Microsoft Word - 0405-4 Mooring

GBLT SHIPMANAGEMENT PTE. LTD.
ENVIRONMENTAL, OCCUPATIONAL HEALTH AND SAFETY MANUAL

Issue Date : 30/11/2010
MOORING Revision No. : 02
Procedure No. : GBLT- 0405-4
CONTENTS
1. Mooring Arrangement And Responsibilities

2. Arrival Preparations
3. Mooring Operation Precautions
4. Deployment Of Mooring Ropes
5. Mooring Lines And Wire Ropes
6. Personnel Safety – Handling Of Moorings
7. Handling Of Tug Line
8. Berthing, Sailing At Night
9. Tanker Mooring Equipment
10. Type And Quality Of Mooring Lines
11. Tension Winch
12. Mooring Winch With Drum
13. Number Of Lap Winding Plies On The Wire Drum
14. Winding Direction Of Winch Drum
15. Condition Of Brake Lining And Drum
16. Use Of Winch Brake
17. Mooring Lines On Shore
18. Windlass & Winches Precautions
19. Buoy Moorings
20. Change Out And Retiring Of Mooring, Wire Ropes And Mooring Tails
21. Monitoring Of Moorings Throughout Port Operations
22. Correct Use Of Synthetic Ropes
23. Passing Vessels
24. Springs Lines
25. Rat Guards
26. New Ports And Berth
27. Critical Spares For Winches
28. Protection Of Power Pack
29. Care and Maintenance for Mooring Equipment
30. Brake Rendering Capacity
31. Minimum Maintenance Requirements
Page 1 of 17 Authorised by : General Manager

Issue Date : 30/11/2010
1. MOORING ARRANGEMENT AND RESPONSIBILITIES
On entering or leaving port the recommended stations are:

Master Bridge
Chief Officer Bridge
Second Officer Aft
Third Officer Forward (as applicable on small vessel)
Radio Officer Bridge (If Required)
Bosun / pumpman Forward
Remainder of seamen divided between forward and aft.
The position may be varied at the Master’s discretion.
All hands should be at stations in ample time for making tugs fast and berthing. It is the
duty of officers to keep the bridge informed of any situation which may prove to be
useful.
2. ARRIVAL PREPARATIONS
Harbour Conditions
The Master shall collect and confirm beforehand that the ship meets general harbour
conditions.
Preparation of Mooring Plan
The Master shall collect the information of the mooring plan includes the below
mentioned items through the pilot or berthing master:
For the berth, the minimum essential mooring lines and accessories of the tanker,
and overall sketch showing bollards, quick-release tools, and manifolds for cargo
handling.
For conventional multi-point buoy mooring, the minimum essential anchor chain
lengths and requisite mooring lines, shackles, number and locations of other mooring
tools for mooring work.
For the single point mooring system (SPMS), the diameter of chafe chain links used
for mooring, weight of mooring lines pulled on board the ship, length and diameter
of messenger ropes used for pulling up the mooring lines, minimum dimensions of
bow chocks, method of securing to the SPM, and details of equipment that should be
provided on the ship.
For the sea line berth, the safe working load of the ship's derrick, flange diameter
and number of hoses, and details of tools required for handling hoses.

