LINE MANAGEMENT PLAN

Rev No. : 6
Date : 15-May-22
APPROVAL Page : 1 of 1

APPROVAL

LINE MANAGEMENT PLAN

Notes:
1. This manual is valid from the issue date.
2. This manual is not to be altered or marked in any way.
3. Any review or alteration to this manual is to be carried out as per the system
procedures.
4. Any revisions of this manual will be recorded on the Revision sheet.

Issued By: Approved By:

Synergy Maritime Private Limited

Head of Ship Management Team

This publication is the property of Synergy Group. No part of this publication is to be

reproduced, stored in a retrieval system or transmitted in any form or by any means
without the prior permission of Management.

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 LINE MANAGEMENT PLAN

Rev No. : 6
Date : 15-May-22
RECORD OF REVISION Page : 1 of 1

RECORD OF REVIEW
Chapter Page Rev. No. Date
Ch 04 Layout All 1 16-Nov-18
Ch 05 Care, Inspections & Retirement All 1 16-Nov-18
Ch 04 Layout All 2 09-Jan-19
Ch 05 Care, Inspections & Retirement All 2 09-Jan-19
Ch 07 Records All 1 09-Jan-19
Ch 10 Aid for Synthetic Fibre Rope Inspection All 1 09-Jan-19
Ch 13 Testing of Mooring Winch Brakes All 1 09-Jan-19
Annex 01 – Mooring Equipment at BHP All 1 09-Jan-19
Terminal
Ch 05 Care, Inspections & Retirement 2,5,11,14,15,16 3 30-Dec-19
Ch 06 Material of synthetic rope 3 1 30-Dec-19
Annex 01 – Mooring Equipment at BHP All 1 30-Dec-19
Terminal
Ch 05 Care, Inspections & Retirement 1,8,12,19 4 16-Jun-20
Ch 13 Testing of Mooring Winch Brakes All 2 16-Jun-20
Ch 05 Care, Inspections & Retirement 2,4,7,9-14,18,19 5 25-Mar-21
Ch 06 Material of synthetic rope 2 2 25-Mar-21
Ch 10 Aid for Synthetic Fibre Rope Inspection 11 2 25-Mar-21
Ch 13 Testing of Mooring Winch Brakes All 3 25-Mar-21
Annex 01 – Mooring Equipment at BHP All 25-Mar-21
2
Terminal
Ch 03 Material of synthetic rope 2,3 1 15-May-22
Ch 05 Care, Inspections & Retirement 1,9,15 6 15-May-22
Ch 09 Inspection criteria for mooring rope / tail 1 1 15-May-22
Ch 11 Inspection criteria for mooring Wire 1 1 15-May-22
Ch 14 Procurement of ropes 1 1 15-May-22
Annex01- Port/Charterer specific mooring 1,2,3 15-May-22
3
equipment

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 LINE MANAGEMENT PLAN

Rev No. : 6
Date : 15-May-22
TABLE OF CONTENT Page : 1 of 1

TABLE OF CONTENT

Chapter Chapter Rev. No. Date

Ch 01 Application 0 07-Sep-18

Ch 02 Glossary of Rope Terms 0 07-Sep-18

Ch 03 Material of synthetic rope 1 15-May-22

Ch 04 Layout 2 09-Jan-19
Ch 05 Care, Inspections & Retirement 6 15-May-22

Ch 06 Material of synthetic rope 2 25-Mar-21

Ch 07 Records 1 09-Jan-19
Ch 08 Rejection factor of mooring ropes / wires 0 07-Sep-18
Ch 09 Inspection criteria for mooring rope / tail 1 15-May-22
Ch 10 Aid for Synthetic Fibre Rope Inspection 2 25-Mar-21

Ch 11 Inspection criteria for mooring Wire 1 15-May-22

Ch 12 Messengers 0 07-Sep-18
Ch 13 Testing of Mooring Winch Brakes 3 25-Mar-21
Ch 14 Procurement of ropes (New Chapter) 1 15-May-22
Annex 01 Annex 01 – Mooring Equipment at BHP Terminal 3 15-May-22

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 LINE MANAGEMENT PLAN

Rev No. : 0
Chapter – 01 Date : 07-Sep-18
APPLICATION Page : 1 of 1

1. APPLICATION
This Line management plan is to be implemented in conjunction with Technical
manual Annex 5.
Regulation/guidance mention in this plan for rigging, care, maintenance, inspection
and rejection of mooring can be superseded by stringent requirements established
by vessel owner, port, trading pattern or manufacturer.

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Rev No. : 0
Chapter – 02 Date : 07-Sep-18
GLOSSARY OF ROPE TERMS Page : 1 of 2

2. GLOSSARY OF ROPE TERMS

Ship Design MBL The minimum breaking load of new, dry mooring lines for which a ship’s mooring system is
designed, to meet OCIMF standard environmental criteria restraint requirements. The ship
design MBL is the core parameter against which all the other components of a ship’s
mooring system are sized and designed with defined tolerances

Line Design LDBF is the minimum force that a new, dry, spliced mooring line will break at when tested
Break Force - according to Mooring Equipment Guide. This is for all mooring line and tail materials
LDBF except those manufactured from nylon which is tested wet and spliced. This value is
declared by the manufacturer on each line’s mooring line certificate and is stated on a
manufacturer’s line data sheet. When selecting lines, the LDBF of a line shall be 100%–
105% of the ship design MBL

Working Load The maximum load that a mooring line should be subjected to in operational service,
Limit - WLL calculated from the standard environmental criteria. The WLL is expressed as a percentage
of ship design MBL and should be used as a limiting value in both ship design and
operational mooring analyses. During operation, the WLL should not be exceeded. Steel
wire ropes have a WLL of 55% of the ship design MBL and all other cordage (synthetic)
have a WLL of 50% of the ship design MBL.

Line LMP is used to manage the operation and retirement of mooring lines and tails. The LMP
Management also documents the requirements, assumptions and evaluation methods used in
plan- LMP determining the line retirement criteria. The LMP is specific to an operator, ship type, and
trade route; however, MEG4 gives general guidance on establishing a LMP

Breaking For cordage, the nominal force (or load) that would be expected to break or rupture a
Strength: single specimen in a tensile test conducted under a specified procedure. On a group of like
specimens, it may be expressed as an average or as a minimum based on statistical
analysis.

Degradation: The loss of desirable physical properties by a textile material due to some process of
physical/chemical phenomenon.

Dynamic load Any rapidly applied load that increases the load significantly above the normal static load
(for cordage): when lifting or suspending a weight. Any rapidly applied load to cordage that may change
its properties significantly when compared to slowly applied loads.

Fuzz Roughened up microfilaments emanating from yarn surface

(Surface):

Hockles:

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Rev No. : 0
Chapter – 02 Date : 07-Sep-18
GLOSSARY OF ROPE TERMS Page : 2 of 2

HMPE: High Modulus Polyethylene, a high strength, high modulus fibre. Trade names include
Dyneema and Spectra.

Laid ropes: Ropes made by twisting of three or more strands together with the twist direction opposite
that of the strands

LCAP: Liquid crystal aromatic polyester (not official abbreviation. A subcategory of LCP, liquid
crystal polymer.

Monofilament: A yarn consisting of one or more heavy, coarse, continuous filaments produced by the
extrusion of a polymeric material suitable for fibre production.

Multifilament: A yarn consisting of many fine continuous filaments produced by the spinning of a polymeric
material suitable for fibre production.

PA: Chem. abbreviation for polyamide or nylon.

PE: Chem. abbreviation for polyethylene.

PES, PET: Chem. abbreviations for polyester.

PP: Chem. abbreviation for polypropylene.

PPTA: Chem. abbreviation for aramid.

Polyamide: The common chemical name for nylon. This name is used in Europe.

Poly-Plus: Wall Industries trade name for a polyester-polypropylene rope.

POLYMER: A long chain molecule from which man-made fibres are derived; produced by linking
together molecular units called monomers.

Polyolefin: The chemical group which includes both polypropylene and polyethylene. This term might
refer to either of these fibres.

Spun: Yarns which are formed by twisting short fibres together in the same manner as was done
for natural fibres.

Staple: Short fibres, resembling the form of natural fibres, which are spun (twisted) together to
form a yarn.

YARN: A generic term for a continuous strand of textile fibres, filaments or material in a form
suitable for intertwining to form a textile structure via any one of a number of textile
processes.

