ICHCA Part 2

INTERNATIONAL SAFETY PANEL BRIEFING PAMPHLET # 2
SHIPS LIFTING PLANT

by

Tom Sims

ICHCA INTERNATIONAL PREMIUM MEMBERS:

ICHCA International Safety Panel Safety Briefing Pamphlet #2

ICHCA INTERNATIONAL LIMITED is an independent, non-political international membership
organisation, whose membership comprises corporations, individuals, academic institutions
and other organisations involved in, or concerned with, the international transport and cargo
handling industry.

With an influential membership in numerous countries, ICHCA Internationals objective is the
improvement of efficiency in cargo handling by all modes of transport, at all stages of the
transport chain and in all regions of the world. This object is achieved inter-alia by the
dissemination of information on cargo handling to its membership and their international
industry.

ICHCA International enjoys consultative status with a number of inter-governmental
organisations. It also maintains a close liaison and association with many non-governmental
organisations.

ICHCA International has an Honorary President, a nine person Board and National Sections
and a Regional Chapter in various countries, together with an International Registered Office
in the U.K. The offices primary role is to co-ordinate the activities of the organisation. It has
an International Safety Panel and an International Research and Education Panel. The
Registered Office maintains a unique and comprehensive database of cargo handling
information, publishes bi-monthly electronic newsletters, an annual hard copy report and
operates a dedicated technical enquiry service, which is available to members. It also
organises a biennial Conference.

Studies are undertaken and reports are periodically issued on a wide range of subjects of
interest and concern to members and their industry.

ICHCA International Limited Tel: +44 (0) 1708 735295
Suite 2, 85 Western Road, Fax: +44 (0) 1708 735225
Romford, Essex, RM1 3LS Email: info@ichcainternational.co.uk
United Kingdom Website: www.ichcainternational.co.uk
ICHCA International Limited
International Safety Panel Briefing Pamphlet #2

The International Safety Panel Briefing Pamphlet series consists of the following
pamphlets:

No. 1 International Labour Office (ILO) Convention No. 152 Occupational
Safety and Health in Dockwork (revised)
No. 2 Ships Lifting Plant (revised)
No. 3 The International Maritime Dangerous Goods (IMDG) Code (revised))
No. 4 Classification Societies (Revised)
No. 5 Container Terminal Safety
No. 6 Guidance on the Preparation of Emergency Plans (under revision)
No. 7 Safe Cleaning of Freight Containers (revised)
No. 8 Safe Working on Container Ships
No. 9 Safe Use of Flexible Intermediate Bulk Containers (FIBCs) (Revised)
No. 10 Safe Working at Ro-Ro Terminals
No. 11 The International Convention for Safe Containers (CSC)
No. 12 Safety Audit System for Ports
No. 13 The Loading and Unloading of Solid Bulk Cargoes
No. 14 The Role of the Independent Marine Surveyor in Assisting Claims
Handling
No. 15 Substance Abuse
No. 16 Safe Use of Textile Slings
No. 17 Shore Ramps and Walkways
No. 18 Port State Control
No. 19 Safe Handling of Interlocked Flats
No. 20 Unseen Dangers in Containers
No. 21 Stow it right
No. 22 Suspension Trauma
No. 23 Safe Handling of Forest Products
No. 24 Safe use of Road Vehicle Twistlocks
No. 25 An Illustrated Guide to Container Size and Type Codes

The International Safety Panel Research Paper series consists of the following
research papers:

No. 1 Semi-Automatic Twistlocks (under revision)
No. 2 Fumes in Ships Holds (revised)
No. 3 Health & Safety Assessments in Ports (under revision)
No. 4 Container Top Safety, Lashing and Other Related Matters
No. 5 Port & Terminal Accident Statistics (under revision)
No. 6 Safe Handling of Radioactive Materials in Ports and Harbour Areas
(revised)
No. 7 Ship Design Considerations for Stevedore Safety (under revision)
No. 8 Safe Walkways in Port & Terminal Areas
No. 9 Personal Protective Equipment & Clothing
No. 10 Back Pain
No. 11 Lifting Persons at Work for Cargo Handling Purposes in the Port
Industry

The International Safety Panel Technical/Operational Advice series consists of the
following:
No. 1 Vertical Tandem Lifting of Freight Containers
No. 1A Vertical Tandem Lifting Operations Checklist

