No.

10

No.10
No.10 Chain Anchoring, Mooring and Towing
(1982)
(cont)
(Rev.1 Equipment
Aug 1999)
(Corr.
Dec 2004) 1. Anchoring equipment
(Rev.2
Jun 2005) 1.1 Anchoring equipment for ships having Equipment Number EN below 205 to 50.
(Rev.3
Oct 2016) (a) The anchoring equipment given here under applies to ships which are not covered
(Corr.1 under UR A1, i.e. for ships having 50 ≤ EN < 205.
Dec 2016)
(Rev.4 (b) The design basis of the anchoring equipment, i.e. the Equipment Number EN, is that
Sep 2020) given in UR A1.
(Rev.5
June 2023) (c) These recommendations are applicable to ships operating in unrestricted service.
Reductions of equipment may be considered for ships operating in restricted service.

Note:

References to UR A1 are preceded by ‘A1’ throughout this document.

1.1.1 Equipment number EN

The equipment of anchors and chain cables should be as given in Table 1 based on an
Equipment Number EN calculated in compliance with A1.2.

Page 1 of 28 IACS Rec. 1982/Rev.5 2023

 No.10

Table 1 Anchoring equipment

No.10
(cont) Stockless bower Stockless Stud link chain cable Stream wire
anchors stream for bower anchors or chain
anchor
Min. diameter
EN No. Mass Mass Total Mild Special Length Breaking
per per length steel quality strength
anchor anchor Gr. 1 Gr. 2 or 3
(kg) (kg) (m) (mm) (mm) (m) (kN)

1 2 3 4 5 6 7 8 9

50-70 2 180 60 220 14 12.5 80 64.7

70-90 2 240 80 220 16 14 85 73.5

90-110 2 300 100 247.5 17.5 16 85 80.0

110-130 2 360 120 247.5 19 17.5 90 89.2

130-150 2 420 140 275 20.5 17.5 90 98.1

150-175 2 480 165 275 22 19 90 107.9

175-205 2 570 190 302.5 24 20.5 90 117.7

1.1.2 Anchors

1.1.2.1 Types of anchors

1.1.2.1.1 Ordinary anchors

(a) The requirements under A1.4.1.1 should be complied with.

(b) The mass of stocked anchors, when used, and that of stream anchors, excluding the
stock should be 80% and the mass of the stock should be 20% of the mass as given in
Table 1 for stockless bower anchors.

1.1.2.1.2 High Holding Power (HHP) anchors

The requirements under A1.4.1.2 and A1.4.2 should be complied with.

1.1.2.1.3 Super High Holding Power (SHHP) anchors

The requirements under A1.4.1.3 and A1.4.2 should be complied with.

Page 2 of 28 IACS Rec. 1982/Rev.5 2023

 No.10

1.1.2.2 Installation of the anchors on board

No.10
(cont) The bower anchors should be connected to their chain cables and ready for use. The stream
anchor should be ready to be connected with its cable.

1.1.2.3 Proof testing of anchors

The requirements under A1.4.4 should be complied with.

1.1.3 Chain cables and wire ropes for anchors

1.1.3.1 Chain cables

(a) The anchors should be associated with stud link chain cables of one of the grades
under A1.5.2, Table 3. For equipment numbers EN up to 90, as an alternative to stud
link chain cables, short link chain cables may be used.

(b) Wire ropes for anchors may be adopted in compliance with 1.1.3.3

1.1.3.2 Proof and breaking loads of stud link chain cables

(a) The breaking loads (BL) and proof loads (PL) should be in compliance with the
requirements under A1.5.3.

(b) The test load values, rounded off from the loads defined in (a) above, which should be
used for testing and acceptance of chain cables with diameter between 11 and 19 mm
are given in Table 2.

Table 2 Test load values for stud link chain cables

Chain cable Grade 1 Grade 2 Grade 3

diameter Proof load Breaking Proof load Breaking Proof load Breaking
load load load
(mm) (kN) (kN) (kN) (kN) (kN) (kN)

1 2 3 4 5 6 7

11 35.8 51 51 71.7 71.7 102

12.5 46 65.7 65.7 92 92 132
14 57.9 82 82 116 116 165
16 75.5 107 107 150 150 216
17.5 89 127 127 179 179 256
19 105 150 150 211 211 301

1.1.3.3 Wire ropes for anchors

In alternative to the stud link or short link chain cables under 1.1.3.1, wire ropes may be used
for:

(a) bower anchors of ships below 40 m in length

(b) stream anchor as stipulated in Table 1.

Page 3 of 28 IACS Rec. 1982/Rev.5 2023

 No.10

No.10 The wire ropes under (a) above should have:

(cont)
(i) length equal to 1.5 times the corresponding tabular length of chain cable
(col. 5 of Table 1)

(ii) strength equal to that of tabular chain cable of Grade 1 (col. 2 and 3 of Table 2).

A short length of chain cable should be fitted between the wire rope and bower or stream
anchor having a length of 12.5 m or the distance between anchor in stowed position and
winch, whichever is less. All surfaces being in contact with the wire need to be rounded with a
radius of not less than 10 times the wire rope diameter (including stem).

Table 3 Mass of stud link chain cables

Minimum mass per Minimum mass per

Chain cable length of 27.5 m Chain cable length of 27.5 m
diameter With Dee With lugless diameter With Dee With lugless
shackle shackle shackle shackle
(mm) (Kg) (Kg) (mm) (Kg) (Kg)
26 410 405 78 3640 3535
28 480 475 81 3940 3820
30 550 545 84 4240 4105
32 620 615 87 4555 4405
34 700 690 90 4870 4705

36 785 775 92 5085 4905

38 875 860 95 5405 5210
40 965 950 97 5630 5425
42 1055 1040 100 5970 5745
44 1150 1130 102 6210 5970

46 1260 1240 105 6580 6320

48 1370 1345 107 6845 6575
50 1485 1455 111 7380 7080
52 1605 1575 114 7795 7475
54 1725 1690 117 8220 7870

56 1850 1810 120 8650 8270

58 1985 1945 122 8960 8550
60 2125 2075 124 9275 8835
62 2275 2220 127 9740 9270
64 2430 2370 130 10210 9710

66 2590 2525 132 10540 10005

68 2755 2685 137 11320 10750
70 2925 2850 142 12110 11500
73 3185 3100 147 12950 12300
76 3460 3360 152 13890 13200

1.2 Anchoring equipment for ships in deep and unsheltered water

1.2.1 Scope and application

The hereunder given recommendations address anchoring equipment for ships in deep and
unsheltered water which is not covered by UR A1 and 1.1. These recommendations may be

Page 4 of 28 IACS Rec. 1982/Rev.5 2023

 No.10

used to design or assess the adequacy of the anchoring equipment for ships intended to
No.10 anchor in water with depth up to 120 m, current with up to 1.54 m/s, wind with up to 14 m/s
(cont) and waves with significant height of up to 3 m. The scope of chain cable, being the ratio
between the length of chain paid out and water depth, is assumed to be not less than 3 to 4.
Furthermore, these recommendations are applicable to ships with an equipment length, as
defined in A1.2, of not less than 135 m.

