DECK MACHINERIES ON BOARD SHIP

PRESENTED BY:
SEBUC, JAN RAPHAEL L.
MILLENA, JOHN PATRICK
+ BELEN, JOHN LLOYD
10 DIFFERENT TYPES OF DECK MACHINERIES ON BOARD
SHIP
1. DECK CRANE

A carry deck crane is a small 4 wheel crane with a

360 degree rotating boom housed in the center of
the machine. In addition to the rotating boom, the
carry deck crane also houses an operator cab at
one end underneath the boom. The rear section of
the carry deck crane contains the engine. The area
above the wheels is a flat deck, ideal for loading
and moving materials around a job site. Carry deck
cranes offer high power for their smaller size –
however the main things these cranes offer are
versatility and maneuverability.

BENEFITS OF A CARRY DECK CRANE

Carry deck cranes are one of the premier options for many job sites. These cranes are
extremely versatile in the tasks that they can accomplish. Ideal for lifting materials that
require compact low profile cranes that can simultaneously maneuver in tight spaces
while clearing overhead obstacles. Carry deck cranes typically come outfitted with fully
hydraulic controls for extremely smooth and precise operations. With weight capacities
upwards of 15 tons, and pick up and carry weight capacities of over 9 tons on certain
models, you can imagine why carry deck cranes can be so useful on the job site.

WHAT ARE CARRY DECK CRANES USED FOR?

So what are carry deck cranes used for? Being a smaller 4 wheel crane with a 360
degree rotating boom housed in the center of the deck, a carry deck crane has a wide
variety of uses. Arguably its most important use is the ability to transport materials
around the job site. With the smaller stature of the carry deck crane, they are easily able
to hoist large amounts of material in tightly confined spaces. This material can also be
loaded onto the deck of the crane itself directly, and moved by the crane to another
location on the job site. With its ability to navigate confined spaces, transport and hoist
large amounts of material, and general ease of operation, a carry deck crane is a
welcome addition on any job site.
2. MOORING WINCH

Is a mechanical device used for securing a ship to

the berth. An equipment with various barrels used
for pulling ropes or cables, mooring winches play
an important role in berthing the ship ashore. The
barrels, also known as winch drums, are used for
hauling in or letting out the wires or ropes, which
will help in fastening the ship to the berth.

Mooring winches assembly comes in various

arrangements with different number of barrels,
depending on the requirement of the ship. The
main parts of a mooring winch include a winch
barrel or a drum, a warp end and a driving motor. Modern mooring winches comprises
of elaborate designs with various gear assemblies, which can be electric, pneumatic or
hydraulic driven.

CONSTRUCTION AND WORKING

A mooring winch assembly consists of a winch drum which has cable or rope wound
around it. The winch drum and warp end is driven with the help of a motor drive. All
these parts are supported with the help of a substantial frame, which also support a
band brake, clutch and geared drives.

The motor drive is connected to the barrel and warp end using a spur gear transmission
system. The transmission system is also provided with a clutch and a band brake. Thus,
the spur gear transmission system controls both the barrel and the warp end. The warp
end acts like a locking device, which prevents the rope from sliding off the barrel when
pulled excessively. Warp end is extremely important for moving the ship along the berth
for alignment purposes. This is done by fastening one end of the ropes or wires to the
bollards on the shore and the other end around the warp end of the winch.
3. LIFE BOAT DAVIT

A davit is any of various crane-like devices used on a

ship for supporting, raising, and lowering equipment
such as boats and anchors. The term sometimes
refers to structural arms in other applications where a
suspended load is supported in similar fashion to the
naval application.

Davit systems are most often used to lower an

emergency lifeboat to the embarkation level to be
boarded. Davits can also be used as man-overboard
safety devices to retrieve personnel from the water.

REALISING MECHANISIM

There are 3 basic systems used to release the lifeboat from the davit. (Coast Guard
Questions are for the Rottmer, On-Load releasing gear)

On-load: For this style of release mechanism, the lifeboat can be released at any point
from the davit. This type of system allows a lifeboat to be released when it is not in the
water, whether this is because of the emergency or an accident. Because of this, during
an evacuation the release mechanism must be watched to make sure there is not an
accidental activation.

Offload: This release mechanism requires the weight (load) of the lifeboat to not be on
the hook when it is released. This includes the Titanic-era Monotony hook design that
requires someone to remove the hook from the lifeboat by hand. But this type also
includes the hydrostatic system many lifeboats use now. For this, a float is raised up
and engages the release once the craft is in the water to the right depth.

Free Fall: This type of release mechanism is very basic. The (enclosed) lifeboat is on a
ramp and slides down and off of the ship when engaged. This is done by pumping a
lever that is inside the lifeboat by the pilot. If there is not enough hydraulic pressure to
release the stop fall, a pump on the inside must be rotated to build up the hydraulic
pressure to release the lifeboats stop fall hook. Once the stop fall hook (hook attaching
the lifeboat to the davit that holds it to the ship) is released the lifeboat will slide off the
ramp and into the water. This type of lifeboat is more common due to its quick
deployment and ease of operation.
4. BOW THRUSTERS

Are a type of propeller-shaped system fitted either

on the bow (forward part) and stern part (known as
stern thruster) of the ship. They are smaller in size
as compared to the ship’s propeller and help in
better maneuverability of the vessel at lower
speeds.

