Lesson 1.4 Arrangement of rope during ship at berth before and after.

Introduction
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.

Objectives:
At the end of lesson, you shall have been able to:
1. Demonstrate working knowledge in the arrangement of mooring rope during ship at berth
before and after.

Pretest:
Multiple choice: Select the correct answer from the choices given below each question. Write the
letter of your answer on the blank provided before each number.
__________1. Mooring lines leading ashore as perpendicular as possible to the ship fore and aft
line. It restrain the ship in one direction (off the berth).
a. Breast line
b. Head line
c. Spring line
d. Stern line
__________2. 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.
a. Breast line
b. Head line
c. Spring line
d. Stern line

__________3. 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. It restrain the ship in two
directions: headsprings prevent forward motion and backsprings aft motion.
a. Breast line
b. Head line
c. Spring line
d. Stern line

__________4. 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.
a. Breast line
b. Head line
c. Spring line
d. Stern line

___________5. Lines used to secure a ship at a berth. It should be arranged as symmetrically as

possible about the midship point of the ship.

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 a. Breast line
b. Head line
c. Mooring line
d. Stern line

Readings
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 shipowner. 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.

Mooring lines
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).
- 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.

Mooring Line Commands:

-Pass One: send the first line over to the pier but do not take a strain

-Slack: pay out the line so that it is not under tension and it forms an easy bight

-Take a strain: heave on a line until it is under tension

-Take in the slack: heave on a line until the bight is removed, but do not take a strain

-Ease: pay out just enough slack to remove the tension from the line

-Avast heaving: stop heaving a line, but hold whatever tension currently exists

-Check: hold the current tension on a line by either paying out or heaving in as appropriate

-Hold: take enough turns about the capstan or bitt so that the line will not slip

-Double up: run additional lines or bights of lines as needed to make the mooring secure

-Single Up: take in all lines except whichever the captain specifies (usually the springs)

-Stand by the lines: man the lines, be ready to cast off or moor

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-Take in: retrieve a specific line from the pier

-Cast off: remove the lines from the bitts or bollards

Picture A

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Page 4 of 44
Use the following methods to turn the mooring ropes around the bitts for a
safe arrangement:
a) For Large size bitts – take two round turns (but no more) around the leading post of the bitts
before applying figure of eight, as illustrated in the above figure 01.
b) For Smaller circumference bitts – take turns around both posts before applying figure of eight,
as illustrated in the above figure 02.

Self- Assesment Questions (SAQ)

1. Why do we have to split the mooring rope in a smaller drum 4-5 turns as shown in the above
Picture A?

Summary
Mooring Arrangements:
When a ship comes into port, the type of arrangement and number of lines that it will put out
depends on the dock type and load condition of the ship. Most large cargo ships will often double
up on all of their lines, putting out 2 each of the bow, bow and quarter spring, fore and after
breast, and stern lines.

-Bow lines: typically run through the bull nose on the bow and run forward down the dock,
leading ahead of the ship. When backed against, these lines will help to bring the ship in toward
the dock.

-After bow spring: From the bow leading aft, these lines prevent the ship from surging forward
should a ship's wake or wind force the ship ahead. Also, when run forward against, they will help
to kick the stern out away from the dock

-Forward bow spring: From the after section of the bow leading forward, these help to prevent
the ship from surging backward should a wake or wind force the ship astern. When backed
against, they will help to pull the ship in to the dock.

-Breast lines: usually put out from the bow or stern, and occasionally amidships, these lines hold
the ship alongside the dock. They do not prevent surging in any direction other than away from
the dock, and are usually the last lines sent out and the first brought in.

-After quarter Spring: the lines run from the quarter aft and prevent the ship from surging
forward. When pulled forward against, these lines help to pull the ship in toward the dock.

-Forward Quarter Spring: These lines run from the stern forward, and prevent the ship from
surging aft. When pulled astern against, these lines help to push the bow out away from the dock.

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-Stern lines: These lines run from the stern, usually run through the centerline chock, and run aft
of the ship. When pulled forward against, these lines help to bring the ship alongside the dock.

Suggested Enrichment Activity

1. Draw a figure that will clearly illustrate the headline or bowline, forward spring line, breast
lines, aft spring line and stern line based on their definitions.

References:
http://shipsbusiness.com
https://www.marineinsight.com
https://www.wartsila.com
http://deckskills.tripod.com

Module 3
Anchor and its chain, Safe working procedures during mooring/unmooring
Lesson 1.1 Procedure and preparation before laying anchor, maintenance of anchor and its
chain.
Introduction
After a long sea voyage a ship arrives in a port or near a port area and may have to anchor the
ship. This may be because of customs, immigration and cargo formalities or due to non-
availability of a berth. A ship may be required to anchor for receiving stores, provisions,
bunkers, crew change, surveys, repairs, awaiting port clearance. A ship may also be forced to
take shelter at an anchorage due to unfavorable weather in the open sea.
The anchors of the ship are like claws and their function is to hold on to the seabed so that the
ship stays in one place and not drift under the influence of winds or currents.
Objectives:
At the end of lesson, you shall have been able to:
1. Enumerate the procedures and preparations before laying an anchor.
2. Understand the terminologies used in anchoring.
Pretest:
Multiple choice: Select the correct answer from the choices given below each question. Write the
letter of your answer on the blank provided before each number.
__________1. Walk back or to pay out cable using the windlass motor.
a. Long stay
b. Range the cable
c. Snub the Cable
d. Veer the cable

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__________2. When the cable is taut and leading down to the water close to the vertical, it is
called _______.
a. Long stay
b. Range the cable
c. Short stay
d. Veer the cable
__________3. When the cable is taut and leading down to the water close to the horizontal, it is
called _______.
a. Long stay
b. Range the cable
c. Short stay
d. Veer the cable

__________4. To lay out the cable on deck, or wharf, or in a dry dock etc
a. Long stay
b. Range the cable
c. Snub the Cable
d. Veer the cable
___________5. To stop the cable running out by using the brake on the windlass.
a. Long stay
b. Range the cable
c. Snub the Cable
d. Veer the cable

Readings

Process of lashing and unlashing anchors.

The anchor chain has to be well secured while the ship is at sea. This ensures that the flukes are
resting tightly against the shell plating. This ensures that the anchor does not have a play against
the ship’s side plating when the ship is rolling or pitching or the sea is rough.
Additional precautions have to be taken to avoid sea waves and water entering the chain lockers.
Following is a step-by-step method recommended for securing the anchors after they are
hove up tight: –
a) Ensure that the windlass brake is tightly secured. The bow stopper is placed in position and the
windlass is out of gear.
b) Reave the anchor lashing steel wire rope through one of the chain links or alternatively place
the devil’s claw on the cable.
c) If the wire is used connect bottle screw and screw the bottle screw up tightly.
d) Put the hawse pipe and spurting pipe steel plate covers in position.
e) Cover these plates with a canvas cloth.
f) The spurting pipe must be additionally coated with a good protective coat.

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Process for engaging and disengaging the windlass system
► Request the engine room for power to the windlass system. (Usually called “forward deck
power”)
► Ensure that a spike, small hammer, sledge hammer, crowbar, can filled with Lub oil,goggles
and a torch (at night) are near the windlass area.
► Make sure that the brakes are on.
► Remove the anchor lashings leaving the ‘bow stopper on.
► Turn the windlass over slowly to a position. Where the gears can be engaged.
► Put one anchor in gear and turn windlass ‘in’ to take the weight of the anchor.
► Remove the bow stopper.
► Open the brake.
► The windlass gear in now engaged. You can now lower the anchor out of the hawse pipe to
the water level if required.
► When ordered to lower, lower the anchor slowly clear of the hawse pipe.
► Screw brake tightly home, turn windlass such as to take the weight of the anchor on to the
brakes only.
► Take the windlass out of gear. The anchor is now ready to let go by releasing the brake.
Various markings on the anchor chain.
Cable markings
When anchoring, it is important to know how much cable has run out. The chain is therefore
marked at each joining shackle. First shackle is marked by a piece of seizing wire, flexible and
thin galvanised iron wire, on the first studded link on both sides of the shackle.
Second shackle is marked by a piece of seizing wire on the second studded link on both sides of
the shackle.
Third shackle is marked by a piece of seizing wire on the third studded link on both sides of the
shackle, and so upto the last shackle. in addition, since the seizing wire markings cannot be
easily seen at night, a system of marking by white paint is also employed. Different ships have
different systems. For example, some ships paint all the joining shackles and the links, which
have seizing wire marking. Whereas other ships do not paint the joining shackle at all but paint
all the studded links on both sides of the shackle, upto the links which have seizing wire
markings.

