Mooring - Do It Safely (2013) PDF

Mooring do it safeLY
A guide to prevent accidents while mooring

The guidance has been prepared in close
cooperation with the Danish Maritime Authority
and the Danish Shipowners Association
Thanks to Sources:
Walter Vervloesem (Chairman IMCS) Mooring and Anchoring Ships Vol 12,
A. P. Mller-Mrsk A/S The Nautical Institute
Dampskibsselskabet NORDEN A/S
Mooring Equipment Guidelines 3rd edition,
TORM A/S
OCIMF
Royal Arctic Line A/S
Uni-Tankers A/S Effective Mooring 3rd edition, OCIMF
The crew on board M/T Maersk Bristol
The crew on board M/V Evelyn Mrsk Mooring and unmooring (D101), Nautilus
Captain Gert Bjerre International
Chief Officer Mikkel Reiter Kardel Guidelines on minimum training and
Chief Officer Jakob Holm education for mooring personnel, IMO
2nd Officer Peter Strand
A.B. Stig Arend Rasmussen UK P&I CLUB Understanding Mooring Incidents
Pilot Ivar Svane
UK P&I CLUB Risk Focus Moorings
Kalundborg Linesmen Aps
Marstal Navigationsskole Mooring Accidents on board Merchant Ships
Svendborg International Maritime 1997 2006, Division for Investigation of Maritime
Academy (SIMAC) Accidents, Danish Maritime Authority
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Contents
Why guidance on mooring? 4 How to prevent accidents 42
1. Risk assessments 45
How to moor safely 10 2. Repairs and maintenance 57
1. Preparing for mooring 10 3. Near miss review 59
2. Running out lines 14 4. Instruction 65
3. Hauling in lines/Snap back zones 22 5. Safety culture and behavior 66
4. Using the drum/capstan 31
5. Using a stopper 32 Tools to improve safety culture 69
6. Spooling 36 Pre-arrival meeting check list 70
Evaluation check list 71
Instruction session 72
Safety culture session 74
Ongoing focus on the safety culture 75
Appendix 76
Publisher: Seahealth Denmark Illustrations p. 24 - 25 inspired by

Responsible Editor: Connie S. Gehrt Mooring and Anchoring Ships Vol 1-2
Written & edited by: Sren Bge Pedersen,
Seahealth
Eva Thoft, Grontmij Seahealth Denmark 2013, Copenhagen.
Illustrations: Lars-Ole Nejstgaard All rights reserved.
Niels Knudsen All trademarks acknowledged. Limited copying
Photos: Walter Vervloesem permitted with acknowledgement of source.
(Chairman IMCS)
Graphic design: martinsonnedesign ISBN: 978-87-92084-28-6
Printed by: Grefta Tryk A/S
3
5
Mooring Why guidance on mooring?
Why guidance on mooring?
Mooring is the operation performed first and Accidents come unexpectedly

foremost by the deck crew as the ship reaches the The worst case scenario is of course a crew
port but it is also one of the most difficult, com- member getting injured. Accidents always happen
plex and dangerous jobs on board. Mostly things while you are unprepared, believing the operation
turn out safely. But sometimes an accident occurs to be going smoothly and efficiently.
and this usually has severe consequences.
You think you are in control doing what you
Several cases have been reported in the past always do while mooring and suddenly you are
about accidents during mooring operations and in the middle of a situation you never thought
many of them have led to severe injury or death was possible with a major crisis to be managed
of seamen. immediately and afterwards.
the pilot wants 3-2 10 minutes later

fine like we
bridge!
at both ends always do here
bridge! first officer has been hit by a line.
it looks very bad.
One moment peace and quiet; the next, an accident strikes like lightning from a clear sky
4
Why guidance on mooring? Mooring
This guidance aims to help the ship management Who should read this?
and the crew prepare and plan a safer mooring. The guidance is especially relevant for people in
It presents tools and knowledge focussing on how the health and safety organization and members
to prevent accidents when mooring. But it is not a of the ships management. They are the ones who
catechism in mooring. plan work, instruct their shipmates and ask the
shipowner for equipment and changes to the ship.
You will find many near miss examples in the But ratings can also learn from this guide.
guidance. Use them to evaluate your own practice.
Could this happen on your ship? Mooring differs from ship to ship. Here we are
concerned with principles.
The authors are fully aware of the limitations to
conducting a safe mooring operation due to poor The material is divided into four sections:
construction and design of the mooring deck and
arrangements. However, with the tools you can How to moor safely.
improve the safety while mooring. By acting as a Introducing rules of thumb for safe mooring.
team, being well prepared, knowing the risks and
looking out for each other, we believe you can How to prevent accidents.
make a difference. Introducing ways of registering risks,
preventing accidents and creating a good
But first: Look at page 6. Here you will find a safety culture.
drawing showing dangerous actions. How many
can you find? Tools for a better safety culture.
Appendix: Photos of poor or unsafe conditions.
ACCIDENT CONSEQUENCE
The crew were in the process
of moving THE ship while loading. The line hit the head of a
The foreline suddenly parted since seamaN, fractured his skull and
no one had released the brake on led to loss of hearing and vision
the poop winch aft Reported accidents
5
Look at the drawing how many risks can you identify? ______________
(The answer is on the next page)
I cant
see what
youre
saying
The underlying factors
Fatigue Poor supervision Recklessness Poor training Poor Unspoken

procedures accept
6
Too busy Stress NOT understanding Bad Management Management

the hazards radio looses breadth toO young and
diSciplinE of view unexperienced
7
16
21 26
4
15
2 25
23
24
5 1 20 22
3 27
6 14
13 12 19 28 30
29 31
9 11 10
7 18
17
8
1 Poor overview 17 Mess on the quay

2 Stopper breaks 18 Line caught in fender
3 Oil leak from winch slip/injury 19 Telling off/bad communication
4 Too cold 20 Lines lying too long in sun & water
5 Crossing line 21 Language confusion
6 Sea rising 22 Bad lighting
7 Lines in mess on mooring boat 23 Poor communication between pilot & captain
8 Wires/ropes tight and slack/or different ma- & tug
terial, elasticity and breaking strength 24 Line singing before it parts
9 Line thrown without telling docker 25 Wet paint
10 Strong current 26 Unaware of risk, being in snap back zone
11 Moving to and fro 27 Standing on the line
12 Standing in a bight 28 Draught changed
13 Too many turns (on the drum) 29 Line comes off bollard steep angle
14 Sitting on a line 30 Line round propeller
15 Untidy lines 31 Several lines on same bollard
16 Wrong outfit
8
Reasons for accidents

