FGT — Fleet Guide - Tackle

Fleet Guide - Tackle

FLEET GUIDE – TACKLE CANADIAN COAST GUARD FLEET SAFETY

PAGE 1 OF 136 JULY 2003/REVISED MAY 2008

Table of Contents Introduction

Mate-of-the-Month

References and Web Links

Definitions

What To Inspect

Who Can Examine/Inspect and What Can They Examine/Inspect

When to Thoroughly Examine/Inspect

Tools Required For Inspection

The Basics of Inspection

Bringing The Crew Onside

Anchor, Anchor Chain, and Windlass

Articulated Boom Cranes

Blocks

Chain

Chain Hoists and Come-Alongs

Davits

Fibre Rope

Hooks and Headache Balls

Landing Booms

Rings and Links

Shackles

Sheaves

Slings

Spreaders

Turnbuckles

Wire Rope, Drums and Fittings, including Standing Ropes

Lubricating Wire Rope

Repairs and Alterations

Ordering New and Replacement Gear

Record Keeping

Certificates

Index of Lifting Gear and Other Certificates

Form T-1

Form T-2

Form T-3

Form T-4

Form T-5

Form T-6

Form T-7

Acknowledgement

2

5

7

10

14

14

16

19

21

24

26

30

34

38

41

44

48

50

53

56

58

61

65

76

78

80

91

96

98

101

103

103

106

106

109

112

115

118

118

121



Introduction

Knowledge of the equipment and materials with which we work is one of the most important factors in accident prevention. Each piece of equipment and material has been designed and developed to serve a specific purpose. Knowledge of what it can and cannot do not only improves efficiency but also eliminates hazards.

We may think of it simply as machinery and tools to do a job. In fact, it is a responsibility to the people who work with the equipment every day, a leadership issue, and a matter of pride.

Whether you are serving as a Chief Officer on a large vessel or as Commanding Officer on a smaller vessel, managing the vessel’s suite of lifting gear is a critical component in the conduct of safe operations on the vessel. No matter the size of the derrick or crane or davit or the amount of loose gear carried onboard, the responsibilities and procedures are the same.

In 2007, the Canada Shipping Act 2001 came into force along with several amended and new regulations. With respect to ship’s tackle, portions of the Tackle Regulations were repealed and incorporated into a new regulation, ‘The Cargo, Fumigation and Tackle Regulations. This guide has been amended to reflect the changes in the regulations as well as recent revision in the Canadian Coast Guard’s Fleet Safety Manual.

Due to the major changes brought forth in the new regulations, Officers are strongly encouraged to familiarize themselves with the new regulations and the new provisions arising from them.

Some of the changes are:

The need for any package or object over one tonne that is to be loaded on a vessel to have its weight marked on it.

Increase of the interval for test and thorough examination of a ship’s derrick to five years from four.

Requirement for test and thorough examination of ship’s cranes by a competent person each five years.

Application of the cargo gear requirements of the new regulations for any loads in excess of 455 kg.



Inclusion of an engineer with a 1st or 2nd Class Certificate as a competent person to conduct annual thorough examinations of lifting gear.

Division of lifting appliances into 5 categories. (Category 1 being of most concern to normal shipboard operations.)

Incorporation by reference of the Wear Standards for Cargo Gear, TP 9396, Section 12, on assessing wire rope damage.

The need to preserve the Tackle Register and Certificates for at least five years after the last entry in the Register.

Reduction of the Safe Working Load of a lifting appliance when operating outside sheltered waters.

The need to carry a Rigging Plan for each lifting appliance including resultant forces.

Incorporation by reference of sections of the International Labour Office’s “Safety and Health in Ports” Guide relating to slings and wire rope.

Prohibition of the use of wrought iron for loose gear (use of alloy steel only).

Lifting appliances must have an emergency stop button at the operator’s position.

Every fitted accommodation ladder must meet the ISO Standard or a Classification Society standard and have certified fittings. Both the ladder and fittings must be thoroughly examined by a competent person each year and the results of the examinations recorded.



Hoisting Operations and the equipment used in those operations are regulated in all industries including the marine industry. While there are some variations in the regimes put in place, the principles are basically the same:

personnel are to be trained

only certified equipment is to be used

equipment needs to be used and maintained properly to ensure it does not become damaged and unsafe

equipment should be checked prior to being used by persons experienced enough to determine it is safe to use

equipment should be periodically inspected by a qualified person who has the knowledge and experience to do so

equipment should be tested and thoroughly examined at intervals by a qualified person in order to ensure the equipment continues to be safe to use within the safety limits set for it

records must be maintained

Transport Canada Marine Safety has determined that rather than updating the existing Tackle Register used for recording tests and thorough examinations that they will allow companies to create their own Registers as long as all the requirements of the new regulations are met. As such, a Canadian Coast Guard Register of Lifting Appliances and Cargo Handling Gear has been developed and will be used by all Fleet vessels to record all the tests, thorough examinations and inspections required under the new regulations.



“Mate of-the Month”

From the moment you step onboard a vessel, whether you are the Mate of a large vessel or the Commanding Officer of a small vessel for two weeks or two years, you are responsible for all aspects of the lifting gear. You must maintain the lifting gear, the Tackle Register or Canadian Coast Guard Register of Lifting Appliances and Cargo Handling Gear, and all of the associated files.

The overriding principle is that if there is any doubt, take it out.

If you are not sure about a piece of equipment, don’t use it.

If you do not have a test certificate for a piece of gear, don’t use it.

If you do not have a tag or identifying number for a piece of gear that can reference it to a test certificate, don’t use it.

If you do not know the last time a piece of gear was inspected, don’t use it until it is.

If you do not know if a piece of equipment has been lubricated, don’t use it until it has.

If you do not have the knowledge to inspect a piece of equipment, hire someone or send it to someone who does.

No one is going to be faulted for erring on the side of safety whether this means replacing equipment or shortening the inspection interval or taking the time necessary to do a thorough job.





References and Web Links

CCG FLEET SAFETY MANUAL:

7.B.1 CARGO HANDLING

10.C.2 MAINTENANCE OF TACKLE AND LIFTING

MACHINERY

CANADA SHIPPING ACT 2001:

http://www.tc.gc.ca/acts-regulations/GENERAL/C/csa2001/menu.htm

CARGO, FUMIGATION AND TACKLE REGULATIONS

TACKLE REGULATIONS

SAFE WORKING PRACTICES REGULATIONS

LIFE SAVING EQUIPMENT REGULATIONS

(LIFEBOAT/RESCUE BOAT DAVITS)

HULL INSPECTION REGULATIONS (WINDLASS, ANCHORS AND CABLES)

TRANSPORT CANADA MARINE SAFETY

PUBLICATIONS:

http://www.tc.gc.ca/marinesafety/tp/menu.htm

WEAR STANDARDS FOR CARGO GEAR, TP 9396

WEB SLING STANDARD, TP 12245

INTERNATIONAL LABOUR ORGANIZATION:

OCCUPATIONAL SAFETY AND HEALTH (DOCK WORK) CONVENTION, 1979

http://www.ilo.org/ilolex/cgi-lex/convde.pl?C152

SAFETY AND HEALTH IN PORTS. ILO CODE OF

PRACTICE

http://www.ilo.org/wcmsp5/groups/public/---dgreports/---dcomm/---webdev/documents/publication/wcms_069022.pdf

CONSTRUCTION SAFETY ASSOCIATION



OF ONTARIO RIGGING MANUAL:

http://www.csao.org/images/pfiles/4_M035.pdf

Canadian Standards Association

St. Lawrence Seaway Handbook (landing booms):

http://seaway-greatlakes.com/en/pdf/SeawayHandbook2008.pdf

Hoisting Operations and Rigging Course

Wire Rope Industries-Inspection:

http://www.wirerope.com/techindx.htm

HI-LIFT INDUSTRIES:

http://www.h-lift.com/anchorchain.htm

MATERIAL HANDLING INDUSTRY OF AMERICA:

http://www.mhia.org/psc/psc_cmaa_hmi_mma_osha.cfm

Note: These links were valid at the date of publication of this Guide. Due to constant changes on the Internet, these links cannot be guaranteed.





Definitions “Accommodation Ladder” is a means of access to and from the vessel that includes platforms on different levels and that is suspended by a supporting structure of chains or steel wire ropes from its lowest suspension point; is hinged at its top and can be moved so that the lowest platform is accessible from shore.

“Annealing” A process in which metals are treated to render them less brittle and more workable. It consists of heating the material and then cooling it very slowly and uniformly; the time and temperatures required in the process are set according to the properties desired. Annealing increases ductility and lessons the possibility of a failure by relieving internal stresses.

“Cargo Gear” includes lifting appliances and forklift trucks.

“Category 1 Lifting Appliance” means a crane, other than a mobile crane, installed on a vessel; or a derrick, a derrick crane or an elevator.

“Category 4 Lifting Appliance” means a mobile crane or any other mobile lifting-machine, other than a forklift truck, that has load radius restrictions similar to those of a mobile crane.

“Competent Person” see Section “Who can examine/inspect and what can they examine/inspect”

“Convention 152” means the Convention Concerning Occupational Safety and Health in Dock Work, adopted by the International Labour Conference on June 25, 1979.

“Expert Person”, in respect of a specified function, means a person who has the knowledge, training and experience to perform the function safely and properly.

“Heat Treatment” Either annealing or normalizing.

“Loose Gear” means small cargo gear, such as rings, hooks, shackles, pulley blocks, links, swivels, chains, slings and wire pennants that is not permanently attached to a lifting appliance or the vessel. It does not include wire rope, wire banding or flat steel strapping that unitizes cargo.

“Main Accessory Gear” means any cargo gear that is designed to be used with a lifting appliance, such as spreaders, container frames, probes, grabs, vacuum discs, friction clamps and heavy hooks. It does not include loose gear, wire rope, wire banding or flat steel strapping that unitizes cargo.



“Material” includes cargo, equipment, fittings, fuel and ship’s stores.

“Material Handling” means all or any part of the work of: a. moving or handling material that is performed on

board a vessel, b. loading or unloading a vessel that is performed on

board a vessel, on a crib or structure that the vessel is alongside or lifting appliance employed in loading or unloading the vessel and in the immediate approaches between the fore and aft mooring lines.

“Proof Load” A test load that exceeds the Safe Working Load. For cargo gear, reference Schedule 4 and Schedule 5 of the Cargo, Fumigation and Tackle Regulations. For lifeboat/rescue boat davits and fittings, reference Schedule IX of the Life Saving Equipment Regulations. For workboat and barge davits, reference section 3.2.7 of the Fleet Safety Manual.

“Pulley Block” includes a single or multiple sheave block, but does not include a crane block specially constructed for use with a crane to which it is permanently attached.

“Safe Working Load (SWL)” is the maximum gross load that may be safely lifted by a lifting appliance or item of loose gear in a given condition. Must never be exceeded. Same as Working Load Limit.

“Safety Factor” means the number of times that a load can be increased before failure occurs.

As per Schedule 6 of the Cargo, Fumigation and Tackle Regulations, the Safety Factors to be used for material handling are:

For all metal structural parts of a lifting appliance the safety factor shall be as follows: 5 - when the safe working load is 10 t or less 4 - when the safe working load is over 10 t 5 – for bolts, brackets, lugs and pins that are part of a lifting appliance or main accessory gear 8 - for wooden structural parts of a lifting appliance or main accessory gear 5 – for loose gear other than chains and slings 4.5 - for chains 5 - for wire rope (6 – for lifeboat/rescue boat falls) 7 - for natural-fibre rope 6 – for reusable synthetic-fibre rope or web slings 5 – for disposable synthetic-fibre rope of web slings



As per Schedule IX of the Life Saving Equipment Regulations, the Safety Factors for launching devices are:

4.5 – for all davit and winch structural members 6 – for all falls, suspension chains, links, blocks, padeyes, fastenings and other fittings

“Thorough Examination” means a detailed visual examination supplemented, if necessary, by non-destructive testing, dismantling of components, measurement of corrosion, deformation and wear, evaluation of structural and moving parts under working conditions and other means, in order to arrive at a reliable conclusion as to the safety of the cargo gear or accommodation ladder.





