11-3 HEAVY WEATHER MOORING GUIDELIN

11-3 HEAVY WEATHER MOORING GUIDELINES. Ships under repair in graving docks may be relatively safe, since the ships are relatively protected from the potentially high wind forces and are out of current and waves effects. However, ships at piers and wharves may be subjected to high winds, wind gusts, wind gust fronts, currents, waves, storm surges, etc. It is common practice for U.S. Navy ships to exit port prior to arrival of hurricanes and other forecasted extreme weather conditions. This practice is normally executed when destructive winds (sustained wind speed above 50 knots) are expected in the local area. However, ships in availability (i.e. under repair) may not be able to go to sea. Therefore, these ships must be moored safely during heavy weather or be moved to nearby safe facilities before storm arrival.

COMNAVSEASYSCOM msg R 130351Z Jul 95 YZB provides operational recommendations to mitigate many effects of Heavy Weather. The effectiveness of these mitigation measures is difficult to quantify. Therefore, facilities are often relied upon to resist the loads. In each home porting region, only a portion of all berthing facilities must be capable of heavy weather mooring, since only a portion of the ships cannot go to sea. Ships carry enough lines to moor in Mooring Service Type II as defined below, but not for Type III. Also, facilities are generally designed for Type II and not Type III.
This section provides some general guidelines on Heavy Weather mooring. For additional information, see the publications listed above. For safe Heavy Weather mooring:
Ensure that the facility, mooring fittings and fenders are adequate (see UFC 4-150-07 Maintenance and Operation: Maintenance of Waterfront Facilities, UFC 4-150-08 Inspection of Mooring Hardware, UFC 4-151-10 General Criteria for Waterfront Construction, 1 UFC 4-152-01 Design: Piers and Wharves /1/, etc.).
Identify alternative piers or wharves that the ship could be towed to that may be safer and work out ahead of time all the logistics necessary to ensure that the needed berth would be available and that the ship could arrive and be safely moored in adequate time.
The facility needs to provide heavy weather mooring lines, since ship’s lines are generally inadequate. Double braided polyester lines are recommended for Heavy Weather mooring, because the lines have excellent fatigue resistance. These lines also have some stretch which aids in load sharing between lines and helps accommodate water level changes.
It is standard practice to first put the ship in a Standard of Storm Mooring (i.e. Mooring Service Type Iia or Iib) when a ship comes to a facility for repair (Figure 11-1 upper). These types of moorings are used since the mooring lines can be secured to mooring fittings near the ship, so the mooring lines have minimum interference with repair work.
It is then standard practice to put the ship in a Heavy Weather mooring (i.e. Mooring Service Type III) if storms, hurricanes or other threatening conditions are expected (Figure 11-1 lower). In Heavy Weather mooring, for example, mooring lines may be run across the pier to improve mooring efficiency and increase the number of mooring lines that are used

COMNAVSEASYSCOM msg R 130351Z Jul 95 YZB provides operational recommendations to mitigate many effects of Heavy Weather. The effectiveness of these mitigation measures is difficult to quantify. Therefore, facilities are often relied upon to resist the loads. In each home porting region, only a portion of all berthing facilities must be capable of heavy weather mooring, since only a portion of the ships cannot go to sea. Ships carry enough lines to moor in Mooring Service Type II as defined below, but not for Type III. Also, facilities are generally designed for Type II and not Type III.
This section provides some general guidelines on Heavy Weather mooring. For additional information, see the publications listed above. For safe Heavy Weather mooring:
Ensure that the facility, mooring fittings and fenders are adequate (see UFC 4-150-07 Maintenance and Operation: Maintenance of Waterfront Facilities, UFC 4-150-08 Inspection of Mooring Hardware, UFC 4-151-10 General Criteria for Waterfront Construction, 1 UFC 4-152-01 Design: Piers and Wharves /1/, etc.).
Identify alternative piers or wharves that the ship could be towed to that may be safer and work out ahead of time all the logistics necessary to ensure that the needed berth would be available and that the ship could arrive and be safely moored in adequate time.
The facility needs to provide heavy weather mooring lines, since ship’s lines are generally inadequate. Double braided polyester lines are recommended for Heavy Weather mooring, because the lines have excellent fatigue resistance. These lines also have some stretch which aids in load sharing between lines and helps accommodate water level changes.
It is standard practice to first put the ship in a Standard of Storm Mooring (i.e. Mooring Service Type Iia or Iib) when a ship comes to a facility for repair (Figure 11-1 upper). These types of moorings are used since the mooring lines can be secured to mooring fittings near the ship, so the mooring lines have minimum interference with repair work.
It is then standard practice to put the ship in a Heavy Weather mooring (i.e. Mooring Service Type III) if storms, hurricanes or other threatening conditions are expected (Figure 11-1 lower). In Heavy Weather mooring, for example, mooring lines may be run across the pier to improve mooring efficiency and increase the number of mooring lines that are used

