argo Ships Lifting appliances - Maintenance, testing,

controls & safety measures

Regular Maintenance for Lifting appliances on board

Fig: Cargo Ships deck crane

In order to ensure that all parts of lifting equipment and related

equipment are kept in good repair and working order, regular
preventative maintenance should be carried out. Maintenance
should include regular examinations by a competent person. Such
examinations should be carried out as required by the
Regulations but in any event at least once annually. Checks
should look for general material defects such as cracks,
distortion, corrosion and wear and tear that could affect safe
working load and overall strength.

When there is any suspicion that any appliance or item of

equipment may have been subjected to excessive loads,
exceeding the Safe Working Load (SWL), or subjected to
treatment likely to cause damage, it should be taken out of
service until it can be subjected to a thorough examination by a
competent person.

Listed below are some suggested maintenance items:-

i) Greasing should be thorough and frequent, as dry bearings

impose additional loads that can lead to failure.
ii) The condition of all ropes and chains should be checked
regularly for wear, damage and corrosion and replaced as
necessary.

iii) Shackles, links and rings should be renewed when wear or

damage is evident.

iv) Structures should be examined frequently for corrosion,

cracks, distortion and wear of bearings, securing points etc.

v) Hollow structures such as gantries or masts should be checked

for trapped water inside. If water is found, the structure should
be drained, appropriately treated and then sealed.

vi) Regular function tests of controls, stops, brakes, safety

devices for hoisting gear etc, should be carried out preferably
before the start of operations.

Additional items may be appropriate dependant upon the

equipment fitted to an individual vessel.

Testing of lifting appliances on board

No lifting equipment, accessory for lifting or loose gear is to be

used after manufacture or installation, or after any repair or
modification which is likely to alter the safe working load or affect
the strength or stability of the equipment, without having been
first tested by a competent person.

Upon the completion of any test of lifting equipment, accessory

for lifting or item of loose gear carried out in accordance with ,
the equipment, accessory or gear shall be thoroughly examined
and certified for use by the person carrying out the test.

Additionally Ship's lifting equipment is not to be used unless it

has been tested by a competent person within the preceding five
years.
Where the safety of lifting equipment depends on the installation
conditions, it should be inspected by a competent person before it
is used for the first time. Such inspections should be undertaken
on initial installation or after re-assembly at another location, to
ensure that it has been installed correctly, in accordance with any
manufacturer's instructions, and is safe for workers to operate as
well as being able to function safely.

Any lifting equipment or accessory for lifting which is, or has

been, exposed to conditions which could cause deterioration in its
condition should be:-

(a) thoroughly examined (i) in the case of lifting equipment for

lifting persons or an accessory for lifting, at least every 6 months;

(ii) in the case of other lifting equipment, at least every 12

months; or

(iii) in either case, in accordance with an examination scheme;

and

(iv) whenever exceptional circumstances which are liable to

jeopardise the safety of the lifting equipment have occurred; and

(b) where appropriate, inspected by a competent person at

suitable intervals,

On some vessels, it was reported that the ship's staff had carried
out unauthorised repairs to crane jibs by cropping and welding
inserts over damaged or wasted sections. Crane jibs are subject
to heavy, fluctuating loads and must be periodically inspected,
surveyed, load-tested and certified. They are often made of high-
tensile, for which special procedures have to be observed during
repairs. Therefore, repairs must be carried out only in
consultation with the manufacturer and classification society
concerned. Any damage noticed to crane jibs must be reported to
the ship owner/manager and advice sought before carrying out
any kind of repair.

Controls of lifting appliances

Controls of lifting appliances should be permanently and legibly
marked with their function and their operating directions shown
by arrows or other simple means, indicating the position or
direction of movement for hoisting or lowering, slewing or luffing,
etc.

Make-shift extensions should not be fitted to controls nor any

unauthorised alterations made to them. Foot-operated controls
should have slip resistant surfaces.

No lifting device should be used with any locking pawl, safety

attachment or device rendered inoperative. If, exceptionally, limit
switches need to be isolated in order to lower a crane to its
stowage position, the utmost care should be taken to ensure the
operation is completed safely.

Safety measures

A powered appliance should always have a person at the controls

while it is in operation; it should never be left to run with a
control secured in the "ON" position.

If any powered appliance is to be left unattended with the power

on, loads should be taken off and controls put in "NEUTRAL" or
"OFF" positions. Where practical, controls should be locked or
otherwise inactivated to prevent accidental restarting. When work
is completed, power should be shut off.

The person operating any lifting appliance should have no other

duties which might interfere with their primary task. They should
be in a proper and protected position, facing controls and, so far
as is practicable, with a clear view of the whole operation.

Where the operator of the lifting appliance does not have a clear
view of the whole of the path of travel of any load carried by that
applianc appropriate precautions should be taken to prevent
danger. Generally this requirement should be met by the
employment of a competent and properly trained signaller
designated to give instructions to the operator. A signaller
includes any person who gives directional instructions to an
operator while they are moving a load, whether by manual
signals, by radio or otherwise.

The signaller should have a clear view of the path of travel of the
load where the operator of the lifting appliance cannot see it.

Where necessary, additional signallers should be employed to giv

instructions to the first signaller.

Every signaller should be in a position that is:-

(a) safe; and

(b) in plain view of the person to whom they are signalling unless
an effective system of radio or other contact is in use.

All signallers should be instructed in and should follow a clear cod

of signals, agreed in advance and understood by all concerned in
the operation.

If a load can be guided by fixed guides, or by electronic means,

or some other way, so that it is as safely moved as if it was being
controlled by competent team of driver and signallers, signallers
will not be necessary.

Positioning and installation

Permanently installed lifting equipment should not be used unless

it has been positioned or installed in such a way as to minimise
the risk of any of the following occurrences-

(a) the equipment or a load striking a worker;

(b) a load drifting dangerously or falling freely;
(c) a load being released unintentionally.

More on general cargo ship :

1. Rope handling safe procedure

Ropes are made of short fibres that are spun into yarns,
which are then made into flat or twisted strands. And the
strands are spun or braided to make the finished rope .
More .....

2. Synthetic man-made ropes and hawsers

Although natural fibre ropes are still widely used throughout

the marine industry, they have been superseded by
synthetic fibres for a great many purposes. Not only do the
majority of synthetic ropes have greater strength than their
natural fibre counterparts, but they are more easily
obtainable and at present considerably cheaper.
More .....

