Hawser Inspection, Testing, and Replacement ConocoPhillips Marine

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 Hawser Inspection, Testing, and Replacement ConocoPhillips Marine

Contents
1. PURPOSE................................................................................................................................ 1
2. SCOPE ..................................................................................................................................... 3
3. REFERENCES ........................................................................................................................ 3
4. ABBREVIATIONS ................................................................................................................. 3
5. MOORING HAWSER ............................................................................................................ 4
5.1. Hawser Rope Selection .................................................................................................... 5
5.2. Chafe Chains .................................................................................................................... 6
5.3. Thimble ............................................................................................................................ 7
5.4. Pick-up / Messenger Rope................................................................................................ 8
5.5. Flotation Devices.............................................................................................................. 8
5.6. Weak Links ...................................................................................................................... 9
6. STORAGE ............................................................................................................................. 10
7. HAWSER RETIREMENT .................................................................................................... 10
7.1. Mooring Hours ............................................................................................................... 11
7.2. EXCEPTIONAL PEAK LOADS................................................................................... 12
8. INSPECTIONS ...................................................................................................................... 12
8.1. General ........................................................................................................................... 12
8.2. F(P)SOs ......................................................................................................................... 12
8.3. Ancillary Equipment ...................................................................................................... 13
8.4. Register and Certificate Requirements........................................................................... 13
9. SYSTEMATIC REPLACEMENT OF ALL HAWSERS ..................................................... 13
9.1. For Hawsers used for Tandem Offtake .......................................................................... 13
Appendix A HAWSER REPLACEMENT TRACKING SHEET 13

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Hawser Inspection, Testing, and Replacement ConocoPhillips Marine

1. PURPOSE
To specify the requirements and the methods for the inspection, testing and replacement
of hawsers used for single point buoy and or F(P)SO mooring systems. These guidelines
provide a method to purchase, evaluate the condition in service and determine criteria for
retirement of marine hawsers whilst in service.
2. SCOPE
This document applies to the following hawser applications:
Tandem moorings
CALM buoy moorings
Facilities moored to CALM buoys.
Loading Tower Moorings
SALM buoy moorings
Articulated Loading Platforms (ALP's)
All hawsers in use throughout ConocoPhillips should comply with OCIMF Guidelines
for the Purchasing and Testing of SPM Hawsers 1st edition.
3. REFERENCES
OCIMF Guidelines for the Purchase and Testing of SPM Hawsers - 1st Edition 2000
OCIMF Single Point Mooring Maintenance and Operation Guide 2nd Edition 1995
OCIMF Recommendations for Equipment Employed in the Bow Mooring of
Conventional Tankers at Single Point Moorings 4th Edition 2007
OCIMF International Safety Guide for Oil Tankers and Terminals - 5th Edition 2006
4. ABBREVIATIONS
ALP Articulated Loading Platform
ANSI American National Standard Institute
BU Business Unit
CALM Centenary Anchor Leg Mooring
CT Conventional Tanker
FRC Fast Rescue Craft
NDT Non Destructive Testing
NWBS New Wet Breaking Strength
OCIMF Oil Companies International Marine Forum

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SALM Single Anchor Leg Mooring

SPM Single Point Mooring
SWL Safe Working Load
kPa Kilopascals ( 100kPa = 1 BAR = 14.5psi)
5. MOORING HAWSER
A mooring hawser is a synthetic rope designed to absorb energy through elongation
imparted as a result of relative motions of an F(P)SO and a offloading tanker or
CALM/SALM Buoy or loading tower. Hawser assemblies can vary greatly, depending on
the rope and fittings used for assembly. Hawsers are typically constructed of a nylon or
polyester material, with a single or double braid construction with an eye spliced at each
end. Eyes are typically protected from chafing damage by the installation of a thimble.
The hawser is equipped with flotation devices along its length to maintain buoyancy and
chafe chains are fitted where the hawser passes through the fairleads. For offtake units a
pick up and messenger line are fitted to the ships end of the chafe chains. A hawser may
be assembled from a single or double leg, depending on the load requirements and rope
selection. Where a double leg hawser is required, the hawser shall be assembled from two
rope sections of essentially equal length with mutual end to end splices to form a
continuous loop of rope. The splices in the two legs shall be arranged essentially side by
side. The two legs of a double hawser shall be lashed together to form eyes at both ends.

