HEAVY LIFT Loading and Discharge Operations

When all of the pre-planning has been completed, information with regard to the items of cargo obtained, stowage location decided upon and method of securing planned and checked by calculations, consideration needs to be given to the loading operation.

On board a ship that often carries heavy-lift items or project cargoes, either as part of the ISM procedures or within the Cargo Securing Manual, there might be a checklist to be completed when a heavy or awkward piece of cargo is to be loaded.

The ship’s checklist should be used to ensure the completion of a safe loading operation and a safe discharge operation. The following list covers all the main points to be borne in mind by the master of a ship during an operation where ship’s crane(s) will be used.

1. When all of the preparatory work has been completed the operation can be started, but if any one of the items of the checklist has not been verified, the operation should not begin.

2. The master or master’s deputy must be and remain in overall charge of the operation with the signalman in an appropriate position.

3. The lifting of the cargo unit should be steady and controlled and the hoist wire(s) of the crane(s) must be vertical throughout the operation.

4. When two ship’s cranes are used in tandem, the operation should be carried out only in daylight.

5. Tag lines should be fitted to the cargo unit to allow control of any rotational movement, if appropriate.

6. The ballasting operation should be carried out in conjunction with the cargo transfer operation to maintain the ship as near to upright as possible, and any list should not exceed 3º.

7. If, when the cargo unit is first lifted from the quay, it is found that either the weight is in excess of that declared or the centre of gravity is not where it is shown to be such that the lifting points are incorrectly positioned, the operation should be abandoned and the cargo unit should be carefully placed back on the quay.

8. The situation should then be carefully considered; expert advice should be sought and further information should be obtained to devise a system for the safe loading of the cargo unit.

9. If a programme for the safe load of the unit cannot be devised the cargo unit should not be loaded at all.

Heavy Lifts. 

(1) Before heavy lifts are loaded, cargo handlers should prepare the holds to receive the cargo. Dunnage material should be assembled for securing the lifts, blocks, shackles, draglines, bars, and other necessary equipment beforehand. This material should be loaded into the hold before the first lift is hoisted aboard.

(2) Cargo handlers should check all gear before picking up a heavy lift.

(3) Cargo handlers must use taglines on all heavy lifts. All personnel must stand clear of a heavy lift coming into the hatch until it is lowered to within a

few inches of the deck. Personnel can then assist in steadying the lift for landing.

(4) Operators can move tracked vehicles, such as tanks, crawlers, cranes, and bulldozers from the square of the hatch to their stowage position by draglines. The tracks are barked or released to control the movement and direction of the vehicle. Only experienced operators of heavy equipment are permitted to steer tracked vehicles. When stowing tracked vehicles in the hold, cargo handlers will-

Stow tracked vehicles in a fore-and-aft position, whenever possible.

Leave multifuel vehicles in neutral gear with the brake engaged.

Leave gasoline-driven vehicles in gear with the brake engaged.

Lock turrets on tanks, and cabs on cranes, or lash them in position.

(5) A double solid floor of planking not less than 2 inches thick must be constructed and nailed down before tanks, bulldozers, or cranes are loaded. When tanks are stowed in the between deck, similar flooring is laid. Operators should secure tracked vehicles weighing less than 18 tons with at least 4- by 6-inch lumber. Those vehicles weighing more than 18 tons should be secured with at least 6- by 8-inch lumber. Cargo handlers should lash all tracked vehicles, whether stowed on deck or below deck, with wire rope or chain.

(6) Use vehicle bridles and slings to hoist wheeled vehicles aboard ship. These vehicles are landed in the hold to head in the direction of stowage. After they are landed, one person releases the brake and steers the vehicle while it is pushed into stowage position. If the vehicle cannot be pushed into position by hand, a dragline is set up. If it is necessary to move one end of the vehicle sideways to stow it in the desired spot, use one of the following methods:

(a) Place dunnage smeared with skid compound or grease under the wheels on the end of the vehicle to be moved. Dunnage is laid in the direction of the move. Operators set up a dragline and the ends of the vehicle are dragged to the desired spot.