Issue Date : 30/11/2010
3. MOORING OPERATION PRECAUTIONS
To ensure safe and expeditious mooring line handling:
Mooring should be arranged and rigged to allow safe, effective line tendings when
the ships are secure together.
The order of passing mooring lines during mooring and releasing lines during
unmooring should be agreed in advance.
The mooring plan adopted will depend upon the size of vessel and the expected
freeboard and displacement, the anticipated sea and weather conditions, the degree
of shelter offered by the location and the efficiency of mooring line loads available.
To ensure moorings allow for ship movement and freeboard changes to avoid over-
stressing, the lines throughout the operation lines leading in the same direction
should be of similar material.
Lines only to be led through closed chocks on loads
The use of stopper bars to retrofit open chocks is not recommended.
4. DEPLOYMENT OF MOORING ROPES
It is normal for the mooring lines to be deployed from the vessel. (Master and pilot
should agree on the number of lines to be passed both FWD & AFT.)
Loads should not be concentrated by passing most of the mooring ropes through the
same fair lead or onto the same mooring bills.
Use should be made of all available fair leads and bills
5. MOORING LINES AND WIRE ROPES
Chemical and Product Tankers comprise of mooring lines which are suitable for
mooring operation for berthing and STS operation, but vessels equipped with steel
wires and high modulus synthetic mooring lines should fit soft rope tail to them.
The connection between the primary line and soft tail is made with an approved
fitting. (Eg: Mandel or Tonsberg shackle)
Rope tails should be at least 11 metres long and have a dry breaking strength of
about at least 25% greater than the attached wires. (OCIMF Mooring Equipment
Guideline)
In an emergency, soft rope tails fitted to wire moorings will also give you the benefit
of making the cutting of mooring lines easier.
For emergency purposes – To keep long handled fireman’s axes or other cutting
equipment at all mooring stations (FWD and AFT)
Strong rope messengers should be readied on FWD and AFT station along with
heaving lines and rope stoppers. (To be rigged in way of relevant mooring bits)
To maintain communication procedures between stations (FWD/AFT) and bridge at
all time.
To ensure all mooring equipments in good condition

Issue Date : 30/11/2010
To ensure all rollers and fairleads are turning smoothly

To ensure ropes and wires should not be used directly from stowage, but to run off
and flaked out on deck in a clean and safe manner
To ensure that ropes and wires are not passing through sharp angles (Pre-planning of
such operation is recommended)
6. PERSONNEL SAFETY – HANDLING OF MOORINGS
To ensure all personnel involved in mooring operation are wearing PPE.

To stand clear of all wires and ropes under heavy loads even when not directly
involved in their handling.
Do not stand in a bight of rope
Operation of winches should be undertaken by competent personnel to ensure that
excessive loads do not arise on moorings
Do not leave winches and windlass running unattended
Do not stand on the machinery itself to get a better view
Ensure that the drum is clear when a double barrel winch is used.
When doing stopper of moorings, the following are to be considered:
a) Man made fibre rope to be stoppered with Man made fibre.

b) Natural fibre rope to be stoppered with Natural fibre.
c) The Western country method is preferable for stoppering of ropes
d) Wire moorings are to be stoppered with chain using two half hitches in the form of
cow hitch.
7. HANDLING OF TUG LINE
All personnel involved in mooring operation should be aware that the condition of
tug’s lines are unknown, when the tug is heaving or what load is being applied to the
line. Thus, it is important to stay clear of the tow line at all times.
The person in charge of moorings has to monitor the operation closely whenever
tugline is being secured or let go.
Do not let go of a tug unless instructed by master.
If the tug line has no eye then it is to be turned up on the bits and it should always be
stoppered off before handling it.
Do not try to hold a tug line in position by standing on it as the tug may move away
anytime.
Do not simply throw a tug line when letting go. It should always be slacked back to
the fair lead in a controlled manner using messenger rope if necessary to avoid
whiplash.

Issue Date : 30/11/2010
N.B. The attention of Masters and ship’s officers is drawn to the International
publication O.C.I.M.F. Section 7 “Effective Mooring” O.C.M.I.F. Sections 8, 16, 18 and
27 “Mooring Equipment Guidelines”.
8. BERTHING, SAILING AT NIGHT
If by reason of adverse weather or other conditions, the Master considers it unsafe to

