Mooring Operations Manual: Marine Department Port of Tilbury London Limited
Mooring Operations Manual: Marine Department Port of Tilbury London Limited
Mooring Operations Manual: Marine Department Port of Tilbury London Limited
Marine Department
Port of Tilbury London Limited
Version 1.8
Issued: October 2018
This document was issued in March 2017 to standardise the mooring practices within the Port of Tilbury for both
employees and approved external contractors.
The manual will be periodically reviewed by the Harbour Master and amendments will be disseminated through
Notices to Mariners.
Section 2 - (Part 3)
- Provide a safety policy, revise it as necessary and bring it to the attention of employees.
Section 3 - Employers General Duties to persons not in their employment (so far as is reasonably
practicable)
- Ensure that those not employed are not exposed to risk to their health and safety from the company’s
undertakings.
Section 8
- Do not misuse or interfere with anything provided for safety purposes.
Code of Practice for the Safe Mooring of Vessels on the Thames 2010 (as
amended)
Although the Port of Tilbury is owned and operated by Forth Ports it is still a requirement for all vessels
operating on the River Thames to follow the practices outlined by the Port of London Authority in this code of
practice. This only applies to vessels using river berths and not within the confines of the enclosed dock.
3.1.1 Any person who is disqualified from driving on the public roads is also prohibited from driving
dock plant and any such disqualification should be reported to the Company.
3.1.2 Unauthorised passengers riding on any plant, equipment or vehicle is strictly prohibited.
3.1.4 The wearing of seatbelts is compulsory and the use of mobiles when driving is prohibited.
3.1.5 Parking enforcement, as indicated by notices or road markings, must be strictly observed.
3.1.6 Care you be taken if vehicle occupants are wearing lifejackets inside the vehicle as they can
get caught and inflate, causing an accident.
3.1.7 Traffic Management Plans need to be followed and these vary for each berth so make sure
you are aware of any traffic management practices in operation for the area of operation.
3.2.1 It is the responsibility of all employees, contractors or other operators report any defect to
plant, vehicles or infrastructure (i.e. Coping, bollards, cranes etc.), and it is the responsibility
of Supervisors to assess that defect, with engineering assistance if necessary, and ensure
its rectification as soon as is reasonably practicable. If necessary mark appropriately to
ensure it is not used.
3.2.2 Due attention should be paid to the lifebuoys positioned around the quays and any defects or
missing lifebuoys must be reported to the appropriate manager.
3.2.3 Similarly defects in quay ladders, fenders, piling etc. must be reported to the appropriate
manager for notification to Facilities additionally Marine should be informed.
3.2.4 No obstructions should be placed adjacent to quayside bollards preventing safe access for
mooring parties. Any such obstructions must be reported to the Supervisor for notification to
the relevant Manager.
3.2.5 Report defective lifejackets immediately to the Supervisor in charge of that operation and DO
NOT use the lifejacket until replaced or fixed.
3.4.1 Knives, if issued, are for your own safety to prevent injury in the event of a heaving line being
caught around your or a colleague's leg or arm. Knifes will not easily cut mooring ropes but
will easily cut through heaving lines and messenger lines that are caught. If a mooring line
needs cutting it is best to use an axe.
3.4.2 When closing the knives ensure fingers are clear of the blade housing as you close the blade.
3.4.3 Always cut away from or to the side of your body, ensuring limbs are not behind the knife
stroke when cutting ropes etc. Ensure fingers are clear of the blade when cutting.
3.4.4 Under no circumstances should an open knife be placed in a pocket and when not in use, it
must be closed.
3.4.6 It would be construed as a serious disciplinary offence if any person threatens another person
with a knife.
3.5.1 Always ensure every member of your team is accounted for at the end of the operation.
Anyone missing, whether during the day or night, must be reported and a search started. A
person falling into the water from the quayside may be knocked unconscious and will make
little sound.
3.5.2 DO NOT TAKE IT FOR GRANTED THAT YOUR COLLEAGUES ARE SAFE. CHECK AND
MAKE SURE.
