Name of Ship MAERK FELIXSTOWE

IMO Number 9969041

Owner SAN LORENZO SHIPPING S.A

Management Company NORTHSTAR SHIP MANAGEMENT LTD.

Management plans for inspection and

maintenance of mooring equipment
(including mooring lines)
in accordance with MSC.1/Circ.1620

(DWG. No. F-1101)

 Record of Amendments

Date Revision No. Revision History

2023/12/25 0 Newly issued

1
 CONTENTS

 Principle Particular
 Introduction
 Terms and Definitions
 Degradation factors of mooring lines

1 Procedures for Mooring Operations, Inspection and Maintenance

(Para. 3.1 of MSC.1/Circ.1620 & Para.5.1, Interpretation for Reg.3-8 of MSC.1 / Circ.1362/ Rev.2)

1.1 Mooring lines

1.2 Mooring equipment and Mooring winch

2 Procedures to allow the identification and control of mooring lines, tails and associated
attachments
(Para. 3.3 of MSC.1/Circ.1620 & Para.5.2, Interpretation for Reg.3-8 of MSC.1 / Circ.1362 / Rev.2)

3 Manufacturersʹ criteria for replacement of mooring lines

(Para. 4.3.1 of MSC.1/Circ.1620 & Para.5.4, Interpretation for Reg.3-8 of MSC.1 / Circ.1362 / Rev.2)

4 Records of inspection and maintenance of mooring equipment and inspection and

replacement of mooring lines
(Para. 4.4.3 and 6.1 of MSC.1/Circ.1620 & Para.6.1, Interpretation for Reg.3-8 of MSC.1 /
Circ.1362/Rev.2)

5 Manufacturers' test certificates for mooring lines, joining shackles and synthetic tails
(Para. 6.2 of MSC.1/Circ.1620 & Para.5.5, Interpretation for Reg.3-8 of MSC.1 / Circ.1362/Rev.2)

6 Records of the original design concept, equipment, arrangements and specifications

(Para. 4.4.4 of MSC.1/Circ.1620 & Para.5.5, Interpretation for Reg.3-8 of MSC.1 / Circ.1362/Rev.2)

APPENDIX

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 <Principle Particular>

Ship's name MAERSK FELIXSTOWE

IMO No. 9969041
Class No. YY286579 (ClassABS)
Date of Contract 25-DEC-2023
Date of Keel Lay 26-JAN-2023
Flag Panama
Equipment Number EN=5369
MBLsd (Ship Design Minimum Breaking Load) (kN) 885.7

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 <Introduction>

At the 102nd session of the Maritime Safety Committee (MSC102), amendments to SOLAS II-1/3-
8 and "Revised Guidance on Shipboard Towing and Mooring Equipment"
(MSC.1/Circ.1175/Rev.1) were adopted.
Additionally, "Guidelines on the Design of Mooring Arrangements and the Selection of
Appropriate
Mooring Equipment and Fittings for Safe Mooring" (MSC.1/Circ.1619) and "Guidelines for
Inspection and Maintenance of Mooring Equipment Including Lines" (MSC.1/Circ.1620), were
approved. These new guidelines are referenced in SOLAS II-1/3-8. The amendments to SOLAS II-
1/3-8 will come into force on 1 January 2024. Hence all applicable vessels, regardless of their date
of construction, shall comply with the requirements by the effective date, except for certain
provisions.
All ships are required to keep the management plans for inspection and maintenance of mooring
equipment (including mooring lines) based on MSC.1/Circ. 1620 “Guidelines for Inspection and
Maintenance of Mooring Equipment Including Lines”.
This management plan is designed to provide easy-to-understand information on mooring lines
inspection methods and disposal standards using references, ship practices, and manufacturers'
technical data, and to include comprehensive information on the safe use of mooring cables,
including good practices.

