Cargo SG1 2

UNIT 1 CARGO HANDLING
TABLE OF CONTENTS PAGE UNIT INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3 LESSON 1 TOPIC CARGO HANDLING AND STOWAGE (1.1 THROUGH 1.9). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5 PRACTICE EXERCISE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-39 2 LOADING AND DISCHARGING OPERATIONS (1.10 THROUGH 1.12). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51 PRACTICE EXERCISE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-97 3 CARGO PIPING SYSTEMS (1.13 THROUGH 1.15). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-101 PRACTICE EXERCISE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-123 4 LIQUID CARGO LOADING OPERATIONS (1.14 THROUGH 1.20). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-127 APPENDIX-A - CARGO HANDLING GLOSSARY.. . . . . . . . . . A-1 APPENDIX-B- PRACTICE EXERCISE ANSWER KEYS.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-1
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2007 George L. Trowbridge
UNIT 1 CARGO HANDLING

UNIT INTRODUCTION Cargo handling and stowage require many skills and types of equipment. In this unit various cargo rigs, their set up and operation are discussed. The function of winches and how to load or discharge cargo is also covered. Additionally, cargo securing and safety as it applies to cargo handling evolutions is discussed.
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UNIT 1 LESSON 1 CARGO HANDLING AND STOWAGE