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Anchoring terminology & anchoring terms.
The following are a few of the expressions used in anchoring and as assistant to the officers who
may be in charge of the forecastle cable-party you will do well to acquaint yourselves with all of
them, for misunderstood order from the bridge may give rise to some undiplomatic language.

TERM MEANING

Wind rode A vessel is so described when she is riding head to wind

Tide rode A vessel is so described when she is riding lead to tide

A tidal stream which is setting to leeward or downwind. The water surface has
minimum of chop on it, but the combined forces of wind and tide are acting upon t
Lee tide ship.

A tidal stream which is setting to windward or upwind. The water surface is very
Weather tide choppy, but the forces of wind and tide are acting in opposition on the ship

Shortening-in The cable is shortened in when some of it is hove in board.

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 TERM MEANING

The way the cable is leading from the hawse pipe, e.g. a cable is growing aft when
Growing leads aft.

A cable le is at short stay when it is taut and leading down to the water close to the
Short stay vertical.

A cable is at long stay when it is taut and leading down to the water close to the
Long stay horizontal.

Come to, Brought up,

Got her Cable These are used when a vessel is holding to her anchor and the cables.

Snub the Cable To stop the cable running out by using the brake on the windlass.

Range the cable To lay out the cable on deck, or wharf, or in a dry dock etc

Veer the cable Walk back or to pay out cable using the windlass motor.

Walking back the

anchor To lower the anchor under power.

Surge cable To allow cable to run out freshly, without using the brake or the windlass motor.

The Anchor

TERM MEANING

Used to describe the anchor which has been lowered clear of the hawse pipe and is hanging
A cockbill vertically

Used to describe an anchor which is caught in an under water cable, or which has brought o
Foul anchor hawsers to the surface with it.

Up and down The cable is up and down when it is leading vertically to the water.

Foul hawse When both anchors are out and the cables are entwined or crossed.

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 TERM MEANING

Open hawse When both anchors are out and the cables lead broad out on their own bows

Clearing
anchors Anchors and cables are cleared away when the securing gear on deck is removed.

The cable is nipped when an obstruction, such as stem or hawse-pipe lip, causes it to chang
Nipped cable direction sharply.

Render cable The cable is rendered when the brake is loosely applied so that the cable runs out slowly.

The procedure for anchor work

► Request the engine room for power on deck.
► Take to the forecastle head a spike, hammer, crowbar, oilcan, goggles portable VHF set and at
night a torch.
► Take off the hawse pipe covers. Let go the lashing in the chain locker.
► Make sure that the brakes are on and the windlass is out of gear.
► Turn the windlass over slowly and oil the moving parts. On a steam windlass, the drain cocks
must all be opened to drain the water. The cocks may then be closed again.
► Put one anchor in gear. (See that gears are clear to engage first)
► Remove the devils claw and any other lashings.
► Remove the compressor bar and the cement and the covers or other filling from the spurting
pipe.
► Make sure that the weight of the anchor is held by the brake and that the gears although in,
are clear. Take out of gear.
► Prepare the other anchor using the same routine. (5, 6 & 7). 10.
► Inform the Officer concerned and the bridge on VHF that the anchors are ready for lowering
clear of the hawse pipe.
► Place one anchor in gear.
► When ordered to lower away by the Officer, take off brakes and lower slowly until the anchor
is out of the hawse pipe.
► Screw the brake tightly home and take out of gear.
Preparing for Anchoring
Preparing the vessel for anchoring can start days before arrival. This is when a Master checks the
charts for marked anchorage areas days before arrival.
Anchorage area for the vessel could also be suggested in the agent’s pre-arrival message. In any
case, the Anchorage area must be physically checked in the chart to ensure that
 it is designated for the type of ship,
 the depths complies with the UKC requirement of the company
 depths are less than the maximum depth ship can anchor
 is clear of any cables, pipeline, wrecks or other obstructions. and
 the nature of seabed is appropriate for anchoring
When checking the charts for underwater obstructions, attention should be paid to the chart
symbol ‘#’.
This symbol means there is a foul ground and shall be avoided for anchoring. I am particularly
mentioning this chart symbol because you may not miss a wreck but it is easier to miss this.

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It is important to be aware of the ship’s windlass lifting capacity. In any case, most of the ship’s
windlass are able to lift the weight of the anchor and about 3 shackles.
Vessels could easily anchor in depths of about 80 meters. If anchoring in depths more than that,
you might need to first check the windlass capacity for the particular ship.
Anchor stations
Anchor stations should be ready forward well in advance. The anchor party should make the
inspection of the anchor windlass.
They should also ensure that the drive (Hydraulic power packs or electric power) is running. The
lashing of both the anchors should be removed even if it is pre-decided about which anchor will
be used.
It is a good practice to brief anchor party well in advance of some information about anchoring
such as
 the depth of water at the anchoring position
 Which anchor to use
 Anchoring method (Let go or walk back)
 the number of shackles the vessel will be brought up to.

Approaching the anchorage position

The most critical factor while approaching anchoring position is the speed of the vessel. Engines
must be ready and tested well in advance and the speed of the vessel should be under control.
If Master feels the ship’s speed is much more than what it should be, he should exercise zig-zag
maneuver to reduce the speed.
Zig-zag maneuver (also called rudder cycling) is the most effective way to reduce the ship’s
speed over a shorter distance. While doing rudder cycling,
While doing rudder cycling, the master must give due consideration to the nearby ships and not
run over other ships in the vicinity.
Apart from speed, the direction from which to approach the anchoring position is important. The
best approach heading is of heading into the wind and tide. The heading of similar sized
anchored vessels can give
The best approach heading is of heading into the wind and tide. The heading of similar sized
anchored vessels can give a quite accurate sense of the approach heading. If the traffic density,
water
If the traffic density, water depth, and sea room permits, it is better to bring the vessel to this
heading at least 1 mile from the anchoring position.

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Once on this heading, engine movements should ensure that vessel’s speed is less than 2 knots
about half a mile from the anchoring position.
These are just referencing but useful figures. You should consider vessel’s maneuvering
characteristics, such as stopping distances to amend these figures. Once the vessel is around
Once the vessel is around half a mile from the anchoring position, we can give stern movement.
This is to ensure that vessel is completely stopped at the anchoring position and there is no
headway in the forward direction.
During Stern movement, the vessel would cant to starboard side (for right hand fixed pitch
propellers).
If we are using the port anchor, this is good as this would ensure the cable is clear of the vessel
and will not lead across the bow.
But if starboard anchor is used, there is a chance of anchor chain going under the bow or
crossing the bow. In this case, before we give stern movement, vessel’s rudder is put to hard port
to get some port swing.
The stern movement would check the port swing and the cable going under the bow can be
avoided.
Make sure to bring the rudder to midship during Stern movement. Apart from lateral swing, stern
movement of the vessel itself ensures that the cable is clear of vessel’s hull.
However, in all cases, we must ensure that movement of the vessel does not put excessive strain
on the windlass. We will discuss this in the next section.
Anchoring Methods
As we know, there are two ways an anchor can be dropped to the seabed.
 By letting go
 by walking back.
Each of these ways has its advantages. And in most of the cases, it is up to the discretion of
master how he wants to anchor.
But there are certain conditions in which there are no options but to choose a particular method.

Letting go the anchor

Wear goggles. (The anchor cable when running out may throw mud rust etc. and hence the
protection) Let go the brake when ordered and brake as required after the anchor has hit the
bottom.

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One man to strike the bell to indicate the number of shackles that have gone out. e.g. first
shackle, 1 bell, sixth Shackles, 6 bells, etc.
When sufficient cable has been paid out and when the cable is riding easy the ship is “brought
up”. Inform the bridge. Put on the compressor bar and screw the brake tightly home, Hoist the
anchor ball or anchor lights.Return the gear to the store.
Anchoring by walking back
Walking back means lowering the anchor with gear.
The principle difference between walk back and let go methods is that in the walk back we lower
the anchor under power.
The advantage of this method is that cable would not run on its own. So there is no risk of
damaging the anchor or windlass by dropping from a height.
But there is another risk involved with this method. I earlier said that in the “let go” method we
should maintain around 0.5 knots astern speed while we are paying the anchor chain.
But even if we exceed this speed to 1.0 knots, only the anchor will pay off. There will not be any
load on the windlass. Even when the brake is on, and the chain stresses, windlass brake will be
the first thing to render.
But that is not the case with walk back method. In walk back method, since we are lowering the
anchor with windlass in gear, excessive speed would surely damage the windlass.
We must not exceed the stern speed to more than the design speed of the windlass.
Typically the design speed of windlass is 9 meters/minute. That is 540 meters/hour (0.3 knots).
So we must not exceed the stern speed to more than 0.3 knots while walking back the anchor.

