MOORING GUIDELINES

B 4.1 MOORING GUIDELINES ............................................................................................................................. 2

B 4.1.1 Reference Documents .................................................................................................. 2
B 4.1.2 General Mooring Guidelines ........................................................................................ 2
B 4.1.2.1 While Vessel is alongside .................................................................................................................... 6
B 4.1.2.2 Precautions working near and approaching tensioned lines. ............................................................ 6
B 4.1.2.3 Standard Mooring Pattern .................................................................................................................. 7
B 4.1.2.4 Standard Mooring Complement and training..................................................................................... 7
B 4.1.3 Precautions for Safe Mooring ................................................................................................................ 7
B 4.1.4 Mooring Ropes....................................................................................................................................... 8
B 4.1.4.1 Mooring Rope End to End Turning and Rotation ................................................................................ 9
B 4.1.4.2 Best Practice to Avoid damage to Mooring Rope Under Tension .................................................... 10
B 4.1.4.3 Cropping of lines ............................................................................................................................... 11
B 4.1.4.4 Mooring Ropes Retirement Criteria.................................................................................................. 11
B 4.1.5 Mooring Wires ..................................................................................................................................... 12
B 4.1.5.1 Mooring Wires Retirement Criteria .................................................................................................. 12
B 4.1.6 Mooring Tails ....................................................................................................................................... 13
B 4.1.6.1 Mooring Tails Retirement Criteria .................................................................................................... 13
B 4.1.7 Winch Brakes and Accessories............................................................................................................. 14
B 4.1.8 Record and Identification of Mooring Ropes/Wires ............................................................................ 15
B 4.1.9 Disposal of Ropes ................................................................................................................................. 15
B 4.1.10 Minimum Spares ................................................................................................................................ 15
B 4.1.11 Mooring/Anchoring Audits ................................................................................................................ 16

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MOORING GUIDELINES

B 4.1 MOORING GUIDELINES

B 4.1.1 Reference Documents
• B 3.1 Preparation for Arrival and Departure
• COWSP.
• Form No. TE-05 Series: Mooring Equipment layout & inspection records.
• OCIMF: Guidelines on the use of High Modulus Synthetic Fiber Ropes as Mooring line
on Large Tankers.
• OCIMF: Recommendations for equipment employed in the mooring of ships at Single
Point Moorings (SPM).
• OCIMF: Mooring Equipment Guidelines (MEG 4)
• IMS Form AD 65 – Mooring and Anchoring Audit checklist
• IMS form OP41- Mooring Equipment & Systems Training Records

B 4.1.2 General Mooring Guidelines

All vessels must have a ship-specific Mooring System Management Plan (MSMP) as per MEG 4
requirements. In addition, the records must be maintained in the Line Management Plan (LMP) and
be available for line maintenance, inspection, retirement and end-to-end policy.

The Master shall:

• Seek information from Pilots, Harbour Masters and local agents regarding the berth/
terminal mooring arrangement and placement
• Consider the weather/sea conditions expected to be experienced during the vessel’s
stay before committing to berth the vessel. Further consideration is to be given to swell
condition in case of unsheltered berth. Brief the competent person on mooring stations
before any mooring operation on the following points:
o Hydraulic systems to be started well in advance in cold climates for the oil to be
at the optimum operating temperature.
o Mooring winches, windlass and other associated machinery to be tried and
tested.
o Prevailing weather conditions and their possible effects on the vessel (i.e. wind,
current, ship movements).
o Tugs – number, positioning, line selection and the number of tugs to make fast
including, ships/tugs lines to be utilized
o Tugboats assisting in the berthing operation should not be dismissed until its
confirmed that the vessel is moored safely to avoid/limit movements while