INFORMATION SHEET TOPIC YARD-AND-STAY METHOD TOPIC COMBINATION RIGS TOPIC HEAVY-LIFT BOOMS TOPIC BURTON METHOD TOPIC HOUSEFALL METHOD TOPIC WINCHES 1.6 1.5 1.4 1.3 1.2 1.1
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TOPIC CARGO HANDLING EQUIPMENT TOPIC CARGO STOWAGE TOPIC DECK CARGO INTRODUCTION
INFORMATION SHEET
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1.8
1.9
This lesson is designed as an introduction to the function and the basic components of shipboard cargo handling rigs. General information is provided pertaining to the practices of cargo stowage. INFORMATION A. YARD-AND-STAY METHOD (1.1) Yard-and-Stay Method - The yard-and-stay method of cargo handling uses two booms. One boom, called the hatch boom, plumbs (spots the boom directly over the hatch) the cargo hatch. Plumbing or "spotting the boom" refers to the placement of the boom in the desired position. The other boom, the yard boom, is rigged out over one side of the vessel so that the head of the boom is directly over the deck or pier (figure 1-1-1). Yard and stay rigs use a variety of different wire ropes set up in tackle arrangements. These various wire rope tackle arrangements then perform different functions in controlling the configuration of the rig.
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INFORMATION SHEET
Figure 1-1-1. Yard and Stay Rig Guys, preventers, topping lifts, and cargo whips are all wire rope tackle arrangements. Cargo whips in yard and stay rigs may also be referred to as cargo falls. There are two major differences in the boom setup used for the yard-and-stay method. One set of booms has a midships guy between the boom heads; and the other uses an inboard guy for each boom. An inboard guy is rigged from the top of the boom to the mast. Booms with inboard guys are sometimes backed up by outboard guys to stabilize the boom. Outboard guys are rigged from the top of the boom to the deck. Guys provide transverse control and positioning of the booms in the yard and stay rig. The majority of rig breakdowns that occur in cargo operations are the failure or parting of guys. For this reason guys are backed up by preventers which are made fast around the heads of the booms (independent of all other fastenings). Preventers hold the load off the boom and keep it from yawing in the event the guys should part under strain. To ensure safety, the strain on guys and preventers is equalized and they are rigged as close together as possible on deck.
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INFORMATION SHEET
The other difference is in how the topping lifts are rigged. The booms to the right of the mast have multiple topping lifts; the other two have single topping lifts. Topping lifts allow for vertical positioning and control of the booms. What type of topping lift a rig may have depends on design, but when a boom alone is being used as a swinging derrick, the multiple type is preferable because it is easier to top the boom up and down. Up to this point, the discussion has concentrated on running rigging. However, many rigs also incorporate the use of stays and shrouds that are installed permanently, called standing rigging. The wire rope often used for standing rigging is nonflexible such as zinc coated or galvanized wire. Standing rigging refers to a combination of stays and shrouds. Stays or backstays are standing rigging leading aft from the masts. A shroud is a heavy wire extending from the mast, athwartships to the deck. The purpose of the shroud is to support the mast. The cargo whips are spooled on two different winches. Each cargo whip is rove through its respective heel and head blocks, and shackled to the same cargo hook. This cargo hook is usually a triple swivel hook (figure 1-1-2).
Figure 1-1-2. Triple Swivel Hook
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INFORMATION SHEET
The band or collar on top of a boom to which the topping lift, midships and outboard guys are secured is know as the spider band. The winches are located in such a position that the winch operator has an unrestricted view of the hatch area. On most ships, one person can operate both winches. With the yard-and-stay rig a load may be moved from the cargo hold to the pier using the following procedure: ! The yard whip should be allowed to hang slack as the hatch whip hoists the load out of the hold and clear of the hatch coaming. ! The yard whip should be heaved around on while the hatch whip is payed out; then the load should be racked (swung) across the deck and over the vessel's side. Once the load is plumbed under the yard boom, the hatch whip should be slacked and the yard whip lowered to the pier.
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INFORMATION SHEET
Most installations have multiple topping lifts with their hauling parts made fast to the winch drums at all times. These drums may be part of the cargo winches, but usually are on special winches. One type of yard-and-stay rig has the topping lift winches mounted on the king posts (figure 1-1-3).
Figure 1-1-3. Yard and Stay Rig With Topping Lift Winches on King Posts
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B. COMBINATION RIGS (1.2)
INFORMATION SHEET
Combination Rigs - There are many different variations of rigs for handling cargoes; of which only a few will be discussed. When rigging always consult the ship's rigging plans. Single Swing Boom With Double Purchase - The single swinging boom (figure 1-1-4) with double purchase is considered one of the best methods of rigging for handling loads beyond the capacity of a single whip, up to the safe working load (SWL) capacity of a single boom. The SWL can be found stenciled in at the heel of the boom. A single swinging boom can be rigged quickly and easily, and it has the added advantage of flexibility. It can place loads at any point in the square of the hatch or on the deck. The yard boom should be rigged so that the hatch boom can be topped up and secured out of the way.
Figure 1-1-4. A Single Swinging Boom with a Double Purchase
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INFORMATION SHEET
The following procedure is recommended for rigging the boom. 1. 2. 3. 4. Strip the hatch whip from its drum and replace it with the yard boom's topping lift wire. Make sure the topping lift wire has a fairlead. Make sure that the yard whip is long enough to permit doubling up (250 to 300 feet). Double up the whip. Remove the preventers from the yard boom and lead the guys to the proper fittings.
Top up the boom and swing it into position by hauling on the guy tackles. Fairlead the hauling part of the guys to winches at adjacent hatches, or assign personnel to haul on the guys when the load is being swung. Some authorities claim that the single swinging boom requires too many deckhands and is slow. However, its extreme flexibility can save time in placing heavy lifts at any desired point. C. HEAVY-LIFT BOOMS (1.3) The Heavy-Lift Cargo Gear - Most heavy-lift booms are carried in an upright position, collared to the mast, and fully rigged with topping lift, load purchase, and guy tackles already secured. Four sources of power are required. The load purchase and the topping lift wire are led through heel blocks to the winches at the hatch to be worked. The guy tackles are lead out to proper fittings, and the hauling parts of the guys to adjacent sources of power. Although it is preferable to use the anchor windlass or the after warping winch, the winches at the next hatch may be used, depending on the location of the boom. Before making a hoist with a heavy-lift boom, check all the gear thoroughly to make sure that all blocks are running free and that none of the lines are chafing. Lay turns on the drums of winches tightly and evenly around the drum. Free guy tackles of twists and fairlead the hauling parts of the guys to sources of power. Mouse the hasps and hooks of snatch blocks securely with seizing wire. Check the stays, shrouds, and preventers and tighten if necessary. This is extremely important because it is possible to bring down a mast in attempting to handle a heavy lift. Operating a Heavy-Lift Boom - Plumb the head of the boom directly over the load and sling, then shackle the slings carefully to the lower purchase block. Next, hoist the load a few inches off the deck and check all gear carefully for any indication of undue strain.
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INFORMATION SHEET
Hoist the load carefully until it is clear of the hatch coaming. By heaving around on the guy tackles, you swing the boom over the ships side, and set the load on the pier.
Figure 1-1-5. Heavy Lift Boom Handling Guys of a Heavy-Lift Boom - Every change in position of the boom must be accompanied by an adjustment of the guys. When a boom is topped, slack off the guys; when it is lowered, take in the guys. To swing a boom, you heave on one guy and pay out the other. This requires coordination between the personnel handling the guys. When a boom is swung outboard or inboard, one guy may be considered as a hauling guy; the other as the following guy. The latter is generally the troublemaker. Green hands often fail to ease off on this guy smartly enough and it parts with disastrous results. Allow a small amount of slack in a following guy, but never enough to permit the boom to slap about. A heavy lift suspended outboard from the head of a boom may cause the ship to develop considerable list. 1-13
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INFORMATION SHEET
This inclination places a great deal of added strain on the guys. The boom has a natural tendency to swing outboard in the direction of the list, and, if this is not controlled properly, a guy tackle may carry away easily. Precautions and Procedures - Rigging and operating cargo booms used for heavy lifts require skill, care, and common sense. There are many precautions to be observed, and to neglect any is to invite trouble. DO NOT OVERLOAD. Make certain that the rig will make the lift safely. Rig carefully and check each piece of gear as it is rigged. Check the stays and shrouds. Plumb the load directly under the boom head. Sling carefully and use dunnage or other suitable chafing gear at points where there may be chafing. Check every part of the rig before picking up the load. Hoist the load a few inches off the deck and check the rig for indications of undue strain. Hoist, swing, and lower the load slowly and smoothly. Jerking causes terrific strain in the rig and can easily part something. Hoist loads only high enough to clear the coaming and bulwark. A particularly heavy load raised too high will affect the stability of the ship and may cause a considerable list. Listing increases the strain on the guys and preventers and, therefore, the danger of parting. If something does part when a load is raised high, the effect will be worse than if the load were lower. Watch while a load is being moved, and keep every part of the rig under constant observation. Listen for any change in sound. Normally, a wire or natural-fiber rope will hum under strain, but when it starts to squeak or squeal, LOOK OUT. A faulty block may give warning by squeaking or groaning. Keep unnecessary personnel out of the area; make sure those concerned with the operation keep alert. STAY ALERT AND STAY ALIVE. D. BURTON METHOD (1.4) Burton Method - Some piers in the United States are equipped with cargo masts or beams erected at intervals along the pier edge or near the outer face of the warehouse. These masts are 60 to 80 feet high, and the tops are secured together by girders. Near the top of the masts and running the length of the pier are catwalks, from which workers can shackle snatch blocks in holes spaced every 2 or 3 feet along the girders. Whips or falls are rove through these blocks and one end is shackled to a whip of the ship. The other end is secured to an electric cargo winch on the pier. By using this arrangement, you can handle loads in the same fashion as in the burton method of transfer at sea. Dock booms in this arrangement may also be known as yard booms.
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INFORMATION SHEET
The burton method of handling cargo has several advantages. It increases the usable landing area on the pier. It uses only one of the ship's booms at each hatch, freeing the other to work cargo from a lightering vessel or barge on the outboard side. If the pier warehouse is two-storied, cargo can be landed on either level. It facilitates handling cargo having long length, such as pipes, beams, and rods. Cargo can be transferred even if the ship is separated from the pier by a lightering vessel. E. HOUSEFALL METHOD (1.5) Housefall Method - The housefall method of cargo handling requires the same arrangement at the pier as the burton method except that there are no cargo winches on the pier. The cargo whip should be removed from the inboard winch on the ship. Reeve a special whip through a block on the pier and then fairlead the whip (usually through the heel block) to the inboard winch. The outboard boom is spotted over the hatch and the whip is shackled to the special whip; do not use the inboard boom. The housefall method is the most common method for handling the transfer of cargo at sea. The housefall method has all the advantages of the burton method with one exception: the outboard boom is not free to be used separately. F. WINCHES (1.6) Winches - All winches consist of a rugged bedplate and side frames on which are mounted a horizontal drum shaft, drum(s) and/or gypsy head(s), reduction gearing, and a motor or engine to drive the winch (figure 1-1-6). Winches are classified by type and by drive. Types are; drum winches, gypsy winches, and combinations of the two. Winch drives are powered by; electrical motor systems, electrohydraulic systems, or diesel engine systems.
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INFORMATION SHEET
Figure 1-1-6. Typical Winch Winch Types - Drum winches are those with drums on which rope is wound for raising, lowering, or pulling loads. Depending on their purpose, they may have one to four drums. Gypsy winches, also known as warping or snaking winches, have one or two horizontally mounted gypsy heads around which several turns of rope can be taken to pull or hoist a load.
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INFORMATION SHEET
Combination winches are simply drum winches with shafts extended far enough to have mounted gypsy heads on one side or on both sides. Winch Drives - Drum winches may be powered by any of the means discussed previously, but many types of gypsy winches are powered by electricity. Electric - Electric drives consist of a motor, either Alternating Current (AC) or Direct Current (DC), that actuates a drive shaft through reduction gearing. The Direct Current (DC) drives can be built with an indefinite number of speeds, but normally only three to five for each winch rotation direction are provided. Electrohydraulic - An electrohydraulic winch is used when a winch with a wide speed range, fine control, and smooth acceleration is required for installation in a ship with Alternating Current (AC). Diesel - Although there are few diesel engine winches installed aboard ship, there many uses for them. For example, diesel winches are used in salvage work and other unique types of tasks. The prime mover is the engine, which actuates the shaft through a torque converter and reduction gearing. The torque converter provides for an infinite number of speeds. The speed also can be controlled by increasing or decreasing the revolutions of the engine. Usually, these winches are designed as a unit, with the engine and the winch mounted on the same bedplate. Frequently, as in the case of the salvage winches, they are portable. Winch Brakes - Drum winches have friction brakes designed to hold or control a drum under load or to hold the drum when disengaged. The drum brake is a steel band lined with an automotive type of brake lining that acts on a flange (brake drum) on the winch drum. A positive-locking foot pedal, hand lever, or handwheel provides the necessary pressure to engage and disengage the brake band.
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INFORMATION SHEET
In addition to the friction brake, many winches have positive locking devices known as pawls or dogs that engage ratchets welded or bolted to the winch drum. The pawl (dog) is either spring-loaded or heavily counterbalanced so that it falls out of engagement when the load on it is relieved. Normally, some means is provided for locking the dog in a disengaged position; and if the dog is not to be used, it should be locked out as a safety precaution. Electric winches also have an electromagnetic brake that is applied automatically when the current is turned off or the control lever is moved to the OFF position. This design uses an overload safety device which holds the load where it is suspended in the event of electrical power failure. Clutches - Clutches for winches are of two types; drum and speed. The drum clutch provides the means for engaging the drum to the shaft. The speed clutch provides the means for selecting the gearing that will give the desired speed. Both types of clutches have a device - a locking pin or a spring-loaded pawl - to lock the clutch lever in position. When a speed clutch is in neutral or a drum clutch is disengaged, the winch drum can "free wheel." It is mandatory, therefore, that the drum brake be set before the drum is disengaged or the speed clutch shifted into neutral. The drum brake should NOT be released unless the drum clutch lever is locked in the engaged position or the speed clutch lever is locked in the high or low speed position. General Operating Instructions - These instructions apply generally to all winches. For instructions for specific installations, consult the manufacturer's operation manual supplied with the winch. Inspect the area around the winches, making sure that there is a safe place for the winch operator to stand. If the deck is slippery, lay down some dunnage on which the operator can stand. Inspect the rigging, making certain that the standing rigging is taut and that the running rigging is not foul. Check to see that the cargo whips are free to run and are not loose on their drums.
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INFORMATION SHEET
Inspect the equipment. Check the action of pawls, brakes, and clutches; make certain that they are engaged. See that clutch levers are locked in place. Note the amount of play in the brake pedal and make certain that there is not too much slack. Test the winch. Energize the winch motor, disengage the pawl and lock it out, release the brake, and run the winch in both directions. With no load on the whip, have one person overhaul the whip when lowering or paying out. Changing Speed Gear - The following instructions must be adhered to when changing the speed gear. 1. 2. 3. Engage the pawl and drum brake. Unlock the gear shift lever and move the lever to NEUTRAL position. Slowly rotate the shaft in the hoist direction and move the gear lever in the desired direction. When the gears engage, relock the lever. When ready in other respects, disengage the dog, lock it out, release the brake, and continue operations.
Using the Gypsy Head - When using the gypsy head, follow these instructions. 1. 2. 3. Set the drum brake and engage the pawl in the ratchet. Disengage the drum from the shaft, or shift the speed clutch to neutral. Lock the lever in place. Move the control lever in the desired direction.
When securing a winch, lock the drum brake to prevent the rope from unspooling from the drum and engage the pawl in the ratchet. Make certain that the electrical power is secured.
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INFORMATION SHEET
Note: Normally the engineer is responsible for maintaining winches, the winch operator and the person in charge must make certain that required maintenance is actually carried out. Winches in constant operation should be lubricated about once every 4 hours. G. CARGO-HANDLING EQUIPMENT (1.7) Cargo-Handling Equipment - Equipment used for handling cargo is varied to meet the situation. Cargo-handling equipment, its description, and its use in cargo-handling evolutions will be covered. General Equipment - Pallets are platforms on which you place cargo so that the cargo and platform can be moved together as a unit. Cargo should be stacked on pallets in uniform loads and securely strapped to the pallets by steel or fiber bands. The most common pallet is the double platform type (figure 1-1-7). It is used in conjunction with forklift trucks and trailers. Preventers hooked at each end of the bridle keep the bridle from slipping from under the load.
Figure 1-1-7. Pallet and Bridle Sled pallets were developed for beach operations. Bridles are attached to the pad eyes provided, and the sleds or skids are towed up the beach by trucks or tractors.
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INFORMATION SHEET
The box pallet has sides, as indicated by its name, and it used for small items or cargo that may be subject to damage by crushing. Cargo nets are used when nonuniform packages are being handled. The nets may be made of manila, wire rope, or nylon bands. In replenishment-at-sea palletized cargo should be transferred in cargo nets, although the net load is limited to one pallet per draft. In this case, nylon band nets are particularly advantageous. Pallet trucks should pick up the pallet and quickly move it from the landing area (figure 1-1-8).
Figure 1-1-8. Pallet Trucks
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INFORMATION SHEET
At times, the beckets of cargo nets are too short for large, bulky loads. It is difficult to get the beckets over the hook, and chances of crushing something are increased. For these reasons, many ships keep cargo net shorteners at hand (figure 1-1-9). Usually, large crates and odd-shaped cargo should be hoisted by means of a sling. In general, a sling is one or more lengths of rope or chain passed around a draft of cargo and attached to the cargo hook. The terms sling and strap are often interchangeable.
Figure 1-1-9. Cargo Net Shortener
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INFORMATION SHEET
A sling is a length of either wire rope or fiber line with the two ends spliced together (figure 1-1-10). Different types of slings are appropriate for different types of cargo. For example, manila slings should not be used to load cargo such as steel. In order to load cargo using a sling, it is looped around the item to be hoisted, and one end is passed through the other and over the hook.
Figure 1-1-10. Sling On occasion it is better to use several slings for heavier lifts. For example, a two-leg sling would be used for a load which exceeds the Breaking Strength (BS) of a single sling. When using a two-leg sling there are several factors to be considered. First, determine that the combined BS of two or more slings will exceed the weight of the load. The sling legs must be of equal length. The greater the spread distance between the sling legs also increases the tension that each leg will be subjected to under load. Avoid performing lifts using shorter sling legs with large angles between the legs. As the spread angle increases so does the tension on each leg under load. To avoid wide angles between sling legs use the longest sling legs that are available and most practicable.
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INFORMATION SHEET
On certain lifts using multiple leg slings, a spreader bar is placed between the legs of the sling. The spreader bar extends the sling legs to points equidistant from each other in order to prevent the chafing of the sling legs on the cargo load. Barrel slings are used for hoisting steel drums and barrels of standard size by hooks (chines) placed over each end (figure 1-1-11). These slings may be used singly or in conjunction with a spreader bar or frame to hoist as many as six or eight drums at a time. Barrels slings are not recommended for wooden barrels.
Figure 1-1-11. Barrel Slings A strap is a length of line or wire with an eye spliced at each end. Usually, the strap should be looped around the article to be lifted and one eye passed through the other and over the hook. Frequently, however, two straps of equal length can be used to hoist a heavy or bulky load. Place the straps ordinarily under the ends of the load, and put both eyes of each strap over the hook. Because two straps are so often used together, they should be made into pairs of equal length and the eyes painted a distinctive color to designate the length. This saves time in searching for a matched pair.
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H. CARGO STOWAGE (1.8)
INFORMATION SHEET
Dunnage - Dunnage is any material used to protect both the ship and the cargo. The most common materials are rough-finished boards and other pieces of wood. Other materials used are pieces of bamboo, battens, cardboard, heavy paper, burlap, etc. The main function of dunnage is to ensure that the cargo is delivered in good condition and does not damage the ship. Use dunnage for the following purposes. 1. 2. 3. To prevent movement and chafing by blocking off and securing containers and filling the spaces that cannot be filled with cargo. To separate cargo so that only the proper amount will be discharged at each port. Burlap or heavy paper ordinarily is used for this purpose. To allow for drainage and ventilation by laying dunnage athwartships or fore and aft, permitting air to circulate and preventing the accumulation of moisture by allowing condensation and leakage to flow into the drainage system. Whether the dunnage is laid athwartships or fore and aft depends on where the scuppers in the hold are located. If they are at the sides of the hold, dunnage is laid athwartships. If the scuppers are located in the forward or after ends of the hold, dunnage is laid fore and aft. The idea, of course, is to expedite drainage of water to the scuppers.
Contaminated dunnage or green lumber can do considerable damage to cargo. Never use wet, dirty, greasy, oil-soaked, chemically fouled dunnage without thoroughly cleaning it first. It is impossible to lay down hard-and-fast rules governing the use of dunnage, but remember the following points: the dunnage must be sufficient and of proper type to protect the cargo not only under ordinary conditions but also under extreme operating conditions. Dunnaging must be done in such a way as to allow for air circulation and drainage of moisture. Dunnage must be clean and reasonably free of knots and cracks.
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INFORMATION SHEET
Before beginning to stow cargo, it is usually a good idea, and frequently necessary to lay a floor of two or more layers of dunnage. The boards in the first layer may be placed up to 12 inches apart, and they must lie in a direction that will allow moisture to flow towards the drains. Lay the second layer at right angles to the first, and if there is a third layer, lay it at right angles to the second. The top layer may be either solid or the boards in it may be several inches apart, depending on the cargo and its container. For example, for cardboard cartons, the spacing of the top layer may be up to 4 inches apart. Cases and Cartons - Much of the cargo in cases and cartons that are loaded will be palletized, but general cargo usually is made up of an assortment of wooden and fiberboard boxes and cases constructed in various sizes and shapes. Stowing all of these mixed sizes and shapes requires careful planning, skillful placement and dunnaging. Generally, the largest and heaviest cases should be stowed in the lower hold, and the smaller cases packed between and around them. In addition to providing a degree of protection for the smaller and lighter cartons, this stowage method helps to keep the tiers level and cuts down on the amount of dunnage necessary. When stowing, either start at the centerline and work outboard in both directions or start at one side and work toward the other. Keep each tier as level as possible. In ships the deck of the lower hold rises a little in the wings as the deck approaches the turn of the bilge; do not stow boxes on this rise, because succeeding tiers above will put extra pressure on the tilted edge of the wing boxes and crush them. Fill the space with dunnage, and place dunnage vertically against the sweat battens to prevent cartons from becoming hung on the battens as the ships works.
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INFORMATION SHEET
The brick method can be used to stack cartons of the same size (figure 1-1-12).
Figure 1-1-12. Brick Method of Stacking Cardboard Cartons
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INFORMATION SHEET
The block method can be used to stack regular size cartons and boxes (figure 1-1-13).
Figure 1-1-13. Block Method of Stacking Cargo Always lay dunnage between tiers of boxes (figure 1-1-14). This method of handling boxed cargo protects the boxes on the bottom (A in the figure) Without the use of dunnage, the boxes on top may lie inside the edges of the boxes in bottom layer and crush their contents (B in the figure).
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Figure 1-1-14. Right and Wrong Way to Stack Boxes A floor of dunnage should be laid on the third tier of cardboard cartons, and another floor on sixth tier. After this, it is only necessary to lay a floor on every sixth tier. No more than four floors will be needed. By taking part of the strain, these floors prevent the chain reaction of sagging, crushing, and breaking, in case a bottle should break or a can should be crushed in one of the bottom tiers.
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INFORMATION SHEET
Cases (tight wooden boxes) may be stowed brick fashion, like cartons; but being stronger, they do not need dunnage floors between their tiers. Dunnage may be used, however, to give greater stability to a stack. Cases also may be stowed on their ends or edges. With both cartons and cases, when the length is twice as great as the width, the boxes in the first tier might be placed with the long dimension running fore and aft, those in the second tier with the long dimension running athwartships, those in the third tier like those in the first, and so on. The same effect can be obtained by alternating the direction of the boxes in the two rows at the edges of a stack (figure 1-1-15).
Figure 1-1-15. Alternating the Direction of Boxes
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INFORMATION SHEET
Drums - Drums may be deck loaded or placed in the hold. If struck below, a single layer of dunnage should be laid down to provide drainage and friction against rolling. Stow drums on end, with bungs up and packed together as closely as possible. If a row of drums does not completely fill the athwartship spaces, spread the drums evenly, and set those in the second row in the intervals between. This eliminates the need for additional bracing or dunnaging to fill the extra space at the end of the row; it also may make room for more rows in the hold. However, dunnage must be stacked between the outboard drums and the flare of the sides (figure 1-1-16).
Figure 1-1-16. Dunnage between End Drums and the Flare of the Side Two strips of dunnage should be laid over every row of drums in each tier, to spread the weight and prevent bending the chines.
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UNIT 1 LESSON 1
INFORMATION SHEET
Bags - Before you can load bags, a dunnage floor of two or more layers must be spread to keep the bags off the steel deck and to provide drainage. If ventilation is not a problem, make the top layer solid. In any event, the spacing of the top layer should not be more than 1-inch; otherwise, the weight of the top tiers will cause the bags in the bottom tier to split. Vertical dunnage must be used to keep the bags from the sweat battens and from steel stanchions, bulkheads, ladders, and so on. Normally, no other dunnage will be needed. Bags may be stowed in several ways (figure 1-1-17).
Figure 1-1-17. Stacking of Bagged Goods Alternating them, or using strips of dunnage, makes a secure stack; but piling the bags makes better use of the space. Piling the bags makes better use of space, however, some commodities, such as rice and onions, require circulation of air throughout the cargo. This circulation can be obtained by the use of venetian vents (figure 1-1-18).
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UNIT 1 LESSON 1
INFORMATION SHEET
Figure 1-1-18. Venetian Vents Erect venetian vents vertically at the four corners of the hatch and below the cargo hold ventilators. Lay others fore and aft and athwartships from the vertical vents to form a system that allows air to circulate through them. Vents laid athwartships should extend from side to side so that the spaces between the sweat battens and the ship's sides become a part of the system. The number of vents required depends on the cargo, but in any case, they need not be closer together than every 5 feet. Cargo Stowage Factor - The Stowage Factor (SF) of a cargo is the number of cubic feet that is equal to one long ton (2,240 pounds). For example, a cargo of containers that are 2.5 feet by 3 feet by 3 feet, have a cubic capacity for each container of 22.5 cubic feet. If each container weighs 480 pounds what is the SF: 2,240 lbs 480 lbs = 4.66 x 22.5 cu. ft. = SF 105
This means that every 105 cubic feet of this cargo is equal in weight to one long ton 2,240 pounds. Suppose that the cargo space that this cargo is to be loaded in has a cubic capacity of 20,500 cubic feet. How many long tons of this cargo can the space hold? 20,500 cu. ft. SF 105 = 195.2 long tons of this cargo can be loaded.
1-33
UNIT 1 LESSON 1
INFORMATION SHEET
However, suppose that a certain percentage of this cargo of containers must be broken to gain maximum protection for the cargo and to prevent weight shifts. We assume, in this case, Broken Stowage (BS) of 15 percent of this cargo will be necessary. This effectively will also reduce the cubic capacity of the cargo space by 15 percent. This means that 15 percent must be deducted from the cargo space capacity. 20,500 cu. ft. 20,500 cu. ft. -3,075 cu. ft. 17,425 cu. ft. x 15% = 3,075 cu. ft.
17,425 cu. ft.
165.95 long tons of this cargo can be loaded accounting for Broken Stowage of 15%.
To learn how many containers of this cargo that can be loaded is quite easy. Remember that each container has a capacity of 22.5 cu. ft. 17,425 cu. ft. 22.5 cu. ft. = 774.4 containers of this cargo can be loaded in the cargo space accounting for the broken stowage of 15%.
FACTS TO REMEMBER: Stowage Factor (SF) for cargo is based on the long ton (2,240 pounds). SF is the number of cubic feet of a given cargo that is equal in weight to one long ton. All cargo that has a SF over 40 is known as "measurement cargo." All cargo that has a SF of less than 40 is known as "deadweight cargo."
1-34
UNIT 1 LESSON 1
I. DECK CARGO (1.9)
INFORMATION SHEET
Deck Cargo - Deck cargo consists of miscellaneous gear for which there is no room below or cargo that, because of its nature or size, cannot be stowed below decks. Because of varying size and shapes of commodities stored on deck, few specific rules for their stowage can be given. When stowing a large quantity of cargo on deck, take care to avoid blocking off bitts and chocks, sounding pipes to the bilges and ballast tanks, handles or valves controlling the opening of watertight bulkheads or piping systems, or other equipment essential to the operation or safety of the vessel. It might be helpful to mark off, with chalk, the spaces to be kept clear. Stow deck cargo in three separate blocks, one on the square of the hatch and one on either side. The height to which cargo may be deck loaded is limited by the size and construction of the ship, because a great deal of weight high above the waterline adversely affects the ship's ability to right itself after a roll. However, there are times when the specified safe deck load height must be exceeded - for example, when small boats, landing barges, or un boxed aircraft are being hauled. Nevertheless, where stowage requires more than one tier, deck cargo should not be stowed over 12 feet above the deck. Securing Cargo - When a ship is loaded to capacity and the cargo is packed in tightly, securing the cargo is a minor problem. Frequently, all that is necessary is to wedge it with dunnage and to tom it down in some way. Tomming down is the process of securing cargo to prevent its vertical movement, usually by wedging timbers between overhead beams and the cargo. The problems of securing cargo in ships loaded for underway replenishment, however, are complicated by the need to provide access to the various items in each hold. Two systems, metal dunnage and wire net shoring, facilitate stowing cargo in blocks with passageways between.
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UNIT 1 LESSON 1
INFORMATION SHEET
Metal Dunnage System - The metal dunnage system consists of portable metal stanchions or battens that fit into sockets overhead and in plates inserted in channels welded to the deck (figure 1-1-19). Hinged latches lock the battens in their sockets. The battens, as viewed from the end, resemble two I-beams welded together. They can be set with either the long or the short dimension to the cargo, making a difference in space of about 3 inches.
Figure 1-1-19. Metal Dunnage
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UNIT 1 LESSON 1
INFORMATION SHEET
The metal dunnage system can be used with both palletized and loose cargo. With loose cargo (e.g. powder cans), penboards are slipped between the battens to form pens or bins, in which the cargo is placed. Tomming is done by means of cotton web straps of three types. The extension strap assembly is a long strap with a V-ring at one end and a hook at the other end with other V-rings secured to two short tabs sewn at points equidistant from each end and from each other. The spreader strap assembly is a short strap with hook at either end and a V-ring in the middle. The adjustment strap assembly has a hook at each end, and in the middle a device for shortening the strap. In this system, a combination of straps making up the proper length is laid over the cargo, and each end is hooked in the deck channels or battens. The cargo is tommed by setting up on the adjustment strap (figure 1-1-20).
Figure 1-1-20. Tomming Down Arrangement Using Metal Dunnage
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UNIT 1 LESSON 1 CARGO HANDLING AND STOWAGE
PRACTICE EXERCISE 1.1 through 1.9

