Maersk Training
Centre
Simulator Course
“Best Practise in
Anchor Handling”
2.
“MAERSK TRAINER”
Technical Specifications
3.
Company Policy. Procedures
4.
Risk Assessment. Planning
5.
Anchor Handling Winches. Chain Wheels
6.
Shark Jaws, Triplex
7.
Shark Jaws, Karm Fork
8.
Wire Rope, Guidelines, Maintenance
9.
Anchor Handling Equipment
Swivel – Pin Extractor – Socket Bench
10.
Chains and Fittings
Chasers and Grapnels
11.
Anchor Handling
Breaking the anchor…..
12.
Anchor Deployment – PCP
13.
Vryhof Anchor Manual 2000
Maer
sk Tr
aini
2.0 Index.doc
Chapter 00
Page 2
Manual standard clause
This manual is the property of Maersk Training Centre A/S (hereinafter “MTC A/S) and is only
for the use of Course participants conducting courses at MTC A/S.
This manual shall not affect the legal relationship or liability of MTC A/S with or to any third party
and neither shall such third party be entitled to reply upon it.
MTC A/S shall have no liability for technical or editorial errors or omissions in this manual; nor
any damage, including but not limited to direct, punitive, incidental, or consequential damages
resulting from or arising out of its use.
No part of this manual may be reproduced in any shape or form or by any means electronically,
mechanically, by photocopying, recording or otherwise, without the prior permission of MTC
A/S.
Copyright
MTC 2002-09-10
Prepared by: PFR
Modified & printed: 2003-01-07
Modified by:
Internal reference:
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 00\2.0 Index.docContact MTC
Maersk Training Centre A/S
Dyrekredsen 4
Rantzausminde
5700 Svendborg
Denmark
Phone:
+45 63 21 99 99
Telefax:
+45 63 21 99 49
Telex:
SVBMTC
E-mail:
[email protected]
Homepage:
WWW.MAERSKTRAININGCENTRE.COM
Introduction to the Anchor Handling Course
Background
A.P.Møller owns and operates a modern fleet of anchor handling vessels.
The vessels are chartered to oil companies, and rig operators; the jobs are anchor handling, tow
and construction jobs.
The technical development of these ships has been fast to meet the increased demands.
The demands to the performance of the ships have been increased too.
A few hours off service can mean large economic losses for the different parties involved.
In the last years an increased focus have been on avoiding accidents, and the frequency of
these accidents are low. To get the frequency even lower, actions to avoid accidents are
needed. “Learning by doing”, on board an anchor handling vessels as the only mean of
education, will not be accepted in the future. Part of this training process needs to be moved
ashore, where crew, ship and equipment can be tested without risk in all situations.
Here we will use the anchor-handling simulator.
A study of accidents and incidents occurred on anchor handling vessels (AHV) during anchor
handling operations reveals that some of the most common causes leading to incidents and/or
accidents are lack of or inadequate:
• Experience
• Knowledge
• Planning
• Risk
assessment
• Communication
• Teamwork
• Awareness
The keywords for addressing these causes are: “training, training and more training”
The value of on-board, hands-on training is well known and beyond any doubt but the
knowledge and experience gained is sometimes paid with loss of human life or limbs,
environmental pollution and/or costly damage to property.
This simulator course was developed in order to give new officers on AHV’s the possibility of
acquiring the basic knowledge and skills in a “as close to the real thing as possible”
environment, the only thing, however, that might get damaged is “ones own pride”.
The aims of the anchor handling course are:
• To promote safe and efficient anchor handling operations by enhancing the bridge teams
knowledge of, and skills in anchor handling operations.
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 01\2.Introduction & Abbreviations.doc
Chapter 01
Page 2
The objectives of the anchor handling course are:
By planning of and, in the simulator, carrying out anchor handling operations under normal
conditions, the participant shall demonstrate a thorough knowledge of and basic skills in:
• Planning and risk assessment of anchor handling operations adhering to procedures and
safety rules
• As conning officer carry out exercises in anchor handling operations
• As winch operator carry out exercises in anchor handling operations
• On user level, the design, general maintenance and correct safe use of anchor handling
equipment
• The use of correct phraseology
The simulator course
The course consists of theoretical lessons alternating with simulator exercises.
The theoretical lessons
The theoretical lessons addresses:
• AHV deck lay-out and equipment
• AH winch (electrical and hydraulic) lay-out and function
• Anchor types, chain, wires, grapnels, etc. maintenance and use
• Planning of AH operations
• Risk
assessment
• Procedures
• Safety aspects and rules
The simulator exercises
The simulator exercises consist of one familiarisation exercise and 3 to 4 AH operations. The
weather condition during the exercises will be favourable and other conditions normal.
The tasks in the AH exercises are:
• Preparing the AHV for anchor handling
• Running out an anchor on a water depth of 100 to 700 meters
• Retrieving an anchor from a water depth of 100 to 700 meters
• Operating an anchor system with insert wire
During the simulator exercises the participants will man the bridge. They will be forming a bridge
team, one acting as the conning officer the other as the winch operator. A captain/chief
engineer will act as a consultant.
Before commencing the exercise, the participants are expected to make a thorough planning of
the AH operation. They will present the plan to the instructor in the pre-operation briefing for
verification.
During the exercises, the simulator operator will act and communicate as all relevant personnel
e.g.:
• Deckhands – engine room
• Rig crew – crane driver – tow master
• Etc.
The instructor will monitor the progress of the exercises and evaluate the performance of the
team and each individual.
Debriefing
Each exercise will be followed by a debriefing session during which the instructor and the team
will discuss the progress and the outcome of the exercise.
