2.

1 Explain the need for solid stow and securing of all cargoes (U)
In the context of container shipping, “solid stow” refers to the arrangement of containers on
a vessel to minimize empty space and maximize cargo capacity. This involves stacking
containers efficiently, often with heavier containers at the bottom and lighter ones on top,
to prevent shifting or damage during transit.

Key Considerations:

 Cargo weight: Heavier containers are typically placed at the bottom, with lighter
ones on top, to prevent damage and ensure stability.
 Cargo nature: Hazardous or fragile goods may be placed in specific locations, such as
UD11T6105 Cargo Work-1 the upper decks or at the ends of the ship, to minimize risk in case of an emergency.
 Destination: Containers bound for the same port are often grouped together to
facilitate efficient unloading.

The need for solid stow and securing of all cargoes is critical for the safety and stability of
Notes the vessel during transit. Proper stowage ensures that the cargo is evenly distributed, which
maintains the ship's balance and prevents shifting that could lead to capsizing or structural
damage. Securing cargo tightly prevents it from moving in rough seas, which could cause
harm to the crew, damage the goods, and compromise the vessel's seaworthiness.
Unit 2 Securing cargoes, Cargo handling equipment Additionally, it minimizes the risk of accidents during loading and unloading operations,
ensuring safe and efficient cargo handling.
and safety
For example,

Cargo onboard a ship will tend to shift with the motion of the ship. This necessitates the
cargo to be lashed (secured) to the ship structure. However, the lashing with ropes/ wire
ropes/ iron restraining bars is not very effective because of the fact that the tightened
lashings have a tendency to work loose with the motion of the ship.

Compiled by: Capt. Yogesh Shah

Assisted by: Sparsh Goyal (M1334)

Fig 1: Cargo hold with only lashed cargo

On shore any nut which is fitted tightly on a bolt can loosen with vibrations as such - spring momentum is quite large when the ship is rolling, and the pipes are thus prevented from
washers are used together with check nuts and split pins to prevent the working loose of damaging the sidewalls of the hold. This is severe since repeated banging has resulted in
tearing holes in the shipside plates below the waterline and the ship capsizing due the
such nuts. This is not practical on shipboard lashings - except for turnbuckles and bottle
inflow of water.
screws with restraint bars. Below deck lashings further are not attended to during sailing
If the pipes / rails are stowed in the fore and aft direction this is prevented.
and if they work loose, it is practically impossible to do a very effective job to re-secure
them. Temporary measures are often adopted, and these may not be very effective as
stated earlier.

Thus, the only way to prevent the lashings from working loose is to stow the cargo very
close to each other and then to shore the cargo with timber. This would prevent the cargo
from acquiring momentum while swaying with the ship and thus prevent to a large extent
the working loose of the lashings.

Fig 3: Pipes/Rolls stored in fore/aft direction

2.3 Describe methods of blocking, lashing, shoring, chocking cargo (U)

 Blocking: This method involves placing blocks of wood or other materials against the
cargo to prevent it from shifting. Blocking is often used with heavy or irregularly
shaped cargo to fill gaps and keep the load steady.

Fig 2: Cargo hold with lashed and chocked cargo

2.2 State that cargo liable to slide during rolling, such as steel rails, should be
stowed fore and aft (K)
Cargoes like steel rails, which are prone to sliding during a ship's rolling motions, must be
carefully stowed fore and aft (along the length of the ship). This orientation helps prevent
lateral movement, which can lead to the cargo shifting dangerously. Proper stowage
ensures the ship's stability and safety by minimizing the risk of cargo sliding and causing Fig 4: Blocking cargo with wooden blocks
imbalance or damage during the voyage. Effective securing methods, such as using dunnage
and lashings, further enhance the safety of such cargoes.  Lashing: Lashing involves using ropes, wires, chains, or straps to tie down cargo,
All long cargoes such as steel rails, pipes, long steel plates as well as steel coils are stowed securing it to the ship's structure. Lashings are tightened to hold the cargo firmly in
with their ends in the fore and aft direction. This again is necessary due to the fact that most place, preventing movement caused by the ship's motion.
of these cargo cannot be individually lashed they rather grouped into bundles and the
bundles are lashed to make many small bundles of pipes or rails as the case may be. This
prevents the individual pipes from sliding and since as mentioned the transverse
 Figure 7: Chocking

Figure 5: Types of Lashing (a) Direct (b) Compacting (c) Loop

2.4 Describe method of securing cargo faces resulting from part discharge
before making a sea passage (U)
 Shoring: Shoring uses beams or bars to brace cargo against the ship's sides or other
When part of a cargo is discharged at an intermediate port, the remaining cargo may be
cargo. This method is particularly useful for cargo that is prone to tipping over.
exposed to new stresses during the next sea passage. To secure these cargo faces, a few
Shores are placed at an angle to provide support and stability.
methods are commonly employed:

 Shoring
 Lashing

Figure 6: Shoring

 Chocking: Chocking involves using wedges or blocks placed under or around the
cargo to stop it from rolling or sliding. Chocks are particularly effective for cylindrical
or rounded cargo, such as barrels or pip.

