Studs prevent knots or twist problems during chain handling and support the sides of the links under load to reduce stretching and bending stresses, resulting in longer fatigue life. Links with missing studs should be removed or the studs should be refitted using an approved procedure.
5.3.1 Chain Studs Secured by Fillet Welds on one End
The stud is likely to fall out if it is loose or the weld is cracked.
Any axial or lateral movement is unacceptable and the link must be repaired or replaced. Links with studs fillet welded on the flash-butt-weld end of the stud are unacceptable. Rejection of links with gaps exceeding 3 mm (1/8 inch) between the stud and the link at the flash-butt-weld end of the stud should be considered. Closing the gap by renewing the fillet weld may be considered, where permitted.
Field repair of cracked welds should be avoided. Welding must be performed by qualified personnel using approved procedures.
Note: WELD REPAIR IS NOT PERMITTED ON IACS R4, R4S and R5 CHAIN Chains with studs mechanically locked in place on both ends may only be repaired by an approved mechanical 'squeezing' procedure to reseat the stud.
Fillet welding of studs on both ends is not acceptable nor is welding on the stud end adjacent to the link's flash-butt-weld.
Existing studs with fillet welds on both ends will require special consideration and will be subject to special crack detection efforts. A reduction in mechanical properties in way of the flash-butt-weld will normally be required and approval of the coastal Administration may also be required.
5.3.2 Chain Studs Secured by Press Fitting and Mechanical Locking
It is very difficult to quantify excessive looseness of chain studs. The decision to
reject or accept a link with a loose stud must depend on the surveyor's judgment of the overall condition of the chain complement.
Axial movement of studs of 1 mm or less is acceptable. Links with axial movement greater than 2 mm must be repaired by 'squeezing' or removed. Acceptance of chain links with axial movements from 1 to 2 mm must be evaluated based on the environmental conditions of the unit's location and expected period of time before the chain is again available for inspection. No.38
Page 5 of 9 IACS Rec. 1995/Rev.1 2010
No. 38
(cont)
Lateral movement of studs up to 4 mm is acceptable . 5.4 Link Repairs
Cracks, gouges and other surface defects (excluding weld cracks) may be removed by
grinding provided the resulting reduction in link diameter does not exceed 5% and the crosssectional area, due to abrasion, wear, and grinding is at least 90% of the original nominal area. Cross-sectional area should be calculated for the lowest average of two diameters taken 90 degrees apart.
Links with surface defects which cannot be removed by grinding should be replaced. 5.5 Chain Link Replacement
Defective links should be removed and replaced with joining-shackles, i.e. connecting links, guided by the following good marine practice: ??The replacement joining-shackle should comply with IACS W22 or API 2F. ??Joining-shackles should pass through fairleads and windlasses in the horizontal plane. Since joining-shackles have much lower fatigue lives than ordinary chain links as few as possible should be used. On average, joining-shackles should be by 122 m (400 ft) or more apart.
If a large number of links meet the discard criteria and these links are distributed in the whole length, the chain should be replaced with new chain. 6. Fairlead and Windlass Inspection - Chain Systems 6.1 Fairleads
Inspection should verify that all fairleads move freely about their respective Z-axes, to the full range of motion required for their proper operation. All bolts, nuts and other hardware used to secure the fairlead shafts should be inspected and replaced, as required.
Fairlead attachment to the hull should be verified and NDT conducted, as necessary. Note: There have been cases of closing plates on the fairlead shaft coming loose due to corrosion of the threads of the securing bolts, resulting in serious damage to the fairlead arrangements and the complete jamming of the fairlead and chain. Consequently, the securing bolts should also be checked to ensure that the bolt material does not corrode preferentially, should the sacrificial anode system fail to function in way of the fairlead. 6.2 Windlasses
Special attention should be given to the holding ability of the windlass. The chain stopper and the resultant load path to the unit's structure should be inspected and its soundness verified. 6.3 Chain Pockets and Chain Support
It is essential that a link resting in a chain pocket makes contact with the fairlead at only the four shoulder areas of the link to avoid critical bending stresses in the link. No.38
Page 6 of 9 IACS Rec. 1995/Rev.1 2010
No. 38
(cont)
Satisfactory chain support is to be verified, and excessive wear in the pockets should be repaired as required, to prevent future damage to the chain.
