pipe
 report to the bridge "Anchor(s) clear of hawse pipe and ready for letting go"
 await further instructions from the bridge.
2.
Anchoring operations include information, instructions, and activities that contribute to
a procedure for guiding the vessel to the prescribed anchor position and successfully anchoring
in a safe, seamanlike manner while taking into account the current weather circumstances and
sea state.
3.
4.
 If wind or current is strong: the ship is moved ahead slowly while the cable is
heaved in to relieve the strain on the windlass
 The officer in-charged should observe the cable while it is being heaved in.
 The bell is struck accordingly to indicate the number of shackles as they come
out of the water.
 The direction of the cable and whether it is tight or slack should be reported to
the bridge.
 If the cable is badly nipped across the stem or bulbous bow, tighten the brake
 allow the bow to swing so that cable is clear before continuing to heave up
 The cable should be hosed down as it comes up so that mud and other dirt are
not carried into the chain locker, and also, the anchor is thoroughly washed
before stowing it in the hawse pipe.
LESSON 14.4-14.5: PROPER PROCEDURES FOR ANCHORING AND MOORING
ACTIVITY 1
1. Anchoring into Deepwater
2. Deep
3. up to 20 meters deep
4. Chief Officer
5. 100 meters and over
6. shackle
7. windlass
8. Hawse Pipe
9. Chain locker
10.Bitter end
ACTIVITY 2
1. C
2. B
3. A
4. A
5. A
6. C
7. B
8. D
9. A
10.C
ASSESSMENT
1.
"Anchoring into Deepwater," defined as the depth of water, is beyond 50 meters, must be
carried out with "Walk-back Style. However, on the VLCC operation, there exists such
significant inertia; Master can treat it with Walking-back style even in the anchorage where
water depth is less than 50m. Walking back chains is more sensible, especially when the forecast
shows strong wind/current in a high-density anchorage or anchorage with restricted area.
Indistinct depth of water or nature of sea bed may also influence a master's decision. On
approaching coastal/ shallow waters, both anchors must be cleared and kept ready for use.
Anchors must not be dropped by brake from a height of more than 20 meters above the sea bed,
other than in emergencies. Walking back the anchor until it is touching the bottom is equally
hazardous as any weight on the chain will then be transferred to the windlass motor which not
being designed for such loads could be damaged due to overloading. Hence care must be taken
during such operations. Anchoring in depths over 80 meters can lead to situations where the
windlass motor is unable to pick up the weight of the anchor and cable. Hence anchoring at such
depths should be avoided as far as possible. The force exerted by ice cannot be restrained by the
ships’ anchoring equipment. Anchoring in ice should therefore be avoided except in an
emergency.
2.
 Take to the forecastle head a hammer or crowbar, hose, oilcan, VHF portable set, and at
night a torch. Couple up the hose to the deck hydrant, lead it to the hawse pipe, and open the
hydrant. (Several ships have built-in an arrangement for washing the cable as it is hove in.)
 Request the engine room for power and water on the deck.
 Make sure the windlass is out of gear, and the brakes are on.
 Turn windlass over slowly and oil the moving parts. On a steam windlass, the drain cocks
must all be opened and the water allowed to drain before the cocks are closed again.
 Put the anchor in gear (see that the gears are clear to engage.)
 Send a man to the chain locker with a light. He shall ensure that the cable is lying clear
and there is no other obstruction in the chain locker.
 Remove the compressor bar and when ordered to do so, take off the breaks and
commence heaving in the cable. See that the hose is running and have a man to wash the
cables as it comes in. Inform the bridge of the status of the cable on VHF.
 When the anchor is aweigh, i.e., the anchor is off the ground, and the cable is vertical,
take down the anchor ball or anchor light and ring the bell rapidly to indicate that the anchor
is aweigh.
3.
 Anchor to be well placed inside the hawse pipe.
 Bow or chain stoppers are to be well placed to insert the pins.
 Additional wire lashings took and tightened with bottle screw slips.
 Spurling pipe covers placed, secured, and cemented.
 Hawse pipe cover placed and secured.
 Windlass brakes are to be properly tightened.
