Marine Fluid Power Application

• Learning Objective: Acquire general

knowledge on the common deck machineries
onboard ships.

Specific Objectives:
At the end of this module, the participants should
be able to:
• State the various deck machineries and their
uses
• Describe windlass operation
• Describe winch operation
• Describe deck crane operation
• Sketch a typical hydraulic system
 APPLICATION
Deck Hull machineries-> Windlasses, Winches,
Capstans, Cranes, Lifeboats, Anchor
Hull machineries ->Fins Stabilisers, Thrusters
Waterways activities->Dredgers, navigation lock,
Marine system fluid transport-> Ballast water, Offshore-
> drilling
 Hydraulics used in many applications:
 Steering/control systems (rudder, planes)
 Deck machinery (anchor windlass, capstans, winches)
 Masts & antennae on submarines
 Weapons systems (loading & launching)
 Other: elevators, presses
A General Cargo Ship
 Windlass
•Duty is to lift the anchors and assist in
warping the ship.

•Size and power depends upon the masses

of anchors and cable, and full load hauling.

•It may be powered by steam engine or

electric motors.
 Windlass
•It consists of a primary shaft, intermediate
shaft, two main half shafts with pinions and
gear wheels.

•Prime movers could be steam engine, electric

motors or hydraulic motor.

•Each unit may be separately

engage/disengaged by clutch/dog clutch
Windlass
Windlass
Windlass
Windlass
Chains ……….
 Winch Windlasses
•Utilizes a forward mooring winch to drive a
windlass unit thus reducing number of prime
movers required.
•Port and starboard units are normally inter-
connected both mechanically and for power
in order to provide stand-by drive.
•It also utilize the power of both winches on
the windlass should this is required.
Winch Windlasses
Winch
Winch drive
Capstan
A vertical-barrelled, rotative device arranged
for either hand operation or hand and power
operation with pawls at its base to prevent it
from reversing.
 Generally used for warping or pulling objects
in a horizontal direction.
Capstan
CARGO HANDLING
 The duty of a deck winch is to lift and lower a load by means of a
fixed rope on a barrel, or by means of whipping the load on the warp
ends; to top or luff the derricks, and to warp the ship.

 In fulfilling these duties it is essential that the winch should be

capable of carrying out the following requirements:
 (a) lift the load at suitable speeds;
 (b) hold the load from running back;
 (c) lower the load under control;
 (d) take up the slack on the slings without undue stress;
 (e) drop the load smartly by answering the operator’s
application without delay;
 (f) allow the winch to be stalled when overloaded, and to start up
again automatically when the stress is reduced;
 (g) have good acceleration and retardation:
 CARGO HANDLING
In addition when the winch is electrically driven the requirements are:
(a) prevent the load being lowered at a speed which will damage the motor
armature;
(b) stop the load running back should the power supply fail;
(c) prevent the winch starting up again when the power is restored until the
controller has been turned to the correct position.

 Hydraulic winch systems are now quite common but electric drives for cargo winches
and cranes are most widely used.

 For the conventional union purchase cargo handling arrangement or for slewing
derrick systems handling loads up to 20 tonne, standard cargo winches are normally
used for hoist ， topping and slewing motions, the full load duties varying from 3-10
tonne at 0.65 to 0.3 m/sec ．

 For the handling of heavy loads, although this may be accomplished with
conventional derrick systems using multipart tackle, specially designed heavy lift
equipment is available.

 The winches used with these heavy lift Systems may have to be specially designed
to fit in with the mast arrangements and the winch duty pull may be as high as 30
tonne.
 Cargo winches
 It is usual to select the number and capacity of and to group the
winches in such a way that within practical limits ， all hatches may be worked
simultaneously and having regard to their size (and the hold capacity beneath
them) work at each is carried out in the same period.

 Reduction of the cycle time during cargo handling is best accomplished by the use
of equipment offering high speeds say from 0.45 m/see at full load to 1.75 m/sec
light, the power required varying from 40 kW at 7 tonnes to 20 kW at 3 tonnes; this
feature is available with electro-hydraulic and d.c. electric drives as they offer an
automatic load discrimination feature.

 However, the rationalisation of electrical power supply on board ship has resulted
in the increased use of a. c. power and the majority of winch machinery now
produced for cargo handling utilises the pole—changing induction motor.