Chain pockets may be repaired by welding in accordance with the standard procedures
supplied by the fairlead/windlass manufacturer. Normally, the hardness of the pockets should be slightly softer than the hardness of the chain link, and procedures must be specific for the chain quality used.
7. Fairleads and Winches Inspection - Wire Rope Systems 7.1 Fairleads
See 6.1. 7.2 Winches
Special attention should given to the holding ability of the winch and the satisfactory operation
of the pawls, rachets and braking equipment. The soundness of the resultant load path to the unit's structure should be verified.
Proper laying down of the wire on the winch drum should be verified to the satisfaction of the Surveyor, and drums and spooling gear adjustments made, if required. 8. Inspection of Jewellery and Miscellaneous Fittings 8.1 General
Anchor shackles, large open links, swivels and connecting links should be visually inspected. Certain areas should be examined by MPI. Areas to be examined should be clearly marked on each item. Links and fittings should be dismantled, as required. Damaged items should be replaced as required by the attending surveyor. Illustrations showing the areas of concern may be found in API RP 2I, Figure 7.
General guidance on the areas requiring MPI is provided below: ??Large open links: the interior contact surfaces of large open links ??Bolted shackles: the inside contact areas and the pins ??Swivels: the swivel pin and threads and mating surface 8.2 Joining Shackles (Connecting Links)
8.2.1 Experience has shown that an undue number of anchors and chains have been lost
due to connecting link failure. Joining-shackles used for higher strength chains, such as ORQ and above, which do not have certificates of equivalent quality should receive special attention.
8.2.2 Magnetic Particle Inspection
All joining-shackles of Kenter or similar design which have been in service for more than four
(4) years should be dismantled and MPI carried out. Illustrations showing the areas of concern may be found in API RP 2I, Figure 7. No.38
Page 7 of 9 IACS Rec. 1995/Rev.1 2010
No. 38
(cont)
General guidance on the areas requiring MPI is provided below: ??Joining shackle links: all machined and ground surfaces of the link and the sides of the curved portions of the link ??Joining shackle stud: machined surfaces only ??Joining shackle pin: 100%
8.2.3 Fatigue is considered to be the critical criteria in way of the machined surfaces. On the remaining surface, the profile should be ground smooth and MPI should be carried out upon completion of grinding. In general, the radius of the completed grinding operation should
produce a recess with a minimum radius of 20 mm and a length along the link bar greater or equal to six times its depth.
Note: Sandblasting prior to MPI may damage the machined surfaces and should be avoided. Alternative methods of cleaning should be used. The maximum permissible
depth of grinding is 5% of the nominal diameter. The minimum acceptable crosssectional area in way of the grinding repair, due to the combined effect of local
grinding and general corrosion/abrasion is 90% of the nominal cross-sectional area. The minimum acceptable diameter in way of the grind repair, due to the combined effect of local grinding and general corrosion/abrasion, is 95% of the nominal diameter.
8.2.4 General Corrosion/Abrasion
The minimum acceptable cross-sectional area due to generally uniform corrosion/abrasion is 90% of the nominal cross-sectional area (equivalent to an uniform 5% reduction in diameter). 8.2.5 Tapered pins holding the covers of connecting links together should make good contact at both ends and the recess of counterbore at the large end of the pin holder should be solidly plugged with a peened lead slug to prevent the pin from working out. 8.2.6 Looseness Upon Re-Assembly
Any joining-shackles of Kenter or similar designs which are loose upon re-assembly should be accepted only after special consideration in each case.
Note: Looseness between the mating faces will significantly reduce the remaining fatigue life of a joining-shackle. Stud movement in the longitudinal direction of the stud of more than 0.5 mm is also likely to significantly reduce the remaining fatigue life of a joining-shackle.
9. Wire Rope Surveys 9.1 Acceptance Criteria
Acceptance criteria should be guided by ISO-Standard 4309. Further insight may be gained from the 'discard' guidance provided by API RP 2I, Figures 18 and 19 .
It should be borne in mind that ISO-Standard 4309 is primarily intended for lifting appliances where the Factor of Safety may be higher than for mooring wires. No.38
Page 8 of 9 IACS Rec. 1995/Rev.1 2010
No. 38
(cont)
The Surveyor should exercise great care in his interpretation of the condition of the wire. An obvious acceptance or rejection is comparatively easy, but the \to evaluate. The Surveyor must make a sound evaluation and technical judgment based on all available evidence.