Plasticised Pocket Cards

IIL/1 Dangerous Goods by Sea Documentation
IIL/2 Dangerous Goods by Sea: The IMDG Code Labels, Placards, Marks
and Signs
IIL/3 Confined Spaces on Board Dry Cargo Ships

General Advice Series

No. 1 Guidelines to Shipping Packaged Dangerous Goods by Sea advice
to consignors and shippers

Other titles in many of the series are in preparation

This publication is one of a series developed by the International Safety Panel
("Safety Panel") of ICHCA International Limited ("ICHCA"). The series is designed to
inform those involved in the cargo-handling field of various practical health and safety
issues. ICHCA aims to encourage port safety, the reduction of accidents in port work
and the protection of port workers' health.
ICHCA prepares its publications according to the information available at the time of
publication. This publication does not constitute professional advice nor is it an
exhaustive summary of the information available on the subject matter to which the
publication refers. The publication should always be read in conjunction with the
relevant national and international legislation and any applicable regulations,
standards and codes of practice. Every effort is made to ensure the accuracy of the
information but neither ICHCA nor any member of the Safety Panel is responsible for
any loss, damage, costs or expenses incurred (whether or not in negligence) arising
from reliance on or interpretation of the publication.
The comments set out in this publication are not necessarily the views of ICHCA or
any member of the Safety Panel
All rights reserved. No part of this publication may be reproduced or copied without
ICHCA's prior written permission. For information, contact ICHCA's registered office.


ICHCA International Limited - INTERNATIONAL SAFETY PANEL

The International Safety Panel is composed of safety and training officers and directors,
transport consultants, representatives from leading safety and training organisations,
enforcement agencies, trade unions, insurance interests, institutions and leading
authorities on the subject area from around the world.
Mike Compton (Chairman), Circlechief AP, UK
J ohn Alexander, UK
Martin Anderson, DP World. DUBAI
Paul Auston, Checkmate UK Limited, UK
David Avery, Firefly Limited, UK
Peter Bamford, CANADA
Bob Barnes, UK
J an Boermans, P&O Ports, THE NETHERLANDS
Mike Bohlman, Horizon Lines, USA (Deputy Chairman)
Roy Boneham, UK
Bill Brassington, GeSeaCo, UK
J im Chubb, BMT Murray Fenton Limited, UK
Gary Danback, IICL, USA
Rob Dieda, SSA, USA
Steve Durham, Trinity House, UK
Patricia Esquival, OPCSA, SPAIN
Margaret Fitzgerald, IRELAND
Pamela Fry, P&O Ports, CANADA
Fabian Guerra, Fabian Guerra Associates, EQUADOR
Harri Halme, Min. of Social Affairs & Health, Dept for Occupational Health & Safety,
FINLAND
Daragh Henry, APM Terminals, THE NETHERLANDS
J eff Hurst, UK
Peter van der Kluit, THE NETHERLANDS
Fer van der Laar, IAPH, THE NETHERLANDS
Larry Liberatore, OSHA, USA
Kate Linley, Australian Maritime Safety Authority, AUSTRALIA
Shimon Lior, Israel Ports, Development and Assets, ISRAEL
Eric Luca, ECT, THE NETHERLANDS
Kees Marges, THE NETHERLANDS
Richard Marks, Royal Haskoning, UK
J oachim Meifort, Hamburger Hafen-u Lagerhaus A-G, GERMANY
Marios Meletiou, ILO, SWITZERLAND
J ohn Miller, Mersey Docks & Harbour Company, UK
Al le Monnier, ILWU, CANADA
Pedro J . Roman Nunez, Puertos del Estado, SPAIN
J ohn Nicholls, UK
Nic Paines, Gordon, Giles & Coy Ltd, UK
Benoit Passard, PEMA, SWEDEN
Mick Payze, AUSTRALIA
Irfan Rahim, International Maritime Organization, UK
Captain Peter Lundahl Rasmussen, BIMCO, DENMARK
Risto Repo, Accident Investigation Bureau of Finland, FINLAND
Raymond van Rooyan, SAPO, SOUTH AFRICA
Ron Signorino, The Blueoceana Company, Inc., USA
Armin Steinhoff, Behrde fr Arbeit, Hamburg, GERMANY
Bala Subramaniam, INDIA
Andrew Synnott, Patrick Stevedoring, AUSTRALIA

