Cargo work Union Purchase Rig Thiss probably the most common derrick system in use on general cargo

vessels. The rigging of the union purchase rig is arranged by plumbing the inshore derrick over the quayside, while the second derrick is plumbed over the hatch area containing the cargo. Precautions when handling union purchase rig. The following criteria must be complied with all times. 1. The operating angle of the either derrick should preferably be not less than 30 0 to the horizontal and in no case should it be less than 15 0. 2. To avoid excessive tension in the rig the safe working angle between the married cargo runners should not normally exceed 90 0, and an angle of 120 0 should never be exceeded. 3. The outreach beyond the midship breadth of the ship should not be less than 4 m. 4. The SWL of a union purchase rig must be calculated in accordance with classification society or dock labour regulations. 5. In the absence of above, the Code of Safe Working Practice for Merchant Seaman recommended that where derricks have not been marked with the SWL in union purchase rig. They should not be used for loads in excess of one-third of the SWL of the derrick. Load diagrams for ships purchase rig should be consulted. 6. The max SWL of the rig should never exceed the SWL of the cargo runner and a good safety factor would be to lift a max weight equal to 75% of the runner SWL. 7. Unduly long slings should not be used by stevedores. 8. The standing guy of the boom which is over the side should not be placed too far back as this increase the possibility of the boom jackknifing. 9. The same guy should not be secured too close to the boom, as a narrow angle will increase the loading on the guy. 10. A union hook should be used to connect the cargo runners. He three-way swivel, i.e. theres a swivel above the cargo hook and one at each runner shackle, will ensure that twists will not develop in the runners. 11. Runners shouldnt be allowed to rub against the hatch coamings and guardrails or bulwarks as this will result in their deterioration. 12. Eyes on shackles lug should be moused with seizing wire to prevent lug from working loose. 13. Heel block should be secured with light chain so that the block does not drop when the load is taken off the runner. 14. The rigging of the derricks should be supervised by a competent person.

15. Protective equipments should be worn by person involved in the operations. Some important points to remember. The two cargo runners are joined together at a triple swivel hook, known as a union hook, or often to as a Seattle hook. UndulyStevedores- Men employed in the loading/unloading of ships. Slings- Band round anything to lift, throw or support. Slewing guy- a guy used for manoeuvring a derrick. These guys are eased off when the standing guys are set up in union purchase. Standing guy- a guy used for holding a derrick in its required position. (Also known as preventer guy) Headroom (or drift)- The vertical distance from the top of the hatch coaming or from a permanent errection (whichever is the higher) to the point of connection of the runners. (In practice the cargo hook will reduce this headroom.) Jack-knifing- The self-closing of a derrick boom under load, due to the forces tending to lift it exceeding those tending to hold it down. Disadvantages. 1. It can only be used for light loads, an average of approximately 1.5 tonnes to 2.0 tonnes per load. 2. The winch man must be highly skilled & experienced. 3. The derricks cant be used for spot loading. 4. Repositioning the derrick is time consuming. Test on Derricks SWL Up to 20 tonnes Exceeding 20 T but not exceeding 50 T Over 50 T Proof Load 25% in excess of SWL. 5 T in excess of SWL. 10% in excess of SWL.

The Heavy lift Jumbo derrick These are basically large swinging derrick, but of higher SWL, fitted with three to six fold purchases for cargo hoists and topping lifts. Precautions when handling heavy lifts: 1. All gear involved should be carefully examined before use.