Accident prevention

► Be sure the brake is tightly home and the gears eased before taking the windlass out of gear.
► Do not leave the windlass in gear.
► Wear goggles when letting go the anchor.
► Do not go in the chain locker to stow the cable.
► Do not use chain hooks in the chain locker
► See that the spurting pipes are made properly weathertight.
► When it is necessary to let go an anchor or pay out cable and a man is in the locker (as might
happen when mooring) The order “Stand clear in the locker” must be given, replied to and
carried out before the anchor or cable is allowed to run out.

Daily inspection and maintenance

Anchor: Check the wear and deformation of the anchor shackle, and pay attention to whether the
cross pin is loose; pay attention to whether the cross pin of the anchor head is loose, whether the
anchor claw is bent or cracked, whether the rotation is flexible, and whether the angle is normal;
when the anchor is anchored, observe the water after anchoring Whether there are any debris on
the anchor claws, and slow down the speed of the twisting, so that the anchor claws finally close
to the ship's side.
Anchor chain: Usually use left and right anchors in turn; pay attention to whether the anchor
chain mark is clear. If it falls off, it should be replenished in time; check the chain ring and
shackle for cracks, deformation and loose structure and wear. Check whether the swivel is
flexible, and timely lubricate the windlass: operate according to the operating procedures; check
the brakes regularly; refuel and test before each use. Before the steam engine is used, the water
in the cylinder should be discharged; the clutch is often refueled to ensure the operation is light
and flexible; pay attention to the wear of the gear teeth of the sprocket and the thread of the
worm.
Chain-linker: The friction surface is often oiled, and the rest should be coated with anti-rust
paint; often check the fastening of the base to the deck.

Self- Assesment Questions (SAQ)

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1. Explain in brief the general procedure and preparations before laying an anchor
Summary
Anchoring is one of the many important operations coming under the responsibility of deck
officers. It involves the use of critical shipboard equipment and requires high level of situational
awareness. The key responsibility of the deck officer at an anchor station is to use the anchoring
machinery and available man power for carrying out the operation safely and efficiently in
accordance with the master’s instructions.
HOW TO MOORE SAFELY?
-Never try to be heroic by jumping onto a line that is clearly running over the sideand out of
control as you are likely to go overboard with it.
-Never run more than one line around a fairlead sheave as the lines chafethrough quicklier and
the sheave is really only strong enough to take the load ofa single line under tension.
-Never use any equipment that is obviously faulty. If you notice damage, then itshould be
reported and an alternative arrangement for the mooring line used.
-Never let go of a mooring line under heavy load without determining first why the load is so
heavy and then taking the proper precautions if it must be let go.

Suggested Enrichment Activity

1. Make a simple checklist about procedures and preparations in laying an anchor.

References:
https://knowledgeofsea.com
https://www.myseatime.com
https://www.cxanchorchain.com

Lesson 1.2 Safety precautions and regulations during mooring/unmooring in accordance

with safe working practices/Operational hazards during mooring/unmooring

Introduction
Mooring and unmooring operations provide the circumstances for potentially serious accidents.
There is no doubt that, this duty requires a good technique initially in lifting the heavy eye of the
rope, followed by a good pulling technique. Care must be taken, therefore with the laying out of
heavy mooring ropes and wire ropes/hawsers.
Objectives:
At the end of lesson, you shall have been able to:
1. Understand the safe working practices during mooring/unmooring operation.
2. Familiarized with the operational hazards during mooring/unmooring.

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Pretest:
Multiple choice: Select the correct answer from the choices given below each question. Write the
letter of your answer on the blank provided before each number.
__________1. It is the sudden recoil of a mooring line as a result of its failure under tension.
a. Rope bight
b. Rope bight zone
c. Snap back
d. Snap back zone
__________2. All mooring line must be arranged as symmetrical as possible with the breast
line.
a. True
b. False
c. Maybe
d. Can’t tell
__________3. It is the space where it is anticipated that the failed mooring line could recoil
with great velocity, possibly resulting in injury or even death to crew present within this zone.
a. Rope bight
b. Rope bight zone
c. Snap back
d. Snap back zone
__________4. Weather condition is also a factor to be considered during mooring/unmooring.
a. True
b. False
c. Maybe
d. Can’t tell
___________5. Mixed mooring is an example of:
a. Best practices
b. Fast and reliable practices
c. Safe working practices
d. Unsafe working practices

Readings

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.
Mentioned below are ten points that must be considered while handling mooring operation on
ships:
1. Don’t Allow Any Extra Crew Member on the Deck: Ensure that no extra personnel are
present at the mooring station except those who are involved in the operation. Anyone who is not
assisting in the mooring operation must be asked to leave the mooring station for his/her and
other’s safety.
2. Consider Weather Condition: Before planning the mooring operation, consider the weather
condition by taking factors such as wind and current. The ship’s master and responsible officer
must have the details of current and future weather data before commencing the mooring
operation.
3. Have knowledge of Snap Back Zone and Rope Bight: All personnel involved with the
mooring operation should be aware of the snap back zones and rope bight.

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A snap-back is the sudden recoil of a mooring line as a result of its failure under tension. A snap-
back zone on a mooring deck is the space where it is anticipated that the failed mooring line
could recoil with great velocity, possibly resulting in injury or even death to crew present within
this zone.

http://www.kishpandi.com

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http://www.kishpandi.com

4. Check All the Mooring Equipment: Check all the equipment (mooring winch, drums,
windlass etc.) involved in the mooring operation for any kind of problem. Proper routine
maintenance is the key to ensure smooth running of mooring equipment and systems. Don’t
forget to check the load sensors of mooring winches.
5. Check the Tail of Mooring Line: If the mooring wire line is provided with tail (short lengths
of synthetic fiber rope which are placed in series with the vessel’s winch-mounted wires to
decrease mooring line stiffness and thus to reduce peak line loads and fatigue due to vessel
motions) ensure same size and material of tails are used for all lines in the same service (breast,
spring and head lines). Different tail size and material would lead to uneven load in the mooring
line.

6. Tend One Line at a Time: Only one line should be tended at a time during mooring
operation. If this is not done, it may increase the load in the other tended lines. If two lines are
tended together it may lead to overloading and breakage. Follow the orders of the master or
responsible ship officer properly to avoid any kind of mishap.
7. Keep a Check on the Mooring Line Load: Ensure that the allowable breaking load in any of
the mooring lines does not increase 55% of its Maximum Breaking Load (MBL). This is to
prevent the line from breaking.
8. Avoid Mixed Mooring: Mixed mooring is extremely dangerous. Generally, mooring lines of
the same size and material should be used for all leads, if this is not possible due to the available
equipment, all lines in the same service, i.e. breast lines, spring lines, head lines and stern lines
should be of the same size and material. The use of mixed moorings comprising full length
synthetic ropes used in conjunction with wire should be avoided. If a synthetic rope and a wire

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are used in the same service the wire will carry almost the entire load while the synthetic rope
carries practically none.
9. Keep a Continuous Check: Load on the mooring lines must be checked continuously even
after the mooring operation is over. If there is any change in the ship’s ballast condition, the lines
must be slacked or tightened accordingly. The condition of the rope material should also be
checked to foresee unfortunate accidents.
10. Arrange Mooring Lines Symmetrical: All mooring line must be arranged as symmetrical
as possible with the breast line. The breast line should be perpendicular to the longitudinal center
line of the ship and the spring line should be parallel to the longitudinal center line.

Lesson 1.3 Contingency measures in the event of a failure or emergency associated with
mooring equipment.
Ship enter and leave ports regularly. Tying up a ship when alongside a berth or another vessel is
potentially a very hazardous operation unless simple and effective safety procedures are
followed. Mooring accidents are always on the list of personal injury accidents, often resulting in
severe injuries or even fatalities.
Mooring System Fails due to Tidal Effect or System Failure

The probability of this scenario occurring is remote as the moorings are continuously monitored
whilst vessel is alongside. Also the tidal effect is predicted and monitored whilst the vessel is
alongside.

Some vessels have access to mooring monitoring equipment that enables a continuous monitor of
all moorings. Mooring failure during loading/unloading mainly occurs due to mooring equipment
failure. Typical causes include: broken pipes, pumps, not enough oil in expansion tank, clogged
filters, etc.

a) Advise ECR as soon as mooring failure is detected

b) Evaluate the extent of the failure. Maybe a mooring line or various mooring lines failed

c) Advise Terminal

d) Check mooring system. Look for hydraulic oil leaks, check oil level in expansion tank, check
pumps, check if valves are properly lined up, run pumps and check filters

e) If one mooring line failed send another spare line (wire) if available, otherwise send ropes

f) If more than one mooring line failed arrange for tugboat(s) as soon as possible

g) All hands at their mooring stations to control the remaining mooring lines and send extra
mooring lines ashore if possible

h) Stop loading operations.

i) Consider - disconnect loading arms and leave berth

j) If it has been decided to leave berth, make ready the main engine as soon as possible

k) Inform management, Owners, Local authorities, agent, P&I club

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Self- Assessment Questions (SAQ)
1. Explain what is a snap back accident and how to avoid.

