Loss Prevention Bulletin Accidents during Mooring Operations

The Club’s analysis of significant claims found that approximately 5% of all severe personal injuries happened during mooring or towing operations.

Although a substantial proportion Winches must operate and stop and free from grooving damage, rust, of these claims resulted from slips, smoothly and be isolated after use. paint and oil. trips and falls, almost half were Directions of movement should Before mooring operations caused by parting lines or involved be clearly marked. Winch brakes commencing, all winches, ropes, crewmembers’ failure to abide by maintained in good order, with all fixtures, and fittings should be visually safe working practices whilst handling linkages working satisfactorily and examined and machinery tested; any lines. The invariable aftermath of adequate brake lining thickness per defective equipment should be taken these incidents resulted in life- the manufacturer’s instructions. Winch out of service and repaired or replaced changing injuries as well as emotional drums are designed such that they before use. trauma being suffered. In response are most effective at holding a rope to such accidents, this bulletin under tension when the line is pulling Care of Ropes has been written to reemphasise against the fixed end of the brake correct procedures and promote band arrangement. Therefore, it must Unless proper care is exercised to good practice. be ensured that lines are wound onto preserve the condition of a line, its drums according to the manufacturers’ tendency to break under tension may General recommendations to ensure the brake increase significantly and reinforces does not fail prematurely. the necessity for a comprehensive Routine precautions should include Line Management Plan (LMP) to be regular checks of the deck areas used implemented. When considering for mooring operations. Unless already the rope care protocols to be fitted with treads, mooring decks’ carried out onboard, integrating the surfaces should be treated with anti- manufacturer’s instructions and slip paint and must be kept clean and recommendations into the vessel’s free of clutter. PMS is a vital component of the Mooring winches and deck fixtures process. and fittings should be inspected, maintained, and greased according Fibre Ropes to the vessel’s Planned Maintenance Almost all fibre ropes in use at System (PMS) requirements. In sea today are manufactured from particular leaking joints in hydraulic synthetic materials. Mooring lines lines should be rectified, possibly are often made of polypropylene, considering the construction of polyester or high modulus save-alls to protect the decks from polyethylene (HMPE). Different further leakage. On winch drums fitted with disc synthetic materials have unique brakes, ropes can be wound onto the Fairleads and rollers should be properties; HMPE, for example, drum in either direction. Regardless regularly lubricated, checked for free is resistant to most chemicals but of type, winch brakes should be set movement, examined for wear, and will melt at a lower temperature to render at approximately 60% of the bitts examined for distortion and than polypropylene; therefore, Minimum Breaking Load (MBL) of the fractures. Leads that have previously the synthetic fibre ropes’ unique rope on the drum. Clutches should been used for wires should be properties in use onboard should be operate smoothly, and clutch control inspected for metal damage before known and appropriate precautions lever securing pins fitted ready for use. being used with fibre ropes. are taken. Drum ends should be smooth, clean, Loss Prevention Bulletin

