CARGO HANDLING AND STOWAGE-II UNIT-5 Cranes

CARGO HANDLING AND STOWAGE-II UNIT-5 Cranes

UNIT 5

DECK CRANE

Electro hydraulic single deck cranes range generally, over hoisting capacities 3 to 40 MT. Twin cranes are designed to have hoisting capacities of 2x12, 2x20, 2x25 MT, but they can operate either singly or in concert. Heavier hoisting capacities are also available for up to 150 MT or more. Suitable for fast moving general, bulk and container cargoes. Positioning of the deck cranes is a matter of importance. Mid transverse position between double hatch openings greatly assist both speed and radius of operation. where the crane fittings are mobile, flexibility of operation is available. the mobile crane is locked stationery during actual operation.

Benefits height visibility well above the hatch openings. Effective hoisting, slewing and luffing are the 3 essentials of good crane work and are the activities needful of attention. Should not accelerate or retard, sudden and rapid restriction increases the normal stresses provided by a load upon the cargo gear.

SINGLE GIRDER GANTRY CRANE

Comprises of spaced gantry legs which ride along the deck of the ship on travelling carriages or trucks. A single main girder extends transversely of the ship between the legs to span the cargo hatches and folding outboard cantilevers or jibs are located on opposite side of the main girder to extend the reach of the crane over dock when the ship is in port. the out board cantilevers or jibs are each moveable independently between a downwards extending folded position.   

Cranes having single girder. Where the trolley travels on the girder. The operator operates the crane remotely.

Overhead cranes have a bridge and a wheeled trolley that travels across the bridge horizontally. Overhead cranes include gantry, semi-gantry, cantilever gantry, storage bridge and wall cranes.

SAFETY FEATURES OF THE SHIPBOARD GANTRY CRANE

- hoist limit switch

- overload limit switch

- trolley bumpers

- bridge bumpers

- deck/crane bumpers

- outrigger stops

- foot guards

- emergency stop switch on deck

- controller safety switch

- gantry movement audio visual alarm

- wind indicators

- rail clamps

ADVANTAGES AND DISADVANTAGES OF CRANES AND DERRICKS

- single man operation for luffing, slewing and cargo hoist

- adequate SWL during straight lift

- ability to bring the derrick over a lifting point

- can be slewed to all 360 deg hence a single crane can work fwd and aft hatch

- maintenance is less since the winches are inside the mounting

- can be fixed or mobile on gantry platform

- provision can be provided to prevent pendulation

- does not require luffing and slewing winch hence cost saving

- can be modified to increase the radius of operation and clearance from jib to load

- in Gemini cranes one controller can operate both crane

- the operator has good visibility of the area of operation due to the height of operators cabin

- can be mounted on the center line or side of the ship

- the operator is not exposed to the dangers of breaking wire

Disadvantages

- complex operation and congested areas required lengthy maintenance

- SWL decreases as the jib radius increases

- the operator required to climb to reach the cabin

ADVANTAGES OF DERRICKS

- components are very easy to maintain

- rigging can be changed as per the requirements

- maintenance is easy as all the equipment are spread over the place

Disadvantages

- wires and winches are exposed to weather, hence corrosion damages are high

- deck is cluttered with ropes, guys and blocks

- visibility of the area of operation is less

- delay for changing rigging

- cannot be slewed 360 deg

- always fixed and not mobile

- winch man is exposed to the dangers of breaking wires

CARGO HANDLING GEAR SAFETY

The approval, maintenance and safe use of cargo handling equipments

Register requirements

- register of all materials handling equipment that form part of the equipment of the ship to be maintained

- all shore based handling equipment must maintain a register where it is normally stored

- details of all tests, thorough examination, inspection, heat treatment and any maintenance, repair and replacement of materials handling equipment by a responsible or competent person

- a register of materials handling equipment may be kept in any form is legible and is authenticated by the responsible person

