SIGNALS

ISSUE 10
APRIL 2007
www.nepia.com
SPECIAL
Special Edition of the Loss Prevention newsletter for North of England Members

Wire Ropes and Their Uses

Wires have for many years played an integral role in The scope of this special issue of Signals will cover
the daily operation and function of nearly every some of the specific demands on wire ropes used on
commercial vessel afloat. Applications will vary board and will address the inspection, maintenance,
according to vessel type and purpose. The use, care
certification and handling requirements of each.
and maintenance of wires should be included in
every vessel’s safety management system. However, Useful sources of reference, including international
accidents and incidents involving wires continue to conventions and standards, are provided on the
occur and the question arises as to why. back page.

Centre wire of strand

Wire Construction
Before discussing the use and maintenance of The strand pattern comprises various combinations
Complete strand of wire diameters arranged to give different
ship’s wires it is useful to understand how
wire construction is tailored towards different properties such as flexibility and fatigue, crush and
Wire rope core
applications. Wire rope is fabricated from strands of abrasion resistance. Generally, a small number of
large wires will be more abrasion resistant and less
precise individual wires. The configuration of the
fatigue resistant than a large number of small
wires and strands making up the wire rope is
wires. The strands are often made up from three
designed and manufactured to be able to work
standard wire arrangements known as Filler, Seale
together and move with respect to one another to and Warrington.
Wire construction Source: Certex ensure the rope has the flexibility necessary for
Filler (F) – Characterised by the small spacer
successful operation under tensile loading.
wires that lie in the gaps between strands of the
Outer wire Centre wire The wire material is carefully processed and drawn inner layer to help position and support the outer
from selected grades of steel to predetermined layer. They provide crush resistance and flexibility.
physical properties and sizes. A number of finished Seale (S) – Characterised by having equally
wires are then laid together helically in a uniform sized wires in the outer layer with the same number
geometric pattern to form a strand. The required of uniform but smaller sized wires in the inner layer
number of suitably fabricated strands are laid around a central core wire. The arrangement
symmetrically with a definite length of lay around a provides good abrasion resistance but less fatigue
Core wires core to form the finished wire rope. resistance.
Inner wire
In addition to properties such as material strength, Warrington (W) – Characterised by having one of
Cross section of 6x25 IWRC Source: Certex minimum breaking load and corrosion protection, its wire layers made up of an arrangement of
alternately large and small wires. This arrangement
wire rope is identified by its construction - typically,
provides good flexibility and strength but lesser
the number of strands in the rope and the number of
abrasion resistance.
wires in each strand. For example, a wire rope of
The notation WS, for example, is a blend of the
6 x 36 construction denotes a 6-strand rope, with
Warrington and Seale patterns. In a typical wire rope
each strand having 36 wires.
construction such as 6 x 36 WS-IWRC, combinations
The core running through the centre of the wire may of the three strand patterns are used because of the
be fibre, or of wire construction itself. For example, number of wires. Wire rope sizes could become too
crane wires on ships are commonly configured with large if only one of the three standard patterns were
an independent wire rope core (IWRC) or wire strand used. The outer layers of the strands have equally
core (WSC) as opposed to a fibre core (FC). sized wires whilst the layer underneath, has wires of
Identification numbering, such as 14/7 & 7/7/1, alternately large and small diameter.
refers to the respective arrangements of the strand Continued on page 2
and core wires’ construction.
6 x 36 WS-IWRC Source: N Thompson
Warrington Seale Wire

INSIDE: Page 3 Page 4 Page 5 Pages 6-7 Pages 8-9 Pages 10-11
ROUTINE DISCARD CRITERIA, ACCOMMODATION LIFEBOAT WIRES & PILOT HOIST WIRES & CARGO WIRES &
INSPECTION MAINTENANCE & RECORDS LADDER WIRES ELEVATOR WIRES MOORING WIRES LASHING WIRES
2 WIRE CONSTRUCTION

Wire construction (continued)

Wire rope lay might influence the design. These include the design
The helix or spiral of the wires and strands in a rope of the sheaves and drums, the shape of the groove
is known as the lay and there are several basic types. profiles and corresponding radius, the drum pitch,
and the angle of fleet – all of which have an effect
on rope performance.
Once the strength (referred to as minimum Wire rope on adjacent drum laps can cause
breaking force or minimum breaking load) has been point contact and accelerated wear.
determined, it is then necessary to consider which
Right hand regular lay
type of rope will be most suitable. For instance, does
it need to be rotation resistant, have a good fatigue
performance, or be able to withstand particular
types of abuse or arduous conditions?
Right hand Lang’s lay
Resistance to rotation Compacted outer strands will reduce abrasion
Some applications require use of a low rotation or through improved contact conditions.
rotation resistant rope. Examples would be lifeboat
fall wires, and main and auxiliary hoist crane wires. Resistance to wear Source: Certex
Left hand regular lay Such ropes are often referred to as multi-strand
ropes. Six or eight strand rope constructions are fine Resistance to abrasive wear
for low lifting heights or those with multiple falls Abrasive wear can take place between wire rope and
but the most common choice to minimise load sheave, and between wire rope and drum, but the
rotation on a single part system, block rotation, or greatest cause of abrasion is often through
Left hand Lang’s lay ‘cabling’ on a multi-part reeving system, are low ‘interference’ at the drum. If abrasion is determined
rotation ropes. to be a major factor in rope deterioration then a
When loaded, steel wire ropes generate ‘torque’ if wire rope with relatively large outer wires should
Regular (ordinary) lay – This denotes rope in which be selected.
both ends of a rope are fixed, or ‘turn’ if one end
the wires are twisted in one direction, and the is unrestrained. The torque or turn generated will A Lang’s lay structure, when the direction of lay of
strands in the opposite direction to form the rope. the wires in the outer strands is the same as that of
increase as the load applied increases, and the
The individual wires appear to run roughly parallel the outer strands in the rope, also has better wear
degree to which this happens will be influenced by
to the centre line of the rope. Due to the difference characteristics than a regular lay rope – when the
the construction of the rope. The tendency for any
in direction between the wires and strand, regular direction of lay of the wires in the outer strands is in
rope to turn will be greater as the height of
lay ropes are less likely to un-twist or kink. Regular the opposite direction to the lay of the outer strands
lift increases. In a multi-part reeving system, the
lay ropes are also less subject to failure from in the rope.
tendency for the rope to cable will increase as the
crushing and distortion because of the shorter
spacing between the parts of the rope decreases. Crush resistance ropes
length of exposed outer wires.
Selection of the correct rope will help to prevent In multi-layer coiling applications, where there is
Lang’s lay – This is the opposite to regular lay - the ‘cabling’ and rotation of the load. more than one layer of rope on the drum, it is
wires and strands spiral in the same direction and essential to install the rope with some back tension.
Some wires have been designed to minimise
appear to run at a diagonal to the centre line of the This should be between 2% and 10% of the
rope. Due to the longer length of exposed outer problems associated with cabling and load rotation.
minimum breaking force of the wire rope. If this is
wires, Lang’s lay ropes have greater flexibility and As a general rule, however, if a rotation resistant
not achieved, or in applications where high pressure
abrasion resistance than do regular lay ropes. rope is not needed, then it should not be used. A six
on the underlying rope is inevitable – such as a
Greater care, however, must be exercised in or eight strand rope will always be more robust and
boom hoist rope raising a boom from the horizontal
handling and spooling Lang’s lay ropes. These ropes better able to withstand excessive fleet angle and position – then severe crushing damage can be
are more likely to twist, kink and crush than regular abuse than their more complex counterparts. caused to the underlying layers. Use of a steel core
lay ropes. Fatigue resistance as opposed to a fibre core will help in this situation,
The rope’s fatigue resistance is also an important and for this reason steel core ropes are always
factor. Steel wire ropes will suffer from fatigue recommended for crane use. Additional resistance is
Regular lay is the most common form of wire rope
when working around a sheave or drum. The rate of offered by wires which have a high steel fill-factor
for cranes and usually furnished for all rope
deterioration is influenced by the number of sheaves and these ropes are also recommended for multi-
applications unless otherwise specified.
layer coiling operations where crushing on lower
in the system, the diameter of the sheaves and drum,
The lay-length is the linear distance a single strand layers is inevitable.
and the loading conditions. If fatigue resistance is
extends in making one complete turn around the It should also be noted that a Lang’s lay rope resists
an issue, then it is wise to select a rope containing
rope. Lay-length is measured in a straight line interference at the drum better than a regular lay.
small wires, such as 6 x 36 WS (14/7 & 7/7/1), as
parallel to the centre line of the rope, not by
opposed to a rope containing larger wires such as a Corrosion resistance ropes
following the path of the strand.
6 x 19 S (9/9/1), which is more resistant to wear. When the wire rope is to be used in a corrosive
Strength Additional resistance to fatigue can be achieved by environment – which applies broadly across the
The responsibility for determining the minimum selecting a wire rope with a smoother surface than marine environment – then a galvanized coating may
strength of a wire rope used in a given system rests standard rope. This improves rope to sheave contact be recommended, and where moisture can penetrate
with the manufacturer of the machine, appliance or leading to reduced wear on both rope and sheave. the rope and attack the core, plastic impregnation
lifting equipment. As part of this process, they An increased cross-sectional steel area and could be considered. In order to minimise the effects
should have taken into account any relevant improved inter-wire contact also ensures that the of corrosion, it is important to select a wire rope with
regulations or codes of practice governing the rope will operate with lower internal stress levels. a suitable manufacturing lubricant. This should be re-
design of the rope – often referred to as the This ultimately results in greater bending fatigue life applied regularly while the rope is in service.
coefficient of utilisation – and other factors that and long-term lower operating costs.
 ROUTINE INSPECTION 3

