guidance_mooring - do it safely

8/13/2019 Guidance_Mooring - Do It Safely

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MOORING DO IT SAFELY

A guide to prevent accidents while moori


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The guidance has been prepared in closecooperation with the Danish Maritime Authorityand the Danish Shipowners Association

Thanks to

Walter Vervloesem (Chairman IMCS)A. P. Mller-Mrsk A/SDampskibsselskabet NORDEN A/STORM A/S

Royal Arctic Line A/SUni-Tankers A/SThe crew on board M/T Maersk BristolThe crew on board M/V Evelyn MrskCaptain Gert BjerreChie Officer Mikkel Reiter KardelChie Officer Jakob Holm2nd Officer Peter StrandA.B. Stig Arend RasmussenPilot Ivar SvaneKalundborg Linesmen ApsMarstal NavigationsskoleSvendborg International MaritimeAcademy (SIMAC)

Sources:

Mooring and Anchoring Ships Vol 12,The Nautical Institute

Mooring Equipment Guidelines 3rd edition,

OCIMFEffective Mooring 3rd edition, OCIMF

Mooring and unmooring (D101), NautilusInternational

Guidelines on minimum training andeducation or mooring personnel, IMO

UK P&I CLUB Understanding Mooring Incidents

UK P&I CLUB Risk Focus MooringsMooring Accidents on board Merchant Ships1997 2006, Division or Investigation o MaritimeAccidents, Danish Maritime Authority


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Why guidance on mooring? 4

How to moor safely 10

1. Preparing or mooring 10

2. Running out lines 14

3. Hauling in lines/Snap back zones 22

4. Using the drum/capstan 31

5. Using a stopper 32

6. Spooling 36

How to prevent accidents 42

1. Risk assessments 45

2. Repairs and maintenance 57

3. Near miss review 59

4. Instruction 65

5. Sa ety culture and behavior 66

Tools to improve safety culture 69

Pre-arrival meeting check list 70

Evaluation check list 71

Instruction session 72

Sa ety culture session 74

Ongoing ocus on the sa ety culture 75

Appendix 76

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Publisher: Seahealth DenmarkResponsible Editor: Connie S. GehrtWritten & edited by: Sren Bge Pedersen,

Seahealth Eva Thof, GrontmijIllustrations: Lars-Ole Nejstgaard Niels Knudsen

Photos: Walter Vervloesem(Chairman IMCS)

Graphic design: martinsonnedesignPrinted by: Grefa Tryk A/S

Illustrations p. 24 - 25 inspired byMooring and Anchoring Ships Vol 1-2

Seahealth Denmark 2013, Copenhagen.All rights reserved.All trademarks acknowledged. Limited copying

permitted with acknowledgement o source.

ISBN: 978-87-92084-28-6

Contents

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Why guidance on mooring?

One moment peace and quiet; the next, an accident strikes like lightning from a clear sky

MOORING WHY GUIDANCE ON MOORING?

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THE PILOT WANTS AT BOTH ENDS

FINE LIKE WEALWAYS DO HERE

BRIDGE!BRIDGE! FIRST OFFICER HAS BEEN HIT BY A LINE. IT LOOKS VERY BAD.

MINUTES LATER

Mooring is the operation per ormed rst andoremost by the deck crew as the ship reaches the

port but it is also one o the most difficult, com-plex and dangerous jobs on board. Mostly thingsturn out sa ely. But sometimes an accident occurs

and this usually has severe consequences.

Several cases have been reported in the pastabout accidents during mooring operations andmany o them have led to severe injury or deatho seamen.

Accidents come unexpectedlyThe worst case scenario is o course a crewmember getting injured. Accidents always happenwhile you are unprepared, believing the operationto be going smoothly and efficiently.

You think you are in control doing what youalways do while mooring and suddenly you arein the middle o a situation you never thoughtwas possible with a major crisis to be managed immediately and aferwards.


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This guidance aims to help the ship managementand the crew prepare and plan a sa er mooring.It presents tools and knowledge ocussing on howto prevent accidents when mooring. But it is not acatechism in mooring.

You will nd many near miss examples in theguidance. Use them to evaluate your own practice.Could this happen on your ship?

The authors are ully aware o the limitations toconducting a sa e mooring operation due to poorconstruction and design o the mooring deck andarrangements. However, with the tools you canimprove the sa ety while mooring. By acting as a

team, being well prepared, knowing the risks andlooking out or each other, we believe you canmake a difference.

But rst: Look at page 6. Here you will nd adrawing showing dangerous actions. How manycan you nd?

Who should read this? The guidance is especially relevant or people inthe health and sa ety organization and memberso the ships management. They are the ones whoplan work, instruct their shipmates and ask the

shipowner or equipment and changes to the ship.But ratings can also learn rom this guide.

Mooring differs rom ship to ship. Here we areconcerned with principles.

The material is divided into four sections:

How to moor sa ely.Introducing rules o thumb or sa e mooring.

How to prevent accidents.Introducing ways o registering risks,preventing accidents and creating a goodsa ety culture.

Tools or a better sa ety culture.

Appendix: Photos o poor or unsa e conditions.

MOORINGWHY GUIDANCE ON MOORING?

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ACCIDENT CONSEQUENCE

THE CREW WERE IN THE PROCESSOF MOVING THE SHIP WHILE LOADING.THE FORELINE SUDDENLY PARTED SINCENO ONE HAD RELEASED THE BRAKE ONTHE POOP WINCH AFT

THE LINE HIT THE HEAD OF ASEAMAN FRACTURED HIS SKULL AND

LED TO LOSS OF HEARING AND VISIONReported accidents


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Look at the drawing how many risks can you identify? ______________ (The answer is on the next page)

The underlying factors

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I CANTSEE WHAT

YOURESAYING

FATIGUE POOR SUPERVISION RECKLESSNESS POOR TRAINING UNSPOKENACCEPT

POORPROCEDURES


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TOO BUSY STRESS BADRADIODISCIPLINE

MANAGEMENTLOOSES BREADTHOF VIEW

MANAGEMENTTOO YOUNG ANDUNEXPERIENCED

NOT UNDERSTANDINGTHE HAZARDS


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1 Poor overview2 Stopper breaks3 Oil leak rom winch slip/injury4 Too cold5 Crossing line6 Sea rising7 Lines in mess on mooring boat8 Wires/ropes tight and slack/or different ma-

terial, elasticity and breaking strength9 Line thrown without telling docker

10 Strong current11 Moving to and ro12 Standing in a bight13 Too many turns (on the drum)14 Sitting on a line15 Untidy lines16 Wrong outt

17 Mess on the quay18 Line caught in ender19 Telling off/bad communication20 Lines lying too long in sun & water21 Language con usion22 Bad lighting23 Poor communication between pilot & captain

& tug24 Line singing be ore it parts25 Wet paint

26 Unaware o risk, being in snap back zone27 Standing on the line28 Draught changed29 Line comes off bollard steep angle30 Line round propeller31 Several lines on same bollard

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Reasons for accidentsMooring, towing and hauling impose enormousstrains on lines, warps, gear and equipment andmajor orces are involved. There ore take careand think care ully when mooring especially onships with structures that make it hard to overseewhat is happening. Also on ships calling at diffe-rent ports the specic mooring arrangements maydiffer considerably.