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 <Terms and Definitions>

Term Definition
the diameter, D, of a mooring fitting divided by the diameter, d, of a
Bend radius
mooring line that is led around or through the fitting. (Newly defined in
(D/d ratio)
MSC.1/Circ.1620)
The ship-specific values, used as criteria for calculating the required
Equipment Number values such as anchor, anchor chain, and mooring line breaking load.
(E.N.) For NK registered vessels, E.N. is displayed within the "Particulars" tab
in the individual ship information items in NK-SHIPS.
Equipment Number Drawing indicating the basis for calculating the “Equipment Number” (It
calculation sheet may also be indicated on the MIDSHIP section drawing.)
Line Design Break Force. The minimum force that a new, dry, spliced,
LDBF mooring line will break at.
(Newly defined in MSC.1/Circ.1619)
Ship Design Minimum Breaking Load. The minimum breaking load of
new, dry mooring lines for which shipboard fittings and supporting hull
MBLsd structures are designed in order to meet mooring restraint requirements.
(Newly defined in MSC.1/Circ.1175/Rev.1. Adopted to IACS UR A2
Rev.5 in advance.)
Minimum Breaking Load of the mooring line determined based on the
ship's side projected area or Equipment Number.
MBL
(Synonymous with Minimum breaking strength as defined in
MSC.1/Circ.1175 and IACS Rec.10)
Safety Management System. An organized and documented system that
SMS enables company personnel to effectively implement safety and
environmental protection policies.
This plan presents specific information regarding the towing and mooring
fittings aboard the vessel, the mooring lines, as well as the arrangement of
Towing and mooring mooring lines and the acceptable environmental conditions for mooring.
arrangements plan For ships, the keel of which is laid on or after 1 January 2007, this plan is
required to be kept onboard for the guidance of the Master in accordance
with MSC.1/Circ.1175.

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 <Degradation factors of mooring lines (Example)>

(Synthetic fibre ropes)

Abrasion
Abrasion refers to the successive reduction of the solid surface part caused by friction and cutting, and the
strength of the rope decreases according to the amount of cut fibres in the yarn and the strand. It is a condition
in which local friction, shear, collapse of the rope at the bend, and fluff are remarkable, and it is likely to be
caused by contact with sharp parts of the hull, a quay with a poor surface condition, friction with a fairleader,
etc.
Erosion
Erosion refers to the fact that fibres become brittle and lose their strength due to long-term effects of sea
breeze, rainwater, ultraviolet rays, etc. There are five main causes of erosion: UV radiation, Melting point,
Temperature, Water absorption and Chemical.
Fatigue
Fatigue is mainly caused by cyclic variable and bending loads during the use of mooring lines and accumulates
with the magnitude and number of loads applied to the rope. Fatigue has a significant effect on the performance
of the rope and leads to a loss of strength, a decrease in the rate of expansion and contraction, and a loss of
flexibility. In addition, the strength loss due to fatigue is mild in the initial stage, but the strength loss
significantly accelerates as the fatigue limit is approached. The reason for this is that each fibre twisted in the
rope has a degree of freedom to move, but when a load is applied, the fibre stretches and its relative position
moves to a point where free movement is constrained, and the rope becomes stiff. However, when the rope is
not used, the raw fibre returns to its original position. Therefore, flexibility is restored.
In addition, it is impossible to accurately measure the number of times that extreme strain is applied to the rope.
However, it is necessary to estimate the rough number of loads in order to confirm the condition of the mooring
line. In addition, when an abnormal load is applied locally, it is necessary to carefully inspect the length of the
rope 50 times the diameter of the rope at the relevant place, and also to inspect all the areas where the diameter
has decreased. However, the strength of the rope damaged by fatigue is seldom less than 75% of the standard
strength of the rope.
Splicing
When the splice part is shifted and the insertion part is disconnected, the part is cut and spliced again. In this
case, it is desirable to discard both ends 5m of the damaged part. Similarly, when a partial sagging occurs on
the outer surface of the eye part, the eye part is cut and re-applied with the eye splicing since the eye may fall
out. The strength of the splice tends to be lower than that of other parts because the strand is disassembled and
re-knitted, especially the end of the splice tends to break. It is recommended that the splice work be done in the
correct way by skilled and experienced workers, but in general, even proper splicing by skilled workers leads
to a strength reduction of about 1% to 10%.

