surface yarns, the affected portion should be cut out or the entire rope should be discarded.

Paints, paint
thinners and even the fumes of paints and thinners can damage some synthetic fibres. Ropes should not be
stored in the same room as paints and thinners. If a rope has become soaked in paint or thinner, it should be
discarded.
N.1.3.1.2 Splices
Three types of synthetic fibre ropes are supplied to ships, namely nylon three strand, Square line eight strand
and Braid line having a Vinner core. The methods of splicing differ from that normally used for natural fibre
ropes. The maker's instructions should be carefully followed when splicing. Nylon tails are supplied with a soft
eye in each end, one large and one small. In all cases, the large eye is parcelled with canvas. When intended
for use with wires, the small eye is wholly parcelled with oiled leather.
B-class and certain other vessels are supplied with Mandal connectors for making the connection between the
nylon tails and mooring wires.
Splices in used ropes should be examined for signs of wear. Look for strands which have slipped in the splice
and tucks which have become undone, as these upset the load balance. The transition between the splice
and the rest of the rope should be examined for signs of internal abrasion which may concentrate at this point.
In double braid rope splices, look for any indications that the splice is falling apart.

N.1.3.1.3 Atlas, Delta, Leomax or Karat Ropes

Atlas mooring ropes are of lightweight construction and are strong and durable. Under normal operating
conditions they should give at least 5 years service and vessels should aim to replace them on a staggered
basis. All ships fitted with Atlas ropes should attach a report on their condition to the Master's handover report.
This report should include details of the position, length and condition of each rope. When assessing the
condition of the rope, an appreciation of its basic construction is essential. The strength of Atlas moorings is
imparted by the polyamide filaments and not by the fibres interwoven between them.
Roughing up of the fibres is normal and serves to protect the filament from damage. A section of rope
containing 3 or 4 broken filaments should not be cause for concern as it is only when 10 or more filaments are
parted that there will be a noticeable reduction in the rope's strength. Moorings are initially supplied in 220
metre lengths and, when ordering replacements, it is essential that a 220 metre 'made up length' is requested
unless for specific reasons another length is required. The made up length of rope includes 2 spliced eyes.
Where in-service cropping and re-splicing results in ropes being considerably reduced in length, such ropes
should be placed on main deck winches in order that they are used to best advantage as spring or breast
moorings. The following general points refer to the stowage and use of Atlas moorings:
It is essential with Atlas ropes, as with wire, that the first layer of turns are tight and fully fill the bottom layer.
Any slackness or gaps will lead to a lessening of the adhesion required to hold up to full brake power when
down to the bottom layer. At least one complete layer is to be retained on the reel at all times and all
personnel involved in mooring operations are to be advised of this requirement.
N.1.3.2 Wire Ropes
N.1.3.2.1 General
All wire ropes supplied to ships will be issued with certificates which must be entered in the appropriate
Register during the period in which the wire is in use. Guidance concerning inspection criteria may be found
below. Any local regulations relevant to the rejection criteria of wire ropes, which may be more stringent than
those contained in these guidelines, must be observed, e.g. LNG terminals in Japan. All wires should be
inspected for damage, prior to arrival at these terminals. Wires should be renewed on reaching a Rejection
Factor of 100 . Mooring wires are to turned end for end when inspection indicates this is necessary.
When a new wire is fitted to any item of lifting plant, or where one is end for ended, the following precautions
shall be observed.
z

The wire must be of the appropriate SWL and a copy of the wire certificate must be available.

The wire can be spliced onboard, but the requirements for wire splices on lifting plant in the Code of
safe Working Practices, 1998 edition, must be strictly observed.

Once the wire has been fitted, the Chief Officer should carry out a full 12 monthly inspection of the
lifting plant (Form-472 in the Reporting and Recording Manual) prior to it being returned to use.
N.1.3.2.2 Corrosion Protection
Pressurised lubricating systems for mooring wires are kept at:
z

Marine Store, Leamouth Road, UK;

The lubricators can be requested by vessels at any time and should be returned on completion of use.
Any defects found in the equipment should be reported to managing office so that spares may be
ordered promptly.
Ferryl 101, or equivalent according to the vessel's Lubrication Schedule, should be used in conjunction
with the pressurised lubricating system for the internal lubrication of mooring wires. This operation
should be carried out on an annual basis in conjunction with the inspection of the wire.
Ferryl 202, or equivalent according to the vessel's Lubrication Schedule, should be used for the
external lubrication of the wire. This should be carried out at the same time as the internal lubrication.
More regular re-coating of the wire may be required as conditions and use dictate.

