Section 2.1 Deck Machinery: Windlass, Mooring Winches, Cranes/Derricks (Maintenance and Operation)

The deck of a bulk carrier is a high-activity area, especially during port operations, anchoring, and mooring. The machinery located here is heavy-duty, designed to handle immense loads and operate in harsh marine environments. Proper operation and diligent maintenance of this equipment are critical for the safety of the crew, the vessel, and the efficient execution of essential tasks.

1. Anchor Windlass (and associated equipment):

The anchor windlass is one of the most powerful pieces of machinery on board, responsible for deploying and recovering the ship’s anchors and anchor chains (cables). Its reliable operation is crucial for safely anchoring the vessel, which may be required routinely (e.g., waiting for a berth) or in emergencies.

Components and Their Function:
1. Cable Lifter (Wildcat): A specially designed sprocket wheel with pockets that grip the links of the anchor chain. This is the component that directly heaves or veers the chain. Most windlasses have two cable lifters, one for each anchor (port and starboard).
2. Warping Drum (Warping End): A smooth drum, typically mounted on the ends of the windlass shaft, used for handling mooring lines or other ropes. It provides a powerful pulling force.
3. Prime Mover: The power source for the windlass, which can be:
  1. Hydraulic: Most common on modern vessels. Hydraulic motors drive the windlass, powered by a dedicated hydraulic power pack (HPU) usually located in the forecastle store or a nearby compartment.
  2. Electric: Uses powerful electric motors. Requires robust electrical supply and switchgear.
  3. Steam: Found on older vessels, now largely obsolete.
4. Gearbox: Reduces the high speed of the prime mover to the low speed and high torque required for the cable lifter and warping drum.
5. Brakes: A powerful band brake is fitted to each cable lifter to hold the anchor and chain securely when anchored or when the chain is stopped during paying out. These brakes must be capable of holding the anchor even if the vessel is ranging heavily.
6. Clutch/Coupling: Allows the cable lifter to be engaged or disengaged from the drive shaft. This enables the anchor to be “let go” under gravity (with the brake controlling the descent) without the prime mover running.
7. Chain Stopper (e.g., Guillotine, Bar-type, Roller type): A heavy-duty device fitted on the deck between the windlass and the hawsepipe. Its purpose is to secure the anchor chain when the vessel is anchored for extended periods or in heavy weather, taking the load off the windlass brake. It also serves as an additional safety device.
8. Hawsepipe: The heavy steel pipe through which the anchor chain passes from the deck into the water. It guides the chain and protects the bow plating.
9. Spurling Pipe: The pipe leading from the chain locker to the underside of the windlass, through which the chain passes.
10. Chain Locker: The compartment below the windlass where the anchor chain is stowed. It must have adequate drainage (cement wash and limber holes) to prevent corrosion of the chain from accumulated water and mud.
Operation (Anchoring and Heaving Anchor):
1. Pre-Operation Checks:
  1. Verify power availability (hydraulic pressure, electrical supply).
  2. Test communication between the bridge and anchor station.
