RightShip Best Practises

Helping you to navigate towards excellence

15 September 2020

Lessons Learned: What is render

testing?
The purpose of this Lessons Learned and Best Practice circular is to
assist operators and crew in appreciating the benefits of regular Mooring
Winch Brake Rendering Testing, and also share some of the common
misunderstandings we have observed.

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Although Mooring Winch Render Testing has been established practice in

the tanker industry for many years, we are seeing more and more bulk
terminals (particularly for Iron Ore and Coal exports) requesting that
vessels calling at their terminals undertake periodic testing as per tanker
practice.

It is interesting to note that based on investigation of incidents from

Western Australian ports, that a frequent cause of mooring line failure is
incorrect or non-existent mooring winch brake render testing. With every
mooring line parting there is always potential to cause serious harm or
death to personnel.

What is render testing?

Render testing is a periodic load test and calibration of a mooring winch
brake at a load based on the Equipment Number (EN) assigned to the ship.

Why do we render test?

When moored, winch brakes and lines are expected to keep the vessel
safely alongside. When environmental parameters change due to factors
such as wind, current, swell, passing vessel surge, excessive list and trim,
the winch brakes should be set as the weakest point of the mooring
system. Rather than parting mooring lines or damaging mooring winch
structures and fittings, the winch brakes should render so that the vessel
can be brought back alongside safely. Conversely the vessel should not
move away from the berth due to the effect of external forces less than the
EN parameters.

Regular winch brake render testing and calibration should significantly

contribute to safe mooring.

What are the key design parameters that must be considered?

When a vessel is moored the winch brakes and lines are so designed to
keep the vessel safely alongside within certain environmental parameters.
Each vessel at the design stage is assigned an “EN” (Equipment Number /
Numeral) by Class. The EN sets a Ship Design Minimum Breaking Load
(SDMBL) which then determines minimum requirements for Mooring
Winch Heaving Speed, Brake Holding Capacity, Mooring Rope Minimum
Breaking Load and the Minimum Number of Mooring Ropes.

The Ship Design MBL (SDMBL) should be the initial reference for the Brake
Holding Capacity (BHC) tests. When a ship is built, the mooring winches
are equipped with mooring lines of an MBL roughly equal to the SDMBL. In
cases where a greater strength line is used, the Line MBL can be higher
than the Design MBL but must always be less than the mooring fittings
(bollards, chocks etc.) SWL values.

It is imperative therefore, that Brake Holding Capacity test calculations

must be based on the SDMBL and not the Line MBL.

The table below demonstrates the relationship between SDMBL and

Mooring Lines and Fittings and Operational Values:

The tanker industry recommends that the Brake Holding Load (ie render
setting) be set at 60% of the SDBML which corresponds to the Operational
Minimum Brake Holding Capacity in the diagram above.

How is render testing performed?

A test kit should be provided on board by the ship builder or by the

Mooring Winch manufacture along with full instructions.
Testing should be carried out under the supervision or in the presence of a
responsible person familiar with the operation of the winches, the test
procedure and the ship's Safety Management System.

Before testing a winch brake, the condition of the brake, its mechanism
and the brake drum should be confirmed as satisfactory. Any damage,
failure or excessive wear should be rectified before testing takes place.

It is strongly recommended that ship-specific instructions developed by

the vessel’s Technical Managers are on board.

The test itself is essentially a jacking test against the winch brake.

When testing, the aim is to apply a hydraulic force to the winch drum
equivalent to the 60% of the SDMBL on the first layer of the rope (for split
drum winches) and to ensure that winch brake slips (or renders) at that
point. Then, the tightened brake screw must be marked at the point it slips.

It is not a load test to determine how strong the winch brake is, but a test
to see that brake holds until 60% of the SDMBL. Applying more force
causes slippage of the brake to ensure that winch brake remains the
weakest point of the mooring system.

One common mistake when calculating the required hydraulic jack

pressure, is that Line MBL is used as the reference rather than SDMBL.

Another common mistake is that when the calculated hydraulic jack

pressure is reached and brake is still holding, that the test is deemed
successful. It must be clearly seen that after exceeding the calculated
limit, the brake slips.
 Split Drum Mooring Winch with Test Equipment in Place.

Undivided Drum Mooring Winch with Test Equipment in Place.

Does this differ for winch type?

It is of utmost importance that the correct calculation is used for the type
of mooring winch being tested.

