Truong Phat Loc Shipping

Trading Joint Stock Company

M/T EVERRICH 2
IMO 9294795

MOORING SYSTEM & LINE

MANAGEMENT PLAN

This plan has been developed in accordance with:

• OCIMF Mooring Equipment Guide
• SOLAS regulation II-1/3-8
• Vessel Inspection Questionnaire
• CI 2001 Fibre Rope Inspection and retirement criteria
• Mooring Arrangement Plan
• Code of Safe Working Practices for Merchant Seafarers.
• Relevant IACS Recommendations

This plan should be kept by the Master and used as a practical guide
regarding Mooring System & Line management.

DEVELOPE D BY
SQEMARINE
2, Afentouli Str, 185 36 Piraeus, Greece
Tel : +30 210 4520410, email: ops@sqemarine.com

The present manual is property of the manager of the vessel and may not be removed from the vessel or
reproduced wholly or partly in any manner without the prior agreement of the manager of the vessel.
MOORING SYSTEM &LINE MANAGEMENT 1 MMP - 01: INTRODUCTION

2 MMP – 02: MOORING EQUIPMENT DESIGN

3 MMP – 03: MOORING PLANNING

4 MMP – 04: RISK & CHANGE MANAGEMENT

MMP – 05: EQUIPMENT INSPECTION &

5
PLAN

MAINTENANCE

6 MMP – 06: LINE INSPECTION & MAINTENANCE

MMP – 07: MOORING SYSTEM MANAGEMENT

7 PLAN REGISTER

8 MMP – 08: POSTERS

9 MMP – 09: FORMS

10 MMP – 10: INSPECTIONS DOCUMENTATION

 M/T EVERRICH 2 – IMO 9294795 Intro Pages

MOORING SYSTEM & LINE MANAGEMENT PLAN Issue: Sept. 18

INTRO PAGES Rev. No: 00

VESSEL PRINCIPAL PARTICULARS

NAME OF SHIP EVERRICH 2

TYPE OF SHIP OIL/CHEMICAL TANKER
FLAG PANAMA
PORT OF REGISTRY PANAMA
CALL SIGN H8KO
IMO NUMBER 9294795
DWT (MT) 14,298
GT 8,259
NT 4,735
LOA (m) 134.16
LBP (m) 125
BREADTH (m) 20.52
DEPTH (m) 11.60
CLASS NIPPON KAIJI KYOKAI
BUILDERS ASAKAWA SHIPBUILDING CO., LTD
DATE OF KEEL LAID 05 November 2003
DATE OF DELIVERY 09 July 2004
HULL TYPE DOUBLE HULL
THRUSTERS BOW Thruster; 1, Stern Thruster:

Truong Phat Loc Shipping Trading

Name:
Joint Stock Company
422, Dao Tri Street, Ward Phu Thuan,
Address:
District 7
Place / Country: Ho Chi Minch City, Vietnam

Post Code:
VESSEL’S MANAGERS
Tel: +8428 377 334 92

Fax: +8428 377 339 91

E-Mail: marine@tplshipping.com
Date that Manager
assumed Operation of 26 April 2013
vessel

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 M/T EVERRICH 2 – IMO 9294795 Intro Pages

MOORING SYSTEM & LINE MANAGEMENT PLAN Issue: Sept. 18

INTRO PAGES Rev. No: 00

CONTROLLED DOCUMENTATION LIST

TAB CODE TITLE OF DOCUMENT REV ISSUE DATE

- - INTRO PAGES 00 September 18
PROCEDURES
1 MMP-01 INTRODUCTION 00 September 18
2 MMP-02 MOORING EQUIPMENT DESIGN 00 September 18
3 MMP-03 MOORING PLANNING 00 September 18
4 MMP-04 RISK & CHANGE MANAGEMENT 00 September 18
5 MMP-05 EQUIPMENT INSPECTION & MAINTENANCE 00 September 18
6 MMP-06 LINE INSPECTION & MAINTENANCE 00 September 18
7 MMP-07 MOORING MANAGEMENT PLAN REGISTER 00 September 18
POSTERS
POSTER - 01 SNAP BACK ZONES 00 September 18
POSTER - 02 ROPE/WIRE CONSTRUCTION 00 September 18
8
POSTER - 03 ROPE LENGTH DIFFERENCE 00 September 18
POSTER – 04 ROPE/WIRE/TAIL RETIREMENT GUIDE 00 September 18
POSTER - 05 DAMAGE ILLUSTRATION
FORMS
MPF-01 MOORING LINES/WIRES LOG 00 September 18
MPF-02 MOORING PLAN 00 September 18
9
MPF-03 MOORING AUDIT CHECKLIST 00 September 18
MPF-04 EQUIPMENT INSPECTION LOG 00 September 18
MPF-05 MOORING LINE/WIRE INSPECTION LOG 00 September 18
MOORING LINE/WIRE INSPECTIONS September 18
10 MMP - 10 00
DOCUMENTATION

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INTRO PAGES Rev. No: 00

AMENDMENT RECORD

TAB SECTIONS BRIEF DESCRIPTION OF AMENDMENT REV. ISSUE DATE

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INTRODUCTION Rev. No: 00

1. INTRODUCTION

1.1 Legislation

This manual is developed in line with:

1. OCIMF Mooring Equipment Guide
2. SOLAS regulation II-1/3-8
3. Vessel Inspection Questionnaire
4. CI 2001 Fibre Rope Inspection and retirement criteria
5. Mooring Arrangement Plan
6. Code of Safe Working Practices for Merchant Seafarers.
7. Relevant IACS Recommendations

1.2 Objective
To ensure that all assessed risks are effectively managed through the design and operation of
mooring system.

1.3 Scope
To ensure that during mooring operations no harm comes to crew or terminal’s staff, and no
damage may occur against ship’s structure/equipment, terminal/facilities interfacing with.
Additionally the mooring system and lines used are to meet the regulations, codes and
recommended practices.

1.4 Structure of Plan

This Plan has incorporated the related requirements as per OCIMF Mooring Equipment Guide for
Mooring System Management Plan, Mooring System management Register and Line Management
Plan. The following matrix corresponds to Parts introduced by OCIMF with the contents of this
Plan.

OCIMF Mooring Equipment Guide Part Mooring System & Line Management Plan
Part A – General Ship Particulars Intro pages
MMP-02 Mooring Equipment Design
Part B – Mooring Equipment Design Philosophy
MMP-03 Mooring Planning
Part C – Detailed List of Mooring Equipment MMP-07 Mooring System Management Plan register
MMP-05 Equipment Inspection & maintenance
Part D – Inspection, Maintenance, and Retirement MMP-06 Lines Inspection & Maintenance
Strategies/principles Poster-04 Retirement Guide
Poster-05 Damage Illustration
Part E – Risk & Change Management, safety of
MMP-04 Risk & Change Management
personnel and human factors
MMP-05 Equipment Inspection & maintenance
MMP-06 Lines Inspection & Maintenance
Part F – Records & Documentation
MMP-10 Inspection documentation
MMP-09 Forms
Part G – Mooring System Management Plan
MMP-07 Mooring System Management Plan register
Register
Line Management Plan
Records of Mooring Hours MMP-06 Lines Inspection & Maintenance
Line Inspection Records and plans MPF – 01 Line & Wire Log
Manufacturer and operator Retirement criteria MPF – 05 Mooring Line/Wire Inspection Log
Test/Inspection reports Poster – 04 Retirement Guide
Manufacturer’s recommendations following tests or Poster – 05 Damage illustration
inspections

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2. MOORING OPERATIONS

2.1 Mooring Definition

As per OCIMF (MEG-4) mooring is the securing of a ship to a marine facility, terminal, berth or
other ship using mooring lines.

This considered to be one of the most demanding and frequently conducted operation on board.
Each vessel is required to use all available means for safe mooring including the use of Tugs,
assistant boats (for line handling) and anchors.

This plan does not include instructions and procedures for the following as they are covered by
other plans or manuals:
1. STS operations- Please refer to approved vessel’s STS manual
2. Towing – Please refer to vessel’s Emergency Towing booklet
3. Anchoring – Please refer to relevant SMS procedures.

2.2 Types of Mooring

There are several types of mooring. The most common are:
1. Dock or terminal side mooring: Vessel is berthed by side along a terminal or dock using
relevant mooring equipment (bollards, bitts, dolphins, buoys etc), in order to secure
mooring lines. This type of mooring permits a long time stay
2. Single point mooring: Vessel is required to used a mooring buoy to secure one (or more)
head line. This type of mooring is for short time period and is very much depended on
weather and environmental conditions.
3. Med-Moor: Vessel is secured by the stern while bow is controlled by anchor(s). This type of
mooring is for long time period but is affected by weather and environmental conditions.

Typical Side mooring

Single Point Mooring

Med-Moor

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2.3 Vessel motion that affects mooring

Heave: Motion outcome of wave, swell or tide

Surge: Motion outcome of wind, current or engine power
Yaw: Motion outcome of rudder effect or side wind
Sway: Motion outcome of current or side wind
Pitch: motion outcome of wave or swell
Roll: Motion outcome of wave or swell

A vessel should plan and use all available equipment in order to address all above motions and
respond to any change of conditions that may affect them during the mooring.

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1. MOORING ARRANGEMENT PLAN

All vessel’s mooring equipment has been installed on board as per Mooring Arrangement plan,
approved by Classification society.

1.1 Considerations
The design of the system has taken into consideration the need of direct leads and minimal lines
across open deck.

Vessel is a typical Tanker vessel and all deck arrangements have been installed to support the
safe mooring and unmooring operations, to different docks/terminals or buoys.

All the arrangements on board have been based to the calculated Equipment number as per
SOLAS regulation II-1/3-8 and relevant IACS requirements.

1.2 Standard Environmental Criteria

All ships above 16,000 DWT operated for trading worldwide should have fixed equipment on board
to satisfy the following criteria:

60 knot wind from any direction simultaneously with:

i. 3 knots current at 0 degrees or 180 degrees
ii. 2 knots current at 10 degrees or 170 degrees
iii. 0.75 knots from the direction of maximum beam loading

1.3 Equipment Number

EN is the calculated number for determining the minimum breaking load of mooring lines on board
and the number of mooring lines

Equipment Number as calculated for this vessel is between 1480-1570

The Minimum Breaking Strength of Mooring Lines applicable for this EN as per MSC/Circ.1175 is
33 (ton)

1.4 Mooring Fittings & Arrangements

Shipboard fittings for mooring are located on longitudinal, beams and/or girders, which are part of
the deck construction so as to facilitate efficient distribution of the mooring load. Other equivalent
arrangements have been applied to support local requirements (for Panama chocks, etc.). All
fittings have been approved by Classification society.

1.5 Load considerations

The minimum design load applied to supporting hull structures for shipboard fittings calculated
to be 1.25 times the minimum breaking strength of the mooring line, as per para. 1.3.

The minimum design load applied to supporting hull structures for winches is to be 1.25 times
the intended maximum brake holding load, where the maximum brake holding load is to be

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assumed not less than 80% of the minimum breaking strength of the mooring line according to
para. 1.3

For supporting hull structures of capstans, 1.25 times the maximum hauling-in force has been
taken as the minimum design load.

The design load has been applied to fittings in all directions that may occur by taking into account
the arrangement shown on the towing and mooring arrangements plan. Where the mooring line
takes a turn at a fitting the total design load applied to the fitting is equal to the resultant of the
design loads acting on the line, refer to the figure below.
.

In no case does the design load applied to the fitting need to be

greater than twice the design load on the line

1.6 Safe Working Load

The Safe Working Load (SWL) is the load limit for mooring purpose. SWL is not to exceed the
minimum breaking strength of the mooring line as calculated in para. 1.3

The SWL, in t, of each shipboard fitting is marked on the deck fittings used for mooring. For
fittings intended to be used for, both, mooring and towing, TOW, in t, is to be marked in addition
to SWL.

