Professional Documents
Culture Documents
Windlass
Mooring winches
Hatch cover openers (pull wire or hydraulic type)
Winches and derricks or cranes
Gangways and motors
Cargo pumps for LPG/LNG or chemical carriers
Whistle/Horn
Life boat winch and safety equip. drives
Anchor Handling
Efficient working of the anchor windlass is essential to the safety of the ship.
Its design and performance is subjected to strict classification society rules.
Basically they require that
Cable lifter brake shall be capable of controlling the cable and anchor when
disconnected from the gearing at letting go. The Av. Speed of cable shall be 57 m/s.
The heaving capacity shall be 4-6 times the weight of one anchor at speeds
between 9 and 15 mts/minute. The lifting wt shall be between 20-70 tonnes.
The braking effort obtained at the lifter shall at least 40% of the breaking
strength of the cable.
The windlass must be capable of pulling the anchor from a depth of 25% of the total
cable carried, i.e. 50% of the length of chain on one side.
Normal anchor handling equipment incorporates warp ends for mooring purposes with light line
speed of up to 1m/sec.
Drives 1
Electric or Electro hydraulic drives are used for dry
deck machines
cargo
Electric drives
Drives 2
Hydraulic Systems provide a good means of
distribution of power obtained from pump driven
by a constant direction/speed AC motor. This oil
can be made to drive thro hydraulic motors to
power the actuating devices. Both constant
delivery and variable delivery type pumps and
motors are commonly used
The fixed output pumps can be of the Woodward
hydraulic engine governor type which maintain
reserve oil at pressure to cater to demands
Variable displacement pumps can be of axial or
radial piston types where operational valves can
be avoided.
Conventional equipments
2.
drives 2 cable lifter and 2 warp ends. There are many designs but due to
slow speed of cable lifter(3-5rpm) a slow speed worm gear and a single
step spur gear between cable lifter and warp end is used
motor and gearbox situated below the winch unit (usually below decks.
With larger cables the capstan barrels is mounted separately on another
shaft
Control of Windlass
As the location is very vulnerable, the equipment shall
demand less maintenance and the design and layout shall
reflect this.
Design on adequate margin of the strength rather than on
life is the main criteria while on the planning stage. Slipping
clutches safe guard against shocks. Enclosed oil lubricated
and open gears are common depending on sizes
Normally these are controlled locally like starting and manual
application of brake while letting go the anchor etc.
But remote controls are getting popular in the recent times
Anchoring equipment
Chain locker
A false bottom is fitted to the
chain locker consisting of a
perforated plate. This allows
water and mud to be
removed from the space.
The end of the chain is
attached to the hull by a
quick release mechanism
known as the 'bitter end'.
The strength of this will not
be sufficient to prevent a run
away unbraked chain. The
arrangement must be easily
accessible.
Hawser
Chain stopper
For anchoring operations the stopper
bar is locked upright. When it is
required to fix the position of the
chain the stopper is lowered into the
position shown. This allows the
brake to be released and is typically
used for stowing the anchor. chain
stopper arrangements are not
designed to stop a runaway chain.
Alternately an arrangement known
as the 'devil's claw' may be used
which has a forked locking piece. For
smaller vessels, and where extra
security is required bottle jacks with
wire straps passed though the chain
may be used.
Chain
End pull will cause the link to collapse in. This repeated
many times will lead to fatigue failure. Hence, stud linked
chain is insisted upon
Chain sizing
Each vessel is given an equipment number which is
calculated with use of a formula and takes into account the
vessels size, underwater area and sail area. From this a
'look-up' table may be used to give an appropriate size of
cable. The diameter of the chain may be read from this
table and differs depending on the grade of steel. This
grade of steel varies from U1 ( mild steel), U2 (Special
Steel) to U3 (extra special steel).
Chain
The size of cable that is to be used is found by the use of a formula which
is Equipment number = D2/3 + 2Bh +A
where
D = Displacement
B = beam
h = Freeboard + height of deckhouses over B/4 wide
A = Transverse area including deckhouses over B/4 wide
Anchor designs
Anchor shown below is of the 'flipper' type. Regulations allows these to be
smaller than standard types used in many small to medium sized tankers
Mooring equipment
Cargo Handling
Derricks
For the conventional Union Purchase arrangement or the
slewing derrick systems, standard cargo winches are used
for all the activities like hoist, luff and slew.
Cargo winch nos. and capacity are decided in advance
keeping in mind the no of hatches and the size to work.
The speed varies from 0.45 m/s at full load to 1.75m/s at
light load with 40 kw at full load of 7 T and 20 kw for 3 T
Advantage of the derrick system is that only 2 winches are
reqd. and has a faster cycle time. But safe working load is
less and takes quite some time to rig up the system prior to
cargo work.
Slewing derrick system was an exception to the above and
which could be rigged up and change in set up was faster.
Deck Cranes
Deck Cranes
Presently large no. of ships are fitted with the cranes which can be
operational faster and spot the cargo easily.
