'

10.1 Introduction 216

10.2 Ship operator responsibility 217
10.3 Terminal operator responsibility 218
10.4 Ship responsibility 223
10.5 Berth operator responsibility 223
10.6 Ship mooring personnel responsibility 224
10.7 Joint ship/shore meeting and inspection 224
10.8 Tug and line boat operations 225
10.9 Records of mooring operations 225
'
 Mooring Equipment Guidelines (M EG4)

10.1 - Introduction
For a mooring operation to be completed safely and effectively, it requires good procedures,
well maintained and appropriate equipment, trained and competent personnel and proper
coordination and communication between the ship and shore. The ship/share interface is
the shared responsibility of the ship and the terminal and requires effective communication
between a range of stakeholders.

Section nine explains the methods for determining minimum mooring requirements and
environmental operating limits, as well as considerations for the desig~ of jetties.

This section gives guidance on how to manage the ship/shore interface to ensure safe and
effective mooring operations. It is divided into the responsibilities of the stakeholders
involved in a mooring operation, from operators to ship's personnel. It includes guidance on
what procedures and resources are needed and how they are best managed in meeting the
joint responsibility of the ship and terminal for delivering a safe mooring operation. The goal
is to ensure mooring arrangements are suitable and the mooring operation, including line
handling, is safely and effectively managed.
')

This section is for mooring operations only and does not give direct guidance on how to
manage the ship/shore interface for cargo operations, terminal security or other matters
normally involving both the terminal and the ship.

OCIMF recommends terminals use and regularly update the OCIMF Marine Terminal
Information System (MTIS) database. This ensures data about terminals is up to date,
accurate and available to other stakeholders, including visiting ships and their managers,
charterers and voyage operations team. Completion of the OCIM F MTIS database will help
speed up the essential due diligence and assurance process required when a ship visits a
terminal.

Some terminal operators place advisors on board the ship to facilitate the ship/shore interface
and operations while moored. These advisors have various titles, including Mooring Master,
Berth Master, Pilot, Marine Advisor, etc. and usually have good locql expertise and a range
of experience on many types of ships that have been at that berth. Their experience should
be welcomed by the ship's personnel as a resource to draw upon. Their ' familiarity with the
environmental conditions and/or mooring equipment on the berth, along with the berth
operator, can help the ship's personnel make informed decisions on mooring operations.

Terminals and ships should each hold operational debriefs with all personnel involved in the
mooring operation so that any issues can be recorded and addressed .

The ship and terminal share a joint responsibility for communicating information to each
other before, during and after the mooring operation. Communications should include
exchange of information during the following stages:

• The assurance processes, to share information about the ship and berth to ensure
compatibility.
• Pre-arrival communications, to confirm the assurance details and any updated
requirements.
• During the mooring process, to ensure the mooring operation is managed effectively.
• When moored, to ensure the ship remains safely moored and the moorings are managed
effectively.
• After the operation, through feedback to resolve any issues and ensure future mooring of
the ship at the berth is safer and more effectively managed.

Only by rigorous planning, execution and management of the jointly owned ship/shore
interface will the ship's mooring, cargo operations and unmooring be safely executed.

Figure 10.l is an example of a ship/shore interface that shows the regular opportunities to
communicate and give feedback before, during and after the mooring operation.

216
 Section ten: Ship/ shore interface

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Figure 10.1: Ship/ shore interface

10.2 - Ship operator responsibility

The ship operator should provide ship technical data and information about the mooring
equipment to the terminal. This information may be provided by the operations department,
the commercial or chartering department or by the ship itself. This will begin the approval
process.

Types of information to be communicated should include the following:

• Ship particulars.
• Mooring line type, diameter, length and ship design MBL.
• Mooring tail material, length, diameter and ship design MBL.
• Type of connection.
• Number of winches and brake rendering values.
• Mooring fittings SWL.
• Any other relevant information for safe mooring.

Ship operators should ensure the SIRE VPQ for the ship is up to date and accurate. This
will provide terminal operators with details of ship equipment for mooring and ship
specifications.

Ship operators should also use the OCIMF MTIS database to compare their ship's technical
data with the terminal requirements and physical capabilities. This will help highlight any
technical incompatibilities between the ship and terminal. Such a pre-check will also be
independent of any similar assurance process conducted by the terminal.