Routine Inspection
The time interval and extent of inspection and
maintenance for wires will vary depending
on their construction and use. These should be
documented by the manufacturer and incorporated
into the vessels planned maintenance system by a
responsible officer.
As part of a continuous process of inspection for
signs of general deterioration and damage, the
general condition of all wire rope should be
monitored on a daily basis when in use. All wires
should be subject to inspection by a responsible
person before work commences and on completion
of a wire rope’s work-cycle. This is of particular
Multi-strand rope that has parted due to internal corrosion Source: Certex
importance if shock-loading is thought to have
occurred during its operation.
legislation and the vessels Flag State. International will usually be sufficient and the procedure is the
When wire ropes are stored on drums, consideration
standard ISO 4309 “Cranes - Wire ropes - Care, same. Results must be recorded and compared to the
should be given to accessibility in order to determine
maintenance, installation, examination and discard“ discard criteria.
the timescale and logistics that will be involved
provides a framework for an examination and many
in carrying out an examination of their entire
of the considerations that are required when
length. Methods of examination should be included
determining how often they should be carried out. Its
with maintenance logs to assist those involved
scope includes deck, gantry, mobile, overhead and
with planning.
travelling cranes as well as derricks with both guyed
Although wires of six or eight strand construction and rigid bracing. The application of the wire and
hold up to 90% of their strength in their outer how often it is used, referred to as the number of
strands, it is the support provided by the core which work-cycles must also be taken into account.
maintains the wires efficiency and performance.
Internal examination is therefore a vital component Internal Examination
of any inspection regime and may be carried out by a Some specialized tools are required to carry out an
competent person on board who has received the internal examination, These include:
appropriate training. • A ‘T’ needle (a flat spike with rounded edges) or a
The diagram above, shows a multi-strand rope that modified screwdriver for displacing outer
has parted due to internal corrosion. The exterior strands to view the internal state of the core.
Internal examination Source: Certex
exhibited a minimum amount of corrosion, with no • Tape measure for measuring lay length.
broken wires and limited wear. The rope parted • Chalk/electricians tape for marking any areas Examining ropes running over sheaves
because the core had corroded to such a degree that that require further examination. The lengths of rope running over sheaves are the
it collapsed causing the outer strands to impinge on
• Cleaning materials (solvent) for removing debris most heavily worked parts of the rope and the
each other leading to a catastrophic wire failure.
or grease. examination should concentrate on these. The state
Periodic Examination • Cheese wire (to remove debris/foreign matter of the drum anchorage, the area immediately
By conducting frequent inspections and comparing from rope surface). adjacent to any termination and areas affected by
the condition of the wire with the previous set of heat damage should also be included.
• Pliers for the removal of protruding parts of any
results, a competent crew member can establish a The rope MUST NOT be under any tension during
broken wires.
rate of deterioration, this can then be used to this process.
programme planned maintenance and anticipate • Clamps (wood or steel).
wire replacement. Any change to the working cycle The examination should concentrate on evidence of
of the rope, including lifting heavier individual loads, broken wires, internal abrasion or friction, the degree
greatly accelerates the rate of fatigue damage to the of corrosion and internal lubrication.
wire. Inspection and maintenance programmes, To carry out an internal examination, attach the
including the frequency of inspection, must be clamps approximately 100mm - 200mm apart
modified to reflect this. Rate of occurrence of broken and contra-rotate to unlay strands. Care is required
wires is one of the measures used to determine the to ensure the strands are not moved to the point
condition of a wire. These are commonly referred to of causing permanent damage. The strands can
as the discard criteria. be manipulated with the probe to facilitate
Periodic examination should be carried out by a the examination.
competent person and will involve the complete Once the examination is complete, a dressing can be
length of wire rope. The detail of the examination applied and reverse torque used to re-bed strands
must conform to the statutory requirements of local onto the core. At a point of termination one clamp
Terminal internal examination Source: Certex
4 DISCARD CRITERIA / MAINTENANCE AND RECORDS

