mooring do it safely_2013-08-09.pdf

8/20/2019 Mooring do it safely_2013-08-09.pdf

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MOORING DO IT SAFELY

A guide to prevent accidents while mooring


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Why guidance on mooring?

How to moor safely

1. Preparing or mooring

2. Running out lines

3. Hauling in lines/Snap back zon

4. Using the drum/capstan

5. Using a stopper

6. Spooling

Publisher: Seahealth

Responsible Editor: Connie S.

Written & edited by: Søren Bøg

Seahealth

Eva Thof,

Illustrations: Lars-Ole N

Niels Knu

Photos: Walter Ve

(Chairman

Graphic design: martinson

Printed by: Grefa Try

Conte

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The guidance has been prepared in close

cooperation with the Danish Maritime Authority

and the Danish Shipowners’ Association

Thanks to

Walter Vervloesem (Chairman IMCS)

A. P. Møller-Mærsk A/S

Dampskibsselskabet NORDEN A/S

TORM A/S

Royal Arctic Line A/S

Uni-Tankers A/S

The crew on board M/T Maersk BristolThe crew on board M/V Evelyn Mærsk

Captain Gert Bjerre

Chie Officer Mikkel Reiter Kardel

Chie Officer Jakob Holm

2nd Officer Peter Strand

A.B. Stig Arend Rasmussen

Pilot Ivar Svane

Kalundborg Linesmen Aps

Marstal Navigationsskole

Svendborg International Maritime

Academy (SIMAC)

Sources:

Mooring and Anchoring Ships Vol 1–2,

The Nautical Institute

Mooring Equipment Guidelines 3rd edition,

OCIMF

Effective Mooring 3rd edition, OCIMF

Mooring and unmooring (D101), Nautilus

International

Guidelines on minimum training and

education or mooring personnel, IMO

UK P&I CLUB Understanding Mooring Incidents

UK P&I CLUB Risk Focus Moorings

Mooring Accidents on board Merchant Ships

1997 – 2006, Division or Investigation o Maritime

Accidents, Danish Maritime Authority


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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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MOORING WHY GUIDANCE ON MOORING?

I CAN’T

SEE WHAT

YOU’RE

SAYING

FATIGUE POOR SUPERVISION RECKLESSNESS POOR TRAINING UNSPOKEN

ACCEPT

TOO BUSY STRESS NOT UNDE

THE HAZA

POOR

PROCEDURES


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the operation in ull, depending on the role and

position on board. Preparedness is a vital part o

avoiding mishaps.

In some ports, the mooring team is inormed quite

late about which and how many lines are going to

be used and about the need or a tugboat.

This inormation is usually provided by the pilot,

who then inorms the captain, who inorms the

mooring teams ore and af by radio. It is thereore

a good idea to carry out a pre-arrival meeting

(some call it a toolbox meeting) beore the pilot

arrives so that alternative arrangements can be

discussed in good time without any rush.

MOORING HOW TO MOOR SAFELY

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THIS IS HOW WE A

ANY QUESTIONS?

A SEAMAN WAS OPERATING

A WIRE CAPSTAN WHEN HE

SLIPPED DUE TO A DIFFERENCE

IN DECK LEVEL

ACCIDENT

A PREARRIVAL MEETING MAKES YOU WELL PREPARED

Ask the ollowing questions:

• Are all mooring gear and equipment ready or use and well maintained according to

the maintenance plan? (see chapter II and appendix).

• Has the mooring team read and understood the SMS procedure? I there are any gaps

between the procedure and the operational way o doing the mooring, this has to be

discussed and corrected.

• Is everyone instructed about the risk assessment and the latest near miss reports, i any?

• Is everybody aware o – and trained to identiy snap back zones?

• Does everyone know how to communicate effectively between the mooring station,

bridge, engine room, pilot, tugboat and shore: what to say, when, by whom to whom?

In busy ports all communication should be prefixed with the ship’s name to avoid misunder-

standings. Is it clear what is defined as unnecessary communication and how to avoid it?