As humans we tend to believe that things are sa ei nothing happens. You might say that the norm

or what we believe is dangerous decreases overtime. Normally mooring goes well, but as timegoes by, the level o sa ety slowly declines. Maybeyou lose concentration, maybe you slacken yourprocedures just a little bit, maybe you get a littlecomplacent. And then it suddenly happens notbecause o one actor but because o a number o

interacting actors.

Factors can be ound in Equipment Work processes Crew qualications Crew concentration Ships sa ety culture Weather

Preventing accidents is about reducing therisks o those actors. The only parameter that ishard to overcome in this respect is the weather.

In the next two chapters you can read about howto moor sa ely and how to prevent accidents whenplanning, training and building up a sa ety culture.

THREE COMMON REASONS FOR ACCIDENTS

Seamen standing in bights or snap back zones and when lines part, those involvedare often injured.

Insufficiently trained crew are used during mooring operations and they are oftenseriously injured if something goes wrong.

The person supervising the mooring is also involved in the operation and is unableto carry out his role effectively.


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Although a routine job, mooring ofen involveshuge stress or the teams. There is ofen little timeto prepare, so it is important that all are involvedand ully aware o the limitations o the mooringprocess and that all use their best efforts so that

the crew involved in mooring can act as a team.

In this chapter you can read about how to moorsa ely and what to be especially care ul about.

The principles described deal with ordinarymooring.

10 rules of thumbThere are very ew rules that apply to all

mooring operations, but the ollowing dangersshould be absolutely avoided in any situation.You can see the rules on the opposite page.

With these 10 rules o thumb in mind, it isalso important to remember basic seamanship.Take the time to consider your own and yourshipmates work and the work o those who arenew or un amiliar with the ship.

Overall, the mooring operation should have axed rhythm and coordination, with crew both

ore and af depending on each other. Timing isofen a vital actor when making ast the variouslines and i it is not done right the rst time, itcan put sa ety at risk.

Ordinary mooringThe sequence o actions is given below:

Preparing for mooring

Running out lines Hauling in lines/Snap back zones Using the drum/capstan Using stoppers Spooling

Preparing for mooringBe ore the actual mooring begins, it is importantto be well prepared in every detail so that the moor-ing can be done efficiently, sa ely and without anydelays or disturbances resulting in mishaps. Whenthe mooring operation commences, everyone isbusy making the ship ast and there is no timeto begin talking about issues which should havebeen done in advance.

As described earlier, mooring operations are high

risk operations. We must never assume that peopleknow the risks involved and the correct way tocommunicate, etc. People are doing the best theycan and what makes sense to them in the contextthat they are in. When an accident occurs, wemuch too ofen hear and read: Why didnt theyknow? Why didnt someone stop the operation?Why didnt they take action sooner? How comethey didnt see the risk?. We have to make sureevery member o the mooring team understands

How to moor safely

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MOORING HOW TO MOOR SAFELY

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Planning the mooring

MOORINGHOW TO MOOR SAFELY

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THIS IS HOW WE ARE GOING TO DO IT.ANY QUESTIONS??

A SEAMAN WAS OPERATINGA WIRE CAPSTAN WHEN HESLIPPED DUE TO A DIFFERENCEIN DECK LEVEL

HE TWISTED HIS BACK ANDSUFFERED SUBSEQUENT PAIN

Reported accidents



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Running out linesWhen the ship arrives at the berth, the mooringlines must be ready or running ashore. Runningout lines ofen involves major risks to the crew,especially rom getting caught in lines.

Be sure that someone keeps an eye on the mooringlines and on what is going on both on board andover the side, so that any problems are spottedbe ore they become serious:

Apply control right rom starting to pay out.It can be downright dangerous to try to treadon the line i it has started to run away underits own weight. I it does, it is best to stand clear

and throw the eye at the other end o the lineover a set o bitts to prevent losing the entiremooring line over the side.

The crewman must stand on the correct sideo the line.

The crewman must use suitable ootwear, suchas rigger boots, i treading on the line.

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IMPORTANT FACTORS TO CONTROL

Excessive slack into the water near the propeller risks the line being caught up in the turning

screw. The line will then be violently hauled in by the propeller with the risk o injury to theships crew and damage to the ships ttings. Excessive slack onto a mooring boat creates handling problems or the boat crew and can also

oul the boats propeller. Excessive slack close to the quayside so that the line sags and gets caught under quayside

ttings, such as a ender or a ladder, and then cannot be properly heaved tight. Paying out too ast so that the increasing weight o the line suspended over the ships side

overcomes any restraint on the payout speed and the lines run out o control with the risko getting entangled with ttings on board or one o the ships crew.

The payout being abruptly stopped when a line comes against a buried turn on a mooring

winch.


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Make sure you have good communication with shore gangs

TELL ME WHENYOU HAVE

SECURED THE LINE


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The crewman has the line in front of him ancan easily step back out of danger if the linestarts to run out of control.

The crewman has the line behind him andwill be trapped between the line and bulwarkif the line starts to run out of control.

THE WRONG PLACE TO STAND IS INSIDE THE MOORING LINE

THE RIGHT PLACE TO STAND IS OUTSIDE THE MOORING LINE

CONTROLLING THE FIBRE MOORING LINE

On ships up to a certain size, pressing down a bre mooring line with a foot is a veryeffective way of controlling its run ashore, provided that the crewman is experiencedand knows what is going on around him.


