CHIEF MATE PHASE 2

ANCHORING, MOORING AND LIGHTERAGE OERATIONS

10.4 and 10.5
Pages 9, 10 of 31
Anchoring

1. Explain the procedures for anchoring with one or two anchors, factors for deciding the scope of the
cable, swinging circle, procedures and precautions taken for anchoring in deep waters.
2. Describe running moor, Standing Moor, open Moor, Mediterranean Moor.
3. Describe actions taken when vessel starts dragging its anchor(s).
4. Describe how to slip anchor(s), foul hawse and methods to clear it.

Lighterage at sea:

Describe contents of ship to ship transfer guide, lighterage preparations for both vessels, Method of
separating on completion of transfer operations.
 The procedure for anchoring
with one or two anchor
Anchoring operations are planning consists of information, instructions, and
actions that contribute to a procedure for maneuvering the vessel to the
designated anchor position and successfully anchoring in a safe, seamanlike
manner taking the prevailing weather conditions and sea state into consideration.
Improper anchoring has a consequence. The ship may get into colliding with other
vessels, or she may run aground and cause damage to property and environment.
It is, therefore, for the best interest of all concerned anchoring should be done
safely. Proper planning and teamwork are the basis for a safe anchoring operation.
The Master should brief the personnel involved with the planned anchoring
operation and update the engine room accordingly.
 Planning for Anchoring
Master Should identify a suitable anchoring position before entering the anchorage
area. Conduct a planned approach including speed reduction in ample time and
orienting the ship's head before anchoring to
(a) Same as similar sized vessels around, or
(b) Stem the tide or wind whichever is stronger.

A decision on the method of anchoring and the number of shackles to use depends
upon the depth of water, expected weather, and holding ground.

It is suggested that the use of a radar parallel indexing technique is a useful tool in
maneuvering approach to anchoring position. A fixed reference point is necessary
for establishing the intended anchoring position relative to this fixed point.
There are 2 methods for Anchoring according to depth of the water:

Method 1 (Preferable for Container Ships / Depths up to 50m )

Walk out the anchor to Half a shackle above the sea bottom
Hold the cable on the brake and take the windlass out of gear
Stop the vessel over ground
Drop the anchor
Control the speed of cable flow by the brake , while not allowing pile-up
Bring anchor cable direction forward and confirmed anchor holds its position.

Disadvantages:

If the brake fails, or there is too much speed over the ground, the cable will run out to
the bitter end with consequent damage. The brake lining could also be damaged due to
this Dynamic load (the Static load on brakes to restrain movement of an anchored vessel
is much less).
Method 2 (Suggested for Tankers / Depths over 50m )
Stop the vessel over ground
Walk out the anchor under power until the complete
length of required cable is paid out, and the anchor holds
its position on the seabed.
Bring anchor cable direction forward and confirmed
anchor holds its position.
 Deep water anchoring safe practice by VLCC
VLCCs, because of their inertia, requires excellent caution while anchoring. They can suffer
equipment failure if attempting to anchor while moving at speeds as low as half a knot over the
ground. Hence, the vessel must be nearly stopped not only in the linear direction but axial, too,
meaning the bow should not be swinging much either while anchoring. The depth at which the
vessel can safely anchor is about 110m or less, beyond which the windlass may have extreme
difficulty in recovering the anchor.

"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.
V-Configuration

The most commonly used method to set two anchors is in a ‘V’

configuration. Although the V configuration is what most people think of first
in the event of strong winds, if the wind shifts or your boat yaws, your vessel
will only be hanging on one anchor at any given point in time, which is not
the idea behind deploying two anchors. You also run the risk of the two
rodes becoming twisted and tangled leaving you with a mess to contend
with when the storm abates.

To accomplish this simply make a headway as usual to windward (1), then

drop and set one anchor (2). Next, move across (3) to one side then upwind
and drop and set the second anchor (4 & 5). Finally drop back and balance
the load between the two (6). Your goal here is an angle between the two
anchors of somewhere in the range of 45 to 90 degrees.
Setting two anchors:
1.     Lower your first anchor
2.     Drop back and set the anchor
3.     Motor upwind and to one side
4.     Deploy the second anchor
5.     Drop back setting the second anchor
6.     Adjust both anchor rodes
 Bahamian Moor

The Bahamian Moor is essentially the same as the V configuration taken to its
extreme – setting the two anchors 180 degrees apart. It allows the vessel to swing
pointing into the wind or current – whichever exerts the greater force on the vessel
and wherever it comes from at a given time. It can thus be very useful in an
anchorage with a strong reversing tidal flow.

