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.
It’s 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 5-
7 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 cargo
deck machines
Electric drives
• Should be totally enclosed
• DC drives are still used because they got good torque range
over the full speed though they need regular attn..
• Control of contactor operated armature resistance is fully
replaced with Ward Leonard system for good regulation ;
especially at lowering loads ( The present day Ward Leonard
generator is driven by an AC motor)
• DC motors may also be controlled by thyristors which converts
AC to variable DC voltage
• AC Induction motors can be wound rotor or cage type. Speed
control being pole changing or rotor resistance change type.
Another form of AC motor control being VFD drives which
controls the applied frequency and voltage.
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.
Hydraulic System Design
• Careful design, selection, layout, and installation of
components essential for the trouble free operation
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
Ranging Anchor Chain
Ranging Anchor Chain
During docking the anchor chain is
lowered from the chain locker to the dock
bottom and laid out for inspection.
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
• Weather tightness
• durability
• optimized weight/strength ratio
Lift-away hatch covers.
• Chain drive
Similarly every gas has a critical temperature above which a gas cannot be
liquefied irrespective of the pressure
Gas carriers principle
• For temp down to -55’C special carbon manganese low
carbon steel for tanks and hull (sec. barrier)
• Nickel alloyed high tensile steel is only allowed for temp
below -55’C.
• Lower the temp. higher the Ni content
• Ni as high as 9% is reqd. for -165’C LNG transport or
Austenitic steel is generally used for membrane type of
tanks.
• Same stringent regulation applies to insulation , supports
etc. Special wood and foam is used for this purpose.
Gas carriers operation
For LNG the boil off is used as fuel for the engine.
Pressurized vessel need simple / lesser equipment for cargo discharge. However low
temperature vessels need complicated equipment such as compressors, heat
exchangers and lots of secondary equipments and control gear. Most of these are
situated in deck house on the main deck divided into 2 compartments namely
compressor room with liquefaction plant and a separate motor room. The cargo pipe
system consists of liquid, vapor, condensate, drain, purge and vent lines. Valves for
remote closing are fitted at pipe entry into tanks and at cross over manifold positions.
2 or more compressors are fitted which can cool down more than the estimated boil
off gas. Capacity to heat up the cargo while discharging is important as usually the
shore pipes are designed to accept at -10’C. Usually submersible pumps are used in
LNG tankers while deep well pumps are common in LPG tanks. The pumps being
submerged do not allow hydraulic fluid drives because of temperature. Submerged
pumps do not normally allow any NPSH complications. The deep well pumps, if fitted
with electric motors shall be of type Ex e (enhanced safety requirement compliant) or
hydraulic
Submerged pumps are usually induction motor driven and normally are harmless in
that environment .
Gas carriers operation
Gas freeing is essential before change of cargo. This is done by
1)Tanks heated to atmospheric temperature. Special vaporizer/ heater is used
or compressor heat is used.
2) Purging with inert gas from an independent inert gas generator. IG at 0.4
bar is sent via gas freeing line as gasses are vented thro’ vent mast till the
vented gasses shows below explosive limit
The tanks are then gas freed usually using the inert gas blower with fresh air.
This is continued till vent shows out CO2. The tanks are inspected for dirt and
polymers.
Tankers
Ballast tanks are inerted to protect those in the event of tank leaks. Capacity
125% of the cargo discharge rate.
Gas carriers operation
Fire prevention System
Deck water spray system to avoid for cooling in case of fire and protect the
ship structures against brittle failures if the cargo leaks. Water sprays are
operated by heat sensing devices. Cargo deck house, manifold area etc.
are having dry powder and CO2 fire extinguishers are provided to be
operated remotely.
The gas carriers are if classified for carrying chemicals, are to be provided with
foam fighting system also.
Potentially the most serious situation occurs when the tank is almost empty,
Chances of mixing with air causing explosive mixture formation.
Hence 2% of the cargo is left in the tank to maintain an atmosphere entirely of
cargo vapor. With no air present and the atmosphere entirely of hydro
carbon, the tank is safe. Only when the tank needs repair or cargo change
the tank is inerted and inspected. The cargo left over are used to maintain
the tank temperature so that undue thermal stresses are not developed on
the structures.
0.25 -0.3 % of the cargo is some times allowed as boil of to be consumed for
boiler /engine use as reqd.
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
• Bearings. “2 stroke” of the grease gun every six months is
all what is normally needed. Once the routine is being done
the problem arise while replacing the bearing due improper
handling and other repairs.
• Induction motors. Apart from bearing, attn is needed
towards insulation resistance. If the value is close to 1 M
ohm indicates moisture and the cause should be rectified,
and insulation can be brought up by heating. If this value
falls close to .25 m. ohm the motor should never be started
unless insulation can be brought to many m. ohms. At times
the winding is virtually short circuited and if no improvement
is observed on drying up, winding need to be redone.
• In the case of wound rotor type motors insulation of the rotor
winding too need to be checked as before. The brush,
guiding system with the spring and the ring should be
checked. Should the brush needs replacement, new brush
shall after proper bedding need be used. Care be taken to
avoid ingress of carbon dust into vulnerable motor parts.
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
Care to be taken with hydraulic
system
• Filtration and system cleanliness
One of the most difficult and controversial feature of
hydraulic technology and remains the single factor in
“user education” towards this.
Basic filter construction varies from coarse metal mesh
(100-150 microns) to high level filtration of (1 micron).
Generally 2 types filter body construction available.
LP working pressure up to 20 bar and
HP type with working pressure up to 400 bar.
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
b. Ingress due to mishandling
c. Self generated by the machines
Of the above, a and b can aggravate the problems arising at c
Equipment which are of an efficient design and well laid out
components ease the task of maintenance.
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.
Deterioration of hydraulic fluid
• 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
• Ship’s 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 manufacturer’s 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.
Fault Finding contd.
• A detailed knowledge and operating experience
of a control system is essential for speedy faulty
finding, a calm orderly and logical approach will
definitely produce results.
• Disorganized “check and try” shortcuts can
produce some additional defects and make the
task more difficult and time consuming and must
be avoided at any cost.