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 01\2.Introduction & Abbreviations.doc
Chapter 01
Page 4
Commonly used abbreviations:
AHTS:
Anchor Handling tug supply
PSV:
Platform supply vessel
DVS:
Diving support vessel
SV: Survey
vessel
MODU:
Mobil offshore drilling unit
FPU:
Floating production unit
FPDSO:
Floating production, drilling, storage and offloading
FPSO:
Floating production, storage and offloading
FPS:
Floating production system
TLP:
Tension leg platform
SBM:
Single buoy mooring
SPM:
Single point mooring
CALM:
Catenary anchored leg mooring
SALM:
Single anchor leg mooring
SSCV:
Semi submersible crane vessel
HLV:
Heavy lift vessel
RTV:
Rock dumping/trenching vessel
PLV:
Pipe laying vessel
SSAV:
Semi submersible accommodation vessel
ROV:
Remotely operated vehicle
ROT:
Remotely operated tool
AUV:
Autonomous underwater vehicle
DP: Dynamic
positioning
DPO:
Dynamic positioning officer
HPR:
Hydroaccoustic positioning reference
TW: Towing
winch
AHW:
Anchor Handling winch
DMW:
Dead Man Wire
PCP:
Permanent chaser pennant
HHP:
High holding power anchors
VLA:
Vertical load anchors
SCA:
Suction caisson anchor
DEA:
Drag embedded anchor
Sepla:
Suction embedded plate anchor.
QMS: Quality management system
HSE:
Health, safety and environment
ISM:
International ships management
WW:
Work Wire
VSP:
Vertical seismic survey
“MAERSK TRAINER”
Technical Specifications:
LOA:
73,60 m.
Breadth:
16,40 m.
Propulsion:
15600 BHP.
2 Propellers.
2 Spade rudders (Not independent).
Thrusters:
Forward: 1 x 1088 BHP, Azimuth.
1 x 1000 BHP, Tunnel.
Aft:
1 x 1000 BHP, Tunnel.
Deck Layout:
2 Tuggers, 15 T pull.
2 Capstans, 15 T pull.
A/H Equipment: 2 sets of Triplex Shark Jaws. SWL: NA
2 sets of Guide Pins.
2 wire lifters.
2 stop pins, 1 each side.
Distance:
From centre AHW to Stern Roller: 50 m.
From centre AHW to “visibel” from bridge: App. 20 m.
Breaking load: DMW, WW & Insert Wire:
77 mm and BL= 300 T.
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 02\1.0 MAERSK TRAINER.doc
Chapter 02
Page 2
”MAERSK TRAINER”
Winch Layout:
AHV01: AHV02:
A/H Drum (1):
Max pull, bare drum: 500 T.
250 T.
Static brake:
650 T.
400 T.
Kernal diam.:
1,50 m.
0,90 m.
Width of drum:
3,55 m.
1,225 m.
Flange diam.:
6,50 m.
2,50 m.
Tow Drums (2):
Max pull, bare drum: 250 T.
125 T.
(TW2: Starboard)
Static brake:
650 T.
400 T.
(TW3: Port)
Kernal diam.:
1,50 m.
0,90 m.
Width of drum:
2,05 m.
1,225 m.
Flange diam.:
3,60 m.
2,50 m.
Wildcats fitted on Tow Drums.
Rig Chain Lockers:
1 each side.
Capacity: No limits!!
Bitter end: Between 0 m. and 75 m. each side.
All winches are electrically driven.
Winch computter: SCADA
• No pennant reels fitted.
• Wires and / or chain can`t be stowed on the aftdeck either “in the water” – the
equipment has to be connected up, in the system.
• The winch used for decking the anchor will be “locked” as long as the anchor is
on deck.
“MAERSK TRAINER”
E-procurement work group
Maersk Training
Centre
A/S
Centre
A/S
Bollard Pull
-150
-100
-50
0
50
100
150
200
-1,5
-1
-0,5
0
0,5
1
1,5
Handle
Tons
Power Settings / Bollard Pull
Handle
Bollard Pull (T)
100
144
90
143
80
142
70
125
60
98
50
69
40
43
30
23
20
9
10
3
00
0
- 10
3
- 20
7
- 30
15
- 40
25
- 50
45
- 60
54
- 70
65
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 03\Procedures.doc
Chapter 03
Page 1
3. Company Procedures
All operations on board must be performed in accordance with Company
Procedures.
The updated procedures can be found on CD-ROM (Q E S System) issued by Technical
Organisation in Copenhagen.
Please make sure that the latest version is in use.
Any copies of the procedures used on the Anchor Handling Course are all:
UNCONTROLLED COPIES.