1.2.2 Equipment Number for deep and unsheltered water

Anchors and chain cables should be in accordance with Table 4 and based on the Equipment
Number EN1 obtained from the following equation:

2.3
  EN  12.3 
EN1 = 0.628 a   + b (1 − a )
  0.628  

where

a = 1.83·10-9·L3 + 2.09·10-6·L2 - 6.21·10-4·L + 0.0866

b = 0.156·L + 8.372

L = Equipment length of the ship in compliance with A1.2

EN = Equipment Number calculated in compliance with A1.2.

Page 5 of 28 IACS Rec. 1982/Rev.5 2023

 No.10

Table 4 Anchoring equipment for ships in unsheltered water with depth up to 120 m
No.10
(cont) Equipment Number High holding power Stud link chain cable
EN1 stockless bower anchors for bower anchors

Min. diameter (d)

Mass per
Equal to Length Special Extra special
anchor
or greater Less than Number quality quality
(mA)
than (Grade 2) (Grade 3)
(kg) (m) (mm) (mm)
1790 2 14150 1017.5 105 84
1790 1930 2 14400 990 105 84
1930 2080 2 14800 990 105 84
2080 2230 2 15200 990 105 84
2230 2380 2 15600 990 105 84
2380 2530 2 16000 990 105 84
2530 2700 2 16300 990 105 84
2700 2870 2 16700 990 105 84
2870 3040 2 17000 990 105 84
3040 3210 2 17600 990 105 84
3210 3400 2 18000 990 105 84
3400 3600 2 18300 990 106 84
3600 3800 2 19000 990 107 85
3800 4000 2 19700 962.5 108 87
4000 4200 2 20300 962.5 111 90
4200 4400 2 21100 962.5 114 92
4400 4600 2 22000 962.5 117 95
4600 4800 2 22900 962.5 119 97
4800 5000 2 23500 962.5 122 99
5000 5200 2 24000 935 125 102
5200 5500 2 24500 907.5 130 105
5500 5800 2 25000 907.5 133 107
5800 6100 2 25500 880 137 111
6100 6500 2 25700 880 140 113
6500 6900 2 26000 852.5 143 115
6900 7400 2 26500 852.5 147 118
7400 7900 2 27000 825 152 121
7900 8400 2 27500 825 154 123
8400 8900 2 28000 797.5 158 127
8900 9400 2 28900 770 162 132
9400 10000 2 29400 770 - 135
10000 10700 2 29900 770 - 139
10700 11500 2 30600 770 - 143
11500 12400 2 31500 770 - 147
12400 13400 2 33200 770 - 152
13400 14600 2 35000 770 - 157
14600 2 38000 770 - 162

1.2.3 Anchors

The bower anchors should be connected to their chain cables and positioned on board ready
for use.

Anchors should be of the stockless High Holding Power (HHP) type. The mass of the head of
a stockless anchor, including pins and fittings, should not be less than 60% of the total mass
of the anchor. For the conditions of HHP anchors reference is made to A1.4.1.2 (a) and for
the approval and/or acceptance of HHP anchors reference is made to A1.4.1.2 (c).

Page 6 of 28 IACS Rec. 1982/Rev.5 2023

 No.10

No.10 The mass, per anchor, of bower anchors given in Table 4 is for anchors of equal mass. The
(cont) mass of individual anchors may vary to 7% of the tabular mass, but the total mass of anchors
should not be less than that recommended for anchors of equal mass.

Suitable arrangements should be provided for securing the anchors when stowed, see 1.3.3.

For manufacture of anchors reference is made to UR W29. For proof testing of the anchors
reference is made to A1.4.4.2.

1.2.4 Chain cables for bower anchors

Bower anchors should be associated with stud link chain cables of special (Grade 2) or extra
special (Grade 3) quality. The total length of chain cable, as given in Table 4 should be
reasonably divided between the two bower anchors. For the proof and breaking loads of stud
link chain cables reference is made to A1.5.3, Table 4.

For manufacture of anchor chain cables reference is made to UR W18.

For the installation of the chain cables on board, 1.3 should be observed.

1.2.5 Anchor windlass and chain stopper

The application of UR A3 is recommended for the anchor windlass design and testing and the
chain stopper design.

Notwithstanding the requirements according to UR A3, the windlass unit prime mover should
be able to supply for at least 30 minutes a continuous duty pull Zcont, in N, given by:

Zcont = 35 d2 + 13.4 mA

where

d = chain diameter, in mm, as per Table 4

mA = HHP anchor mass, in kg, as per Table 4

In addition to the requirements of UR A3, as far as practicable, for testing purpose the speed
of the chain cable during hoisting of the anchor and cable should be measured over 37.5 m of
chain cable and initially with at least 120 m of chain and the anchor submerged and hanging
free. The mean speed of the chain cable during hoisting of the anchor from the depth of 120
m to the depth of 82.5 m should be at least 4.5 m/min.

For the hull supporting structure of anchor windlass and chain stopper reference is made to
A1.7.

1.3 Installation of chain cables and anchors on board

1.3.1 Capacity and arrangement of anchor chain locker

(a) The chain locker should be of capacity and depth adequate to provide an easy direct
lead of the cables through the chain pipes and a self-stowing of the cables. The chain
locker should be provided with an internal division so that the port and starboard chain
cables may be fully and separately stowed.

Page 7 of 28 IACS Rec. 1982/Rev.5 2023

 No.10

(b) The chain locker boundaries and their access openings should be watertight as
No.10 necessary to prevent accidental flooding of the chain locker and damaging essential
(cont) auxiliaries or equipment or affecting the proper operation of the ship.