Discard Criteria
Stress, abrasion, bending, crushing and corrosion condition can lead to catastrophic wire failure
are the most common sources of damage to wires. and should result in the immediate removal of
However, rotation, vibration, cabling and elongation the wire from service.
may also occur under certain circumstances.
• External and internal corrosion – External
These can in extreme cases lead to catastrophic
corrosion is easier to detect than internal.
wire failure.
Discolouration will be accompanied by an
A detailed external examination should compare apparent slackness between wires, which is a
the wire against the discard criteria for each type of result of a reduction in the cross-sectional area
wire. These criteria are determined in consultation of the wire. Corrosion can rapidly accelerate
with the manufacturer and include: fatigue damage by causing surface deformation
• Number of broken wires – The number of which can lead to stress cracking.
permissible broken wires will depend on the Other discard criteria may include:
function of the wire and will include the rate of
• Heat damage.
breakage occurrence and grouping of broken
• Rate of permanent elongation.
wires. For example, a single layer 6 x 7 fibre core
wire rope used for a cargo wire should be discarded • Reduction in tensile strength.
if 2 or more wires are visibly broken in a length • Length of service.
equivalent to 6 diameters. • Number of life-cycles.
• Fractured strands – A strand that has completely • Broken wires at termination points. from service. Once broken wires have been
fractured will require the wire to be discarded. identified it is important that they be removed
• Reduction in diameter.
without further damage being done to the
• Decrease in elasticity – This can be quite In addition to these considerations a detailed wire or injury to crew. Pliers may be used to work
difficult to detect and it may be necessary to examination of the wire will be required if there has the broken wire back and forward until it
consult a wire specialist if it is suspected. been a prolonged period of inactivity or a change to breaks close to the strand. Non-destructive testing
Warning signs can include a reduction in the the characteristics of the loading and discharge will greatly assist wire inspection in applications
diameter of the rope, elongation of the lay pattern of the vessel. where there is an increased risk of internal
length, signs of compression between strands
Evidence of broken wires should trigger a more wire damage. In circumstances where non-
along with the appearance of fine brown powder,
aggressive inspection regime, grouping of broken destructive testing is employed, initial reference
and an increase in the stiffness of the wire. data must be determined as soon as possible after
strands may indicate inherent weakness in the work
Although broken strands may be absent from a procedure for the particular wire affected and the wires installation to allow subsequent
wire that has a reduction in elasticity this should be monitored closely if not removed comparisons to be made.

Maintenance and Records

The lifespan of any wire will depend to a great Examination records • Degree of abrasion.
extent on the way that it is maintained on Detailed records of examinations must be • Degree of corrosion.
board. The technical nature of wire manufacture maintained, this will allow those responsible to
demands that planned maintenance programmes • Degree of damage and deformation.
identify patterns of damage occurrence. This
be developed in collaboration with the • Location of Damage and an overall assessment
information can then be used in conjunction with
manufacturer before the wire is supplied to of wire condition.
the vessel. Where lubrication or dressing of the the anticipated cycles of work to determine
expected deterioration prior to the next scheduled The degree of deterioration may be assessed on a
wire is required this should be applied prior to
the wires installation on board and reapplied at inspection. On detecting damage which exceeds percentage basis:
pre-determined intervals determined by the that predicted in the maintenance records, a re- 20% = slight
manufacturer. Lubricants may need to be worked evaluation of the life expectancy of the wire will 40% = medium
into the core of the rope during application if they be required and this should be followed by
are to serve their intended purpose. 60% = high
an inspection of all other associated machinery
If cleaning of the wire is required before lubrication, in order to establish the source of the accel 80% = very high
care must be taken to ensure substances used are erated damage. International standard ISO 4309 100% = discard.
compatible with the components of the wire and contains examples of rope examination records
lubricants to be used.
Storage
for both individual inspections and running
Changes to operating practices and environmental records. Details should include: When not in use, wires should be stored in dry
conditions will require planned maintenance conditions or otherwise protected from chemicals
• Number of visible broken wires.
programmes to be flexible and anticipatory to ensure and substances that may harm their protective
the continued safe operation of wires on board. • Measurement of reduction in diameter. dressing or lead to corrosion.
 ACCOMMODATION LADDERS 5

Accommodation Ladders
Accommodation ladders are the most commonly Principal causes of damage
used means of access to ships. On vessels that have
• Corrosion – Storage on the main deck exposes
large freeboards, they may fulfil the role of general
the wire to high levels of salt water
access when in port and facilitate pilot boarding
contamination. The small diameter of wire
and disembarking at the beginning and end of
required limits the effectiveness of internal core
passage. They are generally located on the main
lubrication and weakens the wire’s resistance to
deck, constructed in a composite fashion with
corrosive damage.
collapsible hand rails and platform. This allows
them to be stored with minimum intrusion into deck • Abrasion – Damage often occurs as a result of
space when the vessel is on passage. pulley and sheave seizure, wires can be damaged
and kinked during rigging and dismantling. Poor
supervision of ladders landed on the quay may
result in bights of wire being exposed to quay
surface abrasion, contamination of lubricant Maintenance and inspection
and crush damage. An inspection by a responsible person should take
• Cutting in – This occurs when rope buries itself place prior to the preparation of the ladder for use
under tension in a wire that has been spooled and subsequent to dismantling. This should include
poorly underneath. If not monitored closely, this wires, all moving parts and points of attachment. The
can lead to jamming causing counter rotation, frequency of routine inspection and examination of
crushing and kink damage. the wire and associated equipment should be carried
• Crushing – Uneven spooling can result in out at a time interval which has been determined
crossed wires on the drum - under load this can appropriate by the Flag State administration and
The complex nature of this semi-permanent design result in crush damage. This may also occur to should reflect the frequency of use.
may cause problems. Removable stanchions and exposed wire which have become snagged or
If no guidance is provided by the Flag State it may
hinged components are often damaged by excessive nipped on the quayside.
be prudent to adopt, as a minimum, the frequency
wear during the rigging and dismantling process. • Fatigue – The rate of fatigue damage is of examination for the pilot hoist and at
Article 15 of International Labour Organization accelerated by frequent bending of the wire each survey for the ship’s Safety Equipment
(ILO) Convention 152 requires a vessel’s access to be while under load - tight nips round small Certificate. Storage on the main deck exposes the
“adequate, safe, properly installed and secure”. diameter pulleys and kinking damage during
ladder, wire and winching mechanism to the
However, the lack of specific guidance making rigging are examples. The rate of fatigue is
extremes of environmental damage. If possible, wire
reference to periodic inspection of accommodation accelerated by poor lubrication and exposure to
should be removed from winch drums before the
ladders in the existing regulations contained in corrosion damage.
vessel embarks on a long ocean voyage. If this
chapter 1 of the International Convention for the Care and handling is impractical, maintenance procedures should
Safety of Life at Sea (SOLAS) - regulations 7 and 8 - The complex nature of ladder construction requires incorporate particularly aggressive lubrication
may have inadvertently resulted in their exclusion that the rigging process be supervised by a regimes to compensate and suitable protective
from detailed planned maintenance regimes. responsible officer. During this process a careful coverings should be used when the ladder is not
Construction of accommodation inspection should be conducted to ensure each in use.
ladder wire component of the ladder is free from damage, fit for
Discard criteria should take account of the high
The stowage location of ladders on high freeboard purpose, secure and suitably lubricated. The
supervising officer should inspect the wire for signs levels of corrosion associated with this application.
vessels can require them to be lowered a significant
distance to the vessel’s shell door access. This can of damage and fatigue. Care should be taken to
require large amounts of wire to be spooled on ensure a suitable amount of back tension is applied
winch drums. Wire used for this purpose must be during spooling. This will reduce the likelihood of
compact, have a small diameter and be flexible jamming and crush damage when load is applied to
enough to rotate around the multiple sheave the winch.
configurations associated with these ladders. Most ladders are designed to rest on the quayside
Strands constructed of 36 wires give good flexibility and pivot at the point of attachment to the ship’s
while maintaining shape and geometry with an hull. This can result in a significant concentration of
independent wire rope core. This reduces the effect loading stress, often compounded by movement of
of compression and crush damage. the vessel on the berth. Supervision of the vessel’s
access can monitor the extent of this movement and
prevent the ladder becoming overloaded when large
groups are assembled waiting to board or disembark.
This is particularly important when the vessel is at
anchor and the ladder is entirely suspended from the
wire and davit arrangement. There have been a
number of fatal accidents under these
circumstances with suspension wires parting,
dropping ladders into the water. Signs indicating
maximum loading should be attached to the ladder
Cross section of 6 x 36 IWRC Source: Certex both at the top and bottom to advise on the capacity
accommodation ladder wire of the ladder at any one time.
6 LIFEBOAT WIRES