enter or leave harbour then he must exercise full discretion in delaying operations until
conditions improve.
As a general rule when navigating in harbours and ports where it is the custom for ships
to sail by night as well as by day the Company expects the Master to conform to this
practice.
When delays do occur due to adverse weather, poor navigational aids, or non availability
or unwillingness of pilots or tugs, etc. the Master should report to head office at the first
opportunity setting out the circumstances of such delay.
9. TANKER MOORING EQUIPMENT
Before entering port, all preparations of the necessary mooring equipment shall be
carried out, and if there is an inadequacy or non-conformity in equipment affecting
safety during mooring work, it shall be reported to the terminal and the port authority.
The anchor shall be kept in the standby condition if requested, as long as casting the
anchor is not prohibited. The required number of personnel shall be stationed for
mooring work.
Mixed Moorings
Vessels equipped with both wires and synthetic lines shall avoid mixing mooring to
the same bollard or dolphin.
Self Stowing Mooring Winches
Because their weight and size make manual handling difficult, mooring wires used by
tankers are normally stores on self stowing mooring winches which may be either single
drum or split drum.
A number of features of these winches need to be clearly understood by ship’s personnel
in order to avoid vessels breaking adrift from berths as the result of slipping winch
brakes.
The holding power of the brake depends on several factors, the first being it’s designed
holding capacity. This may either have been specified by the shipowner or be the
standard design of the winch manufacturer.

Issue Date : 30/11/2010
Some winches have brake which is designed to slip or render under loads which are less
than 60% of the breaking load of the mooring line (MBL) handled. Every ship’s officer
should be aware of the designed brake holding capacity of the self - stowing mooring
winches installed on his vessel.
In addition, deterioration of the brake holding capacity will be caused by wear down of
the brake linings or blocks, and it should therefore be tested at regular intervals (not
exceeding twelve months).
A record, both of regular maintenance and inspections and tests, should be kept on the
vessel. If the deterioration is significant, particularly if the initial designed holding
capacity was low in relation to the breaking load of the mooring, the linings or blocks
must be renewed.
Some of the never self-stowing mooring winches are fitted with disc brakes which are
less affected by wear. Kits are available for testing winch brake holding capacity that
can be placed on board for use by the crew. There are also a number of operational
procedures which can seriously reduce the holding capacity of winch brakes if they are
not correctly carried out.
Mooring System At Berth
Unberthing of the ship, including the handling of lines from the tug, is hazardous work.
It is important that all concerned persons bear this in mind and take adequate precautions
to prevent accidents.
Correct Mooring
If the tanker moves away from its moored position because of incorrect mooring, it may
cause major damage to berthing equipment. The correct mooring of the tanker is the
responsibility of the Master; however, this is also the responsibility of the terminal. Both
terminal supervisor and Master shall confirm that the ship is safely moored before cargo
hose and metallic arms are connected.
10. TYPE AND QUALITY OF MOORING LINES
All mooring lines should be of the same quality and the same construction. It is not
advisable for all mooring lines to have high resilience because large movement of the
ship may occur due to strong winds or strong currents or due to the suction effect created
when other ships pass by. For normal mooring, mooring lines with varying levels of
resilience shall not be used in the same direction.

Issue Date : 30/11/2010
The wire ropes should be attached to tail ropes. The length of the tail rope shall not
exceed one-third of the distance between the ship's side and the bollard on shore.
Tail ropes deteriorate very quickly in comparison with wire ropes. Therefore, they
should be at least 25 % stronger than the wire ropes to which they are attached. Tail
ropes shall be inspected frequently and replaced periodically.
11. TENSION WINCH
The tension winch shall not be set in the "Auto" mode when the ship is moored.
12. MOORING WINCH WITH DRUM
The crew members should thoroughly understand the features of these winches to
prevent the ship from moving away from the berth due to the winch brake slipping.
The holding power of the brake decreases due to wear to the brake lining or block;
therefore, the brake shall be tested periodically. (Intervals not exceeding 12 months).
Records of periodic maintenance, inspections and test shall be retained on board the
ship.
13. NUMBER OF LAP WINDING PLIES ON THE WIRE DRUM
The holding power of the brake is proportional to the number of lap winding plies of the
wire or rope on the drum. Generally, the designed holding power is calculated based on
one play of wire or rope wound on the drum; the larger the number of plies, the smaller
is the holding power. The holding power is considered to decrease by 11% for the
second ply.
Note: The working drum of winch with segregated-type drum is provided with only one
ply to prevent a decrease of rated brake holding power.
14. WINDING DIRECTION OF WINCH DRUM
If the mooring line is wound in the wrong direction on either the non-segregated or the
segregated-type drum of the winch, the holding power of the brake will deteriorate. It is
important to wind the mooring line before the ship reaches the berth so that the tension
in the mooring line acts on the fixed end through the pin lock of the brake band. If the
direction of winding is incorrect, the holding power of the brake decreases considerably,
sometimes by as much as 50%. To prevent this error, the correct winding direction shall
be indelibly marked on the drum.

