UK CLUB

Technical Bulletin
01/2002

MOORING PRACTICES
The UK Club’s inspectors frequently find that ships’ mooring arrangements are both ineffective and used
inefficiently, such that mooring lines are subject to unnecessary chafing.

In some cases, moorings have resembled “knitting”, suggesting that ships’ personnel have given very little
thought to the vessel’s mooring arrangement and how best to utilise it. When moorings are being deployed,
consideration should always be given to using the most suitable leads for ropes, taking into account shoreside
facilities.

A ship’s mooring system is designed to prevent the ship drifting away from the berth and hold her in place in
relation to that berth. The effectiveness of the moorings is dependent upon the configuration of the mooring
lines. The security of a ship alongside is not something which happens of its own accord - it requires a good
understanding and use of the ship’s equipment. Considerable thought should be given to the configuration
of the moorings, so that leads are effective and do not create sharp angles. Consideration should also be
given to the order in which lines are deployed, so as to maintain a safe working environment at all times.

The effectiveness of any mooring line or wire is influenced by two angles:

• The vertical angle the mooring line forms with the quay:
• The horizontal angle the mooring line makes with the parallel side of the ship.
The steeper the orientation of a mooring line, the less effective the line will be in resisting the horizontal
loading put on it as the vessel moves in relation to the quay. Not all berths lend themselves to ideal leads,
depending on ship type/size, and compromises have to be made, but the officer in charge of mooring
operations should always be looking for the best leads for his lines - which aren’t necessarily the shortest.

UK P&I CLUB
Loss Prevention Department, International House
26 Creechurch Lane, London EC3A 5BA
Email: lossprevention.ukclub@thomasmiller.com
A mooring arrangement should provide an efficient mooring pattern, facilitate safe line tendering and allow
for the safe and efficient handling of tug and fire wires.

To prevent unnecessary dangers to ships’ personnel, and to prevent expensive mooring line damage, moor-
ings should not be crossed over each other or be allowed to chafe against sharp objects.

Personnel on duty should ensure that moorings are checked and tended at regular intervals and that
remedial action is taken to minimise or eliminate damage to moorings. Actions should be taken to prevent
chafing - ensuring that all rollers, deadmen, etc. are free to turn, wrapping canvas or old fire hose around a
mooring line at potential chafing areas and, in extreme cases, applying grease or other approved lubricant
to the line, again to reduce the effect of chafing.

Mooring lines should be made up correctly once the vessel is in position. When using synthetic ropes on
large sets of bitts, use two round turns (no more) on the first post, then figure-eight round both (fig.1). On
smaller diameter bitts, the two round turns should be around both posts (fig. 2).

Fig.1 Large Diameter Bitts Fig.2 Small Diameter Bitts

UK P&I CLUB
Loss Prevention Department, International House
26 Creechurch Lane, London EC3A 5BA
Email: lossprevention.ukclub@thomasmiller.com
Mooring lines should not be left on drum-ends - these are designed for warping, not holding the weight of a
ship for long periods and there is a risk of lines slipping or being thrown off drum ends when used in this
manner. Excessive turns should not be left on the working side of a split mooring winch - three turns
(1 layer) are sufficient.

Mooring line left on drum end Split winch used correctly

The strength of a line is dependent upon its condition - the condition of mooring lines in use should be
continually monitored, as lines are subject to wear and tear. Frayed ropes are weakened by a loss in rope
diameter, damaged fibres / strands, etc. and can be dangerous to personnel working them. They should not
be used if at all possible, but replaced / repaired.

An example of a mooring line in poor condition

When a mooring line is under tension (under load), it stretches. Energy is stored in the line in proportion to
the load and stretch. If the line were to part, this built-up energy would suddenly be released. The ends of
the line whip back striking anything in their path. This whip effect is common to all lines. Even long wires
under load can stretch sufficiently to part and whip back with considerable energy. Personnel should always
avoid standing in areas where a line is likely to whip back through should it part.

UK P&I CLUB
Loss Prevention Department, International House
26 Creechurch Lane, London EC3A 5BA
Email: lossprevention.ukclub@thomasmiller.com
Riding turns (where a rope is buried under lower turns on a winch) must be avoided. They make adjusting
moorings difficult as the rope under tension has to be pulled / prised out from the slacker, lower turns. If
unnoticed, this can cause problems for mooring gangs as the line would initially pay out when slacking it
back for letting go, but would then suddenly start heaving back in (the winch would still be turning as if to
slack back the line). This could lead to a potentially dangerous situation for anyone on the quay trying to
remove the line from a bollard.

Unauthorised / untrained personnel must not be permitted to wander around mooring stations unsupervised.
Failure to do so will significantly increase the potential for a serious - possibly fatal - accident.

The OCIMF publication “Effective Mooring” (1989 Edition) is a valuable source of information with all manner
of advice on safe and efficient mooring practices.

Source of information: UK P&I Ship Inspection / Loss Prevention Dept.

UK P&I CLUB
Loss Prevention Department, International House
26 Creechurch Lane, London EC3A 5BA
Email: lossprevention.ukclub@thomasmiller.com