(c) Adequate drainage facilities of the chain locker should be adopted.

1.3.2 Securing of the inboard ends of chain cables

(a) The inboard ends of the chain cables should be secured to the structures by a fastening
able to withstand a force not less than 15% BL nor more than 30% BL (BL = breaking
load of the chain cable).

(b) The fastening should be provided with a mean suitable to permit, in case of emergency,
an easy slipping of the chain cables to sea, operable from an accessible position
outside the chain locker.

1.3.3 Securing of stowed anchors

(a) To hold the anchor tight in against the hull or the anchor pocket, respectively, it is
recommended to fit anchor lashings, e.g., a ‘devil’s claw’.

(b) Anchor lashings should be designed to resist a load at least corresponding to twice the
anchor mass plus 10 m of cable without exceeding 40% of the yield strength of the
material.

Page 8 of 28 IACS Rec. 1982/Rev.5 2023

 No.10

2. Mooring and towing equipment

No.10
(cont) 2.1 Mooring lines

The mooring lines for ships with Equipment Number EN of less than or equal to 2000 are
given in 2.1.1. For other ships the mooring lines are given in 2.1.2.

The Equipment Number EN should be calculated in compliance with A1.2. Deck cargoes at the
ship nominal capacity condition should be included for the determination of side-projected area
A. The nominal capacity condition is defined in UR A2.0.

Sections 2.1.1 and 2.1.2 specify the minimum recommended number and minimum strength of
mooring lines. As an alternative to 2.1.1 and 2.1.2, the minimum recommendation for mooring
lines may be determined by direct mooring analysis in line with the procedure given in Appendix
A.

The designer should consider verifying the adequacy of mooring lines based on assessments
carried out for the individual mooring arrangement, expected shore-side mooring facilities and
design environmental conditions for the berth.

The definition of line design break force (LDBF) is the minimum force at which a new, dry,
spliced mooring line will break at. This is for all synthetic cordage material.

This value is declared by the manufacturer on each line's mooring line certificate and is stated
on a manufacturer's line data sheet. LDBF of a line should be 100%-105% of the ship design
minimum breaking load defined in article 2.1.2.1 of this Recommendation.

The LDBF for nylon (polyamide) mooring lines should be specified as break tested wet,
because nylon lines change strength characteristics once exposed to water and generally do
not fully dry to their original construction state.

2.1.1 Mooring lines for ships with EN ≤ 2000

The minimum recommended mooring lines for ships having an Equipment Number EN of less
than or equal to 2000 are given in Table 5.

For ships having the ratio A/EN > 0.9 the following number of lines should be added to the
number of mooring lines as given by Table 5:

A
One line where 0.9 < ≤ 1.1,
EN

A
two lines where 1.1 < ≤ 1.2,
EN

A
three lines where 1.2 < .
EN

Page 9 of 28 IACS Rec. 1982/Rev.5 2023

 No.10

Table 5 Mooring lines for ships with EN ≤ 2000

No.10
(cont) EQUIPMENT NUMBER MOORING LINES
Minimum length
Ship design minimum breaking load
Exceeding Not exceeding No. of mooring lines of each line *
(kN)
(m)

1
2 3 4 5
50 70 3 80 37
70 90 3 100 40
90 110 3 110 42
110 130 3 110 48
130 150 3 120 53
150 175 3 120 59
175 205 3 120 64
205 240 4 120 69
240 280 4 120 75
280 320 4 140 80
320 360 4 140 85
360 400 4 140 96
400 450 4 140 107
450 500 4 140 117
500 550 4 160 134
550 600 4 160 143
600 660 4 160 160
660 720 4 160 171
720 780 4 170 187
780 840 4 170 202
840 910 4 170 218
910 980 4 170 235
980 1060 4 180 250
1060 1140 4 180 272
1140 1220 4 180 293
1220 1300 4 180 309
1300 1390 4 180 336
1390 1480 4 180 352
1480 1570 5 190 352
1570 1670 5 190 362
1670 1790 5 190 384
1790 1930 5 190 411
1930 2000 5 190 437

* 2.1.3 should be observed

2.1.2 Mooring lines for ships with EN > 2000

The minimum recommended strength and number of mooring lines for ships with an
Equipment Number EN > 2000 are given in 2.1.2.1 and 2.1.2.2, respectively. The length of
mooring lines is given by 2.1.3.

The strength of mooring lines and the number of head, stern, and breast lines (see Note) for
ships with an Equipment Number EN > 2000 are based on the side-projected area A1. Side
projected area A1 should be calculated similar to the side-projected area A according to A1.2
but considering the following conditions:

• The ballast draft should be considered for the calculation of the side-projected area A1.
For ship types having small variation in the draft, like e.g. passenger and RO/RO vessels,
the side projected area A1 may be calculated using the summer load waterline.

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 No.10

• Wind shielding of the pier can be considered for the calculation of the side-projected
No.10 area A1 unless the ship is intended to be regularly moored to jetty type piers. A height of
(cont) the pier surface of 3 m over waterline may be assumed, i.e. the lower part of the side-
projected area with a height of 3 m above the waterline for the considered loading
condition may be disregarded for the calculation of the side-projected area A1.

• Deck cargoes at the ship nominal capacity condition should be included for the
determination of side-projected area A1. For the condition with cargo on deck, the
summer load waterline may be considered. Deck cargoes may not need to be considered
if ballast draft condition generates a larger side-projected area A1 than the full load
condition with cargoes on deck. The larger of both side-projected areas should be chosen
as side-projected area A1. The nominal capacity condition is defined in UR A2.0.

The mooring lines as given here under are based on a maximum current speed of 1.0 m/s
and the following maximum wind speed vw, in m/s:

vw = 25.0 - 0.002 (A1 – 2000) for passenger ships, ferries, and car carriers
with 2000 m2 < A1 ≤ 4000 m2
= 21.0 for passenger ships, ferries, and car carriers
with A1 > 4000 m2
= 25.0 for other ships

The wind speed is considered representative of a 30 second mean speed from any direction
and at a height of 10 m above the ground. The current speed is considered representative of
the maximum current speed acting on bow or stern (±10°) and at a depth of one-half of the
mean draft. Furthermore, it is considered that ships are moored to solid piers that provide
shielding against cross current.