Figure 8: Top-Over Lashing

 Blocking
 lashing material(s) to be used for the cargo securing. Once all this data is known, the
determination of the most suitable securing methods to prevent sliding and tipping of the
cargo can be done. Usually, the best securing method is to block stow the cargo. If this is not
possible or if the cargo can't be blocked so that it prevents both sliding and tipping, one of
the lashing methods needs to be used.

Properly securing cargo faces after a partial discharge ensures that the vessel remains
balanced, and that the remaining cargo is protected from damage during the sea passage.

2.5 Describe methods of securing heavy loads and heavy lifts (U)
A heavy load/lift operation must always be well planned and carried out with the utmost
care. A risk assessment must be carried out before loading itself. Some methods of securing
heavy loads and heavy lifts are mentioned below:

1. Trapping and Tie-Downs

a. Ratchet Straps: Heavy-duty ratchet straps are commonly used to secure loads
on flatbeds or in shipping containers. They are tightened to hold the load in
Figure 9: Blocking of wooden boxes on a flat rack with wooden bracings in both place and prevent movement.
longitudinal and transverse directions

 Netting: In some cases, netting or tarpaulins may be used to cover the exposed cargo
faces, securing smaller items and preventing them from shifting or falling during the
voyage.

Figure 11: Heavy-duty Ratchet Straps

b. Webbing Straps: Made of nylon or polyester, these straps are used for a
variety of loads and can be adjusted for tension. They are often used in
conjunction with ratchet or cam buckle mechanisms.

Figure 10: Netting

Securing loose cargo on board the vessel should be done according to the instructions given
in the vessel's Cargo Securing Manual (CSM). When considering how the cargo should be
properly secured on a cargo transport unit (CTU), several things have to be considered. This
includes expected sea area, kind of CTU that will be used, physical dimensions, weight and
centre of gravity of the cargo, and eventual lashing points on the cargo together with which
 Figure 14: Tie-Down Chains

Some points to consider for heavy lift:

If lashings are to be attached to securing points on the item, these securing points should be
of adequate strength and clearly marked. It should be borne in mind that securing points
designed for road or rail transport may not be suitable for securing the items on board ship.

Lashings attached to items without securing points should pass around the item or a rigid
part thereof, and both ends of the lashing should be secured to the same side of the unit.
Securing devices should be assembled so that each component is of equal strength.
Figure 12: Webbing Strap Particular attention should be paid to the correct use of wire, grips, and clips. The saddle
2. Chains and Bindings portion of the clip should be applied to the live load segment and the U‑ bolt to the dead or
a. Chain Binders: Heavy chains with binders or tensioners are used to secure shortened end segment. Mixed securing arrangements of devices with different strength
large, heavy loads. The chain is wrapped around the load and tightened with and elongation characteristics should be avoided.
a binder to keep it secure.

Figure 15: Heavy lift cargo

Figure 13: Chain Binders 2.6 Describe methods of stowing and securing vehicles and trailers (U)
b. Tie-Down Chains: Like straps but more robust, these are used for very heavy 1. Wheel Chocks
loads and can be used with various binding methods, including tensioning a. Place wheel chocks in front of and behind the wheels of the vehicle or trailer.
devices. This prevents the wheels from rolling and helps stabilize the vehicle during
transport.
b. Chock Placement: Ensure that chocks are placed on a stable surface and are
the appropriate size for the vehicle’s wheels.
 Figure 16: Wheel Chocks

2. Secure Anchor Points

a. D-Rings: Use D-rings or other heavy-duty anchor points installed on the trailer
or truck bed. Attach tie-down straps or chains to these points to secure the
vehicle.
b. Lashing Points: Ensure that lashing points are properly rated and are
positioned to balance the load and prevent shifting.

Figure 18: Multiple decks on Ro-Ro Vessels

2.7 State that unitized containers, trailers, portable tanks and other cargo
units should be secured in accordance with the ship’s cargo securing
arrangements manual (K)
Unitized containers, trailers, portable tanks, and other cargo units should be secured in
accordance with the ship’s Cargo Securing Manual (CSM). The Cargo Securing Manual is a
vital document that outlines the methods and arrangements for securing cargo on board a
ship. It ensures that all cargo units are stowed and secured safely to prevent shifting during
the voyage, which could lead to damage to the cargo, the ship, or the environment.