Issue Date : 30/11/2010
15. CONDITION OF BRAKE LINING AND DRUM
If oil, moisture or layer of rust is found on the brake lining or drum, it can be removed
by lightly operating the brake; however, care shall be taken to ensure that excessive wear
does not occur. Oil that has seeped into the lining cannot be removed. In this case, the
lining should be replaced.
16. USE OF WINCH BRAKE
The brake shall be tightened appropriately so that its designed holding power can be
obtained. Use of a hydraulic brake applicator or torque wrench with a torque indication
is recommended. If a manually operated brake is used, its tightening condition shall be
checked.
17. MOORING LINES ON SHORE
At some terminals, mooring lines on shore are used as auxiliary lines for the mooring
lines on tankers. If the adjustable end is on the deck of the tanker, the crew of the tanker
shall adjust the fastening of both mooring lines on the ship and mooring lines from the
terminal. If a shore wire attached to a winch is used, there should be agreement on the
responsibility for adjustments because both ends of the mooring line are on board the
tanker. For further details, refer to “Guidelines and Recommendations Related to Safe
Mooring of Large Ships at Piers and Two Islands" published by the OCIMF.
18. WINDLASS & WINCHES PRECAUTIONS
Greasing of bearings, brake linkages should be carried out regularly. Do not stand in line
with the cable when it is under load or being “run out” or hove in.
The Windlass operator MUST wear:

a) Safety goggles
b) Safety helmet
c) Safety shoes
d) A good pair of overalls
STAND CLEAR of all wires and ropes under heavy loads even when not directly
involved in their handling.
When paying out wires or ropes, watch that both your own and shipmates feet are
not in the coil or loop. BEWARE THE BIGHT!
Always endeavor to remain in control of the wire.
Anticipate and there by prevent a situation arising that may cause the wire to run
unchecked.

Issue Date : 30/11/2010
If the wire does take charge, DO NOT attempt to stop it with your hands, it can
cause serious injury.
Unsure instead that the “tail end” of the wire is securely fixed on board to prevent
complete loss of wire
WHEN OPERATING A WINCH OR WINDLASS, ENSURE that the man (or your
self) understands the controls and CAN SEE the officer or person in charge for
instructions.
DO NOT leave winches and windlasses running unattended.
DO NOT stand on the machinery itself to get a better view.
DO NOT use a wire direct from a stowage reel that has been designed only for
stowing.
DO MAKE sure you have enough wire off the reel before you put it to use.
When using a double Barrel winch, ENSURE that the DRUM NOT IN USE IS
CLEAR.
DO NOT attempt to handle a wire or rope on a drum end, UNLESS a second person
is available to remove or feed to you, the slack rope.
DO NOT work too close to the drum when handling wires and ropes. The wire or
rope could “jump” and trap your hand.
Gear wheels and other moving parts must be protectively covered. If any guards are
missing:
REPORT IT
Have them replaced as soon as possible.
19. BUOY MOORINGS
General
Precautions that apply to a tanker moored to the berth shall also apply to a tanker
moored to a buoy. If an ocean-going tanker is to be moored to a buoy mooring at
terminal, it is recommended that professional advice on the safe operation of the ship be
sought. If possible, the berthing master (mooring master) at the terminal may be
nominated as the person to provide professional advice, or the pilot at the port authority
may be consulted.
Conventional or Multi-Buoy Moorings (CBM or MBM)
In conventional buoy moorings, adequate communications between the bridge and the
stern of the ship are essential for preventing mooring lines or trawl nets of boats from
fouling the propeller. During mooring work, a large tensile force may sometimes be
generated on a mooring line. Therefore, mooring lines of good quality and adequate
length shall be used, and strict supervision enforced to ensure the safety of workers.
In most conventional buoy mooring berths, lines from the buoy or from the sea bed are
often used as shore mooring lines and used together with the ship's mooring lines.