Bow thrusters are generally used for maneuvering

the ship near the coastal waters, channels or when
entering or leaving a port while experiencing bad
currents or adverse winds.

Bow thrusters help in assisting tugboats in berthing the ship to avoid unnecessary
wastage of time and eventually money because of lesser stay of the vessel in the ports.
The presence of bow thrusters on a vessel eradicates the need of two tugs while
leaving and entering the port, and thus save more money. Nowadays ships have both
bow and stern thruster, which makes them independent of the tugboats for maneuvering
in the port limits (if the port regulation does not make it compulsory to use tugboats).

CONSTRUCTION AND WORKING OF BOW THRUSTERS

The bow and stern thrusters are placed in the through-and-through tunnels which open
at both sides of the ship. There are two such tunnels – at forward and aft ends of the
ship. The thruster takes suction from one side and throws it out at the other side of the
vessel, thus moving the ship in the opposite direction. This can be operated in both the
directions, i.e. port to starboard and starboard to port. The bow thrusters are placed
below the water line of the ship. For this reason, the bow thruster room should be
checked for water accumulation at regular intervals of time.

The bow and the stern thrusters can be electrically driven or hydraulic driven or diesel
driven. However, the most commonly used are electric driven, as in hydraulic driven
thrusters there occur many leakage problems. Also, with diesel driven bow thrusters,
the amount of maintenance required is more and every time before starting someone
needs to go to the thruster room to check the thrusters.

The thrusters used are usually of CPP type, i.e. the blades on the propeller boss can be
moved to change the direction of the thrust. The boss which carries the blades is
internally provided with a movable shaft (operated by hydraulic oil) also know and
Hydraulic Pod Motor driven Thrusters. Once the signal is given to change the pitch, the
hydraulic oil will be supplied to operate the internal shaft (within the boss) to change the
blade angle of the thruster

5. MARINE STEARING GEAR

A Steering Gear is the equipment provided on

ships to turn the ship to left (Port side) or to right
(Starboard side) while in motion during sailing.
The Steering Gear works only when the ship is
in motion and, does not work when the ship is
stationary. All the ships are to be provided with,
an efficient main steering gear, an auxiliary
steering gear and, except for very small ships,
the main steering gear should be power
operated.

Manually operated, mechanical Steering

Gears were in use during sailing ship days. Sailors with strong body were required to
operate the Steering Gears. Later on, after the onset of steam engines, mechanized
gears were used. Modern ships use all very sophisticated Steering Gear systems which
could fall in either of the categories

 Fully hydraulic type

 Electro-hydraulic type
 Fully electric type

WORKING OF THE STEERING GEAR

When the ship is required to be turned on receiving an order (say by 10°to port) from
the Master or, the Duty Officer, the helmsman turns the steering wheel towards port
until the rudder has reached 10° to port as read on rudder indicator. The mechanism of
the Steering Gear works as under;
6. ANCHOR WINDLASS

A windlass is a machine used on ships that is

used to let-out and heave-up equipment such as a
ship's anchor or a fishing trawl. On some ships, it
may be located in a specific room called the
windlass room.

An anchor windlass is a machine that restrains

and manipulates the anchor chain on a boat,
allowing the anchor to be raised and lowered by
means of chain cable. A notched wheel engages
the links of the chain or the rope.

A trawl windlass is a similar machine that restrains or manipulates the trawl on a

commercial fishing vessel. The trawl is a sort of big fishing net that is wound on the
windlass. The fishermen either let-out the trawl or heave-up the trawl during fishing
operations. A brake is provided for additional control. The windlass is usually powered
by an electric or hydraulic motor operating via a gear train.

Should You Choose a Horizontal or Vertical Windlass?

Vertical Windlasses are the most popular style, because they have a lower and less
obtrusive presence on your foredeck. More of the low-profile unit is hidden below deck
and out of the wettest environment. Vertical windlasses generally require a larger hole
for the motor, which hangs below the deck. Suitable for boats with larger chain lockers;
they often require a longer fall for the chain. The rode makes a full 180° wrap around
the gypsy, providing added security, and feeds through a deck pipe to the anchor
locker, making a 90° turn.

Horizontal Windlasses: most of the self-contained windlass is located on deck. You

only need to drill holes in the deck for the chain pipe, wire and thru-bolts. Installation is
easier than with vertical windlasses. Horizontal models are good for boats with small or
unusually shaped chain lockers, usually needing a minimum fall of only 12". The anchor
rode enters the gypsy and makes a 90° turn as it feeds down into the locker. Very large
yacht windlasses and most manual windlasses are also horizontal. Side-to-side
alignment of horizontal windlasses is critical since they cannot accept rodes leading
from off-center angles.
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