Summary
Seafarers involved in mooring operations should be given additional instruction on the specific
equipment and mooring configurations used on the vessel. This should include (but may not be
limited to):
 the types of winches and windlass and their operation;
 the location of emergency stop buttons;
 the types of ropes and/or wires used; and
 the location and use of rollers, dollies and leads.
Crew should make sure that there are enough manpower available to do the task
safely. Personnel should never stand in the bight of a rope or near a rope under tension, and they
should treat ropes on drums and bollards with the utmost care.
Detailed familiarization should be take place to all new joining seafarers regarding the
installation, use and hazards related to permanent and loose mooring equipment. Based on the
risk assessment, appropriate control measures should be put in place.
Actions to be taken during mooring and unmooring operations,
 Asufficient number of seafarers should always be available both forward and aft of the
vessel to ensure a safe operation.
 A supervising officer should be in charge of each mooring party, and a suitable means of
communication (primary and secondary) should be established with bridge team.
 If this involves the use of portable radios, then the ship should be clearly identified by
name to prevent confusion with other users.
 Appropriate PPE should be in place for seafarers’ protection (including safety helmet,
safety shoes and gloves)
 A toolbox meeting should be conducted between Master and officers in charge of
mooring parties to discuss the mooring plan, the lines that are going to be used, the
involvement with the terminal’s or port’s personnel, use of tugs, environmental
conditions and communication details.
 Special considerations and instructions should be made for snap –back zones and lines
under tension in order to avoid incidents due to line failure (parted line).

Suggested Enrichment Activity

1. Identify the hazards during mooring/unmooring operations and actions to be taken to avoid
these hazards.
References:
https://www.marineinsight.com
https://safety4sea.com

Lesson 1.4 Uses of heaving lines

Introduction
A heaving line is a lightweight line which is used on board ship to establish a connection with
people in another ship, people on the shore, or shipmates who have gone overboard. These
lightweight ropes are typically weighted at one end, classically with a monkey's fist knot, and
they are very easy to throw across long distances. Once the line has been tossed, one end of it
can be attached to a heavier rope or object.

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Objectives:
At the end of lesson, you shall have been able to:
1. Understand the uses of heaving line
2. Identify the dangers associated with heaving line

Pretest:
Multiple choice: Select the correct answer from the choices given below each question. Write the
letter of your answer on the blank provided before each number.
__________1. It is a lightweight line which is used on board ship to establish a connection with
people in another ship, people on the shore, or shipmates who have gone overboard
a. Heaving line
b. Messenger line
c. Monkey’s fist
d. Thread line
__________2. Messenger line and heaving line are the same.
a. True
b. False
c. Maybe
d. Can’t tell
__________3. A typical heaving line is made of light rope
a. 2 or 4mm diameter
b. 4 or 6mm diameter
c. 6 or 8mm diameter
d. 8 or 10mm diameter
__________4. A heaving line can also be attached to something like a lifesaving buoy and
thrown to someone overboard, and these lines are often used to establish contact between two
ships
a. True
b. False
c. Maybe
d. Can’t tell
___________5. Heaving line can only be weighted with a monkey’s fist.

a. True
b. False
c. Maybe
d. Can’t tell

Readings
The advantage to a heaving line is that it is very easy to throw, and less dangerous for someone
on the other end of the line. For example, when a ship docks, it is attached to the dock with
heavy hawsers which keep it from moving. These hawsers could be extremely dangerous if they
were just hurled from the ship to workers on the docks; instead, a heaving line is thrown and
caught by a dock workers, and then a hawser is attached on the ship, allowing the dock worker to
easily pull the hawser to the dock and make it fast.

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A heaving line can also be attached to something like a lifesaving buoy and thrown to someone
overboard, and these lines are often used to establish contact between two ships. A line may be
attached to a tow rope, for example. Most sailors learn to handle these ropes very early in their
training, since there are times when being able to throw one quickly and accurately can be vital.
Several companies make specialized heaving lines, which come complete with weights and anti-
kinking materials to ensure that they will not snarl while in storage or in active use. It is also
perfectly possible to make a heaving line from existing lightweight, strong rope, and it can be
useful to know how to do this in a hurry. To make a heaving line, a knot is tied in one end of the
line to weight it, or a weight is tied onto the line for people who cannot make a knot of the right
weight.
Along with the wide assortment of ropes and lines on a ship, heaving lines are typically checked
regularly. When the lines are checked, sailors make sure that they are not knotted, twisted, or
kinked, and they confirm that the line is capable of bearing weight. Lines which have started to
fray or rot are discarded to ensure that they are not used by accident.

https://shipcanvas.com https://www.oceansafety.com https://shipcanvas.com fig. 1

https://www.dvidshub.net https://knowledgeofsea.com

A typical heaving line is a line 50 to 100 feet long made of light rope – of 6 or 8mm diameter –
that is used as a messenger between ships or between ship and quay to allow a heavier line then
to be carried across.
One end is weighted with a monkey’s fist, tightly knotted, or a heaving line knot or even a small
sandbag. The monkey’s fist sometimes contains a heavy object – a ball of lead has even been
known, to carry the line further, but this can be extremely dangerous to those on the receiving
end.

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The other end is whipped and usually tied to a point on deck near the thrower; many throws are
wasted through not doing this!
The thrower needs to stand, so on a yacht he might tie himself on. He carefully coils the line so
there are no kinks and then parts the coil in two, with a third of it held in his throwing hand, so
that the line will be carried out across the water to whoever is ready to receive it. With the
monkey’s fist close to his own he holds the first coil ready to throw and the second coil in the
open palm of his non-throwing hand. The coils should be arranged so that they leave his palm
cleanly – dragged out by the flying end of the line. It’s unlikely that the thrower can throw this
line 100ft but the extra length often proves very useful. Wetting the line first gives it slightly
more weight.
Dangerous heaving lines
Is the art of properly throwing a heaving line being lost?
A recognised seaman's skill
In order to bring a hawser from a ship to a jetty, a heaving line is thrown from the ship to the
linesmen ashore, who will pull in the hawser and make fast on a puller. When using tug boats,
heaving lines are also thrown from the ship, to be picked up by the tug's crew and fastened to a
messenger line. The messenger line is then hauled on board the ship and thereafter follows the
towing wire of the tug, which is hauled on board the ship by the winch and made fast.
Being able to throw a heaving line properly, to reach the vicinity of the receiver, has been a
recognised seaman's skill from the days of sailing ships. To add weight and body to the end of
the heaving line, the tradition was to either use a heaving line knot or a so-called monkey fist, the
latter still being the most popular method in use. An experienced seaman will still be proud of
knowing how to make a monkey fist out of rope and of being good at throwing the heaving lines.
In the old days it was the job of deck boys to coil up the lines, while the able bodied seamen
would do the throwing, an indication of status on board.

A heaving line with a monkey fist made of ropes only.

Dangerous weights
The Belgian tug boat company URS, operating more than 30 tugs from their head office in
Antwerp, for the servicing of ships on the Belgian coast and in and out of the busy Belgian and
Dutch ports on the river Scheldt, has drawn Gard's attention to the growing practice of adding
dangerous weights to heaving lines. It is recognised that a monkey fist just made up of rope is a
bit on the light side if the skills of the thrower are inadequate, so seamen have always been
tempted to dip it in lead-based paint or even to put a steel nut or other heavy object inside it. But

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it has also always been known among seamen that such practices are not appreciated by people
on the receiving end of the heaving line.
When a port worker or a crew member on a tug boat receives a dangerous heaving line, he is
likely to get angry enough to cut off the monkey fist or whatever heavy weight being used as an
attachment. Such trophies collected by URS employees and a collection of items on display in
the office of the Antwerp Port Authorities show that they look more like medieval weapons or
tools employed to frighten off pirates than something used for the passing of lines from a ship:
heavy steel shackles, balls of lead, various steel spare parts, sections of solid rubber, bolts and
nuts, to mention but a few.
Monkey fists are normally made up of three turns of rope, and when fists of five and even six
turns are found, they are likely to have a heavy object inside. Cutting open such monkey fists,
steel nuts, balls of lead or steel, golf balls and even billiard balls have been found. The monkey
fist record in Antwerp is 1,070 grams. Someone threw a weight of more than a kilo from the
forecastle of a large ship, to pass a heaving line to a person on the small deck of the tugboat far
below! As vessels are growing in size, the heights that heaving lines are thrown from make
weighted heaving lines more and more dangerous to the receivers.
Lack of regulations
There are not many regulations to be found on how to restrict weights of heaving lines, but at
least the "Code for Safe Working Practices for Merchant Seamen" issued by the UK Maritime
and Coastguard Agency, is very clear on this subject in section 25.3.2: "Vessels heaving lines
should be constructed with a monkey's fist at one end. To prevent personal injury, the fist should
not contain any added weighting material."
As for the Port of Antwerp, Article 19.8 of the Municipal Police Regulations places clear
responsibility on the master of a ship if dangerous heaving lines are being used. A free
translation from Dutch reads:
"The use of heaving lines the end of which is weighted in such a way that the action of throwing
the line constitutes a hazard and/or cause damage and/or injury is prohibited". This has created a
legal basis for the imposition of fines, and the Antwerp Port Authorities have made use of it
when incidents involving dangerous heaving lines have happened. The four most serious cases
have resulted in 66 man-days off work due to injuries and there are also cases of damage to cars
and other equipment. One person received a weighted monkey fist in his face and was lucky to
get just a broken nose. The kinetic energy from such a weight thrown from high above could be
sufficient to kill a man or make him permanently disabled if hit in the head. If such a hit should
result in death, that could also lead to criminal prosecution for manslaughter against the persons
found responsible.