Additional loads caused by, e.g., higher wind or current speeds, cross currents, additional
wave loads, or reduced shielding from non-solid piers may need to be particularly considered.
Furthermore, it should be observed that unbeneficial mooring layouts can considerably
increase the loads on single mooring lines.

Note:

The following is defined with respect to the purpose of mooring lines, see also figure below:

Breast line: A mooring line that is deployed perpendicular to the ship, restraining the ship in
the off-berth direction.

Spring line: A mooring line that is deployed almost parallel to the ship, restraining the ship in
fore or aft direction.

Head/Stern line: A mooring line that is oriented between longitudinal and transverse direction,
restraining the ship in the off-berth and in fore or aft direction. The amount of restraint in fore
or aft and off-berth direction depends on the line angle relative to these directions.

Breast line Breast line

Stern line Spring lines Head line

Page 11 of 28 IACS Rec. 1982/Rev.5 2023

 No.10

2.1.2.1 Ship design minimum breaking load

No.10
(cont) The ship design minimum breaking load, in kN, of the mooring lines should be taken as:

MBLSD = 0.1 · A1 + 350

The ship design minimum breaking load may be limited to 1275 kN (130 t). However, in this
case the moorings are to be considered as not sufficient for environmental conditions given
by 2.1.2. For these ships, the acceptable wind speed vw*, in m/s, can be estimated as follows:

𝑀𝑀𝑀𝑀𝑀𝑀∗𝑆𝑆𝑆𝑆
𝑣𝑣𝑤𝑤∗ = 𝑣𝑣𝑤𝑤 ∙ �
𝑀𝑀𝑀𝑀𝑀𝑀𝑆𝑆𝑆𝑆

where vw is the wind speed as per 2.1.2, MBLSD* the ship design minimum breaking load of
the mooring lines intended to be supplied and MBLSD the ship design minimum breaking load
as recommended according to the above formula. However, the ship design minimum
breaking load should not be taken less than corresponding to an acceptable wind speed of 21
m/s:

21 2
𝑀𝑀𝑀𝑀𝑀𝑀∗𝑆𝑆𝑆𝑆 ≥ � � ⋅ 𝑀𝑀𝑀𝑀𝑀𝑀𝑆𝑆𝑆𝑆
𝑣𝑣𝑤𝑤

If lines are intended to be supplied for an acceptable wind speed vw* higher than vw as per
2.1.2, the ship design minimum breaking load should be taken as:

𝑣𝑣𝑤𝑤∗ 2
𝑀𝑀𝑀𝑀𝑀𝑀∗𝑆𝑆𝑆𝑆 = � � ⋅ 𝑀𝑀𝑀𝑀𝑀𝑀𝑆𝑆𝑆𝑆
𝑣𝑣𝑤𝑤

2.1.2.2 Number of mooring lines

The total number of head, stern and breast lines (see Note in 2.1.2) should be taken as:

n = 8.3·10-4 · A1 + 6

For oil tankers, chemical tankers, bulk carriers, and ore carriers the total number of head,
stern and breast lines should be taken as:

n = 8.3·10-4 · A1 + 4

The total number of head, stern and breast lines should be rounded to the nearest whole
number.

The number of head, stern and breast lines may be increased or decreased in conjunction
with an adjustment to the ship design minimum breaking load of the lines. The adjusted ship
design minimum breaking load, MBLSD**, should be taken as:

MBLSD** = 1.2 · MBLSD · n/n** ≤ MBLSD for increased number of lines,

MBLSD** = MBLSD · n/n** for reduced number of lines.

where MBLSD is MBLSD or MBLSD* specified in 2.1.2.1, as appropriate, n** is the increased or
decreased total number of head, stern and breast lines and n the number of lines for the
considered ship type as calculated by the above formulas without rounding.

Page 12 of 28 IACS Rec. 1982/Rev.5 2023

 No.10

No.10 Vice versa, the ship design minimum breaking load of head, stern and breast lines may be
(cont) increased or decreased in conjunction with an adjustment to the number of lines.

The total number of spring lines (see Note in 2.1.2) should be taken not less than:

Two lines where EN < 5000,

Four lines where EN ≥ 5000.

The ship design minimum breaking load of spring lines should be the same as that of the
head, stern and breast lines. If the number of head, stern and breast lines is increased in
conjunction with an adjustment to the ship design minimum breaking load of the lines, the
number of spring lines should be taken as follows, but rounded up to the nearest even
number.

nS* = MBLSD/MBLSD** · nS

where MBLSD is MBLSD or MBLSD* specified in 2.1.2.1, as appropriate, nS is the number of

spring lines as given above and nS* the increased number of spring lines.

2.1.3 Length of mooring lines

The length of mooring lines for ships with EN of less than or equal to 2000 may be taken from
Table 5. For ships with EN > 2000 the length of mooring lines may be taken as 200 m.

The lengths of individual mooring lines may be reduced by up to 7% of the above given
lengths, but the total length of mooring lines should not be less than would have resulted had
all lines been of equal length.

2.2 Tow line

The tow lines are given in Table 6 and are intended as own tow line of a ship to be towed by
a tug or other ship. For the selection of the tow line from Table 6, the Equipment Number EN
should be taken according to 2.1.

The designer should consider verifying the adequacy of towing lines based on assessments
carried out for the individual towing arrangement.

Page 13 of 28 IACS Rec. 1982/Rev.5 2023

 No.10

Table 6 Tow lines

No.10
(cont) EQUIPMENT NUMBER TOW LINE
Minimum Ship design minimum
Not
Exceeding length breaking load
exceeding
(m) (kN)

1
2 3 4
50 70 180 98
70 90 180 98
90 110 180 98
110 130 180 98
130 150 180 98
150 175 180 98
175 205 180 112
205 240 180 129
240 280 180 150
280 320 180 174
320 360 180 207
360 400 180 224
400 450 180 250
450 500 180 277
500 550 190 306
550 600 190 338
600 660 190 370
660 720 190 406
720 780 190 441
780 840 190 479
840 910 190 518
910 980 190 559
980 1060 200 603
1060 1140 200 647
1140 1220 200 691
1220 1300 200 738
1300 1390 200 786
1390 1480 200 836
1480 1570 220 888
1570 1670 220 941
1670 1790 220 1024
1790 1930 220 1109
1930 2080 220 1168
2080 2230 240 1259
2230 2380 240 1356
2380 2530 240 1453
2530 2700 260 1471
2700 2870 260 1471
2870 3040 260 1471
3040 3210 280 1471
3210 3400 280 1471
3400 3600 280 1471
3600 - 300 1471

2.3 Mooring and tow line construction

Tow lines and mooring lines may be of wire, natural fibre or synthetic fibre construction or of a
mixture of wire and fibre. For synthetic fibre ropes it is recommended to use lines with
reduced risk of recoil (snap-back) to mitigate the risk of injuries or fatalities in the case of
breaking mooring lines.