- equipment should be surveyed and inspected by classification society

- evidence of prototype tests of fittings maintained- attachment to the rope is > 95% of the breaking load of the rope 50mm dia or 90% of the breaking load of the rope for ropes exceeding 50mm dia

CERTIFICATE REQUIREMENTS

- test certificate of materials handling equipment manufacture must be in accordance with the appropriate form for that equipment

- certificate of test in respect of materials handling equipment manufactured in a country and tested or thoroughly examined by a responsible person is acceptable

- all cert of test and other relevant certificates are current in respect of equipment made available with the register of materials handling equipment

certified copy of the above is also acceptable if used chain or wire is only a part of the greater manufacture length, a certified copy of the  original certificate issued for the manufacturer is acceptable

MAINTENANCE AND REPAIRS

General

Materials handling equipment, mechanical ventilation equipment, lighting and other equipment used in loading and unloading, must at all times be:and unloading, must at all times be:

(a) properly maintained; and

(b) used only for its intended purpose.

Ship machinery

Whenever ship machinery is supplying power to materials handling equipment or other equipment being used in or in relation to loading or unloading, the master must ensure that a qualified person experienced in the operation and maintenance of the ship machinery is present on the ship.

(a) properly maintained; and

(b) used only for its intended purpose.

Ship machinery

Whenever ship machinery is supplying power to materials handling equipment or other equipment being used in or in relation to loading or unloading, the master must ensure that a qualified person experienced in the operation and maintenance of the ship machinery is present on the ship.

Safety arrangements

If maintenance or repair work is carried out during loading or unloading, the person in charge must ensure that all persons are reasonably protected against accidental injury arising from the maintenance or repair work.

For the purpose of above paragraph, the person in charge must assess. The danger in the maintenance or repair work and must take into account the presence or likely presence of noxious gases , fumes, dust, radiation, excessive noise or other nuisance that could obstruct, interfere with or distract a person engaged in the loading or unloading.

Repairs

A person must not carry out repair work on materials handling equipment unless that person is:

(a) competent in the repair of that type of equipment; and

(b) equipped to perform that repair.

Heat treatment

A chain, ring, hook, shackle, swivel, connecting plate or overhauling weight that is subject to stress must not be used in loading or unloading after repair unless it has, if necessary, been subjected under the supervision of a responsible person to a process of heat treatment appropriate to its design and material to restore the mechanical properties of the material or to relieve any stress.

Verification

Repaired materials handling equipment must be tested or thoroughly examined in accordance with relevant regulations before being put to use, unless the repair is:

(a) The normal periodic replacement of an individual component by a component having the same technical specification; or

(b) A minor repair to a non load bearing component.

Repaired materials handling equipment must not be put to use, until:

(a) The equipment is certified safe to use, in accordance with relevant regulations; or

(b) In the case of a repair, the repair is recorded in the register of materials handling equipment.

Protective fencing

Upper decks

Loading or unloading must not be carried out unless all upper decks to which persons have access for the purpose of loading or unloading are securely fenced on each outer edge with a bulwark or guardrails to a height of at least one metre above the deck and are so designed, constructed and placed as to prevent a person from accidentally falling overboard.

Bulwarks or guardrails for the purpose of above paragraph must be continuous except that sections may be removed for the purpose of a loading or unloading operation to the minimum extent necessary for that purpose. An open hatchway on the uppermost deck must, unless entirely surrounded by coamings to a height of 750 mm, be securely fenced on all sides. except that:

(a) An intermediate rail is not required where the hatch coaming is between 400 mm and 750 mm in height; and

(b) Fencing is not required for the side of a hatchway where suitable fencing is fitted between the hatchway co rners and the side of the ship.

Except as specified elsewhere in this Part, access to a cargo working area on a ship, including hold accesses, crane or winch operating positions, hatch man’s position or any other location required to be occupied by persons engaged in loading or unloading, must afford a minimum passageway width of 550 mm.