Mooring, towing and hauling impose enormous Factors can be found in
strains on lines, warps, gear and equipment and Equipment
major forces are involved. Therefore take care Work processes
and think carefully when mooring especially on Crew qualifications
ships with structures that make it hard to oversee Crew concentration
what is happening. Also on ships calling at diffe- Ships safety culture
rent ports the specific mooring arrangements may Weather
differ considerably.
Preventing accidents is about reducing the
As humans we tend to believe that things are safe risks of those factors. The only parameter that is
if nothing happens. You might say that the norm hard to overcome in this respect is the weather.
for what we believe is dangerous decreases over
time. Normally mooring goes well, but as time In the next two chapters you can read about how
goes by, the level of safety slowly declines. Maybe to moor safely and how to prevent accidents when
you lose concentration, maybe you slacken your planning, training and building up a safety culture.
procedures just a little bit, maybe you get a little
complacent. And then it suddenly happens not
because of one factor but because of a number of
interacting factors.
Three common reasons for accidents
Seamen standing in bights or snap back zones and when lines part, those involved
are often injured.
Insufficiently trained crew are used during mooring operations and they are often
seriously injured if something goes wrong.
The person supervising the mooring is also involved in the operation and is unable
to carry out his role effectively.
9
Mooring How to moor safely
How to moor safely
Although a routine job, mooring often involves Ordinary mooring

huge stress for the teams. There is often little time The sequence of actions is given below:
to prepare, so it is important that all are involved
and fully aware of the limitations of the mooring Preparing
1 for mooring
process and that all use their best efforts so that
the crew involved in mooring can act as a team. Running
2 out lines
Hauling
3 in lines/Snap back zones
In this chapter you can read about how to moor Using
4 the drum/capstan
safely and what to be especially careful about.
Using
5 stoppers
The principles described deal with ordinary Spooling
6
mooring.
10 rules of thumb
There are very few rules that apply to all 1 Preparing for mooring
mooring operations, but the following dangers Before the actual mooring begins, it is important
should be absolutely avoided in any situation. to be well prepared in every detail so that the moor-
You can see the rules on the opposite page. ing can be done efficiently, safely and without any
delays or disturbances resulting in mishaps. When
With these 10 rules of thumb in mind, it is the mooring operation commences, everyone is
also important to remember basic seamanship. busy making the ship fast and there is no time
Take the time to consider your own and your to begin talking about issues which should have
shipmates work and the work of those who are been done in advance.
new or unfamiliar with the ship.
As described earlier, mooring operations are high
Overall, the mooring operation should have a risk operations. We must never assume that people
fixed rhythm and coordination, with crew both know the risks involved and the correct way to
fore and aft depending on each other. Timing is communicate, etc. People are doing the best they
often a vital factor when making fast the various can and what makes sense to them in the context
lines and if it is not done right the first time, it that they are in. When an accident occurs, we
can put safety at risk. much too often hear and read: Why didnt they
know? Why didnt someone stop the operation?
Why didnt they take action sooner? How come
they didnt see the risk?. We have to make sure
every member of the mooring team understands
10
How to moor safely Mooring
10 rules of thumb
1 Always wear the correct personal protective equipment (PPE), which is an important
part of proper preparation considering that PPE is the last line of defence.
2 Always consider whether you are in a snap back zone and never stand on either an
open line or a closed bight of line. Keep an eye out for all members of the team.
If you think they are in an unsafe position, alert them.
3 All operations need to be carried out calmly without rushing about. Rushing leads to
slips, trips and falls.
4 Never lose sight of what is going on around you and have an escape route from any
likely danger (that is, avoid being trapped against the bulwark or other obstacle when
a line parts).
5 Always put an eye onto a bollard or bitts by holding the eye either on its side or by a
messenger line to avoid getting fingers trapped against the bollard if the line suddenly
snaps tight.
6 Never heave blindly on a line when no one is watching what is happening at the other end.
7 Never try to be heroic by jumping onto a line that is clearly running over the side and
out of control as you are likely to go overboard with it.
8 Never run more than one line around a fairlead sheave as the lines chafe through
quicklier and the sheave is really only strong enough to take the load of a single line
under tension.
9 Never use any equipment that is obviously faulty. If you notice damage, then it should
be reported and an alternative arrangement for the mooring line used.
10 Never let go of a mooring line under heavy load without determining first why the load
is so heavy and then taking the proper precautions if it must be let go.
11
the operation in full, depending on the role and This information is usually provided by the pilot,
position on board. Preparedness is a vital part of who then informs the captain, who informs the
avoiding mishaps. mooring teams fore and aft by radio. It is therefore
a good idea to carry out a pre-arrival meeting
In some ports, the mooring team is informed quite (some call it a toolbox meeting) before the pilot
late about which and how many lines are going to arrives so that alternative arrangements can be
be used and about the need for a tugboat. discussed in good time without any rush.
A pre-arrival meeting makes you well prepared
Ask the following questions:

Are all mooring gear and equipment ready for use and well maintained according to
the maintenance plan? (see chapter II and appendix).
Has the mooring team read and understood the SMS procedure? If there are any gaps
between the procedure and the operational way of doing the mooring, this has to be
discussed and corrected.
Is everyone instructed about the risk assessment and the latest near miss reports, if any?
Is everybody aware of and trained to identify 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 ships name to avoid misunder-
standings. Is it clear what is defined as unnecessary communication and how to avoid it?
Are all walkie-talkie batteries fully charged and are spare batteries available? A selected
channel should be used with as little interference as possible from other users at the time of
berthing. Check that the mooring teams fore and aft 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 for evaluation
afterwards.
12
This is how we are going to do it.