3.5.3 If anyone is missing or there is an accident, make an emergency telephone call immediately
using the information below which is also displayed on every lifebuoy station.
Call the
01375 846781 PORT OF TILBURY
POLICE
Or
‘TILBURY CONTROL’
VHF Channel 04.
3.5.4 All emergency routes should be kept free from obstruction and properly maintained.
3.5.5 Whenever a person is observed to fall into the water anywhere on the port estate, then with all
possible haste, witnesses should:
Throw the victim a lifebelt – to be found at strategic points around the Port.
3.5.6 Usually the Port of Tilbury police will liaise with the emergency services but should you need to
speak to the emergency services, ensure that clear and precise instructions are given to the
emergency services and that someone is available to meet and guide them to scene although
this is typically done by the police. Remain available on the phone to answer any questions.
It is important to give as much information to the emergency services so they can plan ahead
for the rescue and give any further advice over the phone.
3.5.7 Internal reporting procedures should be followed in the event of any incident. Typically this
would be through the marine department if it involves mooring operations but some assets may
have their own procedures where duty managers also need to be informed.
3.5.8 All lifesaving equipment should be kept in good order and any defect observed should be
reported.
3.6.1 Port of Tilbury employees are required to follow the port’s alcohol and drugs policy at all times.
3.6.2 External contractors and anyone else involved in the mooring operation will have their own
internal policies to follow but must adhere to the following points when working within the Port
of Tilbury:
3.6.2.1 The consumption or being under the influence of alcohol or drugs whilst on duty is
forbidden.
3.6.2.2 Any person reporting for duty having consumed alcohol or drugs and who in the
opinion of Management or any responsible person is considered to be a possible
danger to themselves or other persons whilst at work will not be allowed to commence
or continue duty.
3.6.2.3 Persons under medication that may affect their judgement are required to inform
Management of the circumstances before starting work.
3.7.1 The mooring team must be aware of the hazards associated with the tasks and be familiar with
the risk assessments for that task.
3.7.2 During the mooring operation the mooring crew need to be aware of the ship movement, the
ships lines (ropes) and the condition of the tide.
3.8.1 Following the initial immersion of 2 to 3 minutes there would be a cold shock reaction resulting
in an increase in heart rate and blood pressure. This would be followed by rapid exhaustion
over a period of 2 to 15 minutes.
3.8.2 A long-term immersion (30 minutes plus) could result in the body core temperature falling
below 36.9 degrees centigrade. Hypothermia would kick in at about 35 degrees centigrade.
Heart failure will occur around 24 degrees centigrade.
3.8.3 The water temperature plus the immersion time will dictate the end result. Obviously the water
temperature will differ throughout the year with winter usually being the coldest time.
4.1.1 Those of which this manual applies must wear a lifejacket whenever they are working within
3m of the quay edge or while boarding, disembarking or operating vessels.
4.1.2 Failure to wear a lifejacket at the appropriate time is a disciplinary offence and external
mooring contractors will have their licence to operate within the port withdrawn. As it is part of
your personal protective equipment you are personally responsible for it.
4.1.3 Any PPE issued by the port or contracting company should be worn for the purpose it was
intended for and should be worn correctly as per the manufacturers guidance.
4.1.4 For mooring operations there are many dangers and hazards which can be minimised by the
wearing the correct PPE as shown below:
HARD HAT
LIFEJACKET
GLOVES
(as required)
SAFETY
BOOTS
4.1.5 Safety Helmets shall be worn on all quays and jetties and should be replaced:
- Following severe impact
- When scratches amount to 25% of the shell thickness.
- When cracking is evident.
- If they exceed 2 years from issue.
4.1.7 Gloves are worn to protect the hands from sprags, splinters and sharp edges. Wearing gloves
also helps protect the used from waterbore diseases such as hepatitis and leptospirosis.
4.1.8 Safety boots/shoes must be worn at all times whilst in operational areas. This includes work
on all quaysides.
4.1.9 All personnel, whenever they are within operational areas, must wear the high visibility clothing
and safety footwear provided. In addition safety helmets and lifejackets will be worn in
INSPECT Inspect your lifejacket before donning every time you use it using the
following checklist.