Pole changing motors are being replaced with Ward Leonard
system or Electro hydraulic system are popular.
Most crane makers incorporate a rope system for luffing and this is
commonly rove to give a level luff. The cable geometry is so
arranged that the Jib and luffing motor need not be designed to lift
the load. However different heel angles can put a strain on the
winch and shall be included while designing.
Some crane manufacturers use a hydraulic ram for the luff. Pilot
operated leak valves ensure safety in the event of loss of pressure.
Auto limiting devices are built-in to safeguard against operation
beyond permissible jib radius. Some cranes are provided with
varying speed depending on the load.
Weight Of lift
This may be either a known weight i.e. a weight which is certified and clearly
marked, or an unknown estimated weight- in which case the weight is
estimated and a factor of safety applied
To be added to the lift weight is the weight of the hook and lifting
accessories before calculations are carried out. For the hook this is
given as a test weight of
0.20 tonne for 10t hook and headache ball
0.65 tonne for 50t 3 sheave block
Note that unless the lift weight is certified it is always classed as
estimated in all circumstances.
Radius of Lift
In a similar fashion the
radius is measured
from the pivot point and
not the centerline of the
crane. The distance
from the pivot to the
centerline
Special instructions
Obstructions within lift area
The area not only where the load will be lifted and
put down, but also the area covered whilst the
crane is slewing. Should this be of particular
concern a lifting plan should be created and
discussed with the crane driver highlighting areas of
concern and how best the Crane drive may avoid
them. It should be understood that the crane driver
may be unsighted of some of these obstructions
therefore where this is considered to be a high risk
a lift supervisor should be designated to guide the
crane driver at all times.
Special consideration has to be given to lifts of
unusual shape or where spreader bars are in use.
Special instructions
The Sea State
Vessel lift operations differ from shore based operations
in that dynamic load forces have to be taken into
consideration. The worst sea state condition considered to
occur during the whole operation should be used and lift
calculations based on that The Dynamic Loading factor
stated in QGPS Lifting Equipment Regulations is 2.4 times
for routine loading/unloading. A factor of 1.35 may be
applied after written consent. maximum wind speed is
given as 25knots and maximum wave height of 2m
Lifting tackle Inspections
A lifting tackle inspection by a competent person is required
on all lifting accessories every 6 months. However, it is
also required that all lifting accessories are examined for
defects before use and this includes all crane operations.
Appendix C gives a listing of the failure parameters
applicable to typical lifting accessories
Sling Angles
Hatch Covers
State-of-the-art hatch covers can be divided into three
basic types:
Lift-away hatch covers.
Rolling hatch covers
Hydraulic folding hatch covers
Chain drive
VFD
The latest method used for adjusting the
motor voltage is called pulse width
modulation PWM. With PWM voltage
control, the inverter switches are used to
divide the quasi-sinusoidal output
waveform into a series of narrow voltage
pulses and modulate the width of the
pulses.
Life Boat
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Life boat.
When lowering no mechanical assistance except gravity
shall be applied. The only physical work needed being
release of winch hand brake hold at the off position during
the lowering sequence. The centrifugal brake provides
controlled speed (36m/minute) to the lowering when hand
brake is released. If the operator looses balance and fall
off, the brake gets engaged due to the weight in the
handle & the life boat shall remain stationary at the place
of stop. A ratchet mechanism in the hoisting arrangement
ensures that the drum will not reverse and the boat fall
back into the water to provide safety in the event of power
failure while lifting.
Gravity davits
Skate
Gas carriers
Liquefied gas carriers are classified as suitable for transport of LPG and
ammonia or LNG or both if appropriately equipped.
LPG term for gasses such as propane, butane, propylene, butylenes, C4isomers. These can be liquefied at modest pressures.
LNG
Methane and mixtures containing ethane and traces of other
gasses.
Liquefied chemical gas ammonia, vinyl chloride, chlorine.
The pressures are important as upper critical pressure and temperature
plays an important role in deciding the tank design These are the limiting
feature.
Critical pressure
The minimum pressure which would suffice to liquefy a substance at its
critical temperature. Above the critical pressure, increasing the temperature
will not cause a fluid to vaporize to give a two-phase system.
Similarly every gas has a critical temperature above which a gas cannot be
liquefied irrespective of the pressure
Maintenance
of
deck machinery
General
Objective of the maintenance schedule is to keep the
equipment to its original condition as possible. The
equipment manufacturer will provide maintenance
schedule. But conditions very drastically between type of
ships, cargo carried, ports of call, environment etc. and
the schedule too shall vary accordingly.
A few minutes spent on operating and greasing the
working parts when the lubricant has been washed out
by rain or spray, can save many hours at a later date.
At suitable intervals inspection shall be carried out for
checking any change in condition of the working parts
and made good any gaps.
Elementary precautions shall see the equipment thro
many trouble free years of service
Routines
Routines contd.
