CARGO HANDLING

& STABILITY -I

CAPTAIN NAZIM ERSEN

HAFTANIN KONUSU
HATCH COVERS
LIFTING EQUIPMENT
 UNIT 4
The Cargo spaces and Effective use of cargo spaces,
Cargo Holds, Twin Decks, Hold Bilges, Air Vents, Tank
Top Strength, Permissible Load, Preparation of Holds,
Ventilation
Hatch Covers, Single-Pull McGregor and Fold Tite
(Hydraulic) Hatch Covers, Hatch Coating,
Compression Bars, Sponge Rubbers, Cleats, Hatch
Cover Water-tightness, Inspections
 AMBAR KAPAĞI
(HATCH COVER)

HOLD (AMBAR)
HATCH COVER (AMBAR
KAPAĞI)
HATCH (AMBAR AĞZI)

AFT PEAK TANK BALLAST TANK FORE PEAK TANK

Weatherdeck Hatch Covers

Hatch covers must meet two principal requirements;

a. safety and,

b.ease of cargo handling operations

Hatch convers must also be cost effective, both as an initial investment

and in service, i.e. the maintenance cost has to be low and the service life
long.

The design of the hatch cover must suit the various general

arrangements of dry cargo vessels.

This calls for a range of different designs in respect of size, loading,

operating systems and sealing arrangements.
The weatherdeck hatch cover on a dry cargo ship has the
following basic functions:
in the open position it provides access to the hold for
loading and discharging cargo, and
in the closed position it seals the hatchway in a
weathertight manner for transit in heavy seas.

With the progress of containerisation, the ability to carry

substantial deck loads has emerged as a new, essential
function for weather deck hatch covers.
As an essential part of the deck
arrangement the hatch cover has to be
“ watertight “ and has to remain so
when conditions are changed by waves,
temperature and cargo.
Ease of use clearly relates to efficiency.
From an owner’s point of view,a short
time in port is an important economical
factor.
 The conventional hatch (tween deck and lower hold (L/H)

An example of the
conventional hatch in a
general cargo ship is shown in
Figure on the right. General
cargo seen at the after end of
the L/H, while the pontoon
tween deck covers are sited
stacked in the fore end of the
tween deck

Exposed dunnage lies at the bottom of the hold where cargo has been
discharged and cargo battens can be seen at the sides of the hold. Safety guard
wires and stanchions are rigged around the tween deck in compliance with
safety regulations
This type of hatch was previously covered by wooden hatch boards or slabs but
these have been superseded by steel hatch covers.
MAIN TYPES OF HATCH COVERS
State-of-the-art hatch covers can be divided into three basic types:
 lift-away covers on container carriers,
 folding covers on general cargo ships.
 side-rolling covers on bulk carriers, and
However, folding covers can also be installed on geared bulk carriers and lift-away panels on general
cargo ships.
If stowage space is not available, rolling covers (mostly in the longitudinal direction) can also be
built as stacking covers, i.e. two or more panels are stacked hydraulically on top of each other and
the stack is rolled along the coaming as the cargo work requires.
Lift-away weatherdeck hatch covers are available in two
applications as single or multiple units.
Single units are very often used on cellular container vessels and comprise
one single panel for each hatch opening. Multi panel types are used where
more than one panel is used for covering of one hatch opening.
Lift-away covers are designed for specified loads often expressed in
number of tiers of containers.
Lift-away covers are removed by ship`s gear or shore based cranes
using corresponding tackle or container spreaders. The covers are
provided with sealing and cleating systems, centering devices and
various number of container foundations.
PONTOON TYPE COVERS

 SIMPLE CONSTRUCTION
 EASY TO OPERATE
 SHIP’S CRANE OPERATED
 LESS MAINTENANCE
 COST-EFFECTIVE
FOLDTITE COVERS

1.FOLDTITE COVERS ARE

COMMONLY USED IN GENERAL
CARGO VESSELS AND SMALL
BULK
CARRIERS ON LONG OPENINGS.

