CLO2

Ropes
Introduction

Ropes have been considered as one of the main tools of seamanship since boats first
went to sea. Although technology has replaced much of the traditional equipment used
on vessels, ropes are still heavily relied upon in many areas of vessel operations.

Fibre Rope

Ropes are made from three basic materials:

1. Natural fibre
2. Synthetic fibre
3. Steel wire

Natural Fibre Ropes

Natural fibre ropes are made from plant matter which exists in the natural environment
and like any plant they will deteriorate or rot very quickly if not protected. The most
common natural fibres used for making ropes, and their basic characteristics are listed in

Synthetic Fibre Ropes

Synthetic or man-made fibre ropes are made from materials such as:
• Polyamide (PA) - commonly known as “nylon‟
• Polyester (PES) - commonly known as “terylene‟ or “Dacron” 
Polypropylene (PP)
• Polyethylene (PE)
They have replaced natural fibre ropes in many areas of use because of:
1. greater strength - allows a smaller rope to carry a much greater load.
2. elasticity (ability to stretch) - for greater shock absorption

Some synthetic materials float while others do not - this may be important when ropes
are thrown to a person in the water, or as they may sink and tangle on the rudder or get
caught around the propeller. They also melt (being basically plastics). This can occur in
situations such has heavy surging of the line on a drum-end or bollard. Some synthetic
materials lose strength when left immersed in water for long periods of time.

Construction of Fibre Rope General

Ropes, whether natural or man-made, consist of many fibres laid up (twisted), to form a
yarn (or single length). Many yarns form a strand and 2 or more strands form a rope.
Care and Inspection of Blocks

• Check the swivel eyes for free movement.

• Grease swivel, shank and bearings.
• Examine side plates for distortion or wear. If the side plates are worn, the wire rope
will be worn also.
• Sheaves should turn freely by hand:  examine for cracks and bush wear; 
check grooves for wear.
• Check axle pins cannot work loose.
• Oil all surfaces rather than paint. Paint may clog oil holes and hide marks and
defects.
• Check wooden blocks for splitting.
• Never drop a block on the deck.

Hook Safety
Important
1. Hooks should be free to rotate under all conditions of loading. Swivels should be
inserted wherever a twist is possible.
2. If the hook throat opening has stretched more than 5% it must not be used.
3. Damaged, distorted or bent hooks must not be used.
4. The throat opening must be large enough to fit the largest rope, ring or shackle to go
on it.
5. Do not overcrowd the hook. Use a bow shackle or ring.

Maintenance and Care of Chains

Faults in chain are not easily seen and should be examined frequently for wastage
due to: rust cracks
missing studs distortion

• Do Not cross, twist, knot or kink a chain.

• Do Not drag from under a load.
• Do Not use around sharp corners, without protective padding.
• Do Not use bolts or 'bull-dogs' for joining or shortening.
• Do Not use if over 10% wear in links.
• Do Not use if links are elongated.
• Do Not use any chain for slinging unless it has the approved WLL tags.
• Do Not make up a sling assembly from separate components, unless you are sure
which components are the correct ones.
• Chains of mild steel should be checked for the flexing or bending of links. Damage
to links where a chain has been used around sharp edges, causing cuts or nicks, is a
good reason for condemning.
 • High tensile and alloy chain have great ability to stretch under shock loads and
revert to normal size. If elongation is apparent while not under load, it has been
seriously overloaded and should be discarded.

Safety in Slinging

Safe slinging of loads depends on:

a) having slings with the correct SWL;
b) connecting the load securely to the lifting point;
c) keeping the load safe when suspended.

Cranes

Stores Cranes

Stores cranes are strategically positioned, usually on the aft end of the accommodation, to
allow their jib to plumb both wharf-side and stores hatch.

They are typically limited to lifting and slewing motions only.

Features include
• S.W.L. about 2-4 tonnes
• Limit switch on maximum hook height
• Auto brake on power stop
• Simple swivel hook with no overhauling weight
• Local operation with button / lever controller
• Hydraulic slew
• A rigid wire cage serves as a 'stores basket' for slinging the majority of boxes and
bags brought aboard.

Manifold Derricks/Cranes

Manifold derricks/cranes are generally positioned adjacent to a ship's liquid fuel transfer
manifold, and are used for recovering and removing the shore connection lines used for
liquid transfer.

Standard features include

• S.W.L about 2 tonnes
• Auto brake on power stop
• Simple swivel hook with no overhauling weight
• Local operation.
Crane limit switches
 The most common limit switches are:
 Maximum Hook Height Limit
 Maximum jib Elevation Limit
 Minimum Jib Elevation Limit
 Ship Out-of-Trim Limit
 Dancing Roller Arrangement.
 Overload cut out

SWL Markings

The rated (approved) S.W.L. of the crane must be marked on the jib and next to it the
maximum corresponding jib outreach. Often the angle of elevation of that max outreach is
also marked.

Often the marked S.W.L. is only valid if the runner is doubled-up i.e.: a single block is
attached to the load, giving a V.R. = 2.

This is often referred to as the "Doubling Up Gear".

The cranes' arrangement details will be kept in the ship’s Rigging Plan. These will include
strength ratings and dimensions of wire rope and small components, and working arcs and
limits of the jib.

Safety in Lifting

There is always an inherent danger whenever weights are to be lifted or moved by means
of cranes, booms, tackles, topping lifts or other appliances due to the unevenness of the
working platform and changes in dynamic loadings on the gear. Therefore the correct and
safe use of the gear, machinery and associated hardware is of vital importance, as is its care
and maintenance.

• Stay out from under a loaded boom.

• All motion with heavy weights should be slow.
• Heavy weights should never be allowed to drop.
• Never keep a load in the air any longer than necessary.
• Avoid swinging the load. If you're lifting something off a wharf, drag it until the load
is directly under the head of the crane or boom. Do not use the crane to drag the
load.
• Attach tag lines to loads to prevent swinging.
• Avoid sudden shocks or strains, and be aware of side pulls. These put great stress
on a boom or crane.
• Never use running gear as a handhold.
• Determine weight of load and position of the centre of gravity in relation to the
lifting points.
• Inspect all equipment for defects before and after using
• Ensure the load is free to be lifted i.e.., not still bolted down or lashed, and any loose
parts secured or removed.
• Make sure there is a clear method of communication between the operator and the
signal man.

• The greatest force must be applied at the time of starting a load, in order to
overcome inertia. Apply the load gradually to avoid exceeding the S.W.L. Check the
load's balance and general security. If this is satisfactory speed may be increased
once the load is moving.
• When lowering, stop a short distance above the landing site to allow steadying, to
check position for landing, dunnage, and to make sure the slings will not be caught
under the load