FOLLOW Always follow the manufacturer’s care, stowage and donning instructions at all
times.
Mooring plans
Cargo plans
Berth allocations
Berth plans (e.g. where cranes will be position).
5.2.2 Contact should be established between the mooring supervisor/berthing master and the ship’s
master/pilot. Final mooring arrangement to be agreed.
5.3.2 If the heaving line is thrown and the weighted end is deemed to be of a dangerous weight it
should be cut off and confiscated with a full report given to the marine department who can
take action against the vessel.
5.3.3 When receiving mooring ropes or heaving lines stand at least 1m back from the quay edge.
5.3.4 As mooring ropes are heaved ashore ensure sufficient rope is heaved onto the quay before
dragging towards the bollard to reduce the amount of weight being hauled.
MOORING TEAMS WOULD ONLY EVER ACCEPT ONE MOORING ROPE AT A TIME.
MOORING ROPES ARE HEAVY ESPECIALLY WHEN WET.
5.3.5 Be aware of worn ropes and report any defects straight away to the supervisor so that the
marine department can be later informed. A worn rope is more likely to part when under load.
5.3.6 .
5.3.7 When accepting a mooring rope, beware of the vessel paying out additional mooring rope too
quickly which adds extra weight to the mooring rope already being heaved ashore or could
suddenly drag the mooring team unexpectedly towards the quay edge.
5.3.9 If an excessive load comes onto the rope as it is being handled, LET IT GO, DO NOT
ATTEMPT TO HOLD IT BACK. Warn all team members immediately of the need to let go the
mooring rope in unison.
5.3.11 NEVER hold any rope by the crown of the eye when
placing the eye on a bollard or hook, always hold the
rope by the side of the eye or the standing part and
throw the eye over the bollard or hook. Never let your
hand or fingers get between the rope and the bollard
(see picture right)
5.3.12 When the eye of the rope has been placed on the
bollard, tell the person or persons holding the weight to
"let go". Ensure messenger / tail and heaving lines are
clear of working area near bollard.
.
5.3.15 Once a mooring rope has been placed on the bollard keep well clear while the ships heaves
the line taught. Be aware that should the line part it can whiplash anywhere across the dock
causing severe injury or even death.
5.3.16 Sudden tension applied to a rope either by ship's winch or movement of the ship by surging or
listing can cause the rope to snake without parting.
Anyone in the near vicinity i.e. putting another rope on
the same bollard, can be dealt a severe blow.
5.3.17 Wire ropes are notorious for spragging (see image right)
where broken fibres protrude out along the wire rope but
in particular, areas susceptible to the most spagging
occurs at the eye and at the splice. These sprags can
inflict injuries and can even penetrate gloves.
TEE BOLLARDS
These are small but capable
of withstanding large loads.
5.4.1 They can only take one or two
mooring lines at any one time.
Usually cast into the quay.
HORN BOLLARDS
Capable of taking multiple
5.4.2
mooring lines and allows for a
steep angle of line towards the
ship.
Care should be taken when doing this particulalrly if there is to be traffic moving under the lines. If
this is the case a flag or other suitable marker should be placed on the line to warn drivers of the
height restriction. As shown below.
5.5.1
Head and Stern Lines: - Used to hold the vessel alongside and control its longitude
position.
Springs: - Usually the first lines sent ashore and the last ‘let go’. They prevent the vessel
‘ranging’ (moving ahead and astern) along the quay wall.
o Nylon may make no noise at all, except for a very loud crack when it parts.
5.6.3 New materials are continually being introduced therefore care should be taken when handling
any ropes.
5.6.4 Ensure that all ropes are snug on bollards or hooks and that they do not become foul of sharp
edges, fenders or equipment on the quayside.
5.6.5 When using sunken bollards that are normally covered when not in use. Move the cover plates
to a safe position and place warning cones on plates to mark them. This will usually be behind
the rope so that the rope will not foul them and also that others and yourself will not trip over
them.