2.THESE HATCH COVERS CONSIST

OF THREE TO SIX PANELS PER
HATCH END, TYPICAL
ARRANGEMENTS BEING 2+4 AND
4+4 PANELS.
 FOLDING COVERS

1.FOLDING COVERS ARE COMMONLY

USED IN SMALLER VESSELS.

2.SHIP’S CRANES ARE USED TO OPERATE

3.TRADITIONAL FOLDING COVERS

CONSIST OF TWO PANELS PER
OPENING STOWED TO ONE END (2+0
ARRANGEMENT) OR FOUR PANELS
PER OPENING STOWED TO BOTH
ENDS (2+2 ARRANGEMENT).
Two-panel folding hatch cover Multi-folding hatch cover
SIDE ROLLING COVERS

 SIDE ROLLING COVERS ARE

COMMONLY USED ON LARGE DRY
BULK CARRIERS AND OBO SHIPS.

 THE TRADITIONAL SIDE ROLLING

COVERS CONSIST OF TWO
PANELS PER HATCH, EACH PANEL
ROLLING SIDEWAYS ON A PAIR OF
TRANSVERSE TRACKS, THUS
FORMING A MINIMUM OBSTACLE
FOR THE LOADING OR
UNLOADING EQUIPMENT.
Folding (hydraulic operated) hatch covers
The more modern method of operating steel hatch covers is by hydraulics,
opening the sections in folding pairs, either single, double or triple pair sections
(Figures 2.8 and 2.9).
Operationallyone man could close up five or six hatches very quickly by
switching on the hydraulic pumps, releasing the locking bars to the stowed
sections and operating the control levers designated to each set of covers.
The main disadvantage of hydraulic operations is that the possibility of a burst
pipe is always possible, with subsequent cargo damage due to hydraulic oil
spillage.
Single pull fixed chain hatch covers
These are automated covers with self drive by built in electric motors (see inset,
Figure 2.10). All operations for open and closing the hatch are by push button
control. Inclusive of raising the lowering of the covers and operation of the
cleating. If desired, these covers can be supplied with sufficient strength and the
necessary container location sockets to permit the load on top of deck-mounted
containers.
4 HATCH COVERS PER HATCH

 PARTIAL USE OPPORTUNITY

 SUITABLE FOR DROP CARGO
 SHIP’S CRANE OPERATED
 LESS MAINTENANCE
 EASY TO OPERATE
MAIN ELEMENTS OF HATCH COVERS
(SINGLE PULL MAC GREGOR)
ECCENTRIC WHEEL & SPONGE RUBBERS
 WATERTIGHTNESS (weather-tightnes)

Once cleated down, a hard rubber seal is created around the hatch top
perimeter providing a watertight seal, on virtually all types of covers.
Hydraulically operated covers cause a pressure to generate the seal,
while mechanical cleating (dogs) provide an additional securing to the
cargo space below.

Sealing between hatch

covers and
coaming is generally
achieved by sliding
rubber packing which is
fitted to the panels and
tightens against the top
of the coaming.
HYDRAULIC HATCH COVER ELEVATORS
RAISED TRACKWAY

HATCH
COVER

DRAIN CHANNEL

DECK HOLD
WATER LEAKAGE DRAINS (4 PER HATCH )
ECCENTRIC WHEEL
QUICK ACTING CLEAT
SIDE CLEATS ARE BATTENED DOWN
HATCH COVER
 MISALIGNMENT
AND OR
CARELESS
UTILIZATION OF
CARGO GEAR
ALWAYS END UP
WITH DAMAGE.
DAMAGED HATCH COVER

 ANOTHER DAMAGED HATCH

COVER NEEDS TO BE
REPAIRED.
 THIS SORT OF DAMAGE CAN
ONLY BE REPAIRED IN
FACTORY.
HATCH COVER
 OFFICER ON DUTY MUST
ALWAYS BE ON DECK AND
SUPERVISE THE OPERATION.
OIL TIGHT HATCHCOVER
These hatch covers are small in size and may have butterfly nut
locking arrangement.
The sealing is done by Hi-nitrile rubber which is not affected by oil.
HATCH COVER TESTS

