Unit 12-Heavy Lift & Project Cargoes PDF

HNC and HND in
Marine Surveying
UNIT 12
Heavy Lift and
Project Cargoes
UNIT 12 | Heavy Lift and Project Cargoes
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Heavy Lift and Project Cargoes | UNIT 12
CONTENTS page
INTRODUCTION TO THE UNIT.................................................................................... 4

Terminology & Phrases used in Heavy Lift Operations ..................................................... 5
SECTION ONE ...................................................................................................................... 15
Lifting Gear ................................................................................................................................ 15
Derrick / Crane types ............................................................................................................. 21
Rigging Aspects .......................................................................................................................... 25
Securing Loads & Stability Considerations .......................................................................... 37
Container & Unit Loads .......................................................................................................... 45
The Cargo Securing Manual (CSM) ....................................................................................... 55
SECTION TWO...................................................................................................................... 58
Specialist Lifting Units .............................................................................................................. 58
Movement Planning - Project Cargoes ................................................................................. 63
Heavy Lift Ships ......................................................................................................................... 72
Summary .................................................................................................................................... 77
APPENDIX 1 : SELF ASSESSMENT QUESTIONS..................................................... 78
APPENDIX 2 : ABBREVIATIONS LIST FOR USE
IN HEAVY LIFT OPERATIONS........................................................................................ 80
APPENDIX 3 : ASSOCIATED STABILITY FORMULA LIST.................................. 83
BIBLIOGRAPHY.................................................................................................................... 85
ACKNOWLEDGMENT LIST............................................................................................. 86
Call +44 (0)23 9238 5223 or visit www.iims.org.uk - IIMS 3

INTRODUCTION
The purpose of this module is to introduce the student to the aspects of Heavy Lifts and Project
Cargoes which take place within the marine environment. While it is realised that the shipping
industry is involved in many heavy lifting operations by means of synchro-lifts, floating docks, hydro
lifts etc., the function of this unit is to concentrate on the commercial movement and transport of
specialist, heavy cargoes.
Clearly the Offshore arena provides many lifting and transport examples of mammoth proportions
and these operations generate the need for particular skills in management and bringing together a
working team. The players within this team will have a variety of contributions to make towards a
successful operation and individual input will often start at the concept of the project, even before
the design stage.
The function of the surveyor is to assess whether the transport system proposed is capable of meeting
the criteria for the movement and correct delivery of the load. It should be realised from the onset
that the unit must be capable of loading the load, with all the stability and securing requirements met
and also transporting the load via a passage plan, towards a delivery site. Finally, the load needs to be
landed in a manner that the contract requires. To expand the last paragraph, the carrier must have not
only the capability of accepting the load but also the endurance to carry it through the passage plan to
its entirety. The landing of say, a steel jacket, for a proposed offshore installation site, may well be landed
ashore. However the contractor may equally desire the jacket to be landed on its intended site on the
sea bed, which would require a completely different set of criteria for the discharging of the load.
The concern for the loading of ‘Project Cargo’ must be for the safety of the personnel involved and
for the security of the load. Both aspects generally going hand in hand during the loading period. Once
on board the transport, the security of that transport and the load have similar unity. Throughout
the transport of the planned route, it must be seen to be practical & compatible with the geographic
conditions. Examples of this can be easily seen with draught restrictions in the Panama Canal for
instance. Movement of such large and heavy loads must take into account geographic limitations, like
underkeel clearance and /or air draught for bridge clearances.
The movement must be planned for all stages of assembly. Where public roadways are employed,
police need to be advised, of the heavy and /or wide load. The weather conditions for the marine
passages need to be monitored as they could well be expected to play a dominant role. Routes must
be inspected and cleared as far as possible. Ground handling transports need to be allocated as per
capability and placed on stand-by in ample time. Throughout, suitable operational planning will keep
costs to a minimum when it is realised that the cost of movement in the first place will be exceptionally
high, even over comparatively short distances.

Terminology and Phrases with Heavy Lift Operations

Angle of Repose – Is defined by that angle between the horizontal plane and the cone slope of a
bulk cargo, when emptied onto that plane.
Backstays – Additional strength stays applied to the opposing side of a mast structure when making a
heavy lift. These stays are not usually kept permanentaly rigged and are only set as per the rigging plan
when a heavy lift is about to be made.
Bearers – Substantial baulks of timber, used to accept the weight of a heavy load on a steel deck.
The bearers are laid for two reasons,
(i) to spread the load weight over a greater area of deck.
(ii) to prevent steel loads slipping on the steel deck plate.
Bollard Pull – Is an indication of a tugs towing power under normal conditions. It is defined by
the amount of force expressed in tonnes that the tug can exert under given conditions. The value is
determined under test where a dynamometer is secured between a fixed point on the dock and the
tug. The towing vessel is run at full power to provide a guide figure as to the ‘Bollard Pull’ in operational
conditions.
NB. Many factors effect the final outcome, not least weather conditions, displacement of the tug and the
time interval of the test. It should be borne in mind that the value derived is meant as a guide only to
the potential power of the towing/tug type vessel.
Bottle Screw (Turnbuckle U.S.) – A screw thread steel tensioning device employed to tighten up
on preventor backstays and on standing rigging elements like stays and shrouds. A smaller variant is a
rigging screw used to tension cargo lashings and lighter wires.
Break Bulk – (the verb) Meaning to commence discharging cargo.
Breaking Strength – Defined by the stress necessary to break a material in tension or compression.
The stress factor is usually obtained by testing a sample to destruction.
Bridle – A lifting arrangement which is secured to a heavy load to provide a stable hoist operation
when the load is lifted. Bridles may be fitted with a spreader to ensure that the legs of the bridle are
kept wide spread so as not to damage the lift and provide a balanced hoist operation.
Broken Stowage – Is defined as that space between cargo parcels that remains unfilled. The
percentage of broken stowage which is incurred will vary with the shape and design of the cargo and
the position of stowage. Heavy lifts like bulldozers or locomotives tend to require a large space and can
not be easily over stowed, which tends to result in considerable broken stowage being generated.
Bulldog Grip – (Wire Rope Grips) Screw clamps designed to join two parts of wire together to form
a temporary eye or secure a wire end.
Bull Wire – (i) A single wire, often used in conjunction with a ‘Lead Block’ rigged to move a load
sideways off the line of plumb. Example use is found in dragging cargo loads from the
sides of a hold into the hold centre.


(ii) A wire used on a single span topping lift or swinging derrick to hoist or lower the derrick to
the desired position. The bull wire being secured to a ‘union plate’ to work in conjunction with
the chain preventor and the downhaul of the topping lift span.
Callipers (external) – A hand instrument usually employed by engineers. When used in conjunction
with deck operations. An instrument used to measure the diameter of the bar of chain cable.
Cargo Plan – A ships plan which shows the distribution of all cargo parcels stowed on board the
vessel for the voyage. Each entry onto the plan would detail the quantity, the weight, and the port of
discharge. The plan is constructed by the ships cargo officer and would effectively show special loads
such as heavy lifts, hazardous cargoes, and valuable cargo in addition to all other commodities being
shipped.
Cargo Runner – General term used to describe the cargo lifting wire used on a derrick. It may be
found rove as a ‘single whip’ or doubled up into a ‘gun tackle’ (2 single blocks) or set into a multi sheave
lifting purchase. It is part of the derricks ‘running rigging’ passing over at least two sheaves set in the
head block and the heel block, prior to being led to the barrel of the winch.
Normal size is usually 24 mm and its construction is F.S.W.R. of 6 x 24 w.p.s.
Cargo Securing Manual – A manual pertinent to an individual ship, which will show the lashing
points and details of the securing of relevant cargoes carried by the vessel.
Carpenters Stopper – A heavy duty stopper used to hold steel wire ropes. Mainly employed in
shipyards or salvage operations.
Centre of Buoyancy – Is defined as the centre of the underwater volume. That point through
which all the forces due to buoyancy are considered to act.
Centre of Gravity (C of G) – Is defined as that point through which all the forces due to gravity
are considered to act. Each cargo load will have its own C of G.
Cradle – A lifting base manufactured usually in wood or steel, or a combination of both, employed to
accept and support a heavy load. It would normally be employed with heavy lifting slings and shackles to
each corner.
Crutch – A term used to describe the stowage support of a derrick. It is usually fitted with a securing
band which can retain the derrick head in a locked and secure position while the vessel is at sea.
Deadweight (d.w.t.) – The difference in tons between a ships displacement at load draught and light
draught conditions. It is made up of the cargo weight, bunkers, stores and fresh water etc.,
Deadweight Cargo – Is a cargo on which freight is usually charged based on its weight.

Dolly Winch – A small winch employed for topping a derrick. It is fitted with a safety pawl bar or
other safety device which allows the derrick to be topped into a working position prior to starting
cargo work. A small bull wire is employed for the topping operation attached to a monkey face plate.
Once in position the weight of the derrick is transferred to a chain preventor.
Double Gear – An expression used when winches are employed in conjunction with making a heavy
lift. The purchase and topping lift winches together with any guy winches are locked into ‘double gear’
to slow the lifting operation down to a manageable safe speed.
Double Up – A term used with a derrick which allows a load greater than the SWL of the runner
wire but less than the SWL of the derrick, to be lifted safely. It is achieved by means of a longer wire
being used in conjunction with a floating block. This effectively provides a double wire support and
turns a single whip runner wire, into a ‘Gun Tackle’.
Dunnage – An expression used to describe timber boards which can be laid singularly or in double
pattern under cargo parcels to keep the surface of the cargo off the steel deck plate. Its purpose is
to provide air space around the cargo and so prevent ‘cargo sweat’. Heavy Lift cargoes would
normally employ heavy timber bearers to spread the load and dunnage would normally be used for
lighter load cargoes.
Flemish Eye – A name given to a reduced eye made of three strands (not six), spliced into the end of
a cargo runner which is secured to the barrel of a winch.
(Alternative names are : Spanish Eye, or Reduced Eye)
Flemish Hook – A large hook, often used in conjunction with the lower purchase block in the rigging
of a heavy lift derrick. The hook can be opened to accommodate the load slings and then bolt locked.
Free Surface – A term extensively used aboard ships in conjunction with assessing the stability of the
vessel, especially if the ship is expected to experience an angle of heel. Any ‘slack tanks’ or ‘slack fluids’
aboard the vessel, while the ship heels over, would generate surface movement of the liquid. An example
of this would occur during a heavy lift operation and cause maximum fluid / weight transfer when the
load is extended at maximum outreach. Such movement would be detrimental to the ships overall
positive stability. Where tanks are concerned, free surface can be eliminated by either ‘pressing up’ the
tank to maximum capacity, or pumping the tank empty.
Freight – The term used to express the monetary charge which is levied for the carriage of the cargo.
Gooseneck – The bearing and swivel fitment, found at the heel of a derrick which allows the derrick
to slew from port to starboard, and luff up and down when in operation.
Gross Tonnage – Is defined by the measurement of the total internal volume of the ship. A gross ton
equates to 100 cubic feet. (No metric equivalent)
Hallen Universal Swinging Derrick – A single swinging derrick with lifting capacity upto about
100 tons S.W.L. The original design employed a ‘D’ Frame, to segregate the leads of the combined
slewing and topping lift guys. The more modern design incorporates ‘outriggers’ for the same purpose.

Hard Eye – A spliced eye in the end of a wire or rope which is fitted with a thimble. Opposed to a
‘soft eye’ where the eye is spliced and no thimble is used. NB. Maritime regulations no longer permit
the splicing of wires in the normal fashion and the alternative accepted method is that of talurit splice
employing a ‘ferrol’
Heart (core ) of a wire – A centre feature of the steel wire rope. The purpose of the heart is to
provide flexibility and lubrication to a Flexible or Extra Flexible Steel Wire Rope, (F.S.W.R. or E.F.S.W.R.).
The heart in a flexible wire is either jute or hemp and impregnated with a lubricant. More modern
wires may have a nylon heart which would expunge moisture to avoid inner corrosion. If employed
as a centre to a more rigid Steel Wire Rope (S.W.R.) the heart may be constructed as a steel core for
additional strength and rigidity.
Homogeneous – A term used to describe a full cargo whose density doesn’t change along its overall
length. e.g. A floating log suffers little or no longitudinal stress because the log is ‘homogeneous’.
Hounds Band – A lugged steel band that straps around a ‘Mast’. It is used to shackle on shrouds and
stays. It is also employed to secure ‘Preventor Backstays’ when a heavy derrick is being deployed in
order to provide additional strength to the mast structure when making the heavy lift.
Hydrolift – A multi-platform, dry docking system. First installed at the ‘Lisnave Shipyard’ at
Setübal, Portugal.
Jumbo Derrick – Colloquial term to describe a conventional heavy lift derrick.
Kilindo Rope – A multi-strand rope having non-rotating properties and is a type employed for
lifeboat falls.
Lateral Drag – The term describes the action of a load on a derrick or crane during the procedure
of loading or discharging, where the suspended weight is caused to move in a horizontal direction, as
opposed to the expected vertical direction. The action is often prominent when the ship is discharging
a load. As the load is passed ashore the ship has been caused to heel over towards the quayside. As the
load is landed, the weight comes off the derrick and the ship returns to the upright causing the derrick
head to move off the line of plumb. This change of plumb line causes the lifting purchase to ‘drag’ the
weight sideways, e.g. lateral drag.
Lead Block – A single sheave block secured in such a position as to change the direction of a weight
bearing wire. Snatch blocks are often used for light working engagement.
Limit Switch – A crane feature to prevent the jib outreach from working beyond its
operational limitations.
Load Density Plan – A ships plan which indicates the deck load capacity of cargo space areas of the
ship. The ships Chief Officer would consult this plan to ensure that the space is not being overloaded by
very dense, heavy cargoes.
Long Ton – A unit of mass weight, equal to 2240 lbs (Ton)

Luffing – A term which denotes the movement of a crane jib or derrick boom to move up or down.
i.e. ‘Luff up’ or ‘luff down’
Luffing Derrick – A conventional single swinging derrick rigged in such a manner that permits the
derrick head to be raised and lowered to establish any line of plumb. As opposed to static rigged
derricks, as with a ‘union purchase rig’.
Manifest (Cargo) – Is a complete list of the cargo parcels loaded aboard the ship. The details of
the cargo influence the stowage and the future construction of the ‘Cargo Plan’. The ‘Manifest’ would
also provide an immediate overview of specific cargoes like :- Hazardous Goods, Heavy lifts and special/
valuable cargoes.
Maximum Angle of Heel – A numerical figure usually calculated by a ships Chief Officer in order
to obtain the maximum angle that a ship would heel when making a heavy lift, to the maximum outreach
of the derrick or crane, prior to the load being landed.
Measurement Cargo – Is an expression which describes cargo on which freight is usually charged
on the volume occupied by that cargo. (i.e. 1cu. metre per tonne or 40 cu.ft. per long ton and upwards is
referred to as measurement cargo) Heavy awkward shaped castings are often charged for in this manner.
Messenger – A light line used to assist the passing of a heavier rope or wire.
Metacentric Height - Expressed as ‘GM’ and is the measured distance between the ships centre of
gravity and its metacentre.
Monkey Face Plate – See ‘Union Plate’
Mousing – An operation carried out to a shackle or a hook to prevent accidental loss of the secure
holding. When a shackle is ‘moused’, seizing wire is employed between the bolt and the body of the
shackle to prevent unforeseen movement of the bolt. Where a hook is ‘moused’ small stuff (cordage) is
used under the bill and around the neck of a hook to prevent any load jumping off the bill. Larger lifting
hooks are often fitted with a spring loaded ‘mousing tongue’ to achieve the same objective.
Outreach – The maximum distance of working a lift operation from the pivot position of the crane or
derrick. The distance is based directly on the length of the ‘crane jib’ or the ‘derrick boom’ and its angle
of azimuth. The maximum working outreach is generally marked on the ships rigging plan.
Overhauling (i) – An expression used to describe the correct movement of a block and tackle
arrangement, as with the lifting purchase of a heavy lift derrick. The term indicates that
all sheaves in the block are rotating freely and the wire parts of the purchase are moving
without restriction.
Overhauling (ii) – This term can also be used to describe a maintenance activity as when stripping
down a cargo block for inspection and re-greasing. The block would be ‘overhauled’.
(NB -The term overhauling, is also used to express a speed movement of one ship
overtaking another)