  3. Ensure the anchor party is wearing appropriate PPE (hard hats, safety shoes, gloves, goggles).
  4. Confirm the area around the windlass and anchor chain is clear of personnel and obstructions.
  5. Check that the chain stopper is engaged and the windlass brake is applied before disengaging the cable lifter clutch (if “letting go”).
  6. For heaving, ensure the chain stopper is released after the windlass has taken the weight of the chain.
  7. Ensure the anchor wash pump is ready to clean mud from the chain and anchor as it is heaved.
2. Letting Go Anchor:
  1. The Master determines the anchoring position and approach.
  2. On instruction, the Chief Officer (or designated officer) at the forecastle supervises the operation.
  3. The windlass brake is carefully released to allow the anchor and chain to run out under control. The speed is managed by the brake. “Walking back” the anchor (paying out chain slowly using the windlass motor) is preferred in deep water or when precise positioning is critical, to avoid excessive speed and stress on the brake.
  4. The number of shackles paid out is reported to the bridge.
3. Heaving Anchor:
  1. The windlass motor is engaged, and the cable lifter clutch is engaged.
  2. The chain is heaved in steadily. The officer monitors the “lead” of the chain (its direction) and reports this to the bridge (e.g., “chain leading short stay,” “up and down,” “anchor aweigh”).
  3. The anchor wash is used to clean the chain and anchor.
  4. Once the anchor is housed securely in the hawsepipe, the chain stopper is applied, and then the windlass brake is fully tightened. The windlass is then disengaged.
Maintenance:
1. Lubrication: Regular greasing of all moving parts (bearings, gears, shafts, brake linkages, clutch mechanisms) as per the manufacturer’s schedule is paramount. Use appropriate marine-grade grease.
2. Hydraulic System: Check hydraulic oil levels, look for leaks in hoses and connections, and replace oil and filters periodically as recommended. Keep the HPU clean.
3. Electric System: Inspect motors, controllers, and wiring for corrosion, loose connections, and insulation damage.
4. Brakes: Regularly inspect brake linings for wear and contamination (oil/grease). Test brake holding capacity (e.g., by attempting to heave slightly against a secured brake, or as per specific test procedures). Adjust brakes as necessary. Ensure brake drums are clean.
5. Cable Lifter: Check for wear in the pockets (whelps). Excessive wear can cause chain slippage.
6. Chain Stopper: Ensure it is fully operational, lubricated, and that securing pins/mechanisms are functional.
7. Securing to Sea: Before proceeding to sea, ensure anchors are fully housed, chain stoppers are securely applied, and hawsepipe covers (if fitted) are in place to prevent water ingress. Some windlasses have additional securing bolts or devil’s claws for the chain.
8. Chain Locker Inspection: Periodically inspect the chain locker for corrosion, ensure drainage is clear, and check the condition of the bitter end securing arrangement (the point where the inboard end of the chain is attached to the ship’s structure, designed to be releasable in an emergency).
9. Anchor Chain Maintenance: Periodically range the anchor chains (lay them out on deck or in drydock) for inspection, cleaning, gauging of link diameter, and remarking of shackle markings.