- CHALK TEST
- LIGHT TEST
- HOSE TEST
- SONIC TEST
 CHALK TEST

 Prior proceeding to sea the

hatch cover sealing should be
tested with chalk marks made
on all the compression bars
on the hatch coaming.
 Afterwards the hatch is
battened and then opened to
see if all the rubber gaskets
have got chalk mark on them CHALK
or not . If not then
rectification to be done.
HOSE TEST

 A SURVEYOR CHECKS THE

JET WATER SCATTERED TO
THE HATCHCOAMING AND
THE JUNCTURES OF HATCH
PANELS WHILE THE OTHER
SURVEYOR IN THE HOLD
LOOKS FOR ANY WATER
LEAKAGE COMING FROM
HATCH COVER PANELS.
 HOSE TEST IS CARRIED OUT
WHILE THE CLEATS ARE
BATTENED DOWN.
LIGHT TEST

 SURVEYOR STEPS DOWN THE

HOLD LIGHTS TURNED OFF AND
CHECKS ANY SUNLIGHT
COMING FROM THE HOLES ON
TOP OF PANELS AND THE
JUNCTURES OF PANELS.
SONIC TEST

 A SIGNAL GENERATOR IS
LOCATED IN THE MIDDLE OF
HOLD OR ON TOP OF CARGO
AND HATCH COVER IS
CLOSED.
 AFTER ACTIVATION OF
GENERATOR, A COMPETENT
PERSON OR SURVEYOR
CHECKS THE JUNCTURES OF
PANELS AND LISTENS ANY
AUDIO SIGNAL IS COMING
FROM THE HOLD.

SIGNAL GENERATOR
 UNIT 5
Cargo Gear
Tackles, Blocks, Wires, MSL- SWL, Slings
Derricks, Basic calculations, Cranes, Heavy Lift
Derricks
CARGO GEAR

LIFTING SWINGING
PURCHASES DERRICKS
(TACKLES)

SPECILIZED CRANES
DERRICKS
 CARGO GEAR AND LIFTING APPLIANCES

Most of the cargo withy the aid of some type of a cargo handling gear.
The cargo handling gear is either present on the ship(self loader-
unloader) or at the port.
Derricks, cranes and winches, together with their associated fittings
should be regularly overhauled and inspected under a planned
maintenance schedule, appropriate to the ship.
Winch guards should always be in place throughout winching
operations and operators should conform to the Code of Safe Working
Practice (CSWP). Only certificated tested wires, blocks and
shackles should be used for cargo handling and lifting
operations.
Derrick rigs – Union Purchase Method

 The Union Purchase Method of rigging

derricks is perhaps the most common
with conventional derrick rigs.
 Union Purchase means a rig in which a
pair of derricks is used in combination,
the derricks being fixed and the cargo
runners coupled.. (Figure 1.2). With
this operation, one of two derricks
plumbs the hatch and the other derrick
plumbs overside.
UNION PURCHASE
Union Purchase Derrick
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.
The CSWP for Merchant Seaman provides a code of hand signals for
use in such cargo operations.
Union rig operates at approximately one-third of the SWL of the
smallest derrick pair
 Doubling Gear

As previously stated, when using derricks in a Union Purchase Rig the

maximum load must not exceed one thirds the SWL of the lowest rated
derrick. Therefore, if there is a requirement to lift a load heavier than
the SWL of the union rig but less than that of the SWL of an Individual
derrick, the rig can be unhitched and the single derrick can be used as a
swinging derrick. If the item's weight is close to or in excess of the SWL
of the cargo runner, it may be lifted by "doubling up" the cargo runner
so that the stress limit is not exceeded.
Doubling Gear
Single Swinging Derrick