Plumb Line – This is specifically a cord with a ‘Plumb- Bob’ attached to it. However, it is often used
around heavy lift operations as a term to express ‘ the line of plumb’ where the line of action is the
same as the line of weight, namely the ‘line of plumb’.
Preventor – A general term to describe a strong, weight bearing wire, found in a ‘Union Purchase’
rig on the outboard side of each of the two derricks. Also used to act as support for a mast structure
when heavy lifting is engaged. Preventor backstays generally being rigged to the mast in accord with the
ships rigging plan to support work of a conventional ‘Jumbo’ derrick.
Proof Load – That tonnage value that a derrick or crane is tested to.
The value is equal to the SWL of the derrick / crane + an additional percentage weight allowance.
e.g. Derricks less than 20 tons SWL, the proof load is 25% in excess of SWL
Derricks 20 - 50 tons SWL proof load equals + 5 tonnes in excess of SWL.
Derricks over 50 tons SWL proof load equals 10% in excess of SWL.
Purchase – A term given to blocks and rope (Wire or Fibre) when rove together. Sometimes referred
to as a ‘Block and Tackle’. Two (2) multi - sheave blocks are rove with flexible steel wire rope (FSWR)
found in common use as the lifting purchase suspended from the spider band of a heavy lift derrick.
Ramshorn Hook – A heavy duty, double lifting hook, capable of accepting slings on either side.
These are extensively in use where heavy lift operations are ongoing.
Reduced Eye – An eye splice made in a steel wire rope with only three of the six strands. It is
sometimes referred to as a ‘Flemish Eye’ or a ‘Spanish Eye’ and is employed at the end of a runner wire
to be ‘U’ clamped to the barrel of a winch.
Register of Ships Lifting Appliances & Cargo Handling Gear – A record of all the
certificates and details of a ships lifting gear maintained and kept by the vessels Chief officer. This
record is open to regular inspection by ISM auditors.
Riding Turn – An expression that describes a cross turn of wire around a barrel of a winch, or stag
horn. It is highly undesirable and could cause the load to jump or slip when in movement.
The condition should be cleared as soon as possible.
Rigging Plan – A ships plan which portrays all the ships lifting gear and associated appliances for the
loading and discharge of cargo. All shackles and wires, derricks and cranes are illustrated with their Safe
Working Loads and operational areas.
Ring Bolt – A deck ring or ‘pad eye’ often used in conjunction with a doubling plate or screw securing.
It is employed to provide an anchor point for associated rigging around a derrick position.
Rope Gauge – A handy measuring device used to ascertain the diametric size of a rope or wire.

Running Rigging – A descriptive term used to describe wire or cordage ropes which pass around
the sheave of a block. (see also ‘Standing Rigging’)
Where steel wire ropes are employed for running rigging they are of a flexible construction,
examples include:
6 x 24 w.p.s. and 6 x 36 w.p.s.
Safe Working Load – An acceptable working tonnage used for a weight bearing item of equipment.
The marine industry uses a factor of 1/6th of the breaking strain to establish the safe working value.
Safety Tongue – A spring clip sealing device to cover the jaw of a lifting hook.
It should be noted that these devices are not fool proof and have been known to slip themselves
unintentionally.
The tongue is meant to replace the need of ‘mousing’ the hook, and is designed to serve the same
purpose as a ‘mousing’.
Saucer – Alternative name given to a collar arrangement set above the lifting hook.
The function of the saucer is to permit steadying lines to be shackled to it in order to provide stability
to the load, during hoisting and slewing operations. They can be fixed or swivel fitted.
NB. The term is also employed when carrying ‘Grain Cargoes’ where the upper level of the grain cargo
is trimmed into a ‘saucer’ shape.
Schooner Guy – A bracing guy which joins the spider bands at the derrick heads of a ‘Union Purchase’ rig.
Sheer-Legs – A large lifting device employed extensively within the marine industry. It is constructed
with a pair of inclined struts resembling a crane, although the action when working is similar to a
craning activity. Usually employed from a floating barge or platform.
(Smaller versions of sheer legs can still be found active within the marine industry. They are sometimes
used on tankers to hoist pipelines on board or more commonly found in training establishments for
training cadets in rigging applications),
Shore – A term used to describe a support, given to decks, bulkheads or cargo. They are usually
timber, but may be in the form of a metal stanchion, depending on the intended use. (see tomming)
Slings – A term which describes the lifting strops to secure the load to be hoisted to the lift hook of
the derrick or crane. Slings may be manufactured in Steel Wire Rope, Chains, rope or canvas.
Snatch Block – A single sheave block, often employed to change the direction of lead, of a wire or
rope. The block has a hinged clamp situated over the ‘swallow’ which allows the bight of a wire or rope
to be set into the block without having to pull the end through.
Snotter – A length of steel wire with an eye in each end. Employed around loads as a lifting sling, with
one eye passed through the other to tighten the wire around the load.
Speed Crane – Modern derrick design with multi gear operation which operates on the principle of
the single jib point loading crane.

Spider Band – A steel lugged strap found around the head of a derrick which the rigging, such as the
topping lift and guys, are shackled onto. The equivalent on a mast structure is known as a ‘Hounds Band’.
Spreader – A steel or wood batten which effectively spreads the wire sling arrangement wider
apart when lifting a large area load. Use of such a spreader generally provides greater stability to the
movement of the weight. Formerly referred to as a lifting beam.
Stabilizers – Steel outriders, often telescopic in design and fitted with spread feet, which are
extended from the base unit of a shoreside mobile crane. Prior to taking the load the stabilizers are set
to ensure that the load on the crane jib will not cause the crane to topple.
(Not to be confused with ship stabilizers fitted to ships to reduce rolling actions of the vessel when at sea).
Standing Rigging – A term used to describe fixed steel wire rope supports. Examples can be found
in ships stays and shrouds. Construction of standing rigging is usually 6 x 6 w.p.s.
Steadying Lines – Cordage of upto about 24mm in size, secured in adequate lengths to the load
being lifted in order to provide stability and a steadying influence to the load when in transit from quay
to ship or ship to barge.
Larger, heavier loads may use steadying tackles for the same purpose. However, these are more often
secured to a collar arrangement, above the lifting hook, as opposed to being secured to the load itself.
Tackles are rove with flexible steel wire rope, not fibre cordage.
Stowage Factor – This is defined by the volume occupied by unit weight of cargo. It is an expression
which indicates the cubic capacity that 1 ton of cargo will require. It should be noted that this is not the
actual cubic capacity of 1 ton of cargo, as the ‘stowage factor’ takes account of the design and shape of
the cargo package and the need to employ dunnage or other special stowage provision. Stowage factor
is usually expressed as a number of cubic metres per tonne (m³/tonne) or cubic feet (cu.ft. per ton).
Stuelcken Mast and Derrick – Trade name for a heavy lift derrick and supporting mast structure.
The patent for the design is held by Blohm & Voss A.G. of Hamburg, Germany. This type of heavy lifting
gear was extremely popular during the late 1960’s and the 1970’s with numerous ships being fitted with
one form or other of Stuelcken arrangement.
Swallow – That open part of a block, above the sheave which the wire enters to pass over the sheave.
Synchro-Lift – A winch operated platform used for the Dry Docking of ships into a docking park area.
Tabernacle – A built bearing arrangement situated at deck level to accept the heel of a heavy lift
derrick. The tabernacle allows freedom of movement in azimuth and slewing from port to starboard.
Talurit Splice – A modern method of splicing a wire rope where a fusion weld like metal in the form
of a ‘ferrol’ is pressured to fuse the two parts of wire together.
Tomming Off – An expression which describes the securing of cargo parcels by means of baulks of
timber. These being secured against the cargo to prevent its movement if and when the vessel is in a
seaway and experiencing heavy rolling or pitching motions. (Alternative term is ‘shore’).

Ton – Originated from the word ‘tun’ which was a term used to describe a wine cask or wine
container, the capacity of which was stated as being 252 gallons as required by an Act of 1423, made by
the English Parliament. It is synonymous that 252 gallons of wine equated to approximately 2,240 lbs,
‘one ton’ as we know it today.
Topping Lift – The term used to describe a derrick hoisting wire. It forms part of the ‘running
rigging’ of a conventional derrick and may be in the form of a “Topping Lift, span tackle” or a “Topping
Lift- single span”. Construction of the wire would be E.F.S.W.R., 6 x 36, or 6 x 37 w.p.s.
Trunnion – A similar arrangement to the ‘gooseneck’ of a small derrick. The Trunnion is normally
found on intermediate size derricks of forty tons or over. They are usually manufactured in cast steel
and allow freedom of movement from the lower heel position of the derrick.
Tumbler – A securing swivel connection found attached to the ‘Samson Post’ or ‘Mast Table’ to
support
the topping lift blocks of the span tackle.
‘U’ Bolt – A bolt application which secures the reduced eye of a cargo runner to the barrel of a winch.
Union Plate – A triangular steel plate set with three eyelets used in ‘Union Rig’ to join the cargo
runners and hook arrangement when a ‘triple swivel hook’ is not employed. It can also be used with
a single span, topping lift derrick to couple the downhaul with the chain preventor and bull wire.
Sometimes referred to as ‘Monkey Face Plate’.
Union Rig – Alt ; Union Purchase Rig, A derrick rig which joins two single swinging derricks fixed
to work in ‘Union’ with cargo runners joined to a triple swivel hook arrangement known as a ‘Seattle
Hook’ or ‘Union Hook’. The rig was previously known as ‘Yard and Stay’ and is a fast method of loading/
discharging lighter parcels of cargo. Union Rig, operates at approximately one-third of the S.W.L. of the
smallest derrick of the pair.
Velle Derrick – A moderate heavy lift derrick which can be operated as a crane by a single operator.
The derrick is constructed with a ‘T’ bridle piece at the head of the derrick which allows topping lift
wires to be secured to act in way of slewing guys and/or topping lift.
Walk Back – An expression which signifies reversing the direction of a winch in order to allow the
load to descend or the weight to come off the hoist wires.
Wires per Strand (w.p.s.) – An expression which describes the type of construction of the strands
of a Steel Wire Rope.
Wirex – A trade name given to a steel wire rope manufactured with a multi-plait type lay. The
interwoven wire has a non-rotational, non-twist property which is favoured as a crane wire.
Yard and Stay – Alternative descriptive term for Union Purchase Rig.

Walk Back - An expression which signifies reversing the direction of a winch in order to allow the load
UNIT 12 | to descend
Heavy orProject
Lift and the weight to come off the hoist wires.
Cargoes
Wires per Strand (w.p.s.) - An expression which describes the type of construction of the strands of a
Steel Wire Rope.
Wirex - A trade name given to a steel wire rope manufactured with a multi-plait type lay.
The interwoven wire has a non-rotational, non-twist property which is favoured as a crane wire.
Yard and Stay - Alternative descriptive term for Union Purchase Rig
Massive Sheer Leg barge

Massive seen
Sheer Leg against
barge the skyline
seen against of Kobi,
the skyline Japan.
of Kobi, Japan.
Such
Such heavy lift units may move upto 100,000 tonnes of ballast in setting a movement in movement
heavy lift units may move upto 100,000 tonnes of ballast in setting a progress. An in progress.
example for a 14,000 tonne
An example for a 14,000 tonneliftliftat at maximum outreach would be approximately 90,000 tonnes
maximum outreach would be approximately 90,000 tonnes ballast on board. ballast on board.
Diploma in Cargo Surveying

SECTION 1.
LIFTING GEAR FOR HEAVY OPERATIONS
Learning outcome
On completion of this chapter you will:
• understand the different types of lifting gear used in heavy lift operations
Where does the conventional ‘heavy lift’, as we know it, end and the ‘project cargo’ begin. Perhaps it is
in the weight, or perhaps it is in the size, either way project cargoes require an extensive team to effect
the movement and the safe delivery of the object. It is within the ‘team phrase’ that the demarcation
between the two becomes apparent.
The conventional ‘Heavy Lift’ within the shipping industry, may be heavy and awkward, but it is generally
within the ships ‘Load On - Load Off’ (Lo-Lo) handling capacity. Neither does it have the land based
transport problems like that of ‘Project Cargoes’, which require many more team players!
The conventional heavy lift being usually delivered direct to the quayside by motorised transport or on
occasions by barge to the offshore side.
The ships Chief Officer is more than likely to take charge of the lifting operation and documentation
surrounding the movement of the load. To this end a checklist of associated activities for a safe
movement of the load from quay/dockside to ships deck would be the norm.
Examples of ships lifting gear for conventional loads are illustrated:-

C8 10_11:267 Cargo Dip Module H 08/04/2011 14:12 Page 13
Heavy Lift and Project Cargoes Module C8
Conventional Heavy
Conventional Lift
Heavy Lift (Jumbo)
(Jumbo) Derricks
Derricks
Terminology and basic working design of a conventional heavy lift, shipboard derrick found upto about 150 tons SWL
Terminology and basic working design of a conventional heavy lift, shipboard derrick found upto about 150 tons SWL
The diagram shows the heavy derrick turned out away from the usual stowage position, clamped in the
vertical against the mast
The diagram showsstructure. The plumb
the heavy derrick turned line of hoist,
out away liesusual
from the overstowage
the hatchway, in a plane
position, clamped to permit
in the
vertical against the mast structure. The plumb line of hoist, lies over
loading below decks or on top of the hatch top cover itself, if of adequate strength.the hatchway, in a plane to permit
loading below decks or on top of the hatch top cover itself, if of adequate strength.

Page 13
Precautionary Check List for Shipboard Heavy Lift

Derrick Operation
Depending on the specialisation and type of load being handled, will dictate the involvement of the
cargo surveyor. The more complex the handling process, the greater the measure of duties will be
expected of the surveyor. A conventional lift under fifty (50) tonnes would normally be handled by
the ships Chief Officer and surveyors may or may not be directly involved. Where surveyors are
employed and ships lifting gear is expected to be used, the surveyor must anticipate working with
and alongside the Chief Officer.
The surveyor would be expected to
1. Carry out a ‘Risk Assessment’ prior to commencing the operation, to ensure that all possible areas
of hazard are taken account of and that all risks are at an acceptable, tolerable risk level.
2. Ensure that the stability of the vessel is adequate to compensate for the anticipated angle of heel
that will be experienced when the load is at the maximum angle of outreach. All free surface
elements should be reduced or eliminated if possible, to ensure a positive value of ‘GM’ throughout
the operation. (Consultation with the Chief Officer of the vessel would be necessary).
3. Any additional rigging, such as “Preventor backstays” should be secured to any support mast, as
per the ships rigging plan. Surveyors would expect to sight this plan prior to confirming any cargo
operation.
4. A full inspection of all guys lifting tackles, blocks, shackles and wires should be inspected prior to
commencing the lift, should be made by the Officer in Charge. All associated equipment should
be found to be in order with correct Safe Working Load shackles in position and all tackles must
be seen to be overhauling. Surveyors would generally work hand in hand with the ships personnel
when checking that the gear is suitable for the proposed lift.
5. Men would normally be ordered to lift the gangway from the quayside, and then ordered to
positions of stand-by, to tend the vessels moorings at the fore and aft stations. Any damage
incurred during the cargo operation could give rise to a claim against the surveying company at
a later stage.
6. Ships ‘fenders’ should be rigged overside to prevent ship contact with the quayside at the moment
of heeling.
7. Ensure that the deck area, where the weight is to be landed (when loading) is clear of obstructions
and the deck area is laid with timber bearers (heavy dunnage) to spread the weight of the load.
The ships plans should be consulted to ensure that the limitations of the load density plan and deck
load capacity is not exceeded. Confirmation of the stowage position would be agreed between the
ships Chief Officer and the Surveyor.

