Anchor Handling Mearsk

8/18/2019 Anchor Handling Mearsk

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1. Program. AbbreviationsIntroduction to Anchor Handling Course

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 EquipmentSwivel – Pin Extractor – Socket Bench

10.Chains and FittingsChasers and Grapnels

11.Anchor Handling

Breaking the anchor…..

12. Anchor Deployment – PCP

13. Vryhof Anchor Manual 2000

14. Ship Handling. Manoeuvring

15. Drilling Units / - Operations

M a e r s k T r a i n i n g C e n t r e A / S


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M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 01\2.Introduction & Abbreviations.doc Chapter 01 Page 1

Anchor Handling CourseMTC

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, towand 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 areneeded. “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 movedashore, 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 theknowledge 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 teamsknowledge of, and skills in anchor handling operations.


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The objectives of the anchor handling course are: By planning of and, in the simulator, carrying out anchor handling operations under normalconditions, 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 handlingequipment

• The use of correct phraseology

The simulator courseThe 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. Theweather 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 bridgeteam, 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.


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During the exercises, the simulator operator will act and communicate as all relevant personnele.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 theteam and each individual.

DebriefingEach exercise will be followed by a debriefing session during which the instructor and the teamwill discuss the progress and the outcome of the exercise.


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Commonly used abbreviations:

AHTS: Anchor Handling tug supplyPSV: Platform supply vessel

DVS: Diving support vesselSV: Survey vesselMODU: Mobil offshore drilling unitFPU: Floating production unitFPDSO: Floating production, drilling, storage and offloadingFPSO: Floating production, storage and offloadingFPS: Floating production systemTLP: Tension leg platformSBM: Single buoy mooringSPM: Single point mooringCALM: Catenary anchored leg mooring

SALM: Single anchor leg mooringSSCV: Semi submersible crane vesselHLV: Heavy lift vesselRTV: Rock dumping/trenching vesselPLV: Pipe laying vesselSSAV: Semi submersible accommodation vesselROV: Remotely operated vehicleROT: Remotely operated tool AUV: Autonomous underwater vehicleDP: Dynamic positioningDPO: Dynamic positioning officer HPR: Hydroaccoustic positioning reference

TW: Towing winch AHW: Anchor Handling winchDMW: Dead Man WirePCP: Permanent chaser pennantHHP: High holding power anchorsVLA: Vertical load anchorsSCA: Suction caisson anchor DEA: Drag embedded anchor

Sepla: Suction embedded plate anchor.QMS: Quality management systemHSE: Health, safety and environmentISM: International ships managementWW: Work WireVSP: Vertical seismic survey

Weight in water: Weight x 0,85


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M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 02\1.0 MAERSK TRAINER.doc Chapter 02 Page 1


“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.Chain: 77 mm and BL= 600 T.


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”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” – theequipment has to be connected up, in the system.

• The winch used for decking the anchor will be “locked” as long as the anchor ison deck.

• The anchor can not be disconnected from the PCP.


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Vessel and Deck Layout:


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E - p r o c

u r e m e n t w o r k

g r o u p

M a e r s k T r a i n i n g C e n t r e

A / S

Winch Layout: “MAERSK TRAINER”

Technical Specifications. Ch. 2 Page 4/05


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E - p r o c


g r o u p


A / S

Bollard Pull

-150

-100

-50

0

50

100

150

200

-1,5 -1 -0,5 0 0,5 1 1,5

Handle

T o n s


Power Settings / Bollard Pull

Anchor Handling. Chapter 2 Page 5/05

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

- 80 77

- 90 105

-100 105


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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 TechnicalOrganisation 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

(Supply Vessels)


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• 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)

• 23, 1092: Welding Equipment


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M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 04\1.0 Planning and RA.doc

AnchorMTC

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 codeand 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 thiswould 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 asreasonably practicable, by the application of certain principles. These principles include theavoidance of risks, the evaluation of unavoidable risks and the action required to reduce suchrisks.

A "Risk Assessment" is a careful examination of the process and its elements to ensure that theright 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 eachnegative 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 anyproblem.

Use judgement and experience to minimise doubt as much as possible. Think through theconsequences of activities, be prepared to compromise, and consider timing carefully. Be awareof 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 amatter of fact he is not falling in the water – he is able to see the hazard – so he is aware.


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AnchorMTC

On the other hand:“During an anchor handling operation an AB is hit in his forehead by a crowbar while he ispunching a shackle pin out using a crowbar. The wire rotates caused by torsion in the wire – hecan’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 berecorded, and will not require further assessment. Those activities having a significant risk mustbe subject to a detailed risk assessment. A risk assessment is required to be "suitable and sufficient" with emphasis placed onpracticality. 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. Decisionscan 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 beWork Place Instructions, Work Environment Manual, Code of Safe Working Practicesfor 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 becarried out and recorded appropriately.The assessment should consider all potential risks, such as who might be harmed and how, fireand 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 andequipment to be used, stages of human involvement, and the unexpected operationalfailure 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?