Initial Inspection

The lifting appliances are inspected and tested prior to being put into operation, and their maximum load capacity is confirmed with a Certificate of Suitability of Lifting Appliances and Elevators for Passenger Ship or an Inspection Booklet for Cargo Ship Lifting Appliances, or certificate of suitability of Lifting Appliances (for Non Cargo Handling) and Elevators for Cargo ship.

Periodical 5 yearly and yearly Inspections

Ship's lifting appliances, irrespective of their categories are inspected periodically  as follows:

(I) Loaders, bearings, mast band of king posts and ·loaders, as well as all permanently fitted appliances and parts which cannot be dismantled, are inspected every 12 months (Annual Inspection) and examined in detail every five years (Five year Inspection) with particular emphasis on non-visible parts taking the total load and which should be examined after dismantling.

(2) Cranes, winches, tackle, iron hooks as well as any other part not covered in other paragraph are examined visually and in detail every twelve months (Annualand periodical Inspection).

(3) The standards for the. examination of elevators are more particularlydescribed in following paragraph.

( 4) Further, a periodical inspection to be carried out by the crew every three months and the results to be recorded in the Official Log Book.

Where a crane or derrick is tested, the proof load must not be less than the applicable load specified in Table 1, except that where a hydraulic crane is tested and it is not practical for the crane to raise the full test load, a reduced test load may be accepted but in no case is this to be less than the SWL x 1.1.

Table 1

SWL of derrick gear or crane (tonnes)Proof Load

Not more than 20

SWL x 1.25

More than 20 but not more than 50SWL + 5 tonnes

More than 50

SWL X 1.1

Where derricks in union purchase are tested, the proof load specified in Table 1 must be based on the SWL of the derricks when rigged in union purchase

For the purpose of a test of a crane or derrick, the load imposed on any accessory block, topping lift, shackle, preventer, guy or other accessory part must not exceed the SWL of that part by more than the proportion by which the proof load exceeds the SWL of the crane or derrick

Operational test of crane

A crane must undergo an operational test, including testing of its limit switches, by hoisting a load at least equal to the SWL while carrying out all motions occurring in normal operations, such as hoisting, luffing, slewing and travelling, using its full range of speeds. All brakes must be tested in accordance with relevant regulations.

Structural test of derrick gear in union purchase

For the purpose of testing derrick gear in union purchase, the proof load must be manoeuvred throughout the working range of the gear, rigged over one side of the ship and hoisted to a level that:

(a) makes the angle between the runners close to, but not in excess of, 120°, or

(b) such lesser angle as is specified in the drawing or drawings specified m relevant appendix. and again, with the gear rigged over the opposite side of the ship.

Thorough examination

Following testing of a crane or derrick, the crane or derrick and all accessory gear must be thoroughly examined for damage or permanent deformity, and overload limit switches reset.

Winches

Span gear winches

If a derrick is fitted with a span gear winch, the winch must be tested while the derrick is supporting the proof load at its lowest working angle by in turn subjecting each sprocket to the resultant load.

Topping and main winches

Upon completion of the tests with the proof load, each winch must be tested with the SWL suspended from the derrick head, and the derrick placed in various positions such that each winch serving the derrick is subjected to loading whilst having the maximum working length of rope layers upon its drum.

Brake test of winches

After completion of the proof load tests of a derrick, a load equal to the SWL for that derrick is to be hoisted then, with the derrick slewed outboard to each side of the ship and with the derrick amidships, lowered at the normal lowering speed of the winch for a distance of approximately 3 meters. The winch is then to be braked sharply and the load brought to a halt. It is then to be demonstrated that a load equal to the SWL of the derrick can be held stationary by the winch brake when the winch drive is switched off.