Figure 17: Lashing points

3. Vehicle Positioning
a. Centring: Position the vehicle centrally on the trailer to distribute weight
evenly and reduce the risk of tipping or swaying.
b. Levelling: Ensure the vehicle is level on the trailer or transport bed to
maintain stability and prevent shifting

Figure 19: Cargo Securing Manual

2.8 Describe passenger operations including passenger cargo, passenger

comfort and safety (U)
 Passenger Cargo: Handling passenger cargo involves managing items brought by
passengers, such as luggage and personal belongings. Proper stowage and securing
 of this cargo are essential to prevent damage and ensure it does not interfere with
the ship’s operation or safety.

Figure 22: Passenger vessel engages in lifeboat launching drill (left), Emergency
muster positions (right)

Cargo handling equipment

Figure 20: Passenger cargo 2.9 Describe the use of slings, snotters, canvas slings, trays, pallets, nets,
chain slings, cant hooks, bale hooks and vehicle slings (U)
 Passenger Comfort: Ensuring passenger comfort includes providing amenities such
as seating, food services, and climate control. Comfortable seating arrangements,  Slings: Slings are flexible lifting devices made from materials like steel, synthetic
clean facilities, and adequate ventilation contribute to a pleasant travel experience. fibers, or chains. They are used to lift and secure cargo by hooking or looping them
around the load. Slings are versatile and can be adjusted for different lifting needs.

Figure 21: Ship Stabilizers on cruise ships to reduce rolling and pitching and giving a
comfortable transit

 Passenger Safety: The reputation of the cruise and passenger sector of the industry Figure 23: Slings
relies totally on its safety record, a record that cannot afford to be lost under any  Snotters: Snotters are similar to slings but often designed for specific tasks like lifting
circumstances. Ships carrying passengers must comply annually with a seaworthiness cylindrical objects. They provide additional grip and support, making them ideal for
certificate as stipulated by the regulations. Such standards encompass a second line handling heavy or awkwardly shaped cargo.
of defence for every person on board with adequate allocation of survival craft
places for every soul on board. This is supported extensively by additional life-saving
appliances in the form of lifeboats, life rafts, lifejackets, lifebuoys, evacuation
systems and comprehensive fire-fighting arrangements. Passengers should be
informed about safety exits, life jackets, and evacuation routes to ensure they are
prepared in case of an emergency.
 Figure 24: Snotters

 Trays: Trays are flat, horizontal surfaces used to support and transport items. They
help in organizing cargo and distributing weight evenly, making it easier to handle
and move.
 Pallets: Pallets are flat structures used to support goods and make them easier to
handle with forklifts or pallet jacks. They provide a stable base for stacking and
transporting cargo efficiently

Figure 27: Nets

 Cant Hooks: Cant hooks are tools used for moving and handling logs or large, heavy
pieces of wood. They have a curved hook that grips the log, allowing the user to roll
and position it easily.

Figure 26: Pallets and Pallet Transporters

 Nets: Nets are used to cover and secure loose cargo, preventing it from shifting or Figure 28: Cant Hook
falling. They are particularly useful for securing irregularly shaped items or when  Bale Hooks: Bale hooks are tools designed for lifting and moving bales of goods, such
transporting items in bulk. as hay or cotton. They have sharp, pointed hooks that grip the bales securely,
facilitating easy handling.
  Tearing and Splitting: If hooks are not properly positioned, they can tear or split the
bale, causing it to lose its integrity and potentially creating a safety hazard.
 Surface Damage: Hooks can cause surface damage to the bales, particularly if they
are made of delicate or easily damaged materials.
 Warping: Incorrectly used hooks can lead to uneven pressure, resulting in warping or
distortion of the bales.

2.11 Describe the handling of common unitized and pre-slung loads (U)
Unitized Loads: Employ forklifts or pallet jacks to move unitized loads.
Figure 29: Bale Hook
 Ensure that the equipment is properly aligned with the load to avoid damage.
 Vehicle Slings: Vehicle slings are specialized lifting devices used to secure and
transport vehicles. They are designed to handle the weight and shape of vehicles,  Inspection: Check the condition of the unitized load and the securing methods
ensuring they are lifted and moved safely. before moving. Look for any signs of damage or instability.
 Secure Placement: Place the unitized load in a stable position on the transport
vehicle or storage area. Ensure it is evenly distributed to prevent shifting during
transit.
 Safe Loading and Unloading: Use appropriate equipment and techniques for loading
and unloading to avoid sudden movements or impacts that could damage the load

Pre-Slung Loads:

 Inspection of Slings: Before lifting, inspect the slings for any wear or damage. Ensure
they are properly secured around the load.
 Even Distribution: Ensure the slings are evenly distributed around the load to
Figure 30: Vehicle Sling maintain balance and prevent tipping or shifting.
 Careful Lifting: Lift the pre-slung load slowly and steadily, avoiding sudden jerks that
2.10 Describe the precautions to take when lifting bales with hooks in the
could destabilize the load or damage the slings.
bale bands and damage caused by hooks generally (U)
 Positioning: Carefully position the load in its destination area, ensuring it is securely
 Inspect Hooks: Before use, check hooks for any signs of wear or damage. Ensure placed and won’t shift or fall.
they are in good condition and properly maintained.  Use of Appropriate Equipment: Utilize cranes, hoists, or other lifting equipment
 Proper Hooking: Insert hooks into the bale bands or designated lifting points. Avoid suited to the weight and type of pre-slung load.
hooking into the bale itself, as this can cause damage.
 Even Weight Distribution: Ensure the load is evenly distributed across the hooks to
prevent tipping or shifting during lifting. 2.12 Compare the advantages and disadvantages of ship’s cranes and
 Secure the Load: Make sure the hooks are securely fastened and that the bale is derricks for handling cargo (AN)
stable before lifting. Avoid sudden movements that could destabilize the load.
Ship’s Cranes
 Clear Area: Ensure the lifting area is clear of obstructions and that there is adequate
space for manoeuvring the load safely.
 Use Appropriate Equipment: Select hooks and lifting equipment that are rated for
the weight and type of bales being handled.

Damage Caused by Hooks:

 Figure 31: Ship Cranes

Advantages

 Efficiency: Cranes are typically faster and more efficient in handling cargo, allowing
for quicker loading and unloading operations.
 Precision: Cranes offer greater control and precision, making them ideal for handling
Figure 32: Derrick
delicate or heavy loads that require careful positioning.
 Capacity: Modern ship’s cranes can handle a wide range of cargo types and weights, Advantages
often with higher lifting capacities than derricks.
 Simplicity: Derricks are simpler in design and operation, making them easier to
 Automation: Many cranes can be automated or semi-automated, reducing the need
maintain and repair. They are less expensive to install and operate.
for manual labor and increasing operational efficiency.
 Versatility: Derricks can be rigged in different configurations and are suitable for
Disadvantages various types of cargo handling, particularly in ports with limited infrastructure.
 Space Efficiency: Derricks take up less deck space, which can be beneficial on smaller
 Complexity and Cost: Cranes are more complex and expensive to install, operate,
vessels.
and maintain compared to derricks.
 Power Independence: Derricks do not rely heavily on the ship’s power supply,
 Space Requirements: Cranes require more deck space, which can be a limitation on
making them more versatile in situations where power is limited.
smaller vessels.
 Maintenance: Regular maintenance and inspections are required to ensure safe Disadvantages
operation, leading to potential downtime.
 Slower Operation: Derricks are generally slower and less efficient than cranes,
 Power Dependence: Cranes rely on the ship’s power supply, which can be a
leading to longer loading and unloading times.
disadvantage if the power is limited or if there are power failures.
 Manual Labor: Handling cargo with derricks often requires more manual labor,
Derricks: increasing the risk of injury and reducing overall efficiency.
 Limited Lifting Capacity: Derricks typically have lower lifting capacities compared to
cranes, limiting their ability to handle very heavy loads.
 Precision: Derricks offer less precision in cargo handling, which can be a
disadvantage when dealing with delicate or high-value items.
  Safe Working Load (SWL): The maximum weight that the crane can safely lift under
specific conditions. Exceeding the SWL is dangerous and can lead to equipment
2.13 Explain the working of Cranes, various safety limits and markings (U)
failure.
Working of a Crane:  Load Moment Indicator (LMI): A safety device that monitors the crane’s load
moment, which is a combination of the load’s weight and the boom's angle. If the
Components: A ship's crane typically consists of a boom (the lifting arm), a hoist (which
load moment approaches unsafe levels, the LMI triggers warnings or restricts crane
raises and lowers the load), a jib (which may provide additional reach), and a control cabin
operation.
or panel.
 Overload Protection: Many cranes are equipped with overload protection systems
Operation: The crane operator uses controls to maneuver the crane, positioning the boom that automatically prevent the crane from lifting loads that exceed its capacity.
and jib as needed. The hoist is used to lift or lower cargo, which is attached via slings, hooks,  Wind Speed Limits: Cranes have operational limits for wind speed. High winds can
or other lifting devices. The crane rotates (slews) and moves the load horizontally along the affect the stability of the load and the crane itself, so operations are typically
boom to place it at the desired location. suspended when wind speeds exceed safe limits.
Power Supply: Cranes are powered by the ship’s hydraulic or electrical systems, allowing Markings:
precise and powerful movements.
 SWL Markings: The crane’s SWL is clearly marked on the boom, jib, and control
panels. This helps operators and crew easily identify the maximum load capacity.

Figure 33: SWL Marking of 45 tonnes

 Boom Angle Indicator: The boom angle is often marked on the crane, helping
operators maintain awareness of the boom's position relative to the deck.