• Decide whether existing precautions are adequate or more should be done.

• Record it.

Review the risk assessments from time to time and revise, if necessary.


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AnchorMTC

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 thesame life experience as the well experience personnel– they can’t just look out though thewindows 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.

Have a visual plan


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AnchorMTC

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 knowswho 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 tasksBe ready to correct the plan as necessary

Have status meetingsWork as a teamKeep the leader informed

Goal, example: Be ready for anchor handling at POLARISWater depth 500 meter Retrieve anchors No 1, 4, 5 and 6Move rig to position:Run anchors No 4, 6 and 3

Collecting data: Rig move report Anchor type

PCP, length, chaser typeChain / Wire combinationChain, length and sizeWire, length and sizeWinch drum capacityLoad calculations, maximum weight of system, how muchforce can I use on enginesPower consumptionCommunications: Contact persons

VHF channelsCharts and drawings


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AnchorMTC

What to do: Prepare deck: Which drumsCheck correct spooling of wiresChain wheel size – correct sizeShark Jaws size – correct sizeChain 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 locationContingencies

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 analysisUse standard procedures as far as possible Apoint responsible person for each job

When: Time consumption for each jobTime schedule Alternative plansDo status, can we reach the goal on timeThe leader to stay on top of the sistuation


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AnchoMTC

Planning and Risk Assessment

Job: _______________________________________________

Working process /Plan

Hazard Consequence Probability Action toeliminate / avoid r


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ANCHOR HANDLING CALCULATIONS

The 5 steps to

success

in

Anchor Handling


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The TASK :

600 Meters water depth

10 T Anchor

3” Wire / Chain

3000’ = 914 Meter Dead Man Wire

Can we run and retrieve the an

Can we deck the Anchor


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Planning

APM-Procedure:

Deep-water A/H. 15, 2


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STEP 1 : Wirelength

600 x 1.1 = 660 Meters

600 x 1.2 = 720 Meters600 x 1.3 = 780 Meters

Wirelenght 1.5 in shallow water

but less in deep water (>300 Met


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STEP 2 : Winch Capacity

B = 1020 mm, C = 1300 mm, D = 2650 mm,

Winch Capacity = AxCx¶x(A +B)

dxd

D

A

C

B

A = (D-B) / 2 = (2650-1020) / 2 = 815

( )

77

1020+815××1300×815=CAPACITY

2

!

Connection

on drum you

maybe loose

30-50 meters


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STEP 3 : Winch Max. Pull

(Max pull 1.) * B = K * (Actual diam

Max pull 1. = 260 T

K = (260*1020)/2560 = 100 T (Dynami

The static holding force (Bandbreak) is b

Probably 30-50 %


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Quadratic equation.

Ax2 + Bx + C = 0

_______

X = -B ±√ B2-4AC ____________________________________________________________________________

2A

Capacity on drum = A * C * 3.14*(A+B)

d d

914000 = A * C * 3.14*(A+1020)

77 77

914000*77*77 =A2 + 1020A (-C = Ax2 + Bx

3.14*1300


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(Ax2 + Bx + C = 0)

A=1 B=1020 C=-1327561,5

A2+1020A-1327561,5 = 0

___________________ A = -1020 ±√ 10202-4*1*(-1327561,5)

2*1

__________

A= -1020±√ 6350645,9

2

A= -1020 ± 2520,0 2

A = 750 MM


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(Max pull 1.) * B = K * (Actual diam

Max pull 1. = 260 T

K = (260*1020)/1020+(2x750) = 105 T(Dynamic)


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STEP 4 : SYSTEM WEIGHT

Chain : 126 kg/m 3”

Wire : 25 kg/m 3”

Weight600 * 0,126 = 75,6 T Anchor + ?? (10 + 5) = 15,0 T

Totalt: = 90,6 T

Bouyancy = 15 %

Must only be used as safetyfactor According to proc. 15,266,

Density iron = 7,861000kg Iron = 1 / 7,86

1000kg-(127Lx1,025k

Incl. Bouyancy 90,6 * 0,85 = 77,0 T


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STEP 4 : SYSTEM WEIGHT

Decking the anchor

Weight without b

600 * 0,126

Anchor + ?? (10 + 5)Totalt:

To deck the ancho

need another

It can be necess

a crossover to a

less wire on an

closer to the


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STEP 5 : Bollard Pull

200 M


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STEP 5 : Bollard Pull

600 m

43 T 43 T

77 T88 T

Probably using 40

Maersk Trainer = 43


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M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 05\AHT winches.doc Chapter 05 Page 1


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 mainswitchboard to electronic panel to DC motors.

