Doc.

Type: Issued by/Date:

Doc. No.: Rev by/Date:
Rev. No.: 00
Title: Mechanical Maintenance
Issued Date: 24 Sep. 08

Table of Contents:

5 Mechanical Maintenance ..................................................................................2

5.1 Regular checking ..............................................................................................2
5.2 Regular checking, Winches...............................................................................3
5.2.1 During mooring operations ................................................................................3
5.2.2 Once each week ...............................................................................................3
5.2.3 Once each 3 month...........................................................................................3
5.2.4 Once each year.................................................................................................3
5.3 Regular checking, Cable lifter unit (CU) ............................................................4
5.3.1 During anchoring operations .............................................................................4
5.3.2 Once each week ...............................................................................................4
5.3.3 Once each 3 month...........................................................................................4
5.3.4 Once each year.................................................................................................4
5.4 Lubrication oil and grease information ..............................................................5
5.4.1 Recommended Grease type, PS1950 ..............................................................6
5.4.2 Recommended Lubricants for the Gear Case PS1951 .....................................6
5.4.3 Recommended Lubricants for Open Gear PS1952...........................................6
5.5 Lubrication points ..............................................................................................7
5.5.1 Lubrication points- CU.......................................................................................7
5.5.2 Lubrication points- HW closed gear ..................................................................8
5.6 Adjusting and maintenance of the brake ...........................................................8
5.6.1 Adjustment procedure .......................................................................................8
5.6.2 In service...........................................................................................................8
5.7 Testing Mooring Winch Band Brake..................................................................8
5.8 Brake Setting Indicator......................................................................................8
5.9 Brake test kit .....................................................................................................8

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Doc. Type: Issued by/Date:
Doc. No.: Rev by/Date:
Rev. No.: 00
Title: Mechanical Maintenance
Issued Date: 24 Sep. 08

5 Mechanical Maintenance

5.1 Regular checking

Routine inspection of the winches and cable lifter unit is a very important form of
preventing maintenance. Establishing a good practise, checking at regular intervals
will result in considerable savings by detecting any major trouble that might develop
and following up the necessary repairs to be made on a planned or normal shut down
time, e.g., at a docking.

The following is a guide to some of the key points, which should be observed during
routine inspections. The frequency at which the inspection should be made is
depending on the time and conditions the winches and cable lifter unit have been in
operations, however, it is recommended that the intervals listed below be considered
minimum for optimum performance from the winches.

It is also recommended that the inspections of the winches and cable lifter unit are
made more frequently in the first period after the winches have been started up first
time.

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Doc. Type: Issued by/Date:
Doc. No.: Rev by/Date:
Rev. No.: 00
Title: Mechanical Maintenance
Issued Date: 24 Sep. 08

5.2 Regular checking, Winches

5.2.1 During mooring operations

• Listen to transmission for abnormal gear wheel noise.
• Listen to bearings for abnormal noise and check for overheating.
• When more or less continuous operation, the drum bearings and the bracket
bearings should be lubricated every 4-6 hours, even if only the warping
heads are used. The drum bearings have two grease nipples each.

5.2.2 Once each week

• Check for oil spill or leaking oil/grease seals and replace if necessary.
• In any event the winch should be lubricated all over, at least once a week,
whether in service or not.

5.2.3 Once each 3 month

• Grease all lubrication nipples.
• Check the brake lining
• Check that all couplings are working properly
• Check all bolts and nuts for proper tightness.
• Open the drain screw (shown on assembly drawing for drum) on each
mooring drum and drain for water.
Drain hole to be placed in lowest position to obtain complete drainage.

5.2.4 Once each year

• Check the end stoppers and see that the winch is not moving.
• Check that the hydraulic valves are correct adjusted. Ref. Hydraulic
Maintenance section.
• Oil sampling taken for contamination control. . Ref. Hydraulic Maintenance
section.

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Doc. Type: Issued by/Date:
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Title: Mechanical Maintenance
Issued Date: 24 Sep. 08

5.3 Regular checking, Cable lifter unit (CU)

5.3.1 During anchoring operations

• Grease all lubrication points before and after operation.

• Listen to transmission for abnormal gear wheel noise.
• Listen to bearings for abnormal noise and check for overheating.
• Check adjustment of hydraulic brake (if fitted).
• When more or less continues operation, the drum bearings and the
bracket-/driving shaft bearings should be lubricated every 4-6 hours,
even if only the warping heads are used. The drum bearings have
two grease nipples each.

5.3.2 Once each week

• Check for leaking oil or grease seals and replace if necessary.
• In any event all CU bearings should be lubricated all over, at least
once a week, whether in service or not.

5.3.3 Once each 3 month

• Check the gear wheels.

• Grease all lubrication nipples
• Grease the gear wheels
• Check the brake lining.
• Check that all couplings are working properly.
• Check all bolts and nuts for proper tightness.
• Open the drain screw (shown on assembly drawing for drum) on
each mooring drum (if installed) and drain for water.
Drain hole to be placed in lowest position to obtain complete
drainage.

5.3.4 Once each year

• Check the endstopper and see that the winch is not moving.
• Check the condition of the complete cable lifter unit.