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Rev No. : 1
Chapter – 03 Date : 15-May-22
MATERIAL OF SYNTHETIC ROPE Page : 1 of 3

3.1 MATERIAL OF SYNTHETIC ROPE

Generic fibre type Nylon Polyster Polypropylene Hmwpe Kevlar Technora

Bulk strength 1.0 0.9 TO 1.1 0.55 2.8 2.7 2.9
Weight 1.0 1.21 0.8 0.85 1.26 1.22
Working elastic 1.0 .60 0.8 0.10 0.10 0.10
elongation
Coefficient of 0.10 TO 0.12 TO 0.15 TO 0.22 0.08 0.10 TO 0.12 TO
friction 0.12 0.15 0.12 0.15
Melting point 460˚F 480˚F 330˚F 297˚F Chars at Chars at
800˚F 900˚F
Critical temperature 350˚F 350˚F 250˚F 150˚F 400˚F 450˚F
Specific gravity 1.14 1.38 0.91 0.97 1.44 1.39
Cold-flow (creep) in Negligible Negligible Negligible Negligible Negligible Negligible
mooring line use

Nylon
Dry Nylon rope is slightly stronger than polyester rope. However, moisture reduces
the strength of nylon fibre, and wet nylon rope has about the same strength as wet
polyester. Wet nylon rope loses strength much faster under cyclic loading than
polyester. Thus, a heavily used nylon rope will become weaker than a heavily used
polyester rope of the same size. Nylon is more elastic than any other material. When
broken in it will stretch 12% or more at MBL.
Polypropylene
Polypropylene rope has approximately the same elasticity as polyester rope but is
significantly weaker than either polyester or nylon. Polypropylene has a low melting
point and tends to fuse under high friction. It also has poor cyclic loading
characteristics. Lastly prolonged exposure to the sun ultraviolet rays can cause
polypropylene to disintegrate due to actinic degradation. Polypropylene is lighter than
water and can be used for floating messenger line. Otherwise, the use of
polypropylene for mooring is not permitted.
Polyethylene
Polyethylene is similar to polypropylene in appearance, however it is generally weaker
and is less resistant to abrasion. It has about the same elasticity as polypropylene.
Polyethylene rope is acceptable for floating messenger line provided they are
constructed from top quality fibres.

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Rev No. : 1
Chapter – 03 Date : 15-May-22
MATERIAL OF SYNTHETIC ROPE Page : 2 of 3

High Modulus Fibre Moorings Lines (HM)

Fibre Type Common Trade Names
Twaron
Kevlar
Aramid Technora
Heracorn
Aptek
LCP (Liquid
Crystal Polymer) Vectran
fibres
HMPE(High Dynema
Modulus
Polyethylene) Spectra

High Modulus (HM) Ropes have a strain of approximately 1% elongation at 30% of the
breaking load, which is approximately the same as wire rope. Therefore, HM ropes
present a much lower risk of “snap back” than conventional synthetic ropes.
Nevertheless, when fitted with pennants “snap back” remains a hazard.

3.2 ACCEPTABLE ROPE COMPOSITION

The use of 100% polypropylene ropes for moorings is not permitted. Modern
polypropylene mixture ropes contain a proportion of synthetic fibres such as polyester
and they have superior qualities to the traditional polypropylene rope.
Conventional mooring ropes should be of flexible construction and material such as 8
strand polyester/polyprop mix and should be buoyant. (Specific gravity < 1.0).
Irrespective of the type of mooring rope used, they shall meet MEG4 standard.

3.3 USE OF SNAP BACK ARRESTOR MOORINGS

All vessels shall use ‘snap back arrestor’ mooring ropes/tails instead of conventional
synthetic moorings.
Existing conventional mooring shall be replaced in phased manner on all vessels except
for:
a. Nylon ropes or tails **
b. Steel wire
c. High modulus rope

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Chapter – 03 Date : 15-May-22
MATERIAL OF SYNTHETIC ROPE Page : 3 of 3

**Nylon ropes or tails cannot be replaced by a snapback arrestor in phases. All nylon
moorings shall be replaced together as they can’t be used with other materials
concurrently.

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Rev No. : 2
Chapter – 04 Date : 09-Jan-19
LAYOUT Page : 1 of 3

4. LAYOUT
Reeling of mooring lines on winches
Band brakes are designed to work effectively (i.e. render) in only one direction and
this needs to be taken into account when reeling mooring lines onto drums. The
force exerted by the mooring line, when properly reeled, results in a reaction force
being applied to the deck structure. This force should be in an opposite direction to
that in the standard brake arrangement. Thus the mooring line shall be reeled so as
to render in the direction opposite to the direction of anchoring of brake
arrangement.
Correct method of reeling the mooring line on winches is shown in below mentioned
figures:

It is essential with some synthetic ropes, as with wire, that the first layer of turns on
the main winch reel 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.
Usage of Fibre Ropes
Mooring lines of the same size, type and material should be used for all leads so that
the strain property (elasticity) is similar and an equal share of the mooring forces are
taken by each mooring rope. Mooring lines should also be arranged so that all lines
in the same service are about the same length between the ship and the shore
bollard.
Laying of Mooring on winches under tension
When winches are fitted with split drums then adjustment of layers on the tension
drum should only be undertaken once all lines are fast.

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Rev No. : 2
Chapter – 04 Date : 09-Jan-19
LAYOUT Page : 2 of 3

Bad Practice: Line installed incorrectly on working (tension) side of winch drum. On
working side of winch, only single layer wrap of line shall be there. Working part of
line should come from end of wraps as shown below, not from the middle.

Good Practice: Line installed correctly on working side of winch drum. Single layer of
wraps on working side of drum. Working part of line coming from one side of wraps
as shown.
After making fast, mooring winch drum whose lines are under tension should be left
on brakes, out of gear to avoid damage to winch machinery.
Soft Ropes (Non-winch mounted)
All vessels shall carry number of soft rope as per trading pattern.

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Rev No. : 2
Chapter – 04 Date : 09-Jan-19
LAYOUT Page : 3 of 3

Good practice: The recommended method of turning a rope up on bitts is to take

two full turns around the leading post before taking minimum of 4 ‘figure-of-
eighting’ turns. The reason for this is to reduce the tendency to pull the two posts
together, whilst maintaining sufficient friction

Bad Practice: Taking of initial turns around full set of bits or no turning prior ‘figure
of eighting’.

Bad Practice: No turns prior ‘figure of eighting’

Fire Wire
Fire Wires must comply with OCIMF guidelines depending on vessel size. The SWL of
the Fire Wire should not exceed that of the mooring bitts on which they are secured.
Fire wire maintenance, inspection and retirement criteria is same as that of mooring
wire.

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Rev No. : 6
15-May-22
Chapter - 05 Date :
CARE, INSPECTIONS & RETIREMENT Page : 1 of 20

5. CARE, INSPECTIONS AND RETIREMENT

Overview of mooring procurement, care and maintenance

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Mooring Construction and Spare Tagging for Rope Care Retirement Inspection Scope of inspection Rigging & Use
rope material of rope required Identification criteria frequency
usage
Synthetic • Pure 2 Ropes. Each rope should • Ropes should not be • The rope has • Deployment • Deployment • Ropes should be
Mooring polypropylene be tagged with exposed to sharp edges more than two Inspection: Inspection: reeled on drum in
Rope rope not an exclusive and abrasion. splices within its Every use. Working length the direction that
permitted. Spare number for the If chokes or fairlead are length • Routine (mooring section enhances brake
Ropes with low rope shall identification getting grooved, then It • 25% of material Inspection: At supposed to be efficiency.
elastic / be and should be co may be necessary to grind is lost through or least every 3 under tension) of • When using a split
elongation inspected- related to its the chocks or cut in one or months or at ropes should be /tension drum, there
properties are d as per certificate. fairleads to make them more strands. lower interval checked for must always be a
recommended the smooth. Localised depending on obvious signs of single layer.
Records of any
for larger guidance • Avoid dirt, grit or rust reduction or wear deterioration, • Minimum number of
rope should
tankers as they given in particles. increase in management specially near the turns on tension
have a mention
limit the form OP-
of this number • Ropes should not have diameter is plan. wear zone of that drum as per maker’s
tanker’s 24 prior any kink. observed more Rope have rope. recommendation
on it (Rope can
movement at taking in
have same • Rope shall be brushed and than 5% splicing, shall • Routine inspection (vessel shall seek
the berth use.
number for cleaned prior storing • Localised area of be inspected as per form OP-24: guidance from maker
identification as • Storing has to be carried stiffness is at maximum Full length of line in this respect if
out in cool & ventilated observed 2month in service. Visual vessel doesn’t have it
• Mooring lines the winch on
should which it has dry space. Exposure to • Extensive area interval. external and available). Where
been reeled direct sunlight for of heat fusion is internal Inspection. maker’s guidance
preferably all
upon) prolonged period has to observed • Detailed cannot be attained, a
be of the same
be avoided. Covering the • Discolouration Inspection – • Detailed minimum of 8 turns
material and
rope by suitable means to caused by Every year inspection: As per shall be taken on
construction.
be considered. chemical under chief the form OP-24. tension drum.
• Length of rope • Avoid coming in contact contamination is Officer these include When winch design
with grease, chemicals, observed. a) Identification of with respect to
should be
paints and their fumes. rope by its label rope/wire in use,