Markus Theuerholz, MacGregor-Conver, GERMANY
Raoul de Troije, Confidence Shipmanagement Company BV, THE NETHERLANDS
Hubert Vanleenhove, Hessanatie, BELGIUM
Andrew Webster, TT Club, UK (Deputy Chairman)
Evert Wijdeveld, Environmental & Safety Affairs, Deltalinqs, THE NETHERLANDS
(Deputy Chairman)
Bill Williams, Maersk Inc. USA
Dave Wilson, Hutchison Ports (UK) Limited, UK

OBSERVERS:
Capt. J im McNamara, National Cargo Bureau, Inc., USA
Charles Visconti, International Cargo Gear Bureau, Inc., USA

CORRESPONDING/ASSOCIATED MEMBERS:
Gerrit Laubscher, Estivar pty, SOUTH AFRICA
Paul Ho, HIT, HONG KONG
Paul Rossi, OSHA, USA
Richard Day, Transport Canada, CANADA
Samuel Ng, Maritime Department, HONG KONG

The above lists those persons who were members of the Panel when the pamphlet was
published. However, membership does change and a list of current members can always be
obtained from the ICHCA International Secretariat.


About the Author

Tom Sims was an apprentice through to Chief Officer on general cargo trades world-
wide with Prince Line from 1949 to 1960. He then became Stevedoring
Superintendent with A E Smith Coggings Ltd, Stevedores from 1960 to 1976
responsible for ship management, loading and discharging all cargoes. From 1968
he was Equipment Superintendent responsible for all mechanical and lifting
equipment for the Group in London and Tilbury. He became Marine Equipment co-
ordinator for Coubro & Scrutton Ltd from 1976 to 1994 dealing with Port Operators,
Stevedores and Shipowners on Cranes, Derricks, Lifting Equipment, Container
Securing and Ro-Ro Lashing. Since 1994, he has offered a consultancy service on
lifting and securing equipment, the designing of lifting equipment and implementation
of ISO Standards, EU Standards and Regulations. He is a Foreign Going Master
and a chains and ships cargo gear tester and examiner. He assisted in developing
chapters 4&5 of the third edition of the ILO Code of Practice on Health and Safety in
Ports and was the technical consultant in developing PSO pocket cards on safe
slinging.

.


CONTENTS

Item Page

1 What is Ships Lifting Plant? 1
2 What are the problems with Ships Lifting Plant? 1
3 How is Ships Lifting Plant kept in a safe condition? 1
4 What is the legal position? 2
4.4.1 Provision of safe lifting plant by ship 3
4.4.2 Use of safe lifting plant by cargo handlers 3
5 Duties 4
5.1 Ship 4
5.2 Shore 4
6 Records 4
7 Practical guidance for cargo handlers 5

Appendices

1 Definition of ships lifting plant
2 Meaning of thorough examination
3 Countries who have ratified ILO 152
4 Countries who have ratified ILO 32
5 Records required to be kept by ILO 152

Bibliography

ISBN: 1 85330 095 0
978-1-85330-011-0

First Published 1993
Revised 2004
Second revision 2006


Ships Lifting Plant

1 What is ships lifting plant?
1.1 Ships lifting plant comprises mechanical lifting appliances and lifting gear
carried on board ship and used for the discharge and loading of cargo or
ships stores or equipment.

1.2 Lifting appliances include:
Derricks
J ib cranes
Derrick cranes
Transporter or gantry cranes
Fork lift trucks and mobile cranes carried by the ship
Cargo lifts

1.3 Stern ramps, side ramps, front ramps and internal ships ramps are classed
as access equipment and are not used as lifting appliances but lifting
appliances are used to place and restow them. Therefore this type of
access equipment is subject to the same requirements as for lifting
appliances.

1.4 Ships lifting gear includes:
Slings: wire rope, chain, fibre (man-made and natural)
Lifting chains
Lifting frames
Spreaders
Any other gear which is provided by the ship and used to
connect the load to the lifting appliance

1.5 See Appendix 1 for complete definitions of lifting plant, dockwork and the
ships covered by the provisions.

2 WHAT ARE THE PROBLEMS WITH SHIPS LIFTING PLANT?
2.1 Many ports in the world still rely upon ships lifting plant to load and
discharge cargo and port personnel should check whether the lifting plant is
safe to use before operations commence (see Item 5).

