UNIT- 2

SHIP’S CARGO LIFTING GEAR

DERRICK.
CRANES AND PORTATINERS
DOCK LABOUR REGULATIONS
DERRICKS
Parts of a Simple Derrick.
Advantages of Hallen, Velle Derrick
Types of Stuelckenderrick, Advantages of stuelcken derrick
Importance of preventer guys. The union purchase system. Precautions
when working on Union Purchase systems. Rigging of derricks for
loading and discharging of cargoes. Maximum load to be used for angle
between runners.
Swinging derrick with powered guys.
Putting winches in double gear.
Hoisting, lowering and securing a derrick.
Safety Precautions while handling Heavy life derricks.
Operational checks to be done on ship’s cargo gear before handing over
to stevedores including checks on limit cut outs;
Contents and use of the Rigging Plan
Purpose of Out rigger
• The most widely used derricks in the marine industry are of
a welded structure, consisting of either three or five welded
sections of tubular steel.
• At the heel of the derrick either a single flange or a double
flange will be welded to permit attachment to the
gooseneck, a through bolt passing between the gooseneck
arrangement and the flange(s) of the derrick.

SPIDER
BAND

FLANGE
• This bolt, once secured, is guarded by a washer and
split pin holding, or, in the case of heavy lift
derricks, by shallow nut and split pin. The bolt is not
subjected to lateral forces and the split-pin securing
is generally an adequate method of retaining the
bolt in position.
• At the head of the derrick a spider band is fitted to
permit the attachment of guys, topping lift and
lifting purchase. This band is forged in one piece,
the lugs not being allowed to be electrically welded
to the band.
• Some heavy lift derricks have the spider band
manufactured so that the lugs opposite each other
are attached to a yoke piece that passes through the
derrick, providing additional strength in working.
• It is often the case when a derrick has a fairly
considerable length, say 12 m or more, that derrick
guides are fitted to prevent the cargo runner from
sagging. These guides may take the form of a fixed
hoop welded to the derrick, or they may be provided
with a cast-iron roller. These rollers should be
regularly maintained or they may cause undue chafe
on the cargo runner wire. Derrick gear is illustrated in
Plate 11.
• SINGLE SWINGING DERRICKS
• The conventional derrick was initially evolved as a
single hoist operation for the loading and
discharging of weights. It was the basic concept as
an aid which became popular when combined
within a ‘Union Rig’. The function of the derrick is
to raise, transfer and lower weights.
• In the shipping industry this effectively means
moving goods from the quay to the vessel or vice-
versa.
• The derrick boom is supported at the heel in a
pivot arrangement known as the gooseneck, which
allows elevation by means of a topping lift span.
• SINGLE SWINGING DERRICKS (continuation)
• The topping lift may be of the nature of a single
span or a purchase; either way the downhaul is led
from the spider band of the derrick via the
masthead span block (high upper support) to a
convenient winch.
• Figure shows a single span secured to a union
plate, which also accommodates a chain preventer
and a bull-rope.
• The bull-rope is a continuation of the downhaul for
the purpose of topping or lowering the derrick.
TOPPING A SINGLE SPAN (TOPPING LIFT) DERRICK
1. Assume the derrick to be in the lowered position, secured in the
crutch. Collect the chain preventer from its stored position, together
with two tested shackles, a snatch block, seizing wire, marline spike
and wire preventer if the derrick is to be rigged for union purchase.
2. Obtain power on deck and remove the cargo runner from the main
barrel of the winch.
3. Secure the slewing guys to the spider band and stretch them to port
and starboard.
4. Shackle the cargo working end of the runner to the deck, so as not to
end up with the eye of the runner at the derrick head when topped.
5. Secure the bull-wire to the winch barrel (assuming no dolly winch
system) via the snatch block.
6. Let go the derrick head lashing or crutch clamp, and man the guys.
7. Lift the derrick clear of the crutch (float the derrick) and pass the
wire preventer over the derrick head, if for use with union purchase.
TOPPING A SINGLE SPAN (TOPPING LIFT) DERRICK
8. Heave on the winch, topping the derrick until the union plate
(monkey face-plate) is down to the snatch block.
9. Shackle the chain preventer on to the union plate, mousing the
shackle.
10.Come back on the winch, lowering the derrick to the required
height. Secure the chain preventer when the derrick reaches the
desired working height. When shackling the chain preventer to the
deck lug bolt, ensure that the shackle is clear of the next link of the
preventer, so as not to foul and cause the rig to jump when under
load. Mouse the shackle.
11.Remove the bull-rope from the winch and secure hand tight about
the mast cleats. This bull-rope will now provide a back-up to the
chain preventer.
12.Secure guys once the derrick is slewed to the desired position.
13.Secure the cargo runner once more to the main barrel of the
winch.
SAFE HANDLING PRACTICE FOR DERRICKS
1. All derrick rigging should be regularly maintained under a planned
maintenance programme, and in any event should be visually
checked for any defect before use.
2. Before a derrick is to be raised, lowered or adjusted with a topping
lift span tackle, the hauling part of the topping lift should be flaked
down the deck clear of the operational area. All persons should be
forewarned of the operation, and to stand clear of the bights of
the wire.
3. When topping lifts are secured to cleats, bitts or stag horns, three
complete turns should be taken before the additional four cross
turns on top. A light lashing should be placed about the whole to
prevent the natural springiness of the wire causing it to jump
adrift.
4. When the rig of a derrick is to be changed or altered in any way, as
with doubling up, then the derrick head should be lowered to the
crutch or to deck level in order to carry out alterations safely.
SAFE HANDLING PRACTICE FOR DERRICKS - cont’d
5. When dolly winches fitted with a pawl bar are employed, the pawl
should be lifted to allow the derricks to be lowered. Any seaman
designated to carry out this task should be able to give his full
attention to the job and be ready to release the bar should anything
untoward happen in the course of the operation. Under no
circumstances should the pawl bar be wedged or lashed back.
6. Winch drivers should take instructions from a single controller, who
should pass orders from a place of safety from which a clear and
complete view of the operation must be available. When derricks are
being raised or lowered, winch drivers should operate winches at a
speed consistent with the safe handling of the guys.
7. Cargo runners should be secured to winch barrels by use of a ‘U’ bolt
or proper clamp, and when fully extended, a minimum of three turns
should remain on the barrel of the winch.
8. Should it be necessary to drag heavy cargo from ’tween decks the
runner should be used direct from the heel block via snatch blocks to
avoid placing undue overload on the derrick boom.
THE ‘HALLEN DERRICK’
• This is a single swinging derrick which is fast in operation and
can work against a list of up to 15°. They are usually
manufactured in the 25–40 tonne SWL range and, when
engaged, operate under a single-man control.
• Joystick control for Luffing and Slewing is achieved by the Port
and starboard slewing guys being incorporated into the topping
lift arrangement. Use of the outriggers from a ‘Y’ mast structure
provides clear leads even when the derrick is working at 90° to
the ships fore and aft line. A second hoist control can be
operated simultaneously with the derrick movement.
• As a one-man operation, it is labour saving over and above the
use of conventional derricks, while at the same time keeps the
deck area clear of guy ropes and preventors. Should heavy loads
be involved only the cargo hoist would need to be changed to
satisfy different load requirements.
• The ‘Hallen Derrick’ has a similar concept to the
‘Velle’, in that the topping lift arrangement and the
slewing wires are incorporated together and secured
aloft, clear of the lower deck. The outreach and slew
are wide achieved by the ‘T’ yoke on the Velle
Derrick and by outriggers with the Hallen.
• Both systems are labour saving and can be operated
by a single controller,operating the luffing and
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
derrick also accommodates a centre lead sheave to
direct the hoist wire to the relevant winch.
‘Velle Derrick’
• Similar in design to the ‘Hallen’ but without use of
outriggers. The leads for the topping lift and
slewing arrangement are spread by a cross ‘T’
piece at the head of the derrick. A widespread
structured mast is also a feature of this rig.
• Again it is a single-man operation, with clear decks
being achieved while in operation. Generally, the
‘Velle’ is manufactured as a heavier rig and
variations of the design with a pivot cross piece at
the derrick head are used with multi-sheave
purchases to accept the heavy type load.
Topping/ Slewing winch Topping/ Slewing winch
Cargo Hoist winch