This method of anchoring also minimizes the swing radius. It can be useful when
anchoring close to vessels on moorings where their swing radius is quite small,
although anchoring in a mooring field is generally not recommended.
This consists of two widely spaced anchors off the bow. Start proceeding facing the
current, and then drop the first anchor. Continue falling back to twice the distance
you ultimately plan to use for your rode.
Drop the second anchor directly down-current from the first; make sure it’s
brought up, and then position yourself halfway between the two.
Bow and stern configuration – Not
used any more
 Factors to decide for scope of
cable
Correct scope is essential for Safe anchoring.

The scope is a ratio of the length of an anchor rode from the bit to the anchor shackle and the
depth of the water from under the bow of the vessel measured from deck height. The anchor,
shackle, rode, and bit are a few components of Ground Tackle used in anchoring a ​vessel.

NOTE: sea bottom to the bow chock or roller where the anchor rode comes aboard.

S=L/D where L is the length of the anchor rode and D is depth under the bow.
Scope is required to make the pull on the anchor
horizontal. The more upward pull on the anchor, the
more likely it is to break it out. Minimum scope for
secure anchoring is about 5:1. Seven to one is better
where you have the room.
 Swinging circle
Swinging Circle is a ship term used when the vessel is at anchor. This is
the theoretical radius in which the vessel is expected to swing when at
anchor. The radius of the swinging circle is generally calculated as
(Number of Shackles x 27.5 m + Length of the Ship in meters).
After anchoring, the officer of watch (OOW) should ensure that the
vessel remains within the Swinging Circle and that no other vessel
anchors within the vessel’s swinging circle plus some safety distance as
decided by the Master. As is evident, the swinging circle is not fixed and
depends on the number of shackles paid out.
 VARIOUS MOORING
METHODS
1. OPEN MOOR
2. STANDING MOOR,
3. RUNNING MOOR,
4. MEDETERRANIAN MOOR
Open moor

1. Vessel anchored with both anchors leading ahead.

2. Both the anchors remain 1point on the bow.

Procedures

• Approach the anchorage with wind or current on one bow.

• Weather anchor or upstream anchor is let go on the run (1). The headway continued and cable is laid up 1/3 rd of the
final length of the cable.

• The second anchor is let go (2).

• First anchor snubbed at the gypsy. [Snub the cable: To stop the cable running out by applying the brake on the
windlass.]

• The vessel brings-to on her weather cable. It gradually grows tight to windward.

• Bow develops a rapid swing into the stream or wind.

• Both the anchors are veered.

• Finally the anchors are one point at each bow.

Standing moor, ordinary moor, dropping moor, straight moor

1. Vessel required to moor with bridge along the dotted line.

2. Stream ahead.
3. Port anchor-5 shackles, stbd anchor-4 shackles.

Procedure:

4. Head to stream or wind.

5. When both are present, head to one has stronger effect.
6. With sufficient headway, take vessel to position 1.
7. Position-1 is roughly 5 shackles minus half ship's length beyond line AB.
8. Let go port anchor.
9. The vessel drifts downstream, render port cable to nine shackles, the sum of two lengths.
10. She is brought up on her cable.
11. Then the starboard anchor is let go at position-2.
12. Vessel then moves to the position by rendering or veering the starboard cable and
heaving in four shackles on the riding cable.
13. Engines may be used to reduce stress on the windlass.
Running moor, flying moor

1. Vessel required to moor with bridge along the dotted line.

2. Stream ahead.
3. Port anchor-5 shackles, starboard anchor-4 shackles.

Procedure:

4. Head to stream or wind.

5. When both are present, head to one has stronger effect.
6. Let go starboard anchor on run, when vessel is 4 shackles and half of ship's length (1).
7. The cable is rendered as the vessel moves upstream.
8. The cable is not allowed to be tighten, as bow will cant to starboard.
9. The cable is rendered or veered 9 shackles and vessel moves to position-2.
10. In position-2, port anchor is let go.
11. The vessel moves stern.
12. Five shackles weighed on lee (starboard) cable and five shackles veered on riding cable.
13. The vessel is then brought up on her riding cable at position-3.
Mediterranean moor

Method of securing a vessel stern to the berth.