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Mooring Construction and Spare Tagging for Rope Care Retirement Inspection Scope of inspection Rigging & Use
rope material of rope required Identification criteria frequency
usage
based on wear • Should not be stored • 5 years or if or permanent restrict to take
zone against hot surfaces rejection factor marking required number of
management • Should be stored on pallet based on above b) Inspection turns on tension
for that so that they do not come criteria reach throughout drum, then vessel
particular ship. in direct contact with 100% (which length to shall take maximum
deck. ever come first) identify area of possible tuns so that
• Synthetic • All rope to be washed focus. tension drum can
with fresh water after c) Check splicing have only single layer
mooring line
taken in use. d) Inspection for of mooring line
shall have Line
powdered fibre wrapped on it
Design
inside the rope throughout the stay
Breaking Force
strands. at berth.
(LDBF)100% -
e) Feel along the • Winch-mounted lines
105% of Ship
length of the should be turned
design MBL
rope, inspect end-to-end after
for: about 2.5 years (+/-6
- Abrasion months) to
- Glossy or distribute wear,
glazed areas unless inspection
- Inconsistent dictates shorter
diameter. schedule.
- Discoloration
• Damage areas as
- Inconsistencies
mention in
in texture and
retirement criteria
stiffness
can be cut and re

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Mooring Construction and Spare Tagging for Rope Care Retirement Inspection Scope of inspection Rigging & Use
rope material of rope required Identification criteria frequency
usage
spliced if length of
rope is sufficient.
Consider purchasing
of longer rope to
ensure sufficient
length of rope
available after
cropping.
• Ropes experiencing
wear at localized
location should either
be turn end to end or
interchanged with
another rope which
was reeled on
different mooring
machinery or used as
soft rope previously;
But in any case,
should have rejection
factor less than 50%.

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15-May-22
Chapter - 05 Date :
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Mooring Construction and Spare Tagging for Rope Care Retirement Inspection Scope of inspection Rigging & Use
rope material of rope required Identification criteria frequency
usage
HMPE or Spare 2 Each rope should • The ropes must not come • 14% of material • Deployment • Deployment • Rope should not be
HMSF • Construction rope be tagged with into contact with anti-skid is lost through Inspection: Inspection: used on warping
rope and material of an exclusive paint, either on deck or abrasion. Every use. Working length drum
ropes shall be number for the on the winch. • Localised (mooring section • Rope should always
as per yard Spare identification • Knot to be avoided on reduction or • Routine supposed to be be use with mooring
instructions rope shall and should be co HMPE rope. Splicing if at increase in Inspection: At under tension) of tails.
be related to its all has to be carried out, diameter is least every 3 ropes should be • A split or tension
inspected- certificate. then it should be in observed. months or at checked for drum should be used
• Mooring lines d as per
Records of any accordance with • Localised area of lower interval obvious signs of wherever possible to
should the manufacturer instruction. stiffness is depending on deterioration, avoid burying down.
rope should
preferably be of guidance
have a mention • All the contact surface like observed. wear specially near the • When using a split
the same given in
of this number pedestal roller, fairleads • Extensive area management wear zone of that /tension drum, there
material and form OP- are to be well polished of heat fusion is plan rope. must always be a
on it (Rope can
construction. 24 prior
have same and should be free of any observed. • Routine inspection single layer.
taking in
number for kind of abrasion. • Discolouration • Detailed as OP-24: Full • Minimum number of
• HMPE mooring use.
identification as • Avoid twist and kinks in caused by Inspection – length of line in turns on tension
line shall have the rope. Sharp angles chemical Every year service. Visual drum as per maker’s
the winch on
Line Design which it has and knots can decrease contamination is under chief external and recommendation
Breaking Force been reeled the rope by breaking observed. Officer internal Inspection. (vessel shall seek
(LDBF)100% - upon) strength by further 30% • 10 years or if Rope section which guidance from maker
105% of Ship • Wire ropes must never be rejection factor has identified in this respect if
design MBL used in fairleads that the based on above stiffness along its vessel doesn’t have it
HM ropes are used in. criteria reach length should be available). Where
• Split drum cheek plate 100% (which massaged to maker’s guidance
opening must be ever come first). remove the cannot be attained, a
inspected regularly for stiffness and minimum of 8 turns

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Mooring Construction and Spare Tagging for Rope Care Retirement Inspection Scope of inspection Rigging & Use
rope material of rope required Identification criteria frequency
usage
damage and effective restore elasticity in shall be taken on
repairs undertaken before that section. tension drum.
sharp edges damage the When winch design
HM ropes. • Detailed inspection with respect to
• When operating with as per OP-24: rope/wire in use,
Jacketed mooring lines, a) Identification restrict to take
any damage to the jacket of rope by its required number of
must be repaired as soon label or turns on tension
as possible to avoid permanent drum, then vessel
degradation of the rope. marking shall take maximum
• Comparison of Bending: b) Inspection possible tuns so that
Any sharp bend in a rope throughout tension drum can
under load decreases its length to have only single layer
strength substantially and identify area of mooring line
may cause premature of focus. wrapped on it
damage and failure. c) Inspection for throughout the stay
• Chemical Exposure: Rope powdered at berth.
is subject to damage by fibre inside • Ropes should be turn
chemicals and exposure the rope end to end every 5
must be avoided. strands. years (+/- 6 months)
• Overheating: Ropes must d) Feel along the years depending
not be allowed to rub length of the upon wear or if
together under tension or rope, inspect inspection require it
move relative to one for: to do so at shorter
another. Enough heat to - Abrasion interval. Also, springs
melt the fibres can build should be changed

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Mooring Construction and Spare Tagging for Rope Care Retirement Inspection Scope of inspection Rigging & Use
rope material of rope required Identification criteria frequency
usage
up and cause the rope to - Glossy or every 2.5 years from
fail without warning. glazed areas other winches where
Always be aware of areas - Inconsistent reeled on rope has
of heat build-up and take diameter not been used before
steps to minimize it. - Discoloration as springs line.
Ropes must not meet a - Inconsistency • Ropes experiencing
steam line or any other in texture and wear at localized
hot surfaces. stiffness position should either
• Ropes on winches must be turn end to end or
be covered when not in e) For jacketed interchanged with
use and spare ropes rope another rope which
should be stored in a inspection has was reeled on
clean, dry area, out of to be made for different mooring
direct sunlight, and away - Bulging machinery; But in any
from extreme heat. Ropes - Herniation case, should have
should be kept off the - Difference in rejection factor less
floor on racks to provide rope than 50%.
ventilation underneath. diameter
• For wear management along its
ALSO REFER TO QHSE
each HMPE rope should length.
CIRCULAR 035/2017
have cover for chafing - Damage to
For care and inspection
protection on the length jacket
of HMPE Ropes.
of the rope where it is
expected to be contact
with fairlead, pedestal
roller under tension. This

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Mooring Construction and Spare Tagging for Rope Care Retirement Inspection Scope of inspection Rigging & Use
rope material of rope required Identification criteria frequency
usage
can be substituted by ALSO REFER TO
covering of contact QHSE CIRCULAR
surface itself by chafing 035/2017 For care
protection material. and inspection of
• Splicing of HMPE rope is HMPE Ropes.
not allowed

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Mooring Construction and Spare Tagging for Rope Care Retirement Inspection Scope of inspection Rigging & Use
rope material of rope required Identification criteria frequency
usage
Mooring • Moderate to 2 tail Each rope tail • Ropes tails should not be • 25% of material • Deployment • Deployment • Mooring tail should
tails high elasticity is ropes should be tagged exposed to sharp edges is lost through Inspection: Inspection: be attached with
suitable for the with an exclusive and abrasion. abrasion. Every use. Working length of mooring wire either
Spare Tail
manufacture of
rope shall
number for the • If chokes or fairlead are • Localised rope tails should with certified mandal
Tails. Materials
be
identification getting grooved, then It reduction or • Routine be checked for or tonsberg shackle.
include and should be co may be necessary to grind increase in Inspection: At obvious signs of Such shackle have
inspected
polyester, related to its the chocks or diameter is least every 3 deterioration. SWL greater than
as per the
polyester/polyo
guidance
certificate. • fairleads to make them observed. months. • Routine inspection WLL of the mooring
lefin
given in Records of any smooth. • Localised area of as per form OP-24: system. Also Shackle
composites,
form OP- rope should • Avoid dirt, grit or rust stiffness is • Detailed Full length of line shall have safety
and Polyamide. particles. observed. Inspection: in service. Visual factor of at least
24 prior have a mention
• Synthetic tails taking in of this number • Rope tails shall be • Extensive area of Every year external and 3(Breaking load /
should have an brushed and cleaned prior heat fusion is under chief internal Inspection. SWL)
use. on it (Tail Rope
tail design can have same storing observed. Officer • Detailed
breaking force 1 new
number for • Storing has to be carried • Discolouration inspection: As per • Cow hitch should be
(TDBF)125% - joining out in cool & ventilated caused by the form OP-24. use to attach mooring
identification as
130% of Ship shackle dry space. Exposure to chemical These include tail with HMPE rope.
the winch on
design MBL which it has direct sunlight for contamination is a) Identification
• Mooring tails been reeled prolonged period has to observed. of rope by its
should upon). be avoided. Covering the • if number of label or
preferably be of rope tails by suitable hours in use permanent
the same means to be considered. exceed 2000 marking
material and • Avoid coming in contact hours or b) Inspection
construction. with grease, chemicals, rejection factor throughout
paints and their fumes. reach 100% length to