Rigging system on the Velle Derrick. Luffing and slewing actions of the derrick are
powered by two winches each equipped with divided barrels to which the bare ends
of the fall wires are secured.
The rigging of Velle derrick with supporting mast
 SPIDER BAND
TOP LIFTING SPAN TACKLE
MAST BAND
WITH TUMBLER
PREVENTOR
BACK STAYS
LEAD SHEAVE

LEADBLOCK STBD POWER GUY

PENNANT &
DOUBLE PURCHASE
HEEL OF
DERRICK

RAMSHORN
TABERNACLE HOOK
TO
WINCH
HATCHWAY

WINCH

POWER GUY LEAD TO

WINCH FROM PORT GUY

TERMINOLOGY AND BASIC WORKING DESIGN OF A CONVENTIONAL

HEAVY LIFT, SHIPBOARD DERRICK FOUND UPTO ABOUT 150 TONS SWL
• STULCKEN DERRICK
• The patent Stulcken derrick is used for very heavy cargo. It stems from the
German shipyard Blohm+Voss GmbH. This derrick can handle up to 300
tonnes. The Stulcken can be made ready in few minutes, which is a lot
faster than a traditional heavy derrick, doesn't require lots of space and is
operated by four winches.
• The Stulcken is secured between two v-shaped, unstayed Samson-posts.
This makes it possible to let the derrick swing through the posts to reach
another hatch.
• For each post is a hoisting winch, a span winch and a lever that is run by one
man only. Bearings, swivels, sheaves and the gooseneck can be unattended
for up to four years and create only a friction of about 2%.
• The span tackles are independent and the halyard is endless. With the
revolving suspension heads on the posts it takes ten minutes to swing all the
way through.
• In the double-pendulum block type, half of the cargo tackle can be anchored
to the base of the boom. In order to double the hook speed, the halyard
passes through the purchases since one end is secured which reduces the
SWL to its half.
• Typical dimensions of a 275 tonne Stulcken are: 25.5 m length, 0.97 m
diameter, 1.5 m to 3.4 m diameter of posts, 18 m apart the posts (upper
end) and 8.4 m apart the posts (lower end). The hook of a full-loaded
275 tonne Stulcken can move 2.3 m per minute. If only one purchase is
secured and the derrick is loaded with 137 tonnes the hook gains velocity
to 4.6 m per min. Even more speed can be gained when the winch ratios
are reduced to 100 tonnes (triple speed) and 68 tonnes (quadruple
speed).
• Detaching the union table the double-pendulum block type of Stulcken is
able to swing through which allows the lower blocks to swing freely to
each side of the boom. In this way the derrick reaches a vertical position.
• A bull rope easily pulls the derrick to the other side until the weight of the
cargo tips the derrick over. The span tackles now have the weight on the
other side. The union table is fixed again and the derrick can start its work
on the other side.
• There are also Stulcken with single-pendulum blocks. In this type the cargo
hook is detached and the lower and upper cargo block are hauled into the
center of the Stulcken. To tip the derrick over the gravity is here used
again.
• The Union Purchase Method of rigging derricks is perhaps the most
common with conventional derrick rigs . With this operation, one of
two derricks plumbs the hatch and the other derrick plumbs over-
side. The two runner falls of the two derricks are joined together at
the cargo ‘Union Hook’ (this is a triple swivel hook arrangement
sometimes referred to as a ‘Seattle Hook’). The load is lifted by the
fall which plumbs the load, when the load has been lifted above the
height of the bulwark or ship’s rail, or hatch coaming, the load is
gradually transferred to the fall from the second derrick.
• Cargo movement is achieved by heaving on one derrick runner and
slacking on the other. The safe working angle between the runners
is 90° and should never be allowed to exceed 120°. There is a
danger from overstressing the gear if unskilled winch drivers are
employed or if winch drivers do not have an unobstructed view of
the lifting/lowering operation. In the latter case, signallers and
hatch foremen should always be employed within line of sight of
winch operators.
TOPPING A DERRICK – TOPPING LIFT SPAN TACKLE
1. Assume the derrick to be in the lowered position, secured in the
crutch. Obtain lead block, chain stopper, marline spike, rope yarns and
wire preventer guy if the derrick is to be used in union purchase rig.
2. Obtain power on deck and remove the cargo runner from the barrel
of winch.
3. Secure slewing guys to the spider band and stretch them to port and
starboard
4. Shackle the cargo working end of the runner to the deck, so as not to
end up with the eye of the runner at the derrick head when topped.
5. Take the weight of the topping lift downhaul by passing a chain
stopper round it. Lead the downhaul of the topping lift via a lead
block on to the main barrel of the winch. Take the weight of the wire
on the winch and remove the chain stopper.
6. Remove the derrick head lashing or crutch clamp, and man the guys.
7. Lift the derrick clear of the crutch and pass the wire preventer over
the derrick head for use with union purchase.
TOPPING A DERRICK – TOPPING LIFT SPAN TACKLE – Cont’d
8. Top the derrick up to the desired working height, by heaving on the
topping lift downhaul.
9. Pass the chain stopper on the topping lift downhaul once the derrick is
at the required working height and the winch is stopped.
10.Ease back on the winch until the weight comes on to the chain stopper.
11.Remove the topping lift downhaul from the winch and secure it hand
tight about the mast cleats. This operation should be carried out while
the weight is on the chain stopper. Once completed, the stopper can
be removed. When turning the wire up on to the mast cleats, make
three complete turns before adding the four cross turns, the whole
being secured with a light rope yarn lashing
12.Provided a lead block is used for the downhaul of the topping lift, and
not a snatch block, there is not the need to remove the block from the
way of the wire.
13.Secure slewing guys once the derrick is plumbed correctly, and also the
cargo runner to main barrel of winch.
SAFE HANDLING REMINDERS FOR UNION PURCHASE RIG
1. To avoid excessive tension in the rig the safe working angle between
the married cargo runners should not normally exceed 90 °, and an
angle of 120 ° should never be exceeded.
2. The cargo sling should be kept as short as is practicable to enable the
cargo to clear the hatch coaming without extending the safe working
angle between the cargo runners.
3. Derricks should be topped as high as practicable, and not rigged
farther apart than is absolutely necessary.
4. Derricks should be marked with the safe working load when rigged for
union purchase. Should this not be the case, then the safe working
load should not be more than one-third the SWL of the derrick itself.
5. Preventer guys of adequate strength should be rigged on the
outboard side of each derrick, and secured to the deck in the same
line and with similar tension as the slewing guy. However, they must
be secured to separate pad eyes to the eyes which accommodate the
slewing guys.
DOUBLING-UP PROCEDURE
• The cargo runner of a derrick may be doubled up when it is desired to make a lift which the
rig is capable of handling safely but which exceeds the SWL of the cargo runner when
rigged as a single whip.
• Some derricks are equipped with a second doubling-up spider band but this is not the case