3. Natural fibre rope

All natural fibre rope is manufactured from manilla, sisal,

hemp, coir, cotton or flax fibres.The process of manufacture
consists of twisting the fibres into yarns and turning the
yarns in an opposite direction to establish the strands.
More .....

4. Lay of Ropes and hawsers - Small Stuff descriptions

The lay of rope is a term used to describe the nature of the

twist that produces the complete rope .The most common
form of rope at sea is known as ‘hawser laid rope’
comprising three strands laid up right- or lefthanded.
More .....

5. Stresses in ship structures and how to mitigate

Heavy weights tend to cause a downward deflection of the

deck area supporting the load .This subsequently produces
stresses, with consequent inward and outward deflections of
 supporting bulkheads, depending on the position of initial
loading .
More .....

6. Anchoring safe practice

Prior approaching an area for anchoring ships master should

investigate fully a suitable anchoring position and conduct a
planned approach including speed reduction in ample time
and orienting the ships head prior anchoring to same as
similar sized vessels around or stem the tide or wind
whichever is stronger . Final decision to be made on method
of anchoring to be used , the number of shackles , the depth
of water, expected weather and holding ground. .
More .....

7. MacGregor single-pull weather-deck hatch cover

Hatch covers are used to close off the hatch opening and
make it watertight. Wooden hatch covers, consisting of
beams and boards over the opening and covered with
tarpaulins, were once used but are no longer fitted. Steel
hatch covers, comprising a number of linked steel covers,
are now fitted universally. Various designs exist for
particular applications, but most offer simple and quick
opening and closing, which speed up the cargo handling
operation..
More .....

8. Cargo holds access arrangement

The access shall be separate from the hatchway opening,

and shall be by a stairway if possible. A fixed ladder, or a
line of fixed rungs, shall have no point where they fill a
reverse slope .
More .....

9. Prepare cargo holds prior loading

 Washing is always carried out after the compartment has
been swept. Drying time for washed compartments must be
allowed for, before loading the next cargo; this time will
vary with the climate, but two to three days must be
expected.
More .....

10. Strength and stability of the Lifting appliances

The vessel's structure, crane, derrick or other lifting device

and the supporting structure should be of sufficient strength
to withstand the loads that will be imposed when operating
at its maximum load moment .
More .....

11. Lifting appliances - Maintenance, testing, controls &

safety measures

When there is any suspicion that any appliance or item of

equipment may have been subjected to excessive loads,
exceeding the Safe Working Load (SWL), or subjected to
treatment likely to cause damage, it should be taken out of
service until it can be subjected to a thorough examination
by a competent person.
More .....

12. Safe operation of Lifting appliances and gears

All lifting operations must be properly planned, appropriately

supervised and carried out to protect the safety of workers.
More .....

13. Derricks for lifting cargo on board

Derricks for lifting cargo on board is required to be of

adequate strength and stability for each load, having regard
in particular to the stress induced at its mounting or fixing
points , securely anchored, adequately ballasted or
 counterbalanced and supported by outriggers as necessary
to ensure its stability when lifting.
More .....

14. Deck cranes

Deck cranes have a number of advantages, the rigging time

being negligible, and the crane is able to pick up and land
permitted loads anywhere within its working radius. The
safe working loads of cranes is generally of the order of 10
to 15 tonnes and larger cranes are available capable of lifts
from 30 to 40 tonnes..
More .....

15. Characteristics of Marine paints

Paint consists of pigment dispersed in a liquid referred to as

the ‘vehicle’. When spread out thinly the vehicle changes in
time to an adherent dry film. The drying may take place
through one of the following processes..
More .....

16. Protection by Means of Paints

It is often assumed that all paint coatings prevent attack on

the metal covered simply by excluding the corrosive agency,
whether air or water. This is often the main and sometimes
the only form of protection; however there are many paints
which afford protection even though they present a porous
surface or contain various discontinuities. .
More .....

17. Role classification societies maintaining seaworthiness

of vessels

classification societies publish rules and regulations which

are principally concerned with the strength of the ship, the
provision of adequate equipment, and the reliability of the
 machinery .
More .....

18. Periodic survey requirement by classification societies

To maintain the assigned class all steel ships are required to

be surveyed and examined by the Society’s surveyors at
regular periods. The major hull items to be examined at
these surveys only are discussed here..
More .....

eck lifting equipment such as gantry cranes, general cargo crane, provision crane,
derrick etc. help in carrying heavy loads/cargo on board ships. As these deck
machinery systems are subjected to continuous loading, their parts wear down at a
faster rate, thus requiring maintenance at regular intervals of time. Inability to do so
can lead to system failure, unfortunate accidents, and loss of lives and property.

Mentioned below are ten important checks to be made while operating deck lifting
equipment.

1. Keep the Load Below Safe Working Load Value (SWL): Ensure to operate all
the lifting equipment below their Safe Working Load Value (SWL) marked on the
lifting equipment body. The only time the SWL of any lifting equipment is allowed to
be crossed the limit is during load testing.

2. Appropriate Certificates: All lifting appliances on ships must have valid

certificates which are certified by a competent shore body. These certificates ensure
that the lifting equipment are in the right condition to carry heavy loads.

3. Only the Right Person Should Operate the Equipment: Only the most
responsible personnel onboard having the right knowledge and skills should operate
the lifting equipment. Also, enough number of crew must be provided for assisting
the lifting operation.
 Image Credits: U.S. Navy photo by Mass Communication Specialist 2nd Class Meranda L. Keller
4. Know the Equipment: The operator must know the switches and automation
involved in lifting equipment along with the radius and height covered by the
swinging arm and boom. He/she must also know the maximum amount of load the
equipment is allowed to carry.

5. Efficient Lubrication: Ensure that all the required parts of the lifting equipment
are well lubricated and hydraulic oil is at the minimum marked level. Periodic
maintenance of such machinery is extremely important for efficient lubrication and
running of moving parts.