The basic form of cargo gear is

the single derrick. This
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’.
However, improved materials
and better designs have created
sophisticated, single derricks in
the form of the ‘Hallen’, the
‘Velle’ and the more popular
speed cranes. All of which now
dominate the reduced activities
of general cargoships
 Velle derrick

The Velle derrick is a patent

derrick that has been popular on
general cargo vessels built in the
1970's. This is a single swinging
derrick, the distinguishing feature
of which is T bar or 'floating
bridle bar" at the derrick head, to
which the cargo hoist head blocks
and topping spans blocks are
secured. The advantage of this
arrangement is that it allows a
greater slewing radius and the T"
bar provides stability when
discharging or loading containers
or heavy lifts.
 Two winches, each with separate barrels, control topping and slewing. Two
lengths of wire are used leading from the topping winch barrels to the
slewing winch barrels. On the topping winch the barrels turn in the same
direction and, on operation of either, the boom tops or lowers. On the
slewing winch barrels they are wound in opposite directions and on
operation the derrick slews, while maintaining the derrick head at a
constant level. A third winch with twin barrels, both wound in the same
direction, is used as the hoisting winch.
Advantages:
 It is relatively easy to operate by comparison to a swinging derrick
 It is a one man operation
 The'T' bar helps to stabilise loads and prevents them from swinging
 There is less clutter in comparison with a traditional derrick
 The SWL is from 25 to 100 tonnes
Hallen Derrick
The Hallen is another patent design in common use. This derrick has a "D" frame
mast with outrigger rods. The 'D' Frame has the effect of maintaining a satisfactory
angle between the twin topping lifts, allowing control and stability of the derrick when
swung out over the ships side, even to an angle of about 80 to the fore and aft line.

The outrigger rods

prevent contact
between the topping
lift pennants and the
"D" frame when the
derrick is slewed to its
maximum outboard
angle.
 Each topping lift has its own winch but both are usually controlled by one
multi-position control. Topping is achieved by operating both winches in the
same direction. Slewing is achieved by heaving on the winch at the side to which
the derrick is to go and slacking on the other. A third winch controls the cargo
purchase. Alternatively, an arrangement similar to that employed by the Velle
derrick can be used.
Advantages
It is simple in comparison with a single swinging derrick.
It uses a One-man operation of lifting, slewing and hoisting.
It operates with up to 15° of List.
It can operate down to 15° above the horizontal.
Slewing angles are as much as 80 degrees.
The deck area is clear of clutter.
It has up to 200 Tonne capacity, with only the cargo hoist to be, changed to
operate quickly for lighter loads.
  Stulken Heavy Lift Derrick
The Stulken derrick was patented in 1954by,Blohm & Voss in Germany and has
since that time has been fitted to hundredsof ships. The V shaped inclined masts
support the derrick and allow a wide arc of operation

 LIFTING CAPACITY MAY REACH UP

TO 300 TON SWL
 ANTI- FRICTION BEARINGS WHICH
PRODUCE
 % 2 FRICTION THROUGHOUT
LIFTING OPS.
 MAINTENANCE REQUIRED IS
EVERY 4 YEARS
 CARGO RUNNER IS 40 MM IN
DIAMETER.
 OPERATION IS UP TO 12,5 0 LIST ,
+/- 2,5 0 TRIM
 HOISTING RATE IS 2 - 2,5
METERS PER MINUTE
 FREE SURFACE EFFECT MUST BE
TAKEN INTO CONSIDERATION
DURING LOADING / UNLOADING
The derrick can be swung between the masts so as to service either of the two
adjacent hatches.
Four winches operate the lifting plant, two for the hoist and one for each span.

The hoisting winch has two gears to enable a faster operation when lifting
relatively lighter loads.
One person can operate the derrick either by using a remote control or by

standing on a specially constructed platform.

Advantages:
It is permanently rigged and so there is not much preparation time before use
It has sealed bearings, which are low maintenance and reduce friction.
Additional derricks suitable for a union purchase arrangement can be fixed

on to the same inclined masts.