217
 Mooring Equipment Guidelines (MEG4)

10.3 - Terminal operator responsibility

Terminal operators should provide information about the berth to the ship operator. A
request for VPQ data and any additional information required by the terminal should
be communicated to the ship operator, including the format required and system of
measurement, i.e. metric, imperial or US.

Types of information to be communicated to the ship should include the following:

• Berth diagram showing dimensions.

• Orientation of the berth.
• Elevation of the berth in relation to waterline and location of fend~rs .
• Mooring fittings, SWL and their locations.
• Fendering type.
• Tugs and towing services.
• Mooring boats and shore mooring handling services.
• Any requirements for tails used by the ship. .,
• Identity of first line ashore and subsequent line handling expectations.
• Minimum number of lines.
• Size range of ships the berth was designed for.

The terminal should keep a plan for managing mooring equipment at the berth . The MSMP
(see section one) could be used as a template. The plan should include:

• Mooring arrangement plan, including SWL and any operational restrictions on line leads.
• Records of any mooring lines, tails and loose fittings.
• Maintenance records.
'
While the safety of the ship and its proper mooring is the prime responsibility of the Master,
the terminal, because of its knowledge of the operating environment at its site and its
equipment, should be in the best position to advise the Master regarding optimum mooring
line layout and operating limits. '

The terminal operator should be aware that mooring equipment varies widely between ships
and that the ship's personnel might not have a lot of experience of using it. Terminal operators
are recommended to prepare contingency plans to account for lack of competence.

To help manage the risk of low expertise on visiting ships, the terminal can use a number of
means to reduce the risk of mooring line failure and ship break-out. These include:

• Ensure computer analysis is conducted of the mooring of suitable ships, with site-specific
data to establish the optimum mooring pattern, likely ship movement, expected fender and
mooring line loads, and the safe operational limits.
• Ensure that terminal mooring equipment is positioned and sized for the range of ships
planned, is properly maintained and clearly marked with its SWL.
• Use analytical tools to plan operating windows during which the ship may safely arrive,
berth , transfer cargo and depart. Plans should include contingencies and abort points and
times.
• Ensure the competence of terminal personnel responsible for mooring operations through
training and competency assessment using OCIMF's Marine Terminal Operator Competence
and Training Guide (MTOCT).
• Obtain information about the ship's mooring equipment prior to its arrival.
• Examine the ship's mooring equipment after berthing to determine suitability.
• Review ship's personnel performance during mooring operations to assess training
standards and competence.

218
 Section ten: Ship/ shore interface

• Secondary check the effectiveness of mooring line tending periodically, either visually or by
monitoring mooring hook loads.
• Engage with other port agencies and authorities to align contingency plans to ensure
resources are available and responsibilities agreed for controlled departure, should the
need arise.

As part of the ship/shore interface, it remains the responsibility of the terminal to take
whatever action is deemed appropriate to ensure stoppage of cargo transfer, disconnection of
marine loading arms or transfer hoses and removal of the ship from the berth if either of the
following events occur:

• The ship fails to take appropriate measures to ensure safety of mooring and the moored
ship.
• Environmental conditions reach or exceed the operating limits as agreed and documented
in the ship/shore safety check-list.

10.3.1 Terminal manual

A terminal manual should be made available to ship personnel and ship operators. The
manual should contain all of the terminal's physical details, communication and operating
procedures, emergency procedures and any other information appropriate for sharing with a
ship as part of the ship/shore interface process. The manual should be updated periodically to
make sure it is accurate and complete.

Terminal manuals should be in a file format and size that can be easily emailed and received
by the ship. Large file sizes can be difficult to transfer because of system limits and can delay
' the exchange of key information. Some ships do not have continuous access to email and can
only communicate on pre-set schedules.

10.3.2 Environmental operating limits

See sections three and nine for guidelines on establishing environmental operating limits.
These should be established for each berth and should be detailed in the ship/shore safety
check-list.

Ship personnel should be advised of any limitations on ship movement because of the
operating limits of shore equipment such as marine loading arms, hoses, fenders and
gangways. Ship personnel should also be advised of the actions to take if these operating
limits are reached.

It is an important part of the ship/shore interface to ensure that ships understand that a series
of escalating operational limits may be set and different actions may be required at each
stage. Each berth in a terminal may have a different series of such limits.

10.3.3 Mooring limits

The terminal operator is responsible for preparing mooring limits for the range of ships
expected to moor at the terminal. It is recommended that these limits are based on computer
analysis of the mooring arrangements.

