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Health and Safety Executive Operational Circular

OC 730/17
Review Date 05/07/2014 Open Government Fully Open
Status
Version No & Date 1: 05/07/2004 Author Unit/Section CACTUS Transportation
Section

Target Audience:
FOD Inspectors

HEALTH AND SAFETY DURING SHIPS’ MOORING OPERATIONS

This OC advises inspectors on the risks and precautions associated with ships’ mooring,
which may occur at factory wharfs and quays, as well as in commercial docks. Mooring
may take place at unsocial hours and involve peripatetic ‘mooring gangs’. As such, it may
not be adequately controlled by client companies (for example, shipping agents or wharf
operators). Inspectors should bear in mind the content of this OC if they encounter
mooring operations or investigate complaints or incidents.

INTRODUCTION

1 The mooring and unmooring of vessels is an integral part of the operation of a working
port, berth, wharf or quay, including those serving individual companies, such as larger
factories. 

2 Mooring is a ‘dock operation’ as defined by the Docks Regulations 1988 and the
Regulations will apply, particularly Regulation 5, Planning. 

3 There have been serious accidents during mooring operations (including fatalities).

MOORING – THE PROCESS

4 ‘Mooring’ describes the operation of securing a vessel to a fixed quay, or berth by

means of mooring lines and/or cables. 

5 It requires the shore mooring team to be adequately trained, experienced and

supervised. They will need to have sufficient understanding of the requirements of the
vessel. The vessel’s Master and/or Pilot has the responsibility for the mooring operation
and the safety of the vessel. The mooring team will also need to understand the hazards
associated with the time, location, prevailing weather and tidal conditions at the berth. 

6  The lines and cables belong to the vessel and remain with the vessel when it is on
passage. As the vessel approaches the berth, one end of each of the lines/cables is sent
ashore by mooring boat or heaving (throwing) line so that it can be secured onto the bollard
or hook on the berth. Once secured, the vessel will then use the lines to help manoeuvre
into position, using a combination of engine movements, ship’s winches pulling on lines and
using secured lines to check the movement of the vessel. 

7  Some new vessels are secured by automatic docking systems for which specialised

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training may be required. Such systems are not covered in this OC.

8  Most vessels use shore based mooring gangs to attach the lines to the shore with or
without boatmen in line boats. In some instances some vessels will self-moor using the
vessel’s crew without shore-side support or assistance. Enforcement of standards for such
crew-only operations falls to the Maritime and Coastguard Agency (MCA). HSE’s interests
will normally be limited to the workplace issues outlined in paragraph 13.

9  Inspectors can take action if they encounter crew-only operations that are placing shore­
side personnel at risk, in line with our Memorandum of Understanding with the MCA. 

10 Some ships have tension winches set at what may be a very high pre-determined
setting. Loads on ropes, especially during mooring or unmooring operations, can fluctuate
rapidly and winches can automatically pay out or heave up ropes without warning. This is
most likely to happen to ropes close to ones being handled by the mooring team, but
attention must also be paid to ropes from ships on adjacent berths using the same or
close–by bollards.

MOORING LINES 

11  The following terminology is used to describe mooring lines/cables

RISK ASSESSMENT 

12 The Management of Health and Safety at Work Regulations 1999 require duty holders
to carry out risk assessments. This will be the employer where a shore-based mooring
gang is involved. Merchant shipping regulations (enforced by the Maritime and Coastguard
Agency [MCA]) have similar requirements relating to the ship’s crew. Chapter 4.10 of the
Memorandum discusses responsibilities for mooring. 

13 Mooring gangs are likely to be contractors employed either by the shipping agent,
port/wharf/quay operator or vessel operator. As with other contractors, they should be
assessed on their health and safety competence, as well cost/quality etc. HSE guidance
Managing Health and Safety in Dockwork (HSG177) discusses this in more detail. As part
of its risk assessment, the client must consider the risks it creates for the workers in the
mooring gang, and ensure that their employer has adequate information. 

14 The workplace for mooring gangs could be under the control of another party (usually
the dock/wharf/quay operator). Consequently, these duty holders need to assess the risks
and take steps to ensure the safety of a mooring gang using their facilities (e.g. by
providing proper lighting and a surface free from slipping and tripping hazards). 