For items 1 through 44, circle the letter of the correct response. For questions that reference you to an illustration use the Merchant Marine Deck Examination Illustration Book (Yellow Book). 1. Figure 18 in illustration D002DG represents the __________. A. B. C. D. 2. bull chain bull line chain stopper vang tackle
In illustration D002DG, the number 12 represents the _____________. A. B. C. D. gooseneck assembly heel block lizard spider band
3.
In a Burton rig, the dock boom can also be called the _____________. A. B. C. D. hatch boom offshore boom stay boom yard boom
4.
Which part of a conventional cargo gear rig provides for vertical control and positioning of a boom? A. B. C. D. Cargo whip Gooseneck fitting Spider band Topping lift
1-39
UNIT 1 LESSON 1 5. In relation to cargo gear, what does "SWL" mean? A. B. C. D. 6. Safe working load Ship's working lift Starboard wing lift Stress, weight, load
PRACTICE EXERCISE
Backstays are ____________. A. B. C. D. running rigging leading aft from the masts running rigging leading forward from the masts standing rigging leading aft from the masts standing rigging from the cross trees to the mast head
7.
A shroud is _____________. A. B. C. D. any wire running fore-and-aft on a ship any wire running athwartships a heavy wire extending from the truck of the mast to the head of the boom a heavy wire extending from the top of the mast to the deck to support the mast
8.
The term "standing rigging" refers to _____________. A. B. C. D. booms and king posts guys and vangs stays and shrouds topping lifts and cargo runners
9.
The fitting that allows a boom to move freely both vertically and laterally is called the _______________. A. B. C. D. swivel lizard spider band gooseneck
1-40
UNIT 1 LESSON 1 10. What is meant by "spotting the boom"? A. B. C. D. Lowering it into a cradle Placing it in a desired position Spotting it with wash primer and red lead Two-blocking it
PRACTICE EXERCISE
11. A band or collar on the top end of a boom to which the topping lift, midships guy and outboard guys secure, is called the _____________. A. B. C. D. collar band guy band pad eye collar spider band
12. Which of the following is required to be stenciled at the heel of a cargo boom? A. B. C. D. Maximum angle of elevation permitted Date of the last quadrennial test Safe working load Maximum load when doubled up
13. The preventer guy, as used on a conventional yard and stay rig, ______. A. B. C. D. is rigged at an angle of 70 to 90 from the guy it assists takes the strain imposed on the schooner guy when burtoning cargo is rigged when lifting cargo that exceeds the SWL of a single whip should take the strain if the regular guy parts
14. The safest procedure used to rig a guy and preventer is to have the guy _____________. A. B. C. D. and preventer have equal stress stronger than the preventer to minimize the danger of separation take a lighter load than the preventer as a safety factor take the stress in case the preventer parts
1-41
UNIT 1 LESSON 1
PRACTICE EXERCISE
15. If the cargo gear on your vessel is equipped with a regular guy and a preventer guy, you should _____________. A. let the schooner guy take most of the strain, thus transferring the load to the opposite boom B. leave the preventer guy slack C. secure them as close together as possible on deck D. secure them so the angle between them is 90 at the boom head 16. Which part provides for transverse control and positioning of a boom in a conventional yard and stay system? A. B. C. D. Guy Shroud Spider Topping lift
17. When handling cargo, the majority of cargo gear breakdowns is due to _____________. A. B. C. D. compression bending of the boom extension failure of the boom guy failures topping lift failures
18. What device is designed to automatically hold the load if power should fail to an electric winch? A. B. C. D. Pneumatic brake Electromagnetic brake Hand brake Motor controller
1-42
UNIT 1 LESSON 1
PRACTICE EXERCISE
19. If an electric cargo winch is being used to lift a draft of cargo and the engine room loses all power, which will occur? A. A pawl, forced by a spring mechanism, will engage the teeth of the bull gear and hold the load. B. An electromagnetic brake will hold the load where it is suspended. C. The load will fall rapidly to the deck unless the foot brake is engaged. D. The load will slowly lower to the deck under control of the drag of the winch 20. If you want to lift many small articles, which of the following would you use? A. B. C. D. Pallet Cargo hook Sling Cargo net
21. Manila slings should NOT be used to load _____________. A. B. C. D. cotton lumber steel tires
22. A sling is a device used in ____________________. A. B. C. D. hoisting cargo aboard a vessel hoisting personnel aboard a vessel securing a small boat to a large vessel hoisting the anchor
23. When a two-leg sling attached to one hoist line is used to lift a load, a sling of 40 feet in length is better than one of 30 feet because the __________. A. B. C. D. tension in the sling legs is less load can be lifted higher sling will be easier to attach sling will be easier to remove
1-43
UNIT 1 LESSON 1 24. Which of the following is NOT a use for dunnage?
PRACTICE EXERCISE
A. to prevent movement and chafing of cargo B. to prevent pilferage of cargo C. to separate cargo such that only the proper amount will be discharged at each port. D. to allow for drainage and ventilation 25. What is a more common material used for dunnage? A. B. C. D. wooden boards trash or garbage steel girders bamboo or balsa
26. In lower cargo holds, which of the following is NOT a good place to store cargo boxes? A. B. C. D. on the hold deck centerline at the turn of the bilge starboard side of lower deck hold portside of lower deck hold
27. What method is used to stack cartons that are of the same size? A. B. C. D. block brick alternating stacking
28. When stacking bagged cargo, in order to prevent bags on the bottom layer from splitting, bags on the top layer should be spaced no more than . A. B. C. D. 2 inches apart 1 inch apart 4 inches apart 12 inches apart
1-44
UNIT 1 LESSON 1
PRACTICE EXERCISE
29. When loading deck cargo, which of the following types of cargo would be allowed to exceed the safe deck load height? A. B. C. D. piled anchor chain steel piping unboxed aircraft containerized cargo
30. When stowing deck cargo that requires more than one tier, the cargo should NOT be stowed above the deck over . A. B. C. D. 12 feet 24 feet 36 feet 6 feet
31. The stowage factor for cargo is based upon ____________. A. one short ton B. one short metric ton C. one long ton D. one long metric ton 32. A cargo that has a stowage factor over 40 is known as a ___________. A. hygroscopic cargo B. measurement cargo C. stowage cargo D. weight cargo 33. Which of the following terms describes goods having a stowage factor below 40? A. "Deadweight" cargo B. "Full and down" cargo C. "Heavy lift" cargo D. "Measurement" cargo
1-45
UNIT 1 LESSON 1
PRACTICE EXERCISE
34. A cargo of cartons is to be loaded. Each carton is 36 cubic feet and weighs 340 pounds. The stowage factor of the cargo is __________. A. 9.5 B. 62 C. 212 D. 237 35. What is the stowage factor of a commodity whose density is 15 pounds per cubic foot? A. 15 B. 45 C. 133 D. 149 36. The lower hold of your vessel has a bale capacity of 45,000 cubic feet. How many cases of a cargo weighing 450 lbs. and measuring 2.5 feet by 3 feet by 3 feet could be stowed in the hold, assuming a broken stowage factor of 15 percent? A. 300 B. 675 C. 1325 D. 1700 37. How many cubic feet of space is required to stow 775 tons of a cargo with a stowage factor of 25? (estimated broken stowage is 15%) A. 12,916 B. 22,794 C. 25,833 D. 29.397
1-46
UNIT 1 LESSON 1
PRACTICE EXERCISE
38. You are going to load bales of wool having a stowage factor of 110 in #3 lower hold which has a bale cubic of 72,000. If broken stowage is figured at 15%, how many tons of the wool can be stowed? A. 556 B. 654 C. 752 D. 770 39. You are loading a cargo of canned goods with a stowage factor of 65. If you allow 15% for broken stowage, how many tons can be loaded in a space of 55,000 cubic feet? A. 687 B. 719 C. 846 D. 973 40. The lower hold of your vessel has a bale capacity of 60,000 cubic feet. How many tons of cotton in bales having a stowage factor of 85 can be stowed in the lower hold, assuming a broken stowage factor of 20%? A. 141 B. 565 C. 706 D. 847 41. You are going to load bales of wool having a stowage factor of 100 in #3 lower hold which has a bale cubic of 72,000. How many tons of the wool can be stowed in the compartment, assuming 10% broken stowage? A. 493 B. 577 C. 602 D. 648
1-47
UNIT 1 LESSON 1
PRACTICE EXERCISE
42. The deck load capacity of a compartment into which you intend to load a cargo of soft brick is 380 lbs. per sq. ft. The stowage factor of the brick is 21.3. Disregarding broken stowage, what is the maximum height the brick may be stacked without endangering the structure? A. 1.7 feet B. 3.6 feet C. 5.0 feet D. 7.1 feet 43. A cargo of canned foodstuffs is packed in cartons. Each carton is 36 cubic feet and weighs 380 pounds. What is the stowage factor of the cargo? A. 9.5 B. 62 C. 212 D. 237 44. There is a large shipment of case goods available to be loaded on your vessel. You are to load as many tons as possible in a hold which has 32,300 cubic feet left unfilled by cargo. Each case measures 2-feet high by 2-feet wide by 4-feet long and weighs 500 pounds. If you allow a broken stowage allowance of 10% of the 32,300 feet, what is the nearest whole number of tons which may be loaded? A. 324 tons B. 360 tons C. 363 tons D. 406 tons
1-48
UNIT 1 LESSON 1
PRACTICE EXERCISE
Complete items 45 through 51 by providing the correct response or phrase in the space provided. 45. In cargo stowage, when beginning from the centerline of the vessel, work . 46. The first layer of dunnage should be placed in a direction such that moisture is allowed to . 47. Always lay dunnage between .
48. When stacking cartons and cases where their length is twice as great as the width, the direction of the boxes on each layer should be . 49. Air circulation through cargo, which is required for bagged cargo such as rice and onions, can be obtained through the use of . 50. The height to which cargo may be loaded is limited by the size and construction of the ship, because a great deal of height above the waterline adversely affects the ship's ability to . 51. When stowing deck cargo, areas of the ship essential to operation or safety should be .
1-49
UNIT 1 LESSON 1 Complete item 52 by circling either True or False.
PRACTICE EXERCISE
52. When stowing bagged cargo, alternating the direction of each layer makes a better use of the available space. A. True B. False
1-50
UNIT 1 LESSON 2 LOADING AND DISCHARGING OPERATIONS
INFORMATION SHEET TOPIC LOADING AND DISCHARGING OPERATIONS TOPIC SECURING DECK CARGO TOPIC SAFE CARGO-HANDLING PRACTICES 1.12 1.11 1.10
1-51
UNIT 1 LESSON 2
INFORMATION SHEET
INTRODUCTION This lesson covers loading and discharging operations, securing deck cargo, and safecargo handling practices. INFORMATION A. LOADING AND DISCHARGING OPERATIONS (1.10) Loading and Discharging Operations - Coordination is essential for good winch operation. After sufficient practice, a winch operator should be able to pick a draft from the hold, or 'tween deck, and deposit it on the pier in one smooth, constant motion. However, during the early stages of training, handle the draft with three distinct movements hoisting, racking, and lowering. In hoisting by the yard-and-stay method, have one winch support the entire load and the other maintain the slack. When the draft is clear of the rail, or coaming, carry it across the deck by both winches. This is called "racking." When you have a draft in position to be lowered, have the other winch support the entire load and slack the first whip. It is vitally important that you leave the right amount of slack in the nonworking whip during the hoisting and lowering phases of the load's cycle. If the whip is kept too tight, the draft will strike against the side of the ship or the coaming of the hatch. If you allow the whip excess slack, loose turns will pile up on the drum of the winch and must be rewound before operations are resumed. When hoisting or lowering cargo, avoid swinging it if possible. A wildly swinging draft often results in damaged cargo and endangers the lives of your personnel working in the hold, on deck, or on the pier. Swinging in the hold or on the pier can usually be prevented by dragging or "touching" the draft until it is directly under the head of the boom before hoisting it. Occasionally, a draft will start to swing athwartships while you carry it across the deck. Stop this swinging before landing the load. Swinging can be stopped by using the following procedure: When moving outboard, wait until the draft is at the highest point of its arc swinging outward, then slack the hatch whip quickly so that the slings supporting the draft assume the usual perpendicular position. To be safe, practice with a load of cargo nets.
1-52
UNIT 1 LESSON 2
INFORMATION SHEET
Attach at least two steadying lines to heavy or unwieldy loads. Have these lines handled by personnel in the hold until the load is hoisted above the coaming, then have them passed simultaneously to your personnel on deck. Signals to Winch Operators - Have signals to winch operators distinct so they can easily be understood (figure 1-2-1). Have both the winch operators and the signalman thoroughly familiar with the system of signals to be used.
Figure 1-2-1. Signals to Winch Operators
1-53
UNIT 1 LESSON 2
INFORMATION SHEET
Those experienced in cargo handling have drawn attention to the fact that if the signals of one hand always control the hook (whip) and the signals of the other hand control the boom, there is less chance that a signal will be misunderstood. Raise the Hook (Whip) The right forefinger is extended, pointing up and circling. For faster speed, two or more fingers are extended, depending on the speed desired and speeds available (the more fingers, the faster the speed). Lower the Hook - Same as the signal for raising the hook except the finger or fingers point down. Raise (Lower) the Boom - The left hand is closed in a fist with the thumb extended, pointing in the direction desired. Raise (Lower) the Hook, Swing the Boom (Load) - With the right hand giving the proper signal for the hook, the left hand, with fingers extended and together, points in the direction the boom or load is to be moved. If the hook is not to be raised or lowered, the right hand remains at the side while the left hand points. Stop - The proper arm is held with the upper arm shoulder high, the forearm straight up, and the fist clenched. Emergency Stop - Both fists are swung rapidly back and forth or pumped rapidly up and down. Raise (Lower) Hook, Hold (Stop) Boom - With the right hand giving the proper signal for the hook, the left hand gives the stop signal. Rack - The arm is extended and then swung across the body in the direction the load is to be moved. B. SECURING DECK CARGO (1.11) Securing Deck Cargo - The primary problem in securing anything on deck is the lack of pad eyes, cleats, and other fittings to which securing wires and lines can be attached. Sometimes it is necessary to weld special pad eyes and braces to decks, bulkheads, or bulwarks.
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UNIT 1 LESSON 2
INFORMATION SHEET
Secure small boxes and cases by running the line from one securing point around the box to a securing point on the opposite side (figure 1-2-2).
Figure 1-2-2. Securing Small Boxes If the line is light weight or the box is heavy, run the line back and forth two to three times. Lash the boxes tight against something solid, such as a bulkhead fitting. When that is not possible, place planks or dunnage across two or more stanchions or beams and lash the box against them. Never make fast your lashings to electric cables or small, lightly secured pipes, lagged pipes, doors and hatches, dogs or hinges, electric motors, lifeline stanchions, or to anything not solidly secured. Place perishables stowed on deck pallets and cover with a tarp. Fold corners of the tarp aft or away from the weather and lash them in place with a light line. Place boards or even pallets between the load and the lashings to serve as chafing gear or to support the load. Pass two or more lashings around the load.
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UNIT 1 LESSON 2
INFORMATION SHEET
For extremely heavy or bulky loads, add lashings across the top and down under the load (figure 1-2-3). Tighten the lashing further by using a Spanish windlass on one or both sides.
Figure 1-2-3. Securing Large and Heavy Loads Before securing the lashing, work as much slack out of it as possible and tie a single bowline on a bight in the standing part of the lashing. Pass the bitter end of the lashing around the securing point, through the bight of the knot, and back around the stanchion (figure 1-2-4).
Figure 1-2-4. Tightening a Lashing
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UNIT 1 LESSON 2
INFORMATION SHEET
This method of lashing provides a mechanical advantage of three, making it possible to get the lashing much tighter. If further tightening is required a spanish windlass may be used. Put chafing gear between the lashings and all rough or sharp edges. One method of stowing and securing large amounts of cargo is to protect and hold the top edges in place with protected caps made of lumber at least 2 x 6 inches (not dunnage) (figure 1-2-5). Angle irons protect the caps.
Figure 1-2-5. Stowing and Securing Deck Cargo Wire straps fitted with turnbuckles at each end and spaced at equal interval might be enough to secure some loads, but large and high stacks, such as those shown, also require both athwartship and fore-and-aft shoring.