Following procedures can be useful:
• 1, Quality 7.: Plans for Shipboard Operations (Risk Assessment)
• 2, 0357: Prevention of Fatigue – Watch Schedules – Records of Hours of Work or Rest
• 7, 0014: Communication with Maersk Supply Service (Supply Vessels)
• 7, 0176: General Order Letter (Supply Vessels)
• 8, 0020: Salvage (Supply Vessels)
• 11, 0015: Bridge discipline (Supply)
• 11, 0234: Safe Mooring Peterhead Harbour (Supply)
• 11, 0596: DGPS Installations (Supply, Brazil waters)
• 11, 0792: DP Operating Procedure (Relevant Supply Vessels)
• 13, 0042: Transport of Methanol (Supply Vessels)
• 13, 0065: Cargo (“Fetcher”)
• 13, 0207: Tank Cleaning. Water/Oil Based MUD, H2S (Supply Vessels)
• 13, 0249: Transportation of Tanks Containing Liquid Gases (Supply Vessels)
• 13, 0251: Hose Handling Alongside Installations (Supply Vessels)
• 13, 0498: Cargo Handling (Supply Vessels)
• 13, 0681: Cargo Pipe Systems – Segregation of Products (Supply Vessels)
• 13, 0766: Deck Cargo Stowage Procedure for Stand-by Mode (“NORSEMAN”/”NASCOPIE”)
• 13, 0812: Cleaning of Hoses after Transfer of Oil, Brine and MUD to or from Rig
• 15, 0007: Brattvaag Anchorhandling Winch 250 T (Supply Vessels)
• 15, 0009: Aquamaster TAW 2500/2500E (Supply Vessels)
• 15, 0010: Aquamaster TAW 3000/3000E (Supply Vessels)
• 15, 0016: AH & Towing Wire Maintenance (Supply Vessels)
• 15, 0019: Towing (Supply Vessels)
• 15, 0024: Ulstein Brattvaag AH Winch 450-IT (“Provider”)
• 15, 0066: Stern Roller Bearing lubrication (Supply Vessels)
• 15, 0082: Deck Lifting Tool (Supply Vessels)
• 15, 0142: Wildcat Maintenance (Supply Vessels)
• 15, 0252: Wire Spooling (Supply Vessels)
• 15, 0256: Diving Support Vessels Assistance (Supply Vessels)
• 15, 0258: Working alongside Installations (Supply Vessels)
• 15, 0259: Wire Rope Sockets (Supply Vessels)
• 15, 0266: Anchor Handling – Deep Water (Supply Vessels)
• 15, 0273: Triplex Shark Jaw (Supply Vessels)
• 15, 0538: Safety during Anchor Handling and Towing Operation (All AHTS)
• 15, 0542: VSP Surveys (Supply Vessels)
• 15, 0649: Whaleback Re-enforcement (Supply Vessels)
• 15, 0680: AH & Towing Winch gearwheel (open) greasing (Supply Vessels)
• 15, 0741: AH & Tow Wires lubrication (Supply Vessels)
• 15, 0786: Mono Buoys – Recovery of Hawsers (Supply Vessels)
• 15, 0788: Repair of Stern Roller (“Pacer”, “Puncher”, “Promoter”)
• 15, 0932: Towing Pin Roller (Supply Vessels)
• 15, 0950: AH & Towing Equipment (Supply Vessels)
• 15, 1345: Triplex Shark Jaw – Control Measurements (Supply Vessels)
• 19, 0500: Transfer of Personnel and Cargo by MOB Boat (Supply Vessels)
• 19, 0764: Transfer of Personnel between Ship and Offshore Installation by Basket.
(Supply Vessels)
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 04\1.0 Planning and RA.doc
Planning and Risk Assessment
Risk Assessment
Some people have a hard time believing that risk assessment has been in the Maritime industry
since “Day One” – since plans for the “ARK” were drawn up. Hazards were appreciated and
control measures added mentally before activities were completed safely. The difference to day
is that they have to be documented like so many other items under the banner of the ISM code
and national / international legislation.
It is not a blame culture as seen by a hard core of seafarers.
Obviously it is easy to stand back and comment with hindsight: "If this had been done, then this
would not have occurred".
The company is required to comply with customers' requirements, and to ensure protection of
the environment, property, the health and safety of the employees and other persons, as far as
reasonably practicable, by the application of certain principles. These principles include the
avoidance of risks, the evaluation of unavoidable risks and the action required to reduce such
risks.
A "Risk Assessment" is a careful examination of the process and its elements to ensure that the
right decisions are made and the adequate precautions are in place thereby preventing risks.
Risk is formed from two elements:
• The likelihood (probability) that a hazard may occur;
• The consequences (potential) of the hazardous event.
To avoid or reduce damage to:
• Human
life
• Environment, internal and/or external
• Property
Minimise risks by listing the possible effects of any action, and assessing the likelihood of each
negative event, as well as how much damage it could inflict. Look for external factors, which
could affect your decision. Try to quantify the likelihood of - and reasons for - your plan failing.
Itemising such factors is a step towards the making of contingency plans dealing with any
problem.
Use judgement and experience to minimise doubt as much as possible. Think through the
consequences of activities, be prepared to compromise, and consider timing carefully. Be aware
of that people are not always aware of the risks, as they can’t see them.
An example:
“A man standing close to the stern roller”: One of the risks is, that he can fall in the water. As a
matter of fact he is not falling in the water – he is able to see the hazard – so he is aware.
On the other hand:
“During an anchor handling operation an AB is hit in his forehead by a crowbar while he is
punching a shackle pin out using a crowbar. The wire rotates caused by torsion in the wire – he
can’t see the hazard – so he is not aware of the risk when using a crowbar.
An initial risk assessment shall be made to identify and list all the processes and their
associated hazards. Those processes having an inconsequential or trivial risk should be
recorded, and will not require further assessment. Those activities having a significant risk must
be subject to a detailed risk assessment.
A risk assessment is required to be "suitable and sufficient" with emphasis placed on
practicality. The level of detail in a risk assessment should be broadly proportionate to the tasks.
The essential requirements for risk assessment are:
• A careful examination of what, in the nature of activities, could cause risks. Decisions
can then be made as to whether enough precautions have been taken or whether
more should be done to prevent the risks.
• After identifying the risks and establishing if they are significant, you should consider if
they are already covered by other precautions. These precautions can for example be
Work Place Instructions, Work Environment Manual, Code of Safe Working Practices
for Merchant Seaman, Procedures, checklists etc. and also the likelihood of failure of
the precautions already in place.
Where significant risks have been identified a detailed risk assessment in writing must be
carried out and recorded appropriately.
The assessment should consider all potential risks, such as who might be harmed and how, fire
and explosion, toxic contamination, oil and chemical pollution, property damage and
non-conformances.
What may happen?
Get a general view of:
• The process, i.e., materials to be used, activities to be carried out, procedures and
equipment to be used, stages of human involvement, and the unexpected operational
failure which may result in further risks.
Determine the probability:
• Quantification: Low - Medium - High
Focus on the potential hazardous situations and assess consequences if it happens:
• Quantification: Low - Medium - High.
How will it be possible to intervene, and / or to reduce the risk?
• What can be done to reduce the probability?
• What can be done to reduce the consequences?
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 04\1.0 Planning and RA.doc
Planning
Why?
So everybody knows what is going to happen.
Take care of inexperience personnel, so they know what to do and when. They do not have the
same life experience as the well experience personnel– they can’t just look out though the
windows and say: “Now we do this and this”.