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11-3 HEAVY WEATHER MOORING GUIDELINES. Ships under repair in graving docks may be relatively safe, since the ships are relatively protected from the potentially high wind forces and are out of current and waves effects. However, ships at piers and wharves may be subjected to high winds, wind gusts, wind gust fronts, currents, waves, storm surges, etc. It is common practice for U.S. Navy ships to exit port prior to arrival of hurricanes and other forecasted extreme weather conditions. This practice is normally executed when destructive winds (sustained wind speed above 50 knots) are expected in the local area. However, ships in availability (i.e. under repair) may not be able to go to sea. Therefore, these ships must be moored safely during heavy weather or be moved to nearby safe facilities before storm arrival.COMNAVSEASYSCOM msg R 130351Z Jul 95 YZB provides operational recommendations to mitigate many effects of Heavy Weather. The effectiveness of these mitigation measures is difficult to quantify. Therefore, facilities are often relied upon to resist the loads. In each home porting region, only a portion of all berthing facilities must be capable of heavy weather mooring, since only a portion of the ships cannot go to sea. Ships carry enough lines to moor in Mooring Service Type II as defined below, but not for Type III. Also, facilities are generally designed for Type II and not Type III.This section provides some general guidelines on Heavy Weather mooring. For additional information, see the publications listed above. For safe Heavy Weather mooring:Ensure that the facility, mooring fittings and fenders are adequate (see UFC 4-150-07 Maintenance and Operation: Maintenance of Waterfront Facilities, UFC 4-150-08 Inspection of Mooring Hardware, UFC 4-151-10 General Criteria for Waterfront Construction, 1 UFC 4-152-01 Design: Piers and Wharves /1/, etc.).Identify alternative piers or wharves that the ship could be towed to that may be safer and work out ahead of time all the logistics necessary to ensure that the needed berth would be available and that the ship could arrive and be safely moored in adequate time.The facility needs to provide heavy weather mooring lines, since ship’s lines are generally inadequate. Double braided polyester lines are recommended for Heavy Weather mooring, because the lines have excellent fatigue resistance. These lines also have some stretch which aids in load sharing between lines and helps accommodate water level changes.It is standard practice to first put the ship in a Standard of Storm Mooring (i.e. Mooring Service Type Iia or Iib) when a ship comes to a facility for repair (Figure 11-1 upper). These types of moorings are used since the mooring lines can be secured to mooring fittings near the ship, so the mooring lines have minimum interference with repair work.It is then standard practice to put the ship in a Heavy Weather mooring (i.e. Mooring Service Type III) if storms, hurricanes or other threatening conditions are expected (Figure 11-1 lower). In Heavy Weather mooring, for example, mooring lines may be run across the pier to improve mooring efficiency and increase the number of mooring lines that are used

