Issued by : Approved : Ship Board Manual Vol.

2
Berthing
Name : N. Padhi Name : V. Rangroo Doc.Nbr.:NAV-0120 Rev. Nbr : 0002
Position : SQM Position : MD Date : 12/30/16 Page : 1 of 5

0120
19B BERTHING

1. VESSEL – BERTH COMPATIBILITY / UNSAFE BERTH

• The key point for masters to remember is that ports and berths are supposed to
be reached and used by the practice of ordinary good navigation and
seamanship. If they require exceptional navigation and seamanship then it is
possible that a port or berth may be unsafe.
• When planning the passage suitability of the designated port/ports must be
assessed by the master using available updated information from;
i. Sailing directions
ii. Large scale charts corrected with T & P notices
iii. Guide to Port Entry
iv. Information about the berth from local Agents
v. Past experience of calling the port

If there is any doubt to the suitability of the port or berth in relation to the safe
approach or size/depth of water available etc the master must immediately report
same to DPA and seek clarification prior to arriving such ports.

APPROACHING BERTH SPEED

As a guideline the vessels speed on approaching a berth must be less than 0.4 knots
or 0.2 m/s. This corresponds to the maximum allowed berthing energy in most
berths and for most fenders. A small increase in speed has high impact on the
increase of berthing energy.
Prior arrival in a port, the vessel must communicate with the Terminal Authority
and exchange various information that may be required to establish vessel – berth
compatibility. Normally the terminals have a definitive, comprehensive list of vessel
dimensional criteria for each berth within the terminal. Some typical examples of
criteria are given as follows:

1.1. MAXIMUM DRAFT

Maximum draft must preferably be determined in consultation with authorities and
must be based upon the restricting depth at the berth or in the approaches, related to
a specific datum, for example, Chart Datum or Lowest Astronomical Tide. This
could preferably be done by requesting the above information from port authorities
through Agents / Charterers / Owners.
Maximum draft is normally defined for the usual water density at the berth.
Issued by : Approved : Ship Board Manual Vol.2
Berthing
Name : N. Padhi Name : V. Rangroo Doc.Nbr.:NAV-0120 Rev. Nbr : 0002
Position : SQM Position : MD Date : 12/30/16 Page : 2 of 5

1.2. MAXIMUM DISPLACEMENT

The full load displacement figure must be quoted to define the maximum size of the
vessel allowed on the berth.
A maximum displacement figure is normally quoted for the berthing operation
where there are restrictions on loading (berthing energy) on fendering systems.

1.3. LENGTH OVER ALL (LOA)

Length Over All (LOA) may be a limiting factor when vessels have to transit locks
or turn in a turning basin.

1.4. OTHER CONSIDERATIONS

In addition, terminals may specify further dimensional limitations, for example:
Minimum Length Overall (LOA): May be specified to ensure that small ships
can tie up to, or lay safely alongside the fendering, at berths designed for
larger ships
Maximum or Minimum Bow to Centre Manifold (BCM): This is usually to
ensure alignment between ship and shore manifold connections
Minimum Parallel Body Length forward and aft of the manifold: This is to
ensure that the vessel will rest against the fenders when in position with the
cargo connections made
Maximum Beam: Required, for example, due restrictions imposed by a lock,
dock or river transit
Maximum Allowable Manifold Height above the Water: To ensure that the
vessel can keep the cargo arms connected throughout the discharge and at all
states of the tide. At some tidal locations, it may be necessary to disconnect
the loading arms during the high water period.
Minimum Allowable Manifold Height above the Water: Required, for
example, to ensure that a loaded vessel can be connected to the cargo arms.
At some tidal locations it may be necessary to disconnect the cargo arms
during the low water period
Maximum Air Draft: This is specified to ensure that vessels can pass beneath
bridges and overhead obstructions, power cables etc. The local harbour
authority may define a minimum safe clearance distance.

In defining these criteria, care must be taken in establishing the baseline data from
which they are derived and ensuring that they are correctly reconciled. In addition,
the units of measurement used must be clearly identified.

Notwithstanding any actions taken above the master must ensure that the
vessel after arrival can remain moored safely alongside during her entire
duration of port stay. Any non-conformity related to the depth of available
Issued by : Approved : Ship Board Manual Vol.2
Berthing
Name : N. Padhi Name : V. Rangroo Doc.Nbr.:NAV-0120 Rev. Nbr : 0002
Position : SQM Position : MD Date : 12/30/16 Page : 3 of 5

water, lack of fenders, condition of fenders or berth, Weather conditions of

(swell, currents, winds, ice etc), length of available berth must be
immediately reported to DPA and actions taken to secure safety of the vessel
till proper corrective measures are agreed.