6. Check the Wires: The wire of the lifting appliances must be checked and
renewed at required intervals of time. Wire deformation, corrosion, stranding etc.
must be checked and if the defects require repair, the wires must be renewed before
using the lifting gear.
 Image credits: Wikimedia
7. Use the Securing Clamp: Ensure that the securing clamp is fitted in the hook
whenever a load is lifted in order to avoid slippage. Also, check that it is not in
defective condition and is also provided with a spring loaded system, which will not
open even when the load exerts pressure on the hook.

8. Check the Weight of the Load: It is the duty of the ship operator to check and
confirm the load of the object to be lifted. It’s a general practice to self-estimate the
load of an object with only visual check. The item or load to be lifted must have a
specification list, and the same should be checked for the weight to avoid accidents
such as bending of boom or dropping of load if the the object is heavier then SWL.

9. Check the Anticipated Path: Check the anticipated area or path of the load when
shifting the load by the crane for any hinderance or obstruction. The planned path of
cargo movement must be cleared before the load is hooked to the crane.

10. Check for Cracks in the Base: The load bear by the lifting equipment is
transferred to the ships structure via foundation. Check the base/ foundation of the
lifting equipment for any kind of cracks or deformation to avoid material failure.

11. Check Proper Lighting: Ensure that the crane area, including the load shifting
path is well lit. Moreover, the rays from any of the light fittings in the vicinity should
not impair the vision of crane operator or the signal man during the lifting operation.

12. Ship’s Load Distribution/Load plan: When ship’s crane is used for cargo
loading and unloading, the chief officer must prepare a loading/unloading plan which
will ensure that the ship will not tilt on the same side of the crane when a load is lifted
from the area. The operator must also strictly follow the loading plan.

These are some of the important points that are to be followed while operating lifting
equipment on ships. Do you know any other important points? Let us know in the
comments below.
14 Practical Tips For Maintenance And
Operation Of Cargo Crane On Ships
By Anish | In: Guidelines | Last Updated on February 10, 2018

FacebookTweetPinLinkedIn

Deck machinery and systems of ships are continuously subjected to harsh weather
and corrosive environment. Machinery such as cargo cranes and associated
auxiliaries are important for commercial ship operations, and any problem with them
can lead to extended port stay, damage to the property or even loss of life.

The deck crane, a necessary machinery on ship’s deck, does not only belong
to navigating officer’sworksheet. The ship’s marine engineer has to ensure that all
the hydraulics and electronic components of the crane are working efficiently and in
coordination. The maintenance and smooth operation of the ship’s cargo crane
require teamwork of seafarers onboard the vessel.

A deck cargo crane mainly comprises of these sections and equipment:

Base Structure of the crane: The base structure of the crane is an extra
strengthened structure, on which, the pedestal of the crane is mounted.

Fixed Pedestal: This structure equally distributes the stresses to the base structure
and also incorporates the moving turrets via a slew ring connection to enable the
rotational movement of the crane

Moving Turret: Moving turret is where the operator’s cabin is situated, and the
crane Jib is connected to it. As per the make and design, the turret can move 360
degrees to its centre of rotation.

Related Reading: 12 Important Checks For Deck Lifting Equipment On Ships

Jib Arm: The Jib arm is what carries the load. The arm can be hydraulically moved
in four directions- Up, down, back and forward. The moving turret performs the
rotational movement of the crane to transfer the load.

Hoist with wire: The hoist is hanged at the end of the Job arm with the use of steel
wire ropes, which are connected to the winch drum for lifting or lowering weight for
transfer.

Related Reading: Understanding Lubrication Of Wire Ropes On Ships

Hydraulic and electric equipment: The hydraulics and electrical machinery are an
integral part of crane operation. Hydraulic oil pressure results in the movement of jib
and turret, and winches do the lifting of the load using hoist and wire. A small leak in
the hydraulic line or problem in the winch motor may stall the complete
loading/unloading operation.

Related Reading: Cargo Handling On Ships – 10 Tips That Can Save Your Life

Safety Devices: One cannot say a machinery is complete without any safety
devices installed on it. The deck cargo crane is provided with an emergency stop,
overload protection, hydraulic oil filter and level alarms, brakes etc. as safety
devices.

The inspection and maintenance of the crane (including the base structure) are
performed as per the maker’s instruction and also included in the Planned
Maintenance System (PMS) of the ship.

Related Reading: 20 Things That Should Be Included In Planned Maintenance

System
To efficiently handle and maintain the ship’s crane, seafarer must know various tasks
and essential points associated with crane components as explained above.

Some important tips are for efficient operation, and maintenance of cargo crane on
ships are:

1. In most of the bulk carrier ship, the crane provided on ship’s deck is for both hook
operation and grab operation. It is possible to have two different safe working loads for
such cranes, i.e. one for hook and another for grab operation. Ensure the SWL is
displayed clearly in the Jib and same is mentioned in the operator’s cabin to eliminate
any confusion between two SWL.

Related Reading: 11 Steps To Enhance Safety Of Bulk Carrier Ships

 Image credit: Sukhwinder Singh – Crane with Grab.

2. When handling the crane with a load which is near to its rated capacity, ensure to
operate with patience and extreme caution, especially when using lifting slings. If the rated
capacity limiter activates, the crane boom will suddenly stop causing the load to swing or
bounce.
3. During the stowed position, the hook of the hoist is clamped to a strong fixed point on
deck. Ensure when lifting the boom/jib, it has been unhooked, and the jib is free of
obstructions
4. Never operate the Crane Jib below its lower limit with a load on the hoist, which can
lead to failure of the jib or slipping of wire from its drum.

Related Reading: Understanding Heavy Lifting Operation And Vessel Stability

5. Various limit switches are provided to restrict the movement of jib crane to its
maximum positions. Most of the cranes are provided with a key to bypass the limit switch for
the jib. The operator and chief officer must ensure the key is never left in the cabin of the
crane once the operation is finished. The key should be operated only under chief officer’s
supervision, and crane should be operated with utmost care.
6. Always check the base structure of the vessel before operating it for loosen foundation
bolts and cracks in the structure. When the crane is operating at its maximum load, the
base structure undergoes heavy stresses.
7. The base structure contains the rotational parts involving sheaves, bearings and slew
rings etc. They should be timely inspected to determine any wear on the parts. All
these moving parts and equipment must be lubricated correctly using the appropriate
grease.
 8. It has been reported in the past about the welding or other hot work carried by ship
staff on crane structure or jib. Never carry out any modification or welding job on crane
structure or jib without consulting the maker. It is a substantial load carrying machinery
subjected to massive, fluctuating loads. The crane parts are often made of a high-
tensile material, for which specialized welding and repairing procedures are needed. If
the jib of the crane shows any damage, it has to be reported to the owner and maker
for getting the recommended repair advice.