5.6.6 On completion of mooring ensure that heaving lines, messengers etc. are returned to the ship
and that all is secure.
5.6.7.1 The use of vehicles during mooring operations will ALWAYS be at the discretion of
the supervisor. Approval to use vehicles must be sought BEFORE the operation
commences. The fixed eye or bight of a mooring rope or wire should NEVER be
secured directly to the towing pin. Using a figure of eight pattern around the pin and
ensuring that at any time this can be quickly released. The rope tail should be held
by a person standing to landward as the vehicle is driven slowly along the quay,
keeping an eye on both the rope and driver at all times.
5.6.7.2 Should there be any reason to let this rope tail go the rope will be slipped, this is why
the mooring party should also be standing well clear during this practice.
5.6.7.3 Sufficient slack rope or wire should be flaked on the quay to allow the eye to be
taken to the required bollard without strain.
6.2 The supervisor should make a visual check of the quay to ensure there are no obstructions for the
ship’s departure such as crane booms being down or gangways still extending outside the ship’s rail.
Although this will have been done on the ship’s arrival there is always a chance that new obstructions
will have developed while the ship is alongside.
6.3 Stand clear of bollards when waiting. Do not sit on the bollard or the quay edge. Be alert to what the
ship's crew is doing and what your colleagues are doing.
6.4 Go to the bollard or hook only when the rope to be released is slack; release the rope, ensure
messenger/tail is clear, and then stand well clear. Then indicate to the vessel that the rope is clear
and that they can heave away.
6.5 When a ship is "singled up" and making ready to haul off, extra strain will be put on the ropes when
"springing off" i.e. to spring off the head will require heaving in on a stern line which will place extra
strain on the "spring". If the stern is to be sprung off the strain will be placed on the head rope and
back spring.
iii. Invariably when a ship is "springing off" the ship will be using its engine and propeller
(screw) to obtain extra leverage; this means extra strain on the rope.
If tugs are used to pull the ship off, then greater strain may be placed on the rope even if the tug is
only taking sufficient strain to hold itself in position.
6.6 Wind off the land will increase the loading on a mooring rope, particularly on a large ship with deck
cargo. The "sail area" then becomes extra weight on the rope.
6.7 When releasing any rope from a bollard, the rope has to be grasped by the side of the eye. Never
slide your hand along the rope and never let your hand or fingers get between the rope and the
bollard.
6.8 When releasing a dipped rope always pull sufficient slack through the eye or eyes of the other rope or
ropes and then turn the dipped rope eye over the bollard. If it is jammed by one of the other ropes,
pull the clear part right over the top of the bollard so that it can be pulled free; then signal to the crew
to haul it free, making sure the messenger line is clear and you stand well clear of bollard until rope is
free.
6.9 When the vessel and ropes are clear, report this to the supervisor.
6.10 Do not leave the berth until you have been instructed to do so by the supervisor and only when you
are certain that the vessel is clear and underway. On rare occasions vessel may want to proceed back
alongside due to technical issues or other emergency matters.
7.1.1 Mooring/unmooring crews should arrive in early and in good time prior to a vessel departure or
arrival.
7.1.2 By arriving early and in good time, this will enable you to make the necessary pre operational
checks.
7.1.5 Operatives must wear the correct PPE as detailed in the risk assessment and or safe systems
of work.
7.1.8 It is advisable to check any weather warnings prior to undertaking any mooring/unmooring
activities.
7.1.9 All personnel who carry radios, must ensure that these have been checked and are in working
order.
7.2.1 Access ways and ladders must be visually checked prior to use.
7.2.2 A full walk and visual inspection of the dolphins must be carried out.
7.2.3 Safety chains across open ladders must be clipped on, when not in use.
7.2.5 Top, intermediate and bull bar rails must be visually checked to ensure they remain secure.
7.2.6 The area on the dolphin should be clean and clear of debris, with free, unobstructed access.
7.2.7 Lighting must be checked prior to undertaking any mooring or unmooring duties.
7.2.8 In low lighting, the lights on the dolphins should be switched on and working (if required).
7.2.9 If you have or experience any issues, difficulties or concerns, report them immediately to the
supervisor.