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MOORING GUIDELINES

alongside. Terminal requirements to be reviewed to ascertain the vessel is in

compliance with all local regulations with regards to mooring.
o Intended approach, turning in a basin or any particular maneuver.
o Alignment with berth & expected clearances from all obstructions.
o Mooring sequence, including the First line to send ashore and final mooring
arrangement.
o Mooring lines to be as long as possible and of equal length. A slight slack on the
line may be considered to allow the vessel to ´play´ within limits and to avoid
parting of ropes due to overstrain. If long lead cannot be obtained due to berth
configuration, altering vessel line configuration is to be considered, i.e use the
main deck lines as ´headlines´ and use of lines from forecastle/poop deck as
´spring lines´ etc.
o Line handling boats, if available, and precautions for Line handling boats.
o Anchors are ready for use, especially in ports with known history of swell/surge,
where anchor can be used to stabilize the vessel. Pilot is to be consulted in use
of anchor for general berthing.
o Ensure clear & brief communications are exchanged between Bridge & mooring
stations in English.
o Ensure alternate means of communication, such as carrying an additional walkie-
talkie and/or the talkback system on mooring stations, are working.
o Carry out a Risk assessment for anticipated mooring operation.
• Visually check the condition of fendering while approaching the berth, if possible.
• Record in the bell book any defects of the berth that may damage, lead to damage and
be notified to the pilot vide the Master-Pilot exchange.
• Note a Protest to the Charterers, Terminal or Port Authorities if the condition of the
berth is unacceptable for safe berthing.
• Ensure no mixed moorings in the same direction. All ropes leading in the same
direction must be of the same material and preferably of the same length and strength.
• All certifications for Synthetic Ropes, Wire ropes, Shackles, Tails etc., are adequately
maintained in the vessel records. Expired certificates must be removed from files.

Master is to ensure, utilized tugs are pushing at designated tug push points as marked on the
hull and same is discussed with the Pilot and recorded in the MPEX.

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MOORING GUIDELINES

The Chief Officer shall ensure that:

• The mooring lines are reeled correctly on the winch/working drum in the right direction
and manner.
• The lines are in good condition and correctly made fast on the bits (two turns on the
leading post and figure of eight thereafter) and properly stowed.
• Weighted monkey fists are not used for the heaving lines.
• The windlass and fairleads are free, lubricated and in good condition.
• The mooring lines are kept clear of chemicals or other harmful substances (i.e. paint).
• The mooring lines in baskets/on drums are adequately protected against sun and
weather conditions by a suitable cover.
• The mooring lines are stowed in a well-ventilated compartment on wooden gratings.
• The brakes are tested per the criteria in Section B 4.1.7 Winch Brakes & Accessories.
The brake tightening markings are rigid and visible.
• Inspection of mooring ropes to be conducted according to the Mooring System and Line
Management Plan.
• All crew involved in mooring operations are familiar with starting up, equipment
operational control, its use limitations and hazards (including snap back zones)
• The mooring handling area in the vicinity of mooring winches, Bitts and Fairleads has
sufficient anti-skid coating.
• Conduct quarterly training for the crew using the OP-41 form.

• An incorrectly reeled rope reduces the brake-holding capacity of the winch by 50%
• The correct direction shall be stenciled/marked on each drum.
• Winches are not to be used in auto/self-tension mode if such provision is fitted.

Permanent marking of snap-back zones are not recommended, as this creates a false
sense of safety. Instead, its recommended that mooring stations area are marked with
stenciled with `Caution You are entering Mooring Hazardous Area´

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 MOORING GUIDELINES

The competent person in charge of each mooring station shall ensure that:
• A Toolbox Talk (TBT) is carried out with the mooring team before the operation to
Instruct the mooring team about the process and Risk assessment reviewed.
• The mooring line is transferred to the split drum (where fitted) with at least three turns
on the split drum and only a single layer.
• Avoid sharp angled leads and minimize use of pedestal rollers.
• Minimize lines that transvers the deck area.
• Special care is exercised for monitoring moorings, especially in waterways, where
vessel surges can be expected due to the movement of ships in the vicinity, traffic,
sudden increase in wind & swell and typical local conditions for the area.
• Special care is taken for Line handling boats to ensure such boats are well clear of the
ship side, mooring ropes and anchor (if used).
• The protective guards designed for protection from moving machinery/equipment
components are always in place.
• Where possible, ropes are being laid out in preparation for berthing.
• Adequate lighting is available.
• Anchor cable stopper to be down before making fast tug or mooring boat.
• Adequate supervision of third-party personnel, where involved in mooring station.
Ensure that they are part of the Toolbox Talk carried out before the mooring operation
where feasible.