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If the line is too heavy to control by foot pressure, then take one or two turns around awarping drum and then pay it out using an extra crewman to ease off turns around the dr

CONTROL PAYOUT BY VARYINGTHE PRESSURE ON THE LINE

LEAD THE LINE BETWEEN THE POSTS TO INCREASEFRICTION AND ENSURE THE LINE MAINTAINS ACONSTANT ANGLE TO THE FAIRLEAD

IF THE LINE IS TOO HEAVY TO CONTROLBY FOOT USE A CAPSTAN


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NEAR MIS S

LINES RUNNING AWAY

On arrival, the deck crew were sending mooring lines ashore. The aft breast line wasgoing to be a long one, so part of the line was unreeled off the drum and aked out onthe deck ready to run out by itself. During this, one crew member positioned himselfvery close to the line on the deck so that when the line was running out, it hit the backof his legs which led to a serious fall on the deck.

Real cases from www.nearmiss.dk

LINE BOAT LIFTED OUT OF THE WATER

During mooring operations and due to the incorrect operation of the winch bythe winch operator, the mooring boat to which the mooring lines were passedwas endangered when the lines were heaved instead of being slacked off whilethe mooring wires were still made fast to the boat. The boat was partly lifted outof the water.

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Caught by a bightWatch out or bights. It is very dangerous to standin a bight o line or wire. It is extremely importantthat competent personnel are used to operatewinches to ensure that mooring, towing and hauling

lines are not subject to sudden, excessive loads.


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THE BEST WAYS TO AVOIDACCIDENTS DUE TO BIGHTSOF LINE ARE:

The crew must at all times be aware ofwhere they are standing while handlinglines or when near them.

The supervisor must concentrate onothers actions and should not get in-volved in operations as a working hand.

Inexperienced crew such as cadets andfresh ratings should only be allowed tohandle lines under supervision.

Only the crew required should bepresent at the mooring station. Personsnot actively involved in the mooringoperation (engine or off-duty crewcoming on deck) have often been seenvisiting the area of the mooring station.So a restricted entry notice should beposted.

Sufficient deck hands are to be presentat the mooring station to perform theoperation smoothly.

A SEAMAN WAS HAULING IN A

TOWING LINE. BUT THE LINE GOTCAUGHT IN THE PROPELLER

HE BROKE A FINGERReported accidents



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Remember bights do not allways look like bights


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OOPS I MUSTGET AWAY


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Hauling in lines/snap back zonesOne signicant risk when handling mooring linesis snap backs, which is the sudden release o thestored energy in a tensioned mooring line when itsuddenly breaks. When a line is loaded, it stretchesand there is thus a lot o energy in the line. I theline then suddenly breaks, this energy is releasedand the ends o the line snap back, striking any-thing in their path with tremendous orce.

Snap back zones are deck areas where crew areat risk o being struck by one o the broken endswhen a line has parted.

It is ofen impossible to carry out mooring opera-tions without working in snap back zones. There-

ore, the crew must be vigilant and recognizewhen to step clear o a line coming under highload, particularly i the ship is moving or somereason. So it is good to know where the snap backzones are on the ship.

By holding pre-mooring meetings with all the

personnel involved, you can prepare mooring op-erations in a proper way and in good time be orestarting to moor. This would include a discussionabout any snap back zones or mooring lines, tow-ing wires, etc.


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FORELINE BROKE AND SNAPPED BACKAfter a short period of time, the line broke and its full length snapped back on the ships side.One seaman tried to warn his colleague, but he could not hear due to the noise from the

thrusters. So he was walking over to his colleague at the same moment as the foreline brokeand snapped back. Fortunately he moved away from the ships side just in time to be safe.

LINE SNAPPING BACK HIT BOTH LEGS JUST ABOVE THE KNEESFollowing orders from the bridge, the AB handling the winch controllers was heaving on 2 aft/breast mooring lines to bring the ship alongside when one of the lines broke close to the bollarashore and the line snapped back and hit the mate on both legs just above the knees.


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NEAR MIS S


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THE DRAWINGS ILLUSTRATE SNAP BACK ZONES IN DIFFERENT SET UPS.THE FIGURES SHOW THE ROUTE OF THE LINE

Mooring line parts at the overside fairlead

When the line parts at the capstan


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The killing force of a broken lineThe area travelled by a parted line with enough

orce to kill someone on its way is known as thesnap back zone.

I any line parts with a bang, then its broken endsare moving aster than 690 knots which is thespeed o sound in air.

Use attached poster or training.


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When the line parts at the rollerWhen the line parts at the capstan

When the line parts at the overside fairlead


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IT IS IMPOSSIBLE TO WORK THE LINES WITHOUT THE CREWSTANDING IN SUCH LARGE SNAP BACK ZONES.

Snap backs when hauling the shipWhen moving a ship along the quay, more linesare to be used simultaneously than when comingalongside or letting go, so the lines should be ledthrough the airleads that minimize the hazardarea on deck.

The drawings below show a high and a low arran-gement or heaving two head lines whilst payingout a orward spring at the same time.


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MOORING

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HOW TO MOOR SAFELY

THE CREW CAN WORK THE LINES WITHOUTSTANDING IN THE SNAP BACK ZONES.


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THE BEST WAYS TO AVOIDBEING HIT BY BROKEN LINES

Keep a close eye on your workmates and alert them immediately if any of them are ina snap back zone.

Treat every line under load with extreme caution and remember to stay clear of thepotential path of a snap back.

Experience shows that the rst lines ashore, such as spring lines, have the greatestpotential of breaking as they are the only lines holding the ship. So be extra awarewhere you stand when handling the rst line.

When lines are subject to a straight pull, the snap back zone is minimal, but if the linesare angled round a bollard or roller, then the snap back area increases.

The crew performing the operation must be thoroughly trained and qualied to appreciatesnap back zones. This could be done by a constant focus at pre-arrival meetings and inrisk assessment processes.

Be aware of the risk of a line snapping back onto the deck if it parts outboard of theships side, particularly if the deck is protected only by open railings.


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When crew are properly trained and know the hazards of being in snap back zones, they canprepare and take their precautions for NOT being in the danger zone. In the above illustration,the crewman tailing onto the line has taken it around the pedestal fairlead to hold on whilst standclear of a danger zone based on the snap back zones for the line parting at either the windlass drend or the overside fairlead.


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CREWMEN ARE CLEAR OF THE DANGER ZONE

DANGER ZONE


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Painting snap back zonesPainting the snap back zones on deck is a goodidea i the vessel always moors alongside in thesame way and uses the same set-up. This isespecially so or erries always plying betweenthe same terminals. But the markings must neverstand alone.