Approval Requirements for derricks

1. Drawings

The drawing or drawings of derrick gear required by this Part must:

(a) illustrate the general arrangement of the ship and location of each derrick and each winch;

(b) state the dimensions of each derrick, showing the safe working load of the derrick and of each article of cargo gear connected to it and the least angle from the horizontal at which the derrick may be used;

(c) identify derricks that can be used in union purchase rig, specify the limits of the sectors in the horizontal plane within which the derricks are to be placed, the maximum limit of outreach for each such derrick, the positions of the preventer guys , the safe working load of the rig when used within the specified limits, the safe working load of each article of cargo gear connected in the rig and include the force diagrams used to estimate the load on each article of equipment;

(d) identify the derricks that can be used with a lower cargo block or other multiple purchase arrangements either as a single derrick or in union purchase rig, specify the limits of the sectors in the horizontal plane within which the derricks are to be used or placed, the maximum limit of outreach of each derrick, the positions of the preventer guy or guys, the safe working load of the derrick or derrick rig when used within the specified limits, the safe working load of each article of cargo gear connected in the rig and include the force diagrams used to estimate the load on each article of equipment; and

(e) specify the dimensions of each mast, post or other piece of structure to which derricks are attached, with details of any supporting stays.

Derricks must not be used in loading or unloading unless the information specified above is readily available to the person in charge.

2. Use of stays

Derricks must not be used in loading or unloading unless all necessary stays, including backstays and preventer stays, to counteract loads on masts and derrick posts, other than stays such as shoulder stays necessarily disconnected to enable loading or unloading operations to proceed, are correctly fitted and kept taut and secure during loading and unloading.

3. Securing of guys in way of deck cargo

When deck cargo is stowed against and above a ship's rails or bulwarks, a wire rope pendant or a chain extending from a ring bolt or other anchorage on the ship must be provided:

(a) of sufficient length to enable derrick guys and preventers to be attached without the need for a person engaged in loading or unloading to go overside; and

(b) having a safe working load not less than the safe working load of the derrick guy or preventer with which it is to be associated.

4. Permanent attachments to a derrick

- A derrick must not be used in loading or unloading unless all permanent attachments to the derrick, such as a ring bolt, eyebolt, padeye, lug, band or heel connection or fitting:

(a) are of suitable material and construction ; and

(b) have strength appropriate to the maximum load w hich may be imposed on that attachment in accordance with the information specified above.

5. Securing of guys to a derrick

For the purpose of loading or unloading, each guy, guy block, preventer guy or similar rope must be individually secured to a derrick at a permanent attachment complying with paragraph 4, no more than one connection being made to each such attachment except that, in the case of a preventer guy, an eye that has been formed in one end by splicing may be placed around the derrick head in such manner that the eye is unlikely to be dislodged during loading or unloading.

6. Restriction of movement of heel blocks

Where a derrick heel block is subject to movement in the vertical plane between load and no-load positions, the derrick must not be used unless the block is fitt ed with a device constraining that movement consistent with safe operation .

7. Securing of runner

A runner must not be used in loading or unloading unless the end of the runner attached to the winch drum:

(a) is effectively secured to the drum in a manner that will not damage any part of the runner; and

(b) is secured otherwise than by means of fibre rope.

Note: The method used to secure a runner to a winch should be by shackle or clamp type socket or similar, any of which should provide a strength equivalent to 50% of that of the runner.

The number of complete turns remaining on the drum of the winch when the complete working length of rope has been paid out should not be less than:

(a) in the case of an ungrooved drum three; and

(b) in the case of a grooved drum two.

8. Markings required

A derrick for use in loading or unloading must be marked with:

(a) its safe working load for each operating condition in accordance with above paragraph and

(b) the lowest angle to the horizontal at which the derrick may safely be used, in accordance with above.

The marking of the safe working load or loads of a derrick must be:

(a) where the derrick is to be used as a single derrick:

(i) the letters 'SWL' followed by numerals indicating the safe working load and letters identifying the units of mass in which the safe working load is expressed; and

(ii) where there is more than one operating condition, an oblique stroke separating the units of mass for each such condition.