Competent person is defined as any crew member (officer) with required COC to the rank they serve, in line with
STCW and flag requirements and covers safe mooring operation. The competent person must have undergone
vessel specific induction, familiarisation and training required prior to undertaking mooring operation. Periodic
refresher training must be carried out as training matrix ref. Appendix D07/D08.

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MOORING GUIDELINES

B 4.1.2.1 While Vessel is alongside

The vessel staff should monitor the ships mooring lines by tending to them visually, inspecting the
mooring lines periodically, particularly during cargo transfer, periods of changing of environmental
conditions.
Particular attention should be paid to the mooring system when expecting or presence of any of the
following conditions:
• During periods of strong tidal flow.
• Period of high loading/discharging rates resulting in rapid change of draught.
• Change in direction of wind or sudden increase of gust.
• Swell condition
• Prior to or close passing of another vessels.
Passing traffic to be closely monitored. Vessel passing close at excessive speed can cause the
vessel to surge with possibility of mooring lines parting. The officer on watch must maintain
awareness of such conditions and should not hesitate to suspend cargo operation and/ar call for
mooring stations if required to do so.
If the vessel cannot be safely moored, following actions may be taken into consideration,
• Deploy additional mooring lines
• Engaging tugs to keep vessel alongside.
• Prepare for departure
• Utilize main engine.

B 4.1.2.2 Precautions working near and approaching tensioned

lines.
Anyone standing in the path of the tensioned line or in the wider snap-back danger zone, is at the
risk of serious injury or death as reaction time is negligible for avoiding impact.
If approaching or working near tensioned line cannot be avoided, the following measures are
recommended to mitigate the risk to personnel.
• RA to include conditions and appropriate risk mitigation measures for approaching the
tensioned mooring line(s). RA shall be discussed with all ship personnel prior to
commencement of operation.
• The action to be planned so the work can be completed safely and quickly and personnel to
leave the area as soon as work is completed.
• Entire operation is to be supervised, ideally from higher vantage point.

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MOORING GUIDELINES

Approaching mooring lines when ship is moving while alongside (e.g., wave induced or passing ship
motion) the approach should only be made when the line is under little no tension.

B 4.1.2.3 Standard Mooring Pattern

Standard mooring quay/jetty should be in accordance with the Mooring Systems Management
Plan unless specific local requirements apply

B 4.1.2.4 Standard Mooring Complement and training

Minimum manning for mooring stations shall be:
1 Deck officer + 2 deck ratings.
The master may deploy additional personnel as per requirements of specific mooring/unmooring
operations. All persons deployed must be thoroughly briefed so that they have a clear
understanding of their respective roles before the operation commences.

The attending ratings must be in possession of adequate certificate as per STCW for the rank
onboard. The person assigned (if not the deck officer) to controlling the lever (winch), the person
must have at least 12 months of sea time. Any cadets, OS trainee, Painters, MTM, Wiper or any
other crew members not regularly partaking in mooring operation, including any third-party
members are not allowed to perform mooring operation unless supervised by a competent person.

Any attending crew must have carried out periodic refresher training as ref Training Matrix D07/08
as well as vessel specific induction and familiarization.

B 4.1.3 Precautions for Safe Mooring

Following precautions shall always be adhered for safe mooring:
• All personnel must stay clear of lines under load or tension when not handling them.
• Never stand on ropes or in their bights.
• Do not keep loose objects near where lines are being handled.
• If the line takes charge (uncontrolled running out of line under tension), do not attempt to
stop it physically.
• Tail ends of independent lines, stowed on deck, must be put around bitts to prevent them
from running out completely.
• When making fast towlines, the personnel on board should be able to communicate with the
tugs / towing vessel verbally or using hand signals the status of the line.
• Stay clear of towlines made fast on board (Keep an axe nearby for emergency cut away).