7.3.1 Only trained and competent persons are permitted to use and operate the capstans.
7.3.2 Operatives should always work in pairs as a minimum. Agree who is going to operate the
capstan.
7.3.4 Make a visual check of the entire unit for signs of damage, distortion, cracks or corrosion. If
found, do not use the capstan and report any issues or concerns immediately to the
supervisor.
7.3.6 Make a visual check of the rubber impact block (where fitted) for signs of wear and damage.
7.3.7 Make a visual check of the control box for any signs of damage.
7.3.8 Make a visual check of power cables for any signs of damage, frayed or loose connections.
7.3.9 Position footswitch out of reaching distance from the rotating drum. Approx. 1.2m away.
7.3.10 Make a visual check of the footswitch cable for any damage, frayed or loose connections.
7.3.12 Select clockwise or anti-clockwise rotation using the selector switch and test the capstan motor
by depressing the footswitch.
7.3.14 The capstan motor must be tested in both directions for at least 30 seconds.
7.3.15 Confirm that the capstan drum rotates smoothly with no dragging, wobbling or binding.
7.3.16 Confirm that there is no audible crunching or grinding or visual indications of electrical or
mechanical malfunction.
7.3.17 Test the emergency stop button. While the capstan is rotating, the other operative should
engage the e-stop.
7.3.18 If the capstan fails to stop under emergency test, Turn the capstan off and do not use the
machine. Report this immediately to the supervisor.
7.3.19 Re-set the emergency stop button by twisting and releasing it back into position.
7.3.20 Make a visual check to ensure that the slip, hooks are in the closed position.
7.3.21 Check each slip hook by releasing them utilising the bar lever.
7.3.22 If the slip hooks are open, close them manually by swinging them back into the working
position.
7.4.1 Ensure that the hook to receive the mooring line is closed and secure.
7.4.2 Set the required directional rotation using the selector switch.
7.4.3 Pass the messenger line through the rope guard (where fitted).
7.4.4 Apply three or four non-overlapping turns of the messenger line onto the capstan drum. When
doing this, the capstan drum must be stationary. Under no circumstances apply the messenger
line while the capstan is rotating or in operation.
7.4.5 Take hold of the messenger line approximately 1.2m away from the drum.
7.4.7 At the same time, apply a smooth progressive pull until the messenger line grips the capstan
head firmly. (Note: If the capstan is overloaded, the overload protector will trigger).
7.4.9 All other personnel must stand away from the rotating drum while the capstan is in operation.
7.4.10 When the mooring line is sufficiently close to the hook, stop the capstan motor by releasing the
pressure on the foot pedal.
7.4.12 Select the opposite directional rotation using the selector switch.
7.4.14 Slowly allow the messenger line to feedback to the capstan, resulting the mooring rope
dropping back towards the hook.
7.4.16 Place the eye of the mooring line over the hook.
7.4.17 Once the mooring line is secured, release the remainder to the messenger line from the
capstan drum.
8.1.2 The working channel should be agreed in advance between all parties especially if tugs are
being used.
8.1.3 When using a radio ensure your message is transmitted cleanly by pressing the transmit
button for 2 seconds before you start talking.
During the mooring operation there should always be a dedicated supervisor who is responsible for
lisaising with the ship’s master or pilot as well as being able to give additional orders to the rest of the
mooring team. Normally the supervisor will not be involved with heaving lines and physically mooring the
ship. Exception to this is in the lock where fewer lines are used.
The following diagrams illustrate the recommended number of personnel required for each operation.
Specific operations such as lockside will differ and are identified in the relevantport risk assessment.
Mooring operatives should, at all times, follow safe manual handling techniques. Typical things to remember in
rope handling are as follows:
Check travel path to the bollard before pulling to ensure it is clear and unobstructed. Sometime you
may need to plan you route if there are any fixed obstructions such as crane, lifebuoy boxes or stowed
cargo.
Maintain good body posture and feet a decent width apart to ensure your remain stable and in control.