2. All wires and blocks to be checked for any defects, sheaves to be examined for free rotation. 3. All gear selected should be of adequate SWL. 4. Allowance should be made for the weight lifted plus the purchase weight. 5. End links, rings or shackles to ride freely from whichever point they hang. 6. Stropes, wire slings, eye bolts etc. to be examined that theyre of adequate strength. 7. While slinging, wood or other packing to be used to protect the sling from any sharp edges on the load and to prevent the sling from cutting into the land. 8. Avoid shocks due to load slipping or sudden starts. 9. Winch-men should be experienced, co-ordinate well and operate smoothly. 10. Stability- The ship must have an adequate GM bcoz when the load is lifted its COG rises to the derrick head. Hence the COG of the ship rises. A negative metacentric height (- GM) must be avoided. 11. The vessel should be initially upright with moorings taut and manned, as the vessel will acquire a list when the load is swing out board. 12. Barges that are not in immediate use must be cast off. 13. Preventer stays may have to be rigged onto the mast. 14. Winches must be put in double gear. 15. Steadying lines must be secured if possible to the corners of the load. 16. Remove guardrails if possible. Stowage factor It is the volume occupied by a unit weight of cargo usually expressed in cubic meters/ tonne (metric) or cubic feet / tonnes. It will be noticed that stowage factor is the reciprocal of density. Cargoes with a high density have a low stowage factor and vice versa. To find out how many tonnes of cargo can fit in a particular hold, the volume of the hold must be divided by the stowage factor of the cargo. It can be obtained by divided the volume of that hold by S.F. of that cargo. Broken stowage It is the space between packages, which remains unfilled. This factor varies with the type of cargo and the shape of the hold. It is the greatest when the packages are of a large size and irregular shape. It is expressed as a percentage of the volume of the cargo and not of the space stored in. Broken stowage must always be added to the stowage factor to get the realistic space that the cargo will occupy. Load density

Its the max weight that can be safely loaded on a unit area. It is expressed in tonnes/m2. The height to which cargo be stowed on a deck will depend on the load density of that deck and the stowage factor of the cargo. Port speed This is known as the determining the earning capacity of the vessel. It effect the earning capacity of the vessel. Each day a vessel remains unnecessarily in port result in a reduction of ships earning capacity. Angle of repose It is the angle between the horizontal and the slop of the cargo obtained. The greater the angle it is less likely to shift. Angle of repose > 350 consist of lumps of various size from 3 to 300 mm, which interlocks and stable. Angle of repose < 350 cargo of this type are subject to liquefaction process, small granules and shift quite easily. Bale Capacity Cargo It is the cubic capacity of a space when the breadth is taken from the inside of the battens, the depth from the top of the wood sheathing on the tank top to the underside of the deck beams and the length from the inside of the bulkhead stiffeners or spar ceiling where fitted. Grain Capacity It is the cubic capacity of a space when the length, breadth and depth are taken right to the plating. Allowance is made for the volume occupied by the frames, beams and stiffeners. Obviously the bale capacity will be less than the grain capacity in most cases, but they can sometimes be the same in certain bulk carriers, roro ships etc., Hygroscopic Cargoes Hygroscopic cargoes are mainly of vegetable origin such as grain, floor, cotton, tobacco, which are effected by humidity and giving off moisture. Non-Hygroscopic Cargoes Non-Hygroscopic cargoes are mainly of solid nature such as steel product, machinery earth ware, and can be subject to damage from cargo sweat in the form of rusting.

Bay A bay is one containers length when looking at the ship from the side and counting from forward. Odd No. e.g., 01, 03 etc., are allocated to 20 container. Even No. e.g., 02, 04 etc., are allocated to 40 with 02 being the first bay.

Row A row is the width of a container looking down the hold. 00 is allocated to the row on the center line with ODD numbers increasing to STARBOARD, and EVEN numbers increasing to PORT.

Tier Each tier is one container height looking at the top from the side, and increasing vertically .Tiers of containers stowed under deck are numbered from 02, 04... 16 etc. Tiers of containers stowed on deck are numbered from 82, 84, 86, 88 etc.

How would you load grain in a general cargo ship / bulk cargo ship? Grain loading. Preparations and precautions for loading grain Prior loading: Make a pre stowage plan. Get cargo information from the shipper. Calculate the stability criteria complies with the requirement of International grain code. Planning, calculation and loading to be made for ship's stability at all stages of loading. Clean and prepare cargo holds for loading grain.

Clean and test cargo holds bilges. Check weather tightness of hatches. Check cargo-handling gears in good operational condition. Initial draft survey to be carried out before loading grain. During loading: Load grain as per cargo stowage plan. Follow loading sequences. Check stresses on hull are within the limit. Trimming of cargo to be carried out as per loading plan. Precautions to be taken for grain dust to protect human hygiene and equipments. Check cargo for any sort of damage. Check cargo for infestation. Check moorings at frequent intervals. Prior sailing: Fumigate the cargo using pesticides if required. All cargo holds to be closed and properly secured. Prevent entering of seawater during adverse weather condition. Take proper draft and calculate loaded quantity by final draft survey. Calculate final state of stability after completion of loading. During the voyage: Check humidity and adjust ventilation if required. Regular sounding of bilges. Ensure ship's stability is maintained. Inspect securing arrangements regularly if possible.