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MOORING GUIDELINES

• All personnel at mooring stations shall be alert and maintain an all-around vigil for any
danger of ropes/wires parting after they are made fast on board.
• Protect ropes from chafing on sharp edges.
• Avoid leading ropes at sharp angles or turns to prevent loss of strength.
• It is the responsibility of the person in charge of the station to keep the bridge updated about
clearances between the vessels and other objects, and the propeller is not clear for engine
movements.
• Beware of the danger of ropes fouling propellers/bow thrusters if too much slack is lowered
into the water.
• Do not attempt to handle a wire or rope on a drum end unless a second person can remove
or feed the slack rope.
• Someone should be available to stop the winch immediately in case of a problem.
• Do not work too close to the drum when handling wires and ropes.
• When paying out wires or ropes, watch that your own and colleagues’ feet are not in the coil,
loop or a bight.
• Anticipate and prevent situations arising that may cause a line to run unchecked.
• When operating a winch or windlass, ensure that the operator (or yourself) understands the
controls and can see the Competent person in charge for instructions.
• Winches and windlasses must never be left running unattended.
• Do not stand on the machinery itself to get a better view.
• When using a Double Drum Winch, ensure that the drum not in use is disengaged.
The engaging lever pins are to be on at all times except when engaging/ disengaging the gear.

Safety precaution: Avoid paying out mooring lines too fast to avoid the lines from getting tangled.

B 4.1.4 Mooring Ropes

The mooring ropes' Line Design Breaking Force (LDBF) should be within 100-105% of the Ship
Design Minimum Breaking Load (SDMBL).
• All splicing on the rope eyes should have a minimum of 5 tucks.
• Rope stoppers used must be of appropriate material/strength and length.
• Chain stoppers must not be used only for wire ropes.
• Ropes must be permanently marked or tagged for identification with their corresponding
certificate.

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 MOORING GUIDELINES

• A careful examination of ropes must be carried out by a competent person once a month.
Manufacturer’s instructions should be complied with. The inspection shall include a visual
assessment of the internal and external condition of the ropes using means for measurement
and non-destructive testing methods. This should include the following:
o Fibre deterioration – break up,or powdering of fibre is present.
damage due to external wear - wear down of strand crowns and several outer
yarns severed.
o Local Abrasions – indicated by heavy chafing or fusion of surface fibre.
o Chemical Damage – indicated by staining
o Thermal Damage – local fused sections on synthetic ropes indicates heat through
friction.
o Excessive exposure to sunlight, seawater, and the elements lead to accelerated
deterioration.
Twists – that have become permanent over time. Particular attention shall be paid to the ‘wear
zones’ identified. Typically, these are the sections of rope that are in frequent contact with fairleads,
rollers, bollards, and winch drums.

B 4.1.4.1 Mooring Rope End to End Turning and Rotation

Any type of mooring experience fatigue and damage caused by common line routeing and
deployment, e.g. Damage from loading cycles, while routed around pedestal rollers, local
scuffing from contact with fairleads and rollers while under tension. This is specifically applicable
for vessels calling same ports at regular intervals.
Extent and location of this damage may vary due to below factors.
• Laden or ballast vessel.
• Terminal layout and design
• Variability in trading pattern
• Environment conditions.

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MOORING GUIDELINES

Above picture highlights some sections of rope which are prone to wear. Length at which wear
can take place depend on length of mooring line used to dolphin ashore in different ports.
Following wear zone management techniques should be utilized, due to vessels trade pattern
effectiveness.
• Each vessel should check layout of mooring systems and identify sections each rope
which are prone to operational damage due to contact pedestal rollers, bits or fairleads
under tension.
• Definite maintenance plan that outlines the frequency and approach for end-to-end(E2E)
rotation of lines and rotating lines to different winches or locations to help shift the contact
points
• Rotate the mooring lines to different winches(or) locations with E2E changes. This will
shift the contact points to minimize the localized fatigue and damage caused by common
usage.
• Consider reducing mooring length by cropping off the outward parts during service and
respliced. This will shift wear zone outward

- Rotating of mooring lines are to be carried out with interval not exceeding 30
months.
- E2E turning of mooring ropes to done with interval not exceeding 15 months.
- When rotating mooring lines, lines are to be rotated, that they are not deployed as
same lines. eg. Spring lines to rotated to breast, breast lines to head/stern and
head/stern line to spring.

B 4.1.4.2 Best Practice to Avoid damage to Mooring Rope

Under Tension
Sleeves of appropriate synthetic materials as per manufacturer instructions to avoid localized
wear and tear. For effective usage, vessels should prior berthing, be aware of expected point of
mooring rope contact with fairlead.