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Cutting open a very heavy monkey fist.

The lead ball from inside the monkey fist.

A heavy steel bushing on a heaving A solid piece of rubber gasket, with four
line. steel bolts embedded to gain weight.

Accidents
Luckily, many near accidents have caused more fright than injury, but over the years Gard has
recorded several accidents with heaving lines. In one case a pedestrian on a pavement was hit in
the shoulder while looking at a passenger vessel docking in a Swedish port. The heaving line
went too far. As it can not be expected that pedestrians wear hard hats if they look at ships, there
has to be some common sense on the part of the people on board, both when making heaving
lines and when throwing them.
Naturally, the linesman ashore or on board a tug has some responsibility for his own safety. A
hard hat should be worn and he should be alert and as far as possible keep out of the "line of
fire". But his job is to catch the line, and the risk of accident is increased if he is on a slippery
surface, in the dark or blinded by floodlights - and hard hats have their limits.
Seamen should also know that if excessively weighted heaving lines are not cut off by the
receivers on a jetty, they will be returned in the same manner and can then cause injuries to

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people on board.

A ball of lead was used as a weight on this heaving

line - a frightening experience for those on the receiving end.

One monkey fist was found to contain a lead ball

weighing 810 grams.

A steel bar used as a weight, covered by a piece

of reinforced hose.
Techniques
It is not always an easy task to get a line from a ship to a tug or a jetty, especially in strong
winds. Being good at throwing a heaving line is a seaman's skill, and that is not a skill picked up
there and then. Practice makes perfect, so seamen should be challenged to exercise with heaving
lines and not just to fix a steel shackle to the monkey fist when the wind is blowing in the wrong

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direction. First of all it is important to have a rope that will fly well through the air. In the old
days it would always be a rope of natural fibres and one trick was to wet the rope before
throwing it. Coiling the rope properly and how the coils are divided and held in the left and the
right hand are very important. When the rope is thrown, it is with a powerful swing by a straight
arm. Those good at throwing a line in the old days could develop special personal techniques,
like throwing a heaving line with both arms. The main throw by the straight, right arm will be
followed by the coils in the left, also thrown from the right side, diagonally across the body. In
some navies this is still practised.

Monkey fist: how to.

Source: Wikipedia, licensed under the CC-BY-SA common licence.

Linesmen on tug boats will prefer ship heaving lines to be of a coloured and floating material,
being easy to see and less likely to end up in propellers. Small diameter rope of 8-10 mm
thickness is preferred, not heavier material that may cause injuries. As the tug will usually follow
behind the bow-wave of the ship, lines should not be thrown from the extreme forward end of the
forecastle, but rather from the shoulder of the ship, not to hit the wheelhouse, but the aft deck of
the tug boat. Monkey fists should be of rope only, never weighted and preferably not even
dipped in paint, as that makes them very hard. An alternative to the monkey fist could be a ring
or ball of soft rubber like those used for lifelines, or a small leader or canvas bag, partly filled
with a small amount of sand. Such a bag should be oversized for its content, to reduce the impact
if it hits a person.

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Work safely with tugs.
Illustration courtesy of URS nv.

Masters are advised to check all heaving lines on board and remove all heavy monkey fists and
dangerous attachments. It is important to understand the dangers involved in throwing an object
at a receiver on a lower level and the risk of being prosecuted or fined for causing injury to other
people and equipment. And last but not least, crew members should be proud of the traditional
seaman's skill of being good at throwing a heaving line. Practice makes perfect.

Self- Assessment Questions (SAQ)

1. What is the main purpose of heaving line on board.
2. Cite an accident involving the use of heaving line and how to avoid it.

Summary
A heaving line is a length of rope that needs to be kept handy ready to throw to someone over the
side. The line should have sufficient breaking strain to haul a person back to the boat.
Whilst no length is technically specified it is recommended no less than 15 metres. Ideally a
handle should be attached to the end being thrown to the person in the water. Many on the
market in years gone by have had a round rubber handle.
A heaving-line consists of approximately 30 meters of 10mm cordage. To prepare a line for
throwing, 22 to 24 meters should be coiled carefully in the left (non-throwing) hand, using small
coils. One third of the line is taken in the right (throwing) hand; the line is then thrown with right
arm straight, and it must be allowed to run out freely from the coil in the left hand. The most
frequent cause of bad casts is failure to have this coil properly clear for running (see Fig 1).

Page 28 of 44
Suggested Enrichment Activity
1. Explain the recommended procedure of throwing a heaving line.

References:
https://www.wisegeek.com
https://classicsailor.com
http://www.gard.no
https://www.mast.tas.gov.au

Module 4: Securing of mooring lines, gangway, accommodation ladder and pilot ladder

Lesson 1.1 Describing the running out, securing, letting go and recovering and stowage of
mooring lines.

Introduction
Mooring ropes found onboard are of varied types with good elasticity. Generally, mooring roles
supplied onboard are of nylon, polyurethane and wire ropes. A number of precautions along with
good seamanship practice can increase the life of these ropes and prevent deterioration, chaffing,
cutting and internal wear.

Objectives:
At the end of lesson, you shall have been able to:
1. Describe the common terms used in mooring/unmooring operation.
2. Explain the recovery and stowage requirement of mooring lines.
Pretest:
Multiple choice: Select the correct answer from the choices given below each question. Write the
letter of your answer on the blank provided before each number.
__________1. It means casting off all the mooring lines for a departure of the ship.
a. Let go all lines
b. Single up
c. Secure everything
d. Make fast
__________2. It means all the lines are released except for a single line from the ship to the pier
is still attached in each mooring line position.
a. Let go all lines
b. Single up
c. Secure everything
d. Make fast
__________3. It means to put out a mooring, hawser or line from a ship to a point of attachment
outside of the ship.
a. Let go all lines
b. Single up

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 c. Run out
d. Make fast
__________4. It means to make fast; the completion of a drill or exercise on board ship.
a. Let go all lines
b. Single up
c. Secure everything
d. Make fast

___________5. Loading/ Discharging of cargoes can also cause excessive strain on ropes and if
not be adjusted will cause damage to mooring equipment or accidents to crew resulting to
injuries or even death.
a. True
b. False
c. Maybe
d. Can’t tell

Readings
Stowage
Some important points to be considered are as followed:
– Synthetic ropes should be kept away from direct sunlight.
– Ropes should preferably be stored under the deck for long voyages but if kept on deck they
should be covered with tarpaulins or canvass to prevent exposure to sun and seawater or should
be kept on gratings.
– Avoid surging or chaffing of synthetic ropes to prevent wear and tear due to friction. Some
ropes have a low melting point which can cause them to fuse permanently and get damaged. 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. Synthetic ropes should be free of grease oil stains and
paint marks as pose a greater danger while handling than various other shipboard activities.

Synthetic lines do not essentially provide any external warning or signs against the danger of
snapback. A hazard zone can be defined as a zone of ten-degree cone around the line from any
point at which it may break.

