Natural fibre ropes and hawsers used on board a general cargo vessel
Natural fibre ropes
All natural fibre rope is manufactured from manilla, sisal, hemp, coir, cotton
or flax fibres.The process of manufacture consists of twisting the fibres
into yarns and turning the yarns in an opposite direction to establish the
strands.
Ropes may be of a right-hand lay or left-hand lay, but the most common
is right-handed. It is essential to realise that each of the components
is turned (twisted) up in an opposite direction to that of its predecessor,
e.g. in right-hand lay, strands are laid up right-handed (clockwise), yarns
laid up left-handed, and fibres laid up right-handed.
Rope should be inspected internally and externally before use for
signs of deterioration, undue wear or damage.
Three stranded hawser laid right handed rope
Following are the most common type natural fibre rope rope and hawsers used on board cargo ships:
Manilla Ropes on board
Manilla is obtained from the abaca (wild banana) plant, which grows to
about 9 m (30 ft) in height, largely in the Philippine Islands, and is exported
via the port of Manila, from which it acquires its name.
Manilla rope is not as durable as hemp, but is most certainly more pliable
and softer. It is gold-brown in colour, and never tarred. Unfortunately it
swells when wet, but despite this it is considered by far the strongest natural
rope made. It is very expensive and its availability will depend on the political
climate.
Used extensively where the safety of life is concerned, Grade 1
manilla is the best that you can get,but because of scarcity, and, of course, the
cost to shipping companies, it is a rare feature aboard merchant vessels.
An experienced seafarer likes manilla, because it is the best. There are
many so-called grades of manilla on the market, such as sisal mixed with
manilla, which are not quite the same to a professional. No disrespect to
these other grades of ropes, but when you need reliability with a natural
fibre, this is the one to use.
Manilla is an excellent fibre for the manufacture of towing hawsers, providing
good spring and stretch facilities. It is not generally used for running
rigging because it swells and expands, often jamming in the block.
All manilla fibre rope manufacture process consists of twisting the fibres into yarns and turning the yarns in an opposite direction to establish the strands.
Ropes may be of a right-hand lay or left-hand lay, but the most common is right-handed. It is essential to realise that each of the components is turned (twisted) up in an opposite direction to that of its predecessor, e.g. in right-hand lay, strands are laid up right-handed (clockwise), yarns laid up left-handed, and fibres laid up right-handed
Sisal Ropes on board
All Sisal fibre rope manufacture process consists of twisting the fibres into yarns and turning the yarns in an opposite direction to establish the strands
Ropes may be of a right-hand lay or left-hand lay, but the most common
is right-handed. It is essential to realise that each of the components
is turned (twisted) up in an opposite direction to that of its predecessor,
e.g. in right-hand lay, strands are laid up right-handed (clockwise), yarns
laid up left-handed, and fibres laid up right-handed.
Sisal Ropes Obtained from the leaves of the plant Agave sisalana, a large plant of the
cactus family, sisal comes largely from Russia, America, East Africa, Italy,
Java and countries in Central America. The plant favours a temperate or
tropical climate.
The sisal rope is hairy, coarse and white. It is not as pliable as manilla nor
as strong.When wet, it swells up more than manilla, as the water is absorbed
more quickly, and it becomes slippery to handle.
It is extensively used in the shipping industry either in its own state or
mixed with manilla fibres, a good sisal being similar in strength to a low
grade manilla.The cost of production is better suited to the shipowner, and
the supply is more reliable than manilla.
For handling purposes, the fibres have a brittle texture, and continued
handling without gloves could cause the hands to become sore and
uncomfortable. It is generally used for mooring ropes and most other general
duties aboard, where risk to life is not in question.Where the rope is
expected to be continually immersed in water, it may be coated with a
water repellent. This is a chemical coating, usually tar based, which prevents
rotting and mildew.
Hemp Ropes on board
Hemp is obtained from the stem of the plant Cannabis sativa, which yields
flax for the production of canvas.(The word canvas is derived from the Latin
‘cannabis’, which means hemp.) This was accepted as the best rope in the
marine industry from the early developing days of sail. Cannabis sativa is
cultivated in many parts of the world – New Zealand, Russia, China, India,
and the USA, for instance – but has been replaced mainly by man-made fibre
ropes and manilla.
All hemp fibre rope manufacture process consists of twisting the fibres into yarns and turning the yarns in an opposite direction to establish the strands.
Ropes may be of a right-hand lay or left-hand lay, but the most common is right-handed. It is essential to realise that each of the components is turned (twisted) up in an opposite direction to that of its predecessor, e.g. in right-hand lay, strands are laid up right-handed (clockwise), yarns laid up left-handed, and fibres laid up right-handed.
The hemp fibres are a light cream in colour when supplied to the rope
manufacturer.They have a silky texture and are of a very fine nature: hence
the extra flexibility of the hemp rope compared to a sisal or manilla.
Most hemp ropes treated in manufacture produce a tarred, brown rope
which is hard and hairy to the touch. Its strength will be dependent on the
place of production. Italian hemp ropes are now considered to be the best
quality, having about 20 per cent greater strength than a high grade
manilla. However, quality differs considerably, and hemp ropes are rarely
seen at sea today except in the form of small stuff, e.g. lead line – cable laid
hemp, sea anchor hawsers, bolt rope etc.