The above requirements on SWL apply for the use with no more than one mooring line. The
towing and mooring arrangements plan as approved by Classification Society define the method of
use of mooring lines.

1.7 Hull Loads Calculations (in accordance with IACS UR. A2)

The Minimum Breaking Strength (MBS) for mooring lines calculated to be : 33 tn

Load Calculation Result
Minimum Design Load for hull under arrangements 1.15 of MBS 37.95 tn
Minimum Design Load for hull under winches 1.25 of 80% of MBS 33 tn
Minimum design load for hull under capstans 1.25 of MBS 41.25 tn
Maximum Safe Working Load <MBS 33 tn

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1.8 Number of mooring lines (in accordance with IACS Recommendation 10)

The number of mooring lines to be used based on the vessel’s side projecting area.

Side Projecting Area for the vessel is calculated as per following formula. For oil tankers, chemical
tankers, bulk carriers, and ore carriers the lightest ballast draft to be used for a calculation

A=a*LOA+∑hi*li
a: Distance of upper deck from water line
LOA: Length over all
hi : Height of each deck
li : Length of each deck

Side projecting Area for this vessel calculated to be : 1180 square meters

The mooring lines as given here under are based on a maximum current speed of 1.0 m/s and
maximum wind speed Vw, 25 m/s. The wind speed is considered representative of a 30 second
mean speed from any direction and at a height of 10 m above the ground. The current speed is
considered representative of the maximum current speed acting on bow or stern (±10°) and at a
depth of one-half of the mean draft.

For oil tankers, chemical tankers, bulk carriers, and ore carriers the total number of head, stern
and breast lines should be taken as:

n = 8.3·*10-4 * A + 4

The total number of head, stern and breast lines should be rounded to the nearest whole number.

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The number of head, stern and breast lines may be increased or decreased in conjunction with an
adjustment to the strength of the lines.

Total Number of head, stern and breast lines for the vessel calculated to be : n= 5

The total number of spring lines are taken not less than:

Two lines where EN < 5000,

Four lines where EN ≥ 5000.

Total Number of spring lines for the vessel is calculated to be : n2= 2

As a result the vessel in order to be safely moored in weather conditions up to wind

velocity 25 m/s and current speed 1m/s is required to use a minimum total of 7
mooring lines.
n: Head,stern,Breast lines
n2: Spring lines

Mooring lines used by vessel have a minimum MBL*: 37.5 ton

As this MBL* exceeds the minimum MBL, vessel may be moored safely in wind conditions as below
formula:

Vw*= 27 m/s

Distribution of mooring lines on board as per Mooring Plan (MPF-02), which should be discussed
during pre-mooring toolbox meeting.

1.9 Ship Design MBL

The minimum breaking load of new dry mooring lines for which a ship’s mooring is designated to
meet OCIMF standard environmental criteria restraint requirements.

Calculation of Ship Design MBL: Highest individual mooring line restraint requirement in service
divided by number of mooring lines (as calculated in para. 1.8)

Ship Design MBL for this vessel calculated to be: 33 t

Load Calculation Result (tons)

Ship Design MBL - 33
LDBF (line design Break Force) 105% Ship Design MBL 34.65
WLL (Working Load Limit) – Steel wire 55 % Ship Design MBL 18.15
WLL (Working Load Limit) – Rope 50% Ship Design MBL 16.5

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1. BERTHING PLANNING

A vessel in order to be moored safely has firstly to berth safely. The two operations Berthing &
Mooring are connected as mooring is the result of an effective berthing. Berthing is considered to
be the approach stage of operation while mooring is the final stage (when mooring lines have
been passed).

The way that a vessel will be moored determines the way that the vessel will approach for
berthing and which means will be used to achieve that (mooring lines, tugs, assistance boat
handlers etc).

There are two basic ways of berthing a ship: assisted or unassisted. Assisted berthing usually
involves tugboats. In an unassisted berthing, the ship uses its own resources only. Most common
type of berthing for this ship is the Assisted Berthing.

Berthing Planning includes elements that have to consider the space, transit area and the
environmental conditions while approaching.

The adequate scale map to be used for final berthing approaching planning taking into
consideration:
1. Vessel’s maneuvering characteristics
2. Engine’s capability and response time
3. Use of Anchors
4. Availability of tugs
5. Availability of Pilot
6. Environmental conditions (wind, currect,swell,wave, visibility etc)
7. Crew physical condition

Berthing follows the same stages of passage planning as the definition of passage plan is to be
berth to berth plan.

2. MOORING PLANNING

Mooring planning as it is the final stage of berthing takes into consideration elements and factors
that may affect the operation, as below:
1. Port Construction (piers,docks, dolphins, buoys, fenders, mooring points etc)
2. Port Facilities (pilots,tugs)
3. Environmental conditions (wind,current,swell)
4. Vessel’s mooring arrangement distribution
5. Condition of equipment and mooring lines
6. Type of mooring in final position (side, mooring, single point etc)
7. Time that the vessel will remain moored

A detailed Risk Assessment should be conducted prior mooring in order to identify and mitigate all
possible hazards for the operation.

Further information of Risk Assessment during mooring please refer to procedure MMP-04 Risk
& Change Management

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2.1 Mooring Plan (MPF-02)

Prior approaching to mooring Safety Officer under the instructions of Master is to complete the
form Mooring Plan in which all relevant information should be included. The environmental
conditions which is estimated to prevail during mooring and the Port’s construction and facilities to
be taken into account on creation of the plan.

The plan is to include a draft drawing of final mooring position, the lines and winches to be used in
order to achieve position.

Crew members assigned with different duties to be included.

2.2 Pre-Mooring Toolbox Meeting

Prior mooring a tool box meeting to be conducted (to the bridge area in order crew members to
have access to chart and port information).

All crew members with assigned duties during mooring operation to participate in that meeting.

The following are to be discussed and analyzed during meeting (but limited only to them):
1. Mooring Plan
a. Number and size of mooring lines to be used
b. Distribution of lines
c. Winches & capstans to be used
d. Use of tugs and relevant towing points
e. Port/Terminal configuration
f. Weather & Environmental conditions
2. Communication Means between supervisors (including alternate comms)
3. Snap back zone danger and recommendations
4. Risk Assessment outcome

Tugboats can be used to assist mooring of a ship. Essentially tugs either push or pull the ship, to
help guide or position it. Tugs also use tow lines to help maneuver ships to and from berths. They
push a ship into a berth, or move it away from a berth by moving between the dock and the ship’s
hull and pushing it away from the dock. When tugs are holding a ship against a pier, do not over-
tighten the initial mooring lines. Depending on how the tugs move away, the lines may become
overloaded and break.

Thrusters are installed in some ships to improve their maneuvering capabilities at low or zero
speeds. The type of thruster and its location in the ship’s hull determine if it can be used to help
maneuver the ship when approaching or leaving a mooring.

2.3 Shore Mooring Equipment

Different ports and terminal have different means of mooring and different combinations of
patterns. A detailed communication and information exchange to be conducted with relevant
authorities in order to pre determine the final position of vessel and the means which are going to
facilitated vessel’s mooring lines.

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2.3.1 Fenders

Fenders are used to keep vessel in a safe distance from dock/pier/terminal in order to avoid hull
damage due to allision.

Fixed Fenders Floating Fenders

Fixed fenders are the most common to shore facilities and floating fenders are more common
during STS Operations.

2.3.2 Bollards/Hooks
Bollards used in terminals/ports are of different types. The most common are:

T- Type Bollard Can facilitate high tension load (up to 300T)

Single Bit Bollard Used in terminals/ports with large tidal range

Instead of fixed bollards many terminals use

Quick release the quick release hook systems in order to
hook systems facilitate safe mooring and quick unmooring of
vessels

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2.3.3 Mooring Dolphins

A dolphin is an isolated marine structure for berthing and mooring of vessels. It is a common
practice to combine dolphins with piers which drastically reduces the size of piers. Dolphins are
generally divided into two types, namely breasting dolphins and mooring dolphins.
Breasting dolphins serves the following purposes:
(i) Assist in berthing of vessels by taking up some berthing loads.
(ii) Keep the vessel from pressing against the pier structure.
(iii) Serve as mooring points to restrict the longitudinal movement of the berthing vessel.
Mooring dolphins: As the name implies, are used for mooring only and for securing the vessels
by using ropes. They are also commonly used near pier structures to control the transverse
movement of berthing vessels. Mooring dolphins are single structures designed to take care of the
tension on a mooring line. In most cases these are provided to take care of the longitudinal load
due to slight surge of the vessel while moored.
Berthing dolphins: Are at least a minimum of a pair which are designed to resist the lateral
(sidewise, both compression and tension forces) load imposed on them by the moored vessel due
to wind and wave.

2.3.4 Port/Terminal diagram

Ports and terminal can provide diagrams or plans under specific schedule scale in order to facilitate
the decision making and preparation of vessel prior mooring. The diagrams or plans include the
dock/pier and berthing arrangements along with the mooring points available. Master to take into
consideration this information prior planning the mooring.

Typical terminal information diagram

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3. DIFFERENT PATTERN & CONSIDERATIONS

Follow the OCIMF MEG 4 guidance for different patterns / calculations and consideration during
mooring. Include in Mooring Plan as drawing the final outcome and decision, after analyzing all
factor (shipboard arrangements /berth arrangements/ berthing period/ environmental conditions/
operational limitations).

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1. RISK MANAGEMENT

1.1 Objective

To provide detailed information on the requirement for identification, mitigation and management
of hazards and risks arising from mooring systems/lines and their operation.

1.2 Definitions

Hazard : Potential to do harm (to people, property or the environment)

Hazard Identification : The process of recognising that a hazard exists and defining its
characteristics (probability, consequences etc).
Risk : Combination of the likelihood and severity of consequence(s) of a
specified hazardous event occurring. The following definition will be
applied :
Risk = Likelihood x Severity

Risk Assessment : The process to determine where the hazard will be located within a
scale which comprises of intolerable, tolerable and negligible risk
regions
Risk Management : The process to properly manage all assessed risk by addressing
necessary safeguards
ALARP Risk : Risk that has been lowered to “As Low As Reasonably
Practicable” levels

The basic principles of Risk Assessment are described below:

1.3 Assessment Calculations

Risk Assessment for Mooring equipment/lines and operations is based on the 5x5 risk matrix, in
order to determine the initial risk (without control measures) and the final risk level (after
implementation of control measures) based on the ALARP theory.

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1.4 Risk Matrix

The Risk Matrix is the MOST IMPORTANT tool in order to asses the risks. In order to implement
Risk Assessment the following Matrix shall be used:

RISK = Severity x Likelihood

Settings and LIKELIHOOD

1 2 3 4 5
Risk Rating Improbable Remote Possible Likely Certain
1
Negligible 1 2 3 4 5
2
SEVERITY

Minor 2 4 6 8 10
3
Significant 3 6 9 12 15
4
Critical 4 8 12 16 20
5
Catastrophic 5 10 15 20 25

Score Severity Consequences Likelihood Frequency

Injury not requiring first aid, no cosmetic vessel
1 NEGLIGIBLE damage, no environmental impact, no IMPROBABLE Might occur once in a lifetime
port/terminal damage.
Injury requiring first aid, cosmetic vessel
damage, no environmental impact, additional
2 MINOR REMOTE Might occur every five-ten years
work, minor operational disruption, minor
damage to terminal
Injury requiring more than first aid, vessel or
terminal damage, some environmental Might occur every one to five
3 SIGNIFICANT POSSIBLE
damage, longer operational disruption, or years
financial loss.
Severe injury, major vessel or terminal
4 CRITICAL damage, major environmental impact, major LIKELY Might occur yearly
operational disruption
Loss of life, loss of vessel, severe terminal Might occur more than once per
5 CATASTROPHIC CERTAIN
damage, extreme environmental impact. year

The corresponding actions shall be applied for one of the three Risk Rating Areas

Risk Rating Actions to be Taken

Risk is Low. Operation is permitted on the basis of SMS proper
implementation
0–4 Risk controls are specified in SMS ( e.g procedures, instructions, checklists), no
LOW additional measures are required to reduce the risk, unless is found necessary,
or conditions change. Monitoring is required to ensure that the controls are
always maintained.
Risk is Medium. Operation is permitted on the basis of additional
measures to be taken
5 – 14
Action is required without delay to reduce the risk. Interim measures may be
MEDIUM
necessary in the short term. Significant time, effort, etc. may have to be used
to control, and/or reduce the risk.
Risk is HIGH / INTOLERABLE. Operation is NOT permitted
Immediate action is required before the work activity can commence /
15 +
continue. Risk Assessment should be reviewed at regular intervals to ensure
HIGH
that risk is being properly controlled, and/or reduced. Control measures may
have to involve some considerable effort and time to control.