4.
The anchoring system is intended for safely mooring a vessel lying offshore in
reasonable weather conditions. The system must be capable of keeping the vessel in position as
per the holding power of anchor determined through the calculation of ‘Equipment Number ‘. It
is of paramount importance that the system is specified, designed, installed, operated and
maintained in accordance with manufacturer’s instructions, Class requirements and the owner’s
needs. The holding power of the anchor determined from its EN (Equipment Number) will not be
sufficient to maintain the position of the ship in severe environmental conditions. The original
requirement for anchoring equipment, as laid down by the Classification Societies, were
intended to provide equipment capable of holding the ship at anchor in sheltered and semi-
sheltered waters in winds of up to gale force but did not consider the effects of the waves.
5.
Secure your anchor to the bow cleat at the point on the line where you want it to stop.
Then, with your boat heading into the wind (or current, if that is stronger) move into the area,
put your engine in idle and bring your boat to a stop with the bow just forward of where you
intend to drop anchor. A tube through which anchor chain is led overboard from the windlass
wildcat on deck through the ship side. A doubling plate is fitted around it at the forecastle deck
and a chafing ring at the ship side. How to secure spurling pipe: Anchor to be well placed inside
the hawse pipe. Bow stoppers are to be well placed to insert the pins. Additional wire lashings
taken and tightened with bottle screw slips. Spurling pipe covers placed, secured and cemented.
Hawse pipe cover placed and secured.
LESSON 15.9-15.12: LINE-HANDLING, MOORING, AND ANCHORING
ACTIVITY 1
1. Line Handling
2. Pier Line Handling
3. Tug operations
4. Heaving Lines
5. Tug Lines
6. Safe Working Load
7. Bridge
8. Berthing
9. Berth
10. Fenders
ACTIVITY 2
1. A
2. A
3. D
4. B
5. D
6. A
7. C
8. B
9. C
10.C
ASSESSMENT
1.
Mooring operation is one of the important tasks that seafarers have to perform on ship’s
deck. Technically, the operation may seem simple but there are several dangerous associated
with it. As a seafarer, you must have heard about “Death Traps” on ships and how crew
members have lost lives during mooring operation. Working on the ship’s deck is not an easy
task. Deck crew has to consider various safety precautions and understand working of deck
machinery and systems, along with cargo operation equipment. When it comes to mooring
operations, additional precautions need to be taken to ensure personal and crew members’
safety.
2.
Mooring and anchoring operations are one of the critical and hazardous tasks routinely
carried out on ships. Mooring arrangement, the requirement of mooring equipment, and local
weather conditions differ from port to port. Careful preplanning before any mooring operation
is therefore essential. In the past many fatal injuries and even death of crew being reported due
to unsafe mooring practices onboard. When mooring operation gets out of control, it may lead a
vessel to collide with other ships or severe contact damage to shore structure and resulted in a
considerable claim to the ship owner. Thus, it is of great importance when conducting any
mooring operation to make a comprehensive risk assessment and follow specific steps to ensure
the safety of all those doing the operation. This article aims to address some of the key issues for
ensuring mooring safety and highlight information which may assist in onboard crew training
and familiarization.
3.
Lines (or cables) used to secure a ship at a berth. Mooring lines should be arranged as
symmetrically as possible about the midship point of the ship.
 Breast lines – Mooring lines leading ashore as perpendicular as possible to the ship fore and
aft line. Breast lines restrain the ship in one direction (off the berth). Note: Due to collision with
shore gantry cranes, breast lines are not used in container terminals.
 Head lines– Mooring lines leading ashore from the fore end or forecastle of a ship, often at an
angle of about 45 degrees to the fore and aft line.
 Spring lines– Mooring lines leading in a nearly fore and aft direction, the purpose of which is
to prevent longitudinal movement (surge) of the ship while in berth. Spring lines restrain the ship
in two directions: headsprings prevent forward motion and backsprings aft motion.
 Stern lines – Mooring lines leading ashore from the after end or poop of a ship, often at an
angle of about 45 degrees to the fore and aft line.
4.