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 Title:
Doc. No.:
Doc. Type:

No NAME OF TYPE OF Q’TY APPLICATIO INITIAL L.O. REMAR

MACHINERY LUBRICATION EACH N POINT FILLING GRAD KS
(Q’TY/SHI E
P)
2 ANCHOR GEAR OIL 28 ON TOP OF 56 PS 1951
WINCHES ENCLOSED LTR GEAR CASE LTR
150 HW GEAR
4 ANCHOR GEAR OIL 28 ON TOP OF 112 PS 1951
WINCHES ENCLOSED LTR GEAR CASE LTR
150 HW GEAR
Mechanical Maintenance

2 CABLE LIFTER OPEN GEAR 1 INSPECTION PS 1952

UNIT KG HOLE 2 KG
G-25 CU
Rev by/Date:
Issued by/Date:

8 WINCHES AND GREASE 0,5 – GREASE APPR PS 1950

CABLE LIFTER 1,0 KG NIPPLES 8 KGS
UNITS
5.4 Lubrication oil and grease information

CONFIDENTIAL
Rev. No.:
Issued Date:
00
24 Sep. 08

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Page 5 of 14
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Doc. Type: Issued by/Date:
Doc. No.: Rev by/Date:
Rev. No.: 00
Title: Mechanical Maintenance
Issued Date: 24 Sep. 08

5.4.1 Recommended Grease type, PS1950

5.4.2 Recommended Lubricants for the Gear Case PS1951
5.4.3 Recommended Lubricants for Open Gear PS1952

Enclosures.

Aker Pusnes AS

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 RECOMMENDED
PS 1950
Aker Pusnes AS GREASE TYPES
Design Approved Edition Valid from Sheet no. Total pages
HB 5 07.12.2004 1 1

OIL COMPANY GREASE TYPE TEMPERATURE PENETRATION DROPPING

RANGE oC (WORKED 60 POINT, oC
STROKES)
25 oC
ANTAR EPEXA -30+135 265/295
BP BP ENERGREASE MM-EP2 *) -30+120 265/295 175
CALTEX MULTIFAK EP 2 *) -30+120 280 192
STORPLEX EP 2 *) -35+170 - 210
CASTROL CASTROL SPHEEROL SX 2 *) -20+150 285 >300
CASTROL SPHEEROL EPL 2 *) -20+105 270 170
CASTROL APS 2 -30+110 280 185
CHEVRON CHEVRON DURA -LITH GREASE EP2 *) -20+125 280 185
ESSO BEACON EP 2 *) -3+125 277 190
FINA FINA MARSON EPL 2 *) -30+130 280/295 196
FINA LICAL M12 -25+120 279 >185
FUCHS RENOLIT FWA 160 *) -25+130 265/295 185
RENOLIT FEP 2 *) -20+130 265/295 185
RENOLIT HLT 2 *) -50+140 265/295 185
GULF GULFCROWN GREASE NO. 2 -20+120 268 191
GULFCROWN GREASE EP NO. 2 -20+125 280 185
MOBIL MOBILGREASE HP 222 *) -30+140 280 260
MOBILITH SHC 460 *) -50/+130 305 260+
MOLYKOTE
LONGTERM 2 PLUS -50+150 265/295 175
(DOW CORNING)
OCEAN EPEXA 2 *) -30+135 265/295 180
OPTIOMOL OLISTA LONGTIME 2 -30+140 265/295 >180
OLISTA LONGTIME PD-2 -35+140 265/295 >255
OLISTA LONGTIME PD-1 -35+140 310/340 >260
SHELL ALVANIA EP GREASE 2 LF *) -20+120 265/295 180
STATOIL UNIWAY LI 62 *) -30+110
TEXACO MULTIFAK EP 2 *) -30+120 280 190
FAMM STARPLEX EP 2 *) -35+170 210
TOTAL TOTAL MULTIS EP 1 *) -20+130 325 190
TOTAL MULTIS EP 2 *) -20+140 260 190

) Note!
A high penetration figure indicates a soft grease type

*) = Grease types WITHOUT molybdenum disulphide, graphite or silicone .

 RECOMMENDED LUBRICANTS
FOR PS 1951
Aker Pusnes AS THE GEAR CASE
Design Approved Edition Valid from Sheet no. Total pages
ViE KHØ 5 09.Dec. 2004 1 1

