5.

4 Fairleads Since the braking strength of wire is affected by bending, all roller fairleads should have a minimum radius which is 10 times the radius of the wire.. With Panama-type fairleads, wire is subjected to greater friction forces, and thus a minimum bending ratio of 12:1 is suggested. Fairleads should be chafe-free from any direction either inboard or outboard. 5.5 Pedestal rollers To minimise friction, pedestal rollers are at times installed because it is not always possible to have direct leads from the winch drum to the fairlead. As for a roller fairlead, a minimum bending ratio of 10:l is prescribed for the pedestal rollers. The directional change of a wire lead should be as small as possible and not exceed 90 . 5.5 Shore-based mooring equipment Shore-based mooring equipment must be compatible with ship moorings, located properly to utilise ship moorings, and of sufficient capacity to ensure safe mooring and efficient handling of lines. This equipment should be designed utilising appropriate safety factors and fabricated and installed to withstand the minimum design loads. Fixed bollards should be provided at appropriate locations to serve as shore mooring points. Bollards are not recommended, however, at berths for large ships such as VLCCs. At these berths quick-release hooks should be installed to allow remote release of mooring lines for expediting emergency s ailing with minimum available manpower. Each quick-release hook, whether a single hook or part of a multiple hook unit, should have a safe working load not less than the MBL of the largest line anticipated. Only one line should be placed on each quick-release hook. A sufficient number of hooks must be provided. All hooks should be capable of being released separately and safely from the mooring point area under full to no load conditions. At berths for large ships such as VLCCs, capstans having vertical spindles should be located at each mooring point for pulling mooring lines ashore. They should be built into the quick-release mooring device or be located adjacent to them to enable the eye of the mooring line to be slipped over the mooring hook. Capstans should be capable of holding the load with the motor stopped. Instead of capstans, winches with horizontal drums are frequently preferred by some operators. They have the same pulling and load characteristics as capstans and are generally preferred for use with gallows that permit the mooring line to be placed over the quick-release hook more readily. 6 MOORING ANALYSIS At most berths the mooring system designed to accommodate maximum wind and current forces is generally adequate to also resist forces arising from other sources such as waves. For such situations, calculations to determine the number of mooring lines to install on a given vessel can be accomplished with static analysis methods based on specified design mooring conditions selected to meet conditions that may be encountered at the terminal. For conditions that may be encountered at most world wide VLCC terminals, for instance, design mooring conditions were compiled by OCIMF. 2 6.1 Low-frequency ship motions Large tankers, bulk carriers and LNG carriers tend to be moored to cargo-handling jetties built close to deep water to reduce the costs of dredging navigation channels. As a result, mooring locations for these ships are more exposed to wave action, and under certain conditions a moored ship experiences large horizontal motions, causing breakage of mooring lines. 9-1~ The problem is generally due to low-frequency excitations, which may be caused by slowly-varying wave drift forces associated with the development of wave groups as experienced,