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 MOORING GUIDELINES

Covering of fairlead with synthetic material, so that mooring rope under tension does not come in
contact with fairlead directly.

B 4.1.4.3 Cropping of lines

Ropes are to be inspected during each mooring operation. Spot inspection is to be carried out by
the mooring party during mooring and unmooring to identify localized damage. This is particularly
important after calling a berth where excessive surging was experienced.

Any broken strands shall be analyzed as per guidance given by the manufacture and be re-
cropped. The length outboard of the damage is to be cropped about 10m inboard from the spot
damage.

B 4.1.4.4 Mooring Ropes Retirement Criteria

The Mooring rope(s) replacement/ retirement is required for ropes aged Five (5) years from the start
of service.
• OR – earlier as per condition evaluation, example – If physical condition assessment reveals
non-suitability of mooring rope due to wear as illustrated in level D (refer Appendix B13a).
• OR – If required by the rope maker’s recommendations.
• OR – The mooring rope is damaged due to physical or external conditions, rendered inelastic
or found unsafe for further use.
• Ropes with any short break in strands length where the retaining strength reduces below
60% (See level D in Appendix B13a) shall be discarded.

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MOORING GUIDELINES

• Residual strength test result should be more than 75% of ship design MBL
• Wherever local regulations require the same.

Refer to Ship specific Mooring System and Line Management Plan (MSMP/LMP).

B 4.1.5 Mooring Wires

Besides synthetic fiber ropes, if wire ropes are fitted with a mooring tail are provided it must be
incorporated that they have lower elasticity and higher tensile strength.

Mooring wires shall be:

• Provided with a synthetic tail, connected using Tonsberg or Mandel or Boss shackles
• Handled only with heavy protective gloves.

Tonsberg has a straight pin, and the tail should be connected to it; Mandal has a curved roller, and
the wire should be connected to it; Boss shackles are available in both versions, and the same rules
apply.

B 4.1.5.1 Mooring Wires Retirement Criteria

Mooring rope retirement and replacement criteria should be in line with the MSMP. Mooring wire
ropes should be replaced under deteriorating conditions such as:
• They have reached Eight (8) years from the date they were first put into service.

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MOORING GUIDELINES

• Broken strands – wires must be replaced if in any length of more than 08 diameters, the
number of broken strands exceeds 10% of the visible strands or if more than three wires
are broken in any strand in a length of 10 times the wire dia, the damaged portion of the
wire requires removal and replacement.
• Wire diameter – a marked decrease in the diameter indicates possible core deterioration,
internal wear, wire failure or internal corrosion.
• Abrasion – outside wires show a considerable loss of metallic area.
• Corrosion – if the corrosion has penetrated below the surface, the wire should be
removed from service.
• Fatigue breaks visible at or near the valley positions of the strands.

B 4.1.6 Mooring Tails

Mooring tail selection should be based on the performance indicators reported by the manufacturer
on their mooring tail base design certificate. The choice of material, rope construction, configuration
and length will all influence the overall elongation and stiffness of the mooring tail.

The Tail Design Break Force (TDBF) needs to be higher than the LDBF because tails experience
more wear in service than lines. The TDBF of tails should be 125%-130% of ship design MBL
• The vessels shall maintain accurate records of mooring tails as follows:
o Chief Officer or Master shall carry out thorough physical inspection monthly as per
Appendix B13a.
o Mooring tails usage log must be maintained, which shall calculate the cumulative
usage of each tail from the time it is put into use till replacement.
o All mooring tails to be tagged with canvass tags and certificates shall be maintained
in Trading Certificate file-2.
• Vessel shall use a suitable cover on mooring tails while rolled up on the mooring winch for
protection. The mooring tail eye shall be protected by a canvas sleeve or an equivalent
material.
• Mooring tails are to be examined during pre-arrival checks. No splicing is allowed on the tails
other than in the way of the tail eyes.

B 4.1.6.1 Mooring Tails Retirement Criteria

Refer to MSMP.
The Mooring tail(s) replacement is required if any of the following criteria are met:
• A physical inspection reveals the non-suitability of the mooring tail due to wear beyond level
C (refer to Appendix B13a).