The winch lay out is with anchor handling drum on top and 2 towing winches underneath andforward of the A/H winch. The towing winches each has a chain wheel interchangeableaccording to required size.

The winch has 4 electrical motors. The motors can be utilised with either 2 motors or all 4motors for the AH drum depending on required tension or with one or two motors for the towingdrums. 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 discbrake. 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 isfrom 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 drivesare lubricated continuously by a central lubricating system to ensure a good lubricationthroughout the service. The control handle for the winch activates the lubrication system, andonly the active pinions are lubricated.

Each winch also has a “spooling device” to ensure a proper and equal spooling of wire on thedrum. The spooling device is operated by means of a hydraulic system supplied from the samepower pack as mentioned above.

Finally, separating the winch area and the main deck is the “crucifix” which divides the workwires in compartments for each winch. It is also part of the winch garage construction.


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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 thewinch status. Further there is a clutch panel allowing the operator to clutch drums in and outaccording to requirement. On the panel lub oil pumps for gearboxes, pumps for hydraulicsystem and grease pump for gearwheels are started.Winch configuration and adjustment is done on the panel, which here at Maersk Training Centreis illustrated by a “touch screen” monitor. The different settings can be done on the “touchscreen”.

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 onthe aft bridge allowing the operator and the navigator to monitor the drums.


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General Arrangement


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A/H-Drum at full Capacity


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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 operationcontinues 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 allfunctions 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 isnot 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 themotor. 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 itis 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 andthe 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 % Opensautomatically 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 brakingpower of the electrical motor starts to give in.The winch motor has great braking effect at low rpm whereas the water brake has very littleeffect. 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 thecurrent will be supplied to the circuit-reducing load on shaft generators but in situations with toosmall 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 themain switchboard.The resistor banks are clutches in steps according to requirement.


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Band brake

The winch is equipped with a band brake that works directly at the drum. This band brakeensures 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 brakeforce 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 hydrauliccylinder of the brake.

“Band brake mode” is used if you want to control a payout without damaging the motor withover speed.In this mode the drum is de-clutched only being braked by the band brake. The band brake isset to maximum holding power (less 2 %) which closes the brake almost 100 %. Then the bandbrake can be adjusted to tension wanted.

The tension controller can be set from 0 % to 100 % where 0 % means brake fully closed and100 % 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 noautomatic spooling device as the wires are of different types and dimensions. Furthermore carehas to be exercised when spooling connections such as shackles on the drum as these candamage the wires. Care must also be exercised specially when spooling long wires as it is veryimportant 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 correctthe 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 aconnection is passing through. It is very important always to keep an eye on the wire and thedrum.

It may be difficulty to get used to operate the winch using cameras but usually it quicklybecomes natural. Cameras are located in different places in the winch garage giving opportunityto 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 withwires 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 apot-meter on the winch control panel. The torque can be adjusted between 0 % and 100 %.Normally the HT controller is set at 100 %. Care must be exercised when adjusting below 100% as the holding power is reduced and case the wire is strong enough there is a risk of over

speed or other malfunction – shut down of the system.


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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 theactual 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 closedb) 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 thehydraulic pump is not running. (Spring operation only).


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Hydraulic winches

General remarks

There is little difference in running a hydraulic winch and an electrical winch. The winch isoperated 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 areequipped 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 towingwinches.

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 supplyhydraulic oil to 8 hydraulic motors. The motors transfer power to close clutches which againtransfer 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 toroute 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. 2winches 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 aswell 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 anillegal act.


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Brake arrangement

The hydraulic winch has 2 braking arrangements. The hydraulic brake acts via the motors andthe mechanical band brake, which is manually operated.

The hydraulic brake is activated when the oil is passing discs in the motors. A certain slippagewill. Always exist in the hydraulic motors giving a slight rotation with tension on the wire. It istherefore quite normal to observe the winch paying out slightly even though the handle is notactivated.

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 themain hydraulic system.This can be adjusted by a potentiometer installed in the control panel for each winch. If thetension 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 andPCP.

Emergency release and ultimate release

When the emergency release button is pushed, the band brake is lifted and the pressure in thehydraulic 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 forcewill 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 speedprotection system is not active. This might lead to serious damage of the winch motors.


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Hydraulic winch, “B-type”


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TOWCON

TOWCON 2000 is a control system for controlling and monitoring all towing functions, shootingthe 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 specialconditions.