Ultra-violet rays may result in actinic Wire Ropes Wire ropes have less elasticity but degradation, and coils of synthetic may give a prior warning if about to With the correct lubricant grade, ropes should always be stored away part. Sharp cracks may be heard, and lubrication should be carried out from direct sunlight when not in use individual strands may begin to unravel regularly to minimise internal and and covered when in port. The ropes before the breaking point is reached. external corrosion, and cores must should be stowed well away from Although a parting wire may not travel not be allowed to dry out. A kinked paint, thinners and chemicals as these as far as a synthetic rope, snap-back wire will reduce strength; therefore, substances’ vapours may also cause effects can be equally harmful. Even care must be taken to avoid bending damage. Storage areas should be well when fitted with a synthetic fibre rope it excessively. Similarly, crossing wires ventilated and fitted with wooden tail, wire rope’s limited ability to absorb on the drum end may cause the line gratings or pallets to assist drainage shock makes it desirable that only fibre to become crushed or flattened. The and improve air circulation. Ropes ropes are used as first lines to heave a presence of snags, kinks, bird caging, should never be stowed against hot vessel alongside. crushed or flattened strands, and bulkheads. corrosion reduces the wire’s strength. Whenever a line is observed to be A visual inspection of synthetic ropes coming under excessive strain, all Wires, including splices, should be should be made at frequent intervals, possible measures shall be taken to periodically examined along their entire including a thorough examination of reduce the line’s tension so far as is safe length and any damage evaluated in the inner strands and the condition and practicable. line with the company’s wire discard of the splices. “Powdering” between criteria, which should be detailed Stoppers strands is usually an indication in the vessel’s Safety Management of excessive wear and weakness. Stoppers should always be of the same System (SMS), to determine whether Excessive surging from warping drums type as the fibre rope to be held, of replacement is necessary. If a wire’s or bitts should be avoided as friction sufficient length and adequate strength; strength is in any doubt, it should be may cause the fibres to fuse, resulting ideally, 50% of the MBL of the line being taken out of service and replaced. in a reduction in strength. The fitting of held. When handling wire ropes, suitable eye splice protectors around rope eyes gloves should always be worn to protect Synthetic ropes demand flexible may provide additional protection the hands from snags. synthetic stoppers made of low-stretch against wear. When the working end material and with a high melting point. of a rope, be it on a winch drum or a Parting Ropes Polyester and polyamide stoppers are loose coil, becomes worn or damaged, When berthing, the most critical both acceptable; however, it is advised it should as a temporary measure be period is often after the first line has that polyamide stoppers are not used either be cropped and re-spliced or been sent ashore. The strain on a with polyamide ropes due to its low the rope “end for ended”. single line may be considerable, friction of coefficient. The stoppers significantly increasing the risk of its should preferably be rigged with both parting. Although synthetic ropes ends free so that they crossed over and have great elasticity and an excellent under, “West Country” method can be capacity to absorb sudden shock, used. breaking when under stress may Chain stoppers should be used with produce a potentially dangerous snap- wire ropes, first fastening the chain back. It is difficult to predict when a in a well-spaced “cow hitch” and turning synthetic rope under strain approaches the tail several times against the lay its breaking point as audible indications of the wire. It must be remembered are often absent. Personnel on that stoppers serve only to hold the the mooring deck should always line momentarily while it is secured, stand in positions of safety in such and sudden shocks or increased load circumstances, clear of the snap-back may cause the stopper to part. Once zone area. a rope has been laid up on the bitts, Loss Prevention Bulletin

the stopper must be removed from the rope. When a line has been tensioned on a drum end, it must be stoppered and transferred to mooring bitts; it is bad practice to leave lines on drum ends that are not in the process of being tensioned or slacked. Mooring Operations

It is essential that sufficient personnel are detailed to attend the mooring operation and that the activities to be undertaken are adequately explained and supervised by a deck officer. Personnel not involved in the mooring operation should be kept well clear of the mooring decks. In the event of an unusual or non-standard mooring operation, it is recommended that a new risk assessment be completed before the operation commences as they will potential have associated hazards not covered within the risk assessment done The mooring officer should not The mooring officer should alert shore for a standard mooring operation. get involved in the physical mooring personnel before a heaving line is The officer should take charge of activities but should maintain an thrown and warn the mooring party the communication link between overview of the operation. Keeping when it is about to be thrown back the mooring deck and the bridge. a sharp lookout for potential hazards to the ship. Being hit by the end of a All communications should identify should be considered an integral part heaving line can cause serious injury, the vessel to ensure that no of the mooring officer’s duty. and the “monkey’s fist” should only misunderstandings occur when other be made of rope and never be formed The officer should also ensure that vessels communicate on the same radio around a heavy weight. the mooring party wears correct frequency. Accurate reporting to the personal protective equipment in Split drum winches are designed so bridge is essential, with instructions line with the requirements of the that the line should leave the drum’s from the bridge acknowledged, vessel’s SMS, which will include, tension side from the first wrap of repeated and then confirmed once as a minimum, safety helmets (with rope to ensure maximum holding actioned. The bridge must also be chinstraps secured), appropriate capacity. Care must be taken when advised when all ropes, be they footwear, and high visibility clothing crewmembers are transferring the moorings or tugs lines, are clear of the which will not become entangled rope from the drum’s storage side water and main engines and thrusters during mooring operations. Safety to the tension side; the rope should can be used. goggles should be available if an be pulled through the gap in the Additionally, there must be a clear anchor needs to be used, and gloves drum divider rather than pushed, communication line between the should be used whenever wire ropes as it may spring back and strike the mooring officer and the linesman, and are handled due to the danger of crewmember. parities must always maintain visual injury from broken wires. Provided Self-tensioning winches are fitted contact during the operations. There permission has been obtained from on some vessels; however, it is should be one linesman who is clearly the bridge, mooring decks should be recommended that these are not used identifiable as the contact point to which illuminated at night. in self-tensioning mode when a vessel visible/hand signals are communicated. Loss Prevention Bulletin