1. Both the anchors leading ahead to hold the bow in position.

2. The approach should preferably be made with the berth on port side.
3. The starboard anchor is let go about two ships length from the berth(1).
4. The vessel continues to move ahead.
5. Starboard helm is applied and the cable is veered.
6. The engines are then put astern and the port anchor is let go (2).
7. As the vessel comes astern, transverse thrust swings the stern to port towards the berth.
8. Stern lines are sent away.
LIGHTERAGE OERATIONS

The STS (Ship-to-Ship) transfer of oil, as well as dry bulk cargoes, is a fairly common practice these days given
the size of the ships have increased four folds in the past few decades.

STS an operation that primarily deals with the transfer of oil and dry cargoes between ships of differing sizes,
or how we better know it as a cargo transfer operation at sea between the Mother Vessel and the Daughter
Vessel (Lighter Barges or even Lighter Ships).

Theories and experience have time and again proven that observance and adherence to proper procedures,
along with fair weather and sea, can result in a potentially dangerous operation concluded safely.

The process is usually undertaken within the facilities of the port, so as to reduce the draught of the vessel for
entering the inland waterways of the port or to that effect sit alongside the wharf.

Some ports have the process as a part of their routine operations and even have set procedures laid down in
their regulations, guidelines & manuals.

There are a few relevant elements that we feel should not be overseen while engaging in such critical
operations.
1. Person In Charge

Generally, the STS or a Lightering operation is carried out by an

operations expert or a STS superintendent or sometimes either
of the Ships’ Captains concerned.

The idea is to appoint a PIC or person in-charge to be a sole

commandant, fundamentally overlooking and deciding the
critical factors for assessing the risks involved and safely
completing the cargo transfer operations.

Generally, the STS expert is an ex-mariner who will look into

supervision, coordination and authorization of all the events
involved, including mooring / unmooring of the vessels.

Worldwide, most companies employ specialized agencies that

provide such services.
2. Crew Knowledge and Responsibility

The crew of both the vessels have to be somewhat familiar with the risks involved during wet or dry cargo transfer
operations.

Both the Masters are the only personnel to decide and judge how safe and sure the procedures will be.

So, being unfamiliar with such an operation would be considered acceptable in some instances, but, being without knowledge
is impermissible.

The Master is responsible for the safety of the crew, cargo and the environment and should accept his responsibilities as an
overall in charge of his team without prejudice.

Masters of the ships involved in the lightering operation must ensure that their vessels have compatible cargo handling
equipment, mooring equipment and likewise.

Each aspect of such operation is considered to be critical. So, if the STS / Lightering operations in charge rule out or overlook
even minute obstacles faced during ship to ship approaches or even mooring / unmooring the vessels, a mishap could be
unavoidable.

Hence, considering the risks involved, adherence to the proper procedures is vital.

Company, Port and STS Guidelines coupled with usage of specific operational checklists prove to be a great way to ensure
risks involved are not overlooked or any safety information left unnoticed.
3. Communication

Good and clear communication between the vessels is crucial for efficient cargo transfer operations. Agreeing upon a
common mode of communication such as via working marine VHF / UHF frequencies and understanding and
communicating via a common language is essential.

Communications should be kept brief, clear, concise and be well established for the operations. From confirming the
operations’ rendezvous point to engaging in mooring and unmooring activities, all related communications should be
under the PIC’s supervision; better if written contact is established and ascertained via verbal confirmation.

Communications should include:

– Initial Contact prior approaching for operations

– Mutually agreed contacting/communicating channels
– Emergency contact points (Port, Company and National Spill Response)
– Emergency and ‘Abort’ instructions
– Relevant international Sound and Day / Night Signals
– Safety messages transmitted via VHF during the operation
– Weather messages
4. Mooring / Unmooring

Mooring the vessels at sea requires a certain amount of competence, and so the STS experts are called in to support the
Ship Masters and overlook the mooring operation.

Mooring vessels at sea is even more complicated than mooring them alongside berth. Although it doesn’t require special
equipment, it does require an efficient hand to safely conclude the berthing / unberthing process. The things to be kept in
mind to complete such critical operations are as follows-

Appropriately sized tyre fenders, namely the Yokohama ones, should be deployed either by the mother vessel or the
lighter vessel. This will ensure two things, one, avoiding structural damages during ship to ship contact and on the other
hand the rubberised tyre fenders will prevent any accumulation of static between the two vessels during the STS transfer
process. Fenders also provide to keeping a safe distance between the two vessels once they are tied up.

