Chapter 3

Cargo Handling Equipment

Introduction

• The fitting and operation of cargo handling appliances are strictly governed by Classification societies and
the British Standards Institute.
• There are different types of lifting appliance in use and derricks system is oldest and most common and
union purchase arrangement is most preferred cargo handling configuration.
• Derricks have simple rigging arrangements and SWL up to 10 T. Derricks subsequently developed and the
rigging got more complex with ability to lift heavier cargoes. A derrick is classed as a crane if it is fitted
with a modification (twin span tackles; system of luffing and/ or slewing the boom other than ropes such as
trunnion; cargo and/ or span winches built into the boom and moving with it).
• Jumbo, Stuelcken, Hallen and Velle/ Velle ‘T’ are derrick cranes. They are technological improvements on
traditional derricks and precursors of more modern cranes able to cargoes of 100 T or more. Hallen & Velle
derricks have built in limit switches, slack cargo wire cut-outs as safety devices, step-by-step joy-stick
control lever, emergency stop button and gears for speed control. Officers sailing on ships with any lifting
appliance/ cargo handling gear should be thoroughly familiar.
Jumbo, Stuelcken
The ASKA above is fitted with a combination of cranes and derricks that can be
rigged in union purchase, and a Stuelcken heavy lift derrick. To allow the type
illustrated to be swung through the posts to serve the next hatch, the union table
that joins the lower cargo blocks is detached, then rejoined once the derrick has
been swung through.

Stuelcken derricks are typically rated in excess of 200 tonnes. Before operating
Stuelcken, Hallen or Velle derricks the manufacturer’s guide should be studied in
detail. In this rig the span tackles are independent so they can be used to both top
and slew the derrick. The hoisting fall is endless so that different combinations of
heaving and lowering vary the speed of operation.
Regulations

• The MS & FV (Lifting Operations and Lifting Equipment) Regulations 2006 came into force on 24
November 2006. They implement EC Directives 89/655/EEC and 95/63/EC. They replace the MS
(Hatches and Lifting Plant) Regulations 1988. Details can be found in MGN332 (M&F). The new
regulations state:
• The majority of injuries to crew involving lifting equipment occur as a result of persons being struck,
crushed or caught in moving parts and equipment. The cause is often attributed to incorrect practices or
to errors of judgement. Other types of serious accident are caused by the failure of lifting equipment or
single point failures of equipment. Inappropriate use of lifting equipment and failure of lifting
equipment can also have an adverse effect on a vessel’s stability, and on smaller vessels this could
possibly lead to capsize.
• Accidents can be avoided through careful design and selection of lifting equipment. In this respect
employers may wish to consider the use of a suitable design code, with survey and certification carried
out by a competent authority. Corrosion, metal fatigue, inappropriate repairs or modifications and poor
maintenance can all contribute to reduced safety margins. This MGN provides advice both on the
requirements of the new Regulations and on the avoidance of accidents.”
Derricks and Cranes

• Cargo lifting and handling appliances or derricks and cranes, enable vessels to be
more self-sufficient, efficient and versatile. Vessels may have derricks, cranes or a
combination of them. The fitting and operation of cargo handling appliances are
strictly governed by relevant MS Regulations, British Standards Institute specifications
and Classification Society standards, for example, MS (Lifting Operations and Lifting
Equipment) Regulations & COSWOP, Code for Lifting Appliances in a Marine
Environment (Lloyds Register) and relevant BS provisions.
Swinging Derrick

Swinging derrick is another way of rigging a single derrick to not

only heave and lower the cargo wire rope but also give it the
ability to slew the cargo on ship into the hold or off the ship
onto the quayside.