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1.5 Most Common Risks in Mooring

1.5.1 Equipment related

1. Use of old, damaged wire
2. Poor equipment
3. Poorly designed mooring system
4. No overview of mooring area
5. Hazard/tripping risk sites not highlighted

1.5.2 Work processes

1. Lack of communication and planning
2. Poor wire/line handling
3. Poor tug assistance
4. Inadequate use of pilot (or pilot’s performance)
5. Operating winch in the wrong direction
6. Forgetting to engage brake
7. Communication failure
8. Failure to de energize/shut down equipment at completions

1.5.3 Crew qualifications

1. Lack of knowledge about the hazards of the job
2. Unclear instructions
3. Lack of information
4. Lack of supervision
5. Few & untrained deck crew
6. Ineffective on-board mooring training that does not identify and provide an understanding
of the dangers associated with snap-back zones

1.5.4 Crew condition

1. Fatigue & Stress

1.5.5 Ship’s safety culture

1. Procedures not followed
2. Shortcuts taken
3. Standing in the wrong places (in the snap back zone)
4. Standing/walking on a bight
5. Walking over a wire
6. Quick mooring versus safe mooring
7. No risk assessment process prior to mooring operations
8. Cluttered mooring area

1.5.6 Environmental Conditions

1. Wind, current velocity/strength not as predicted
2. Different angles of receiving wind / current
3. Excessive swell / wave conditions
4. Rainfall
5. Reduced visibility

1.5.7 Terminal / Port related

1. Inadequate line handlers’ ability
2. Damaged fenders
3. Damaged mooring points

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4. Inadequate communication with shore personnel

5. Inadequate lighting of terminal

1.6 Risk Assessment to mitigate hazards

A. Equipment related
RR RR
# Hazard description S L Level Control Measures S L Level
SXL SXL
Follow the retirement guide for all
equipment. Frequent inspection to be
1. Use of old, damaged wire 4 3 12 Medium conducted to all used wires and lines. 4 1 4 Low
Retire all equipment for which there is lack
of information
Class inspections’ outcome to be followed.
Inspection plan to be implemented.
2. Poor equipment 5 3 15 High 5 1 5 Medium
Manufacturers’ guidance to be used. IACS
recommendations to be followed
Class approved systems to be used. In
case of second handed vessel additional
Poorly designed mooring assessment by experts to be conducted for
3. 5 2 10 Medium 5 1 5 Medium
system adequacy of mooring and towing
arrangements. IACS recommendations to
be followed
Supervising officer to be assigned to all
mooring stations. Communication to be
4. No overview of mooring area 4 3 12 Medium 4 1 4 Low
established. Pre-mooring tool box meeting
to be conducted
Supervising officer to be assigned to all
mooring stations. Communication to be
Hazard/tripping risk sites not
5. 4 3 12 Medium established. Pre-mooring tool box meeting 4 1 4 Low
highlighted
to be conducted. PPE to be used. Training
sessions for mooring to be conducted

B. Work Process
RR RR
# Hazard description S L Level Control Measures S L Level
SXL SXL
Establish an effective mooring plan. Pre-
Lack of communication and mooring tool box meeting. Establish
1. 4 3 12 Medium 4 1 4 Low
planning primary and secondary means and
channels of communication
Training sessions to be conducted
regarding handling of wires/lines.
2. Poor wire/line handling 5 2 10 Medium Supervising officer to each mooring 5 1 5 Medium
station. PPE in use. Winches operating
instructions posted
Pre arrival communication with tug Master,
3. Poor tug assistance 5 2 10 Medium mark hull points for tugs, continuous 5 1 5 Medium
communication with tugs
Bridge Resource management
implementation. Adequate bridge manning
Inadequate use of pilot (or for arrival, Pilot card to be discussed,
4. 4 3 12 Medium 4 1 4 Low
pilot’s performance) Master on the bridge during all mooring
operation. English language to be used
between crew discussions.
Pre-mooring tool box meeting. Establish
Operating winch in the primary and secondary means and
5. 4 3 12 Medium 4 1 4 Low
wrong direction channels of communication. Supervising
officer in charge. Crew training
Pre-mooring tool box meeting. Establish
primary and secondary means and
6. Forgetting to engage brake 4 2 8 Medium 4 1 4 Low
channels of communication. Supervising
officer in charge. Crew training
Pre-mooring tool box meeting. Establish
primary and secondary means and
7. Communication failure 4 2 8 Medium 4 1 4 Low
channels of communication. Supervising
officer in charge. Crew training

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RR RR
# Hazard description S L Level Control Measures S L Level
SXL SXL
Pre-mooring tool box meeting. Establish
Failure to de energize/shut primary and secondary means and
8. down equipment at 4 3 12 Medium channels of communication. Supervising 4 1 4 Low
completions officer in charge. Crew training. Safety
patrol watches

C. Human related
RR RR
# Hazard description S L Level Control Measures S L Level
SXL SXL
Training sessions to be conducted
regarding mooring operations. Supervising
Lack of knowledge about the officer to each mooring station. PPE in
1. 4 3 12 Medium 4 2 8 Medium
hazards of the job use. Pre-mooring toolbox meeting.
Effective on board familiarization
procedure
Supervising officer to each mooring
station. PPE in use. Pre-mooring toolbox
2. Unclear instructions 4 2 8 Medium 4 1 4 Low
meeting. Effective on board familiarization
procedure
Pre arrival communication with tug Master,
3. Lack of information 5 2 10 Medium mark hull points for tugs, continuous 5 1 5 Medium
communication with tugs
Supervising officer to each mooring
station. PPE in use. Pre-mooring toolbox
4. Lack of supervision 4 3 12 Medium 4 2 8 Medium
meeting. Primary & secondary
communication plan
Minimum Safe Manning implementation.
5. Few & untrained deck crew 4 4 16 High Mooring plan with roles and responsibilities 4 2 8 Medium
to mooring parties.
Training sessions to be conducted
Ineffective on-board regarding mooring operations. Supervising
mooring training that does officer to each mooring station. PPE in
not identify and provide an use. Pre-mooring toolbox meeting.
6. 4 3 12 Medium 4 1 4 Low
understanding of the Effective on board familiarization
dangers associated with procedure. Snap back zone training and
snap-back zones identification to be conducted. Snap back
area posted notifications
Work & Rest hours as per SMS guidance.
Pre-mooring toolbox meeting. Adequate
7. Crew under fatigue effects 5 3 15 High 5 2 10 Medium
crew calls prior mooring (not long time on
station).
Work & Rest hours as per SMS guidance.
Pre-mooring toolbox meeting. Adequate
8. Crew under stress 5 3 15 High crew calls prior mooring (not long time on 5 1 5 Medium
station). Supervising Officer to each
mooring station

D. Culture Related
RR RR
# Hazard description S L Level Control Measures S L Level
SXL SXL
Training sessions to be conducted
regarding mooring operations. Supervising
1. Procedures not followed 4 3 12 Medium officer to each mooring station. Pre- 4 2 8 Medium
mooring toolbox meeting. Effective on
board familiarization procedure
Supervising officer to each mooring
station. Pre-mooring toolbox meeting.
2. Shortcuts taken 5 3 15 High 5 1 5 Medium
Effective on board familiarization
procedure
Supervising officer to each mooring
Standing in the wrong places station. PPE in use. Pre-mooring toolbox
3. 5 3 15 High 5 1 5 Medium
(in the snap back zone) meeting. Effective on board familiarization
procedure.
Supervising officer to each mooring
station. PPE in use. Pre-mooring toolbox
4. Standing/walking on a bight 4 3 12 Medium 4 2 8 Medium
meeting. Effective on board familiarization
procedure

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RR RR
# Hazard description S L Level Control Measures S L Level
SXL SXL
Supervising officer to each mooring
station. PPE in use. Pre-mooring toolbox
5. Walking over a wire 4 3 12 Medium 4 2 8 Medium
meeting. Effective on board familiarization
procedure
Training sessions to be conducted
regarding mooring operations. Mooring
Quick mooring versus safe Plan preparation. Pre-mooring toolbox
6. 5 3 15 High 5 1 5 Medium
mooring meeting. Effective on board familiarization
procedure. Risk Assessment review prior
operation
Mooring Plan preparation. Pre-mooring
No risk assessment process toolbox meeting. Effective on board
7. 5 3 15 High 5 2 10 Medium
prior to mooring operations familiarization procedure. Risk Assessment
review prior operation
Frequently inspection of safety Officer.
8. Cluttered mooring area 5 2 10 Medium Supervising Officer to each mooring 5 1 5 Medium
station. PPE use

E. Weather / Environmental Related

RR RR
# Hazard description S L Level Control Measures S L Level
SXL SXL
Mooring plan arrangement. Use different
scenarios and back up methods. Pre-
Wind, current velocity /
1. 4 3 12 Medium mooring toolbox meeting. PPE Use. Use of 4 2 8 Medium
strength not as predicted
tugs. Pre arrival communication with
terminal
Mooring plan arrangement. Use different
scenarios and back up methods. Pre-
Different angles of receiving
2. 5 2 10 Medium mooring toolbox meeting. PPE Use. Use of 5 1 5 Medium
wind / current
tugs. Pre arrival communication with
terminal
Mooring plan arrangement. Use different
scenarios and back up methods. Pre-
mooring toolbox meeting. PPE Use. Use of
Excessive swell / wave
3. 5 3 15 High tugs. Pre arrival communication with 5 1 5 Medium
condition
terminal. Additional mooring lines to be
used. Request for additional fenders if
available.
Supervising officer to each mooring
station. PPE in use. Pre-mooring toolbox
4. Rainfall 4 3 12 Medium 4 2 8 Medium
meeting. Anti-slippery boots to be used.
Adequate maintained mooring decks
Supervising officer to each mooring
station. PPE in use. Pre-mooring toolbox
5. Reduced visibility 4 3 12 Medium meeting. Adequate lighting in mooring 4 2 8 Medium
stations. Adequate maintained mooring
decks

F. Terminal / Port Related

RR RR
# Hazard description S L Level Control Measures S L Level
SXL SXL
Mooring plan arrangement. Use different
scenarios and back up methods. Pre-
Inadequate line handlers’ mooring toolbox meeting. Use of tugs. Pre
1. 4 3 12 Medium 4 2 8 Medium
ability arrival communication with terminal. In
case of danger use Master’s ultimate
Authority as per SMS
Request for additional fenders. Use of
tugs. Pre arrival communication with
2. Damaged fenders 5 2 10 Medium 5 1 5 Medium
terminal. In case of danger use Master’s
ultimate Authority as per SMS
Use alternative points if available. Use of
tugs. Pre arrival communication with
3. Damaged mooring points 5 3 15 High 5 1 5 Medium
terminal. In case of danger use Master’s
ultimate Authority as per SMS

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RR RR
# Hazard description S L Level Control Measures S L Level
SXL SXL
Pre arrival communication with terminal.
Inadequate communication Use English language only. Use Pilot’s
4. 4 3 12 Medium 4 2 8 Medium
with shore personnel ability to communicate. In case of danger
use Master’s ultimate Authority as per SMS
Pre arrival communication with terminal.
Inadequate Lighting of
5. 4 2 8 Medium Use of search lights to illuminate terminal. 4 1 4 Low
terminal
Adequate lighting to mooring decks

2. CHANGE MANAGEMENT

In case any change is required to operations, procedures or equipment the Management of

Change procedure as included in SMS to be followed. Relevant Management of change form to be
completed and relevant Risk Assessment to be conducted in order to implement the change.