Mooring lines used for berthing should be of good construction, material and be resilient enough to absorb all the forces
generated during the operation. This will also ensure safe cargo transfer operation.
5. Cargo and Use of Cargo Transfer Equipment

Since cargo must be transferred from one vessel to another, compatible cargo equipment must be kept readily available
for the operation. Cranes and Derricks should be in working order with their max loads tested and certified, wet cargo
transfer hoses should be of relevant size with matching connector couplings and should be of sufficient length and have
been tested to max liquid pressure limits.

Dangers of transferring harmful cargoes must be made aware to all involved in the operation. Handling such cargoes
require special equipment and protective gear.

For example, personnel working for large oil tankers Lightering off the US Gulf coast that are usually involved with cargo
transfers and which may contain high levels of harmful Hydrogen Sulphide choose to work in a vapour free environment
or the crew members of large bulkers carrying out a coal discharge at sea and the crew of the smaller lighter vessels
must use equipment that detect harmful levels of methane in the cargo.

The use of inert gas as a fire fighting medium and other similar methods of overcoming emergency situations must be
well outlined and understood by the personnel.
6. Weather

Decent weather conditions play an important role for all critical marine-based operations to be safely
accomplished, and ‘Lightering’ is considered no different.

Sometimes when the cargo transfer is carried out off port / sheltered limits, and heavy weather makes a
fall, the operations have to be aborted indefinitely, amounting to loss in time and money.

So a constant vigilant check should be maintained by all involved parties for the weather forecasts and
all communication recorded appropriately.

Dry Cargo ships may have to stop the cargo operation from batten down their hatches during rain adding
to additional delays.

Weather clauses are hence included in the contract note to protect all parties from paying up either
demurrage or despatch.
7. Operational Checklists

Maritime organisations such as ICS or OCIMF and others from around the world
have helped improve industrial safety and have aided in disseminating quality
education through a variety of guidelines and recommendations.

Following their STS and Lightering guidelines and relevant operational ‘Checklists’
are clearly the best way to get through critical operations, safely.

Companies, too, have them in their management system, and so do the port
authorities.

It should be kept in mind that both the vessels involved in the Lightering operation
may have different operating procedures and a varied set of personnel handling the
process.

Hence, it is strongly implied that all such personnel involved in the cargo transfer
operation must be alert and non-complacent to the generic safety procedures on
board.
Unmooring Procedure

One Ship is at Anchor

It is recommended that unmooring at anchor be carried out only by persons with considerable
experience in STS operations and use of tugs should be considered where available, especially
if yawing of the anchored ship is anticipated. It is also recommended not to unmoor during a
change of tide.

If, in the judgement of the POAC (Person in Overall Advisory Control), the weather and current conditions so
require, the constant
heading ship should weigh her anchor and unmooring should be carried out while making way.

Unmooring Procedure After Underway Transfer

If the STS transfer operation have taken place while underway, it is normal to unmoor with the
wind and sea on the port side and then bring the combined two-ship system head to the wind to
spread apart the ships, unless local conditions dictate otherwise.
Unmooring

Sufficient crew should be allocated to unmooring stations and consideration should be given to
the following points:

UNMOORING CHECK LIST

1. The cargo transfer side of the ship should be cleared of obstructions including derricks or
cranes.
2. The method of disengagement and letting go of mooring lines should be agreed.
3. Fenders, including their towing and securing lines, should be checked to be in good
order.
4. Winches and winch lasses should be ready for immediate use.
5. Rope messengers and rope stoppers should be ready at all mooring stations.
6. Sharp fire axes or other suitable cutting equipment should be available at each mooring
station.
7. Communications should be confirmed between ships.
8. Communications should be established with mooring personnel.
9. Mooring personnel should be instructed to let go mooring lines only when directed.
10. Shipping traffic in the vicinity should be checked.
11. Check-List should be completed.
Procedure for Unmooring

Special care needs to be taken when unmooring to avoid the two ships coming into contact.
While there are other methods, a common method of unmooring is achieved by: The
forward gang let go the forward Springs and then the Headlines. The after gang lets go the
Stern lines and then the After Springs and the manoeuvring ship moves clear. Special care
should be adopted during letting go of the last lines. This needs to be performed both safely
and effectively.

It should be noted that local conditions or ship configurations may cause difficulties in
separating the two ships and alternative plans should be considered.