Alarm limits; wire data and control parameters can easily be programmed. Several functions canbe simulated, and there is a system for error detection. Statistical data can also be read.

The system has small mechanical dimensions, and is easy to mount.


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Instruction for use of Wire Drums

Following text and sketches are from the instruction books for the hydraulic winches delivered tothe “B – type”. Sales & Service, I.P.Huse, Ulstein Brattvaag, Norway issues the instructions.

Please note the last four lines in section 4.2


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Changing of Chain Wheels (Wildcats / Chain Lifter)

It will occasionally be necessary to change out the chain wheels depending on the size of chainto 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 causedamage to both the chain and the wheels.It is important that the chain fits exactly in the pockets to prevent the chain from slipping. Achain, 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 isoften 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 largeloads on the chain wheel.

Large hydraulic jacks and heating is not always sufficient to dismantle a chain wheel. In mostcases time can be saved by fitting an "I" or "H" girder to support in one of the kelps of the chainwheels and welded to a Doppler plate on deck to distribute the weight. The winch is then rotatedin “local control” counter wise to create a load on the chain wheel. This should cause the chainwheel 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 andwho changes the chain wheel and is often subject to discussion between charter and companyas time used is often for charters account.

It is still the responsibility of the ship to ensure that safety rules and procedures are adhered toeven when shore labour is assisting. Emphasising the need to observe that pulling devices areused in a correct manner to avoid damage to threads. Likewise it is important to supervise theuse of hydraulic tools to prevent damage to winch motors and anything else which might beused 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 wheelshave been stored out doors without proper protection and supervision. These chain wheelshave to be scrapped. It is the responsibility of the ship to ensure the proper preservation andstoring.

NOTE.

A return advice must always be filled out for chain wheels being landed.


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M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 06\1.0 TRIPLEX-Shark Jaws.doc Chapter 06 Page 1


TRIPLEX - SHARK JAW SYSTEM.

This equipment has been installed with the objective of safe and secure handling of wire andchain 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 portside of the aft deck.The largest plants installed in the vessels today have an SWL of 700 tonnes and they are ableto 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 operatingpanels. The panels are located in port side and in starboard side referring to the respectiveplant. The port side panel serves the port side TRIPLEX shark jaws and pins and the starboardside serves the starboard side TRIPLEX.Before any operation of these panels it is most important that the operator has studied themanuals and made himself familiar with the functioning of the plant and that any operationcomplies 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 totake place.This instruction of the TRIPLEX plant has been adjusted to comply with the latest layout and todescribe exactly the plants as they appear in the latest and future new buildings and where thecompany 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 toimprove and optimise the safety and reliability.The manufacturer, TRIPLEX, has not implemented this modification as a standard version intheir basic plants. The development of this modification was prepared and completed by APMbased on experience. The Danish Maritime Authorities have approved this improvement.


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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 MUSTpass 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 beenperformed 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 issupplied 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 loadedaccumulators 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 shouldbe 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 componentslocated at the bottom of this area. Hydraulic hoses and fitting are constantly exposed to saltwater 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 fromanchors, used rags, mussels from chains, chopped off split pins, remains of lead and muchmore. 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 positionwhen 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 theequipment. This ruler is used to check that the links are well above 180o.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 ProgrammedMaintenance System on board the vessel. If the equipment has been exposed to excessive loador at suspicion of damage check must always take place and the result entered in themaintenance 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 plantMUST 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 bedischarged by opening the return flow valve to the power pack. This will ensure safe access tothe shark jaws compartment.

In case repair or check is performed inside the trunk and the jaws are in upper position it mustnot be possible to lower the jaws as the compartment leaves no room for both the jaws and aperson. This may require mechanical fastening of the jaws. (No former accidents reported).


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Guide Pins / A-pins

Together with the shark jaws plant two guide pins are provided. These pins are to ensureguidance 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 alltime. In case the rollers are not able to rotate they will be damaged very fast and they willdamage e.g. wires as well. Good maintenance and greasing is essential to ensure good andsafe performance.

A central lubricating plant has been installed in the steering gear room for the greasing of boththe shark jaws, guide pins and the stern roller. Daily check of this greasing unit is important toensure 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 jawspanel on the bridge.The stop pins are often exposed to wear and strokes from the wires and the wear maysometimes cause need for repair. Especially the collar and bushing may require repair as a wirecould have ground the bushing and created burrs which prevents the hydraulic piston fromproper operation. Due to that fact it is important to frequently check the functioning of the stoppins 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 ANDSWITCHES.