What is heavy lift? How will you load a heavy lift? HEAVY LIFT Required information I will try to collect information about the heavy lift, such as: What type of cargo. The weight of cargo. Dimensions and size of the cargo. Cargo will be loaded by ship/shore's lifting gear. When the cargo is arriving. Destination of cargo. Where the cargo will be loaded as per shipper's instruction. Include the heavy lift in cargo plan, considering all the aspects of cargo planning.. Rigging of heavy lift All gears associated with lifting such as runners, guy pendants, tackles, blocks etc, to be examined carefully. Lifting gears and associated equipments to be greased and renewed as necessary. All other riggings cleared. Rig wires, blocks etc as per rigging plan. Rig Preventers and backstays as per the plan. Topping lifts in good condition and securely shackled (moused). Winches should be in double gear. Derrick unclamped from mast. Set tight preventer guys. Rig extra stays if required Once clamp removed, take weight on messenger and slowly lower the derrick. Prior lifting Check vessels stability. Maximum possible loss of GM in the operation to be calculated Maximum possible list and trim during operation to be calculated. Free surface effects to be considered. All tanks should be pressed up or empty to avoid free surface effect. Vessel to be even keel and upright as far as practicable. Rig fenders. Cast off any barge.

Test the SWL of the lifting gear and associated equipments, it must be below the weight to be lifted. Check load density of the hatch/deck area the load being loaded. Load density must not exceed the value given in stability booklet. Distribute load on deck using dunnage. Rails removed. Barges cast off. Unnecessary personnel removed. Lashing arrangement is sufficient. Extra lashing points may be welded. When lifting Inform E/Room and galley. Inform all relevant personnel. Ensure fore and aft moorings are taut and tended. Use steadying lines (swing preventers). Competent winchman. Communication signals understood. Standard signals as per COSWP to be used. Only one competent person to signal the whole operation. Whole operation to be supervised by a responsible officer. Raise gangway. The derrick to be plumbed over the weight. Take weight slowly. Lift the load slowly, swing in the correct position and load on the appropriate position. Control swing by steadying stays. Best place to load Longitudinals, plate floors. Solid floors or transverses. Examples: along longitudinal center girder, lower hold abaft machinery space. Load density not to be exceeded. In the hatch, in preference to on deck because of larger GM. Consider emergency action if vessel develops heavy list (more than calculated) during the operation. Take proper lashing, considering heavy weather on the voyage. How would you load a heavy lift if the load is exceeding the deck load capacity? If the heavy lift exceeds load density Spread the load over a large area so that the load density is less than the maximum load capacity of that area.

Add bearer, thick dunnage and spreaders.

Where will you find information regarding lashing heavy lift?

How to load a heavy lift in dry dock? LOAD HEAVY LIFT IN DRY DOCK Approval required from dry dock authority. Same normal precautions for loading heavy lifts. Preferably load by dockyard crane if available. Side shores to be added to prevent vessels heeling over. Consider stress on ship's structure. To prevent structure to be overloaded, DB tanks below hold where cargo is being loaded, may be ballasted. How would you load a heavy lift if the load has exceeded the SWL of cargo gear? What is SWL and Breaking Stress? Safe Working Load (SWL) is the stress that a component of a lifting apparatus can safely bear in normal use. Breaking Stress or Breaking Strength is the stress at which a component will fracture. What is Proof Load? Proof load is defined by the SWL + %tonnage to which the lifting equipment is tested to e.g. 60 tons SWL, derrick proof load = 66 tonnes. What is maximum securing load?