(b) where the derrick is to be used in union purchase rig:

(i) the letters 'SWL(u)' followed by numerals indicating the safe working load

and letters identifying the units of mass in which the safe working load is expressed; and

(ii) where there is more than one operating condition in union purchase rig, an oblique stroke separating the units of mass for each such condition.

Markings must be placed on the derrick or on a plate near the heel of the derrick and the letters and numerals must be not less than 77 mm in height, of proportional breadth and must be of a light colour on a dark background or a dark colour on a light background.

9. Union purchase rig

Derricks must not be used in union purchase rig unless:

(a) they are rigged in accordance with the drawings specified above

(b) each derrick is fitted with a preventer guy of wire rope, or wire rope coupled to a length of chain, having a safe working load commensurate with the stresses imposed on the derrick during loading and unloading; and

(c) the guys used to position the derricks are kept taut during loading or unloading.

10. Angle between runners of union purchase rig

When loading or unloading by derricks in union purchase rig, the angle included by the ends of runners at the hook assembly measured in the plane of the runners must not be permitted to exceed 120° .

Approval Requirements for cranes

1. Drawings

1.1 The drawing or drawings of cranes required by this Part, must:

(a) illustrate the general arrangement of the ship and location of each crane;

(b) include instructions for operating and maintaining:

(i) each type of crane on board; and

(ii) combination arrangements, if any,

stating the safe working load of each crane and of each article of cargo gear attached to each crane;

(c) define the operating limits within which the safe working load of each crane

applies; and

(d) indicate the stowage position of each crane.  crane must not be used in loading or unloading unless the information specified in 1.1 is readily available to the person in charge

2. . Limiting devices

2.1 A crane used in loading or unloading must be provided with effective motion-limiting devices to prevent movement of the crane, and of a load being handled, beyond the designed range of operations of the crane.

A motion-limiting device must be so designed as to:

(a) be automatic in operation; and

(b) in the case of a crane other than a derrick crane, take effect by interrupting the operating power so that the crane and its load are held stationary.

Note: A power-interrupting arrangement is acceptable on a derrick crane, but is not mandatory.

If a motion limiting device in accordance with 2.1 is not provided on a derrick crane, the derrick crane must, where possible, be provided with other devices, which may include a visual or audible alarm, to warn the operator that the crane or load is approaching a limit of the designed range of operations of the crane or its load.

PORT CARGO HANDLING MOBILE EQUIPMENTS

Portainers

Container crane (also known as a portainer, container handling gantry crane, quay crane, ship-to-shore crane, ship-to-shore gantry crane or a STS crane) is a large dockside crane in the form of a specialised type of gantry crane used to load and unload container ships, and only seen at container terminals. Container cranes have a special lifting device called a spreader (also known as Expandable Spreader) for loading and discharging of containers.

The spreader has four or eight (for twin 20 foot container lift) twist locks which lock and unlock into the corner castings of the containers and can be used in 20', 40', or 45' positions depending on the size of the containers. Horizontal gantry rails and their supporting structure are cantilevered out from between the frame uprights which are spaced to allow containers to pass length wise between them. The gantry rails project over the quayside and also over the width of an adjacent ship allowing the hoist to lift containers from the quay and move out along the gantry rails on its trolley to place the containers on the ship. The whole crane runs on two rails so that it can traverse along the wharf (or the dock) to position the containers at any point on the length of the ship.

Types

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 up in the air to clear the ships for navigation; the second type is the low profile (goose neck) type where the boom is shuttled/pulled towards 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.

Operations:

The crane is driven by an operator that sits in a cabin suspend from the trolley. The trolley runs along rails that are located on top or sides of the boom and girder. The operator runs the trolley over the ship to lift the cargo which generally are containers. Once the spreader latches (locks) on to the container with the Spreader, the container is lifted and moved over the dock and placed (discharged) on a truck chassis (trailer) to then be taken to the storage yard. The crane will also lift containers from the chassis to store (load) them on to the ship.

