SigExper Mooring Rope

SIGNALS
PEOPLE P 001
www.nepia.com
EXPERIENCES
Case studies for North of England Members
Tug and Tow Fatality

A 17,000 GT vessel was being manoeuvred off a berth
assisted by three tugs. During manoeuvring the
forward tug moved across the bow unexpectedly. The
change in lead of the tow wire caused it to become
taught against a stanchion, that broke and struck a
seaman on the head, killing him instantly.
What happened?
One tug made fast alongside, one forward and one aft, all secured by
tug’s wires. The forward tug’s tow wire was secured to a set of bitts
on the port bow. An unusual configuration was used causing the
wire to be led close to a stanchion.
On receiving instructions from the bridge team to let go the forward Crew members must maintain a high level of vigilance during
tug, the second officer directed two seamen to let it go when the mooring operations. Potential dangerous areas, known as “snap
tug’s wire became slack. As the seamen approached the slackening back zones” should be identified prior to any mooring activity.
tow wire with the intention of letting it go, the tug changed These areas should be avoided while load exists on any rope or wire
direction and moved across from the port bow to the starboard bow within this zone.
causing the wire to become taught against a vertical stanchion and
detach it from the deck. It struck one of the seamen on the head Those supervising mooring stations should be constantly vigilant,
killing him instantly. especially when making fast or letting go tug or mooring wires in
order to keep crew members fully informed of potential dangers.
Unknown to the mooring party the tug had experienced a power
failure, lost control and drifted across the bow. Communication
It is extremely important that communication systems used during
mooring operations allow quick and clear dissemination of orders
What lessons can we learn? from the bridge team. This is particularly important when changes
Risk Assessment occur which affect the way the operation will be conducted. In this
Mooring and towing operations should be carefully planned, and case no warning was received from the bridge team that the tug had
include an appropriate risk assessment. All involved should be fully lost power. When portable radios are the sole method of
briefed and reminded of the safety aspects. Briefings conducted communication and are only used by key personnel, there can be a
prior to mooring operations provide an opportunity for senior delay in orders being relayed to the remainder of the mooring party.
officers to highlight specific risks that may be associated with a Use of a loud speaker/talk-back system could provide early warning
particular port or operation. Once these have been discussed, any of any potentially hazardous situations.
control measures required to minimise the risk should be identified
and put in place. The bridge team should not hesitate to advise a tug master to let go a
tug wire using the tug’s emergency release hook mechanism if a
In this case an unusual configuration was used for leading the tug’s dangerous situation is developing. In determining when it may be
wire from the fairlead to the bitts, taking it close to a stanchion. A appropriate for a tug master to detach himself from the tow, he
risk assessment of this configuration should have highlighted the should consider the safety of all of those involved in the operation.
dangers of proximity of the tug’s wire to deck fittings. Those The power failure could have resulted in a girting incident as well as
supervising mooring stations should question deviations from the the fatality on the ship.
standard mooring plan and request clarification from the master or
chief officer before taking further action.
WHAT DO THE REGULATIONS SAY?

Which regulations provide guidance? Your experiences
ISM If you have had an experience that would be useful to share
Section 7 - Development of Plans for Shipboard Operations - as a Signals Experience on an anonymous basis please
requires that the Company establish procedures for the contact the Risk Management Department and let us know.
preparation of plans and instructions, including checklists for
key shipboard operations. Mooring and towing operations Previous experiences
would be such a key operation. Previous Signal Experiences can be viewed and downloaded
COSWP from the Risk Management pages of the North of England
website.
Specific guidelines on anchoring, mooring and towing
operations can be found in Chapter 25 of the "Code of
Contact
Safe Working Practices for Merchant Seamen" published
by the Maritime and Coastguard Agency on behalf of the North of England P&I Association Limited
United Kingdom government. These include reference to “snap Risk Management Department
back zones”. The Quayside
Newcastle upon Tyne
STCW
NE1 3DU
The STCW Code competence standards outlined in Table A – II /2 United Kingdom
require masters and mates to be proficient in berthing and un-
berthing in various conditions involving wind, tide, with and Telephone: +44 (0) 191 2325221
without tugs, ship and tug interaction. Fax: +44 (0) 191 2610540
MGN Email: [email protected]
Web: www.nepia.com
Marine Guidance Note (MGN) 308 - Mooring, Towing or
Hauling Equipment on All Vessels - Safe Installation and Safe
Operation - published by the United Kingdom Maritime and
Coastguard Agency, contains guidance about working with
tugs. This includes guidance on communications, safety of
personnel, and using positions of safety to avoid “snap
back zones”.
The purpose of the Association’s risk management facility is to provide a source of information which given and users of that information are expected to satisfy themselves that the information
is additional to that available to the maritime industry from regulatory, advisory and consultative is relevant and suitable for the purposes to which it is applied.
organisations. In no circumstances whatsoever shall the Association be liable to any person whatsoever for any loss or
Whilst care is taken to ensure the accuracy of any information made available (whether orally or in damage whensoever or howsoever arising out of or in connection with the supply (including negligent
writing and whether in the nature of guidance, advice, or direction) no warranty of accuracy is supply) or use of information.

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SIGNALS

Tug and Tow Fatality

WHAT DO THE REGULATIONS SAY?

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