Any questions??
Planning the mooring
A seaman was operating
a wire capstan when he He twisted his back and
slipped due to a difference suffered subsequent pain
in deck level Reported accidents
13
2 Running out lines

When the ship arrives at the berth, the mooring Apply control right from starting to pay out.
lines must be ready for running ashore. Running It can be downright dangerous to try to tread
out lines often involves major risks to the crew, on the line if it has started to run away under
especially from getting caught in lines. its own weight. If it does, it is best to stand clear
and throw the eye at the other end of the line
Be sure that someone keeps an eye on the mooring over a set of bitts to prevent losing the entire
lines and on what is going on both on board and mooring line over the side.
over the side, so that any problems are spotted The crewman must stand on the correct side
before they become serious: of the line.
The crewman must use suitable footwear, such
as rigger boots, if treading on the line.
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 of injury to the
ships crew and damage to the ships fittings.
Excessive slack onto a mooring boat creates handling problems for the boat crew and can also
foul the boats propeller.
Excessive slack close to the quayside so that the line sags and gets caught under quayside
fittings, such as a fender or a ladder, and then cannot be properly heaved tight.
Paying out too fast so that the increasing weight of the line suspended over the ships side
overcomes any restraint on the payout speed and the lines run out of control with the risk
of getting entangled with fittings on board or one of the ships crew.
The payout being abruptly stopped when a line comes against a buried turn on a mooring
winch.
14
tell me when
you have
SECURED THE LINE
Make sure you have good communication with shore gangs
15
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 experienced
and knows what is going on around him.
the wrong place to stand the right place to stand

is inside the mooring line is outside the mooring line
The crewman has the line behind him and The crewman has the line in front of him and
will be trapped between the line and bulwark can easily step back out of danger if the line
if the line starts to run out of control. starts to run out of control.
16
Control payout by varying

the pressure on the line
Lead the line between the posts to increase

friction and ensure the line maintains a
constant angle to the fairlead
if the line is too heavy to control

by foot, use a capstan
If the line is too heavy to control by foot pressure, then take one or two turns around a
warping drum and then pay it out using an extra crewman to ease off turns around the drum.
17
Mooring line on storage reels The reel can be throwing line off faster than it is
Do not run a line ashore directly from a reel being cleared from the ship and there is a big risk
because it will tend to spin faster and faster with of a bight getting entangled with the ships fittings
the pay out due to the increasing weight of line or one of the crew. Lines stored on reels should
over the side, and from linesmen hauling on the have sufficient lengths for running ashore flaked
lines ashore. out on the deck.
BAD practice to run mooring lines straight off a storage reel
Line tension due to the weight of the line overside and the pull of the linesmen
18
NEAR MIS
S
Line boat lifted out of the water

During mooring operations and due to the incorrect operation of the winch by
the winch operator, the mooring boat to which the mooring lines were passed
was endangered when the lines were heaved instead of being slacked off while
the mooring wires were still made fast to the boat. The boat was partly lifted out
of the water.
Lines running away
On arrival, the deck crew were sending mooring lines ashore. The aft breast line was
going to be a long one, so part of the line was unreeled off the drum and flaked out on
the deck ready to run out by itself. During this, one crew member positioned himself
very close to the line on the deck so that when the line was running out, it hit the back
of his legs which led to a serious fall on the deck.
Real cases from www.nearmiss.dk
19
21
Caught by a bight
The best ways to avoid Watch out for bights. It is very dangerous to stand
accidents due to bights in a bight of line or wire. It is extremely important
of line are: that competent personnel are used to operate
winches to ensure that mooring, towing and hauling
The crew must at all times be aware of lines are not subject to sudden, excessive loads.
where they are standing while handling
lines or when near them.
The supervisor must concentrate on
others 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 to
handle lines under supervision.
Only the crew required should be
present at the mooring station. Persons
not actively involved in the mooring
operation (engine or off-duty crew
coming on deck) have often been seen
visiting the area of the mooring station.
So a restricted entry notice should be
posted.
Sufficient deck hands are to be present
at the mooring station to perform the
operation smoothly.
A seaman was hauling in a

towing line. But the line got He broke a finger
caught in the PROPELLeR Reported accidents
20
Oops - I must
get away
Remember bights do not allways look like bights
21
3 Hauling in lines/snap back zones It is often impossible to carry out mooring opera-
One significant risk when handling mooring lines tions without working in snap back zones. There-
is snap backs, which is the sudden release of the fore, the crew must be vigilant and recognize
stored energy in a tensioned mooring line when it when to step clear of a line coming under high
suddenly breaks. When a line is loaded, it stretches load, particularly if the ship is moving for some
and there is thus a lot of energy in the line. If the reason. So it is good to know where the snap back
line then suddenly breaks, this energy is released zones are on the ship.
and the ends of the line snap back, striking any-
thing in their path with tremendous force. By holding pre-mooring meetings with all the
personnel involved, you can prepare mooring op-
Snap back zones are deck areas where crew are erations in a proper way and in good time before
at risk of being struck by one of the broken ends starting to moor. This would include a discussion
when a line has parted. about any snap back zones for mooring lines, tow-
ing wires, etc.
NEAR MIS
S
Foreline broke and snapped back
After 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 broke
and 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 knees
Following 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 bollard
ashore and the line snapped back and hit the mate on both legs just above the knees.
22
Look out for snap backs

No professional seaman would stand under a
hanging net of supplies, a hanging container on
the move, or any other heavy object above. That
is the way we are taught and the way we work.
Although we may be confident about our mainte-
nance program and have certificates for all lifting
gear, there is always a risk when standing below a
load.
The danger of standing in a snap back zone is just

as risky, maybe even more so as the lines or wires
used could be stressed by poor maintenance or
be under sudden tension due to a passing ship.
you wouldnt stand here
so why would you stand here?

its just as dangerous
23
The drawings illustrate snap back zones in different set-ups.