Chain stopper and Cable Stopper. A fitting used to secure the anchor chain when riding
at anchor, thereby relieving the strain on the windlass, and also for securing the anchor in the
housed position in the hawse pipe. Chain stopper usually consists of two parallel vertical plates
mounted on a base with a pivoting bar or pawl which drops down to bear on a chain link. A
hinged bar is fitted in the chain stopper which may be dropped between two links of the chain in
order to prevent the chain from running out when the windlass brake is released.
5.
Although natural fibre ropes are still widely used throughout the marine industry, they
have been superseded by synthetic fibres for a great many purposes. Not only do the majority of
synthetic ropes have greater strength than their natural fibre counterparts, but they are more
easily obtainable and at present considerably cheaper. Ropes may be of a right-hand lay or left-
hand lay, but the most common is righthanded. It is essential to realise that each of the
components is turned (twisted) up in an opposite direction to that of its predecessor, e.g. in right-
hand lay, strands are laid up right-handed (clockwise), yarns laid up left-handed, and fibres laid
up right-handed.
Handling precautions
a. The mariner should carefully inspect a rope, both internally and externally, before it is
used. Man-made fibre ropes show deterioration after excessive wear by a high degree of
powdering between the strands.
b. Ropes should be kept out of direct sunlight. When not in use, they should be covered
by canvas or other shield, or, if the vessel is engaged on long sea passages, stowed away.
c. When putting a splice in a synthetic fibre rope, use four full tucks, followed by two
tapered tucks (strands halved and quartered). The length of the protruding tails from the
completed splice should be left at least three rope diameters in length. Any tail ends of
strands should be sealed by tape or similar adhesives.
d. A stopper should be of the same material as that of the rope being stoppered off, and
should preferably be of the ‘West Country’ type. The one notable exception to this rule is
that a nylon stopper should never be applied to a nylon (polyamide) rope.

e. A minimum number of turns should be used when heaving manmade fibre ropes about
winch barrels or capstans. Friction-generated heat should be avoided, and to this end no
more than three turns should be used on drums. Where whelped drums are being used, it
may be necessary to increase the number of turns so as to allow the rope to grip; if this is
the case, then these turns should be removed as soon as possible.
f. Never surge on man-made fibre rope. Should it be required to ease the weight off the
rope, walk back the barrel or drum end, as when coming back to a stopper.
g. When making fast to bitts, make two round turns about the leading post, or two turns
about both posts, before figure-eighting.
h. Mooring winches secure the shipboard end of mooring lines, provide for adjustment of
the mooring line length and compensate for changes in draft and tide. General
requirements for shipboard mooring winches are dealt within ISO Standards 3730 and
7825. Winches can be categorized by their control type (automatic or manual tensioning),
drive type (steam, hydraulic or electric), by the number of drums associated with each
drive, by the type of drums (split, undivided) and by their brake type and brake
application (band, disc, mechanical screw, spring applied). Automatic tension mooring
winch, self-tension winch – Winches designed to heave-in automatically whenever the
line tension falls below a certain pre-set value. Likewise, they pay out if the line tension
exceeds a pre-set value. The use of the self-tension winches is not recommended except
for mooring deployed at 90° to the ship axis.
LESSON 15.1-15.7: LINE-HANDLING, MOORING, AND ANCHORING
ACTIVITY 1
1. Mooring System
2. Mooring Line
3. A Mooring’s Purpose
4. Maneuvering Thruster
5. Master
6. Headline
7. Stern Lines
8. After String
9. Breast Line
10.Short Splice
ACTIVITY 2
1. D
2. D
3. D
4. A
5. B
6. A
7. C
8. C
9. B
10.C
ASSESSMENT
1.
Correct operation of the mooring equipment onboard is indeed important for the overall
safe operation of a vessel in port. Mooring, being such a critical operation, reminds us of the
fact that any unforeseen event could prove dangerous and sometimes fatal.
2.