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UNIT 1 LESSON 2
INFORMATION SHEET
The methods of securing cargo described here must not be construed as being the only ones. The important things to remember are that the load must not be allowed to move in any direction and that it must be secured in such a way that it will not be worked loose by boarding seas or by the pitching and rolling of the ship. How this is accomplished will depend on such factors as shape and position of the load, lashing being used, securing points available, and so on. Sometimes, it pays to construct fences, bins, or other structures. Never underestimate the force of the sea. Secure all cargo, equipment, and gear in such a manner and with lashings strong enough that it will be unnecessary to go back and re-lash them if the word is passed to the rig the ship for heavy weather. Nevertheless, periodically check all lashings and retighten if necessary. C. SAFE-CARGO-HANDLING PRACTICES (1.12) Safe-Cargo-Handling Practices - Cargo handling is full of dangers for careless personnel. It is the job of the person in charge to see that all safety precautions are strictly observed by all hands at all times. Otherwise, they will endanger themselves and their shipmates. The following list contains some common sense precautions that all cargo handlers must observe: 1. Wear proper colored safety helmets and steel-toed safety shoes. Do not wear trousers that are too long. Do not wear rings. Gloves must be worn by personnel handling objects having sharp or rough edges. 2. 3. 4. 5. 6. Use accommodation ladder or brow for boarding and leaving the ship. Climb ladders in the hold only when hoist is not in motion. Use the walkway on the ship's side away from the side on which the hoist has been operating. Make sure that working areas on board ship and on the pier are properly roped off and supervised. Secure hatch tent lashings to permanent deck fastenings - never to movable objects lying on deck, such as strongbacks, dunnage, or hatch covers.
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UNIT 1 LESSON 2
7. 8. 9. Secure hatch rollers properly.
INFORMATION SHEET
Lower blocks, crowbars, chain slings, bridles, etc., into the hold by cargo falls or other lines. Pile hatch boards in an orderly manner, no higher than the hatch combing. Sloppy piles create tripping and stumbling hazards. If piles are higher than the combing, a board may be dragged into the hatch.
10. Lay strongbacks flat so they will not tip over on people or be dragged into hatches or overboard by sling loads. 11. When handling strongbacks, keep them between you and the open hatch. 12. Stand in the clear when strongbacks and hatch covers are being handled on the deck above. 13. Do NOT stand under or around suspended loads. 14. When steadying a load, do NOT stand between the load and any fixed object. Always face the load and keep feet and hands in the clear. 15. Stand clear of slings being pulled from under loads by cargo falls. 16. When using a dragline to move cargo, stand out of the bight and clear of the throw of the block and hook. 17. Be especially attentive when handling objects with sharp or rough edges. 18. Keep the hand hook pointed away from the body and the handle tight. 19. Learn to lift objects properly in order to prevent strains and sprains. 20. Always use a light when entering dark areas. 21. Never walk backwards. 22. Step down from elevators - never jump down.
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UNIT 1 LESSON 2
INFORMATION SHEET
23. Bend projecting over nails to prevent puncture wounds. 24. Report to the person in charge any defect in tools, materials, appliances, and gear. 25. When short pieces of dunnage are required, use only the proper cutting tools. All breaking methods are dangerous. 26. Report all injuries (even scratches, cuts, and splinters) to the person in charge and get immediate first aid or medical attention. 27. Know the location of fire alarm boxes and fire-fighting equipment. 28. Do NOT engage in horseplay, practical jokes, or arguments. They are shortcuts to the hospital. 29. Never enter a compartment that has been secured for a long time until it has been determined that it is safe to do so. 30. Never stand on deck machinery. 31. Never stand in or near the square of the hatch when the hoist is in motion. 32. Do NOT smoke in hold where there is cargo or dunnage. In addition to the foregoing safety precautions, the person in charge should do the following. 1. Make frequent inspections of the gear. Checking the following: a. b. c. Cargo whips for wear in the eye and on that length coiled in the drum. Blocks for wear and to see that they are properly lubricated and turn freely. Shackles to see that those with screw pins are tight and moused and that nuts on safety shackles are tight.
1-60
UNIT 1 LESSON 2
d. e. f.
INFORMATION SHEET
Booms to see that goosenecks are not bent or cracked and that they are lubricated and turn easily. Guys for worn spots and twisted thimbles that might cut into the line. Topping lifts for kinks and worn spots.
Topping lifts should be long enough to permit the boom to be lowered to the deck. If a topping lift is not that long, its end should be securely clamped to the drum so that the boom will not drop if all turns are run off the drum. 2. 3. 4. 5. 6. 7. Report immediately to the person in charge any conditions or defective gear that cannot be corrected by your own efforts. Supervise the raising and lowering of booms. Inspect to see that boom topping lifts, guys, and preventers are secured properly. Check the save-all to see that it is in place when required and is properly made fast. Supervise opening and closing the hatch. See that hatch covers, tarpaulins, and strongbacks are stowed in a safe, orderly manner and that there is a clear space for a walkway between the hatch coaming and the ship's side. Make sure that good housekeeping is observed in the ship's holds and on deck at all times and that bridles, blocks, slings, etc., are not permitted to remain where personnel can fall over them or where they may be damaged. See that lines, topping lift pendants, and other pendants are not allowed to remain needlessly on deck where they may be damaged if a strongback or sling load falls on them or where they may cause personnel to trip or to fall.
8.
9.
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UNIT 1 LESSON 2
INFORMATION SHEET
10. Make certain that oil, water, and other slipping hazards are cleaned up, covered with dunnage or sand. 11. See that all sling loads are built safely and slung properly before they are lifted. 12. Make sure that adequate hatch lighting is provided. 13. Instruct personnel in safe working procedure and ensure that they follow them. 14. Instruct personnel on how to lift cargo properly. 15. Never permit personnel to stand or work below suspended sling loads. 16. Instruct personnel in how to break down or build piles or slingloads and how to break out and stow cargo in a safe manner. 17. Know first aid procedures. 18. Know the location of fire axes, hose, and other fire-fighting equipment, and make sure that your personnel know how to use them. 19. Know how to evacuate personnel quickly when necessary. 20. Make sure that guys, fairlead blocks, and other items to be put under heavy strain are not attached to untested pad eyes.
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INFORMATION SHEET
D. CARGO CHARACTERISTICS AND OSV HANDLING (1.13) Cargo Characteristics - In the process of stowing and delivering cargo, consideration must be given to the characteristics of the cargo to ensure its safe delivery. If cargo is stored improperly various types of damage may result. Improper storage results when a cargo's inherent characteristics are not considered. Inherent characterisitcs refer to the properties unique to each type of cargo such as flammability. For example, a cargo which gives off gas may damage other cargoes stored in same area. Thus, in order to prevent damage, the inherent characterisitics of the cargo should be considered and if necessary the cargo should be segregated. The following is a list of the most common types of cargo and the precautions that should be observed when stowing these cargoes: 1. Wet Cargo - Wet Cargo can be defined as liquids stored in a tank or container. In warm weather wet goods suffer from evaporation. The moisture released from evaporation condenses on cool surfaces, which causes sweating. Water vapor or moisture condenses on cargo once the air becomes saturated. This point of saturation is known as the dew point. The dew point is determined by the relative humidity or percentage of water vapor the air is capable of holding at a given temperature. Sudden changes in temperature affect the relative humidity of the air. In order to minimize sweat damage, ventilation of holds should be controlled so as to allow the outside and inside air to gradually equalize. The climate of the vessel's loading port and destination must be taken into consideration. When transporting from a warm climate to a cold, aggressive ventilation should be used in order to equalize the temperature in the cargo hold with that of the outside air. However, when transporting from a cold climate to a warm climate, minimize ventilation to prevent sweat damage. 2. Refrigerated Cargo - Refrigerated Cargo is divided into three classes: frozen, chilled, and air-cooled. a. Frozen Cargo - includes meat, fish, egg products, butter, or such goods which must be carried at a temperature of 10 to 15 F.
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b.
INFORMATION SHEET
Chilled Cargo - is usually the term applied to meats carried at about 29 F. Because of the uniformity and constancy of temperature required, this class of cargo requires the most careful attention. The carcasses or quarters of meat are suspended from rails fitted in a foreand-aft directions on the deckheads. The refrigeration of chilled cargoes is effected by the circulation of cooled brine through an arrangement of coils fitted on the bulkheads in the compartments. Special care should be taken to prevent the cargo (especially meats) from coming into contact with the piping and dunnage. In addition, dunnage must be pre-cooled to about the same temperature of the cargo before placing it in the cargo hold.
c.
Air-Cooled Cargo - usually consists of fruits and vegetables, but certain kinds of canned goods, bacon, cheese, eggs, beer, and wines are often included. The air-cooled system consists of the delivery of cool and extraction of warmed air from the cargo holds by means of fans. Again, the air cooling process utilizes the forcing of air over coils through which brine at the required temperature is circulated.
3.
Bulk/Homogenous Cargo - Bulk cargo is broadly defined as two types; bulk solids and bulk liquids. Most limited tonnage offshore supply and freight vessels are designed to carry both types of bulk cargo. For example, liquid mud is a bulk liquid. On the other hand, drill pipe, generator sets, machinery, and other cargoes of this type are general deck cargo. Homogenous cargo is simply a name for a of load cargo that generally has the same properties or characteristics. Thus, homogenous cargo could be a load of liquid mud, bayrite, or a load of general deck cargo such as anchors, chains, or drill pipe. The primary consideration in the stowage of all bulk cargo is preventing weight shifts. Liquid bulk cargo in tanks can develop free surface if not pressed completely up. General deck cargo that breaks free from its tie downs, is also dangerous if allowed to cause a shift in weight.
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INFORMATION SHEET
Any weight shift on board a vessel will cause the center of gravity (G) of the vessel to move in the same direction in which a weight moves. Significant changes in the position of a vessel's G, can effectively reduce the metacentric height (GM). Remember, the if the G of a vessel is allowed to rise to its metacenter (M), the positive stability or righting ability of the vessel is essentially gone, and the vessel is in a state of neutral stability. If G rises above M, the vessel is then in a state of negative stability, where it will develop an upsetting moment rather than a righting moment. Aside from weight shifts, there are other sources of damage that must be considered which relate specifically to dry bulk/solid cargo. Cargo such as grain is subject to damage through what is known as inherent vice. Inherent vice refers to damage caused by overheating of cargo. Dry cargo may also be damaged by stowage with other cargo that gives off fumes, vapor, or gas. Cargo which gives off fumes, vapor, or gas is known as odorous cargo. Dry cargo that has the ability to absorb these fumes, vapor or moisture in the form of a gas is known as hygroscopic cargo. This process by which dry cargo becomes damaged by fumes, vapors, or gas is known as tainting. Additionally, cargo may also be damaged by dust which is referred to as contamination. 4. Dangerous/Hazardous Cargoes - Various types of bulk liquid and solid cargoes are dangerous or hazardous to the ship's crew, passengers, other cargoes and to the ship itself. Special consideration must be given to these types of cargoes in transportation. Dangerous cargo can be defined as cargo that has the potential to cause an immediate threat or danger to the personnel handling it or to the vessel. For example, such cargoes as explosives and flammable or combustible materials would be considered dangerous cargo. Hazardous cargo can be defined as a substance that due to its chemical or physical properties, can cause unreasonable risk to the health and/or safety of individuals, property, or the environment. A cargo can be both dangerous and hazardous, such that the distinction between the two classifications is very fine. For example, benzene, a known carcinogen, whose chemical properties can cause serious health risks would be classified as hazardous cargo, yet it is also extremely flammable liquid which makes it a dangerous cargo.
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INFORMATION SHEET
There are rules and regulations governing the shipment of dangerous/hazardous cargoes of which the vessel operator must be aware. The rules and regulations governing the shipment of dangerous cargo are outlined in 46 Code of Federal Regulation (CFR) Subchapter N. In addition, the transportation of hazardous materials is covered in 49 CFR Subchapter C, Part 176. Another valuable source of information on the shipment of hazardous materials, is the Chemical Data Guide for Bulk Shipment by Water produced by the U.S. Coast Guard. The Chemical Data Guide lists data on approximately 300 types of potentially hazardous cargoes. Cargoes are listed alphabetically by the most commonly used chemical name. For each type of cargo there is a data sheet which lists such information as the appearance/odor of the chemical, boiling point, freezing point, and reid vapor pressure. This information is helpful in determining the appropriate method of stowage for the cargo. Also included, is information on the three basic types of hazards: fire, health, and reactivity. Additionally, actions to be performed in the event of chemical leaks or spills is provided. Most important, however, is the Chemical Hazard Response Information Systems (CHRIS) code. A CHRIS code is assigned to each chemical. This code is a series of three letters which is used to identify the chemical. In the event of a chemical leak or spill, the vessel operator can contact the National Response Center (NRC) to report the accident and request assistance. Use of the chemical's CHRIS code in reporting accidents allows the NRC to quickly identify the chemical and determine what type response/equipment is needed to ensure safety and proper clean-up. Offshore Supply Vessel (OSV) Cargo Handling Guidelines - The following is a list of safe industrial practices for offshore supply vessels.
Disclaimer - All applicable governmental rules, regulations, or restrictions, now in effect or which may be promulgated, take precedence over the suggestions on the following pages. Nothing herein shall be deemed to establish minimum or maximum standards of safe operating procedure. No suggested method, practice or precaution in these pages shall be deemed to establish a legal standard of conduct or a legal duty, the violation of which would constitute negligence of any degree in any legal proceeding. These pages contain suggestions, which if followed, should help to reduce the number of cargo handling accidents on offshore supply vessels of all types.
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Preparations to Receive Deck Cargo 1. 2.
INFORMATION SHEET
A fire axe must be available on deck to cut any line in an emergency if an improperly tied or unsuitable knot cannot be untied. Wear a hard hat with a chin strap, work vest or personal flotation device (PFD) whenever you are on deck working or supervising cargo handling. You can be washed overboard easily when your OSV lies stern-to a rig. In an emergency, you may be cut off from access to the PFD in you cabin and be forced to jump overboard. When scheduled to load portable tanks, check you vessel's Certificate of Inspection to be sure you are authorized to carry the cargo in these tanks. Assume that the loading crew has only a limited knowledge of Coast Guard requirements and even less specific knowledge of you vessel's Certificate of Inspection and its amendments. Consequently, they may try to load your vessel in violation of these requirements unless you can point them out in writing. Do not allow this to happen without notifying your office. Each portable tank carrying a combustible or flammable liquid must be properly marked to indicate its hazard. Each vessel mooring and tie-up line must remain accessible at all times. While loading cargo at a rig or platform, a line may fall or be knocked off a pipe rack. In the event that this happens, the line must be kept clear of cargo and off the deck in case of a chemical spill or cargo seepage which can rapidly deteriorate the line. In addition, it is a sign of poor seamanship to prepare to leave a rig or platform and find the end of the rig's line firmly planted under heavy cargo! Have suitable hammers, spikes, and dunnage to nail chocks to the wooden deck boards to prevent cargo from sliding before it can be secured. On steel decks, have tiedown chains prepared with the bitter end secured to a padeye to expedite binding. Casing lines or casing wedges are essential safety devices to keep pipe from rolling during offloading. Paint all deck fixtures including padeyes white for greater visibility at night.