It is constructed of low weight high strength steel
It is a one man operation, using a remote if necessary
Safe working loads of up to 800 tonnes are possible
Shipboard Gantry Crane
The basic design of gantry cranes consist of steel girders across the beam of a vessel
supported by legs and travelling on rails mounted on the ship's decks. The gantry
houses the operators' cabin as well as the lifting mechanism and it can travel
athwartships on the bridge girders. The whole gantry can travel fore and aft on
wheels mounted at the base of the gantry. Hydraulic buffers at the ends of the rails
prevent the crane from overrunning the rails.
Advantages of gantry cranes
Mobile over the length of the deck
Unobstructed view for the operator
Shelters may be fitted to protect cargo during handling operations
Reduced possibility of load rotation due to box shaped girders
Fast operation possible with experienced operators

Safety Features
Klaxon and light when moving along the deck
Maximum safe trim cut-out
Emergency stop switch at deck level
Hydraulic buffer at the end of deck rails
Two block limit switch
Slack wire limit switch
Maximum SWL limit switch
Outrigger cut-outs if not locked in place
"Cow-catcher" safety guards on the wheels, which cut out the power if
they hit an obstruction.
Shipboard Pedestal Cranes rotate on a pedestal and are permanently mounted on a
ship. The main housing consists of the operator's cabin, winches, and the jib,
which projects from the pedestal. The crane is either electrically or hydraulically
operated and the housing rotates on the pedestal. There are usually two winches
inside the housing, one for the topping of the jib and the other for the hoist. Both
are controlled, from inside the cabin using a joystick.
BASIC HYDRAULIC CRANE
 LIFTING PLANT: TESTING & CERTIFICATION

Certification:
All cargo gear must only be operated by personnel who have received
appropriate training in the operation of the plant. As a means of
verification a certificate may be issued.

Lifting plant must be checked prior to use and tested at regular intervals
Trained and certificated personnel must operate lifting plant
Cranes and derricks must be maintained as per manufacturers' instructions.
 Cargo-handling equipment – condition and performance

Testing:
Before any cargo operation takes place it is essential that the Chief
Officer is confident that the ships lifting equipment and associated
loading/discharge facilities are 100% operational and free of any efects.
Under the Lifting Plant Regulations, the International Safety
Management (ISM)Code, and ship’s planned maintenance schedule all-
cargo-handling equipment could expect to be inspected and maintained
at regular intervals. In the case of lifting plant, derricks, cranes,
shackles, wires, etc. the following test times would be required:
1. after installation when new
2. following any major repair or alteration likely to affect SWL
3. at intervals of every 5 years.
 Testing plant

Lifting appliances are tested by a cargo surveyor at intervals of 5

years, or following installation or repairs. The test could be conducted
by either of two methods:
1. By lifting the proof load, and swinging the load through the
derrick or crane’s operating arc, as per the ship’s rigging plan. This test
is known as the ‘dynamic test’ and concrete blocks of the correct weight
are normally used to conduct this operation.
2. The static test is carried out employing a ‘dynamometer’
secured to the lifting point of the rig and an anchored position on the
deck. The proof load weight is then placed on the rig and measured by
the dynamometer, to the satisfaction of the surveyor.
Inspection of plant

Cargo lifting appliances must be inspected to establish that they are

correctly rigged on every occasion they are used. To this end, the Chief
Officers would normally delegate this duty to the Deck Cargo Officers to
check the rig prior to commencing loading or discharge operations.
A thorough inspection would also take place annually by a
‘competent person’, namely the Chief Officer himself. This duty would
not be delegated to a Junior Officer. This inspection would cause a
detailed inspection to take place of all aspects – hydraulic, mechanical
and electrical – of the lifting appliances. All wires would be visually
inspected for defects and the mousing on shackles would be sighted to
be satisfactory. The ‘gooseneck’ of derricks and all blocks would be
stripped down and overhauled.
Thorough inspections would detect corrosion, damage, hairline
cracks and excessive wear and tear. Once defects are found
corrective action would be taken to ensure that the plant is
retained at 100% efficiency. These inspections would normally
be carried out systematically under the ship’s planned
maintenance schedule. This allows a permanent record to be
maintained and is evidence to present to an ISM Auditor.
 CERTIFICATES & REPORTS
The Master must ensure that a certificate or report is on board within 28
days of any statutory test or examination and that the certificate remains on
board for at least two years following the receipt of the next certificate.
Certificates and reports should be kept readily available on board and
copies of the latest certificates should be made available to any shore worker
using the ship's lifting plant.