8. Check that the winch drivers are experienced and competent and that all winches are placed
into double gear to ensure a slow moving operation.
9. Remove any obstructive ships side rails if appropriate and check that the passage of the load
from shore to ship is clear of obstructions.
10. Release any barges or small boats moored to the ships sides before commencing any heavy
lift operation.
11. Secure steadying lines to the load itself and to any saucer/collar connection fitment attached to the
lifting hook.
12. Inspect and confirm the lifting points of the load are attached to the load itself and not just secured
to any protective casing. (Usually carried out while the load is ashore in the transit warehouse).
13. Ensure that the area is clear of all unnecessary personnel and that winch drivers are in sight of a
single controller.
14. Set tight all power guys and ensure the lifting strops are correctly secured to the hook and
load respectively.
15. When all rigging is considered ready, the weight of the load should be taken to ‘float’ the weight
clear of the quayside (Loading). This action will cause the vessel to heel over as the full weight of
the load becomes effective at the head of the derrick boom.
NB. Some lateral drag movement must be anticipated on the load and it is important that the line
of plumb is not lost with the ship heeling over.
16. Once the load is suspended from the derrick and the Chief Officer and the surveyor would be
expected to ascertain that the rigging of the equipment is satisfactory, then the control of the hoist
operation can be passed to the hatch controlling foreman.
Assuming that all checks are in order, the Chief Officer would not normally intervene with the lifting
operation being controlled by the hatch foreman. Only if something untoward happened would
intervention by the ships officer be warranted. This is strictly a case of too many cooks could spoil a
safe loading operation.
NB. The main duties of the Cargo Surveyor would be to work alongside the ships Chief Officer
to advise and ensure that the lift is handled correctly through each stage of loading / discharging.
Additionally he should ensure that the derrick is rigged correctly and that all moving parts are operating
in a smooth manner, having checked beforehand that the vessel has adequate positive stability.

Module C8 Heavy Lift and Project Cargoes
Page 16
Call +44 (0)23 9238 5223 or visit www.iims.org.uk - IIMS
19
Conventional Heavy
Conventional Lift
Heavy Lift Derrick
Derrick
A 50 ton SWL, conventional shipboard derrick seen in the vertical stowed position.The derrick is clamped
A 50 ton SWL, conventional shipboard derrick seen in the vertical stowed position. The derrick is clamped between a 'goal post'
between a ‘goal post’
Samson Post arrangement. Smaller derricks are positioned either side to work lighter type cargoes other than Heavy Lifts.
Samson Post arrangement. Smaller derricks are positioned either side to work lighter type cargoes other
than Heavy Lifts.

Page 17
SPECIALIST
SPECIALISTDERRICKS
DERRICKS ANDAND
SPEED SPEED
CRANES CRANES
(for shipboard operations)
(for shipboard operations)
Learning
Learning outcome:
outcome:
On completion
On completion of thisofchapter
this chapter
youyou will
will
· understand the types of specialist derricks for shipboard operations
• understand the types of specialist derricks for shipboard operations
Velle Derricks have ahave

Velle Derricks lifting capacity
a lifting upto
capacity about
upto about100
100tons S.W.L.and
tons S.W.L. andareare labour
labour savingsaving
by waybyofway of having
having
a single operator.
a single operator. Previous Previous derrick
derrick designsincorporated
designs incorporated slewing
slewingguys and and
guys topping lift to generate
topping lift to generate
derrick movement. Where the 'Velle' design and operation differed was that the guys and topping lift
derrick movement. Where the ‘Velle’ design and operation differed was that the guys and topping lift
were positioned aloft to accommodate all derrick movement. This effectively cleared deck space of the
were positioned aloft towhile
controlling rigging accommodate
at the same all
timederrick
providedmovement. Thiswith
load stabilization effectively
an angledcleared
hoist wiredeck
fromspace
the of the
controlling riggingderrick
'T' shaped while head.
at the same time provided load stabilization with an angled hoist wire from the
‘T’ shaped derrick head.
A 75 ton SWL,
A Velle
75 tonDerrick seenDerrick
SWL, Velle in operation from from
seen in operation a ‘T’a Mast structure
'T' Mast structure onon
thethe
afterafter
deck ofdeck of acargo
a general general
vessel. cargo vessel.

Page 18
Velle Derrick Rigging

Velle Derrick Rigging
Luffing and slewing actions of the derrick are powered by two winches each equipped with divided
Luffing and slewing actions of the derrick are powered by two winches each equipped with divided
barrels to which thetobare
barrels whichends of the
the bare endsfall wires
of the fall are
wiressecured. OnOnthe
are secured. theluffing winch,the
luffing winch, the falls
fallsare
arelaid
laid onto
the half barrels in the
onto thehalf
same direction
barrels enabling
in the same both
direction wiresboth
enabling to shorten or lengthen
wires to shorten together,
or lengthen totoeffect
together, effect
upward or downward movement.
upward or downward movement.

Page 19

The Velle Derrick

The Velle Derrick - stowed.
- stowed.
A 40 ton SWL 'Velle Derrick' seen lowered and stowed in the crutch fitting.
A 40 tonThe
SWLderrick is supported
‘Velle Derrick’ by the lowered
seen 'T' Mast structure which in
and stowed hasthe
the crutch
combined topping lift / slewing
fitting.
arrangement secure to the port and starboard arms respectively.
The derrick is supported by the ‘T’ Mast structure which has the combined topping lift/slewing
arrangement secure
The Cross to the
'T' piece port
at the andofstarboard
head arms respectively.
the derrick accommodates the heavy duty lead strops that provide
the necessary angular motion to the working operation.
The Cross ‘T’ piece at the head of the derrick accommodates the heavy duty lead strops that provide
the necessary angular motion to the working operation.
Page 20

Hallen Derrick
Hallen Derrick
The ‘Hallen Derrick’ has a similar concept to the ‘Velle’, in that the topping lift arrangement and the
The 'Hallen Derrick' has a similar concept to the 'Velle', in that the topping lift arrangement and the
slewing wires are
slewing incorporated
wires together
are incorporated togetherand
andsecured aloft,clear
secured aloft, clearofof
thethe lower
lower deck.deck. The outreach
The outreach and and
slew are slew
wideare
achieved by theby‘T’
wide achieved theBar on on
'T' Bar thethe
Velle
Vellederrick andbybyoutriggers
derrick and outriggers
with with the ‘Hallen’
the 'Hallen'
Both systems
Both systems are labour
are labour savingsaving
and and
can can
be be operatedby
operated by aa single
single controller,
controller,operating the luffing
operating and and
the luffing
slewing movement together with the cargo hoist movement.
slewing movement together with the cargo hoist movement.
The Hallen is distinctive by the 'Y' Mast structure that provides the anchor points for the wide leads.
The Hallen
Theisderrick
distinctive by the ‘Y’ Mast
also accommodates structure
a centre that toprovides
lead sheave direct thethe anchor
hoist wire to points for the
the relevant wide leads.
winch.
The derrick also accommodates a centre lead sheave to direct the hoist wire to the relevant winch.
Page 21
RIGGING ASPECTS
Learning outcome
RIGGING ASPECTS

Learning outcome
• Understand the different types of rigs and the stresses involved

• Example
• Slinging
UnderstandArrangements
the different types of -rigs
Heavy
and the Lifts.
stresses involved
• Example Slinging Arrangements - Heavy Lifts.

Weight and bulk often go together and many of the maritime heavy lifts are not only heavy in their own
right but areWeight
oftenandextremely bulky
bulk often go by and
together waymany
of having a large heavy
of the maritime volume. Numerous
lifts are methods
not only heavy have been
in their own
employed over theare
right but years
oftenin order bulky
extremely to conduct
by way oflifting
having operations
a large volume.inNumerous
a safe manner. Many
methods have types of load
been
employed over the years in order to conduct lifting operations in a safe manner. Many types of load
beams and bridle arrangements have been seen in practice as successful in spreading the overall weight
beams and bridle arrangements have been seen in practice as successful in spreading the overall
and bringingweight
addedandstability to thestability
bringing added load to movement duringduring
the load movement a load/discharge
a load/discharge activity.
activity.
Page 22
Tandem Lifting
Tandem Lifting
Photograph
Photograph reproduced with kindreproduced with
permission from kind
BigLift permission
Shipping from BigLift
B.V. (Mammoet ShippingShipping B.V. as BigLift
B.V. now operating
Shipping B.V.)
(Mammoet Shipping B.V. now operating as BigLift Shipping B.V.)
The heavy lift ship "Transporter" operated by the 'Mammoet' shipping company, engages in a tandem
The heavyliftlift ship “Transporter”
employing operated
two heavy lift 'Huisman by the ‘Mammoet’
Crane-Derricks', shipping
each of 275 tonnescompany,
SWL. engages in a tandem lift
employing two heavy lift ‘Huisman Crane-Derricks’, each of 275 tonnes SWL.
The load being lifted is the inshore water ferry 'Frank Sinatra' destined for operations with the New
The load York Waterways.
being lifted is the inshore water ferry ‘Frank Sinatra’ destined for operations with the New
York Waterways.
Tandem lifting has become more popular over the last decade because of the additional flexibility the
use of double crane derricks can bring by way of increasing the payload capability. The duel purpose
Tandem lifting
tandemhas become
rigging of the more popular
two cranes seen over
abovethe last'Transporter'
on the decade because
permits of theupto
loads additional flexibility
500 tonnes to be the
lifted incrane
use of double conjunction withcan
derricks the associated liftingofbeams.
bring by way increasing the payload capability. The duel purpose
tandem rigging of the two cranes seen above on the ‘Transporter’ permits loads upto 500 tonnes to be
lifted in conjunction with the associated lifting beams.

Page 23
Tandem lifting
Tandem islifting
normally achieved
is normally by the
achieved ships
by the shipscrew
crew carrying out
carrying out thethe
loadload or discharge
or discharge operation.
operation. The
The reason for for
reason this is isthat
this thatthe port’sstevedore
the port's stevedore personnel
personnel lack
lack the the familiarity
familiarity withgear.
with the lifting the lifting
It is gear. It is
usually
usually the the vessels
vessels Chief Officer
Chief Officer who who will will conductoperations
conduct operations andandthis
thisis carried out by
is carried useby
out of use
a of a portable
portable remote controller.
remote controller.
The control element (usually mounted on a neck strap) can co-ordinate the joint movement of the two
The control element
derricks in both(usually mounted
the luff and on a together
slew actions, neck strap) cancargo
with the co-ordinate the
hoist/ lower jointto movement
action the load of the
two derricks in both the luff and slew actions, together with the cargo hoist/lower action to the
movement.
load movement.
Photograph reproduced with kind permission from BigLift Shipping B.V. (Mammoet Shipping B.V. now operating as BigLift
Photograph reproduced with kind permission from BigLift Shipping B.V.
Shipping B.V.)
(Mammoet Shipping B.V. now operating as BigLift Shipping B.V.)
The two crane positions of the 'Transporter' seen positioned either side of the cargo space, lend to
The two open
craneaspect
positions
viewingofbythe
the‘Transporter’ seen positioned either side of the cargo space, lend to
controlling officer.
open aspect
Multiviewing by thelifts
sheave topping controlling
and lifting officer.
purchase being employed with spreaders over the wide load.
Multi sheave topping lifts and lifting purchase being employed with spreaders over the wide load.

Page 24
Stresses Experienced by the Heavy Lift Derrick

When about to commence a heavy lift operation with any derrick it must be anticipated that the lifting
equipment will experience certain stresses, these are as follows:-
Stresses Experienced by the Heavy Lift Derrick
Tensile Stresses - Will effect the topping lift and the main purchase wire ropes. Slewing guy
pennants
When about to commence or lift
a heavy power guy with
operation tackles are often
any derrick brought
it must under that
be anticipated tension but because
the lifting
of their composition and indirect angles have a t endency to absorb shock
equipment will experience certain stresses, these are as follows :-
loading better.
Tensile Stresses -
Will effect the topping lift and the main purchase wire ropes. Slewing guy
pennants or power guy tackles are often brought under tension but because
Mast, offore and
their aft staysand
composition when rigged
indirect andhave
angles theashrouds
tendency to Port and
to absorb Starboard
shock
will allloading
experience
better. tension. The side arms of shackles will also experience
tensile forces.
Mast, fore and aft stays when rigged and the shrouds to Port and Starboard
will all experience tension. The side arms of shackles will also experience
Compression Forces - Will
tensileeffect the mast and the lower supporting structure to the mast.
forces.
The length of the derrick receives compressive forces acting throughout
Compression Forces - its
Willlength especially
effect the mast andinthethe area
lower of the tabernacle/shoe
supporting and
structure to the mast derrick heel.
. The
length of the derrick receives compressive forces acting throughout
Steel decks can also expect to be depressed when landing heavy weights.its
length especially in the area of the tabernacle/shoe and derrick heel. Steel
decks can also expect to be depressed when landing heavy weights.
Shear Forces - Directly effects shackle pins and axle bolts of blocks passing through sheaves.
Shear Forces - Goosenecks are also
Directly effects effected
shackle pins by
andshearing
axle bolts forces.
of blocksDepending on the direction
passing through
of weight, lugs in deck positions and on ‘spider bands’ or ‘houndson
sheaves. Goosenecks are also effected by shearing forces. Depending bands’ may
suffer the direction
similar of weight, lugs in deck positions and on 'spider bands' or
forces.
'hounds bands' may suffer similar forces.
NB. TheNB.greater the angle

The greater between
the angle the the
between legslegs
of ofthe
theslings
slings will effectively
will effectively cause
cause an an increase
increase in thein the stress
that eachstress
leg ofthat
theeach
sling
legwill have
of the slingtowill
bear.
have to bear.

The Stuelckenmast - Cargo Gear System

The Heavy Lift Stuelcken systems are noticeable by the prominent angled support mast structure
positioned either
The side of the ships
Stuelckenmast centre Gear
- Cargo line. The
Systemmain boom is usually socket mounted and fitted into
a tabernacle on the centre line. This positioning allows the derrick to work two hatches forward and aft
and doesThe
notHeavy
restrict heavy loads
Lift Stuelcken to a are
systems single space,byasthe
noticeable with a conventional
prominent derrick.
angled support mast structure
positioned either side of the ships centre line. The main boom is usually socket mounted and fitted
The into a tabernacle
Stuelcken Posts, setonathwartships,
the centre line.provide
This positioning
not onlyallows the for
leads derrick
thetotopping
work two hatches
lifts forward
and guy arrangement
and aft and does not restrict heavy loads to a single space, as with a conventional derrick.
but also support smaller five and ten ton derricks with their associated rigging. The posts are of such
a wide diameter that Posts,
The Stuelcken they accommodate
set athwartships,an internal
provide staircase
not only tothe
leads for provide
toppingaccess
lifts andto
guythe operators cab,
arrangement
usually set
buthigh
also up on the
support postfive
smaller toand
allow
ten overall vision
ton derricks withof theassociated
their operation.rigging. The posts are of such a
wide diameter that they accommodate an internal staircase to provide access to the operators cab,
usually set high up on the post to allow overall vision of the operation.
The rigging and winch arrangement is such that four winches control the topping lift and guy
arrangement while and
The rigging twowinch
additional winches
arrangement control
is such thewinches
that four main lifting
controlpurchase.
the topping lift and guy
Endless wires pay out/wind on to the winch barrels, by operation of a one-man, six - notch controller.
arrangement while two additional winches control the main lifting purchase.
Endless wires pay out/ wind on to the winch barrels, by operation of a one-man, six - notch controller.
Various designs have been developed over the years and modifications have been added. The ‘Double
Various designs have been developed over the years and modifications have been added. The 'Double
Pendulum’ model which serves two hatches operates with a floating head which is allowed to tilt in
Pendulum' model which serves two hatches operates with a floating head which is allowed to tilt in the
the fore and aft line
fore and when
aft line whenserving
serving respective cargo
respective cargo spaces.
spaces. A ‘Rams
A 'Rams Horn with
Horn Hook' Hook’ with a changeable
a changeable double
double collar
collar fitting beingsecured
fitting being secured across
across thependulum
the two two pendulum liftingThe
lifting tackles. tackles.
systemThe system
operates withoperates
an with an
emergency cut off cut
emergency which stopsstops
off which winches and
winches applies
and applieselectro-magnetic locking
electro-magnetic locking brakes.
brakes.