PUMP START: Starts hydraulic pump.The pump works at constant high pressure. It is equipped with a timerelay which will let the PUMP START LAMP start flashing if it hasbeen 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 areconnected 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 operatedsimultaneously or individually.When in the central "0" position each switch stops its respectiveJaw of the Shark Jaw in whatever position it has reached. This is thenormal off position for the switches when the Shark Jaw is not in use.When turned to the LOCK position each switch raises and locks itsrespective Jaw of the Shark Jaw. When turned to the OPENposition each switch lowers its respective Jaw of the Shark Jaw.


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LOCK-O-OPEN: When full lock pressure is obtained the LOCK PRESSURE lampscomes on, and when the locking cylinders are in the extendedposition, 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 JAWSLOCKED light comes on.The jaws are completely locked when the link joints passes 180degrees, and marks on link joints are on line.When the Shark Jaw is locked, both switches remain at the LOCKposition. If the lock pressure falls on either one or both jaws or thelocking cylinders are not in the extended position the respective LEDgoes out. Then the JAWS LOCKED -right goes out and the ALARMLIGHT comes on. Under JAWS LOCKED conditions the PUMP

STOP cannot be operated.

QUICK RELEASE: Before operating the QUICK RELEASE, Guide Pins and Wire LiftPin must be in level with the deck.

Two push buttons.To operate the QUICK RELEASE with only the jaws in raisedposition both OPEN-O-LOCK switches must first be moved to thecentral "0" position and the JAW LOCK POSITION ACCEPT lever turned to JAW READY FOR OPERATION. The alarm light goes outand the buzzer and alarm on deck comes on when the QUICKRELEASE button cover is opened. Then both QUICK RELEASEbuttons must be pressed at the same time.

The system is reset by pressing and reset the E-STOP button.

EMERGENCY RELEASE: Two 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 buttonsmust be pressed at the same time. The buzzer comes onwhen the EMERGENCY RELEASE button cover is opened.

When the buttons are pressed the lights above them willcome 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.

EMERGENCY STOP: E-STOP button. When pressed the current to all functions of the control panel is cut.


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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 willlight up.

CONTROL PANEL


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Marks for Locked on Hinge Link

The marks welded on the links indicate whether the Jaws are locked or not. The links MUSTpass 180 degrees to achieve “Locked Position”.


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2.2- OPERATION OF THE "JAW IN POSITION ACCEPT" LEVER:

"Jaw in Position Accept Box" placed on the work deck with lever inside for operation to JAW READY FOR OPERATION or JAW

LOCK POSITION ACCEPTED.

JAWS LOCK When the OPEN-O-LOCK switches on the main controlPOSITION panel are in LOCK position and all lamps for JAW INACCEPTED: POSITION and LOCK PRESSURE light, the work deck operator

inspects the marks on the link joints. When the marks indicate thatthe jaws are locked he turns the lever to position: "JAW LOCKPOSITION ACCEPTED". On the control panel the JAWS LOCKEDlamp then comes on.The Shark Jaw is now ready to hold the load. When the lever is in the

JAW LOCK POSITION ACCEPTED the LOCK-O-OPEN and QUICKRELEASE buttons cannot be operated without first turning the JAWPOSITION ACCEPT lever to the JAW READY FOR OPERATIONposition.The EMERGENCY RELEASE operates even with the lever inposition: "JAW LOCK POSITION ACCEPTED".

Before operating the Shark Jaw the JAW POSITION ACCEPT lever has to be turned to JAW READY FOR OPERATION.

If the pump stops when the jaws are in locked position and JAW

LOCK POSITION ACCEPTED the JAWS LOCKED lamp goes outand alarm lamp comes on. Procedure for control of the jaws inlocked position then have to be repeated, marks on the link jointsinspected and confirmed with operating JAW LOCK POSITIONACCEPTED.

2.3 OPERATION OF THE CONTROL PANEL AT EMERGENCYPOWER.

2.3.1 Emergency power to the bridge Control Panel.

Functions to be operated at emergency power.

• Only the buttons for moving jaws and pins down.

• Pump start.

• Emergency release.

2.3.2 Emergency Power to the Main Junction Box.

All functions to be operated as on normal power.


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3. ELECTRIC AND HYDRAULIC POWER SYSTEM.

3. 1. ARRANGEMENT OF SYSTEM.

Refer to enclosed hydraulic diagram (section D). A variable displacement hydraulic pump supplies the system.The oil is distributed to the various electrically operated solenoid valves. Whenactivated these valves supply the oil to the hydraulic cylinders, which power theJaws, Wire Lift Pin, Guide Pins and Stop Pins.The pump is connected to accumulators, which are charged as soon as thesystem reaches maximum working pressure.

As shown in the hydraulic diagram, all the necessary relief valves over centrevalves and check valves are fitted to enable the system to function efficiently.