For commercial vessels which have to moor along-

side under different conditions and circumstances,their mooring set-up may vary and i you want tocater or all different scenarios, you would actuallyhave to paint all around the different bollards/rollers etc. I snap back zones are permanentlymarked on the deck, there is a risk o the personnelinvolved not being so vigilant when a change doestake place.

For example, you might have a xed mooring set-upbut in case a mooring line parts during mooringoperations, it may be necessary to quickly pay outan alternative line rom another location and thenthis substitute arrangement might not be coveredby the snap back zones painted on the deck whichcould be a hazard. Moreover, afer some time,people start to look at the snap back zones as

decoration, whereas pre-mooring meetings keeppeople alert.

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DURING DEPARTURE OPERATIONS ORDERS WERE GIVEN TOSINGLE UP. WHEN THE LINES WERECLEAR OF THE BOLLARD THE WINCHWAS PUT ON AUTOMATIC AND THELINES WERE HEAVED BACK ON DECK.SUDDENLY ONE OF THE LINES GOTCAUGHT BETWEEN THE WINCH

AND THE WINCH DRUM DUE TOTOO MANY TURNS.

A CREWMEMBER GOT HISHAND CAUGHT BY THE LINEWHEN TRYING TO FREE THELINE. HE SUFFERED SWELLINGAND MINOR ABRASION.

Reported accidents



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Using the drum/capstanKeep a sa e distance when using a drum or capstan.There is a great risk o hands and ngers gettingcaught between drum and line.

No more than our turns should be taken over thewarping drum end. I too many are applied, thenthe line cannot be released in a controlled manner.

The rictional heat generated by a synthetic lineslipping can melt bres locally where they are incontact with the drum, which can cause the line tomomentarily bind to the drum. The crewman willnd the line starts to jump in his hands. I the linestarts surging, it will be damaged as it melts and itmay stick to the drum or bitts and jump with a risko injuring people nearby.

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Drum parts that do not come in contactwith the line can be painted, but the centralworking part of the drum or capstan mustbe kept free of paint, rust or grease. Drumends should be smooth and coated witha thin layer of boiled linseed oil or otherapproved synthetic liquid for protection.

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Watch out for your ngers dont get too close


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Using stoppersToo many accidents have happened while usingstoppers. The operation where you connect thestopper to the line should be done very quicklysince the whole tension is trans erred to the stop-per and things can quickly go wrong i too manysnags arise.

I too many turns have been made on the drum or

the line has burnt itsel into paint, this can causeprecisely the kind o delay that makes the stopperpart and an accident happens.

Heaving in a loose line makes the other linesslack off, thus trans erring the whole load ontothe stopper which then parts as a result.

I the stopper is placed too close to the bitts, thetension can disappear when taking the line off thebarrel. I that happens, the operation will have tostart all over again.

The illustration shows the procedure.


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It is vital that the correct stoppers are used with the appropriate mooring lines.

Stoppers should not be left on mooring lines once they have been made fast to the bitts.A stopper used on a bre line should be about two metres in length or either single ordouble rope with a signicantly smaller diameter than the mooring line and with an eyeat the one end securing it to an eye pad either on the bitts or on the deck close by.

The ideal line for stoppers should: Be made from synthetic bre rope Be very exible and its size should be as small as possible Be made from a high melting point material, such as polyester or polyamide

Have a combined strength equal to 50% of the breaking load of the mooring line onwhich it is to be used

STOPPERS

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The stopper is poorly aligned with the mooring line because it is too close to the bitts

How to do

The mooring line is heaved as much as possible in line with the stopper before it istaken off the drum end or capstan and made fast to the bitts


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TO CAPSTANOR DRUMEND

AT LEAST CRISSCROSSES

TO OVERSIDEFAIRLEAD


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A LINE TIGHTENING UP AND DESTROYING GEAR

When the aft spring was to be heaved in, the linesmen released the spring andturned their backs and allowed the line to drag along the quay. The spring gotsnagged on a corner of the wooden piling of the quay and the line snappedtight. The officer who was watching the mechanic and trainee by the winchon the opposite side only managed to release the remote control but not topress the emergency stop when he heard the line tighten. The line managed totighten so much that a 350 mm long 100 mm dia. pipe angle iron from the forebitts was torn off. The approx. 2 4 kg angle iron rst hit the fairlead roller andwas then thrown towards the winch.



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NEAR MIS S


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PARTING STOPPER

When tightening the 3rd line during mooring, the whole load from the two linestransferred to the barrel. When the stopper had been set and they wanted totransfer the line to the bitts, the seaman (1) standing by the stopper called outthat there was too much tension and we should stand clear. Seaman (2) stoodwith his back to the bitts and was in the process of taking the line off the barreland could not hear his shout. When the stopper parted, the line hit the barreland hit the middle nger of seaman (2)s right hand.

Apparently, the 3rd line had been heaved so tight that it had taken the wholeload from the other two lines. This was not discovered until the stopper hadbeen set, which resulted in the stopper taking the load for the whole fore partof the ship.

The stopper was not completely new, but no wear or damage was detected onit. But the stopper failed at the metal hook.

It is emphasized that line 3 must not be heaved so tight that it takes the wholeroad from the two xed lines and it must be ascertained that the stopper canhold before taking the line off the barrel of the winch and making it fast to the bitts


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NEAR MIS S


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SpoolingOn departure, crewmen should be very care ulwhen retrieving the lines aboard again sa ely andsecurely. At this point, there is still a considerablerisk o being caught by line or getting hit by partedlines. It is very important that spooling is donecorrectly so the lines are properly laid onto thewinch ready or the next mooring operation.

The angle o the line onto most mooring winchesdoes not automatically change to lay each newturn immediately next to the previous one whena line is hauled in. The line tends to randomly

pile up in one section o the barrel unless eachturn is laid next to the previous turn as it comesonto the barrel. The line will lie better on the barreli it is spooled slowly with some hold-back tension.

In bad spooling, riding turns trap the line in gapsin lower layers. This will cause problems when theline is being run out to the mooring gang ashore

the next time the ship comes alongside. Poorlyspooled lines should be manually re-spooledproperly be ore each berthing.


