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Outfitting
Presented By: Karim Moustafa Mohamed Ali Table of contents:
1) Mooring :
1.1 Purpose of mooring 1.2 Types of mooring systems
1.2.1 Fixed mooring system 1.2.2 Fleet mooring system
2) Anchors:
Purpose of anchoring 2.2 Type of anchoring 2.3 Chains 2.4 Mechanism
2.1 Windless
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3 )Cranes :
3.1 Types of cranes
Marine cranes Offshore cranes Mobile cranes Shipyard cranes Floating cranes Manuel Mechanical Hydraulic Electrical 3.1.1 3.1.2 3.1.3 3.1.4 3.1.5 3.2.1 3.2.2 3.2.3 3.2.4
4) Ventilation
1) Mooring
1.1
1.2
1.2.1.1.2
Spud mooring: Multiple vertical structural steel beams are used to secure the vessel, such as a floating dry-dock. This type of mooring is especially effective for construction barges temporarily working in shallow water. Spud moorings can be especially susceptible to dynamic processes.
1.2.1.2 Multiple Vessel Moorings : 1.2.1.2.1 Opposite Sides of a Pier: Vessels can be placed
adjacent to one another on opposite sides of a pier to provide some blockage of the environmental forces/moments on the downstream vessel.
1.2.2
i. Med Mooring
1.3
1.3.1 Fenders 1.3.1.1 purpose of fender : to protect the pier structure from the 1.3.1.2
stresses forces and to protect it and to decrease the maintains required for the pier type of fenders : i. rubber fender used for harbours, piers , wharfs and quays ii. Ships fenders used for working boats, tugs and small ships and may also be used for small wharfs
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3. Cleat
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i.
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Related machinery: it consist of winch motor with a horizontal capstan which can handle the whole mooring lines and operation control. Constant tension: which mange the tension while loading / unloading of cargo due to the change of draft and the effect of tidal rise and fall
.
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ii. Fairlead: are used to lead mooring lines around obstructions and
provide proper alignment with the gypsy heads.
iii.
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2. Multi-angle fairlead
3. Two-roller fairlead
4. Pedestal fairlead
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1.4
Advantages of AMS : 1) Risk of injury to shore and personnel by mooring ropes eliminated. 2) Multiple redundancies of vacuum pads and inherent fail safe features ensure a secure mooring even during power cuts or loss of control signals. 3) Fast attachment (typically > 12 sec) and quick release.
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4) Avoids delays while waiting for mooring teams to become available. 5) Only one operator required, based ashore or onboard, to activate and remotely monitor (if necessary) the mooring system. 6) Offers measurable reduction in rope costs, less abrasion to hull paintwork and reduces mechanical wear on shore fenders.
1.5
Static Environmental Forces (like winds, current and tide): The principal forces acting on a moored vessel are
generally caused by wind and current. However the mooring system has to be capable of withstanding any combination of forces resulting from the following : a) Wind b) Current c) off-quay hydrodynamic force and hydrodynamic interference from passing ships d) Ocean or long swell waves e) Waves caused by passing ships in narrow channels f) Tidal rise and fall, and change in draught or trim due to cargo operations Normally, if the mooring system is designed to accommodate the maximum wind and current forces, the reserve strength will be sufficient to resist other forces that may arise
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1.5.1 Forces due to wind: wind forces acting on a ship can be divided
into two components longitudinal force acting parallel to the longitudinal axis of the ship and a transvers forces acting on the longitudinal axis and tis will leads yawing moments.Wind forces on ship also varies depending on the exposed area of ship , if there is a head wind so it will only stick a small portion of the total exposed area of the ship so longitudinal forces are relatively small , if there is a beam wind so it will exposed to large area which leads to large transverse forces . By compering these two forces we will find that the transverse forces equal five times the longitudinal forces. When the wind hits the ship from an angle between a head and beam so there will be a combination between transverse and longitudinal forces since that the exposed area is between bow( or stern ) and side of ship.
And as shown in figure the combined force is smaller than the transverse forces.
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1.5.2 Current Force: the change in the current force depended on changes
in the current velocity and direction of flow (like wind force), current forces also complicated by significant effect of clearance beneath the keel as shown in figure
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