Data from mooring analyses can be used to:

• Decide whether a ship can be moored at a berth under the expected weather conditions.
• Impose temporary or permanent environmental limits that may be lower than the standard
environmental criteria.
• Determine when to discontinue cargo transfer operations and when to disconnect marine
loading arms.
• Advise the ship when it would be desirable to take on ballast to reduce its freeboard.
• Advise the ship when it would be desirable to have tugs available to assist in maintaining
the ship's position at the jetty while preparations are made to vacate the berth.

219
 Mooring Equ ipment Guidelines (MEG4)

Terminal personnel should monitor environmental conditions during mooring and while
moored . Terminals should develop procedures for what to do if environmental limits are
reached, which may include moving the ship to a safe location.

Procedures for moving a ship to a safe location should take into account:

• Rate of change of local environmental conditions.

• Accuracy of local environmental monitoring and forecasts.
• The route to the safe location, e.g. if it crosses a channel or estuary bar, what are the
environmental limits and timings of the transit, what conflicting traffic may delay
progress, etc.
• Conditions at the safe location, e.g. will the ship be able to maintain position, what other
ships will be present, etc.

Practical safety limits may be more onerous than the mooring analysis recommended limits.
Factors such as the effectiveness of tugs, the ability of pilot boats and mooring boats to safely
operate or the physical ability of the personnel to handle hoses and work safely should be
incorporated into the limit setting process. ')

For terminals that use double banking arrangements, such as Floating Storage and
Regasification Unit (FSRU) terminals, environmental operating limits will need to be
established for both the terminal unit and the attached tanker. Controlled departure of both
the tanker and the FSRU terminals may need to be built into the contingency plan.

Tables 10.1and10.2 show how data from a mooring analysis can be presented to help ship
and terminal personnel understand and implement operating guidelines. The tables show the
maximum line and fender loads and ship surge and sway at the manifold, for an oil tanker and
a very large LNG carrier.

The colour green indicates all mooring lines are at a safe load level.

The colour yellow indicates that line load_s are marginal, i.e. more than one is approaching the
WLL or a single mooring line is just exceeding the WLL. Corrective action may reasonably be
expected to be able to bring all mooring lines back to the safe green ~evel.

The colour red indicates that line loads are excessive (well above the WLL) and that reductions
in the environmental operating limits or provision of shore line augmentation, if available,
may be sufficient to bring the mooring back to the safe green level.

The words ' not safe' in red indicate conditions where excessive load is significant with many
mooring lines above their WLL limits. Under these conditions analysis indicates that corrective
action, e.g. reducing the environmental operating limits or providing shore augmentation,
would have to be substantial and would likely result in an unacceptable amount of berth
downtime or operational delays.

Tables 10.l and 10.2 shows data for three different significant wave heights that are
considered to establish the sensitivity to line loads and ship excursion. The wave heights cover
the typical range that would be experienced up to the practical limit of 2.0m. The table shows
that at the higher wave heights steel wire ropes with llm tails are inadequate and longer
22m tails are required to manage the loads generated . At lower wave heights the llm tails
are adequate. Another very important factor is the stiffness of the tail, where the high stretch
polyamide provides lower loads than the lower stretch polypropylene/ polyester and 100%
polyester tails.

When tail length is doubled, surge and sway does not increase by the same amount. As an
example, for the large LNG carrier in table 10.2, the HMSF mooring with llm polyamide tail,
2.0m significant wave height and offshore wind produces 0.3m surge and 0.9m sway out from
the jetty. With a 100% increase in tail length to 22m, there is no increase in surge and only
a O.lm increase in sway. For the tanker in table 10.1, there is no change in surge and sway,
even though the tail length has doubled . This non-linearity is an important factor in setting
mooring limits for a berth where the terminal may wish to specify tail length and material to
reduce potential berth downtime.