Relevant levels of initiation/request change are as follows:

# Item to changed Initiator Reviewer Final Approval level

Master, Office Management of change HSQE Department and
1. Operational procedure
personnel review team Marine Department
Equipment operating Master, Chief Engineer, Management of change
2. Technical Department
procedure Office personnel review team
Master, Chief Engineer, Management of change Marine Department
3. Line, wire retirement
Office personnel review team Technical Department
Master, Chief Engineer, Management of change CEO
4. Additional equipment
Office personnel review team Request Class Approval
Management of change CEO
5. Equipment design Office personnel
review team Request Class Approval
Equipment Management of change CEO
6. Office personnel
Specifications review team Request Class Approval
Ship mooring/towing Management of change CEO
7. Office personnel
arrangement design review team Request Class Approval

All SMS included steps for Management of Change to be followed.

3. MOORING AUDIT

Mooring Arrangement audits to be conducted in accordance with Safety management System and
TMSA requirements. The vessel is to be audited by Company’s qualified auditor at least annually.
Master to conduct as minimum a mooring arrangement audit upon assuming duties on board.

Form MPF-03 Mooring Audit Checklist to be used as guidance during Audit

4. SAFETY ISSUES

4.1 Snap – Back

The most serious danger from synthetic ropes is "snapback" which is the sudden release of the
energy stored in the stretched synthetic line when it breaks. The primary rule is to treat every
synthetic line under load with extreme caution; stand clear of the potential path of snapback
whenever possible. Synthetic lines normally break suddenly and without warning. Unlike wires,
they do not give audible signs of pending failure and they may not exhibit any broken elements
before completely parting. When a line is loaded, it stretches. Energy is stored in the line in
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proportion to the load and the stretch. When the line breaks, this energy is suddenly released. The
ends of the line snap back striking anything in their path with tremendous force. This snapback is
common to all lines. Even long wire lines under tension can stretch sufficiently to snap back with
considerable energy. Synthetic lines are much more elastic, and thus the danger of snapback is
more severe. Stand well clear of the potential path of snapback. The potential path of snapback
extends to the sides of and far beyond the ends of the tensioned line.

A broken line will snap back beyond the point at which it is secured, possibly to a distance almost
as far as its own length. If the line passes around a fairlead, then its snapback path may not follow
the original path of the line. When it breaks behind the fairlead, the end of the line will fly around
and beyond the fairlead.

It is not possible to predict all the potential danger zones from snapback. When in doubt, stand
aside and well away from any line under tension. When it is necessary to pass near a line under
tension, do so as quickly as possible.

4.2 Safety Reminders

DO NOT surge synthetic fibre ropes on the drum end; in addition to damaging the rope, as it melts
it may stick to the drum or bitt and jump, with a risk of injury to people nearby. ALWAYS walk a
winch back to ease the weight off the rope.

DO NOT stand too close to a winch drum or bitt when holding and tensioning a line; if the line
surges you could be drawn into the drum or bitt before you can safely take another hold or let go.
Stand back and grasp the line about one metre from the drum or bitt.

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DO NOT apply too many turns; generally 4 turns should be taken with synthetic lines - if too many
are applied then the line cannot be released in a controlled manner.

DO NOT bend the rope excessively.

DO NOT stand in the bight of a rope.

DO NOT stand close to a rope under load; it may part without warning.

DO NOT leave loose objects in the line handling area; if a line breaks it may throw such objects
around as it snaps back.

DO NOT have more people than necessary in the vicinity of a line.

4.3 Handling of Moorings

REMEMBER, you stand a greater risk of injuring yourself or your shipmate, during mooring and
unmooring operations than at any other time.

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 shipmate's feet are not in the coil
or loop. BEWARETHE BIGHT!

Always endeavor to remain in control of the line.

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Anticipate and prevent situations arising that may cause a line to run unchecked. If the line does
take charge, DO NOT attempt to stop it with your feet or hands as this can result in serious injury.

Ensure that the "tail end" of the line is secured on board to prevent complete loss.

WHEN OPERATING A WINCH OR WINDLASS, ensure that the man (or yourself) 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, but do
make sure you have enough wire off the reel before you put into 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 the slack rope to you.

DO NOT work too close to the drum when handling wires and ropes. The wire or rope could
"jump" and trap you.

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DO NOT use directly the line/wire from winch to mooring point. Always pass it from a bitt.

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EQUIPMENT INSPECTION & MAINTENANCE Rev. No: 00

1. INSPECTION

1.1 Objective

To provide detailed information for permanent fittings’ inspection and maintenance.

1.2 Critical Equipment Identification

The following permanent equipment considered to be critical for mooring operations on board.

# Item Quantity
1. Combined anchor windlass/mooring winch 2
2. Mooring winch (double drum) 2
3. Fairleads for mooring 30
4. Bitts/Bollards 12
5. Pedestal roller fairleads 10
6. Cross bitts 12

1.3 Inspections

Equipment used in mooring operations should be regularly inspected for defects. Defects found to
be corrected. Particular attention should be paid to oil leaks from winches. The surfaces of
fairleads, bollards, bitts and drum ends should be clean and in good condition, and drum ends
should not be painted. Rollers and fairleads should turn smoothly and a visual check be made that
corrosion has not weakened them. Pedestal roller fairleads, lead bollards, mooring bitts, etc.
should be:
a. properly designed for the task;
b. able to meet all foreseeable operational loads and conditions;
c. correctly sited; and
d. fixed to a part of the ship’s structure that is suitably strengthened.

1.3.1 Standard Inspections

All installed permanent equipment is approved by classification Society of vessel. Such equipment
is subject to annual inspection and class survey. Additional inspection to be performed by crew in
order to verify the good operational condition of equipment. Deck equipment surface conditions to
be inspected in order to be free of defects and sharp edges

1.3.2 General Inspections

1. Make Checks Prior Mooring – After an extended sea passage or a passage undertaken in
heavy seas and prior to mooring operation, ensure to check the following:
a. Any physical damages to the mooring mechanism.
b. All controls, linkages and the operating levers are well oiled, greased and free / easy to
use.
c. Ensure that all the brake drums and linings are suitably dried and clean of salt deposits.

2. Do Frequent Greasing of Moving Parts – All rotating parts of the mooring equipment, which
would include rollers, fairleads, winch drums, deck stands etc. must be moved and lubricated on a
frequent basis. Multipurpose grease is the best lubricant for such applications (check the vessel’s
lubricating chart for the right application). Normally, high pressure grease guns are used for this
kind of work. Particular attention must be given to the roller fairleads and deck stands as these
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often suffer from little use and thereby are neglected. Rollers should turn smoothly and must be
checked for integrity as corrosion may have weakened them.

3. Check Brake Liners – Regular inspections must be made of the winch / windlass brake linings
for wear and tear. Oil, heavy rust and moisture on the brake linings or the drums could seriously
reduce the brake holding capacity of the winch and in some cases as much by 75%. To remove
the moisture in the linings, apply the brakes lightly while running the winch (remember to avoid
excessive wear and tear during this operation). Oil has the tendency to get impregnated into the
lining itself which is difficult to remove. Thus the only option would be to change the lining as early
as possible. Remember that the brake holding capacity of the winch is dependent upon the type of
mooring pattern used.

4. Check Break Drums : Whenever brakes are opened up for any reason, ensure that the brake
drum is thoroughly checked / examined for build up of rust or other worn out brake material. The
part to be de-scaled and fitted with the replacement as required.

5. Check Brake Linkages – The brake linkages should be checked for free movement. If the
linkages are not free then there would be a loss of brake holding capacity. This would create a
wrong impression to the operator that the brake has been applied fully, but in fact has not or the
brake mechanism is hardened up from lever bars ,which have a tendency to build up high stresses
on some mechanical parts of the brakes.

6. Inspect Gear / Hydraulic Oil – Inspect the gear oil regularly through the inspection cover in
the winch / windlass. Whitish color of the liquid means the liquid is contaminated and requires to
be changed immediately. Use the replacement oil that is recommended by the manufacturers.

7. Carry Out Regular Visual Inspection: Ensure that regular inspection of the synthetic
mooring hawsers, heaving lines, messenger ropes, etc. is carried out for damages, chafed areas,
kinks and loose ends. Also make sure that each mooring rope carries a certificate from the
manufacturer. Additionally, check that the ID number of each certificate is conspicuously marked /
embossed on an identification plate and subsequently attached to the end of the corresponding
mooring hawser. If the hawser is not supplied with the certificate, then the vessel has all the right
to reject such a supply and inform the office / purchasing department.

8. Clear Walkway: An important part of the mooring operation is to have the deck completely
free of obstructions and oily residues. Therefore, it is essential to keep the decks clean, dry and if
possible have anti-slip paint coatings over the deck surface, as and how required. Often there have
been cases where the support brackets for the gratings (for winch operation) have been found
neglected and therefore are heavily corroded making the area most unsafe to step on. Officers
should include such neglected yet critical areas for planned maintenance in order to prevent an
unforeseen event when least expected.

9. Do Proper Marking and Labeling: Marking the mooring equipment is another important
aspect for a safe and effective operation. The ship’s officers should ensure that the bollards,
fairleads, rollers, etc. are marked with their safe working limits. Additionally, the winches and
windlass shall be marked for rotating direction of the drums (render / heave), braking capacity,
test dates and ID numbers of the equipment subsequent to the certificates carried onboard.

10. Maintenance of Steel Wire Mooring Ropes – Please refer to Procedure MMP-06 Lines
Equipment and Maintenance

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1.4 Typical winch drum and components

Inspect the friction brake linings regularly (monthly) and replace them when necessary. Take
steps to prevent oil or grease from accumulating on the brake surfaces. Periodically (monthly)
check the operation of brake-actuating mechanisms, latches, and pawls. Frequently (monthly)
inspect winch drums driven by friction clutches for deterioration of the friction

1.4.1 Winch brake test

Each winch brake to be tested as below:
1. Before ship’s delivery
2. Annually
3. After completion any modification
4. After completion any maintenance
5. Where there is an evidence of premature brake slippage or related malfunctions

Vessel is equipped with a complete set of winch test equipment which is stored in
Locker B

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Before testing a winch brake the condition of the brake and brake drum is to be confirmed as
satisfactory. Any damages or malfunctions to be repaired prior testing.

1. Test lever is to be connected with flange using bolts

2. Apply pressure to the hydraulic jack
3. At the first sign of brake rendering the pressure on the hydraulic jack is to recorded and the
following actions to be taken:
 If spillage occur at less than the designed pressure, the brake should be tightened and
pressure to the jack to be re applied.
 If the recorded pressure corresponds to design pressure, the jack to be released and test
equipment to be removed
 If spillage does not occur at the design pressure the brake setting should be adjusted so
the brake can render at the design load.
4. Once the brakes are tested and calibrated, the torque settings should be recorded.

1.4.2 Lube Oil analysis

Oil used in winches/capstans to be inspected through analysis at intervals as per Safety

Management System. Lube oil results to be taken into consideration and if out of specifications the
lube oil to be replaced. For this vessel the lube oil analysis for mooring equipment is scheduled to
be conducted every 3 months.

1.5 Fairleads

Inspection and maintenance (if necessary) should be conducted frequently (monthly) with regard
to oiling and greasing the axis of rollers. Closed and roller fairleads to be inspected for corrosion
near welding with deck. All rollers should be adequately maintained as per manufacturers’
instructions. If grease points are used, they should be cleaned and easily accessible.