Lifeboat Wires
Lifeboat systems have been subject to a great deal
of scrutiny and investigation recently following
accidents during statutory drills and maintenance
procedures.
Several independent investigations have been Suspended lifeboat
carried out by Flag State administrations and other With the lifeboat in this position
organisations, including the UK Maritime and there is no load on the falls, so the
tricing pennants and davit arms
Coastguard Agency (MCA) and Marine Accident
support the entire weight of the
Investigation Branch (MAIB). Their conclusions lifeboat unaided.
concur that although causation may not be directly
linked to fall wire fatigue, its integral role in the
overall function of the system demands that those
involved with the maintenance, inspection and
operation of lifeboat systems fully understand the
complexity of the design and the contribution of
each component.
Tricing pennants, gripe wires and hanging-off Principal causes of damage moments and transfers unacceptable loads on to
pendants are subject to similar sources of fatigue • Corrosion – Persistent exposure to environmental both the davit arm and tricing pennant.
and misuse as fall wires and must not be overlooked extremes attacks the construction of fall wires. Maintenance and inspection
during inspection and maintenance programmes. This is compounded by restricted access to long
All lifeboat wires are required to be inspected
Tricing pennants in particular have been identified lengths of wire spooled on winch drums
weekly to ensure immediate readiness and monthly
by several research projects as being subjected to prohibiting penetrating dressing and lubrication.
to ensure they are maintained in good order. SOLAS
increasing levels of misuse by poorly supervised • Abrasion – Seized davit sheaves and poor rope chapter 3, regulation 20, requires wires to be turned
crew members who overload them during drills by leads will accelerate the extent of damage to the end-for-end at intervals not exceeding 30 months
lowering boats to a point where the weight of the larger number of exposed wires associated with and replaced at intervals not exceeding 5 years,
boat is mostly transferred from the fall wire to the this type of rope. subject to the condition of the wire. An alternative
tricing pennant. This dangerous practice can lead to
• Crushing – High freeboard vessels with a large arrangement removes the need for ‘end-for-ending’
slack fall wires, tricing pennant failure and the amount of fall wire can suffer from “cutting in” if wires are inspected frequently and renewed at
potential for the consequential failure of the entire during bad spooling with low back tension intervals not exceeding four years, subject to wire
davit structure. These risks highlight the importance resistance increasing the likelihood of crush condition.
of a responsible officer supervising all activities that damage. More detailed maintenance and servicing guidelines
involve movement of the boat and maintenance
• Jamming – Uneven movement of davits and fall than previously available have been promulgated by
activity conducted by ship’s crew. Robust risk
wires can lead to slack wire and bights forming the International Maritime Organization (IMO) in
assessment procedures must precede all
between sheaves, unchecked this can result in the annex to IMO circular MSC/Circ.1206. This
examination and maintenance work.
misalignment and slippage of the fall wire off the includes:
Construction sheave blocks jamming fall wires between
• Release gear, including testing procedures for on
Fall wires are required to be both flexible and stable sheave and davit structure.
load mechanism.
in order to withstand the shock-loading and Care and handling • Davit limit switches, sheaves and lubrication of
rotation that can be present during lowering and The accident investigations referred to earlier moving parts.
recovery, this requires a larger number of small established that many of the incidents associated
diameter wires within the structure of the rope. Fall • Winch power supply, controls and braking
with lifeboats involved falls, sheaves, blocks, tricing
wires may be certificated to remain in service for up arrangement.
pennants, and gripe arrangements.
to five years. Lubrication and the corrosion resistant On vessels that are exempt from the launching
Davit alignment relies on the precise tensioning of
quality of its construction are therefore very important. requirements specified in International Convention
fall wires. During lowering and recovery operations
for the Safety of Life at Sea (SOLAS) chapter III,
due diligence must be exercised to ensure even
spooling on winch drums. Smooth operation of the regulation 19, planned maintenance schedules
winch control is necessary to avoid sharp juddering should take account of periods of inactivity.
movement of the davits and boat. Sheaves are often Discussion with manufacturers should determine
set at angles other than vertical. Slippage of wire off suitable dressings and lubricants to reflect these
sheave blocks may result in the wire jamming time intervals.
between the sheave and cheek plate. Reports and records
Crew members should be made aware of the Detailed records of inspection and maintenance
dangers associated with lowering the boat to work must be maintained and signed by the
embarkation level beyond the point of weight maintenance company’s representative, ship’s
transfer from fall wire to tricing pennant. Larger master and those involved in conducting the
capacity lifeboats that are bowsed-in alongside the maintenance programme. When repairs and
vessel close to the davit head produce fall wire servicing have been completed a statement
angles that are increasingly removed from the confirming that lifeboat arrangements remain fit
Cross section of 34x7 IWRC Source: Certex vertical. This produces increasingly large horizontal for purpose should be issued by the manufacturer’s
low rotation steel core
lifeboat fall wire representative or individual certificated by them.
 ELEVATOR WIRES 7

Elevator Wires
Elevators, or lifts, have been used on merchant vessels
Number of Visible Broken Wires
for many years. The wires used to operate them are Single Layer Ropes with Fibre Core Operating in Cast Iron or Steel Sheaves
referred to as ‘hoist ropes’ and commonly have
either a fibre or steel core and are of 6 or 8 strand Replace ropes or examine within a
construction. Wires are normally ‘pre-formed’, specified period as stated by the Discard ropes immediately
which ensures that an individual wire that parts will competent person
not adversely change the geometry of the rope.
Condition Class 6 x 19 FC Class 8 x19 FC Class 6 x19 FC Class 8 x19 FC

Broken wires randomly More than 12 More than 15 More than 24 More than 30
distributed among the per rope lay* per rope lay* per rope lay* per rope lay*
outer strands