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15-May-22
Chapter - 05 Date :
CARE, INSPECTIONS & RETIREMENT Page : 10 of 20

Mooring Construction and Spare Tagging for Rope Care Retirement Inspection Scope of inspection Rigging & Use
rope material of rope required Identification criteria frequency
usage
• Should not be stored (which ever identify area
against hot surfaces. come first) of focus.
• Should be stored on pallet c) Inspection for
so that they do not come powdered
in direct contact with fibre inside
deck. the rope
• All rope tails to be washed strands.
with fresh water after d) Feel along the
taken in use. length of the
• Splicing of mooring tails is rope, inspect
prohibited. for:
- Abrasion
- Glossy or
glazed areas
- Inconsistent
diameter
- Discoloration
- Inconsistencies
in texture and
stiffness
PLEASE NOTE: IT IS RECOMMENDED FOR A VESSEL TO USE 22MTR LEGNTH TAIL OF PLOYAMIDE MATERIAL WHEN VISITING BERTHS WHERE WAVE HEIGHT IS EXPECTED TO BE 2 METER
OR MORE.

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15-May-22
Chapter - 05 Date :
CARE, INSPECTIONS & RETIREMENT Page : 11 of 20

Mooring Construction and Spare Tagging for Rope Care Retirement Inspection Scope of inspection Rigging & Use
rope material of rope required Identification criteria frequency
usage
Mooring • As per the 2 Wire • Each Wire • The line should be • Two or more • Deployment • Deployment • Wire ropes should be
manufacturer ropes rope should be lubricated every three valley breaks are Inspection: Inspection: Visual reeled on drum in the
Wires
recommendatio tagged with an months to prevent found in one lay Every use. Inspection of direction that
Spare
ns
wire shall
exclusive surface rust formation, length. • Routine working length, enhances brake
• Mooring wires be
number for with particular attention (Valley is the Inspection: specially near the efficiency.
should the to the outboard end of space between Every 3 wear zone of that • When using a split
inspected-
preferably be of identification wire. Lubricants for two adjacent months along rope. /tension drum, there
d as per
the same and should be mooring wires should be strands & The with must always be a
the
material and guidance
co related to of an environmentally length of one lubrication • Routine inspection: single layer.
construction.
given in
its certificate. suitable type (to avoid rope lay is PM or at Full length of line • Minimum number of
sheen on port waters) and approximately lower interval in service. Visual turns on tension
form OP-
• Mooring wire 24 prior Records of any
should not be mixed with equivalent to 6 x depending on external and drum as per maker’s
shall have Line other lubricants. d where ‘d’ is wear internal Inspection. recommendation
taking in wire rope should
Design • Eye at both end should be the nominal management (vessel shall seek
use. have a mention
Breaking Force maintained in good rope diameter) plan • Detailed Inspection guidance from maker
of this number
(LDBF)100% - condition so that they can • The number of • Detailed to be carried out as in this respect if
on it(Wire Rope
105% of Ship be turn end to end visible broken inspection: per form OP-24 vessel doesn’t have it
can have same
design MBL whenever required. wires found in a Chief Officer should include: available).
number for
• If broken wires are rope is more to carry out a) Particular Where maker’s
identification as
observed during than 4 over a thorough attention should guidance cannot be
the winch on
inspection, then they length of 6d or 8 inspection on be paid to sections attained, a minimum
which it has
should be removed by over a length of entire length that are subject to of 8 turns shall be
been reeled
bending them backwards 30d, ‘d’ being of wire rope deterioration (i.e. taken on tension
upon).
and forwards using a pair the nominal at least every at the termination drum.
of pliers until they break diameter of the six months. of the mechanical When winch design
deep in the valley rope. splice; at the eyes; with respect to

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15-May-22
Chapter - 05 Date :
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Mooring Construction and Spare Tagging for Rope Care Retirement Inspection Scope of inspection Rigging & Use
rope material of rope required Identification criteria frequency
usage
between two outer • When excessive at areas, prone to rope/wire in use,
strands. broken wires are chafing at restrict to take
• Avoid any kink in the wire observed at, or fairleads). required number of
rope. adjacent to, the b) Particular attention turns on tension
• Coil /Uncoil the wire rope termination. should also be paid drum, then vessel
in the direction depending • Broken wires are to any localised shall take maximum
upon the direction of their very close area that exhibits possible tuns so that
lay. together, dryness or tension drum can
• A man-made splice is not constituting a denaturing of have only single layer
permitted. However, in localised lubrication. of mooring line
emergency it can be grouping of such c) Inspection should wrapped on it
allowed only until such breaks even if identify excessive throughout the stay
time that the wire can be broken wires do wear, broken at berth.
replaced. All splices not exceed more wires, distortion, • Mooring wires should
should contain at least 6 than 4 over a and corrosion. be changed end-for-
tucks and should include a length of 6d or 8 d) Inspection should end during shipyard
locking tuck. over a length of include the repair periods / 3.5
In such cases it must be 30d. anchoring of the years (or sooner if the
assumed that the MBL has • A complete rope at the drum condition of the wire
reduced by 15% strand fracture end and its requires).
occurs. integrity. • Vessel should also
• If the rope e) Following Record rotate the mooring
diameter should be wires to different
decreases by maintained for winches (or) locations
10%. Decrease in each rope along with end-to-
end changes. This will

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15-May-22
Chapter - 05 Date :
CARE, INSPECTIONS & RETIREMENT Page : 13 of 20

Mooring Construction and Spare Tagging for Rope Care Retirement Inspection Scope of inspection Rigging & Use
rope material of rope required Identification criteria frequency
usage
diameter could - Details of broken help shift the contact
be caused by wires in relation to points so as to
Internal wear their number and minimize the
and wire position in the localized fatigue and
indentation rope. damage caused by
• Internal wear - Any defects common line routing
caused by observed with the & deployment
friction between wire rope. process.
individual - Any corrective
strands & wires measure / action
in the rope that has been
• Fracture of a taken to rectify
steel core defects observed.
• Wire slackness
observed
coupled with
corrosion of the
outer surface
• It can be
confirmed that
severe internal
corrosion has
taken place
following an
internal
examination

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15-May-22
Chapter - 05 Date :
CARE, INSPECTIONS & RETIREMENT Page : 14 of 20

Mooring Construction and Spare Tagging for Rope Care Retirement Inspection Scope of inspection Rigging & Use
rope material of rope required Identification criteria frequency
usage
• Wire appears to
be visibly
distorted in form
of lantern or
basket.
• Protrusion of the
core between
the outer
strands.
• Wire protrusion
(wires or group
of wires rise up
in the form of
loops)
• Localised
increase in
diameter of rope
by 5% or more
than the
nominal
diameter.
• Kink or
tightened loop.
• Severe bend.
• 7 years or
Rejection factor

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15-May-22
Chapter - 05 Date :
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Mooring Construction and Spare Tagging for Rope Care Retirement Inspection Scope of inspection Rigging & Use
rope material of rope required Identification criteria frequency
usage
based on above
criteria reach
100% (which
ever come first).
PLEASE NOTE: Fire Wire shall have same construction, tagging, wire care, retirement criteria, inspection frequency and scope of inspection as that of mooring wire.