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When selecting your hawser configuration it is recommended that terminal operators

provide twin hawsers for mooring tankers over 150,000 DWT and for all CALM or
SALM moored facilities. For vessels under that size a single hawser is sufficient.
5.1. Hawser Rope Selection
Hawsers are constructed either of a parallel strand braid on braid or double braided
eight (8) strand designs that have independent qualities. The parallel strand braid on
braid variety is preferred as the core represents 100% of the hawsers strength, whilst
the double braided eight strand is lighter and easier to handle but the inner core
provides only 50% of the overall strength.
Given the continuous duty cycle experienced by the hawser system, fatigue is the key
driver. The ultimate strength of the mooring ropes should be considered when
determining the rope used for the hawser system.
When specifying hawser requirements for selection, the BUs shall select from the
following two (2) criteria:
Rope size or;
Rope performance
When BUs are tendering or seeking quotation for the purchase of a marine hawser
configuration, then Appendix A of this document should be used.
It is recommended that BUs meet with the proposed Manufacturer before the
commencement of production to review the material specification or order to arrange
a schedule for regular inspections, particularly if the BU has not had prior experience
with the Manufacturer.
The Manufacturer shall develop a prototype sample of the hawser rope specified in
Appendix A to have it inspected by an independent surveyor as well as witness the
destructive test in accordance with Part F - Prototype Rope Testing of OCIMF
Guidelines for the Purchasing and Testing of SPM Hawsers 1st edition. The BU
should then request and evaluate the results of the prototype test.
During the manufacturing of the hawser the purchasing BU should appoint the
independent inspector to ensure that the setting of the rope production parameters are
followed in accordance with section D-7.2 of OCIMF Guidelines for the
Purchasing and Testing of SPM Hawsers first edition as well as observe the finished
product in accordance with Part E of the same publication.
The double braided rope construction has an independent inner core that possesses
approximately 50% of the entire hawsers strength. This core, since it is not subject
to surface abrasion and wear, tends to retain a larger percentage of its original
strength over a longer period of time. Therefore, wear on surface strands does not
constitute as large a percentage of strength loss as in other constructions.

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The parallel strand braid on braid hawsers provides an outer braid jacket that acts as
an external protection against external wear and abrasion for the core, therefore
massive damage to this outer braid does not dramatically reduce the overall strength
of the rope.
5.2. Chafe Chains
Each mooring hawser should terminate at its shipboard end with a chafe chain. The
standard recommended size of the chafe chain has been established at 76mm based
on the diameter of the material forming the common stud link. It is important to note
that the minimum breaking loads of a chain is based on a linear tensile force, this
means that chafe chains in service may be subject to a lesser breaking load
depending on the chain lead angle and the design method employed by the chain bow
stopper to secure it.
Chafe chains form a single chain of approximately 8 meters or more in length. If a
through type chain support buoy is used then the length of the chafe chain will need
to be increased. See section 5.5.

Chafing chains should be replaced when any chain link diameter is reduced to 90%
of its original diameter.
The above table is quoted from OCIMF Mooring Equipment Guidelines 3rd Edition,
New vessels delivered during or after 2009 likely to visit SPMs should be equipped
with bow chain stoppers designed to accept 76mm chafe chain in accordance with
the following table. Owners of ships under construction before 2009 are encouraged

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to consider fitting bow chain stoppers in accordance with the recommendations for
new ships. Each chafe chain should ideally terminate at the shipboard end with an
oblong plate for connecting the chain to the pick up rope bow shackle that has a
SWL of 42 tonnes, a proof load of 59 tonnes and a minimum breaking load of 84
tonnes.
5.3. Thimble
Unless specifically specified the root diameter of the surface of the thimble which
bears against the rope, shall be at least 1.5 times the rope diameter. The hawser
thimble shall be free of sharp edges and rough surfaces, which may cut or abrade the
rope or chafe protection. The mouth of the thimble shall be shaped and designed to
minimise chafing. When the thimble is to be shackled to a chain, the thimble design
shall have provision to prevent the shackle from moving forward and contacting the
rope. For a single leg hawser assembly the load at which the thimble starts to yield
shall be greater than the NWBS of the rope. For double leg hawser assemblies the
load shall be greater than 1.7 times the NWBS of the rope.

For hawsers without thimbles the eye size of the hawser shall be determined as the
dimension from the inside back of the eye to the crotch of the eye with the two legs
of the eye close together as shown below. The tolerance shall not be less then the
stated dimension any more than 20% greater than the stated dimension. If lashing is
applied to draw the legs of the eye together, the eye shall be the dimension from the
back of the eye to the eye end of the lashing.

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5.4. Pick-up / Messenger Rope

The pick-up rope is connected to the ship end of the chafe chain and typically
consists of a floating rope (generally polypropylene based) complete with an eye at
each end. The rope can vary in length from 120 180 metres, and in diameter from
64 80 mm.
The messenger rope is typically a 25mm floating rope primarily used to retrieve the
pick up line to the ships deck. The length of this rope can vary from 50 100 metres.
5.5. Flotation Devices
There are two types of floatation devices fitted to mooring hawsers, the first are the
floats fitted to the hawser, and the second is to support the weight of the chafing
chain.
Usually floats are evenly spaced along the length of the hawser rope section to obtain
sufficient buoyancy.
The chafe chain is supported in the water by a support buoy with sufficient flotation
to bear the weight of the mooring hawser thimbled end and the chafe chain in the
water. This flotation is typically a spherical buoy attached with a length of chain or a
through type support buoy. In both cases the buoy remains outside of the fairlead
when the mooring hawser is connected.

