- Keywords: Technical, Maritime
Relevant for owners and managers of gas carrier, chemical tankers or oil tankers.
Incidents of mooring lines breaking in port has led to numerous fatalities throughout the years – and many more accidents – and mooring continues to be a high-risk operation. Against this backdrop, the OCIMF is now introducing new best practices for safe mooring at terminals: Mooring Equipment Guidelines Edition 4, MEG4, OCIMF, 2018.
We have received several requests for support and we see the need to share some news on this topic.
What is the MSMP?
The MSMP should contain the following:
- Part A – General ship particulars
- Part B – Mooring equipment design philosophy
- Part C – Detailed list of mooring equipment
- Part D – Inspection, maintenance and retirement strategies
- Part E – Risk and change management, safety of personnel, and human factors
- Part F – Records and documentation
- Part G – Mooring System Management Plan Register (MSMPR)
The MSMP should be kept on board at all time, and should be available for vetting inspection.
Impact on operation of tankers and gas carriers
All new ships should comply with the MSMP requirements. Existing ships should undertake the necessary due diligence to collect the required information and align their operating procedures with the safe mooring principles, as far as practicable. If the vessels’ management of mooring lines is not as per the policy and/or as outlined in the Line Management Plan (LMP), an observation will be recorded by the vetting company. Please refer to the updated SIRE Vessel Inspection Questionnaire (VIQ7), Ship Inspection Report, OCIMF, 17 September 2018.
MSMP is an OCIMF and not a class guideline or requirement
However, there may be cases where the new OCIMF guideline will require a breaking load of mooring lines exceeding what is or has been guided by class according to exisiting requirements. Should this be the case, we recommend that you discuss with class on how this may be handled.
DNV GL can assist owners and managers in establishing a mooring equipment design philosophy, performing mooring force calculations, optimizing mooring arrangements, determining the necessary number and strength of mooring lines, and preparing the MSMP based on the MEG4 guidelines. :
RecommendationsDNV GL recommends to implement the OCIMF guidelines on MSMP as soon as possible. The MSPM will be subject to vetting control.
- Mooring Equipment Guidelines 4th edition (MEG4), OCIMF 2018
- Ship Inspection Report (SIRE) Programme, VIQ7, OCIMF 2018
- Safe mooring service page
For customers: DATE - Direct Access to Technical Experts via My Services on Veracity
Latest Technical and Regulatory News
10 December 2018 | Statutory | NEWSMake sure you comply with IMO DCS – Deadline 1 January 2019With three weeks to go before IMO’s fuel data collection system (DCS) starts on 1 January 2019, many companies still have not submitted their SEEMP Part II fuel oil consumption data collection plan for approval. This statutory news contains some last-minute recommendations.
10 December 2018 | Statutory | NEWSMARPOL Annex VI update in force from 1 January 2019 on NOx, BDN, Ship implementation planNew MARPOL amendments adopted by Resolution MEPC.286(71) include two new emission control areas (ECAs) for NOx, and amend the information to be included in the bunker delivery note (BDN). In addition, a new IMO circular has been issued with guidance for making a ship-specific implementation plan. More in this statutory news.
05 December 2018 | Technical | NEWSReduction in boiler defects – lessons learned from the last six years with BMON notationDNV GL has considerable experience from surveys involving the evaluation and acceptance of repairs related to different types of defects on auxiliary boilers. Now, after about one class period (five years) of experience with the BMON class notation, this technical news summarizes some interesting observations.
03 December 2018 | Casualty information | NEWSCasualty of overboard valves - learning from a recent eventA leaking overboard discharge valve for cooling water contributed to a critical situation: water entered the vessel’s engine room and caused a blackout while it was operating in rough seas. Easy and regular maintenance routines by crew could have prevented the incident. This news focuses on consequences of casualties of overboard valves and what measures may prevent similar incidents.