In general, the age or time in service of the wire does not directly have a bearing on the
acceptance or rejection of the wire other than as a factor to be taken into consideration by the Surveyor when deciding on the extent of survey. 9.2 Survey and Inspection
100% visual examination and diameter measurements should be performed.
9.2.1 Visual examination should identify and record the following items for each steel wire anchor line: ??The nature and number of wire breaks; ??Wire breaks at the termination; ??External wear and corrosion; ??Localized grouping of wire breaks; ??Deformation; ??Fracture of strands; ??Termination area; ??Reduction of rope diameter, including breaking or extrusion of the core.
9.2.2 Diameter measurements should be taken at approximately 100 m intervals, at the
discretion of the attending Surveyor. If areas of special interest are found, the survey may be concentrated on these areas and diameter measurements taken at much smaller intervals. 9.2.3 An internal examination should be undertaken as far as practicable if indications of severe internal corrosion or possible breakage of the core or wire breaks in underlaying areas. See API RP 2I, Section 2.3.6.3, for guidance on the internal inspection of wire rope. 9.3 Guidance on Wire Rope Damage
The cause of wire rope failures may be deduced from the observed damage to the rope. The information summarized below covers most types of wire rope failure.
More detailed information, including photographic examples, is available in ISO-Standard 4309 and API RP 2I.
9.3.1 Broken wires at the termination indicate high stresses at the termination and may be caused by incorrect fitting of the termination, fatigue, overloading or mishandling during deployment or retrieval. ??Distributed broken wires, illustrated by figures 9 through 12 of API RP 2I may indicate the reason for their failure.
Crown breaks or breakage of individual wires at the top of strands may be caused by excessive tension, fatigue, wear or corrosion.
Excessive tension is indicated by necking down of the broken end of the wire. Fatigue is indicated by broken faces perpendicular to the axis of the wire. No.38
Page 9 of 9 IACS Rec. 1995/Rev.1 2010
No. 38
(cont)
Corrosion and wear may be indicated by reduced cross sections of the wire.
Valley breaks, at the interface between two strands indicate tightening of the strands, usually caused by a broken core or internal corrosion which has reduced the diameter of the core.
Valley breaks can be caused by high loads, tight sheaves, and sheaves of too small a diameter.
??Locally grouped broken wires in a single strand or adjacent strand may be due to local damage. Once begun, this type of damage will usually worsen.
9.3.2 Changes in rope diameter can be caused by external wear, interwire and interstrand wear, stretching or corrosion.
A localized reduction in rope diameter may indicate a break in the core. Conversely, an increase in rope diameter may indicate a swollen core due to corrosion.
9.3.3 Wear on the crown of outer strands in the rope may be caused by rubbing against fairleads, unit structure, or the sea bed depending on the location of the wear.
Internal wear between individual strands and wires in the rope is caused by friction and is accelerated by bending of the rope and corrosion.
9.3.4 Corrosion decreases rope strength by reducing the cross-sectional area and
accelerated fatigue by creating an irregular surface which invites stress cracking. Corrosion is indicated by: ??The diameter of the rope at fairleads will grow smaller; ??The diameter of stationary ropes may actually grow larger, due to rust under the outer layer of strands. Diameter growth is rare for mooring lines.
9.3.5 Deformation, i.e. distortion of the rope from its normal construction, may result in an uneven stress distribution in the rope. Kinking, bending, scrubbing, crushing and flattening are common wire rope deformations. Ropes with slight deformations will not lose significant strength. Severe distortions can accelerate rope deterioration and lead to premature failure. 9.3.6 Thermal damage, although rare for mooring ropes in normal service, may be indicated by discoloration. Prompt attention should be given to damage caused by excessively high or low temperatures. The effect of very low temperatures on wire rope is unclear except for the known detrimental effect on lubricants. 10. References 10.1 Wire Rope
API RP 2I and ISO-Standard 4309.
(Please see 9.1 regarding the ISO-Standard) 10.2 Chain
API RP 2I: \Floating Drilling Units\End of Document No.39
Page 1 of 3 IACS Rec. 1995/Rev.3 2009
No. 39
(con’t)
Safe Use Of Rafts Or Boats For Survey
1. Access to Structures
百度搜索“77cn”或“免费范文网”即可找到本站免费阅读全部范文。收藏本站方便下次阅读，免费范文网，提供经典小说综合文库海洋工程锚链营运检验指南(3)在线全文阅读。
相关推荐：