1.6 Bitts/Bollards

Bitts to be inspected for corrosion near welding with deck. In case of excessive corrosion in the
area near or under the bitts actions to be conducted for inspection by competent personnel and
Classification surveyor in order to determine safety or proceed to maintenance.

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2. MAINTENANCE

Maintenance of all related equipment to be conducted as per Safety management System and
manufacturers requirements.

Any extended maintenance applied on mooring equipment to be verified by Classification Society

during annual and renewal surveys.

Always refer to the approved Mooring & Towing Arrangement Plan of

vessel as it is attached to this procedure

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M/T EVERRICH 2 – IMO 9294795 MMP-06
MOORING SYSTEM & LINE MANAGEMENT PLAN Issue: Sept. 18
LINE INSPECTION & MAINTENANCE Rev. No: 00

1. INSPECTION

1.1 Objective

To provide detailed information for lines & wires inspection and maintenance.

1.2 Critical Equipment Identification

The following line and wires considered to be critical for mooring operations on board.
# Item Size MBL Material Station
1. Drummed Mooring Rope 48mm 39.5 t Polypropylene
2. Drummed Mooring Rope 48mm 37.5 t Polypropylene
3. Drummed Mooring Rope 48mm 37.5 t Polypropylene & Polyester
4. Drummed Mooring Rope 56mm 37.5 t Polypropylene & Polyester
5. Drummed Mooring Rope 56mm 37.5 t Polypropylene & Polyester
6. Drummed Mooring Rope 56mm 37.5 t Polypropylene & Polyester
7. Drummed Mooring Rope 56mm 37.5 t Polypropylene & Polyester
8. Drummed Mooring Rope 56mm 37.5 t Polypropylene & Polyester
9. Drummed Mooring Rope 56mm 37.5 t Polypropylene & Polyester

1.3 Inspections

All lines/wires used for mooring to be regularly inspected for defects (monthly). At least every
month the entire length of line should be inspected. Attention should be paid to those sections of
line that are proven by experience to be the main areas of deterioration such us spliced eyes and
interface areas with winches, capstans bollards, fairleads and rollers. Inspection should also be
conducted prior use. Mooring lines installed on winches to be covered by with suitable water proof
tarpaulins or other similar covering when not in use.

1.3.1 Visual Inspections

Inspections to be carried out by visual assessment. The main areas of deterioration are external
and internal abrasion, cut yarns/mechanical damage and inducted twist.

1.3.2 Areas to be inspected

Sections of line is wear zones, particularly those that run regularly through deck fairleads and
around pedestal rollers.

Section of line at the crossover point on slip drum winches

The eye splice, the crown of the eye and sections of line close to the eye that may have been
damaged through abrasion or contamination

Mooring tails to be inspected as per line inspection and additionally close attention should be paid
to the integrity of the connection with the mooring line.

Wire lines to be inspected also to terminations (particularly Talurit type) to identify any looseness
cracks distortion or corrosion.

Wire ropes are to be inspected for diameter reduction also. Any marked reduction in rope diameter
indicates degradation
MMP-06_0 (Line Inspection & Maintenance ) Page 1 of 4
 SECTION
M/T EVERRICH 2 – IMO 9294795 MMP-06
MOORING SYSTEM & LINE MANAGEMENT PLAN Issue: Sept. 18
LINE INSPECTION & MAINTENANCE Rev. No: 00

1.3.3 Types of Inspection

1.3.3.1 Deployment Inspection

This inspection is conducted on working length of the line (outboard of the tension side of the
winch). This part is inspected for defects which may impair the performance of the line. This
inspection is conducted during every mooring operation, by ship personnel assigned to specific
mooring station.

1.3.3.2 Routine Inspection

A full length line inspection based on visual external and internal inspection (use POSTER-04 and
POSTER-05). Jacked lines to be inspected in accordance with manufacturers’ requirements. This
inspection to be conducted monthly, by ship personnel under the supervision of Safety Officer.

1.3.3.3 Detailed Inspection

A full length detailed inspection including all internal and external tests. Conducted by third party
or manufacturer representative, every 1000 mooring hours.

1.4 Inspection Outcome

The inspection outcome includes the following:

1. Inspection Report
2. Repair Requirements
3. Go/No Go Decision to use line at next mooring operation
4. Recommendations
5. If repaired, repaired details to be included.

2. MAINTENANCE

Maintenance of mooring lines/wire and tails to be based on manufacturer’s instructions.

Care should be taken when dragging lines along the deck .

When dirt, girt or rust particles are allowed to cling to or penetrate into line, internal abrasion will
result. The line should be brushed or cleaned before storing.

Twisted lines can be damaged by kinking which may form into hockles if not properly removed.
When a kink forms the load must be removed and the kink gently worked out.

MMP-06_0 (Line Inspection & Maintenance ) Page 2 of 4

 SECTION
M/T EVERRICH 2 – IMO 9294795 MMP-06
MOORING SYSTEM & LINE MANAGEMENT PLAN Issue: Sept. 18
LINE INSPECTION & MAINTENANCE Rev. No: 00

Twisted lines must coiled in the proper direction When removing a new section of line from coil ,
the coil should be positioned horizontally and allowed to freely rotate to avoid inducing twist or
kinks into line.

Left Hand Lay Lines

Right Hand Lay Lines

Monitor and remove induced twist in accordance with the manufacturer’s recommendations

Maintain the chafe protection to make sure it is working properly and can be safety deployed.

Keep deck equipment surface free of defects and sharp edges that may damage line

Cover winches when lines not in service

Monitor condition of lines and repair in accordance with line manufacturer

Follow instructions for cleaning lines when they are contaminated with oil or other commonly used
petroleum lubricant.

3. STORAGE

All lines/wires and tails to be stored in a clean well ventilated place. Palettes to be used in order to
ensure the free air flow underneath and prevent contamination of chemicals..

Wires (which are not affected by UV light) may be stored on open decks but using appropriate
covers in order to avoid water which will eventually lead to corrosion

Rope lines and tails to be stored off the deck out of direct light and away from extreme ambient
temperatures.

MMP-06_0 (Line Inspection & Maintenance ) Page 3 of 4

 SECTION
M/T EVERRICH 2 – IMO 9294795 MMP-06
MOORING SYSTEM & LINE MANAGEMENT PLAN Issue: Sept. 18
LINE INSPECTION & MAINTENANCE Rev. No: 00

The storage area used for lines on board is as per MMP-07

4. TESTING & RETIREMENT

All lines/wire tails to be inspected as per para.1. Any indication of below damage conditions to be
assessed.
Line type
Damage Cause Comments
Wire HMSF Fibre
Surface contact. Line on line Visual test- use POSTER – 04,
External Abrasion
contact. Foreign particulate    POSTER -05
Internal friction, Foreign
Visual test- use POSTER – 04,
Internal Abrasion particulate, Fibre to fibre    POSTER -05
abrasion
Line tension/load amplitude. Calculations as per Appendix B
Tension – Tension fatigue
Mooring frequency    OCIMF MEG 4
Constrained yarns. Severe
bending (small D/d ratio). Slack Calculations as per Appendix B
Axial Compression fatigue
Dynamic conditions tension   OCIMF MEG 4
cycles
Dynamic load. Severe bending Visual test- use POSTER – 04,
Kinked wire
(small D/d ratio)  POSTER -05
D/d ratio. Line tension/load Calculations as per Appendix B
Bending fatigue
amplitude    OCIMF MEG 4
Elevated temperature. Load Manufacturer consultation. use
Creep
level. Prolonged Mooring time   POSTER – 04, POSTER -05
Line handling. Multiple lead Visual test- use POSTER – 04,
Induced twist
angles   POSTER -05
Inefficiency associated with Calculations as per Appendix B
Bend loss
bending line under tension    OCIMF MEG 4
Weather. Inappropriate tail Manufacturer consultation. use
Dynamic Load
design/use    POSTER – 04, POSTER -05
Exposure to UV light during Manufacturer consultation. use
UV degradation
use/storage   POSTER – 04, POSTER -05
Ambient conditions. Friction. Manufacturer consultation. use
Elevated temperature
High load cycling    POSTER – 04, POSTER -05
Use POSTER-04, POSTER -05,
Reduced temperature Ambient conditions   prevent the freezing/ice to
build up on line
Exposure to industrial Manufacturer consultation. use
Chemical degradation
chemicals/compounds    POSTER – 04, POSTER -05
Visual test- use POSTER – 04,
Corrosion Moisture  POSTER -05

MMP-06_0 (Line Inspection & Maintenance ) Page 4 of 4

 TRUONG PHAT LOC SHIPPING
TRADING JOINT STOCK
COMPANY
M/T EVERRICH 2
IMO 9294795

MOORING SYSTEM & LINE

MANAGEMENT PLAN REGISTER
Instructions
1. Responsible to keep update the register is :
2. All amendments to be inserted with minimal delay
3. This document considered as Part of Safety Management System and a Copy is to be kept
onboard with vessel’s CSR. An additional updated Copy to be kept in Office filled in DPA’s files
with the copy of CSR.
4. Any modifications to the systems included in the register to be under Management of Change
procedure as included in Safety Management System and Procedure 04 of Mooring System &
Line Management Plan.

The present manual is property of the manager of the vessel and may not be removed from the vessel or
reproduced wholly or partly in any manner without the prior agreement of the manager of the vessel.
 SECTION
M/T EVERRICH 2 – IMO 9294795 MMP-07
MOORING SYSTEM & LINE MANAGEMENT PLAN Issue: Sept. 18
MOORING SYSTEM & LINE MANAGEMENT PLAN REGISTER Rev. No: 00

Amendment Page

SECTIONS BRIEF DESCRIPTION OF AMENDMENT DATE Approved by

MMP-07_0 (Mooring System Management Plan Register) Page 2 of 7

 SECTION
M/T EVERRICH 2 – IMO 9294795 MMP-07
MOORING SYSTEM & LINE MANAGEMENT PLAN Issue: Sept. 18
MOORING SYSTEM & LINE MANAGEMENT PLAN REGISTER Rev. No: 00

Functional SR #. Person Responsible

Part Location Items Comments Mooring Arrangement
Requirement Scope for updates
Permanent
1
Equipment
Stand Roller (8 pcs) Chief Officer
1.1. Drawings: CCR Store/ECR Store SWL: 28 t
Forecastle Chief Engineer
Bollards (6 pcs) Chief Officer
1.2. Drawings: CCR Store/ECR Store SWL: 46 t
Forecastle Chief Engineer
Panama Chock (3 pcs) Chief Officer
1.3. Drawings: CCR Store/ECR Store SWL: 64 t
Forecastle Chief Engineer
Roller Chock (2 pcs) Chief Officer
1.4. Drawings: CCR Store/ECR Store SWL: 26.7 t
Forecastle Chief Engineer
Fairleads for mooring (14 pcs) Chief Officer
1.5. Drawings: CCR Store/ECR Store SWL: 28 t
Forecastle Chief Engineer
Anchor Stopper (1 pc) Chief Officer
1.6. Drawings: CCR Store/ECR Store SWL: 5 t
Forecastle Chief Engineer
SWL: 26.7 t (4 pcs)
Cross Bitt (12 pcs) SWL: 45.4 t (2 pcs) Chief Officer
1.7. Drawings: CCR Store/ECR Store
Main Deck SWL: 13.3 t (2 pcs) Chief Engineer
SWL: 25 t (4 pcs)
Eye Plate (2 pcs) Chief Officer
1.8. Drawings: CCR Store/ECR Store SWL: 15 t
Main Deck Chief Engineer
SWL: 26.7 t (2 pcs)
Closed Chock (8 pcs) Chief Officer
1.9. Drawings: CCR Store/ECR Store SWL: 13.3 t (4 pcs)
Main Deck Chief Engineer
SWL: 25 t (2 pcs)
Panama Chock (2 pcs) Chief Officer
1.10. Drawings: CCR Store/ECR Store SWL: 45.4 t
Main Deck Chief Engineer
Mooring pipe (2 pcs) Chief Officer
1.11. Drawings: CCR Store/ECR Store SWL: 26.7 t
Main Deck Chief Engineer
Bollard (6 pcs) Chief Officer
1.12. Drawings: CCR Store/ECR Store SWL: 46 t
Aft Deck Chief Engineer
Panama Chock (3 pcs) Chief Officer
1.13. Drawings: CCR Store/ECR Store SWL: 64 t
Aft Deck Chief Engineer
Fairleads for mooring (16 pcs) Chief Officer
1.14. Drawings: CCR Store/ECR Store SWL: 28 t
Aft Deck Chief Engineer
Stand Roller (2 pcs) Chief Officer
1.15. Drawings: CCR Store/ECR Store SWL: 28 t
Aft Deck Chief Engineer
Roller Chock (2 pcs) Chief Officer
1.16. Drawings: CCR Store/ECR Store SWL: 26.7 t
Aft Deck Chief Engineer