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– Excessive heat can damage synthetic fiber ropes. Coils of polypropylene and polyethylene
should not be stored against steam lines, bulkheads with high temperatures or under direct
sunlight. Some synthetic ropes can be damaged by chemicals such as acids, alkali, paints or
thinners. When a rope becomes oily it can be scrubbed with fresh water and any other effective
cleaning material.
– Being not effectively resistant to cuts and abrasions, synthetic lines should not be exposed to
deterrent conditions which can damage them. While dragging them contact with sharp edges
should be avoided.
– The surface of chocks and fairleads are grooved or roughened by wires which may be grinded
or levelled before use with synthetic lines. Dirt, grit, sand and rust particles often cling to and
penetrate into synthetic ropes causing internal abrasion. Brushing or cleaning of ropes can be a
good practice before stowing them.
– Kinks formed in ropes must be removed by easing up loads first. Coiling direction of rope too
play an important role in the removal of kinks. Most lines are of right-handed lay and coiled
clockwise. New rope from a coil can be removed by suspending with a shaft. Winch mounted
lines can be turned end to end periodically to prevent uneven wearing.
LETTING GO
Letting go the lines means casting off all the mooring lines for a departure of the ship.
1. Wait for the orders from the bridge.
2. Engage the gears of the required drum.
3. On receiving the order release the brake slowly of that particular drum.
4. Then let go all the lines.
5. On casting off inform the bridge.
6. Heave the lines to bring them on board and inform the bridge that all lines are on board.
SINGLING UP
Singling up means all the lines are released except for a single line from the ship to the pier is
still attached in each mooring line position. Singling up is done just before letting go all the lines.
1. Wait for the orders from the bridge.

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 2. When received orders from the bridge then let go all head lines except 1 and all spring
lines except 1. Usually, lines on drums are kept on for singling up.
3. Inform bridge about casting of the mooring lines.
4. Pick up the mooring lines.
5. When the casted off lines are on board, inform bridge.
6. Inform bridge about holding the station on one plus one.
7. Disengage the required gears of the mooring drum.
8. Engage the gears of the mooring drum of whose mooring ropes are still made fast on the
jetty.
Run Out
Run out means to put out a mooring, hawser or line from a ship to a point of attachment outside
of the ship.
Secure/Secure everything
Secure means to make fast; the completion of a drill or exercise on board ship.

Lesson 1.2 Making fast fore and aft to a fixed terminal or jetty and letting go tugs.

Objectives:
At the end of lesson, you shall have been able to:
1. Understand the term used in mooring and tug operations.

Readings
Maneuvering is an operation during which a vessel enters or exits coastal waters of a country,
crosses several ships on the way, and proceeds towards or departs from a berth or jetty of a port.
A ship may need to maneuver not only while arriving or departing a port but also while
crossing canals and traffic zones. In this process, maximum number of man power is made
available and all unmanned systems are changed over to manual control so that full control of the
ship is achieved.
Tugs are commonly used at sea for berthing and unberthing ships. A number of methods are used
for maneuver a ship.

Tugs
The situations as the berth approaches are various and depends on a lot of factors such as the
under-keel clearance, weather, wind, current, tide, available berth length and the distances to the
vessel’s forward and aft from the berth, size of the harbor basin etc.
Based on these factors the maneuvers and combination of tugs’ usage can be made. Even after a
lot of planning and years of experience at sea, one can experience new and dangerous situations.
The situation described below is just a basic approach while berthing.
The most common position for securing the tugs, if we have two tugs is, the center lead forward
and aft. This way the tugs can control both the lateral and forward, and the aft movement by
either pulling and/or pushing as required.
Berthing the ship
As the master closes the berth, he does not try to bring the ship directly alongside the berth, but
plans to bring the ship parallel to the berth and stop just short of the berthing position, clear of
the forward and aft ships (if there are any). It is normally one ship’s breadth distance between the
ship and the berth.
Once the vessel is all stopped off the berth, the master uses the assistance of the tugs
and thrusters to get the vessel in position. He asks the officers in charge of the mooring stations
forward and aft to send the spring lines first (most commonly used).

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The spring lines keep the vessel from moving forward and aft. The headlines/sternlines are then
send. Once all the lines are made fast, all the winches are usually put to 40% auto tension (most
common) and the springs are kept on brake.
If the configuration of the berth is such that long ropes cannot be used, it should be considered to
change the configuration onboard the vessel i.e. use the `spring lines´ as `headlines´ and vice-
versa.
When closing a berth, the master monitors the ship’s movement and the distance to the pier, and
to other moored ships.
Make fast
Make fast means to secure a line; Attaching a line; action of attaching a rope. To attach a line to
something so that it will not move.
Letting go the tugs
Let go the tug, is ship vernacular. Usually when berthing a vessel one or more tugs can be used
to assist. When a specific tug is no longer needed, the Captain will order "Let go the tug", The on
scene. Mate responds and the tug boat Captain tells the Captain, that he is "Slacking the line".
The tug will get closer to the vessel and this slack in the line is used by the crew to unfasten and
pull up the tug line or feed it slowly to the tug if using their line.
Once the usually 6"-8" diameter industrial rope is up clear of the water both the tug captain and
Mate inform the Captain. When the tug is clear of the propellor or thruster is also stated for the
same reason. If these spinning machines get the rope wrapped into it (foul) it causes many
different problems. Also most importantly is the safety of the tug crew.

The need for adjusting mooring during port stay.

Mooring lines should always be examined regularly for damage and records maintained. If in
doubt over the condition of a mooring line, ensure that it is inspected by a competent person.
When handling mooring lines particular attention should be paid to signs of fraying, any damage
and signs of corrosion.
Particular attention should be paid when other vessels pass by the moored vessel due to the
increased strain and tension on the vessel’s mooring lines caused by their surge.
Wind, currents and tides – any of these can affect the movement of the ship. Excessive strain can
be put on mooring lines and this may cause them to break. Loading/ Discharging of cargoes can
also cause excessive strain on ropes and if not be adjusted will cause damage to mooring
equipment or accidents to crew resulting to injuries or even death.
Self- Assessment Questions (SAQ)
Explain the following terminologies:
1. Let go all lines
2. Single up
3. Make fast the Tug
4. Let go the tug
5. Run out

Summary
Ship enter and leave ports regularly. Tying up a ship when alongside a berth or another vessel is
potentially a very hazardous operation unless simple and effective safety procedures are
followed. Mooring accidents are always on the list of personal injury accidents, often resulting in
severe injuries or even fatalities.
Communication between the mooring team is a key part of mooring procedures. VHF, talk back
systems, hand signals and verbal communication are normally used. Be aware of any language
barriers which can lead to miscommunication and an unintended action that may result in an

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accident. Always ensure that emergency signals and procedures are understood and well-
practiced. Ensure that after an instruction has been given or received it is repeated back to
confirm it has been fully understood. Training should be carried out in these procedures.
Be aware of snap back zones and potential pinch points. The use of deck markings can greatly
assist in the identification of these zones. Try to use common sense during mooring operations
and if you can see a dangerous situation developing make sure that the stop signal is given. It is
better to be safe than to ignore a dangerous situation. Do not forget that your view of the
mooring operation may be different to that of others and you may be the only person who sees
the development of a dangerous situation. Ensure all crew that carry out mooring operations are
trained in the identification and understanding of snap back zones.

Suggested Enrichment Activity

1. Explain the safe working practices when handling mooring ropes and tug operations.

References:
https://www.marineinsight.com
https://www.quora.com
http://www.zamakonayards.com

Lesson 1.4 The riggings of gangways, accommodation ladders and pilot ladders.

Introduction
For many people the gangway or accommodation ladder is the first point of contact with a ship.
Initial impressions are important, and a properly rigged ladder may be the first indication to a
visitor that they are boarding a well-run vessel.
However, someone obliged to climb a ladder which is unsteady, slippery or unsafe may have
formed an un-favorable opinion of the ship and its crew by the time they have reached the top.
Gangways and accommodation ladders may be hazardous if badly rigged, improperly tended or
inadequately maintained. In spite of the acknowledged dangers, accidents associated with such
shortcomings continue to arise.
Objectives:
At the end of lesson, you shall have been able to:
1. Demonstrate working knowledge on how to properly rig the gangway, accommodation ladder
and pilot ladder.

Pretest:
Multiple choice: Select the correct answer from the choices given below each question. Write the
letter of your answer on the blank provided before each number.
__________1. It is a special type of rope ladder used on board ships for embarkation and
disembarkation of maritime pilots.
a. Accommodation ladder

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 b. Emergency ladder
c. Gangway
d. Pilot ladder
__________2. A portable ladder hinged to a platform attached to the side of a ship and which
can be positioned to provide access between ship and shore.
a. Accommodation ladder
b. Emergency ladder
c. Monkey ladder
d. Pilot ladder

__________3. Combination arrangement on pilot ladder is required for a ship which has a
freeboard of more than
a. 6 meters
b. 7 meters
c. 9 meters
d. 10 meters
__________4. Pilot ladder should be positioned and secured so that it is clear of any discharges
from the ship, with parallel body length of the ship and as far as practicable within the stern part
of the ship
a. True
b. False
c. Maybe
d. Can’t tell
___________5. A portable ladder should be used in times of emergency.
a. True
b. False
c. Maybe
d. Can’t tell

Readings
A gangway should be carried on every ship of 30 metres of more registered length (or overall
length, if the ship is not registered). The gangway should be appropriate to the deck layout, size,
shape and maximum freeboard of the ship’ and ‘Portable ladders should only be used as a last
resort, where no safer means of access is reasonably practicable. Further guidance is in 22.1
Section 2 and Annex 22.2. of the Code of Safe Working Practices for Merchant Seafarers.