Analysis for the Master (Windlass): The windlass is a safety-critical piece of equipment. Failure during anchoring or heaving can lead to dangerous situations (e.g., dragging anchor, inability to recover anchor, damage to the vessel).

Training and Familiarization: Ensure officers and crew involved in anchor work are thoroughly trained in the specific windlass operation and safety procedures. Risk assessments for anchoring operations should be reviewed.
PMS Adherence: Strict adherence to the Planned Maintenance System (PMS) for the windlass is non-negotiable.
Spare Parts: Maintain an adequate inventory of critical spare parts (e.g., brake linings, hydraulic hoses, seals).
Emergency Procedures: Crew should be familiar with emergency procedures, such as how to manually release the anchor if the primary mechanism fails (if designed for this) or how to secure a dragging anchor.
Awareness of Limits: Understand the windlass’s capacity and avoid overloading it (e.g., trying to heave the anchor if the vessel is moving too fast or if the anchor is fouled). Use the ship’s main engine to assist in relieving strain if necessary.

2. Mooring Winches:

Mooring winches are used to handle the vessel’s mooring lines (ropes or wires) to secure the ship alongside a berth or to another vessel. They provide the means to heave in lines, pay them out, and hold them under tension.

Types and Configurations:
1. Dedicated Mooring Winches: Single-purpose winches with one or more warping drums.
2. Combined Windlass/Mooring Winches: The windlass may have warping drums that also serve as mooring winches, especially at the forecastle.
3. Automatic Tension Mooring Winches (Self-Tensioning Winches): These winches are designed to automatically pay out or heave in line to maintain a pre-set tension in the mooring line. This helps to compensate for changes in draft, tide, or minor vessel movements. However, they must be used with extreme caution and often switched to manual mode once the vessel is securely moored, as they can mask issues or part lines if not set correctly or if conditions change significantly.
4. Split Drum Winches: The drum is divided into a working portion (for heaving/rendering) and a storage portion (for stowing the bulk of the line).
5. Non-Split Drum Winches: The entire line is spooled onto a single drum.
Components:
1. Warping Drum (Warping End): The drum around which turns of the mooring line are taken to provide grip for heaving.
2. Storage Drum (on some types): Used to store the mooring line when not in use.
3. Prime Mover: Hydraulic or electric, similar to windlasses.
4. Gearbox: To provide necessary torque.
5. Brake: A band brake or disc brake to hold the drum and the mooring line under tension. The brake holding capacity is a critical parameter and should be known (typically around 60-80% of the line’s Minimum Breaking Load – MBL, but always check manufacturer’s specs and company policy).
6. Clutch (on some types): To engage/disengage the drum from the drive.
7. Controls: Local controls near the winch, and sometimes remote controls.
Operation (Mooring):
1. Pre-Operation Checks: Similar to windlass checks (power, clear area, PPE, communication with bridge/mooring stations). Inspect lines for wear or damage before use.
2. Heaving Lines: Lines are passed ashore (or to another vessel) and then placed on the warping drum. The winch heaves the line taut. Proper handling of lines on the warping drum (sufficient turns, avoiding riding turns) is crucial.
3. Paying Out Lines: Lines can be paid out under power or, more commonly, by slacking the brake and allowing the line to run out under control (e.g., by hand or with a messenger line).
4. Making Fast: Once the vessel is in position and lines are tensioned, they are typically transferred from the warping drum to mooring bitts on deck, and the winch brake may be left on to hold some tension or slacked off if the line is fully secured on bitts. The practice varies.
5. Tending Lines: While alongside, mooring lines must be tended (adjusted) to account for changes in tide, draft (due to cargo operations), and weather conditions. This requires constant vigilance.
Maintenance:
1. Lubrication: Regular greasing of bearings, gears, shafts, brake mechanisms.
2. Hydraulic/Electric Systems: Similar maintenance as for windlasses.
3. Brakes: Critical. Inspect brake linings/pads for wear and contamination. Test holding capacity regularly (brake rendering tests are often part of company procedures – typically rendering at 60% of MBL and holding at 80% of MBL, but this must be confirmed). Ensure brake drums/discs are clean.
4. Drums: Check for wear or damage. Ensure lines spool correctly onto storage drums to prevent damage.
5. Controls: Ensure controls are responsive and emergency stops are functional.
6. Foundations: Check winch foundations and securing bolts for tightness and corrosion.

Analysis for the Master (Mooring Winches): Mooring operations are inherently hazardous due to the high tensions involved in mooring lines. Winch failure or improper operation can lead to parted lines, personnel injuries, or damage to the vessel or pier.

Safe Mooring Practices: Ensure all mooring operations are conducted according to established safe procedures (e.g., never stand in bights of lines, maintain situational awareness, clear communication). Risk assessments for mooring should be live documents.
Line Management: The condition of mooring lines is as important as the winches. Lines must be regularly inspected, maintained, and replaced when necessary. The Master must ensure compatibility between line MBL and winch brake capacity.
Brake Management: This is a key area. Brakes must be regularly tested and maintained at their designed holding capacity. Using “pins” or other devices to lock brakes beyond their design capacity is dangerous and should be prohibited. Crew must understand the importance of not overtightening brakes beyond the line’s safe working load.
Training: Crew must be thoroughly trained in winch operation, line handling, and emergency procedures (e.g., what to do if a line parts).
PMS and Spares: Adherence to PMS and availability of spares (brake linings, hydraulic components) are crucial.
Self-Tensioning Winches: If fitted, extreme caution is required. The Master must ensure crew understand their correct use and limitations, and when to switch to manual mode. They are often discouraged for permanent mooring and are more for short-term adjustments or specific conditions.

3. Cranes/Derricks (on Geared Bulk Carriers):

Geared bulk carriers are equipped with their own cargo handling gear, typically cranes, enabling them to load and discharge cargo in ports without adequate shore-based facilities. Derricks are an older form of lifting gear, less common on modern bulkers but still found on some older Handysize vessels.