The advantage of hemp rope is that it is impervious to water and does
not shrink or swell when wet. For this reason it was extensively used for
the rigging of sailing vessels, and roping sails.When used for running rigging,
it was preferred to manilla or sisal because it did not swell up and foul
the blocks.However, for vessels navigating in cold climates, hemp ropes do
have a tendency to freeze up. Not all hemp ropes are supplied tarred, so
that the weight will vary, together with the strength.
Coir Ropes on board
Sometimes referred to as grass line, coir is obtained from the fibres of
coconut husks. It is mainly exported from Sri Lanka (formerly Ceylon) and
ports in India.
It is a very rough, coarse and hairy rope, with only about one quarter
the strength of a hemp rope.However, it is very light and floats, possessing
great elasticity. It is often used as a towing warp or mooring spring,
because of its buoyant and elastic properties.
The coir fibres are short, brittle and thick.These features produce a stiff
non-flexible rope, difficult to manage. Consequently they are not popular
with seafarers.When used for mooring purposes, they often have a steel
wire pennant attached, and the whole is known as a coir spring.These are
regularly encountered where heavy swells are common, often being run
from the shore, as a permanent mooring picked up by the ship on berthing.
This rope is never tarred, as this would weaken the fibres considerably.
If the rope becomes wet when in use, it should be dried before being
stowed away.The coir fibres are found aboard many vessels in the form of
coir door mats.
Ropes are made of short fibres that are spun into yarns,
which are then made into flat or twisted strands.
And the strands are spun or braided to make the finished
rope . More .....
Although natural fibre ropes are still widely used throughout the marine industry, they have been superseded by synthetic fibres for a great many
purposes. Not only do the majority of synthetic ropes have greater strength
than their natural fibre counterparts, but they are more easily obtainable
and at present considerably cheaper. More .....
All natural fibre rope is manufactured from manilla, sisal, hemp, coir, cotton
or flax fibres.The process of manufacture consists of twisting the fibres
into yarns and turning the yarns in an opposite direction to establish the
strands. More .....
The lay of rope is a term used to describe the nature of the twist that produces the complete rope .The most common form of rope at sea is known as ‘hawser laid rope’ comprising three strands laid up right- or lefthanded. More .....
Heavy weights tend to cause a downward deflection of the deck area supporting the load .This subsequently produces stresses, with
consequent inward and outward deflections of supporting bulkheads,
depending on the position of initial loading . More .....
Prior approaching an area for anchoring ships master should investigate fully a suitable anchoring position and conduct a planned approach including speed reduction in ample time and orienting the ships head prior anchoring to same as similar sized vessels around or stem the tide or wind whichever is stronger . Final decision to be made on method of anchoring to be used , the number of shackles , the depth of water, expected weather and holding ground. . More .....
Hatch covers are used to close off the hatch opening and make it
watertight. Wooden hatch covers, consisting of beams and boards over
the opening and covered with tarpaulins, were once used but are no
longer fitted. Steel hatch covers, comprising a number of linked steel
covers, are now fitted universally. Various designs exist for particular
applications, but most offer simple and quick opening and closing,
which speed up the cargo handling operation.. More .....
The access shall be separate from the hatchway opening, and shall be by a stairway if possible. A fixed ladder, or a line of fixed rungs, shall have no point where they fill a reverse slope
. More .....
Washing is always carried out after the compartment has been swept. Drying time for washed compartments must be allowed for, before loading the next cargo; this time will vary with the climate, but two to three days must be expected. More .....
The vessel's structure, crane, derrick or other lifting device and the supporting structure should be of sufficient strength to withstand the loads
that will be imposed when operating at its maximum load moment . More .....
When there is any suspicion that any appliance or item of
equipment may have been subjected to excessive loads, exceeding the Safe
Working Load (SWL), or subjected to treatment likely to cause damage, it
should be taken out of service until it can be subjected to a thorough
examination by a competent person. More .....
Derricks for lifting cargo on board is required to be of adequate strength and stability for each load, having regard in particular to the stress induced at its mounting or fixing points , securely anchored, adequately ballasted or counterbalanced and supported by outriggers
as necessary to ensure its stability when lifting. More .....
Deck cranes have a number of advantages, the rigging
time being negligible, and the crane is able to pick up and land permitted
loads anywhere within its working radius. The safe working loads of cranes
is generally of the order of 10 to 15 tonnes and larger cranes are available
capable of lifts from 30 to 40 tonnes.. More .....
Paint consists of pigment dispersed in a liquid referred to as the ‘vehicle’.
When spread out thinly the vehicle changes in time to an adherent dry film.
The drying may take place through one of the following processes.. More .....
It is often assumed that all paint coatings prevent attack on the metal
covered simply by excluding the corrosive agency, whether air or water. This
is often the main and sometimes the only form of protection; however there
are many paints which afford protection even though they present a porous
surface or contain various discontinuities. . More .....
classification societies publish rules and regulations which are principally concerned with the strength of the ship, the provision of adequate equipment, and the reliability of the machinery . More .....
To maintain the assigned class all steel ships are required to be surveyed and examined by the Society’s
surveyors at regular periods.
The major hull items to be examined at these surveys only are discussed
here.. More .....
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