Certificates and reports should be in the form approved by the

administration and based on the internationally agreed form prepared by
the International Labour Organisation (ILO).

A Register of Lifting Appliances and Cargo Handling Gear should be

maintained in a form recommended by the ILO. The register may be in
paper or electronic form.
Certification

Once the testing has been completed satisfactorily, each lifting apparatus
would be issued with a test certificate and the Chief Officer would retain all
certificates in the ‘Register of Ships Lifting Appliances and Cargo-
Handling Gear’.
In addition to these test certificates all shackles, wires, blocks, etc. Would
be purchased as proof tested and delivered to the vessel with its respective
certificate. These would be retained in the Chief Officers Register. The
SWL and the certificate number are found stamped into the binding straps
of each block.
Inthe event that a shackle or block is changed, the certificate in the register
would also be changed, so keeping the ships records up to date (Figure 1.9).
 MARKING OF LIFTING EQUIPMENT
Each lifting appliance and item of lifting gear must be clearly marked with:
- Its Safe Working Load (SWL)
- A means of identification
If it is not practical for the SWL to be marked on the item, it must be
made readily ascertainable by some other means. Where the SWL of a
crane varies with operating radius, an indicator clearly showing the
SWL at any given radius must be fitted.
The SWL of an appliance that is normally used with a specific attachment
(e.g., a spreader or clamp) should specify whether the weight of the
attachment Is included in the SWL. Any item of lifting gear weighing a
significant proportion of the overall SWL must be clearly marked with its
weight in addition to its SWL. Slings supplied in batches must bear the
same identification mark.
In the case of multi-legged sling assemblies, the marking should specify
the SWL up to an angle of 90° between:

 Opposite legs, in the case of two-legged slings

 Adjacent legs, in the case of three-legged slings

 Diagonally opposite legs, in the case of four-legged slings

There may be a further SWL up to a maximum angle of 120°.

 HEAVY LIFT PRECAUTIONS

The following is a list of things to check before and during this critical
operation:
 Ensure the vessel is as near as possible to upright and calculate the
maximum heel during operation.
 Avoid any slack tanks.
 Lay out dunnage to spread the load and protect the ship/cargo.
 Check deck or tank top load-limit.
 Lifting gear certificates must be in order & the SWL sufficient.
 Lifting points must be satisfactory.
 Any slings used must have an adequate SWL
 Steadying lines are to be attached to prevent the load swinging.
Contn’d
The accommodation ladder / gangway is to be attended.
Sufficient crew, wearing PPE, to attend to mooring lines
Fenders rigged and barges etc. cast off
Railings removed if required.
Adequate power on deck.
Communications established.
Non-essential personnel are cleared from the working area.
Operators are fully certificated
Lifting hook is plumb above the load.
Weight must be taken slowly.
Relevant signals should be displayed and the Port Authority informed
 MSL /SWL
The total of the Maximum Securing Load (MSL) values of the securing devices on each side of a unit of cargo (port as well as starboard) should equal the weight of the unit"

The code recommends a safety factor to be used in calculations to take into

account the possibility of uneven distribution of forces among the devices or
reduced capability due to improper assembly of the devices.

The safety factor gives the Calculated Strength (CS) from the MSL as follows:
CS = MSL
Safety Factor
Maximum securing load is a term to define the load capacity used to secure
cargo to a ship. Safe working load (SWL) may be substituted for the MSL
provided this is equal to or exceeds the strength defined by MSL.