This Video deals with the #Braketest carried out on ships #mooringwinches and answers various questions like--why do we do the brake test..how do we do the brake Test--Why is it very important and what should be the criteria.
Sir great to interact here for building up knowledge from your great experienced videos. Thank you very much. And sir kindly need to request you that need video about ship hull painting requirements and regulations
Please note a very important difference between the system described in your video. This was under the old Mooring equipment guidelines (MEG 3) where the rope's Minimum breaking load (MBL) forms the basis for the Brake test. Under MEG 4 (Since 2019); it's the Ship design MBL (SDMBL) which is the reference point for the Brake test. I have extracted the following important points. The following gives the new terminology. MEG3 MEG4 MBL Ship Design MBL (SDMBL) Line Design Break Force (LDBF) Working Load Limit (WLL) The brake rendering should always be set to 60% of the ship design MBL (SDMBL). This is because the brake render setting point is the main protection for a ship’s mooring system and protects all parts of the mooring system by rendering at a specific pre-determined setting which is below all other failure loads but above line WLLs. Line Design Break Force - LDBF is the minimum force that a new, spliced mooring line will break at when tested. This value is declared by the manufacturer on each line’s mooring line certificate. When selecting lines, the LDBF of a line shall be 100%-105% of the SDMBL. Working Load Limit - WLL (instead of SWL). The maximum load that a mooring line should be subjected to in operational service. The WLL is expressed as a percentage of ship design MBL (SDMBL), and should be used as a limiting value in both ship design and operational mooring analyses. During operation, the WLL should not be exceeded. • Steel wire ropes have a WLL of 55% of the SDMBL • Cordage (synthetic) have a WLL of 50% of the SDMBL For more information. www.linkedin.com/pulse/meg4-new-standards-mooring-ropes-vasilis-giannopoulos-1c#:~:text=The%20SDMBL%20is%20the%20core%20parameter%20against%20which,break%20at%20when%20tested%20according%20to%20appendix%20B. www.ocimf.org/publications/books/mooring-equipment-guidelines-meg4
Thank you so much sir for your easy explanation. Could you please elaborate more on what to do if the slipping pressure is above Than the recommended value. How we can adjust the brake settings?
Depends upon the mooring winch.If it is loaded by spring pressure then you need to adjust the spring setting.For a mnaully operated brake..making a small marking on the Spindle or some indication on how much to tighten as per the brake test would help
Thank you for the effort. Is it possible chief to do videos on how to read engineering drawing and system related to MARINE. as i find it very hard and very important to be able to just read any engineering drawing or system when required.
Sir, please can u make a detailed video on Manuevring diagram along with the troubleshooting chart for easy understanding and also have seen most of engineer's do not know how to read a maneuvering diagram and panic when any problem related to it comes.. Thanks
sir im wondering if the load on the rope reached 60% of MBL and the brake slips what would happend after that how would the winch stop and what would the crew do
As soon as t he brake slips ...the rope is paid out..so ..obviously the load on the rope would have reduced...generally due to the load getting transferred to other ropes etc..so the slipping would automatically stop...
@@rmetcvideos thank you sir ,if you have more details or documentation about this matter please share it with us cause im doing a project about this matter. and thank you again sir 🙏
