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Issue 8

Inspector Bulletin Latest updates & News feeds for Inspectors. 23rd Aug 2019

Experience Transfer Advice and Guidance Regulation Updates

MEG 4 Issues and Existing Vessels

In the last edition of the Inspectors Newsletter we The below diagram provides an example of the Equipment Number calculation for a vessel;
discussed the general concept of how vessels with no
defined Ship Design MBL (pre MEG 4) should set winch
brakes and consider suitable fittings for mooring
equipment.

There remains confusion for existing vessels in how

they determine the selection criteria of mooring ropes
and wires to meet OCIMF MEG4 and in applying due
diligence in this selection process.

Pre MEG 4 Selection Criteria and Equipment Number

Where the Ship Design MBL is not available or the data

not calculated then MSC/Circ.1175 GUIDANCE ON
SHIPBOARD TOWING AND MOORING EQUIPMENT
provides standards for the design and construction of
shipboard fittings and supporting hull structures
associated with towing and mooring, which
Administrations are recommended to implement. The
provisions of this guidance do not require tow lines nor
mandate standards for mooring lines onboard the ship
however.
Reference to table 1 of the above mentioned circular
provides the minimum breaking strength (kN)
recommendations for mooring lines as calculated from
the formula;
Further to the above, the below practical guidance has been provided by OCIMF;
OCIMF are not mandating that you put a
Minimum strength line on board.
However we do not recommend
overstrength mooring lines which reduce
the ratio of the safety factors between
the various components. These safety
factors are there for the safety of the
seafarer and the asset. OCIMF are also
not advocating reducing standards as we
have always advocated more
conservative safety factors than the IACS
requirements. This is still the case
following the updates of IACS URA2 and
MEG 4.

Should you wish to increase the strength of the Mooring line then a Management of
Change process should be followed including a full risk assessment and the outcomes of
any changes made are recorded in the Mooring System Management Plan MSMP.

If your lines are currently greater than the SDMBL - OCIMF are not mandating that they
are renewed. However you should record that they are above the ship design MBL in the
MSMP and also document what procedures you have instigated to mitigate the reduction
of the differential in safety factors in the other mooring system components. One of your
potential mitigations would be to set the winch brake to render at 60% of the Ship design
MBL and not the actual MBL of the mooring line. If the mooring line MBL was lower
(weaker than) than the Ship design MBL then the brake would need to be set lower to
maintain the safety factor differential.

Disclaimer: this material discusses OCIMF activities based on
personal experience and opinion and not necessarily in agreement
with OCIMF or OCIMF members views.
Inspectors are encouraged to share their experiences for us all to
learn from here.
Regarding the LDBF this is more for the rope manufacturer. When they design mooring
lines they cannot guarantee that the requested MBL is exactly the strength requested.
The rope manufacturers agreed a +5% tolerance.
Therefore if an operator requests to purchase ropes with 100T MBL then certificate will
say ship design MBL of 100T but the same certificate will have a LDBF of between 100T
and 105T.

AWP Marine Consultancy Ltd

EMAIL: admin@awpmarine.com TELEPHONE: +44 (0) 151 792 4882
 Please keep up to date on the latest news and the high quality services that AWP marine provided: http://awpmarine.com/

Issue 8

Inspector Bulletin
Latest updates & News feeds for Inspectors. 23rd Aug 2019

Experience Transfer Advice and Guidance Regulation Updates

MGC SIMPLE+ Gas Detector feedback

You may remember in a previous edition of our company newsletter that we Interesting Observations
provided some information on a personal gas detector MGC SIMPLE+. Capt Aidan
Drew has very kindly shared the below experience with us regarding the unit and Some interesting observations that have come
some good learnings for those of you travelling on planes having similar devices. to light recently worth a deeper investigation
and clarification;
I’ve had one of these since March 2019.
Cost £676.20 including VAT VIQ 11.14 Are laundries free of accumulations
The unit is bigger than the BW GasAlertMicroClip XL I had been using previously. of clothing that could constitute a fire hazard?
Bigger to contain the non rechargeable battery. I haven’t found this to be
inconvenient and not noticeable when clipped to boiler suit breast pocket. There are no specific international
requirements restricting the use of laundry
It is very convenient to not have to charge the unit, one less thing to think about equipment (washing machines and driers) in
when between inspections, and not having to think about calibration is a big port though there maybe some local
bonus. The unit display gives a countdown on time remaining which is a handy restrictions concerning these matters such as
feature. The unit seems durable and has withstood various knocks and falls. washer waste outlets and terminal restrictions
on the use of driers from a fire safety concern.
It has one very big disadvantage and that is that you cannot turn it off. Recently I Hence this should be discussed as part of the
was travelling with a short connection time between two flights with a risk of initial safety discussions with the terminal.
baggage going astray, so I carried the detector in my hand baggage. On first flight
we took off and I had headphones on listening to some music when suddenly the Where there are no specific restrictions
flight assistant starting rummaging around in the overhead locker above me. I soon washing machine outlets should discharge to
realised that she was looking for my gas detector which was in alarm mode. When I internal tanks and driers should be maintained
told her it was a gas detector she started worrying that gas had been detected. I in good working order with emphasis on filter
realised almost straight away that the change in cabin pressure must have activated and outlets clear of debris. There have been a
the alarm. I had to cover the alarm with my thumb to try and deaden the sound number of incidents in recent years with the
and cupped the unit in my hands to conceal the flashing red lights. The only way to following extracts taken from such incidents to
interrupt the alarm was to press the calibration button (marked as a power button) highlight the risks ;
which sends it into calibration mode after maybe 10 seconds of alarming. So for the
rest of this flight I sat with detector cupped in hands, one thumb on alarm and the USCG Marine Safety Alert 11-15 ; Dried Not
other on the calibrate button, and palms concealing the flashing red lights. It Fried
alarmed about four times on each flight as aircraft ascended and descended. https://www.dco.uscg.mil/Portals/9/DCO%
20Documents/5p/CG-5PC/INV/Alerts/1115.pdf
Aidan contacted Martek and the following solution
found; IMCA Safety Flash 07/16 ; Near Miss: Laundry
I am very sorry for the obviously embarrassing situation Fire Hazards
you have had. The good news is this can be easily https://www.imca-int.com/alert/1007/near-
resolved as the instrument can be turned off, in a sense. miss-laundry-fire-hazards/
If you hold down the button, the unit will scroll through
the below, keep the button pressed down while it does
this

Zero 3,2,1, OK
Retest 3,2,1, OK
Off 3,2,1, OK

When you reach Off, okay then release the button and the instrument will switch off. It
doesn’t stop the countdown which is shown on the screen but it will turn off the sensors
so that they don’t alarm in these situations.

AWP Marine Consultancy Ltd

EMAIL: admin@awpmarine.com TELEPHONE: +44 (0) 151 792 4882