(b) Use heavy-duty rolling jacks to move the end over, if available.

(7) Operators will stow vehicles fore and aft whenever possible. As in the case of tracked vehicles, stowing them fore and aft lessens the chance that they will break loose when the ship rolls in heavy seas. When it is necessary to stow them athwartship, you should obtain permission from the vessel's master or representative. When securing vehicles stowed athwartship, cargo handlers must-

Set the brakes on the vehicle.

Block the vehicle at both sides and at both ends so that it cannot move in any direction. The size and type of vehicle will dictate the size of timber to use. (See Figure 8-1.)

Brace individual vehicles to bulkheads, stanchions, or other vehicle blocking.

Use lashing in addition to blocking and bracing. Vehicles must be lashed with wire rope. Put blocks under bumpers or chassis to keep tension off the springs

(8) Large pieces of cargo such as walk-in refrigerators or decontamination units are often shipped in large cases. The main problem in stowing large heavy cases is moving them from the square of the hatch to the place of stowage. This can be accomplished by the following methods:

Land the case onto rollers when possible. Make sure it is landed to head in the direction of stowage. Remove the sling on the side next to the coaming. By topping, lowering, or winging the booms, move the head of the boom in the direction of the stowage. At the same time, put a strain on the sling still attached to the case. The case will then move in the desired direction until the sling or cargo block is topped by the coaming. Personnel should normally remove rollers before placing the case in the final stowage location. If further movement is necessary, use a dragline.

Land well-constructed cases of cargo weighing up to 7 or 8 tons on rollers and move into position with crowbars and wedge point bars.

Position the cases on dunnage runways smeared with skid compound, soap, or grease when rollers are not available. Then, move the cases into position with the dragline.

Before any heavy lift operation will be carried out by the vessel the supervision department in Leer has to be informed in time!

Loading/Discharging of Heavy lifts with Ship’s Cranes

During Loading/Discharging of Heavy lifts by using ship’s cranes the following points have to be considered (see also attached sketches):

1. The vessel’s initial stability corrected for free surfaces (GMc) is radical reduced when

- opening the hatch covers (especially if the vessel is provided with folding system(s)),

- hoisting the jib(s) from sea stowing position,- hoisting the load from the berth/out of a barge (in that moment the vertical centre

of gravity of the load is fixed in the rope wheel at the jib’s end up to 60m(!) above baseline dependent on the size of ship and crane(s)).

2. The vessel gets list which should not exceed 5° max. (see CRANE manufacturer’s manual) when

- turning the jib over the berth/barge in connection with the jib’s outreach,- hoisting the load from the berth/out of the barge.

Regulations

The IMO regulations concerning ship’s stability does not contain any advices about crane operation referring to heavy lifts.The german Regulations „Bekanntmachungen über die Anwendung der Stabilitätsvorschriften für Frachtschiffe, Fahrgastschiffe und Sonderfahrzeuge der SeeBG“, as a part of the Schiffssicherheitshandbuch, provide in article 3.3.5. under the headline for the: „Umschlag von Schwergutladung mit dem schiffseigenen Ladegeschirr“ the following:„It has to be insured that during the whole period of operation with the heavy lift a positive remaining lever arm of ≥ 0,10m referring to an angle of heel (max. allow. + 5°)1 is present.”

For ship’s cranes according manufacturer’s advice the maximum allowable heeling angle (max.

allow) normally is 5°. That means in worst condition the vessel’s initial stability must show a minimum value of GMc = 0,60m.

Worst condition means: The heavy collo is hanging with its total weight under the crane(s) while the centre of gravity is located in the rope wheel at the end of the jib(s) (!) with a maximum luffing angle of the jib(s). If both cranes are in use this maximum luffing angle is reached when the collo is just between the cranes (longitudinal in line with the cranes!). If one crane is in use the maximum luffing angle of the jib is dependent on the location of the collo ashore/on board.