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 No.10

2.4 Mooring winches

No.10
(cont) 2.4.1 Each winch should be fitted with brakes the holding capacity of which is sufficient to
prevent unreeling of the mooring line when the rope tension is equal to 80% of the ship
design minimum breaking load of the rope as fitted on the first layer. The winch should be
fitted with brakes that will allow for the reliable setting of the brake rendering load.

2.4.2 For powered winches the maximum hauling tension which can be applied to the
mooring line (the reeled first layer) should not be less than 1/4.5 times, nor be more than 1/3
times the rope's ship design minimum breaking load. For automatic winches these figures
apply when the winch is set to the maximum power with automatic control.

2.4.3 For powered winches on automatic control, the rendering tension which the winch can
exert on the mooring line (the reeled first layer) should not exceed 1.5 times, nor be less than
1.05 times the hauling tension for that particular power setting of the winch. The winch should
be marked with the range of rope strength for which it is designed.

2.5 Mooring and towing arrangement

2.5.1 Mooring arrangement

Mooring lines in the same service (e.g. breast lines, see Note in 2.1.2) should be of the same
characteristic in terms of strength and elasticity.

As far as possible, sufficient number of mooring winches should be fitted to allow for all
mooring lines to be belayed on winches. This allows for an efficient distribution of the load to
all mooring lines in the same service and for the mooring lines to shed load before they
break. If the mooring arrangement is designed such that mooring lines are partly to be
belayed on bitts or bollards, it should be considered that these lines may not be as effective
as the mooring lines belayed on winches.

Mooring lines should have as straight a lead as is practicable from the mooring drum to the
fairlead.

At points of change in direction sufficiently large radii of the contact surface of a rope on a
fitting should be provided to minimize the wear experienced by mooring lines and as
recommended by the rope manufacturer for the rope type intended to be used.

2.5.2 Towing arrangement

Towing lines should be led through a closed chock. The use of open fairleads with rollers or
closed roller fairleads should be avoided.

For towing purpose it is recommended to provide at least one chock close to centreline of the
ship forward and aft. It is also beneficial to provide additional chocks on port and starboard
side at the transom and at the bow.

Towing lines should have a straight lead from the towing bitt or bollard to the chock.

For the purpose of towing, bitts or bollards serving a chock should be located slightly offset
and in a distance of at least 2 m away from the chock, see figure below:

Page 15 of 28 IACS Rec. 1982/Rev.5 2023

 No.10

No.10
(cont)

Warping drums should preferably be positioned not more than 20 m away from the chock,
measured along the path of the line.

Attention should be given to the arrangement of the equipment for towing and mooring
operations in order to prevent interference of mooring and towing lines as far as practicable. It
is beneficial to provide dedicated towing arrangements separate from the mooring equipment.

For emergency towing arrangements for tankers reference should be made to SOLAS
Chapter II-1, Regulation 3-4. For all ships other than tankers it is recommended to provide
towing arrangements fore and aft of sufficient strength for ‘other towing’ service as defined in
UR A2.0.

Page 16 of 28 IACS Rec. 1982/Rev.5 2023

 No.10

3. Anchoring and mooring equipment for fishing vessels

No.10
(cont) 3.1 Anchoring equipment

3.1.1 Application

The following provisions apply to fishing vessels operating in unrestricted service. Reduction
of equipment may be considered for fishing vessels operating in restricted services.

3.1.2 General recommendations

(a) Each ship should be provided with anchoring equipment designed for quick and safe
operation in all foreseeable service conditions. Anchor equipment should consist of
anchors, anchor chain cables and a windlass or other arrangements for dropping and
weighing the anchors and for holding the ship at anchor.

(b) The equipment of anchors and chain cables given in Table 7 is based on the Equipment
Number EN which should be calculated as follows:

EN = Δ2/3 + 2Bh + 0.1A

where

Δ = moulded displacement, in t, to the maximum design waterline,

B = greatest moulded breadth, in m,

h = effective height, in m, from the maximum design waterline to the top of the
uppermost house.

= a + Σhi

a = distance, in m, from the maximum design waterline to the upper edge of the
uppermost complete deck at the side amidships,

hi = height, in m, on the centreline of each tier of houses having breadth greater than
B/4.

For the lowest tier h is measured at centreline from the upper deck or from a notional deck
line where there is local discontinuity in the upper deck.

When calculating h, sheer and trim can be ignored.

A = side-projected area, in m2, of the hull, within the length of the ship between
perpendiculars, and of superstructures and houses above the maximum design
waterline having a width greater than B/4.

Screens and bulwarks more than 1.5 m in height should be regarded as parts of houses
when determining h and A.

3.1.3 Particular recommendations

(a) For ships below 40 m in length the anchor chain may be replaced with wire ropes of
equal strength of the tabular anchor cables of Grade 1. Wire ropes of trawl winches
complying with this recommendation may be used as anchor chain cables.

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 No.10

(b) When wire ropes are substituted for anchor chain cables then:
No.10
(cont) (i) the length of the ropes should be equal to 1.5 times the corresponding tabular
length of chain cable (col. 5 of Table 7),

(ii) a short length of chain cable should be fitted between the wire rope and anchor
having a length of 12.5 m or the distance between anchor in stowed position and
winch, whichever is less,

(iii) all surfaces being in contact with the wire should be rounded with a radius of not
less than 10 times the wire rope diameter (including stem).

(c) High holding power anchors of approved design may be used as bower anchors. The
mass of each such anchor may be 75% of the tabular mass for ordinary stockless
bower anchors.

(d) The tabular anchor equipment may be increased for ships fishing in very rough waters.