Quotation from new 3. Engineer:
• “Planning is the only thing we as inexperienced can hold on to”.
Company’s Core Valure
-Constant care
• No loss should hit us which can be avoided.
• Planning is important. Be prepared at all time.
• Developments may be difference from what you expected.
• Make sure to have an overview of the situation at all times.
• Follow the established procedure and make your own procedure to
awoid any unnecessarily riscs.
• Use your commen sence.
•
Training of the crew/staff.
Planning and risk assessment can effective be done in one and same working procedure.
On the page 6/06, you will find an example of a form which can be used for this purpose.
Planning:
Goal
Descibe the goal. When do we have to be ready.
Collect data – check systems
What
What to do to reach the goal
Who
Delegate tasks – make sure everybody knows
who are responsible for each task
How
Make job descriptions, descripe standard procedures,
make risk assessment
When
When do the tasks need to be finished?
Prioristising of tasks
Be ready to correct the plan as necessary
Have status meetings
Work as a team
Keep the leader informed
Goal, example:
Be ready for anchor handling at POLARIS
Water depth 500 meter
Retrieve anchors No 1, 4, 5 and 6
Move rig to position:
Run anchors No 4, 6 and 3
Collecting data:
Rig move report
Anchor type
PCP, length, chaser type
Chain / Wire combination
Chain, length and size
Wire, length and size
Winch drum capacity
Load calculations, maximum weight of system, how much
force can I use on engines
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 04\1.0 Planning and RA.doc
What to do:
Prepare deck:
Which drums
Check correct spooling of wires
Chain wheel size – correct size
Shark Jaws size – correct size
Chain lockers
Prepare engine room: Defects, out of order, limitations
Power consumption
Ships stability
Ballast, bunkers, trim
Make risk assessment on each job
Voyage planning:
Precautions when:
Approaching,
Working alongside
Moving off / on location
Contingencies
Prepare checklists
Brief crew of coming job – ToolBox Meeting
Who:
Make sure all know their job
Make sure all know the difficult / risky part of the operation
How:
Prepare job descriptions and safe job analysis
Use standard procedures as far as possible
Apoint responsible person for each job
When:
Time consumption for each job
Time schedule
Alternative plans
Do status, can we reach the goal on time
The leader to stay on top of the sistuation
Planning and Risk Assessment
Job:________________________________________________________
Working process /
Plan
Hazard
Consequence
Probability Action to
eliminate / avoid risk
What to do,
if risk cannot
be avoided
The 5 steps to
success
in
The TASK :
600 Meters water depth
10 T Anchor
3” Wire / Chain
3000’ = 914 Meter Dead Man Wire
Planning
APM-Procedure:
STEP 1 : Wirelength
600 x 1.1 = 660 Meters
600 x 1.2 = 720 Meters
Wirelenght 1.5 in shallow water,
but less in deep water (>300 Meter)
STEP 2 : Winch Capacity
B = 1020 mm, C = 1300 mm, D = 2650 mm, d = 76 mm
Winch Capacity = AxCx¶x(A +B)
dxd
D
A
C
B
A = (D-B) / 2 = (2650-1020) / 2 = 815 mm
(
)
=
1030M
77
1020
+
815
×
×
1300
×
815
=
CAPACITY
π
2
Connection
on drum you
maybe loose
30-50 meters
STEP 3 : Winch Max. Pull
(Max pull 1.) * B = K * (Actual diam.)
Max pull 1. = 260 T
STEP 3 : Winch Max. Pull
Quadratic equation.
Ax
2
+ Bx + C = 0
_______
X =
-B
±√
B
2
-4AC
____________________________________________________________________________2A
Capacity on drum = A * C * 3.14*(A+B)
d d
914000 = A * C * 3.14*(A+1020)
77 77
914000*77*77 =A
2
+ 1020A
(-C = Ax
2
+ Bx)
STEP 3 : Winch Max. Pull
(Ax
2
+ Bx + C = 0)
A=1 B=1020 C=-1327561,5
A
2
+1020A-1327561,5 = 0
___________________
A = -1020
±√
1020
2
-4*1*(-1327561,5)
2*1
__________
A= -1020
±√
6350645,9
2
A= -1020
±
2520,0
STEP 3 : Winch Max. Pull
(Max pull 1.) * B = K * (Actual diam.)
Max pull 1. = 260 T
K = (260*1020)/1020+(2x750) = 105 T
(Dynamic)
STEP 4 : SYSTEM WEIGHT
600 M
Chain : 126 kg/m 3”
Wire : 25 kg/m 3”
Weight
600 * 0,126
=
75,6 T
Anchor + ?? (10 + 5)
=
15,0 T
Totalt:
=
90,6 T
Bouyancy
= 15 %
Must
only be used as
safetyfactor
Density iron = 7,86
1000kg Iron = 1 / 7,86 = 0,127 M
3
STEP 4 : SYSTEM WEIGHT
Decking the anchor
Weight without bouyancy
600 * 0,126
=
75,6 T
Anchor + ?? (10 + 5)
=
15,0 T
Totalt:
=
90,6 T
To deck the anchor you maybe
need another 30-50 T
It can be necessary to make
a crossover to a drum with
less wire on and therefore
closer to the center
STEP 5 : Bollard Pull
STEP 5 : Bollard Pull
600 m
43 T
43 T
77 T
88 T
43 T
90 T
?
?
99 T
Probably using 40% pitch on
Maersk Trainer = 43 T Bollard Pull
Electrical winches
The winches mentioned are based on A-type winches.
The winches are of waterfall type.
Electrical winches are driven via shaft generator or harbour generators through main
switchboard to electronic panel to DC motors.
The winch lay out is with anchor handling drum on top and 2 towing winches underneath and
forward of the A/H winch. The towing winches each has a chain wheel interchangeable
according to required size.
The winch has 4 electrical motors. The motors can be utilised with either 2 motors or all 4
motors for the AH drum depending on required tension or with one or two motors for the towing
drums. The coupling of motors is via clutches and pinion drive.