2. MEASURES TO BE TAKEN IN PORT FOR COUNTERACTING

2.1. STRONG CURRENT AND WIND

Strong currents and winds may pull the vessel away from the wharf or barge,
endangering the connections with the shore such as loading arms, cargo hoses,
mooring lines and a wharf ladder.

The danger of dragging must be borne in mind when the vessel is at anchor.

Following to be complied with in case encountering strong current (in excess of 2

knots):
i) Master/Pilot Information Exchange to consider precautions to take against
prevailing seasonal strong current in river such as mooring pattern, doubling up
of mooring lines, keeping engines standby throughout port stay and ready for
immediate use, use of one or both anchors, availing tug assistance if so required.

ii) While encountering such a situation, Master to carry out risk assessment
considering the “effect of current” as a “hazard” and obtain office approval prior
berthing. Additional control measures in the Risk assessment may include the
following as a minimum:
a. doubling up of mooring lines
b. keeping engines standby throughout port stay and ready for immediate
use
c. use of one or both anchors
d. availing tug assistance.
e. Conditions of the mooring ropes are to be verified. Ropes in good
condition are only to be used. Discarded / damaged mooring ropes are
not to be used for mooring purposes.

iii) Masters to discuss with pilot prior arrival berth and send the mooring ropes in a
manner to achieve best possible lead.
In case of non-compliant mooring arrangement, consult office. Use Form B005.

iv) If the vessels surge while at the berth in port / river due to vessels passing by in
close proximity of own vessel, then cargo operation must be stopped, moorings
tightened to keep mooring ropes taut and vessel firmly alongside the berth and
where deemed necessary cargo hoses / chiksan arms disconnected and office,
charterer and agents contacted to provide concurrence of employment of tug.
Issued by : Approved : Ship Board Manual Vol.2
Berthing
Name : N. Padhi Name : V. Rangroo Doc.Nbr.:NAV-0120 Rev. Nbr : 0002
Position : SQM Position : MD Date : 12/30/16 Page : 4 of 5

v) Every care must be taken to ensure that mixed mooring is not used for same
service. For same service eg. headlines, only mooring ropes from the mooring
drum to be given and not used in conjunction with the headlines from ship’s
bollards.

2.2. WAVE
Not only natural waves such as wing waves but also those caused by ships passing
in the vicinity may affect the vessel, which requires due caution.
Under these conditions, slack hawsers may lead to violent contact of the vessel with
the wharf or barge, also damaging the means of access between them, mooring
facilities, loading arms or hoses in use and the vessel itself.

2.3. FIRE AND EXPLOSION

Precaution must be taken against the danger of fire on the shore or of other vessels,
and also of a fire or explosion due to dangerous substances including spilled oil or
gas.
The danger of lightning must also require due caution.

2.4. COLLISION
Adequate warning must be given to other vessels approaching excessively near and
care must be taken of the danger of collision caused by vessels dragging anchor in
the vicinity.

2.5. CARGO SPILLS ON THE SHORE

Cargo may leak from hoses, lines or tanks on the shore, causing poisoning of air or
pollution of the sea as well as fire and explosion, owing to hazardous substances.

2.6. DANGEROUS ACTION BY VISITORS

216

Unidentified persons or irrelevant visitors must not be admitted on board. Workers

and visitors who enter a dangerous area must be restricted in terms of clothing,
protective gear and shoes; and their smoking gear (match or lighter), if any, must be
put under custody to prohibit its use.
Visitors must be given instructions and guidance on precautions to take or
prohibitions to follow on boarding at the boarding point.

2.7. DANGER FROM OTHER SHIPS ALONGSIDE

217B

When one observes risks of coming in direct contact with other ship alongside,
dangers caused by her facilities or crewmembers, he must warn the responsible
officer of the respective vessel and take steps necessary for preventing accidents at
the same time. Must an accident occur under unavoidable circumstances, the fact
that warning was given, must be acknowledged by obtaining signature of the other
vessel on e.g. a Statement of Facts / Letter of Protest.
Issued by : Approved : Ship Board Manual Vol.2
Berthing
Name : N. Padhi Name : V. Rangroo Doc.Nbr.:NAV-0120 Rev. Nbr : 0002
Position : SQM Position : MD Date : 12/30/16 Page : 5 of 5

3. RELATED DOCUMENTS
Form B005: Bridge Check List 5 – On embarkation of Pilot/ Master-Pilot-Master
H H

Information Exchange
Form D105: Bridge Movement Book