3.
4. 5.
6.
7.
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8. 9.
INFORMATION SHEET
Rig a lifeline and wear an attached safety harness if you must work on deck in heavy weather. Protect ring life buoys and their attached waterlights from physical damage caused by shifting cargo. Be sure ring life buoys are not jammed in their holders. Bring in exposed ring life buoys in rough weather, but stow them where they are both visible and accessible. If not visible, specifically notify each crew member and/or person working cargo on deck exactly where they are located.
10. It is unsafe to operate an OSV that carries deck cargo unless you have a complete set of galvanized cargo tiedown chains, one for each set of padeyes. Each chain must have a suitable and correctly sized grab hook on each end. Chains should be at least 3/8 inch for vessels up to 120 feet in length and 7/16 inch or 1/2 inch for larger vessels. Each chain should be at least 1.5 times as long as the distance between padeyes across the cargo deck. Do not use tie down chains that are not galvanized since it is difficult to ascertain their true condition and estimate their breaking strength. Actively maintain all chains, hooks, shackles or master links and replace any chain that is severely rusted. 11. Spare chains and load binders must be available to secure loose cargo. 12. A member of the boat crew must be available on deck or actively on watch while all cargo is being loaded and unloaded and available to assist or sound the alarm in an emergency. Actively on Watch does not mean sitting in the lounge watching television while loading is taking place. 13. Boat personnel should not be expected to lift any cargo item weighing over 70 pounds without assistance. 14. The Master should be alert to signs of carelessness, lack of skill, fatigue or drug/alcohol impairment on the part of his crew as well as in personnel sent down by the rig or platform. The Master also must be alert to signs of medical emergencies brought on by heat, excessive activity, etc. Personnel placed on board the vessel, although, employed on the rig or platform, must abide by the orders of the Master of the vessel.
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INFORMATION SHEET
15. An OSV will carry only those items or persons permitted by its Certificate of Inspection and any applicable amendments or endorsements as governed by federal regulations and United States laws. If there are any questions or doubts, the Master is expected to call his office for definitive instructions. 16. The following emergency tools are required for deck cargo work: one - 8 pound sledge hammer or topping maul; two each - 6 foot pry bars; three pipe rollers; cheater pipe for the load binders; fire axe; barrel slings; hacksaw with blades; wood saw; and 36-inch bolt cutters. Spare dunnage is also useful and, if available, can also be used for emergency repairs in case of collision damage. 17. A well constructed chain storage box should be provided to store tiedown chains and load binders. This equipment as well as the emergency tools listed above should be inventoried on a regular basis and replaced as needed. 18. Before loading begins, remember to avoid loading deck cargo on top of tank sounding tubes that may have to be opened during the voyage, or on top of hatches or fill pipes. It is seldom possible to shift cargo for these purposes during the voyage. 19. Be certain that all plugs or caps to sounding tubes are free and allow access to the tank they serve. If you cannot make repairs with the equipment on hand, list all the plugs or caps that cannot be opened in your log so they may be repaired. Be sure that you identify sounding tubes to all tanks and void spaces. It is impossible to detect leaking tanks, pipes and valves or make stability calculations unless you know how much liquid is currently in each tank. If you can not sound the tank, you can only guess the amount of liquid it contains.
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20. Wear personal protective gear when working around cargo - a hard hat (with chin strap), leather-palm work gloves, suitable shoes*, plastic goggles or a face shield (when applicable). Wear suitable clothing with nothing hanging loose. Some items may be provided by your employer and you must supply other items. If in doubt as to who is supposed to supply what, remember that you will endure the pain of any injury and plan accordingly.
NOTE *Suitability should be determined by the type of work you normally do on the vessel. Consider these factors: Exposure gear - even an immersion suit in cold climates. Steel toe shoes for frequent heavy cargo work. Ankle protection for cargo and engineroom work. Rubber boots for bad weather and winter work. Boat shoe soles for slip protection on wet deck metals. Oil proof construction for engineroom work. 21. Unless you are engaged in the cargo handling operation, keep clear. Do not distract those who are working cargo. 22. Never overload an OSV. Record your draft marks, fore and aft and the position of your load line marks, also called Plimsoll marks, both before and after loading cargo, fuel and water and before you leave the dock. This may be more difficult to do on an inbound trip from an offshore location. However, it is easy and quite common for the Coast Guard to check a heavily laden vessel's load line as it enters port. If your vessel is overloaded, you will be detained. 23. Test your public address (PA) or loud hailer system in advance - along with other pilothouse electronic equipment - and see if your crew can hear and understand you and you can hear them. When anchoring, mooring, or maneuvering around a rig or platform, keep in touch with your deck crew by the PA system. If the result is not satisfactory, your crew must maintain visual contact with the Master and watch for hand signals or remain in the pilothouse or near the aft control station for verbal orders.
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24. All pallets, dunnage, cargo, loose deck boards and items that might float must be secured before the voyage begins. 25. All loading gate boards, safety pins that retain the gate boards and safety chains must be replaced before the voyage begins. 26. All personnel involved in cargo handling operations must understand that the vessel's stability letter issued by the United States Coast Guard sets forth legally binding conditions of operation. These conditions include the securing of watertight closures (such as doors, hatches and scuttles), maximum draft, maximum cargo weight, ballast considerations, and the securing of cargo against shifting etc. The intended seaworthiness of the vessel, as determined by design calculations and tests, and the safety of the crew is based on strict compliance with the terms of this stability letter. 27. Each crewmember and each person handling cargo must be alert for possible cargo shifting and must be cautioned that it is an unsafe practice to walk between items of cargo on deck whether that cargo is secured or not. Since cargo lashings are temporary in nature, they may loosen or fail in service and result in crushing injuries or loss of life. 28. Suitable spare parts, adapters and replacement fitting should be available on the OSV to make any standard connection required on the deck of the vessel with fittings up to 4 inches in diameter. Special arrangements should be made if larger diameter fittings are required. 29. Careful thought has to go into the even distribution of dry bulk mud or cement .... unless you are lucky enough to fill only centerline tanks. While pumping off mud or cement you will develop a list. This can cause loose deck cargo to slide and your fuel and water tanks to suffer cross-tanking. In addition, when the rig notices this list, they may attempt to place heavy equipment on the side of the vessel that is elevated, not realizing that you will soon have to pump out that side and will then have to trim the list caused by uneven loading of deck cargo. The person on watch must be aware of this and take steps to prevent it.
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INFORMATION SHEET
30. Before loading a vessel, the loading facility must notify the Master of his itinerary and what cargo they intend to load on the vessel. If more than one loading facility will be used, a representative of the rig or platform must notify the Master regarding the details of the total load. 31. All personnel placed aboard an OSV to work cargo or sent aboard the vessel for transportation purposes are under the control and jurisdiction of the Master while they are on his vessel. Transfers from Rigs to OSVs 1. Never work under a suspended load and stand clear of all hoisted loads. When considering how far to move, remember that a load can swing in a considerable arc and sling items for a considerable distance. Any item dropped from a height can strike you with catastrophic results. Be especially careful during hours of darkness even if your deck appears to be well lighted and the crane has a boom light. Check with the crane operator to see if he has any problems with the illumination before he starts loading or unloading. Do NOT Assume! Either have the crane operator swing all loads to the side and away from your vessel during lowering or hoisting or move your boat out from under the load. Consequently, if anything goes wrong during hoisting, the load will not fall on your boat. Beware of crane operators who swing their loads. A swinging load is out of control. Do NOT attempt to stop a swinging load by pulling on its tag line. When moving tubing, pipe or casing, have the crane operator land the load (i.e. set it down) then lift and reposition if necessary. This eliminates the swing which can knock personnel down or throw them overboard. Beware of loose fitting slings that can let a tubular load slip out of it.
2.
3.
4. 5.
6.
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7.
INFORMATION SHEET
Do not be afraid to question the qualifications or experience of the crane operator or to work with properly supervised trainees - but only in good weather and preferably in daylight. Be sure that the crane operator either has a full view of the deck of your vessel or a signalman is within his range of vision and his signals are understood. However, it may be unsafe to work in certain sea conditions where lifting and traversing signals must be relayed to the crane operator. Handling cargo must be recognized as inherently dangerous. Boat crews are not permitted to handle cargo but may serve as a safety backup for rig personnel sent to the vessel for this purpose. Any assistance in hooking or unhooking individual lifts is the responsibility of and must be done at the specific request of the rig or platform. The Master may not volunteer this service. Hooking or unhooking may be accomplished - on request - only if the Master of the vessel and the crewmember(s) actually making the connection agree jointly that they believe that it can be done safely and without personal injury. If there is any question or doubt, the Master may ask and log the name of the person on the rig or platform under whose authority the request was made.
8.
9.
10. Since a rig or platform loading crew seldom ride the OSV to shore, they may be motivated to stow the cargo quickly rather than properly and thereby adversely affect the safety of the vessel. Consequently, the Master or a qualified seaman should request corrective measures be taken whenever they note unsafe practices.
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INFORMATION SHEET
11. Cargo can be upset, dropped or spilled if a sling becomes snagged. The larger the number of legs on the sling used for a lift, the greater the risk. 12. Vessels should be loaded at shoreside facilities in such a manner that cranes need not be used to drag cargo across the deck offshore. 13. Cranes on a rig or platform should be situated to take advantage of the prevailing winds and their sides effects on offshore supply vessels. 14. Cranes sited on the lee side of a rig or platform must be available for use in adverse weather conditions. 15. If it is not possible to anchor or hold an OSV in position on the windward side of a rig or platform long enough to safely unload a cargo lift, significant damage to the vessel, crane or even the structure may be expected to result. A Master may reasonably be expected not to unload under conditions which threaten his vessel, the rig or platform and their combined personnel. 16. Personnel nets or baskets are designed to be used only to transfer personnel and serve as a temporary emergency buoyant device to support a maximum of four persons. This figure may be reduced at the discretion of the Master, the crane operator or rig supervisory personnel depending upon the weather or sea conditions. Each passenger must don a work vest furnished by the rig or platform before riding the basket. 17. A personnel basket must not be used for cargo transfers including rig equipment, supplies, tool boxes, etc. 18. Personnel are allowed to ride only on the outside of the personnel net or basket, facing inward, with their arms hooked through the netting. Only personal gear such as duffel bags, suitcases, brief cases etc., are permitted inside the basket.
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INFORMATION SHEET
19. Personnel baskets should be lowered only to cleared open areas of the cargo deck. When the crane operator brings the personnel net down on the boat's deck, he can slack off his load line according to sea conditions. The net's stabilizer then takes over and holds the net in a vertical position until he lifts it from the deck. 20. Each personnel basket must be fitted with a tag line to help stabilize the basket and guide it to a safe landing. Unfortunately, personnel baskets tend to snag on bitts and deck fittings and the tag line may carry a charge of static electricity. 21. Members of the boat crew must be available on deck to assist the work crew from the rig or platform as they arrive or depart the vessel. However, the rig or platform must furnish help to remove the subsequent lifts of personnel and their baggage. In rough weather, two experienced men should be used to assist. 22. According to its manufacturer, the personnel net is designed, manufactured and sold with the understanding and agreement on the part of the purchaser and user that it is to be used only under those circumstances where competent lifting equipment and operating personnel are available, and when weather and sea conditions are such that they do not create a hazard to those using the net. Using the net under other conditions may create risk of serious injury to the person being transferred. Because a person's ability to get on and off the net quickly is one of its major advantages, no provision is made for a safety line to attach personnel to the net .... a factor that must be kept in mind.
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INFORMATION SHEET
23. Transferring between an OSV and a rig, platform or barge or other vessel is left to the judgment of each individual. A person should not be forced to transfer if he feels his life or personal safety are jeopardized by this action. 'Transferring' includes using a personnel basket, a swing rope, a ladder, or jumping. It also includes ordering a crewmember to untie a line on a rig, platform, barge or other vessel. If conditions are unsafe to untie a line, and if the line is not rigged so it can be cast off from the deck of the vessel, and if personnel on the rig, platform, barge or other vessel will not assist, the line shall be cut. Sufficient replacement line must be carried. 24. When your vessel is ordered to load out, find out exactly how the rig or platform plans to distribute the weight of the load, where they plan to place it, and when they plan to do it. If loading or unloading your vessel ceases for any reason, the person on watch must be notified and told the reason for the delay and notified again when loading starts. The times should be noted in the log to answer possible questions later as to why the vessel took so long to load or unload. 25. Enter the name of each rig or platform personnel sent down to load or unload an OSV and their times of arrival and departure on a sign-in sheet and later in the boat's log. 26. The vessel must be moved away from its position alongside the rig if the wind or current changes and before the vessel sustains any damage. This movement must take precedence over any cargo transfer operations in progress. The need for and timing of this move is the responsibility of the Master. Any orders to the contrary by the customer should be logged and the person-in-charge should be so notified. All times should be shown and all damage should be detailed. 27. An operable VHF radio should be installed in each crane to permit direct communication between the Master and the crane operator. The radio must be on and contact must be established before any cargo transfer may take place. This will avoid any misunderstandings, property damage and personal injury.