Broken wires More than 6 More than 8 More than 15 More than 10
predominating in one per rope lay* per rope lay* per rope lay* per rope lay*
or two outer strands
Cross section of 8x19 dual Source: Certex
Adjacent broken wires 4 4 More than 4 More than 4
tensile fibre or steel core in one outer strand
wire elevator wire

Both regular lay and Lang’s lay are used in hoist Valley breaks 1 per rope lay* 1 per rope lay* More than 1 More than 1
per rope lay* per rope lay*
rope construction. Each has quite different
advantages. Regular lay is easier to handle and will *The length of one rope lay is approximately equivalent to 6 x d
be more resilient to crushing damage. Lang’s lay, with ( where d is the nominal rope diameter )
external wires being exposed to a longer lay length
reduces wear more effectively than ordinary lay Table of discard criteria for suspension ropes, Source: Lift and Escalator
thus improving the wires’ fatigue life. Whichever governor ropes and compensating ropes Industry Association (LEIA)
construction method is selected, it is important
that it be maintained throughout the operation of in one of a pair of hoist ropes stretching slightly touch when the wire is well lubricated. If the finger
the elevator. more than the other, or travelling more quickly remains dry, the rope requires lubrication. Governor
The fibre core, which may be natural sisal or through the rope cycle. Without a compensation ropes should not be lubricated after installation.
synthetic polypropylene, is impregnated with mechanism in the lift operation this can lead to In addition to discard criteria applicable to all wire
lubricant during manufacture to ensure a gradual slippage on the sheave during use and affect the ropes, the following require particular attention:
release during the operation of the wire. This traction properties of the sheave and wire
facilitates mechanical movement between individual • Surface wear damage to exterior wires caused by
combination. Elastic stretch could commonly
wires during bending and also offers some protection sheave traction and slippage.
amount to about 6mm for every 10 metres of
against corrosion. Rate of lubricant release is • Inequality in tension between paired ropes.
travel, permanent stretch can account for as
critical, too quick and the wire will slip on the
much as 40mm per 10 metres of length when a • Excessive stretching, this can be monitored by
sheaves, too slow and abrasion damage will result.
wire is new, this is a symptom of ‘bedding in’ and the counterweight bottom over-run dimensions.
Combination wire construction utilises high tensile will occur very quickly. A further stretch by as
wire in the inner strands where their harder more • Inequality in wire diameter throughout the
much as 60mm per 10 metre length is not length of the rope.
brittle construction can be protected by softer more
uncommon over a number of years.
malleable low tensile strands on the exterior. • External evidence of internal fretting corrosion.
Whichever wire is selected its construction must be Maintenance and inspection In the absence of any national regulations or
compatible with the material used to manufacture Inspection intervals for hoist wires will be instructions from the equipment manufacturer the
the sheave configuration. dependant on local administration and Flag State above table provides a general guide to broken wire
Sets of lifting ropes must share identical properties regulation. Subject to the number of rope cycles, discard criteria.
throughout their length, particularly their stretch industry best practice recommends a careful
examination at six monthly intervals. The extensive A properly qualified competent person inspecting
characteristics under load. Manufacturers must
therefore ensure that pairs of rope are taken from bending which hoist ropes experience demands the wire must be aware of the possible increase in
the same production length. careful assessment of fatigue cracks on individual internal damage if operating sheaves are constructed
wire strands. Inspections should also include from material other than cast iron or steel.
Principal causes of damage
• Fatigue – Flexibility is a vital component in a termination points and the means of attachment to Care and handling
hoist rope, continual bending and compression the car and counterweight. Sheaves are designed to There is little handling of hoist ropes once installed,
over sheave blocks will permeate throughout the be softer than the wire and will shed slivers as a however they are vulnerable to damage from sharp
lifespan of the rope, which, depending on result of rope slippage. If present, the cause must be edges and corners during transportation and
working conditions is normally between 3 and 8 investigated thoroughly. shipping. Ropes must be protected from wet
years. ‘Metal fatigue’ will produce spontaneous High operating temperatures, traction, fast line damage, humidity and heat. Lubricants can soften
cracks that spread along the length of the wire speeds and small bending ratios all reduce the in strong sunlight and drip from the wires. The
until fracture. efficiency of lubrication. Additional lubrication method of unreeling must ensure there is no kink
• Abrasion – Insufficient lubricant will result in during the operational life of the wire will clean and damage and no contamination of the wire, pulling
excessive internal wear known as fretting maintain traction, penetrate into the wire assisting the rope over sharp edges during installation can
corrosion. Individual wires rub together to repel moisture and reduce abrasion damage. produce torque which can de-stabilise its structure.
producing an appearance similar to rust damage. Small amounts applied frequently will produce the Some manufacturers mark the rope to monitor the
This can lead to premature failure of the rope. best results. Lubricating compounds must be amount of twisting during installation, excessive
• Stretch – Slight discrepancies in diameter and approved by the manufacturers. Sheave grooves twisting can rapidly reduce the life expectancy of
elastic properties of a particular wire can result should exhibit a slight sponge like texture to the hoist wire and may require correction.
8 PILOT HOIST WIRES

Mechanical
Pilot Hoists
Pilot hoists were originally introduced to assist shell door accesses can result in the close proximity
Cross section of 6 x 36 IWRC mooring wire

pilots to board ships with large freeboards as an of crew to moving machinery, care should be
alternative to the accommodation and pilot ladder exercised to ensure hands are kept clear of fall wires
combination. Although pilots have sometimes and drums during all hoisting activity.
expressed reservations about their effectiveness, If a hoist is being used, it is a requirement that a
they are still in use and their safe operation is conventional pilot ladder be placed adjacent and
described in detail in International Maritime accessible so it is immediately available should the
Organization (IMO) Resolution A.889(21) - Pilot need arise.
Transfer Arrangements - adopted by the IMO in 1999.
Maintenance and inspection
Pilot hoists are sometimes semi-portable, in which
The International Convention for the Safety of Life
case they require careful assembly under close
at Sea (SOLAS) chapter 1, regulations 7 and 8,
supervision allowing sufficient time for rigging
require that pilot hoists be inspected at each annual
and testing before the vessel is due to arrive at the
or intermediate survey and at each renewal survey
pilot station.
for the ship’s Safety Equipment Certificate. This
Construction should be supplemented by on-board inspections by
Hoist wires are required to be made from flexible a responsible officer before and after each use and
Badly spooled corroded mooring wire
steel wire rope which is resistant to the corrosive examined at time intervals that both manufacturers
properties in the marine environment. Their and administrations consider appropriate. Analysis
construction will be very similar to that of of planned maintenance and discard criteria will
accommodation ladder wires as they are exposed to assist those on board in determining rate of fatigue
similar sources of damage and fatigue. and give an indication of permissible intervals
between examinations.

After installation an operating test of 10% overload

is required to the satisfaction of the administration.