2.1.1 The use of unsuitable or unsafe ships lifting plant for cargo handling has
resulted in the death or injury of port workers. The kind of problems found
extend from lack of lubrication of the plant to situations where plant is clearly
damaged or otherwise unfit or unsafe to use. This pamphlet is intended to
give general advice and guidance to those who are responsible for providing
and those who use shipborne cargo handling lifting plant for
loading/discharge purposes.

3 How is ships lifting plant kept in a safe condition?
3.1 Controls on ships lifting plant are laid down in Convention 152 of the
International Labour Office (ILO 152). This was adopted in 1979. Appendix
1 explains which ship types are covered by the Convention. Appendix 3 lists
those port/flag states that have ratified ILO 152 and Appendix 4 lists those
1


port/flag states that ratified the earlier ILO 32 (see Safety Briefing Pamphlet
#1).

3.2 This Convention deals with health and safety in dockwork and specifies that
each item of ships lifting plant must be

a) tested when new, or after repair or modification, to ensure that its
lifting capacity has not been affected and then shall be given a
thorough examination,
b) given a thorough examination at least once in every 12 months (see
Appendix 2 for explanation of thorough examination).

3.3 In addition, every lifting appliance on board ship must be tested once in
every five years.

3.4 The thorough examinations and testing must be carried out by a person
competent to do so and this normally means a person employed by

a classification society (see Safety Briefing Pamphlet #4).
or
a competent shore based contractor.

3.5 Shipborne personnel may also carry out some of this work if competent but
it needs time, equipment and expertise to do so. A thorough examination
includes stripping down blocks, for example, and testing requires special
equipment.

3.6 International Labour Office (ILO) Convention 32, which was adopted by ILO
in 1932, was subsequently replaced by ILO 152. ILO 152 has a higher
standard than ILO 32, the main differences relating to ships lifting plant
being -
the previous system of a thorough examination of ships derricks
every four years (the quadrennial or quad) together with an
annual inspection, has been replaced by the requirement for an
annual thorough examination,
regular testing of lifting appliances is now required.

4 What is the legal position?
4.1 The legal situation is complex.

4.2 ILO Convention No 152 has advisory status internationally. This means
that each maritime nation has to ratify (i.e. sign) the Convention and then
incorporate it in its own national laws for the Convention to have legal effect
in that country. Appendix 3 lists those countries that have ratified ILO 152
and Appendix 4 lists those countries that ratified ILO 32.

4.3 Many other nations are working towards reflecting the higher standards of
ILO 152. Some nations may not be able to ratify the Convention. For
example, Governments based on a federal structure cannot sign on behalf
of their individual states. However, they normally seek to follow the
provisions of such Conventions.
2


4.3.1 Such countries include Australia which has adopted the standards of ILO
152 (Marine Orders, Part 32), Canada which is about to adopt new Tackle
Regulations that will have the same effect, and the USA which has
adopted a new Terminal Standard (CFR 1917) and revised Safety and
Health Regulations for Longshoring (CFR 1918).

4.4 This leads to a possible nine different legal positions concerning the
provision and use of ships lifting plant for cargo operations that might apply
in a given countrys ports.

4.5 A ship calling at a foreign port and intending to provide safe lifting plant
could find -

4.5.1. The Merchant Shipping law governing the port state in question fully
incorporates ILO 152 and requires all ships, of whatever flag state, to
comply with the standards of ILO 152 when loading/discharging cargo in that
countrys ports. The port state may or may not have actually ratified ILO
152. The flag state may or may not have actually so ratified either.
or

4.5.2 The port state has fully incorporated ILO 152 into its Merchant Shipping
laws, but foreign flag ships are allowed to reflect the standard of their own
flag when in the port states ports. The port states own flag ships would be
required to follow the port states national law.
or

4.5.3 The foreign flag state has adopted ILO 152 and, therefore, observes that
standard irrespective of the port of call.
or
4.5.4 The foreign flag state has adopted the earlier ILO 32 but has not yet
adopted the higher standards of ILO 152.
or
4.5.5 The foreign flag state has adopted neither ILO 32 nor ILO 152.