 This offers two or more discrete speeds of operation in fixed gear and a
mechaincal change speed gear is normally provided for half load conditions.

 Normally all modern cargo handling machinery, of the electric or electrohydraulic

type ， is designed to ‘fail safe.

 A typical example of this is the automatic application of the disc brake on an

electric driving motor should the supply fail or when the controller is returned to the
‘OFF’ position ．
Derricks
Derrick
A lifting device composed of one mast or pole
which is hinged freely at the bottom.

 Itis controlled by (usually 4) lines powered by

some such means as man-hauling or motors,
so that the pole can move in all 4 directions.

A line runs up it and over its top with a hook

on the end, like with a crane.
Derrick
 Derricks
 Most older ships and some recent ones use winches in conjunction
with derricks for working cargo.

 The derricks may be arranged for fixed outreach working or slewing

derricks may be fitted.

 A fixed outreach system uses two derricks, one ‘topped’ to a position

over the ship’s side and the other to a position over the hold.

 The disadvantages of the fixed outreach systems are

that firstly if the outreach requires adjustment cargo work must be
interrupted, and secondly the load that can be lifted is less than the
safe working load of the derricks since an indirect lift is used.

 Moreover considerable time and man power is required to prepare a

ship for cargo working.
Union purchase rig

The commonest arrangement

adopted, known as Union Purchase
rig.

The main advantages of the system

are that only two winches are
required for each pair of derricks and
it has a faster cycle time than the
slewing derrick system.
Slewing derrick

The slewing derrick system,

one type of which has the
advantages that there is no
interruption in cargo work for
adjustments and that Cargo can
be more accurately placed in the
hold; however in such a system
three winches are required for
each derrick to hoist luff and
slew.
 Deck Crane
•Cranes have replaced derricks on modern ships.
Positioned between holds, on a platform which can be
rotated through 360 degrees.

•Three separate drives of hoisting motor for lifting,

motor for raising or lowering the jib, and slewing
motor for rotating the crane.

Operating medium may be hydraulic or electric.

Double gearing is a feature of most designs providing a

higher speed at lighter load.

For heavy load operation, twinning with a single operator

using a master and slave control system in the two cranes.
Deck Crane
Deck Crane
Deck cranes
 A large number of ships are fitted with deck cranes.

 These require less time to prepare for working cargo than

derricks and have the advantage of being able to accurately
place (or spot) cargo in the hold.

 On container ships using ports without special container

handling facilities, cranes with special container handling gear
are essential.

 Deck-mounted cranes for both conventional cargo handling and

grabbing duties are available with lifting capacities of up to 50
tonnes.
Stulken derrick (Blohm and Voss)

Ships specialising in
carrying very heavy
loads ， however, are
invariably equipped
with special derrick
systems such as the
Stulken

These derrick systems

are capable of lifting
loads of up to 500
tonnes
 Deck cranes motor
 Crane motors may rely upon pole changing for speed
variation, Ward Leonard and electro-hydraulic controls are those
most widely used.

 One of the reasons for this is that pole-changing motors can only give a
range of discrete speeds but additional factors favouring the two
alternative methods include less fierce power surges since the Ward.
Leonard motor or the electric drive motor in the hydraulic system run
continuously and secondly the contactors required are far simpler and
need less maintenance since they are not continuously being exposed
to the high starting currents of
pole-changing systems ．
Deck cranes
 Deck cranes require to hoist, luff and slew and separate electric or
hydraulic motors will be required for each motion.

 Most makes of crane incorporate a rope system to effect luffing and

this is commonly rove to give a level luff— where the cable
geometry is such that the load is not lifted or lowered by the action
of luffing the jib and the luffing motor need therefore only be rated
to lift the jib and not the load as well.

 Generally, deck cranes of this type use the ‘ Toplis ’ three-part

reeving system for the hoist rope and the luffing ropes are rove
between the jib head and the superstructure apex which gives
them an approximately constant load, irrespective of the jib radius.
Rope lift cranes-resultant loads when
hoisting

This load depends only on the

weight of the jib, the resultant
of loads in the hoisting rope
due to the load on the hook
passes through the jib to the jib
foot pin
Deck cranes
 If the crane is inclined 5 in the forward direction due to heel of the
ship the level-luffing geometry is disturbed and the hook load
produces a considerable moment on the jib which increases the pull
on the luffing rope.