Fall wire attachments to winch drums must be

inspected to ensure secure fastening and must be
able to support, hoist and lower a proof load of 2.2
times the operational capacity of the hoist. If
wastage and trimming of the hoist wires occur
during the life-span of the wire, great care must be
taken to ensure sufficient length remains to permit
Cross section of 6 x 36 Source: Certex
the maximum freeboard extension of the hoist
IWRC pilot hoist wire
while maintaining a minimum of three turns on the
winch drum. Corroded termination
Care and handling
Pilot hoists consist of a moveable pilot ladder Supervising officers are reminded of the importance
section hoisted or lowered from a suitable of checking the freedom of movement of the rollers
embarkation position. The necessity for two that are required to be fitted to the platform section
independent fall wires provides redundancy in the of the hoist. If these rollers seize it can increase the
event of one of the wires parting, however wires load on the hoist wire and accelerate the rate of
must be spooled carefully to maintain horizontal fatigue damage. Power failure safety mechanisms
separation on the winch drums. This ensures a and brake arrangements, should be tested during a
maximum resistance to twisting and improves the lowering cycle of the hoist at a distance of 5 metres
stability of the hoist during use, another frequent from the vessel’s access. In the event of power
concern of pilots. failure a manual method of recovery should be
Great care must be exercised during lifting and available and must be fitted in such a fashion that
lowering to ensure freedom of movement of all when it is engaged the power supply to the Poorly maintained roller leads
wires, sheaves and winch drums. Confined spaces at motorised winch is disengaged.
 MOORING WIRES 9

Mooring Wires
Wire failure continues to feature as a causative • Cutting in – This occurs when wire rope buries Maintenance and inspection
factor in accident investigations into incidents that itself under tension in a wire that has been Because of the exposed location of mooring wires
occur during mooring operations. These are almost spooled poorly underneath it causing counter and their vulnerability to fatigue damage, strict
always serious and sometimes fatal. Each mooring rotation during berthing and kink damage. If maintenance and lubrication schedules must be
operation requires careful planning to ensure that a undetected by crew members this will not only maintained to prevent corrosion. Wires should be
safe working environment for the crew can be seriously damage the wire and winch, but could removed from winch drums for detailed
maintained while reducing the most likely sources result in serious injury to the crew. examination at a time interval based on the
of fatigue and stress damage to the wire. • Crushing – This can seriously damage the manufacturer’s recommendations and the wire’s
Environmental exposure, abrasion damage and structure of the rope by separating strands discard criteria. The wire should be cleaned with
shock-loading all play a part in accelerating wire which will change the geometry of the rope products compatible with the wire, intended
fatigue. Significant loads can be experienced reducing the breaking strain significantly. lubricant and approved by the wire’s manufacturer.
unexpectedly during any berthing manoeuvre. • Abrasion – Some sources of abrasion damage During cleaning crew members must be aware of
Incidents of this type will frequently expose are unavoidable - stevedores repeatedly the possibility of broken wires and wear appropriate
weakness within the structure of the rope and dragging the wire over quayside knuckles will hand protection. Every broken wire detected should
accelerate fatigue to the point of wire failure. produce progressive wear in every mooring wire. be brought to the attention of the supervising
Designing a mooring wire with sufficiently robust Preventable abrasion damage occurs when a officer. Wire manufacturers will stipulate the
qualities to withstand these external forces can be wire is led through poorly maintained leads permissible maximum number of broken strands in
particularly challenging - often a technical solution which have become seized or have uneven a given wire length.
to one source of fatigue may not be compatible with corroded surfaces. A general rule of thumb for mooring wires would be
the requirements demanded by the application.
• Fatigue – The extent of a wire’s flexibility should breakage in 10% of the visible strands in any length
Maintenance regimes must therefore be designed
be discussed with the manufacturer prior to of wire equal to 8 diameters.
to maintain the flexibility and subsequent life span
purchase. Frequent excessive bending of the wire If this number is exceeded then the wire should be
of the wire, while inspection programmes should
while under load will produce fatigue damage, condemned and removed from service. Once
enable a ships crew to identify symptoms of fatigue
which will be accelerated if the wire is being cleaned and examined, damage to the wire must be
early in order to protect the crew from the
used beyond its design specification. Careful recorded in planned maintenance records and
consequences of wire failure.
consideration should be given to the compared to the manufacturers discard criteria and
Construction characteristics of the wire when old wire is being previous damage notes. This is also an ideal
Ropes that are constructed with wires of a larger replaced by new. Before ordering new wire those opportunity to inspect the end fitting of the wire to
diameter will be less vulnerable to corrosion responsible need to ensure that the diameter of the drum and check method of attachment. When
damage, This characteristic is also desirable for the roller leads and pedestal rollers on board are the responsible officer is satisfied with the wire’s
abrasion resistance properties. However too large a compatible with the construction of the wire and condition it can be treated with the approved
diameter of wire will produce a less flexible rope the manufacturer’s recommendations. lubricant and greased if required. Care must be
and reduce resistance to fatigue damage. taken to ensure that the lubricant penetrates
Compromise is therefore required to produce a wire
Care and handling
Handling of mooring wire ropes is a hazardous between the surface wires and into the central core
that can satisfy the demands of mooring operations of the rope. During re-spooling crew must ensure
activity and all those involved should receive
and also be suitably lubricated to protect it from sufficient back tension is maintained, this will not
appropriate instruction on the dangers and
corrosion. Wires that may be exposed to crushing only protect the wire from crushing damage but will
precautions required to reduce the risk of injury.
damage benefit from a wire core and equal lay help prevent cutting in and kink damage during
construction, this will produce a more robust shape Training should include the limitations of use and
future use.
that is less likely to deform under pressure. A typical possible causes and consequences of poor handling
and insufficient maintenance. Topics could include Routine external examination should be incorporated
mooring wire construction consists of six strands of
but not be limited to: into pre-arrival and departure checks in accordance
36 wires with an independent wire core (6x36
with the vessels safety management system:
IWRC). Mooring wires can be supplied from as little • Avoiding sharp angles in mooring arrangements.
as 10mm to over 100mm diameter. • All leads, rollers and contact surfaces must be
• Correct use of leads and pedestal rollers.
maintained to ensure they are kept smooth and
Resistance to shock-loading can be difficult for a • Avoiding snap-back zones. free from signs of corrosion; this will reduce
manufacturer to include in the design of a rope.
• Danger of broken strands. likely sources of abrasion damage.
Sometimes a length of nylon multiplait rope is fitted
at the working end of the mooring wire to absorb • Hazards of lubricants in contact with skin. • Pedestal and fairlead roller bearing surfaces
most of this shock. Fitting a nylon tail, which has a should be kept lubricated.
• Precautions required when working with single
lower breaking strain than the wire, also ensures drum, split drum and drum ends. • Maintenance of back tension during operation
that the cheaper and easier to replace tail, parts and spooling for inspection must be maintained.
• Wires stored on drums.
before the wire when accidental overloading • A more detailed examination should take place
Mooring operations are no different to any other
takes place. after any shock-loading or unusual event. Those
hazardous activity on board the vessel and require a
Principal causes of damage involved should compare the condition of the
risk assessment to be carried out as part of the
• Corrosion – This is a common cause of wire rope wire to the manufacturer’s recommended
briefing and preparation process. The mooring plan
failure. Mooring wires located on drums at the discard criteria and should check for signs of
should be discussed with all those who will be
extremities of the vessel can be subject to elongation and bird-caging.
involved to establish the most appropriate leads and
extensive environmental exposure. rollers to be used for each wire.
10 CARGO WIRES

