DECK EQUIPMENT
on a 200m-long vessel). Also, leakages can cause immediate pollution - leakages on low-pressure pipelines are difficult to repair properly due to the large quantity of oil inside; whereas the CEH has no external piping or flange-joints; and on the CEH, even in a case of failure (such as pipe or hose-bursting) no oil spill can occur outside the winch and there is no risk of oil pollution. Comparing the installation issues associated
with the low-pressure systems and with the CEH, TTS Kocks highlights the following. With the CEH, it claims, there is a reduction in the overall number of parts; there are no extra switch cabinets; electric remote control is possible; and no additional room is required. The self-aligned foundation leads to cost savings during installation in terms of materials for the foundation, labour costs, and the time required for the installation. In terms of preparation, installing a low-
pressure system requires design (including models/patterns); material purchasing/storage/ handling; plus manufacturing of the piping and acid cleaning, flushing and inspection of the pipes. Installation of a low-pressure system requires transportation and handling; mounting components and fittings; bulkhead penetrations; expansion devices; air bleeding points; gaskets and bolting (stainless); oil filling; air purging, flushing and testing, flushing without winches, checking and cleaning of filters; and operational testing.
Compared with installation of a low-pressure
hydraulic system, the installation of the self-aligned CEH requires design of the foundations; and the actual installation process requires only placement of winches on site; alignment of plates to deck structure and welding; connection of power cables; and installation of remote controls; followed by oil filling. As Mr Toven highlighted, Rolls-Royce has
recently introduced its own self-contained hydraulic deck machinery for merchant vessels, continuing the policy of providing a full range of drive systems to suit the needs of particular ship types and owners’ preferences. Since the mechanical elements of these mooring and anchor winches are modular, they can be put together in many configurations with the selected drive system, giving the advantages of the tailor-made solution without the costs of custom design and manufacture.
Self-contained for LNG carriers Rolls-Royce’s self-contained hydraulic deck machinery has been engineered to suit the tough requirements of LNG carriers in particular, but is also applicable to other ship types, for example, container vessels when the auto-tension option is specified. Mooring and anchoring systems of this type are being offered with a 25–30tonne rating and with cable lifters for 102–127mm chain. At the heart of this type of winch is a hydrostatic drive. Here the hydraulic pump is immersed in the
oil tank forming part of the winch and is driven by a weather protected electric motor. The pump is connected back-to-back with the hydraulic motor to give an integrated variable speed power input to the winch gearbox. The result is smooth, stepless control over the whole speed range either by a single lever on the winch itself or on a remote control stand. A hydraulically released brake prevents creep under load, and fails safe in the event of electric power blackout. All the hydraulic equipment is located at the winch, with filters in the integrated valve cabinet, a protected oil-to-air heat exchanger, and no exposed pipe work. These self-contained winch systems are designed
with safety and the environment in mind, and each unit is physically independent, requiring only an electric power supply, but they provide all of the advantages of hydraulic drive while having only a small volume of oil in circulation. A double power unit is offered as an option
which provides extra power and redundancy, and components requiring periodical service such as filters are easily accessible, and if necessary the complete drive systems can be exchanged as a unit. For a shipyard, the self-contained solution has
the merit of being simple to install. The hydraulic transmissions are flushed and sealed at the factory, and complete winches are factory tested and adjusted under working conditions, so commissioning work is therefore limited to connecting up the power supply in addition to an alignment check.
Hatlapa building new factory in Korea G
ERMAN deck equipment and steering-gear manufacturer Hatlapa, and 15 year standing
afoot Dong Sung, of South Korea, have become partners in a new manufacturing facility in Korea, in which the companies will jointly invest US$4 million. The factory will be located in the Busan Science Park in the Busan-Jinhae Free Economic Zone (BJFEZ) and construction is now underway. With an area of nearly 8000m², the new facility will have an assembly shop and an office building,
and construction is due to be completed by end of February 2007. Production will commence in March, focussing initially on Hatlapa Korea’s range of ram-type steering gear, followed by deck machinery assembly.
Outdated mooring winches replaced Hatlapa has provided details of automated mooring winches it recently provided for Baltiysk, a 9985dwt passenger/train/vehicle
ferry owned by JSC Baltic Transport Systems, in St Petersburg, Russia. Built in 1984 at Schichau Seebeckwerft in Bremerhaven in Germany as one of the Railship class, this ice- strengthened ferry, formerly known as Rider, was in use on the Travemünde-Turku route for the owner Finnlines until it was sold to its new Russian owner in June 2006. The vessel was converted in Bremerhaven at Lloyd Werft over a period of three months,
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THE NAVAL ARCHITECT FEBRUARY 2007 49
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