Stulcken Stulcken
derrick derrick
rigs arerigsconstructed
are constructed with
with numerous anti
numerous anti friction bearings
friction which
bearings produce
which only about
produce only about
2% friction throughout a lifting operation. These bearings are extremely durable and do not require
2% friction throughout a lifting operation. These bearings are extremely durable and do not require
maintenance for upto four years making them an attractive option to operators.
maintenance for uptowires
The standard fourforyears
the rigmaking them
are 40mm anthe
and attractive
barrels ofoption
winchestoareoperators. The
usually spiral standard
grooved to wires for
the rig are 40mm their
safeguard and condition
the barrels andof winches are
endurance. usuallyof spiral
The length the spangrooved to safeguard
tackles are variable andtheir
will becondition and
endurance. The length
dependant on theoflength
the span
of the tackles
boom. are variable and will be dependant on the length of the boom.
Although Stulcken rigs still remain operational, their use has diminished with the improved designs of
AlthoughHeavy
Stulcken rigs still remain operational, their use has diminished with the improved designs of
Lift Vessels, which tend to have dominated the 'Project' cargo section of the industry over the
Heavy Liftlast
Vessels,
decade.which tend to have dominated the ‘Project’ cargo section of the industry over the
last decade.

Page 27

Stuelcken Mast-Rig Types for Heavy Lifts

Stuelcken Mast-Rig Types for Heavy Lifts
Page 28 Call +44 (0)23 9238 5223 or visit www.iims.org.uk - IIMS 31

Arguments for Cranes or Derricks

Shipboard lifting gear has generally moved away from derrick use towards cranes, with the possible
exception of the heavy lift sector. Here, the combined advantages of both the derrick and the crane, in
the form of ‘Speed Cranes’ tend to have been amalgamated.
All cranes are provided with individual motors and as such lend to increased maintenance schedules.
However they are probably more manoeuvrable with lighter cargoes and have the ability to directly
plumb over the lifting point with ease. The Derrick boom, however, is generally notably stronger but
was originally awkward to handle.
Innovations in the industry have generated finger tip control of derricks and the ability to provide
an accurate line of plumb while at the same time increasing the overall lift capacity of derrick units.
Previously it was only cranes that operated with a single controller and these were quickly seen as
labour saving, but the sophisticated derrick rig, especially in the heavy lift area, has now also achieved
single man control.
Shipboard cranes (single man operation) are mounted to generally operate at about 35 tonne SWL
upto an outreach of about 18-20 metres. These figures are flexible with specific designs but must be
recognised as being suitable for the lighter, more general of cargoes. They can sometimes be coupled to
work in tandem, so increasing the load capacity and positioned to work two hatches as routine.
Crane/Derricks tend to be specific to the Heavy Lift/Project Cargo sector of the industry, having gained
all the positive advantages of both the crane and the derrick rigs, taking few of the disadvantages. Wide
prefabricated jibs and more powerful motors have removed the need for the old cluttered rigging of
guys. Multi sheave topping lifts have not only increased the load capacity but also outreach to permit
increased loads at lower operating angles. The speed of operation, which has never been a contentious
issue, has been improved with modern designs incorporating a smooth hoist, slew and luffing movements
to current lifting apparatus.

Shipboard Crane
Shipboard CraneExample
Example
Deck Crane with operating SWL of 35 tonnes, at an outreach of 20 metres.

Deck Crane with
One of two,operating SWL
both mounted on of
the35 tonnes,
ships at an
Port side andoutreach
capable ofof 20 metres.
working in tandem. General cargo
One of two, both
vessel withmounted on heavy
container and the ships Port side
lift capacity upto and capable
60 tonnes withofships
working in tandem.
gear. Long and wide General
hatchwayscargo
provide long load capability.
vessel with container and heavy lift capacity upto 60 tonnes with ships gear. Long and wide hatchways
provide long load capability.
Page 30
Marine Cordage and Steel Wire Ropes

Generally the shipping industry stays within what must be considered ‘normal’ size ropes and wires
usually up to 24 or 28 mm in size. However, where special rigs are concerned with very heavy loads,
adequate safe working loads need to be sustained. The 24mm, flexible steel wire hawser remains
probably the most popular size, mainly because its diameter and flexibility are compatible with the
common 25/30 cm sheaves contained within single and multi sheave blocks. 28mm wires and above
require very high diameter sheaves in order to sit the groove snugly. Examples of which are found in
the shipyards on rail slipways employed for hauling up the ‘bogey’ on the slip. Other examples are found
on salvage tugs, anchor handling vessels and other similar offshore operations.
All steel wires tend to fall into the category of either ‘Standing Rigging’ or ‘Running Rigging’. Running
rigging being wires that pass through a block or over a sheave and are constructed with high multiples
of wires per strand (wps)
Construction : 6 x 12, 6 x 18, 6 x24, 6 x 36.
‘standing rigging’ is employed for the manufacture of stays, shrouds, side rails etc., where the wire is
fixed and does not move. The standing rig wires are constructed without a flexible heart and have a
6 x 6, or 6 x 7 (wps) construction.
The question is often raised. What is the difference between a Flexible and Non-Flexible steel wire ropes?
The answer lies in the manufacturing methods where the flexible wire is laid up about a ‘Hemp’ or ‘Jute’
heart*, (sometimes referred to as the core) The purpose of the heart is two fold, to provide flexibility,
but also because the heart is impregnated with oils it acts to lubricate the wire throughout. The second
difference is that for the same size of wire rope, the flexible wire will be constructed with more wires
per strand.
In comparison, non-flexible wires will be constructed without any heart at all, or alternatively laid
about a steel core. They have few wires per strand and are extremely rigid for the purpose that they
are designed for. Eyes in such wires are often fitted with ‘solid thimbles’ as opposed to ‘Open Heart’
or ‘Round Thimbles’. The solid thimble provides limited movement to shackle pins and attached bottle
screws, providing a more rigid connection for ‘standing rigging’.
Crane wires are manufactured with a non-rotational property, and are usually laid in a woven pattern,
similar to ‘sennet laid rope’. The popular term for this type of lay is ‘wirex’ and it is sometimes
employed for its non-rotational properties in ‘lifeboat falls’ as well as in crane wires. The wires are
generally more expensive than the usual hawsers and are often constructed in stainless steel.
* Some modern wires are now employing a nylon heart for the construction of flexible steel wire ropes. The theory behind
this, is that because nylon is impervious to water, if the heart becomes wet, it will shed the water from the inside to the outer
perimeter of the wire, when under tension. Ideally no moisture is retained inside the wire and there is less chance of internal
corrosion being caused.


Parts of the Block

Parts of the Block
The Safe Working Load and the Certificate Number are found stamped into the binding straps of
each block.
The Safe Working Load and the Certificate Number are found stamped into the binding straps of each
block.
Grease recesses are found inside the bush and inside the inner bearing surface of the centre of
Grease recesses are found inside the bush and inside the inner bearing surface of the centre of each
each sheave.
sheave.
The ‘AxleThe
Bolt’
'AxleisBolt'
of aissquare cross
of a square section
cross sectionto
to hold thebearing
hold the bearing ‘Bush’,
'Bush', this this allows
allows the sheave
the sheave to rotate
to rotate
about theabout
bush.the bush
Page 32 Call +44 (0)23 9238 5223 or visit www.iims.org.uk - IIMS 35

Shipboard Documentation - Heavy Lift Parcels

The documentation that is required for the shipment of Heavy Lifts is usually applicable to shoreside
authorities and to shipboard personnel alike. Clearly the ships Chief Officer would take some
responsibility for the safe loading of the Heavy Lift on board and his function would also be to ensure
that correct paper work accompanies the shipment.
From the ships point of view, once the Heavy Lift is loaded and correctly stowed, an entry would be
inserted onto the ships cargo plan. This would normally include the position of stowage together with
its weight and port of discharge.
The details of the load would be found on the ‘Cargo Manifest’ and such details would also be
included on the ‘Bill of Laden’. This Bill of Lading should be sighted to be without endorsement and be
recognised as a “Clean” Bill of Lading. The ships agents would usually deal with all the Bills of Lading for
all parcels of cargo.
Alternatively a Mates Receipt may have been issued on receipt of the cargo to the Chief Officer.
In preparation to receive the load, the Chief Officer would no doubt make reference to the ‘General
Arrangement Plan’ of the ship and the ‘Deck Load Density Plan’. These two plans would furnish details
regarding the cubic capacity of the intended stowage space and the maximum deck tonnage, namelyn the
permissible loading per square metre.
Stability information and plans would also be consulted when ascertaining the maximum angle of heel
that the ship will experience, when loading and discharging. This same information being used to
determine the overall ‘GM’ and effective change to the ships ‘GM’ with the additional load on board.
NB. Most ships would expect to carry suitable software for computerised loading operations in this
day and age.
The load would usually be shipped with any customs receipts issued at the Exit Port of origin. Such
evidence being required to enter the ship inwards, into the Port of Discharge.
Finally, the Cargo Surveyor would possibly need to refer to the ships ‘Cargo Securing Manual’ (CSM) to
establish any specialised lashing and/or securing, required for the type of load being shipped. Securing of
the load being carried out before the vessel departs the loading berth. (see the section on ‘The Cargo
Securing Manual’ later in this Module)
NB. Roll On - Roll Off vessels are required to have their own ‘Cargo Securing Manual’
Ships Masters would wish to know that all cargo parcels, inclusive of heavy lift units are well secured,
prior to departing the berth. To this end, surveyors and the ships Chief Officers would normally
monitor all cargo securing operations and report directly to the Master following inspection on the
completion of loading.

The objective of the surveyor is not only to provide advice on loading the heavy lift but also to ensure
that the shipping phase and the discharge period are completed to deliver the parcel in a safe manner.
Recommendations on the load securing would be made and agreed between the surveyor and the ship’s
11:267 Cargo Dip Module H 08/04/2011 14:12 Page 34
Master (or his designated deputy). Such recommendations would be documented in the surveyors final
report on the project.
When making their recommendations with regard toHeavy

Module C8 securing
Lifttheand
load,Project
surveyors should appreciate
Cargoes
that in a seaway the load can move sideways, lengthwise and in the vertical. Securings must therefore be
positioned in adequate numbers to prevent movement to Port or Starboard and in the fore and aft line.
Retaining lashings should also ensure against sharp vertical movements.
The quality and number of lashings should have an adequate Breaking Load to withstand violent motion
effecting the hull. Too many lashings is better than too few. Chains are recommended for all steel
The quality and number of lashings should have an adequate Breaking Load to withstand violent
cargoes as a securing means, with or without shore supports.
motion effecting the hull. Too many lashings is better than too few. Chains are recommended for all
steel cargoes as a securing means, with or without shore supports.
Stability Changes- Heavy Lifts
If Stability
it is realised from theHeavy
Changes- onset that
Liftsonce a heavy lift is taken up by a crane or derrick the Centre of
Gravity of the load is deemed to act from the head of that derrick or crane jib. When calculating the
ships
If it isstability
realised criteria, this assumption
from the onset is, for
that once a heavy lift all intense
is taken and
up by purpose,
a crane like the
or derrick loading
Centreaofweight above the
ships “Centre of Gravity”.
Gravity of the load is deemed to act from the head of that derrick or crane jib. When calculating the
ships stability criteria, this assumption is, for all intense and purpose, like loading a weight above the
ships "Centre of Gravity".
Cargo Surveyors who find themselves involved in ship stability calculations will appreciate that when
a Cargo
weight is loaded
Surveyors whoon board
find the vessel,
themselves a in
involved movement ofcalculations
ship stability the ships ‘G’ will be expected.
will appreciate that when This
a movement
(GG¹),
weightwill be inona board
is loaded direction towards
the vessel, the weight
a movement being
of the shipsloaded.
'G' will beItexpected.
therefore follows
This that once a weight
movement
is (GG¹),
liftedwill
andbethat
in a direction towards the acts
weight effectively weightfrom
beingthe
loaded.
headItof therefore follows the
the derrick, that ships
once aposition
weight is of ‘G’ will move
lifted and that weight effectively acts from the head of the derrick, the ships position of 'G' will move
upwards towards this point of action.
upwards towards this point of action.
The
Theoutcome
outcome ofoflifting
lifting
thethe
loadload and causing
and causing an upward
an upward movement movement
of 'G' is to of ‘G’ Gistotomove
cause cause G to move towards
towards
MM(the
(the Metacentre).
Metacentre). This action would be to effect a reduction in the ships GM Value (GM =
Metacentric
This Height).be to effect a reduction in the ships GM Value (GM = Metacentric Height).
action would
1 Condition 1, shows the reflective
1. Condition 1, shows
positions of the reflective
M, the Metacentre.
positions of M,
G, the ships the of
Centre Metacentre.
Gravity,
G, the ships Centre ofthe
and K, the position of Gravity,
keel.
with the vessel in an upright
and K, the position of the keel.
aspect.
with the vessel in an upright aspect.
Once the weight of the load is taken by the ships derrick, chief officers should appreciate that the ships
'G' will rise towards ' M', possibly even rising above 'M'Call +44an
causing (0)23 9238condition.
un-stable 5223 or visit www.iims.org.uk
It would therefore
make sense to lower the position of 'G', in anticipation of the rising 'G' prior to a heavy lift being made.
- IIMS 37
Once the weight of the load is taken by the ships derrick, chief officers should appreciate that the ships
‘G’ will rise towards ‘ M’, possibly even rising above ‘M’ causing an un-stable condition. It would therefore
make sense to lower the position of ‘G’, in anticipation of the rising ‘G’ prior to a heavy lift being made.
2 Condition 2, the vessel is still in the

2. Conditionbut2,the
Upright, thedouble
vesselbottom
is stilltanks
in the
Have been filled, adding weight below
Upright, but the double bottom tanks
'G'. This action causes 'G' to move
Have
downbeen filled, adding
and generates weightinbelow
an increase the
‘G’. This action
ships GM value. causes ‘G’ to move
down and generates an increase in
the ships GM value.
3. Condition 3, where the derrick lifts the load

3. on the centre
Condition line of the
3, where thevessel, would
derrick liftscause
'G' to move upwards, towards the new G¹
the load on the centre line of the
position. (vessel stays in the upright)
vessel, would cause ‘G’ to move
upwards, towards
Double bottoms fullthe
andnew G¹ up,
pressed
position. (vessel stays in the upright)
eliminating any possibility of Free
Surfacebottoms
Double effects full and pressed up,
eliminating any possibility of Free

Surface effects.

4.4.
Condition
Condition 4, where
4, where the derrick and
the derrick
the the
and load is isswung
load swungover
over side causing
the causing
side vessel totheheel
vesselover to º
to heel
over to º
The Cargo Surveyor would normally be charged with the task of ascertaining the maximum angle of
The Cargo Surveyor would normally be charged with the task of ascertaining the maximum angle of
heel that would effect the vessel during the period of lifting.
heel that would effect the vessel during the period of lifting.
If Ifthe
theGM canbe
GM can beincreased
increased before
before the
the lift lift place,
takes takes place, i.e. by
i.e. by filling fillingbottom
double double bottom
tanks, tanks,
the angle of the angle of
heel
heelcan
can be seentotobebeless.
be seen less.
ge 36
Shipboard Stability Examples

Loading/Discharging/Moving - Heavy Lifts
Ex. 1. A bulldozer weighing 50 tonnes is to be loaded on deck at a Kg of 10.2 metres and in a position
off the ships centre line of 9.0m to starboard.
The KG of the ship prior to loading this weight was 6.7 m and the displacement of the vessel was 7,400
tonnes. If the final KM is 7.3 m determine the final list that the vessel will take.
Ans., Transverse GG¹ = w x d

Final W Tan º = Transverse GG¹
GM

Therefore Tan º = w x d
W x GM
= 50 x 9
7450 x GM
Vertical GG¹ = w x d = 50 x ( 10.2 ~ 6.7)

W 7450
= 0.023 m.
New KG = 6.7 + 0.023 = 6.723 m.