OIL COMPANY OIL TYPE VISCOSITY, VISCOSITY FLASH POUR

cSt at 40oC INDEX POINT POINT,
o o
C, COC C
ELF EPONA Z 100 105 100 220 -27
EPONA Z 150 150 98 220 -21
EPONA Z 220 210 98 220 -21
BP BP ENERGOL GR-XP 150 140 96 196 -24
BP ENERGOL GR-XP 220 210 94 196 -21
BP ENERGOL GR-XP 320 305 92 199 -15
CALTEX MEROPA 150 145 101 224 -28
MEROPA 220 209 92 232 -18
MEROPA 320 308 98 232 -18
CASTROL CASTROL ALPHA SP 150 150 97 198 -12
CASTROL ALPHA SP 220 220 94 198 -9
CASTROL ALPHA SP 320 320 94 195 -9
CHEVRON CHEVRON GEAR COMPOUND EP 150 150 98 250 -21
CHEVRON GEAR COMPOUND EP 220 220 98 260 -21
CHEVRON GEAR COMPOUND EP 320 320 98 260 -18
ESSO SPARTAN EP 150 144 95 228 -27
FINA FINA GIRAN 150 161 95 215 -20
FINA GIRAN 220 221 95 226 -18
FUCHS RENEP COMPOUND 106 225 100 218 -21
GULF GULF EP LUBRICANT HD 150 146 98 231 -18
GULF EP LUBRICANT HD 220 219 97 237 -15
MOBIL MOBIL GEAR 629 (MOBIL SHC 629) 135/150 91 210 -21
MOBIL GEAR 630 / MOBIL SHC 630 198/220 153 249 -42
MOBIL SHC 629 135/150 149 249 -42
OCEAN EPONA Z100 105 100 220 -21
EPONA Z150 150 98 220 -18
EPONA Z220 210 98 220 -27
OPTIMOL OPTIGEAR 150 155 93 185 -24
OPTIGEAR 220 227 93 195 -21
OPTIGEAR 320 332 89 195 -12
SHELL OMALA OIL 220 220 100 200 -18
OMALA OIL 100 100 100 200 -24
OMALA OIL 150 150 100 200 -24
STATOIL LOADWAY EP 150 150 95 235 -21
LOADWAY EP 220 220 95 238 -18
LOADWAY EP 320 320 95 243 -12
TEXACO MEROPA 150 145 101 224 -28
MEROPA 220 209 92 232 -18
FAMM MEROPA 320 308 98 232 -18
TOTAL TOTAL CARTER EP 100 100 100 250 -20
TOTAL CARTER EP 150 150 100 255 -15
TOTAL CARTER EP 220 220 96 255 -12

Note!
) For –5oC or colder the viscosity at 40oC should be less than 220.

When operation at very low temperature (-20qC or lower), contact your oil company to specify
suitable oil type.
 RECOMMENDED LUBRICANTS
FOR PS 1952
Aker Pusnes AS OPEN GEARS
Design Approved Edition Valid from Sheet no. Total pages
TF KHØ 4 01.Nov.2002 1 1

OIL COMPANY LUBRICANT REMARKS

ELF CARDREXA DCI BRUSH,CONTAINS A SOLVENT
BP ENERGREASE OG BRUSH
TEXCLAD PREMIUM 2
CALTEX
CRATER PREMIMUM 2
CASTROL CASTROL SPHEEROL SX 2 BRUSH,CONTAINS A SOLVENT
CHEVRON OPEN GEAR LUBRICANT 250 NC
CHEVRON BRUSH,CONTAINS A SOLVENT
CHEVRON OPEN GEAR GREASE
ESSO SURETT FLUID 4 K BRUSH,CONTAINS A SOLVENT
DUOTAC CP 300 BRUSH,CONTAINS A SOLVENT
FUCHS
DUOTAC F 315 L BRUSH,CONTAINS A SOLVENT
BRUSH, TO BE HEATED AT
GULF GULF LUBCOTE NO.1
LOW TEMPERATUR
MOBIL MOBILTAC 375 NC SPRAY/BRUSH, CONTAINS A
MOBILTAC 325 NC BRUSH,CONTAINS A SOLVENT
OCEAN CARDREXA DC1 BRUSH,CONTAINS A SOLVENT
VISCOGEN 0 BRUSH, DRIP, SPRAY
VISCOGEN 4 SPATULA, SPECIAL GUN
OPTIMOL
OPTITEMP OG O SPRAY, DRIP, LOW TEMPERATURES -30
EPL - SPRAY ONLY IN SPRAYS
SHELL MALLEUS GL-95
GREASEWAY OG
STATOIL BRUSH/SPRAY CONTAINS A SOLVENT
DREVFETT O-T
TEXACO TEXCLAD PREMIUM 2
FAMM CRATER PREMIMUM 2
TOTAL TOTAL ENS 400 BRUSH,CONTAINS A SOLVENT
Doc. Type: Issued by/Date:
Doc. No.: Rev by/Date:
Rev. No.: 00
Title: Mechanical Maintenance
Issued Date: 24 Sep. 08

5.5 Lubrication points

5.5.1 Lubrication points- CU

Figure 1

Code Description Recommended type

G Grease See PS 1950
L Lubricant for open gear See PS 1952

Aker Pusnes AS

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Title: Mechanical Maintenance
Issued Date: 24 Sep. 08

5.5.2 Lubrication points- HW closed gear

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Doc. Type: Issued by/Date:
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Title: Mechanical Maintenance
Issued Date: 24 Sep. 08

5.6 Adjusting and maintenance of the brake

Manually operated Cable lifter brakes

Before starting up and after renewal of brake lining. The brake mechanism has
to be adjusted to obtain full braking force.

5.6.1 Adjustment procedure

1. Loosen nut 1 and turn simultaneously regulating screw 2 and handle 3
anticlockwise until the brake nut is as close to the spindle end as possible
measure 'a' = 30 mm, or according to drawing.