The clutching and de-clutching of drums is done with hydraulic clutches driven by a power pack.
This power pack is also used for the brake system on the drums, as the band brake is always
“on” when the handle is not activated.
Apart from the band brake there is also a water brake for each electric motor as well as a disc
brake. The disc brake is positioned between the electric motor and the gearbox. The water
brake is connected to the gearbox and within normal working range, 50% of the brake force is
from the water brake and 50% from the electric motor brake.
The drums are driven via pinion shafts clutch able to pinion drives on the drums. Pinion drives
are lubricated continuously by a central lubricating system to ensure a good lubrication
throughout the service. The control handle for the winch activates the lubrication system, and
only the active pinions are lubricated.
Each winch also has a “spooling device” to ensure a proper and equal spooling of wire on the
drum. The spooling device is operated by means of a hydraulic system supplied from the same
power pack as mentioned above.
Finally, separating the winch area and the main deck is the “crucifix” which divides the work
wires in compartments for each winch. It is also part of the winch garage construction.
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 05\AHT winches.doc
Chapter 05
Page 2
Winch operation
The winches are operated from the aft desks in port side, but can also be operated at the winch.
When operated locally from the winch only ½ speed can be obtained. There are different bridge
lay outs but they are all to some degree based on previous design and partly identical.
To ensure a good overview for the operator a SCADA system has been installed showing the
winch status. Further there is a clutch panel allowing the operator to clutch drums in and out
according to requirement. On the panel lub oil pumps for gearboxes, pumps for hydraulic
system and grease pump for gearwheels are started.
Winch configuration and adjustment is done on the panel, which here at Maersk Training Centre
is illustrated by a “touch screen” monitor. The different settings can be done on the “touch
screen”.
Normally the winch drums are not visible from the bridge. Instead the drums are monitored via
different selectable cameras installed in the winch garage. These are connected to monitors on
the aft bridge allowing the operator and the navigator to monitor the drums.
M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 05\AHT winches.doc
Chapter 05
Page 4
SCADA: Supervisory Control and Data Acquisition
This system gives the operator an overview of the winch status as well as a warning/alarm if
anything is about to go wrong or already has gone wrong. The system is PLC governed –
“Watchdog”.
3 types of alarms are shown:
Alarm:
A functional error in the system leads to stop of winch.
Pre alarm:
The winch is still operational but an error has occurred,
which can lead to a winch stop/failure if the operation
continues in same mode.
Warning:
Operator fault/wrong or illegal operation
The clutch panel
On the clutch panel the different modes of operation can be chosen. In order to clutch all
functions must be “off”. It is not possible to clutch if the drum is rotating or a motor is running.
Change of “operation mode” can not be done during operation.
Speed control mode
Motors can be operated with the handle in:
Manual clutch control.
If no drum is clutched in.
When drums have been chosen.
Tension
Static wire tension:
The pull in wire/chain is measured from the braking load. The drum is
not rotating and the band brake is “ON”. The pull is calculated from
“strain gauges”.
Dynamic wire tension: The pull in the wire/chain is measured from the actual torque in the
motor. The drum is rotating or almost stopped but not braked.
Max wire tension:
Highest possible pull in the wire/chain that can be handled by the motor
converted from static pull to dynamic pull.
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Over speed
Over speed of the motor has been the most frequent cause for winch breakdowns. Therefore it
is of utmost importance to protect the motor against overspending.
Over speed occurs when the load on the wire/chain surpasses what the motor can pull/hold and
the drum starts uncontrolled to pay out.
The winch is protected against over speed in the following way:
1.
When pay out speed exceeds 100 %. Full water-brake in stead of 50% electrical brake.
Automatic return to 50% electrical brake and 50 % water brake when speed less than 100
%.
2. When pay out speed exceeds 105 %. Band brake is applied with 50 % Opens
automatically when pay out speed less than 100 %.
3.
When pay out speed exceeds 110 %. Band brake is applied 100 %.
4.
When pay out speed exceeds 120 %. Shut down. The disc brake is applied and the motor
remains electrical braked until balance or break down of the winch.
Water brake
The water brake is installed as a supplement to the motor brake in order to prevent “over speed”
of the motors.
Due to the characteristics of the water brake it will work as a brake amplifier when the braking
power of the electrical motor starts to give in.
The winch motor has great braking effect at low rpm whereas the water brake has very little
effect. With higher rpm the braking effect of the water brake increases and the total outcome of
the characteristics is very great.
Electrical brake (Resistor banks)
Resistor banks have been installed to absorb the current generated during pay out. Part of the
current will be supplied to the circuit-reducing load on shaft generators but in situations with too
small consumption to absorb the generated current it has to be “burnt off” in the resistor banks.
The shaft generators are protected from return current and can not receive current from the
main switchboard.
Band brake
The winch is equipped with a band brake that works directly at the drum. This band brake
ensures that the drum is unable to rotate when the handle is in zero as well as when changing
modes.
If a drum is able to rotate while changing mode it can lead to a break down. 50% of the brake
force comes from springs built in to the brake cylinder and the last 50% from hydraulic pressure.
The band brake is activated via a hydraulic power pack supplying power to the hydraulic
cylinder of the brake.
“Band brake mode” is used if you want to control a payout without damaging the motor with
over speed.
In this mode the drum is de-clutched only being braked by the band brake. The band brake is
set to maximum holding power (less 2 %) which closes the brake almost 100 %. Then the band
brake can be adjusted to tension wanted.
The tension controller can be set from 0 % to 100 % where 0 % means brake fully closed and
100 % means brake fully open in which case the drum is free to rotate.
Spooling of wire
When spooling of wire it is of utmost importance that the wire is spooled correct. There is no
automatic spooling device as the wires are of different types and dimensions. Furthermore care
has to be exercised when spooling connections such as shackles on the drum as these can
damage the wires. Care must also be exercised specially when spooling long wires as it is very
important these are spooled on very tight to prevent the wire to cut into lower layers when
tension increases.