New GM = 7.3 - 6.723 = 0.577 m.
Therefore Tan º = 50 x 9
7450 x 0.577
= 0.10468
º = 6º Final List.
Key: W represents displacement.

w represents added small weight.
Kg represents Kg of added weight.
KG represents KG of the ship
KM represents distance between ships keel (K) and Metacentre (M)
d represents distance off centre line of ship.
º represents angle of list.

Ex. 2. A vessel of 6,000 tonnes displacement and KG 8.2 m with a GM of 0.82 m.

The ship, which has a beam of 16.4m loses a deck cargo load of 80 tonnes (Kg 12.4m) and C of G, 3.2 m,
over the side rails. Calculate the resulting angle of list
Transverse
Weight KG Vert Moment Dist from C/L
Moment
6000 8.2 49,200 - -
-80 12.4 992 5.0 400
5920 - 48,208 - 400
Ans., Therefore final KG = Total vertical moments Transverse GG¹ = 400

Total weight 5920
= 48208 = 0.0676m
= 8.143 m.
Tan º = Transverse GG¹

GM
GM = KM - KG (8.2 + 0.82) - 8.143 = 0.877 m
Tan º = 0.676
0.877
º = 4.4º Resulting angle of list.
Ex. 3. A ships derrick head is set at 19 m above the vessels keel (K) and is to be used to discharge
a 10 tonne weight, with a Kg of 6.0m and which is lying on the centre line of the vessel. If the ships
displacement, with the load on board is 5,000 tonnes, and the KG and KM 6.5 m and 7.0 m respectively,
calculate the GM when:-
(i) the derrick has just taken the weight

(ii) after the weight has been discharged.
Ans., Vertical GG¹ = w x d NB. w = 10 tonnes

Final W W = 5,000 tonnes
d = 19 - 6 = 13 m.
= 10 x 13
5000
= 0.026

Initial KG = 6.5 m
Vert GG¹ = 0.026 m (up)
New KG = 6.526 m
KM = 7.000 m
Therefore GM = 0.474 m When load is suspended from derrick.
Vertical GG¹ = w x d NB. w = 10 tonnes

Final W W = 5000 - 10 = 4990
D = 6.5 - 6.0 = 0.5m
= 10 x 0.5
4990
= 0.001 m
Initial KG = 6.5 m
Vertical GG¹ = 0.001 m (up)
Final KG = 6.501 m
KM = 7.000 m
Final GM = 0.499 m
Answers: GM when weight discharged = 0.499 m

GM when weight suspended = 0.474 m.

Loading/Discharging Hazards
Clearly the stability factor in engaging in a shipboard lift operation is of critical importance, which could
ultimately cause a capsize action to effect the ship. However, assuming that the vessel retains positive
stability throughout, unsolicited movement of the load may still occur at the moment of lifting and at the
moment of landing the heavy lift.
This unwelcome movement has become known as ‘Lateral Drag Effect’ which happens in both loading
and discharging operations, when the vessel is listed.
If we take the example of discharging a heavy load:-
The Heavy Lift is first hoisted in the vertical and swung outboard over the quayside or overside to a
landing barge. When the crane/derrick is at its maximum outreach, the ship will generally be heeled
over to its maximum angle of heel.
Once the load is landed the vessel will roll against the direction of heel, having a tendency to regain
the upright. With the derrick boom or crane jib attached to the deck of the vessel, the roll motion will
destroy the line of plumb over the load, causing the runner wire to pull at an angle off the vertical, so
causing a lateral movement on the load.
It can be avoided by paying back on the topping lift and the cargo runner simultaneously. This effectively
retains the head of the derrick/crane over the position of landing the load, despite the rolling motion of
the vessel.
NB. When loading a load, the opposite movements take place.
Speed of Operation
As with most operations where weight is an involved factor the order of the day is to conduct the
operation at a slow speed. Fast operations are a potential hazard in all aspects of heavy lift work. A slow
operation allows respective errors to be noticed early before the consequences have escalated, while
movement of the load can be better controlled at a respectable speed of movement.
The biggest danger with a fast moving operation is that the movement of the load will be allowed to
gain acceleration and the sheer momentum of the load will be greater than the power exerted by the
controlling winches. The consequences being that the load descends out of control at a rapid rate
causing associated damage to both ship and cargo.
Risk assessment prior to the operation should take account of the speed of movement and the power
of the lifting appliances being employed. Winches being engaged in a low gear being the accepted norm.

UNIT 12 |
C8 10_11:267 Cargo Dip Module H 08/04/2011
Heavy Lift and Project Cargoes
14:13 Page 41
AAslow motion
slow load ofload
motion a Module
of a Unit aboardUnit
Module the ASGARD A, during
aboard the ASGARD its conversion
A, duringto anits
FPSO. The lift being
conversion to anconducted
FPSO.by
The the Floating Sheer Leg barge "TAKLIFT 4" part of the Smit International Company.
lift being conducted by the Floating Sheer Leg barge “TAKLIFT 4” part of the Smit International Company.

CONTAINERS AND UNIT LOADING

CONTAINERS AND UNIT LOADING
Learning outcome
Learning outcome
On completion of this chapter you will
• understand the fundamentals of container carriage and unit loading
• understand the fundamentals of container carriage and unit loading
Cargo handling methods are now entrenched in unit load systems of the Roll On-Roll Off variety or
the container unit. Heavy loads in both these systems are not unusual and ships have been fitted to
accommodate the loading
Cargo handling andare
methods discharge of respective
now entrenched large
in unit load and heavy
systems cargoes.
of the Roll On-Roll Off variety or the
container unit. Heavy loads in both these systems are not unusual and ships have been fitted to
accommodate the loading and discharge of respective large and heavy cargoes.
In the case of the container vessel these are often built for a designated trade route and as such the
containerInterminals,
the case of with the giantvessel
the container shore based
these are ‘gantries’, area an
often built for essential
designated integration
trade of such
route and as the total
the
operation. However,
container somewith
terminals, container
the giant vessels are 'gantries',
shore based built witharetheir own ‘Gantry
an essential Crane’
integration of theand
totalhave the ability
operation. However,
to trade independent some
of the container vessels
designated are built with their own 'Gantry Crane' and have the ability
terminals.
to trade independent of the designated terminals .
ShipboardShipboard
gantriesgantries
are tracked, mobile
are tracked, container
mobile lifting
container liftingcranes, whichtraverse
cranes, which traverse
the the overall
overall lengthlength
of the of
the cargocargo
deck.
deck. Lifting is achieved by a standard container lock arrangement which has the capability tocapability
Lifting is achieved by a standard container lock arrangement which has the
to remove the pontoon
remove the pontoon hatch
hatchcovers favouredbyby
covers favoured thisthis
typetype of vessel.
of vessel. (Pontoon
(Pontoon hatchweigh
hatch covers covers weigh
approximately
approximately 40 tonnes).40 tonnes).
Shipboard Shipboard
‘Gantry'Gantry Crane'
Crane’ seenseenaboard
aboard a asmall container
small vessel. vessel.
container
Single Single man, overhead operator works in conjunction with deck/terminal
man, overhead operator works in conjunction with deck/terminal dispatcher, dispatcher, used for used
hatch (pontoon)
for hatchremoval.
(pontoon) removal.

Page 42
above : The 'MSC Sintra' moored starboard side to the Container Terminal, in
The ‘MSCNewfoundland.
St.John's, Sintra’ moored starboard
The ships sidecranes
own container to the Container
are turned Terminal,
outboard to allow theinshoreside
St.John’s, Newfoundland.
Gantry Cranes discharge
The ships own container cranes are turned outboard
and load access. to allow the shoreside Gantry Cranes
discharge and load access.
below :The container lifting unit, transports the pontoon hatch top from the ship to a holding shore position, prior to working the
ships container cargo. Steel hatch pontoons are often in excess of thirty (30) tonnes and are fitted with reception feet to accommodate
the same container couplings of the lifting unit.
below :The container lifting unit, transports the pontoon hatch top from the ship to a holding shore position, prior
to working the ships container cargo. Steel hatch pontoons are often in excess of thirty (30) tonnes and are fitted
with reception feet to accommodate the same container couplings of the lifting unit.

Page 43
Handling Containers
The loading and discharging of what can be very heavy containers is usually carried out by the terminal
Handling
‘Gantry Cranes’. Containers
These are very prominent against the skyline and easily make a container terminal
recognisable. The need for exact placing and locating container units into the ships ‘Cell Guides’ is
essential The
andloading
the moveable gantryofcranes
and discharging can
what can be achieve
very heavysuch desired,
containers positive
is usually positioning
carried out by theof the load.
terminal
'Gantry Cranes'. These are very prominent against the skyline and easily make a container terminal
recognisable. The need for exact placing and locating container units into the ships 'Cell Guides' is
The order of loading, when the large container vessels are carrying currently upto 10,000 teu’s must be
essential and the moveable gantry cranes can achieve such desired, positive positioning of the load.
well planned and considered as a detailed operation. Planners are usually employed ashore to provide
a practical
Theorder
order of loading,when
of loading, particularly important
the large container when
vessels arethe vesselcurrently
carrying is scheduled to discharge
upto 10,000 teu's mustat two or
three or be
morewell terminal
planned andports.
considered as a detailed operation. Planners are usually employed ashore to
provide a practical order of loading, particularly important when the vessel is scheduled to discharge at
two or three or more terminal ports.
Once loading in the cell guides is complete, the pontoon steel hatch covers, common to container
vessels, are
Oncereplaced
loading inand
thesecured.
cell guidesContainers arepontoon
is complete, the then stowed on covers,
steel hatch deck in ‘stacks’to often
common as highas 6 tiers.
container
The overall height
vessels, areof the deck
replaced and stowage containerarestack
secured. Containers may well
then stowed be determined
on deck by the
in 'stacks' often construction
as high as 6
of the vessel. It must allow sufficient vision for bridge watch - keepers, to be able to carry out their
tiers. The overall height of the deck stowage container stack may well be determined by the
essential construction
lookout duties.of the vessel. It must allow sufficient vision for bridge watch - keepers, to be able to carry
The stability criteria of the vessel, when carrying containers on deck, must also
out their essential lookout duties. The stability criteria of the vessel, when carrying containers on deck,
be compatible
must alsowith
be the stowage
compatible withtonnage below
the stowage decks.
tonnage below decks
Any deckAnystowage requires

deck stowage effective
requires securing
effective securingand
andthis achievedusually
this is achieved usually
by abyrigging
a rigging
gang gang
basedbased
at the at the
terminal. terminal. As the 'stack'
As the ‘stack’ is built
is built up, each
up, each containerisissecured
container secured bybymeans
meansof of
specialised fittings,
specialised between
fittings, between
containers themselves and to the ships structure.
containers themselves and to the ships structure.
Container Markings
Container Markings
Weight ofWeight
individual containers
of individual will will
containers vary from
vary fromvoyage
voyage totovoyage,
voyage,
andand would
would be be located with the units
documentation on delivery
located with to the terminal.
the units documentation on delivery to the terminal.


Container Vessel Construction

Container Vessel Construction
48 IIMS - Call +44 (0)23 9238 5223 or visit www.iims.org.uk Page 45

:267 Cargo Dip Module H 08/04/2011 14:13 Page 46
Container Lashing Fitments

Container Lashing Fitments
Single Bridge
Double Bridge
Corner Casting Pin
Top Lock

Deck Pin
Portable Twist Lock

(seen in the open position)
Long and short diagonal rods.
Bottle Screw or Turnbuckle

Page 47

Container
Container DeckStowage
Deck Stowage
Short andShort
longand
rods
longsecured by bottle
rods secured screw
by bottle screwor
or turnbuckle
turnbuckle to to deck
deck anchor
anchor points.points.
Page 48
Container Stowage and Securing

Container Stowage and Securing
Upper deck stowage of the container stack with securing rods and connections in place on the second height tier.
Upper deck stowage of the container stack with securing rods and connections in place on the second height tier.

Roll On - Roll Off Unit Loads

With the door to door service provided by Roll On, Roll Off vessels, vehicles with a variety of weight
loads have started
With tototake
the door dooradvantage of the
service provided by convenience
Roll On, Roll Off of vessels,
this typevehicles
of vessel.
with aAlthough the total
variety of weight
weight factor
loads is governed
have started toby theadvantage
take permitted axle
of the load (foroframp
convenience access)
this type and Although
of vessel. the access size may limit the
the total
weight
shipping of somefactor is governed
large by theheavy
loads, many permitted axle load
cargoes can(for
stillramp
takeaccess) and the
advantage ofaccess size of
this type mayshipment.
limit
the shipping of some large loads, many heavy cargoes can still take advantage of this type of shipment.
These vessels
These can andcan
vessels doand
provide a regular
do provide and
a regular speedy
and speedyservice
service totoshippers
shippers engaged
engaged with with
day today
day to day
loads of upto
loads 40 tonnes
of upto being being
40 tonnes considered routine.
considered routine.Low loadersareare
Low loaders alsoalso considered
considered as common
as common units units
for these vessels and are often shipped with high density weight bulldozers or similar
for these vessels and are often shipped with high density weight bulldozers or similar plant. plant.
New Ro-Ro tonnage has already been constructed with much wider access openings which permit the
New Ro-Ro tonnage
larger has already
of the mobile beenAsconstructed
heavy loads. with much
such, these vessels wider
are taking access openings
a considerable which
amount of permit the
not only
larger of conventional
the mobile heavy
heavyliftloads. As such, these vessels are taking a considerable amount of not only
loads but also in many cases the larger project cargo units. (e.g. Railway rolling
conventional
stock)heavy lift loads but also in many cases the larger project cargo units.
(e.g. Railway rolling stock)
Stern door/combined vehicle ramp of a RoPax ferry vessel operating in Mediterranean waters.
The size of door
Stern the /access
combinedisvehicle
restrictive
ramp of to the exceptionally
a RoPax large
ferry vessel operating load but stillwaters.
in Mediterranean capable
The sizeof ofaccepting
the access ismilitary
restrictive to the exceptionally large tracked
load but still capable oflike
vehicles accepting
tanks.military tracked vehicles like tanks.

Page 50
The Long Load

To say that all heavy lifts fall in to the category of heavy cargo parcels could be perceived as a misnomer.
Many lifts,Toconsidered
say that all heavy lifts fall in to the category of heavy cargo parcels could be perceived as a
as specialist loads or project cargoes are not necessarily heavy but may be
misnomer. Many lifts, considered as specialist loads or project cargoes are not necessarily heavy but
awkwardmay in size by either breadth
be awkward in size or breadth
by either length and as such
or length stillsuch
and as fallstill
into fallthe
intospecialist category.
the specialist category.
These loads are

These often
loads are engaged as Roll
often engaged On-On-
as Roll Roll
RollOff
Off traffic andcan
traffic and canbebe transported
transported by means
by means of specific
of specific
ground handling
ground handling vehicles.vehicles.
An example of the specialist ‘Long Load’ a blade for an energy windmill is mounted on an extended truck unit.
The rear wheels
An example of ofthetheunit are 'Long
specialist extendedLoad' from
a blade the
for andriver
energy unit by ismeans
windmill mountedofon aanconcertina
extended truckbridge
unit. Thebeam which allows
rear wheels
the cargooftothebeunitstrapped
are extendedtofrom
thethe driver unit by
motorised means of athroughout
transport concertina bridge
itsbeam which allows
length. In thistheparticular
cargo to be strapped
example to thethe cargo
is landedmotorised
on shaped transport throughout
wood chocks its length..
at theInextremities
this particular and
example
at the cargo is landed
suitable, on shaped wood
intermediate chocks at
landings, thenthe extremities
steel banded by
and at suitable, intermediate landings, then steel banded by straps to prevent movement
straps to prevent movement of the load while in transit on both roads and sea. of the load while in transit on both roads
The wholeandunit sea. The whole unit being chained to the ships deck once loaded on board the ferry vessel.
being chained to the ships deck once loaded on board the ferry vessel.