 In the case of a 5 tonne crane the pull under these conditions is

approximately doubled and the luffing ropes need to be over-
proportioned to meet the required factor of safety.

 If the inclination is in the inward direction and the jib is near

minimum radius there is a danger that its weight moment will not be
sufficient to prevent it from luffing up under the action of the hoisting
rope resultant.
 Swinging of the hook will produce similar effects to inclination of the
crane.
Deck cranes
 In the Stothert ＆ Pitt ‘Stevedore’ electro-hydraulic
crane the jib is luffed by one or two hydraulic crains.

 Pilot operated leak valves in the rams ensure that the jib
is supported in the event of hydraulic pressure being lost
and an automatic limiting device is incorporated which
ensures that maximum radius can not be exceeded.

 When the jib is to be stowed the operator can override

the limiting device.

 In the horizontal stowed position the cylinder rods are

fully retracted into the rams where they are protected
from the weather .
Deck cranes
 Some cranes are mounted in pairs on a common platform which can be
rotated through 360º .
 The cranes operate independently or locked together and operate as a
twin-jib crane of double capacity", usually to give capacities of up to 50
tonnes.
 Most cranes can, if required, be fitted with a two-gear selection to give
a choice of a faster maximum hoisting speed on less than half load.
 For a 5 tonne crane full load maximum hoisting speeds in the range 50-
75 m/min are available with slewing speeds in the range1-2 rev/min.
 For a 25 tonne capacity crane, maximum full load hoisting speeds in
the range 20-25 m/min are common with slewing
speeds again in the range 1-2 rev/min.
Drive mechanism and safety
features
 In both electric and electro-hydraulic cranes it is usual to find that the
crane revolves on roller bearings.
 A toothed rack is formed on them periphery of the supporting seat and
a motor-driven pinion meshes with the rack to provide drive.
 Spring-loaded disc or band brakes are fitted on all the drive motors.
 These are arranged to fail safe in the event of a power or hydraulic
failure.
 The brakes are also arranged to operate in conjunction with motor
cut-outs when the crane has reached its hoisting and luffing limits, or
if slack turns occur on the hoist barrel.
 In the case of the electro-hydraulic cranes it is normal for one electric
motor to drive all three hydraulic pumps and in Ward-Leonard electric
crane systems the Ward-Leonard generator usually supplies all three
drive motors ．
Other deck and Hull and
machineries
Hatch covers
Hatch covers
Hatch covers
Bow Thruster
A propulsion device built into, or mounted to,
the bow of a ship or boat to enhance its
maneuverability.
 Bow thrusters make docking easier, since
they allow the Captain to turn the vessel to
port or starboard without using the main
propulsion mechanism which requires some
forward motion for turning.
Bow Thruster
Thruster
INTRODUCTION
3. Heaving 1. Surge
2. Sway Linear
3. Heave
4. Roll
6. Yawing 5. Pitch Rotational
6. Yaw

5. Pitching 2. Swaying

1.
4. Rolling Surging
Fins stabilizer
 There is a limit to the extent to which amplitudes of
motion can be reduced in conventional ship forms
by changes in the basic hull shape.
 Fortunately, con-siderable reductions in roll
amplitudes are possible by other means, roll being
usually the most objectionable of the motions as
regards comfort.
 In principle, the methods used to stabilize against
roll can be used to stabilize against pitch but, in
general, the forces or powers involved are too great
to justify their use.
(a) Active systems
 In these systems, the moment opposing roll is
produced by moving masses or control surfaces by
means of power.
 They also employ a control system which senses the
rolling motion and so decides the magnitude of the
correcting moment required. As with the passive
systems, the active systems may be internal or
external to the main hull.
 The principal active systems fitted are:
 Active fins
 Active tank system
 Active moving weight
 Gyroscope.
STABILISATION SYSTEM