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MOORING GUIDELINES

• The mooring rope tail is damaged, rendered inelastic or found unsafe for further use.
• Synthetic tail length must be measured every six months and replaced if elongation exceeds
10% of the original length.
• A mooring tail has reached 1800 hours of usage as per the mooring tails log.
• Wherever local regulations require the tails to be changed periodically (e.g., Japanese
terminals require the tails to be changed every 18 months, irrespective of the condition).
In exceptional cases where the mooring tails are utilised less frequently (such as on VLGCs), an
extension beyond 18 months may be allowed (till 1800 hrs of usage) if other mentioned above
parameters are acceptable.

B 4.1.7 Winch Brakes and Accessories

• Mooring winches should be regularly inspected to assess the ‘oil-tight integrity’ of mooring
winches.
• Leakages (if any) must be attended to immediately without delay.
• Winch brake rendering test must be carried out under the supervision of a Senior Officer at
an interval not exceeding 12 months. The date test carried out to be stenciled on
individual winch.
• Whenever there is significant maintenance or a modification to the winch or upon any
evidence of premature brake slippage or related malfunction.
• Or
• A winch brake test kit shall be maintained onboard in good condition.
• The primary brake should be set to hold 60% of the Ship Design MBL.
• Since brakes may deteriorate in service, it is recommended that new equipment be designed
to hold 80% of the SDMBL but can be adjusted down to 60% of SDMBL.
• The brake spindles of the mooring winches and windlass should be adjusted as and when
required.
• Mooring leads, rollers, bollards, bitts, chocks etc., must have their SWL marked by bead
weld.
• Winch brake liners must be inspected monthly by the Chief Officer and Chief Engineer.
Brake linings are to be changed if they have worn down to approximately 50% of their original
thickness or become contaminated by oil or grease.
• Windlass brake linings must be inspected monthly by the Chief Officer and Chief Engineer
and changed if they have worn down to approximately 50% of their original thickness or if
they ever become contaminated by rust, oil or grease.
• The band support bolt should be used to adjust the clearance between the brake wheel and
brake band at releasing the brake. The bolt should be adjusted to be 0.5~1.5 mm of
clearance between the brake band and the end of the band support bolt at brake fastening.

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MOORING GUIDELINES

• Spare links, joining shackles, pins and lead shall be stowed together with cable mallets and
tools in a marked location.

B 4.1.8 Record and Identification of Mooring Ropes/Wires

• An appropriate tag must identify mooring lines with a number/suitable identification, which
can be matched with the rope/wire certificates as per the LMP
• Each certificate should have a date when the rope/wire/tail/shackle was received, put into
use and the location (Winch No.).
• The winches should have a unique number- e.g., forward winches could be numbered 1, 2,
or 3. Forward to aft as per the vessel MSMP and LMP.
• The record of mooring ropes, fire wires & wires and shackles (Tonsberg/Mandal etc.) must
include the following:
o The rope/wire number.
o Where they are positioned/located (Diagram showing their location)
o Record of the date when they were put into use.
o Record their regular inspections and maintenance.
o Test certificate copies.

B 4.1.9 Disposal of Ropes

• Discarded Ropes shall be disposed to an appropriate reception facility against a proper
receipt and entry made in Garbage Record Book.
• A coil (or appropriate length) shall be tagged and stowed to prevent inadvertent use.
• Master may, with prior approval of the Ship Manager, land ropes ashore to ‘approved &
authorized recipients’ and amounts (if any) received from such proceeds shall be deposited
in the ship’s recreation fund.

B 4.1.10 Minimum Spares

The following minimum spares must be maintained onboard:
• Mooring Ropes – 02 coils (for vessels less than 100 m in length) and 04 coils for other
vessels.
• Brake Lining - 01 complete sets (including counter sunk screws and nuts) of each size fitted
onboard (windlass, mooring winch).
For vessels using mooring wires:
• Mooring Wires – 02 coils.
• Mooring Tails – 04 nos.
• Mooring Shackles – 02 nos.

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MOORING GUIDELINES

B 4.1.11 Mooring/Anchoring Audits

The Auditors/Superintendents (MOM) are to perform Mooring/ Anchoring audit using form AD 65
Mooring/Anchoring Audit Checklist. Time limit between consecutive audits should not exceed 12
months period, to ensure compliance with company mooring procedure.

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