4.6 A ship calling at a foreign port where the local stevedores will use the ships
lifting plant for cargo handling purposes could find -
4.6.1 The port state has incorporated ILO 152 into its workplace safety laws and
requires examination of the ships documents and inspection of the ships
lifting plant before use.
or
4.6.2 The port state has incorporated ILO 32 into its workplace safety laws which
also require examination of the ships documents and inspection of the ships
lifting plant before use.
or
3


4.6.3 A few port states have adopted more stringent requirements than ILO 32 or
ILO 152 regarding ships lifting plant being used in its own ports.
or
4.6.4 The port state does not have any specific shoreside safety law concerning
ships lifting plant (for further information on the legal requirements of ILO
152 see Safety Briefing Pamphlet #1).

5 Duties
5.1 The basic duties of the ships owner and master are to ensure -
that the ships lifting plant is safe after being installed, it is
maintained in a safe condition, all the necessary examinations
and tests are carried out at the correct intervals and
examinations and tests are properly recorded.
Where ships crew use the ships lifting plant, they should do so
in a safe manner.

5.2 The duty of the shore based employer whose personnel will use the ships
lifting plant for loading or discharge is to check that the ships lifting plant
documents are in order and visually check (as far as is possible) that the
plant is safe to use. This is usually carried out by an experienced member
of the employers staff who is going to be in charge of the
loading/discharging operation.

5.3 The shore based employer and his employees must operate the lifting plant
in a safe manner.

6 Records
6.1 Both ILO 32 and 152 require the ship to keep records of every item of ships
lifting plant and the various tests and examinations on board.

6.2 ILO 32 detailed particular forms to be used, whereas ILO 152 has adopted a
slightly different approach, with the details needing to be recorded being
specified but the manner of recording them left flexible. See Appendix 5 for
the documentary requirements of ILO 152.

6.3 The records under ILO 32 normally consist of a ships gear register which
has different parts for the lifting plant detail, the tests, the thorough
examinations and the annual inspections. To assist in the standardisation of
procedures, the ILO adopted model documents that could be used.

6.4 In each case individual test and thorough examination certificates should be
kept with any other relevant documents and be available for inspection.

6.5 Proper planning should ensure against a test or thorough examination
running out while the ship is at sea. If this does happen a postponement of
the test or thorough examination may be agreed with the appropriate
authority. However, whilst some nations accept postponements, many
others do not. Both ships management and stevedore should be aware of
the shoreside law of the port state regarding postponements. If acceptable
within the law, postponements should only be for a short period of time and
4


authorised by a classification society or surveyor of the maritime
administration of the flag state.

7 Practical Guidance for Cargo Handlers
7.1 In addition to examining the test and certification documents/records, cargo
handlers must physically check the actual ships lifting plant that is to be
used and that it is properly identified by the documentation.

7.2 This will only need to be done for the lifting plant to be driven and/or used for
loading or discharge of cargo/stores/equipment. If the crane at No 1 hatch
is to be used but not the others, that will be the only lifting appliance that
needs to be examined.

7.3 Cargo lifts are classified as ships lifting plant and may be operated either by
shoreside or ships personnel.

7.4 Cargo lifts should be treated as ships lifting plant before being used,
whether on their own or with other cargo handling equipment or vehicles.

7.5 The extent of examination of the ships lifting plant will depend upon the age
and apparent condition of the ship, its plant and the regularity of handling in
the port. In some circumstances a simple check will be enough. On the
other hand, there will be situations in which a more extensive examination
should be made.

7.6 The condition of the ships lifting plant to be used should be checked as far
as is reasonable. Where appropriate, this should include the rigging of
derricks (checking with the ships rigging plans) and derrick cranes. A
stevedore would not normally examine the topping gear (or span gear),
except where attached to the deck or winches, unless there was a particular
reason for doing so.

7.7 The publications listed in the bibliography provide detailed advice on
examination of derricks, cranes, hooks, shackles, wires, blocks, splices, wire
rope grips and other deck and access equipment (including marking).

7.8 If an unacceptable condition is found, e.g. Liverpool splices on running
gear, or damaged wires, the stevedore must insist on it being replaced
before that particular item of lifting plant issued.

7.9 Ships masters operating ships on regular routes will be familiar with the
requirement of the port states at which the ship calls. The documentation
and ship lifting plant checks should not therefore take time nor delay cargo
work provided the ships lifting gear is in good order.