Mooring • Minimum 11- One • Each Wire • The line should be • 7 years from first • Deployment • Deployment • On spring mooring
wire meter-long wire unused rope should be lubricated every three use or when Inspection: Inspection: Visual lines, Mandal
pennant pennant to be wire tagged with an months to prevent rejection factor Every use. Inspection of shackle must be
for STS used pennant exclusive surface rust formation, (for any of wire • Routine working length, used to connect
mooring • Thickness, with number for with particular attention pennant or Inspection: specially near the ‘wire pennant’ with
construction grommet the to the outboard end of grommet loop) Every 3 wear zone of that ‘synthetic tail’ in
and material of loop identification wire. Lubricants for as per condition months along rope. manner to have
wire pennant and should be mooring wires should be verification with • Routine inspection: round end of
shall be similar co related to of an environmentally mooring form lubrication Full length of line shackle towards
to that of main its certificate suitable type (to avoid reach 100% PM or at in service. Visual service ship and
mooring wire sheen on port waters) and (which ever lower interval external and Tonsberg shackle
should not be mixed with come first) depending on internal Inspection. for connection
other lubricants. wear • Detailed Inspection between ‘mooring
• Eye at both end should be management to be carried out as wire’ and ‘synthetic
maintained in good plan per mooring tail’.
condition so that they can • Detailed condition • For all other
be turn end to end inspection: evaluation form, connection, either of
whenever required. Chief Officer that should Mandal or Tonsberg
• If broken wires are to carry out include: shackle can be used.
observed during thorough If vessel has HMPE

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Rev No. : 6
15-May-22
Chapter - 05 Date :
CARE, INSPECTIONS & RETIREMENT Page : 16 of 20

Mooring Construction and Spare Tagging for Rope Care Retirement Inspection Scope of inspection Rigging & Use
rope material of rope required Identification criteria frequency
usage
• TDBF (tail design inspection, then they inspection on f) Particular rope as their main
breaking force) should be removed by entire length attention should mooring lines, then
for wire pennant bending them backwards of wire rope be paid to sections synthetic tail rope
shall be as close and forwards using a pair at least every that are subject to must be connected
as possible but of pliers until they break six months. deterioration (i.e. using ‘Cow hitch’.
not less than deep in the valley at the termination
TDBF of between two outer of the mechanical
synthetic strands. splice; at the eyes;
mooring tail to • Avoid any kink in the wire at areas, prone to
which it is rope. chafing at
attached. fairleads).
g) Particular attention
should also be paid
to any localised
area that exhibits
dryness or
denaturing of
lubrication.
h) Inspection should
identify excessive
wear, broken
wires, distortion,
and corrosion.
i) Following Record
should be

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15-May-22
Chapter - 05 Date :
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Mooring Construction and Spare Tagging for Rope Care Retirement Inspection Scope of inspection Rigging & Use
rope material of rope required Identification criteria frequency
usage
maintained for
each rope
- Details of broken
wires in relation to
their number and
position in the
rope.
• Any defects
observed with the
wire rope.
Grommet • Construction One spare • Not required • Should not be exposed to • 7 years from first • Deployment • Deployment
loop for and material of sharp edges and abrasion. use or when Inspection: Inspection:
use with Grommet loop • Avoid contact with dirt, rejection factor Every use. checked for
mooring shall preferably grit or rust particles. grommet loop as • Routine obvious signs of
pennant be same as that • Storing has to be carried per mooring Inspection: deterioration.
of synthetic out in cool & ventilated condition Every 3 • Routine inspection
mooring tail eye dry space. Exposure to evaluation form months or at as per form
direct sunlight for reach 100% lower interval mooring evaluation
prolonged period has to (which ever come depending on of the form
be avoided. Covering the first). wear
rope loop by suitable management
means to be considered. plan
• Avoid coming in contact
with grease, chemicals,
paints and their fumes.

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15-May-22
Chapter - 05 Date :
CARE, INSPECTIONS & RETIREMENT Page : 18 of 20

Mooring Construction and Spare Tagging for Rope Care Retirement Inspection Scope of inspection Rigging & Use
rope material of rope required Identification criteria frequency
usage
• Should not be stored
against hot surfaces

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CHAPTER - 05 Date : 15-May-22
CARE, INSPECTIONS AND RETIREMENT Page : 19 of 20

Summary of Periodic & Quantity based Mooring Guidance

Synthetic Mooring HMPE Rope Rope Tail Wire rope
Rope
Spare 2 2 2 2
Required
Inspection • Deployment • Deployment • Deployment • Deployment
frequency Inspection: Every Inspection: Every Inspection: Every Inspection: Every
use. use. use. use.
• Routine Inspection: • Routine Inspection: • Routine Inspection: • Routine Inspection:
At least every 3 At least every 3 At least every 3 Every 3 months
months or at lower months or at lower months or at lower along with
interval depending interval depending interval depending lubrication plan
on wear on wear on wear maintenance or at
management plan management plan management plan lower interval
using OP 24 form using OP 24 form using OP 24 form depending on wear
• Detailed Inspection • Detailed Inspection • Detailed Inspection management plan
Every year by chief Every year by chief Every year by chief • Detailed
Officer using OP 24 Officer using OP 24 Officer using OP 24 inspection:Chief
form form form Officer to carry out
thorough
inspection on entire
length of wire rope
at least every six
months.
Retirement 5 years or if rejection 10 years or if If no. of hours in use 7 years or Rejection
Criteria factor based on rejection factor exceed 2000 hours or factor based on form
criteria mention in based on criteria rejection factor as OP 24 reach 100%
OP 24 form reach mention in OP 24 per OP 24 form reach (which ever come
100% (which ever form reach 100% 100% (which ever first).
come first) (which ever come come first)
first).
Turn End to Winch-mounted lines Ropes should be turn Mooring wires
End should be turned end to end every 5 should be changed
end-to-end after years (+/- 6 months) end-for-end during
about 2.5 years (+/-6 years depending shipyard repair
months) to upon wear or if periods / 3.5 years
distribute wear, inspection require it (or sooner if the
unless inspection to do so at shorter condition of the wire
dictates shorter interval. Also, springs requires).
schedule. should be changed
every 2.5 years from
other winches where
reeled on rope has
not been used
before as springs
line.

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CHAPTER - 05 Date : 15-May-22
CARE, INSPECTIONS AND RETIREMENT Page : 20 of 20

Mooring 1 year 1 year 1 year 1 year

winch brake
holding test

UNDERSTANDING OF INSPECTION TERMINOLOGY

Deployment inspection: Visual Inspection of working length, especially near the wear zone
of that mooring line (for wear zone guidance refer to chapter 6 of LMP).
I. Such inspection shall be carried out during or after laying out of rope for
mooring.
II. Inspection Worksheet from ‘form OP-24’ is not required to be used.
III. Competent person (Deck officers, experienced AB or Bosun) can conduct such
inspection.
Routine inspection: Inspection of full length of the mooring line in service (Mooring line in
service excludes the portion of the mooring line which are generally not been rolled out of
mooring winch). This include visual external and internal inspection.
I. Inspection are to be carried out every 3 months.
II. Inspection Worksheet from ‘form OP-24’ to be used for this inspection (except in
case of mooring wire).
III. Such inspection shall be carried out by chief officer.
IV. Separate inspection report (part of OP-24) for each synthetic mooring rope / tail
/ messenger shall be generated after the inspection.
Detailed inspection: this is similar to that of ‘routine inspection’ except in this type, full
length of mooring line is required to be inspected. This type of inspection also involves
visual external and internal inspection.
I. Inspection are to be carried out every 1 year (except in case of mooring wire = 6
months).
II. Inspection worksheet from ‘form op-24’ is supposed to be used for this
inspection.
III. Such inspection shall be carried out by chief officer.
IV. Separate inspection report for each synthetic mooring rope / mooring wire/ tail
/ messenger shall be generated after the inspection.

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Rev No. : 2
CHAPTER - 06 Date : 25-Mar-21
WEAR ZONE MANAGEMENT Page : 1 of 3

6. WEAR ZONE MANAGEMENT

All Type of mooring experience localised fatigue and damage cause by common line
routeing and deployment process. Eg: damage from loading cycles while routed
around pedestal rollers, local abrasion from contact with fairleads and rollers while
under tension. Location and extent of this damage may vary due to several factors
including:
a. Variability in trading pattern
b. Terminal layout and design
c. Mooring tail length and material
d. Environment condition
e. Laden or ballast ship
Following picture highlight some sections of rope which are susceptible to wear.
Length at which wear can take place vary from port to port depending upon the
length of mooring line used to the dolphin ashore.

• To manage wear zone effectively, each ship should check the layout of mooring
system and identify sections of each rope which are prone to operational
damage due to contact with pedestal rollers, bits or fairleads under tension.
• Consider purchasing rope of suitable length to allow sufficient residual length
after cropping and re-splicing of damage section.
• Ropes experiencing wear at localized location should either be turn end to end
or interchanged with another rope which was reeled on different mooring
machinery or used as soft rope previously; But in any case, should have rejection
factor less than 50%.
• Consider mooring length to cropped off the outward parts during service and
spliced by competent person. This will shift the wear zone outward.