Related Reading: 20 Tips For Safe Gas Welding And Cutting Operations On Ships

9. When performing welding on crane parts such as a jib, parts carrying wire ropes etc.,
it is recommended to disconnect the battery and switch off all the electronic control module
and any other electronic components provided in the crane.

Related Reading: How To Install Electronic Circuits On Ships

10. The most common failure related to the crane is the failure of wire ropes. The steel
wire ropes must be lubricated to all its length and especially in the way of sheaves when the
crane is in the stowed position. It is the responsibility of the Chief Officers to ensure all parts
of the wire rope are regularly inspected and dressed with lubrication. Lack of lubrication may
increase the rate of corrosion, leading to decrease in the elasticity, fractured strand,
breakage of wire etc. The ancillary parts for carrying the cable such as pully, winch drum
must be greased to eliminate any rough surface and friction.

Related Reading: Maintenance and Inspection Of Marine Wire Ropes For Better
Performance

11. The ship staff has to timely check the condition of the hydraulic oil. The most
common reason for deck crane machinery failure is dirty hydraulic oil, leading to choking of
filters. The oil should be sent to shore for analysis at prescribed intervals of time to get the
detailed analysis of the system

Related Reading: How to Test Lube Oil On Board Ship?

12. The brakes being the critical safety arrangement for the crane, has to be inspected at
regular intervals of time by checking the lining condition for its thickness. If disk brakes are
provided, clearance must be checks and the record to be added to the PMS file
13. Many times it has been observed onboard that the covers of the limit switch box or
other electrical connections are kept open all the time for the ease of checking.
Always shut the cover as it has a waterproofing arrangement which prevents
switched from malfunctioning during rainy weather.
14. Hydraulic leaks are very common in all types of cranes, whether it is onboard deck
cargo crane or a gantry crane in port. Never check the leaks using bare hands. Even a
small hole will have pressurised hydraulic oil coming out as a fine mist will penetrate
and damage the skin, and could do worse to human eyes. Always stop the operation,
de-pressurise the line and then start the repair work.
ong Kong Marine Department has issues Merchant Shipping Information Note regarding
Examination, Testing and Maintenance of Shipboard Lifting
Appliances and Loose gear as follows:

Ship masters should ensure that all lifting appliances and loose gear on board
ships are safe for use. Lifting appliances and loose gear are defined as below:

(a) Lifting appliances mean all stationary or mobile appliances used on board
ships for suspending, raising or lowering loads or moving them from one
position to another while suspended; and

(b) Loose gear means any gear by means of which a load can be attached to a
lifting appliance but which does not form an integral part of the appliance
or load.

To ensure safety, all lifting appliances and loose gear on board should be
periodically examined and tested and properly maintained. Provided hereunder is the
guidance on the examination, testing and maintenance of lifting appliances and loose
gear:

(i) Every lifting appliance and every item of loose gear should be tested by a competent
person before being put into use for the first time and after any substantial alteration or
repair to any part liable to affect its safety. Upon completion of the test, the lifting
appliance and the loose gear should be thoroughly examined by the competent person.

(ii) Every lifting appliance and every item of loose gear should be
thoroughly examined by a competent person at least once in every 12
months.

(iii) Every lifting appliance should be retested by a competent person at least

once in every five years. Upon completion of the test, the lifting
appliance should be thoroughly examined by the competent person.

(iv) The testing or re-testing as appropriate and examination of the lifting

appliances or loose gear should adhere to a proper standard. As a
general reference, the procedure for carrying out such test and
examination is provided at Annex.
(v) All the lifting appliances and loose gear should be maintained in
accordance with the manufacturers' instructions.

(vi) Subsequent to any examination or testing of the lifting appliances and

loose gear, a record duly signed by the competent person carrying out
such examination or test should be kept on board. Any record of
maintenance, alternation and damage repair should also be maintained.

The competent person undertaking the thorough examination and testing of the
lifting appliances and loose gear should be a person possessing the knowledge and
experience required for the performance of such examination and test, who may be the
senior officers on board or surveyors from the recognized classification societies.

Attention is also drawn to the requirements of ILO Convention No.152 that

regulates occupational safety and health of dock workers. Masters of Hong Kong
registered vessels should ensure that proper certificates and register are kept on board
for the ship cargo gears to avoid facing problems in port State control inspections in
countries that apply ILO Convention No.152.

Shipowners, ship mangers, ship operators, ship masters, classification societies

and shipbuilders of Hong Kong registered ships are requested to note the guidance and
act accordingly as appropriate.

For more information, click here

Documents relating to ships lifting gears: All crane wires are

supplied along with a test certificate which pertains only to that
wire. The certificate must be kept on file, and ready for inspection
by the appropriate authorities at all times. The certificates must
be marked with the position of the wire, i.e. on which crane the
wire is situated and its use, e.g. luffing or hoist wire.

If the wire is held on board as a spare, the certificate must be

marked along with the stowage position of the wire. The wire
itself is to be tagged and marked with the applicable certificate
number. It is the responsibility of the Chief Officer to ensure that
this is done correctly, but the Master must keep the file of
certificates in his possession along with the chain register.
 Deck crane

A certificate must be held on board for every wire on board

whether in use or as a spare. If two wires appear on the same
certificate, the supplier is to be notified, and asked to supply
separate certificates. This is perhaps easier carried out by the
Company; therefore, on receipt of a crane wire, which has no
separate certificate, the Master must inform the relevant
Management Office who will arrange to have separate certificates
issued as soon as possible.

Tests and statutory inspections

The Master must ensure that these are always carried out as
required by notifying the relevant Management Office well in
advance of when such an inspection, test or survey is required to
be carried out. The attendance of the appropriate surveyor will
then be arranged in a suitable port in ample time.

When reviewing survey status on cargo lifting gear, due attention

must be paid to the local government regulations of the vessel's
destination; many countries require the cranes to have been
tested during a certain time limit prior to arrival in their ports.
The age of the vessel is often a factor in determining whether the
cranes require such extra tests and the agent and or Charterers
representative should always be consulted to determine if any
special regulations are in existence.