7.10 Where, however, the ship does not have lifting plant which fully complies
with the requirements, both the record check and plant examination could
take an extended time.

7.11 Should there be a difference of opinion, e.g. as to whether a particular splice
was acceptable or not, independent advice from either a surveyor from the
local maritime administration, inspector from the shoreside enforcement
agency, or person from a competent shorebased contractor or classification
society should be sought.
5


7.12 If a stevedore determines that a particular lifting appliance should not be
used he can consider the following options:
hire-in another lifting appliance, either shoreside or floating crane,
leave the cargo operations to the ships crew if the equipment is very
specialised,
change method of discharge,
insist on new thorough examination or test (as appropriate) being
carried out.

6


Appendix 1

Definition of ships lifting plant, dockwork and
Ships covered by ILO Convention 152

LIFTING APPLIANCE
All stationary or mobile cargo-handling appliances, including shore-based power
operated ramps, used on shore or on board ship for suspending, raising or lowering
loads or moving them from one position to another while suspended or supported.

LOOSE GEAR
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.

LIFTING PLANT
Consists of all lifting appliances and loose gear.

DOCKWORK
All and any part of the work of loading or unloading any ship as well as any work
incidental to it the definition of such work to be established by national law or
practice.

SHIPS
The term ship covers any kind of ship, vessel, barge, lighter or hovercraft excluding
ships of war. However, the Convention provides that member Governments may
exempt dockwork in relation to small ships if the work is irregular and in relation to
fishing vessels providing that safe working conditions are maintained and that the
competent authority is satisfied that it is reasonable to do so.


Appendix 2

Meaning of thorough examination

A detailed visual examination by a competent person, supplemented if necessary by
other suitable means or measures, in order to arrive at a reliable conclusion as to the
safety of the appliance or item of loose gear examined.


Appendix 3

Countries that have ratified ILO 152

Brazil
Congo
Cuba
Cyprus
Denmark
Ecuador
Egypt
Finland
France
Germany
Guinea
Iraq
Italy
J amaica
Lebanon
Mexico
Netherlands
Norway
Peru
Russian Federation
Seychelles
Spain
Sweden
Tanzania
Turkey


Appendix 4

Countries that ratified ILO 32

Algeria
Argentina
Bangladesh
Belgium
Bulgaria
Byelorussian SSR
Canada
Chile
China
Honduras
India
Ireland
Italy
Kenya
Malta
Mauritius
Netherlands
New Zealand
Nigeria
Pakistan
Panama
Sierra Leone
Singapore
Ukrainian SSR
USSR
United Kingdom
Uruguay
Yugoslavia


Appendix 5

Records required to be kept by ILO 152

A register of the lifting appliances and items of loose gear shall be kept in a form
prescribed by the competent authority, account being taken of the model
recommended by the International Labour Office. The register shall comprise
certificates granted or recognised as valid by the competent authority, or certified true
copies of the certificates, in a form prescribed by the competent authority, account
being taken of the models recommended by the International Labour Office in
respect of the testing, thorough examination and inspection, as the case may be, of
lifting appliances and items of loose gear.



BIBLIOGRAPHY
ILO Convention No 32

ILO Convention No 152

ILO Code of Practice Safety and Health in Ports 2005
- Chapter 4 lifting appliances and loose gear
- Chapter 5 Safe use of lifting appliances and loose gear.

Obtainable from: ILO Publications, International Labour Office, CH-1211
Geneva 22, Switzerland.

PMA/ILWU Safety Code (as amended)

Obtainable from: Pacific Maritime Association, Sacramento Street Tower, 550
California Street, San Francisco, California 94104, USA.

ISO3078 Shipbuilding Cargo winches

ISO 1660 Cranes - Safe Means of Access

ISO 2308 Hooks for lifting freight containers up to 30 tonnes capacity Basic
requirements

ISO 2415 Shackles

ISO 3874 Series 1 Freight Containers Handling and Securing. This includes
lifting ISO containers without spreaders

ISO 4301 Crane Classification

ISO 4308 Wire Ropes

ISO 4310 Testing Cranes

ISO 4390 Examination of Wire Ropes

ISO 6043 Ship building and marine structures Eye and fork assemblies
under tension load Main dimensions

ISO 6044 Ship building and marine structures Derrick boom head fittings Main
dimensions