Active systems

Active Fins
STABILISATION SYSTEM

Active systems

Active Weights
STABILISATION SYSTEM

Active systems

Active Tanks System

(b) Passive systems
 In these systems, no separate source of power is required and
no special control system.
 Such systems use the motion itself to create moments opposing
or damping the motion.
 Some, such as the common bilge keel, are external to the main
hull and with such systems there is an added resistance to
ahead motion which has to be overcome by the main engines.
 The added resistance is offset, partially at least, by a reduction in
resistance of the main hull due to the reduced roll amplitude.
 Other passive systems, such as the passive anti‑roll tanks, are
fitted internally. In such cases, there is no augment of resistance
arising from the system itself.
 The principal passive systems (discussed presently) fitted are:
 Bilge keels (and docking keels if fitted)
 Fixed fins
 Passive tank system
 Passive moving weight system.
STABILISATION SYSTEM

Passive systems

Bilge Keels
STABILISATION SYSTEM

Passive systems

Fixed Fins
STABILISATION SYSTEM

Passive systems

Passive Tank System

STABILISATION SYSTEM

Passive systems

Passive Moving Weight System

Fin stabilizer
Fin stabilizer
Thruster and fins stabilizer
Shiphandling: Twin Screw Ships

Ship Ahead
Both Propellers Ahead
Shiphandling: Tug Tie-Ups

Single Headline
 Simplest Tie-up

 Best to allow tug to

push or pull only

 Not good if complex tug

maneuvers required.
TUG BOAT
Svitzer multipurpose tugs Rolls-Royce thrusters and winches

 Prime mover ->1,800kW diesel engine. A maximum ahead speed of

13.8 knots, an astern speed of 13 knots
 Efficient propulsion and impressive maneuverability for the 30.3m-
long/228 dwt ASD tugs are provided by twin Ulstein Aquamaster
US205CP azimuthing thrusters
 manoeuvrability further enhanced by a 200kW Kamewa Ulstein bow
thruster.
 bollard pull ahead of 66 tons are reported,
 towing equipment outfit is based on a Rolls-Royce 30/160 winch forward
and an aft towing hook of 65 tonnes swl capacity. A five tonne capacity
capstan was also provided by Rolls-Royce. The specification allows fire-
fighting duties to be undertaken, twin monitors mounted on the
wheelhouse roof having a combined output of up to 2,400m3/h.
 These valuable additions to its fleet are enabling Svitzer to enhance
services in all the main ports, assisting tonnage entering and departing.
executes diverse heavy lift transportation and towage services as well
as salvage projects.
 A range of over 5,000 nautical miles from the new tugs underwrites a
capability to carry out long haul towage tasks, with accommodation
arranged for up to six crew members.
Navigation lock and flood protection
Dredgers
Open Loop System
•The system takes oil from the tank
and pumps it into the hydraulic motor.

•A control valve is positioned in parallel

with the motor.

•When it is open, the motor is

stationary; when it is throttled or closed
the motor will operate.
Open Loop System
•The exhaust oil returns to the tank

•Commonly used in low pressure

system and are simple in design as well
as reliable.
Open Loop System
Closed Loop System
•In the system, the exhaust oil is
returned direct to the pump suction.

•Since the oil does not enter an open

tank, the system is considered closed.

•Suitable for medium pressure system in

marine application .
Closed Loop System
Centralized Hydraulic Power System
Centralized system arrangement
Global Explorer ROV
 Highly maneuverable
 3,000 m depth
capability
 High Definition
Video
 Suction samplers
for organisms
 Portable for use on
any ship
MOCNESS Midwater Trawl
 Standard sampling
system for
macroplankton and
fish
 10 m2 trawl net
 6 nets for depth-
stratified samples
 Monitors
temperature,
salinity, depth and
oxygen
Ballast water
Electrohydraulic Speed Gear
Control of System
 Remote control
 Normal method
 Control from bridge
 Emergency
 Take local control
 Manually position control surface/rudder
Advantages
 Convenient power transfer
 Few moving parts
 Low losses over long distances
 Little wear
 Flexibility
 Distribute force in multiple directions
 Safe and reliable for many uses
 Can be stored under pressure for long periods
 Variable speed control
 Quick response (linear and rotary)
Disadvantages
 Requires positive confinement (to give
shape)
 Fire/explosive hazard if leaks or ruptures

 Filtration critical - must be free of debris

 Manpower intensive to clean up

Summary
 Operations: Mooring, Anchoring, Loading
Discharging etc.,
 Machinery Functions for operations

 Prime movers: Steam, Electric & Hydraulic

 Winches, Windlasses, Cranes etc.,

 Specific Topics: Bow thrusters, Deck Hydraulics

Questions?