with every derrick. Obviously the doubling of the runner, making a double whip, is made
very easy when the second spider band is fitted. The eye of the runner is shackled to the
second band, leaving a bight between the head block and the shackled eye. A floating block
is secured in the bight, effectively making the arrangement into a ‘gun tackle’.
• Should the derrick not have the convenient second spider band, then it will be necessary to
parcel the derrick with canvas and take a half hitch with the runner around the derrick,
taking the eye of the runner and securing it to the lug on the spider band that
accommodates the topping lift. This effectively produces a similar bight in the wire for the
floating block as previously described.
• When doubling up in this manner it will be appreciated that a snatch block used in the
bight would be much simpler to rig, but it would not be as safe as an ordinary cargo block.
This will necessitate the reeving of the block before completing the half hitch about the
derrick.
• The half hitch is prevented from riding down the derrick by the retaining shackle to the
spider band and also by the wire biting into the parcelling that affords the derrick some
protection. Once the load is off the cargo hook, the tension in the half hitch is relieved, but,
owing to the weight of the wire and the floating block, it would be unlikely for the hitch to
slip against the natural forces of gravity.
A Rigging Plan is developed every time a heavy load is being
lifted. The basic idea behind a rigging plan is to have
control and establish safety precautions. It is an important
planning process that will identify all hazardous situations
that might be encountered during lifting.
Types of Rigging Plans: The first step when conducting a
rigging safety plan is to identify the type of lift.
• There are three major classifications of lifting plans:
• Critical lifts,
• Ordinary lifts, and
• Pre-engineering lifts.
Depending on the type of lift, then the rigging plan will have
different concepts under evaluation to determine the steps
needed to complete a safe rigging and lifting process.​
• Ordinary Lifts: Ordinary lifts are the easiest ones to
handle. They will normally require a verbal planning
process and preliminary lifting and rigging meetings. Only
a minimal documentation and evaluation process is
needed, but always being sure that all safety precautions
are been taken.
• Critical Lifts: Critical lifts need a more detailed plan before
execution. This process will normally require a written
procedure and approval process.
• Pre-Engineering Lifts: These are the most challenging
ones to deal with. They will require specific rigging points,
lifting procedure and identification of components that
will probably need to be managed separately, to avoid
problems and minimize potential issues.
RIGGING AND LIFTING PLAN COMPONENTS: Once the evaluation process
has determined the type of rigging and lifting plan needed, you will
need to identify and gather information on the following components:
• The rigging equipment: Shackles, turnbuckles, and slings being used
• The weight being lifted, Center of gravity of the load being lifted
• Crane capacity and crane charts
• Height, width, and length of the lift
• Atmospheric and environmental conditions when the process is being
performed
• Edges and corners of the load. It is important to evaluate all the
geometry of the item being lifted.
• Sling angles, Load angle factor and Floor loading capacity
• How to rig the load using good rigging practices
• Identify and make sure that the attachment points and load can
withstand the forces created by the rigging gear attachment
• Work zone safety, Evaluate hazards to determine consequences
resulting from collision, upset, or dropping the load
RIGGING PLAN EXECUTION: Once the plan has been established, you will need to
follow it closely to reduce the probability of an accident. It is important to:
• Verify all equipment, fixtures, and accessories before starting
• Verify that all equipment has been properly inspected and that such
inspections are valid.
• Identify a load manager or a rigging leader. It can be your own safety
professional or ordinary lifts, assign a designated leader; for critical lifts, assign a
person-in-charge (PIC)
• Conduct a pre-use inspection and verify that all components are in good
condition.
• Conduct a dummy rigging process following the pre-established rigging plan.
• Be sure to identify and train all workers participating in the process.
• Clear or prepare the area where the load is being placed or moved
• Survey the lift site for hazardous or unsafe conditions
• Clear lift path of obstructions
• Identify the crane operator
• Follow specific instructions/procedures for attachment of the rigging gear to the
load. Use proper rigging techniques.
• Stop the job when any potentially unsafe condition is recognized.
• Purpose of Out rigger
CRANES
Cranes: Deck cranes, Gemini Cranes,
Knuckle Boom crane, Single girder Gantry
crane. Rail mounted Gantry crane(RMG).
Single girder shipboard Gantry cranes. Side
Running trolley Operation of the Gantry
cranes. Safety feature of cranes & General
arrangement of Gantry crane Advantages
and Disadvantages of Derricks and cranes.
DECK CRANE
DECK CRANES
• A large number of ships are fitted with deck cranes.
These require less time to prepare for working cargo than
derricks and have the advantage of being able to
accurately place (or spot) cargo in the hold. On container
ships using ports without special container handling
facilities, cranes with special container handling gear are
essential.
• Deck-mounted cranes for both conventional cargo
handling and grabbing duties are available with lifting
capacities of up to 50 MT. Ships specializing in carrying
very heavy loads, however, are invariably equipped with
special derrick systems such as the Stulken. These derrick
systems are capable of lifting loads of up to 500 MT.
DECK CRANES, Cont’d
• Although crane motors may rely on pole-changing for speed
variation, electro-hydraulic controls are the most widely used. One
of the reasons for this is that pole-change motors can only give a
range of discrete speeds, but additional factors favouring the two
alternative methods include less fierce power surges since the
electric drive motor in the hydraulic system, run continuously and
secondly the contactors required are far simpler and need less
maintenance since they are not continuously being exposed to the
high starting currents of pole-changing systems.
• Deck cranes are required to hoist, luff and slew, and separate
electric or hydraulic motors will be required for each motion. Most
makes of crane incorporate a rope system to effect luffing and this
is commonly rove to give a level luff — in other words the cable
geometry is such that the load is not lifted or lowered by the
action of luffing the jib and the luffing motor need therefore only
be rated to lift the jib and not the load as well.
Fig 3. Rope lift cranes - resultant loads when hoisting.
• Generally, deck cranes of this type use the three-part reeving system
for the hoist rope and the luffing ropes are rove between the jib
head and the superstructure apex which gives them an
approximately constant load, irrespective of the jib radius. This load