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(Wire ropes)
Wire breaks
An advantage of wire ropes is that they can be used safely even if some wires are cut, as long as they are
within the number of wires required by the manufacturer. However, once the wires are found to be cut, the
cutting of the wires is accelerated, and the area concerned should be checked more carefully.
Abrasion
As with synthetic fibre rope, it has a large effect on the deterioration of mooring lines due to wear. Since it is
easy to wear out when it comes in contact with fixed roller parts, corroded fair-readers, bollards, etc., it is
necessary to periodically repair the parts concerned and properly lubricate them.
Corrosion
Compared with synthetic fibre ropes, wire ropes tend to be highly corrosive in environments with sea breeze,
sea water and moisture. In particular, there are many opportunities for wire ropes to come into contact with
the sea surface during mooring operations, and the effect of corrosion by sea water is very large. Corrosion
makes wire ropes brittle. It reduces elasticity and increases the degree of fatigue caused by bending loads. As
with abrasion, periodic lubrication of wire ropes can reduce corrosion.
Deformation
Deformations are the most serious for wire ropes, and many of them have a significant impact on the
condition and strength of mooring lines. When they are found to be out of shape, they must be discarded or
cut and spliced.
Splicing
As with synthetic fibre ropes, even when properly spliced, this leads to a reduction in strength of about 1% to
10%. However, wire ropes are rarely spliced on board. When splicing is done urgently, it should be done by
an experienced expert, and if it is corroded to the extent that splicing is necessary, it should be disposed of.

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1. Procedures for mooring operations, inspection and maintenance of mooring equipment,
including mooring lines (Para. 3.1 of MSC.1/Circ.1620 & Para.5.1, Interpretation for
Reg.3-8 of MSC.1 / Circ.1362/ Rev.2)

Mooring equipment and fittings including Mooring lines should be properly inspected and
maintained in accordance with the manufacturer’s guidelines and/or the company guidance.
Equipment used in mooring operations should be regularly inspected, and visually inspected prior
use. Any defect discovered to the mooring equipment should be immediately reported to the
Master. Master shall report any substantial damage and failure/parting of the mooring equipment to
office/Ship manager.

1.1 Mooring lines

It is recommended that mooring lines be inspected on a daily basis before and after use and
periodically. However, the specific frequency of inspection varies depending on the location
of mooring lines (on board, outside, etc.), frequency of use, and application.

1.1.1 Daily Inspection

Daily inspections shall be carried out as appropriate before and at the time of mooring.
Damage to ropes, removal or displacement of eye splice, and discoloration due to erosion
shall be carried out by visual inspection.

1.1.2 Periodically Inspection

Periodically Inspection should be carried out quarterly as follows.
① Mooring lines to be inspected shall be extended as long as possible in a straight line.
② Inspection shall be carried out visually and with tentacles while lifting the rope, and the
front and back of the rope shall be observed on the whole circumference, mainly for
"wear and erosion". Special attention shall be paid to damage of the rope, slipping and
shifting of the eye splice, discoloration due to erosion, etc.
③ Inspect the inside of the rope with emphasis by slightly breaking the strand about once
every 5 m except for the externally damaged part.
④ Inspect all the fairleaders, warping ends, bollards, and other parts of the hull structure
used for the mooring line that are in contact with the mooring line.
⑤ Check for contact points between strands, abrasion of yarns and adhesion. In particular,
check carefully for areas where there is a lot of contact and friction, such as bollards
and fairleaders, areas where abrasion is progressing different from normal fluff, and
other areas where friction is progressing, as they are prone to rupture.
⑥ Prepare and keep an inspection record table. When repairs such as repair, transfer and
renewal of rope and eye splice parts have been carried out, photograph and record the
details.

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1.1.3 General Valuation
The overall evaluation shall be based on the most severely damaged items (items with the
lowest evaluation considering outer abrasion, inner damage and erosion) for both synthetic
fibre rope and wire rope. In addition, each evaluation based on the degree of damage to
mooring lines is shown below.

1) Poor
2)
3)
4)
5) Good

1.1.4 Storing Mooring lines

① When the rope is stored in a warehouse on board, it should be separated from heat sources
(Boilers, heaters, motors, bulkheads adjacent to high temperature tanks, etc.), chemical
products (Paint, oil), organic solvents, etc., indoors, etc., where direct sunlight is not
exposed.
② When the rope is stored in a warehouse on board, it should be placed on a wooden grating
or pallet, etc., avoiding high temperature and humidity as much as possible.
③ When it is stored in a drum roll, cover the rope with a cover, etc., to reduce the effect of
ultraviolet rays.
④ When there is a gap in the roll of the mooring line in a drum, rewind it neatly and
properly.
⑤ Wash the rope with fresh water as much as possible after mooring work or after a rough
weather voyage and dry it naturally.
⑥ When oil or muddy water sticks to the rope, wash it with soap as much as possible.