15 Detailed discussion of the risks and precautions, based on marine experience, is given
in the appendix. As an overview, any risk assessment of mooring operations must be
comprehensive and consider the local mooring arrangements (i.e. the use of line boats,
hazards created by the positioning of bollards on Dolphins [stand alone mooring platform],
safe access, lighting, Personal Protective Equipment (PPE) etc.). It should also consider
the number of workers required to conduct the operation safely. 

16 In short, mooring operations must be properly planned (Regulation 5 Docks

Regulations 1988). 

17 Mooring gangs need adequate training in understanding the task in a step-by-step way

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so that they are able to identify the hazards and necessary precautions, explain all the
terminology likely to be used by the vessel’s crew (and others) with whom communication
and co-operation will be essential. 

18 It is probable that since both wind and tide states will vary independently, the sequence
of mooring line deployment will need to be changed accordingly. These and other variable
factors should be considered at the assessment and training stages. 

19 Inspectors should remember that, as well as the ‘usual’ risks at docks/wharfs/quays

(e.g. falls from height and into water, workplace transport, musculoskeletal disorders),
mooring operations include the possibility of ‘snapback’ where the mooring line(s) breaks or
snaps with immense force. There have been a number of fatalities and serious injuries
worldwide during snapback incidents. The need to escape from snapback may mitigate
against precautions intended to control other risks, such as PPE to prevent falls into water. 

FURTHER GUIDANCE

20 Further information is available in Chapter 25 of The Code of Safe Working Practice for
Merchant Seamen, available on the MCA website. 

Date first issued: 05 July 2004  

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APPENDIX
(para 15)

HAZARDS AND RISKS

At the berth:

o Access and egress to working areas: many may be remote with difficult and unsafe
access routes.

o Lighting: A minimum measured luminance of 20 lux is required for mooring operations.

50 lux is preferable.

o Slips, trips and falls, especially at bollards which should be kept free from obstruction
and free from oil and ice etc. Wooden surfaces may become slippery if not
cleaned/maintained.

o Other vehicle/crane movements in area: Vehicle control points should be notified of the
location and time of mooring operations.

o Emergency recovery plan/equipment should be in place to deal with emergencies.

Precautions During Mooring

Manual Handling 

o Lifting of mooring lines can cause injury. Mechanical assistance may be required in
some situations (some suggest these include where mooring lines have to be lifted more
than 5 metres vertically, or brought more than 10 metres over land). 

o When heaving a mooring line ashore, haul sufficient slack straight onto the quay and
then, with one or more persons holding the weight of the line, walk the slack line along the
quay to the bollard. 

o When the eye of the line has been placed on the bollard, tell the person(s) holding the
weight to ‘let go’. Do not throw the slack of the line over the quay edge until the others are
clear. 

o When accepting a mooring line, beware, particularly with large ropes, of any sudden
release on board the vessel or of any sudden check of the mooring line. Lines should be
paid out steadily, but a sudden surge of weight could pull you over. 

o When handling a line, if excessive load comes onto the line as it is being handled, let it
go, do not attempt to hold it back.

o Never hold any mooring line by the crown of the eye. When placing the eye on a bollard,
always hold the rope by the side of the eye or the standing part and throw the eye over the
bollard. Never let hands or fingers get trapped between the line and the bollard. 

o Always ‘dip’ the second line onto a bollard when placing the eye of a second mooring
line over a bollard. The eye of the second line is brought up through the eye of the first line.
This prevents the lines becoming jammed. When doing so always make sure that there is
plenty of slack and that the weight between ship and quay is held by another person. 

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Laceration hazards 

o Wire ropes are notorious for ‘spragging’ (broken lines or strands) anywhere along its
length, but in particular at the eye and splice. These sprags can inflict very painful injuries,
even through leather gloves. 

o Never let a wire rope slip through your hand and never slide your hand along the line.
The wearing of rings can be a hazard. Serious hand injuries have been caused by rings
being caught on sprags. 

o When making fast to trip hooks make sure that the hook lock is secure before placing
the eye. 

o When using sunken bollards, rings or hooks, which are normally covered when not in
use, move the cover plates to a safe position. This will usually be behind the line so that the
line will not foul it and also that others and yourself will not trip over it.