Issue Date : 30/11/2010
The heavy wires using the warping drum of the winch shall be handled by experienced
crewmembers.
a) CBM: conventional buoy mooring
b) MBM: multi-buoy mooring
Single Point Mooring Berth (SPM)
Mooring system, which are complicated and which deviate from the standards for
single-point mooring in an SPM, may be hazardous and may prolong mooring work. If
the equipment on the ship and the SPM are correctly designed and standardized
equipment are correctly installed on the ship, hazards such as human injuries can be
reduced considerably.
Correct installation of the equipment will enable the ship to be moored effectively at
SPM and at the offshore terminal. OCIMF has prepared guidelines for SPM mooring
equipment called "Recommendations relating to Mooring Equipment in Single Point
Mooring Equipment in Single Point Mooring Berths". The ship should follow these
guidelines:
The communication system between the ship and the bow should be maintained in a
reliable and satisfactory condition when mooring the ship to SPM.
The ship shall have complete knowledge about the mooring methods and the lifting
loads.The Master shall obtain the lengths and diameters of the required messenger lines
from the terminal.
When messenger lines are used for hauling mooring lines, or during mooring work when
a bow stopper is not provided on the ship, it is very important to ensure that excessive
loads do not act on the mooring lines due to movement or increased yawing of the ship.
When leading the messenger line to the warping drum, the shave or pedestal roller
through which the line is led should be rotated several times so that the line is not chafed
excessively. Depending on SPM, two mooring chains of similar construction may
sometimes be used for a tanker of 150,000 dwt or greater. In this case, leading both lines
through the same hole in the bow is not advisable.
20. CHANGE OUT AND RETIRING OF MOORING ROPES, WIRE ROPES AND
MOORING TAILS FROM SERVICE
The Chief Officer is responsible for the maintenance and inspection of the mooring
ropes, wire ropes and mooring tails. Since wire lines deteriorate in service, regular
inspection is necessary to assess damage to the wire and perform remedial action.
Following are some guidelines for inspection:

Issue Date : 30/11/2010
1) The wire diameter should be checked. A marked decrease is a sign that the line
should be removed from service.
2) The outer layers of the wires should be inspected for wear and breaks.
3) Wires should be checked for abrasion. If the outside wires show a considerable loss
of metallic area, the line should be removed from service.
4) Individual wires on the strand crowns should be inspected for fatigue breaks.
5) Look for fatigue breaks at or near the valley positions of the strands. If one fatigue
break of this type is noted, the line should be removed from service.
6) Remove the wire up to and including the kinked or cut sections.
7) An inspection should be made for corrosion and the line should be retired from
service if corrosion has penetrated below the surface of the wires.
8) If the number of broken strands exceeds 10% of the visible strands in any length of
wire equal to 8 diameters, the line should be removed from service.
9) The ends of a wire should be periodically reversed in order to evenly distribute the
wear.
10) Mooring tails are to be replaced 18 months from the date it was first put into use.
11) Fibre ropes lose strength and deteriorate through normal use and must eventually be
replaced.
12) Weak points and potential areas of failure can be detected and the line repaired or
retired before it parts in service.
13) For inspection, the rope should be laid out and the inspector should run the rope
between his hands, examining about a foot length at a time. As he proceeds, he
should rotate the rope and open the strands or spread the yarns to expose the strand
interior surfaces and fibres.
The following guidelines will aid in determining when a fibre rope should be replaced:
1) Fibre deterioration: The rope should be retired if the fibre is breaking up or if

powdered fibre is present.
2) Damage due to external wear: If the strand crowns are worn down considerably,
the rope should be retired. If a significant number of outer yarns are also severed, the
rope should no longer be used as a mooring line.
3) Local abrasion: Heavy chaffing or fusions of surface fibres are indications of severe
abrasion. If these sections are localized, they can be removed and the rope spliced in
accordance with the manufacturer’s recommendations.
4) Hockles: Hockling of fibre ropes indicates a severe reduction in rope breaking
strength. The hockle should be cut out, if possible, or the rope removed from
mooring service.
5) Chemical attack: This may be indicated by staining, or by the ease of filaments or
fibres from the yarns can be plucked or rubbed off. If the rope has been chemically
damaged, it should be removed from service.
6) Attack by heat: This may be manifested by glazing of the rope surface. In extreme
cases, local fused sections on synthetic rope indicate heat through friction and
considerable loss of strength can be expected.