1.1.5 Replacement of Mooring lines

When replacing mooring lines, compatibility with the mooring equipment and fittings on
board, as specified in the mooring arrangement plan, should be taken into account.
This should be achieved by selecting a replacement mooring line which meets the designed
specifications. In cases where this is not possible, the following properties should be taken
into consideration and the towing and mooring arrangement plan updated accordingly:
.1 breaking strength;
.2 environmental conditions to be used (e.g. temperature);
.3 linear density;
.4 tenacity;
.5 D/d ratios;
.6 compression fatigue; and

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 .7 stiffness.

When replacing mooring lines on or after 1 Jan. 2024, LDBF of the replaced mooring lines
shall be 100% to 105% of the MBLsd. Any increase in LDBF for the mooring lines above the
limits specified, i.e. 100% to 105% of the MBLsd, may require a review of the operating
parameters and load limits of mooring equipment and fitting as well as of their hull
supporting structures.
It should be noted that, when selecting replacement mooring lines, over time in service their
strength will decay due to varying environmental conditions and thus the original service life
expectations may not be achieved. Therefore, the Company should ensure that the condition
of mooring lines is tracked throughout their service with the objective to replace the line
before failure.
For both wire and fibre mooring lines, the acceptable minimum bend radius (D/d ratio)
recommended by the manufacturer should be taken into consideration as strength and life
expectancy of these lines are directly related to the bend radius they are exposed to in service.
Where the acceptable minimum bend radius recommendations for a particular mooring line
are not achievable, the service life of the line may be less than that stated by the manufacturer
and therefore the line may need to be replaced before the end of the service life recommended
by the manufacturer. The condition of lines regularly exposed to below the acceptable
minimum bend radius should be subject to particular attention during inspections.
When selecting replacement mooring lines with high stiffness, including wire and high
modulus synthetic lines, consideration should be given to the use of synthetic tails in order to
reduce peak loading when the ship is secured alongside.
Consideration of the use of synthetic tails on high stiffness mooring lines should take into
account industry and manufacturer guidance and the potential effects of synthetic tails on the
stored energy of mooring lines under tension. The use of tails can change the characteristics
of a mooring line and its behaviour in the event of failure. High stiffness mooring lines may
exert significant dynamic force and have significant snap-back zones when used with
synthetic tails that have a low stiffness.

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1.2 Mooring equipment and winch
In order to protect mooring lines for as long as possible, maintenance of hull mooring
structures such as fairleaders and bollards is also essential for both synthetic fibre rope and
wire rope. The use of rust-forming parts with severe irregularities, deformation, sharp angles,
and other inappropriate equipment can lead to rapid deterioration of mooring lines and injury
to workers.
This can greatly affect the performance of mooring lines. Similar to the inspection of
mooring lines, the following items shall be inspected and recorded in the inspection record.

1.2.1 Bollards and Bitts

① Overall, there are no cracks or gouges. There are no cracks in the welded joint between the
plate and the deck.
② Top plate/disc, nose, stopper eye, corner of the plate and other protruding parts are painted
in a conspicuous color (yellow, etc.).
③ Bit is installed vertically and is not deformed. The surface of the bit is not rusted, cut, or
gouged, is properly painted, and is in a smooth state.
④ The top plate/disk is thick enough, smooth, and not sharp with corrosion.
⑤ The nose is thick enough and smooth. not sharpened by corrosion
⑥ the stopper eye is not deformed, has sufficient thickness and strength, and is properly
strongly bonded.
⑦ the stopper rope is not worn or corroded. In addition, the diameter is appropriate
(Generally, a diameter of about 50% of the mooring line is appropriate.).
⑧ The safe working load (S.W.L.) is appropriately indicated.

1.2.2 Panama chock and Mooring hole

① Overall, there are no cracks or gouges. There are no cracks in the welded joint between the
plate and the deck.
② Surface of the hole is properly painted and smooth without rust, breaks or gouges.
③ Protruding parts are painted a prominent color (yellow, etc.).
④ Safe Working Load (S.W.L.) is appropriately indicated.
⑤ Auxiliary structure is not deformed or worn.

1.2.3 Fairleaders
① Overall, there are no cracks or gouges. There are no cracks in the welded joint between the
plate and the deck.
② Rollers are installed vertically and horizontally.
③ Rollers can rotate smoothly and are regularly lubricated on the shaft.
④ Surface of the rollers is free from rust, cuts, and gouges, is properly painted, and is
smooth.

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 ⑤ Corners of the rollers are not thin or sharp.
⑥ Disc cover is properly installed and painted a noticeable color.
⑦ Safe Working Load (S.W.L.) is properly indicated.
⑧ Protrusive areas are painted a prominent color.
⑨ Diameter of rollers and mooring lines is appropriate.
⑩ Rope guide horns are not damaged or cut.