Page 18 of 28 IACS Rec. 1982/Rev.5 2023

 No.10

Table 7 Equipment for fishing vessels

No.10
(cont) Stud link chain cables for
Stockless bower
bower anchors
Equipment Number anchors
Min. diameter
(mm)
Total length
Mass per Mild steel Special quality
Not (m)
Exceeding Number anchor (Grade 1)** steel
exceeding
(kg) (Grade 2)**

1 2 3 4 5 6 7

30 40 2 80 165 11 -
40 50 2 100 192.5 11 -

50 60 2 120 192.5 12.5 -

60 70 2 140 192.5 12.5 * -
70 80 2 160 220 14 12.5
80 90 2 180 220 14 12.5
90 100 2 210 220 16 14

100 110 2 240 220 16 14

110 120 2 270 247.5 17.5 16
120 130 2 300 247.5 17.5 16
130 140 2 340 275 19 17.5
140 150 2 390 275 19 17.5
150 175 2 480 275 22 19
175 205 2 570 302.5 24 20.5
205 240 2 660 302.5 26 22
240 280 2 780 330 28 24
280 320 2 900 357.5 30 26

320 360 2 1020 357.5 32 28

360 400 2 1140 385 34 30
400 450 2 1290 385 36 32
450 500 2 1440 412.5 38 34
500 550 2 1590 412.5 40 34

550 600 2 1740 440 42 36

600 660 2 1920 440 44 38
660 720 2 2100 440 46 40
NOTES
* Alternative to stud link chain cables, short link chain cables may be considered.
** The steel grades of the chain cables are covered by UR A1, A1.5.2.

3.2 Mooring equipment

The mooring equipment is given by Table 8.

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 No.10

Table 8 Mooring lines for fishing vessels

No.10
(cont)
Equipment Number Mooring lines

Minimum length of Ship design minimum

Exceeding Not exceeding Number
each line (m) breaking load (kN)

1 2 3 4 5

30 40 2 50 29
40 50 2 60 29
50 60 2 60 29
60 70 2 80 29
70 80 2 100 34

80 90 2 100 36.8
90 100 2 110 36.8
100 110 2 110 39
110 120 2 110 39
120 130 2 110 44

130 140 2 120 44

140 150 2 120 49
150 175 2 120 54
175 205 2 120 59
205 240 2 120 64

240 280 3 120 71

280 320 3 140 78
320 360 3 140 85.8
360 400 3 140 93
400 450 3 140 101

450 500 3 140 108

500 550 4 160 113
550 600 4 160 118
600 660 4 160 123
660 720 4 160 127

Page 20 of 28 IACS Rec. 1982/Rev.5 2023

 No.10

Appendix A. Direct mooring analyses

No.10
(cont) 1. General

As an alternative to the prescriptive approach, direct mooring analysis may be performed

to determine the necessary mooring restraint, i.e. number and strength of mooring lines.
Direct analyses allow to optimize mooring equipment and arrangement for the individual
ship and the port mooring facilities typical for the considered ship type and size.

2. Documentation

The calculations should be documented in a report. The report should include all
assumptions made in calculations for the finally chosen mooring equipment, including
lines, and its arrangement, reflected in the mooring arrangement plan as required by UR
A2.

3. Analysis methodology

Three dimensional quasi-static calculations should be performed to determine the acting

mooring line forces. As a minimum, loads from wind and current should be accounted for
in the analysis. Geometrical and material nonlinearities of mooring lines and fenders or
breasting dolphins should be considered. An iterative calculation procedure should be
applied to arrive at a converged solution with forces acting on mooring lines and on
fenders or breasting dolphins being in equilibrium with forces and moments applied to the
ship.

4. Environmental conditions

Mooring line forces should be calculated for environmental conditions given in 2.1.2 [of
IACS Rec. 10]. Additional loads, e.g. wave loads or cross currents, or increased wind and
current loads may be considered for certain ship types or for specific ports intended to be
regularly called.

5. Steps to be taken in a direct mooring analysis

Direct assessment of mooring forces and determination of the necessary number and
strength of mooring lines comprise the following steps:

a) Determine port mooring facilities representative for the considered ship type and
size
b) Determine shipboard mooring equipment and arrangement
c) Determine mooring line type(s) to be used
d) Determine mooring layout(s) to be assessed
e) Determine ship loading condition(s) to be assessed
f) Select or determine wind and current drag coefficients
g) Determine wind and current forces and moments
h) Compute forces acting on all mooring line
i) Determine necessary strength of mooring lines
j) If strength of mooring lines should be altered, modify steps b), c) and/or d) with or
without changing the number of mooring lines and repeat steps h) and i)

Page 21 of 28 IACS Rec. 1982/Rev.5 2023

 No.10

5.1. Port mooring facilities

No.10
(cont) Characteristics of port mooring facilities have strong influence on the resulting
mooring line forces. Mooring analysis should be performed for port mooring facilities
representative for the considered ship type and size, i.e. type of berth, type and
arrangement of hooks/bollards, type and arrangement of fenders or breasting
dolphins and height of pier above waterline.

Fenders or breasting dolphins in many cases may not affect the critical mooring line
loads. Hence, initially, generic fender or dolphin arrangements and infinitely stiff load-
deformation characteristics may be considered. If no fender or dolphin loads occur for
load cases yielding the critical mooring line loads, more specific fender or dolphin
arrangements and characteristics may be omitted.

If there are substantially different port mooring facilities typically encountered by the
considered ship type, additional calculations should be performed to consider these
variations.

5.2. Shipboard mooring equipment and arrangement

The mooring equipment and arrangement need to be chosen for the mooring
analysis, i.e. location of mooring decks and location of mooring winches and
fairleads. As a starting point, mooring equipment for the number of lines as
determined by the prescriptive approach may be chosen, see 2.1.2.2 [of IACS Rec.
10].

5.3. Mooring lines

The mooring analysis should apply the mooring line type(s) intended to be supplied
with the vessel. The geometrical and material nonlinearities of the mooring lines
should be considered by the mooring analysis. Load-deflection characteristics of
mooring lines can be taken from data sheets of rope manufacturers. If given,
characteristics of the broken-in ropes should be applied.

To achieve a good distribution of mooring line forces, mooring line type and
characteristics should be at least same for lines in the same service, e.g. for head
and stern lines, breast lines and spring lines. For very stiff mooring lines, e.g. made
of steel or high modulus synthetic fibers, the use of elastic tails should be considered
to enhance the elasticity in the mooring system and taken into account for the
mooring analysis.