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Rev No. : 2
CHAPTER - 06 Date : 25-Mar-21
WEAR ZONE MANAGEMENT Page : 2 of 3

• Portion of rope which has reached rejection factor=100% due to localized wear
should be cropped and send ashore for further testing in laboratory, if required.
• Also, if needed damage portion of parted rope need to be send ashore for
further testing.
• Vessel should rotate the mooring lines to different winches (or) locations along
with end-to-end changes. This will help to shift the contact points so as to
minimize the localized fatigue and damage caused by common line routing &
deployment process.
Best practices to avoid damage to mooring rope under tension.

Stainless Steel sheeting of fairlead to avoid chafing damage of synthetic mooring

ropes. Such arrangement must not be used when vessel is using mooring wire.

Sleeves of appropriate synthetic material as per manufacturer to avoid localized

wear. To use sleeve effectively, vessel should be aware of expected point of mooring
rope contact with fairlead, beforehand.
Similar to rope sleeves, grommet loop used in STS operation at the end of tail rope
shall also be covered with synthetic sleeve to reduce abrasion.

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Rev No. : 2
CHAPTER - 06 Date : 25-Mar-21
WEAR ZONE MANAGEMENT Page : 3 of 3

Covering of fairlead with synthetic material so that mooring rope under tension does
not come in contact with fairlead body directly.

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Rev No. : 1
CHAPTER - 07 Date : 09-Jan-19
RECORDS Page : 1 of 1

7. RECORDS
Every vessel should maintain a comprehensive record of the mooring equipment
onboard. All the certificates, inventories, inspection records, usage records,
acquisition form etc shall be filed in MSMPR folder 2 as per the guidance given in
‘Mooring system management plan’ part G.
Each record should have reference to the identification of rope.
Form ‘OP -24 Mooring record’ which has following sheets should be use for
recordkeeping.
• Mooring rope Inventory
• Mooring tail Inventory
• Mooring wire Inventory
• Mooring tail usage record (Newly added, to be filled after every mooring
operation)
• Mooring rope usage record (Newly added, to be filled after every mooring
operation)
• Mooring rope & tail inspection record
• Mooring wire inspection record
• Inventory of Miscellaneous ropes
• Mooring line acquisition form (Newly added, to be filled for new acquisition
of rope)
• Mooring tail acquisition form (Newly added, to be filled for new acquisition of
rope)
• Mooring winch brake test record
If a rope is moved from one winch to another or changed end to end, then it is
imperative that the same is recorded on the inventory.

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Rev No. : 0
CHAPTER - 08 Date : 07-Sep-18
REJECTION FACTOR OF MOORING ROPES / WIRES Page : 1 of 1

8. REJECTION FACTOR OF MOORING ROPES / WIRES

A frequent and thorough inspection program is required to ensure that a rope/wire
is removed from service before its strength is substantially reduced. The inspection
procedure is based on a system of points (rejection factors - RF) which are allocated
after each inspection of the rope.
There are areas of inspection, which are described below along with guidance on
what to look for and if applicable, when the rope should be rejected (RF = 100%). A
rejection factor percentage is assigned for each of these inspection areas and it is the
cumulative total sum of the rejection factors awarded that should be considered
when determining the action to be taken.
REJECTION FACTOR ACTION
Up to 40 % Rope/Wire fit for use
60 % Rope/wire fit for use but reduce period between
inspections.
80 % Discard required within a specified period. Check
availability of replacement Rope/Wire.
100 % Rejection.

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Rev No. : 1
CHAPTER - 09 Date : 15-May-22
INSPECTION CRITERIA FOR MOORING ROPE / TAIL Page : 1 of 2

9. INSPECTION CRITERIA FOR MOORING ROPE / TAIL

Vessels shall refer to inspection guidelines received from mooring manufacturers for
inspection of lines.
When inspection guidelines are not provided by mooring manufacturers, then the
vessel shall refer below guidelines to ascertain the rejection factor.
Following Contribute to 100 % Rejection factor
1. Broken Strands
> 25 % of fibres cut, fused or badly abraded in a single cross section (Consider crop &
splice)
2. Splices
> 2 joining splices on full length of rope. RF = 25% for each splice
3. Length
< 80% length of initial rope length (176m of a 220m rope). If required by any terminal,
minimum length required can be increased. (Ie ‘Port Hedland’ require minimum
length to be 200mtr).
4. Surface damage
• External Abrasion damage (Area 50% or more)
• Heavy surface fuzz-progressive
• Oil and Grease (Wash in mild detergent)
• Abrasion on inside radius of eye, with bulk of surface yarns or strands reduced
by 50% or more.
• Hockles that cannot be removed
• Exposure to chemicals
5. Thermal damage
• Melting or fusing affecting 10% or more of rope yarns in a cross section
• The rope shows hard, melted, flattened areas
• Exposure to excess temperature as specified for type of fibre.
6. Internal degradation (10 % of rope yarn)
Powdering between adjacent strand contact surfaces
7. For braided jacket ropes:
• Cover jacket is damaged. Determine core coverage and assess criticality of
coverage for particular application (core is undamaged).
• Core damage – pulled, cut, abraded, powdered, or melted strands
• Herniation - core pokes through cover (sheath) which cannot be massaged
back into original structure
Note: A Rope suspected of being shock loaded more than SWL should be condemned

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Rev No. : 1
CHAPTER - 09 Date : 15-May-22
INSPECTION CRITERIA FOR MOORING ROPE / TAIL Page : 2 of 2

8. Inconsistent Diameter (For HMPE rope)

9. Inconsistent Flexibility (For HMPE rope)

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Rev No. : 2
CHAPTER - 10 Date : 25-Mar-21
AID FOR SYNTHETIC FIBRE ROPE INSPECTION Page : 1 of 11

10. AID FOR SYNTHETIC FIBRE ROPE INSPECTION

Other than a maximum 60 month in service life for winch mounted NON-HM ropes,
there are no definitive rules for the discarding or retiring of mooring ropes. Ropes
should always be retired before their strength is reduced to a dangerously low level
where the rope is likely to break in service.
There are so many variables that affect rope life that only a continuous process of
examination, during and after each use by a competent person, will give them the
ability to retire the rope before it reaches a critical point.
Many factors affect the life of a rope in service and all must be taken into
consideration in assessing the remaining rope life. Factors such as Load History,
Abrasion, Bending Radius, Chemical Attack all need to be considered when assessing
retirement criteria.
ABRASION
When a rope is first put into service the outer filaments will quickly take on a furry
appearance. This is a normal occurrence as the surface filaments break due to slight
abrasion in service. This furry surface however acts to protect the underneath fibres
in the rope construction. This surface abrasion needs to be examined regularly to
ensure what is a normal occurrence is not mistaken for more serious damage being
caused to the rope by other means. A rope left lying in the water for instance will
suffer from water wash, this is where the action of the sea works the rope
continuously under very low load, which results in flex fatigue which also causes
fibre damage and furring. Another cause of abrasion can be from rust build up on
untreated surfaces.
Abrasion can also occur between strands and yarns in a rope and therefore a rope
should be opened, where this is practical, to inspect for internal wear. One of the
signs to look for is powdered fibre, which is indicative of internal wear and will
indicate a reduction in rope strength.
Volume Reduction

Left: Rope displaying original bulk.

Right: Rope displaying 25% strand volume reduction from abrasion – rope should be
retired from service

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Rev No. : 2
CHAPTER - 10 Date : 25-Mar-21
AID FOR SYNTHETIC FIBRE ROPE INSPECTION Page : 2 of 11

GLAZED AREAS
Ropes can be damaged by heat and on the surface, this is indicated by glazed areas
where the fibres have melted together. The strength loss can be much greater than
the surface appearance would indicate.
INCONSISTANT DIAMETER
Ropes should be inspected for inconsistency in diameter, which can be either
increases or reductions. With ropes which have separate core and sheath
constructions inconsistency in diameter can indicate internal damage from
overloading or shock loads and can indicate that a rope needs to be replaced.

Above: Rope exhibits fibre-set from compression. A slight sheen is visible. This is not
a permanent characteristic and can be eliminated by flexing the rope. This condition
should not be confused with glazed or melted fibre.
DISCOLOURATION
All ropes become dirty in use but patches of discolouration along a ropes length
need to be investigated to determine the cause as this could indicate chemical
contamination.
STIFFNESS
Localised areas of stiffness along a rope normally indicate that the rope has been
subjected to shock loads and the rope should be considered for retirement.
PULLED AND CUT STRANDS
Especially in Braid line (Double Braided) Ropes an occasional pulled or cut strand will
have very little detrimental effect on the strength of the rope. However, this damage
is usually caused by localised external forces, which very rarely damage only one
strand, and therefore the cumulative effect of the damage needs to be assessed.