An example is the regulations imposed by the Saudi Arabian

authorities which require all cranes to be inspected by a class
surveyor within the previous six months prior to the vessel's
arrival at a Saudi Arabian port, if the vessel is over ten years old.
If such an inspection is required, the Master must inform the
relevant Management Office in ample time to arrange this. These
inspections often require the issuance of a special certificate on
behalf of the authorities involved. This must be confirmed before
hand to ensure that the correct paper work is organised in
advance.

All statutory inspections, tests and surveys of cargo handling

equipment must be entered in the chain register and duly
stamped and signed by the attending surveyor. These surveys
are to include all permanently attached hooks, swivels etc. It is
the responsibility of the Chief Officer, under the direct supervision
of the Master, to ensure that all the permanently attached
equipment is always in accordance with that stated on the test
certificates, and they are to be clearly marked as such.

Quadrennial thorogh examination

Normally the quadrennial thorough examination will be carried

out at the drydocking immediately prior to the expiry date of the
quadrennial period. The following is a guide to what will be
involved:

 A visual examination of the crane cargo gear and its

associated structure, wires etc, for signs of fracture, wear,
etc.
 A load test of the gear, usually using static weights. The test
weight will be S.W.L. plus 25% for cranes less than 20
metric tonnes S.W.L. For cranes with S.W.L. between 20
and 50 metric tonnes the test weight shall be the S.W.L.
plus 5 metric tonnes. Cranes with S.W.L. greater than 50
metric tonnes will be subject to weight test of S.W.L. plus
10%.
 In some cases the yard will insist on drawing the shafts and
examining 25% of the working sheaves.
On completion of the examination, the Cargo Gear Register will
be endorsed and entry stamped. This will always be
countersigned and stamped by the appropriate class surveyor
who attended the examination/test.
Where hooks, swivels, chains etc have been re-stamped, it must
be ensured that:

 Where a new test number is used, a new certificate bearing

the new number is issued.
 Where the existing marks are used, they must be re-
stamped and the numbers verified. On completion of the
survey, the Cargo Gear Register must be properly endorsed
on the page reserved for quadrennial surveys, and the
marks on the relative crane cargo gear matches the
certificates. To this end, it is the responsibility of the Chief
Officer to ensure that these requirements are met.

Chain register (Factory act book)

The Chain Register (Factory Act Book) is a legal document of

similar standing to the official log book or oil record book and
must be treated accordingly. It is a declaration on the ship's part
that her cargo gear complies with the regulations.

The book must always be ready for inspection by surveyors who

may wish to inspect it prior to taking the ship's gear into use and
the Master shall be responsible for ensuring that this is always
the case. In the event of an accidence caused through failure of
the ship's gear, it would almost certainly be called in evidence.

Inspections by ships personnel

In addition to the above statutory inspections, tests and surveys,

it is the Company's policy that the cargo gear is subject to more
frequent inspections by a responsible member of the ship's staff,
which, for the purpose of these inspections, is to be the Chief
Officer for wires, shackles, hooks, swivels, ponder balls etc, and
the Chief Engineer for the lifting machinery and plant.
It is of paramount importance that the numbers on all shackles,
hooks, chains etc be cleaned up and made legible. Any faults
found during such inspections must be rectified and defective
parts replaced. The period between these inspections must not
exceed six months, and should be more frequent if deemed
necessary.

The inspecting Officers are to make a report on their findings and

pass this to the Master who will keep them on file in his
possession as a record of ship's staff crane inspections. The
Master is responsible for ensuring that these inspections are
carried out to his satisfaction and with the appropriate
frequency.

bulk carrier -grabs secured at sea

Lifting gear plan

It is an International requirement that the location of each piece

of equipment used for lifting is indicated on a plan which must be
available for inspection by a competent authority at any time.
One copy is to be kept on the bulkhead of the ship's office and
another working copy is to be maintained. It is the responsibility
of the Chief Officer to ensure that these are kept up-to-date and
are accurate. The plan must contain details of the location, safe
working load and certificate numbers of each crane, grab, wire,
hook and swivel on the vessel.
Grabs & other handling equipment

If your vessel is required to carry grabs or other cargo handling

equipment on board, this is the responsibility of the Chief
Engineer, who is to ensure that all repairs, maintenance and tests
are carried out as appropriate to maintain the equipment in good
working order.

The Chief Officer is responsible for ensuring that the equipment is

kept clean and free of previous cargo residues, and that all
markings, such as S.W.L. etc are clearly displayed. This type of
equipment must be tested at intervals not exceeding three
months whether it has recently been in use or not.

Vessels fitted with cargo cranes will always be described

accordingly in charter parties and will, on most occasions be
required to load/discharge using this equipment. Any breakdown
or sub standard operation of the ship's cranes will inevitably
result in a claim for off-hire time from the Charterers. This always
proves to be very expensive for the Owners and, if regular
breakdowns of cargo cranes occur, the vessel's reputation will
become tarnished, and may eventually be reflected in the vessel's
future earnings

Responsibilities

The Master has the overall responsibility for ensuring that the
vessel's cargo cranes are being adequately maintained and that
he receives regular updates from the Chief Engineer and Chief
Officer on their condition. Any defects which affect their operation
or efficiency are to be reported to the relevant Management
Office immediately, who will decide what course of action is to be
taken.
 Fig:Typical rope luffed crane

In most cases however, repairs and maintenance are to be

carried out by the ship's Officers and crew. The Chief Engineer is
directly responsible for all crane maintenance and under his
supervision and assistance, the Electrical Engineer and other
ship's Engineer Officers are to carry out all necessary repairs and
maintenance to ensure that the vessel's cranes are always in
good working order during the loading and discharging operations
with due regard to safety.

It is the joint responsibility of the Chief Engineer and the Chief

Officer to ensure that all moving parts are adequately greased,
machinery being the Chief Engineer's responsibility, and wires,
sheaves etc the Chief Officer's responsibility, although they must
liase closely to determine a proper and suitable greasing
programme, always taking into account the amount of use the
cranes have been or will be subjected to. General maintenance of
the crane exteriors and fittings is the responsibility of the Chief
Officer.