The figures show the route OF the LINE
The killing force of a broken line

The area travelled by a parted line with enough
force to kill someone on its way is known as the
snap back zone.
If any line parts with a bang, then its broken ends

are moving faster than 690 knots which is the
speed of sound in air.
Use attached poster for training.
Mooring line parts at the overside fairlead
When the line parts at the capstan
24
When the line parts at the capstan When the line parts at the roller
When the line parts at the overside fairlead
25
Snap backs when hauling the ship The drawings below show a high and a low arran-
When moving a ship along the quay, more lines gement for heaving two head lines whilst paying
are to be used simultaneously than when coming out a forward spring at the same time.
alongside or letting go, so the lines should be led
through the fairleads that minimize the hazard
area on deck.
It is impossible to work the lines without the crew

standing in such large snap back zones.
26
The crew can work the lines without

standing in the snap back zones.
27
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 in
a snap back zone.
Treat every line under load with extreme caution and remember to stay clear of the
potential path of a snap back.
Experience shows that the first lines ashore, such as spring lines, have the greatest
potential of breaking as they are the only lines holding the ship. So be extra aware
where you stand when handling the first line.
When lines are subject to a straight pull, the snap back zone is minimal, but if the lines
are angled round a bollard or roller, then the snap back area increases.
The crew performing the operation must be thoroughly trained and qualified to appreciate
snap back zones. This could be done by a constant focus at pre-arrival meetings and in
risk assessment processes.
Be aware of the risk of a line snapping back onto the deck if it parts outboard of the
ships side, particularly if the deck is protected only by open railings.
28
crewmen are clear of the danger zone
danger zone
When crew are properly trained and know the hazards of being in snap back zones, they can
prepare 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 standing
clear of a danger zone based on the snap back zones for the line parting at either the windlass drum
end or the overside fairlead.
29
Painting snap back zones

Painting the snap back zones on deck is a good For example, you might have a fixed mooring set-up
idea if the vessel always moors alongside in the but in case a mooring line parts during mooring
same way and uses the same set-up. This is operations, it may be necessary to quickly pay out
especially so for ferries always plying between an alternative line from another location and then
the same terminals. But the markings must never this substitute arrangement might not be covered
stand alone. by the snap back zones painted on the deck which
could be a hazard. Moreover, after some time,
For commercial vessels which have to moor along- people start to look at the snap back zones as
side under different conditions and circumstances, decoration, whereas pre-mooring meetings keep
their mooring set-up may vary and if you want to people alert.
cater for all different scenarios, you would actually
have to paint all around the different bollards/
rollers etc. If snap back zones are permanently
marked on the deck, there is a risk of the personnel
involved not being so vigilant when a change does
take place.
During departure opera-

tions, orders were given to
single up. When the lines were
A crewmember got his
clear of the bollard, the winch
hand caught by the line
was put on automatic and THE
when trying to free the
lines WERE heaved back on deck.
line. He suffered swelling
Suddenly one of the lines got
and minor abrasion.
caught between the winch
Reported accidents
and the winch drum due to
too many turns.
30
4 Using the drum/capstan

Keep a safe distance when using a drum or capstan. ,
There is a great risk of hands and fingers getting Drum parts that do not come in contact
caught between drum and line. with the line can be painted, but the central
working part of the drum or capstan must
No more than four turns should be taken over the be kept free of paint, rust or grease. Drum
warping drum end. If too many are applied, then ends should be smooth and coated with
the line cannot be released in a controlled manner. a thin layer of boiled linseed oil or other
approved synthetic liquid for protection.
The frictional heat generated by a synthetic line
slipping can melt fibres locally where they are in
contact with the drum, which can cause the line to
momentarily bind to the drum. The crewman will
find the line starts to jump in his hands. If the line
starts surging, it will be damaged as it melts and it
may stick to the drum or bitts and jump with a risk
of injuring people nearby.
Watch out for your fingers dont get too close
31
5 Using stoppers
Too many accidents have happened while using Heaving in a loose line makes the other lines
stoppers. The operation where you connect the slack off, thus transferring the whole load onto
stopper to the line should be done very quickly the stopper which then parts as a result.
since the whole tension is transferred to the stop-
per and things can quickly go wrong if too many If the stopper is placed too close to the bitts, the
snags arise. tension can disappear when taking the line off the
barrel. If that happens, the operation will have to
If too many turns have been made on the drum or start all over again.
the line has burnt itself into paint, this can cause
precisely the kind of delay that makes the stopper The illustration shows the procedure.
part and an accident happens.
Stoppers
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 eye
at 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
32
TO OVERSIDE
FAIRLEAD
at least 4 criss-
crosses
to capstan
or drum
end
How to do
The stopper is poorly aligned with the mooring line because it is too close to the bitts
The mooring line is heaved as much as possible in line with the stopper before it is
taken off the drum end or capstan and made fast to the bitts
33
NEAR MIS
S
a line tightenIng up and destroying gear
When the aft spring was to be heaved in, the linesmen released the spring and
turned their backs and allowed the line to drag along the quay. The spring got
snagged on a corner of the wooden piling of the quay and the line snapped
tight. The officer who was watching the mechanic and trainee by the winch
on 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 to
tighten so much that a 350 mm long 100 mm dia. pipe angle iron from the fore
bitts was torn off. The approx. 2 4 kg angle iron first hit the fairlead roller and
was then thrown towards the winch.
34
NEAR MIS
S
Parting stopper
When tightening the 3rd line during mooring, the whole load from the two lines
transferred to the barrel. When the stopper had been set and they wanted to
transfer the line to the bitts, the seaman (1) standing by the stopper called out
that there was too much tension and we should stand clear. Seaman (2) stood
with his back to the bitts and was in the process of taking the line off the barrel
and could not hear his shout. When the stopper parted, the line hit the barrel
and hit the middle finger of seaman (2)s right hand.
Apparently, the 3rd line had been heaved so tight that it had taken the whole
load from the other two lines. This was not discovered until the stopper had
been set, which resulted in the stopper taking the load for the whole fore part
of the ship.
The stopper was not completely new, but no wear or damage was detected on
it. But the stopper failed at the metal hook.
It is emphasized that line 3 must not be heaved so tight that it takes the whole
road from the two fixed lines and it must be ascertained that the stopper can
hold before taking the line off the barrel of the winch and making it fast to the bitts.
35
6 Spooling
On departure, crewmen should be very careful pile up in one section of the barrel unless each
when retrieving the lines aboard again safely and turn is laid next to the previous turn as it comes
securely. At this point, there is still a considerable onto the barrel. The line will lie better on the barrel
risk of being caught by line or getting hit by parted if it is spooled slowly with some hold-back tension.
lines. It is very important that spooling is done
correctly so the lines are properly laid onto the In bad spooling, riding turns trap the line in gaps
winch ready for the next mooring operation. in lower layers. This will cause problems when the
line is being run out to the mooring gang ashore
The angle of the line onto most mooring winches the next time the ship comes alongside. Poorly
does not automatically change to lay each new spooled lines should be manually re-spooled
turn immediately next to the previous one when properly before each berthing.
a line is hauled in. The line tends to randomly
Good spooling
Each turn lies neatly next to the previous one
36
Poor spooling can lead to
A poorly spooled line may not fit 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 actually
start 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 will be
pulled up short by the line if the pay out has to be stopped due to a buried turn.
Poor spooling
The line is not guided onto the barrel so it all piles up randomly in one place
37
ACCIDENT
During departure, a 3rd officer injured the fingers on his left hand. The fingers got
crushed 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 return
requested the 3rd officer to cast off the tugs line. The tug was made fast on the
starboard 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 vessels hull. After the tug slacked off the line, the 3rd officer
tried to pull the tugs line inboard manually so the winchman could let go the line
from the bollard.
The 3rd officer was standing very close to the fairlead when he tried to heave in
the line. The tugs line suddenly and unexpectedly tightened up. The 3rd officer
did not let go the tugs line in time, resulting in his left hand being crushed be-
tween the fairlead and the tugs line.
38
Immediate causes of the incident:

Sudden tension
The 3rd officer was working too close to the fairlead
The tug operator did not pay attention to
keeping the tug line slack
Underlying causes of the incident:
Crew from the aft station went to the bridge
to relieve the helmsman
Poor judgment by the tug handler
3rd officers lack of experience in mooring operations and awareness of
potential hazards
A bollard was used from which it was not practical to use a winch to handle
the tug line
Root causes of the incident:

Lack of communication from tug to pilot when the tug was still in the process
of positioning itself
Insufficient crew when letting go the tug
Officer in charge did not have a complete overview of the crews tasks and
communication in general was poor
39
NEAR MIS
S
While the aft station was unmooring, a crew members fingers got caught between
the tugs line and the bitts when the tug begun pulling on the line without confirma-
tion that the line had been made fast on board.
40
CASE
Two seamen were heaving a

mooring line. They had not He suffered tendon damage
coordinated their work and to his shoulder (causing
one suddenly let go. The line long-term problems and
kicked back and hit the other pain in his shoulder)
one hard on his shoulder Reported accidents
41
Mooring How to prevent accidents
How to prevent accidents
On some ships, accidents associated with Here you can read about what they do and
mooring seldom occur. Why is that? what we recommend you to do on your ship.
What do they do on board on those ships?
we know i keep my we regularly

we grease, we are
the risks of crew briefed on check lines
check and taught and
mooring every change
turn trained
42
How to prevent accidents Mooring
What those ships have in common is that 1 Risk assessments

they consciously do the following: 2
Repairs and maintenance
Near
3 miss reviews
Instruction
4 (training)
Safety
5 culture sessions
I direct
we keep an extra we learn we alert
and have
eye on new from our we are each other
oversight
shipmates near misses not tired
43
We know the risks of mooring
44
1 Risk assessments
A risk analysis helps you identify risks you may Follow the process described here and use the
come across on board when mooring. poster included with this guidance as a guideline
and pattern for your joint risk assessments.
45
Step 1 Mapping
what are the

hazardS when
mooring?
Identify the hazards. Call everyone in for a Note down every hazard on a piece of paper.
mapping session on deck at the mooring gear. See the Appendix showing examples of poor lines
Then, think about each individual work and equipment.
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 from pages
6 and 7 with you to show what might happen.
46
Step 2 Assessment
where do we put crushed fingers and hands?
the probability
for the risk of
working mooring
winches should be increased
since we had a near miss last
month when a line broke
Go back to the office and assess the hazards. Use Then prioritize which risks you intend to do
the poster attached to this guide onto which you something about.
can affix all the hazards.
Assess each hazard according to danger and

probability. Then stick the note onto the square
that it matches.
47
Step 3 Action plan
Whats to be done? Who does what? Inspect the lines regularly. Mark the snap back
zones. Deck to be non-slip treated. More light on the forecastle. New radios.
Tidy up on deck.
Have a meeting where you can talk through

possible solutions to reduce the risks.
48
Step 4 Risk assessment document
so folks, our risk assessment document is ready. Ill print it out so you can see if you agree.
An officer should produce a document comprising The document could also be used to tell other
what you have decided. Afterwards it should be crews what has been done and decided on since
passed on to all the relevant people, who have they were last on board.
helped identify the risks and those who take part
in mooring operations. Use the programme Health and Safety at Sea
from Seahealth.
Then use the document to remind you of what
you have decided to do, and do just that.
49
Step 5 Follow-up
Now let us check that we have actually done

what we decided.
The officer should regularly check whether what you have decided is actually being done.
50
The most common risks in mooring
Equipment: Crew concentration:

Use of old, damaged wire Stress and fatigue
Poor equipment
Poorly designed mooring system Ships safety culture:
No overview of mooring area Procedures not followed
Hazard/tripping risk sites not highlighted Shortcuts taken
Standing in the wrong places
Work processes: (in the snap back zone)
Lack of communication and planning Standing/walking on a bight
Poor wire/line handling Walking over a wire
Quick mooring versus safe mooring
Crew qualifications: No risk assessment process prior to
Lack of knowledge about the hazards mooring operations
of the job Cluttered mooring area
Unclear instructions Cluttered deck
Lack of information
Lack of supervision Weather:
(supervisor involved elsewhere) Icy, slippery deck
Small, untrained deck crew
Ineffective on-board mooring training,
without identifying and understanding
the dangers associated with snap back
zones
51
We regularly check our lines
52
Check lines, wires and stoppers

The great danger in mooring is broken lines and Take care that paint, chemicals, or any other ship-
wires. That is the reason why the lines, wires and board or general cleaning items are not applied
stoppers used in mooring operations must be to spare mooring lines, wires and links. Is spare
in good condition. Lines should be frequently mooring equipment stowed clear of the deck,
inspected for external wear as well as wear be- preferably on a pallet and kept dry and ventilat-
tween strands. Wires should be regularly treated ed? If mooring lines and wires are stowed on deck
with suitable lubricants and inspected internally during sea passages, they should not be exposed
and externally for deterioration and broken to sunlight, sea spray or funnel soot. We suggest
strands. Splices in lines and wires should be using canvas or heavy duty polyethylene covers to
inspected regularly to check they are intact. prolong the life of lines/wires.
These
lines are
not good
at all
53
Different kinds of line, different strength