Keeping your feet together increase your chance of being pulled over.
Always transfer your body weight rather than strain your back muscles.
STEP 1 – Before letting go the mooring rope from the bollard, ensure it is fully
slacked by the vessel and laying flat along the quay. If a lot of line is laying in the
water it will need to be heaved back up on to the quay to ensure no weight is on
the line.
STEP 3 – As you stand up keep your back straight and the rope close to the body.
STEP 4 – Lift the line up and over the bollard ensuring the eye is clear of the
bollard.
STEP 5 – Do not lean over the bollard to release the line but flip it over, instead to
preventing anyone getting caught, allowing it to fall to the ground under its own
weight.
Do not stand on the edge of the quay to accept a heaving line. Stand at least 3m back and be aware
of the danger of a blow from the ‘Monkey’s Fist’. Always wear your Safety Helmet and Lifejacket
When heaving mooring rope ashore, haul sufficient straight onto the quay and then with one or more
persons holding the weight, walk the slack rope along the quay to the bollard. When the eye of the
rope has been placed on the bollards, tell the person or persons holding the weight to ‘let go’.
Never throw the slack of the rope over the quay edge until everybody is clear.
When carrying a mooring rope, never position yourself, or allow others to position themselves on the
wrong side of the rope (ie between the rope and quay edge).
Do ensure that when hauling ropes ashore you are not walking into danger, such as potholes, kerbing
or moving vehicles. Always be aware of what is behind you.
Do ensure that all ropes are placed correctly on bollards or hooks and that they are not fouled on sharp
edges, fenders or equipment on the quayside.
When mooring / letting go, the rope should be grasped by the side of the eye with the weight supported
by another person or persons. Never let hands or fingers get between the crown of the eye and the
bollard.
Avoid standing next to ropes as the the weight / strain is taken up on them.
Do not hold onto a rope if you feel a strain come on it. Immediately warn your colleagues and drop
the rope together.
Do stand clear of the bollards when waiting to ‘let go’ a vessel. Never sit on a bollard or quay edge.
Always be alert to what the ship’s crew and your colleagues are doing.
Do not go to the bollard or hook until the rope to be released is slack. Then release the rope and
stand well clear. Do not wait near the bollard or hook. Repeat this procedure for every rope.
Do take extra care when handling wire ropes, as these are notorious for spragging. Never let a wire
rope slip through your hands and never slide you hands along a wire rope. Sprags can inflict very
painful injuries.
Do pay attention to the condition of the lifebuoys and ‘B’ lines positioned on the berths and report if any
are missing or defective, to your supervisor. Similarly,defects in quay ladders, fenders, piling etc must
also be reported to your supervisor.
Always account for your colleagues. Anyone missing during the course of mooring activities (whether
during the day or night) must be reported and a search started.
Avoid standing in line with ropes from ships and tugs, if they part they will usually follow the path in
which they were being pulled.
Do not take it for granted that your colleagues are safe. Check and be sure.
Mooring at lockside consists of the safe securing of vessels either inbound or outbound into the lock or
occassionaly to secure vessels alongside the lead-in jetties for emergency reasons or to allow extra tide before
entry.
The same practices as stated in this manual apply with the exception of the number of people in the teams. All
marine staff are qualified seafarers with many years of practical experience in handling lines and risk assessments
show that fewer personel are needed with usually three men per ship movement. A fourth man is called upon for
large ships that require the assistance of tugs.
The same principals in safety and manual handling, as written in this manual, still apply to lockside.
Some mooring contractors may opt to provide personnel to fender ship’s as they enter the lock.This is usually with
the larger vessels to give extra protection to the ship and to lock structures as well. The practice involves a piece of
light but sturdy fender being slung on a line and walked along the ship’s side as it transits the lock. The mooring
contractor providing this does so at their own risk and will have a full risk assessment reviewed by the port for that
specific operation.
Should any one ever fall into the water during a mooring operation in the lock there is a risk of that person being
crushed by the transitting vessel. Quick action is need to roll the ‘crush blocks’ as shown below into the lock after
making sure they are tied to a bollard. Ensure you do not drop them onto the casualty. These should allow a
safe space for the casualty to be in while a recovery method is put in place.
