The standard mooring equipmeot will be adequate in most cases where tbe ship is equipped iD
compliance with these guidelines. Nevertheless, the foUowing points should be Doted:
(a) The terminal will normaUy require the ship to provide the necessary mooring equipment. Two
lines may be required to be run out to all or some of tbe buoys.
Some terminals may utilize the aft spring lines (for beam moorings), which are generally issued
from chocks forward of tbe deck house (contrary to Pig. 3.11 where all lines are issued from the
aft deck). This will free all li nes on the aft deck for use on the quarter and stern buoys.(b) Ade<Juate chocks at the transom must be provided to facilitate mooring to tbe slern buoy.Cc) Wire mooring lines are preferred in order to reduce the ship's drift, although some CBMs require
ropes for handling purposes.(d) Some ben..hs provide 'preventer wires', or 'shore wires', which are pcnnanently attached to the
buoy and are towed to the ship with a launch. However, bandling of the wires can be difficult
if made fast to a ship's bollard. This is because the wires are relat.ively long and must be
pretensioned to prevent drift. One method of prelellSioning shore wires is by use of an existing
ship's winCh, rust removing t.Oe dedicated synthetic or wire rope from the winch, and then reeving
the shore wire in its place. It should be Doted that if the shore wire is left in tension on tbe
winch, the holding power will be governed by the winch brake and not the strength of the shore
wire. To fuUy ulili7.e [he shore wire strength after pretcnsioning on the winch, the wire should
be transferred to a suitable sel of bins or boUards using a chain or carpenter's stopper.3.6 Requirements for Tug Handling
Provisions for lug bandling consist of properly placed closed cbocks and associated boUards for the
guidance and attachment of the tug's towing line. In addition, means for bauling the tug's line aboard
with a ship's heaving line must be provided. These consist of suitable pedestal fairleads, guide posts
or bollards to lead the heaving lirle onto the warping bead of a mooring winch.In determining chock locations, the following points must be considered:- Adequate separation of chocks must be provided to allow maooeuvring space for tugs. For
large tugs, handling VLCCs or ULCCs, this separation should be about 50 to 60 metres. - Chock locations should be in the same transverse plane as tug-pushing locations, as tugs may
alLernately push or pull from the same location to check tbe ship mot.ion. The forward and
aft cbocks should be placed so that maximum leverage is provided for turning the ship, but
not be so far towards the ends of the ship that the flare of the hull endangers the tug during
pushing operations. It should also be noted that the tug push (and consequently chock) location
is normally near a transverse bulkhead or web frame. - An alternate neutral pull or push location is required midships to allow checking the lateral
motion wilhout applying a turning moment. The chock is generally located just aft of the hose
saddle.
For VLCCs and ULCCs, the above requirements generally result in five pushlpuU locations on each
side of the ship. For smaUer ships, where adequate separation of five tugs cannot be provided, tiJIee
localions on each side will suffice.If a bollard is used exclusively for securing harbour tug lines, the size should be related to the boUard
pull of tbe tug, but need not exceed 500mm. If the bollard is intended for multiple applications, it
is recommended thar the size and strength be determined in combination with Table 4 .3 in Section 4
and Table 8.1 in Section 8, assuming a SWL equivalent (0 the MBL of the ship's mooring line.
The 'eye' belaying case may be assumed for bollards. For example, a ship baving mooring lines of