What to Examine/ Inspect

Derricks, Cranes and all associated equipment.

All loose gear: nippers, hooks, slings, shackles, turnbuckles, barrel hooks, spreaders, etc.

Block & Tackle.

Accommodation Ladders including safety netting.

Barge lifting gear including winches and A-frame.

All small craft lifting bridles and lifting lugs on boats.

Chain Falls, Deck and Engine Room.

Engine Room Lifting Gear.

Davits and all associated equipment including span wires, man-ropes, gripes, bowsing tackle, etc.

Windlass, anchors and chains.

Mooring wires and mooring winches.

Tow winch and tow wires and ropes.

Chain Stoppers.

Landing Booms. (for St. Lawrence Seaway)

Who Can Examine/ Inspect and What Can They Examine/ Inspect

1. A marine safety inspector or a surveyor employed by a classification society is considered a ‘competent person’ for the testing and thorough examination of cargo gear.

This testing is conducted on initial installation, after a modification or repair and at least once every 5 years.

2. A person with the appropriate technical qualifications who is employed by a testing laboratory or engaged in the manufacture or repair of specific cargo gear is considered a ‘competent person’ for the testing and thorough examination of that specific cargo gear.

This testing is conducted before the gear is used for the first time and after any modification or repair.



3. A person employed by the owner and who holds a Certificate of Competency as Master, Chief Mate, 1st Class Engineer, 2nd Class Engineer or a person with the necessary experience is considered a ‘competent person’ for the thorough examination of cargo gear including lifting appliances, loose gear and main accessory gear.

This thorough examination is conducted at least once a year after the cargo gear has been tested.

In the case of wire rope that passes over a drum or a sheave, the thorough examination is conducted at least once every six months.

4. An ‘expert person’ with the necessary knowledge and experience can inspect loose gear and wire rope as required to determine that it is safe to use.

This inspection is conducted at least every three months for loose gear or on the day of its intended use.

In the case of wire rope that has a broken wire, the inspection is conducted on every day of its intended use to determine if it is safe to use.

NOTE: the wording of the new regulations is changed. ‘Inspection’ of cargo gear can be carried out by an ‘expert person’ to determine if the gear is safe to use for a given day or operation. A ‘thorough examination’ must be conducted by a ‘competent person’.

Although the generic term ‘inspection’ tends to get used for all cases, it should be clear to all the legal as well as practical difference between the two terms and the duties related to each.



When to Examine/ Inspect

NOTE: These intervals refer to legal requirements. Nothing precludes a competent person from conducting thorough examinations more frequently if the conditions or equipment warrant.

On the Day of Use

Inspect all lifting appliances and loose gear to be used

Inspect any wire rope that has a broken wire

Every three months

Inspect all loose gear and wire rope

Every six months

Thoroughly examine all wire rope that passes over a drum or a sheave

Every year

Thoroughly examine all wire rope

Thoroughly examine all lifting appliances

Thoroughly examine all loose gear

Thoroughly examine each davit and associated gear

Thoroughly examine each accommodation ladder and associated gear

Every 30 months

Thoroughly examine lifeboat/rescue boat falls and turn end for end. If unable to turn end for end; replace falls

Every four years

Thoroughly examine anchors and cables (Home Trade)

Every five years

Test and thoroughly examine all lifting appliances

Test (dynamic) and thoroughly examine all lifeboat/rescue boat davits



Test and thoroughly examine all workboat and barge davits

Thoroughly examine anchors and cables (Inland Waters)

Replace lifeboat/rescue boat falls





Tools Required For Thorough Examination/ Inspection

Inventory

Results/Measurements from previous inspections

Manufacturer’s maintenance documentation

Digital Camera / Sketch Pad

Pencil & Paper

Marlin Spike

Tape Measure

Micrometer

Groove / Wire Gauge

Hammer

Adjustable Wrench

Wire Brush – to clean off tags for identification

Twine – to hang material for hammer tests

Tags – to mark items that require recertification

Marker – for tags above

Rags

Diesel – for cleaning

Heavy Duty Rubber Gloves – to run hands along length of wire while looking for damage

Spray Paint (High Contrast) - To mark material that is to be destroyed.

Fall Protection and Personal Protection Equipment





The Basics Of Thorough Examination/ Inspection

Decide what needs to be examined/inspected.

Lay out the lifting gear in a work area that will not hamper the thorough examination/inspection. When a complete derrick is being dismantled for thorough examination or there are several pieces being dismantled at the same time, it is important to keep the work area well organized by identifying the items. It might be several days or weeks before the parts are reassembled depending on any repairs or parts replacement required. Keep the dismantled parts together by putting them on individual tarps or cardboard that can be marked such as ‘Upper topping lift block’.

Verify the Identification Stamp, Serial number or Certificate number and Safe Working Load markings on each item and ensure they can be correlated to a test Certificate.

The distinguishing marks stamped on lifting gear, particularly loose gear, can be difficult to read. Highlighting the marks with a contrasting colour will make for easier identification.

The Boatswain or Senior Hand should be capable of supervising any dismantling.

You may wish to directly oversee the operation if the crew is unfamiliar with the running gear, removal of wires, sheaves, swivels etc.

If you are unfamiliar with a particular piece of equipment be sure to attend during its dismantling, cleaning and reinstalling.

If there are insufficient descriptions and photos or drawings of the equipment you can get these during disassembly and dismantling.

A Digital Camera will allow you to quickly add an inspection file to the lifting gear files on your computer. Be sure to identify each file for easy reference.

There may be times where a manufacturer refuses to provide drawings, or where the original drawings have been lost. In these cases you should make your own drawings and incorporate them into the Tackle Register or Canadian Coast Guard Register of Lifting Appliances and Cargo Handling Gear.

These 3 drawings were made with Excel, but there are several excellent drawing programs available.



For any cargo gear to pass a thorough examination, the Cargo, Fumigation and Tackle Regulations requires all cargo gear to retain at least 80% of the Safety Factor from its original manufacture. The Wear standards for Cargo Gear, TP 9396, provides guidance to determine acceptable limits of wear, deformation or corrosion.

Following your thorough examination/inspection, write the information in the appropriate section of the Tackle Register or Canadian Coast Guard Register of Lifting Appliances and Cargo Handling Gear and add the date and your initials. This gives you an easily accessible and readable history on the equipment in question.

For the average Coast Guard ship, there isn’t enough room in Part III of the Tackle Register to enter all the loose gear, but you can staple photocopied pages to this section in order to be able to make the entries.





Bringing the Crew Onside

The crew needs to know as much as possible about the lifting gear.

Ensure they are involved in the various thorough examinations/inspections and that you explain what you are doing and why.

Ensure they know how to select the appropriate gear for the lift: tags; SWL; conditions: etc..

Ensure they know what to do if they find a piece of gear that is questionable, and that they are comfortable taking the necessary actions (taking it out of service and advising the Chief Officer or Commanding Officer)

Ensure they know how to dismantle, clean, lubricate and re-assemble each piece of gear that they work with.

Part of the education of the crew are the drawings, photos, comments, etc that each Chief Officer adds to the Tackle Register or Canadian Coast Guard Register of Lifting Appliances and Cargo Handling Gear.

If your ship has something different, difficult, or foreign, you should detail the procedure required and leave it for the crew and the next Chief Officer. This will save hours of work and frustration in the future.

Ensure they know the purpose of every piece of lifting gear on board.

Ensure the Boatswain and the Chief Officer has copies of "Rigging Manual" by Construction Safety Association of Ontario. A copy of this publication may also be placed in the deck workshop.





Anchor, Anchor Chain, and Windlass

Find the certificates and the drawings and keep them in the Tackle Register or Canadian Coast Guard Register of Lifting Appliances and Cargo Handling Gear. These drawings and sketches will ensure the correct replacement parts are ordered and that the gear is rigged correctly after each dismantling. Include the full particulars regarding the anchors and cables, spares carried, rotation of the shots of chain.

Note, the anchors and cables are inspected by Marine Safety under the Hull Inspection Regulations every four years (five years in Inland Waters) and are included in the vessel’s TC Marine Safety Division III survey report.

Determine which anchors are in use and which is the spare. Has the spare anchor ever been used and, if so, why? Perhaps the spare is damaged and not fit for use.

Ensure the windlass goes into gear smoothly and completely.

Ensure the brakes work well and that they do not bind or slip.

Check the brake bands to ensure all connections are solid and not on the verge of failure.

Clean and free all grease nipples. Replace as necessary.

Compare the grease points to the drawings to ensure all grease points are serviced.

When painting the windlass take the extra time to tape or Vaseline all grease nipples. This will save much work later.

Ensure the chain fits the gypsy and that the pockets are not damaged.

Inspect the devil's claws or other securing mechanism for damage, corrosion, wear, and operation.

Inspect the rollers. Do they roll freely? Are the grease nipples and greaseways free?

Dismantle the rollers and inspect for wear, damage, greaseways, and fit.

Inspect the guillotine for damage, wear, distortion and operation.

Inspect all hydraulic hoses and advise the Senior



Engineer if they require replacement.

Do the windlass controls work properly? If not, have them repaired.

Inspect the anchor chain for: Loose studs. Any found should be tack welded.

Loose studs which come away when the anchor is dropped become projectiles.

Damaged or distorted links. Damaged or distorted joining shackles and

missing spile pins.

Verify lead plugs are in place over spile pins. Replace as necessary.

When heaving up or paying out under power watch the chain for damage and unusual conditions.

Inspect the anchors (those in use and the spares) for damage, distortion, open links, damaged swivels.

Inspect the chain locker to ensure the bitter ends are secured, and are not damaged, distorted or inaccessible. This is of particular importance after a contractor has returned the chain to the ship.

How do you release the bitter ends in case of emergency? Does the deck crew know how to release the bitter ends?

How much cable is in each locker? Check this.

Check the strum box(es) in the chain lockers to ensure they are clear of debris.

Check bilge pumps to ensure they operate.

This is also an ideal opportunity to take photos of, or sketch, anything unusual. This may be of use in the future.

Make notes of what you found; where you found it and what, if anything, you did about it.

These inspections can be carried out when the anchor is home and secured, when it is out and secured and by flaking it on the dock. By taking advantage of these opportunities you will gradually complete a full inspection of the anchors.

Take advantage of these opportunities to mark

Kentnor Type Joining Shackle



the cables.

Find out when the cables were last changed end-for-end or had a shot moved from one end to the other. Perhaps the middle shots are not being rotated.

Are there spare joining shackles on board? Find the certificates and find the shackles. Open the shackles and inspect, grease and close. If there are none on board, order two or three. If it is necessary to break shots of chain you will require spare joining shackles (Usually the joining shackles cannot be broken and must be burned or cut open.)

Inspect the block and halyard for the Day Signals. Replace if necessary.





Articulated Boom Cranes (HIAB)

Articulated boom cranes are fitted to most Coast Guard vessels. They are used to perform buoywork on Isle Class vessels, conduct science program, launch boats, load stores.

They are driven by one or two hydraulic power packs. When one power pack is used, the crane operator has limited capability to perform multiple simultaneous movements of the crane. When two power packs are fitted, one will drive the hydraulic rams and one will operate the hoisting winch allowing for a wider range of motion. To facilitate hoisting operations, these cranes are often fitted with a remote control box that allows the operator freedom of movement on the deck and to see over the side.

Due to the nature of their construction, their location on the vessel, the various ranges of motion and the relative ease of their operation, articulated boom cranes can often be subjected to harsh treatment. This usually takes to form of the lift hook being jammed into the pulley block when the jib boom is being extended, damage to hydraulic hoses, overloading of the boom at a given radius and damage to the crane arms due to improper stowage procedure.

As with mobile cranes, articulated boom cranes are designed to lift various sizes of loads depending on the boom elevation and the outreach of the jib boom. These cranes are marked with a load diagram to show the load capacities at boom extensions.