Lorries, Automatic Guided Vehicles ( AGV's ) and straddle-carriers, can manoeuvre underneath the base of the portainer crane, and collect the 'boxes'. They are designed to allow rapid cargo operations between the dock and storage yard.

Fork Lift Trucks

(a) Overhead guards.

(i) When operators are exposed to overhead falling hazards, forklift trucks shall be equipped with securely attached overhead guards. Guards shall be constructed to protect the operator from falling boxes, cartons, packages, or similar objects.

(ii) Overhead guards shall not obstruct the operator's view, and openings in the top of the guard shall not exceed six inches (15 .24 mm) in one of the two directions, width or length. Larger openings are permitted if no opening allows the smallest unit of cargo being handled to fall through the guard.

(iii) Overhead guards shall be built so that failure of the vehicle's mast tilting mechanism will not displace the guard .

(iv) An overhead guard, otherwise required by this paragraph, may be removed only when it would prevent a truck from entering a work space and if the operator is not exposed to low overhead obstructions in the work space.

(v) Overhead guards shall be large enough to extend over the operator during all truck operations, including forward tilt. ·

(b) Supplies to ship's rail. Cargo or supplies shall not be hoisted to or from ship's rail with a forklift. This does not apply to ramp or side port loading.

(c) Position of forks. When standing, lift forklift forks shall be lowered to floor. When moving, lift forklift forks shall be kept as low as possible.

(d) Forklift use in gangplank moving. Not less than two forklifts shall be used to place or remove gangplanks unless fork width prevents tipping and manufacturer's rated lifting capacity of the forklift is not exceeded.

(e) Forklift seat covers. Seats on forklifts shall be provided with a removable waterproof cover when they are exposed to the weather.

(f) Raised equipment to be blocked. Workers shall not work below the raised bed of a dump truck, raised buckets of front end loaders, raised blades of tractors or in similar positions without blocking the equipment in a manner that will prevent it from falling. When working under equipment suspended by use of jacks, safety stands or blocking shall be used in conjunction with the jack.

(g) Maximum speed. The maximum speed for forklifts on all docks shall not exceed eight miles per hour. The speed limit shall be prominently posted on such docks.

(h) Load backrest extensions. Where necessary to protect the operator, forklift trucks shall be fitted with a vertical load backrest extension to prevent the load from hitting the mast when the mast is positioned at maximum backward tilt. For this purpose, a "load backrest extension" means a device extending vertically from the fork carriage frame to prevent raised loads from falling backward.

(i) Forks, fork extensions and other attachments shall be secured so that they cannot be accidentally dislodged, and shall be used only in accordance  with the manufacturer's recommendations.

(j) Counterweights. Counterweights shall be so affixed that they cannot be accidentally dislodged.

(k) Capacities and weights.

(i) Forklift truck rated capacities, with and without removable counterweights, shall not be exceeded. Rated capacities shall be marked on the vehicle and shall be visible to the operator. The vehicle weight, with and without counterweight, shall be similarly marked.

(ii) If loads are lifted by two or more trucks working in unison, the total weight of the load shall not exceed the combined rated lifting capacity of all trucks involved.

(l) Lifting of employees. Forklift trucks may elevate employees only when a platform is secured to the lifting carriage or forks. The platform shall meet the following requirements:

(i) The platform shall have a railing complying with relevant regulations (ii) The platform shall have toe boards complying with relevant regulations if tools or other objects could fall on employees below .

(iii) When the truck has controls, which are elevated with the lifting carriage, means shall be provided for employees on the platform to shut off power to the vehicle.

(iv) Employees on the platform shall be protected from exposure to moving truck parts .

(v) The platform floor shall be skid resistant.

(vi) A truck operator shall be at the truck's controls when employees are elevated unless the truck's controls are elevated with the lifting carriage .

(vii) When the truck has controls elevated with the lifting carriage, means shall be provided for employees on the platform to shut off power to the vehicle .