Cargo Wires
Cargo wires are used in cranes, gantries and other
cargo lifting appliances. Similar wires will also be
used for other lifting operations such as stores
cranes and engine room gantries. The comments
apply to all such wires used in cargo and other lifting
operations.
Strength requirements of wire ropes are based on
the tensile forces imposed on them by the design of
the crane or lifting appliance with an appropriate
factor of safety. Applicable safety factors for the
wire ropes are set out in the design requirements for
cranes and other lifting appliances by various
classification societies and are primarily based on
the safe working load (SWL) of the equipment. For
ship’s cranes or other lifting appliances rated
between 20 and 60 tonnes (SWL), the required
breaking strength of the wire is of the order of four
to five times the maximum designed duty load in Probably the most common defect within wire rope Examples of wear are shown in the two figures on
service. This applies to hoisting and luffing wires, the in which cursory examination of a greased rope can the left. In one it can be seen by the naked eye that
forces in which alter depending upon the orientation often overlook is wear. This is shown by flattening of fracture of the wires has commenced due to
of the crane, jib and the dynamic influences during the round wire elements. Wear can be accelerated by excessive wear. The scanning electron microscope
operation. defective (non-rotating) sheaves with the rope photograph in the other shows two crack fronts
abrading around it or if the wire rope diameter is propagating from the flattened portion of the wire
Construction
larger than, and not matched, to the sheaves. Too through fatigue that ordinarily may not be visible to
The most common wire construction for wire ropes small diameter sheaves can also result in excessive the naked eye.
on ship’s cranes or lifting appliances is the ‘single bending of the rope. Eventually, flattening of the According to ISO 4309, a 7% reduction in nominal
layer’ wire rope corresponding, as the name wires reduces the load bearing cross-section of rope diameter warrants discard of the rope even if no
suggests, a single layer of strands helically wound individual wires, which can lead to wire fractures. wire breaks are visible.
around a core. Other types are manufactured such as Wear can also initiate fatigue. From a maintenance
‘rotation resistant’ or ‘multi-strand’ in which a Whichever guideline document is used to judge
and safety perspective of wire ropes, regular
number of layers of strands are contra-helically condition of a wire rope in use onboard a vessel, it is
inspection and lubrication of sheaves in accordance
wound to reduce the rotational tendency and torque important to realise that crane or lifting appliance
with the manufacturer’s instructions should
in the rope under tension. These ropes can also have wire ropes should be considered consumable items,
be followed.
‘compacted’ strands in which the individual wires which require frequent examination, assessment
are not round but shaped to provide a greater and maintenance.
surface area of contact with a sheave and thus Care and handling
reduce the contact pressure.
There is no set period for the expected lifetime of
Defects and damage ropes. However, in practice a survey cycle period of
International standard ISO 4309 provides a five years would be a typical maximum lifetime for
comprehensive listing of, and photographs, showing crane or lifting appliance wire ropes. Of course,
a number of defects that can occur on crane or depending on the duty of the crane or lifting
lifting appliance wire ropes. Obvious defects such as appliance and skill of operators, the hoist wire can be
kinks and basket deformation in which the external particularly prone to external abrasion or crushing
shape of the wire rope changes should be able to be Wire fracture caused Source: N Thompson damage. Such damage can occur in a single event
identified relatively quickly. External corrosion by excessive wear and possibly resulting in a relatively new wire to
should also be obvious during inspection. require renewal. A wire, similar to a chain, is only as
strong as its weakest point.
Wire ropes should be frequently checked closely for
other damage and defects, such as indications of Inspection and maintenance
wear (flattening of wires) and broken wires in the Regular visual inspection, ideally before and after
strands. The extent of broken wires in a given length operations handling cargo, should be carried out on
and grouping of wire breaks are all factors that need board to check for damage and defects. Measurement
to be considered when judging criteria for allowing of the rope diameter (scribed from the circle
the rope to continue in service. Tables in standards surrounding the entire rope) should be made and
set out the relevant criteria although there are recorded regularly to monitor wear particularly
differences between the various reference in regions on the rope which regularly passes
documents and standards under the regulatory around sheaves.
requirements in this regard. Fatigue cracks Source: N Thompson
 CERTIFICATION AND REGULATION 11

Cross section of 34 x 7 IWRC Source: Certex Cross section of 6 x 36 IWRC Source: Certex
low rotation hoist wire crone boom wire showing
Cranes and other lifting appliances and their loose compacted outer strands.
gear, including wire ropes, are subject to annual and
ordinarily, five yearly surveys, at which they are also appropriate grease dressing. In addition to society may consider the condition wire ropes with
proof load tested by the classification society. Details protection from corrosion, the lubricant should reference to ISO but the port facility may comply
of the surveys are recorded in the vessel’s Register of penetrate and allow the strands and elements with ILO convention C152 - Occupational Safety
Lifting Appliances and Cargo Handling Gear. within the rope to move freely relative to each and Health (Dock Work) Convention 1979 -
A documentary record of wire ropes in use on the other when their shape changes such as when and/or consider their own national standard to
crane or lifting appliances, their identification, running around sheaves. be applicable. In statutory terms, the safety
appropriate test certificates and dates of renewal requirements of the cargo handling gear and wire
should be maintained onboard. When wires are
Relevant sources of international ropes would be governed by the national
delivered to the vessel they must be accompanied standards and guidance regulations of the Flag State AND those of the
with an appropriate certificate setting out the With regard to crane or lifting appliance wire ropes, country where the ship’s gear is being used.
material strength, construction of the rope and and guidance on their condition, classification In the UK, the Health & Safety Commission is the
breaking load test of a sample. societies commonly refer to guidelines set out legislative body and its document Approved Code of
Wire ropes on cranes or other lifting appliances are by either the International Labour Organization Practice, Dock Regulations 1988 and guidance also
exposed to the marine environment and ordinarily a (ILO) or the International Organization for refers to the ILO guidelines. Other countries will
galvanised coating is recommended. Further ‘in Standardization (ISO). also have their own legislative bodies and national
service’ maintenance and protection is also In the practical case of a vessel in port working standards as appropriate.
required by regularly lubricating the rope with cargo, the vessel’s Flag State and classification