N.1.3.2.3 Wire Inspections

Any local regulations relevant to the rejection criteria of wire ropes, which may be more stringent than those
contained in these guidelines, must be observed. LNG terminals in Japan are an example. All wires should be
inspected for damage, prior to arrival at these terminals.
The inspection procedure is based on a system of points (rejection factors - RF) which are allocated after
each inspection of the wire rope.
There are five areas of inspection which are indicated below. It is the cumulative total of the rejection factors
awarded during each inspection that should be considered.
The five main areas of inspection are as follows:
Broken Wires (A) : When a wire rope is inspected, the eye and selected sections along the length of the wire
should be checked for broken wires. In the case of 6x36 wire, the maximum number of broken wires found in
a length measuring the equivalent of ten diameters of the wire in question, is 10. For a 6 x 41 wire, this figure
is 12. A full list of the permissible number of broken wires in any rope is given below.
If "m" is equal to the maximum allowable number of broken wires. For example, in a 6 x 36 wire the maximum
number of broken wires permissible is 10. If two broken wires were found in any one length (10 x diameter)
during the inspection, this would equate to 0.2m, giving a rejection factor of 20.
Diameter Measurement. (B) : The wear on a wire is due to the application the wire is being used for (rope
tension, number of sheaves, condition of the drum and sheaves, rate of acceleration or deceleration, inertia or
momentum of the sheave, fleet angle), or due to environmental conditions (abrasive dust, lack of lubricant or
inability to lubricate the rope adequately in service). The degree of wear can normally be seen without
difficulty;
- By measurement of rope diameter.
- By assessment of the wear on individual visible wires.
- By plastic flow on the surface.

During the inspection, the diameter of selected sections of the wire should be ascertained. The maximum
reduction of a wire before rejection, i.e. RF 100, is 10% of the Nominal Diameter (D) or 3% in the case of
multistrand rope. If "D" is equal to 38mm and the actual measurement of the wire was found to be 36mm, this
would equate to:Nominal Dia.(D) - Measured Dia.(d)
Rejection Factor (RF) = 100 X

--------------------------------------------Maximum Allowed Reduction (n)

38 - 36
RF = 100 x

-------------3.8

RF = 53
NB. Should a reduction of diameter be identified, then internal corrosion must be suspected and investigated.
Deformations(C) ) : This area of the inspection is rather difficult to quantify as there are many causes of
deformation. Therefore it is the experience and knowledge of the Management Team which must be relied
upon to make informed decisions when damage of this type is sustained.
External Corrosion (D) ) : This can be a major cause of rope deterioration. Due to hostile environment steam, water, corrosive fumes, etc. It causes contamination of lubricant by foreign matter and the products of
fretting. Aggravated by hot/cold environments where dressing cannot be maintained. External corrosion can
normally be seen and assessed.
During inspection the wire should be inspected along its length for evidence of external corrosion. Table D
offers guidance and equivalent rejection factors for this area of the inspection.
Internal Corrosion and Deterioration ) (E) : In line with the manufacturers guide-lines an internal inspection
of the wire rope must now be carried out to ascertain the full condition of the wire. Again this area of the
inspection is rather difficult to quantify as there are many degrees of corrosion. Therefore, once again, it is the
experience and knowledge of the Management Team which must be relied upon to make informed decisions
when internal corrosion in the wire is found.
The method consists of firmly attaching to the wire rope two correctly sized steel clamps about 100 - 200mm
apart (this may vary considerably with the diameter of the wire). By contra-rotating these clamps in the
direction to unlay the wire rope, the wire rope strands will be lifted away from the core.
The clamps for this operation will have to be fabricated on board. They should be made for each size of wire
to be inspected. When tightening the clamp care should be taken not to over tighten the bolts thus possibly
damaging the wire.
WARNING:Care should also be taken whilst the lay of the wire is open due to the torque on the clamp handles. Whilst
inspecting large diameter wires one person will be required for each clamp to ensure safe working
procedure.
Extreme care is necessary during this operation to ensure that the strands are not excessively moved such
that they become permanently deformed. With the narrow openings now presented, a small probe may be

