1. This notice is to remind dutyholders of the requirement to ensure the continued integrity of crane braking systems by:
With many offshore cranes now more than 20 years old it is vital to ensure both the maintenance activities undertaken and the content of the thorough examination continue to be appropriate.
2. An incident occurred on a Priestman Sea Lion 60D diesel hydraulic pedestal crane manufactured in 1977. Crane lifting operations had been completed. However, as they were to be resumed, the crane boom was not lowered down onto the boom rest. The boom was instead placed directly above the boom rest at an angle of approximately 45 degrees. The crane operator switched off the diesel engine and as he was walking away from the crane the boom lowered in an uncontrolled manner, resulting in considerable damage to the boom when it made contact with the rest. The boom luffing winch unit, situated above the crane cab, was torn from its mounting pedestal, debris from the winch unit fell onto the deck below but the majority fell into the sea. The crane operator sustained minor injuries from the falling debris but the incident could have resulted in serious injuries or fatalities.
3. The winch units for whip hoist, main hoist and boom luffing are all situated above the crane cab. Two hydraulic motors power each of these winch units, driving Hamworthy reduction gearboxes mounted on each side of the winch drum.
4. Each Hamworthy gearbox incorporates a multi plate, oil immersed, friction disc brake. This brake is activated by a sprag clutch (roller clutch) which allows the gearbox to rotate in the direction of hoisting, however when it tries to rotate in the opposite direction it locks, bringing the brake plates into operation which hold and prevent rotation.
5. The luffing winch drum is fitted with an additional safety feature in the form of a luffing pawl. This is a spring applied, hydraulic release pawl/sprag which engages with a toothed ring on the drum barrel and prevents the lowering rotation of the drum.
6. The winch pedestals on this crane were manufactured from grey cast iron. It is unlikely that this material would be employed on load bearing components on modern cranes. Metallurgical examination, however, suggested the failure of the pedestal casting was a consequence of a sudden gross overload and it was not the initiating event for this incident.
7. It has not been possible to recover the luffing winch unit and identify the root cause of this incident. However, for the boom to lower, the brake in each of the two gearboxes must have failed to operate and the sprag/pawl failed to engage onto the drum.
8. Dutyholders should review their maintenance routines for crane braking systems to ensure they cover all critical components in the braking systems. In addition dutyholders should:
9. Dutyholders should discuss the scope of the thorough examination with their competent person to ensure it includes all items and parts of the crane braking systems that could, through deterioration, lead to a dangerous situation. Attention is drawn to the recommendations given in BS 7121-2
10. The relevant legal requirements are:
11. You can find more relevant information in the following publications:
12. Any queries relating to this safety notice should be addressed to:Health and Safety Executive
This guidance is issued by the Health and Safety Executive. Following the guidance is not compulsory and you are free to take other action. But if you do follow the guidance you will normally be doing enough to comply with the law. Health and safety inspectors seek to secure compliance with the law and may refer to this guidance as illustrating good practice