For understanding working of derrick - https://www.youtube.com/watch?v=V6LbFi7YgLU

For understanding working of crane - http://www.youtube.com/watch?v=uHl9Ee-EzB8

Figure 34: Boom Angle Indicator

Safety Limits:
 Radius Markings: Cranes may have radius markings that indicate the safe operating
radius for different loads, helping operators avoid exceeding the crane’s lifting
capacity.
 2.16 State that all cargo gear should be visually inspected before the start of
cargo operations each day and awareness of test certifications and
registration (K)
Before beginning cargo operations each day, it is essential to visually inspect all cargo gear,
including ropes, wires, blocks, and lifting equipment. This daily inspection helps identify any
visible defects, wear, or damage that could compromise safety.

2.17 Describe the importance of having a Safe Working Load (SWL) for the
cargo gear (U)
The Safe Working Load (SWL) is vital for ensuring the safe operation of cargo gear on a ship.
It represents the maximum load that a piece of equipment, such as ropes, wires, hooks, or
Figure 35: Radius of Crane
cranes, can handle without risking failure.
 Load Chart: A load chart is usually posted near the operator’s controls, showing the
Adhering to the SWL helps prevent overloading, which can lead to equipment failure,
crane’s lifting capacity at various boom angles and extensions.
accidents, and potential injury to personnel.
 Color Coding: Parts of the crane, such as the hook or hoist cables, may be color-
coded to indicate different load capacities or operational limits. The SWL is determined through rigorous testing and is marked on all cargo gear as a clear
guideline for operators.

Understanding and respecting these limits is crucial for maintaining the safety of cargo
2.14 State the Entries to be made in Chain Register (K) operations, protecting both the crew and the vessel from harm.
I. Port of Registry Regularly checking that the equipment is being used within its SWL also extends the lifespan
II. Name of Owner of the gear and ensures compliance with safety regulations.
III. Register Number
IV. Date of Issue
V. Issued by 2.18 Explain why the load on cargo gear should never exceed its safe working
VI. Signature and Stamp
load (U)
VII. Initial examination and certification of “All lifting appliances and loose gear”.
VIII. Periodic examinations and re-testing of “All lifting appliances and loose gear”. The safe working load (SWL) of cargo gear is the maximum weight that the gear can safely
IX. Inspections of “All lifting appliances and loose gear”. lift without being damaged.

Exceeding the SWL of cargo gear can have serious consequences, including:

2.15 State that gear should be set up in accordance with the ship’s rigging  Structural failure: The gear may collapse or break, causing injury or death to workers
plan Cargo handling safety (K) and damage to property.
 Fatigue: Repeated overloading can cause the gear to fatigue and fail prematurely.
To maintain safety during cargo operations, all rigging gear—such as ropes, wires, blocks,  Loss of stability: Overloading can cause the gear to become unstable and topple
and other equipment—must be set up according to the ship's rigging plan. The rigging plan over.
provides detailed guidelines on the proper arrangement and use of gear, ensuring that all
equipment is used within its safe working limits and in the correct configuration. Adhering It is important to note that the SWL of cargo gear can be affected by a number of factors,
to this plan reduces the risk of accidents, equipment failure, and ensures efficient and safe including the type of gear, the condition of the gear, and the environment in which the gear
cargo handling. is being used.
To ensure safe operations, it is essential to:

 Regularly inspect cargo gear: Conduct thorough inspections to identify and address
any defects or damage.
 Properly train personnel: Ensure that operators and personnel involved in cargo
handling are adequately trained in the safe use of cargo gear.
 Use load-indicating devices: Equip cargo gear with load-indicating devices to
monitor the weight being lifted and prevent overloading.
 Follow manufacturer's recommendations: Adhere to the manufacturer's guidelines
and recommendations for the safe operation of cargo gear.

By strictly adhering to SWL regulations and best practices, organizations can significantly
reduce the risk of accidents, protect their assets, and ensure the safety of their personnel.
Figure 36: Stress-Strain Curve

Manila Rope: Breaking Strength of a Manila Rope can be calculated by using the formula –
2.19 State that all ropes and wires should come with the certificate of their Breaking Strength = (2 x D2)/300
properties. Calculate the Breaking strength of all types of ropes onboard ship.
Synthetic Fiber Ropes: Synthetic ropes (e.g., nylon, polyester) generally have higher
(AP) breaking strengths. The calculation may vary depending on the material, but a common
All ropes and wires used on board a ship should come with a certificate that details their formula is:
properties, including material composition, diameter, and safe working load. It's also Breaking Strength of,
essential to calculate the breaking strength of all types of ropes to ensure safe operations.
Polypropylene rope = (3 x D2)/300
Certificates for Ropes and Wires: Every rope and wire onboard must have a certificate from
the manufacturer that specifies its properties, such as material, construction, diameter, and Terylene rope = (4 x D2)/300
breaking strength. These certificates are crucial for ensuring that the ropes and wires are Nylon rope = (5 x D2)/300
suitable for their intended purposes and meet safety standards. They help in selecting the
right rope or wire for specific tasks, such as mooring, towing, or lifting. Steel Wire Ropes: The breaking strength of steel wire ropes is calculated based on the
rope's construction and material.