2. Turn regulating screw 2 until the brake band is tight (no slack) and tighten nut
1.

3. Then turn the handle 3 until the brake is fully set.

4. Check that the brake is fully released before the brake nut is approaching the
spindle end.

5. Adjust the supporting arrangement for the brake band so that the friction
between the brake drum and the brake lining is minimal when brake is fully
released.

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Title: Mechanical Maintenance
Issued Date: 24 Sep. 08

5.6.2 In service
Wear of the brake lining will increase the distance A when the brake is set.
When the angle ∝ between the brake spindle 5 and the brake arm 4 is
exceeding 900, reduction of brake holding capacity will start. Consequently it
will be necessary to re-adjust the brake as described in 5.6.1 "Adjustment
procedure" at regular intervals.

Never forget to check the brake lining, especially when re-adjusting the brake.
If the brake lining is worn out, i.e. when approx 9 mm of the lining is left, do not
hesitate to replace it.

When replacing the brake lining, change both upper and lower lining
simultaneously and re-adjust the brake.

)
WARNING!
When the angle ∝ between arm 4 and spindle 5 is exceeding 90 degrees, the
braking force will be reduced and the brake must be readjusted.

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Doc. Type: Issued by/Date:
Doc. No.: Rev by/Date:
Rev. No.: 00
Title: Mechanical Maintenance
Issued Date: 24 Sep. 08

5.7 Testing Mooring Winch Band Brake

With reference to chapter 7.5.6 in OCIMF Mooring Equipment Guidelines there are
some essential facts which easily can me misunderstood about the testing and
setting of a spring applied band brake.

The above mentioned guidelines specify:

“Since brakes may deteriorate in service, it is recommended that new equipment be
designed to hold 80% of the line’s MBL, but have the capability to be adjusted down
to 60% of the line’s MBL.”

For band brakes in general it is well known that the brake has to rotate about a quart
to half a turn before full holding load is obtained due to the servo effect, which is a
behaviour of all band brakes.

When testing a mooring drum band brake by means of one of the brake test kits
specified in chapter 7.5 of OCIMF Mooring Equipment Guidelines it is only the first or
initial slipping point which is tested.
This test result will be correct as long as the brake is manually operated, i.e. not
spring applied.
For spring applied brakes the final holding load will be higher, up to 10 – 20% above
the initial slipping load recorded. This due to the combination of the servo effect in
the brake and the spring force acting on the brake screw, which compensate for the
elongation in the brake band and mechanism.

Hence, when testing a spring-applied brake to 80% of the MBL by means of a brake
test kit (BTK) the final brake holding load will end up to 90-100% of the MBL.
Taking into consideration that the MBL for a mooring line deteriorate very quickly
after taken into service this can cause a hazardous situation for all parties, as the line
will break before the drum start to pay out.

With reference to the above explanation it is of the greatest importance that the
testing and adjustment of a spring applied brake is performed at 60% of MBL. Final
brake holding load will then be about 70-80% of the MBL.

We strictly recommend all personal who is dealing with testing of the mooring drum
band brakes to take the above explanation into consideration when setting the test
load for the mooring drum brakes.

) The main purpose for testing the brake holding load is to find the
rendering load of the mooring brake, i.e. when the drum starts to
pay out.
If the brake holding load is set too high the rope will break before
the drum render, which put both the crew and the vessel in a
dangerous situation.

Aker Pusnes AS

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Doc. Type: Issued by/Date:
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Title: Mechanical Maintenance
Issued Date: 24 Sep. 08

90-100%
Final brake holding load
80%

Slipping point with BTK

Brake holding
load

rpm
~1/4 ~1/2
Figure 2 Principal brake test diagram for a spring-applied brake tested to 80% of line’s MBL

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Doc. Type: Issued by/Date:
Doc. No.: Rev by/Date:
Rev. No.: 00
Title: Mechanical Maintenance
Issued Date: 24 Sep. 08

5.8 Brake Setting Indicator

See enclosed documents.

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Doc. Type: Issued by/Date: KHØ 02.06.03
Doc. No.: TI 0004 Rev by/Date: KHØ 29.09.06
Brake Setting Indicator Rev. No.: 03
Title:
Standard Issued Date: 21 Aug. 08

This brake setting indicator is designed for setting and re-setting to correct brake
holding load for a manually operated spring applied band brake. With this device
the brake holding load will be kept within a certain pre-tested limit every time
when re-applied, see .Fig. 1

This brake setting indicator fulfils the recommendations from OCIMF mooring
equipment guidelines for tankers which specify an adjustable setting of a spring
applied brake.
Due to the special behaviour of a spring applied brake final brake holding load will
be 15-20% higher than the slip point value, hence it must never be tested and set
to a higher value than 60% of the MBL for the mooring rope, see Pusnes’
Technical Information TI0005.
Indicator

Fig 1

Fig 2
Fig 2

Description, see Fig 2.

The brake setting indicator consists of a package of disc springs, which is enclosed
in a sealed housing.
Compressing the disc springs pos 219 create a pulling force in the brake
screw/spindle. Big spring compression means high pulling force and visa versa.
Spring pulling force is not influenced by the friction losses in the brake screw.
The brake is operated manually by turning the brake wheel/-handle.