Vessel Vessel
makes fast arrives
LCT
indicate to
vessel
bollards to
be used
Step One:
Supervisor should check the quay for dangers, insuring that the quay fenders are in place and that cranes are
positioned correctly. Mooring gang should arrive on the quay prior to the vessels arrival, having completed their own
safety checks.
Step two:
Supervisor should ensure that the pilot is fully aware of the required vessel position. This is usually done with a bridge
marker and via VHF ch77. The supervisor will typically remain in the position where the bridge should be in order to
give direction to the pilot. The supervisor may sometime need to relocate to either the forward and aft end if there is
a particular danger to the mooring crew.
Step three:
When the vessel makes her approach the pilot will talk to the supervisor via VHF ch77 to indicate which lines are
going to be run first. The supervisor should pass this information on to the mooring gangs forward and aft. Good
practice would usually mean that a spring and stern line would be run before looking at further lines. At this time
mooring gangs should be thinking of what bollards to use ready for the next stage of the process. Its good practice
for this to have been worked out prior to the vessel arriving at the port, usually by means of a mooring diagram as
shown on the next page.
a) The vessel’s crew will lower the mooring lines to the mooring gang, it’s very common then to have the
vessels crew shout as to where the lines should go. This can be negotiated at the time however the
following should be remembered:
a. Ropes should be worked from inside to out or outside to in, this will lead to less confusion,
especially on departure.
b. The bollards can only take a SWL of 150 ton on the new quay and 100ton on the old quay,
therefore no more than 3 ropes should be placed on a bollard at any one time.
c. Ropes should be spread when possible, i.e. using more than one bollard.
d. Sometimes it may be necessary to dip ropes when another vessel is already using the same
bollard.
e. On occasions it may not be possible to use another bollard to spread the load, in these
circumstances it may be necessary to remove another ships lines and reposition them before
arrival of another so that adequate bollards are available. This is where a mooring plan becomes
helpful as well as forward planning.
f. Lines should be run out as to give the best / maximum effect, short lines have less stretch and
therefore are more likely to part when under load.
Step Five:
The overall making fast of the ship is the responsibility of the master, however this is usually assisted by all
involved. If LCT or HDS personnel are clear and confident then the ships crews will work with you and not against
you.
The supervisor should remember that the Pilot has direct access to the master and his crew, and if problems
arise this is usually the best method of approach.
4 lines to
one bollard
Check Before using the mooring Dolphin, it is important to check that it is in a safe condition no damage to the
Access Bridge, platform or railings. In cold weather make sure it is free of ice.
Using a Capstan The use of Capstan is only permitted for trained staff and is controlled by a single person using
the foot control and the two way switch. See section 7 for specific information on the use of capstans.
Receive the Monkeys Fist with the heaving line and walk it to the South end of the Quay where it will have to be
passed around some of the obstacles such as small lamp posts and hand rails. Pass the line to your colleagues
until it has been passed on to walk way and walked up to the working platform.
When a vessel departs all quay cranes must be storm locked to shift manager’s instruction.
Your trainer will show you how to long travel the crane along the quay and storm lock.
Bollards required to moor on this berth are positioned in three locations, separated by the aforementioned expanses
of water and require a vehicle to access (only two locations are normally required, 26 & 29 berths)
Due to their regularity the same mooring bollards are used by all vessels with Pilots aware of local berthing plans.
Pre-Arrival
1. A Mooring Team is allocated by a Vessel Supervisor from the available certified EDC Operative labour and
they are advised of the ETA at the Lock.
2. Prior to the mooring/unmooring operation a Vessel Supervisor must complete a visual pre-work area check to
ensure the quayside is free of any potential hazards, such as housekeeping issues which could cause slip,
trip, falls or obstructions.
3. A Vessel Supervisor should visually check that the bollards are in good condition. Any identified damage or
faults to be reported immediately to the relevant Line Manager.
