Mooring assessment

Purpose: The purpose of this assessement is to provide technical guidance on existing mooring equipment and operational limitations and to optimise the effectiveness of mooring operations.

Frequency: To be conducted by the Master, within one month of his joining a vessel, supported by the Chief Officer and Chief Engineer, if necessary.

Instructions for use:

1. This section deals with static elements of mooring equiment.
2. After completion of mooring assessment, Masters are expected to raise non-conformity for items indicated in RED to ensure necessary follow-up to rectify the findings are
initiated and are adequately addressed. GREEN items require no changes, similarly, YELLOW items indicate discussion with relevant members of the mooring team after assessment
is complete.

Ship's name: M.T. SAGAMI Deadweight: (T) 33614.58

Section 1 = Mooring equipment assessment

No. Assessment task Status Recommendation

A Mooring winches

A.1 Are the mooring ropes correctly reeled and direction arrows marked ? Yes Band brakes are sensitive to the reeling direction and are designed to work effectively (i.e. to
render) in only one direction.

Are winches aligned vertically and horizontally with fairleads to have a Line passing to fairlead through combination of deck fittings will have a complex snap-back.
A.2 No Use of pedestal rollers will reduce mooring efficiency.
direct lead ? Lines are subject to external abrasion, thus requiring close visual inspection.

Are any of the winches located on a frame or at height higher than set
A.3 No -
of bitts and fairleads ?

Are mooring winches provided with drive control, enabling automatic

A.4 No -
tensioning ?

A.5 Is the winch drive provided with variable speed lever ? No -

If located near the centreline, fairleads and pedestal rollers may be located in less than ideal
A.6 Are the mooring winches located near the centreline ? Yes positions for a direct lead to the ship's side.

Rev. 0 09/20 S - 6A.7 F

 Do the mooring winches provide for a direct line of sight between the
A.7 winch operator and fairlead ? Yes -

The winch operator should be aware of the hazrds of the outer layers of mooring line embedding
A.8 Are the mooring winches provided with split drums ? No into the lower layers when under tension, which can lead to line damage and potential injuries to
personnel.

B Mooring fittings (bitts, fairleads and bollards)

Ideally, number of fairleads on either sides should be equal. Side with more number of fairleads
B.1 Is the vessel provided with equal number of fairleads on either side ? Yes
should be preferred for STS operation.

B.2 Are bitts fitted with horizontal bars / horns ? No -

B.3 Are fairleads being provided with anti-chafing (stainless steel / No If vessel is using mooring wires, then grooving of fairleads is a possibility, thus damaging the wire
polymer type) inserts ? being passed.

All mooring lines are susceptible to mechnical damage from exposure to contact surfaces,
B.4 Are fairleads clean, smooth and rust free ? Yes particularly while under tension. Thus it is important to ensure that fairlead surfaces are clean,
smooth and rust free.

B.5 Is the vessel provided with deck capstans to handle tug lines ? No -

For vessels above 60K DWT, has a set of closed fairleads and bitts
B.6 close to 35m forward and aft of the amidships manifold and where N/A -
appropriate, the aft bunker manifold ?

B.7 Are bow fairlead(s) being provided with upper and lower rounded Yes Upper and lower rounded fairleads provide adequate damage protection to the line.
lips ?

Is the D/d ratio (diameter of the bend by mooring equipment divided Any bending of the line (inefficiency associated with bending line while under tension) will
immediately reduce it's breaking strength and repeated bending will reduce the service life of the
B.8 by the diameter of the mooring line) of the pedestal rollers atleast No mooring rope. Consideration should be given to frequent close inspection of wear zones with more
15 ? frequent line cropping, and/or reduction to line retirement criteria

B.9 For general mooring, does any of the lead requires use of one or more No Minimum use of pedestal fairleads ensures reduction in complex snap-back trajectories and lesser
pedestal rollers ? loss of mooring strength.

Rev. 0 09/20 S - 6A.7 F

C Mooring Line (wire, rope, tails)

Lower stiffness than wire and HMSF.

Severe danger of snapback due to low stiffness.
C.1 What type of ropes are being provided to the vessel ? Rope Internal abrasion will increase if the line is exposed to contaminants such as grit or sand. Ropes are
susceptible to UV degradation. Thus, lines should be cleaned after each operation and protected by
covers when stored.
Ropes are associated with condition based hazards.

Is the mooring rope LDBF value within 100~105% of the SD MBL This is ideal condition as per MEG4. Please ensure that mooring brakes are set to render at 60% of
C.2 value ? Yes the SDMBL.

Exposure to UV needs to be avoided and use chafing guards to protect rope from external
C.3 Are the lines jacketed ? No
mechanical damage.

Are sufficient number of chafe guards (mooring socks) provided to the Chafe guard position must be routinely checked and adjusted when tending mooring to ensure that
C.4 vessel and are in use ? Yes ropes have adequate protection against mechanical damage.

C.5 Mooring tails, if in use, what material ? N/A -

C.6 Mooring tails, if in use, what is the length ? N/A -

C.7 Mooring tails, if in use, how are they connected ? N/A -

Are the rotational characteristics (rotating or non-rotating, tail lay

C.8 N/A -
right or left, etc.) of mooring tails, if in use, same as the line ?

Rev. 0 09/20 S - 6A.7 F

 C.9 Confirm that the different material lines are not put in use for same Yes -
lead (fore and aft) ?

D Mooring areas

Are mooring area decks painted with sufficient anti-skid paint and Risks of slip/trip/fall is very high during mooring stations and availability of anti-skid paint should
D.1 Yes consider both dry and wet deck conditions. Additional coat of anti-skid paint may be necessary
entry/exit points marked with caution ? near warping drum operation or around bitts for taking stopper, etc.

Confirm availability of the sufficient illumination around mooring areas

D.2 ? Yes -

The winch operator's view from the local winch control platform to the ship's side or the signaller
D.3 Are mooring winches provided with remote operation facility ? No
may be limited. Ensure visual signals are correctly relayed to winchman during mooring stations.

E Towing (harbour towing and escort tug or pullback)

Tug push/pull point locations must be clearly identified prior allowing any tug assistance.
Are tug push points correctly identified and stencilled in contrast Where adequate markings are not available on the ship-yard drawing, Office must be consulted for
E.1 No
colour ? markings, location near a transverse bulkhead or web frame, ensuring adequate seperation for tug
space to manoeuver.

The forward and aft fairleads should be placed to provide maximum leverage for turning the ship,
E.2 Do the fairlead location ensures adequate seperation for tug space to Yes but ot be so far forward or aft that there is a danger of the tug getting trapped under the flare of
maneouver ?
the hull.

For escort (or pullback) towing suitability, confirm availability of a

E.3 fairlead on the centreline of the ship with a direct lead to the strong Yes -
point ?

E.4 Confirm if the strong point and fairleads are seperated by atleast four No Securing tug line may pose challenges as eye splice of the towing line sits inboard of the fairlead
meters ? and this problem needs to be communicated with tug prior line handling.

Are crew members aware of the procedure of safely letting go the When letting go, the towline should be slacked back to the fairlead in a controlled manner using a
E.5 Yes
tug ? messenger line, if necessary to avoid the line falling.

Name : Capt. Rajesh Mishra

Rank : Master Date : 09/Jan/2023

Rev. 0 09/20 S - 6A.7 F