It is important to understand that the load ratings marked on these cranes refer to the structural capacity of the crane and not necessarily the Safe Working Load of the crane as it does not take into account the capacity of the winch, if fitted, or the SWL of the winch wire, blocks and hook. Operators should be very clear as to the load limitations of these cranes to avoid overloading. The Safe Working Load should be clearly marked on the crane.

An expert person should conduct normal pre-operational visual inspection prior to each use. Particular attention should be given to all hydraulic hoses and connections for signs of oil leakage or damage. Check locations where hydraulic hoses bend



around hinges and along boom extensions as these locations are subject to higher rates of abrasion and other wear.

At the end of hoisting operations, articulated cranes must always be stowed in the folded parking position to prevent corrosion damage to the hydraulic rams and damage to the slewing mechanism due to lateral movement. If the crane is stowed in another position, the manufacturer recommends the crane is run up daily and the exposed areas of the hydraulic rams should be protected.

Periodic maintenance should be carried out as per the manufacturer’s instructions in the manual. This is normally split between normal greasing of the crane and its fittings by the Deck department, and maintenance of the hydraulic fittings and power pack by an engineer. The responsible Deck Officer should ensure all aspects of crane maintenance are being addressed through inspection of the Greasing Log and the Engineer’s Log and/or Maintenance Management program.

As with all lifting appliances, articulated boom cranes require an annual thorough examination by a competent person. This can be conducted by the responsible Deck Officer in conjunction with an engineer who can assist with the hydraulics or an authorized service technician can be contracted to perform an annual servicing.

During the thorough examination:

all blocks, shackles, hooks and hoist wire should be removed and opened for inspection

crane should be fully extended to inspect all sections of the crane structure

inspect hydraulic rams for any scoring or wear and check for oil leakage through the seals

verify that all securing bolts on the crane base and winch are tightened

verify with the engineer that annual servicing of the power packs has been conducted and note any results from oil analysis

verify with the engineer any concerns regarding the condition of hydraulic hoses or end connections

verify functioning of all controls including remote units

upon re-installation of all fittings, conduct an



operational test

complete the entry in the Tackle Register or Canadian Coast Guard Register of Lifting Appliances and Cargo Handling Gear with any pertinent notes





Blocks Blocks can be crane and hook blocks, wire rope blocks, and snatch blocks down to the simplest of tackle blocks.

The essential parts of any block are the shell, the sheaves, the center pin, the straps and the connections. They can be equipped with a number of end fittings including hooks, wedge sockets, clevis, shackles of all types and swivels of all types as well as combinations of these items. Blocks may also be equipped with a beckett, which is a term for a rope end anchorage point on the block.

All fittings on blocks should be forged alloy steel. Shackles and eyes are inherently stronger than hooks; blocks equipped with them are rated at higher working loads.

The anchorage point for the blocks must be able to carry the total weight of the load plus the weight of the blocks, plus the pull exerted on the lead line.

If you find small metal particles on any surface of the block / sheave, stop the operation and inspect for damage. It is possible for bearing races to disintegrate or seize up and cause catastrophic failure.

Do not hesitate to completely dismantle blocks. Reports of unusual noises such as scraping or grating can also be an indication of a problem.



Before dismantling, check movement of sheaves for any wobble and check for free movement of swivels or other fittings.

Clean all components completely before inspection.

Check the blocks for excessive wear on the becketts, end connections, sheave bearings and center pins.

Ensure the greaseways and grease nipples are clear and free. Replace the grease nipple if necessary.

Verify that grease is getting to all areas intended. Depending on the movement of the block and its components in normal operation, and the tendency to grease when the lifting appliance is in the stowed position, lubrication might not be delivered to all areas of the block.

Verify any manufacturer’s instructions for servicing. Some modern blocks are fitted with Teflon bushings that are not to be oiled or greased.

Ensure the sheave grooves are smooth. If a wire rope sheave shows the imprint of the rope, excessive rope wear will occur. Measure the sheave groove with a groove gauge.

Check for wear in the sheave groove and the side of the groove. The Wear standards for Cargo Gear, TP 9396, Section 3, gives allowable limits for wear for different sizes and types of sheaves.

Hang the sheave from a piece of twine and tap it with a hammer. It should ring - if not it may be cracked.

Look for signs of overloading; elongated links, eyes or shackles; bent shackle, link or center pins; enlarged throat hooks. If such conditions are found, the block should be replaced.



Check the sheaves for proper rotation. Check for wear in the bearings.

Ensure all cable keepers are in place.

Check the clearance between sheaves and cheek and partition plates. It should be small enough that there is no danger of the rope slipping between them.



Measure the cross-section of the pins in at least three places to record wear.

Grease it well and re-install.

Ensure the cotter pin or other securing mechanism is in good condition.





Chain Chain comes in many sizes and grades. Only one type - alloy steel chain, grade 80 or grade 100, is suitable for rigging and overhead hoisting.

Alloy chain possesses excellent ductile properties typical of most rigging hardware. The links actually stretch a little when overloaded. This deformation is a warning sign, cautioning the user that the chain has been overloaded and its capacity reduced. Deformed chains must be removed from service.

Chains that are not made of alloy steel don't have good ductile properties. They can fail without warning. For this reason, non-alloy chains are prohibited for overhead hoisting.

The disadvantage of chain is that it is only as strong as its weakest link. When wires break in a wire rope sling under load, it doesn't necessarily translate into an accident. But when one link in a chain fails, the load will come down. While regular inspection is essential to all rigging operations, it is especially critical where chain slings are being used.

Hose off the deck where you will be working to remove as much grit and abrasive material as possible.

You can use Crack Detector spray.

Inspect every link, including joining apparatus. Check for any bent or twisted links especially on chain nippers used in buoywork.

Inspect for inner link wear and wear on outside of the link barrels.

Check for nicks and gouges that may cause stress concentrations and weaken links.

Check for reduction in diameter of links and for elongation of the links. Use a length of ten to twenty links and compare to the manufacturer’s value for new chain.

The Wear standards for Cargo Gear, TP 9396, Section 2, provides wear limits. For chain, up to 10% wear and up to 5 degree deformation such as bends and twists is allowed as long as there are no significant defects such as tears, nicks or permanent elongation of the chain.



Renew any tags or stamps that identify the chain.

Ensure the hammer-locks move freely and that they are not overly worn. Lubricate them.



If you replace a master link, hammer-lock, chain, hook or any other part, ensure the new part is certified and identified. Better yet, send the entire unit to a test facility for recertification.

If you find a chain that requires recertification, tag it as such and set it aside. Do not use it until it has been recertified.

If you find a chain that requires disposal, chop it up and dispose of it. Do not keep it.

If in doubt, dispose of the chain.





Chain Hoists and Come-Alongs

Chain Hoists

Chain hoists are intended for use in a vertical or near vertical position only. If rigged at an angle, the upper hook can be damaged at the shank and the throat may open up. If the gear housing is resting upon an object while under load it can be damaged or broken. Always make sure the hoist is hanging freely.

Before using the hoist, inspect the load chain and, if a manual hoist, the hand chain for nicks, gouges, twists and wears. Ensure the load chain is properly lubricated.

Check the load chain end connection for damage or looseness.

Check the chain guide for wear. Check that the load chain is not kinked or twisted.

Check for any oil or grease leakage on or around the hoist.

Verify that hoisting motions agree with hand pull chain or control device indications. Use lifting control first.

Hooks should be measured for signs of opening up.

Ensure hooks swivel freely and are equipped with safety catches.

If the hoist has been subjected to shock loads or dropped, it should be examined thoroughly before being put back in service. Consider sending unit to an authorized service facility that can dismantle and inspect the hoist. They will be able to replace any worn components.

Check the load brake by raising the load a couple of inches (several cm) off the ground and watching for creep.

Check function of any motion limiting devices.

If the load chain requires replacement, follow the manufacturer's recommendations. Different manufacturers use different pitches for their load chain.



The load chain on chain hoists is case-hardened to reduce surface wear and is unsuitable for any other use.

Load chain will stretch 3% before failing, whereas Grade 8 alloy chain will stretch at least 15%.

Load chains are too brittle for any other application.

Verify capacity and safety labeling on hoist is affixed and legible.

Any load chain removed from a hoist should be destroyed by cutting it into short pieces.

Never try to repair a load chain yourself. Welding will destroy the heat treatment of the chain entirely.

Come-Alongs

They can be used vertically, horizontally or at an angle.

A come-along that requires the use of a cheater or the help of another worker to move a load is inadequate for the job.

Inspect for twisted, kinked, damaged or worn chain.





Davits While not part of the Tackle, all boat Davits must be inspected and maintained diligently. Lifeboat/rescue boat Davits fall under the Lifesaving Equipment Regulations.

There are two different load tests that are performed on lifeboat/rescue boat davits and their attachments. New davits or davits that have been repaired must undergo a static load test of not less than 2.2 times the working load. A dynamic load test is also conducted at the maximum lowering speed of the winch with a proof load of not less than 1.1 times the maximum working load. The dynamic load test shall also be conducted every five years in conjunction with a thorough examination.

If your ship has davits for any other small craft, such as a work barge or work boat, the Fleet Safety Manual requires the davits to be thoroughly examined at least once each year by a competent person. The davits must be tested to 125% of their SWL before first use, at least once every five years and after any modification or repair.

By keeping the Davit certificates and records with the Tackle Book you will have easy access to them. Also include the Lifeboat/rescue boat certificate.

One of the certificates you should have is that of the Davit Test, from which is derived the SWL of the Davits. This will also include the mark which was put on the Davits to identify them. Find this mark.

Davits and ships tackle should all be treated with respect and maintained in accordance with the manufacturer's instructions.

If at all possible davit maintenance should be carried out by the crew rather than a contractor.

Find the certificates and the drawings and keep them in the Tackle Register Canadian Coast Guard Register of Lifting Appliances and Cargo Handling Gear. These drawings and sketches will ensure the correct replacement parts are ordered and that the gear is rigged correctly after each dismantling.

Ensure the davit brakes work well and that they do not bind or slip.

Does the Limit Switch on the davits work? Does it need to be reset to better bring the lifeboat/rescue boat home?



Clean and free all grease nipples. Replace as necessary.

Compare the grease points to the drawings to ensure all grease points are serviced.

When painting the davits take the extra time to tape or Vaseline all grease nipples. This will save much work later.

Place the boat in the water or on the dock and remove all wire and sheaves from the davit. Ensure you have a rigging diagram or photos so the davits will be re-rigged correctly. Mark each sheave with its location as the sheave is removed. Tag each fall as they tend to be different lengths.

The falls should be ranged on a surface free of grit, stones, dirt and vegetation. Hose off and sweep the surface where the falls will be ranged.

Inspect the falls, sheaves, as per the appropriate instructions.

The falls need to be turned end for end every 30 months as per the Life Saving Equipment Regulations, and replaced every 5 years. If the falls are of a specific length with end fittings, such as the Miranda davits, it might not be possible to turn end for end, and the falls will need to be replaced every 30 months. NOTE: Safety Factor for lifeboat/rescue



boat falls is 6 rather than 5 for lifting gear.

Remove and inspect the span wire. Take the opportunity to remove and replace the man-ropes. The span wire will require lubrication.

Inspect all connections on the davits.

Inspect the tricing pendants and gripes, including turnbuckles and senhouse slips.

Inspect the bowsing tackle including the blocks.

Inspect the lifeboat/rescue boat to ensure the connections to the falls and their supports are in good condition and that the releases work as intended.

Verify with the Chief or Senior Engineer the maintenance functions conducted by their department such as the winches, hydraulics, oil levels, etc.







Fibre Rope Inspect the splices, the eyes and the entire length of the rope.

Check for external wear and cuts, variations in size and shape of strands, discolouration, and the elasticity or "life" remaining in the rope. The Wear standards for Cargo Gear, TP 9396, recommends discarding the rope if more than 20% of the yarns in a strand are cut or abraided at any one point or if more than 25% of the circumference of the outer braid of a braided rope has been severed.

