UNIT- 2

SHIP’S CARGO LIFTING GEAR

DERRICK.
CRANES AND PORTAINERS
DERRICKS
Parts of a Simple Derrick.
Advantages of Hallen, Velle Derrick
Types of Stuelcken derrick, Advantages of Stuelcken derrick
Importance of preventer guys. The union purchase system. Precautions
when working on Union Purchase systems. Rigging of derricks for
loading and discharging of cargoes. Maximum load to be used for angle
between runners.
Swinging derrick with powered guys.
Putting winches in double gear.
Hoisting, lowering and securing a derrick.
Safety Precautions while handling Heavy lift derricks.
Operational checks to be done on ship’s cargo gear before handing over
to stevedores including checks on limit cut outs;
Contents and use of the Rigging Plan
Purpose of Out rigger
DERRICKS
 The most widely used derricks in the marine industry are of
a welded structure, consisting of either three or five welded
sections of tubular steel.
 At the heel of the derrick either a single flange or a double
flange will be welded to permit attachment to the
gooseneck, a through bolt passing between the gooseneck
arrangement and the flange(s) of the derrick.
SPIDER
BAND

FLANGE
 This bolt, once secured, is guarded by a washer and
split pin holding, or, in the case of heavy lift
derricks, by shallow nut and split pin.
 The bolt is not subjected to lateral forces and the
split-pin securing is generally an adequate method
of retaining the bolt in position.
 At the head of the derrick a spider band is fitted to
permit the attachment of guys, topping lift and
lifting purchase.
 This band is forged in one piece, the lugs not being
allowed to be electrically welded to the band.
 Some heavy lift derricks have the spider band
manufactured so that the lugs opposite each other are
attached to a yoke piece that passes through the
derrick, providing additional strength in working.
 It is often the case when a derrick has a fairly
considerable length, say 12 m or more, that derrick
guides are fitted to prevent the cargo runner from
sagging.
 These guides may take the form of a fixed hoop welded
to the derrick, or they may be provided with a cast-iron
roller.
 These rollers should be regularly maintained or they
may cause undue chafe on the cargo runner wire.
 Derrick gear is illustrated in next slide.
SINGLE SWINGING DERRICKS
The conventional derrick was initially evolved as a single hoist operation
for the loading and discharging of weights.
It was the basic concept as an aid which became popular when combined
within a ‘Union Rig’.
The function of the derrick is to raise, transfer and lower weights.
In the shipping industry this effectively means moving goods from the
quay to the vessel or vice-versa.
The derrick boom is supported at the heel in a pivot arrangement known
as the gooseneck, which allows elevation by means of a topping lift span.
The topping lift may be of the nature of a single span or a purchase;
either way the downhaul is led from the spider band of the derrick via
the masthead span block (high upper support) to a convenient winch.
Figure shows a single span secured to a union plate, which also
accommodates a chain preventer and a bull-rope.
The bull-rope is a continuation of the downhaul for the purpose of
topping or lowering the derrick.
TOPPING A SINGLE SPAN (TOPPING LIFT) DERRICK
1. Assume the derrick to be in the lowered position, secured in the
crutch. Collect the chain preventer from its stored position, together
with two tested shackles, a snatch block, seizing wire, marline spike
and wire preventer if the derrick is to be rigged for union purchase.
2. Obtain power on deck and remove the cargo runner from the main
barrel of the winch.
3. Secure the slewing guys to the spider band and stretch them to port
and starboard.
4. Shackle the cargo working end of the runner to the deck, so as not to
end up with the eye of the runner at the derrick head when topped.
5. Secure the bull-wire to the winch barrel (assuming no dolly winch
system) via the snatch block.
6. Let go the derrick head lashing or crutch clamp, and man the guys.
7. Lift the derrick clear of the crutch (float the derrick) and pass the
wire preventer over the derrick head, if for use with union purchase.
TOPPING A SINGLE SPAN (TOPPING LIFT) DERRICK
8. Heave on the winch, topping the derrick until the union plate
(monkey face-plate) is down to the snatch block.
9. Shackle the chain preventer on to the union plate, mousing the
shackle.
10.Come back on the winch, lowering the derrick to the required
height. Secure the chain preventer when the derrick reaches the
desired working height. When shackling the chain preventer to the
deck lug bolt, ensure that the shackle is clear of the next link of the
preventer, so as not to foul and cause the rig to jump when under
load. Mouse the shackle.
11.Remove the bull-rope from the winch and secure hand tight about
the mast cleats. This bull-rope will now provide a back-up to the
chain preventer.
12.Secure guys once the derrick is slewed to the desired position.
13.Secure the cargo runner once more to the main barrel of the
winch.
SAFE HANDLING PRACTICE FOR DERRICKS
1. All derrick rigging should be regularly maintained under a planned
maintenance program, and in any event should be visually checked
for any defect before use.
2. Before a derrick is to be raised, lowered or adjusted with a topping
lift span tackle, the hauling part of the topping lift should be flaked
down the deck clear of the operational area.
3. All persons should be forewarned of the operation, and to stand
clear of the bights of the wire.
4. When topping lifts are secured to cleats, bitts or stag horns, three
complete turns should be taken before the additional four cross
turns on top.
5. A light lashing should be placed about the whole to prevent the
natural springiness of the wire causing it to jump adrift.
6. When the rig of a derrick is to be changed or altered in any way, as