Thee brake setting indicator consists of the following main items:

- Pos 140 - Stop ring
- Pos 104 - Swivel
- Pos 142 - Sleeve
- Pos 143 - Bearing housing
- Pos 217 – Sealing ring
- Pos 219 - Disc springs
- Pos 144 – Two Locking Nuts
Turn the brake screw clockwise until the locking nuts pos 144 touch the bearing
housing pos 143.

Aker Pusnes AS

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Doc. Type: Issued by/Date: KHØ 02.06.03
Doc. No.: TI 0004 Rev by/Date: KHØ 29.09.06
Brake Setting Indicator Rev. No.: 03
Title:
Standard Issued Date: 21 Aug. 08

The brake is now set to the same holding load as when tested and will
automatically slip at the same set point as when tested independent of wear and
condition of the brake lining.

) NOTES!
1. The back nuts pos 144 are not a stopper device, but an indicator
only!

2. Never tighten the brake screw over the indicator marking. The brake
holding load will be too high and may cause line breakage!

3. Never set the slipping point of a spring-applied brake to 80% of rope

MBL.
That will cause a final brake holding load equal to 95-100% of rope
MBL, which can cause severe damage and injuries.

4. An asbestos free brake lining has close to an invariable friction

coefficient even in wet condition.

5. Once a year or when renewal of brake lining the brake holding load
and indicator setting has to be tested.

Aker Pusnes AS

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Doc. Type: Issued by/Date: KHØ 29.09.06
Doc. No.: TI 0037 Rev by/Date:

Brake Setting Indicator Rev. No.: 00

Title:
w/ Stopper Nuts and Brake Screw Issued Date: 07 Aug. 08

This brake setting indicator is designed for setting and re-setting to correct brake
holding load for a manually operated spring applied band brake. With this device the
brake holding load will be kept within a certain pre-tested limit every time when re-
applied, see .Fig. 1

This brake setting indicator fulfils the recommendations from OCIMF mooring
equipment guidelines for tankers which specify an adjustable setting of a spring
applied brake.
Due to the special behaviour of a spring applied brake final brake holding load will be
15-20% higher than the slip point value, hence it must never be tested and set to a
higher value than 60% of the MBL for the mooring rope, see Pusnes’ Technical
Information TI0005.

Fig 1

Fig 2
Fig 2

Description, see Fig 2.

The brake setting indicator consists of a package of disc springs, which is enclosed
in a sealed housing.

Compressing the disc springs pos 219 create a pulling force in the brake
screw/spindle. Big spring compression means high pulling force and visa versa.
Spring pulling force is not influenced by the friction losses in the brake screw.
The brake is operated manually by turning the brake wheel/-handle.

Thee brake setting indicator consists of the following main items:

- Pos 140 - Stop ring
- Pos 104 - Swivel
- Pos 142 - Sleeve
- Pos 143 - Bearing housing
- Pos 217 – Sealing ring
- Pos 219 - Disc springs
- Pos 144 – Two Locking Nuts

Aker Pusnes AS

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Doc. Type: Issued by/Date: KHØ 29.09.06
Doc. No.: TI 0037 Rev by/Date:

Brake Setting Indicator Rev. No.: 00

Title:
w/ Stopper Nuts and Brake Screw Issued Date: 07 Aug. 08

Testing procedure
Use a brake test kit for testing the slipping point of the brake.
Test load for a spring applied brake must not exceed 60% of the design MBL of the
mooring rope.
1. Loosen the two nuts pos 144.
2. Tighten the brake screw and test the slipping point.
Repeat test until the slipping point corresponds with 60% of design rope MBL.
3. When correct settings of the brake screw move the two nuts pos 144 to
contact with sleeve pos 143. Tighten the back nut to secure the setting.

Operating procedure:
Turn the brake screw clockwise until the locking nuts pos 144 touch the bearing
housing pos 143.
The brake is now set to the same holding load as when tested and will
automatically slip at the same set point as when tested independent of wear and
condition of the brake lining.

) NOTES!
1. The back nuts pos 144 are not a stopper device, but an indicator
only!
2. Never tighten the brake screw over the indicator marking. The brake
holding load will be too high and may cause line breakage!
3. Never set the slipping point of a spring-applied brake to 80% of rope
MBL.
That will cause a final brake holding load equal to 95-100% of rope
MBL, which can cause severe damage and injuries.
4. An asbestos free brake lining has close to an invariable friction
coefficient even in wet condition.
5. Once a year or when renewal of brake lining the brake holding load
and indicator setting has to be tested.

Stopper nuts on brake screw for brake setting.

) NOTES!
Pusnes do not recommend using the Stopper Nuts, but
using the Indicator only!

Warning
Using the stopper nuts (pos 145) can be dangerous as these nuts do
not compensate for brake lining wear, variation in temperature and
deflections in the brake mechanism.
A brake failure can cause a dangerous situation for both the vessel and
the terminal.