MMP-07_0 (Mooring System Management Plan Register) Page 3 of 7

 SECTION
M/T EVERRICH 2 – IMO 9294795 MMP-07
MOORING SYSTEM & LINE MANAGEMENT PLAN Issue: Sept. 18
MOORING SYSTEM & LINE MANAGEMENT PLAN REGISTER Rev. No: 00

Functional SR #. Person Responsible

Part Location Items Comments Mooring Arrangement
Requirement Scope for updates
Machinery
2
Installations
Combined anchor W1
Manufacturer: Kawasaki Chief Officer
2.1. Drawings: CCR Store/ECR Store windlass/mooring winch
143kN x 9m/min Chief Engineer
Forecastle Stbd
Combined anchor W2
Manufacturer: Kawasaki Chief Officer
2.2. Drawings: CCR Store/ECR Store windlass/mooring winch
143kN x 9m/min Chief Engineer
Forecastle Port
Mooring winch (double drum) Manufacturer: Kawasaki M1 Chief Officer
2.3. Drawings: CCR Store/ECR Store
Aft Deck Stbd 73kN x 15m/min Chief Engineer
Mooring winch (double drum) Manufacturer: Kawasaki M2 Chief Officer
2.4. Drawings: CCR Store/ECR Store
Aft Deck Port 73kN x 15m/min Chief Engineer
Loose (non-
3 permanent)
mooring equipment
Mooring rope Manufacturer: Buyer
Certification: Master Cabin Type: Polypropylene Manufactured Date: 04/03/2015
3.1 Other Guidance: CCR Store
Master / Chief Officer
Location: In Service date:
Size/MBL: 48mm/39.5 t Length:
Mooring rope Manufacturer: Buyer
Certification: Master Cabin Type: Polypropylene Manufactured Date: 04/03/2015
3.2 Other Guidance: CCR Store
Master / Chief Officer
Location: In Service date:
Size/MBL: 48mm/37.5 t Length:
Mooring rope Manufacturer: Axiom
Certification: Master Cabin Type: Polypropylene & Polyester Manufactured Date: 26/09/2014
3.3 Other Guidance: CCR Store
Master / Chief Officer
Location: In Service date: 20/04/2017
Size/MBL: 48mm/37.5 t Length:
Mooring rope Manufacturer: Axiom
Certification: Master Cabin Type: Polypropylene & Polyester Manufactured Date: 26/09/2014
3.4 Other Guidance: CCR Store
Master / Chief Officer
Location: In Service date: 20/04/2017
Size/MBL: 56mm/37.5 t Length:
Mooring rope Manufacturer: Al Areem
Certification: Master Cabin Type: Polypropylene & Polyester Manufactured Date: 12/04/2012
3.5 Other Guidance: CCR Store
Master / Chief Officer
Location: In Service date: 12/04/2017
Size/MBL: 56mm/37.5 t Length:

MMP-07_0 (Mooring System Management Plan Register) Page 4 of 7

 SECTION
M/T EVERRICH 2 – IMO 9294795 MMP-07
MOORING SYSTEM & LINE MANAGEMENT PLAN Issue: Sept. 18
MOORING SYSTEM & LINE MANAGEMENT PLAN REGISTER Rev. No: 00

Functional SR #. Person Responsible

Part Location Items Comments Mooring Arrangement
Requirement Scope for updates
Mooring rope Manufacturer: Al Areem
Certification: Master Cabin Type: Polypropylene & Polyester Manufactured Date: 12/04/2012
3.6 Other Guidance: CCR Store
Master / Chief Officer
Location: In Service date: 20/04/2017
Size/MBL: 56mm/37.5 t Length:
Mooring rope Manufacturer: Al Areem
Certification: Master Cabin Type: Polypropylene & Polyester Manufactured Date: 12/04/2012
3.7 Other Guidance: CCR Store
Master / Chief Officer
Location: In Service date: 20/04/2017
Size/MBL: 56mm/37.5 t Length:
Mooring rope Manufacturer: Tesac
Certification: Master Cabin Type: Polypropylene & Polyester Manufactured Date: 25/05/2007
3.8 Other Guidance: CCR Store
Master / Chief Officer
Location: In Service date: 12/04/2017
Size/MBL: 56mm/37.5 t Length:
Mooring rope Manufacturer: Al Areem
Certification: Master Cabin Type: Polypropylene & Polyester Manufactured Date: 12/04/2012
3.9 Other Guidance: CCR Store
Master / Chief Officer
Location: In Service date: 20/04/2017
Size/MBL: 56mm/37.5 t Length:
Mooring rope Manufacturer: Buyer
Certification: Master Cabin Type: Polypropylene Manufactured Date: 04/03/2012
3.10 Other Guidance: CCR Store
Master / Chief Officer
Location: In Service date: 19/08/2016
Size/MBL: 48mm/39.5 t Length:
Mooring rope Manufacturer: Manho
Certification: Master Cabin Type: Polypropylene & Polyester Manufactured Date: 27/04/2010
3.11 Other Guidance: CCR Store
Master / Chief Officer
Location: In Service date: 20/04/2017
Size/MBL: 56mm/39 t Length:
Mooring rope Manufacturer: Dongyang
Certification: Master Cabin Type: Polypropylene & Polyester Manufactured Date: 20/10/2015
3.12 Other Guidance: CCR Store
Master / Chief Officer
Location: In Service date: 20/04/2017
Size/MBL: 56mm/59 t Length:
Mooring rope Manufacturer: Manho
Certification: Master Cabin Type: Polypropylene & Polyester Manufactured Date: 09/01/2012
3.13 Other Guidance: CCR Store
Master / Chief Officer
Location: In Service date: 20/04/2017
Size/MBL: 56mm/38 t Length:
Mooring rope Manufacturer: Manho
Certification: Master Cabin Type: Polypropylene & Polyester Manufactured Date: 27/04/2010
3.14 Other Guidance: CCR Store
Master / Chief Officer
Location: In Service date: 20/04/2017
Size/MBL: 56mm/37.5 t Length:

MMP-07_0 (Mooring System Management Plan Register) Page 5 of 7

 SECTION
M/T EVERRICH 2 – IMO 9294795 MMP-07
MOORING SYSTEM & LINE MANAGEMENT PLAN Issue: Sept. 18
MOORING SYSTEM & LINE MANAGEMENT PLAN REGISTER Rev. No: 00

Functional SR #. Person Responsible

Part Location Items Comments Mooring Arrangement
Requirement Scope for updates
Mooring rope Manufacturer: Tesac
Certification: Master Cabin Type: Polypropylene & Polyester Manufactured Date: 25/02/2017
3.15 Other Guidance: CCR Store
Master / Chief Officer
Location: In Service date: 20/04/2017
Size/MBL: 55mm/37.5 t Length:
Mooring rope Manufacturer: Tesac
Certification: Master Cabin Type: Polypropylene & Polyester Manufactured Date: 25/02/2017
3.16 Other Guidance: CCR Store
Master / Chief Officer
Location: In Service date: 20/04/2017
Size/MBL: 55mm/37.5 t Length:
Critical or Special
4
Equipment
As per MMP-05 par.1.2 & MMP-06 Considered to be critical for safe
4.1 As above relevant entries
par.1.2
Chief Officer
mooring
Type: TWA-07
4.2 CCR Store Winch break testing equipment Chief Officer
Manufacturer: Osaka Jack Co. Ltd

Performance
5 Standards and
requirements
5.1 Bridge Library ISM Code Master
5.2 Bridge Library OCIMF MEG 4 Master
5.3 Bridge Library SOLAS Master
5.4 Office Library IACS UR A1 Technical Manager
5.5 Office Library IACS UR A2 Technical Manager
5.6 Office Library IACS REC. 10 Technical Manager
ci2001 Fiber Rope Inspection and
5.7 Office Library Technical Manager
Retirement Criteria
Wire Rope Manufacturer Technical Manager
5.8 Office Library
requirements Marine Manager
Technical Manager
Office Library Relevant ISO Standards
Marine Manager

6 Ship Structure
Master’s Class Survey Folder Master
6.1 Office Files
Class Survey Latest
Technical manager

MMP-07_0 (Mooring System Management Plan Register) Page 6 of 7

 SECTION
M/T EVERRICH 2 – IMO 9294795 MMP-07
MOORING SYSTEM & LINE MANAGEMENT PLAN Issue: Sept. 18
MOORING SYSTEM & LINE MANAGEMENT PLAN REGISTER Rev. No: 00

Functional SR #. Person Responsible

Part Location Items Comments Mooring Arrangement
Requirement Scope for updates
Master
Master Library / CE Library Modification plans to mooring
6.2 Office Library
Chief Engineer
permanent equipment
Technical manager

Mooring Equipment
7 and Arrangement
plan
7.1 Ship’s Office Mooring Arrangement Plan Chief Officer
7.2 Ship’s Office General Arrangement Plan Chief Officer
7.3 Ship’s Office Permanent Installations drawings Chief Officer

MMP-07_0 (Mooring System Management Plan Register) Page 7 of 7

 SECTION
M/T EVERRICH 2 – IMO 9294795 MMP - 08
MOORING SYSTEM & LINE MANAGEMENT PLAN Issue: Sept. 18
POSTERS INDEX Rev. No:00

No Code Title
1. POSTER - 01 Snap Back Zones
2. POSTER - 02 Rope & Wire Construction
3. POSTER - 03 Length Difference
4. POSTER – 04 Retirement Guide
5. POSTER - 05 Damage Illustration

MMP Posters Index_0 Page 1 of 1

 M/T EVERRICH 2 – IMO 9294795 POSTER - 01
MOORING SYSTEM & LINE MANAGEMENT PLAN Issue: Sept. 18
SNAP BACK ZONE Rev. No:00

1. DO NOT surge synthetic fibre ropes on the

drum and; in addition to damaging the rope, as it
melts it may stick to the drum or bitt and jump,
with a risk of injury to people nearby. ALWAYS
walk a winch back to ease the weight off the
rope.
2. DO NOT stand too close to a winch drum or
bitt when holding and tensioning a line; if the
surges you could be drawn into the drum or bitt
before you can safety take another hold or let go.
Stand back and grasp the line about one metre
from the drum or bitt.
3. DO NOT apply too many turns; generally 4
turns should be taken with synthetic lines – if too
many are applied then the line cannot be
released in a controlled manner.
4. DO NOT bend the rope excessively.
5. DO NOT stand in the bight of a rope
6. DO NOT stand close to a rope under load; if
may part without warning.
7. DO NOT leave loose objects in the line Do not mark the danger areas only.
handling area; if a line breaks it may throw such
objects around as it snaps back. All mooring decks considered to be under Snap Back
8. DO NOT have more people than necessary in Hazard Risk
the vicinity of a line.