4. A Vessel Supervisors must visually check that the Mooring Team are correctly wearing the life jackets and
gloves provided, ensuring that any waist belt or crotch straps fitted are correctly adjusted as per manufactures
recommendations
5. A Vessel Supervisors must ensure that each member of the mooring team is provided with a two-way radio
prior to arriving at the area of work and conduct a full radio check to ensure that all radios are fully functional
and communicating with each other.
6. A Vessel Supervisor must ensure that a communication system be established between the Mooring Team
& the Vessel Crew. This should be via VHF Radio (and also include hand signals and verbal
communication)
7. Two Mooring Teams, consisting of a minimum of two persons each (2 men per rope) should be deployed to
their required locations in advance of a vessel arriving at the quay for berthing.
8. The Forward End bollards are set within a berth secured by fencing and a number coded locked gate for
access. The Mooring Team deployed to this end must be aware of the gate code so as not to delay berthing
Mooring Operation
During the mooring/letting go of the vessel a least one Vessel Supervisor must supervise the operation to
ensure that the Mooring Team is working safely and that the correct procedures including the correct manual
handling techniques are being followed. (A Vessel Supervisor may form part of the Mooring Team)
The Vessel Supervisor/s will also be in regular contact with the ships command via VHF radio to ensure any
arising problems are communicated at the earliest opportunity.
Mooring
1. As the vessel makes her approach the Vessel Supervisor will establish via VHF radio which ropes will be let
go first. The Vessel Supervisor will in turn communicate this information to the Mooring Team via local EDC
two-way radios
2. The Mooring Team should also establish visual and verbal contact with Vessel Crew prior to the ropes being
released.
a. A boat-hook must be used to retrieve wayward monkey’s fists / heaving lines that may be in the
water or snagged on security fencing. This is located on the fencing at the Forward End and the
fence by the Goosenecks
4. The Mooring Team should always hold ropes on the outside of the eye when placing over the bollard,
releasing at the earliest opportunity.
5. Ropes should be dipped when required for quick release on bollards requiring more than one rope. No bollard
should exceed three ropes.
6. Once all ropes are in place the Vessel Crew will indicate that they are good to make fast and the Mooring
Team should retreat, but stay within the vicinity for a short period of time to react should there be an issue.
Letting Go
With a pre-planned ETD the Mooring Team will be on standby ready for departure
1. Once vessel operations are completed the Vessel Crew will advise the Vessel Supervisor, either by VHF
radio or verbally that the vessel is ready to sail.
2. Two Mooring Teams, consisting of a minimum of two persons each (2 men per rope) should be deployed to
their required locations in readiness for the vessel departure.
4. Once slackened ropes should be removed from the bollards. The Mooring Team should always hold ropes on
the outside of the eye when lifting over the bollard and release to ground at the earliest opportunity.
5. Once all ropes are released the Mooring Team should retreat, but stay within the vicinity for a short period of
time to react should there be an issue and the vessel needs to be re-moored
The nominated supervisor should always position themselves in line with the vessel’s stern and be readily apparent
to the pilot so that he has a visual means of knowing where the vessel’s stern is. Good communication is needed to
count them down into position. The use of a different colour hard hat would greatly assist the pilot in being able to
identify the supervisor.
When using a lineboat it is important that care is taken not to leave too much slack in the water on which the boat
can foul its propeller. Lines should be passed up from the lineboat to the dolphin using a heaving line that is
lowered down to the rope. DO NOT throw the line down as this increase the chance of excess line entering the
water. Lower it down gently.
All personnel should be wearing lifejackets when on the outside of the fog chain fence and be aware of uneven
surfaces at all times.
Cruise terminal staff will have agreed a mooring plan for the vessel in advance of its call and will place a bridge
marker in place prior to arrival.
Two fences at the end of the landing stage form part if the ISPS cordon fence. On occassions the fence is fouled by
mooring lines. Therefore the end sections are hinged so that they can be secured back in order to not to rest or
damage the ropes.
Running Bowline
The running bowline is simply a bowline, tied as above but around it’s own standing part, thus forming a noose as
in Fig 8.