In this arrangement, the guys take the form of short pendants

coupled with tackles. Generally two tackles are fitted, but
heavy derricks may be fitted with as many as four. Some
derricks are provided with standing guys called preventer guys,
which are fitted to prevent the derrick from swinging too far in
a certain direction.
Union Purchase

• It is the most common arrangement used with derricks on general cargo vessels. Two derricks are coupled by a union hook and are worked in
conjunction with each other. Each cargo boom is joined to vertical mast or post by a swivel fitting known as goose-neck. The luffing (up &
down) movement of the boom is carried out by a topping lift tackle and the athwart-ships movement is controlled by a slewing guy attached
to the outboard side of the boom head. The two booms are linked by a schooner guy which runs from the inboard side of one boom-head to
another and then to the deck via a lead block on the mast. The schooner guy maybe replaced by inboard slewing guy to enable movement
inboard. The derricks are positioned by guys and tackles. One boom is positioned over the hatch and the other over the ships’ side. Once the
booms are set in position, preventer guys are set up tight. These are single lengths of wire leading from the outboard side of the boom to the
deck to take the guy load during the cargo handling operation. The preventer guy is part of the standing rigging. The slewing guy consists of a
tackle rigged to advantage.
• Cargo wire (runner) from each boom is joined by a 3-way swivel known as the union hook. When cargo is being loaded, the weight is lifted by
the boom over the side of the ship.
• Once the load is lifted above the deck height well clear of any obstruction, the runner
• from the boom over the hatch is used to move it over to the hatch. The runner from the boom over the side is slackened till the load is
lowered into the hold. The main advantage of this system is that it is the fastest method for discharging break-bulk, non- unitised general
cargo. The disadvantages are that it can be used only for light loads (1 to 2 tonnes), the winch operator has to be highly skilled and
experienced, derricks cannot be sued for spot loading and re-positioning of derricks is time consuming.
Precautions:

Following precautions have to be complied with as per Lloyds’ code:

1.Minimum operating angle shall not be less than 15 ̊ to the horizontal (ideally not
less than 30 ).
2.The maximum included angle between the cargo runners must not exceed 120 ̊
3.The maximum outreach beyond the mid-ship breadth of the ship should not be
less than 4 metres.
4.The minimum head-room for derricks of SWL higher than 2 tonnes is 5 metres.
5.The tension should be taken off the slewing guys when the rig is set up so that
only the preventer guys are taken into account in calculating forces on the rig.
6.SWL of the rig is to be a percentage of the minimum SWL of any part of it with a
safety margin (25% less) included.
7.Unduly long slings should not be used.
8.The standing guy of the boom over the side should not be placed too far back to
prevent jack-knifing and it also should not be secured too close to prevent
unnecessary increase in stress on the loading guy.
9.Head-room beneath the load should be kept to a minimum required for safety.
10.The standing guy should be of adequate strength.
11.A union hook with a swivel should be used to connect the cargo runners.
12.Runners should be prevented to rub against the ships’ sides/ bulwarks/ railings
and
hatch coamings etc.
13.Rigging of the derricks should be supervised by a competent person.
Regular Maintenance & Planned Maintenance System (AMOS/ IDEA)

• “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 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.”
Heavy Lifts

• A small proportion of geared general cargo ships were typically fitted with one or more heavy lift derricks. A number of such
ships remain in service today. These vessels are able to supplement their normal general freight revenue by carrying items like
railway locomotives, yachts, barges and dredgers, boilers, engines and a whole variety of machinery and equipment that
could not be lifted using standard ship’s gear. Since much of this type of equipment was being delivered to developing
countries/ports it was unlikely the necessary lifting equipment was available at the discharge port.

• One of the most popular heavy lift derrick types was the Stuelcken. Unlike the Jumbo, Velle and Hallen alternatives, the
Stuelcken enjoyed the major advantage of being able to work the hatches and decks both forward and aft of its supporting
masts.

• Types of Heavy Lift Derricks/ Cranes:

• Jumbo; ii) Hallen; iii) Velle; iv) Stuelcken; v) Cranes – you can find more information one these in your notes.
Jumbo Derrick
• Jumbo derricks are essentially single gin pole derricks but with more complex rigging employing
multiple tackles. They also have more robust equipment components such as wire ropes and
boom. They are designed to lift heavier cargoes of usually up to twenty tons SWL, as compared to
derricks which may have lifting capacity of not more than 10 tonnes SWL.
Cranes
A large number of ships are fitted with deck cranes. These
require less time to prepare for working cargo than derricks
and have the advantage of being able to accurately place
(or spot) cargo in the hold. On container ships using ports
without special container handling facilities, cranes with
special container handling gear are essential.