Poster - 01 Snap Back Zone Page 1 of 1

 M/T EVERRICH 2 – IMO 9294795 POSTER - 02
MOORING SYSTEM & LINE MANAGEMENT PLAN Issue: Sept. 18
ROPE / WIRE CONSTRUCTION Rev. No:00

INSIDE DIAMETER
TYPE ROPE IMAGE
VIEW

4-STRAND

6-STRAND
7-STRAND

8-STRAND

12-STRAND
BRAIDED

DOUBLE BRAID

PARALLEL STRAND

TWISTED/BRAIDED
JACKETED

Poster - 02 Rope & Wire Construction Page 1 of 2

 M/T EVERRICH 2 – IMO 9294795 POSTER - 02
MOORING SYSTEM & LINE MANAGEMENT PLAN Issue: Sept. 18
ROPE / WIRE CONSTRUCTION Rev. No:00

RECOMMENDED WIRE ROPE MOORING LINES

LAYS
Ordinary Lay Lang’s Lay

Lefthand Righthand Lefthand Righthand

CONSTRUCTION
6X36 WS Fibre Core 6X36 WS Steel Core 6X41 WS Steel Core

1+7+(7+7)+14 1+7+(7+7)+14 1+8+(8+8)+16

1 = Center

7= Next Layer

7+7 = Layer with mixed wire diameters

14= Outer Layer

Poster - 02 Rope & Wire Construction Page 2 of 2

 M/T EVERRICH 2 – IMO 9294795 POSTER - 03
MOORING SYSTEM & LINE MANAGEMENT PLAN Issue: Sept. 18
ROPE LENGTH Rev. No:00

ELASTIC ELONGATION (EE): Portion of stretch or extension of a rope that is immediately recoverable after the
load on the rope is released. This recoverable tendency is primarily the result of the fiber(s) used as opposed to the
rope construction. Each type of synthetic fiber inherently displays a unique degree of elasticity.

HYSTERESIS: Recoverable portion of stretch or extension over a period of time after a load is released. Most
recovery occurs immediately when a load is removed.

PERMANENT ELONGATION (PE) WHILE WORKING: The amount of extension that exists when stress is
removed but no time is given for hysteresis recovery. It includes the non-recoverable and hysteretic extension as
one value and represents any increase in the length of a rope in a continual working situation, such as during
repeated surges in towing or other similar cyclical operations.

PERMANENT ELONGATION (PE) RELAXED: Portion of extension which, due to construction deformation
(compacting of braid and helical changes) and some plastic deformation of the yarn fibers, prevents the rope from
returning to its original length.

Poster - 03 Rope Length Page 1 of 1

 M/T EVERRICH 2 – IMO 9294795 POSTER - 04
MOORING SYSTEM & LINE MANAGEMENT PLAN Issue: Sept. 18
RETIREMENT GUIDE Rev. No:00

Wire Ropes
Damage Description Inspection Criteria Retire if
Over 4 in length 6d or over 8
Visible wire breaks Number in length of 6d or 30d
in length of 30d
Wire Breaks at termination Evidence of broken wires Broken wires exist

Fracture of strand Strand fracture Strand fracture exists

Reduction of rope diameter Percentage reduction Diameter decreased by 10%

Abrasion of outer wires Degree of deterioration (%) More than 7%

Fibre Ropes
Damage Description Inspection Criteria Retire
Rope displays moderate wear. No history of use, no records or no
Lack of Information specifications. Time in service unknown. No severe damage. Potential Yes
personal injury or material damage exists if rope should break.
History of excessive tension (for example, over 50% of published
strength) or shock loading. No visible damage. Yes
Excessive Tension / Shock Visible damage; i.e., broken strands, splice slippage, measurable creep
Yes
Loading or internal fusion. History of excessive tension or shock loading.

Back of eye flattened and hard; cannot be softened Yes

Broken or seemingly cut outer filaments that are packed into the
surface or protrude, uniformly over working length. Fuzzy appearance
uniform over length. Broken internal filaments over length. Packing of Yes
broken filaments that hardens rope giving less than normal flexibility;
Cyclic Tension Wear rope cannot be pried open for internal inspection.
Broken filaments on interior filaments of core rope. Fusion or hard
spots on core. Powdered, broken or matted filaments at cover/core Yes
interface
Outer braid worn away by more than 10% of the circumference or
over one fourth of the strands along the length; core exposed Yes
Localized hard or burn areas, area more than 15% of rope
circumference in width; or length in excess of one half number of Yes
strands; and penetration more than 5% of rope diameter.
Abrasion 10% loss of fiber cross-section in whole rope or in an individual strand
crosssection. Crowns of strands badly worn reducing strand diameter Yes
by more than 10%.
Load bearing component (core of jacketed rope) is damaged by more
than 5% of the cross sectional area. Yes
Outer braid cut by more than 5% of the circumference or 10% of
diameter of one fourth of number of total strands along one cycle Yes
length; core not exposed
Cutting Over 10% loss of fiber cross-section section in whole rope or in an
individual strand cross-section Yes
Loadbearing component (core of jacketed rope) is damaged by more
than 5% of the cross sectional area. Yes
Main strands are pulled out of position, more than 20% of number
present or so much that they cannot be worked back into the rope to Yes
Pulled Strands & Yarns conform to the original structure
Inner core protrudes through jacket. Rope cannot be massaged back
into original structure without kinking. displays moderate wear Yes
Rope is very close to or exceeds the creep limit set by the user or rope
maker. Creep is checked by procedures set by user or rope maker and Yes
found to be near limit
Creep Rope type is subject to creep and history of use shows that it may
have experienced excessive creep. Rope has been used for extended Yes
time at high loads expected to cause creep.

Poster - 04 Retirement Guide Page 1 of 2

 M/T EVERRICH 2 – IMO 9294795 POSTER - 04
MOORING SYSTEM & LINE MANAGEMENT PLAN Issue: Sept. 18
RETIREMENT GUIDE Rev. No:00
Fibre Ropes
Damage Description Inspection Criteria Retire
Improperly made splices. Check for correct fabrication. Refer to
qualified person, manuals or published procedures. Old splice can be Yes
cut out and new one made.
Splice has slipped. Strand tails have pulled back into rope. Old splice
Yes
Spliced Eye – Wear, can be cut out and new one made.
Fabrication, Thimbles Damaged or improper splice cannot be remade with confidence that
strength is not compromised Yes
Mechanical, potted and terminations other than splices with or without
thimbles should be verified as to strength capability. Action as Yes
indicated if in doubt unless fitting can be replaced by splicing
Body of rope shows distinctive periodic bulges along its length.
Internal inspection is not possible Yes
Internal inspection reveals distinctive Z shaped kink bands in portions
Axial Compression & Kink
of the load bearing core. More than 10% of the cross section is Yes
Bands affected. These tend to repeat in a regular pattern along the length
Splices in ropes made of high modulus fiber may exhibit kink bands.
Damage is very difficult to access without destructive testing. Yes
A loop has been pulled tight causing hockle; rope structure cannot be
turned back easily without leaving the rope distorted Yes

Rope is unlaid (strands do not stay together). Yes

Hockle, Twist, Kink or
Corkscrew Rope has been used in series with wire rope without a swivel (unless
wire is non-rotating) Yes
Kinking is present. Kink will not disappear completely when slight
tension is applied or springs back when tension is removed. Rope is Yes
hard and flattened at kink.
Polypropylene rope with many brittle and broken filaments on the
surface Yes
Sunlight Degradation
Jacket appears severely affected and cannot be repaired. Jacket shows
signs of sunlight degradation and is subject to rough service. Yes
Known that there has been significant exposure to chemicals and/or
high temperatures. No information from qualified persons or rope Yes
manufactures
Chemical & Heat Discoloration, brittle fibers, fusion, bonding of fibers together,
Yes
Degradation hardness. Chemical exposure is suspected.
Rope has been used or stored when wet in contact with iron or steel
that is rusted. Rope is reddish or brown. The condition has existed for Yes
an extended period.
Ropes exhibit grit or silt deposits on the inside. Broken or powdery
fiber material may be present. The grit tends to fall out when the rope Yes
is dry and it is flexed.
Seawater has dried and left a salt deposit on the inside of the rope.
Dirt & Grit The rope has been used extensively when dry with the salt present Yes
Rope has been significantly impregnated with oil or sticky substances.
This material attracts and retains dirt and grit. It is not possible to Yes
clean the rope.

Poster - 04 Retirement Guide Page 2 of 2

 M/T EVERRICH 2 – IMO 9294795 POSTER - 05
MOORING SYSTEM & LINE MANAGEMENT PLAN Issue: Sept. 18
DAMAGE ILLUSTRATION Rev. No:00

Fibre Ropes
Damage Description Image Type

Single Braids

Cut Strands

Double Braids

Single Braids

Compression

Double Braids

Single Braids

Pulled Strand

Double Braids

Single Braids

Abrasion

Double Braids

Poster - 05 Damage Illustration Page 1 of 2

 M/T EVERRICH 2 – IMO 9294795 POSTER - 05
MOORING SYSTEM & LINE MANAGEMENT PLAN Issue: Sept. 18
DAMAGE ILLUSTRATION Rev. No:00

Wire Ropes
Damage Description Image

Mechanical damage due to rope movement over sharp

edge projection while under load.

Two parallel paths of broken wires indicative of

bending through an undersize groove in the sheave.

Severe wear in Lang’s Lay caused by abrasion

Severe corrosion.

Multi strand rope ‘bird caged’ due to torsional

imbalance.

Protrusion of rope center, resulting from build up of

turn.

Looped wires as a result of torsional imbalance

and/or shock loading.

Poster - 05 Damage Illustration Page 2 of 2

 SECTION
M/T EVERRICH 2 – IMO 9294795 MMP - 09
MOORING SYSTEM & LINE MANAGEMENT PLAN Issue: Sept. 18
FORMS INDEX Rev. No:00

No Code Title
1. MPF-01 Mooring Lines/Wires Log
2. MPF-02 Mooring Plan
3. MPF-03 Mooring Audit Checklist
4. MPF-04 Equipment Inspection Log
5. MPF-05 Mooring Line/Wire Inspection Log
6. MPF-06 Mooring Line Acquisition Form
7. MPF-07 Mooring Tail Acquisition Form

MMP Forms Index_0 Page 1 of 1

 TRUONG PHAT LOC SHIPPING TRADING JOINT STOCK COMPANY.
MOORING LINES/WIRES LOG MPF-01
Vessel’s Name: Date:
IMO Number Year of Built
Mark the location of each mooring winch on the next plan as per vessel’s mooring
arrangement. Give numbers to each individual drum and complete the following table

MOORING ROPES & WIRES ON WINCH DRUMS

TAIL ROPE
WIRE (W) / ROPE (R)
[NYLON (N) – SYNTHETIC (S) – POLYPROPYLENE (P)]
Date Total Date Total
NO OF TYPE SIZE LENGTH M.B.L. SIZE LENGTH M.B.L.
CERT. No. Mooring TYPE CERT. No. mooring
DRUM (W/R) (mm) (m) (tons) Construction 1 use
st (mm) (m) (tons) Construction 1 use
st
hours Hours

W1-O
W1-I
W2-I
W2-O
M1-O
M1-I
M2-I
M2-O

Guidance : To be completed by Safety Officer & forwarded to Office every three months Rev: 00 / Date: 09/2018
Related Risk Assessments: Mooring Lines/Wires RA Page 1 of 2
 TRUONG PHAT LOC SHIPPING TRADING JOINT STOCK COMPANY.
MOORING LINES/WIRES LOG MPF-01
ROPES IN USE (NOT FITTED ON DRUMS)
Date Total Date Total
SIZE LENGTH M.B.L. SIZE LENGTH M.B.L.
No MATERIAL CERT. No. Construc mooring No. MATERIAL CERT. No. Construc mooring
(mm) (m) (t) st
1 Use hours (mm) (m) (t) st
1 Use hours
tion tion