Untwist the strands without kinking or distorting them. The inside of the rope should be bright and clean as when it was new. Check for broken yarns, excessively loose strands and yarns, or an accumulation of powdery dust, which indicates excessive internal wear between strands as the rope is flexed back and forth in use.

If the inside of the rope is dirty, if strands have started to unlay, or if the rope has lost life and elasticity, do not use it for hoisting.

All manila ropes used as man-ropes for lifeboat/rescue boat, barge or other boat davits should be replaced yearly due to UV degradation.

Check for distortion in hardware. If thimbles are loose in the eyes, seize the eye to tighten the thimble. Ensure that all splices are in good condition and all tucks are done up.

If you have any doubt about the type of rope or its condition, don't use it. There is no substitute for safety.





Hooks and Headache Balls

Make sure that all hoisting hooks, excepting grab and sorting hooks are equipped with safety catches.

Inspect all hooks frequently. Look for wear in the saddle of the hook. Look for cracks, severe corrosion and twisting of the hook body. Be especially careful to measure the throat opening. If a hook has been overloaded, or if it is beginning to weaken, the throat will open. If there is any evidence of opening or distortion, destroy the hook. If you discard the hook without destroying it, someone else may attempt to use it.

Be especially careful during the inspection to look for cracks in the saddle section and at the neck of the hook.

Ensure the headache ball (overhaul weight) is securely attached to either the hook or the rope so that there is no possibility of it sliding up and down on the load line.

If a calculation has been made as to the specific weight of the headache ball, it should be entered in the Tackle Register or Canadian Coast Guard Register of Lifting Appliances and Cargo Handling Gear for future reference.

Note: It may be necessary to weld a small lug or ring on a hook to allow a tag-line to be attached. If this is done it should be welded at the tip of the bill or at the back of the hook. When the welding is completed the hook MUST be removed from service and sent for recertification.

Remove the hook and headache ball from the rope.


Inspect the entire hook, and its supporting pin.

Do not hesitate to open up the headache ball for inspection, especially if it is load-bearing.

Ensure any greaseways and grease nipples are clear and free. Replace the grease nipple if necessary.

Hang the hook from a piece of twine and tap it with a hammer. It should ring - if not it may be cracked.

Inspect the pin and the hook eye for wear and impact damage. If the pin is much smaller than the eye of the hook both will suffer from impact damage which will show as peening of the wear surfaces.

throat

5



Replace one or both if necessary.

Measure the cross-section of the pin in at least three places, as well as the opening of the throat, to record wear.

The Wear standards for Cargo Gear, TP 9396, Section 2, provides wear limits. For hooks, up to 10% wear and up to 5 degree deformation such as bends and twists is allowed as long as there are no significant defects such as tears, nicks or permanent opening of the throat.



Renew any tags or stamps that identify the hook.







Landing Booms

St. Lawrence Seaway Regulation 8 requires vessels over 50 metres in length to have at least one landing boom on each side of the vessel in order to land linesmen onto tie-up walls and lock approach walls.

Their configuration can vary somewhat from the diagram above depending on vessel configuration, but must meet the requirements listed in Section 20 of the Seaway Handbook. The topping wire span is often replaced with a block and tackle to allow for stowing of the boom in a vertical position.

As with any other lifting appliance, Landing Booms should be inspected prior to use. They should also be thoroughly examined regularly or at least once a year, normally at the beginning of the shipping season.

Check the kingpost and boom for any deformation or cracks. Check the heel of the kingpost for free movement for pivoting type Landing Booms.

Check all wire spans and rope falls. Replace all fibre ropes annually.

Check all blocks, shackles and other fittings. Pay particular attention to the head block and joining shackles.

Landing booms are required to have a SWL of 185 kg and should be marked as such.



Following re-assembly after the thorough examination, the landing boom should be test swung with a static load of 227 kg/500 lb (125% of SWL) to ensure the integrity of all working parts.

Lubricate frequently.

Record results of thorough examination.





Rings and Links

These items, like all other hoisting and rigging fittings, must be forged alloy steel to provide the highest degree of safety.

Ensure each ring and link can be matched to a certificate.


Measure the items to ensure they have not stretched or worn. The Wear standards for Cargo Gear, TP 9396, Section 2, provides wear limits. For rings and links, up to 10% wear and up to 5 degree deformation such as bends and twists is allowed as long as there are no significant defects.

Look for lateral distortion (twisting).

Look for bending of the pin in the link. If bending is not obvious, roll the pin on a flat surface.

Hang the item from a piece of twine and tap it with a hammer. It should ring - if not it may be cracked.

Inspect the pin and the link for wear and impact damage, which will show as peening of the wear surfaces. Replace one or both if necessary.

Measure the cross-section of the pin in at least three places, as well as the opening of the throat, to record wear.



Renew any tags or stamps that identify the ring or link.

Lubricate as necessary and re-install.






Shackles

There are two types of shackles commonly used in rigging. They are the anchor (bow type) shackle and chain ("D" type) shackle, both of which are available with screw pins or round pins.

Shackles, like most other rigging hardware are sized by the diameter of the steel in the bow section rather than the pin size.

They should only be of forged alloy steel.

Never replace the shackle pin with a bolt. Bolts are not intended to take the bending that is normally applied to the pin. All pins must be straight and all screw pins must be completely seated. Cotter pins must be used with all round pin shackles.

Pack the pin with washers / spacers to centralize the load on the shackle and prevent the legs opening up.

Ensure each shackle can be matched to a certificate.

If a shackle is part of a unit that has been tested as a unit, ensure the shackle is marked to indicate this. Then, if the shackle is used independently, it can still be identified and returned to its unit when needed.


Look for bending of the pins. If bending is not obvious, roll the pin on a flat surface.

Inspect the pin and the shackle for wear and impact damage which will show as peening of the wear surfaces. The Wear standards for Cargo Gear, TP9396, allows for up to 10% on shackles.



Renew any tags or stamps that identify the shackle.

Lubricate as necessary and re-install.

Ensure the cotter pin is in good condition and the pin is well-seated.







Sheaves

The condition and contour of sheave grooves have a major influence on rope life. The grooves must be smooth and slightly larger than the rope to prevent it from being pinched or jammed in the groove.

The more closely the contour of the groove approaches that of the wire rope the greater becomes the area of contact between the two. This minimizes rope distortion, bending fatigue and eases sheave rotation.

If the groove diameter is too large, the rope will not be properly supported and will tend to flatten and become distorted. This accelerates bending fatigue in individual wires and can cause premature failures.

If the sheave groove is too narrow for the rope the operating tension will draw the rope deeply into the groove, causing it to be pinched and subjecting both the rope and sheave to severe abrasion. This condition can arise if new ropes are installed over old sheaves.

One of the fastest ways to ruin a rope is to operate it over small sheaves. The excessive and repeated bending and straightening of the wires leads to premature failure from fatigue. Use the maximum possible diameter of sheave that the equipment will carry.

The Cargo, Fumigation and Tackle Regulations, Schedule 8, provides minimum dimensions for sheaves used for running or standing rigging. For running rigging, the minimum tread diameter for sheaves on a derrick is 14d and for cranes is 19d, where d is the diameter of the rope used.

Inadequate lubrication, or a sheave that is too heavy for the load, will cause the rope to slip in the sheave whenever the rope velocity changes. The momentum of the heavy sheave will cause it to continue turning after the rope has stopped. This grinding wheel action causes severe rope abrasion and will wear flat spots in the sheave that further damages the rope.

If the sheaves are carrying ropes that can be momentarily unloaded, as in the case of a hoist line, then the sheave must be equipped with cable-keepers that prevent the unloaded rope from leaving the groove.

Badly worn sheaves have an adverse effect on rope life and must be examined at regular intervals. Inspect the sheaves carefully for any sign of cracks in the flanges. If the flange breaks off, it will allow the rope to jump free with disastrous results.



The groove surfaces on sheaves should be perfectly smooth. Those that have taken the imprint of the outer wires will exert a grinding action on the ropes.

Each sheave is to be examined for the following: Groove depth, width and contour. Groove smoothness. Broken or chipped flanges. Cracks in hubs, spokes, etc. Signs of rope contact with guards. Sheave bearings and shaft. Out-of-round condition. Alignment with other sheaves.

Do not hesitate to remove the sheave and inspect.

Remove the pin and its securing mechanism.

Remove the bushings / bearing race if you can do so without damage. Look for scoring of the bushing and free rotation of the bearing race. Replace if you think necessary.


Inspect the entire sheave, and its supporting pin.

Check for wear in the sheave groove and the side of the groove. The Wear standards for Cargo Gear, TP 9396, Section 3, gives allowable limits for wear for different sizes and types of sheaves.

Measure the groove with a groove gauge.

A proper fitting sheave groove should support the rope over 135-150 degrees of rope circumference. Observe the groove so that it may be clearly seen whether the contour of the gauge matches the contour of the bottom of the groove.

A sheave badly corrugated by the rope's "print", a condition which could seriously damage the wire rope.



Measure the cross-section of the pin in at least three places to record wear.

Ensure the greaseways and grease nipples are clear and free. Replace the grease nipple if necessary.

Verify any manufacturer’s instructions for servicing. Some modern sheaves are fitted with Teflon bushings that are not to be oiled or greased.

Hang the sheave from a piece of twine and tap it with a hammer. It should ring - if not it may be cracked.









Slings Slings require special attention because they are almost always subjected to severe wear, abrasion, impact loading, crushing, kinking and overloading. They also merit special attention because seemingly insignificant changes in sling angle drastically affect the loading. Before each use, an expert person should closely inspect slings to ensure they are safe to use.

Failure to provide blocking or protective pads will permit sharp corners to cut slings. Pulling slings from under loads will result in abrasion and kinking. Dropping loads on slings or running equipment over them will cause crushing. Sudden starts and stops when lifting loads will increase the stresses in them.

Improper storage will result in deterioration. Wire rope or chain slings are often overlooked when gear is lubricated. Slings tend to be stowed close to hand on deck, subject to UV damage over time.

Slings are the cargo gear most often handled by the deck crew. It is especially important for them to be shown the properties of the various slings, the basics of breaking strains and safe working loads, the correct handling of the slings, the proper maintenance and stowage of the slings and the basics of inspecting a sling to ensure it is safe to use.

Because of the severe service expected of slings, errors in determining load weight, and the effect of sling angle on loading, it is recommended that all safe working loads be based on a factor of safety greater than the minimum required by the Cargo, Fumigation and Tackle Regulations (Natural fibre rope – 7, Re-useable synthetic fibre rope and webslings – 6, Wire rope – 5).

Slings should be tagged or marked with the Safe Working Load in vertical lift configuration. For rope or web slings, a poster can be displayed in the work area showing the Safe Working Load of the various sizes of slings used onboard. If the slings are used in other configurations, the SWL should be shown for these configurations.

All slings should be marked with some form of identifying mark or number so they can be correlated to the inspection records. The date slings are put into service should be noted along with the results of the periodic inspections and thorough examinations.



Fibre Rope Slings

They should be used only on light loads, and must not be used on objects that have sharp edges capable of cutting the rope. Remember that only certified gear is to be used for hoisting operations.

They should not be used where they will be exposed to high temperatures, severe abrasion or acids.

Before lifting any load with a fibre sling, be sure to inspect the sling carefully because they deteriorate far more rapidly than wire rope slings and their actual strength is very difficult to estimate.

Always have extra fibre rope slings on hand.

Do not hesitate to dispose of any questionable fibre rope slings. Cut them up before disposal.

Fibre rope slings that have a covering, such as continuous slings, are very difficult to inspect because the rope itself is hidden. If you have any doubts, dispose if it.

Most fibre rope slings will not have any SWL attached. Mark the slings with SWL and certificate number for reference.

Continuous slings will have a leather tag sewn into the cover. If this is becoming illegible mark it with a marker.

Inspect the splices, the eyes and the entire length of the sling.