used to manipulate the strands and displace any grease or debris which may be obscuring the inner regions.
In this opened condition the usual features to be observed are :a. State of internal lubrication.
b. Degree of corrosion.
c. Interwire pressure/friction markings.
d. Presence of broken wires. When looking for fractures care will be necessary as the broken ends
do not generally displace readily to be easily visible.
On completion of the examination new grease should be applied internally, and the contra-rotation of the
clamps reversed with a little force applied so as to "re-bed" the strand fully into the core. After removing the
clamps, the external surface of the rope should also be re-greased if necessary. If the above procedure has
been correctly carried out, the rope will not be deformed.

N.1.3.2.4 Rejection Factor

On completion of the Inspection, the sum of the rejection factors should be ascertained. Guidance on the
resulting figure is offered below:
REJECTION FACTOR

ACTION

Up to 40

Wire fit for use

60

Wire fit for use but reduce period between inspections.

80

Discard required within a specified period. Check availability of

replacement wire.

100

Rejection.

With respect to the actual Inspection Form, a separate form should be completed for each wire on each
occasion that the wire is inspected. It is suggested that the intervals between inspections should initially
be set at 12 months. These forms should be inserted in the Register for future reference

N.1.3.2.5 Maintenance and Maximum Working Life

Wire Strops:-have an indefinite life, but should be inspected annually and also prior to each and every use.
Lifeboat Falls :- See Technical Information Book.
Accommodation Ladder Falls:- Inspect annually. The wire should be "End for Ended" every 2.5 years, or as
instructed by the vessel's Superintendent and renewed after 5 years.
Crane & Derrick Wires:- Inspect annually. The wire should be "End for Ended" every 2.5 years, or as
instructed by the vessel's Superintendent and renewed after 5 years.
Lift Wires: These are covered by separate HSE guide-lines and as such are inspected when the lift
undergoes service by manufactures representatives. The wires, however, should be visually inspected
annually, (as is current practice), without carrying out the internal inspection.
Mooring Wires: Mooring wires are to be fully inspected annually with regular visual checks at 4 monthly
intervals. These wires should also be renewed in every case, 7 years after being put into service.
End for Ending of mooring wires is to be carried out when inspection indicates this is necessary. Should any

maintenance be required for mooring wires during a refit period then a Maintenance Requirement should be
submitted by the vessel.
Stainless Steel Wires: If the wire is Stainless Steel it may remain in service within the lifetime recommended
by the manufacturer or supplier provided that at each servicing and at each thorough examination there are
no signs of deterioration or until it reaches a Rejection Factor of 100. Stainless Steel SUS 317L or Inconel 825
are the preferred grades of stainless steel wires for use in the marine environment.

All wires must be renewed on reaching a Rejection Factor (R.F.) of 100

Note:- The use of shipmade wire strops is permitted for single use only. The splice must be
made according to the Code of Safe Working Practices from an identifiable length of certified
wire, and must be disposed of after use.

Visible Wire Breaks : Six & Eight Strand Ropes In Metal Sheaves
Number of Visible Broken Wires in
10 x Nominal Diameter
Rope Construction

Factor of Safety

Factor of Safety

Less Than 5

Equal or Greater
Than 5

6 x 7 (6/1)

6 x 19 (12/6/1)

10

6 x 19 (9/9/1)

10

6 x 19F (12/6+6F/1)

14

6 x 25T.S. (12/12/1)

14

8 x 19 (9/9/1)

14

8 x 19F (12/6+6F/1)

10

20

6 x 36 (14/7+7/7/1)

10

20

6 x 37 (18/12/6/1)

11

22

6 x 41 (16/8+8/8/1)

12

24

Multistrand Ropes In Metal Sheaves

Number of Visible Broken Wires in

10 x Nominal Diameter
Rope Construction

Factor of Safety

Factor of Safety

Less Than 5

Equal or Greater
Than 5

17 x 7 F.C. or W.S.C.