Typical chafe chain connected by chain to support buoy

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Typical chafe chain through support buoy arrangement

5.6. Weak Links
If the MBL of F(P)SO tandem mooring systems exceeds the minimum yield loads of
mooring equipment on the CTs that the facility is designed to accommodate, then a
weak link should be fitted within the system to protect the bow fairleads and chain
stoppers of the CT. The weak link can be in the form of hardware (shackles etc.),
software (automatic hook release) or an operational requirement with manual release.
A weak link should be designed to part at a pre-determined load less than the MBL
of the weakest component in the system (e.g. 90% MBL), and may comprise a
shackle, or other joining link situated within the hawser assembly.
A fundamental requirement for the weak link is to maintain an accurate tensile
breaking load point, and not suffer gradual weakening due to the varying cyclic loads
experienced in tandem mooring operations over time. Manufacturers should
demonstrate proof testing and material certification for weak links prior to
installation. Recommended inspection, maintenance and replacement regimes must
be adhered to.
Weak links can be sited either at the CT or F(P)SO end of the hawser system but
should in any case be so placed as to prevent hawser whiplash risk to personnel
when separating. .
The weak link may be incorporated into the F(P)SO end of the hawser assembly by
means of a quick release on load system. This may be activated automatically or
could require user activation following warning alarms. In the latter case, strict

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procedural controls will be required including preventing personnel from remaining

within a potential whiplash area. CT personnel should be made aware of the means
for protection of the CT fittings, if a weak link/quick release system is installed.
It is critical that the weakest point of the whole F(P)SO - CT mooring system should
not be either the CT mooring fittings or the F(P)SO chain securing point i.e. the
permanent fittings are protected.
6. STORAGE
In most situations such as this the product shelf life is not normally an issue. There
can be situations however where assemblies have been held in stock for long periods
of time prior to use or are removed from service after a short period and stored for re-
use in the future.
Although these ropes are designed for the demanding conditions encountered in an
offshore environment they can become damaged during storage especially if this is
outdoors. The possibility of damage increases the longer the storage time.
Where long term storage is required the following guide should be adhered to
minimize potential damage whilst in storage:
Do not place hawser against sharp edges or objects
Hawser should be stored on pallets
Hawser should be protected from direct sunlight
Do not store hawser in contaminated areas were the presence of highly corrosive
chemicals could attack the rope
Do not store close to electric motors or excessive heat sources
Do not expose hawser to excessive environmental conditions.
Store inside if possible
If hawsers are to be stored outside, then they need to be covered against damage
from sunlight and weather
Note: Any visible sign of damage to the hawser and components; or if the BU is
aware that the storage recommendations have not been observed for an
extended period, then the equipment should not be used.
7. HAWSER RETIREMENT
Hawser durability is a prime concern to the BU. If it is retired too early there is
unnecessary waste, but if it is not replaced on time there could be a catastrophic
safety, environmental and business incident. It has been identified that there are a
number of factors that affect the hawser service life that include:
Surface wear

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Internal wear
Tension to tension fatigue
Flex fatigue
Axial compression fatigue creep
Hysteresis heating
All hawser hold back arrangements should be fitted with load cells, which can be
monitored and recorded from the central control room.
It is important that hawsers are inspected regularly in order to ensure the integrity of
the system. The NWBS and energy absorption performance of hawsers will
deteriorate during service under the influence of factors such as service life, cyclic
load history, hawser type, construction, environmental conditions, and damage and
stowage arrangements between uses.
With some applications hawsers can spend most of their service life in the water
which can have a significant and adverse affect on their service life. In any case,
every time a hawser is deployed some wear will occur. The handling of these
assemblies in offshore conditions is potentially damaging and unexpected loads may
be experienced and mechanical damage is always possible.
Prediction of retained rope breaking load is not possible with any great accuracy so
tracking the service history through load cells installed on the chain stoppers is
recognized as the best method by most of the manufacturers that design and fabricate
hawsers. The system has been developed on a time basis (mooring hours) calculation.
Service life may also be extended by the use of a non destructive testing program, to
determine the rope characteristics at the end of the recommended life and evaluating
if longer periods can be used. This decision should be conducted in consultation with
Global Production Marine Operations Group.
7.1. Mooring Hours
Continuous cyclic loading and flexing induced through wave action and vessel
movements during a mooring operation will take its toll on the physical properties of
the hawser. Low level cyclic damage can normally be regarded as being constant with
time.
History of the cyclic loads experienced should be recorded with chain stoppers
installed with load cells interfaced to the facilitys controls system and have history or
trending capability. This serves as the basis to track the working history of the
hawser and identify whether it has been subject to extreme cyclic or impact loads.
The operational hours the hawser has performed should be captured on a database
similar to the example given in table 7.1.1.