Check for external wear and cuts, variations in size and shape of strands, discolouration, and the elasticity or "life" remaining in the rope. The Wear standards for Cargo Gear, TP 9396, recommends discarding the rope if more than 20% of the yarns in a strand are cut or abraided at any one point or if more than 25% of the circumference of the outer braid of a braided rope has been severed.

Untwist the strands without kinking or distorting them. The inside of the rope should be bright and clean as when it was new. Check for broken yarns, excessively loose strands and yarns, or an accumulation of powdery dust, which indicates excessive internal wear between strands as the rope is flexed back and forth in use.



If the inside of the rope is dirty, if strands have started to unlay, or if the rope has lost life and elasticity, do not use it for hoisting.

Check for distortion in hardware. If thimbles are loose in the eyes, seize the eye to tighten the thimble. Ensure that all splices are in good condition and all tucks are done up.

If you have any doubt about the type of rope or its condition, don't use it. There is no substitute for safety.

Synthetic Web Slings

Synthetic webbing slings are available in a number of configurations.

They can be cut by repeated use around sharp-cornered objects and they eventually show signs of abrasion when rough-surfaced products are continually hoisted.

They will be marked with the manufacturer's name or trademark, code number, type of web material and safe-working load.

Before each use check them for: o worn eyes or fittings; o bent, corroded, or twisted fittings; o frayed or torn webbing; o cuts and holes, especially along edges; o worn or broken stitching; o wear from abrasion; o increased stiffness of sling material o acid, caustic, or heat charring or burns.

Web slings showing any of these signs should be taken out of service, cut up and destroyed so they can't be used by anyone else. The Cargo, Fumigation and Tackle Regulations does not allow for the repair of web slings.

The Wear standards for Cargo Gear, TP 9396, Section 13, recommends edge damage of the sling not to exceed an amount equal to the thickness of the webbing or abrasion not to exceed 15% of the thickness of the webbing. Damage to the warping and the weft of the sling should not exceed the limits as shown on the following diagram.





Chain Slings and Nippers

Chain slings are used where the primary requirements are ruggedness and resistance to abrasion and high temperature.

Only one type - alloy steel chain, grade 80 or grade 100, is suitable for rigging and overhead hoisting.

Alloy chain possesses excellent ductile properties typical of most rigging hardware. The links actually stretch a little when overloaded. This deformation is a warning sign, cautioning the user that the chain has been overloaded and its capacity reduced. Deformed chains must be removed from service.

Chains that are not made of alloy steel don't have good ductile properties. They can fail without warning. For this reason, non-alloy chains are prohibited for overhead hoisting.

The disadvantage of chain is that it is only as strong as its weakest link. When wires break in a wire rope sling under load, it doesn't necessarily translate into an accident. But when one link in a chain fails, the load will come down. While regular inspection is essential to all rigging operations, it is especially critical where chain slings are being used.


You can use “Crack Detector” to help find cracks

Inspect every link, including joining apparatus. Check for any bent or twisted links especially on chain nippers used in buoywork. Hang the sling to verify that it hangs straight.

Inspect for inner link wear and wear on outside of the link barrels. Adjacent links should move freely.

Check for nicks and gouges that may cause stress concentrations and weaken links.

Check for reduction in diameter of links and for



elongation of the links. Use a length of ten to twenty links and compare to the manufacturer’s value for new chain.

Check for discolouration of the metal or weld splatter as a sign of heat damage especially with E/R gear.

The Wear standards for Cargo Gear, TP 9396, Section 2, provides wear limits. For chain, up to 10% wear and up to 5 degree deformation such as bends and twists is allowed as long as there are no significant defects such as tears, nicks or permanent elongation of the chain.

For hooks and rings that are part of a sling, up to 10% wear and up to 5 degree deformation such as bends and twists is allowed as long as there are no significant defects such as tears, nicks or permanent opening of the throat.

Renew any tags or stamps that identify the chain.

Ensure the hammer-locks move freely and that they are not overly worn. Lubricate them.



If you replace a master link, hammer-lock, chain, hook or any other part, ensure the new part is certified and identified. Better yet, send the entire unit to a test facility for recertification.

If you find a chain that requires recertification, tag it as such and set it aside. Do not use it until it has been recertified.

If you find a chain that requires disposal, chop it up and dispose of it. Do not keep it.

If in doubt, dispose of the chain.



Wire Rope Slings

Great strength and a minimum of weight are combined with flexibility. Warning occurs before failure by the breaking of outer wires. Reserve strength is provided in that the inner wires are protected by the outer wires and possess sufficient strength to carry the load if a reasonable factor of safety is allowed for the sling.

Properly fabricated wire rope slings are the safest type available. They do not wear as rapidly as fibre rope slings and they are not as susceptible to the weakest link ailment of chains. Wire rope slings show, by inspection, their true condition and the appearance of broken wires clearly indicates the extent of fatigue, wear, abrasion and the like.

All wire rope slings should be made of improved plow steel and should have independent wire rope cores to reduce the possibility of rope being crushed in service.

It is recommended by the Construction Safety Association of Ontario that all eyes in wire rope slings be equipped with thimbles and that the eyes be formed with the Flemish Splice and secured by swaged or pressed mechanical sleeves or fittings. Hand splicing should only be done by an expert person using a splice against the lay (lock tuck). The efficiency of a hand splice (70 to 80%) should be considered when determining the SWL of the sling.

The single most important operational check to be made on hoisting and rigging equipment is the rope and rigging inspection. Factors such as abrasion, wear, fatigue, corrosion, improper reeving and kinking are often of greater significance in determining the usable lift of wire rope than are strength factors based on new rope conditions.

Due to various sized loads and rotation of the load during cargo operations, wire rope slings are particularly prone to kinking and opening of the lay.

Cargo, Fumigation and Tackle Regulations: “No loose gear or wire rope shall be used unless an expert



person inspected it within the preceding three months and determined that it is safe to use.” “No wire rope in which any wire is broken shall be used unless an expert person inspects it on the day of its intended use.” “Wire rope shall be thoroughly examined by a competent person at least once every year or at least every six months if it passes over a drum or a sheave.

See the section on wire rope for specific details on criteria for thorough examination and wear standards. Criteria for any fittings of a wire rope sling are the same as other slings.

All thorough examinations should be the responsibility of, and be performed by, a competent person who makes a complete report of the rope condition. A record of each rope should be kept (include certificate number, date of fitting, size, construction, length and defects found during inspections).

On completion of the thorough examination, it is an opportune time to lubricate all wire rope slings that have passed thorough examination.

Any deterioration, resulting in a suspected loss of original rope strength, should be carefully examined and a determination made as to whether further use of the rope would constitute a safety hazard. This is particularly true if the rope has been stressed, shock-loaded, jumped a sheave, run around a sharp bend or otherwise compromised.

Only by thorough examination can it be determined whether or not the rope should be replaced. The competent person must decide:

o if the rope's condition presents any

possibility of failure, and o if the rate of deterioration of the rope is

such that it will remain in safe condition until the next scheduled inspection.

When examining the rope give every inch of its length equal care as serious deterioration frequently occurs in localized positions. The estimate of the rope's condition must be made at the section showing the maximum deterioration.

If you, as the competent person examining a rope, consider it necessary to replace a rope - cost is not a factor. Should there be any doubt as to whether or not a rope is fit for use, it should be replaced at once. Never risk danger to life or damage to property



by taking a chance.

When a rope has been condemned, it should be destroyed at once or cut up into short lengths so that it cannot be used for hoisting purposes. Cut off any fittings and dispose of them.







Spreaders Spreaders are usually used to support long loads during lifts. They eliminate the hazard of load tipping, sliding or bending as well as the possibility of low sling angles and the tendency of the slings to crush the load.

They are normally fabricated to suit a specific application.

The capacity of beams with multiple attachments points depends upon the distance between the points. If the distance between the attachment points is doubled, the capacity of the beam is halved.

Quite often these belong to a client. Consequently, before using them, ensure you have the certificate for the spreader and that the spreader itself is marked to identify it and is marked with the Safe Working Load. Request a copy of the client’s inspection log for the spreader.

If time permits, contact the client before delivery to ensure he knows what you will expect with regard to certification, and to find out what you will be lifting with the spreader.

When the spreader is delivered from the client, inspect it.

Remove pins and securing mechanisms. Ensure that the accessory fittings are the ones identified in the certificate and have not been changed.

Check for impact damage and wear on pins and eyes.

Inspect the beam for damage which may compromise strength, such as bending, indentations from strikes and corrosion.








Turnbuckles Turnbuckles can be supplied with eye end fittings, hook end fittings, jaw end fittings, stub end fittings, and any combination of these. Their rated loads depend upon the outside diameter of the threaded portion of the end fitting and on the type of end fitting.

We seldom use turnbuckles for hoisting. Despite this they should be inspected frequently for cracks in the end fittings, especially at the neck of the shank, deformed end fittings, deformed and bent rods and bodies, cracks and bends around the internally threaded portion and signs of thread damage.

Completely dismantle turnbuckles for inspection.

Thoroughly clean and inspect.

Store for use, preferably by hanging.







Wire Rope, Drums and Fittings, including Standing Ropes SOME EXAMPLES OF TYPICAL ROPE DAMAGE

Mechanical damage due to rope movement over sharp edge projection while under load.

Localised wear due to abrasion on supporting structure. Vibration of rope between drum and jib head sheave.

Narrow path of wear resulting in fatigue fractures, caused by working in a grossly oversize groove, or over small support rollers.

Two parallel paths of broken wires indicative of bending through an undersize groove in the sheave.

Severe wear, associated with high tread pressure. Protrusion of fibre main core.

Cargo, Fumigation and Tackle Regulations:

307. Before being used, wire rope shall be tested by a competent person causing a sample section to be pulled to destruction.

312. (3) After wire rope is tested under section 307, the competent person shall sign and issue a certificate...

322. The safe working load of a wire rope is one fifth of the breaking strength of the sample tested under section 307.

308. (1) Wire rope shall be thoroughly examined by a competent person at least once every year after it is tested or, if the rope passes over a drum or sheave, at least once every six months after it is tested.

(2) Wire rope passes the examination if:

(a) there is no sign of internal corrosion

(b) there is no sign of a tendency towards separation of the strands or wire

(c) there are no flats on individual wires

(d) the number of broken wires in any length equal to eight diameters does not exceed 10% of the total number of wires in the length, or any lesser number of broken wires that is required under Section 12 of Wear Standards for Cargo Gear, TP9396

(e) its diameter is not reduced by more than 7% when elongation of the lay has occurred or a strand is becoming buried or 10% when the lay is uniform.

310. (2) No loose gear or wire rope shall be used unless an expert person inspected it within the preceding three months and determined that it is safe to use.

(3) No wire rope shall be used unless it passed its most recent thorough examination under section 308.

(4) No wire rope in which any wire is broken shall be used unless an expert person inspects it on the day of its intended use and determines that it is safe to use.

317. (2) Cargo gear shall not be used when, because of wear, corrosion or other reasons, the safety factor of any part of it is less than 80% of the safety factor adopted in its manufacture.



Severe wear in Lang Lay, caused by abrasion or cross-over points on multi-layer coiling application.

Corrosion of severe degree caused by immersion in chemically treated water.

Typical wire fractures as a result of bending fatigue.

Wire fractures at the strand, or core interface, as distinct from crown fractures, caused by failure of core support.

Strand core protrusion as a result of torsional unbalance created by drop ball or other shock loading application.

Break up of IWRC resulting from high stress application. Note nicking.

The single most important operational check to be made on hoisting and rigging equipment is the rope and rigging inspection. Factors such as abrasion, wear, fatigue, corrosion, improper reeving and kinking are often of greater significance in determining the usable lift of wire rope than are strength factors based on new rope conditions.

There are certain points along any given rope which should receive more attention than others, since some areas will usually be subjected to greater internal stresses, or to greater external forces and hazards.

Carefully select the most critical points for close inspection, points where failure would be most likely to occur. The same critical points on each installation should be compared at each succeeding inspection.