·(viii) While employees are elevated, the truck may be moved only to make minor placement adjustments.

Straddle trucks.

(a) Accessibility. Straddle trucks shall have a permanent means of access to the operator's station, including any handholds necessary for safe ascent and descent.

(b) Guarding. .

(i) Main sprockets and chains to the wheels shall be guarded as follows:

(A) The upper sprocket shall be fully enclosed;

(B) The upper half of the lower sprocket shall be enclosed; and

(C) The drive chain shall be enclosed to a height of eight feet (2.44m) except for that portion at the lower half of the lower sprocket.

(ii) Gears shall be fully enclosed and revolving parts which may be contacted by the operator shall be guarded.

(iii) When straddle trucks are used in the vicinity of employees, personnel deflecting guards shall be provided around leading edges of front and rear wheels.

(c) Visibility. Operator visibility shall be provided in all directions of movement.

Trailer -spotting tractors.

(a) Trailer-spotting tractors (fifth wheels) shall be fitted with any hand grabs and footing necessary for safe access to the fifth wheel.

(b) Rear cab windows shall be of safety glass or equivalent materials

(a) "Approved power operated industrial truck" means one listed or approved for the intended use by a nationally recognized testing laboratory.  

b) Approved trucks acquired and used after February 15, 1972, shall bear a label or other identification indicating testing laboratory approval.

(c) When the atmosphere in an area is hazardous, only power-operated industrial trucks approved for such locations shall be used.

Duties of operator.

(a) A power-driven vehicle operator's special duties are:

(i) To operate the vehicle in a safe manner.

(ii) To test brakes, steering gear, lights, horns, or other warning devices, clutches, etc., before starting work.

(iii) To have the vehicle at all times under control so that it can be brought to an emergency stop in the clear space in front of the vehicle.

(iv) To back down any incline of two percent or more when travelling with a load on the fork lift jitney.

(b) Unobstructed view. When travelling, power-propelled vehicles shall at all times be operated in a manner giving the operator a reasonably unobstructed view in the direction of travel. Where this is impractical, the operator shall be directed in travel, by a person designated to do so.

(c) Employee riding safety. Operators and authorized passengers shall not be permitted to ride with legs or arms extending outside any vehicle nor shall they be permitted to ride while standing unless the vehicle is designed to be operated from a standing position.

(d) Moving vehicles. Vehicles shall be controlled manually while being pushed or towed except when a tow bar is used. Special precautions shall be taken when pushing vehicles where view is obstructed. Vehicles shall not be pushed with blades of a forklift.

(e) Moving highway trailers. In all cargo operations involving the use of highway trailers) trailers shall be moved in such a manner that the moving trailer . is completely under control at all times. Special caution shall be exercised when such trailers are moving on inclines. Trailers shall be loaded in a manner, which will prevent the cargo from shifting, and the load in the trailer shall be evenly distributed so as not to cause the trailer to tip to one side.

(f) Prohibited forms of riding. Riding on tongue or handles of trailers or forks of power-propelled vehicles is prohibited.

(g) Regular seats for riders. No one except the operator shall ride on power driven vehicles unless regular seats are provided to accommodate passengers.

(h) Jumping on or off moving vehicles. Employees shall not jump on or off moving vehicles.

(i) Reporting defects. If a power-driven vehicle is at any time found to be in any way unsafe, the operator shall report same immediately to the person in charge and such vehicle shall not be used for production work until it has been made safe.

(j) Flat bed trucks or container chassis used to move intermodal containers shall be equipped with pins, flanges, or other means to prevent the container from shifting.

(k) Flat bed, low body trailers, and other similar  equipment used to transport containers shall be marked with their cargo capacities and shall not be overloaded.

(1) Brake. Each tractor shall have all brake air lines connected when pulling trailers equipped with air brakes and shall have the brakes tested before commencing operations.