depends only on the weight of the jib, the resultant of loads in the
hoisting rope due to the load on the hook passes through the jib to
the jib foot pin (Figure 3 a). If the crane is inclined 5° in the forward
direction due to heel of the ship the level luffing geometry is
disturbed and the hook load produces a considerable moment on
the jib which increases the pull on the luffing rope (Figure 3 b).
• In the case of a 55 MT crane the pull under these conditions is
approximately doubled and the luffing ropes need to be over-
proportioned to meet the required factor of safety. If the inclination
is in the inward direction and the jib is near minimum radius, there is
a danger that its weight moment will not be sufficient to prevent it
from luffing up under the action of the hoisting rope resultant.
Swinging of the hook will produce similar effects to inclination of the
crane.
• Most cranes can, if required, be fitted with a two-gear selection to
give a choice of a faster maximum hoisting speed on less than half
load. For a 5 MT crane full load maximum hoisting speeds in the range
50-75 m/min are available with slewing speeds in the range 1—2
rev/min. For a 25 MT capacity crane, maximum full load hoisting
speeds in the range 20—25 m/min are common with slewing speeds
again in the range 1—2 rev/min. On half loads hoisting speeds
increase by two to three times.
Drive mechanism and safety features
• In both electric and electro-hydraulic cranes it is usual to find that the
crane revolves on roller bearings. A toothed rack is formed on the
periphery of the supporting seat and a motor-driven pinion meshes
with the rack to provide drive. Spring-loaded disc or band brakes are
fitted on all the drive motors. These are arranged to fail safe in the
event of a power or hydraulic failure. The brakes are also arranged to
operate in conjunction with motor cut-outs when the crane has
reached its hoisting and luffing limits, or if slack turns occur on the
hoist barrel.
• GEMINI CRANES: Some cranes are mounted in pairs on a common
platform which can be rotated through 360 deg. The cranes can be
operated independently or locked together and operated as a twin-jib
crane of double capacity, usually to give capacities of up to 50 MT.
Knuckle boom crane: Knuckle boom cranes can be found on
vessels with a big deck area and are also used on fixed
platforms. These are easy to maintain due to the fact that
they have lesser joints.
Stiff boom crane: These are designed for general
cargo handling and can be used on ships as well as 
offshore units.
Telescopic boom crane: Telescopic boom cranes can be
hydraulic extended and retracted without a knuckle function.
Foldable telescopic boom crane: These cranes are designed
to ensure constant torque moment, reducing the
‘pendulum effect’ of the load. They require minimum deck
space.
• TANDEM LIFT: vessel carrying out tandem lift using 2 cranes. The cargo is the
divider between the cranes in the fig below. In case cargo lifting points are
closer the cranes would be connected using spreader to keep minimum distance
between head of cranes and the cargo would be hooked to the spreader beam.
GANTRY CRANES (SHIPBOARD)
• Gantry cranes are extensively found shoreside in the ‘container
terminals’ and these will be described in a later chapter. The use
of gantries aboard ships has reduced dramatically on new tonnage
because of the extensive facilities found at the terminal ports.
• Where gantry rigs do operate, they tend to be ‘Tracked Gantry
Rigs’ which tend to travel the length of the cargo deck in order to
service each cargo hold. They also use the rig for moving the hatch
covers which are usually ‘pontoon covers’ that can be lifted and
moved to suit the working plan of the vessel when in port.
• The gantry structure tends to be a dominant feature and is subject
to extensive maintenance attention. However, some small cargo
coaster type vessels also use a specific mobile gantry for the sole
purpose of lifting off and moving the hatch covers
• https://www.youtube.com/watch?v=2ewCsgij8q0
• Some shipboard gantry cranes are designed solely to remove and
stow pontoon hatch covers while others are suitably employed
with outreach capability for working containers to the quayside as
well as having the flexibility to remove pontoon covers.
Single girder shipboard Gantry cranes: used in engine
rooms as overhead cranes
GANTRY CRANE ELEMENTS:
LATERAL MOVEMENT SYSTEM:
• A combination of two sets of typically ten (10) rail wheels. The
lateral movement is controlled by a cabin along the landside wheel.
During any lateral movement, lights and sirens operate to ensure
safety of the crew operating adjacent to the crane. The wheels are
mounted to the bottom of the vertical frame/bracing system.
VERTICAL FRAME AND BRACES:
• A structurally designed system of beams assembled to support the
boom, cabin, operating machinery, and the cargo being lifted. They
display signage describing restrictions, requirements and identifiers.
CRANE BOOM:
• A horizontal beam that runs transversely to the berth. It spans from
landside of the landside rail wheels to a length over the edge of the
berth. The waterside span is based on the size of ship that it can
successfully load/unload. Beams also have the ability to be raised
for storage purposes.
GANTRY CRANE ELEMENTS: cont’d
HOOK:
• Device which moves vertically to raise and lower cargo as well as
horizontally along the boom's length. For container cranes, a spreader is
attached to span the container and lock it safely in place during movement.
OPERATING CABIN:
• Encased setup with glass paneled flooring for operator to view the cargo
being moved. Elevators which are located along vertical frame members
are used to get crew up and down from the cabin.
STORAGE EQUIPMENT:
• For temporary storage options between vessel operations, one steel pin is
inserted into anchorage arm dropped from each wheel set into a stow pin
assembly. This setup is designed to prevent lateral movement along the
rails. During hurricanes and other emergency shut down situations, tie
down assemblies are used. Two (2) angled arms are anchored at each end
of each set of wheels. This setup prevents longitudinal movement along
the rails as well as prevents tipping of the crane due to uplift from high
velocity winds.
CRANE ADVANTAGE OVER DERRICKS
Simple operation.
Single-man operation, derricks are more labour intensive.
Clear deck operational views.
Clear deck space of rigging.
Versatility with heavy loads, and not required to de-rig.
360° slew and working arc when compared with limited
operating areas for derricks.
Able to plumb any point quickly making a faster load/
discharge operation.
CRANE ADVANTAGE OVER DERRICKS – Cont’d
Enclosed cabin for operator, where as the majority of derrick
operators are exposed, offering greater operator protection
and comfort.
Cranes are acceptably safer to operate because of their
simplicity, where derrick rigs can be overly complicated in
rigging and operation.
Cranes can easily service two hatches, or twin hatches in the
fore and aft direction because of their 360° slew ability.
Derrick rigs are usually designed to service a specific space.
Note: There are exceptions though. Some derrick designs with
double-acting floating head rigs can work opposing hatches.
CRANE DISADVANTAGE OVER DERRICKS