All wire rope in continuous service should be observed during normal operation and visually as per the regulatory schedule. A complete and thorough examination of all ropes in use must be made as below and all rope which has been idle for a period of three months or more should be given a careful inspection by an expert person before it is put back into service.

All thorough examinations should be the responsibility of and be performed by a competent person who makes a complete report of the rope condition. A record of each rope should be kept (include certificate number, date of fitting, size, construction, length and defects found during inspections).

Records of the thorough examinations should be available to the expert persons (normally the Bosun, Winchman or Leading Seaman) who perform the daily and quarterly inspections of wire rope and loose gear.



Typical example of localized wear and deformation created at a previously kinked portion of rope.

Multi-strand rope bird-caged due to torsional unbalance. Typical of build up seen at anchorage end of multi-fall crane application.

Protrusion of IWRC resulting from shock loading.

Any deterioration, resulting in a suspected loss of original rope strength, should be carefully examined and a determination made as to whether further use of the rope would constitute a safety hazard. This is particularly true if the rope has been stressed, shock-loaded, jumped a sheave, run around a sharp bend or otherwise compromised.

Only by thorough examination can it be determined whether or not the rope should be replaced. The competent person must decide:

if the rope's condition presents any possibility of failure, and

if the rate of deterioration of the rope is such that it will remain in safe condition until the next scheduled inspection.

When examining the rope give every inch of its length equal care as serious deterioration frequently occurs in localized positions. The estimate of the rope's condition must be made at the section showing the maximum deterioration.

If you, as the competent person, consider it necessary to replace a rope cost is not a factor. Should there be any doubt as to whether or not a rope is fit for use, it should be replaced at once. Never risk danger to life or damage to property by taking a chance.



When a rope has been condemned, it should be destroyed at once or cut up into short lengths so that it cannot be used for hoisting purposes. Cut off any fittings and dispose of them.

Under no circumstances should a condemned rope be saved "Just in Case". If it is poor enough to be condemned it is of no further use.


If possible, completely remove the wire from the drum. If not, run as much of the wire off the drum as possible. Flake the wire over your working area.

Be careful not to kink the wire. It may be necessary to use "Frenchmen" to avoid kinks.

Modern wire is usually preformed. This, and lubrication, makes it difficult to see broken wires. The easiest way to find broken wires is to wear a pair of heavy-duty gloves and run both hands around and along the entire wire. If there is a broken wire it will usually catch the glove.

Another way to find broken wires.

If you find a broken or damaged wire, clean off an area about 1 metre on either side of the damage. Carefully examine the damage and the surrounding area.

The Wear standards for Cargo Gear, TP 9396, Section 12, provides wear standards for wire rope. It provides values for combinations of wear and broken wires to ensure the wire retains at least 80% of its original strength. For example, if there is 40% wear on the outer strands, then no broken wires are acceptable within the area of wear. If there is 30% wear, then 5% broken wires in a length of eight diameters is acceptable. If there is less than 25% wear, then 10% broken wires in 8d is acceptable.



As an example, if a 6x37 wire rope is found to have about 30% wear on the outer wires then 5% of the total of 222 would allow for 11 broken wires in a length of 8d.

Additionally, the Wear Standards, Section 12.3, provide reduction factors to these values if the area under consideration is near an end fitting (0.3 within 1d of fitting) or concentrated in a single strand (0.5) or two strands (0.8).

To continue the above example, if the above wire with 30% wear is examined near the end fitting, only 3 broken wires would be acceptable. If the damaged area is concentrated in one strand, then only 5 broken wires would be acceptable.

As always, the condition of the rope such as any corrosion must be taken into consideration. If there is any doubt, the wire should be taken out of service.

At random, select areas of the wire to clean off and carefully inspect. Use these areas to measure the wire diameter. Pay particular attention to areas where the wire rests on sheaves when the crane is not in use as you may find greater wear here.

Open the wire to inspect the inside for damage, lubrication, condition of the core etc. (You cannot do this with non-rotating wire).

Diligently clean and inspect all thimbles, sleeves, splices, sockets and end-fittings.



Measure rope diameter.

Measure rope lay.

Renew any tags or stamps that identify the wire.

Any damage to the wire may have caused, or have been caused by, damage on the sheaves or drums. If it is necessary to replace a damaged wire ensure you check the sheaves and drums before reeving the new wire.

With the wire off the drum clean and inspect the entire drum including the securing mechanism and any built in grooves (use your groove gauge for this).

Even though both these gauges properly follow groove contours, when used side-by-side they indicate grooves are too close and that the "Drum Pitch" is less than the rope diameter. Two gauges which overlap in this manner reveal

that wraps of rope will scrub when spooling on to or off the drum.



This is also an ideal opportunity to take photos of, or sketch, the drum with no wire on it and the securing mechanism. Some securing mechanisms are difficult to work with or of unusual construction. Photos and sketches will greatly assist in the future.


If you find a broken wire ensure you advise the expert persons on Deck that the wire must be inspected on each day of its use. The expert person should report to the competent person at any time he notes any additional broken wires.

When you re-reeve the wire, lubricate it!

Watch how the wire spools on the drum. Spooling is the characteristic of a rope which affects how it wraps onto and off a drum. Spooling is affected by the care and skill with which the first layer of wraps is applied on drums with two or more layers. Wraps should be tight. It is important to examine a rope for kinks or other damage when loose or irregular spooling has been observed.

If the wire has been spliced on board it must be removed from service and sent to a testing facility for recertification. Under no circumstances should you use hand-spliced wire without a test certificate.



Inspecting the Core

Wire rope core damage often goes undetected unless a competent worker—usually the crane operator— conducts a thorough inspection.

Figure 1 shows a 19 x 7 rotation-resistant wire rope which appears to be in reasonably good condition.

Figure 2, however, shows that the rope’s core has numerous wire breaks. The rope should have been replaced before reaching this condition.

Figure 1

Outside of the wire rope. It appears to be in good condition.

Figure 2

Core of the same wire rope. You can see many broken wires and notches.



Can you “ear” it?

To detect wire breaks inside the

rope, hold a length of the rope up to

your ear and bend it. Run the bend

back and forth through the length.

A cracking or popping sound

indicates that there are broken wires inside the rope—

you should replace the rope

immediately.

The cracking sound is similar to

the sound of crumpling candy

wrappers.

To do this check effectively, the load

block should be lowered to the

deck so you get sufficient slack.

Do this check at three locations

along the length of the rope: at the tip, at the centre, and close to the base

of the crane.

Checking for broken wires



A Sample Wire Rope Inspection Log

WIRE ROPE INSPECTION RECORD SHEET

Wire: Certificate #: Description:

Criteria for Removal: A) Total Number of Visible Broken Wires > 10% of Total Number in 8 diameters (or less as per TP 9396)

B) Excessive Wear, Corrosion or Other Defect

Location on Rope of Measurement,

Broken Wire, Wear, etc

Measured Diameter

Broken Wiresin Length of 8 Diameters

Rope Wear Corrosion Condition of End Fitting

Condition of Hard Eye

Rope Lay Measurement

Comments

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

. . . . . . . . .

Comments:

.

Signature: Date:





Lubricating Wire Rope

Lubricate, lubricate, lubricate.

If at all possible, open the wire / equipment to check on state of lubrication, wear, damage, etc.

Lubricate before you install it.

Lubricate before you store it.

Lubricate, lubricate, lubricate.

During manufacture, steel wire ropes are thoroughly lubricated internally and externally with lubricants specially suited to the requirements of wire rope lubrication and protection.

When a wire rope bends around a sheave or a drum the individual wires and strands move in relation to each other to adjust themselves to the curvature assumed by the rope. Thus a well lubricated rope permits full and unrestricted movement of the wires and strands with a consequent minimum of fatigue and frictional wear.

In addition to providing internal lubrication for free movement of the wires, the lubricant also provides protection against rust and corrosion. Presence of these, if given time, will cause serious deterioration to both steel wires and fibre core.

Fibre cores are specially treated during manufacture in the cordage factory to remove excess and undesirable moisture. While still in the fibre state, they are thoroughly impregnated with a specially compounded lubricant which preserves the fibres and keeps them pliable. This treatment also adds further lubrication to the strands during the early part of rope service.

The internal pressures set up in a rope while in use tend to force the lubricant from both the core and the rope strands. This has the effect of reducing the quantity of lubricant contained in the rope. Consequently, for maximum rope life, the lubrication applied during manufacture should be supplemented by periodic lubrication during service.

Whether stationary or in motion, steel wire ropes must be protected from corrosion, and when in motion must be lubricated to minimize wear between the metal-to-metal (wire-to-wire) surrounding surfaces. During manufacture, a lubricant which will satisfy both these requirements, at least for a time, is built into the strands of wire and into the core. Exposure to the elements, normal rope operation over sheaves and on and off drums will gradually deplete and contaminate the lubricant.



In some applications, where the ropes continually work through dirt and grit, in-service lubrication may not improve rope life.

Most ropes however should be lubricated at intervals depending on the type of service to minimize corrosion and wear and extend rope life.

A used rope should be thoroughly cleaned prior to the application of new lubricant. Wire brushes can do an effective job.

In some instances, it may be necessary to soften the old lubricant and accumulation of dirt with penetrating oil.

A lubricant suited to the conditions under which the rope is operating should then be applied. Several methods are suggested, and the one most suited to the installation and lubricant being used may be chosen. It is better to lubricate lightly and frequently than heavily and infrequently.

A suitable rope lubricant should have the following properties: 1. Freedom from acids and alkalis. 2. Sufficient adhesive strength to stay on the rope

without throw-off at maximum rope speed. 3. Ability to penetrate between strands and reach the

core. 4. Non-solubility under conditions of rope use. 5. Resistance to oxidation. 6. High film strength is an advantage.

When a wire rope is taken out of service for storage and possible future use, it should first be cleaned, and then lubricated. The rope should then be covered and stored in a dry location and protected against mechanical damage.

The lubricant in wire rope performs a dual function. One function is the lubrication of strands; the other is to inhibit corrosion which accelerates strand friction and decomposition.

Since the first half of the 20th century, wire rope lubrication has been attempted with greases, petroleum, asphalt based materials, or oils. The heavier products such as petroleum, asphalt, or grease usually are applied with solvents or are heated until penetration is thorough. Data generated by research have cast light upon serious shortcomings of these approaches.



First, heated materials rapidly cool when applied, casting doubt upon their ability to penetrate. Second, solvent-based products constantly change viscosity during application, and therefore have possible penetration problems of their own. Oils lack adequate wear and E.P. properties and offer poor corrosion protections unless continually applied. Even then, oils fare poorly under adverse conditions.

Recently, high pressure applicators have been developed to specifically address the problems of penetration with high viscosity materials.

Asphalt based products, petroleum, and grease products, however, have an even more severe shortcoming in that in any dynamic situation, even if the rope is stationary, simply under tension (supporting dead weight) the compression of strands induced by weight, movement, or stress creates a migration pattern from the center of the rope outward.

Temperature alone can increase the rate significantly, but even in warm climates this is only moderated, because migration is a response to characteristics of the viscous nature of materials used.

This event starves the center of its lubricant and thus allows fretting (friction between strands) and its accompanying corrosion to occur. Unfortunately, the phenomenon is hidden from the operator because lubricating materials remain on the outside diameter giving the appearance of a well saturated rope. In fact, close inspection, which is also hindered by the opacity of commonly used materials, will show the inner core corroding and wearing at an increasing rate. In severe cases one can see an almost hollow core due to center degeneration. This is a safety hazard and destroys a valuable piece of equipment.

Modern Lubricants

These shortcomings point up the characteristics that a modern wire rope lubricant should have. The material should provide anti-wear, extreme pressure and good corrosion protection. This implies a fluid material which can penetrate, rapidly re-heal during use, and allow periodic strand inspection. Since the material is thin, it will have to be periodically replenished during use, and herein lies a key.