1.2.4 Mooring winch

An important safety function of the mooring winch brake is its ability to render.
This allows the mooring line to release / render in case of excessive loads and avoid parting
of the line. The mooring winch brake rendering test should be carried out at intervals not
exceeding 12 months. Preferably also,

 After completion of any modifications or major maintenance such as but not limited to,
brake liner renewal, brake band adjustments etc.
 Where there is evidence of premature brake slippage or related malfunctions
 Installation of new mooring lines

When testing, the aim is to apply a hydraulic force to the winch drum equivalent to the 60%
of the MBLsd on the first layer of the rope (for split drum winches) and to ensure that winch
brake slips (or renders) at that point. Then, the tightened brake screw must be marked at the
point it slips.

It is not a load test to determine how strong the winch brake is, but a test to see that brake
holds until 60% of the MBLsd. Applying more force causes slippage of the brake to ensure
that winch brake remains the weakest point of the mooring system.

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2 Procedures to allow the identification and control of mooring lines, tails and associated
attachments (Para. 3.3 of MSC.1/Circ.1620 & Para.5.2, Interpretation for Reg.3-8 of
MSC.1 / Circ.1362 / Rev.2)

All mooring ropes on board should have identification tag attached with the unique serial number.
The unique number is usually the certificate number. If a tag gets detached during handling of the
ropes, it should be replaced as soon as possible.
The rope certificates should be checked, and the certificate No. and information of mooring rope
should be recorded in Appendix A-1 whenever new ropes are supplied on board. Inform to your
Ship Manager if ropes are supplied without certificates. And the list should be updated whenever
the ropes and associated attachments are replaced.
Regarding the mooring equipment and fittings, refer Appendix D.

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3 Manufacturersʹ criteria for replacement of mooring lines (Para. 4.3.1 of
MSC.1/Circ.1620 & Para.5.3, Interpretation for Reg.3-8 of MSC.1 / Circ.1362 / Rev.2)

The replacement of in-service mooring lines which have been assessed as no longer suitable for use
should be based on the removal prior to failure and in accordance with criteria provided by the
manufacturer.
Regarding Manufacturersʹ criteria for mooring line replacement, refer to Appendix C.

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4 Records of mooring equipment inspections and maintenance, and mooring line
inspections and replacement. (Para. 4.4.3 and 6.1 of MSC.1/Circ.1620 & Para.6.1,
Interpretation for Reg.3-8 of MSC.1 / Circ.1362/Rev.2)

Records of inspection and maintenance of mooring equipment and inspection and replacement of
mooring lines should be retained on board using Appendix A.

Appendix A
(Periodically inspection)
-1 Mooring Rope & Wire Record

(Daily Inspection)
-2 Sample of checklists for safe mooring operations regarding mooring lines
-3 Sample of checklists for safe mooring operations regarding mooring equipment
-4 Sample of checklists for storage of mooring lines

(Winch brake rendering test)

-5 Sample form of winch brake rendering test

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5 Manufacturers' test certificates for mooring lines, joining shackles and synthetic tails
(Para. 6.2 of MSC.1/Circ.1620 & Para.5.5, Interpretation for Reg.3-8 of MSC.1 /
Circ.1362/Rev.2)

Manufacturers' test certificates for mooring lines, joining shackles and synthetic tails should be kept
on board and properly linked back to the equipment.
Refer to Appendix B

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6 Records of the original design concept, equipment, arrangements and specifications
(Para. 4.4.4 of MSC.1/Circ.1620 & Para.5.5, Interpretation for Reg.3-8 of MSC.1 /
Circ.1362/Rev.2)

Records of the original design concept, equipment, arrangement and specifications should be
retained on board through the life cycle of the ship.
Refer to the “MOORING ARRANGEMENT (Dwg. No. F-1101)” provided by the shipyard.

Table 6.1 Safe Mooring principal parameters (Rule requirement)

Equipment No. MBL / MBLsd Total number of mooring lines Length of mooring lines
Bow, Stern & Brest Line: 8
EN=5369 885.7 kN 200m
Spring Line (fwd & aft): 4
List of mooring lines: refer Appendix A-1
The list should be updated whenever the ropes and associated attachments are replaced. Refer to the
procedures in Section 1.1.5 when replacing the mooring lines.

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