2011X01 SAFETY ADVISORY BULLETIN 96 01 ISSUED BY THE WASHINGTON STATE OFFICE OF MARINE SAFETY

 SAFETY ADVISORY BULLETIN 96 01 ISSUED BY THE WASHINGTON STATE OFFICE OF MARINE SAFETY.

- Report No. 7041OR

SHIFTING SHIP BY WARPING
A 70,000 dwt bulker attempted to shift ship some 40 metres aft in orderto complete the loading of grain into a forward hatch. The vessel was headedup stream. All three headlines on the vessel were led to a deadman on shorein such a way that when the master called for a headline to be shifted aftto another position he was informed that all three would have to be letgo simultaneously. All three headlines were let go at the same time. Theship's engines were not on stand by nor was tug assistance requested. Dueto the Columbia River current and a moderate breeze setting the vessel offthe berth, the bow of the ship swung into the stream. The remaining linespayed out or parted and, despite letting go both anchors, the ship drifteddownstream and grounded. Damage to the ship's rudder was extensive and requiredthe services of a shipyard.

Shifting the ship alongside the berth using lines (warping) is a normalprocedure for the ship's crew, especially in ships in the dry bulk trade.However, the headlines in this case were secured to the deadman with a pelicanhook through the mooring line eyes. This necessitated letting go all threetogether. The current on the Columbia river was especially strong (approximately6 knots) due to high river levels and the ship was at an open dock. Thesecircumstances called for reconsideration of the normal procedure.

This incident presents an opportunity for ship operators to examine theirprocedures for mooring and warping. The following points should be consideredby Masters prior to every shifting:

Is there anything unusual about the mooring arrangement? A first hand inspection of how the lines are made fast to the shore, of the dock construction and of the shore contour following arrival should reveal any unusual arrangements. This is especially true for large vessels that might need infrequently used shoreside mooring points.
What are the environmental conditions of the location? Some of these may be observed on the inbound transit. Average seasonal conditions are available from the US Coast Pilot, Sailing Directions and Pilot Charts. A question to the state pilot, an expert on local conditions, might yield additional, more specific information, on unseasonal conditions such as unusually high river levels, and unusual winds and currents
What precautions are appropriate given the specific circumstances? An informed plan for line handling and having main engines on stand by are basic insurance against having mishaps. If conditions warrant, the services of a pilot or tugs should also be retained.
Ship operators can assist by requiring that a berthing log, describingeach facility at which a vessel berths, be maintained by their ship masters.Facility descriptions can be distributed to other vessels in the fleet.Descriptions should be updated whenever a vessel revisits a facility. Shipoperators should also encourage the use of Ship/Shore Safety Checklist availablefrom the International Chamber of Shipping (ICS), part of which addressesmooring arrangement adequacy.

Facility operators can assist by working with the vessels to completethe ICS Ship/Shore Safety Checklist, and by providing visiting ship masterswith a diagram of the facility that includes the location and type of shoresidemooring points.

I am indebted to the Honorary Secretary of theCentral Pacific Coast USA Branch of the Institute for providing me withsome recent Safety Bulletins issued by the State of Washington's Officeof Marine Safety and obtaining permission from them for the bulletins tobe reproduced in MARS.