• Are all walkie-talkie batteries ully charged and are spare batteries available? A selected

channel should be used with as little intererence as possible rom other users at the time o

berthing. Check that the mooring teams ore and af can receive and transmit clearly on the

chosen channel.

At the end, you can find a check list you can use at the pre-arrival meeting and a list or evaluation

aferwards.


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14

Running out linesWhen the ship arrives at the berth, the mooring

lines must be ready or running ashore. Running

out lines ofen involves major risks to the crew,

especially rom getting caught in lines.

Be sure that someone keeps an eye on the mooring

lines and on what is going on both on board and

over the side, so that any problems are spotted

beore they become serious:

• Apply control right rom starting to pay out.

It can be downright dangerous to try to tread

on the line i it has started to run away under

its own weight. I it does, it is best to stand clear

and throw the eye at the other end o the line

over a set o bitts to prevent losing the entire

mooring line over the side.

• The crewman must stand on the correct side

o the line.

• The crewman must use suitable ootwear, such

as rigger boots, i treading on the line.

Make sure you hav

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5 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 the

ship’s crew and damage to the ship’s fittings.

• Excessive slack onto a mooring boat creates handling problems or the boat crew and can also

oul the boat’s propeller.

• Excessive slack close to the quayside so that the line sags and gets caught under quayside

fittings, 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 ship’s side

overcomes any restraint on the payout speed and the lines run out o control with the risk

o getting entangled with fittings on board or one o the ship’s crew.

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

winch.


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If the line is too heavy to conwarping drum and then pay it

The crewman has the line in front of him andcan 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 LINETHE RIGHT PLACE TO STAND

IS OUTSIDE THE MOORING LINE

CONTROLLING THE FIBRE MOORING LINE

On ships up to a certain size, pressing down a fibre mooring line with a foot is a very

effective way of controlling its run ashore, provided that the crewman is experiencedand knows what is going on around him.


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Mooring line on storage reels

Do not run a line ashore directly rom a reel

because it will tend to spin aster and aster with

the pay out due to the increasing weight o line

over the side, and rom linesmen hauling on the

lines ashore.

The reel can be throwing line off aster than it is

being cleared rom the ship and there is a big risk

o a bight getting entangled with the ship’s fittings

or one o the crew. Lines stored on reels should

have sufficient lengths or running ashore flaked

out on the deck.


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Line tension due to the weight of the line overside and the pull of the linesmen

BAD PRACTICE TO RUN MOORING LINES STRAIGHT OFF A STORAGE REEL

NEAR

LINES RUNNING AWOn arrival, the deck crew going to be a long one, so the deck ready to run out very close to the line on thof his legs which led to a s

LINE BOAT LIFTED

During mooring operatiothe winch operator, the mwas endangered when ththe mooring wires were of the water.


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Remember – b

Caught by a bight

Watch out or bights. It is very dangerous to stand

in a bight o line or wire. It is extremely important

that competent personnel are used to operate

winches 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 and

fresh 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 GOT

CAUGHT IN THE PROPELLER

HE BROKE A FINGERReported accidents

ACCIDENT CONSEQUENCE


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THE DRAWINGS ILLUSTRATE SNAP BACK ZONES IN DIFFERENT SETUPS.

THE FIGURES SHOW THE ROUTE OF THE LINE

Mooring line parts at the overside fairlead

When the line parts at the capstan

When the line parts at the


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The killing force of a broken line

The area travelled by a parted line with enough

orce to kill someone on its way is known as the

snap back zone.

I any line parts with a bang, then its broken ends

are moving aster than 690 knots which is the

speed o sound in air.

Use attached poster or training.


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THE CREW C

STANDIN

IT IS IMPOSSIBLE TO WORK THE LINES WITHOUT THE CREW

STANDING IN SUCH LARGE SNAP BACK ZONES.