Repair to crane jibs

On some vessels, it was reported that the ship's staff had carried
out unauthorised repairs to crane jibs by cropping and welding
inserts over damaged or wasted sections. Crane jibs are subject
to heavy, fluctuating loads and must be periodically inspected,
surveyed, load-tested and certified. They are often made of high-
tensile, for which special procedures have to be observed during
repairs.

Therefore, repairs must be carried out only in consultation with

the manufacturer and classification society concerned. Any
damage noticed to crane jibs must be reported to the ship
owner/manager and advice sought before carrying out any kind
of repair.

Wires -greasing - protection

Apart from the mechanical stresses placed on crane wires during

operation, the factors most affecting their working life are:-

 Weather Protection
 Lubrication

Regular application of good quality wire rope grease will fulfil both
purposes. It is the responsibility of the Chief Officer to ensure
that sufficient stocks of suitable grease are held on board.

Because most wire greasing will be done with the jibs in the
stowed position, there are certain parts of each wire which will be
less accessible. These are those parts of the hoist and luff wires
which lie on a sheave, and those parts which lie inside the crane
structure. Attention must be paid to the ends of the wires where
they are secured, as this part of the wire is often very
inaccessible and overlooked. It is essential that any extra time
required, is taken to ensure adequate protection in this area.

There are no circumstances which can excuse a vessel arriving in

port, where the deck cranes are to be used, with the wires in a
dry condition. However, it must be remembered that, especially
in very warm weather, that if the crane wires have been over
greased it is possible that the grease may begin to run and drop
onto the cargo. This must also be avoided as it may result in
cargo damage claims.

Wires maintenance & how to avoid mechanical damage

Provided that the grooves in the sheaves are in good order and
that the wire is allowed to run free and not be dragged over
coamings, the crane wire should not suffer mechanical damage.
The Duty Officer must always be on the lookout for bad practices
by crane operators, and stop any abuse of the ship's equipment.
The Chief Officer must be informed immediately if such bad
practices have been witnessed in order that an appropriate claim
can be made.

Standard regulations dictate that a wire must be replaced when

10% of the visible strands are broken within a length of nineteen
times the diameter. This is a fair guideline and is to be the worst
condition into which the wire is allowed to fall, before replacing it.
Before arrival at loading/discharging ports, the wires must be
checked for broken strands, by sighting along the length of the
wire in both directions. It is inexcusable for any vessel to arrive in
port and suffer a failure of port/inspection due to a faulty wire.
This must be discovered early enough to change the wire in time
to commence cargo operations without delay to the vessel, and is
the responsibility of the Chief Officer.

Crane windows / accesses

Time has been lost in the past through vessels arriving in a port
where cargo is to be worked, using ship's cranes, and the
stevedores have refused to drive them due to dirty windows,
untidy and dirty cabs, broken seats and operating levers, faulty
ventilation and/or heating, slippery oily accesses and ladders and
hand rails in poor or unsafe condition.

It is the duty of the Chief Officer to inspect the cranes prior to

arrival with respect to the above items, and it is also his
responsibility to ensure that any such defects are rectified before
the stevedores come on board. During cargo operations it is the
responsibility of the Duty Officer to ensure that the cranes remain
in good condition throughout the load/discharge and any
subsequent defects are brought to the attention of the Chief
Officer.

Marks

The S.W.L. of the cranes must be clearly marked in a conspicuous

position on the crane jib, and it must be ascertained by the Chief
Officer that all parties concerned with the load/discharge
operation are aware of the maximum capacity of cranes, and that
this is not exceeded. The weight of grabs, spotters, or other
cargo handling equipment attached to the hook must always be
taken into account.

Securing cargo cranes prior proceeding to sea

It is mandatory that, on every occasion, and without exception,

crane jibs are lowered into the jib crutches and secured before
putting to sea. The electric plugs and sockets are to be covered
against entry of water, and the electric cable is to be hove
sufficiently tight to prevent chaffing when the vessel is working in
a seaway.

All crane windows, doors and ventilation hatches are to be closed

and any portable guardrails and/or chains to be replaced. If your
vessel carried grabs or other cargo handling equipment, they
shall be well secured on every occasion before the vessel
proceeds to sea. Under no circumstances should they be left
unsecured, even during short coastwise sea passage.
0. Construction and maintenance of lifting appliances

(1) General.

All lifting appliance, including all parts and working gear thereof, whether fixed or moveable, and any
plant or gear used in anchoring of fixing such appliance, shall be:

(a) of good construction, sound material, adequate strength for the purpose for which it is used and
free from patent defect; and

(b) maintained in good repair and working order.

(2) Drums.

(a) Every drum or pulley round which the rope of any lifting appliances is carried, shall be of adequate
diameter and construction In relation to the rope used.

(b) Any rope which terminates at the winding drum of a lifting appliances shall be securely attached to
the drum and at least three dead turns of the rope shall remain on the drum in every operating
position of the lifting appliance.

(c) The flange of the drum should project twice the rope diameter beyond the last layer and if this
height is not available, other measures such as anti-slackness guards shall be provided to prevent the
rope from coming off the drum.

(3) Brakes.

Every lifting appliances shall be provided with an efficient brake or brakes which shall-

(a) be capable of preventing fall of a suspended lead (Including any test load applied in accordance
with these regulations) and of effectively controlling a load while it is being lowered;

(b) act without shock;

(c) have shoes that can be easily removed for relining; and

(d) be provided with simple and easily accessible means of adjustment:

Provided that this regulation shall not apply to steam winch which, can be so operated that the winch
is as safe as it would be if a brake or brakes were provided in accordance with this regulation.

(4) Controls.

Controls of lifting appliance shall,-

(a) be so situated that the driver at his stand or seat has ample room for operating and has an
unrestricted view of dock work, as far as practicable, and remains clear of the load and ropes, and
that no load passes over him;

(b) be positioned with due regard to ergonometric considerations for easy operation;

(c) be so located that the driver does not have to remain in the bright of the heel block;

(d) have upon them or adjacent to them clear markings to Indicate their purpose and mode of
operation;
(e) be provided, where necessary, with a suitable locking device to prevent accidental movement or
displacement;

(f) as far as practicable, move in the direction of the resultant load movement; and

(g) automatically come to a neutral position in case of power failure wherever automatic brakes are
provided.