Split Drum Mooring Winches must use the calculation based on one layer
of line on the tension side of the split drum, such as to replicate a normal
moored condition of maximum one layer of rope on the tension drum.

Undivided (ie single drum) Mooring Winches become a bit more difficult
and it is recommended that the manufacturers be consulted in terms of
how many line layers should be used in the calculation. This may require
ship operational experience input to determine the normal number of line
layers on the drum during normal mooring configurations.

One common mistake is using a Split Drum calculation (based on one

layer of line) when testing an Undivided Drum, the effect of doing this is
that rendering will occur at 11% less force for a second layer of line and
25% less force for a fourth layer of line. This can be visualised in the Force
/ Lever diagram (below):

Marking

When the test is completed and the brake setting calibrated, the winch will
need to be marked with a marking device to ensure that the brake is
applied to the same torque at every mooring operation.

The marking device should be so designed such that further tightening in

emergency situations is not impeded, and of suitable construction to
remain in position and good condition between routine tests. Examples of
unacceptable and acceptable marker designs are shown below:
Frequency

The mooring winch brake rendering test should be carried out at intervals
more frequently than only once every five years, preferably on an annual
basis, and:

After completion of any modifications or major maintenance such as but not limited to, brake liner renewal, brake band
adjustments etc.
Where there is evidence of premature brake slippage or related malfunctions / mooring incidents
Installation of new mooring lines which have a different diameter to that used at the last render test.

Training

Procedures for testing mooring winch brakes, including a risk assessment

should be made available on board and ship’s crews must be provided with
appropriate training to conduct the test safely.

Training must at least cover below;

What is the relation between Brake holding limit and mooring equipment?
Why BHC Testing is important for safe mooring operations?
Why BHC marking reference is important and how it must be used?
 What is the importance of mooring line layers on split drum winches?
What are the risks of over tightening or less tightening the winch brakes?

Training should be carried out at regular intervals in order to familiarize all

crew responsible for mooring.

FAQ’s

Where do I find the SDMBL for my vessel?

This should be stated on the Mooring Arrangement Plan. If it is not (as may sometimes be the case for older vessels),
then it is recommended that you consult with the vessel’s Classification Society.

What is the difference between the Maximum Brake Holding Capacity and the Operational Minimum Brake Holding
Load?
The Maximum Brake Holding Capacity (normally set at 80% of the SDMBL) is the designed maximum holding of the
winch brake whereas the Operational Minimum Brake holding Load (normally set at 60% of the SDMBL) is the normal
operating Brake Holding (or rendering) Load.

Why is SDMBL as the governing reference and not Line MBL?

The SDMBL is a fixed parameter derived from the EN and cannot be readily altered whereas lines can conceivably be
fitted with MBL’s that differ from those required by the EN.

Do I need to re-test and re-mark the BHC after changing lines or brake linings ?
Re-testing and re-marking would be required if brake linings are changed or brake drums are skimmed or re-surfaced,
however changing lines like for like (ie with same diameter) would not be required. Re-testing is also recommended
when brakes have rendered or slipped in service.

What happens if i tighten the brake more or less than the reference point?
The brake would simply render at unknown lower or higher loads which is undesirable as all winch brakes should be set
to render at the same load across the mooring set-up.

Do i need a third party for regular BHC tests and marking?

No, but it is advisable that the persons conducting the tests are competent, properly trained and provided with ship
specific instructions.

Vessel has single drum winches. How will I determine how many layers of line to be considered for calculations?

For undivided winch drums, it is recommended that the manufacturers be

approached for guidance. This may require ship operational experience to
identify the normal number of layers in use for most mooring operations.

I have marked the reference point with a jubilee clip / wire and it has moved. What should I do?
If the reference point marking has moved accidentally (during operation, maintenance, greasing, painting over etc) the
test must be carried out again and re marked. Marking should not impede further tightening in case of emergencies and
must be clearly visible and fixed such that it does move easily.
 What information should be marked on the winch after the test is completed?
Marking the test date, tested force (in tonnes or KN, same as mooring fitting markings) and respective percentage of
the SDMBL (eg. %60) should be marked on the winches.

Abbreviations & Terminology

Further Reference

OCIMF – Mooring Equipment Guidelines (4th edition)

ISO 3730:2012 - Shipbuilding and marine structures — Mooring winches
OCIMF – Effective Mooring (4th edition)
INTERTANKO – Guidance on Line Management Plans (LMP)
INTERTANKO – Guidance on Mooring System Management Plans (MSMP)

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