Breaking Strength of,

Formulae to calculate breaking strength
6 strand, 12 wires per strand = (15 x D2)/500
Breaking Strength (lb) = D² x T x K
6 strand, 24 wires per strand = (20 x D2)/500
where:
6 strand, 37 wires per strand = (21 x D2)/500
D = Diameter of the rope in inches
For chains
T = Tensile strength of the wire in pounds per square inch (psi)
Breaking Strength of
K = Constant calculated based on the number of wires in the rope
Grade I Stud = (20 x D2)/600

Grade II Stud = (30 x D2)/600

Grade III Stud = (43 x D2)/600

  Test for Flexibility: Test the flexibility of the cargo runner. Stiffness or lack of
flexibility could indicate internal damage or fatigue, especially in wire ropes. If the
2.20 State that ropes, wires, blocks and loose gear should be subject to
runner feels unusually stiff or brittle, it may need to be repaired or replaced.
frequent inspections while in use for cargo operations (K)  Load Testing: Perform a load test on the cargo runner if there are doubts about its
Regular inspections of ropes, wires, blocks, and loose gear during cargo operations are integrity. If the runner shows signs of excessive elongation, deformation, or inability
essential to ensure their integrity and safety. Frequent checks help detect any signs of wear, to bear its designated load, it must be taken out of service for repair.
fraying, corrosion, or damage that could compromise their performance. Identifying and  Check for Proper Lubrication: For wire ropes, ensure that they are properly
addressing issues early prevents accidents, equipment failure, and potential harm to lubricated. Lack of lubrication can lead to internal wear and corrosion. If the rope
personnel. Maintaining a routine inspection schedule ensures that all gear used in cargo appears dry or the lubrication is uneven, it may require maintenance or repair.
handling remains in optimal condition and meets safety standards.

2.22 State that mechanically or hydraulically operated hatches should be

opened or closed by the ship’s crew under the supervision of a responsible
person (K)
Ship hatches are used to close openings in the deck or hull of a ship, providing watertight
seals to prevent water from entering the vessel. The mechanically or hydraulically operated
hatches should be opened or closed by ship's crew under the supervision of a responsible
person.

Figure 37: Rope failures

Figure 38: Ship Hatches
2.21 Explain how to determine when a cargo runner needs replacing (U)
2.23 State that hatch covers should be secured by locking devices to prevent
 Visual Inspection: Regularly inspect the cargo runner for visible signs of wear and them moving accidentally (K)
damage. Look for fraying, broken strands, kinks, or flattened areas along the length
of the rope or wire. If any of these signs are present, the cargo runner may need  Use Locking devices to prevent movement
repair or replacement.  Devices used to secure hatch covers, i.e. bolts, wedges or similar, are to besuitably
 Measurement of Diameter: Measure the diameter of the cargo runner at several spaced along the coamings and between cover elements.
points. A significant reduction in diameter, usually more than 10% of the original size,
indicates wear or internal damage. This is a key sign that the runner may need
repairing.
 Check for Corrosion: Inspect the cargo runner for any signs of rust or corrosion,
particularly on steel wire ropes. Corrosion weakens the rope and can lead to failure
under load. If rust is extensive, repair or replacement is necessary.
 No person should use a ladder in the square of a hatch while cargo is being hoisted or
lowered in that square.

2.28 State that no person should stand or pass under a suspended load (K)
 Never walk or stand under a suspended load
 Never cross a barrier controlling an area with a suspended load without
authorization
 Know and understand warning systems that notify you of a lift and suspended load
 Follow the instructions of the flagman or the person in charge of the lift

2.29 Describe the provision of adequate lighting for working spaces, portable
Figure 39: Locking device on Hatches lights and precaution with dangerous cargoes, e.g. jute (U)
2.24 State that beams and covers of partially opened hatches should be Adequate lighting in working spaces is crucial for ensuring safety, efficiency, and comfort on
secured to prevent their accidental displacement (K) board a ship. Proper lighting reduces the risk of accidents, allows for accurate work
performance, and minimizes fatigue among crew members. The following are key
To prevent accidental displacement, the beams and covers of partially opened hatches
considerations:
should be securely fastened. This will ensure that they remain in place and do not pose a
risk to personnel working around the hatch area. Proper securing mechanisms, such as
locking devices or restraints, should be used to ensure stability. 1. Fixed Lighting Systems:
2.25 State that hatch openings should be securely fenced to a minimum a. General Illumination: Working spaces such as cargo holds, engine rooms,
decks, and passageways should be equipped with fixed lighting systems that
height of 1 metre (K)
provide sufficient illumination to perform tasks safely. This includes the use
To ensure safety, all hatch openings should be securely fenced with barriers or guardrails of overhead lights and floodlights in areas requiring higher intensity lighting.
that are at least 1 meter in height. This will help prevent falls and ensure that the area b. Emergency Lighting: In the event of power failure, emergency lighting should
around the hatch is safe for anyone nearby. automatically activate to ensure that essential areas, such as escape routes,
control rooms, and lifeboat stations, remain illuminated.
2.26 State that it is the ship’s responsibility to cover hatches when notice of
completion of work for the day is given by the stevedore in charge (K)
It is the ship's responsibility to cover hatches when notice of completion of work for the day
is given by the stevedore in charge

Precautions:

 Check that the coaming top is clear of cargo or debris.