The electric system is powered from 220 or 110 Volt AC and is transformed /rectified to 24 Volt DC.

The system must have a 24 Volt Direct Current emergency power supply.

3.2. FUNCTIONING OF QUICK RELEASE - JAWS ONLY.

Wire or chain held by the Shark Jaw can be released by turning the OPEN-O-LOCK switches to the OPEN position, or by operating the QUICK RELEASE.

When required the QUICK RELEASE system can be used to open the jaws.QUICK RELEASE is operated by turning both OPEN-O-LOCK switches to thecentral "0" position and the JAW POSITION ACCEPT lever turned to READY FOROPERATION. The alarm light goes out and the buzzer comes on when theQUICK RELEASE button cover is opened. Then both QUICK RELEASE buttonsmust be pressed at the same time.The need to operate two sets of controls to activate the QUICK RELEASE systemis a safety device to prevent the QUICK RELEASE from being operated byaccident.


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3.3. FUNCTIONING OF EMERGENCY RELEASE

A separate control panel on the bridge operates the EMERGENCY RELEASE.

When the EMERGENCY RELEASE is operated, solenoids nos. 42 and 35 areactivated (refer to hydraulic diagram)

The solenoid valve pos. 11 then releases pilot pressure from the accumulators,supplying high pressure oil to the Wire Lift Pin and Guide Pins hydraulic cylinders,to retract WIRE LIFT PIN and GUIDE PINS to deck level before the Jaws open.

Following this, even if the WIRE LIFT PIN or GUIDE PINS do not fully retract for any reason, the Jaws will automatically open and reach deck level in 10 - 20seconds.

- Pressing the E-STOP button can stop the whole procedure -

3.4. EMERGENCY RELEASE UNDER "DEAD SHIP" CONDITIONS.

The EMERGENCY RELEASE system can also operate under "dead ship"conditions and under load. This is possible because the accumulators arecharged at the same time as the jaws are locked and the system reachesmaximum working pressure.

Should "dead ship" condition occur and the pump stop the emergency current fromthe battery makes it possible to release with. power from the accumulators in thesame way as described above. Even under "dead ship" condition, with no power from the pump, a load can safely be held in the Jaws, as the link joints are"locked" past 180 degrees.


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4. Testing program for the Triplex Shark Jaw H-700.

Recommended and approved by the Norwegian Maritime Directorate.

4.1. Triplex Shark Jaw.

The Triplex Shark Jaw and central manoeuvring components have been tested bymanufacturer with 240 bar oil pressure.

4.2 Test without Load.

To be carried out on board after installation and start up.

a) The jaws to be closed and opened separately and simultaneously.b) The wire lift to be moved to up and down positions.c) QUICK RELEASE for jaws to be tested with the wire lift down.d) EMERGENCY RELEASE to be tested when jaws have been locked and the pump is

disconnected.e) Check marks on link joints when Jaws are locked. If marks are not in line the Shark

Jaw must be repaired before use.

4.3 Test with Load.

Wire of necessary strength to be locked in the Shark Jaw and a static load test tobe carried out by pulling with a load corresponding to the ships bollard pull.

5. General MaintenanceFor Triplex Shark Jaw Type H-700

Triplex Guide Pins Type S-300

5.1 Accumulators Depressurising

Important!Before maintenance work on Shark Jaw it is important to empty the accumulatorsfor oil by opening of the ball valve on the power unit.


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5.2 Shark Jaw Unit

Check regularly before use, that link joints and jaws have no wear and tear or damagesthat can cause any danger.

All bearings and bolts in all joints should be tight.Check tightness of all bolts and nuts regularly or minimum two times per year.

The inside of the Shark Jaw housing and the moveable parts must be cleaned regularly.

Lubricate according to the lubricating chart.

Shark Jaw Unit Service / Inspection Safety Device:

Before service or inspection of parts inside the Shark Jaw with the jaws in locked positionthe jaws must be secured by welding a clamp on top of the Jaws. Remember to removethe clamp before starting pump.

5.3 Guide Pins Units

Check torque on bolts for the top hats and guide plates on the lower end of the guidepins, regularly minimum two times per year.

Recommended torque for M24 bolts 10.9 qualities black and oiled is 108 kpm.Recommended torque for M30 bolts 10.9 qualities black and oiled is 175 kpm.

Check and clean regularly the inside of the guide pin housing.

Lubricate according to lubrication chart.


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Guide Pins Service / Inspection Safety Device:

Before service or inspection of parts on Guide Pins with the pins in upper position the

pins must be secured with a support inside.Remember to remove the clamp before starting pump.