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Good spoolingEach turn lies neatly next to the previous one

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POOR SPOOLING CAN LEAD TO

A poorly spooled line may not t onto the barrel and the pile up of turns can collapse. Parts of the line can slip down between the gaps between underlying previously poorly

spooled turns and become trapped. Trapped turns can be damaged by being crushed if the overlying riding turns later tighten up They can also cause problems for the mooring gang taking the lines ashore, because the

line will pay out erratically and may even snag as it is being run ashore. A winch can actuastart to pick up whilst turning in the pay out direction after encountering a trapped turn.This is particularly difficult when lines are taken ashore by a mooring boat, as the boat willpulled up short by the line if the pay out has to be stopped due to a buried turn.


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Poor spoolingThe line is not guided onto the barrel so it all piles up randomly in one pl


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During departure, a 3rd officer injured the ngers on his left hand. The ngers gotcrushed between the tugs line and the vessels fairlead when trying to let the tug go.

The pilot had requested the master to let the tug go and the master in returnrequested the 3rd officer to cast off the tugs line. The tug was made fast on thestarboard quarter on the forward-most bollard through the second fairlead.

The tug wanted to use the forward fairlead to avoid having to work under theshoulder of the vessels hull. After the tug slacked off the line, the 3rd officertried to pull the tugs line inboard manually so the winchman could let go the linefrom the bollard.

The 3rd officer was standing very close to the fairlead when he tried to heave inthe line. The tugs line suddenly and unexpectedly tightened up. The 3rd officerdid not let go the tugs line in time, resulting in his left hand being crushed be-tween the fairlead and the tugs line.

ACCIDENT


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While the aft station was unmooring, a crew members ngers got caught betweenthe tugs line and the bitts when the tug begun pulling on the line without conrma-tion that the line had been made fast on board.



NEAR MIS S


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CASE

TWO SEAMEN WERE HEAVING AMOORING LINE. THEY HAD NOTCOORDINATED THEIR WORK ANDONE SUDDENLY LET GO. THE LINEKICKED BACK AND HIT THE OTHERONE HARD ON HIS SHOULDER

HE SUFFERED TENDON DAMAGETO HIS SHOULDER CAUSINGLONG TERM PROBLEMS ANDPAIN IN HIS SHOULDER

Reported accidents


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On some ships, accidents associated withmooring seldom occur. Why is that?What do they do on board on those ships?

Here you can read about what they do andwhat we recommend you to do on your ship.

How to prevent accidents

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MOORING HOW TO PREVENT ACCIDENTS


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What those ships have in common is thatthey consciously do the ollowing:

Risk assessments Repairs and maintenance Near miss reviews Instruction (training)

Safety culture sessions

1

2

3

4

5

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MOORINGHOW TO PREVENT ACCIDENTS


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Risk assessmentsA risk analysis helps you identi y risks you maycome across on board when mooring.

Follow the process described here and use theposter included with this guidance as a guidelineand pattern or your joint risk assessments.

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1



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STEP Assessment

Go back to the office and assess the hazards. Usethe poster attached to this guide onto which youcan affix all the hazards.

Assess each hazard according to danger andprobability. Then stick the note onto the squarethat it matches.

Then prioritize which risks you intend to dosomething about.

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WHERE DO WE PUT CRUSHED FINGERS AND HANDS?

THE PROBABILITYFOR THE RISK OFWORKING MOORINGWINCHES SHOULD BE INCREASEDSINCE WE HAD A NEAR MISS LASTMONTH WHEN A LINE BROKE



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Have a meeting where you can talk throughpossible solutions to reduce the risks.

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WHATS TO BE DONE? WHO DOES WHAT? INSPECT THE LINES REGULARLY. MARK THE SNAP BACKZONES. DECK TO BE NON SLIP TREATED. MORE LIGHT ON THE FORECASTLE. NEW RADIOS.

TIDY UP ON DECK.


STEP Action plan


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An officer should produce a document comprisingwhat you have decided. Aferwards it should bepassed on to all the relevant people, who havehelped identi y the risks and those who take partin mooring operations.

Then use the document to remind you o whatyou have decided to do, and do just that.

The document could also be used to tell othercrews what has been done and decided on sincethey were last on board.

Use the programme Health and Sa ety at Searom Seahealth.

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STEP Risk assessment document

SO FOLKS OUR RISK ASSESSMENT DOCUMENT IS READY. ILL PRINT IT OUT SO YOU CAN SEE IF YOU AGREE.


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The officer should regularly check whether what you have decided is actually being done.

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STEP Follow-up

NOW LET US CHECK THAT WE HAVE ACTUALLY DONEWHAT WE DECIDED.


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Equipment: Use of old, damaged wire

Poor equipment Poorly designed mooring system No overview of mooring area Hazard/tripping risk sites not highlighted

Work processes:Lack of communication and planningPoor wire/line handling

Crew qualications: Lack of knowledge about the hazardsof the job Unclear instructions Lack of information Lack of supervision

(supervisor involved elsewhere) Small, untrained deck crew Ineffective on-board mooring training,

without identifying and understandingthe dangers associated with snap backzones

Crew concentration: Stress and fatigue

Ships safety culture: Procedures not followed Shortcuts taken Standing in the wrong places

(in the snap back zone) Standing/walking on a bight Walking over a wire Quick mooring versus safe mooring No risk assessment process prior to

mooring operations Cluttered mooring area Cluttered deck

Weather: Icy, slippery deck

THE MOST COMMON RISKS IN MOORING

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We regularly check our lines

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Check lines, wires and stoppersThe great danger in mooring is broken lines andwires. That is the reason why the lines, wires andstoppers used in mooring operations must bein good condition. Lines should be requently

inspected or external wear as well as wear be-tween strands. Wires should be regularly treatedwith suitable lubricants and inspected internallyand externally or deterioration and brokenstrands. Splices in lines and wires should beinspected regularly to check they are intact.

Take care that paint, chemicals, or any other ship-board or general cleaning items are not appliedto spare mooring lines, wires and links. Is sparemooring equipment stowed clear o the deck,

pre erably on a pallet and kept dry and ventilat-ed? I mooring lines and wires are stowed on deckduring sea passages, they should not be exposedto sunlight, sea spray or unnel soot. We suggestusing canvas or heavy duty polyethylene covers toprolong the li e o lines/wires.

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THESELINES ARENOT GOODAT ALL



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Certicates and logbook

It is important to have a certicate for all lines and wires used for mooring. Crew need toknow what kind of lines are on board to prevent them mixing different kinds of line whenoperating.

So it is good practice to label the certicates clearly and keep them in an easily accessible le

ready for inspection.