with doubling up, then the derrick head should be lowered to the
crutch or to deck level in order to carry out alterations safely.
SAFE HANDLING PRACTICE FOR DERRICKS - cont’d
7. When dolly winches fitted with a pawl bar are employed, the pawl should
be lifted to allow the derricks to be lowered.
8. Any seaman designated to carry out this task should be able to give his
full attention to the job and be ready to release the bar should anything
untoward happen in the course of the operation.
9. Under no circumstances should the pawl bar be wedged or lashed back.
10.Winch drivers should take instructions from a single controller, who
should pass orders from a place of safety from which a clear and
complete view of the operation must be available.
11.When derricks are being raised or lowered, winch drivers should operate
winches at a speed consistent with the safe handling of the guys.
12.Cargo runners should be secured to winch barrels by use of a ‘U’ bolt or
proper clamp, and when fully extended, a minimum of three turns should
remain on the barrel of the winch.
13.Should it be necessary to drag heavy cargo from ’tween decks the runner
should be used direct from the heel block via snatch blocks to avoid
placing undue overload on the derrick boom.
The Union Purchase Method of rigging derricks is perhaps the most common
with conventional derrick rigs .
 With this operation, one of two derricks plumbs the hatch and the other
derrick plumbs over-side.
 The two runner falls of the two derricks are joined together at the cargo
‘Union Hook’ (this is a triple swivel hook arrangement sometimes referred to
as a ‘Seattle Hook’).
 The load is lifted by the fall which plumbs the load, when the load has been
lifted above the height of the bulwark or ship’s rail, or hatch coaming, the
load is gradually transferred to the fall from the second derrick.
 Cargo movement is achieved by heaving on one derrick runner and slacking
on the other.
 The safe working angle between the runners is 90° and should never be
allowed to exceed 120°.
 There is a danger from overstressing the gear if unskilled winch drivers are
employed or if winch drivers do not have an unobstructed view of the
lifting/lowering operation.
 In the latter case, signallers and hatch foremen should always be employed
within line of sight of winch operators.
SAFE HANDLING REMINDERS FOR UNION PURCHASE RIG
1. To avoid excessive tension in the rig the safe working angle between the
married cargo runners should not normally exceed 90 °, and an angle of
120 ° should never be exceeded.
2. cargo sling should be kept as short as is practicable to enable the cargo
to clear the hatch coaming without extending the safe working angle
between the cargo runners.
3. Derricks should be topped as high as practicable, and not rigged farther
apart than is absolutely necessary.
4. Derricks should be marked with the safe working load when rigged for
union purchase.
5. Should this not be the case, then the safe working load should not be
more than one-third the SWL of the derrick itself.
6. Preventer guys of adequate strength should be rigged on the outboard
side of each derrick, and secured to the deck in the same line and with
similar tension as the slewing guy.
7. However, they must be secured to separate pad eyes to the eyes which
accommodate the slewing guys.
THE ‘HALLEN DERRICK’
 This is a single swinging derrick which is fast in operation and can
work against a list of up to 15°.
 They are usually manufactured in the 25–40 ton SWL range and, when
engaged, operate under a single-man control.
 Joystick control for Luffing and Slewing is achieved by the Port and
starboard slewing guys being incorporated into the topping lift
arrangement.
 Use of the outriggers from a ‘Y’ mast structure provides clear leads
even when the derrick is working at 90° to the ships fore and aft line.
 A second hoist control can be operated simultaneously with the
derrick movement.
 As a one-man operation, it is labour saving over and above the use of
conventional derricks, while at the same time keeps the deck area
clear of guy ropes and preventers.
 Should heavy loads be involved only the cargo hoist would need to be
changed to satisfy different load requirements.
 The ‘Hallen Derrick’ has a similar concept to the ‘Velle’,
in that the topping lift arrangement and the slewing
wires are incorporated together and secured aloft,
clear of the lower deck.
 The outreach and slew are wide achieved by the ‘T’
yoke on the Velle Derrick and by outriggers with the
Hallen.
 Both systems are labour saving and can be operated by
a single control, operating the luffing and slewing
movement together with the cargo hoist movement.
 The Hallen is distinctive by the ‘Y’ mast structure that
provides the anchor points for the wide leads.
 The derrick also accommodates a centre lead sheave to
direct the hoist wire to the relevant winch.
‘Velle Derrick’
 Similar in design to the ‘Hallen’ but without use of
outriggers.
 The leads for the topping lift and slewing arrangement
are spread by a cross ‘T’ piece at the head of the
derrick.
 A widespread structured mast is also a feature of this
rig.
 Again it is a single-man operation, with clear decks
being achieved while in operation.
 Generally, the ‘Velle’ is manufactured as a heavier rig
and variations of the design with a pivot cross piece at
the derrick head are used with multi-sheave purchases
to accept the heavy type load.
Port Topping/
Stbd Topping/
Slewing winch
Cargo Hoist Slewing winch
winch

Rigging system on the Velle Derrick. Luffing and slewing actions of the derrick are
powered by two winches each equipped with divided barrels to which the bare ends
of the fall wires are secured.
 DERRICK TOPPING BLOCKS ARE
CONNECTED TO THE HEAD OF
DERRICK BOOM T SECTION
USING SPANS AS BELOW

The rigging of Velle derrick with supporting mast