1 6

2 7

3 8

4 9

5 10

SPARE TAIL ROPES

SPARE MOORING WIRES (W) / ROPES (R)
[NYLON (N) – SYNTHETIC (S) – POLYPROPYLENE (P)]
SIZE LENGTH M.B.L. Construction STORAGE SIZE LENGTH M.B.L. Construction
No TYPE CERT. No. TYPE CERT. No. STORAGE LOCATION
(mm) (meters) (tons) date LOCATION (mm) (mtr) (tons) date

1
2
3
4
5
6
7
8
9
10
Signed Verified Office Review
Safety Officer Master Marine Operations Manager
Name - Signature Name – Signature - Stamp Name- Signature – reviewed date

Guidance : To be completed by Safety Officer & forwarded to Office every three months Rev: 00 / Date: 09/2018
Related Risk Assessments: Mooring Lines/Wires RA Page 2 of 2
TRUONG PHAT LOC SHIPPING TRADING JOINT STOCK COMPANY.
MOORING PLAN MPF-02

Vessel IMO Date/time

Port Terminal Zone/Dock
A. MOORING POSITION DATA
Mooring Position Length (m) Height from water level (m) Minimum Water Depth (m)

Number of mooring points aft Number of mooring points mid. Number of mooring points fore

B. ENVIRONMENTAL DATA (prediction for initial mooring)

Wind Current
Direction Velocity (knots) Gusts up to.. Direction Strength (knots)

Visibility (nm) Max. Height of Tide (m)Swell Effect Wave Effect

Yes ☐ No ☐ Yes ☐ No ☐
Use the following plan in order to draw the mooring lines distribution

Tug to be used Yes ☐ No ☐ If YES mark the Tug Assistance points

Primary Coms Channel Secondary Coms Channel
Deck Parties
Duties Aft Deck Midships Forecastle
Officer in Charge
Winch operator 1
Winch Operator 2
Deck hands
Deck hands
Rank/Position Name Signature
Safety Officer
Chief Officer
Master

Guidance : To be completed by Safety Officer & discussed during toolbox meeting prior mooring Rev: 00 / Date: 09/2018
Related Risk Assessments: Mooring Lines/Wires RA Page 1 of 1
 TRUONG PHAT LOC SHIPPING TRADING JOINT STOCK COMPANY.
MOORING AUDIT MPF-03

Vessel: Audit Dates:

Flag: Operations During Audit :

Transit From: To:

Yes No
Last Audit by Master- C/O: Audit Findings: Effective Audit Follow up
Audit Report & Closed N/Cs

Last Audit by Company: Audit Findings: Effective Audit Follow up

Audit Report & Closed N/Cs

Last Audit by 3rd Party: Audit Findings: Effective Audit Follow up

Audit Report & Closed N/Cs

Officers Sign on Seagoing Years Years with

Name Nationality Age
Matrix date Years in rank Company
Master
Chief Officer
2nd Officer
3nd
Officer
Bosun

Total Number of findings :

AUDIT
Total Number of other findings to be addressed by vessel :
RESULT
Total Number of other findings to be addressed by Office :
Overall Picture & Auditor Comments :

Date: Auditor Name: Position: Signature:

Audit Review OPS Dept: Tech. Dept: Safety Dept:

Guidance : To be completed by Auditor during Mooring Audit Rev: 00 / Date: 09/2018

Related Risk Assessments: Mooring Lines/Wires RA Page 1 of 2
 TRUONG PHAT LOC SHIPPING TRADING JOINT STOCK COMPANY.
MOORING AUDIT MPF-03

A) SAFE WORKING PRACTICES YES NO N/S

1. Is the available PPE onboard properly maintained and sufficient, taking in account extra sets that
might be required for visitors / contractors / supernumeraries?
2. Is there a Mooring Plan developed prior mooring operations?
3. Does the Mooring plan take into consideration different critical factors (weather, current, offshore
mooring points condition etc)
4. Was there an effective Risk Assessment procedure followed prior execution and incorporated in the
Mooring Plan?
5. Is there any toolbox meeting conducted prior Mooring/anchorage in order to discuss details with
Officers in charge and crew involved?

B) MOORING AND ANCHORING YES NO N/A

1. Is maintenance of mooring equipment conducted as per PMS? Check records of inspection and
maintenance of mooring ropes, windlasses, winches, wires, etc.
2. Check certificates of all mooring ropes and wires
3. Are there spare mooring ropes and wires available?
4. Are moorings satisfactorily deployed and tended?
5. If mooring tails are fitted to wires, do they have proper connecting links and are they correctly fitted?
6. Are all mooring lines stowed neatly to minimise tripping hazards and are mooring areas clear and
unobstructed?
7. If bow stopper(s) are fitted, is there a certificate attesting to the SWL?
8. If mooring winches are electrically powered, are insulation tests carried out and results recorded? (
9. Check records of tests of winch brakes.
10. Are mooring winch foundations, brake linings, drums and pins in a satisfactory condition
11. Is SWL marked on all related mooring and anchoring equipment?
12. Is there a notification in place for Snap Back Danger in all mooring/towing areas?
13. Are bitter end securing arrangements unobstructed and outside the chain locker?
14. Are the anchors ready for use? (anchor chain cables and stoppers in good condition)
15. Are anchors and chains in good condition?
COMMENTS:

Guidance : To be completed by Auditor during Mooring Audit Rev: 00 / Date: 09/2018

Related Risk Assessments: Mooring Lines/Wires RA Page 2 of 2
TRUONG PHAT LOC SHIPPING TRADING JOINT STOCK COMPANY.
MOORING EQUIPMENT INSPECTION LOG MPF-04

Equipment Data

Vessel IMO
Type Last Class Survey Next Class Survey
Manufacturer Construction Date
Last SWL test Next SWL test
Any modifications since Modification
Yes ☐ No ☐ Yes ☐ No ☐
initial installation? approved by Class?

Inspection Data
Inspection to be carried out as per manufacturer requirements and SMS guidance
# Date Items Inspected Condition Remarks Name Signature
Safe for use ☐
1.
Not safe for Use ☐
Safe for use ☐
2.
Not safe for Use ☐
Safe for use ☐
3.
Not safe for Use ☐
Safe for use ☐
4.
Not safe for Use ☐
Safe for use ☐
5.
Not safe for Use ☐
Safe for use ☐
6.
Not safe for Use ☐
Safe for use ☐
7.
Not safe for Use ☐
Safe for use ☐
8.
Not safe for Use ☐
Safe for use ☐
9.
Not safe for Use ☐
Safe for use ☐
10.
Not safe for Use ☐
Safe for use ☐
11.
Not safe for Use ☐
Safe for use ☐
12.
Not safe for Use ☐
Safe for use ☐
13.
Not safe for Use ☐
Safe for use ☐
14.
Not safe for Use ☐
Safe for use ☐
15.
Not safe for Use ☐
Safe for use ☐
16.
Not safe for Use ☐

Guidance : To be completed by Safety Officer every month & forwarded to Office upon request Rev: 00 / Date: 09/2018
Related Risk Assessments: Mooring Equipment RA Page 1 of 1
TRUONG PHAT LOC SHIPPING TRADING JOINT STOCK COMPANY.
MOORING LINES/WIRES INSPECTION LOG MPF-05

Line/Wire Data

Vessel IMO
Size Material Construction
Length Number of eyes Size of Eyes
Manufacturer Construction Date
Mooring/Storage
Date put in service
Position
Is line/wire used for tow? YES ☐ NO ☐ Is line used as tail? YES ☐ NO ☐
Inspection Data
# Date Mooring/Towing hours Condition Remarks Name Signature
Safe for use ☐
1.
Not safe for Use ☐
Safe for use ☐
2.
Not safe for Use ☐
Safe for use ☐
3.
Not safe for Use ☐
Safe for use ☐
4.
Not safe for Use ☐
Safe for use ☐
5.
Not safe for Use ☐
Safe for use ☐
6.
Not safe for Use ☐
Safe for use ☐
7.
Not safe for Use ☐
Safe for use ☐
8.
Not safe for Use ☐
Safe for use ☐
9.
Not safe for Use ☐
Safe for use ☐
10.
Not safe for Use ☐
Safe for use ☐
11.
Not safe for Use ☐
Safe for use ☐
12.
Not safe for Use ☐
Safe for use ☐
13.
Not safe for Use ☐
Safe for use ☐
14.
Not safe for Use ☐
Safe for use ☐
15.
Not safe for Use ☐
Safe for use ☐
16.
Not safe for Use ☐
Total hrs

Guidance : To be completed by Safety Officer every month & forwarded to Office upon request or when a line or wire Rev: 00 / Date: 09/2018
needs to be retired
Related Risk Assessments: Mooring Lines/Wires RA Page 1 of 1
TRUONG PHAT LOC SHIPPING TRADING JOINT STOCK COMPANY.
MOORING LINES/WIRES AQUISITION FORM MPF-06

Vessel IMO Date:

Ship Design MBL (t) Length of line Number of Lines
Order Type/Reason (select applicable)
☐ New Built
☐ Existing Ship re-outfitting
☐ Existing Ship re-outfitting (change wire to fibre)
☐ Scheduled Lines/wires replacement(s)
☐ Replacement due to line(s)/wire(s) failure
Fabrication Requirements
Eye Number and Size
Termination
Chafe protection
Ship Minimum Deck Fitting diameter “D”
Desired replacement period
Estimated Berthing frequency (annual)
Additional requirements for manufacturer
(intended trade pattern, temperature extreme, operating limits, exposed berths frequency, existing experience from other products)

Additional quality assurance

(the additional quality assurance may be required in order to address Company’s quality assurance procedures, experience with product and or
manufacturer. Quality assurance testing may be required providing manufacturer with details)

DPA Marine Operations Manager Purchasing Manager

Name: Name: Name:

Signature: Signature Signature:

Guidance : To be completed by Purchasing Department under Marine Department Guidance for Mooring Line Rev: 00 / Date: 09/2018
Acquisition – NOT TO BE COMPLETED BY ON BOARD PERSONNEL
Related Risk Assessments: Mooring Lines/Wires RA Page 1 of 1
TRUONG PHAT LOC SHIPPING TRADING JOINT STOCK COMPANY.
MOORING TAIL AQUISITION FORM MPF-07

Vessel IMO Date:

Ship Design MBL (t) Length of Tail Number of Tails
Tail Design Break Force (Ship Design MBL +25%) Assembly type
Tail Material and construction Dynamic Stiffness
Mooring line material/construction Sheltered (Ksh) Exposed (Kex)
Required mooring tail rotation
Order Type/Reason (select applicable)
☐ New Built
☐ Existing Ship re-outfitting
☐ Existing Ship re-outfitting (change wire to fibre)
☐ Scheduled Lines/wires replacement(s)
☐ Replacement due to line(s)/wire(s) failure
Fabrication Requirements
Eye Number and Size
Termination
Chafe protection
Buoyancy requirements
Desired replacement period
Estimated Berthing frequency (annual)
Additional requirements for manufacturer
(details on elongation/stiffness, typical mechanical damage, existing experience from other similar products)

Additional quality assurance

(the additional quality assurance may be required in order to address Company’s quality assurance procedures, experience with product and or
manufacturer. Quality assurance testing may be required providing manufacturer with details)

DPA Marine Operations Manager Purchasing Manager

Name: Name: Name:

Signature: Signature Signature:

Guidance : To be completed by Purchasing Department under Marine Department Guidance for Mooring Tail Rev: 00 / Date: 09/2018
Acquisition – NOT TO BE COMPLETED BY ON BOARD PERSONNEL
Related Risk Assessments: Mooring Lines/Wires RA Page 1 of 1
 SECTION
M/T EVERRICH 2 – IMO 9294795 MMP-10
MOORING SYSTEM & LINE MANAGEMENT PLAN Issue: Sept. 18
INSPECTION DOCUMENTATION Rev. No: 00

In this section please file the completed inspection forms and all other related
documents regarding mooring permanent and loose equipment

MMP-10_0 ( Inspection Documentation ) Page 1 of 1