The length of the wire is measured with raps on the drum and if the wire is not spooled correct
the figure showing wire length on the SCADA monitor will be wrong.
“The spooling device” can be damaged if the guide rollers are not opened sufficiently when a
connection is passing through. It is very important always to keep an eye on the wire and the
drum.
It may be difficulty to get used to operate the winch using cameras but usually it quickly
becomes natural. Cameras are located in different places in the winch garage giving opportunity
to watch the desired winch drum from different angles.
Adjustment of motor torque
The torque of the motors can be adjusted (HT control). This can be utilised when working with
wires of smaller dimensions which can easily be broken by the power of the motors.
The torque can be adjusted to correspond with the breaking load of the wire. It is done with a
pot-meter on the winch control panel. The torque can be adjusted between 0 % and 100 %.
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Tension control:
To be used during chasing out of anchors.
By pressing “CT ON” once the winch is in chasing mode, and the required tension are to be set
on CT-Potentiometer. During chasing out to anchor the winch will start paying out when the
actual tension is more then the adjusted tension.
QUICK & Full Release
At quick release the following actions will be executed automatically.
Preparation: Quick releases (quick release push button pressed).
a) Hydraulic accumulator 1 and 2 (solenoid KY1 andKY2) on.
b) Band brake closed to 100 % and de-energise the active motor(s) in order to get the active
clutch out while the belonging disk brake(s) are lifted. The quick release procedure will be
continued if the winch is clutched out.
Execution quick release when clutch is out (quick release push button remains pressed):
a) Disc brake closed
b) Band brake closed to 7% when pressing the quick release button only.
c) Band brake 100%open when pressing the quick release and the full release button both.
Stop quick release (quick release push button released):
a) Band brake closed to 100% when the hydraulic pump is running or to 50% when the
hydraulic pump is not running. (Spring operation only).
Hydraulic winches
General remarks
There is little difference in running a hydraulic winch and an electrical winch. The winch is
operated with handles for heave in and pay out and for controlling the speed.
The lay out of the winch configuration can vary according to ship’s type. Some ships are
equipped with 2 towing winches and 2 anchor handling winches. (P type)
Latest deliveries (B-type) with hydraulic winches have 1 anchor handling winch and 2 towing
winches.
Both types have chain wheels installed on the towing winches.
Lay out (B-type)
The winch is “waterfall type” and consists of 1 anchor handling winch and 2 towing winches.
For running the winches 4 big hydraulic pumps are installed in a pump room. They supply
hydraulic oil to 8 hydraulic motors. The motors transfer power to close clutches which again
transfer the power to a drive shaft. The drive shaft is common for the towing winches.
The anchor-handling winch is not clutch able but is clutched in permanently. It is possible to
route the hydraulic oil round the anchor-handling winch by remote controlled switches on the
control panel. The winch has 4 gearboxes. 2 gearboxes for the anchor handling winch and 1 for
each of the towing winches.
Clutch arrangement
In order to clutch and de-clutch winch-drums a power pack is installed to supply all clutches.
The following options exist for clutching. Either the anchor-handling drum or a towing drum. 2
winches can be clutched at the same time.
“High speed” or “low speed” clutching is not an option as one some ships.
Clutching is done at the panel on the bridge. From there clutching and de-clutching is done as
well as choosing routing of the hydraulic oil for either anchor handling winch or towing winches.
Before clutching the brake must be “ON”. A passive surveillance will warn if trying to perform an
illegal act.
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Brake arrangement
The hydraulic winch has 2 braking arrangements. The hydraulic brake acts via the motors and
the mechanical band brake, which is manually operated.
The hydraulic brake is activated when the oil is passing discs in the motors. A certain slippage
will. Always exist in the hydraulic motors giving a slight rotation with tension on the wire. It is
therefore quite normal to observe the winch paying out slightly even though the handle is not
activated.
If the operation demands the wire to be 100 % secured it is necessary to put the band brake
“ON”.
Tension control
The maximum tension, which can be applied to the wire/chain, depends on the pressure in the
main hydraulic system.
This can be adjusted by a potentiometer installed in the control panel for each winch. If the
tension raises to a higher value than the adjusted, the winch will pay out.
This is very useful when chasing for an anchor, as it can avoid breakage of chaser collar and
PCP.
Emergency release and ultimate release
When the emergency release button is pushed, the band brake is lifted and the pressure in the
hydraulic system is reduced to a minimum, causing the winch to pay out. The normal over
speed protection is active.
If a winch drum which is not connected to a motor is emergency released, a small brake force
will be applied by the band brake, just enough to prevent the wire from jamming on the drum.
The ultimate release button has the same function, the only difference is that the over speed
protection system is not active. This might lead to serious damage of the winch motors.
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TOWCON
TOWCON 2000 is a control system for controlling and monitoring all towing functions, shooting
the tow wire, towing the towed object and hauling the tow wire.
The system handles both dynamic towing, hydraulic braking and static towing with brakes.
All data as wire lengths, adjusted max tension, actual wire tension, wire speed, motor pressure,
motor temperatures and motor R.P.M. is presented on a high resolution LCD graphical monitor.
The system alarms the user in case of unexpected occurrence, or to warn about special
conditions.
Alarm limits; wire data and control parameters can easily be programmed. Several functions can
be simulated, and there is a system for error detection. Statistical data can also be read.
Instruction for use of Wire Drums
Following text and sketches are from the instruction books for the hydraulic winches delivered to
the “B – type”. Sales & Service, I.P.Huse, Ulstein Brattvaag, Norway issues the instructions.
Please note the last four lines in section 4.2
Changing of Chain Wheels (Wildcats / Chain Lifter)
It will occasionally be necessary to change out the chain wheels depending on the size of chain
to be used. As the size of chain wheels has to fit to the size of chain.
Chain wheels are manufactured for chain of a certain size and using it for other sizes can cause
damage to both the chain and the wheels.