Snap backs when hauling the ship

When moving a ship along the quay, more lines

are to be used simultaneously than when coming

alongside or letting go, so the lines should be ledthrough the airleads that minimize the hazard

area on deck.

The drawings below show a high and a low arran-

gement or heaving two head lines whilst paying

out a orward spring at the same time.


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When crew are properly trained and knprepare and take their precautions for Nthe crewman tailing onto the line has takclear of a danger zone based on the snaend or the overside fairlead.


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THE BEST WAYS TO AVOID

BEING 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 first 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 first 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 qualified 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 theship’s side, particularly if the deck is protected only by open railings.

CREWMEN ARE CLEAR OF THE DANGER ZO

DANGER ZONE


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The stopper is poorly aligne

The mooring line is heavtak

Using stoppersToo many accidents have happened while using

stoppers. The operation where you connect the

stopper to the line should be done very quicklysince the whole tension is transerred to the stop-

per and things can quickly go wrong i too many

snags arise.

I too many turns have been made on the drum or

the line has burnt itsel into paint, this can cause

precisely the kind o delay that makes the stopper

part and an accident happens.

Heaving in a loose line makes the other lines

slack off, thus transerring the whole load onto

the stopper which then parts as a result.

I the stopper is placed too close to the bitts, the

tension can disappear when taking the line off the

barrel. I that happens, the operation will have to

start 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 fibre line should be about two metres in length or either single or

double rope with a significantly 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 fibre rope• Be very flexible 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 on

which it is to be used

STOPPERS

5

TO CAPSTAN

OR DRUM

END


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PARTING STOPP

When tightening the transferred to the barrtransfer the line to thethat there was too muwith his back to the bit

and could not hear hisand hit the middle fing

Apparently, the 3rd linload from the other twbeen set, which resultof the ship.

The stopper was not cit. But the stopper fail

It is emphasized that lroad from the two fixehold before taking the

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 to

press 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 first hit the fairlead roller andwas then thrown towards the winch.

Real cases from www.nearmiss.dk


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NEAR MIS S

NEAR


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SpoolingOn departure, crewmen should be very careul

when retrieving the lines aboard again saely and

securely. At this point, there is still a considerablerisk o being caught by line or getting hit by parted

lines. It is very important that spooling is done

correctly so the lines are properly laid onto the

winch ready or the next mooring operation.

The angle o the line onto most mooring winches

does not automatically change to lay each new

turn immediately next to the previous one when

a line is hauled in. The line tends to randomly

pile up in one section o the barrel unless each

turn is laid next to the previous turn as it comes

onto 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 gaps

in lower layers. This will cause problems when the

line is being run out to the mooring gang ashore

the next time the ship comes alongside. Poorly

spooled lines should be manually re-spooled

properly beore each berthing.

POOR SPOOLING CAN LE

• A poorly spooled line may not fi• Parts of the line can slip down b

spooled turns and become trap• Trapped turns can be damaged b• They can also cause problems fo

line will pay out erratically and mstart to pick up whilst turning in This is particularly difficult when pulled up short by the line if the p


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The line is noGood spoolingEach turn lies neatly next to the previous one

6


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During departure, a 3rd officer injured the fingers on his left hand. The fingers gotcrushed between the tug’s line and the vessel’s 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 tug’s 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 the“shoulder” of the vessel’s hull. After the tug slacked off the line, the 3rd officertried to pull the tug’s 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 tug’s line suddenly and unexpectedly tightened up. The 3rd officerdid not let go the tug’s line in time, resulting in his left hand being crushed be-tween the fairlead and the tug’s line.

Immediate causes• Sudden tension• The 3rd officer w• The tug operato

keeping the tug

Underlying cause

• Crew from the to relieve the he

• Poor judgment b• 3rd officer’s lack

potential hazard• A bollard was u

the tug line

Root causes of th• Lack of commu

of positioning its• Insufficient crew• Officer in charg

communication

ACCIDENT


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While the aft station was unmooring, a crew member’s fingers got caught between

the tug’s line and the bitts when the tug begun pulling on the line without confirma-tion that the line had been made fast on board.