Wire Rope Used for Lashing

Wire is commonly used at sea for securing cargo. than 24 mm and of construction 6 x 37, for example,
However, this use of wire ropes will not be dealt is not flexible enough for lashing purposes.
with at length in the Special, as detailed guidance Another consideration is that wire stretches when in
on all aspects of the stowage and securing of cargo use - new wire will initially permanently stretch
- including the use of wire ropes - is given in the while it is settling and compacting, and will display
Association’s Loss Prevention Guide entitled Cargo an elastic stretch whilst in use, as load increases. The
Stowage and Securing. permanent constructional stretch is likely to be
Construction between about 0.25% and 1.0% of the length of
A typical construction of lashing wire would be rope, and the elastic stretch will be up to about 1.0%
16mm diameter wire of 6x12 or 6x19 construction when the rope is under a load that is close to its
with a fibre core to ensure a suitable degree of nominal breaking load. Thus, when a new wire rope lashings is considered to be either single use when
flexibility. The size of the wire should always be is used to lash a piece of cargo the lashing might it is discarded at the end of just one voyage or re-
appropriate to the size and weight of the cargo stretch by as much as 2% of its original length when usable when it is not discarded until it is visibly
items being secured. subjected to a high loading. For this reason, and worn, but is not exposed to high loadings that
because the cargo itself might move a little and would cause weakening.
Care and Use settle, lashings must be checked and re-tightened as Details of the loss prevention guide – Cargo
Although the diameter of the wire used should necessary at intervals throughout the voyage. Stowage and Securing – can be obtained from the
reflect the weight of the load to be secured, it must
Association’s website or the risk management
be borne in mind that as the diameter of the wire Single Use and Re-usable
department. Website: www.nepia.com
increases the flexibility and therefore ease of Because wire will stretch and deform when
handling will be reduced. Wire of diameter greater subjected to high loadings, wire rope used for

Acknowledgements
The Association would particularly like to thank the following Certex UK for their advice and recommendations on wire rope
for their assistance with this special edition of Signals: construction and selection.
Nigel Thompson of Brookes Bell for his expert contribution on Certex UK
the subject of cargo wires. Certex House, Trafford Court, Doncaster,
South Yorkshire,
Brookes Bell Jarrett Kirman LLP DN1 1PN,
6 Brewery Square, Tower Bridge, United Kingdom.
London, SE1 2LF, United Kingdom.
Telephone: +44 20 7403 3838. Telephone: +44 13 0273 1000.
Website: www.brookesbell.com Website: www.certex.co.uk
12 FURTHER INFORMATION

Certification and Regulation

Vessels trading at sea are required to comply with wide range of aspects regarding cranes and dock • Type of core.
the regulatory requirements of their Flag State. It is work generally. With reference to crane wires, and • Lay of wire.
common practice for the classification societies to in particular, the criteria for discard, the booklet
• Date of test of sample.
deal with certification on behalf of the Flag State. could be seen to be rather vague in its stipulations.
Individual Flag States are ordinarily members of Over 20 countries have currently ratified the ILO • Quality of wire (N/mm2).
International Maritime Organization (IMO), an convention but notable exceptions include the UK • Load at which sample broke (tonnes).
agency of the United Nations, and in the case of and USA.
• Safe working load of rope (tonnes).
the International Convention for the Safety of Life Regulations concerning the testing, certification,
at Sea (SOLAS), all member states are signatories • Intended use.
thorough examination and inspection of wire rope
to these common minimum requirements as set will be implemented by the competent authorities The International Organization for Standardization
out in the SOLAS regulations. Vessels should also and organisations appointed by them in (ISO) is a non-governmental organisation made up
adopt industry guidelines and codes of practice. accordance with the requirements of ILO of a network of the national standards institutes of
The International Labour Organization (ILO) is also Convention 152: articles 21 to 26. The convention many countries co-ordinated by a central
an agency of the United Nations. The ILO requires that wire rope test certificates should secretariat in Geneva, Switzerland. ISO 4309 -
convention governing the testing, examination, include details of: Cranes – Wire ropes – Care, maintenance,
certification and inspection of a vessel’s cargo installation, examination and discard (currently in
• The competent person who carried out testing
handling gear and crane wires is C152 - its third edition, 2004) - sets out more
and thorough examination, date, place and
Occupational Safety and Health (Dock Work) comprehensive guidelines in comparison with
signature.
Convention 1979. The ILO Code of Practice booklet those included in the ILO booklet. It therefore
• Name and address of maker or supplier. follows that, for the assessment of crane wire ropes
- Safety and Health in Dock Work - includes
guidelines on the care and maintenance of wire • Nominal diameter. on vessels trading internationally, following the
ropes and includes criteria for their discard. guidelines of ISO 4309, which is an excellent
• Number of strands.
However, the proposals to enhance the health and reference, should demonstrate an acceptable
• Number of wires per strand. method of good practice in the international arena.
safety of dock workers and the booklet consider a

Other useful relevant sources of international standards and guidance include:

ISO 4308–2:1988 Cranes and lifting appliances - Selection of wire
General ropes - Part 2: Mobile cranes - Coefficient of
BS EN 12385:2002 Part 4 Steel wire ropes. Safety. Stranded ropes utilisation
for general lifting applications ISO 4309:2004 Cranes – Wire ropes – Care, maintenance,
ILO C152:1979 Occupational Safety and Health (Dock Work) installation examination and discard
Convention
ISO 2408:2004 Steel wire ropes for general purposes -
Minimum requirements Elevator Hoist Ropes
ISO 2532:1974 Steel wire ropes – Vocabulary
ISO 3108:1974 Steel wire ropes for general purpose - BS EN 81-1:1998 Safety rules for the construction and installation
Determination of actual breaking load of lifts. Electric lifts
ISO 3189:1985 Sockets for wire ropes for general purpose ISO 4344:2004 Steel wire ropes for lifts – Minimum requirements
Parts 1,2 and 3 BS EN 12385-5:2002 Steel wire ropes - Safety - Stranded ropes for lifts
ISO 4345:1988 Steel wire ropes – Fibre main cores – Specification
ISO 4346:1977 Steel wire ropes for general purpose – Lubricants –
Basic requirements Lifeboat Fall Wires
ISO 8793:1986 Steel wire ropes – Ferrule secured eye terminations SOLAS Chapter III, Reg 20 Operational Readiness, maintenance and inspection
ISO 17893:2004 Steel wire ropes – Vocabulary, designation SOLAS Chapter III, Reg 36 Instructions for on-board maintenance
and classification SOLAS Chapter IX
IMCA Guidance on the Management of Life Cycle ISM Code, Part 10 Maintenance of ships equipment
Maintenance of Non-Man-Riding Wire Ropes IMO MSC.1/Circ.1205 Guidelines for Developing Operation and
Maintenance Manuals for Lifeboats
Accommodation Ladders IMO MSC.1/Circ 1206 Measures to Prevent Accidents with Lifeboats
ISO 5488:1979 Ships and marine technology – Accommodation
ladders
ISO 5489:1986 Ships and marine technology – Embarkation ladders Pilot Hoist Wires
ISO 7061:1993 Ships and marine technology – Aluminium shore IMO Res. A.889(21) Pilot Transfer Arrangements
gangways for seagoing vessels SOLAS Chapter V, Reg 23 Pilot Transfer
ISO 799:2004 Ships and marine technology – Pilot ladders
Cargo Wires
ISO 4308–1:2003 Cranes and lifting appliances – Selection of wire
ropes - Part 1: General

• In this publication all references to the masculine gender are for convenience only and are also intended as a reference to the female ‘Signals’ is published by
gender. Unless the contrary is indicated, all articles are written with reference to English Law. However it should be noted that the content of this
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• The purpose of the Association’s risk management facility is to provide a source of information which is additional to that available to the NE1 3DU UK Tel:+44 (0)191 232 5221
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Email: [email protected]
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