Deck-mounted cranes for both conventional cargo handling

and grabbing duties are available with lifting capacities of
up to 50 tonnes. Ships specializing in carrying very heavy
loads, however, are invariably equipped with special derrick
systems such as the Stulken (see above figure). These
derrick systems are capable of lifting loads of up to 500
tonnes.
Crane
• Although crane motors may rely on pole-
changing for speed variation, electric-drive
and electro-hydraulic controls are the most
widely used. Deck cranes are required to
hoist, luff and slew, and separate electric
or hydraulic motors will be required for
each motion. Most makes of cranes
incorporate a rope system to effect luffing
and this is commonly rove to give a level
luff. In other words the cable geometry is
such that the load is not lifted or lowered
by the action of luffing the jib and the
luffing motor need therefore only be rated
to lift the jib and not the load as well.

https://www.youtube.com/watch?v=_QLtA5p_sYM&ab_channe
l=Liebherr
Floating Crane

•Steel is a dangerous cargo and it comes in many forms from railway lines to
ingots. It is heavy and very often difficult to manage because of its size. It has
stability issues due to its weight and shifting in heavy weather. Correct securing
and stowage is extremely important to prevent shifting and ensure stability.
Special attention has to be given to the use of rigging and lashing as per
requirements. Relevant number of chain lashings and strong timber are required
for a good and safe stow. Damage to the vessel when loading is common.
Semi-submersible
Semi-submersible

One reason for the recent move to specialised heavy lift ships is the sustained high oil
prices, the associated offshore activity and demand for the movement of heavy
equipment worldwide. It is the offshore industry that has stimulated the development
of semi-submersible heavy lift ships.

Semi-submersibles are able to lift and transport complete offshore rigs, derricks and
pre- fabricated structures in one piece. They are also able to service the busy port
development sector by transporting items like container cranes, floating docks, dredges
and harbour tugs. Before the availability of this option, rigs were moved around the
world under tow – a slow and hazardous process that kept valuable equipment out of
service for long periods’

The float-on method of loading entails sinking the entire mid-ship section of the semi-
submersible, leaving only the accommodation/bridge superstructure forward, and
stability towers aft, above the surface. The major proportion of the hull comprises
ballast tanks. Although primarily designed for float-on/float-off transport, ro-ro, skid-
on/skid-off or lift-on/lift-off methods may also be used.
Semi-submersible

Because the demand for this type of cargo is more sensitive to economic
cycles than the demand for general cargo it was considered that building of
special purpose ships was too risky. Unfortunately this meant that the ships
fitted with heavy lift derricks were of conventional design with normal ballast
and draught restrictions.
Modern heavy lift shipping is likely to be more specialised in design, providing
greater lifting capacity, larger unobstructed deck space, anti-heeling tanks,
stabilisers, and hulls designed to reduce accelerations in a seaway. Many are
able to operate in relatively shallow water.

Details of the semi-submersible heavy lift vessel Black Marlin are included in
the notes (RINA 2000). Further illustrations of heavy lift ships (next slides)
have been extracted from Heavy Duty Business (Doug Woodward, 2001).
Hatch Covers

The purpose and function of a

hatch cover and its coamings is to
prevent ingress of water into a
cargo hold after a large opening
has been cut in the deck for cargo
access. Hatch covers are a
moveable structure designed to a
weathertight standard.
 
There are a great variety of hatch
covers available today, ranging
from the simple pontoons found on
many container ships, to those
released, operated and secured
entirely by automated hydraulic
systems. Some examples are
illustrated below and over the
page.
Side rolling hatch cover
Folding hydraulic hatch cover
 Hydraulically stacking hatch covers

Roll storing covers

Container Hatch Pontoons