41. Test and periodical examination of lifting appliances.-

(1) Before being taken into use for the first time or after It has undergone any alternations or repairs
liable to affect its strength or stability and also once at least in every five years, all lifting appliances
including all parts and gears thereof, whether fixed or moveable, shall be tested and examined by a
competent person in the manner set out In Schedule I.

(2) All lifting appliances shall be thoroughly examined by a competent person once at least In every
12 months. Where the competent person making this examination forms the opinion that the lifting
appliance cannot continue to function safely, he shall forthwith give notice in writing of his opinion to
the owner of the lifting appliance or in case of lifting appliance carried on board a ship not registered
in India, to the Master or officer-in-charge of the ship.

(3) Thorough examination for the purpose of this regulation shall mean a visual examination,
supplemented if necessary by other means such as hammer test, carried out as carefully as the
conditions permit, in order to arrive at a reliable conclusion as to the safety of the parts examined; and
if necessary for this purpose, parts of the lifting appliance and gear, shall be dismantled.

42. Automatic safe load indicators.-

(1) Every crane, if so constructed that the safe working load may be varied by raising or lowering of
the jib or otherwise, shall have attached to it an automatic indicator of safe working loads which shall
also give a warning to the operator wherever the safe working load is exceeded.

(2) Cut-out shall be provided which automatically arrests the movement of the lifting parts of the crane
in the event of the load exceeding the safe working load wherever possible.

(3)The provisions of sub-regulation (1) shall not apply where it is not possible to instal an automatic
safe load indicator, in which case, provision on the crane of a table showing the safe working loads at
the corresponding inclinations or radii of the jib shall be considered sufficient compliance.

43. Rigging of ship's derricks.-

(l) Every ship shall carry the current and relevant rigging plans and any other relevant information
necessary for the safe rigging of its derricks and necessary gear.

(2) All such rigging plans shall be certified by a competent person.

44. Securing of derrick foot.-

Appropriate measures shall be taken to prevent the foot of a derrick being lifted out of its socket or
supports.

45. Winches.-

(1) General

(a) Winches shall not be used if control levers to operate with excessive friction or excessive play.
(b) Double gear winches shall not be used unless a positive means of locking the gear shift is
provided.

(c) When changing gears on a two gear winch, there shall be no load other than the fall and the cargo
hock assembly on the winch.

(d) Adequate protection shall be provided to winch operator against the weather, where necessary.

(e) Temporary seats and shelters for winch operators which create a hazard to the winch operator or
other dock workers shall not be allowed to be used.

(f) When winchs are left unattended, control levers shall be secured in the neutral position and
whenever possible, the power shall be shut off.

(2) Steam winches

In every steam winch used in dock work,-

(a) measures shall be taken to prevent escaping steam, from obscuring any part of the decks or other
work places or from otherwise hindering or injuring any dock worker;

(b) extension control levers which tend to fall of their own weight shall be counter-balanced;

(c) except for short handles on wheel type controls, winch operations shall not be permitted to use the
winch control extension levers unless they are provided by either the ship or the employer and such
levers shall be of adequate strength and secure and fastened with metal connections at the fulcrum
and at the permanent control lever.

(3) Electric winches

(a) In case of any defect, dock workers shall not be permitted to transfer with or adjust electric control
circuits.

(b) Electric wireless shall be used for dock work in case where,-

(i) the electro-magnetic brake is unable to hold the load; and

(ii) one or more control points, either hoisting or lowering is not operating properly.

46. construction and maintenance of loose gears.-

(1) Every loose gear shall be

(a) of good design and construction, sound material and adequate strength for the purpose for which
it is used and free from patent defects and,

(b) properly maintained in good repair and working order.

(2) Components of the loose gear shall be renewed if one of the dimensions at any point has
decreased by 10 per cent. or more by user.

(3) (a) Chains shall be withdrawn from use when stretched and increased in length exceeds five per
cent, or when a link of the chain deformed or otherwise damaged or raised scarfs of defective welds
appeared.
(b) Rings hooks, swivels and end links attached to chains shall be of the same material as that of the
chains.

(4) The voltage of electric supply to any magnetic lifting device shall not fluctuate by more than + 10
per cent.

47. Test and periodical examination of loose gears.-

(1) All loose gears shall be initially tested for the manufacturer by a competent person, in a manner
set-out in Schedule-I before taking into use or after undergoing any substantial alternations or renders
to any part liable to affect its safety and shall subsequently be retested for the owner of the gear, at
least in every five years.

(2) All loose gears shall be thoroughly examined once at least in every twelve months by a competent
person. In addition chains shall be thoroughly examined once at least every month by a responsible
person.

48. Ropes.-

(1) No rope shall be used for dock work unless:-

(a) it is of suitable quality and free from patent defect, and

(b) in the case of wire rope, it has been tested and examined by a competent person in the manner
set out in Schedule I.

(2) Every wire rope of lifting appliance or loose gear used in dock work shall be inspected by a
responsible person once at least in every three months, provided that after any wire has broken in
such rope, it shall be inspected once at least in every month.

(3) No wire rope shall be used in dock work if in any length of eight diameters the total number of
visible broken wires exceed 10 per cent. of the total number of wires or the rope shows sign of
excessive wear, corrosion or other defects which in the opinion of the person who inspects it or
Inspector, renders it as unfit for use.

(4) Eye splices and loops for the attachment of hooks, rings and other such parts to wire ropes shall
be made with suitable thimble.