For loading/discharging heavy colli especially under utilization of the max. SWL-capacity of the crane(s) for the situation Ship in Ballast or Ship loaded homogenous or under any other loading 1 Attention: This is not valid for heavy lift vessels provided with stability pontoon(s) ! On this type of vessel during heavy lift operations by using stability pontoon(s) the list never should exceed 1° max. !!! The use of stability pontoon(s) is a pure static mean only to increase the initial stability in a very narrow range of list in the beginning (0° to 2°)!!

condition it has to be proved by reckoning that the above mentioned parameters for ship’s stability are fulfilled. If necessary the ship has to take ballast but always under avoiding free surfaces.

Comment: For vessels in port the load line regulations are not valid. The draft of the vessel may exceed the max. allowable value if by this means the stability can be improved.

CHECKLIST/Procedure Guide for LoadingProcedure for Loading a heavy lift with two cranes installed on vessel’s Portside using the

max. SWL-capacity for situation “Ship in Ballast”During the loading procedure the vessel should not be affected by any wash and swell.

If necessary ask the port authorities for assistance in taking appropriate actions that the vessel will not be affected by wash and swell caused by other vessels!

1. Heavy Lift Operation only during daylight? Check this in time with all parties!

2. Before starting the loading procedure bring the vessel in the best stability condition:

□ take ballast and/or fuel oil, over all: avoid free surfaces in ballast tanks by making an overflow shortly before starting the heavy lift procedure (at least two times to avoid false indication caused by air bubbles) with all ballast tanks that should be full, do not take information from online measurements or the like; make soundings on that tanks that should be empty,

□ if a tween deck is available and only if necessary and/or possible (dependent on the length/breadth of the collo) shift this in lowest position here also on Stb-side of the cargo hold,

□ if necessary and/or possible transfer fuel oil if to the Stb-side or consume during voyage from P-side only,

□ fill up the heeling tank(s) on portside completely, starboard side empty,□ if necessary/possible open hatch covers only partly / discharge pontoon covers ashore or

keep hatch cover (folding system) closed according to what is the best action for stability,□ close all openings near the waterline, e.g. bull eyes and access hatches,□ take the gangway in,□ heave ship’s lines/ropes (not to tight and not to slack)□ if necessary lower both anchors with chains into the water to increase GM.□ if only one crane is in use and if necessary to increase GM lower down the jib of the other

crane in sea stowage position

3. The heavy lift must be placed as close as possible to the ship. Attention: Be aware of static load of the berth/diameter of fenders and compare this with the outreach of crane(s).

4. Cranes with crossbar, shackles and wires have to be positioned over the heavy lift. Then and only if possible try to give the vessel a slight heel to starboard by using a tank other than a heeling tank but only if you can avoid free surfaces.

5. Ensure radio contact to the crane drivers by walky talky or other means (before settle exact commands: e.g: hook up/down; jib up/down; turn shore/sea side; stop). Make sure who (Master or Chief Mate) has overall command and from whom the crane driver(s) will receive orders in operating the crane(s).

6. Connect the heavy lift to wires and if necessary to crossbar. Be aware of especially the longitudinal centre of gravity of heavy lift (see sketch from manufacturer if available).

7. On those vessels which are provided with stability pontoon(s) crew members have to watch the pontoons draft (upper/lower limit) all the time!

8. Only if necessary because of poor transversal moment balance hoist up heavy lift until vessel’s list shows max. 3° else max 1°.

9. Stop hoisting now and make sure, that crane wires when tight are showing in upright direction, if necessary adjust jib(s) in an appropriate way. In any case be prepared by appropriate means (see sketch on page 7!) to avoid that the heavy lift piece will swing off/to the vessel when lifted up!

10. Start pumping ballast by using the heeling tanks, here from port to starboard and watch the load indicators in the crane cabins if installed for equal load distribution. Stop pump(s) when heavy lift takes off from berth/out of barge.