220
Secti on ten : Ship/shore interface

Mooring Line on Wind Direction Significant Highest Line Ship Movement at Fender load
Winch and Tail Wave Load% Manifold (To nn es)
Description Heights (Metres)
Fwd Aft Out
l.Om 35 0.0 0.3 0.2 162
Steel wire with llm
l .5m 0 0.0 0.4 0.2 159
polyamide tail
2.0m Not safe
l.Om 26 0.0 0.4 0.3 213
Steel wire with 22m
l.5m 34 0.0 0.4 0.3 206
polyamide tail
2.0m 44 0.0 0.5 0.4 247
l .Om 33 0.0 0.4 0.2 163
HMSF with llm
Offshore l.5m 44 0.0 0.4 0.3 214
polyamide tail
2.0m 57 0.0 0.5 0.4 255
1.0m 25 0.0 0.4 0.2 160
HMSF with 22m
l .5m 33 0.0 0.5 0.3 207
polyamide tail
2.0m 41 0.0 0.5 0.4 248
HMSF with llm l.Om 44 0.0 0.3 0.1 163
polypropylene/
l.5m 61 0.0 0.3 0.2 225
polyester or 100% ,
polyester 2.0m Not safe
- l.Om 36 0.0 0.4 0.1 208
Steel wire with llm
l .5m 2 0.0 0.4 0.1 269
polyamide tail
2.0m Not safe
l.Om 24 0.0 0.4 0.1 213
Steel wire with 22m
l.5m 32 0.0 0.4 0.1 273
polyamide tail
2.0m 42 0.0 0.5 0.2 303
l.Om 33 0.0 0.4 0.1 209
HMSF with llm
Onshore l.Sm 46 0.0 0.5 0.1 270
polyamide tail
2.0m 60 0.0 0.6 0.2 303
l.Om 24 0.0 0.4 0.1 214
HMSF with 22rrf
l.Sm 31 0.0 0.5 0. 1 273
polyamide tail
2.0m 39 0.0 0.6 0.2 303
HMSF with llm 1.0m 48 0.0 0.3 0.1 207
polypropylene/
1.5m 62 0.0 0.3 0.1 269
polyester or 100%
polyester 2.0m Not safe

Shore target Shore target

10 8 7 10 8 7
9 9

65 ~
128/
!.Om/
wave /
35knot
wind
2.0m ' \
wave ""
5.0knot ..__
current
1\. 35 knot
"""wind

Offshore Onshore

OFFSHORE ONSHORE
Table 10.1: Mooring analysis data far tanker 107,000 DWT, with onshore and offshore winds and currents

221
Mooring Equipment Guidelines (MEG4)

Mooring Line on Wind Direction Significant Highest Line Ship Movement at Fender load
Winch and Tail Wave Load% Manifold (Tonnes)
Description Heights (Metres)
Fwd Aft Out
1.0m 31 0.1 0.1 0.4 0
Steel wire with llm
l .5m 40 0.1 0.1 0.6 0
polyamide tail
2.0m ;o 0.2 0.1 0.8 0
26
Steel wire with 22m
l.Om
l.5m 32
0.1
0.1
0.1
0.1
. 0.5
0.7
0
0
polyamide tail
2.0m 39 0.2 0.1, 1.0 0
l.Om 27 0.1 0.0 0.5 0
HMSF with llm
l.5m 35 0.2 0.1 0.7 0
polyamide tail
2.0m 42 0.2 0.1 0.9 0
Offshore l.Om 25 0. 1 0.1 0.6 0
HMSF with 22m
polyamide tail
l.5m 30 0.1 0.1 ..
0.8 0
2.0m 37 0.2 0.1 1.0 0
HMSF with llm l.Om 31 0. 1 0.1 0.4 0
polypropylene/ l.5m 39 0.1 0.1 0.6 0
polyester or 100%
~Ol}'.ester tail
2.0m .s 0.2 0.1 0.8 0
HMSF with 22m l.Om 28 0.1 0.1 0.5 0
polypropylene/ l.5m 35 0.1 0.1 0.7 0
polyester or 100%
~ol}'.ester ta il
2.0m 44 0.2 0.1 0.9 0
l.Om 25 0 0.2 0.2 156
Steel wire with llm
l.5m 33 0 0.3 0.3 216
polyamide tail '
2.0m 41 0 0.3 0.4 266
l.Om 19 0 0.2 0.2 150
Steel wire with 22m
l .5m 24 0 0.3 0.3 211
polyamide tail
2.0m 29 0 0.4 ' 0.4 263
l.Om 21 0 0.2 0.2 154
HMSF with llm
l .5m 26 0 0.3 0.2 203
polyamide tail
2.0m 32 0 0.4 0.3 257
Onshore l.Om 17 0 0.3 0.1 142
HMSF with 22m
l.5m 21 0 0.3 0.2 180
polyamide tail
2.0m 25 0 0.4 0.4 255
HMSF with llm l.Om 24 0 0.2 0.1 155
polypropylene/ l.5m 32 0 0.3 0.3 216
polyester or 100%
polyester tail 2.0m 39 0 0.4 0.4 266