Maintenance Intervals

Wire ropes need to be maintained and lubricated like any other piece of equipment.

The object is to learn the maintenance time interval which is best determined by the duty cycle.

Many drag lines must be lubricated continuously, some guy lines are inspected only once a month, if that often, but this should be a function of environment, amount of use and past experience.

Regular lubrication that could require continuous, daily, or weekly re-lube cycles, can, in some cases, increase wire rope life 50% to 150%.





Repairs and Alterations

Repairs and alterations to lifting gear should only be made by an expert person.

Whenever repairs or alterations are made, you should: determine if the repair is the best action or would

replacement be the better and safer option; determine if an alteration will compromise the safety

factor of a component and whether the services of a structural engineer should be engaged;

ensure that everyone knows what is wanted; oversee the operations to the fullest extent possible; inspect the final result; have a competent person (Marine Safety Inspector,

Classification Society Surveyor, person employed in a testing laboratory or authorized repair facility) test and thoroughly examine the gear, and issue a certificate

make copious notes.

During a refit, if your gear is removed and taken to a contractor's establishment for work, you must make frequent visits to ensure the work is being done correctly. This is especially true in a shipyard.

Note: It may be necessary to weld a small lug or ring on a hook to allow a tag-line to be attached. If this is done it should be welded at the tip of the bill or at the back of the hook. When the welding is completed the hook MUST be removed from service and sent for normalizing and recertification.

Note: If it is necessary to remove material from a piece of gear, such as grinding out the belly of a hook, DON'T. Purchase the appropriate item. This applies even if the gear is not used in hoisting. Take no chances.

Note: Web Slings are not to be repaired.

At times there is a tendency among operating personnel to attempt to modify or alter hoisting rigs from the designed standard to suit their own concept of operational need. The placement of various connections on a boom or the size etc of the tackles have been carefully considered by the designer to minimize strains involved and to provide the requisite margin of safety for worst load conditions. A seemingly slight alteration may lessen the safety margin to a dangerous degree. Any departure from the intention of the designer either through alteration of the boom structure or rigging, or unorthodox operation must be avoided.





Ordering New and Replacement Gear

If you have the opportunity, visit your suppliers and test facilities. It will give you a much better appreciation of the work that you have contracted. Also, you may meet the people responsible for the testing and develop a professional relationship with them.

New Material

Talk to your supplier(s) to see what is available. Often there are new products, which can safely replace your present gear.

If you have the time, and a large order, send out requests for quotes to several suppliers. You may find that a distant supplier will offer a better price than a local supplier, even when freight is included.

Ensure your order includes all the facts about what you need:

Size; Construction; Required Safety Factor (depending on application:

Tackle or Lifesaving Equipment) and SWL; Certification and any tags or markings required; Delivery date; and, Freight (whether it is FOB supplier or ship).

Be aware that not all industries use the same Safety Factors when determining Safe Working Loads. In some cases, the Marine Industry standard is more stringent and this should be noted on the order to ensure the correct sizes, certification and Safe Working Loads are provided.

The more information you give the more likely you will receive the correct gear and certification. It might be necessary to educate suppliers on the requirements for testing and certification for cargo gear under the Cargo, Fumigation and Tackle Regulations. Be wary of suppliers promising a ‘Certificate of Compliance’.

On your order ensure you have clearly indicated that, “Goods shipped to satisfy this order will not be accepted if not accompanied by the required test certificates.”

When the order arrives, inspect it personally to ensure that it is correct, properly tagged or marked and that the required certificates are attached.

A supplier who is familiar with the marine industry requirements will know what certification is required



and will provide this without complication.

Repairs and Tests

Ensure your order includes all the facts about the repairs and/or testing you require, including your certification requirements.

On your order, ensure you have clearly indicated that, “Repairs made, or tests completed, to satisfy this order will not be accepted if not accompanied by the required test certificates.”

When the order arrives, inspect it personally to ensure that it is correct and the required certificates are included.





Record Keeping One of the more frustrating aspects of a Chief Officer's or Commanding Officer’s job is trying to find out what has happened to the lifting gear over the years. Proper record keeping is a critical part of the maintenance of lifting gear.

In addition to the maintenance of the Tackle Register or Canadian Coast Guard Register of Lifting Appliances and Cargo Handling Gear and associated certificates, the Chief Officer or Commanding Officer should maintain a Daily Log for the lifting gear. Problems, solutions, repairs, observations, suggestions should be entered. Anyone in the position should be able to go back many years and reconstruct the history of the lifting gear.

This log does not have to detail the day-to-day minutiae about chain sling cert # 2495. It should, however, detail everything about the Speed Crane, the Hiab, the Davits, the Windlass, the Barge winches and A-frame - all the major lifting gear on board.

One of the best ways to maintain records is to photograph as much as possible. With photographs you can be sure that the gear is re-rigged as per the original installation. No one has a perfect memory.

A digital camera allows you to quickly record what you have seen and to save it in the appropriate file. Remember to save it to the Tackle File on your computer and to give it an easy-to-recognize name.

example: c://mydocuments/tackle/hiab/inspection-june-2002

Not only should the responsible Officer be making notes from his own work he should also incorporate notes from the Engineers' logs, Maintenance Management program, Winchman’s Greasing Log, whether through the on-board LAN, transcriptions or photocopies. In this way, all pertinent information is readily available and provides a complete view of the lifting gear along with the photos taken.

By reviewing the documentation of other staff involved in the maintenance of the ship’s lifting gear, the responsible Deck Officer will be able to verify that all areas are being addressed, promote communication between departments and be able to identify any areas of concern.

Who, what, when, where and why. The answers to these questions make the work much easier.





Certificates Every piece of equipment used for hoisting must have a Certificate, and there must be a means to relate the particular equipment to a specific certificate.

Without this certificate the gear shall not be used.

A certificate is of no value if it cannot be correlated by a tag or identifying mark on the piece of equipment.

If there is no certificate the gear must be recertified before being used.

Once properly organized, the maintenance of the certification required for lifting gear by the Cargo, Fumigation and Tackle Regulations is not hard to keep up.

Index of Lifting Gear & Other Certificates

This index is an example. Using this type of index with 3-ring binders and page-protectors allows you to quickly access certificates, make necessary notations, add or delete certificates, and maintain the Tackle Register or Canadian Coast Guard Register of Lifting Appliances and Cargo Handling Gear in an easy-to-follow format.

Put an index at the front of each binder for quick reference.

It also allows you to add certificates that you need frequent access, such as the davits and the fall-restraint equipment.

Ideally, if every ship in the CCG Fleet used the same Index, Chief Officers throughout the Fleet would have faster access to the information required.

Book One:

A. Main Crane / Derrick - Part I of Form T-1, T-2 & T-5

B. Hiab - Part II of Form T-1, T-3 & T-5

C. Auxiliary Crane 2

D. Auxiliary Crane 3

E. Slings, Nippers, Hooks, Chain Slings, etc - Part III of T-1, T-4 & T-5

F. Lifeboat/rescue boat Certificates, Lifeboat/rescue boat Davits,

G. Barge, Barge Lifting Gear (including A-Frame), Barge Davits - Part II of T-1, T-2 & T-5

H. Workboat, Workboat Lifting Gear, Workboat Davits - Part II of T-1, T-2 & T-5

I. FRC & FRC Lifting Gear - Part II of T-1, T-2 & T-5



Book 2:

J. Auxiliary Boat 2 & Lifting Gear - Part II of T-1, T-2 & T-5

K. Hydrographic Launches & Launch Lifting Gear - Part II of T-1, T-2 & T-5

L. (Blank)

M. Block & Tackle - Part III of T-1

N. Chain Stoppers

O. Chain Falls and Come-Alongs - Part II of T-1

P. Engine Room Lifting Gear - Part III of T-1 & T-4

Q. Anchors & Chains & Windlass

R. Mooring Wires and Mooring Winches - Form T-5

S. Tow Winch, Wires & Tow Ropes - Form T-5

T. Fall Restraint Equipment Certificates

U. Liferaft Certificates

V. Fire System Certificates

W. Accommodation Ladder and gear

X. Landing Booms & associated gear

Y. Helicopter Net

Z. Deck Tie-Downs & Deck Plan



Here is a way that you might want to record derrick blocks.



Form T-1 This is the Register book of the ship's cargo gear including cargo-handling machinery. It is divided into IV parts.

The current version of the Tackle Register is not up to date with the new Cargo, Fumigation and Tackle Regulations. Transport Canada Marine Safety is considering updating the Register but has stated that they will accept a Company’s own Register of Ship’s Tackle as long as it provides all the information required by the new regulations.

As such, a Canadian Coast Guard Register of Lifting Appliances and Cargo Handling Gear has been developed and will be used by all Fleet vessels to record all the tests, thorough examinations and inspections required under the new regulations. This Register will be issued as a separate document to Fleet units.

Form T-2 Form T-2 is the certificate of test of winches, derricks and accessory gear issued by the installing firm before the gear is taken into use. It refers to the assembled gear proof load test.

It should be obtained for a boom or winch which has been altered, repaired or replaced. If the latter is done it will not be necessary to obtain a new register when repairs or replacements are made.

If a ship has, for example, a new winch installed and the T-2 certificate is issued as required, it is good policy to carry out a full quadrennial examination (T-1 Part II) at the same time.



Test Certificate No. Form T-2

CERTIFICATE OF TEST AND EXAMINATION OF WINCHES, DERRICKS AND ACCESSORY GEAR, BEFORE BEING TAKEN INTO USE

(FORM PRESCRIBED BY THE MINISTER OF TRANSPORT UNDER THE REGULATIONS FOR THE PROTECTION AGAINST ACCIDENT OF WORKERS EMPLOYED IN LOADING OR UNLOADING SHIPS)

Name of ship: Port of Registry: Ottawa, Ontario

Name and address of owner: Canadian Coast Guard, Ottawa

(1) (2) (3) (4)

Situation and description of machinery and gear, with distinguishing number or mark (if any)

Angle to the horizontal of derrick boom while the load was applied

Proof load applied

Safe working load at the angle

shown in Column 2

.

.

.

.

.

.

..

(Degrees) (t) (t)

(5) Name and address of public service, association, company or firm making the test and examination.

(6) Position of signatory in public service, association, company or firm.

I certify that on the ..........day of................, 20......, the above machinery, together with its accessory gear, was tested by me in the manner set forth on the reverse side of this certificate; that a careful examination of the said machinery and gear after the test showed that it had withstood the proof load without injury or permanent deformation; and that the safe working load of the said machinery and gear is as shown in Column 4.

. (Signature) .

. (Date) .

(ONLY TO BE SIGNED BY A COMPETENT PERSON AS DEFINED ON REVERSE SIDE)



This is the Reverse Side of Form T-2

Every winch with the whole of the gear accessory thereto (including derricks, goose-necks, eye plates, eye bolts, or other attachments) shall be tested with a proof load which shall exceed the safe working load as follows:

SAFE WORKING LOAD PROOF LOAD

Up to 20.32 t - 25 % in excess

20.32 t - 50.80 t - 5.08 t in excess

Over 50.80 t - 10 % in excess The proof load shall be lifted with the ship's normal tackle with the derrick at an angle, which should not be more than 15 degrees to the horizontal, or, when this is impractical, at the lowest practicable angle. The angle at which the test was made should be stated in the certificate of test. After the proof load has been lifted, it should be swung as far as possible in both directions. .

As a general rule, all tests should be carried out in this way by dead load, and no exception should be allowed in the case of gear on new ships. In the case of replacements or renewals, however, spring or hydraulic balances may be used where dead loads are not available. Where a spring or hydraulic balance is used it should be reliable and accurate, and the test should not be regarded as satisfactory unless the indicator remains constant for a period of at least five minutes. .

After being tested as aforesaid, all lifting machinery, with the whole of the gear accessory thereto, shall be examined to see whether any part has been injured or permanently deformed by the test. .