(5) A thimble or loop splice made in any wire rope shall conform to the following standard,-

(a) wire rope or rope sling shall have at least three tucks with full strand of rope and two tucks with
one-half of the wires cut out of each strand and strands in all cases shall be tucked against the lay of
the rope;

(b) protruding ends of strands in any salice on wire rope and rope slings shall be covered or treated
so as to leave no sharp points;

(c) fibre rope or rope sling shall have at least four tucks tail of such tuck being whipped in a suitable
manner; and

(d) synthetic fibre rope or rope sling shall have at least four tucks with full strand followed by further
tuck with one-half filaments cut-out of each strand and final tuck with one-half of the remaining
filaments, cut-out from trends. The portion of the splices containing the tucks with the reduced number
of filaments shall be securely covered with suitable tape or other materials: Provided that this sub-
regulation shall not operate to prevent the use of another form of splice which can be shown to be as
efficient as that laid down in this regulation.
49. Heat treatment of loose gears.-

(1) All chains other than briddle chains attached to derricks on mass and all rings, hooks, shackles
and swivels used in hoisting or lowering shall, unless they have been subjected to such treatment as
an Inspector may, subject to confirmation by the Chief Inspector approve, be effectively annealed
under supervision of a competent person and at the following intervals:

(a) 12.5 milimetre and smaller chains, rings, hooks, shackles and swivels in general use, once at least
in every six months; and

(b) all other chains, rings, hooks, shackles and swivels in general use, once at least in every twelve
months:

Provided that in the case of such gear used solely on cranes and other hoisting appliances worked by
hand twelve months shall be submitted for six months in sub-clause (a) and two years for twelve
months in sub-clause (b):

Provided further that where an Inspector is of the opinion that owing, to the size, design material or
frequency of use of any such gear or class of such gear, the requirements of this regulation as to
annealing is not necessary for the protection of dock workers, he may by certificate in writing (which
he may at his discretion revoke) and subject to confirmation by the Chief Inspector exempt such gear
or class of gear from such requirement subject to such conditions as may be specified in such
certificate.

(2) Sub-regulation (1) shall not apply to;

(i) pitched chains, working on sprocket of sprocketed wheels;

(ii) rings, hooks and swivels permanently attached to pirched chain, pulley blocks or weighing
machines; and

(iii) hooks and swivels having ball bearings or other case hardened parts.

(3) All chains and loose gears made from high tensile steel or alloy steel be plainly marked with an
approved mark indicating that they are so made. No chain or loose gear made from high tensile steel
or alloy steel shall be subject to any form of heat treatment except where necessary for the purpose of
repair and under the direction of a competent person.

(4) If the past history of wrought iron gear is not known or if it is suspected that the gear has been
heat treated at incorrect temperature, it shall be normalised before using the same for dock work.

50. Certificate to be issued after actual testing, examination, etc.-

A competent person shall issue a certificate for the purpose of regulation 41, 47, 48 or 49 only after
actual testing or, as the case may be, examination of the apparatus specified in the said regulation.

51. Register of periodical test and examination and certificates thereof.-

(1) A register in Form II shall be maintained and particulars of test and examination of lifting
appliances and loose gears and heat treatment, as required by regulations 41, 47 and 49 shall be
entered in it,

(2) Certificates shall be obtained from competent person and attached to the register in Form II, in
respect of the following, in the forms shown against each:

(a) initial and periodical test and examination under regulations 41 and 47, for-
(i) winches, derricks and their accessory gear in Form III.

(ii) cranes or hoists and their accessory gear in Form IV;

(b) test, examination and re-examination of loose gears under regulation 47 in Form V;

(c) test and examination of wire ropes under regulation 48 in Form VI;

(d) heat treatment and examination of loose gears under sub-regulation (1) of regulation 49, in Form
VII;

(e) annual thorough examination of the loose gears under sub-regulation (2) of regulation 47 in Form
VIII, unless required particulars have been entered in the register in Form II.

(3) The register and the certificates attached to the register shall be,-

(a) kept on board the ship in case of ship's lifting appliances, loose gears and wire ropes;

(b) kept at premises of the owner in respect of other lifting appliances, loose gear and wire ropes;

(c) produced on demand before an Inspector; and

(d) retained for at least five years after the date of the last entry.

(4) No lifting appliance and loose gear in respect of which an entry is required to be made and
certificates of test and examination are required to be attached in the register in Form II, shall be used
for dock work unless and until the required entry has been made in the register and the required
certificates have been so attached.

52. Marking of safe working load.-

(1) Every lifting appliance and every item of loose gear shall be clearly marked with its safe working
load and identification mark by stamping or where this is impracticable, by other suitable means.

(2) (a) Every ship's derrick (other than derrick crane) shall be clearly marked with its safe working load
when the derrick is used,-

(i) in single purchase,

(ii) with a lower cargo block, and

(iii) in union purchases in all possible block positions;

(b) The lowest angle to the horizontal, that the derrick may be used, shall also be legibly marked.

(3) Every lifting appliance (other than ship's derricks) having more than one safe working load shall be
fitted with effective means enabling the operator to determine the safe working load under each
condition of use.

(4) Means shall be provided to enable any dock worker using loose gears to ascertain the safe
working load for such loose gears under such conditions as it may be used and such means shall
consists,-

(a) as regards chain slings, of marking the safe working load in plain figures or letter: upon the sling or
upon a tablet or ring of durable material attached securely thereto; and
(b) as regards wire rope slings, either the means specified in CL (a) above or a notice or notices so
exhibited as can be easily read by any concerned, dock worker stating the safe working load for the
various sizes of the wire rope slings used.

(5) No lifting appliance or loose gear shall be used unless marked in accordance with the provisions of
this regulation.

53. Loading of lifting appliances and loose gears.-

(1) No lifting appliance, loose gear and wire rope shall be used in an unsafe way and in such a
manner as to involve risk to life of dock workers, and, in particular, shall be loaded beyond its safe
working load or loads, except for testing purposes as given in Schedule I and under the direction of a
competent person.

(2) No lifting appliance and loose gears or any other cargo handling appliances shall be used, if-

(a) the Inspector is not satisfied by reference to a certificate of test or examination or to an

authenticated record maintained as provided under the regulations; and

(b) in the view of the Inspector, the lifting appliance, loose gear or any other cargo handling appliance
is not safe for use in dock work.

54. Pulley blocks.-

No pulley blocks shall be used in dock work unless the safe working load and its identification marks
are clearly stamped upon it.

55. Vacuum and magnetic lifting device.-

(1) No vacuum or any other lifting device where the load is held by adhesive power only, be used
while workers are performing operations in the holds.

(2) Any magnetic lifting device used in connection with dock work shall be provided with an alternative
supply of power, such as batteries, that come into operation immediately in the event of failure of the
main power supply:

Provided that the provisions under this sub-regulation shall not apply to magnetic lifting device that is
being used to load or unload scrap metal or to other cargo handling operations of such a nature that
there is no dock worker within the swinging zone of the load.

56. Knotting of chains and wire ropes.-

No claim or wire rope shall be used in dock work with a knot in it.