HMSF with 22m l.Om 21 0 0.2 0.2 153

polypropylene/ l .5m 27 0 0.3 0.3 214
polyester or 100%
polyester tail 2.0m 34 0 0.4 0.4 265

Shore target " Shore target

12 -11--!I I 10 9 12 1 ==---1.Q 9

178T\
283Tj
!.Om/
wave ~~or~e~~t . - - - / 35knot
wind wave
20m " " "
5.0 knot...___
current
~ 35knot
wind
Offshore Onshore

OFFSHORE ONSHORE
3
Table 10.2: Mooring analysis data for LNG carrier 267,000 m with onshore and offshore winds and currents
,

222
 Section ten: Ship/ shore interface

10.4 - Ship responsibility

Ships should communicate the information requested by the terminal about the planned
operation at the required time intervals. Any changes should be communicated in line with
terminal requirements. Information should include:

• Accurate Estimated Time of Arrival (ETA).

• Maximum displacement during terminal operation.
• Arrival and departure draughts.
• Known mooring system deficiencies.

Some terminals or specific trades may require additional information such as:

• Air draught.
• Specific manifold heights for individual cargo parcels at the terminal.

The ETA helps the terminal ensure that enough line handlers are available. During pre-arrival
communications, as well as advising of any deficiencies, the ship should communicate any
requests for alternative mooring arrangements or other items related to the mooring process
that may be different from previously agreed.

Pilots and Mooring Masters are used in many locations. They often have a good knowledge
of the line handling preferences of the berth and can help prepare the ship's personnel for
working with the berth 's personnel.

As part of the ship/ shore interface, it remains the responsibility of the terminal to take
whatever action is deemed appropriate to ensure stoppage of cargo transfer, disconnection of
·marine loading arms or t_ransfer hoses and removal of the ship from the berth if either of the
following events occur:

• The ship fails to take appropriate measures to ensure safety of mooring.

• Environmental conditions reach or exceed the operating limits as agreed and documented
in the ship/shore safety check-list .

10.S - Berth operator responsibility

Berth operators should prepare a line handling plan and communicate it to the Pilot/Master.
Contents should include:

• The sequence of mooring line deployment.

• Method of mooring line handling, e.g. line boats, messenger lines, etc.
• Number of mooring lines that can be handled effectively at one time.
• Terminal requirements for tails.

Weather limits should be dearly outlined and communicated , including contingency plans
for emergency departure of the ship. Berth operators should be on station before the ship
, arrives to perform pre-checks of mooring fittings and shore access provisions. Berths should
have enough personnel to hand le mooring lines at both ends of the ship during mooring
operations.

10.S.1 Berth operator and mooring line personnel interface

Some terminals have their own dedicated mooring line handling personnel, some may use
refinery personnel for mooring line handling duties and others may use externally contracted
mooring line handlers.

In all cases, the berth operators should carefully manage effective communication and
exchange of all relevant information between all parties prior to and during the mooring
operations.

223
 Mooring Equipment Guideli nes (MEG4)

10.5.2 Monitoring of mooring lines

After the ship is secured in the berth, the berth operator should confirm the mooring line
arrangements meet or exceed terminal mooring plan requirements. Consideration should
be given not only to the number, strength and direction of mooring lines, b~t also to the
securing of lines on the winch drums, their brake settings and status of winch motor clutches.
Adjustments and modifications may be necessary after discussions with the ship's Master.

The berth operator should also monitor the ship's mooring line tending by visually inspecting
the mooring lines periodically, particularly during cargo transfer and periods of changing
environmental conditions.

As well as visual inspections, the berth operator should consider installing equipment to
monitor mooring line loads. This equipment has been installed at a number of large tanker
berths and at many LNG berths. It measures the line loads and has a central read -out in
the berth control room. If the line loads become high or the lines become slack, the berth
operator can advise the ship.

In some berths, mooring line load information is transmitted to a shipbowd display for direct
review by ship personnel. This may help ensure mooring line tending is better managed . If
poor line tending by ship personnel is still observed, the berth operator may have to take
action, such as stopping cargo transfer, until the problem is fixed .