It is important that the chain fits exactly in the pockets to prevent the chain from slipping. A
chain, which is not fitting in size, can wear the chain wheel down in a short time and is
time-consuming to weld and repair.
It can be a troublesome task to change out a chain wheel if it is stuck on the shaft. Which is
often the case when working for a long time with tension of 150 tons or more. Also if some of
the links in the chain did not fit exactly in the pockets and have been slipping which gives large
loads on the chain wheel.
Large hydraulic jacks and heating is not always sufficient to dismantle a chain wheel. In most
cases time can be saved by fitting an "I" or "H" girder to support in one of the kelps of the chain
wheels and welded to a Doppler plate on deck to distribute the weight. The winch is then rotated
in “local control” counter wise to create a load on the chain wheel. This should cause the chain
wheel to come loose allowing the wheel to be dismantled.
Changing of chain wheel can take anything from 8 hours to 24 hours depending on where and
who changes the chain wheel and is often subject to discussion between charter and company
as time used is often for charters account.
It is still the responsibility of the ship to ensure that safety rules and procedures are adhered to
even when shore labour is assisting. Emphasising the need to observe that pulling devices are
used in a correct manner to avoid damage to threads. Likewise it is important to supervise the
use of hydraulic tools to prevent damage to winch motors and anything else which might be
used as a “foundation” for the hydraulic tool.
When the chain wheel has been changed often the changed out wheel is stored at shore.
Before sending ashore it is imperative to preserve it in a satisfactorily way. Lots of chain wheels
have been stored out doors without proper protection and supervision. These chain wheels
have to be scrapped. It is the responsibility of the ship to ensure the proper preservation and
storing.
NOTE.
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Chapter 06
Page 1
TRIPLEX - SHARK JAW SYSTEM.
This equipment has been installed with the objective of safe and secure handling of wire and
chain and to make it possible to connect/disconnect an anchor system in a safe way.
Most vessels are provided with a double plant, - one at the starboard side and one at the port
side of the aft deck.
The largest plants installed in the vessels today have an SWL of 700 tonnes and they are able
to handle chains of the size of 7” or wires with diameter up to 175 mm.
Two control panels are installed in the aft part of the bridge console close to the winch operating
panels. The panels are located in port side and in starboard side referring to the respective
plant. The port side panel serves the port side TRIPLEX shark jaws and pins and the starboard
side serves the starboard side TRIPLEX.
Before any operation of these panels it is most important that the operator has studied the
manuals and made himself familiar with the functioning of the plant and that any operation
complies with the navigator’s instruction. If an order has been indistinct or ambiguous the
operator MUST ask for correct info to avoid any doubt or misunderstanding of the operation to
take place.
This instruction of the TRIPLEX plant has been adjusted to comply with the latest layout and to
describe exactly the plants as they appear in the latest and future new buildings and where the
company has decided to modify the existing plants in order to comply with safety.
The layout is mainly TRIPLEX but APM has added quite some changes to the plant in order to
improve and optimise the safety and reliability.
The manufacturer, TRIPLEX, has not implemented this modification as a standard version in
their basic plants. The development of this modification was prepared and completed by APM
based on experience.
Operation
To oblige accidents most possible an operating procedure has been prepared.
The operator must carefully study this procedure in order to obtain and ensure full
understanding of the function of the plant.
The marks welded on the links indicate whether the jaws are locked or not. The links MUST
pass 180 degrees to achieve “Locked position”.
If any irregularity in this respect should occur due to e.g. wear down it will be indicated clearly,
as the marks are no longer aligned.
It is as a fact ALWAYS the deck crew who make the final decision if the jaws are locked or not.
As they have to convince themselves by visual check of marks and upon this turn a lever
outside the crash barrier as a confirmation to the operator on the bridge. When this has been
performed the jaws are to be considered “Locked”.
After the acceptance from the deck the bridge operator can not operate any part of the shark
jaws.
The only option for overruling this condition is the “Emergency release”- buttons!
Emergency operation
In cases of power failure (Black Out) it is still possible to operate the shark jaws as the plant is
supplied from the vessel’s emergency generator.
Should even the emergency power supply fail it is possible to release the jaws by the
“Emergency Release” system. In this case the system is powered by nitrogen loaded
accumulators located in the steering gear room and from the vessel’s 24 volt battery supply.
The accumulators are reloaded at each operation of the hydraulic power pack for the
TRIPLEX-system.
Maintenance and inspections
The maintenance and frequent inspection of the shark jaws system is very important and should
be complied by the vessel’s programmed maintenance system, please see procedure 15, 1345:
Triplex Shark Jaw – Control Measurements (Supply Vessels).
Defects or damages are often revealed during inspections or lubrication.
Special attention should be shown to the lower part of the shark jaws – trunk. In spite of
drainage from this compartment the environment is rather harsh and tough to the components
located at the bottom of this area. Hydraulic hoses and fitting are constantly exposed to salt
water as well as the suspension of the shark jaws components.
A procedure concerning the treatment of the hydraulic hoses and fittings has been issued,
-Densyl tape.
The shark jaws trunk is often used as “garbage bin” for various items such as mud from
anchors, used rags, mussels from chains, chopped off split pins, remains of lead and much
more. Due to that fact it is very important to clean this compartment frequently.
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Check of “Lock”- position
It is very important to make sure that the shark jaws links are able to reach the correct position
when in “Lock”- position. The links have been provided with indication marks that have to be
aligned when locked and a special ruler is included in the spare parts delivered along with the
equipment. This ruler is used to check that the links are well above 180
o
.
Ref. Chapter 1, Section 7.2.4, - drawing B-2209 section C.
Please see procedure 15, 1345: Triplex Shark Jaw – Control Measurements.
Also refer to wooden model for demonstration.
This check has to be performed frequently and should be comprised by the Programmed
Maintenance System on board the vessel. If the equipment has been exposed to excessive load
or at suspicion of damage check must always take place and the result entered in the
maintenance log.