Comparatively high installation cost

Increased deck space required, especially for ‘gantry’
type cranes.
Design is more complex, leaving more to go wrong.
Specialist maintenance required.
Hydraulics and electrics.
The SWL of cranes is generally less than that of
specialist derrick rigs.
Port Cargo Handling and Mobile
Equipments
• Port Cargo Handling and Mobile Equipments:
Portainers, Types of portainers, Operations. Forklift
Trucks. Straddle Trucks, Trailer spotting tractors,
Approved Trucks
• Duties of operator
• Unit Handling conveyors, Chute Conveyor, Bucket
conveyor, Vacuum suction blowers
RAIL MOUNTED QUAY CRANE (RMQC) or
PORTAINERS
• Rail Mounted Quay Cranes (RMQC) or Portainers are specialized
gantry cranes and container handling machines. An RMQC travels
on rails to lift and stack 20 or 40' containers in the yard area. The
container is lifted by a spreader attached to cables. Rail mounted
cranes come in a variety of models with different spans and
overhangs. These cranes are specially designed for intensive
container stacking due to its automatic and less need for human
handling . Compared to the rubber tyred gantry crane (RTG), the
RMQC has the advantages of being driven by electrical power ,
cleaner , bigger lifting capacity , and higher gantry travelling
speed with cargo . Rail-Mounted Gantry cranes are particularly
effective for rail / road transhipments of large quantities of
containers.
• Care must be taken to cease cargo operations and house cranes
during strong winds as they may tend to run and can cause
damage to the crane and other port property.
• https://www.youtube.com/watch?v=TEVBU_-QhSI
There are two common types of container handling
gantry crane: 
High profile, where the boom is hinged at the waterside
of the crane structure and lifted in the air to clear the
ships for navigation, and low profile, where the boom
is shuttled toward and over the ship to allow the
trolley to load and discharge containers.
Low-profile cranes are used where they may be in the
flight path of aircraft, such as where a container
terminal is located close to an airport. The type of
crane selected in container terminal design process is
determined by the design vessel and local
environment.
These cranes are also known by their sizes
Smaller sizes: Smaller container cranes, such as straddle
carriers or RTG, are used at railway sidings to transfer
containers from flatcars and well cars to semi-trailers or
vice versa. Both the rolling stock and the trailers may pass
under the base. Smaller container cranes are also used
at break-of-gauge transloading facilities.
Panamax: A Panamax crane can fully load and unload
containers from a Panamax class container ship capable of
passing through the Panama Canal (190 ft (57.91 m)limit in
air draft, 12–13 containers wide).
Post-Panamax: A "post-Panamax" crane can load and unload
containers from a container ship too large (too wide) to
pass through the Panama Canal(normally about 18
containers wide).
These cranes are also known by their sizes
• Super-post-Panamax : The largest modern container cranes are
classified as "super-post-Panamax" (for vessels of about 22 or more
containers wide). A modern container crane capable of lifting two
20-foot (6.1 m) long containers at once (end to end) under the
telescopic spreader will generally have a rated lifting capacity of
65 MT. Some new cranes have a 120-tonne load capacity, enabling
them to lift up to four 20-foot (6.1 m) or two 40-foot (12 m)
containers. Cranes capable of lifting six 20-foot containers have also
been designed. Post-Panamax cranes weigh approximately 800–
900 MT, while the newer-generation super-post-Panamax cranes
can weigh 1,600–2,000 MT. Super Post-Panamax Quay Cranes of
Doosan make are equipped to handle safe working load of 41 MTs
(single) / 65 MTs (twin) / 85 MTs (underhook) and has an outreach
of 23 rows across the vessel. These cranes can handle the largest
container vessel floating in the world today. The largest Super-post-
Panamax cranes have an outreach of 25 container rows.
• A forklift (also called lift truck, jitney, fork
truck, fork hoist, and forklift truck) is a powered
industrial truck used to lift and move materials
over short distances
• A typical counterbalanced forklift contains the
following components:
• Truck frame; Counterweight; Cab; Overhead guard;
Power source; Tilt cylinders; Mast; Carriage; Load
Backrest; Tires & Attachments - Some attachments
include side-shifters, slip-sheet attachments, carton
clamps, multipurpose clamps, rotators, fork
positioners, carpet poles, pole handlers, container
handlers and roll clamps.
Rubber Tyred Gantry Crane (RTG crane) (also transtainer) also known
as Straddle Carriers is a mobile gantry crane used in intermodal
operations to ground or stack containers. Inbound containers are
stored for future pickup by drayage trucks, and outbound are stored
for future loading onto vessels. RTGs typically straddle multiple
lanes, with one lane reserved for container transfers.
• Advantage: its mobility gives a rubber tyred gantry crane wide
appliance
• Being mobile, RTGs are often powered by Diesel generator systems
(gensets) of 100 to 600 kW. Due to the lack of an electrical grid to
dump energy when containers are being lowered they often have
large resistor packs to rapidly dissipate the energy of a lowering or
decelerating container.
• Aside from the intermodal industry, RTGs also are extensively used
in industry. Applications include erecting large unbalanced
structures, assembling large manufacturing components, and
positioning pipelines.
• A terminal tractor, known in the United States as a shunt truck, spotter truck, spotting
tractor, yard truck, yard dog, yard goat, yard horse, yard jockey or mule, is a semi-