However, some ship-owners strongly request to have stopper nuts on the brake
screw to avoid over tightening of the brake.
That can be obtained by adding two additional stopper nuts pos 145 on the brake
screw threads just inside the brake screw nut pos 105, see Fig 3.

Aker Pusnes AS

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Doc. Type: Issued by/Date: KHØ 29.09.06
Doc. No.: TI 0037 Rev by/Date:

Brake Setting Indicator Rev. No.: 00

Title:
w/ Stopper Nuts and Brake Screw Issued Date: 07 Aug. 08

Stopper Nuts Indicato

Fig 3

To adjust the Stopper (nuts), follow this procedure strictly:

1. When the brake testing is completed and the brake setting indicator is
correctly adjusted as described in section 3 above the stopper function on
brake screw can be adjusted.

2. Screw the first stopper back nut to contact with the brake arm. Tighten the
number two back nuts to lock the stopper function.

NOTE!
When the brake is fully set the Indicator Nuts pos 144 shall touch the
housing pos 143.

If a gap between pos 144 and 143 the brake holding load will be too low and
the Stopper Nuts MUST be readjusted.

Aker Pusnes AS

Page 3 of 3
CONFIDENTIAL
SHOULD NOT BE DISTRIBUTED AND / OR BE MADE AVAILABLE TO THIRD PARTIES WITHOUT OUR WRITTEN CONSENT
Doc. Type: Issued by/Date:
Doc. No.: Rev by/Date:
Rev. No.: 00
Title: Mechanical Maintenance
Issued Date: 24 Sep. 08

5.9 Brake test kit

See enclosed documentation next page

Aker Pusnes AS

Page 14 of 14
CONFIDENTIAL
SHOULD NOT BE DISTRIBUTED AND / OR BE MADE AVAILABLE TO THIRD PARTIES WITHOUT OUR WRITTEN CONSENT
Title: Maintenance Doc. No.: 05MA01_0020
Brake test kit Rev No: 00
Date: 02. January 2005
Check/Appr.: Aker Kvaerner Pusnes AS

Brake test kit....................................................................................................... 1

Purpose .............................................................................................................. 2
Frequency........................................................................................................... 2
Supervision of testing ......................................................................................... 2
Test Specifications ............................................................................................. 3
Calculating jack test load .................................................................................... 3
Conversion tables............................................................................................... 4
Preparation and Assembly.................................................................................. 4
Assembly ............................................................................................................ 5
Method of Testing............................................................................................... 6
Important ............................................................................................................ 6
Manometer Conversion Table ............................................................................ 7

Brake test kit

Ref.: Drawing: 320862/394539, chapter 10

Project specification, “Description”, chapter 1

Pusnes bracket type brake test kit (Dwg. No: 320862) is available in one basic size
that will fit a large range of drum flange diameters, provided that mounting holes are
made in the flanges according to drawing 320862. The brake test kit is designed for
drum flanges with a maximum thickness of 25 mm.

The brake test kit, (ref. dwg: 394539), consists of the following main elements:

1(one) Hydraulic cylinder Max. capacity 23,6 tonnes (232

kN)
(RC-2514) Length of stroke 362 mm
Weight 17,7 kg
Effective Piston Area 33,2 cm2
1 (one) Hand pump (P-80) Pressure (max.) 700 bar
Tank capacity 2200 cm3
(useable)
Weight 10,9 kg
1 (one) Manometer (GF-20B/S) Indication 0-700 bar 10 Bar per division
Indication 0-232 kN 2 kN per division
1 (one) Hose (HC-7206) Length 1.8 m
2 (two) Brackets with 3 (three) M42 bolts/nuts for assembly to winch drum
flange.
1 (one) Bolt w/ cotter pin for safety locking.
1 (one) Cylinder fork extension for mounting to hydraulic cylinder.

05MA01_0020 Brake test kit 320862.doc

Page 1 of 8
Title: Maintenance Doc. No.: 05MA01_0020
Brake test kit Rev No: 00
Date: 02. January 2005
Check/Appr.: Aker Kvaerner Pusnes AS

Purpose
The purposes of a mooring winch band brake test can be:
• To adjust the brake to a specified brake holding load (hydraulic brakes and
spring brakes).
• To demonstrate the specified brake holding capacity to class or port
authorities.
• To find the lowest necessary tightening torque on the brake screw, for the
band brake to hold a specified brake holding load (manually operated band
brakes).

WARNING
Under no circumstances should the band brake be set to or tightened to hold
more than the specified brake holding load for the equipment – and never to
hold more than the design load for the brake. The design load for a band brake
is normally 80% of minimum breaking load (MBL) for the design mooring line of
the equipment. In normal operation, the band brakes should be set to hold
60% of the mooring line’s MBL. Refer to deck machinery data plates for the
design wire and the specified brake holding load for the equipment.

Frequency
It is recommended that each winch brake is tested individually and that tests are
carried out prior to the vessel’s delivery and every year thereafter, or whenever wear
of linings is suspected to have reduced the brake holding capacity. In addition,
individual winches are to be tested after completion of any modification or repair
involving the winch brakes, or upon any evidence of premature brake slippage or
related malfunctions. A band brake should always be tested and readjusted after
replacement of brake linings.