 Check that drain valves are clear and operating freely.
Figure 40: Fixed Lighting System
 Avoid injuries by ensuring that all personnel are clear of the hatch.
 Lower hatch covers into guide pockets by using jacks or lifting cylinders. Some 2. Portable Lights:
hatches are lowered automatically. a. Handheld and Mobile Lights: Portable lights such as flashlights, headlamps,
and mobile work lamps are essential for tasks that require flexibility and
2.27 State that no person should use a ladder in the square of a hatch while mobility. These lights are particularly useful in confined or remote areas
cargo is being hoisted or lowered in that square (K) where fixed lighting may not reach.
 b. Explosion-Proof Lights: For areas where flammable gases or dust may be malfunction, or come into contact with combustible materials, leading to a fire. It is
present, explosion-proof portable lights must be used to prevent ignition and essential to ensure that portable lights are turned off when not in use and never left
the risk of fire or explosion. unattended in areas where they could cause a fire.
c. Battery-Operated Lights: Ensure that portable lights are battery-operated
2.32 Describe the importance of maintaining close communication with the
with fully charged or replaceable batteries, especially in areas where power
supply might be unreliable. shore during the loading and unloading stage (U)

Precautions with Dangerous Cargoes Sensitive to Light Maintaining close communication with the shore (supplier or source) during the loading and
unloading stages is crucial for several reasons:
Certain cargoes, such as jute, are highly flammable and can catch fire if exposed to
inappropriate lighting or heat sources. When dealing with such dangerous cargoes, the 1. Safety: Effective communication helps ensure that all safety protocols are followed.
following precautions should be observed: This includes managing risks related to cargo handling and preventing accidents on
both the vessel and the dock.
1. Avoid Direct Lighting on Flammable Cargoes: Ensure that lights do not directly shine 2. Efficiency: Clear communication speeds up the loading and unloading processes,
on or heat up the surfaces of flammable cargoes like jute. Intense light or heat from minimizing delays and optimizing the use of resources such as labor and equipment.
lamps can raise the temperature of the cargo, increasing the risk of ignition. 3. Coordination: Synchronizing activities between the vessel and shore operations
2. Use of Appropriate Lighting Equipment: Use only explosion-proof and heat-resistant prevents confusion and overlaps, ensuring that both parties are aligned with the
lighting fixtures near or around such cargoes. These lights are designed to operate schedule and procedures.
safely in environments where flammable materials are present, reducing the risk of 4. Problem-Solving: Immediate communication allows for quick resolution of issues or
sparks or excessive heat. unexpected problems, such as equipment malfunctions or changes in cargo details.
3. Monitor Ambient Temperature: Regularly check the ambient temperature in storage 5. Documentation: Ensures that all necessary paperwork, such as cargo manifests and
areas. Ensure that lighting fixtures do not contribute to overheating in confined customs documentation, is accurately completed and exchanged in a timely manner.
spaces where dangerous cargoes are stored. 6. Compliance: Helps ensure adherence to regulatory requirements and industry
4. Proper Ventilation: Ensure that areas where flammable cargoes are stored are well- standards, including those related to environmental protection and cargo handling
ventilated to prevent the accumulation of heat or flammable vapours. procedures.
5. Safety Training: Crew members should be trained in the safe handling of dangerous 7. Resource Management: Facilitates the effective allocation of resources, such as dock
cargoes and the use of lighting equipment. They should be aware of the potential space and labor, by keeping all parties informed about the status and needs of the
risks associated with lighting in the vicinity of flammable materials and the necessary loading/unloading operations.
precautions to take.

