什么是船舶缆绳？
船舶缆绳的种类
缆绳的功能
固定船舶：在港口停靠时，缆绳用于将船只固定在码头上，防止船只因风浪而移动。
拖曳：在拖船作业中，缆绳用于连接拖船和被拖船只。
锚泊：锚绳用于将船只固定在锚地，防止船只因水流或风而漂移。
缆绳的维护与检查
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上图中标注字体仅为突出主题而做的夸张陈述，请勿对号入座
Ensuring safe and efficient mooring practices is paramount to the operations at the Port of Port Hedland. The following mooring standards have been established to uphold the highest levels of safety, environmental protection, and operational efficiency. These standards apply to all
vessels operating within the port and are designed to promote best practices in mooring operations, effective from 1 January 2025.
1.MOORING LINE MANAGEMENT PLAN (MLMP)
1.1 Requirement
The Document of Compliance (DOC) holder must have a Mooring Line management Plan.
The DOC holder must ensure that vessels have a dedicated Mooring Line Management Plan.
The MLMP should be integrated into the ship operator's requirements for maintenance, inspection, and retirement of mooring lines and tails throughout their lifecycle.
The plan can be incorporated into existing safety or maintenance management systems.
1.2 Contents of MLMP
Specific procedures for maintenance, storage, inspection, and operational use of mooring lines including the application of the render set point when the ship is at berth.
Procedures and training protocols for the crew on snap-back zones,mooring hazards, and the application of the render set point.
Mark Safe Working Load (SWL) on deck fittings in tonnes (t) or kilonewtons (KN).
1.3 Operational Guidelines
Wear zone management as per MEG4, Section 5.4.4.
Regularly updated mooring logs documenting certificate dates, first-in-use,end-to-end dates, storage conditions, and inspection details.
Inspection of mooring tails before each use as specified in the MLMP.
Procedures for winch brake render tests, including relevant calculations for both conventional drums and split drums.
1.4 Risk Assessment and Communication
The Master must conduct and share specific risk assessments with the crew before berthing and un-berthing.
During Master/Pilot exchanges and ship/shore interfaces, the Master must communicate concerns about all relevant factors and terminal limitations.
Task analysis and refresher training on mooring systems must be periodically conducted.
1.5 Compliance and Certification
DOC holders must ensure vessels comply with sufficient manning levels during mooring operations, as outlined in the operator’s SMS or MLMP.
All mooring lines and tails must have accurate, up-to-date certificates onboard.
2.MOORING LINES
2.1 Specifications
Mooring lines must have a Minimum Breaking Load (MBL) of 100-105% of the Ship Design MBL.
The maximum diameter of the mooring line must not exceed 110mm.
The minimum length of the mooring line shall be 220 metres.
2.2 Uniformity and Condition
Lines in the same service area must be of similar materials, MBL, diameter,and length.
All lines, including spares, must be in good condition, free from knots,bends, splices, and wear/abrasion damage.
All HMPE / HMSF lines must have suitable tails attached to the main line which is to the requirements of the OEM.
2.3 Service Life and Retirement
All mooring lines must be end-to-end 2.5 years after first use and retired when residual strength is 75% of the design MBL or after 5 years from the certificate date.
2.4 Spare Lines
A vessel must carry a minimum of 4 spare mooring lines of similar material,MBL, and diameter to the active lines.
3.MOORING TAILS
3.1 Specifications
Mooring tails MBL shall be 125-130% of the ship design MBL.
The maximum diameter of the mooring tails must not exceed 110mm.
The standard recommended overall length for mooring tails is 11 metres,however, for exposed mooring a 22-metre tail provides additional elongation in the mooring arrangement.
Masters to ensure that all tails connected to the main line are following the requirements of the OEM.
Tails should be attached directly to HMSF / HMPE mooring lines using a cow hitch method. A cow hitch is a method of joining two fibre ropes without using connection devices.
3.2 Uniformity and Condition
Tails in the same service area must be of similar materials, MBL, diameter, and length.
3.3 Inspection and Retirement
Tails must be inspected before each use and retired when residual strength is 75% of the design MBL or after 24 months from the certificate date.
3.4 Spare Tails
The vessel must carry a minimum of four spare mooring tails of similar material, MBL, and diameter to the active tails.
4.WINCH BRAKE RENDER TEST
4.1 Testing Requirements
Conduct winch brake render tests at least annually or after any changes affecting the render test calculation.
Pilbara Ports recommends the vessel’s manager set the brake at 60% of the Ship Design MBL as per MEG 4 guidelines in section 6.4.6.
Follow manufacturer-specific equipment and procedures for testing.
Check the brake lining for significant wear. Brakes should be closely examined to ensure all linkages are working correctly, brake band material thickness is adequate, and the condition of the brake lining is satisfactory.Equipment manufacturer’s manuals will provide details of the permitted minimum brake band thickness.