5.4 Hydraulic System

The filter element for the H.P. – and return line filter on power pack have to be changedwhen indicators show blocked filter or minimum one time per year.

Check regularly all high pressure hoses inside the Shark Jaw and Guide Pins.

Ensure that spare high pressure hydraulic hoses are always carried on board.

Hydraulic oil according to lubrication chart.


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5.5 Electric System

5.5.1 With Power Switched off.

Tighten every screw connection for electrical termination. Check all cables for damage.

5.5.2 With Power Switched on.

Check that all operations from the control panel are functioning.

The same procedure shall be followed, also for the emergency release box.

5.6 Control of Operation with Current from the Emergency Power Supply.

Switch off the automatic fuse inside the junction box and check the operation of theShark Jaw from the control panel.Check also the alarm functions.


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6. Control Measurements / Adjustments.

6.1 Control Measure in Lock Position:


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6.2 Adjustment of inductive proximity switches on lock cylinders.

1. Change inductive proximity switch if defect.2. Dismantle cover on link joint.3. Move jaws to LOCK position.4. Adjust proximate switch until light on sensor comes on. Tighten contra nut on

proximate switch.5. Open and lock jaws to check that light on sensor comes on.6. Check that adjustment of proximate switch lamp goes out before link joints reach

minimum over centre measurement.


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6.3 Adjustment of Pressure Switches for Lock Pressure.

1. Adjust pressure to 115 bar.Use horizontal adjusting screw on pump pressure compensatory valve.

2. Adjust pressure switch until green lamp on control panel comes on.Use alternative voltmeter and measure on cables for pressure switches.

7. Test Program – Periodical Control

Triplex Shark Jaw Type H-700Triplex Guide Pins Type S-300

7.1 The Triplex system is installed and used under rough conditions. Due to mechanicalstress, vibrations and aggressive atmosphere and the equipment needs to be maintainedcarefully for safe operation.

A functional dry run test is recommended before every anchor handling operation.

The owner is responsible for all maintenance on the Triplex equipment. He must performhis own routines and schedules after the following guidelines.

7.2 Checking List – Periodic Control Mechanical / Hydraulic.

Procedure for Personal Safety See Section 1; Have to be Followed!

Recommended Regularity: MONTHLY

1. Dismantle manhole cowers on Shark Jaw and Guide Pins.2. Check H.P. hoses, pipes and fittings. Poor H.P. hoses to be changed.3. Check that all bolts are properly tightened.4. Check that link joints are over centre when jaws are in locked position. See

drawing B-2209.5. Check wears on jaws, rollers and bearings. Repair and change where necessary.6. Movement of bolts and link joints to be controlled under the function test.

Look carefully for cracks and deformations.7. Check sea water drain pipes from Shark Jaw and Guide Pins.8. Check oil lever in hydraulic oil tank.9. Starts pump and check that hydraulic pressure raise to max. working pressure

(175 bar).10. Check accumulator nitrogen pressure: 35 Bar.

It’s important first to empty the accumulators for oil by opening the ball valve on

the power unit. Then connect gas-filling equipment according to accumulator precharging procedure.


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11. Auxiliary equipment as lubrication system to be checked according to the greasesystem manual. (LINCOLN)

12. Check that gaskets for manhole covers are in good condition.13. Fit all manhole covers.

7.3 Checking List – Periodic Control Electrical

Procedures for Personal Safety see Section 1. Have to be followed!

Recommended Regularity: MONTHLY

1. Switch power off.2. Perform Visual inspection for mechanical damage on:

- Junction boxes, control panels and cabinets.- Cables.- Indicators and switches.- Electrical components mounted on the entire Triplex equipment / delivery.

3. Open every electrical cabinet, panel and boxes one by one, inspect for damageand heat exposure.

4. Control that all components are firm fastened, and relays are firm in their sockets.5. Screw connections for every electrical termination to be carefully tightened.6. Damages and other un-regularities must corrected immediately.7. Power on, and perform complete functional test programs:

- Normal operation of all functions.

- Quick release.- Emergency release.8. Check emergency power (24 V) to junction box.9. Remount all panels and doors / covers.


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7.4 Testing without Load – Yearly Testing.