DC motor needs regular inspection and cleaning to ensure
commutator performance. Brushes are softer than that for
the slip ring and a variety of graphite combinations are
available . The commutator should be dark coppery brown,
the gap between bars shall be clean. Due to prolonged use
the copper shall wear out and whenever the mica starts
protruding out it should be cut to effect a 1mm clearance.
Quality of the carbon material is of paramount importance.
Insulation of the armature and field winding should be
checked at proper intervals and very low ohmic values
indicate major damage of the concerned windings.
Routines contd.
In the Ward Leonard set, on starting, if the generator runs
on the reverse it can seriously affect the motor driving it.
Drive couplings need no constant attn. However they need
to be in perfect alignment.
Safety slipping clutches need proper friction pads at the
correct pressure. Slippage due to presence of oil, grease
and dirt can lead to over tightening and the concerned
safety failures.
Normally fail safe braking system is provided where
springs close the brake and power releases it. Needs
cleanliness and gap adjustment. Whenever a friction pad
needs replacement the whole set shall be changed.
Where brake shows signs of over heating or excessive
wear is noticed the same shall be investigated and
corrected.
Routines contd.
Cables and terminations need to be inspected
periodically. Cable terminations, bends and joints should
be checked for signs of heat. Lugs and cable shall be
correctly matched while fitting and the crimping tool shall
be proper.
Control of the machinery are normally situated on deck
locally where adverse effect of weather is predominant.
Salt water corrosion and condensation is common.
Operating gear shall be well maintained properly
lubricated. Any sign of the effect of environment should
be rectified. This applies to limit switches trip bars,
emergency stop stations etc.
Extra care should be taken when working on live panels.
Anti condensation heaters whenever provided should be
checked for the correct functioning.
Routines contd.
Open contactors should be maintained clean and any silver
plating should never be ground. The magnet coils should be
checked for looseness and vibration.
Block contactors seldom need maintenance if operated
properly and cleanliness is maintained.
Relays and smaller contact comes in the form of sealed units.
They seldom need replacement as the load is very small.
Should they need replacement the specification need be
strictly adhered to.
Thermal overload relays are made use of the distortion of a
bimetallic strip to trip a circuit. In recent time a resistance
changing semiconductor thermistors are used. Magnetic
overloads work on the principle of over current attracts an
armature tripping the circuits,
Routines contd.
Power regulation resistances may need
attn when signs are visible for color,
insulation damaged etc. If fan cooled
power regulators are used the same may
need normal; attn.
Rectifiers, thyristors, etc need no spaecial
maintenance other than cleanliness and
inspection
Filtration terminology
Many methods indicating the filtering
characteristics of the element exists. But these
two are quite common.
Absolute rating based on 99% efficiency
Nominal rating based on an arbitrary efficiency,
from a test curve showing the percentage of
known size particles transmitted by the media.
This shall be typically 95% and the particles
stopped defines the nominal efficiency.
Pressure drop
Source of contamination
With proper procedures hydraulic system
reliability is achieved in filthy environments viz.
earth moving, mining and marine environments.
In any circuit debris may be present due to;
a. Inadequate preparation like welding or
accidental damages of pipe runs or parts
Basic
Commissioning procedures, tank, piping
equipment design, cooling, material selection,
choice of the fluid etc add immensely to the
behavior of the system.
This is highly true with hydraulic mineral oils
containing special additives to cover lubricity,
anti foaming, corrosion resistance, VI improver
etc. when subjected To severe duty conditions
as in marine appln., if not maintained proper ,
can lead to extensive service difficulties.
Water was used earlier , even now like in lock gate or moving bridge
operation water is used as the hydraulic fluid. Due to inherent problems
associated with lubrication ,rusting, operating temperature range do not
find favor with.
Present day practice is to use straight mineral oils with additives to
enhance properties of oxidation stability, film strength, rust prevention,
foam resistance demulsibility, pour point depressant anti wear property,
VI improver, lubricity etc.
Mineral oils degenerate very slowly but rigorous marine duty conditions
make this oil susceptible to decay in presence of products of corrosion
or metal wear. Oxidation products tend to increase the viscosity and
cause sludge deposit. Also tend to encourage formation of emulsion
when traces of water is present.
Water can promote rusting which can cause immense damage to the
system. Condensation, leaky shaft seals, system coolers etc are the
source which need periodic attn or when ever defects are detected.
Fine metal wear is inevitable which are abrasive is removed by fine filters
along with rust and any grits which find its way into the system
Fault Finding
Ships deck equipment like windlass and mooring winches
employs relatively simple control schemes and a logical
method of elimination is the quickest method.
Electrical and electronic equipments are usually provided
with manufacturers control charts which details the logical
steps for the maintenance.
The simplest of suspects like a jammed limit switch, a blown
control fuse, weak relay coil, a loose or broken wire etc
should never be overlooked.
Mechanical or pneumatic timing devices can be checked
with power off however electrical timing circuits or encoders
needs to be energized.