ISO 6045 Ship building and marine structures Bearings for derrick goosenecks-
assemblies and components

ISO 8087 Mobile Cranes-Winch and Drum Sizes

ISO 8148 Shipbuilding and marine structures Derrick boom head fittings Fixed
type

ISO 8314 Shipbuilding and marine structures Trunnion pieces for span bearings
and lead block bearings



ISO 8793 Spliced Eyes

ISO 9926 Training of Crane Drivers

ISO 10245 Limit Switches

ISO 12480, Part1: Guidance on the Safe Use of Cranes

ISO 15513 Competence of Crane Drivers

Obtainable from International Organization for Standardization, 1 rue de
Varembe, Caisse Postale, CH-1211 Geneva 20, Switzerland

The following regulations have been drawn up for use in the European Economic
Community and are included for reference. Please consult your own Standard
Authority for their equivalents.

EN 292, Part 2: Safety of Machinery

EN 1050 Safety of Machines-Principles of Risk Assessment

EN 1677, Part 1: Components for Slings - Forged Steel. Grade 8
Part 2: Hooks with Latches-Grade 8
Part 3: Self Locking Hooks-Grade 8
Part 4: Links-Grade 8
Part 5: Hooks with Latches-Grade 4
Part 6: Links-Grade 4

EN 12385, Part: Steel Wire Ropes, General Requirements
Part 2: Definitions
Part 3: Use and Maintenance
Part 4. Stranded Ropes for General Lifting

EN 13411, Part 1: Terminations for Steel Wire Ropes, Thimbles
Part 2: Splicing of Eyes for Slings
Part 3; Ferrules and Ferrule Secured Eyes
Part 4: Resin and Metal Socketing
Part 5; U Bolt, Wire Rope Grips.
Part 6: Asymmetric Wedge Socket

EN 13414, Part 1: Steel Wire Rope Slings
Part 2: Safety, Selection and Discard
Part 3: Grommets and Cable Laid Slings

EN 13889 Forged Steel Shackles Dee & Bow- Grade 6

The following regulations have been drawn up for use in the United Kingdom and are
included for reference. Please consult your own Standards Authority for their
equivalents.

BSMA 17 Specification for Derrick Boom Clamps

BSMA 20 Specification for the Presentation of Ships Cargo Gear
Particulars


BSMA 28 Dimensions of Tracks for Masts and Deck Fittings

BSMA 31 Specification for Ships Deck Machinery Cargo Winches

BSMA 47 Code of Practice for Ships Cargo Blocks

BSMA 48 Code of Practice for the Design of Ships Derrick Rigs

BSMA 79 Specification for J ib Cranes Ship Mounted

BSMA 81 Specification for Ships Derrick Fittings

BS 320, Part 3: Zinc Coated Wire Ropes for Ships
Part 5: Wire Rope for hauling
Part 7: Large Diameter Wire Rope
Part 8: Higher Breaking Wire Rope

BS 463, Part 1; Specification for Sockets for Wire Rope. Imperial measurements
Part 2: Specification for Sockets for Wire Rope. Metric measurements

ISO 2415 (DC01/711555) Forged Shackles Dee & Bow (BS 3032)

BS 3551 Alloy Shackles

BS 4018 Specification of Blocks for wire rope max. 25t in combination

BS 4344 Pulley Blocks for Fibre Rope

BS 4536 Pulley Blocks for Wire Rope

BS 5744 Code of Practice for the Safe Use of Cranes

BS 7121, Part 1: Safe Use of Cranes - General
Part 2: Code of Practice for the Inspection, Testing and Examination
Part 3: Mobile Cranes
Part 4: Lorry Mounted Cranes
Part 5: Tower Cranes
Part 11: Offshore Cranes
Part 12: Recovery Vehicles and Equipment

BS 7167 Bordeaux Connections

Obtainable from British Standards Institution, Linford Wood, Milton Keynes,
MK14 6LE

Maritime and Coastguard Agency: Code of Safe Working Practice for Merchant
Seaman.

Obtainable from The Stationary Office, PO Box 276, London, SW8 5DT,
England


ICHCA Part 2

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ICHCA Part 2

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INTERNATIONAL SAFETY PANEL BRIEFING PAMPHLET # 2

SHIPS LIFTING PLANT

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