Checklist

(Accept with OK)

ControlPanel Bridge

Motor/pumpstarter

1 Remote pump start -

2 Remote pump stop -

3 Local pump start -

4 Local pump stop -

5 Pump lamp auto flicker

6 Emergency stop

7 Wire lift pin up

8 Wire lift pin down

9 Starboard jaw close

10 Starboard jaw open

11 Port jaw close12 Port jaw open

13 Jaws close simultaneously

14 Jaws open simultaneously

15 Alarm light jaws open

16 Lock pressure lights

17 Jaw in position lights

JAWPOSITIONACCEPTED

18 Jaw in position accepted -

19 Jaws locked light

20 Guide pins up

21 Guide pins down22 Towing pins up

23 Towing pins down

24 Emergency release

25 Quick release (Jaws only)

26 Reset Quick release buttons

27 Oil temperature high alarm light

28 Oil level alarm light

29 Emergency power supply junction boxconnection (193-194)

30 Emergency power supply control panelbridge connection (77-78)

31 Jaw in lock position marks in line check,starboard

32 Jaw in lock position marks in line check, port

7.5 Load Test – Emergency Release – 5 Year Control.

Wire with required strength to be locked in the Shark Jaw. Make emergencyrelease with a load of 90 tons on the wire (Jaws).First test: With the pump running.Second test: With the pump stopped and accumulators fully loaded.


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E - p r o c u r e m e n t

w o r k g r o

u p

M a e r s k

T r a i n i n g C e n t r e A / S

“In closed / locked position” View from astern of

Triplex Shark J

Anchor Handlin


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M a e r s k


Triplex Shark

Anchor Handl

“Mark on line !”


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M a e r s k


Triplex Shark

Anchor Handl

“In closed / locked position” Looking aft.

Wire lifter 1/3 up, Guide Pins in closed positio


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M a e r s k


Triplex Shark J

Anchor Handlin

“Double set of Jaws, Pins and Wire lifter”

Looking aft. A- type vesse


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M a e r s k


View from the bridge.A-type vessel.

Triplex Shark J

Anchor Handlin


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M a e r s k


Triplex Shark J

Anchor Handlin

“Chain stopped off by the Shark Jaw” Lookin


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w o r k g r o

u p

M a e r s k


“JAW READY FOR OPERATION”

Triplex Shark J

Anchor Handlin


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w o r k g r o

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M a e r s k


“JAW LOCK POSITION ACCEPTED”

Triplex Shark J

Anchor Handlin


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M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 07\1.0 Karm Fork.doc Chapter 07 Page 1


KARM FORK – SHARK JAW SYSTEM.

This equipment has been installed with the objective of safe and secure handling of wire andchain 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 portside of the aft deck.

The Karm Fork system is a patented design for anchor handling and towing operations. The unitconsists of a wide, strong foundation that is inserted into the deck structure. The Fork runsvertically up and down in the foundation. High-pressure hydraulic cylinders power the KarmFork unit.The Karm Fork can easily be adapted to different wire / chain dimension by changing the insert.

The Karm Towing Pins system is a patented design for anchor handling and towing operations.

The unit consists of a wide, strong foundation that is inserted into the deck structure. TheTowing Pins run vertically up and down in the foundation. The Karm Towing Pins have flaps for horizontal locking. As the pins move upward they turn the flaps towards one another. Thissystem traps the wire / chain inside a “square” avoiding it to jump of the towing pins.High-pressure hydraulic cylinders power the Karm Fork unit.

The Karm Fork & Towing Pins are all placed in the same foundation.The largest plants installed on board the APM vessels today have a SWL of 750 tonnes andthey are able to handle chains of the size of 6”.

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 operationcomplies with the navigator’s instruction. If an order has been indistinct or ambiguous theoperator MUST ask for correct info to avoid any doubt or misunderstanding of the operation totake place.


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M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 07\6.0 Karm Fork.doc Chapter 07


KARM FORK Shark Jaw

Wire and chain Stopper

Fig 1


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M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 07\6.0 Karm Fork.doc Chapter 07


Inserts for KARM FORK

Fig 2

Inserts and Carpenter Stoppers for KARM FORK

Fig 3


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E - p r o c


g r o u p


A / S

Karm Fork in top position with top cover on.

Towing Pins in parked position.

Looking aft. MAERSK DISPATCHER

Karm Fork Shark Jaw System

Anchor Handling Course, chapter 7


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A / S

Karm Fork and Towing Pin

in top position.

Looking aft.

MAERSK DISPATCHER




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A / S



Karm Forks and Towing Pins in top position

with Safety Pins in.

Looking towards port. MAERSK DISPATCHER


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A / S

Karm Forks and Towing Pins in top position

with Safety Pins in.

Chain stopped off in both sides.

Looking aft. MÆRSK DISPATCHER




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A / S

Both sets of Towing Pins in up / locked position.

Both sets of Karm Forks in parked position, ready

for use. Looking aft. MÆRSK CHIEFTAIN




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M:\ANCHOR HANDLING\Course Material\Training Manual New\Chapter 08\1.0 Wire 2001.11.UK.doc Chapter 8 / 1 Page 1

Anchor H

Documents

Anchor Handling Mearsk