11. Hoist up heavy lift just over hatch coaming.

12. Swing heavy lift slowly (one crane after the other – not both at the same time) over the hatch, while pumping ballast now from starboard to port heeling tank. Keep vessel all the time with a slight list ( 1°) to the side from which the heavy lift is loaded. If necessary/possible open the hatch cover now as little as possible.

13. Lower down heavy lift to stowing position and secure heavy lift (calculate lashing forces by program „lashcon“ or manually by Cargo-Securing-Manual).

CHECKLIST/Procedure Guide for Discharging

Procedure for Discharging a heavy lift with two cranes installed on vessel’s Portside using the max. SWL-capacity for situation “Ship in Ballast”

During the loading procedure the vessel should not be affected by any swell.If necessary ask the port authorities for assistance in taking appropriate actions that the vessel will

not be affected by wash and swell caused by other vessels!

1. Heavy Lift Operation only during daylight? Check this in time with all parties!

2. Before starting the discharging procedure bring vessel in the best stability condition:

□ take ballast and/or fuel oil, over all: avoid free surfaces in ballast tanks by making an overflow shortly before starting the heavy lift procedure (at least two times to avoid false indication caused by air bubbles) with all ballast tanks that should be full, do not take information from online measurements or the like; make soundings on that tanks that should be empty,

□ if a tween deck is available and only if necessary and/or possible (dependent on the length/breadth of the collo) shift this in lowest position here also on Stb-side of the cargo hold,

□ if necessary and/or possible transfer fuel oil if to the Stb-side or consume during voyage from P-side only,

□ adjust the water level in the port heeling tank(s) in that way that the starboard tank(s) will be full and port tank(s) empty when the heavy lift is positioned over the berth/barge,

□ if necessary/possible open hatch covers only partly / discharge pontoon covers ashore or keep hatch cover (folding system) closed according to what is the best action for stability,

□ close all openings near the waterline, e.g. bull eyes and access hatches,□ take the gangway in,□ heave ship’s lines/ropes (not to tight and not to slack)□ if necessary lower both anchors with chains into the water to increase GM.

□ if only one crane is in use and if necessary to increase GM lower down the jib of the other crane in sea stowage position

3. Ensure radio contact to the crane drivers by walky talky or other means (before settle exact commands: e.g: hook up/down; jib up/down; turn shore/sea side; stop). Make sure who (Master or Chief Mate) has overall command and from whom the crane driver(s) will receive orders in operating the crane(s).

4. Unlash the heavy lift and connect it to the wires and if necessary to the crossbar .

5. Make sure, that crane wires when tight are showing in upright direction, if necessary adjust Jib(s) in an appropriate way before hoisting up the load. In any case be prepared by appropriate means (see sketch on page 7!) to avoid that the heavy lift piece will touch any other cargo around due to swinging when lifted up! Heave the collo slowly in 5t steps!

6. Hoist up heavy lift over hatch coaming, than close the hatch cover if necessary/possible and than swing the heavy lift slowly (one crane after the other – not both at the same time) over the berth/barge, while pumping ballast now from port to starboard heeling tank. Keep vessel all the time with a slight list ( 1°) to the side to which the heavy lift is discharged.

7. Lower heavy lift on the berth/into the barge only by a slight touch down with 2t to 5t ease to the load only.

8. Stop lowering and pump ballast from starboard to port heeling tank until hooks’ ease is about 10t better zero tons (watch load indicators in the crane cabins if installed).

9. On command simultaneously lower hooks and jibs of cranes as quick as possible.

10. Disconnect heavy lift from wires and crossbar.

Comment to 6.- 9.):

This procedure always is compulsory in case lowering speed of hook and jib is less than rolling speed of the vessel in the moment when the transversal moment is decreasing. Non observance of this procedure will cause most probably severe damage to the heavy lift, vessel and vessel’s crane(s)!