Real cases from www.nearmiss.dk


CASE

TWO SEAMEN WERE HEAVING

MOORING LINE. THEY HAD NO

COORDINATED THEIR WORK

ONE SUDDENLY LET GO. THE

KICKED BACK AND HIT THE O

ONE HARD ON HIS SHOULDE

NEAR MIS S


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On some ships, accidents associated with

mooring seldom occur. Why is that?

What do they do on board on those ships?

Here you can read about what they do and

what we recommend you to do on your ship.

What those ships have in common

they consciously do the ollowing:

How to prevent accidents

WE K OW

THE RI K F

M RI

WE KEEP AN EXTRA

EYE ON NEW

SHIPMATES

I KEEP MY

CREW BRIEFED ONEVERY CHANGE

WE LEAR

FR M R

EAR MISSE

E GRE SE

CHECK A D

TUR

E REGULARLY

CHECK LI EWE ARE

TAUGHT AND

TRAINED

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MOORING HOW TO PREVENT ACCIDENTS


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Risk assessmentsA risk analysis helps you identiy risks

come across on board when mooring.

We know the risks of mooring

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1



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STEP Mapping

Identiy the hazards. Call everyone in or amapping session on deck at the mooring gear.

Then, think about each individual work

process that you go through when mooring

and decide whether there are any hazards.

Just to get your thoughts and imagination going

a little, consider taking the drawings rom pages

6 and 7 with you to show what might happen.

Note down every hazard on a piece o paper.See the Appendix showing examples o poor lines

and equipment.

Go back to the office and assess the hathe poster attached to this guide onto w

can affix all the hazards.

Assess each hazard according to dange

probability. Then stick the note onto th

that it matches.

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WHAT ARE THE

HAZARDS WHEN

MOORING?

WHERE DO WE PUT CRUSHE



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An officer should produce a document cwhat you have decided. Aferwards it sh

passed on to all the relevant people, wh

helped identiy the risks and those who

in mooring operations.

Then use the document to remind you

you have decided to do, and do just tha

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

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WHAT’S TO BE DONE? WHO DOES WHAT? INSPECT THE LINES REGULARLY. MARK THE SNAP BACK

ZONES. DECK TO BE NONSLIP TREATED. MORE LIGHT ON THE FORECASTLE. NEW RADIOS.

TIDY UP ON DECK.


STEP 3 Action plan STEP

SO FOLKS OUR RISK ASSESSMENT DOCU


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Equipment:• Use of old, damaged wire• Poor equipment• Poorly designed mooring syste• No overview of mooring area• Hazard/tripping risk sites not h

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

Crew qualifications:• Lack of knowledge about the h

of the job• Unclear instructions• Lack of information• Lack of supervision

(supervisor involved elsewhere• Small, untrained deck crew• Ineffective on-board mooring t

without identifying and understthe dangers associated with snzones

THE MOST COMMON RIS

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

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STEP 5 Follow-up

NOW LET US CHECK THAT WE HAVE ACTUALLY DONE

WHAT WE DECIDED.


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We regularly check our lines

Check lines, wires and stoppers

The great danger in mooring is broken

wires. That is the reason why the lines,

stoppers used in mooring operations m

in good condition. Lines should be req

inspected or external wear as well as w

tween strands. Wires should be regular

with suitable lubricants and inspected

and externally or deterioration and br

strands. Splices in lines and wires shou

inspected regularly to check they are i

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Certificates and logbook

It is important to have a certificate 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 certificates clearly and keep them in an easily accessible fileready for inspection.

