MOORING SOLAS CH II/1 RECENT AMENDMENTS 1 JAN 2024
SDMBL AND OTHER ALL MOORING FACTORS EXPLAINED
Refer:
MSC resolution 474 (102)
MSC.1 circ 1169 // 1170// 1175
MEG 4 guidelines
MOORING UPDATE
What is new in ship mooring system ?
MEG 4 was published in 2018, and it contains a number of important requirements that most of us are still unaware of. Specifically, SDMBL, LDBF, TDBF, and WLL.
Why each seafarer should aware of the mooring safety ?
Please watch below 5 seconds video, same will insist the importance of the mooring safety.
There are only 2 seafarer were there in aft mooring station, both of them engaged in heaving up the unmoored wire from jetty. Stbd winch rope entangling with pedestal roller fairlead, same was not notified by the operator, nor there is a officer for monitoring, Stbd winch operator blindly increasing the force in the winch, causes the result.
Consequences are extremely high, so everyone should aware of the mooring safety.
Ship design MBL (SDMBL)
The minimum breaking load of new, dry mooring lines for which a ship's mooring system is designed, to meet OCIMF standard environmental criteria restraint requirements . The ship design MBL is the core parameter against which all the other components of a ship's mooring system are sized and designed with defined tolerances.
Line Design Break Force (LDBF) (T-Tail)
The minimum force at which a new, dry, spliced mooring line will break when tested according to appendix B. This is for all mooring line and tail materials except those manufactured from nylon, which is tested wet and spliced. This value is declared by the manufacturer on each line's mooring line certificate .
Mooring fitting 1.15 times of SDMBL.
D/d will ensure the bending ration to ensure the performance reduction due to bending. Recommended value is 15 or more .
D- dia of bits, d- dia of wire rope
Each ship operator, Master should ensure the compliance in the following mooring facts :
Spring line restrains the fwd and aft motion, Breast line restrain the transverse motion, Head and stern line having limited efficiency in restraining a ship
Steeper the orientation of line , less effective in restraining motion. 45 deg vertical angle is only 75% as effective in restrains ship, as a line oriented at a 20 deg vertical angle. i.e larger the vertical/horizontal angle , less effective.
Why the tails provided: Tails provided for the easy handling of wire rope as well as the decrease the line stiffness
Are the all mooring ropes/tails made of same material?
Whenever there is longitudinal current on the bow head line must be pre tensioned , stern line- slack to be pick up.
Slack lines should be hauled first, Only one line should be tended at a time, simultaneous tending might cause sudden movement of ship, Spring line to be tended together but not simultaneously. (Midship, vessel movement also to be monitored)
Ship specific MSMP, LMP, MSMP- Register available onboard, All ship specific data are up to date.
MLC Reg 4.3 - Working environment should promote occupational safety and healthy is complied in fwd and aft mooring station (i.e: Non slippery deck, well maintained mooring winch/windlass, good condition rope, station monitored by officers.)
Warning notices available to alert the seafarer /visitor from crossing over the tensed mooring lines
As per MEG4, Snap back zone should not be restricted by permanent area marking, entire mooring station must be considered as a snap back zone, same stencil available on both forward and aft mooring station .
Onboard crew from Tr os to Bosun, Cadet to Master aware of the equipment capability, Winch brake setting, correct reeling direction, Condition of wire/tail/Synthetic ropes.
Did all the loose ropes are secured inside the stores?
All winches covered by the canvas cover ?
Aware that 10% reduction of mooring wire dia need to be changed ? All condemned ropes are marked with condemned tag
Main drum minimum 10 turns, Split drum one layer Maximum, 5 turns minimum to be maintained. Fibre rope minimum 5 to 6 turns to be maintained
Sling used at the end of the wire to secure rope with the winch is in good condition (securing side) (only good condition wire sling should be there)
Ensure that locking nut has not been used to indicate the brake limit in the winch, Appropriate indication means available to indicate the max limit of the brake.
How is the condition of brake liner for all the winches? Enough spare available onboard?
Winch gear oil condition, Last renewal date?
All winches are free from hydraulic leak ?
Save oil plugs are in good condition, All plugs are water tested for leaks?
All winches lubrications are good ?
wire greasing done ?
winch greasing done?
Are the all grease nipples are highlighted ?
Wherever cooling water overboard arrangement is there, warning notice available as, "prior starting check overboard for hydraulic leak' ?
Hydraulic motor oil seal for windlass/winch spare available ? Recommended to carry atleast one oil seal for windlass and winch as per the manufacurer and model of the equipment.
O ring kit, Hexagon bolts available for windlass/winch operation lever?
The locking pin available for all the mooring winch/windlass clutch?
All mooring fittings such as Old man, Rollers, free to rotate?
You require above format as presentation for making training your purchase team or training your ship staff please contact us.
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