THE CARGO SECURING MANUAL
Learning outcome
• understand what the CSM is and its use
Reference should be made to the IMO Publication

1) ‘Cargo Securing Manual’ and the Regulations V1/5 and V11/6 of the 1974 SOLAS Convention.
2) Code of Safe Practice for Cargo Stowage and Securing (CSS Code)
regarding the preparation of Cargo Securing Manuals.
Application: A Cargo Securing Manual is required to be carried by all cargo units and cargo
transports, loaded, stowed and secured with Dangerous goods, Solid Cargoes, and Containers.
This manual must be approved by the Marine Administration for all types of vessels which are engaged
in the carriage of all cargoes, other than solid or liquid bulk cargoes.
Function of the Manual

The purpose of the manual is to cover all aspects of cargo stowage and securing of cargoes, other than
bulk cargoes, which are covered by alternative regulations.
Cargo Securing Manuals are meant to be uniform in their guidelines on the carriage and stowage of
cargoes respective to the individual ship.
Definitions Respective to the Manual

Cargo Securing Devices: defined as fixed and portable devices used to secure and support cargo
units.
Maximum Securing Load: term which is used to define the allowable load capacity for a device
used to secure cargo to a ship. Namely the S.W.L. of the device.
Standardized Cargo: means cargo for which the ship is provided with an approved securing system
based on the specific cargo unit types.
Semi-Standard Cargo: means cargo for which the ship is provided with a securing system which is
capable of securing a limited variety of cargo units such as vehicles or trailers.
Non-Standard Cargo: means cargo which requires individual stowage and securing arrangements.

Use of the Manual and its Contents

Introduction
The guidelines set out by the manual are expected to suit the stability and trim criteria of the vessel
and are not meant to infringe the loadline requirements. Neither is the manual trying to replace
the principles of good seamanship or experience of recognised stowage and securing practice. It is
meant to specify cargo securing methods provided on board the ship, for the type of cargoes that
the vessel can be expected to transport. By use of suitable securing points and fittings, the manual
should be designed to provide guidance in order to prevent movement of loads, which would expect to
experience transverse, longitudinal and vertical forces, when the vessel is at sea.
General advice would also include recommendations on the number, strength and application of
securing devices.
Securing Devices
A deck plan of securing devices like pad eyes, eye bolts and bulwark securing points should be provided
within the manual. These fittings should note the respective S.W.L. All fixed securings should be
provided with documentation stating:-
a) Name of manufacturer.
b) Designation of use.
c) Material of manufacture.
d) Identification markings.
e) Maximum Securing load (MSL) (Alt., S.W.L.)
f ) Results of any non-destructive testing.
For existing ships where non-standardized fixed securing devices are employed the information
regarding the MSL and its location are deemed sufficient.
Portable securing devices like with, chains, rods interlocking fittings, trestles, turnbuckles etc.,
would also be expected to have their details documented as above but may have the following
additional requirements:-
Strength test details, minimum safe operational temperatures, sketch details of their use.
Regular inspection of securing fitments should be conducted by the Ships Master, but may be
periodically taken up by the Marine Administration. Such inspection by ships personnel or an outside
body should be recorded within a ‘record of inspections’.
To ensure that securing devices are placed safely and correctly, relevant instruction in the handling
of these devices should be undertaken by respective personnel. The manual should contain these
instructions and safe handling details within a sub chapter.

Calculations of Forces (acting on cargo parcels)
The contents of the manual must include tables and/or diagrams showing the accelerations that can be
expected in various positions on board the vessel when in adverse sea conditions over a range of GM
values. Such content would also include examples of how these forces can be calculated.
These examples, would utilise cargoes that the vessel is most likely to carry. The values so calculated
would be reflective of the forces that could expect to be experienced by the securing devices employed
aboard the vessel.
Chief Officers, cargo superintendents, cargo surveyors supercargoes etc., should be familiar with the
calculation of such forces being experienced by the lashings to ensure that suitable chain sizes or wire
lashings engaged are of adequate Safe Working Load, to prevent unwanted movements of the load.
A supplementary section in the manual should be concerned with Ro-Ro vessels and their fixed securing
points for vehicles and containers. Portable lashings for such cargoes would be recommended by type,
number and S.W.L.
Container Stowage
Chapter four (4) of the manual is directly concerned with the stowage and securing of ‘Containers’ and
provides information for the Master regarding any cargo stowage situations which may deviate from
the general recommendations. It would be expected to show the accelerations that the stowage and
securing system is based.
Information on the overall mass of a ‘container stack’ the anticipated wind load, and any permissible
reduction in securing methods for stacks of reduced height.

UNIT 12 | Heavy
C8 10_11:267 Cargo Dip Lift Hand08/04/2011
Module Project Cargoes
14:13 Page 55
SECTION II
SECTION II
SPECIALIST LIFTING UNITS
SPECIALIST LIFTING UNITS
Learning outcome
On completion of this
Learning chapter you will
outcome
• understand the different lifting units available in the market

The Floating
• Crane, Crane
understand the Barges,
differentFloating Sheer
lifting units Legs,inHeavy
available Lift Ships, Self Propelled Barge Transports
the market
Semi-Submersible support vessels are all contributors to the Project Cargo, heavy lift operational
market. There use is consistent across all sectors of the Maritime Industry inclusive of Offshore
The Floating Crane, Crane Barges, Floating Sheer Legs, Heavy Lift Ships, Self Propelled Barge
Operations, SalvageSemi-Submersible
Transports work, Shipyardsupport
Assignments, Marine
vessels are Civil Engineering
all contributors Projects
to the Project and not
Cargo, heavy lift least in the
commercial project,market.
operational cargoThere
field.use is consistent across all sectors of the Maritime Industry inclusive of
Offshore Operations, Salvage work, Shipyard Assignments, Marine Civil Engineering Projects and not
They dealleast in the commercial
in exceptional project,
weights, thecargo field. Load’ often in excess of thousands of tonnes. The
‘Project Goliath
sized load, too large for normal, conventional handling by ships gear, too big for transport on rail or
They deal in exceptional weights, the 'Project Load' often in excess of thousands of tonnes. The Goliath
average roadways. That
sized load, too load
large that requires
for normal, specific
conventional procedures
handling to construct,
by ships gear, transport
too big for transport on and
rail orland, the
‘Project Cargo
averageLoad’.
roadways. That load that requires specific procedures to construct, transport and land, the
'Project Cargo Load'.
Many of the Heavy Lifting Plant units are involved within the maritime environment in dual or triple
Many of the Heavy Lifting Plant units are involved within the maritime environment in dual or triple
roles. Being
roles.involved in lifting
Being involved bridge
in lifting units
bridge one
units oneday
day ,, salvage operations
salvage operations thethe
nextnext and loading
and loading heavy heavy
cargoes acargoes
montha later.
month Specialist plant
later. Specialist areare
plant called
calledtotoengage witha avariety
engage with variety of lifts
of lifts throughout
throughout the the
maritimemaritime
sector. sector.
OnceOnceso engaged
so engaged thethe
weights
weightsare so enormous
are so enormous thatthat
onlyonly the highest
the highest standard
standard of of
professionalism can be entertained within
professionalism can be entertained within the industry. the industry.
Example of cargo
Example of Specialist Specialistoperation:
cargo operation :FloatingSheer
Floating Sheer legs engage
legs in a lateinevening,
engage a lateHeavy Lift activity.
evening, Heavy Lift activity.
This ‘SMIT Cyclone’ lifts a Harbour Tug from the offshore side of the vessel.
This ‘SMIT Cyclone’ lifts a Harbour Tug from the offshore side of the vessel.

Heavy Lift Floating Crane

Conventional heavy cargo loads, which are scheduled for carriage by sea, are often required to be
loaded by means of a floating crane. When the load is too great to be handled by the ships own lifting
gear the second option is usually the next immediate choice. Most major ports around the world have
this facility as an alternative option for heavy specialist work. The type of activity is two fold, because
if loaded by this means at the port of departure the same load must be discharged at its destination by
similar or equivalent methods. (Cargo Surveyors need to ascertain that if the load is above the ships
lifting gear capability, that the discharge port has means of lifting the load out).
Cargo Officers need to ensure that the heavy load is accessible and that the floating crane facility is
booked in advance in order to make the scheduled lift. Booking of a special crane would normally be
carried out via the ships agents and ships personnel are very much in the hands of external parties.
The Port Authority often controlling the movement of all commercial and specialist traffic in and around
the harbour, may engage a cargo surveyor as an operational controller.
The ‘Floating Crane’ should not be confused with the specialist ‘Crane Barge’. Floating cranes differ in
that they may not be self propelled and may require the assistance of tugs to manoeuvre alongside the
ocean transport, prior to engaging in the lift(s). The construction of these conventional cranes is such
that the crane is mounted on a pontoon barge with open deck space toaccommodate the cargo parcel.
The pontoon barge being a tank system that can be trimmed to suit the necessity of the operation if the
case requires.
The main disadvantage against the more modern, floating sheer legs, is that generally speaking the
outreach of the cranes jib is limited in its arc of operation. Also the lift capacity can be restrictive on
weight when compared with the heavier and larger units which tend to operate extensively in the
offshore/shipyard arenas.
Agents when booking the facility need to be made aware of the weight of the load and its overall size.
Also its respective position on board the vessel, together with its accessibility. Hire costs of the unit are
usually quite high and with this in mind, any delays incurred by the ship not being ready to discharge or
accept a scheduled load on arrival of the crane, could become a costly exercise.

The Heavy
The LiftLift
Heavy Floating crane ‘Bolayir’
Floating with tug with
crane ‘Bolayir’
tender moored alongside, based in
tug tender moored alongside, basedIstandul, Turkey.
in
Istandul,Turkey.
Steel
Steelconstruction jib of the
construction jib‘Bolayir’
of theFloating crane
‘Bolayir’ Floating
having a 60 ton SWL capacity.
crane having a 60 ton SWL capacity.

Page 57

The Crane / Derrick Barge

The Crane/Derrick Barge (Self Propelled)
(Self Propelled)
Derrick / Crane Barges tend to work extensively in the Offshore Sector of the Marine Industry but their
Derrick/Crane
mobilityBarges tend
under own to worktogether
propulsion, extensively in theoperations,
with thruster Offshoreprovide
Sectorflexibility
of the to
Marine Industry
many heavy lift but their
options. Some builds incorporate Dynamic Positioning and depending on overall size have
mobility under own propulsion, together with thruster operations, provide flexibility to many heavylifting
capacity upto and including 6000 tonnes with main crane jib operations.
lift options. Some builds incorporate Dynamic Positioning and depending on overall size have lifting
capacity upto andtype
Offshore including 6000 tonnes
lifting operations with main
may engage crane jib operations.
semi-submersible crane vessels and these have the
additional facility of being able to lay to an anchor pattern spread, to work from a fixed datum, with two
Offshorerevolving 360º,operations
type lifting crane jibs. may engage semi-submersible crane vessels and these have the
Lifting gear may vary but they are often equipped with two cranes that can work in tandem with loads
additional facility of being able to lay to an anchor pattern spread, to work from a fixed datum, with two
in excess of 10,000 tonnes. (The Italian vessel 'Microperi 7000’, is equipped with DP and position
revolvingmonitoring
360º, crane jibs.
systems to operate two cranes each of 7,000 tonnes and a joint tandem lift capacity of
Lifting gear may tonnes).
14,000 vary but they are often equipped with two cranes that can work in tandem with loads
in excess of 10,000 tonnes. (The Italian vessel ‘Microperi 7000’, is equipped with DP and position
Clearly
monitoring such lift
systems tocapacity
operate needs
twotocranes
be engaged
eachinofareas
7,000which have aand
tonnes requirement for such lift
a joint tandem exceptional
capacity of
demand and the occasional lift is not seen as economical. Where project activity is ongoing on a
14,000 tonnes).
continual basis, like in the offshore regions during the construction and lifting of installation modules,
such barges can easily justify the employment.
Clearly such lift capacity needs to be engaged in areas which have a requirement for such exceptional
demand and the occasional lift is not seen as economical. Where project activity is ongoing on a
continual basis, like in the offshore regions during the construction and lifting of installation modules,
such barges can easily justify the employment.
Page 58
UNIT 12 |
C8 10_11:267 Cargo Dip Module H 08/04/2011
Heavy Lift and Project Cargoes
14:13 Page 59

Project Cargo Transport

Project Cargo
Project Transport
Cargo Transport
Example of the
Example of theheavy widecargo
heavy wide cargo
load load
aboardaboard
'Giant 4'.‘Giant 4’. Adwt
A 24,000 24,000 dwtheavy
submersible submersible heavy
transport barge of the transport
Smit
Example
Transport of the
Fleet. Theheavy
Loadwide
Outcargo loadbarge
and Float aboard 'Giant
of the4'.
Off operation A made
Smit
being 24,000
Transportdwt submersible
Fleet.
to establish heavy Floating
the Visunde transportProduction
barge of the
UnitSmit
in the
Transport Fleet. The Load Out
The Load Out and Float Off operationand Float Off operation being
beingenvironment
Offshore made
made toofestablishto establish
the Visundethe the Visunde Floating Production
Visunde Floating Production Unit
Field. Unit in the in the
Offshore environment of the Visunde Field.
Offshore environment of the Visunde Field.
Side Loading
Side Loading
Side Loading
Some project
Some cargoes lend themselves
project cargoes lend themselvesto tobeing
beingpushed
pushed in aa sideways
sidewaysmotion
motion towards
towards the floating
the floating
Some project
platform. The cargoes
height oflend
the themselves
loading quay toand
being
thepushed
state ofintide
a sideways
during motion
the towards
period of the are
loading floating
usually
platform. The height of the loading quay and the state of tide during the period of loading are usually
platform. The height
critical factors. of the loading
The transport quay
vehicle, likeand the state
a heavy of tide
lift ship during the period
or submersible bargeofcarrier
loading areoften
can usually
critical factors.
critical The transport
factors. vehicle,
The transport like
vehicle, fora heavy
likesmall
a heavy lift ship
lift ship or submersible
or submersible barge carrier can often adjust
adjust its tank system to compensate height differences betweenbarge carrier
quayside andcan oftendeck.
landing
its tank system
adjust itstotank
compensate for small height
system to compensate for smalldifferences between
height differences quayside
between andand
quayside landing
landingdeck.
deck.
‘Giant 2’, one of Smit Transports Fleet, engaged in the transport of an oil installation
'Giant 2', one of Smit Transports Fleet, engaged in the transport of an oil installation steel jacket for the Offshore Industry.
'Giantlifts
2', of
onesuch
of Smit Transports steelengaged
Fleet, jacket fortransport
in the the Offshore Industry.steel jacket for the Offshore Industry.
of an oil installation
Major a nature are common in oil / gas assembly of installations in development regions, prior to platforms going
Major lifts of such a nature are common in oil/gas
Major lifts of such a nature are common in oil / gas assembly of installationsof
assembly in installations in development
development regions, prior to platforms regions,
going
'hot'.
prior to platforms'hot'. going ‘hot’.

Page 59
PLANNING FOR PROJECT CARGO TRANSPORT
Learning outcome
• understand the basic requirements in planning a heavy lift project
It would be natural for the layman to assume that the heavy load just moves on its own with the help
of a police escort, but this is clearly not the case for the extreme load, or that larger than large plant.
Planning of the delivery must be known prior to the load being built. A company may be able to build
for the customer but if the load cannot be transported safely, because of weight or size then the actual
building becomes a ‘white elephant’, in more ways than one.
Also costs for the transportation could be considerable and these would expect to influence financial
agreements and be included at the contract stage.
Transportation - Planning Considerations, Project Cargoes.