2.33 Describe the information that should be agreed between ship and shore
2.30 State that portable lights should be removed from cargo spaces as soon before any loading or unloading operation (U)
as they are no longer required (K) When preparing for loading or unloading operations between ship and shore, several key
Portable lights- a lighting device designed to be easily moved and used in various locations. pieces of information should be agreed upon to ensure smooth and safe procedures.
Runs on batteries or rechargeable power sources, making it versatile for use at places where 1. Cargo Details: Specifics about the type, quantity, and characteristics of the cargo
it needs to be removed after work done or in areas without permanent lighting. Portable being loaded or unloaded.
lights used in cargo spaces should be removed promptly once their task is complete. 2. Cargo Handling Procedures: Methods and equipment to be used for handling the
2.31 State that unattended portable lights are potential fire hazards (K) cargo, including any special requirements.
3. Loading/Unloading Plan: A detailed plan outlining the sequence and method of
Unattended portable lights are potential fire hazards, especially in environments where loading or unloading operations.
flammable materials are present. When left unattended, portable lights can overheat,
 4. Timing and Schedule: The agreed start and end times for the operations, including
any expected delays or contingencies.
5. Safety Measures: Safety protocols and emergency procedures, including the use of
personal protective equipment (PPE) and safety barriers.
6. Weather Conditions: Current and forecasted weather conditions, and their potential
impact on the operation.
7. Communication Channels: Designated methods and frequencies for communication
between the ship and shore teams.
8. Documentation: Required documents, such as cargo manifests, bills of lading, and
customs declarations, and their handling process.
9. Inspection Requirements: Procedures for inspecting cargo and equipment before
and after operations.
Load (L): 100 kg (Newton)

Number of Pulley Segments (n): 4

2.34 Calculate the effort on the hauling part of a purchase for a given load
and using this tension to find the correct size of rope/wire to be used. (AP) Step-by-Step Calculation:

1. Calculate the Effort Required Determine the Mechanical Advantage:

Understanding the Problem: MA=4

When hauling a load using a pulley system, the effort you need to apply is reduced by the Calculate the Effort:
mechanical advantage provided by the system. The mechanical advantage (MA) is
฀ = 100 kg/4
essentially how much easier the system makes it to lift the load compared to lifting it
directly. =25 kg

Mechanical Advantage (MA): 2. Determine the Correct Rope Size

Mechanical Advantage is the ratio of the load force to the effort force. In a pulley system, Calculate the Maximum Tension in the Rope:
MA can be calculated based on the number of rope segments supporting the load. For In a pulley system, the tension in each segment of the rope is equal to the effort applied.
example, if a system has 4 segments of rope, the MA is 4. Therefore, the maximum tension T in the rope is:
https://www.youtube.com/watch?v=Ub36hxr0eeg T=Effort
https://www.youtube.com/watch?v=fl2sToVwJpk From the example above: T=25kg
MA = Number of Rope Segments Breaking Strength of a rope = Safety factor X Safe working limit
Effort Calculation: Effort (Stress) on the hauling part formula,
The effort ฀ required to lift the load is given by: S = (W + (n X W / 10 ) ) / P
฀ = Load (L)/ Mechanical Advantage (MA) Where, S = stress on the hauling part

W = load being lifted

Example Calculation: n = number of sheaves in tackle
P = Power gained Total MA=MA1×MA2

Another Example: For example, if a system has a combination of two pulley systems where each segment
supports the load, and there are 4 segments in total supporting the load, the MA would be 4.

2. Efficiency

Efficiency of a mechanical system measures how well it converts input work to output work,
often expressed as a percentage. It is calculated using the following formula:

Determine Input Work and Output Work:

Input Work = Input Force × Input Distance

Output Work = Output Force × Output Distance

Calculate the Efficiency:

Efficiency = (Mechanical Advantage × 100%) / Velocity Ratio

where:

Velocity Ratio (VR) = Distance moved by the input / Distance moved by the output.

Alternatively, if you have input and output work directly, you can use:

Efficiency = (Output Work / Input Work) × 100%

2.35 Calculate the mechanical advantage and efficiency of a system using a
https://www.youtube.com/watch?v=Hf4bIWbgFfc ( basic question)
combination of two purchases to advantage/disadvantage. (AP)
1. Mechanical Advantage (MA): For a system with two pulleys, each pulley in a block and
tackle setup typically doubles the mechanical advantage. For example, a two-pulley system Example
offers a mechanical advantage of 2. If you have more pulleys, the MA increases accordingly. Let's consider a simple example with a combination of two pulleys:
If the pulleys are arranged in series, multiply the MA of each setup to find the total.
Pulley System: Assume we have a block and tackle with two fixed and two movable pulleys.
2. If you have more pulleys, the MA increases accordingly. If the pulleys are arranged in
series, multiply the MA of each setup to find the total.

Mechanical Advantage (MA):

•First Purchase (MA1): If the first purchase system has a mechanical advantage of MA1.

•Second Purchase (MA2): If the second purchase system has a mechanical advantage of
MA2.

•Combined Mechanical Advantage: Multiply the mechanical advantages of each purchase

system:
Mechanical Advantage Calculation : The system supports the load with 4 segments of rope.
Therefore, MA = 4.

Efficiency Calculation : Suppose the input force is 25 N, and the output force is 100 N.

Input Distance (distance moved by input force) is 2 meters.

Output Distance (distance moved by the load) is 0.5 meters.

Velocity Ratio = Input Distance / Output Distance = 2 m / 0.5 m = 4.

Efficiency = (MA / VR) × 100% = (4 / 4) × 100% = 100%.

(NOTE – The friction is not considered in above example)