Different kinds of line, different strengthThe most important actor governing a linesstrength and elasticity is the material it is madeo . Natural bre is weaker and more prone torot than synthetic bre. There is a wide range o

different types o synthetic line available romvarious makers.

The main materials used or mooring lines areshown in the gure on the opposing page andalso the Minimum Breaking Load (MBL) or eachmaterial compared to steel wires. MBL gures

re er to a new line being pulled straight, but theMBL may be less or other congurations.

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HMPE High Modulus Polyethylene, Dynema,

Spectra Similar to steel for strength and stretch Light, oats on water Melting point 150C

Aramid Kevlar 75% as strong as steel wire Heavier than HMPE and does not

oat Melting point 425C

Polyester Dacron, Terylene 30% as strong as steel wire Heavier than HMPE and does not

oat but is exible and durable Melting point 250C

Polyolen 30% as strong as steel wire Light, oats on water Melting point 170C

Polyamide Nylon 30% as strong as steel wire Does not oat, stretches more readily

than other bres Melting point 215-250C

Polypropylene 60% as strong as polyester Floats, reasonably durable and cheap Melting point 165C

CHARACTERISTICS OF EACH KIND OF SYNTHETIC LINECOMPARED TO STEEL WIRE WITH THE SAME DIAMETER

0 TYPE OF LINE

M I N I M U M

B R E A K I N G L O A D

STEEL WIRE

HMPE

ARAMID

POLYESTER

POLYOLEFIN

POLYAMIDE

POLYPROPYLENE

20

40

60

80

100

120

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We grease, check and turn

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Repairs and maintenanceIt is important to ollow the manu acturers main-tenance program and carry out routine inspec-tions on board. Doing regular maintenance meansequipment lasts longer. Fewer accidents happen,

giving considerable savings since any major troublethat might be developing will be detected at anearly stage.

It is important that all grease nipples are ree,working correctly and have not been paintedover. To ensure that each part o equipment isgreased, it may help to highlight or number eachnipple and record the details on a plan. It is agood idea to highlight them in order to prevent

them rom being overlooked.

Equipment should be regularly inspected orwear, damage, corrosion and being out o true.A program o maintenance and inspection mayhelp to prevent such ailures or alternatively

identi y potential ailure at an early stage, meaningthat repair is a relatively simple matter rather thana major task.

Anti-slip surfacesTreat sur aces to make them anti-slip to helpprevent you rom alling. Anti-slipMixing sand, or an approved non-slip aggregate,

into the paint prior to application can be a veryeffective way to help reduce mooring accidents.

57

Anti-slip sur aces can be achieved in three ways, by: Using special anti-slip paint Using normal paint and strewing ne sand over it while still wet Welding naps onto the deck plating

Anti-slip surfaces

2



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Near miss reviewThe content and good advice in this material isbased on sea arers many years o experience omooring and accidents. But this experience andadvice is general. The best learning and advice is

or your own ship and crew.

So it is a good idea to learn rom accidents. For-tunately they seldom occur, but that also meansthat you seldom have something to analyse andlearn rom.

And this is what makes near misses interesting.A near miss is an event that could easily havedeveloped into an accident but did not.

I we use the metaphor o an iceberg, the tiprepresents serious accidents requiring medicaltreatment and leading to deaths. These kinds oaccident happen rarely. But near misses happenmuch more ofen and are represented by thepart o the iceberg below the water.

The same underlying factors lead to a near miss and an accident

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3

SERIOUS ACCIDENTS SELDOM HAPPEN

NEAR MISSES HAPPENMUCH MORE OFTEN



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The point is that the unsa e actors leading to anear miss are probably the same as those under-lying a serious accident. I you learn rom yournear miss and eliminate the actors that led to it,you can eliminate many o the actors that could

lead to an accident. This is the reason or takingnear misses seriously.

Behind a near miss you can nd a series o actorswhich are potentially risky. It is a good idea toregister near misses and analyse them. They canreveal much o what we need to know about whyaccidents happen.

O course, a near miss needs to be out in the openor others to learn rom it, which requires a good

sa ety culture underpinned by trustworthy dialogueand a sense o air play. Experience shows thatby working with near miss reporting, we not only

learn a lot that can prevent the situation rom re-peating, but the whole sa ety culture gets a boost.It does so because we get better at spotting andobserving unintended events and conditions, orthe benet o our colleagues and shipmates, theship and the company.

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REMEMBER

Reviewing a near miss goes hand-in-handwith risk assessments.

If a near miss does happen, you need to up-date your risk assessment with new input,make new procedures and inform the crew.



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Asking what happened and most importantly why it happened will help you identi y many actors that led to the near miss?

Why did this happen?

Why did this happen?

Missing light madethe seaman stand in an

unsa e place

The seaman was notaware o the risk o beeing

in the snap back zone

The seamans VHF wasbroken and he did not

hear the last instructionrom the bridge

There was a big swellrom a passing vessel

Weather and oil hadruined the lineThe line parted

The seaman stood inthe snap back zone

The seaman was nearlyhit by a broken line

The winch was settoo high or the

minimum breakingload o the line

Mooring set-up createda big snap back zone

HOW TO ANALYZE THE NEAR MISS A DIALOGUE ABOUT WHAT AND WHY?

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? !


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We are taught and trained

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InstructionEnsure that everyone on board knows, and is con-dent with, how you moor on your ship.

I there are any inexperienced persons on board,

you must train them in mooring operations.

All new crew on board should have thorough in-struction in how you moor your ship. And i a sea-man has little experience, instruction should beeven more thorough. Instructors need to ensurethat all important messages are understood.The best way to learn new things is to train other

people, the second best is to do it yoursel . Thediagram below shows the kind o instruction welearn best rom.

Lack of hazard highlighting or warning markingsHighlighting hazards is particularly important

or the sa ety o crew who are new to the vessel cadets and other trainees and visitors. It is alsoimportant or the benet o experienced crewwho may easily become complacent, tired, or toobusy in their work to notice a hazardous situationdeveloping.

The best way to learn is to do it yourself. Bear this in mind when instructing other people

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4

HOW MUCH DO YOU REMEMBER AFTER HOURS?

SO GET IT!!!

WELL WELL. WHATSWRONG WITH A GOODLECTURE FROM AGOOD BOOK?



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I keep my crewbriefed on every change

We keep an extra eyeon new shipmates

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Safety culture and behaviorWhen we talk about the sa ety culture, we mostlytalk about behavior. What kinds o action are OK,which are not.