HMPE• High Modulus Polyethylen

Spectra• Similar to steel for strengt• Light, floats on water• Melting point 150°C

Aramid• Kevlar• 75% as strong as steel wire• Heavier than HMPE and

float• Melting point 425°C

Polyester • Dacron, Terylene• 30% as strong as steel wir• Heavier than HMPE and

float but is flexible and dur• Melting point 250°C

CHARACTERISTICS OF

COMPARED TO STEEL

0TYPE OF

M I N I M U M B

R E A K I N G

L O A D

20

40

6080

100

120

Different kinds of line, different strength

The most important actor governing a line’s

strength and elasticity is the material it is made

o. Natural fibre is weaker and more prone to

rot than synthetic fibre. There is a wide range o

different types o synthetic line available rom

various makers.

The main materials used or mooring lines are

shown in the figure on the opposing page – and

also the Minimum Breaking Load (MBL) or each

material compared to steel wires. MBL figures

reer to a new line being pulled straight, but the

MBL may be less or other configurations.

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Repairs and maintenanceIt is important to ollow the manuactu

tenance program and carry out routine

tions on board. Doing regular maintena

equipment lasts longer. Fewer acciden

giving considerable savings since any m

that might be developing will be detec

early stage.

It is important that all grease nipples a

working correctly and have not been p

over. To ensure that each part o equip

greased, it may help to highlight or num

nipple and record the details on a plangood idea to highlight them in order to

them rom being overlooked.

We grease, check and turn

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Anti-slip suraces can be achieved in thre

• Using special anti-slip paint

• Using normal paint and strewing fine s

• Welding naps onto the deck plating

Anti-slip surfaces

2



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Near miss review

The content and good advice in this m

based on seaarers’ many years o expe

mooring and accidents. But this experi

advice is general. The best learning and

or your own ship and crew.

So it is a good idea to learn rom accide

tunately they seldom occur, but that al

that you seldom have something to ana

learn rom.

We learn from our near misses The same underlyin

58

3

SERIOUS ACCIDENT

NE

M



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

Why did this happen?



Missing light madethe seaman stand in an

unsae place

Poor instruction

and planning

The seaman was not

aware o the risk o beeingin the snap back zone

The seaman’s VHF was

broken and he did nothear the last instruction

rom the bridge

There was a big swell

rom a passing vessel

Weather and oil hadruined the lineThe line parted

New unknown port

The seaman stood inthe snap back zone

The seaman was nearlyhit by a broken line

The winch was settoo high or the

minimum breaking

load o the line

No time to check gearbeore mooring

Poor maintenance

Mooring set-up created

a big snap back zone

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

A NEAR MISS EXAMPLEImagine that you are on the foredeckmooring. A line breaks and slices throair just 30 cms from the head of a seawho is busy paying out a line throughpipe. If the seaman had been standincloser, he could have been killed or vously injured. In a near miss situation you might just wipe the sweat from yoand say “thank goodness nothing hapand continue working.

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? !


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We are taught and trained

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Instruction

Ensure that everyone on board knows,

fident with, how you moor on your ship

I there are any inexperienced persons

you must train them in mooring operat

All new crew on board should have tho

struction in how you moor your ship. A

man has little experience, instruction s

even more thorough. Instructors need t

that all important messages are unders

The best way to learn new things is to t

The best way to learn is to do it yo

4

HOW MUCH DO YO

SO GET IT!!!


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I keep my crewbriefed on every change

We keep an extra eyeon new shipmates

66

Safety culture and behavior

When we talk about the saety culture, we mostly

talk about behavior. What kinds o action are OK,

which are not.

Does the behavior o the crew create dangerous

situations or is there something that prevents

individuals rom interering i they discover so-mething unsae?

5


I give directionsand have oversight


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Seamen on a vessel with a good saety culture do

more than they are required to do. They identiy

unsae situations, alert each other and are alwayson the lookout or ways to improve the way they

work to promote saety and avoid accidents. Shar-

ing inormation and learning rom near misses is

an integral part o their saety perormance. Not

only to comply with saety rules, but because they

are committed and because saety makes very

good sense.

We are ofen not aware o our (saety) culture –

that is what is so special about it. It is unspoken

and more or less invisible – but i someone doessomething that a culture does not allow, you

notice it.

