Anchor Handling Test

The test is carried out to prove the performance of the windlass.

Preparation:

It is performed when the vessel is out in sea trials.

This test is conducted at a minimum sea depth of 82.5 m (three shackles or shots of 27.5 m each) and the ship is at standstill and headed into the wind.

It is conducted under calm conditions of the sea.

Ensure that all moving parts of the windlass and chain compressor have been lubricated.

Make sure that the motive power (electric/engine) to the windlass is available.

Procedure:

Lower the port side anchor to water level by controlling the windlass drive.

Let go by free-fall three (3) shots of port anchor chain to water. During this operation, test the windlass brake by holding it every half (1/2) shot.

Check whether there is three (3) shots anchor chain between chain compressor and anchor.

Hoist the port side anchor until the anchor is stowed at its home position.

During this process measure the time and calculate the average speed in meters per minute. Normal windlass is designed for 9 m/min.

Also during this process measure the amperage, voltage drop in case of electric drive and engine power otherwise. Apart from this check the oil pressure.

Repeat the above steps for starboard windlass.

Check Points:

Ensure that the sea conditions are satisfactory

Confirm if the hauling speed is above 9 m/min

Verify that the anchor chain water wash in the hawse pipe is functioning correctly and that the nozzles are directed for effective chain wash.

Check if the tongue of the chain stopper can be put in place and secured

Ensure that the chain cover can be closed and bolted in place (ILLC requirement)

Confirm if the anchor windlass is aligned with chain stopper and hawsepipe. One can check the rubbing of the chain to verify this.

Verify if the white paint on the chain at every shot (shackle) denoting the shackle (shot) number is not erased.

Comments

Load Line & Why it is Important

Merchant ships have a marking on their hull know as the Plimsoll line or the Plimsoll mark, which indicates the limit until which ships can be loaded with enough cargo, internationally, the Plimsoll line on a ship is officially referred to as the international load line. Every type of ship has a different level of floating and the Plimsoll line on a ship generally varies from one vessel to another. All vessels of 24 meters and more are required to have this Load line marking at the centre position of the length of summer load water line. There are two types of Load line markings:- Standard Load Line marking – This is applicable to all types of vessels. Timber Load Line Markings – This is applicable to vessels carrying timber cargo. These marks shall be punched on the surface of the hull making it visible even if the ship side paint fades out. The marks shall again be painted with white or yellow colour on a dark background/black on a light background. The comp

Difference Between A, B & C-Class Divisions?

IMO Symbol A Class Division IMO Symbol B Class Division SOLAS has tables for structural fire protection requirement of bulkheads and decks. The requirements depend on the spaces in question and are different for passenger ships and cargo ships. The Administration has required a test of a prototype bulkhead or deck in accordance with the Fire Test Procedures Code to ensure that it meets the above requirements for integrity and temperature rise. Types of Divisions: "A" Class "B" Class "C" Class "A" Class: "A" class divisions are those divisions formed by bulkheads and decks which comply with the following criteria: They are constructed of steel or equivalent material They are suitably stiffened They are constructed as to be capable of preventing the passage of smoke and flame to the end of the one-hour standard fire test. they are insulated with approved non-combustible materials such that the average tempera

Pump Shaft Alignment Procedure

Types of shaft alignment methods: Visual Line-Up Straightedge/Feeler Gauge Rim and Face Cross Dial Reverse Dial Laser Visual Line-Up The visual line-up method is the most common method of alignment. Used in initial installations, visual line-up allows technicians to analyze the working conditions and feasibility of installation. Straightedge/Feeler Gauge Straightedges are used to determine the offset between coupling halves. Corrections are made under all four of the machines feet. Feeler gauges or taper gauges measure the gap between coupling halves at the bottom and top of the coupling. Rim and Face This method is similar in principle to using a straightedge and feeler gauge, but more accurate since dial indicators are used. The rim reading measures the offset between the coupling halves. The face reading measures the angular difference between the faces of the coupling. Changes are calculated with the same formula as the straightedge/feeler gauge met

Marine Engineering

Search This Blog