tractor intended to move semi trailers within a cargo yard, warehouse facility, or
intermodal facility, much like a switcher locomotive is used to position railcars.
•  A Reach Stacker is a vehicle used for handling intermodal cargo
containers in small terminals or medium-sized ports. Reach stackers
are able to transport a container short distances very quickly and pile
them in various rows depending on its access. Reach stackers have
gained ground in container handling in most markets because of their
flexibility and higher stacking and storage capacity when compared
to forklift trucks. Using reach stackers, container blocks can be kept 4-
• The Crane Operator is responsible for operating a mobile crane to lift,
move, position, and reposition loads.
• The Operator controls crane functions by depressing buttons and foot
pedals as well as manipulating levers.
• The Operator will be required to unload crane accessories from trailers or
support vehicles.
• The Operator receives direction from riggers and/or site supervision via
verbal or hand signals to determine required load movement.
• The Operator must also be certified, and will be required to perform pre-
and post-trip inspections along with daily and monthly equipment
inspections.
• Operators also follow appropriate safety procedures and maintain logs of
vehicle repair status and working hours .
• Operator typically works under direct supervision and is expected to
work long hours with frequent sitting, standing, moving, and climbing.
• The Operator is subject to possible exposure to extreme year round
outdoor environmental conditions, and may also be subject to working
weekends and holidays
Slider Bed conveyors are among the
most versatile conveyors. They can
be used in many types of material
handling situations such as assembly
line operations, sorting, packing, and
inspection. All slider belts can be
fitted as rubber belt conveyors.
• A chain conveyor is a type of conveyor system for moving
material through production lines. Chain conveyors utilize a
powered continuous chain arrangement, carrying a series of
single pendants. The chain arrangement is driven by a motor,
and the material suspended on the pendants are conveyed.
• GRAVITY CONVEYOR: Roller or wheel conveyor over which
objects are advanced manually by gravity. GUARD RAIL:
Members paralleling the path of a conveyor and limiting the
objects or carriers to movement in a defined path. HOG RINGS:
Rings used to hold the shaft in a roller.
• Gravity conveyor is an unpowered conveyor such as
a gravity chute or a roller conveyor that uses the force
of gravity to move materials over a downward path. A gravity
conveyor is used to transport articles with sufficient weight to
allow them to move unassisted downwards, usually on an
inclined runway.
Types of Bucket Elevators
• Centrifugal Discharge Bucket Elevators have buckets mounted at
intervals on chain or belt. This type of Bucket Elevator is used to
handle bulk materials which can be picked up by spaced buckets
as they pass under a Boot Sprocket (Chain Elevator) or Boot Pulley
(Belt Elevator) and then discharged by centrifugal force over the
Head Sprocket or Head Pulley.
• Continuous Discharge Bucket Elevators have buckets mounted
continuously on chain or belt. The material is directed into the
buckets through a loading leg and is discharged over the face of
the preceding bucket while passing around the Head Sprocket
(Chain Elevator) or Head Pulley (Belt Elevator). These Elevators
may be used to handle the same kinds of material as the
Centrifugal Type, but they are more recommended especially for
handling materials that are difficult to pick-up in a boot or are
friable (easily broken apart) materials.
• https://youtu.be/b2P3xfppOHY
• A screw conveyor or auger conveyor is a mechanism that
uses a rotating helical screw blade, called a "flighting",
usually within a tube, to move liquid or granular
materials. They are used in many bulk handling industries.
• https://youtu.be/gwTbdTuuwPI
• https://youtu.be/mO6_HF2zM5A
• https://www.youtube.com/watch?v=ZeSU5fLyP5A
• https://www.youtube.com/watch?v=aVXPhRCfcgk
• https://www.youtube.com/watch?v=vhwvXIOkoBY
• A mobile crane is a cable- controlled crane mounted on crawlers or
rubber-tired carriers or a hydraulic-powered crane with telescoping
boom mounted on truck-type carriers or as self-propelled
models. They are designed to easily transport to a site and use with
different types of load and cargo with little or no setup or assembly.
• They use outriggers to give bigger base and stability to crane while
operating.
• Lift and shift cranes: can move short distances with
cargo. Can be used for stacking on wharf and to load
on to trailers
• Harbour mobile crane with high SWL: This mobile crane is a cable- controlled
crane with mounted rubber-tired carriers as self-propelled models. They are
designed to easily transport in port on flat surface. Can be used with different
types of load and cargo with little or no setup or assembly.
• They use outriggers to give bigger base and stability to crane while operating.
• Harbour Mobile crane knuckle boom type
VACUUM SUCTION BLOWERS: A vacuum created by
the turbine-style blower draws a mixture of grain
into the suction cyclone. Grain is separated from
the air inside the suction cyclone while the air is
returned to the blower. The grain drops into the
rotary valve where is it fed into the air stream
coming from the blower. The grain is directed
through the pipeline to the discharge cyclone. A
discharge cyclone decelerates the grain and allows
it to gravity flow out of the bottom of the cyclone.
Excess air is blown through the top of the discharge
cyclone
https://www.youtube.com/watch?v=b9D9ZbNtgCQ
VACUUM SUCTION BLOWER SCHEMATIC DIAGRAM
The Dock Labour Regulations