Cranes (Common Types):
1. Deck Cranes (Revolving Type): Most common. Can be electro-hydraulic or electric. They consist of a rotating platform (slewing ring), a jib (boom), hoisting winch, luffing mechanism (to change the jib angle/radius), and slewing mechanism.
  1. Hoisting: Lifting and lowering the cargo.
  2. Luffing: Changing the outreach (radius) of the crane.
  3. Slewing: Rotating the crane horizontally.
2. Gantry Cranes: Less common on typical bulk carriers, more so on specialized open-hatch types or log carriers. They travel on rails along the deck.
Derricks (Less Common on Modern Bulkers):
1. A boom pivoted at its base, supported by topping lifts (to control its angle/outreach) and guys (to control its sideways movement). Cargo is lifted by a purchase tackle (cargo runner) reeved through blocks. Operation is more complex and slower than cranes, requiring coordination of multiple winches.
Operation (Cranes):
1. Pre-Operation Checks:
  1. Conduct visual inspection of crane structure, wires, sheaves, hooks, and safety devices.
  2. Test limit switches (hoisting, luffing, slewing limits).
  3. Check hydraulic oil levels and pressures (for electro-hydraulic cranes).
  4. Test all motions (hoist, luff, slew) without load.
  5. Ensure the crane operator is certified/competent and familiar with the specific crane.
  6. Verify the Safe Working Load (SWL) for the intended radius and lift. SWL charts must be displayed and understood.
  7. Establish clear communication between crane operator and hatch/quayside signalman.
  8. Ensure the deck area around the crane’s operating radius is clear.
2. During Operation:
  1. Operate controls smoothly. Avoid shock loading.
  2. Never exceed the SWL. Pay attention to load indicators if fitted.
  3. Avoid dragging loads sideways (this puts undue stress on the jib).
  4. Monitor weather conditions (especially wind) that might affect safe operation.
  5. In case of power failure or emergency, know how to use emergency lowering systems (if fitted and applicable).
3. Securing for Sea: Jibs must be lowered into their crutches (rests), slewing locks engaged, and any additional sea fastenings applied. Power should be isolated.
Maintenance (Cranes):
1. Wire Ropes: This is a critical area. Regular inspection for broken wires, corrosion, kinks, and wear. Lubricate wire ropes with appropriate dressing. End-for-end wires or renew them based on condition or running hours, as per regulations and manufacturer’s recommendations (often part of a “Register of Lifting Appliances and Cargo Handling Gear”).
2. Sheaves and Bearings: Ensure sheaves rotate freely and are lubricated. Check bearings for wear.
3. Hydraulic System: Inspect for leaks, check oil levels and condition, replace filters. Test hydraulic pressures.
4. Electric System: Inspect motors, controllers, slip rings (for slewing), wiring, and limit switches.
5. Structural Components: Inspect jib, pedestal, slewing ring, and foundations for cracks, corrosion, or deformation.
6. Safety Devices: Regularly test limit switches, emergency stops, overload protection systems, and braking systems.
7. Hooks and Lifting Attachments: Inspect for wear, distortion, and functioning of safety latches.
8. Slewing Ring: This is a critical component. Check securing bolts for tightness and lubricate the slewing gear and bearing as per manufacturer’s instructions.
9. Load Testing and Thorough Examinations: Cranes and derricks are subject to periodic (annual and quadrennial/quinquennial) thorough examinations and load tests by a competent authority (often a Class surveyor or recognized body) as required by SOLAS, ILO conventions, and Flag State regulations. Records of these must be maintained in the “Register of Lifting Appliances.”

Analysis for the Master (Cranes/Derricks): Cargo gear failure can result in serious accidents, personnel injury, cargo damage, vessel damage, and significant delays.

Competency and Training: Ensure crane operators are properly trained, certified (if required by Flag State or local regulations), and deemed competent by the company/Master.
Strict Adherence to SWL: This is non-negotiable. Overloading cranes is a primary cause of accidents.
Maintenance Records: Meticulous record-keeping of inspections, maintenance, repairs, wire rope changes, and load tests in the “Register of Lifting Appliances and Cargo Handling Gear” is a legal requirement and essential for demonstrating due diligence.
Supervision: The Chief Officer is typically responsible for overseeing cargo operations and crane maintenance. The Master must ensure these duties are performed diligently.
Impact on Port Turnaround: Reliable crane operation is key to efficient cargo work on geared vessels. Breakdowns lead to costly delays.
Planning for Surveys: Coordinate with the Chief Officer/Chief Engineer to ensure cranes are prepared for periodic surveys and load tests.

In summary, deck machinery, while rugged, demands respect, skilled operation, and unwavering attention to maintenance. The Master’s oversight is crucial in fostering a safety culture and ensuring these powerful tools are used correctly and kept in prime condition to support the vessel’s diverse operational needs. Failure in any of these systems can have immediate and severe consequences for safety, environmental protection, and commercial viability.

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