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Based on industry recommendations and normal operations the hawser change out
should occur at 2000 hours of operation. See Appendix A for an example of a hawser
hour tracking sheet used to monitor hawser usage and remaining life.
Separate considerations shall be given to hawser systems that are subject to increased
wear applications. This shall include:
Double leg hawser systems
CALM Buoy systems where floating hoses can incur accelerated wear
Buoy and spar structural wear and impact damage.
Polyurethane elastomeric coatings do provide some protection, but should be
monitored for degradation of their qualities in the offshore environment. Prior to
each berthing the hawsers in CALM buoy mooring systems should be carried out.
In the synthetic fiber rope hawser designs, the amount of strength loss due to abrasion
and/or flexing is directly related to the amount of broken fiber in the ropes cross
section. Regularly looking and feeling along the length of the rope, inspecting for
abrasion, glossy or glazed areas, inconsistent diameter, discoloration and
inconsistencies in texture.
When a hawser has a polyurethane cover, then areas where visual damage to this
layer are observed should be targeted for closer scrutiny.
7.2. Exceptional Peak Loads
Some mooring situations will lead to higher than expected peak loads on the rope
assemblies. A watch should be kept on these peak loads and on completion of the
mooring an account should be made on the effect these loads will have had on the
service life as per the Hawser Tracking Table (Appendix A). These loads can be
particularly damaging and reduce the retirement criteria The integrity of the mooring
is the prime importance in considering the replacement criteria for the mooring
hawsers and therefore any data given may seem to be conservative when viewed in
isolation.
8. INSPECTIONS
8.1. General
The following sections can assist in determining the condition of the hawser Before
and during each offtake.
8.2. F(P)SOs
Surface wear is the only potential failure affect that is able to be detected in field from
the commonly identified affects. The hawser assembly should be visually inspected
before each offtake to ensure that there is no visual damage to it that may result in

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failure. This includes checking the chaffing chain for excessive wear or cracking of
the links and stud links.
Before inspection, identify the hawser by its label or permanent markings and
consult any previous inspection records, identified in section 8.4.
Visually inspect the hawser over the entire length and the ancillary equipment
identifying any areas requiring in depth investigation.
The spliced terminations and thimbles should be inspected to ensure they are in as
made condition.
Mechanical damage can not be taken into account in any formula used to try to
maximize the life of a mooring hawser and therefore the ropes should be inspected on
a regular basis for heavy abrasion, cutting or other damage likely to radically reduce
the strength of the hawser.
8.3. Ancillary Equipment
The messenger line is to be inspected for signs of surface wear as well. Any worn or
damaged shackles or rope are to be replaced prior to the next usage. Shackle
mousings and split pins should be inspected and replaced when worn or corroded.
Unmoused shackles are likely to come loose due to the constant motion and rapid
corrosion in seawater.
8.4. Register and Certificate Requirements
The hawser should form part of the materials handling equipment that is critical to the
safe transfer operation of oil and gas products in an offshore environment.
The initial fabrication and testing certificates should be received with the delivery of
the hawser or via a predetermined method.
This shall be maintained on board the facility and within the BUs maintenance
management system.
The hawser and ancillary equipment should be inspected with the same frequency as
all other materials handling equipment on board.
A register of inspections should be maintained and recorded within the maintenance
management system such that the history of the equipment can be followed.
9. SYSTEMATIC REPLACEMENT OF ALL HAWSERS
In all cases hawsers shall be replaced if any single load exceeds 33% of the NBL or
200t
9.1. For Hawsers used for Tandem Offtake
The hawser will be replaced when any of the following criteria are met:
Maximum life for a hawser to be 5 years.

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Hawser maximum usage to be 2000 hours based on the formula described in section
7.1.
Maximum number of offloads not to exceed 150.
Any evidence of severe external abrasion, especially near splices and eyes.
Any evidence of severe abrasion between strands.
More than 5% of strands (excluding outer protective cover) are cut or pulled out.
Evidence of damage to the inside core of the hawser such as necking.
If the hawser has been exposed to any solvents or harsh chemicals.

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Load Factors to be applied as follows:

50-100T = each event is equivalent to 1 extra hour added to the duration
100 175T = each event is equivalent to 20 extra hours added to the duration
175 200T = each event is equivalent to 200 extra hours added to the duration
>200T = each event is equivalent to 2000 extra hours added to the duration

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