DOCK WORKERS (SAFETY, HEALTH AND WELFARE) RULES, 1990

The Dock Labour Regulations
• Competent person, authorized person, responsible person, loose
gear, lifting appliance.
• Duties and powers of the Dock Safety Inspector.
• Annual thorough examination of cargo gear.
• Maintenance of cargo gear.
• Markings of ship’s lifting appliances and cargo gear.
• Requirements for initial and periodical testing of cargo gear and
annealing.
• Register of lifting appliances and cargo handling gear (Chain
Register); Infrastructure in ports for loading and discharging such
as shore cranes, gantries and conveyor belts;
• The requirements of guarding dangerous parts of the machinery.
• Precautions to be used when using forklifts, bulldozers, grabs and
other heavy gear onboard.
DEFINITIONS:
• “AUTHORISED PERSON" means a person authorised by the
employer, the master of the ship or a responsible person to
undertake a specific task or tasks and possessing necessary
technical knowledge and experience for undertaking the
task or tasks.
• “COMPETENT PERSON" means:-
i) A person belonging to a testing establishment in India
who is approved by the Chief Inspector for the purpose of
testing, examination or annealing and certification of
lifting appliances, loose gears or wire ropes. OR
ii) Any other person who is recognised under the relevant
regulations in force in other countries as competent for
issuing such certificates.
DEFINITIONS: (continued)
• “RESPONSIBLE PERSON" means a person appointed
by the employer, the master of the ship, the owner
of the gear or port authorities, as the case may be,
to be responsible for the performance of a specific
duty or duties and who has sufficient knowledge
and experience and the requisite authority for the
proper performance of the duty or duties.
• "SAFE WORKING LOAD" in relation to an article of
loose gear or lifting appliance means the load which
is the maximum load that may be imposed with
safety in the normal working conditions and as
assessed and certified by the competent person;
DEFINITIONS: (continued)
• "LIFTING APPLIANCE" means all stationary or mobile
cargo handling appliances including their permanent
attachments, such as cranes, derricks shore based
power operated ramps used on shore or on board
ship for suspending, raising or lowering, cargo or
moving them from one position to another while
suspended or supported, in connection with the dock
work and includes lifting machinery;
• "LOOSE GEAR" means hook, shackle, swivel, chain,
sling, lifting beam, container speader, tray and any
other such gear, by means of which the load can be
attached to a lifting appliance and includes lifting
device;
Powers of Inspectors:
a) An Inspector may at any port for which he is
appointed may..
i) Enter, with such assistance, (if any), as he thinks fit, any
ship, dock, warehouse or other premises, where any
dock work, is being carried on, or where he has reason
to believe that any dock work is being carried on.
ii) Make examination of the ship, dock, lifting appliance,
loose gear, lifting device, staging, transport equipment,
warehouse or other premises, used or to be used, for
any dock work.
iii) Require the production of any testing muster roll or
other document relating to the employment of dock
workers and examine such document.
Powers of Inspectors (continued)
iv) Take on the spot or otherwise such evidence of any
person which he may deem necessary: Provided that
no person shall be compelled to answer any question
or, give any evidence tending to incriminate himself.
v) Take copies of registers, records or other documents
or portions thereof as he may consider relevant in
respect of any offence which he has reason to believe
has been committed or for the purpose of any
inquiry.
vi) Take photograph, sketch, sample, weight measure or
record as he may consider necessary for the purpose
of any examination or inquiry.
Powers of Inspectors (continued)
vii) Issue show-cause notice relating to the
safety, health and welfare provisions arising
under the Act or the regulations;
viii) Prosecute, conduct or defend before any
court any complaint or other proceedings,
arising under the Act or the regulations;
ix) Direct the port authority, dock labour board
and other employers of dock workers for
getting the dock workers medically examined
if considered necessary.
Powers of Inspectors
b) A person having general management and control
of the premises or the owner, master, officer-in-
charge or agents of the ship, as the case may be,
shall provide such means as may be required by the
Inspector for entry, inspection, examination, inquiry,
otherwise for the exercise of his powers under Act
and the regulations in relation to that ship or
premises which shall also include the provision of
launch or other means of transport.
Test and periodical examination of lifting appliances
(1) Before being taken into use for the first time or after It has undergone any
alterations or repairs liable to affect its strength or stability and also once at
least in every five years, all lifting appliances including all parts and gears
thereof, whether fixed or moveable, shall be tested and examined by a
competent person.
(2) All lifting appliances shall be thoroughly examined by a competent person
once at least In every 12 months.
• Where the competent person making this examination forms the opinion
that the lifting appliance cannot continue to function safely, he shall
forthwith give notice in writing of his opinion to the owner of the lifting
appliance or in case of lifting appliance carried on board a ship not
registered in India, to the Master or officer-in-charge of the ship.
(3) Thorough examination for the purpose of this regulation shall mean a
visual examination, supplemented if necessary by other means such as
hammer test, carried out as carefully as the conditions permit, in order to
arrive at a reliable conclusion as to the safety of the parts examined; and if
necessary for this purpose, parts of the lifting appliance and gear, shall be
dismantled.
Construction and maintenance of lifting appliances
(1)General: All lifting appliance, including all parts and working gear thereof,
whether fixed or moveable, and any plant or gear used in anchoring of fixing
such appliance, shall be:
a) of good construction, sound material, adequate strength for the purpose for
which it is used and free from patent defect; and
b) maintained in good repair and working order.
(2)Drums.
a) Every drum or pulley round which the rope of any lifting appliances is
carried, shall be of adequate diameter and construction In relation to the
rope used.
b) Any rope which terminates at the winding drum of a lifting appliances shall
be securely attached to the drum and at least three dead turns of the rope
shall remain on the drum in every operating position of the lifting appliance.
c) The flange of the drum should project twice the rope diameter beyond the
last layer and if this height is not available, other measures such as anti-
slackness guards shall be provided to prevent the rope from coming off the
drum.
Construction and maintenance of lifting appliances: (Continued)
(3) Brakes:
Every lifting appliances shall be provided with an efficient brake
or brakes which shall-
a) be capable of preventing fall of a suspended lead (Including
any test load applied in accordance with these regulations)
and of effectively controlling a load while it is being lowered;