Left: Rope displaying two original cut strands

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Rev No. : 2
CHAPTER - 10 Date : 25-Mar-21
AID FOR SYNTHETIC FIBRE ROPE INSPECTION Page : 3 of 11

Right: Rope displaying pulled strands. Such pulled strands should be worked back
into the rope
TEMPERATURE
Heat can be very detrimental to the strength of Man Made Fibre Ropes. Heat can be
the result of friction and the greater the friction then the higher the temperature
that can be achieved. High temperatures can be achieved when surging rope on
capstans or running over non-moving sheaves or rollers. Different rope constructions
and fibre types will have different coefficients of friction under new and used
conditions and this needs to be taken into account if heat build-up is a problem.
Never allow ropes under tension rub against one another as this can result in
excessive heat build-up and can cause ropes to fail. Never allow ropes to meet hot
surfaces or be in the vicinity of welding equipment, as these can be the cause of rope
failures.

Damage caused by excessive heat, which melted and fused the fibres. This area will
be extremely stiff. The melted areas must be cropped and the rope re-spliced or
rope must be retired.
UV DAMAGE
UV radiation (UVR) is strongest across the belt of the equator, shown in red in the
below infographic. A discolouration of rope material can be caused by UVR, but this
does not necessarily cause a loss in strength. Double-braided ropes would not be
affected by UVR but may lose some abrasion resistance. However long-term
exposure to high levels of UVR will cause damage to products.

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CHAPTER - 10 Date : 25-Mar-21
AID FOR SYNTHETIC FIBRE ROPE INSPECTION Page : 4 of 11

UVR has minimal impact of ropes greater than 24mm in diameter, as outer yarn is the
smallest part of the rope. Ropes with cover are not affected by UVR but may lose some
abrasion strength. UV radiation is very limited when ropes are submerged. Long-term
exposure to high levels of UVR will change the condition of a rope.
TWISTING
Induced twist may reduce a mooring
line's strength. Measures should be
taken to minimize Induced twist in a
deployed line. Such measures include
storing lines properly on their drums
and avoiding connecting lines with
tails of dissimilar constructions.

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Splices of Synthetic mooring rope

All splices and repairs should be made in strict accordance with the manufacturer’s
instructions and performed by a competent person.
Records of repair shall be reflected in the inspection report of respective line.
Man-made splice is not permitted for mooring wires. However, in emergency it can
be allowed only until such time that the wire can be replaced. All splices should
contain at least 6 tucks and should include a locking tuck.
Any splicing of mooring wire reduces wire MBL by 15%. This condition attributes to
additional 50 % rejection factor. Same shall be accounted while preparing of wire
inspection report.
Splicing of HMPE rope and mooring tail is not permitted.
Splices in used ropes should be examined for signs of wear. Particular attention
should be paid to strands which have slipped in the splice and tucks which have
become undone, as these will 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. Splices in double braid ropes should be
examined for any indications that the splice is deteriorating.

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Rev No. : 1
Chapter - 11 Date : 15-May-22
INSPECTION CRITERIA FOR MOORING WIRE Page : 1 of 2

11. INSPECTION CRITERIA FOR MOORING WIRE

Vessels shall refer to inspection guidelines received from mooring manufacturers for
inspection of lines.
When inspection guidelines are not provided by mooring manufacturers, then the
vessel shall refer below guidelines to ascertain the rejection factor.
A) Broken Wires
When a wire rope is inspected, the eye and selected sections along the length of the
wire should be checked for broken wires. There are two criteria established to
determine rejection factor. Identifying number of broken wire 1) 6 times the
diameter of wire, each broken wire constitutes 25% rejection factor. 2) In any length
of 30 times the Diameter, each broken wire constitutes 12.5% rejection factor.
B) Diameter Measurement
The wear on a wire is due to the application the wire is being used for or due to
environmental conditions, for example, 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.
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
nominal Diameter (D). For
Rejection Factor (RF) = 100 x (D-d)/n.
Here d= Measured diameter and n=Maximum allowable reduction in diameter.
Note: should a reduction of diameter be identified, then internal corrosion must be
suspected and investigated.
C) Deformation
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.
D) External Corrosion
This can be a major cause of rope deterioration and can be due to the hostile
operating environment and exposure to steam, water, corrosive fumes, etc. causing
contamination of lubricant by foreign matter and the products of fretting. Hot/cold
environments can aggravate the condition where dressing cannot be maintained.
External corrosion can normally be seen and assessed.

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During inspection the wire should be inspected along its length for evidence of
external corrosion.
E) Internal Corrosion and Deterioration
In line with the manufacturer’s guidelines, an internal inspection of the wire rope
must be carried out to ascertain the full condition of the wire. This area of the
inspection is rather difficult to quantify, as there are many degrees of corrosion.
Therefore, 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.

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Rev No. : 0
Chapter - 12 Date : 07-Sep-18
MESSENGERS Page : 1 of 1

12. MESSENGERS
For normal mooring/unmooring operations, including tug handling, the size,
construction and material of messengers used should normally be a least 28-32mm
diameter 8-stranded square line polypropylene, or as otherwise appropriate
considering the size and material of the vessel's moorings. Some submerged
(SWAMP) moorings, particularly those in deep water and at SBMs, require the use
of larger messengers up to 40 mm diameter. Such messengers are still to be of 8-
stranded polypropylene square line.
All messengers are to be thoroughly examined for signs of excessive wear and
localised damage and must be discarded if their condition is considered
unsatisfactory.
To avoid excessive exposure to ultra-violet radiation, messengers are to be stored
under cover as soon as safely practicable after mooring operations are completed.
As a standing requirement, all messengers are to be included in the inspection
schedule and inspected annually. This inspection is additional to the visual checks
made each time a messenger is used.
When slackening messengers on the warping drums of winches, often known as
“walking back on drum ends”, they must never be surged. Always slacken a
messenger on a warping drum by walking back in gear until slack. The surging of a
messenger can result in loss of control, cause snatching effect due to line stretch
and also damage the rope by burning. There is also increased risk to the safety of
crew by the sudden taking up of coils on the deck behind the seaman involved.
Prior to heaving up a messenger on a warping drum (drum end) there is nearly
always a requirement to pass, and then heave on a heaving line, in order for the
messenger to be passed to the warping drum in the first place. This operation
typically occurs when making fast a tug

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Rev No. : 3
Chapter - 13 Date : 25-Mar-21
TESTING OF MOORING WINCH BRAKES Page : 1 of 3

13. TESTING OF MOORING WINCH BRAKES

The brake is the heart of the mooring system, since the brake secures the drum and
thus the mooring line at the shipboard end. A further important function of the
brake is to act as a safety device in case the line load becomes excessive, by allowing
the line to shed its load before it breaks. Ideally, a brake should hold and render
within a very small range and, once it renders, should shed only enough load to bring
the line tension back to a safe level. Unfortunately, the widely used band brake with
screw application is only marginally satisfactory in fulfilling these requirements and
its operation requires special care. (Also refer to MSMP Chapter 8.1.1 Mooring winch
brakes)
Regardless of the brake type, mooring winch must be tested as per the below.
• Annual Brake holding test for all vessels shall be completed at interval not
exceeding 1 year.
• After completion of any modification
• After completion of any maintenance on the brake lining and assembly.
• Where there is evidence of premature brake slippage or related malfunction
• After installation of new mooring line on the mooring drum
Form OP-24 E shall be used to measure the thickness of brake band and hydraulic
pressure to test & adjust the brake settings. Certificates for Brake holding Test of
each winch are to be generated. Moreover, an increasing number of port authorities
require a vessel to provide winch brake rendering test certificates.
Based on observed thickness of mooring winch brake lining; form OP-24 E also
recommend ship staff to change the linings in accordance to maker’s & company
requirement.
The holding power of the brake is affected by the number of layers of wire on the
drum. The more the layers the lesser will be the BHC. The relationship of the BHC
reduction to the number of turns is given in the table below.

No of layers % Reduction of BHC

1 0%
2 12%
3 20%
4 27%
5 33%

Brake holding test should be conducted as per manufacturer instruction using

specified kit to ensure that brakes are set to render at 60% of ship design MBL.
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For Split winches the test must be conducted with a single layer of rope.
Each vessel must have its ship specific testing procedures and must be approved by
the superintendent.
Undivided drums have multiple layers of mooring ropes under tension. To set the
brake tightening condition, manufactures instruction on the number of turns to be
used must be referred to.
If there is no instruction from the manufacturer, then as per MEG4,3 layers of
mooring rope on the drum shall be considered.3rd layer under there refence means
that the drum has 2 full layers of the mooring line on the drum and line from the 3 rd
layer is under tension. (Refer to OP - 24 E Instructions)
During brake holding test, brake tightening limitation shall be determined
corresponding to load of 60% ship design MBL. The BHC of every winch must be
clearly marked on the side of the winch.
TEST KIT
A suitable test kit must be made available on board based on the manufacturer’s
recommendation. If not carried as part of ships’ equipment, it should be considered
making a brake testing kit available or arrange for testing to be carried out by
experienced contractors.