In selective project cargoes, especially where a float on and/or, a float off, operation is to take place,
specific measurement information may be required. In addition to the overall weight and basic
measurements of the cargo parcel, the following figures may be necessary to ensure a successful loading
or discharge exercise:
a) Draught of the load at floatation.

b) Freeboard of the load or the load platform.
c) Centre of Gravity of the Load.
d) Centre of Buoyancy of the load and any platform.
e) Density of dock water at the loading port.
f) Density of dock water at the discharge port.
g) Draughts of the load or loaded platform in fresh and salt waters.
Where the loading or discharge is scheduled to take place in tidal waters then respective times and
heights of High and Low water levels with ebb and flood details would also be required.
Such information would allow the calculation of quay clearances, under keel clearances and
stability accuracy. Such information permitting suitable load movements throughout the period of
transportation.
Transport Vehicle - Capability of the carrier, to carry out the

task……
In the case of a ship, is the vessel capable of accepting the load? What is the displacement and physical
size of the vessel and its deck load density capability. What is the Metacentric Height (‘GM’) and what
will be the new ‘GM’ with the load added? General assessment of the ships stability throughout all

stages of the passage. Endurance of the vessel, and the effect of burning bunker oil and
consuming water. Ballast movement and the ability to trim or list the vessel for the purpose of
loading/discharging.
Number of crew, experience of the Master, Charter rates, and not least the availability of the vessel.
Shoreside Administration for Heavy Lift Operations

Every heavy lift operation will pass through various degrees of administration prior to the practical lift
taking place.
The manufacturers/shippers will be required to provide clear information as to dimensions, weight,
lifting and securing points and the position of the Centre of Gravity, before the load can be accepted by
the ship. While the ship maybe required to give details of its crane capability inclusive of outreach and
load capacity.
The loading operation itself as to whether it will be from the quayside, or from a barge, must also
be discussed together with the detail of use of ships gear or floating crane. Weather conditions and
mooring arrangements may also be featured at this time. Once loading is proposed the stability data
and the maximum angle of heel which will be attained would need to be calculated.
Ballast arrangements pertinent to the operation may well need to be adjusted prior to contemplating
the actual lift.
The ship would no doubt be consulted on voyage and carriage details, as to the securing of the load,
the deck capacity to accommodate the load and the stability criteria. The ship would also require
assurances regarding the Port of Discharge and the capabilities of said port. If the load is beyond the
capacity of ships lifting gear, then the discharge port must have accessibility to a floating crane facility
and that this facility will be available at the required time.
Where road transport is involved to deliver the load to the quayside, road width and load capability
would need to be assessed. A five hundred ton load on the back of a low-loader may well cause land
slip or subsidence of a roadside, which must be clear of obstructions like bridges and rail crossings.
Wide loads or special bulky loads may require police escort for movement on public highways to and
from loading/discharge ports.
Once loaded, the weight will need to be secured and to this end a rigging gang is often employed.
However, prudent overseeing by surveyors is expected on this particular exercise. Bearing in mind that
the rigging gang are not sailing with the ship and once the ship lets her moorings go, any movement of
the load will be down to the ships crew, to effect re-securing.
Customs clearance would also be required as per any other cargo parcel and this would be obtained
through the usual channels when the manifest is presented, to clear the vessel inwards. Export
licences, being the responsibility of the shipper, together with any special details where the cargo is of a
hazardous nature, would be covered by special clearances e.g. Armaments.

Voyage Planning
The movement of project cargoes is, by the very nature of the task, generally carried out at a slow
speed. This is especially so, as in the example shown as an extreme lift later in this section. Often tug
assistance is employed and the operation must be conducted at a safe speed for the circumstances.
The movement between the loading port of departure, towards the discharge position, being carried
out under correct navigation signals appropriate to each phase of the passage.
As with any Passage/Voyage Plan, the principles of ‘Passage Planning’ would need to be observed but
clearly specialist conditions apply over and above those imposed on a conventional ship at sea.
Passage planning involves the following phases:-
Appraisal – The gathering of relevant charts, publications, information and relevant data to enable the
construction of a charted voyage plan.
Planning – The actual construction of the plan to highlight the proposed route. To provide details
of way points, bunkering stations, navigation hazards, margins of safety, currents and tidal information,
monitoring points, contingency plans, traffic focal points, pilotage arrangements, underkeel clearances, etc.,
Execution – The movement of the transport to follow the plan through to its completion.
The positive execution of the plan by the vessel.
Monitoring – The confirmation that the vessel is proceeding as per the designated plan.
Position monitoring is taking place and the movement of the vessel is proceeding through the various
stages of the voyage.
NB. A passage plan is equally meant to highlight the areas where the vessel should not go, a particular
important aspect to vessels engaged with ‘Project Cargoes’.
Bearing in mind that the load may restrict passage through canals, under bridges or through areas of
reduced underkeel clearance (UKC).
Voyage Plan Acceptance

Once the plan is constructed, it would warrant close inspection by the Project Manager and the Ships
Master. Such a plan would need to incorporate a considerable number of special features prior to
being considered acceptable to relevant parties. Passage plans are made up to ensure ‘berth to berth’
movement is achieved safely and a plan for movement of a project cargo would expect to include the
following special features:-
Risk Assessment -
Completed on the basis of the initial plan.
(Passage plans are flexible and circumstances may make a deviation from the proposal a necessary action
when on route)

Communications
Methods, VHF channels, secondary methods, advisory contacts, Coastguard, VTS, Hydrographic Office,
Meteorological Office, Agents, medical contingency. Most towing operations and project movements
would normally be accompanied by a navigation warning to advise shipping likely to be effected. Such
warnings could be effected by Coast Radio Stations, Port and harbour controls, and/or
the Hydrographic Office of the countries involved.
Loading Procedures
Method: Various examples, Lift On- Lift Off, Float On- Float Off, etc., Tug assistance, marine pilots,
rigging and lifting personnel as required. Tidal conditions, weather conditions monitored. Ballast
Movement, Stability Assessment.
Securing Procedures
Personnel and associated equipment. Surveyor/Project Manager inspection.
Contractors: Riggers, lashings, welders.
Risk Assessment -
Tolerable.
Safety Assessment
LSA /manpower, Navigation equipment test. Engine test.
Weather forecast 48 hours, long range forecast. Stability Checks.
Route Planning -
Weather, Ports of Call, Mooring facilities, UKC, Width of Channel, Position Monitoring methods,
communications to shore to include progress reports, Navigation hazards, Command Authority, Canal
passage or bridge obstructions. Traffic focal points. Seasonal
weather considerations.
Contingencies
Endurance, bunkers, manpower, Emergency communication contacts.
Weather, mechanical failure, steering failure, tug assistance, Use of anchors, safe anchorages. Special
signals.
Support services (shore based).
Schedule
Timing to effect move, speed of move relevant to each movement phase. Charter Party, delivery date,
‘Penalty Clauses’. Sailing Plan, monitoring and tracking operations, progress reports.
Risk Assessment -
Per phase of voyage.

Discharge Procedure -
Method.
Ground handling equipment, secondary transport.
Specialist personnel and equipment.
Quayside facilities and tidal considerations. Stability Re-Assessment
Risk assessment.
Personnel Requirements
Surveyors, specialist handlers various contractors.
Insurance -
Shoreside administration.
Documentation/Customs Clearances
Reception, delivery communications,
Export Licences.
Loading Procedures
Method: Various examples, Lift On- Lift Off, Float On- Float Off, etc., Tug assistance, marine pilots,
rigging and lifting personnel as required. Tidal conditions, weather conditions monitored. Ballast
Movement, Stability Assessment.
Securing Procedures
Personnel and associated equipment. Surveyor/Project Manager inspection.
Contractors: Riggers, lashings, welders.
Risk Assessment -
Tolerable.
Safety Assessment
LSA /manpower, Navigation equipment test. Engine test.
Weather forecast 48 hours, long range forecast. Stability Checks.
Route Planning -
Weather, Ports of Call, Mooring facilities, UKC, Width of Channel, Position Monitoring methods,
communications to shore to include progress reports, Navigation hazards, Command Authority, Canal
passage or bridge obstructions. Traffic focal points. Seasonal weather considerations.
Contingencies
Endurance, bunkers, manpower, Emergency communication contacts.
Weather, mechanical failure, steering failure, tug assistance, Use of anchors, safe anchorages.
Special signals.
Support services (shore based).

Schedule
Timing to effect move, speed of move relevant to each movement phase. Charter Party, delivery date,
‘Penalty Clauses’. Sailing Plan, monitoring and tracking operations, progress reports.
Risk Assessment -
Per phase of voyage.
Discharge Procedure -
Method.
Ground handling equipment, secondary transport.
Specialist personnel and equipment.
Quayside facilities and tidal considerations. Stability Re-Assessment
Risk assessment.
Personnel Requirements
Surveyors, specialist handlers various contractors.
Insurance -
Shoreside administration.
Documentation/Customs Clearances
Reception, delivery communications,
Export Licences.
Ancillary Units
Tugs, Lifting units, equipment, consumables,
Specialist Equipment
Ice regions,
Accommodations
Airports, hotels, local transport facilities, labour force,
Security
Piracy, road transport, in port, at sea, communications.
Police, military, security codes effecting contingencies.
Costs
Market assessment, political considerations
The Load Out Transport Survey
The vehicle for the intended transport of the heavy lift will be subject to a capability and structural
survey prior to acceptance by the shipper.
Contracts normally being signed to satisfactory survey conclusion.

Details of the survey would be directly concerned with whether the vessel was structurally sound and
close inspection of the Classification and Marine Authority certificates issued to the vessel, together
with their date of validation would be subject to verification.
A surveyor would also be directly concerned with the capability of the vessel to carry out the transport
and would need to be provided with the following details:-
1. Size of the vessel, tonnages in both light and ballast conditions. Deadweight, gross and net tonnages.
(Panama and Suez if applicable)
2. Critical dimensions, length overall and beam width.
3. Cargo space area dimensions, deck length available, volumetric capacity of relevant spaces.
4. Draughts of the vessel when light and loaded. Summer load line details if relevant and
respective freeboards.
5. The ships ‘Tonnes per Centimetre’ (TPC)
6. Ballast pump rates (tonnage per hour) and ballast capacity.
7. Main engine propulsion capacity.
8. Ships Official Number, communication details, name of Master, owners etc.,
9. Lifting Gear, type and capacities.
10. Stability criteria of the vessel.
11. General condition of the vessel.
12. Modifications required (if any) to satisfy cargo loaded criteria.
The vessel would have to satisfy relevant voyage criteria as being suitable for passage in and through
specific waters, and certificates would have to bear respective clearance to allow transit through
required latitudes and into specific areas, as required. Where ice is involved on passage, the vessel
would be expected to carry the relevant Ice Classification.

Elements for consideration for Heavy Lift transports:-

1. Overall size -dimensions of the load.
2. Weight of the load.
3. Weight of lifting accessories.
4. SWL of Lifting Elements
5. Weather conditions.
6. Positive stability of transporting vessel.
7. Density of water in load and discharge ports.
8. Ballast arrangements for trim and list of vessel.
9. Passage Plan of transport route.
10. Fuel burn on route.
11. Speed and ETA of passage.
12. Loadline zone requirements not infringed.
13. Method of discharge.
14. Facilities of discharge Port.
15. Manpower requirements for loading/shipping/ and discharging.
16. Documentation for the load.
17. Specialist handling personnel.
18. Communication facilities to accommodate loading/discharge.
19. Securing arrangements for load on route.
20. Load management on voyage.
Large heavy loads tend to accrue logistical problems from the time of construction to that moment in
time when the load arrives at its final destination. The shipping element of the loads journey is just one
stage during the transportation. Cargo surveyors, safety experts, company officials and trouble shooters
of various kinds tend to move alongside the passage of the load upto that time of final delivery.

Extreme Lifts
Extreme Liftsininthe Offshore
the Offshore Sector
Sector
In 1996, the Smit Transport barges worked in conjunction to carry out the combined transportation of
In 1996, the Smit Transport barges worked in conjunction to carry out the combined transportation of
a 9,600 tonne module
a 9,600 for thefor‘Sleipner
tonne module Vest’
the 'Sleipner platform.
Vest' platform.This
This operation was
operation was completed
completed as a Float-Over,
as a Float-Over,
where the where the deck module was positioned over the supporting unit, (previously established on site),on
deck module was positioned over the supporting unit, (previously established site), in the
in the
‘Cobo Field’,
'CoboWest
Field',Africa.
West Africa.
Smits Transport sea barges 'Giant 2' and 'Giant 4' engage in the transportation of a 9,600 tonne deck
Smits Transport sea barges
module destined ‘Giant
for the West2’African
and ‘Giant 4’Sector.
Offshore engage in the transportation of a 9,600 tonne deck
module destined for the
This float-over WestisAfrican
operation achievedOffshore Sector.
with additional This float-over
buoyancy operation
support barges is toachieved
positioned port and with
additionalstarboard
buoyancyof the tandembarges
support giant barges. Additionally
positioned tugs and
to port are instarboard
attendance.of the tandem giant barges.
Prudent ballasting of the transports allowed the load to be transferred to the support structure and
Additionally tugs are in attendance. Prudent ballasting of the transports allowed the load to be
then permitted the barges to be extracted from under the established installation.
transferred to the support structure and then permitted the barges to be extracted from under the
established installation.

Page 67
HEAVY LIFT SHIPS
Learning outcome
HEAVY LIFT SHIPS
Learning outcome
• understand the basics of the heavy lift ship
The need for heavy lift ships developed alongside the immense size of the loads required within the
development
• of the offshore
understand industry.
the basics of the Its origins
heavy probably come from the idea of the ‘floating dry dock’
lift ship
which has been around for many years before the offshore expansion. The principle difference between
The need for heavy lift ships developed alongside the immense size of the loads required within the
the floating dock and the heavy lift ship is that one is always self propelled and acts as a regular means
development of the offshore industry. Its origins probably come from the idea of the 'floating dry dock'
of transportation. While
which has been the for
around floating dock,before
many years is usually annexed
the offshore to a shipyard
expansion. and ifdifference
The principle it is required to move
position, between
such a move would
the floating docknormally
and the be
heavyhandled
lift shipby tugs.one is always self propelled and acts as a
is that
regular means of transportation. While the floating dock, is usually annexed to a shipyard and if it is
They required
both to move position,
have operational tanksuch a movewhich
systems would normally be handled
allow them to workby tugs.
employing the same Archimedes
principle of floatation. Submerging themselves to allow a load to float in, or over, prior to de-ballasting
They both have operational tank systems which allow them to work employing the same Archimedes
and liftingprinciple
the load clear of the
of floatation. water line.
Submerging themselves to allow a load to float in, or over, prior to de-ballasting
The heavyand liftlifting
shipthegenerally does
load clear of thenot submerge
water line. its loading deck more than to a calculated depth, but
enough to allow ‘Float Over’ methods to operate.its loading deck more than to a calculated depth, but
The heavy lift ship generally does not submerge
enough to allow 'Float Over' methods to operate.
Float over, loading methods must therefore be capable of accommodating the draught drawn by the
Float over, loading methods must therefore be capable of accommodating the draught drawn by the
load when waterborne.
load The actual
when waterborne. loadload
The actual usually
usuallybeing
being rafted andtowed
rafted and towed or pushed
or pushed bytotugs
by tugs to a position
a position
over the over
transports deck.deck.
the transports Once in position
Once in positionover theload
over the loaddeck,
deck,
thethe de-ballast
de-ballast operation
operation of the
of the heavy lift heavy
lift vesselvessel can take
can take placeplace allowingthe
allowing thedeck
deck to
torise
riseand
andso so
raising the load
raising the clear
load ofclear
the surface. The load, The load,
of the surface.
completecomplete
with raftwith raft is then transported under the vessels own power.
is then transported under the vessels own power.
The Heavy Lift ship, ‘Super Servant 3’, engaged in the transport of the Crane Barge,
The Heavy Lift ship, 'Super Servant 3', engaged in the transport of the Crane Barge, 'Al-Baraka 1' in the Arabian Gulf
‘Al-Baraka 1’ in the Arabian Gulf region.
region.