The most important factor governing a lines The main materials used for mooring lines are
strength and elasticity is the material it is made shown in the figure on the opposing page and
of. Natural fibre is weaker and more prone to also the Minimum Breaking Load (MBL) for each
rot than synthetic fibre. There is a wide range of material compared to steel wires. MBL figures
different types of synthetic line available from refer to a new line being pulled straight, but the
various makers. MBL may be less for other configurations.
Certificates and logbook
It is important to have a certificate for all lines and wires used for mooring. Crew need to
know what kind of lines are on board to prevent them mixing different kinds of line when
operating.
So it is good practice to label the certificates clearly and keep them in an easily accessible file
ready for inspection.
54
Characteristics of each kind of synthetic line,

compared to steel wire with the same diameter
HMPE Polyolefin
High Modulus Polyethylene, Dynema, 30% as strong as steel wire
Spectra Light, floats on water
Similar to steel for strength and stretch Melting point 170C
Light, floats on water
Melting point 150C Polyamide
Nylon
Aramid 30% as strong as steel wire
Kevlar Does not float, stretches more readily
75% as strong as steel wire than other fibres
Heavier than HMPE and does not Melting point 215-250C
float
Melting point 425C Polypropylene
60% as strong as polyester
Polyester Floats, reasonably durable and cheap
Dacron, Terylene Melting point 165C
30% as strong as steel wire
Heavier than HMPE and does not
float but is flexible and durable
Melting point 250C
120
100
MINIMUM BREAKING LOAD
STEEL WIRE
80
HMPE
60 ARAMID
POLYESTER
40
POLYOLEFIN
20 POLYAMIDE
POLYPROPYLENE
0
TYPE OF LINE
55
We grease, check and turn
56
2
Repairs and maintenance
It is important to follow the manufacturers main- Equipment should be regularly inspected for
tenance program and carry out routine inspec- wear, damage, corrosion and being out of true.
tions on board. Doing regular maintenance means A program of maintenance and inspection may
equipment lasts longer. Fewer accidents happen, help to prevent such failures or alternatively
giving considerable savings since any major trouble identify potential failure at an early stage, meaning
that might be developing will be detected at an that repair is a relatively simple matter rather than
early stage. a major task.
It is important that all grease nipples are free, Anti-slip surfaces

working correctly and have not been painted Treat surfaces to make them anti-slip to help
over. To ensure that each part of equipment is prevent you from falling.
greased, it may help to highlight or number each
nipple and record the details on a plan. It is a Anti-slip
good idea to highlight them in order to prevent Mixing sand, or an approved non-slip aggregate,
them from being overlooked. into the paint prior to application can be a very
effective way to help reduce mooring accidents.
Anti-slip surfaces
Anti-slip surfaces can be achieved in three ways, by:

Using special anti-slip paint
Using normal paint and strewing fine sand over it while still wet
Welding naps onto the deck plating
57
We learn from our near misses
58
3 Near miss review

The content and good advice in this material is And this is what makes near misses interesting.
based on seafarers many years of experience of A near miss is an event that could easily have
mooring and accidents. But this experience and developed into an accident but did not.
advice is general. The best learning and advice is
for your own ship and crew. If we use the metaphor of an iceberg, the tip
represents serious accidents requiring medical
So it is a good idea to learn from accidents. For- treatment and leading to deaths. These kinds of
tunately they seldom occur, but that also means accident happen rarely. But near misses happen
that you seldom have something to analyse and much more often and are represented by the
learn from. part of the iceberg below the water.
serious accidents seldom happen
near misses happen

much more often
The same underlying factors lead to a near miss and an accident
59
The point is that the unsafe factors leading to a Of course, a near miss needs to be out in the open
near miss are probably the same as those under- for others to learn from it, which requires a good
lying a serious accident. If you learn from your safety culture underpinned by trustworthy dialogue
near miss and eliminate the factors that led to it, and a sense of fair play. Experience shows that
you can eliminate many of the factors that could by working with near miss reporting, we not only
lead to an accident. This is the reason for taking learn a lot that can prevent the situation from re-
near misses seriously. peating, but the whole safety culture gets a boost.
It does so because we get better at spotting and
Behind a near miss you can find a series of factors observing unintended events and conditions, for
which are potentially risky. It is a good idea to the benefit of our colleagues and shipmates, the
register near misses and analyse them. They can ship and the company.
reveal much of what we need to know about why
accidents happen.
Remember
Reviewing a near miss goes hand-in-hand

with 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.
60
Behind every near miss you will find many unsafe Analyse and get wiser
conditions and actions. For instance: Whether it is an accident or a near miss use the
same method and approach to understand why it
Things you can see: happened.
Worn-out lines and wires
Bad, slippery surfaces Trace the process backwards with those involved

Bad lighting Investigate how multiple issues, situations and
Bad general view actions interacted to cause the incident
Fairlead roller rusted solid Find the background and complication of the
actions that were taken
Things you cannot see: Ask why and what until you know enough
Bad communication about the incident to plan preventive actions.
Fatigue Remember to be inquisitive, not prejudicial,
Lack of training, experience, knowledge when asking questions; otherwise you will
Misunderstandings learn nothing
Recklessness
Lack of information about changes
Lack of standard procedures
If you constantly share knowledge and experience

about near misses, you can all together take ac-
tion/initiatives to prevent accidents. At the same
time, you help strengthen safe behaviour and the
awareness of each crew member.
The crew were in the process
of moving the ship alongside A seamans knee was injured with
the quay when a line caught a lesion to his cruciate ligament
on a bollard Reported accidents
67
61
How to analyze the near miss

A DIALOgue ABOUT what and why?
Asking what happened and most importantly why it happened
will help you identify many factors that led to the near miss?
? !
Why did this happen?
The winch was set

too high for the
Why did this happen? minimum breaking
load of the line
Weather and oil had

The line parted
ruined the line
There was a big swell

from a passing vessel
The seaman was nearly

hit by a broken line
Missing light made
the seaman stand in an
unsafe place
The seaman was not

aware of the risk of beeing
The seaman stood in in the snap back zone
the snap back zone
The seamans VHF was
broken and he did not
hear the last instruction
from the bridge
Mooring set-up created

a big snap back zone
62
A Near miss EXAMPLE Then ask yourself if someone has to die or