The register of Ships Lifting Appliances and Cargo Handling Gear. The Register is kept and maintained by the ships Chief Officer and it is an item of considerable importance because of the requirements of ISM auditors. The Register contains all the certificates of Derricks/cranes, blocks, shackles, wires, chains, hooks, etc. How the register is maintained by the Chief Officer can very, but it would normally be a file system by hatch or by item, i.e. all the certificates of wires, all the certificates of shackles. Alternatively, all the certificates of equipment at No.1 hatch, all the equipment at No.2 hatch, and so on. There are five chapters in the register. Chapter 1 Derrick maintenance Chapter 2 Cranes Chapter 3 List of items exempted from annulling Chapter 4 List of items for annulling Factor of Safety Factor of Safety is a factor used to divide the Breaking Stress to obtain the SWL. Any equipment such as ropes, wires, blocks, shackles, etc., received on board, they should be accompanied by a test certificate. The test certificate will include: Size or dimensions of the component The breaking strength The SWL Name of the testing authority Name of the certifying authority Breaking strengths can be obtained from the following formulae, where D is the diameter in mm, and the result is in tonnes: Rope: Manila 2D2 300 polypropylene 3D2 300

Chain: Grade I stud 20D2 Grade II stud 30D2 600 600 Wire: 6 strand, 12 wires per strand 15D2 / 500 The SWL of a component cannot be exceeded at any time during normal use. It can only be exceeded When the component is being tested, or When it is being used for an emergency such as the use of ground tackle for ungrounding a ship.

When a component of a lifting gear is to be tested we cannot test it to its breaking strength, as this would destroy the component. We have to apply a load on it, more than the SWL sufficient to assure us that when it is loaded upto its SWL; it will safely bear this load. This load that we apply more than the SWL, is called the proof load. The proof load depends on the component and its size. COMPONENT Chains, rings, hooks, shackles, swivels 25t Single sheave pulley blocks Derricks < 20 SWL 20t 50t SWL > 50t SWL PROOF LOAD 2 x SWL 4 x SWL SWL + 25% SWL + 5t SWL + 10%

Derricks and cranes can be tested in two ways. A static test and a dynamic test.

The International Maritime Dangerous Goods (IMDG) Code The International Maritime Dangerous Goods (IMDG) Code is based on the report of the United Nations Committee of Experts on the Transport of Dangerous Goods, which also forms the basis for legislation and recommendations for transport of Dangerous Goods by other modes - road, rail and air. The IMDG code comes in 2 volumes and a Supplement. The 2 volumes cover details of dangerous goods, all of which are subdivided into: 9 classes. Contents of the IMDG Code may be summarized as follows: a) b) c) d) e) f) g) h) General Provisions, Definitions and Training. Classification Dangerous Goods list and limited quantities exceptions Volume 2 Packing and Tank provisions Consignment procedures Construction and testing of packaging Transport operations Supplement covers, Ems, MFAG, Reporting Procedure, Packing, Pesticides & Others.

Dangerous Goods shall be divided into the following classes: Class 1 Class 2 Class 3 Class 4.1 Class 4.2 Class 4.3 Class 5.1 Class 5.2 Class 6.1 Class 6.2 Class 7 Class 8 Class 9 - Explosives - Gases: compressed, liquefied or dissolved under pressure. - Flammable liquids. - Flammable solids. - Substances liable to spontaneous combustion - Substances which, in contact with water, emit flammable gases. - Oxidizing substances - Organic peroxides - Poisonous (toxic) substances - Infectious substances - Radioactive materials - Corrosives - Miscellaneous dangerous substances, that is any other substance which experience has shown, or may show, to be of such dangerous character that the provisions of this part shall apply to it.

LOADING IMDG CONTAINERS Check DG note, DG manifests are provided. Vessel to be given proposed stowage plan. Check if segregation requirements are met. Check marking, labeling and placarding of the containers are in good condition. Damaged or leaked containers will not be accepted. Keep combustible materials away from sources of ignition. Stow in places not liable to damage or heating. Stow in a position so that the contents may be moved/jettisoned in case of any emergency. Naked lights and smoking is prohibited in or near DG areas. Fire fighting appliances are kept ready to deal with possible fire. Protective clothing and SCBA sets to be available. Bunkering, hot work, use of radar or radio transmitters to be stopped, especially if the cargoes are explosive type. If possible, the operation to be in daylight hours. At night, adequate lightings to be provided. Ambient temperature in relation to the flash point to be taken into account. Any spillage to be carefully dealt with, taking into consideration the nature of the substance. Consult EMS and MFAG in case of any accident involving DG. Once containers are loaded, location od DG containers to be

counterchecked with the bay plan.