The shark jaws may often be exposed to strokes and blows from anchors tilting or other objects
handled.
Safety
It is most important to oblige safety regulations and guide lines connected to the operation of
the plant.
Ensure that all warning signs are located as per instructions - ref. Chapter 1, section 1.
If maintenance or repair work has to be performed inside the shark jaws compartment the plant
MUST be secured in order not to operate the unit unintended or by accident. This includes the
emergency operation as well.
To eliminate the risk of emergency release of the system the accumulators have to be
discharged by opening the return flow valve to the power pack. This will ensure safe access to
the shark jaws compartment.
In case repair or check is performed inside the trunk and the jaws are in upper position it must
not be possible to lower the jaws as the compartment leaves no room for both the jaws and a
person. This may require mechanical fastening of the jaws. (No former accidents reported).
Guide Pins / A-pins
Together with the shark jaws plant two guide pins are provided. These pins are to ensure
guidance of wires and chains.
The guide pins are hydraulic operated from the power pack common with the shark jaws.
The rollers on the guide pins may be manufactured as single roller or divided into two rolls.
To ensure proper operation of the guide pins it is very important that they are well greased at all
time. In case the rollers are not able to rotate they will be damaged very fast and they will
damage e.g. wires as well. Good maintenance and greasing is essential to ensure good and
safe performance.
A central lubricating plant has been installed in the steering gear room for the greasing of both
the shark jaws, guide pins and the stern roller. Daily check of this greasing unit is important to
ensure sufficient lubricant in the reservoir.
Rather too much lubrication than too little.
Wire Lifter
The wire lift is located just in front of the shark jaws and is a part of the same unit.
This item is used to lift a wire or chain if required in order to connect or disconnect.
Stop Pins / Quarter Pins
The stop pins are located on the “whale back” in order to prevent a wire or chain to slide over
the side of the cargo rail. They function exactly as hydraulic jacks controlled from the shark jaws
panel on the bridge.
The stop pins are often exposed to wear and strokes from the wires and the wear may
sometimes cause need for repair. Especially the collar and bushing may require repair as a wire
could have ground the bushing and created burrs which prevents the hydraulic piston from
proper operation. Due to that fact it is important to frequently check the functioning of the stop
pins and to ensure proper greasing. If these pins are not used for a period they easily get stuck.
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2. OPERATION:
2.1
OPERATION OF THE SHARK JAW CONTROL PANEL BUTTON AND
SWITCHES
.
PUMP START:
Starts hydraulic pump.
The pump works at constant high pressure. It is equipped with a time
relay which will let the PUMP START LAMP start flashing if it has
been switched on but not used for a set period of time.
NOTE!
Ensure that valves on suction line are opened before starting up.
PUMP STOP:
Stops hydraulic pump.
WIRE LIFT UP
:
Raises the wire lift pin.
WIRE LIFT DOWN:
Lowers the wire lift pin.
The following controls of the panel are arranged so that those on the right side of the panel are
connected to port and those on the left side to starboard.
LOCK-O-OPEN:
Each of these two switches raises locks and opens one Jaw of the
Shark Jaw respectively. These switches can be operated
simultaneously or individually.
When in the central "0" position each switch stops its respective
Jaw of the Shark Jaw in whatever position it has reached. This is the
normal off position for the switches when the Shark Jaw is not in use.
When turned to the LOCK position each switch raises and locks its
respective Jaw of the Shark Jaw. When turned to the OPEN
LOCK-O-OPEN:
When full lock pressure is obtained the LOCK PRESSURE lamps
comes on, and when the locking cylinders are in the extended
position, the JAW IN POS. lamps comes on. The work deck-operator
inspects the marks on the link joints, and if the marks indicate that
the jaws are locked, he turns the lever located in the JAW POS.
ACCEPT box to JAW LOCK POSITION ACCEPTED.
On the control panel the ALARM light goes out and the JAWS
LOCKED light comes on.
The jaws are completely locked when the link joints passes 180
degrees, and marks on link joints are on line.
When the Shark Jaw is locked, both switches remain at the LOCK
position. If the lock pressure falls on either one or both jaws or the
locking cylinders are not in the extended position the respective LED
goes out. Then the JAWS LOCKED -right goes out and the ALARM
LIGHT comes on. Under JAWS LOCKED conditions the PUMP
STOP cannot be operated.
QUICK RELEASE:
Before operating the QUICK RELEASE, Guide Pins and Wire Lift
Pin must be in level with the deck.
Two push buttons.
To operate the QUICK RELEASE with only the jaws in raised
position both OPEN-O-LOCK switches must first be moved to the
central "0" position and the JAW LOCK POSITION ACCEPT lever
turned to JAW READY FOR OPERATION. The alarm light goes out
and the buzzer and alarm on deck comes on when the QUICK
RELEASE button cover is opened. Then both QUICK RELEASE
buttons must be pressed at the same time.
The system is reset by pressing and reset the E-STOP button.
EMERGENCY RELEASE: T
wo push buttons on the emergency release panel. For
retracting of Guide Pins, wire lift pin first and then the jaws.
To operate the EMERGENCY RELEASE the both buttons
must be pressed at the same time. The buzzer comes on
when the EMERGENCY RELEASE button cover is opened.
When the buttons are pressed the lights above them will
come on. The system is reset by pressing the E-STOP button.
GUIDE PIN UP:
Two buttons, which when pressed raise the respective guide pins.
GUIDE PIN DOWN:
Two buttons, which when pressed lower the respective guide pins.
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OIL LEVEL LOW
If the oil level in the hydraulic oil tank becomes too low
-TEMP HIGH:
or the oil temperature gets too high, the OIL LEVEL LOW / TEMP
HIGH lamp comes on.
LAMP TEST:
When the lamp test button is activated, all lamps on the panel will
light up.
Marks for Locked on Hinge Link
The marks welded on the links indicate whether the Jaws are locked or not. The links MUST
pass 180 degrees to achieve “Locked Position”.
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