5.4. Mooring layout

For the assessment of forces acting on mooring lines, a realistic mooring layout
needs to be assumed, i.e. for each mooring line it needs to be determined from which
bollard or winch, along which path, through which fairlead it is led and to which
shoreside hook or bollard it is connected. Inboard parts of the mooring lines (between
fairlead and shipboard fixation point) contribute to the elongation behavior of the line
and should be included in the analysis.

The maximum number of lines connected to one shore mooring point needs to be
limited to not load the shore side mooring points unrealistically high. For multi-
purpose piers the number of lines per shore bollard should be limited to three. For
other types of berths, the number mooring lines per shore mooring point is also

Page 22 of 28 IACS Rec. 1982/Rev.5 2023

 No.10

limited, e.g., by the available number of hooks. Reasonable assumptions should be

No.10 made based on typical berth types encountered by the considered ship type.
(cont)
Alternative mooring layouts should also be assessed, considering possible and
reasonable options to moor the ship to the assumed port mooring facilities. Also, a
different position of the ship relative to the shoreside mooring bollards/hooks should
be assessed to find the critical mooring line loads for the normal operation of the
ship. Exemptions may be given to e.g. tankers, LNG carriers or ferries if typically
moored in the same position relative to the shoreside mooring facilities.

5.5. Loading conditions

Mooring line forces should be calculated for loading conditions given in 2.1.2 [of IACS
Rec. 10].

5.6. Wind and current drag coefficients

To calculate the wind and current forces and moments acting on the ship, wind and
current drag coefficients are needed for the considered ship type, size and loading
condition. Drag coefficients should be as specific as possible for the considered ship
and loading conditions.

There are different sources for drag coefficients. Some Industry Guidelines provide
drag coefficients for tankers and LNG carriers which can be applied. Due to the
similarity of hull forms and superstructures, these coefficients may also be used for
bulk carriers and ore carriers. For other ship types drag coefficients may be taken
from the literature, if available, or can be determined by CFD calculations or model
tests. CFD calculations are to be justified with suitable validation and sensitivity
studies.

There are some effects that can influence the drag coefficients, i.e. blockage (limited
under keel clearance, solid quay walls), ship draft and wind shielding by solid quays
and buildings or cargo stored on quays (e.g. container stacks). Effects from blockage
and ship draft can only be accounted for by appropriate coefficients. Drag coefficient
should be chosen or determined for realistic water depth to draft ratios and for the
considered ship draft(s). Some Industry Guidelines provide current drag coefficients
for ballast and loaded draft conditions and for different water depth to draft ratios.
Wind shielding effects are typically not considered by the wind drag coefficients. The
effect of wind shielding of solid quays may be considered by an equivalent reduction
of the lateral wind area of the ship. Shielding by buildings or cargo stored on quays
should not be considered as their presence is imponderable.

5.7. Calculation of wind and current forces and moments

Wind and current forces and moments can be calculated for the given environmental
conditions with the geometrical particulars of the considered ship and the selected
drag coefficients. Usually, the forces in longitudinal and transversal directions as well
as the moment about the vertical ship axis (yaw) are calculated.

Wind forces and moments should be calculated for all directions in intervals of
preferably 15°, but not more than 30°. Current forces and moments should be
calculated for selected directions as per 2.1.2 [of IACS Rec. 10]. For ships regularly
moored to non-solid piers or jetties, cross current may need to be considered in
addition.

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 No.10

5.8. Calculation of mooring line forces

No.10
(cont) For all considered scenarios and all combinations of applied environmental
conditions, the maximum mooring line force should be determined for groups of lines
in the same service.

In case of all lines are intended to be attached to winches, brake rendering can be
considered to better distribute line loads among all lines in a group of lines in the
same service. Then, the average mooring line force of a group of lines may be
determined and taken as mooring line force used to determine the necessary
strength of the mooring lines according to section 5.9.

5.9. Strength of mooring lines

The necessary strength of mooring lines, i.e., the Ship Design Minimum Breaking
Load (MBLSD), results from the calculated maximum mooring line force (FL, max)
divided by the Work Load Limit (WLL) factor of mooring lines. The WLL factor and the
resulting MBLSD for different mooring line materials are shown in the below table.

Mooring line WLL

MBLSD
material factor
Steel wire 0.55 1.82 * FL, max
Synthetic fibers 0.5 2.0 * FL, max

Preferably, all lines supplied to the ship should have the same characteristics and
strength to avoid confusion of lines. However, for significantly different maximum
calculated line loads, lines in different service may also have different strength and
characteristics, e.g. for head and stern lines other than for spring lines.

Page 24 of 28 IACS Rec. 1982/Rev.5 2023

 No.10

Appendix B. Direct force calculation for anchoring equipment

No.10
(cont)
1. General

As an alternative to the prescriptive approach described in A1.2 direct force calculation

may be performed to determine the necessary anchoring equipment for monohull ships
with length less than 90m.

2. Total force FEN

The total force (static + dynamic) FEN , in kN, induced by wind and current acting on
monohull in anchoring condition as defined in A1.1 may be calculated as follows:

FEN = 2 (FSLPH + FSH + FSS)

where:

FSLPH : Static force on wetted part of the hull due to current, as defined in 2.1 of this
appendix
FSH : Static force on hull due to wind, as defined in 2.2 of this appendix
FSS : Static force on superstructures due to wind, as defined 2.3 of this appendix.

2.1. Static force on wetted part of hull FSLPH

The theoretical static force induced by current applied on the wetted part of the hull, in
kN, is defined according to the following formula:
1
𝐹𝐹𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 = 𝜌𝜌𝐶𝐶𝑓𝑓 𝑆𝑆𝑚𝑚 𝑉𝑉𝑐𝑐2 10−3
2

where:

ρ: Water density, equal to 1025 kg/m3

Cf : Coefficient equal to:
0.075
𝐶𝐶𝑓𝑓 = (1 + 𝑘𝑘)
(log 𝑅𝑅𝑒𝑒 − 2)2

With Re, Reynolds number:

(𝑉𝑉𝑐𝑐 𝐿𝐿𝑊𝑊𝑊𝑊 )
𝑅𝑅𝑒𝑒 =
1.054 ⋅ 10−6

k: Coefficient equal to:

𝐶𝐶𝑏𝑏𝑏𝑏𝑏𝑏
𝑘𝑘 = 0.017 + 20 −1.5
𝐿𝐿2𝑊𝑊𝑊𝑊 𝑇𝑇 −0.5 𝐵𝐵𝑊𝑊𝑊𝑊

With CbWL, block coefficient at waterline:

Δ
𝐶𝐶𝑏𝑏𝑏𝑏𝑏𝑏 =
1.025𝐿𝐿𝑊𝑊𝑊𝑊 𝐵𝐵𝑊𝑊𝑊𝑊 𝑇𝑇

Page 25 of 28 IACS Rec. 1982/Rev.5 2023

 No.10

No.10 Δ: Moulded displacement at waterline, in m3

(cont) Sm : Total wetted surface of the part of the hull under draught, in m2
The value of Sm is to be given by the Designer. When this value is not available,
Sm may be taken equal to 6.∆2/3
VC : Speed of the current, in m/s, as defined in A1.1.