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11-3 HEAVY WEATHER PEDOMAN MOORING. Kapal dalam perbaikan di dermaga graving mungkin relatif aman, karena kapal yang relatif terlindungi dari kekuatan angin berpotensi tinggi dan keluar dari efek arus dan gelombang. Namun, kapal di dermaga dan dermaga dapat dikenai angin kencang, hembusan angin, front embusan angin, arus, gelombang, badai, dll Ini adalah praktek umum untuk kapal Angkatan Laut AS untuk keluar pelabuhan sebelum kedatangan badai dan lainnya diperkirakan ekstrim kondisi cuaca. Praktek ini biasanya dijalankan ketika angin merusak (kecepatan angin berkelanjutan di atas 50 knot) diharapkan di daerah setempat. Namun, kapal ketersediaan (yaitu dalam perbaikan) mungkin tidak dapat melaut. Oleh karena itu, kapal ini harus ditambatkan dengan aman selama cuaca berat atau dipindahkan ke fasilitas terdekat yang aman sebelum kedatangan badai. COMNAVSEASYSCOM msg R 130351Z Juli 95 YZB memberikan rekomendasi operasional untuk mengurangi banyak efek dari Heavy Weather. Efektifitas kebijakan mitigasi ini sulit untuk diukur. Oleh karena itu, fasilitas yang sering diandalkan untuk menahan beban. Di masing-masing daerah rumah port, hanya sebagian dari semua fasilitas berlabuh harus mampu mooring cuaca berat, karena hanya sebagian dari kapal tidak bisa melaut. Kapal membawa cukup baris untuk tegalan di Layanan Mooring Tipe II sebagaimana didefinisikan di bawah, tetapi tidak untuk Type III. Juga, fasilitas umumnya dirancang untuk tipe II dan tidak Ketik III. Bagian ini memberikan beberapa panduan umum tentang Heavy Weather mooring. Untuk informasi tambahan, lihat publikasi yang tercantum di atas. Untuk aman Heavy Weather mooring: Pastikan bahwa fasilitas, perlengkapan tambat dan fender yang memadai (lihat UFC 4-150-07 Pemeliharaan dan Operasi: Pemeliharaan Fasilitas Waterfront, UFC 4-150-08 Inspeksi Mooring Hardware, UFC 4-151- 10 Kriteria Umum untuk Waterfront Konstruksi, 1 UFC 4-152-01 Desain:. Pelabuhan dan dermaga / 1 /, dll) Mengidentifikasi dermaga alternatif atau dermaga bahwa kapal bisa ditarik ke yang mungkin lebih aman dan bekerja di depan waktu semua logistik yang diperlukan untuk memastikan bahwa tempat tidur yang dibutuhkan akan tersedia dan bahwa kapal bisa tiba dan dengan aman tertambat di waktu yang cukup. fasilitas perlu memberikan tali tambat cuaca berat, karena jalur kapal umumnya tidak memadai. Garis poliester dikepang ganda direkomendasikan untuk mooring Cuaca Heavy, karena garis memiliki ketahanan lelah yang sangat baik. Garis-garis ini juga memiliki beberapa peregangan yang membantu berbagi beban antara garis dan membantu mengakomodasi perubahan tingkat air. Ini adalah praktek standar untuk pertama kali kapal dalam Standar Storm Mooring (yaitu Mooring Layanan tipe IIA atau IIB) ketika kapal datang ke fasilitas untuk perbaikan (Gambar 11-1 atas). Jenis tambatan digunakan sejak garis mooring dapat diamankan untuk fitting mooring dekat kapal, sehingga garis mooring memiliki gangguan minimum dengan pekerjaan perbaikan. Ini adalah praktek maka standar untuk menempatkan kapal di tambatan Heavy Weather (yaitu Mooring Jenis Layanan III) jika badai, angin topan atau kondisi mengancam lainnya diharapkan (Gambar 11-1 rendah). Dalam mooring Cuaca Heavy, misalnya, garis mooring dapat berjalan di dermaga untuk meningkatkan efisiensi mooring dan meningkatkan jumlah tali tambat yang digunakan

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