If tension monitoring and recording is used on the berth, berth operators should make the
records available to ship personnel as data to assist with the ship's MSMP (see section one).

Wherever mooring line load measurement equipment is installed the terminal should have
operating and maintenance procedures for its use including:

• Alarm setting for high and low tension values.

• Actions to be taken in the event of alarms.
• Verification of load accuracy.

10.6 - Ship mooring personnel responsibility

'
Ship mooring personnel should have mooring lines ready before arrival and be prepared to
send lines ashore to waiting mooring personnel in the sequence and method agreed by the
terminal, the Pilot and the ship. The officer in charge is responsible for directing the transfer of
mooring lines ashore. The rate of line payout should be determined by the line boat or shore
personnel.

Ship mooring personnel should wait for communication or hand signal from shore mooring
line personnel before applying load on mooring lines. Some shore mooring personnel
will have direct communication with the ship's bridge team or Pilot. Any changes needed,
or issues encountered, should be clearly and promptly communicated using pre-agreed
methods.

10. 7 - Joint ship/shore meeting and inspection

As soon as practicable after berthing, and in accordance with /SGOTT, a terminal
representative should board the ship to establish contact with the Master or designated ship
representative. At this meeting, the terminal representative (normally the berth operator)
should provide information on shore facilities and procedures. In addition, they should take
the following steps, with help from the ship representative:

• Conduct a deck walk that includes inspection of mooring equipment and lines. Both
representatives should ensure that they do not step over mooring lines under load or stand
within likely snap-back trajectories (see section five).
• Obtain details of moorings and confirm that winches are out of gear, the mooring lines are
properly stowed, brakes are set correctly and leads are appropriate.

224
Section ten: Ship/shore interface

• Review forecasted weather and arrange for the Master to be advised of any expected
changes.
• Assess freeboard limitations.
• Determine the conditions under which cargo transfer will be discontinued and the marine
loading arms, hoses and gangway will be disconnected, and agree the precautions to be
taken under high mooring load situations. Document operating limits on the ship/shore
safety check-list.
• Complete the ship/shore safety check-list in line with guidance given in ISGOTT.

10.8 - Tug and line boat operations

Tugs can perform a very useful function by holding the ship against the berth to reduce
the strain on moorings, either as a temporary measure until the environmental conditions
improve or while mooring or preparing to vacate the berth (depending on what action is
recommended in the terminal manual).

In deteriorating weather conditions or in busy ports tugs may not be readily available.

If tugs are used during deteriorating weather conditions, care should be taken, particularly
when using high horsepower tugs, to keep the tanker alongside a jetty. Factors to consider
include the following:

• The ship hull could be damaged by tugs trying to hold position and work in difficult
weather.
• The application of excessive power can result in over-compression of the fenders and
damage to the ship side. To minimise the possibility of damage, only those tug push points
clearly marked on the ship's hull should be used.
• Tugs have their own environmental operating limits and, particularly in exposed berths,
these limits may be exceeded before mooring line loads or berth environmental limits are
reached.
• Ship movement resulting from tug intervention could exceed the operating limits of the
marine loading arms and hoses. Hoses or cargo arms may need to be disconnected before
tugs are used.

In the case of MBMs, line boats may be required to release mooring lines from buoys.

At jetties, line boats may be required to put line handlers onto detached mooring dolphins.
As with tugs, the line boats will have environmental operating limits that may be exceeded
earlier than the berth limits. These considerations need to be taken into account when
establishing the berth limits. If they are not, under extreme conditions it could be difficult or
impossible to properly and safely handle the mooring lines.

10.9 - Records of mooring operations

Ships and terminals should both maintain accurate records of the mooring operations.
This will help with planning future mooring operations at that terminal. It will also give the
terminal a quick reference for the mooring of similar sized ships in the future. Types of records
that should be kept include the following:

• Alternative mooring arrangements mutually accepted by the ship and terminal.

• Depth soundings alongside made by the ship, which will indicate high and low spots. These
should be compared with the latest soundings provided by terminal.
• Notes of unusual occurrences, e.g. insufficient mooring hooks, berth capstan inoperative, etc.
• Pre-arrival forms, including notes of any equipment not working, navigation equipment,
manoeuvring limitations, cargo equipment or mooring equipment.
• Berth diagram of ship at berth with approximate lead angles.
• Records of berth load sensors from each mooring line and/or jetty fitting to provide
additional support to the LM P (see section five).
225