4.2 Operational Compliance
The main purpose of brake render testing is to verify that the brake will render at a lower load than the Ship Design MBL.
Use appropriate test kits and follow manufacturer recommendations for the brake setting and calibration.
For conventional screw brakes, a tag should be attached stating the torque value.
For spring-applied brakes, the spring compression distance should be recorded, and the mechanisms secured with a seal.
A stopper arrangement, i.e. locking nut on the threaded end, should not be used on the tightening screw. Stopper arrangement can impede the brake setting and reduce the brake holding load. (Mooring Equipment Guidelines (MEG4), 2018)
5.ADDITIONAL REQUIREMENTS
oTails must be retired after 24 months without exception.
oMaintain a minimum of 4 spare lines and four tails onboard, adhering to the MLMP specifications.
oAll spare lines and tails must match the material, MBL, and diameter of the active lines onboard.
oThe MBL of the stopper should be around 50% of the MBL of the line being
stopped. Polyamide (nylon) stoppers should not be used on polyamide lines due
to the low coefficient of friction of the material.
oThe entire area of the mooring deck should be considered a potential snap-back
zone. All crew working on a mooring deck should be made aware of this with clearly visible signage. All crew should be trained and be familiar with bights, snap-back zones, connecting tug lines, let-go tug lines and the hazards associated with mooring operations.
oAll mooring lines and tails certificates must be kept on board.
oAll mooring lines are to be tended regularly during the vessel’s stay at the nominated terminal/berth at the Port of Port Hedland.
6.NON-COMPLIANCE
Vessels not compliant with the mooring line retirement policy set in this standard will be assessed on a case-by-case basis and require approval from Pilbara Ports and the terminal. The assessment will consider:
oCondition of the lines
oOperator’s mooring-related incident history
oDocumented maintenance and storage regimes
oDocumented hours of use for each mooring line
oTerminal’s acceptance letter
By adhering to these standards, Pilbara Ports aims to enhance safety, operational efficiency,and environmental protection in all mooring activities at the Port of Port Hedland.
以下为上文的机翻内容（没有精力全文精译），仅对缆绳强度个别内容人工精译，您有兴趣可以自行精译所有内容。写个文章又不收钱，纯属公益性日记，发个文章还得注意防喷，哎 ，其实吧，真正强大的人何必在意别人的想法呢，，，？？？
系泊缆绳管理计划（MLMP）
符合声明（DOC）持有者必须有一个系泊缆绳管理计划。
DOC持有者必须确保船只有一个专门的系泊缆绳管理计划。
MLMP应整合到船运运营商对系泊缆绳及其尾部在整个生命周期内的维护、检查和退役的要求中。
该计划可以并入现有的安全或维护管理系统中。