Supervision of testing
All winch testing is to be carried out under the supervision or in the presence of a
qualified senior officer designated by the Master or Chief Engineer or repair
superintendent familiar with the test procedure and the operation of the winches.

05MA01_0020 Brake test kit 320862.doc

Page 2 of 8
Title: Maintenance Doc. No.: 05MA01_0020
Brake test kit Rev No: 00
Date: 02. January 2005
Check/Appr.: Aker Kvaerner Pusnes AS

Test Specifications

Calculating jack test load

By using a brake test kit for brake testing and adjustments, a relatively modest test
force (T) can be used to simulate a high brake holding load (P). For a specified brake
holding load (P), the brake test force (T) will vary with the moment arm (A) of the
brackets supplied, the wire diameter (d) and the drum barrel diameter (D). It is
therefore necessary for the owner/operator to do some basic calculations to
determine the brake test force T for the band brake in question. Brake holding load
is always specified for first layer on drum.

The brake test force T corresponding to the brake holding load P of the brake is
calculated from the formula given below:

(D + d)
T = P x -----------
2xA
where:
Mooring line minimum breaking load (MBL) 53 tons
P = brake holding load (tonnes/kN): Operating: 60% of MBL 31,8
A = moment arm for test force T (mm) 1025
D = drum barrel diameter (mm) 460
d = wire/rope diameter (mm) Ø28 wire/ø52 rope
T = Calculated test force (tonnes/kN): Operating: 7,4 / 7,8

05MA01_0020 Brake test kit 320862.doc

Page 3 of 8
Title: Maintenance Doc. No.: 05MA01_0020
Brake test kit Rev No: 00
Date: 02. January 2005
Check/Appr.: Aker Kvaerner Pusnes AS

Conversion tables
The jack manometer will indicate bar/kN (GF-20B/S). A Manometer Conversion
Table for hydraulic jack cylinder RC-2514 is enclosed, for conversions between
bar/psi/ton/kN. Conversion values can also be calculated directly from the formulas
given below:

• tonnes to kN: Load [kN] = load [tonnes] x 9.81

• tonnes to bar: Pressure [bar] = (load [tonnes] x 981) / piston area [cm2]

• kN to bar: Pressure [bar] = (load [kN] x 100) / piston area [cm2]

• bar to psi: Pressure [psi] = pressure [bar] x 14.504

Preparation and Assembly

Mounting holes

On a split drum the brake test kit is normally mounted on the split flange, alternatively
on an end flange, of the drum of which the band brake is to be tested. On a plain
mooring drum without a split flange, the brake test kit is mounted on an end flange,
normally the flange opposite of the band brake flange. If the drum is not equipped
with ~Ø45 mm mounting holes for brake test kit, three (3) Ø45 mm mounting holes
must be drilled through the drum flange according to sketch in drawing 321213.

The brackets can be used as templates for marking the location of the holes in the
drum flange. The centre of the mid-hole should be minimum 70 mm inside outer
diameter of drum flange. The holes have a separation of 120 mm centre to centre.

05MA01_0020 Brake test kit 320862.doc

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Title: Maintenance Doc. No.: 05MA01_0020
Brake test kit Rev No: 00
Date: 02. January 2005
Check/Appr.: Aker Kvaerner Pusnes AS

Assembly

Ref: Drawing no: 394539

Ref.: Drawing: 320862/394539, chapter 10
Project specification, “Description”, chapter 1

1. Before mounting brake test brackets to drum, the winch should be operated for a
short period with the brake lightly set to dry the brake surface if wet by rain or
other moisture.

2. Fasten the brackets (pos. 100) to the flange with M42 bolts (pos. 205) and M42
nuts (pos. 206). All mounting bolts must be well tightened.

WARNING
Make sure that the test kit is placed on the correct side of the winch, to
simulate a pull (P) in the wire. For a standard winch the test kit should be
mounted opposite of the operator side of the winch

3. Mount the cylinder fork (pos. 102) to the top of the hydraulic cylinder (pos. 200), if
not already installed. It will be necessary to remove the original saddle top of the
hydraulic cylinder to allow installation of the cylinder fork (pos. 102).

4. Place the hydraulic cylinder with fork over the end holes of the brackets. Insert the
bolt (pos. 101) through holes in fork and the brackets (pos. 100). Secure with
cotter pin (pos. 208).

5. Connect all parts of jack assembly to each other including; cylinder (pos. 200),
hose (pos. 203), manometer bracket (pos. 204), manometer (pos. 201) and hand
pump (pos. 202).

6. A foundation for the hydraulic jack cylinder should be supplied by the yard/owner,
and be adapted to the vessel’s deck machinery arrangement. The jack
foundation should have a design, i.e. a height and an inclination, that gives an
angle of 90 degrees (perpendicular) between the jack force (T) direction and the
arm (A) of the brackets in mid- to last half position of the cylinder stroke. If the
jack foundation has an inclination, take precautions to prevent the foundation and
hydraulic cylinder from sliding during test.