2.2. Static force on hull FSH

The theoretical static force induced by wind applied on the upper part of the hull, in kN, is
defined according to the following formula:

1 2
 𝐹𝐹𝑆𝑆𝑆𝑆 = 𝜌𝜌�𝐶𝐶ℎ𝑓𝑓𝑓𝑓 𝑆𝑆ℎ𝑓𝑓𝑓𝑓 + 0.02𝑆𝑆ℎ𝑙𝑙𝑙𝑙𝑙𝑙 �𝑉𝑉𝑊𝑊 10−3
2
where:

ρ: Air density, equal to 122 kg/m3

VW : Speed of the wind, in m/s, as defined in A1.1
Shfr : Front surface of hull and bulwark if any, in m2, projected on a vertical plane of the
ship situated aft of the aft end of the ship and perpendicular to the longitudinal
axis of the ship
Shlat : Partial lateral surface of one single side of the hull and bulwark if any, in m2,
through the overall length of the ship, projected on a vertical plane parallel to the
longitudinal axis of the ship and delimited according to figure 1
Chfr : 0,8 sin α, with α defined in figure 1.
In figure 1, B is the breadth of the hull, in m.

The upper part of the hull is the part extending from side to side to the uppermost
continuous deck extending over the ship length.

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 No.10

No.10
(cont) 2.3. Static forces FSS on superstructures and deckhouses

2.3.1. General case

The theoretical static force induced by wind applied on the superstructures and
deckhouses, in kN, is defined as the sum of the forces applied to each superstructure and
deckhouse tier according to the following formula:
 
1 2
𝐹𝐹𝑆𝑆𝑆𝑆 = 𝜌𝜌 ��𝐶𝐶𝑠𝑠𝑠𝑠𝑟𝑟𝑖𝑖 𝑆𝑆𝑠𝑠𝑠𝑠𝑟𝑟𝑖𝑖 + 0.08𝑆𝑆𝑠𝑠𝑠𝑠𝑠𝑠𝑡𝑡𝑖𝑖 �𝑉𝑉𝑊𝑊 10−3
2
 
where:

ρ: Air density, equal to 1,22 kg/m3

VW : Speed of the wind, in m/s, as defined in 2.2 of this appendix
Ssfri : Front surface of tier i (superstructure or deckhouse, including bulwark if any), in m2,
projected on a vertical plane of the ship situated aft of the aft end of the ship and
perpendicular to the longitudinal axis of the ship
Sslati : Partial lateral surface of one single side of tier i (superstructure or deckhouse,
including bulwark if any), in m2, projected on a vertical plane parallel to the
longitudinal axis of the ship and delimited according to figure 1
When 4hi ≥ lsi, Slati is to be taken equal to 0
Csfri : 0,8 sin βi, with βi defined in figure 1 without being greater than 90°

2.3.2. Superstructures in the forward part of the ship

When superstructures are located in the front of the hull with front and side walls of
superstructures in the continuity of the side shell, the static force induced by wind applied
on these superstructures, in KN, is defined as the sum of the forces applied to each
superstructure tier according to the following formula:
 
1 2
𝐹𝐹𝑆𝑆𝑆𝑆 = 𝜌𝜌 ��𝐶𝐶ℎ𝑓𝑓𝑟𝑟𝑖𝑖 𝑆𝑆ℎ𝑓𝑓𝑟𝑟𝑖𝑖 + 0.08𝑆𝑆𝑠𝑠𝑠𝑠𝑠𝑠𝑡𝑡𝑖𝑖 �𝑉𝑉𝑊𝑊 10−3
2
 

where:

Shfri : Front surface of tier i of the superstructure, in m2, projected on a vertical plane of
the ship situated aft of the aft end of the ship and perpendicular to the longitudinal
axis of the ship
Chfri : Chfri = 0,8 sinαs, with αs as defined for α in figure 1 and measured at mid height of
the superstructure tier located in the front of the hull.
ρ, VW, Sslati: As defined in 2.3.1 of this appendix.

The static force is to be added to the static force calculated for the other superstructures
and deckhouses according to 2.3.1 of this appendix.

Page 27 of 28 IACS Rec. 1982/Rev.5 2023

 No.10

3. Anchor weight
No.10
(cont) The individual mass of anchor, in kg, is to be at least equal to:

for ordinary anchor: P = (FEN / 7) * 102

for high holding power anchor: P = (FEN / 10) * 102
for very high holding power: P = (FEN / 15) * 102

4. Chain cable

4.1. Stud link chain cable scantling

Chain cable diameters are to be selected from Table 5 of UR A1, based on the minimum
breaking load BL and proof load PL of steel grades, in kN, calculated according to the
following formulae:

• for steel Grade 1:

BL = 6 FEN
PL = 0,7 BL
• for steel Grade 2:
BL = 6.8 FEN
PL = 0,7 BL
• for steel Grade 3:
BL = 7.5 FEN
PL = 0,7 BL
The chain cable scantling is to be consistent with the mass of the associated anchor. In
case the anchor on board is heavier by more than 7% from the mass calculated in article
3 of this appendix, the value of FEN to take into account in the present Article for the
calculation of BL and PL is to be deduced from the actual mass of the anchor according to
the formulae in article 3 of this appendix.

4.2. Length of individual chain cable

The length of chain cable Lcc, in m, linked to each anchor is to be at least equal to:

• When P<180
Lcc = 30 ln(P) - 42
• When P≥180
Lcc to be selected according to Table 1 of UR A1

where:
P : Anchor weight, in kg, defined in article 3 of this appendix for an ordinary anchor
according to the considered case.

End of
Document

Page 28 of 28 IACS Rec. 1982/Rev.5 2023