Does the behavior o the crew create dangeroussituations or is there something that preventsindividuals rom inter ering i they discover so-mething unsa e?

5



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Seamen on a vessel with a good sa ety culture domore than they are required to do. They identi yunsa e situations, alert each other and are alwayson the lookout or ways to improve the way theywork to promote sa ety and avoid accidents. Shar-ing in ormation and learning rom near misses isan integral part o their sa ety per ormance. Notonly to comply with sa ety rules, but because they

are committed and because sa ety makes verygood sense.

We are ofen not aware o our (sa ety) culture that is what is so special about it. It is unspokenand more or less invisible but i someone doessomething that a culture does not allow, younotice it.

That is why it is a good idea to try to raise itsvisibility, otherwise you cannot assess whether

it is sa e or unsa e.

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A SEAMAN WAS PAYING OUT AMOORING LINE WHEN IT SUDDENLYSNAPPED TIGHT

HE CRUSHED A FINGER SO BADLY ITHAD TO BE AMPUTATED LATER

Reported accidents




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69

MOORINGTOOLS TO IMPROVE SAFETY CULTURE

Pre-arrival meeting check list

Evaluation check list

Instruction session

Safety culture session

Ongoing focus on the safety culture

Tools to improve safety cultu


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No. Focus point X Remarks

1 Are mooring deck and arrangement, gear and equipment ready or use?

2 Is everybody amiliar with the latest risk assessment?Otherwise, read it out loud and ask or questions.

3 Have you had any mooring accidents or near misses?I so, what to do to avoid it happening again?

4 Any changes relating to gear or equipment since last mooring that youneed to talk about?

5 Is there anything special about this mooring?

6 Do you know how to communicate (language/hand signals/radio)?

7 Do the persons who control the winches have the necessary view duringthe operation? Any blind angles? How do you deal with it?

8 Imagine the snap back zones as they become apparent during the operationwith the lines in use. Where should you watch out and in which sequence?

9 Are there any subjects related to the procedure that you need to discuss?

10 Do you have any new crew members who need special attention?

11 Who controls the winches, the lines and in which sequence?

12 Which anchor do you have to prepare?

13 Are the throwing lines ready and in good shape? I an air gun is used orthrowing the line, is it ready and is the line in good shape? Do you havean extra air cylinder, i needed?

14I remote control is used or the winches, are the batteries charged?

15 Are the batteries or the radios charged?

16 I a tugboat is used, which line is used?Prepare a special risk assessment or the use o tugboats.

17 Which side is coming alongside? Anything relevant to in orm about?

18 Do you know how many lines are used?Go through a mooring plan step by step.

19 Do you need to use lines you normally dont use? Strength? Elasticity?a. Do the extra lines create extra snap back zones you need to discuss?b. Which rollers and airleads are going to be used?

20 Is everyone prepared and does everyone know their tasks?

PRE ARRIVAL MEETING CHECK LISTSTOP OBSERVE THINK AND DECIDE

MOORING TOOLS TO IMPROVE SAFETY CULTURE


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No. Focus point Remarks

1 What seemed to work well?

2 What can we improve the next time?

3 Should we mark snap back zones on our vessel?

4 Should we have training lessons in identi ying snap back zones?

5 How experienced are the crew members involved?

6 Have recent incidents been considered?

7 Could we improve the communication between deck and bridge?

8 Do we have any language issues that we need to discuss?

9 Do we have any atigue related issues?

10 Where and how do we discuss lessons learned and ideas or improvement?

11 How do we as a team ensure that action is taken on lessons learned?

12 Do we improve our SA based on the lessons learned?

13 What prevents us rom being 100% sa e during mooring?

14 What can we do to change that?

EVALUATION CHECK LISTREVIEW THE LATEST MOORING AND PLAN THE NEXT

Take a ew moments to review the operation to nd out i anything could have been done moreeffectively and more sa ely.



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READING MATTER READ

Give the new deck hand something to read about mooring. It would be best if youhave something that exactly describes the mooring procedures on your ship. Ideally,

the reading matter should include a description of: The equipment that you have on board The equipment and issues in the ports you call at if you are on a xed route The procedures you have on board for duties and assignments The ground rules of communication The risks The accidents and near miss you have had

If possible, supplement with lm of mooring.Best of all, a lm of your own mooring procedures.

1

ORAL/PRACTICAL INSTRUCTION

On the basis of what they have read, review: (lecture) The procedures you have on board for duties and assignments Ground rules of communication Risks consider using the illustration from pages 6 and 7. Accidents or near misses you have had The equipment you have on board Equipment and issues in the ports you call at if you are on a xed route

Gather at the mooring station on board and demonstrate how it all works (demonstration)Ensure that the people you instruct have the opportunity to ask questions.Consider asking them for good suggestions about how various risks could be avoided.(discussion).

Try asking those you are instructing to review the equipment, procedures and commu-nication for themselves so that you know how well they have understood it all. If possible,also select various tasks and ask them to give a practical demonstration (exercise).

2

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Instruction session



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ASSESSMENT

After the rst time new crew have taken part in mooring, you should assess how it wenand deal with any questions/issues.

3

INSTRUCTING SHIPMATES

Ask those you instructed last time to instruct the next hands to arrive under yoursupervision (instruct others).

4

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A SEAMAN WAS IN THE PROCESSOF BELAYING THE TOWING LINE.BUT THE LINE GOT CAUGHT INTHE PROPELLER AND HIS LEG GOTTRAPPED

HE INJURED BLOOD VESSELSAND NERVES IN HIS LEG

Reported accidents




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for use at a meeting of the safety committee or a meeting of the entire crew

PREPARATION Make copies of the illustration on pages 6/7 for all crew present

1

SUMMING UP How can we help each other to behave more safely?

4

IDENTIFYING DANGEROUS SITUATIONS First, everyone present should sit and think for themselves about the situations that

could arise on board Then they should jointly note down all the situations that could occur on the ship Then they should mark situations where behavior makes a difference Situations where behavior is important should then be written down for everyone to see

2

DISCUSSION What behavior leads to dangerous situations? What are the reasons for this behavior?

- Attitudes- The demands of the job, e.g. being busy- The equipment- Other issues

Could any of these issues be removed or changed? Who could do something?- The individual- Safety commmitee- Officers- Company

3

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Safety culture session



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ONGOING FOCUS ON THE SAFETY CULTURE

To make the crew on board remember things and to get their commitment, you could startan ongoing discussion on:

What dangerous actions do we not accept on board this ship?