is connected to a shore manifold or not to be let go such that they fall fibre ropes; instead, they should be has limited room ahead/or astern of uncontrollably into the boat/water. either wires or fibre ropes. the vessel. There have been many Avoid large changes in the direction Ensure that during the running of the instances of vessels, when using of a line by leading ropes and wires mooring lines that each service, i.e. self-tensioning winches, creeping around sharp bends. breast, spring, head and stern lines, along a berth due to the prevailing are done as stipulated in the Towing environmental conditions. Don’t surge lines unnecessarily; always endeavour to winch back. and Mooring Arrangements Plan The responsible officer should also and symmetry about the vessel’s Avoid crossing wires and synthetic make sure that the basic principles of longitudinal centre line is maintained fibre ropes or leading both rope safe mooring are closely followed by as much as possible. types through the same fairlead. those working under their direction Tugs by ensuring that, as a minimum, the Don’t stand too close to the drum following points are abided by whilst end when heaving or slacking. When making fast to a tug, in most cases, a tug’s line will be used, they are conducting mooring and Ensure that a second person helps however; if a ship’s line is required to towage operations. each drum-end rope handler pay out make the tug fast, then care should the line or pick up the slack. Never stand within the bight of be taken to select the best ship’s line a line. With synthetic lines, don’t apply too available, ensuring the line is in good Never stand in the bight formed many turns to the drum end. Three condition, has sound splices and between the winch drum or the drum or four turns are generally sufficient; does not have short splices within its end and the fairlead. however, whelped drums may length. The ship’s line selected should require more turns. be of sufficient strength to withstand Always stand in a position of safety, any dynamic loading imparted in clear of a line’s snap-back zone All leads within the mooring line it during the towing operation. It area when lines are under tension. arrangements must be of matching is recommended that the MBL of Lines will generally snap-back in a dimension, MBL and material. the ship’s line’s line is at least twice direction based upon the direction Where synthetic fibre and wire the bollard pull of the tug. When in which it was leading. When led ropes are available, the two types connecting or letting go towing lines, around pedestals or bitts, the line should not be mixed in the same either provided by the tug or vessel, will snap-back around these in a service. For example, breast lines these must always be kept under much larger arc. should not be a mixture of wire and Ensure only experienced crewmembers operate winch controls. Never leave rotating winches unattended or with winch control levers tied off. Ensure winch operators can see the officer in charge. Always try and remain in full control of a line. Never attempt to stop an unchecked line by grabbing hold or stepping on it. When lines are being run using a line boat, the lines are to be lowered under control to the boat and are control, using messengers to heave or About the Author slack the line as necessary.

Following any tow line connection, all mooring personnel should stand well clear of the operational area as tension in the towing line often increases rapidly and with little or no warning. When needing to work within the operating area or to attend to the tow line, always keep clear of bights of Dean Crossley rope and the towing line’s snap-back Loss Prevention Manager zone area. T +44 20 7716 6059 The eye of a tug’s towing line should E [email protected] be placed over a mooring bitts post clear of rope or wire, and ship’s lines Dean is the Loss Prevention Manager in the laid up on the bitts. Bitts should be West of England’s London Office. He is a prominently marked with their safe Master Mariner with seagoing experience on working load (SWL), and the SWL of a variety of dry cargo vessel types. Before bitts used for towing must exceed the joining the Club in 2016, upon transferring expected dynamic loadings in the tow to shore-based employment, for over 13 years, Dean has worked at an IG P&I Club line. in London as a Claims Manager and as a Tugs should only be cast-off after Marine & Warranty Surveyor at leading marine consultancies. receiving instructions from the bridge and never on the tug crew’s orders. Get in touch Members requiring any further West of England Insurance Services guidance are advised to contact the (Luxembourg) S.A. Loss Prevention department.

Associated Loss Prevention Bulletins on the topic of mooring operations London Office One Creechurch Place which can be seen in the listed Creechurch Lane publications below: London EC3A 5AF

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