The rigging of any access or gangway is an important job and must be undertaken by a suitably
qualified and experienced person from the vessel. The gangway must not be placed on a bulwark
or side rail of the vessel, unless the bulwark or side rail is of sufficient strength to bear the weight
of the gangway and persons using it.
Key points to consider
 Handrails: Handrails should adequately fence off the ladder and be kept at a height of at
least 1m. If these are made of rope, they must be monitored and kept taut at all times.
 Steps and platforms: Steps and platforms must be kept clear of oil and debris. If a bottom
platform is fitted on the gangway, this must be kept horizontal and have stanchions fitted
to enable the safety rope to continue through them.
 Illumination: The access area of the vessel, the total length of the gangway and the
quayside is to be kept adequately lit to ensure safe transit.
 Lifebuoy: The lifebuoy must be fitted with a separate safety line attached to a quoit or
similar device and a self-igniting light. This must be positioned on the vessel at the top of
the access point.
 Safety net: If it is applicable and practicable, a safety net is to be fitted under every part
of the access ladder or gangway, extending on both sides and kept taut. The net must not

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 be secured to any fixed point on the quay. Figures 2 and 3 show gangways incorrectly
rigged, therefore increasing the risk of incidents.
 Watchkeeper: Even if it is not applicable under local regulations for some vessels to
comply with the International Ship and Port Facility Security (ISPS) Code, it is good
practice to have a member of the vessel’s crew permanently stationed at the gangway for
safety purposes. They will be able to assist people transiting the gangway and they can
monitor any dangerous practices. The watchkeeper must keep in mind that they are the
first point of contact on the vessel for those boarding. If a vessel is alongside a berth
affected by tidal conditions, the situation should be constantly reassessed. In addition, the
watchkeeper must have access to the times of high and low waters and be aware of any
cargo or ballast operations that may affect the vessel’s trim and list. If a watchkeeper is
not present at the gangway and an incident occurs, the vessel’s crew might carry on with
their duties, unaware of the situation.
 Bulwark ladder: A bulwark ladder should be utilised when the top of the gangway or
portable ladder rests or is level with the bulwark. It should be securely attached to the
vessel to prevent movement and must be equipped with two rigidly secured
handrails/stanchions.
 Fire plan: The fire plan should be placed in the vicinity of the gangway. It should contain
information that may be useful in an emergency, such as a cargo stowage plan, stability
details, crew list, general arrangement plan and a plan highlighting the location of the
vessel’s safety equipment. Mooring lines should be routinely monitored to avoid surging
up and/or down the quay.

In addition, prevailing circumstances such as weather and events, which may create temporary
tripping hazards, must be taken into account and highlighted as necessary. When assembling a
means of access, it is not only the vessel’s equipment, access and procedures that need to be
assessed and followed, but also those ashore.

Final checks
After the access has been rigged and prior to use, the gangway should be checked to ensure that
it is safe to use. Areas to concentrate on include:
 Cleanliness
 Faults, including physical damage. All boarding equipment should be maintained and
checked at regular intervals designated by a planned maintenance programme. Any faults
that are noted on the equipment must be dealt with immediately and recorded in the
planning system and reported to shore managers where necessary, in line with the
company’s direct reporting system. Aluminium equipment should be particularly checked
for corrosion and fractures. Ladders should not be painted in case this conceals defects.
 All moving parts are in good working order and are well-greased.
 Ensure that all associated equipment is available and correctly located.

It should be ensured, as far as possible, that the end of the ladder being located on the quay is
placed in an unobstructed area clear of debris and oil patches and away from impending dangers
such as lorries or cranes for cargo work and cargo being loaded/discharged. The running of
mooring lines should be in such a manner that they do not pose danger to those transiting the
gangway.

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 http://trionetsinc.com

https://about-ship.blogspot.com

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https://about-ship.blogspot.com

Pilot Ladder On Ships: Rigging And Maintenance Procedure

Pilot Ladder Requirements

The pilot ladder 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.

Rigging of Pilot Ladder

A pilot ladder should be capable of covering the whole length from the point of access to the
water level. The height from water level is informed to the bridge by the port control or the pilot
himself depending on the height of the pilot vessel.
Here’re few points to consider while rigging the pilot ladder:
 The top portion or head of the pilot ladders should be secured at the strongest point of the
vessel
 Pilot ladder should be positioned and secured so that it is clear of any discharges from the
ship, with parallel body length of the ship and as far as practicable within the half way
length (midship) of the ship
 All steps of the pilot ladder should rest firmly against the ship side. In certain ships,
where constructional features such as fenders or rubbing band prevent the
implementation of above safety features, special arrangements are to be made for safe
embarkation and disembarkation

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  Two man ropes to be between 28 mm and 32 mm diameter and made of manila rope or
other material which gives firm grip for climbing the ladder, should be rigged along the
side of pilot ladder if requested
 During night, the whole length of the pilot ladder, point access, and egress should be well
illuminated. A life buoy with self-igniting light and a heaving line should be kept ready.
Hand hold stanchions and bulwark ladder are to be used if required.
 If the point of access from sea level is more than 9 meters, a combination ladder should
be used. A combination ladder is a conjunction of the pilot ladder and accommodation
ladder.This is a common arrangement found on vessels with high freeboard. The
accommodation ladder is rigged in such a way that it leads aft of the vessel and has a
slope angle of not more than 55 degrees.
Actions to be Taken by Officer of the Watch Before Using a Pilot Ladder
The following pilot ladder specifications are to be taken care of by the officer of the watch for
utmost safety during using a pilot ladder:
 Collect the necessary information like VHF channel used by the pilot, position of pilot
ground and other services. This information can be obtained from Nautical Publication
NP 286 ALRS (Admiralty list of radio signals) for the particular port or from guide port
entry. Vessel Traffic Services (VTS) of the particular area also provides such
information.
 Maintain watch on VHF channel, which is used by the pilot. This is mostly a dedicated
channel different from the channels used by port control and Vessel traffic scheme
(VTS).
 Calculate the ETA (Estimated time of arrival) to the pilot boarding ground, observe
prevailing weather condition and sea state and the same has to be reported to the master
 Contact the Pilot on the VFH channel and give information such as ETA to pilot
ground, draught and freeboard of the vessel, the length of the vessel, type of propeller,
vessel current speed over ground and course made good etc.
 Ask and receive information such as berthing prospectus, the side pilot ladder to be
rigged, the height of pilot ladder from water level, speed and course to be maintained and
report all the data received to the master
 Monitor the pilot vessel, maintain proper communication between the pilot vessel and
own ship. The officer responsible should be present near the point of access to receive the
pilot on board or when he disembarks. The pilot on board and disembarkation time
should be noted and recorded.
Maintenance of Pilot Ladder
 Pilot ladders are to be regularly inspected for wear and tear of side ropes, missing
wedges, and damages on the steps. The steps should never be painted and should be kept
clean, free from oil and grease.
 All the steps should be equally spaced between the side ropes and the distance between
two steps should be uniform.
 Steps should be always horizontal. Any faulty steps found should be replaced
immediately.
 The side ropes are made of manila rope. They should be continuous and free from ties
and joints below the first step of the pilot ladder. The shackles used to secure the pilot
ladder should have equal strength and durability same as that of side ropes used.
 Once the pilotage operation is over the pilot ladder should be secured instead of left
hanging on the ship’s side. The pilot ladders should be stowed in dry and well-ventilated
space, clear of the deck and fitted with a cover to prevent the ladder from sunlight,
chemical and paint spills.
 It is to note that Pilot ladders are solely used for the purpose of embarkation and
disembarkation of the personnel. It should never be used for any other purpose like
draught reading or any other maintenance work. Pilot ladders should be well maintained
and properly stowed which ensures safe, convenient and unobstructed passage while pilot

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 transfer. More information on pilot ladder regulations regarding construction and
specifications can be found in SOLAS chapter V under the regulation safety of
navigation.

https://www.myseatime.com
Self- Assessment Questions (SAQ)
1. Enumerate and explain the things to consider when rigging the gangway or accommodation
ladder.
Summary
A rope ladder provided for a pilot to embark and disembark safely. The pilot ladders shall be
located in a place clear from any possible ship discharges. According to SOLAS the length shall
be sufficient to reach water surface when the vessel in ballast condition has an adverse list of
15°C. Unfortunately such ladder is too long with steps on the deck of the pilot boat presenting a
hazard to both the pilot and deckhand. In practice it would be better to have two additional
ladders with length adjusted to prevailing draught conditions.
In case of high freeboard (more than 9m), the pilot ladder shall be combined with
an accommodation ladder.