Towing operation is that a tug tows another vessel which is usually a cargo vessel
without power by a towing hawser. The tug will tow the other vessel to its destination port. With
direct towing, the tug is pulling the vessel straight ahead, likely due to the ship not having the
ability to propel itself. With indirect towing, the tug can act as a rudder and pull the ship to one
side, helping rotate the ship as it moves. B) Marine fenders are used at ports and docks on quay
walls and other berthing structures. They absorb the kinetic energy of a berthing vessel and thus
prevent damage to the vessel or the berthing structure. Marine fenders are used at ports and
docks on quay walls and other berthing structures. They absorb the kinetic energy of a berthing
vessel and thus prevent damage to the vessel or the berthing structure. Berths handling larger
ships can should have a fender spacing of about 25–50% of the ship's length.
3.
Ship-to-Ship transfer means mooring two ships in parallel to transfer cargo. During this
operation, one of the ships may be anchored, or both of them in movement. The procedure
consists of an anchored or stopped ship being approached by another, at the most reduced angle
possible. During the approach, the manoeuvring ship comes close, seeking a parallel course,
reducing the distance until the fenders are in contact.
Single Point or Single Buoy Mooring. This mooring method consists of a floating dock or
buoy outside the port to handle liquid or gaseous cargo from ships like oil vessels. It is used in
ports that do not have specific facilities for this sort of large ship. The ship is tied to a buoy with
the aid of one or two chains which are secured on-board at the end of the prow. This mooring
operation requires favourable weather with low waves and wind.
Conventional or Multi-Buoy Mooring With this mooring method, the ship’s prow is
secured with its two anchors, while the poop is secured to a buoy. The berthing position is
approached at a 90- degree angle. The starboard anchor is released at a determined location as
the ship moves forward. When the ship stops, the port-side anchor is released, thereby
positioning the poop along the central line bifurcating the buoys.
Baltic Mooring When there is a strong wind at port and a boat must be moored without
tugboats to a dock not resistant to impact, Baltic Mooring is used. The captain or the pilot use
the ship’s anchor and on-board cables to reduce this impact, mooring the ship such that it is
berthed lengthwise to the dock.
Mediterranean Mooring This consists of mooring the boat in perpendicular to the dock,
with the poop surface parallel the jetty. This procedure is used when there is insufficient dock
space to moor the boat. It is also used when there is a ramp on the poop connecting to the hold
(for example, a car carrier).
Anchor Mooring Lastly, ships sometimes use the anchor along with the mooring lines to
drag the vessel outside the jetty while anchoring or de-anchoring, thus helping to control the
speed of lateral movement toward the dock. Of note in this modality are Running Mooring,
which provides greater control over the ship, and Standard Mooring, used during cross winds,
and which takes longer.
4.
A rope should never be stowed in a wet condition to avoid rotting. – While securing a
synthetic rope on bitts the top turn should be secured against accidental springing off by means
of light lashing. In order for the buoys (and your boat) to stay in one place, a complicated and
robust anchor system lies below. There are three types of anchors commonly used in the Florida
Keys to secure the buoys to the seafloor: pin anchors, u- bolt anchors, and Manta Ray anchors.
5.
Ropes should not be left exposed to sunlight whilst at sea; they should either be covered
or stored below deck. Ropes need to be kept clear of the deck to ensure they do not come into
contact with any chemicals which may be detrimental to their strength. Ropes should be stored
clear of sources of heat.
6.
The pilot ladder is a unique form of rope ladder used on ships to allow maritime pilots to
board and disembark. It's one of the first things the pilot notices about the crew and master on
board - and it's an extremely crucial factor to consider for the ship's crew. He is a special type
of rope ladder used on board ships for embarkation and disembarkation of maritime pilots. It is
one of the very first things, which will give an impression to the pilot about the crew and the
master on board – an extremely important thing to consider for the ship’s crew. The pilot ladder
should, therefore, be maintained in good condition and rigged properly for safer transfer of
personnel. Needless to say, even the minutest negligence can lead to a major mishap. The crew
in charge of rigging the pilot ladder should use their knowledge and also follow the instructions
from the bridge. During pilot transfer using a ladder, a person’s life is directly at stake and
chances of accidents are extremely high. Officers and the crew involved with the process should
thus consider all safety precautions required for the process.