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INFORMATION SHEET
28. A crane that is too slow in slewing, booming or lowering or whose operator lacks experience may be unsafe or unsuitable for cargo transfer operations in certain sea states. 30. Two men should be available on deck to handle all lines or hoses passed down from the rig to the platform. Each should wear a PFD and/or a work vest, work gloves, and a hard hat at all times while on deck handling cargo. In addition at night, because they may be blinded by the bright light on the rig, platform or vessel, they should stand under suitable overhead protection at all times except when actually needed on the deck to handle a cargo lift. 31. Direct VHF radio contact should be established between the vessel engineer and the person in charge of the transfer of fuel, water, liquid or dry bulk cargo on the rig or platform. Direct contact is essential if the transfer is to start and stop efficiently and without clogs or spills. Relaying messages from a radio in the galley in not considered to be 'direct VHF radio contact.' While pumping fuel oil, a person should be stationed on deck near the emergency fuel shut off switch to operate that switch at the first sign of trouble. 32. A vessel standing by a rig or platform must be notified when the rig or platform radio will not be manned and allowed to stand down until it is manned. However, one crewman must always be actively on watch to standby the vessel's radio. 33. Do not allow yourself, your crew, or rig personnel working cargo to be crushed by a swinging load. Always leave a safe route to escape, and preferably a route that leads forward NOT aft. 35. Insist that every load be fitted with a tag line. Use the tag line to guide a swinging load into place. Be sure the tag line is long enough and strong enough to do the job. If nothing else, using a tag line may prevent the crane's 'headache ball' from dropping on your feet.
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INFORMATION SHEET
36. Be sure of your own balance and footing before you try to land a suspended load. Do not be premature in taking a strain on the tag line. Know when to let go of the tag line as it can cause you to lose your balance or even swing you overboard. 37. Stand under cover whenever possible while your vessel is working under a rig or platform - especially at night. Wear a hard hat if you go out on deck. Even small objects like welding rods, nuts, bolts and hand tools invariably follow the laws of gravity. 38. Use slings, hooks and rigging that are suitable for the job. Retire worn out tiedown chains and load binders. Repair broken chains, padeyes, and chains without grab hooks. Replace worn or weakened slings. Know which company owns each piece of rigging so that it may be held responsible for its failure or for its timely repair or replacement. 39. When maneuvering around a rig or platform, only attempt to load and unload your vessel when you feel you are in a safe position to do so. If you cannot hold your vessel in position, do not risk it. Although circumstances of the case may indicate to the contrary, court decisions almost invariably find that the OSV is negligent if it attempts a transfer on the windward rather than the leeward side of a rig or platform. 40. Beware of dangling or floating lines around a rig, platform and nearby mooring buoys. Insist that such lines be removed before they entangle your propeller(s) and/or rudders. 41. In marginal sea conditions, know whether the crane operator is operating with his fast ball or slow ball and whether he can reasonably be expected to snatch a lift at the top of a wave. You cannot afford to have a lift suspended one or two feet above the deck where it can snag the headache rack, dump its contents on your deck, smash your engine exhausts, wipe out tank vents, ventilation louvers, stern light, fuel containment areas, bitts and assorted personnel.
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42. Do not hook up a load with the slings still connected to the headache ball. First let the slings touch the metal deck, bulwarks or headache rack to discharge any static electricity. Then disconnect the slings from the headache ball. Have the crane operator raise the headache ball well over your head. Hook the slings to the load. Then have the crane operator lower the headache ball so you can hook the slings. Be especially careful of your fingers and quickly move away from the load before the crane operator takes a strain on it. 43. To avoid confusing the crane operator, designate only one hook-up man on deck to give signals. However, the crane operator should obey an emergency stop signal given by anyone. Use only the approved hand signals posted on your vessel. 44. Each item identified as a separate 'lift' must have its weight clearly marked on it so that the crane operator on the rig or platform knows exactly what weight he is lifting. 45. The rig or platform is responsible for securing all cargo it loads on board a vessel for an inbound or in-field run. The vessel must provide a sufficient number of chains and load binders for the job. The Master or a licensed officer must supervise the loading and request any change he feels are necessary. All unresolved complaints should be logged. 46. In rough weather, either the Master of the vessel or the crane operator should be able to call off a loading or unloading operation without prejudice. Although the circumstances of the case may indicate the contrary, court decisions indicate that higher than 5 to 6 feet are too rough for safe transfers. 47. All items of deck cargo must be secured against the vessel's pitching and rolling motion and against boarding seas. Since a vessel's stability letter requires that all deck cargo be secured to the deck, each item must be released individually before hoisting from the vessel and/or secured immediately after lowering to the vessel. No deck cargo should be left on deck free-standing and unsecured.
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48. When discharging fuel to a rig or platform, do not run your fuel hose across the deck of another vessel. 49. When working at oilfield locations, be alert to the possible presence of natural gas. Be alert to any unexpected increase of speed or preignition in your main engines, generators and auxiliary diesel engines. 50. In oilfield work, always be alert to the possible presence of hydrogen sulfide gas, a deadly poison, with a characteristic rotten egg odor. Alert your crew to these conditions immediately. 51. If the rig wants to examine your cargo tanks after pumping to be certain that they have received all their cargo, you may open the tanks only if the Master deems it safe to do so without endangering the vessel. You should require a written and signed statement that the rig accepts responsibility for any tank or cargo contamination by seawater or delay caused by failure of the tank to reseal properly. You should carry spare gaskets and sealing materials for your tanks. 52. A vessel delivering or waiting for cargo at an offshore location should be properly manned so that it can maintain a 24 hour 'anchor watch.' This means a watch that can listen to the radio, respond immediately to any emergency on the vessel, rig or platform by mobilizing the crew as needed, constantly ascertain the vessel's position relative to the rig or platform, watch all activities on deck, slip the anchor buoy, and warn of approaching ships. This watch must be conducted from the pilothouse with all around visibility and from the galley. 53. The crane operator should inform the Master regarding the condition of his crane brakes during rainy weather. Loading should be suspended if the crane brakes slip or any other unsafe mechanical condition arises at any time.
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UNIT 1 LESSON 2
INFORMATION SHEET
54. The rig or platform must provide sufficient personnel to connect or disconnect the rig platform's end of all hoses and lines running to or from the rig or platform. Boat crew members should not be expected to risk jumping or swinging between the vessel and the rig or platform for these purposes. The rig or platform must understand that this assistance should be provided in a timely manner because sea conditions may justify cutting the lines or hoses if the vessel is imperiled. 55. The crane should be equipped with a warning system. 56. All crane hooks should be equipped with safety latches. 57. While the crane is in operation, the crane operator should not perform any other work or leave his position at the controls until the load had been safely landed and the machine secured. 58. The rig or platform should inspect the mooring area(s) used by the OSVs to be sure they are free of mud, cement, chemicals, grease, oil, jagged steel, tripping hazards or anything else that would interfere with handling the vessel's mooring lines. When the rig or platform must supply the mooring lines, these lines must be of suitable size, in satisfactory condition and readily accessible. If the lines, cleats or bitts required for mooring are not accessible - either through poor design or because of weather or sea conditions - the rig or platform must provide personnel to assist the vessel in mooring. 59. The rig or platform should inspect and replace all worn, broken and dry rotted tag lines. Loading Precautions 1. 2. Always keep your eyes on all cargo being hoisted (the lift) and clear the area before hoisting begins. Never turn your back on a lift in progress. Cargo such as pipe and heavy cylindrical or flat objects must be properly blocked so slings, forks or other lifting gear can be placed under it for rapid unloading.
1-81
UNIT 1 LESSON 2
3.
INFORMATION SHEET
Chain or tie and bind all drums together. Lash them down to deck padeyes or the railing (headache racks) so they will not float free in breaking seas. Do not lash them to a pallet unless it, too, is properly secured. When a drum is lost overboard, float ashore and is subsequently found on the beach and retrieved by the Coast Guard, it must be treated as 'hazardous material' and disposed of accordingly .... at considerable expense to the U.S. taxpayer. Any object that is likely to float off the cargo deck must be lashed down. Identify and then be cautious when using any bitt that is welded to part of the deck that also serves as the top of a fuel tank. Bitts can be torn out in heavy weather or when given too short or too steep a lead resulting in oil pollution, machinery failure caused by water in the fuel, loss of the vessel and possibly loss of life. When considering the final positioning of the deck cargo, each portable tank for combustible or flammable cargo, whether filled or not, must be completely within reach of a semi-portable fire extinguisher hose. When carrying portable tanks, consider the comparability of all liquids in adjacent portable tanks in case the tanks leak or damage or puncture one another during transport or while being loaded or offloaded. Beware of dangerous fumes emanating from the tank vents. Portable tanks must be loaded on and unloaded from OSVs with their contents intact. You are not permitted to pump flammable or combustible contents to or from any drum or portable tank on your vessel; they may not be pumped while they are on the boat. During loading or unloading, fully evaluate your response to the dangers posed by the contents of every drum or portable tank if it were punctured or dropped.
4. 5.
6.
7.
8.
9.
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INFORMATION SHEET
10. Treat each empty drum and portable tank on your vessel as if it were filled with flammable vapor and capable of exploding. In many cases, an empty drum is more dangerous than a full drum .... and always should be presumed to be. 11. Each portable tank and drum, regardless of condition, must be capped and checked for leaks before it is accepted as cargo. 12. You must be able to maintain your vessel on an even keel during loading or unloading offshore under a variety of weather and sea conditions. Never unlash a binding chain or tiedown chain until you know that the rig or platform plans to remove a specific item of your deck cargo immediately. Fully evaluate the effect of releasing any binding chain while awaiting offshore unloading. 13. Using the equipment on hand, you should always be capable of restoring a binding chain to prevent the load from shifting. If not, do not release the load. Tiedown chains should be restored if loading or unloading is stopped for any reason. 14. Even on a temporary basis, uneven vessel loading combined with a topped-off fuel tank can lead to an oil spill. 15. Do not allow a rig or platform to dump trash or inbound cargo on your deck without securing it. 16. Beware of the hazards to your personal safety when you work on a slippery deck. Wash off all non-polluting mud and chemical spills with a deck hose as soon as they occur. Inform the rig or platform of any spill that could cause pollution and have them furnish suitable containers and personnel to clean it up.
1-83
UNIT 1 LESSON 2
INFORMATION SHEET
17. Do not tie downwind of a rig or platform to work cargo if mud, cement or oil is blowing on your boat. Particles of dust enter all diesel engine air intakes and unacceptably shorten engine life. Mud and oil make your decks slippery and hazardous. Chemical dust may injure your eyes. The vessel owner should establish a company policy on this matter to support the Master so he is not placed in the position of weighing safety and good seamanship against losing his job. 18. Never secure cargo to tank vents or fills pipes. 19. Stow all deck cargo inside the 'headache rack' if your vessel is so equipped. A safety area, wide enough to walk on, should exist outboard of the headache rack. Do not allow crewmembers or cargo handling personnel to position themselves so they can be pinned between cargo and the headache rack or bulwarks. 20. Secure all cargo promptly and thoroughly; stand clear of any cargo that is not secured, even temporarily. 21. Standby boats should be used as service or rescue boats and NOT as floating junk platforms to store unwanted items from a rig or platform. However, when there is no alternative, any items that are stored on a standby vessel must be properly secured as deck cargo subject to the most severe conditions since a standby vessel will roll at anchor and may be called on to maintain its station in all weather conditions. The Master of a standby boat must understand that it may be impossible to remove deck cargo under adverse weather conditions and must load accordingly. 22. Vessels not secured to a dock in port must carry a full 24 hour crew and maintain an anchor watch when the vessel is not underway - especially when loaded with deck cargo.
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INFORMATION SHEET
23. Always notify the Master or the person on watch in the pilothouse if you go out on deck for any reason while underway. Make your trip brief and report back in. No person should secure cargo alone; always ask another person to watch or assist you if you must go on deck to secure loose cargo. Everything you do on deck that could possibly lead you to trip, fall, be knocked unconscious or be washed overboard should only be done with someone actively watching you and prepared to offer assistance. 24. Do not stand or sit on or outside of the vessel's bulwarks, loading gates, railings or safety chains. For the occasional job that requires you to work in this exposed position, wear a work vest or PFD properly buckled and/or tied, a hard hat with chin strap, suitable shoes, and a safety harness made fast to a secured safety line. Do not perform this work unless some other person has donned a work vest or PFD and is actively watching you and prepared to offer immediate and meaningful assistance. 25. Your vessel should head downwind - or into the seas - based on prevailing weather conditions if any deck cargo breaks loose. 26. Cargo must not be stowed in the galley, companionways or accommodation space except for refrigerated or frozen items for human consumption which may be stowed in suitable refrigerated spaces if available. Keep all contaminating cargo away from foodstuffs. 27. Because of the danger of asphyxiation, any goods packed in dry ice must be unpacked before stowage in any enclosed space on the vessel including freezers and refrigerators but excluding locked grocery boxes stowed on an open cargo deck. 28. It must be recognized that offshore supply vessels have different maneuvering characteristics, stability, response times, and exposed wind areas at different drafts, conditions of list or trim and in different sea states and that various temporary or permanent mechanical factors may also have to be taken into consideration. The knowledge, experience, background, instructions and safety orientation of the Master may affect the vessel's effectiveness for a particular assignment. Therefore, it is possible that certain tasks can be performed at times but not at others and by certain persons but not by others with similar licenses and qualifications.
1-85
UNIT 1 LESSON 2
INFORMATION SHEET