Which actions do we take to prevent accidents?

You can hang up two blank posters in the office or mess one for the actions you will notaccept and one for preventive actions. Everyone can then use them to write down theiranswers to the two questions.

From time to time, members of the safety group should consider and discuss the comments

on the poster, such as: Havent we missed out stepping across the line? or other missingissues.

A SEAMAN JUMPED DOWNONTO THE QUAY WHENMOORING AND LANDED BADLY

HE FRACTURED HIS TIBIAReported accidents




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MOORING APPENDIX

76

Examples o poor and unsa e conditions.

Source:Mooring and Anchoring Ships Vol. 1 / 2,The Nautical InstitutePhotos: Walter Vervloesen (Chairman IMCS)

Special thanks to the Nautical Institute and Walter Vervloesem.

Appendix


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MOORINGAPPENDIX

77

Mooring line surface showing evidence of heat damageHeat damage can be caused through riction or direct contactwith external heat sources.

Generally caused by surging, and affected lines will showglossy or glazed areas on the line sur ace.

A heat-damaged line is generally more seriously weakenedthan commonly believed.

Stopper line frayed/unravelled and weakFailure o the stopper line whilst under tension may result inunexpected loads acting on the mooring line while it isbeing manually belayed and endanger the crew who are eitherholding the stopper line or handling the mooring line.

Pinching damageResults in pulled or cut yarns, which directly affects thestrength o the mooring line.

Lines and wires

should not look like this


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Cut strand on a braided nylon lineLike cut yarns, cut strands have a direct though moreserious effect on the lines strength.

Mooring lines stained with greaseContact with chemicals may cause deterioration o the line.

When it is likely that a line will get in contact with greaserom winches, roller airleads and so on, select lines with

good chemical resistance.

I a line passes along/over/around greased ttings andequipment, those involved in maintenance/greasingshould be instructed to remove excess grease/oil.

Mooring lines stained with paintContact with chemicals such as paint may causedegradation and should be avoided.

Contact with paint can cause the line to harden, whichaffects its grip on the drum end.

Mooring line stained with fuel oilOil and petroleum products generally do not affectsynthetic bres, but should be avoided and may causepollution when lines have absorbed oil and are thendropped into the sea.

MOORING APPENDIX


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Buried turnsImproper reeling or spooling (without the right pretension-ing) causes the tensioned part o the mooring line on thededicated winch to become buried underneath the under-lying turns.

I not noticed in time, buried mooring lines may be dan-gerous or the linesmen as the line initially pays out whenslacking away or letting go, but when wound/spooled backonto the drum, it will continue to turn in the slacking awaydirection i the line has not been reed in time.

Improperly spliced wire mooring lineSplicing generally reduces the strength o the wire by 10%.Ensure that the correct method o splicing is used (contactthe manu acturers).

Good practice requires a number o ve ull and pre erablytwo additional hal tucks in a wire.

Synthetic mooring line heaved tight on the storage sectiono a split-drum type winch.

Fairlead rollers being strangled in order to improvethe incoming angle on the winch drumStrangling the roller causes the mooring line to cha e.

MOORINGAPPENDIX


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Improper spooling of wire lineWire mooring line irregularly/unevenly spooled onto thewinch drum.

Note crossed wires in underlying layers which are severely

damaged or crushed by upper layers o the wire.

Abrasion damage to mooring lines from frozen fairleadsChang between a mooring line and other equipmentsuch as cocks and airleads causes sur ace abrasion.

Rust or evidence o wear may be an indication that therollers do not rotate reely.

Mooring wire and lines through same Panama leadFriction or chang between mooring lines and mooring wirecauses damage rom sur ace abrasion and contamination othe line.

The lubricated mooring wire leaves grease deposits on thepanama lead and stains mooring lines with grease residues.

MOORING APPENDIX


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81

KinksKinks cause permanent distortion o the strands andseriously affect the lines strength.

Kinked lines should be removed rom service until they

have been examined and properly repaired. Despite beingrepaired, this line has been weakened.

Expect kinks to cause about 30% reduction in strength.A kinked line means poor contact between line and drumend sur aces and may cause the mooring line to slip.

Chain stopper for stoppering mooring linesFibre line stoppers should be used or stoppering bremooring lines.

Using chain or stoppering might cause crushing andpinching damage to yarns and strands when tensioncomes on the chain stopper.

Mooring line chang against winch structureLines not paid out properly may rub on the ships structure(winch rames, plat orms, etc.) involving a considerable risko damage through chang, abrasion or cutting.

MOORINGAPPENDIX


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Excessive clearance between roller and pedestal table,two lines acting on the same rollerThis indicates that the roller pin is worn, meaning it willhave lost part o its original strength and may y back whenunder tension.

Allowing two lines on the same roller is very bad practiceas it may result in overloading the roller/pedestal airleadand chang between the two mooring lines.

Chang damage to line due to rustRusty, kni e-edge akes on the storage drum cause changdamage and accelerated wear on the mooring line due tocontact during operation or as a result o vibration.

MOORING APPENDIX


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Extreme wear and grooving on rollersGrooving over part o the sur ace o the roller indicatesthat the roller is rozen and that the line/wire is alwayschang against the roller in the same area.

Grooving or corrosion and scale accelerates damage to themooring lines/wires.

Generally, and when under tension, lines/wires will tendto settle in the groove which will cause urther/acceleratedwear to the grooved sur ace.

Extreme grooving in button type roller fairleadThe depth and size o the groove indicate that it has pre-viously been used or wire lines, which might cause birdcaging or corkscrewing when new wires are installed.

I the airlead is subsequently used or lines with a differentdiameter, the sharp edges o the groove will damage theline through abrasion and chang.

Eye screw pin o D-shackle or connecting the line stopperto the stoppering eye/lug not properly tted.

Unsafe or damaged

equipment

83

MOORINGAPPENDIX


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Visit www.seahealth.dk


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Mooring do it safely is a new guide to an old and crucial maritime operation.

The process o securing a ship is as old as sailing itsel but there are ew areas on

board which appear so requently in accident reports.

This publication is a document o instruction and technique but is also intended asa trigger or discussion, making the regular questioning o changes and challengesan important part o mooring routines.

In the publication you will also nd checklists, agendas and posters or motivationand discussion on board.

We hope Mooring do it safely will motivate a resh, new approach to the ancient

practice o mooring.

guidance_mooring - do it safely

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