Stern Aspect - Heavy Lift Ship Operations
Stern Aspect - Heavy Lift Ship Operations
The same vessel ‘Sea Servant 3’ transporting the Crane Barge, but seen from an astern aspect.
The same vessel 'Sea Servant 3' transporting the Crane Barge, but seen from an astern aspect. The cargo deck having a freeboard
The cargo deck having a freeboard of about one (1) metre with this load in position.
of about one (1) metre with this load in position.
Page 69

CargoCargo
Decks ofofHeavy
Decks Lift
Heavy Lift Vessels
Vessels
TheLift
The Heavy Heavy
Ship Lift Shipseen
'Sea Teal' ‘Seawithout
Teal’load
seenandwithout load and
with an exposed cargo with an exposed
deck. Flush cargo
deck securing pointsdeck.
are inset and
Flushtimber
deck securing
bearers points
are employed are inset
to spread and
the load timber
weight bearers
and reduce frictionare
effectemployed to spread
between the deck and steel the
loads.load
weight and reduce friction effect between the deck and steel loads.
The above example showing the loading deck exposed, can be submerged by about 1.5 metres
The above example
permitting showing
float on-float the loadingtodeck
off methods exposed,
be employed. Thecan be submerged
alternative method ofbycargo
about 1.5 metres
handling could
permitting
befloat
Load on-float off methods
On - Load Off to beliftemployed.
by conventional Thedepending
hoist methods, alternative method
on the overall of cargo
weight handling
of the load could
to be- transported
be Load On Load Off by andconventional
the facilities atlift
thehoist
loading port and the
methods, discharging
depending onport.
the overall weight of the load
to be transported and the facilities at the loading port and the discharging port.
74
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HeavyHeavy
LiftLift Ships - Project Cargoes
Ships - Project Cargoes
The ‘Sea Team’ Heavy Lift Ship loaded with a ‘jack-up’ offshore installation.
The 'Sea Team' Heavy Lift Ship loaded with a 'jack-up' offshore installation.
Jack-Up’s are either towed, self propelled or transported by heavy lift transports as shown.
Jack-Up's are either towed, self propelled or transported by heavy lift transports as shown. Unloading is achieved by the transport
Unloading is achieved by the transport
delivering to the destination and the rig is then engaged in a float off operation once the transport is ballasted down.
delivering to the destination and the rig is then engaged in a float off
operation once the transport is ballasted down.

Page 71
Heavy Heavy
Lift Shipboard
Lift Shipboard Operations
Operations
The tankingThe
system
tankingofsystem
a designated heavyheavy
of a designated lift vessel is so
lift vessel arranged
is so arrangedthat
that the stability
the stability of of
thethe
shipship at any
at any
period of the loading or discharging procedure is retained within the safety parameters. This is achieved
period of the loading or discharging procedure is retained within the safety parameters. This is achieved
by manipulation of the ships Centre of Gravity.
by manipulation of the ships Centre of Gravity.
Double Bottom Tanks - can be pressed up with water ballast, to lower the C of G
Double of the vessel
Bottom further, –socan
Tanks increasing the ships
be pressed up Metacentric
with waterHeight (GM).
ballast, to lower the C of G of the vessel
further, so NB.
increasing the ships Metacentric Height (GM).
If 'G' can be forced down from the Metacentre 'M' by prudent ballasting then the angle of heel, º
incurred by the lift, will be of a much lesser value than if 'G' was kept in a high position.
NB. If ‘G’ can be forced down from the Metacentre ‘M’ by prudent ballasting then the angle of heel,
º incurredDuring
by the lift, will
a loading be of athe
operation much lesser
vessel will bevalue than
caused if ‘G’
to list oncewas kept inis ataken
the weight highupposition.
by the lifting
crane. Once the list is established water ballast from the narrow wing tank can be pumped /
transferred to the wider ballast tank on the opposite side.
During a loading operation the vessel will be caused to list once the weight is taken up by the lifting
crane. OnceThethe list ofis Gravity
Centre established water
of the ship ballast from
is seemingly, the narrow
artificially, kept low wing tankkeeping
effectively can bea pumped/transferred
satisfactory
to the wider ballast
value tank on Height
of Metacentric the opposite
throughoutside.
the loading period.
Combined use of wing tanks and double bottom tanks, depending on the size of load
can adjust the GM value during cargo operations and during the period of the voyage.
The Centre of Gravity of the ship is seemingly, artificially, kept low effectively keeping a satisfactory value
However, it should be remembered that slack tanks generate free surface effects which would
of Metacentric Height
ultimately throughout
be detrimental thepositive
to the loadingstability
period. of the ship.
Combined use of wing tanks and double bottom tanks, depending on the size of load can adjust the GM
value during cargo
Once operations
the load is landedand during
on board thethe period
vessel, of the
the wing voyage.
tanks could be emptied, retaining the double
bottoms (full) Such action would eliminate any free surface
However, it should be remembered that slack tanks generate free surface effect from botheffects
wing tanks.
which would ultimately
be detrimental to the positive stability of the ship.
Once the load is landed on board the vessel, the wing tanks could be emptied, retaining the double
bottoms (full) Such action would eliminate any free surface effect from both wing tanks.
76
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SUMMARY
The working of heavy lifts within the maritime environment has always been a concern of shipboard
safety. With the ever increasing size and weight factors involved it is essential that the safe handling
practice is retained to ensure confidence in the industry. Throughout this module various loading/
discharging methods have been discussed, but it is not within the scope of the unit to cater for every
possible detail of every possible method.
Each lift, each project completed, will provide individuals with greater experience of not only the
mechanics of the lift but of the many idiosyncrasies that go along with such a movement. Every
transport will be different, all be it in a small way, or the weather will change the circumstances,
personnel will have different experiences, but throughout the operation, the safety factor must
be visible.
Detailed risk assessments should be undertaken for each phase and each movement and the content of
these will vary depending on circumstances. Planning with extensive communication to all concerned
parties, will enhance trouble free enterprise.

APPENDIX 1
Self Assessment Questions
1) When would the cargo runner wire of a derrick or crane be considered unfit for use with
lifting operations ?
2) Describe briefly the stresses that you would expect to be present on a derrick when making a
heavy lift ?
3) Derrick tests are conducted to the ‘Proof Load’. What would be the value of the proof load for a
derrick with 100 tonnes designated Safe Working Load ?
4) When are tests conducted on derricks and cranes ?
5) On what ships plan would you find details of the cargo lifting gear ?
6) If inspecting the lifting gear of a general cargo vessel, where would you expect to find the certificates
of hooks, shackles, wires, derrick tests, etc ?
7) What constructional differences would you expect to find between the cargo runner of a derrick
and the hoist wire of a crane ?
8) What type of lashings would you expect to be employed to secure a heavy bulldozer of
approximately 65 tonnes ?
9) Where could you obtain the lashing and securing details for the cargo decks aboard a Roll On - Roll
Off vessel ?
10) When inspecting hooks and shackles for intended use with a heavy lifting operation, what markings
would you expect to find stamped on them ?

Answers to Self Assessment Questions

1. A wire should be condemned and not used when 10% of the wires are seen to be broken in any
eight (8) diameter length.
2. A derrick engaged in a lifting operation would expect to experience:

Tensile stresses in the ‘topping lift’ and the ‘lifting purchase’
Compression forces effecting the mast and down through the derrick length.
Shear forces would effect the axle bolts of blocks and shackles, gooseneck/Trunnion fitments and
deck lugs.
3. The ‘Proof Load’ of a 100 tonne SWL derrick would be 10% in excess of the SWL equal to
110 tonnes.
4. Tests are conducted on derricks and cranes when first installed from new, if they are damaged and
repaired and replaced, or at intervals of not more than 5 years.
5. Details of cargo lifting gear would be found on the ships Rigging Plan.
6. Certificates of lifting gear accessories are found in:

“The Register of Ships Lifting and Cargo Handling Gear” kept by the ships Chief Officer.
7. The constructional differences between the Cargo Runner of the derrick and the crane wire are:-
Runner is Hawser Lay 6 strands x 24 wires per strand laid about a hemp or jute heart.
Crane wires are multi-plait interwoven wire, known as ‘wirex’ having a non-rotational property to
prevent unlaying.
8. Steel cargoes in any form would normally be secured by Chain Lashings tensioned by bottle screws.
9. Roll On - Roll Off vessels must carry their own ships Cargo Securing Manual, which would detail
lashing points and
respective SWL’s.
10. Shackles and similar fitments would have the SWL and certificate number stamped into the unit.
Additional information could then be located from the certificate.

APPENDIX 2
Abbreviation List for use with Heavy Lift Operations.
ABS American Bureau of Shipping
A.C Alternating Current
AMD Advanced Multi-Hull Design
B Representative of the ships centre of buoyancy
BS (i) Breaking Strength
(ii) Broken Stowage
BSI British Standards Institute
BT Ballast Tank
BV Bureau Veritas
cc Corrosion Control (LR - notation)
CCTV Close Circuit Television
CL Centre Line
cm Centimetres
CO (alt.Ch/Off) Chief Officer
C of G Centre of Gravity
CSM Cargo Securing Manual
CSS Cargo Stowage and Securing (Code)
CSWP Code of Safe Working Practice
D (dia) Diameter
DC Direct Current
DNV Det Norske Veritas
DOC Document of Compliance
DP Dynamically Positioned
DWA Dock Water Allowance
d.w.t. (DWT) Deadweight Tonnage
EC European Community
EFSWR Extra Flexible Steel Wire Rope
EU European Union
F Fresh
FLOFLO Float On, Float Off
F.O. Fuel Oil
F.Pk Fore Peak Tank
FPU Floating Production Unit
FPSO Floating Production Storage Offloading unit
FSE Free Surface Effect
FSMs Free Surface Moments
FSRU Floating Storage and Re-gasification Unit
FSU Floating Storage Unit

FSWR Flexible Steel Wire Rope

FW Fresh Water
FWA Fresh Water Allowance
G Ships Centre of Gravity
GG¹ Signifies the movement of ‘G’ to a new position.
GL Germanischer Lloyd
GM Metacentric Height
grt Gross Registered Tonnage
GZ Represents the ships righting lever.
HDFD Heavy Duty Floating Derricks
HSSC Harmonised System of Survey and Certification
IACS International Association of Classification Societies
IMDG International Maritime Dangerous Goods (code)
IMO International Maritime Organisation
ISGOTT International Safety Guide for Oil Tankers and Terminals.
ISM International Safety Management
ISU International Salvage Union
K Representative of the position of the ships ‘Keel’
KG Measured distance between the keel and the ships C. of G.
kg Kilograms
KM That distance measured from the keel to the Metacentre ‘M’
Kts Knots
kW Kilowatt
LBP Length Between Perpendiculars
LCG Longitudinal Centre of Gravity
LOA Length overall
Lo-Lo Load On - Load Off.
LP Low Pressure
LR Lloyds Registry of Shipping
LSA Life Saving Appliances
(M) Metacentre
M (m) Metres
MA Mechanical Advantage
MAIB Marine Accident Investigation Branch
MCA Marine Coastguard Agency
MCTC (MTC) Moment to Change Trim by 1 centimatre.
Medivac Medical Evacuation
MGN Marine Guidance Notice
MIN Marine Information Notice
mm Millimetres
MSC Maritime Safety Committee
MSL Maximum Securing Load
MSN Merchant Shipping Notice
M.V Motor Vessel

M.V Motor Vessel

MW Mega Watt
OBO Oil, Bulk, Ore (carrier)
OOW Officer of the Watch
P Port
PRS Polish Register of Shipping
psi Pounds per square inch
R.D Relative density
RINA Registro Italiano Navale (Classification Society - Italy)
Ro-Pax Roll On- Roll Off, Passenger Vessel.
Ro-Ro Roll On, Roll Off.
rpm Revolutions per Minute
S Starboard
SAR Search and Rescue
SBM Single Buoy Mooring
S.F. Stowage Factor
S.G. Specific Gravity
s.h.p. Shaft Horse Power
SL (S) Summer Loadline
SMC Safety Management Certificate
SOLAS Safety of Life at Sea (Convention)
St’bd Starboard
SW SaltWater
SWL Safe Working Load
SWR Steel Wire Rope
T (t) Tons (tonnes)
TEU Twenty foot, Equivalent Unit
TF Tropical Fresh
Tk Tank
TPC Tons per Centimetre
‘U’ Denotes the Safe Working Load of derricks in Union Purchase rig.
UKC Under Keel Clearance
UN United Nations
U.S.A. United States of America
USCG United States Coastguard
ULCC Ultra Large Crude(oil) Carrier
VDU Visual Display Unit
VLCC Very Large Crude Carrier
VR Velocity Ratio
VTS Vessel Traffic Service
W (i) Representative of ships displacement
(ii) Winter Loadline
WBT Water Ballast tank
Wp Waterplane area
w.p.s. Wires per strand


APPENDIX
APPENDIX 3 3
Associated stability formula list
Associated stability formula list
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Page 79 83
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Bibliography
House D.J. Marine Heavy Lift and Rigging Operations (1st Edition). Brown Son & Ferguson Ltd.
2005 ISBN 08517 4720 5
House D.J. Seamanship Techniques - (3rd Edition), Butterworth/Heinemann,

2004 ISBN 07506 6315 4
House D.J. The Command Companion of Seamanship Techniques. (Vol.3)

(1st Edition), 2000 ISBN 07506 4443 5
House D.J. Marine Ferry Transports -An Operators Guide (1st edition)
Witherby, 2002 ISBN 1 85609 231 3
House D.J. Kemp & Young Cargo Work (6th Edition) Butterworth Heinemann
1998, (reprinted 2000) ISBN 07506 3988 1
Captain
Knot J.R. The Nautical Institute. “Lashing and Securing of Deck Cargoes”
BA, FNI 1994 ISBN 1 870077 18 0
Morgan N. Marine Technology Reference Book, Butterworths 1990

BSc, PhD. ISBN 0 408 02784 3
MCA Code of Safe Working Practice.
MGN MGN 157 Container securing Operations.
SOLAS Chapter V. Re., Passage Planning.

Acknowledgement List
The author would like to acknowledge the assistance provided by the following companies and persons
with the supply of information and art work used in the writing of this module.
BigLift Shipping B.V.

Blohm ± Voss Industrietechnik GmbH
Elkem-Spigerverket A/S
Smit International, Maritime Contractors Europe.
Taylor Pallister & Co., Ltd.,
Additional photography:
Capt. J.G. Swindlehurst

Capt. K. Millar. Lecturer Nautical Studies
Mr. M. Gooderman Master Mariner, B.A. Lecturere Nautical Studies.
Mr. G. Edwards. Ch Eng. Retd.,


IIMS, Murrills House, 48 East Street,
Portchester, Hampshire PO16 9XS, UK
Tel: +44 (0)23 9238 5223
Email: education@iims.org.uk
www.iims.org.uk

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HNC and HND in

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INTRODUCTION TO THE UNIT.................................................................................... 4

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Terminology and Phrases with Heavy Lift Operations

Break Bulk – (the verb) Meaning to commence discharging cargo.

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Jumbo Derrick – Colloquial term to describe a conventional heavy lift derrick.

Long Ton – A unit of mass weight, equal to 2240 lbs (Ton)

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Monkey Face Plate – See ‘Union Plate’

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Massive Sheer Leg barge

Diploma in Cargo Surveying

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Examples of ships lifting gear for conventional loads are illustrated:-

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Heavy Lift and Project Cargoes Module C8

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Precautionary Check List for Shipboard Heavy Lift

The surveyor would be expected to

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Module C8 Heavy Lift and Project Cargoes

UNIT 12 | Heavy Lift and Project Cargoes

Heavy Lift and Project Cargoes Module C8

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Heavy Lift and Project Cargoes | UNIT 12

Module C8 Heavy Lift and Project Cargoes

Velle Derricks have ahave

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Heavy Lift and Project Cargoes Module C8

Velle Derrick Rigging

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Heavy Lift and Project Cargoes | UNIT 12

The Velle Derrick

UNIT 12 | Heavy Lift and Project Cargoes

Module C8 Heavy Lift and Project Cargoes

On completion of this chapter you will:

• Understand the different types of rigs and the stresses involved

• Example Slinging Arrangements - Heavy Lifts.

Heavy Lift and Project Cargoes Module C8

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Module C8 Heavy Lift and Project Cargoes

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C8 10_11:267 Cargo Dip Module H 08/04/2011 14:12 Page 25

Heavy Lift and Project Cargoes Module C8

Stresses Experienced by the Heavy Lift Derrick

NB. TheNB.greater the angle

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Module C8 Heavy Lift and Project Cargoes

The Stuelckenmast - Cargo Gear System

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UNIT 12 | Heavy Lift and Project Cargoes

Heavy Lift and Project Cargoes Module C8

Key: W represents displacement.