29. Be sure that your OSV has tank sounding tables for each tank used to carry fuel, ballast water, potable water, and liquid cargo and the necessary equipment to take soundings with - usually a stainless steel sounding tape with a brass bob and water-detecting paste. The soundings should be logged. 30. Be sure to fly your red 'Bravo' flag when taking on or discharging fuel. 31. You should have a chemical data sheet on board your OSV for each chemical carried in bulk. Each sheet should be prominently posted to insure it is read. All 'packaged' hazardous materials (i.e. dangerous goods') carried on your vessel must be stowed and labelled according to Department of Transportation regulations. 32. The shipper of each hazardous chemical substance should supply your vessel with the appropriate antidote for that chemical. 33. All fuel hoses lowered to a vessel at a rig or platform must be capped and have an operable valve to prevent oil spillage. Each fuel hose should be suspended from a tag line. 34. An OSV must have a sufficient number of padeyes welded on deck no further than 8 feet apart and a minimum of one tie-down chain for each pair of padeyes and two extra chains for emergency use. Each padeye must have a large shackle or equivalent attachment which allows the grab hook on each end of the chain to be pulled through and doubled back. Broken or unusable padeyes must be replace as soon as possible. Lack of sufficient padeyes to properly bind the cargo is sufficient grounds to delay a voyage. 35. All oil must be drained or removed from containment areas before the vessel leaves the dock to avoid pollution en route and to prevent spreading oil on the deck and thereby creating a slipping hazard. 36. When loading deck cargo, sufficient room must be left for seamen to move safely, bend, reach and handle all mooring lines safely and effectively.
1-86
UNIT 1 LESSON 2
INFORMATION SHEET
37. All items of deck cargo must be secured against the vessel's pitching and rolling motion and against boarding seas. Since a vessel's stability letter requires that all deck cargo be secured to the deck, each item must be released individually before hoisting from the vessel and/or secured immediately after lowering to the vessel. No deck cargo should be left on deck free-standing and unsecured. 38. Do not allow lines, hoses, dunnage or deck cargo to block freeing ports on the cargo deck and restrict the large quantity of water (weight) from boarding seas from flowing overboard. 39. Use dunnage under a heavy load placed directly on a steel deck to help prevent it from shifting. 40. When loading or discharging bulk cargo from tanks, ensure that all hoses are lead without twists or kinks, are properly supported and have sufficient slack to permit the vessel to move with the surge of the sea. 41. When loading or discharging tank cargo, ensure that all pressure gauges are watched properly. The person watching the gauges should understand the mechanics of what is happening in the pumping system, what reading to expect, the safety valve settings in the pumping system, what could go wrong, the signs that indicate something is going wrong, and what immediate action to take if that happens. 42. When loading or unloading tank cargo, make sure that each female quickdisconnect fitting is properly engaged to its male coupling. All gaskets, cam levers and their pins and rings must be in place and in good working order; the fittings themselves must not be out-of-round. 43. Tie the "cam ears" or "levers" of the hose fittings together before pressurizing the hose in order to prevent the fittings from opening accidentally. 44. When loading or discharging fuel or tank cargo, have competent trained personnel stand by on deck at the appropriate switches and valve in case of an emergency or a shut-down order.
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INFORMATION SHEET
45. When loading or discharging tank cargo, be aware of the rate of loading or discharge and the time when the operation should be completed. Periodically check the progress of the operation and investigate immediately if pumping is not completed on schedule. This is particularly important when pumping combustible liquids where centrifugal pumps that run dry are likely to overheat and possibly explode. 46. When loading or discharging tank cargo, make sure that all tank vents and pressure/vacuum fittings are clear and that air can flow freely to the vents. As tanks fill, be alert to all hazards associated with flammable, combustible or toxic vapors. Be sure to enforce 'No Smoking' rules in any area where a hazardous condition may exist. 47. Stand clear of hoses under pressure. If the hoses should break or a coupling open, the hose can lash out violently across the deck. A variety of injuries can also result from the pressurized contents of the hose. 48. Since abrasive particles shorten engine life, engineroom intake blowers should be shut down while loading or discharging dry mud or cement or in an excessively dusty environment. 49. Most main and auxiliary engines do not have adequate air filtration capacity to handle large volumes of dust. If possible, shut down the main engines and auxiliary diesel engines under extremely dusty conditions. 50. Deck cargo must NOT block access to fire extinguishers or fire hoses. 51. When you load fuel and water, note your draft marks before taking on cargo. 52. On anchor handling supply vessels, the anchor chain used by the rig is heavy, can shift easily and rapidly, and must be properly secured. 53. To expedite unloading and reduce the risks inherent in offshore rigging especially in heavy weather - casing and other cargo should be pre-slung when it is loaded.
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INFORMATION SHEET
54. Because of the possibility of puncturing, sparking and explosion, it is dangerous to load a portable fuel tank on an OSV load with casing or other unwieldy tubular goods which swing in confined spaces. 55. When working on deck, use hand signals; avoid yelling as it creates confusion and misunderstanding. Be sure that all persons not actively involved in cargo operations stand clear. 56. Hose racks that allow for the safe stowage of all fuel, water and cargo hoses should be provided on each OSV. Allowing a hose to lie on deck when it is not being used presents a tripping hazard and is unsafe. The hose may be damaged by crushing, twisting, abrasion or puncturing. It can also be contaminated by dirt, debris and salt water and can spill its contents on the deck causing slipping hazards. The hose can also get in the way while loading or unloading cargo. 57. Fuel or cargo spills on the rig may result when an OSV engineer is expected to pump two or more systems at the same time without adequate assistance. 58. Deck cargo must not be loaded so that it restricts the intake to or exhaust from engineroom blowers. 59. The handle on a chain binder should be lashed shut after it is closed to prevent it from popping open. A sufficient supply of small diameter line (small stuff) must be carried on the OSV for this purpose. 60. Turnbuckles are also used on occasion to secure the load and to take out slack from the turnbuckles. After the turnbuckle has been tightened as much as possible, a stout piece of wood or steel pipe secured in the barrel of the turnbuckle will prevent it from backing off. 61. The Master's personal knowledge of his offloading locations often determines where some cargo is stowed. The location of the crane on each rig or platform may determine to some extent where a particular lift must be placed on the cargo deck of an OSV.
1-89
UNIT 1 LESSON 2
INFORMATION SHEET
62. Wherever possible, pipe cargo should be stowed completely across the vessel from side to side and flush across the top. Avoid stacking the pipe on one side of the vessel since it is liable to roll transversely. After loading, the pipe should be lashed securely and chocked if necessary to prevent movement. 63. Small reels that can be handled by one or two men should be stowed on their side to prevent them from rolling. A large reel, however, should be secured by a chain led through its center to the headache rack to prevent the reel from rolling with the vessel's motion in a seaway. If necessary to stow upright, position the axis of the reel athwartships and chock the reel before lashing it down. While loading or securing the reel, be careful not to puncture or otherwise damage the hose or cable on the reel since it is possible that localized damage could render the entire reel useless. 64. Cargo must NOT block access to reach rods or emergency fuel shutoff valves which must remain accessible during the voyage. 65. All hands new to the industry as well as new hands on the vessel must be closely supervised and assisted in and around cargo handling activities. New hands often must be warned about the presence of the headache ball, hook and slings that may be hanging in readiness slightly above head level. 66. Be mindful that a crane operator may not be able to judge distances accurately when either his crane or the vessel (or both) are rolling, pitching or heaving. Hazardous and Chemical Cargoes 1. Acid is corrosive. Certain acids react swiftly with aluminum and are capable of eating through the aluminum cargo deck and bilges of aluminum crew and utility boats during a single voyage of a few hours duration.
1-90
UNIT 1 LESSON 2
2.
INFORMATION SHEET
When your OSV is being loaded, be alert to potentially dangerous or unsafe conditions. Do not accept leaking sacks, partially filled oil drip pans under machinery, machinery that leaks oil, unsecured pallets, unsecured oil tools, and incompatible chemical cargo. Also, consider how the items on your cargo deck will be affected by being submerged in saltwater. Comment before leaving the dock, rig or platform. Log any unresolved conflicts or protests. Mud or cement hoses that are lowered to your OSV but are not capped or plugged may contain rain water, washdown water or chemicals from rig washing. If you accept these hoses, your vessel may be blamed later for clogging the hose or contaminating the cement. Check each hose carefully before using it. Drums should be properly sealed and stowed with the bung up during transport so they will not leak on the deck. All gas cylinders must have their caps in place and be secured in an appropriate rack. Beware of swinging loads in the vicinity of compressed gas bottles; a snapped valve will turn a gas bottle into a missile. Contents of boxes accepted for transport are not considered 'secure' unless they are locked and sealed. This is particular true of grocery boxes. The Master must be furnished with a manifest listing the weight of each cargo item and given a reasonable opportunity to distribute the load, especially the 'heavy lifts,' to suit the requirements of his vessel - it being understood that the order in which the vessel is offloaded may also be affected. An OSV should not leave the dock if her Master does not feel she is loaded safely and in compliance with Coast Guard regulations.
3.
4. 5. 6. 7. 8.
9.
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INFORMATION SHEET
10. If you carry solutions containing - chloride or - bromide and are using your integral tanks, have them inspected and make a note to that effect on the receipt you sign. At the same time, take a clean jug and request a sample of the fluid. If the crew must handle this material in any manner, they must be provided with rubber gloves and eye protection. When you reach the rig, you may become involved in a long pumping process, starting and stopping at the rig's request. So, if you do not have centerline tanks, be careful where you put this material. Before accepting the cargo, ask its weight and check your documents to be sure that you can carry this weight. 11. If you carry - chloride/-bromide tanks on deck, check their height and compare it with your stability letter's 'center of gravity' requirements. These tanks are best loaded end-to-end so they act as centerline tanks. This allows you to pump one tank completely empty at a time and not be forced to switch back and forth to prevent listing. With all these liquids, you face the problem of free surface. Consequently, heavier-than-usual tiedown chains are required. Also, make sure that any used completion fluid returned from the rig is gas free. 12. When loading or discharging dry mud or cement or entering a tank containing these products, use a facial respirator mask and goggles. No person should be required to work inside a dry mud or cement tank without proper respiratory protection. 13. The crew of an OSV should not be responsible for cleaning bulk mud and cement tanks when such additional duties require them to work in excess of the hours specified in 46 USC 8104. 14. Palletized mud or chemicals shipped in plastic 'Christmas wrap' covers is a hazard. Sacks can be torn by slings, dissolved by breaking seas, damaged by forklifts, fall off the pallet, or pour their contents all over the deck and indiscriminately upon any bystanders. These goods should be shipped in steel containers to and from the rig. 15. Chemicals in bags should be given inboard stowage as far forward as possible since the bags are susceptible to damage by water coming over the stern when backing the vessel or water that comes on deck from the motions of the vessel in the seaway.
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INFORMATION SHEET
16. There are seven Coast Guard classifications of dangerous articles that may be carried as 'package' cargo: (1) Explosives; (2) Flammable liquids; (3) Flammable solids; (4) Oxidizing materials; (5) Corrosive liquids; (6) compressed gases; and (7) Poisonous articles. Each package (not including below-deck bulk cargo) must be properly labeled according to the Department of Transportation regulations with a special colored label describing its contents and how it must be handled. 17. Dangerous cargo must be listed on a separate manifest called a 'Dangerous Cargo Manifest' which is provided to the Master by the loading facility. This document must list all the dangerous cargo along with its destination, label, description, and special handling instructions. 18. Cylinders of flammable compressed gases must not be stowed closer than 8 feet to the vessel's side. Non-flammable gases should be at least 3 feet from the vessel's side. 19. Drums may be stowed in tiers (stacked) only if dunnage is placed between the tiers to help prevent them from shifting. 20. Hazardous waste requirements: a. b. c. d. Each hazardous waste 'transporter,' must have a hazardous waste transporter identification number. The shipper (the customer) should supply all specialized safety or handling equipment required for transporting hazardous waste. All hazardous waste cargo 'packages' should be properly labeled and sealed. Even empty containers must be properly sealed and marked. Do NOT accept a leaking container or one without a proper seal.
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UNIT 1 LESSON 2
e.
INFORMATION SHEET
Hazardous waste must be accompanied by a 'Uniform Hazardous Waste Manifest' (UHWM) which the 'transporter' (the Master of the vessel) must sign. Sign the UHWM only after you are certain that everything on the manifest is properly labeled, identified, sealed and is physically on board the vessel in the stated quantity. You must retain a copy of the UHWM aboard the vessel for three years. Do NOT lose, destroy or handle the UHWM so that it becomes illegible. Do NOT allow anything to be added to the hazardous waste containers or the entire quantity becomes hazardous waste and the 'transporter' (your company) will probably have to pay to dispose of the entire shipment. You should be given a Material Safety Data Sheet (MSDS), which is a detailed description for every item of hazardous waste transported on the vessel and should make certain that you are prepared to respond with proper first aid, container repair or replacement, stowage, handling, and containment. You must carry spare labels and immediately replace any labels on the shipment which come off. Notify your customer's shore base that you are returning with a shipment of hazardous waste so that arrangements for disposal can be made.
f. g.
h.
i. j.
Log Keeping and Administrative Requirements 1. Maintaining a complete logbook is essential to the orderly operation of an offshore supply vessel. Aside from the entries normally required on all merchant vessels, the following points deserve special attention: a. Log every cargo item that comes aboard you vessel, especially noting what cargo and in what quantity goes in which tank. Be sure to indicate whether the measurement is in cubic feet, sacks, or some other quantity. Be specific.
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b.
INFORMATION SHEET
Have all pressurized dry cargo tanks numbered. On a suitable diagram, indicate what is in each tank. This can save the vessel owner from paying for a load of cement pumped to the wrong rig or the wrong blend pumped at the wrong time. Make appropriate logbook entries. Enter in the logbook that the tanks were inspected before they were filled and indicate who inspected them. Request that liquid mud tanks be cleaned before they are loaded; this only takes a minute and protects you from being blamed for dirty tanks if something goes wrong at the rig. Be sure to check your liquid mud circulation pump for proper operation and write down all circulation orders you receive. Log everything. If the rig wants to pump used mud to your vessel, be sure that your company policy allows it and be sure that the mud is gas free. Beware of entrapped explosive and toxic gases in such a cargo. Consider logging below-deck cargo in both the engineroom log and the deck log so that if you are underway and the rig wants to know what it is going to receive, you can read it from the deck log without waking the engineer or keeping the rig waiting.
c. d.
e. f.
g.
2. 3.
The Master's signature on the cargo manifest makes him directly responsible if anything is lost or damaged through improper stowage. The 'gross weight' of a box of cargo is the total weight of the box and whatever cargo is inside. The 'net weight' of this box of cargo refers only to the weight of the cargo inside the box. The 'tare weight' refers only to the weight of the empty box that holds the cargo.
UNIT 1 LESSON 2 LOADING AND DISCHARGING OPERATIONS
PRACTICE EXERCISE 1.10 through 1.12