Issue Date : 30/11/2010
*** Note: Synthetic fibre ropes used for mooring purposes should be made of
Polyester/Polypropylene mixture. No synthetic fibre ropes made of other materials
are allowed.
21. MONITORING OF MOORINGS THROUGHOUT PORT OPERATIONS
The OOW is responsible for ensuring that the vessel is safely moored during port
operations. Checks on the tensions of mooring ropes should be done at least once every
hour by the crew on duty. Any line/lines found to be slack are to be put to tension equal
to the rest so as to distribute the tensions equally. The OOW shall monitor the moorings
throughout port operation taking the following into consideration:
a) Wind
b) Current
c) Tides
d) Change of draft and freeboard
e) Surge due to passing ships
f) Waves and swell
Freeboard is a major and sometimes critical factor for safe mooring because of the
speed/force and speed/height characteristics of wind behaviour, especially offshore
beam wind. In the case of currents, forces become significant when the clearance under
the keel is small in relation to the draft. Current force due to beam current increases as
the “Depth/draft ratio” is reduced.
A vessel moves up and down alongside a berth both with the tide and as a result of cargo
operation. It ids perhaps stating the obvious to see that as the vessel rises or falls, the
tensions in the mooring lines will change. As they tighten, the ship will tend to move in
towards the berth; conversely, as the height above the jetty decreases, the lines will
become slack and the ship is likely to move away from her proper position.
Forces caused by passing ships, waves or swell are complex and continually varying,
although at most berths they will not create problems for the ship that is using her
equipment properly. Where these forces are usually large, jetty operations should have
made some provision to supplement the ship’s system. Attention to mooring restraint is
especially important in the case of a deep draft loaded vessel with minimum under keel
clearance berthed close to a shipping lane, when the force from passing ships could be
large enough to part the lines or pull the ship off the dock if the lines are slack. The only
reliable remedy for this is regular line tending whilst the ship is moored at a jetty.
In all cases, the Engine Room shall be informed before starting the mooring operation.
For steam operated winches/windlass, early notice shall be given to the Engine room.

Issue Date : 30/11/2010
22. CORRECT USE OF SYNTHETIC ROPES
Frictional heat can lead to a softening of synthetic rope surface which in turn may cause
the rope to stick on drum ends and subsequently “jump”, possibly injuring the handler.
The heat is caused in two ways, firstly from contact with the drum when surging and
secondly due to the rope having to move athwart ships across the drum when heaving.
In general with only three turns on the drum end it is possible to surge the rope without
“sticking” and “jumping”.
During the more difficult mooring operations, e.g: heaving alongside against the wind or
moving the vessel along a quay, difficulty may be experienced if only three turns are
used on drum ends. A further one or two turns should be taken in such circumstances but
these turns should be removed as soon as the need for extra grip has passed.
With a large load on such ropes the winch or windlass should be “walked back” to
release the tension before extra turns are removed.
When making fast on a pair of bitts, a full turn of rope should be taken around the outer
bitt prior to “figure of eight” in the normal manner. This allows greater control of the
rope when slacking or letting go.
Deck crew must be instructed to keep clear of synthetic ropes under tension as they give
little or no warning prior to parting.
Many compounds used on board contained chemical which could seriously weaken both
the synthetic and natural fibre ropes. It is important therefore that ropes are stowed clear
of paints, thinners, cleaners, chemicals, compounds and rope stores are to be ventilated
to avoid excessive heat, etc.
On long voyages, stored ropes are to be turned over or rearranged to avoid damage by
providing extra cooling.
23. PASSING VESSELS
Any damage caused by passing ships should be reported to agents in writing in order
that they may lodge a protest with the port authority.
24. SPRINGS LINES
Springs lines should be operated in the “hand” mode and should be frequently checked.