A typical kit will include a bracket with two holes (each approximately 36mm in
diameter), a hydraulic jack with a manometer and two bolts for connecting. The
bracket will be connected to the winch drum, and the hydraulic jack is to be placed
on the mooring winch’s foundation vertically to the bracket. It is very important to

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Chapter - 13 Date : 25-Mar-21
TESTING OF MOORING WINCH BRAKES Page : 3 of 3

place the equipment on the side where the brake’s foundation is supported, so that
the brake can maintain maximum capacity.
The test kit if available onboard, must be part of the vessel PMS and the Chief
Engineer is in charge of winch testing procedures.

MARKING OF THE SETTING.

The brake rendering capacity must be marked on each winch and indicator must be
designed so that the user does not tighten the brake beyond the tested value. The
indicators may vary depending on the winch design.
Few common examples

RECORD
• OP 24 E-Mooring Winch Test Record

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Rev No. : 1
Chapter - 14 Date : 15-May-22
PROCUREMENT OF ROPES Page : 1 of 1

14. PROCUREMENT OF ROPES

All procurement of mooring lines must be initiated by the vessel by completing the OP
24 C form. For types of ropes and their composition, also refer Line management Plan
Chapter 3.
1. The use of 100% polypropylene ropes for moorings is not permitted.
2. When ordering new mooring lines, the original size and Ship Design MBL should be
specified.
3. Following technical recommendations must comply.
• Line design Breaking force (LDBF) of a line shall be 100-105% of the Ship Design
MBL.
• Tail design break force(TDBF) of mooring tail shall be equal to 125 -130 % of
the Ship Design MBL.
4. For Chevron Chartered vessels, no lines with over 15% elongation at rated
breaking strength to be used for mooring purposes.
5. Vessel along with the purchase team shall acquire the following manufacturer
recommendations at the time of purchase of the mooring.
• Retirement criteria
• Inspection regime for mooring lines
• Recommendation for repairs
• Any special care that needs to be taken

RECORD
• OP-24 C: Mooring line & tail Acquisition form

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Rev No. : 3
Annex - 01 Date : 15-May-22
PORT / CHARTERER SPECIFIC MOORING REQUIREMENT Page : 1 of 6

ANNEX 01 PORT/CHARTERER SPECIFIC MOORING EQUIPMENT

MOORING REQUIREMENT AT BHP TERMINAL
The guidelines mentioned below are additional requirements for cape size and BHP
chartered bulk carriers. Therefore, they shall be read in conjunction with the Line
Management Plan and Mooring System Management Plan of the company.

Determining Ship designing minimum breaking load (SDMBL)

1. Efforts for obtaining SDMBL value for these vessels shall be made in the given order.

a. The shipyard.
b. Classification society using the EN number of mooring machinery.

Mooring fittings

2. Vessels having a deadweight greater or equal to 120000T must have:

a. One set of bitts and Panama lead/roller fairlead on the vessel’s aft deck at or near
the centreline. These bitts and fairleads must have a minimum SWL of 120 T.
b. Fairleads and bitts used for fastening tugs must have SWL of more than 85 T.

Mooring lines

3. Vessels having a deadweight greater or equal to 120000T must have LDBF (guaranteed
minimum breaking load) on all lines > 75 T. Port-specific requirements as per trading pattern
shall also be considered while purchasing rope. (eg: PDM terminal in Brazil require LDBF >
86 T)

4. Use of mooring wires is prohibited. If the use of mooring wire is of utmost necessity, seek
port permission.

5. The maximum diameter of the mooring line must not exceed 110mm.

6. The length of the mooring line in use shall not be less than 200mtr.

7. Ensure mooring lines are free of joints, knots, and splices.

8. Mooring lines shall not exceed a maximum duration of 5 years from the date stated in
each line certificate unless the vessel can demonstrate to BHP’s satisfaction that:

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a. Mooring lines are stowed and maintained according to the vessel’s mooring lines
management plan considering the weather (shipping seas, exposure to sunlight, air
humidity and free air circulation) and trade-related factors(penetration of iron ore cargo
residues in mooring lines, number of port operations, exposure to dynamic forces during
cargo operation),

or

b. Mooring lines manufacturers have certified the usage beyond 5 years from the certificate
date due to higher quality of mooring lines, and mooring lines are subject to
manufacturers’ systemic inspection & maintenance program.

I. The vessel had no mooring lines-related incidents or adverse feedback from

terminals or port officials in the last 12 months.
II. Material evidence (certificates, mooring lines management plan, maintenance
records, photographs, mooring line inventory, schematic drawing of the mooring
system) is available and verified by the BHP vetting officer during the vetting stage
of the nomination process.

9. Mooring lines on the vessel in the same service area (e.g. headlines, spring lines, breast
lines, and stern lines) must be uniform in all respects i.e. the same type of material,
diameter and have the same minimum breaking load (MBL) LDBF.

10. Mooring lines shall be turned/rotated end to end every 2.5 years from the time in first
use and records shall be maintained.

Mooring Tails

11. Tail ropes must be replaced when 2000 hrs usage is completed or rejection factor
reaches 100% or 24 months from the date of certificate, subject to the rope condition
assessed by BHP; whichever comes first.

12. Metal shackles are not accepted.

Mooring Winch Brake rendering test

13. Mooring winch brakes shall be set at 60% of the ship design MBL. For vessel having a
deadweight > 120K shall have brake rendering capacity more than 45 T.

14. Test kits used for the testing of brakes should be approved by the equipment
manufacturer, brake kits manufactured onboard should not be used.

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Annex - 01 Date : 15-May-22
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Mooring line and tail Maintenance

15. Contamination of the mooring is common on vessels engaged with the Iron Ore and coal
trade. Dirt and grit cause internal fibre abrasion in ropes that are in regular use. Periodical
inspection of mooring line and tail shall also include assessment of internal condition of
rope for possible abrasion due to the cargo residues.

16. Mooring line and tail should be cleaned after each port operation.

Additional Mooring practices

17. While berthing or unberthing movement, break off both anchors and keep ready for use.

18. Prepare chaffing protection sleeve on mooring line according to the expected
configuration.

19. Prepare polypropylene heaving lines and ensure they are free from added weight.

20. Mooring failures shall be reported in appropriate forms to authorities at the earliest.

21. Mooring lines shall not be secured on crucifixes or on to warping drums (drum ends).

Contamination of the lines is common in vessels engaged with the iron ore trade. Dirt and
grit cause internal fibre abrasion in ropes that are in regular use. Procedures for inspection
and assessing the internal condition of mooring lines should be enacted on vessels carrying
iron ore.

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Annex - 01 Date : 15-May-22
PORT / CHARTERER SPECIFIC MOORING REQUIREMENT Page : 4 of 6

MOORING LINE EVALUATION GUIDANCE FOR SINGLE BRAID ROPES

1.2.1 FOR SINGLE BRAID ROPES

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Annex - 01 Date : 15-May-22
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1.2.2 DOUBLE BRAIDED ROPE

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Annex - 01 Date : 15-May-22
PORT / CHARTERER SPECIFIC MOORING REQUIREMENT Page : 6 of 6

MOORING REQUIREMENT AT TRANSALPINE PIPELINE TERMINAL.

As per their mooring policy of the terminal following shall be complied:
• Maximum 2000 hours service for synthetic tails retirement (accurate ship's
log to be maintained),
• Ropes and mooring tails made by polyamide (ie nylon) or other synthetic
fibres having the elongation at breaking higher than 20% cannot be used at
terminal, Polyester (PES/PET) fibres are preferred.
• Every 30 months all wires end shall be cropped and mechanically re-spliced,
alternatively end to end change of wire is permitted.
• Mooring Wires end-to-end practice accepted one time only,
• Mounted wires shall be in use for maximum 90 months,
• High pressure greasing of mooring wire to be carried out and documented
evidence retained.
All the vessels who are scheduled for the terminals operated by ‘transalpine pipeline’
shall ensure above mention requirement are met to meet the terminal specific
requirement. Any non-compliance of requirement may lead to receiving of ‘Warning
letter’ and subsequently ‘Refusal’ of company vessels on further violation.
CHEVRON CHARTERED VESSEL REQUIREMENT
No lines with over 15% elongation at rated breaking strength to be used for mooring
purposes.

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