Reach Stacker

A Reach Stacker is one of the most flexible handling solutions weather to operate a small terminal or a medium sized port. Reach stackers are able to transport a container in 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 lift trucks. Using reach stackers, container blocks can be kept 4-deep due to the second row access.

There are also empty stackers that are used only for handling empty containers. Unit handling conveyors Unit handling conveyors are designed to handle packages, pallets, or any other unit format. They are used to transport large, discrete items that can be handled independently.

There are many types of unit handling conveyors. Examples include air transfer tables, ball transfer tables, belt conveyors, bucket conveyors, cart-on-track conveyors, chain conveyors, chute conveyors, drag conveyors, monorails, and two-line conveyers, Air transfer tables and ball transfer tables are unit handling conveyors used in applications which require the manual rotation or positioning of products. For example, an air transfer table or ball transfer table may be used at a workstation where an operator needs to quickly process packages for shipment. Air transfer tables and ball transfer tables can also be used when more than two unit handling conveyor lines converge and packages must be transferred from one line to another.

Chute Conveyor

Unit/Bulk

Inexpensive

Used to link two handling devices

Used to provide accumulation in shipping areas

Used to convey items between floors

Difficult to control position of the items

Forward position of belt

Return position of belt

Chute conveyors and drag conveyors are the least expensive types of unit handling conveyors. Typically, chute conveyors are used to link two powered conveyors together, and for accumulation in shipping areas. Spiral chutes are used to convey items from floor to floor without using much space. The main limitation of chute unit handling conveyors is the lack of control over the items being conveyed. Drag conveyors or drag chain conveyors pull or drag material through a tube or U -shaped trough. Sub-categories for drag unit handling conveyors include tubular, round bottom, flat bottom, and V-groove drag conveyors.

Used to transport bulk materials

When loaded, the belt conforms to the shape of the t:roughed rollers and idlers. Bulk handling conveyors cany materials such as grain, coal, pellets or any other powder, granular or bulk media. Performance specifications include maximum load, load capacity, speed, volume transported, and mass flow of material. There are many different types of bulk handling conveyors. Major categories include belt conveyors, bucket conveyors, chute conveyors, diverters, drag conveyors, screw conveyors, slat conveyors, vertical continuous conveyors, and vibrating conveyors.

Belt, bucket, and chute conveyors are common types of bulk handling conveyors. Belt conveyors include flat belt, magnetic belt and trough belt conveyors. They are the most commonly used type of bulk handling conveyor because of their reliability, versatility, and range of capacities. Bucket conveyors consist of a bucket elevator and an endless belt or chain with a series of attached buckets. The buckets are filled, lifted vertically to a head pulley or sprocket, and dumped. Chute conveyors are the least expensive way to move materials with a conveyor. Typically, chute conveyors are used to link two powered conveyors together, and for accumulation in shipping areas. Spiral chutes are used to convey items from floor to floor without using much space. The main limitation of chute conveyors is the lack of control over the items being conveyed. Items can become wedged in the conveyor and cause blockage.

Bulk handling conveyors include diverters, drag conveyors, and screw conveyors. Diverters are used to move products off the main conveyor by either pulling or pushing. Side-mounted diverters move a product in one direction. Overhead diverters can shift a carton to either side. Drag conveyors (drag chain conveyors) pull or drag material through a tube or U-shaped trough. Sub-types include tubular, round bottom, flat bottom, and V -groove drag conveyors. Screw conveyors or auger conveyors are of simple, relatively low cost construction. A screw conveyor consists of a helical flight fastened around a rigid pipe or solid shaft, mounted within a tubular or U -shaped trough. As the screw rotates, material heaps up in front of the advancing flight and is pushed through the trough. Particles in the heap, adjacent to the flight surface, are canied part way up the flight surface and then flow down on the forward-moving side of the heap.

Bucket Conveyor

Used to move bulk materials in a vertical or inclined path

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Stowage Plans:

Drawing up of stowage plans using the principles of cargo work as studied in units 1,2& 4.