(Note: The expression "t" means a metric tonne of 1000 kilograms)

"Competent Person" for the purpose of making these tests and examinations means, (a) a Steamship Inspector, and Inspector of Ships' Tackle or a Surveyor employed by one of the following classification societies, namely, Lloyd's Register of Shipping, the Bureau Veritas or the American Bureau of Shipping. (b) a responsible person having the necessary and appropriate technical qualifications who is employed by a company or firm engaged in the building or repairing of ships.



Form T-3 Form T.3 is the certificate of test for cranes or other hoisting apparatus, such as fork-lift trucks, etc.

It is an assembled gear proof load test, and for this type of equipment serves the same purpose as the T-2 certificate does for ordinary derrick booms and winches.




CERTIFICATE OF TEST AND EXAMINATION OF CRANES OR HOISTS, AND THEIR ACCESSORY

GEAR, BEFORE BEING TAKEN INTO USE


Name of ship on which machinery is fitted: Port of Registry: Ottawa, Ontario

Name and address of owner: Canadian Coast Guard, Ottawa

(1) (2) (3) (4)

Situation and description of crane or hoist, with distinguishing number or mark (if any)

For jib cranes, radius at which the proof load was applied

Proof load applied

Safe working load (for jib

cranes at radius shown in

Column 2)

.

.

.

.

.

.

(m) (t) (t)



I certify that on the ..........day of......................., 20......, the above machinery, together with its accessory gear, was tested by a competent person in the manner set forth on the reverse side of this certificate; that a careful examination of the said machinery and gear by competent person after the test showed that it had withstood the proof load without injury or permanent deformation; and that the safe working load of the said machinery and gear is as shown in Column 4.

. (Signature) .

. (Date) .





Every crane and other hoisting machine, with its accessory gear, shall be tested with a proof load which shall exceed the safe working load as follows:

SAFE WORKING LOAD PROOF LOAD

Up to 20.32 t - 25 % in excess

20.32 t - 50.80 t - 5.08 tons in excess

Over 50.80 t - 10 % in excess The proof load shall be lifted and swung as far as possible in both directions. If the jib of the crane has a variable radius, it should be tested with a proof load, as defined above, at the maximum and minimum radii of the jib. In hydraulic cranes where, owing to the limitation of pressure, it is impossible to lift a load 25 percent in excess of the safe working load, it will be sufficient to lift the greatest possible load.

After being tested, each crane or hoist, with the whole of the gear accessory thereto, shall be examined to see whether any part has been injured or permanently deformed by the test.

(Note: The expression "t" means a metric tonne of 1000 kilograms)

"Competent Person" for the purpose of making these tests and examinations means,

(a) a Steamship Inspector, and Inspector of Ships' Tackle or a Surveyor employed by one of the following classification societies, namely, Lloyd's Register of Shipping, the Bureau Veritas or the American Bureau of Shipping.

(b) a responsible person having the necessary and appropriate technical qualifications who is employed by a company or firm engaged in the building or repairing of ships.



Form T-4 Form T-4 is the certificate of test of chains, rings, hooks, shackles, swivels and pulley blocks.

This certificate is one of the most important and is the one which seems to give ship's officers the most trouble. All of the loose or detachable gear used in hoisting, other than rope, must be covered by these certificates.

The certificate must show, in addition to the proof load applied, and the safe working load, an identifying mark or number which identifies the item tested.

It should be noted that shackles, rings, hooks and chains need not have the safe working load stamped on them but must be stamped with the identifying mark relating to the test certificate. It is convenient, in most instances, to stamp the SWL on such equipment but this is not a requirement of the regulations.

Pulley blocks, on the other hand, are required to have the SWL as well as the identifying mark relating to the test certificate stamped on them.

As a piece of equipment, such as a shackle, becomes worn and is removed from service, the Chief Officer should rule out the corresponding entry on the appropriate T-4 certificate. When all of the gear shown on a certificate has either been discarded or has been re-tested and new certificates have been issued, the original certificate should be put in a ‘Removed from Service’ file and retained for 5 years.

Under no circumstances should loose gear for use in hoisting processes be accepted unless accompanied by a T-4 test certificate. In some cases, such as gear purchased from another country, a test certificate of a different format can be accepted if it contains all the information required by a T-4 test certificate, but Company or dealer statements (sometimes called ‘Certificates of Compliance’) are not sufficient.




CERTIFICATE OF TEST AND EXAMINATION OF CHAINS, RINGS, HOOKS, SHACKLES, SWIVELS AND PULLEY BLOCKS


Distinguishing

No. or Mark Description of Gear *

NumberTested Date of Test Proof Load

Applied (t) Safe Working

Load (t)

.

.

.

.

.

.

. . . .

* The dimensions of the gear, the type of material of which it is made and, where applicable, the heat treatment received in manufacture should be stated unless Form T-6 is used for this purpose. ( Form T-6 is the certificate made out and supplied by a firm contracting to do

annealing or heat treatment.)

(t) Metric Tonne of 1000 Kilograms

. Makers or Suppliers: .

. Public Service, Association, Company or Firm making the Test and Examination: .

. Position of Signatory: .

.................................................................................................

. I certify that on the.........day of.............. 20....., the above gear was tested and examined by me in the manner set forth on the reverse side of this certificate; that the examination showed that the gear withstood the proof load without injury or deformation; and that the safe working load on this gear is as shown in column "Safe Working Load". .

. Signature: .

. Date: .





Chains, rings, shackles and other loose gear (whether accessory to a machine or not) shall be tested with a proof load equal to that shown against the article in the following table:

ARTICLE OF GEAR PROOF LOAD

Chain, ring, hook, shackle or swivel 100 percent in excess of

the safe working load

Pulley Blocks - Single Sheave Block 300 percent in excess of


Multiple sheave block with safe load up to and including 20.32 t 100 percent in excess of


Multiple sheave block with safe load over 20.32 t up to and including 40.64 t

20.32 t in excess of the safe working load

Multiple sheave block with safe load over 40.64 t 50 percent in excess of the safe working load

Pitched chains used with hand-operated pulley blocks and rings, hooks, shackles or swivels permanently attached thereto

50 percent in excess of the safe working load

Hand-operated pulley blocks used with pitched chains and rings, hooks, shackles or swivels permanently attached thereto

50 percent in excess of the safe working load

. After being tested, all the gear shall be examined, the sheaves and the pins of the pulley blocks being

removed for the purpose, to see whether any part has been injured or permanently deformed by the test.

"Competent Person" for the purpose of making these tests and examinations means,

(a) a Steamship Inspector, and Inspector of Ships' Tackle or a Surveyor employed by one of the following classification societies, namely, Lloyd's Register of Shipping, the Bureau Veritas or the American Bureau of Shipping or the Det Norske Veritas or the supervisor of any testing laboratory of the Government of Canada or of any Province, or any other person, company, firm or association approved by the Board of Steamship Inspection: or

(b) a responsible person having the necessary and appropriate technical qualifications who is employed by a company or firm engaged in the manufacture or repair of the gear concerned



Form T-5 Form T-5 is the certificate referring to wire rope used in hoisting. It should be obtained for each coil of wire rope purchased for use in hoisting apparatus.

The working loads are calculated through testing to destruction a sample taken from each reel or coil of wire rope.

If items of wire rope such as runners, slings, pennants or topping lifts are ordered on a made-up basis, a copy of the T-5 certificate for the coil of rope from which they are made should accompany them aboard ship. Chief Officers should not accept wire rope for use in hoisting unless such a certificate is supplied. In some cases, such as wire purchased from another country, a test certificate of a different format can be accepted if it contains all the information required by a T-5 test certificate, but Company or dealer certificates are not acceptable.




CERTIFICATE OF EXAMINATION AND TEST OF WIRE ROPE BEFORE BEING TAKEN INTO USE


Name and address of maker or supplier of rope............................. .............................

.Circumference / Diameter of rope

..............................

.Number of strands

..............................

.Number of wires per strand

..............................

.Lay

..............................

.Quality of wire (e.g. best plough steel)

..............................

.Date of test of sample of rope

..............................

.Load at which sample broke

..............................

.Safe working load, subject to any statedqualifying conditions, such as minimum

pulley diameter, direct tensile load, etc.

.............................

.Name and address of public service,

association, company or firmmaking the examination and test.

.

.............................

.............................

.Position of signatory in public service,

association, company or firm..

.............................

I certify that the above particulars are correct, and that the examination and test were carried out by me.

. (Signature)

. (Date)



. .

(ONLY TO BE SIGNED BY A COMPETENT PERSON AS DEFINED BELOW)

INSTRUCTIONS

Wire rope shall be tested by sample, a piece being tested to destruction, and the safe working load shall not exceed one-fifth of the breaking load of the sample tested.

. "Competent Person" for the purpose of making the above examination and test means, (a) a Steamship Inspector, and Inspector of Ships' Tackle or a Surveyor employed by one of the following classification societies, namely, Lloyd's Register of Shipping, the Bureau Veritas or the American Bureau of Shipping, or (b) a responsible person having the necessary and appropriate technical qualifications, employed by a company or firm engaged in the making of wire rope, or the supervisor of any testing laboratory of the Government of Canada or of any Province, and any other person, company, firm or association approved by the Board of Steamship Inspection



Form T-6 Form T-6 is the certificate made out and supplied by a firm contracting to do annealing or heat treatment of cargo gear as shown in the Tackle Regulations Schedule B. It may not be required.

Form T-7 Form T-7 is a certificate of annual thorough examination of loose gear which details the gear examined and which should relate to the T-4 certificate as to marks and numbers. If the Chief Officer or Commanding Officer does his own annual thorough examination it is not necessary to fill out this certificate.

If a shore establishment does the examination it should be obtained from them as a specific statement that the items of gear listed have been examined and found satisfactory. This is not a test certificate and should not be taken as such.




CERTIFICATE OF ANNUAL THOROUGH EXAMINATION OF GEAR WHICH DOES NOT REQUIRE TO BE PERIODICALLY HEAT TREATED


(1) (2) (3) (4)

Distinguishing Number or Mark Description of Gear Examined

Number of Certificate of

Test and Examination

Remarks

.

.

.

..

.

.

.

. . .



I certify that on the ..........day of................, 20......, the above gear was thoroughly examined by me, and that no defects affecting its safe working condition were found other than those indicated in column 4.

. (Signature) .

. (Date) .

Note:- Gear not required to be periodically heat treated, but required to be thoroughly examined by a competent person once at least in every twelve months:- Plate link chains;



Pitched chains; Rings, hooks, shackles and swivels permanently attached to pitched chains, pulley blocks, weighing machines, masts, derricks, slings or spreaders; Eyebolts, hooks and swivels having screw-threaded parts, ball-bearings or other case-hardened parts; Bordeaux connections; Chains made of malleable cast iron, and chains, rings, hooks, shackles and swivels made of steel.

"Thorough Examination" means a visual examination, supplemented, if necessary, by other means, such as hammer test, carried out as carefully as conditions permit, in order to arrive at a reliable conclusion as to safety of the parts examined; if necessary for the purpose, parts of the machines or gear must be dismantled.

"Competent Person" for the purpose s of this examination, means any person holding a certificate of competency as Master or Mate or any responsible person having the experience to allow him to carry out the work of inspection satisfactorily.



Acknowledgement This Fleet Guide was originally prepared by Canadian Coast Guard Captain Paul Beesley as a ready reference tool for Coast Guard crews.

The Guide has been updated to reflect new regulations coming into force and amendments to the Fleet Safety Manual by Captain Ron Gallant with assistance provided by the office of Safety and Security, the Regional Designated Persons Ashore and input from Fleet Officers. Particular thanks to Captain John Cork for his assistance.

Some material in this Guide has been obtained from websites maintained by equipment suppliers. These sites are shown in the reference section. Their rights of ownership to this material is acknowledged.

While every effort will be made to keep this Guide in agreement with the requirements of the latest revision of the Cargo, Fumigation and Tackle Regulations as well as other pertinent regulations of the Canada Shipping Act2001, users are cautioned that they should consult the Regulations.

Documents

FGT — Fleet Guide - Tackle