Issue Date : 30/11/2010
25. RAT GUARDS
Rat guards must at all times be in position on all moorings and regularly tended.
Dereliction of this duty can lead to prosecution.
26. NEW PORTS AND BERTHS
When any ship uses a new port or berth the Master is to send a report. In addition to
general information their reports should include:
a) Pilot Arrangements
b) Tugs
c) Fendering
d) Mooring Pattern
e) Sounding around the Ship
27. CRITICAL SPARES FOR WINCHES
Refer to Company’s PMS (Form D-22) for critical spares including spares required and
spares available onboard.
28. PROTECTION OF POWER PACK
In case where the mooring-equipment power supply is located in an enclosed space then:
Spary shields or guards are provided to prevent any damage or human injury. Oil mist
detectors are provided above the power pack system for monitoring of any leakages
which may lead to fire hazard.
Such space shall be monitored by Chief Officer every alternate day during sea passage
(if weather permits) and be recorded. (Form D-05) “Shipboard Safety Management
Procedure – Entry into Enclosed spaces” shall be strictly adhered to when entering.
Safety rounds shall be made during each watch for early detection of fire/oil spill.
Starting/stopping of power pack operation shall be carried out by competent person.
Security measures as per vessel’s Security Plan shall be strictly adhered to.

Issue Date : 30/11/2010
29. CARE AND MAINTENANCE FOR MOORING EQUIPMENT
Mooring winches, capstans, windlasses, mooring lines and mooring fixtures and fittings
must be properly maintained and periodic maintenance undertaken as prescribed in the
Company planned maintenance system.
Routine maintenance should include but not limited to the followings;

1. Regular visual inspections of all equipment,
2. Level of Hydraulic Oil in tank should be checked to ensure oil is sufficient.
3. Hydraulic Oil Strainer should be regularly inspected and clean when necessary.
4. Open gearing and clutches should be suitably greased with an appropriate
dressing.
5. Clutches should operate smoothly and pins for securing the clutches should be
attached to the clutch control levers ready for use.
6. Greasing of grease nipples on moving machinery and of rollers on fairleads and
pedestal fairleads.
7. Brakes should be closely examined to ensure all linkages are working correctly,
8. Brake band material thickness is adequate and the condition of the brake lining is
satisfactory.
9. Winch control levers must be marked with the direction of operation for both
paying out and heaving in.
10. Drum ends should be kept free from damage, rust and paint, and machinery bed
plates should be periodically inspected for deterioration or damage.
11. Mooring ropes, wire ropes and mooring tails should be checked for wear and
tear. (See GBLT 0405-4-20 for Change Out and Retiring of Mooring Ropes,
Wire Ropes and Mooring Tails from service).
It must be ensured that mooring fairleads are all turning freely and that their surfaces are
free of rust or damage that could abrade the mooring lines. The integrity of all mooring
equipment such as bitts, pad eyes and leads should be closely examined.
Prior to mooring operations commencing, all equipment should be visually examined for
any visible defects and machinery tested. Any defective equipment must be taken out of
service.
30. BRAKE RENDERING CAPACITY
The primary brake is to be set to hold 60% of the mooring line’s MBL. As brakes may
deteriorate in service, new equipment must be designed to hold 80% of the line’s MBL,
but have the capability to be adjusted down to 60% of the line’s MBL.
Brake holding Capacity is designed according to ship’s equipment number and is based
on steel ship’s regulation and a safety factor.Brake Rendering Capacity (point) is the
point of drum slip to confirm deterioration in service point.

Issue Date : 30/11/2010
To prevent mooring line from breaking in emergencies, rendering point must be set at
about 60% of MBL of mooring line.
**MBL: Minimum Break Load of mooring line.
Clockwise moment = Anti-Clockwise moment
Legends:
RV - Rendering Value
R - Radius of winch drum
r - Radius of rope
P - Jacking pressure
L - Distance between drum and jack
F - Hydraulic force
XSA - Cross section area of piston on the jack
XSA * P = F
RV * (R+r) = FxL
RV = XSA * P * L / (R+r)
= (XSA * P * L) / [1000 * (R+r)]
P = [RV*1000*(R+r)]/(XSA*L)
Note:
1. The brake should be set to hold 60% to 80% of the mooring line's minimum breaking load
(BS). The brake acts as a safety device in case the line load becomes excessive, it would slip
and allow the line to shed its load before it breaks.
2. This test is to be carried out annually.