18 x 7 F.C. or W.S.C.

12 x 6/3 x 24 Paragon

8 x 19 I.W.R.C.

17 x 19 F.C. or W.S.C.

17 x 26 F.C. or W.S.C.

17 x 36 F.C. or W.S.C.

34 x 7 F.C. or W.S.C.

36 x 7 F.C. or W.S.C.

For all ropes operating in synthetic lined sheaves the discard criteria should never be less than that
applicable for multi strand ropes in metal sheaves.
Suggested Inspection Tool Kit : - Leather Faced Gloves / 'T' Needles, Spikes / Hammer / Clamps for
Internal Inspection / Rope Gauges (dial/vernier) / Sheave Gauges / Cheese Wire / Dye Penetrants / Hand
Mirror.

N.1.3.2.6 Wire Rope Removal Criteria :

Consider which regulations apply to your work and apply the relevant criteria where applicable / Recognise
the removal criteria - 9 points. Also consider the environment / The number, nature, type and position of
visible broken wires in 10 x d (B.S. 6570) / Local groups of visible broken wires - A maximum of 3 in one or
adjacent strands / Deterioration in the vicinity of the termination or terminal damage - 3 wire breaks maximum
within 6mm of the termination / Core deterioration - Abrupt loss in diameter / Wear - Maximum reduction in
diameter:- 10% from nominal for 6 & 8 strand. - 3% from nominal for multistrand / Internal corrosion / External
corrosion / Deformations / Thermal Damage / Corrosion causes very high losses in rope breaking load /
Reject ropes if corrosion causes wire slackness / Reject ropes if internal corrosion is confirmed / Remember
to record the facts.
Nine Points Of Removal Criteria: - Number and nature of broken wires - See Tables / Local groups of
broken wires - Discard.
Deterioration of the termination - Discard.
Core deterioration - Discard.
Wear - Consider degree of severity.
Corrosion (external) - Consider degree of severity.

Corrosion (internal) - Consider degree of severity.

Deformations - Consider degree of severity.
Thermal damage - Discard.
DISCARD ANY ROPE WHEN REJECTION FACTOR REACHES 100.
BROKEN WIRES:- Rejection Factor = 100 = Max No. of visible wires
WEAR:- Rejection Factor = 100 =10% loss in nominal Dia (6 & 8 strand)
3% loss in nominal Dia (multistrand)
CORROSION:- Rejection Factor = 100 = Wires slack, badly pitted.
DEFORMATIONS:- Degree of Severity
(Rejection factor 40 or 100) Severe (Rejection Factor 100)
Wave (reject when D = 4/3d) Basket or Birdcage
Wire Extrusion Core Extrusion
Bend or Dog Leg Strand Extrusion
Flattening Kink
Assess all nine points of removal criteria, record the facts, estimate severity of each aspect of deterioration,
calculate overall rejection factor.
N.1.3.2.7 Where to Examine.
It is usually impractical or unnecessary to inspect in detail the total length of a rope.
An appreciation of problem areas is needed. A typical but not exhaustive list of key examination positions is
shown below.
z

At all terminations or anchorages.

At compensation sheaves and within 1m of either side.

At the drum: dead laps, crossover points, at drum flanges.

At sheaves.

At areas where the rope passes sheaves or onto the drum during snatch/max/min acceleration.

At areas exposed to abnormal environmental conditions.

At areas likely to be damaged.

Experience of the appliance is essential. If the inspector is unfamiliar, ask the operator/driver. Witness the
passage of the total rope length through the operation cycle.
N.1.4 Insurance Wires
Insurance wires are supplied to all vessels in accordance with the requirements of the Classification Society.
Such wires may have an eye in each end. In cases where only one eye is fitted, an adequate number of
Bulldog Grips is to be carried, secured either to the bar across the top of the reel or to the unspliced ends.
The Bulldog Grips are to be kept well greased and in good working order.