For items 1 through 9, circle the letter of the correct response. 1. When hoisting by the yard and stay method A. B. C. D. 2. One winch supports the entire load and the other maintains the slack. Both winches support the load equally. Both winches are used to maintain the slack. One winch supports the majority of the load and the other supports the rest of the load.
Which of the following is acceptable to make fast your lashings? A. B. C. D. electric cable doors lagged pipes bulkhead fittings
3.
Which of the following is NOT a safe cargo-handling practice? A. B. C. D. Wearing properly colored safety helmets. Standing clear of slings being pulled from under loads by cargo falls. Standing between a load and a fixed object when steadying the load. Keeping the hand hook pointed away from the body.
4.
Damage to cargo caused by fumes or vapors from liquids, gases, or solids is known as ____________. A. B. C. D. contamination oxidation tainting vaporization
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5.
PRACTICE EXERCISE
What publication is a good source for information on the characteristics of hazardous cargoes? A. B. C. D. 46 Code of Federal Regulations, Subchapter N Chemical Data Guide for Bulk Shipment by Water 49 Code of Federal Regulations, Subchapter C, Part 176 Merchant Marine Officer's Handbook
6.
A "wet cargo" refers to _______________. A. B. C. D. a cargo that will be damaged if it gets wet bulk liquids cargoes that will cause condensation liquids in containers
7.
Which of the following legally binding conditions is NOT covered in the vessel's stability letter? A. B. C. D. maximum draft maximum cargo weight securing of cargo against shifting specification on stowage of cargo
8.
Certain cargoes must be segregated because of their ______. A. B. C. D. inherent characteristics weight destination danger to humans
9.
A hygroscopic cargo is defined as a cargo ____________. A. B. C. D. capable of absorbing moisture in the form of a gas capable of giving off moisture in the form of a liquid that is shipped in a liquid state that will ignite in contact with water
10. What is the primary source of damage in transportation of bulk/homogenous cargo? A. B. C. D. weight shifts stowage with odorous cargo inherent vice tainting
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UNIT 1 LESSON 2
PRACTICE EXERCISE
Complete item 11 by providing the correct response or phrase in the space provided. 11. There is less chance that a signal to a winch operator will be misunderstood if . Complete items 12 through 14 by circling either True or False. 12. All personnel placed on board an Offshore Supply Vessel (OSV) [including rig personnel] to work cargo or for transportation purposes are under the jurisdiction of the Master while on board. A. True B. False 13. Courts will almost invariably find an OSV negligent if it attempts a transfer on the windward side of the vessel rather than the leeward side of a rig or platform. A. True B. False 14. Flammable or combustible tank contents may be pumped to or from tanks or drums while on the vessel. A. True B. False

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UNIT 1 CARGO HANDLING

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UNIT 1 CARGO HANDLING

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UNIT 1 LESSON 1 CARGO HANDLING AND STOWAGE

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Figure 1-1-2. Triple Swivel Hook

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Figure 1-1-4. A Single Swinging Boom with a Double Purchase

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Figure 1-1-8. Pallet Trucks

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Figure 1-1-9. Cargo Net Shortener

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Figure 1-1-12. Brick Method of Stacking Cardboard Cartons

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Figure 1-1-15. Alternating the Direction of Boxes

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17,425 cu. ft.

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Figure 1-1-19. Metal Dunnage

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Figure 1-1-20. Tomming Down Arrangement Using Metal Dunnage

1-37 (reverse blank)

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UNIT 1 LESSON 1 CARGO HANDLING AND STOWAGE

PRACTICE EXERCISE 1.1 through 1.9

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UNIT 1 LESSON 1 Complete item 52 by circling either True or False.