b) act without shock;
c) have shoes that can be easily removed for relining; and
d) be provided with simple and easily accessible means of
adjustment:
e) Provided that this regulation shall not apply to steam winch
which, can be so operated that the winch is as safe as it would
be if a brake or brakes were provided in accordance with this
regulation.
Construction and maintenance of lifting appliances: (Continued)
(4) Controls : Controls of lifting appliance shall,-
a) be so situated that the driver at his stand or seat has ample room for
operating and has an unrestricted view of dock work, as far as
practicable, and remains clear of the load and ropes, and that no load
passes over him;
b) be positioned with due regard to ergonometric considerations for easy
operation;
c) be so located that the driver does not have to remain in the bright of
the heel block;
d) have upon them or adjacent to them clear markings to Indicate their
purpose and mode of operation;
e) be provided, where necessary, with a suitable locking device to
prevent accidental movement or displacement;
f) as far as practicable, move in the direction of the resultant load
movement; and
g) automatically come to a neutral position in case of power failure
wherever automatic brakes are provided.
Construction and maintenance of loose gears
(1) Every loose gear shall be
a) Good design and construction, sound material and adequate strength
for the purpose for which it is used and free from patent defects and,
b) Properly maintained in good repair and working order.
(2) Components of the loose gear shall be renewed if one of the
dimensions at any point has decreased by 10 per cent, or more by
user.
(3) .
a) Chains shall be withdrawn from use when stretched and increased in
length exceeds five per cent, or when a link of the chain deformed or
otherwise damaged or raised scarfs of defective welds appeared.
b) Rings hooks, swivels and end links attached to chains shall be of the
same material as that of the chains.
(4) The voltage of electric supply to any magnetic lifting device shall not
fluctuate by more than + 10 per cent.
Test and periodical examination of lifting appliances
(1) Before being taken into use for the first time or after it has undergone
any alternations or repairs liable to affect its strength or stability and also
once at least in every five years, all lifting appliances including all parts
and gears thereof, whether fixed or moveable, shall be tested and
examined by a competent person.
(2) All lifting appliances shall be thoroughly examined by a competent
person once at least In every 12 months. Where the competent person
making this examination forms the opinion that the lifting appliance
cannot continue to function safely, he shall forthwith give notice in
writing of his opinion to the owner of the lifting appliance or in case of
lifting appliance carried on board a ship not registered in India, to the
Master or officer-in-charge of the ship.
(3) Thorough examination for the purpose of this regulation shall mean a
visual examination, supplemented if necessary by other means such as
hammer test, carried out as carefully as the conditions permit, in order to
arrive at a reliable conclusion as to the safety of the parts examined; and
if necessary for this purpose, parts of the lifting appliance and gear, shall
be dismantled.
Marking of safe working load
(1) Every lifting appliance and every item of loose gear shall be clearly
marked with its safe working load and identification mark by stamping or
where this is impracticable, by other suitable means.
(2) .
– (a) Every ship's derrick (other than derrick crane) shall be clearly
marked with its safe working load when the derrick is used,
– (b) The lowest angle to the horizontal, that the derrick may be used,
shall also be legibly marked.
(3) Every lifting appliance (other than ship’s derricks) having more than one
safe working load shall be fitted with effective means enabling the
operator to determine the safe working load under each condition of use.
(4) Means shall be provided to enable any dock worker using loose gears to
ascertain the safe working load for such loose gears under such
conditions as it may be used,
(5) No lifting appliance or loose gear shall be used unless marked in
accordance with the provisions of this regulation.
Use of forklifts, electric trucks or cars
(1)Electrically driven trucks or cars, fork-lifts, etc. shall be
fitted with at least one effective mechanical braking
device and mechanically operated current cut-off that
comes into operation automatically when the operator
leaves the vehicle.
(2)Fork-lift trucks shall be fitted with overhead guard to
protect the operator from falling objects.
(3)Fork-lift trucks or electric cars shall have their gross
weight conspicuously marked upon them.
(4)When a fork-lift truck or electric car is operated in
intermediate deck, steps shall be taken to ensure that the
working surface can support the load and the hatch covers
cannot be dislodged by the movement of the truck.
Fencing of motors, etc
(1) All motors, cogwheels, chains and friction gearing, flywheels,
shaftings, every dangerous and moving parts of machinery
(whether or not driven by mechanical power) and steam pipes
shall be securely fenced or lagged.
(2) The fencing of dangerous parts of machinery shall not be removed
while the machinery is in motion or in use, but if removed, shall
be replaced before the machinery is taken into normal use again.
(3) No part of any machinery which is in motion and which is not
securely fenced shall be examined, lubricated, adjusted or
repaired except by persons duly authorised.
(4) Machine parts shall only be cleaned when the machine is stopped.
(5) When machinery is stopped for servicing or repairs, adequate
means shall be taken to ensure that it cannot inadvertently be
restarted.
Register of periodical test and examination and certificates thereof
(1) A register shall be maintained and particulars of test and
examination of lifting appliances and loose gears and heat
treatment, shall be entered in it,
(2) Certificates shall be obtained from competent person and
attached to the register, in respect of the following, in the forms
shown against each:
(a) initial and periodical test and examination, for-
i) winches, derricks and their accessory gear.
ii) cranes or hoists and their accessory gear;
(b) Test, examination and re-examination of loose gears;
(c) Test and examination of wire ropes;
(d) Heat treatment and examination of loose gears;
(e) Annual thorough examination of the loose gears, unless required
particulars have been entered in the register.
Register of periodical test and examination and certificates
thereof: (Continued)
(3)The register and the certificates attached to the register shall
be,-
a) Kept on board the ship in case of ship’s lifting appliances, loose
gears and wire ropes;
b) Kept at premises of the owner in respect of other lifting
appliances, loose gear and wire ropes;
c) Produced on demand before an Inspector; and
d) Retained for at least five years after the date of the last entry.
(4) Lifting appliance and loose gear in respect of which an entry
is required to be made and certificates of test and examination
are required to be attached in the register, shall be used for
dock work unless and until the required entry has been made in
the register and the required certificates have been so attached.