That is why it is a good idea to try to raise its

visibility, otherwise you cannot assess whether

it is sae or unsae.

68

A SEAMAN WAS PAYING OUT A

MOORING LINE WHEN IT SUDDENLY

SNAPPED TIGHT

HE CRUSHED A FINGER SO BADLY IT

HAD TO BE AMPUTATED LATER

Reported accidents

ACCIDENT CONSEQUENCE


• Pre-arrival me

• Evaluation ch

• Instruction se

• Safety culture

• Ongoing focus

Tools t


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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 fixed 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 film of mooring.Best of all, a film 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 fixed 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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ASSESSMENT

After the first time new crew and deal with any questions/i

3

INSTRUCTING SHIPMA

Ask those you instructed lastsupervision (instruct others).

4

A SEAMAN WAS IN THE PROC

OF BELAYING THE TOWING L

BUT THE LINE GOT CAUGHT I

THE PROPELLER AND HIS LEG

TRAPPED

ACCIDENT

Instruction session

MOORING TOOLS TO IMPROVE SAFETY CULTURE


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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 thatcould 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

74

ONGOING FOCUS ON THE

To make the crew on board rememan ongoing discussion on:

• “What dangerous actions do we

• “Which actions do we take to pr

You can hang up two blank posters accept and one for preventive actioanswers to the two questions.

From time to time, members of theon the poster, such as: “Haven’t weissues.

A SEAMAN JUMPED DOWN

ONTO THE QUAY WHEN

MOORING AND LANDED BADLY

ACCIDENT

Safety culture session

MOORING TOOLS TO IMPROVE SAFETY CULTURE


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MOORING APPENDIX

76

Examples o poor and unsae 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

Lines and wiresshould not look


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78

Cut strand on a braided nylon line

Like cut yarns, cut strands have a direct though more

serious effect on the line’s strength.

Mooring lines stained with grease

Contact with chemicals may cause deterioration o the line.

When it is likely that a line will get in contact with grease

rom winches, roller airleads and so on, select lines with

good chemical resistance.

I a line passes along/over/around greased fittings and

equipment, those involved in maintenance/greasing

should be instructed to remove excess grease/oil.

Mooring lines stained with paint

Contact with chemicals such as paint may cause

degradation and should be avoided.

Contact with paint can cause the line to harden, which

affects its grip on the drum end.

Mooring line stained with fuel oilOil and petroleum products generally do not affect

synthetic fibres, but should be avoided and may cause

pollution when lines have absorbed oil and are then

dropped into the sea.

MOORING APPENDIX


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80

Improper spooling of wire line

Wire mooring line irregularly/unevenly spooled onto the

winch 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 fairleads

Chafing between a mooring line and other equipment

such as cocks and airleads causes surace abrasion.

Rust or evidence o wear may be an indication that the

rollers do not rotate reely.

Mooring wire and lines through same Panama leadFriction or chafing between mooring lines and mooring wire

causes damage rom surace abrasion and contamination o

the line.

The lubricated mooring wire leaves grease deposits on the

panama lead and stains mooring lines with grease residues.

MOORING APPENDIX


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82

Excessive clearance between roller and pedestal table,

two lines acting on the same roller

This indicates that the roller pin is worn, meaning it will

have lost part o its original strength and may fly back when

under tension.

Allowing two lines on the same roller is very bad practice

as it may result in overloading the roller/pedestal airlead

and chafing between the two mooring lines.

Chafing damage to line due to rust

Rusty, knie-edge flakes on the storage drum cause chafing

damage and accelerated wear on the mooring line due to

contact during operation or as a result o vibration.

Unsafe or damequipment

MOORING APPENDIX


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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 as

a trigger or discussion, making the regular questioning o changes and challenges

an important part o mooring routines.

In the publication you will also find checklists, agendas and posters or motivation

and discussion on board.

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

practice o mooring.

mooring do it safely_2013-08-09.pdf

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