具体的维护、储存、检查和操作使用系泊缆绳的程序，包括船只在泊位时应用的渲染设定点。
船员关于回弹区域、系泊危险和应用渲染设定点的程序和培训协议。
在甲板配件上标记安全工作负荷（SWL），以吨（t）或千牛（KN）为单位。
根据MEG4第5.4.4节进行磨损区域管理。
定期更新系泊日志，记录证书日期、首次使用、端对端调头日期、储存条件和检查详情。
根据MLMP规定，在每次使用前检查系泊尾部。
绞车制动渲染测试的程序，包括传统卷筒和分裂卷筒的相关计算。
船长必须在泊位和解泊前与船员进行并分享具体的风险评估。
在船长/引航员交流和船/岸接口期间，船长必须传达关于所有相关因素和码头限制的担忧。
必须定期进行系泊系统的任务分析和复习培训。
DOC持有者必须确保船只在系泊操作期间符合运营商SMS或MLMP中规定的足够人员配备水平。
所有系泊缆绳和缆绳尾必须在船上有准确、最新的证书。
（备注：船舶的缆绳尾是连接缆绳和系缆桩的重要组成部分（差不多是琵琶头那个意思），它在船舶系泊过程中发挥着关键作用。缆绳尾的主要功能包括：
提高延伸率：缆绳尾通过引入弹性，帮助在低拉伸系泊和拖曳绳索中提高延伸性，从而降低峰值负荷，延长主缆的使用寿命，并确保安全。
吸收瞬时负荷：缆绳尾能够吸收由船舶运动引起的各种情况的瞬时负荷，保证整个系泊系统在瞬时高负荷下不会受到过大影响。
缆绳尾的设计通常考虑到破断力，其设计破断力应该是船舶设计破断力的125%-130%。材质方面，缆绳尾通常由高强度尼龙复丝纤维或涤纶和丙纶纤维混合编织而成，这些材料不仅具有优秀的耐磨性、抗冲击力和耐腐蚀性，还提供了良好的弹性和缓冲效果。
总的来说，缆绳尾是确保船舶系泊系统安全性和可靠性的关键组件，通过其高效的性能和适当的材质选择，有效地支持船舶在各种环境下的安全停泊）
系泊缆绳
系泊缆绳必须具有100-105%的船舶设计MBL的最小破断负荷。
系泊缆绳的最大直径不得超过110毫米。
系泊缆绳的最小长度应为220米。
同一服务区域的缆绳必须是相似的材料、MBL、直径和长度。
所有缆绳，包括备用缆绳，必须处于良好状态，无结、弯曲、接头和磨损/磨蚀损伤。
所有HMPE/HMSF缆绳必须有适合的尾部连接到主线上，符合OEM的要求。
所有系泊缆绳在使用两年半后必须调头使用，并在剩余强度达到设计MBL的75%或从证书日期起5年后淘汰。
船舶必须携带至少4根与活动缆绳相同材料、MBL和直径的备用缆绳。
缆绳尾
缆绳尾的MBL应为船舶设计MBL的125-130%。
缆绳尾的最大直径不得超过110毫米。
缆绳尾的标准推荐总长度为11米，然而，对于暴露的系泊，22米的尾部提供了系泊布置中的额外延长。
船长必须确保所有连接到主缆的缆绳尾都符合OEM的要求。
缆绳尾应直接使用牛结法连接到HMSF/HMPE系泊缆绳上。牛结是一种不使用连接装置连接两根纤维绳的方法。
同一服务区域的缆绳尾必须是相似的材料、MBL、直径和长度。
缆绳尾必须在每次使用前进行检查，并在剩余强度达到设计MBL的75%或从证书日期起24个月后退役。
船舶必须携带至少四个与活动缆绳尾相同材料、MBL和直径的备用系泊缆绳尾。
绞车制动失效（打滑）测试
至少每年进行一次绞车制动失效测试，或在影响失效（打滑）测试计算的任何变更后进行。
备注：这里有个很牛的词汇，rendering test，牛到什么程度呢，字面上看这个词是看不懂的，render常用在电脑上，例如你写了段前端代码，需要在屏幕上渲染出最终的效果。呵呵，这里应当指的是“失效”，也即是“滑动”的意思。这么说是因为从安全角度考虑，不至于缆绳断了时还被锁紧在绞车上，有点类似于汽车“防抱死”的意思。更多关于此知识点，请看下方引用内容，原文写得很有水平。
Mooring winch rendering test，汉语可称为缆机刹车无效试验，或缆绳打滑试验，就是在缆机的刹车杆上找到一个点，这个点是缆绳60%的MBL，然后在刹车杆上做好标记，在码头靠泊期间不要把刹车刹到底，最多也就到这个标记处。 试验目的就是，万一当环境参数 因风、流、涌浪、过船兴波、过度倾斜/纵倾等因素 发生变化时，缆机的刹车应作为整个系泊系统的最薄弱的一环。让刹车失效，缆绳打滑秃噜出去，这比崩断缆绳或者损坏系泊系统其他设备配件要好。是一种丢车保帅的做法。 信德海事安全专栏，公众号：信德海事缆机的Rendering Test到底怎么回事？
皮尔巴拉港推荐船只管理者根据MEG 4指南第6.4.6节将制动器设置为船舶设计MBL的60%。
遵循制造商特定的设备和程序进行测试。
检查制动衬片是否有显著磨损。应仔细检查制动器，以确保所有连接件工作正常，制动带材料厚度充足，制动衬片状况令人满意。设备制造商的手册将提供允许的最小制动带厚度的详细信息。
制动力失效测试的主要目的是验证制动器将在低于船舶设计MBL的负载下失效。
使用适当的测试套件，并遵循制造商关于制动器设置和校准的建议。
对于传统的螺旋制动器，应附上一个标签，标明扭矩值。
对于弹簧应用制动器，应记录弹簧压缩距离，并用密封件固定机制。
不应在紧固螺钉上使用止动装置，例如螺纹端的锁紧螺母。止动装置可能会妨碍制动器设置并降低制动保持负载。（系泊设备指南（MEG4），2018）
额外要求
缆绳尾必须在24个月后退役，无例外。
船上必须保持至少4根备用缆绳和四个缆绳尾，遵守MLMP规格。
所有备用缆绳和缆绳尾必须与船上的活动缆绳的材料、MBL和直径相匹配。
止动器的MBL应约为被止动缆绳MBL的50%。由于材料的摩擦系数低，不应在聚酰胺（尼龙）缆绳上使用聚酰胺止动器。
整个系泊甲板区域应被视为潜在的回弹区域。所有在系泊甲板上工作的船员都应通过清晰可见的标志意识到这一点。所有船员都应接受培训，并熟悉弯曲、回弹区域、连接拖船索、释放拖船索以及与系泊操作相关的危险。
所有系泊缆绳和缆绳尾证书必须保存在船上。
所有系泊缆绳在船只在黑德兰港指定的码头/泊位停留期间应定期照料。
不合规
缆绳的状况
运营商与系泊相关的事故历史
有记录的维护和储存制度
每根系泊缆绳的使用时间记录
码头的接受信件