Danger from Breaking lines 

o Never stand in the ‘Snap back danger zone’ behind the bollard when a vessel is
heaving/manoeuvring alongside. If the line parts it will fly back towards the bollard, or ship.
Wire ropes are particularly hazardous as they tend to snake when they part. This is a
greater risk than that of someone falling in the water.

o Once a line has been placed on the bollard, move well away from the bollard whether
the strain has been taken on the line by the vessel or not. When considering what distance
to retreat, one must think in terms of 20 or 30 feet. A Nylon rope parting under tension 30
feet from a bollard will fly back 20 to 25 feet; a sisal rope will probably not fly back at all, but
steel wire will fly and snake unpredictably, depending on the angle of the line and how it
parted. 

o Always listen and watch for any signs to indicate that the lines are being over strained.
This can easily happen when the vessel is heaving alongside or making adjustments to her
position. Different types of rope give different alarm signals. 

i. Sisals, manilas or coir will creak and squeak.

ii. Terylene, polypropylene or any man-made fibres will creak.

iii. Wire rope will ‘sing’ or crack. 

iv. Nylon may make no noise at all, except for a very loud “crack” when it
parts. 

o Sudden tension applied to a line either by ship’s winches, or movement of the vessel by
surging or listing, can cause the line to snake without parting. Anyone in the near vicinity,
i.e. putting another line on the same bollard, can be dealt a severe blow. 

o At all isolated mooring platforms providing no means of escape from such events, a safe
place of shelter should be provided to afford protection from breaking mooring lines. 

General 

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o Never stand in a loop or ‘bight’, or eye of a mooring line. If the line tightens rapidly
people may be caught or hit by the line. 

o Beware of weighted heaving (throwing) lines being thrown from the vessel. Many have a
knot (monkey’s fist) on the end that acts as a weight to enable the line to be thrown. Some
may have an additional weight added such as a large metal nut. 

o When accepting a heaving line or ships line never stand on the edge of the quay. Stand
at least one metre back. 

o Never stand between the quay edge and a mooring line. 

o Never walk over a slack mooring line between bollard and vessel – if the vessel heaves
or moves the line will become taught rapidly. 

o Never stand astride, stand on or walk over taught mooring lines. 

o Be aware of the extreme danger to someone in the water from ships thrusters,
propellers and being crushed between the vessel and quay. 

o Stand clear of bollards when waiting. Do not sit on the bollard or the quay edge. Be alert
to what the ship’s crew is doing and what your colleagues are doing. 

Precautions During Unmooring:

o Go to the bollard only when the line to be released is slack; release the line and stand
well clear. 

o When the vessel has ‘singled up’ (one line forward and one aft) and making ready to
depart, extra strain may be put on the spring lines when ‘springing off’ i.e. to spring off the
bow the vessel will require the stern line to be heaved in which will place extra strain on the
after backspring. If the stern is to be sprung off the strain will be placed on the headline and
fore headspring. 

o Invariably when a ship is ‘springing off’ the ship will be using its engines and propeller to
obtain extra leverage. This means extra strain on lines. 

o If tugs are used to pull the ship off, then greater strain may be placed on the lines even if
the tug is only taking sufficient strain to hold itself in position.

o An off shore wind will increase the loading on mooring lines, particularly on a large
vessel with deck cargo which acts as a sail. 

o As with mooring when releasing any line from a bollard, the line should be grasped by
the side of the eye. Never slide your hand along the line and never let your hand or fingers
get between the line and the bollard. 

o When releasing a dipped line always pull sufficient slack through the eye(s) of the other
line(s) and then turn the dipped line eye over the bollard. If it is jammed by one of the other
lines, pull the clear part right over the top of the bollard so that it can be pulled free; then
signal to the crew on the vessel to haul it free. 

Personal Protective Equipment (PPE)

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o Employers will have to carry out a risk assessment for mooring operations which will
have to consider areas such as: 

o Night or day operations. 

o Weather conditions. 

o Slippery surfaces in wet, ice or snow conditions. 

o How exposed the area is. 

o Availability of help etc. 

o As with any PPE it is important that it is properly selected. Consideration should be

given to factors such as: 

o frequency of use 

o size and weight of wearer 

o ability to swim 

o other high visibility/protective clothing to be worn 

o use of tool belts or other loads worn 

o should a light be fitted for use at night etc.

o Lifejackets may not be required in every mooring operation. Where

lifejackets are required, systems will need to be put in place to
ensure that
they are properly maintained, inspected and tested. 

o All workers who use the lifejackets should be trained in their care
and use

    including pre-wear checks. 

o An emergency recovery plan should be put in place in the event that

someone falls in.

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A) Headline A
B) Fore breast line
C) Fore backspring
D) Fore headspring B Forward
E) After backspring
F) After headspring C
G) After breastline
H) Sternline
D
E

F Figure 1
G Aft