Imagine that you are on the foredeck when be seriously injured before we learn anything.
mooring. A line breaks and slices through the Why did the line actually break? What do we
air just 30 cms from the head of a seaman need to do to find out? Is there something we
who is busy paying out a line through a hawse have not talked about?
pipe. If the seaman had been standing 30 cms
closer, he could have been killed or very seri- Consider holding an inquiry, inviting everyone
ously injured. In a near miss situation like this, involved in mooring for an extraordinary safety
you might just wipe the sweat from your brow meeting to find out how such a deadly near
and say thank goodness nothing happened miss could occur. By being curious and talk-
and continue working. ing openly about the near miss event, you can
identify many of the factors that led to it.
No time to check gear

before mooring
Poor maintenance
The procedure was

unclear and the crew
were unaware of the
risk assessment
Poor instruction First officer just arrived

and planning and poorly trained
Most of the crew were

tired and stressed
New unknown port
63
67
We are taught and trained
64
4 Instruction
Ensure that everyone on board knows, and is con- people, the second best is to do it yourself. The
fident with, how you moor on your ship. diagram below shows the kind of instruction we
learn best from.
If there are any inexperienced persons on board,
you must train them in mooring operations. Lack of hazard highlighting or warning markings
Highlighting hazards is particularly important
All new crew on board should have thorough in- for the safety of crew who are new to the vessel
struction in how you moor your ship. And if a sea- cadets and other trainees and visitors. It is also
man has little experience, instruction should be important for the benefit of experienced crew
even more thorough. Instructors need to ensure who may easily become complacent, tired, or too
that all important messages are understood. busy in their work to notice a hazardous situation
The best way to learn new things is to train other developing.
how much do you remember after 24 hours?

well, well. whats
wrong with a good
lecture from a
so get it!!! good book?
The best way to learn is to do it yourself. Bear this in mind when instructing other people
65
5 Safety culture and behavior

When we talk about the safety culture, we mostly Does the behavior of the crew create dangerous
talk about behavior. What kinds of action are OK, situations or is there something that prevents
which are not. individuals from interfering if they discover so-
mething unsafe?
I keep my crew We keep an extra eye

briefed on every change on new shipmates
66
Safety culture can be described as the

way we work on board when nobody is
watching us
I give directions We are We alert

and have oversight not tired each other
67
Seamen on a vessel with a good safety culture do We are often not aware of our (safety) culture
more than they are required to do. They identify that is what is so special about it. It is unspoken
unsafe situations, alert each other and are always and more or less invisible but if someone does
on the lookout for ways to improve the way they something that a culture does not allow, you
work to promote safety and avoid accidents. Shar- notice it.
ing information and learning from near misses is
an integral part of their safety performance. Not That is why it is a good idea to try to raise its
only to comply with safety rules, but because they visibility, otherwise you cannot assess whether
are committed and because safety makes very it is safe or unsafe.
good sense.
A seaman was paying out a He crushed a finger so badly it
mooring line when it suddenly had to be amputated later
snapped tight Reported accidents
68
Tools TO IMPROVE safety culture Mooring
Tools to improve safety culture

Pre-arrival meeting check list
Evaluation check list
Instruction session
Safety culture session
Ongoing focus on the safety culture
69
Mooring Tools TO IMPROVE safety culture
Pre-arrival meeting Check list

(Stop, observe, think and decide)
No. Focus point X Remarks

1 Are mooring deck and arrangement, gear and equipment ready for use?
2 Is everybody familiar with the latest risk assessment?
Otherwise, read it out loud and ask for questions.
3 Have you had any mooring accidents or near misses?
If so, what to do to avoid it happening again?
4 Any changes relating to gear or equipment since last mooring that you
need 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 during
the operation? Any blind angles? How do you deal with it?
8 Imagine the snap back zones as they become apparent during the operation
with 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? If an air gun is used for
throwing the line, is it ready and is the line in good shape? Do you have
an extra air cylinder, if needed?
14 If remote control is used for the winches, are the batteries charged?
15 Are the batteries for the radios charged?
16 If a tugboat is used, which line is used?
Prepare a special risk assessment for the use of tugboats.
17 Which side is coming alongside? Anything relevant to inform 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 fairleads are going to be used?
20 Is everyone prepared and does everyone know their tasks?
70
Evaluation CHECK list

(Review the latest mooring and plan the next)
Take a few moments to review the operation to find out if anything could have been done more
effectively and more safely.
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 identifying 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 fatigue related issues?
10 Where and how do we discuss lessons learned and ideas for 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 from being 100% safe during mooring?
14 What can we do to change that?
71
Instruction session
1
Reading matter (read)
Give the new deck hand something to read about mooring. It would be best if you
have 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.
2
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).
72
3
Assessment
After the first time new crew have taken part in mooring, you should assess how it went
and deal with any questions/issues.
4
Instructing shipmates
Ask those you instructed last time to instruct the next hands to arrive under your
supervision (instruct others).
A seaman was in the process

of belaying the towing line. He injured blood vessels
But the line got caught in and nerves in his leg
the propeller and his leg got Reported accidents
trapped
73
Safety culture session

for use at a meeting of the safety committee or a meeting of the entire crew
1
Preparation
Make copies of the illustration on pages 6/7 for all crew present
2
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
3
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
4
Summing up
How can we help each other to behave more safely?
74
Ongoing focus on the safety culture
To make the crew on board remember things and to get their commitment, you could start
an 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 not
accept and one for preventive actions. Everyone can then use them to write down their
answers 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 missing
issues.
A seaman jumped down
onto the quay when He fractured his tibia
mooring and landed badly Reported accidents
75
Mooring appendix
Appendix
Examples of poor and unsafe conditions.
Source:
Mooring and Anchoring Ships Vol. 1 / 2,
The Nautical Institute
Photos: Walter Vervloesen (Chairman IMCS)
Special thanks to the Nautical Institute and Walter Vervloesem.
76
appendix Mooring
Lines and wires

should not look like this
Stopper line frayed/unravelled and weak

Failure of the stopper line whilst under tension may result in
unexpected loads acting on the mooring line while it is
being manually belayed and endanger the crew who are either
holding the stopper line or handling the mooring line.
Mooring line surface showing evidence of heat damage

Heat damage can be caused through friction or direct contact
with external heat sources.
Generally caused by surging, and affected lines will show

glossy or glazed areas on the line surface.
A heat-damaged line is generally more seriously weakened

than commonly believed.
Pinching damage
Results in pulled or cut yarns, which directly affects the
strength of the mooring line.
77
Mooring appendix
Cut strand on a braided nylon line