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Suggested Enrichment Activity
1. Explain the regulation regarding combination ladder.

References:
https://safety4sea.com
https://www.marineinsight.com
https://www.wartsila.com

Lesson 1.5 Procedure in embarking and dis- embarking of pilot.

Introduction
Pilot is a person who is qualified to assist ship master in navigation while entering or leaving a
port. For the safe embarkation and disembarkation of the pilot master shall designate a Deck
Officer for verifying the safe condition, safe access and appropriate rigging of the pilot ladder /
combination ladder (accommodation ladder) per local requirement and ensure that a heaving line
and lighted life buoy is available at the point of embarkation or disembarkation.

The pilot ladder is a rope ladder provided for a pilot to embark and disembark safely. The pilot
ladders shall be located in a place clear from any possible ship discharges. According to SOLAS,
the length shall be sufficient to reach the water surface when the vessel in ballast condition has
an adverse list of 15°. Unfortunately, such a ladder is too long with steps on the deck of the pilot
boat presenting a hazard to both the Pilot and deckhand. In practice it would be better to have
two additional ladders with length adjusted to prevailing draught conditions.
Objectives:
At the end of lesson, you shall have been able to:
1. Understand the procedures for embarkation and dis-embarkation of pilot.

Pretest:
Multiple choice: Select the correct answer from the choices given below each question. Write the
letter of your answer on the blank provided before each number.
__________1. A person who is qualified to assist ship master in navigation while entering or
leaving a port.
a. Deck officer
b. Pilot
c. Navigation officer
d. Vessel Traffic Service (VTS)
__________2. A list of information given to a pilot which contain ship’s particular, ship-
handling characteristics, gyro error etc.
a. Master card
b. Muster list
c. Pilot card
d. Pilotage receipt

__________3. A pilot dedicated lifebuoy with water actuated automatic light and lifeline
should be readily available during

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 a. dis-embarkation
b. embarkation
c. when necessary
d. both a and b
__________4. The pilot takes full responsibility and relieves the duties of the master during
pilotage.
a. True
b. False
c. Maybe
d. Can’t tell
___________5. Each pilot ladder, accommodation ladder and its associated equipment should be
properly checked and stowed after:
a. every month
b. every quarter
c. every use
d. every week

Readings
In case of high freeboard (more than 9m), the pilot ladder shall be combined with an
accommodation ladder.

He shall stay in contact with the bridge and escort the Pilot to and from the bridge. The Master
shall further assure the safety of the Pilot during embarking or disembarking by providing a good
lee to the pilot boat.

Pre -arrival planning:

Passage plan shall also cover pilotage waters. The plan shall identify charted features that will
assist monitoring progress & include contingency measures in the event of equipment failure,
poor visibility etc. Pilot Card shall be prepared in advance.

It is unlikely that every detail of passage will have been predicted in pilotage waters. Much of
what will have been planned may have to be changed after embarking the Pilot. This in no way
lowers the real value of the plan, which is to mark out in advance where the ship must not go and
the precautions which must be taken to achieve that end, or to give initial warning that the ship
may be running into danger.
The plan must be flexible and may be amended by the Master at any time in the interest of
safety.
Master/pilot information exchange:

The pilot shall be informed the ship’s heading, speed & engine setting and handed the pilot card.
The master and the pilot should exchange information regarding navigational procedures, local
conditions and rules and the ship’s characteristics. This information exchange should be a
continuous process that generally continues for the duration of the pilotage.

This exchange of information should include at least:

1. Presentation of a completed ‘Pilot Card & Information Exchange’ ;
2. General agreement on plans and procedures, including contingency plans, for the
anticipated passage;
3. Discussion of any special conditions such as weather, a minimum depth of water
available, tidal currents and marine traffic that may be expected during the passage;

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 4. Discussion of ship-handling characteristics, machinery difficulties, navigational
equipment problems that could affect the operation, handling or safe maneuvering of the
ship;
5. Information on berthing arrangements; use, characteristics, and number of tugs; mooring
boats and other external facilities;
6. Information and availability of mooring arrangements

Caution / during Pilot onboard

Final responsibility on the commanding the vessel :

The Pilots, their presence on board does not relieve the Master or officer in charge of a
navigational watch from their duties and obligations for the safety of the ship.

The Master and the officer in charge of the navigational watch shall co-operate closely with the
Pilot.

• Monitoring for result of navigational actions :

The safe progress of the ship as planned should be monitored closely at all times, including track
monitoring and regular fixing of the position of the ship, particularly after each course alteration,
as well as monitoring of under keel clearance.

• “Doubled and redoubled safety measures” with Pilot’s order :

Compliance with Pilot’s advice should be verified by checking rudder indicator against helm
ordered and similarly the RPM indicator against M/E (telegraph) order.

• While the Master is leaving from wheelhouse :

If the Master leaves the bridge, the officer in charge of the navigational watch should always
seek clarification from the Pilot when in any doubt as to Pilot’s actions or intentions, and if doubt
still exists, shall notify the Master immediately, taking whatever action is necessary before the
Master arrives.

Note:
Where marine casualties have occurred with a pilot on board, many have been caused by faulty
master/pilot relationships. In many cases, when the Pilot boarded the ship, the Master and the
officer in charge of the navigational watch ceased to monitor the navigation of the ship.

Training on handling of equipment for pilot boarding and leaving

The Chief Officer shall train the crew members in charge of the equipment for the pilots
boarding and leaving, by having them well understand the “Pilot Transfer Arrangements and
their Operations.”
Pilot Transfer By Helicopter
In some places, today pilots may use a helicopter for boarding and disembarking. However, such
a transfer should be carried out only when it can be conducted safely. It is important that the
pilots are trained in helicopter flight procedures, embarkation and disembarkation including
winching and safety and emergency drills before undertaking helicopter transfers.
A pilot should wear proper personal protective equipment especially life jacket and ear
protection when in the helicopter. It is also important to train and brief the deck crew before a
helicopter transfer is conducted. All duties should be assigned prior to the arrival of the

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helicopter. The deck crew should take every measure to ensure the safe landing of the helicopter.
Any loose object in the operation area should be secured.
Deck crew should keep in mind the dangers of static discharges from the winch cable. It is
therefore important to ground the cable line before the cable is captured and offered to the pilot
to avoid any injury. The officer of the watch should be in continuous contact with the helicopter
pilot. Instructions should be clear and understood.
A proper risk assessment should be carried out before a helicopter transfer takes place so that any
threats to the activity can be identified and mitigated and control measures can be taken.
Precautions to be taken during embarkation and disembarkation of pilots
 The access area shall be kept free and clear at all times and can also be marked with
permanent signs
 The pilot ladder should be checked after it is rigged preliminary to ensure it is properly
secured to the ship by a crew member by descending few steps. While doing so safety
should not be jeopardized. The crew member should always take care of their own safety
wearing a life jacket and a lifeline if appropriate.
 The duty officer should closely monitor continuously and observe the pilot all the time
while he is on the ladder. He should always remain in contact with the bridge via walkie
talkie, report every event and inform the bridge at once on the safe arrival of a pilot
onboard
 A canvas bag or net and a rope should be kept ready at the embarkation position to hoist
aboard any baggage the pilot might have with him
 A pilot dedicated lifebuoy with water actuated automatic light and lifeline should be
readily available
 If a retrieval line is being used, care should be taken that it does not hinder the pilot nor
obstruct the safe approach of the pilot boat.
 At night the access area should be well illuminated to facilitate safe boarding and
deboarding
 A spare ladder should always be available onboard
 Pilot ladders remain the most efficient way for pilots to board vessels. The transfer of a
pilot between the pilot boat and ship is a significant risk that needs to be carefully
managed
 Periodic inspection of the boarding arrangement, especially the pilot ladder should be an
ongoing process and should be inculcated into the planned maintenance system onboard
ships
 Each pilot ladder, accommodation ladder and its associated equipment should be properly
checked and stowed after every use.
 Ropes should also be checked for any kind of deterioration.

Self- Assessment Questions (SAQ)

1. What is the importance of Master/Pilot Information exchange?
Summary
Pilotage contributes to maritime safety in a number of ways. Maritime pilots possess high levels
of local area knowledge, ship handling skills and navigational experience.

Pilots come aboard ships to ensure safe arrival and departure of vessels from ports. Every year
we hear about traumatic events of Pilots getting injured and even killed while boarding and
disembarking vessels. A high proportion of accidents to pilots occur due to poorly designed
access arrangements or inadequately rigged equipment on board ships.
Suggested Enrichment Activity
1. Make a checklist about embarkation and dis-embarkation procedure of pilot.
References:
http://shipsbusiness.com
https://www.marineinsight.com

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