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SHIPBOARD TRAINING
Split, listopad.2011.
Handlingg of moorings
g
G
Greatest
t t risk
i k off injury
i j
to
t
yourself
you
se a
and
d you
your shipmates
s p ates
i during
is
d i mooring
i
operations
p
2
OBJECTIVES
TO RAISE AWARENESS OF
THE HAZARDS
ASSOCIATED
SSOC
WITH
MOORING OPERATONS
3
TOPICS
Vessel Security
Winches
Wires
Synthetic Ropes
Snapback zone
Stoppers
Tug lines
VESSEL SECURITY
FORCES INVOLVED
Wind
Current
Tide
Surge due to passing ships
Waves and swell
Change of freeboard
WINCHES
Safetyy reminders
Ensure:
Winch
Wi
h area iis ffree ffrom oil.
il L
Leaks
k tto b
be
rectified.
Heave/slack directions are clearly marked
marked.
10
Winches
ON COMPLETION OF MOORING
BRAKE ON
OUT OF GEAR
11
Winch brakes
The force at which the brake will slip is
dependent on:
12
Winch brakes
Winch brakes
Rope must be reeled on the drum in the correct direction
14
Winch brakes
Slacking down a rope
Winch in gear
Release brake
UNSAFE!
15
Split
p drum winches
16
Split
p drum winches
17
Safetyy reminders
Do not:
U a wire
Use
i di
directt ffrom a stowage
t
reel that has been designed only for
stowing.
18
Safetyy reminders
Do not:
St d ttoo close
Stand
l
tto drum
d
end
d when
h
holding a line. If line surges you
could be drawn into the drum.
19
Safetyy reminders
Handling wire from storage drum to tension drum
Safetyy reminders
Familiarise yourself with the mooring equipment.
21
Safetyy reminders
Ensure Heave and Slack controls are clearly marked.
22
Safetyy reminders
Never leave the winch running unattended.
23
Safetyy reminders
24
Safetyy reminders
25
ROPES
26
Postoje dva tipa upletanje koja ovise o smjeru uvijanja, Z-Iay I S-lay.
Kada pogleda konopac vidjeti e "Z" oznaku na konopu, takav konop
naziva se Z-lay (Z-pleteni ili livo pleteni) konop. Gdje vidi oznaku S" na
konopu, takav konop naziva se S-lay (S-pleteni ili desno pleteni) konop.
Z
Z-lay
lay coil je smotan u smjeru kazaljke na satu (clockwise)
S-lay, coil je smotan obrnuto od kazaljke na satu (anti clockwise
27
Dvostruko
D
t k pleteni
l t i / Double
D bl Braided
B id d konop
k
Ovajj konop
p je
j lagan
g za rukovanje,
j , dobre savitljivosti
j
i sa
mogunou manjih deformacija.
Prekidno optereenje je znaajno poveano. Ovo se jo zove Tafle
Rope ili Doubler
Rope
Doubler Rope
Rope ovisno o proizvoau.
28
29
WIRES
30
Care of wire
Avoid - leading wire around sharp edges
Damages wire,
wire seriously reduces strength
C hi or fl
Crushing
flattening
i also
l d
damages wire
i & seriously
i
l reduces
d
strength
The practice of sighting a wire before use could also prevent an injury or accident
accident.
31
Safetyy reminders
Always - stand clear of a wire under load
Never - stand in the bight of a wire or rope
Always - wear gloves when handling wires
32
33
34
35
36
Rope care
M st be stored in well
Must
ell ventilated,
entilated dr
dry conditions
conditions.
37
38
Safetyy reminders
Messengers
g
Messenger should be a least 28-32mm diameter, 8
stranded square line polypropylene
polypropylene.
Submerged moorings require the use of larger
messengers up to 40 mm diameter. Such messengers are
still to be 8 stranded polypropylene square line.
All messengers are to be thoroughly examined for signs of
excessive wear and localised damage.
T
To avoid
id excessive
i exposure tto ultra-violet
lt
i l t rays,
polypropylene messengers are to be stored under cover
as soon as possible
40
Heavingg Lines
Monkeys
Monkey s Fist
Fist to be made of rope
No added weights
41
SNAPBACK
SNAPBACK
42
Snapback
Keep
p clear of snapback
p
zone
Snapback
p
zone
44
Safetyy reminders
Do not - leave loose objects in the handling
area.
a
ea If line
eb
breaks
ea s itt may
ay tthrow
o up objects as
it snaps back.
Keep
p clear of the
Snap
p Back Zone
46
47
STOPPERS
48
49
Stoppers
Ropes must never be used as a stopper on wires as it does not grip.
Stoppers
For synthetic rope a synthetic rope stopper must be used.
52
TUG LINES
53
54
Hazards
N t kknowing
Not
i when
h T
Tug will
ill h
heave
Line handling
Line handling
Wh making
When
ki fast
f t or letting
l tti go the
th tug,
t
Safetyy reminders
Do - stay well clear of the tow line at all times
times.
Do not - try to hold a slack line by standing on
it. If the Tug
g moves away,
y, so will you.
y
Do not - simply throw the line off the bitts
when letting go. Lower the line to the Tug
deck in a controlled manner
manner.
58
O
OTHER
WARNINGS
GS ON
O
BERTHUNG STATION
59
To Summarise
Remember: Greatest risk of injury to yourself and
your shipmates is during mooring operations.
- Good communications
- Knowledge of mooring equipment
- Knowledge of mooring principles
- Care of wires and ropes
- Keep clear of Snapback Zone
- Additional care during Tug handling operations.
operations
78
TYPICAL MOORING
EQUIPMENT AND
ARRANGEMENTS
79
80
81
82
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84
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86
87
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102
Rudders
A rudder allows the ship to turn, simple plates have been superseded by
y
plates welded to cast or fabricated frame.
If the rudder has its entire area aft of the rudder stock then it is unbalanced .
A rudder with between 20 and 40% of its area forward of the stock is balanced
since there will be some angle at which resultant moment on the stock due
water force will be zero.
Most modern rudders are of the semi-balanced
semi balanced design
design.
This mean that a certain proportion of the water force acting on the after part
of rudder is counter acted by the force acting on the forward half of the
rudder; hence,
hence the steering gear can be lighter and smaller.
smaller
Fully balanced rudder
To reduce the amount of torque
q required
q
to turn a rudder the pivot
p
point
p
is
moved back from the leading edge.
The amount of torque then varies depending on the angle of attack.
Zero torque leads to instability with rudder moving within its clearance
clearance"
103
1. Ordinary;
2. Hanging;
3. balanced,
4 semi
4.
semi-balanced,
balanced
5. non-balanced
104
105
This
Thi d
device
i is
i especially
i ll valuable
l bl for
f tugs,
t
trawlers, special vessels and more recently
,VLCC,
VLCC which
hi h are required
i d to
t manoeuvre
well , particularly at slow speed , and have
th best
the
b t propulsive
l i efficiency.
ffi i
pull gains
g
between 30 and 50% ,
Bollard p
equivalent to re-engining up to 1 3/4 times
the original
g
power
p
, have been obtained in
tugs and trawlers and in VLCC in
propulsive
p
p
efficiency
y between 6% to 13%
can be expected.
106
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