Like cut yarns, cut strands have a direct though more
serious effect on the lines strength.
Mooring lines stained with grease

Contact with chemicals may cause deterioration of the line.
When it is likely that a line will get in contact with grease

from winches, roller fairleads and so on, select lines with
good chemical resistance.
If 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 oil

Oil 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.
78
appendix Mooring
Buried turns
Improper reeling or spooling (without the right pretension-
ing) causes the tensioned part of the mooring line on the
dedicated winch to become buried underneath the under-
lying turns.
If not noticed in time, buried mooring lines may be dan-

gerous for the linesmen as the line initially pays out when
slacking away for letting go, but when wound/spooled back
onto the drum, it will continue to turn in the slacking away
direction if the line has not been freed in time.
Improperly spliced wire mooring line

Splicing generally reduces the strength of the wire by 10%.
Ensure that the correct method of splicing is used (contact
the manufacturers).
Good practice requires a number of five full and preferably

two additional half tucks in a wire.
Synthetic mooring line heaved tight on the storage section

of a split-drum type winch.
Fairlead rollers being strangled in order to improve

the incoming angle on the winch drum
Strangling the roller causes the mooring line to chafe.
79
Mooring appendix
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 of the wire.
Abrasion damage to mooring lines from frozen fairleads

Chafing between a mooring line and other equipment
such as cocks and fairleads causes surface abrasion.
Rust or evidence of wear may be an indication that the

rollers do not rotate freely.
Mooring wire and lines through same Panama lead

Friction or chafing between mooring lines and mooring wire
causes damage from surface abrasion and contamination of
the line.
The lubricated mooring wire leaves grease deposits on the

panama lead and stains mooring lines with grease residues.
80
appendix Mooring
Kinks
Kinks cause permanent distortion of the strands and
seriously affect the lines strength.
Kinked lines should be removed from service until they

have been examined and properly repaired. Despite being
repaired, this line has been weakened.
Expect kinks to cause about 30% reduction in strength.

A kinked line means poor contact between line and drum
end surfaces and may cause the mooring line to slip.
Chain stopper for stoppering mooring lines

Fibre line stoppers should be used for stoppering fibre
mooring lines.
Using chain for stoppering might cause crushing and

pinching damage to yarns and strands when tension
comes on the chain stopper.
Mooring line chafing against winch structure

Lines not paid out properly may rub on the ships structure
(winch frames, platforms, etc.) involving a considerable risk
of damage through chafing, abrasion or cutting.
81
Mooring appendix
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 of 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 fairlead
and chafing between the two mooring lines.
Chafing damage to line due to rust

Rusty, knife-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 of vibration.
82
appendix Mooring
Unsafe or damaged
equipment
Extreme wear and grooving on rollers

Grooving over part of the surface of the roller indicates
that the roller is frozen and that the line/wire is always
chafing against the roller in the same area.
Grooving or corrosion and scale accelerates damage to the

mooring lines/wires.
Generally, and when under tension, lines/wires will tend

to settle in the groove which will cause further/accelerated
wear to the grooved surface.
Extreme grooving in button type roller fairlead

The depth and size of the groove indicate that it has pre-
viously been used for wire lines, which might cause bird
caging or corkscrewing when new wires are installed.
If the fairlead is subsequently used for lines with a different

diameter, the sharp edges of the groove will damage the
line through abrasion and chafing.
Eye screw pin of D-shackle for connecting the line stopper

to the stoppering eye/lug not properly fitted.
83
Visit www.seahealth.dk
Mooring do it safely is a new guide to an old and crucial maritime operation.
The process of securing a ship is as old as sailing itself but there are few areas on
board which appear so frequently in accident reports.
This publication is a document of instruction and technique but is also intended as

a trigger for discussion, making the regular questioning of changes and challenges
an important part of mooring routines.
In the publication you will also find checklists, agendas and posters for motivation
and discussion on board.
We hope Mooring do it safely will motivate a fresh, new approach to the ancient
practice of mooring.
Seahealth Denmark
Amaliegade 33B, 2
DK-1256 Copenhagen K
www.seahealth.dk

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What is the guide intended to do?

What is the guide intended to do?

What aspects of mooring does the guide cover?

What aspects of mooring does the guide cover?

Mooring do it safeLY

A guide to prevent accidents while mooring

How to moor safely 10 2. Repairs and maintenance 57

1. Preparing for mooring 10 3. Near miss review 59

2. Running out lines 14 4. Instruction 65

3. Hauling in lines/Snap back zones 22 5. Safety culture and behavior 66

4. Using the drum/capstan 31

5. Using a stopper 32 Tools to improve safety culture 69

6. Spooling 36 Pre-arrival meeting check list 70

Evaluation check list 71

Safety culture session 74

Ongoing focus on the safety culture 75

Publisher: Seahealth Denmark Illustrations p. 24 - 25 inspired by

Why guidance on mooring?

Mooring is the operation performed first and Accidents come unexpectedly

the pilot wants 3-2 10 minutes later

Appendix: Photos of poor or unsafe conditions.

The underlying factors

Fatigue Poor supervision Recklessness Poor training Poor Unspoken

Too busy Stress NOT understanding Bad Management Management

1 Poor overview 17 Mess on the quay

Reasons for accidents

Three common reasons for accidents

How to moor safely

Although a routine job, mooring often involves Ordinary mooring

A pre-arrival meeting makes you well prepared

Ask the following questions:

This is how we are going to do it.

Planning the mooring

2 Running out lines

5 important factors to control

Make sure you have good communication with shore gangs

controlling the fibre mooring line

the wrong place to stand the right place to stand

Control payout by varying

Lead the line between the posts to increase

if the line is too heavy to control

BAD practice to run mooring lines straight off a storage reel

Line boat lifted out of the water

Lines running away

Real cases from www.nearmiss.dk

A seaman was hauling in a

Remember bights do not allways look like bights

Real cases from www.nearmiss.dk

Look out for snap backs

The danger of standing in a snap back zone is just

you wouldnt stand here

so why would you stand here?

The drawings illustrate snap back zones in different set-ups.

The killing force of a broken line

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

Use attached poster for training.

Mooring line parts at the overside fairlead

When the line parts at the capstan

When the line parts at the overside fairlead

Appendix: Photos of poor or unsafe conditions.