Issue Date : 30/11/2010
31. MINIMUM MAINTENANCE REQUIREMENTS
Item Description Interval Remarks

Weekly and upon every Compare to new, not to worn
Brake lining Visual inspection
arrival and departure down 50%
To ensure within normal
Daily and upon every
Hydraulic oil tank Check for sign of leak working level and not to
arrival and departure
overfill
Hydraulic oil Filter to be replace if worn
Cleaning 3 monthly or 6 monthly
system filter out
Hydraulic pump Overhaul 30 months
Hydraulic motor Overhaul 30 months
Safety device Test the alarm and trip monthly
Weekly and upon every

Mooring rope Check for broken strand
arrival and departure
BHT To carry out BHT annually
Gear Oil Analysis 6 monthly

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GBLT SHIPMANAGEMENT PTE. LTD.

ENVIRONMENTAL, OCCUPATIONAL HEALTH AND SAFETY MANUAL

1. Mooring Arrangement And Responsibilities

Page 1 of 17 Authorised by : General Manager

1. MOORING ARRANGEMENT AND RESPONSIBILITIES

On entering or leaving port the recommended stations are:

Remainder of seamen divided between forward and aft.

The position may be varied at the Master’s discretion.

Preparation of Mooring Plan

Page 2 of 17 Authorised by : General Manager

3. MOORING OPERATION PRECAUTIONS

To ensure safe and expeditious mooring line handling:

4. DEPLOYMENT OF MOORING ROPES

5. MOORING LINES AND WIRE ROPES

Page 3 of 17 Authorised by : General Manager

To ensure all rollers and fairleads are turning smoothly

6. PERSONNEL SAFETY – HANDLING OF MOORINGS

To ensure all personnel involved in mooring operation are wearing PPE.

When doing stopper of moorings, the following are to be considered:

a) Man made fibre rope to be stoppered with Man made fibre.

7. HANDLING OF TUG LINE

Page 4 of 17 Authorised by : General Manager

8. BERTHING, SAILING AT NIGHT

If by reason of adverse weather or other conditions, the Master considers it unsafe to

9. TANKER MOORING EQUIPMENT

Self Stowing Mooring Winches

Page 5 of 17 Authorised by : General Manager

Mooring System At Berth

10. TYPE AND QUALITY OF MOORING LINES

Page 6 of 17 Authorised by : General Manager

11. TENSION WINCH

12. MOORING WINCH WITH DRUM

13. NUMBER OF LAP WINDING PLIES ON THE WIRE DRUM

14. WINDING DIRECTION OF WINCH DRUM

Page 7 of 17 Authorised by : General Manager

15. CONDITION OF BRAKE LINING AND DRUM

16. USE OF WINCH BRAKE

17. MOORING LINES ON SHORE

18. WINDLASS & WINCHES PRECAUTIONS

The Windlass operator MUST wear:

Page 8 of 17 Authorised by : General Manager

19. BUOY MOORINGS

Conventional or Multi-Buoy Moorings (CBM or MBM)

Page 9 of 17 Authorised by : General Manager

Single Point Mooring Berth (SPM)

Page 10 of 17 Authorised by : General Manager

1) Fibre deterioration: The rope should be retired if the fibre is breaking up or if

Page 11 of 17 Authorised by : General Manager

21. MONITORING OF MOORINGS THROUGHOUT PORT OPERATIONS

Page 12 of 17 Authorised by : General Manager

22. CORRECT USE OF SYNTHETIC ROPES

23. PASSING VESSELS

24. SPRINGS LINES

Page 13 of 17 Authorised by : General Manager

25. RAT GUARDS

26. NEW PORTS AND BERTHS

27. CRITICAL SPARES FOR WINCHES

28. PROTECTION OF POWER PACK

Page 14 of 17 Authorised by : General Manager