05MA01_0020 Brake test kit 320862.doc

Page 5 of 8
Title: Maintenance Doc. No.: 05MA01_0020
Brake test kit Rev No: 00
Date: 02. January 2005
Check/Appr.: Aker Kvaerner Pusnes AS

Method of Testing

Test procedure
1. To assure constant results the winch should be operated for a short period with
the brake lightly set to dry the brake surface, if wet by rain or other moisture. This
can only be done before the brake test kit is mounted to the drum.

2. Set the brake at a moderate tightening torque or setting. Make sure that all parts
of brake test kit are safe and securely mounted.

3. Pump with the hand pump until brake is rendering, while carefully observing the
jack manometer to observe the load at which slippage occur.

4. If slippage occurs at a test load less than calculated, the brake is to be re-
tightened or repaired, and jack pressure reapplied.

5. If the recorded test load corresponds to the calculated test load the jack is to be
released and the test gear removed.

6. If slippage does not occur at the calculated test load, the brake setting is to be
adjusted so the brake can render at the design load. Pump with the hand pump
until the brake is rendering, carefully observing the jack manometer to observe
the load at which rendering occur.

7. If the stroke of the jack is at its maximum before the brake has rendered, the test
has failed. Then start from the beginning and increase the tightening torque.

8. This procedure should continue until the lowest necessary tightening torque is
found.

Important

WARNING

1. To avoid accidents, do not tighten or set the band brake more than the necessary
tightening torque found during the test.

2. Due to wear and tear, the braking strength of the wire/rope will decrease during
its lifetime.

3. Further, the friction between wire/rope and fairleads/guide rollers will result in a
higher tension on the mooring line than on the winch drum.

05MA01_0020 Brake test kit 320862.doc

Page 6 of 8
Title: Maintenance Doc. No.: 05MA01_0020
Manometer Conversion Table Rev No: 00
Date: 02. January 2005
Check/Appr.: Aker Kvaerner Pusnes AS

Enclosed: drawings no: 320862, 394539 and Manometer Conversion Table (RC-
2514).

Manometer Conversion Table

MANOMETER CONVERSION TABLE

Enerpac jack model: RC-2514

Capacity: 23.6 tonne
Stroke: 362 mm
Effective piston area: 33,20 cm2
Manometer: GF-20S (kN/lbs), GP-10S (bar/psi)
or GF-20B (kN/bar)
bar psi kN tonnes bar psi kN tonnes
0 0 0,00 0,00 360 5221 119,52 12,18
1 15 0,33 0,03 370 5366 122,84 12,52
10 145 3,32 0,34 380 5511 126,16 12,86
20 290 6,64 0,68 390 5656 129,48 13,20
30 435 9,96 1,02 400 5802 132,80 13,54
40 580 13,28 1,35 410 5947 136,12 13,88
50 725 16,60 1,69 420 6092 139,44 14,21
60 870 19,92 2,03 430 6237 142,76 14,55
70 1015 23,24 2,37 440 6382 146,08 14,89
80 1160 26,56 2,71 450 6527 149,40 15,23
90 1305 29,88 3,05 460 6672 152,72 15,57
100 1450 33,20 3,38 470 6817 156,04 15,91
110 1595 36,52 3,72 480 6962 159,36 16,24
120 1740 39,84 4,06 490 7107 162,68 16,58
130 1885 43,16 4,40 500 7252 166,00 16,92
140 2031 46,48 4,74 510 7397 169,32 17,26
150 2176 49,80 5,08 520 7542 172,64 17,60
160 2321 53,12 5,41 530 7687 175,96 17,94
170 2466 56,44 5,75 540 7832 179,28 18,28
180 2611 59,76 6,09 550 7977 182,60 18,61
190 2756 63,08 6,43 560 8122 185,92 18,95
200 2901 66,40 6,77 570 8267 189,24 19,29
210 3046 69,72 7,11 580 8412 192,56 19,63
220 3191 73,04 7,45 590 8557 195,88 19,97
230 3336 76,36 7,78 600 8702 199,20 20,31
240 3481 79,68 8,12 610 8847 202,52 20,64
250 3626 83,00 8,46 620 8992 205,84 20,98
260 3771 86,32 8,80 630 9137 209,16 21,32
270 3916 89,64 9,14 640 9282 212,48 21,66
280 4061 92,96 9,48 650 9427 215,80 22,00
290 4206 96,28 9,81 660 9573 219,12 22,34
300 4351 99,60 10,15 670 9718 222,44 22,67
310 4496 102,92 10,49 680 9863 225,76 23,01
320 4641 106,24 10,83 690 10008 229,08 23,35
330 4786 109,56 11,17 700 10153 232,40 23,69
340 4931 112,88 11,51
350 5076 116,20 11,85

05MA01_0020 Brake test kit 320862.doc

Page 7 of 8
Title: Maintenance Doc. No.: 05MA01_0020
Manometer Conversion Table Rev No: 00
Date: 02. January 2005
Check/Appr.: Aker Kvaerner Pusnes AS

REFERENCES
• OCIMF: Mooring Equipment Guidelines (Second Edition – 1997) (ISBN 1 85609
088 4)
• ISGOTT: International Safety Guide for Oil Tankers & Terminals (Fourth Edition)
(ISBN 1 85609 081 7)
• ISO Standard 3730

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